1.) Little demand.
Not quite. There is quite a demand, which is why BOS is in the top 10 international airports in the US. Of course, we don't benefit from having Central and South American connections, because of our location north, and the tight scheduling those airlines have, it doesn't permit a BOS tag-on to a JFK or MIA flight. However, from Europe, BOS is still a premier airport, and with Delta's international push just a few years off, this is sure to expand in the future.
Part of the reason is our lack of space. Our international terminal is terribly outdated. Customs is only capable of handling about 1,200 passengers an hour, so quite often during the mid-afternoon arrivals crunch, passengers will often be held on the aircraft until the bottlenecks at Immigration and Customs subsides a bit. Also, for some reason Massport seems to insist on international flights being hooked up to a jetbridge instead of a bus to the terminal, therefore, only allowing a maximum of about 5 widebody arrivals in a 60-80 minute period. There are a total of 8 gates at E. Gate 8A and B are almost exclusively used by Air Canada and Aer Lingus, Gate 7A is almost always occupied by a British Airways plane, and gates 1-3 are Northwests domestic flights, leaving just 4, 5, and 6 to handle the rest. Planes arrive and then must be towed over to remote parking facilities in the North Cargo area. By 16.00 the area is full. Once the first phase of the international terminal is complete, Immigration and Customs will be able to accomodate 2,000 passengers/hour (while that might not seem like a lot, that's the equivalent of two additional, fully-loaded 747-400s an hour). The next phase will create a west wing for Terminal E, creating up to four new gates, which will vastly help to reduce congestion.
Furthermore, Delta airlines has just commenced construction of a 400 M$ reconstruction of Terminal A, which will rebuild the original terminal, plus add an additional concourse. The new Terminal A will be outfitted with Immigration and Customs, further reducing reliance on E, as all SkyTeam flights will go directly to A, instead of E then being towed to C, where Delta currently operates. Additionally, American has plans to triple the area of their section of Terminal B, also creating an area for Immigration, allowing further release of precious area in the IAB.
At this time RG it´s not even considering Boston
Actually, VARIG had announced the start of BOS services in 1998 I believe. They were to begin in October, however shortly after the announcement, the Brazilian economy tanked, the company lost a lot of business overnight, and further expansion was held-off indefinitely. Boston has some 60,000 Brazilians living in the area, and they are generally considered to be the Latin Americans with the most disposible income. A flight to BOS would definitely be welcome by the Brazilian community.
Also, regarding TACV. I recently got hired by British Airways and had to do training at JFK. I did see them up on a sign. I wasn't entirely shocked that they had a JFK service, however the Fall River/New Bedford/eastern Rhode Island area has a very large number of Cape Verdean and Azorean populations. Recently, Providence got it's first non-stop, trans-Atlantic flight, a flight to Ponta Delgada, with (I believe) Air Luxor. However, I recall a few years ago TACV saying they had plans to lease a 767-300 and begin services to Boston, JFK, and Lagos, Nigeria. As far as I know, only the JFK routing has come to fruition. Hopefully, a Boston flight will also be realized in coming years.
To sum up, Boston's current state is a far cry from years past, when, in the days of regulation, BOS was second only to JFK in terms of international traffic from the US, and as we had a large domestic network, at one point was the 6th busiest airport in the country, and 11th in the world. Today we're 31st. That's no real fault of Boston's. We have consistantly had growth, and currently have around 27 million passengers a year. Unfortunately, Boston is an urban airport. Being less than just over 1km from the city centre (5km if travelling by car), BOS is hemmed in by urban growth on three sides, the ocean on another, and the primary harbour entrance on another. There is no room for expansion, and because of our unique winds in the Northeast, a very strange runway layout, making a mid-field terminal next to impossible without further land reclamation, which the neighbouring communities would vociferously oppose. We have to do more with much less. We carry just a few million less a year than Denver or Orlando, yet do it in a space that is just a fraction of their land area. Eventually, will we see a nwe Boston airport. Probably, yes. But not for another 15-20 years or so, by which point Logan is expected to meet final capacity of around 45 million.
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