Unless jetBlue is paying some serious money to Boeing, I doubt that Boeing has any interest whatsoever in giving up valuable real estate at LGB
to an airline that is not and likely will never be a customer. And please note the following from the LGB
airport website: " The Boeing Realty Corporation is developing the new PacifiCenter on 230 acres of property formerly used to assemble airplanes no longer in production. PacifiCenter will be a business park attracting new technology companies and a minimum of 10,000 new jobs to Long Beach." But it simply does not matter either way; the LGB
slot limitations will make it impossible for jetBlue to operate any sort of "hub" at LGB
in the long term (and this is, by the way, the reason why WN
never went into LGB
FATflyer is absolutely right about airport noise being the third rail of Long Beach city politics; the residents living near the airport vote in sufficient numbers to make certain that their voices are always heard on this particular issue. Now, the noise ordinance does allow for an increase in slots *if* the airport comes in below the noise budget for a given plan year, but jetBlue's reliance on departures for the East Coast between 9 and 10 PM
makes it unlikely that total measured noise will come in under budget (noise from departures/arrivals from 1900-2200 are counted threefold while after-curfew (2200) departures and arrivals are counted tenfold).
I think the city and airport department are very interested in working with jetBlue, but only up to the limits imposed by the noise ordinance. And they always have other tools at their disposal to limit airline operations should the noise ordinance ever be successfully challenged; for example, refusing to expand terminal facilities or permit construction of new facilities. Not to mention the environmental lawsuits that would likely be brought by the airport NIMBY's. BUT, jetBlue *knew* that expansion at LGB
would be limited by available slots going in, so this consideration should clearly have been built into their plans.
The EMB190's won't be able to fly at LGB
using commuter slots, so it's unlikely that you'll see them there in any big way. The ordinance defines the slots as specific to the aircraft's certificated MTOW; specifically, '"Commuter" and "commuter carrier" means a scheduled carrier, certificated under FAR
Part 121 or 135, operating aircraft having a certificated maximum takeoff weight less than seventy-five thousand pounds and transporting passengers or cargo.'
Nothing is keeping jetBlue from expanding at ONT
aside from the fact that it doesn't seem to be a big money-maker for them. They still operate only one daily departure, and one would imagine that adding more JFK
flights would come before JFK
, or JFK
if they felt that it would be profitable. Getting into a fare war with WN
on short-haul out of ONT
) would be stupid given that WN
has lower per-trip costs and can better afford a protracted fare war.
The same is true for OAK
, and moreover, the Terminal 2 expansion is being built for WN
, which uses its gates even more heavily than B6
(with over 120 flights daily from 12 gates) -- though B6
might get gates freed up by WN
in Terminal 1. BUR
's terminal is full if memory serves correctly, and their NIMBY's aren't willing to allow terminal expansion.