According to that slide, B6 is #1 at BOS with 27.9% market share and DL is #3 with 12.6% in 2018. And since 2009, B6 market share has gone up while DL market share has gone down in BOS. DL adding a few DCI flights (not exactly known for reliable performance, especially in the northeast) is hardly the threat to B6 that some posters seem to want it to be.
I think B6 will continue to be the market share leader at BOS, but there's a bit of a wrinkle in that DL and B6 aren't quite competing for the same market segment. DL wants the corporate travelers who care about airline lounges, upgrades to first class/premium economy, and broad domestic and global network access. DL can get you to BRU and BCN, as well as BOI, BHM, and BTR -- B6 cannot. If you want to go to Florida or the Caribbean, B6 is hands-down your best choice out of BOS. It's a bit of a toss-up to the West Coast in that DL has stepped up its coverage of non-stop markets and the recent reintroduction of complimentary economy class meals gives DL a slight product edge, but B6 still wins for schedule and number of markets. Mint is a great product, but you have to pay for it, and Mosaic is a joke if you're a road warrior.
I suspect that if one narrows the focus to business markets out of BOS, the share gap between DL and B6 narrows quite a bit.
Southwest would benefit tremendously from acquiring the BOS/JFK/LGA B6 routes, gates, and slots.
You wish. But cross your fingers and never say never. Maybe one day you can change your user name to HotDogOnAStick.
I'm pretty confident that LUV is the eventual acquirer of JBLU. I think it's still several years down the road, but the route networks are almost completely complementary apart from a little overlap at FLL and less so MCO, and neither airport has significant capacity constraints. I'm not even sure they'd have to give up LGA or DCA slots given that the combined carrier would still be far smaller than the dominant carrier at each. Not that I'm even rooting for it but I think it's an obvious combination.
I wont be surprised over a response from B6 from DTW & MSP -JFK.
Presumably DL's response would be along the lines of, "OK, I'll hold your beer." The business traffic between NYC and both MSP & DTW overwhelmingly prefers LGA, and DL has a lock on the frequent flyers in those city pairs.
In the 3QTR, here is consolidated CASM, excluding fuel:
That is more than a penny difference per ASM. The difference between B6 and Delta regional is at least 10% higher.
I'd gently caution against making broad inferences based on system CASM here, given that the E190s have unit costs which have been reported to be in the neighborhood of 20% higher than the Airbus fleet. B6's system CASM is also aided by a relatively high average aircraft trip length.
I would go one step further and say that DL choosing to grow in two strong growth cities, Seattle and Boston is no mistake. I think Delta is looking to the future and trying to position themselves as a strong carrier in those cities. I don't see any other airlines that are looking at the changing landscape of the US economy and adjusting accordingly.
So I think this is why they've made moves like the focus city at RDU as well as growing BOS, and this may put a bit more substance behind the (IMO outlandish) rumors of a DL focus city at AUS. There's quite a bit of logic in growing their business in cities which are well-positioned for high-value economic growth over the next couple of decades and which also lack a network carrier hub.