The 787-10 international service keeps the aircraft at EWR and all six will probably be on the ground at EWR every afternoon. There should also be aircraft serving EWR-SFO/LAX turning at EWR and probably a spare.
The TLV departure can turn from any arrival and TLV arrival can turn to all flights except TLV. The rest can do turn arounds and this takes 6 units without spares.
I'm kind of surprised that UA would place the 78X on both low premium markets like BCN/DUB that have been flown by 772A high density aircraft and BRU, which has high premium traffic and some on these threads feel the low density 763 Polaris aircraft would be placed on BRU routes.
Based on schedules in each market a week prior to switch, here are the seat changes (assuming 772 is non-Polaris sUA units):
3/30 FRA, replaces 772, -4BF, +21PE, -68E+, +100Y = +49 Total
3/30 TLV, replaces 772, -4BF, +21PE, -68E+, +100Y = +49 Total
4/29 CDG, replaces 764 +5BF, +21PE, -35E+, +77Y = +78 Total
4/29 BCN, replaces 763, +14BF, +21PE, -1E+, +70Y = +104 Total
5/22 BRU, replaces 772, -4BF, +21PE, -68E+, +100Y = +49 Total
5/22 DUB, replaces 772A, +16BF, +21PE, -57E+, -26Y = -46 Total
Of course, this will release 3 772ERs, a couple 763s and in peak summer 2 772As for reassignment/expansion. Will we see more domestic or Hawaii service with the 772A? How about more TATL with 772ER/767s? It's all good!