Moderators: richierich, ua900, PanAm_DC10, hOMSaR
chrisnh wrote:I think you meant BOS-MSP is 6 daily instead of 6 weekly. Another uptick comes with BA operating 4x on the three A380 Days whereas it was only 3x last year. The number of BOS-London seats continues to climb.
iyerhari wrote:DL BOS-AUA June-2018 - 1x weekly - I think it will be a weekend flight
chrisnh wrote:I think you meant BOS-MSP is 6 daily instead of 6 weekly. Another uptick comes with BA operating 4x on the three A380 Days whereas it was only 3x last year. The number of BOS-London seats continues to climb.
chrisnh wrote:I think you meant BOS-MSP is 6 daily instead of 6 weekly. Another uptick comes with BA operating 4x on the three A380 Days whereas it was only 3x last year. The number of BOS-London seats continues to climb.
tysmith95 wrote:TK currently flies from BOS to IST 4 times a week. I'm glad to see that flight retained despite the US Turkish visa spat that lasted a few months. Now that the visa spat looks to be over, I wonder if TK will revert back to daily service.
iyerhari wrote:Thanks VS4ever. Few other adds.
AC BOS-YVR resumes July-01 through September end.
DL BOS-CHS March-03
DL BOS-SAV March-03
DL BOS-AUA June-2018 - 1x weekly - I think it will be a weekend flight
VS4ever wrote:chrisnh wrote:I think you meant BOS-MSP is 6 daily instead of 6 weekly. Another uptick comes with BA operating 4x on the three A380 Days whereas it was only 3x last year. The number of BOS-London seats continues to climb.
Actually I just went back and looked at the original post on airlineroute.net the lie-flat 752 is flying 6 weekly, so wasn't losing my mind on that one
https://www.routesonline.com/news/38/ai ... ton%202018
tysmith95 wrote:TK currently flies from BOS to IST 4 times a week. I'm glad to see that flight retained despite the US Turkish visa spat that lasted a few months. Now that the visa spat looks to be over, I wonder if TK will revert back to daily service.
adamh8297 wrote:Not bookable at Delta.com or on ITA but Amadeus has it as a Saturday only running from June 9 - August 25. Nothings coming up after that as of now.
BOS-AUA 9:27-14:05
AUA-BOS 15:05-19:54
Amadeus doesn't have plane type yet. I wonder if it will be high density 757.
VS4ever wrote:http://kticradio.com/abc_business/united-airlines-flight-almost-crosses-into-path-of-landing-jetblue-flight-at-boston-logan-airport-abcid36018152/
FGITD wrote:It's a good point, and I know massport is pretty much perpetually looking into how they can expand. Problem is the footprint of the airport. There's really no where to go. The only "open" space is North cargo, which is usually full of parked terminal E aircraft during daytime, or the domestic RONs.
Adding to that, the only international time that really could be taken advantage is morning. Doesn't really work for Europe, but perhaps some middle eastern or Asian carriers could be interested
Haven't heard any exciting new rumors lately. Been too cold out there to stand around and share info like usual.
NickolayAv wrote:FGITD wrote:It's a good point, and I know massport is pretty much perpetually looking into how they can expand. Problem is the footprint of the airport. There's really no where to go. The only "open" space is North cargo, which is usually full of parked terminal E aircraft during daytime, or the domestic RONs.
Adding to that, the only international time that really could be taken advantage is morning. Doesn't really work for Europe, but perhaps some middle eastern or Asian carriers could be interested
Haven't heard any exciting new rumors lately. Been too cold out there to stand around and share info like usual.
In the Central American thread, there was an interesting post about Avianca El Salvador. In the January 2018 Catalog, when discussing plans for this year by the President and CEO of Avianca it said "Inciaremos operacion de San Salvador a Boston y Orlando", so clearly there are plans to launch SAL-BOS this year from AV. Closest we've come to an official announcement of the route.
NickolayAv wrote:About the TACV route that will start on 1/19 it arrives on Friday and departs on Monday, is there any further information of where it will go during the downtime between those two dates?
jsteeves3 wrote:BOS layout stinks for a hub airline. It is made for decent sized operations from many carriers. It is not meant for a hub airline, sadly. Terminal A is already almost at capacity. Every time I am in there the place is a zoo and check-in and security are flooded with people. When WN moves out, ya that will create some space but the space is not mean't for heavy's. BOS could support more TATL and asian flights but they don't have the room. It stinks because delta could build up Boston into a LGA size and destination hub, but what really needs to happen is the international routes. There is barely any space for expansion at BOS. The only way BOS could accommodate an airline hub is by switching around airlines terminals. Delta could take over most if not all B while ua and aa shrink and take over a along with wn. Every airline at BOS uses there gates at their upper capacity level except ua. Ua has around 10 gates at BOS. I could see them shrinking down to 5 at BOS and operating out of half of A-SAT, maybe a couple gates on the other side. AA takes over the main Terminal A and WN stays where they are now. NK will remain where they are. Lol this is so confusing lot of info to get out from a 14 year old
mikegigs wrote:jsteeves3 wrote:BOS layout stinks for a hub airline. It is made for decent sized operations from many carriers. It is not meant for a hub airline, sadly. Terminal A is already almost at capacity. Every time I am in there the place is a zoo and check-in and security are flooded with people. When WN moves out, ya that will create some space but the space is not mean't for heavy's. BOS could support more TATL and asian flights but they don't have the room. It stinks because delta could build up Boston into a LGA size and destination hub, but what really needs to happen is the international routes. There is barely any space for expansion at BOS. The only way BOS could accommodate an airline hub is by switching around airlines terminals. Delta could take over most if not all B while ua and aa shrink and take over a along with wn. Every airline at BOS uses there gates at their upper capacity level except ua. Ua has around 10 gates at BOS. I could see them shrinking down to 5 at BOS and operating out of half of A-SAT, maybe a couple gates on the other side. AA takes over the main Terminal A and WN stays where they are now. NK will remain where they are. Lol this is so confusing lot of info to get out from a 14 year old
I agree with you there. I dropped someone off at A last week around 3:30 am and it was already getting busy. All of A was PACKED with RON's. I didn't see one open gate. The only thing that I can think of is DL simply having a higher gate utilization during the day. I feel like WN packs more flights in per gate per day. Too bad... I've always wanted BOS to be somebody's true hub...
clrd4t8koff wrote:Just came across this article from 2015 stating BR was considering launching BOS in 2017. Wonder if maybe it was delayed until the 789's arrive?
https://centreforaviation.com/insights/ ... air-258894
adamh8297 wrote:This was posted on archboston.org There was another Massport Route Development presentation over the summer right before the Primera Air announcment.
https://res.cloudinary.com/simpleview/i ... 77c267.pdf
What is interesting to me is slides 10 and 11 which we have seen other versions of in the past.
Slide 10 is the wishlist
Slide 11 is the route map but with "Future Destinations" of GRU, BCN, HAV, ICN and "DEL or BOM" - This isn't the entire wishlist.
2 of these as we know have already been announced, 1 would be if it wasn't for DOT dragging HAV awards out.... so that leaves the following question: Are ICN and an Indian route coming sooner rather than later???
VS4ever wrote:EDI/GLA are wild cards with PVD-EDI already in existence i don't think BOS is going to get a shot at that and I suspect GLA would go the same way, that's going to be tough to support a route like that into BOS and it might do better into PVD.
jsteeves3 wrote:BOS layout stinks for a hub airline. It is made for decent sized operations from many carriers. It is not meant for a hub airline, sadly. Terminal A is already almost at capacity. Every time I am in there the place is a zoo and check-in and security are flooded with people. When WN moves out, ya that will create some space but the space is not mean't for heavy's. BOS could support more TATL and asian flights but they don't have the room. It stinks because delta could build up Boston into a LGA size and destination hub, but what really needs to happen is the international routes. There is barely any space for expansion at BOS. The only way BOS could accommodate an airline hub is by switching around airlines terminals. Delta could take over most if not all B while ua and aa shrink and take over a along with wn. Every airline at BOS uses there gates at their upper capacity level except ua. Ua has around 10 gates at BOS. I could see them shrinking down to 5 at BOS and operating out of half of A-SAT, maybe a couple gates on the other side. AA takes over the main Terminal A and WN stays where they are now. NK will remain where they are. Lol this is so confusing lot of info to get out from a 14 year old
jsteeves3 wrote:BOS layout stinks for a hub airline. It is made for decent sized operations from many carriers. It is not meant for a hub airline, sadly. Terminal A is already almost at capacity. Every time I am in there the place is a zoo and check-in and security are flooded with people. When WN moves out, ya that will create some space but the space is not mean't for heavy's. BOS could support more TATL and asian flights but they don't have the room. It stinks because delta could build up Boston into a LGA size and destination hub, but what really needs to happen is the international routes. There is barely any space for expansion at BOS. The only way BOS could accommodate an airline hub is by switching around airlines terminals. Delta could take over most if not all B while ua and aa shrink and take over a along with wn. Every airline at BOS uses there gates at their upper capacity level except ua. Ua has around 10 gates at BOS. I could see them shrinking down to 5 at BOS and operating out of half of A-SAT, maybe a couple gates on the other side. AA takes over the main Terminal A and WN stays where they are now. NK will remain where they are. Lol this is so confusing lot of info to get out from a 14 year old
DaufuskieGuy wrote:even if the layout was conducive the geography of BOS (and proximity to NYC) will never allow a feasible hub operation. outside the New England states connecting thru BOS is woefully inefficient
airbazar wrote:We keep hearing this and of course we forget that it already is a hub for 2 different airlines, maybe even 3. The World doesn't end at the U.S. border. It's not ideal and it will never be very large, but it already is a hub.
hinckley wrote:airbazar wrote:We keep hearing this and of course we forget that it already is a hub for 2 different airlines, maybe even 3. The World doesn't end at the U.S. border. It's not ideal and it will never be very large, but it already is a hub.
Hmmm . . . If you consider a hub to be any airport with one airline having a large percent of passenger traffic, then BOS would certainly qualify as a B6 hub and maybe a DL hub. If you consider a hub to be an airport that is used to a large extent for connecting traffic, neither B6 nor DL would qualify. I'm in the latter camp.
BOS is an odd airport due to the affluence of the surrounding area (on one hand) and its geography (on the other). Due to its location in one of the corners of the country and its proximity to NY, BOS has never developed into a modern connecting hub for any of the US3, and I doubt very much that it ever will. However, B6 has done a masterful job of building its business in BOS. First, it aggressively went after that affluent O&D traffic and won a huge percent of the majors' business while they weren't looking. Then, a large number of international carriers entered the BOS market (again, while the US majors sat idly by) and B6 leapt again, creating partnerships with a bunch of those carriers and creating a lot of international connecting traffic. Now I don't know the percent of B6's BOS business that connects with international carriers, but my guess is that it significant but not near a majority. But I suppose their international partnership model may qualify BOS as a B6 hub of sorts. Maybe.
Other than that, no airline uses BOS as a major connecting airport. Sure, DL is challenging B6's O&D market, and they're bringing some customers through to connect to AMS, but that doesn't make it a hub imo.
The only way that I can see BOS becoming a true connecting hub is if UA or DL use it as a relief valve for international ops as AA is doing in PHL. But I’m just not seeing BOS as ever having the physical infrastructure to ever be able to handle that.
33lspotter wrote:I agree with most of this, but, to be fair, DL defines BOS as a hub on its website. We may not consider it a hub, but it (being the carrier) seems to.
BostonBeau wrote:Does anyone know why Norwegian requires you to purchase 2 separate tickets for a return trip on their BOS-LGW service?
airbazar wrote:I would like to see OPO-BOS. TP might do it seasonally with an A321. They already fly to EWR and UA is introducing IAD-OPO.
iyerhari wrote:Does DL website really cite BOS as their hub? If you look at the website, DL lists the word "hubs and key business market". The Delta in-flight magazine airport map does not show BOS as their hub although I have seen websites list BOS as a hub.
hinckley wrote:Hmmm . . . If you consider a hub to be any airport with one airline having a large percent of passenger traffic, then BOS would certainly qualify as a B6 hub and maybe a DL hub. If you consider a hub to be an airport that is used to a large extent for connecting traffic, neither B6 nor DL would qualify. I'm in the latter camp
hinckley wrote:33lspotter wrote:I agree with most of this, but, to be fair, DL defines BOS as a hub on its website. We may not consider it a hub, but it (being the carrier) seems to.
Of course that's right, and I'm sure B6 uses a similar term. I was just trying to talk about the generic concept of a hub.
airbazar wrote:In the big scheme of things 90% of BOS traffic is said to be O&D but there's plenty of evidence that the 3 big airlines at BOS are all doing a good amount of connections. Massport would have not gone to the trouble and expense of connecting B6's terminal to the International terminal, for no reason.
iyerhari wrote:Interesting article in the Globe: http://www.bostonglobe.com/business/201 ... story.html
While the 2nd HQ Amazon headquarters speculation continues, possible that AMZN is gradually building this up?