CairnterriAIR wrote:

airlineworker wrote:

CairnterriAIR wrote:

Neither BDL nor HVN will poach from each other. Both markets are self sustaining. The problem HVN could run into is terminal size. Can it handle multiple 76+ seat aircraft pax loads at the same time? While the airport will never be a BDL sized operation, there will be an increase in traffic and almost certainly mainline aircraft in the A220/A320 size range. Baggage claim, TSA, and gate seating may be tricky during peak hours. Yes, UA once flew 737’s out of there, but the line was brutal. I flew that trip, check in was out the door. To truly make the airport work, the terminal needs replacing. As for who will eventually fly there...I’m going with AA to CLT, PHL, and ORD, Cape Air and Southern Air Express to the islands seasonally, Delta to ATL and maybe DTW, and Allegiant a couple days a week to a couple of cities in Florida.

BDL will lose some passengers as for years BDL poached HVN with its meager Dash-8's to PHL. I agree the terminal cannot handle a big increase in flights but it can handle more than it does now. I see DL to ATL and DTW, along with UA to IAD and maybe ORD. Allegiant has already said upon the runway upgrade being finished, it will offer several weekly flights to Florida. HVN has a large nearby catchment area to draw from and with 3-4 airlines, it should do well. I also remember UA's 737's to ORD and the line went out to the drop off area but that was with the old terminal when I used the service. I don't see many mainline planes but CRJ-700 and 900's and E-175's will be the mainstay of the service. I think the A220 might be a good fit for early AM Delta flights to ATL.

Do you think UA will make another go at HVN with Newark in close proximity? I would think they would want to keep the o/d traffic there rather than funneling it away to the other hubs. Just having CT shore passengers drive,Uber, or train to a worldwide nonstop network? Allegiant is a definite as they have all but stated they will come with a longer runway. Long shot....I can see them serving SJU from HVN. Crazy sounding...but remember the huge Hispanic population in the cities up here. Honestly I doubt traffic will be stolen from BDL. If anything HVN will poach from HPN and to a small level LGA. The Shoreline passengers mostly flew out of New York. BDL serves an entirely different market.

I will call you crazy on the SJU idea, but I very much agree with you on where additional passengers could come from. Much of the area around BDR would find additional service to HVN very appealing, and those communities are likely using NYC area airports now, and not BDL (especially from Bridgeport/Fairfield down the coast; for those communities and south BDL doesn't usually make sense). A lot of the less populated eastern part of the Connecticut coast already uses PVD. The core leakage BDL could suffer would come from New Haven itself and the areas immediately surrounding it, and I would argue a lot of that leakage is already occurring to the NYC area airports. If anything additional service to HVN would just redirect some of that leakage.

There will have to be facility upgrades for any large increase in service. Is the baggage claim process still opening a garage door and throwing everyone's bags down in front of it? That's pretty impractical these days/when multiple flights are coming in at once. I actually think the gate areas are fine. As I recall the two upper-level gates are relatively spacious and could accommodate two large RJs at a time; the two lower gates are quite a bit smaller, though I would think they would be able to handle an RJ and a small prop (say a 9K flight) simultaneously. The check-in area and security will probably get cramped quickly with multiple simultaneous outbound flights.

Anyway, this is all exciting news for HVN, but I'm not sure how much of a dramatic increase in service will actually materialize. Others have pointed out Allegiant, but that could only be a couple weekly flights to Florida/MYR. I would say beyond that, realistic possibilities would include AA increasing CLT to daily and adding ORD (and this possibly at the expense of the long-standing PHL flights - see HPN), DL to DTW (and possibly ATL down the road) and small props to ACK seasonally. I would put UA to ORD as a possibility, with my wildcard being UA to IAD, as they have shown an interest in IAD-regional northeast markets as of late. Basically 2-3x daily service to important regional hubs for the legacy carriers; think of a smaller version of what HPN looked like back in the early 2000s pre-FL and B6.

CairnterriAIR wrote:

airlineworker wrote:

CairnterriAIR wrote:

Neither BDL nor HVN will poach from each other. Both markets are self sustaining. The problem HVN could run into is terminal size. Can it handle multiple 76+ seat aircraft pax loads at the same time? While the airport will never be a BDL sized operation, there will be an increase in traffic and almost certainly mainline aircraft in the A220/A320 size range. Baggage claim, TSA, and gate seating may be tricky during peak hours. Yes, UA once flew 737’s out of there, but the line was brutal. I flew that trip, check in was out the door. To truly make the airport work, the terminal needs replacing. As for who will eventually fly there...I’m going with AA to CLT, PHL, and ORD, Cape Air and Southern Air Express to the islands seasonally, Delta to ATL and maybe DTW, and Allegiant a couple days a week to a couple of cities in Florida.

BDL will lose some passengers as for years BDL poached HVN with its meager Dash-8's to PHL. I agree the terminal cannot handle a big increase in flights but it can handle more than it does now. I see DL to ATL and DTW, along with UA to IAD and maybe ORD. Allegiant has already said upon the runway upgrade being finished, it will offer several weekly flights to Florida. HVN has a large nearby catchment area to draw from and with 3-4 airlines, it should do well. I also remember UA's 737's to ORD and the line went out to the drop off area but that was with the old terminal when I used the service. I don't see many mainline planes but CRJ-700 and 900's and E-175's will be the mainstay of the service. I think the A220 might be a good fit for early AM Delta flights to ATL.

Do you think UA will make another go at HVN with Newark in close proximity? I would think they would want to keep the o/d traffic there rather than funneling it away to the other hubs. Just having CT shore passengers drive,Uber, or train to a worldwide nonstop network? Allegiant is a definite as they have all but stated they will come with a longer runway. Long shot....I can see them serving SJU from HVN. Crazy sounding...but remember the huge Hispanic population in the cities up here. Honestly I doubt traffic will be stolen from BDL. If anything HVN will poach from HPN and to a small level LGA. The Shoreline passengers mostly flew out of New York. BDL serves an entirely different market.

UA did very well on the HVN-ORD route but weight restrictions were common and one flight had to deplane 40 passengers. With UA adding the CRJ-550, that would do very well with 4 daily flights to ORD. BDL has a billboard on I-91 in New Haven and there are many who make the trek on I-91 to BDL so BDL would lose some passengers. AA is doing very well and soon all flights will be on E-175's. There must be many Mileage plus and SKY mile members in the metro New Haven area that would migrate to HVN to catch UA and DL flights. I wonder what is taking those two carriers so long to commit to HVN as they must be aware of AA's numbers. Still hoping for the AA CLT flight to go daily as loads are very good. I don't see Allegiant doing SJU, but several weekly flights to PIE and SFB and they will be popular with the locals.
The news of the courts decision is still new and some time will be taken to get things rolling. I have said in the past, the first overrun to be paved should be the southern end as that holds the key for more service.

slcdeltarumd11 wrote:

Yeah it is very strange! But I think its a great addition to just have something to connect the gate areas! It's not something the average customer will need to use, and they can make it look nicer with carpeting and things.

I think speed is important, so anything pre-fab will help that. Also, since they are now looking at a real connection sooner rather than later it probably doesn't make sense to do anything fancy with this short term solution.

So is it an accurate calculation that the runway in HVN will increase in length from 5600' to 7000' with no overruns? And will the lack of overruns have any limitations on the actual landing thresholds? How does John Wayne Airport handle 757's and other smaller mainline aircraft with a 5700' runway? Southern California's ambient temperatures are much warmer than New Haven and elevations should be similar. What am I missing, is it based on aircraft weight limitations due to a stronger runway at SNA? MDW's longest runway is only 6500' and it's landing thresholds are even shorter, so if HVN only paved the 1000' overrun would it still work? Sorry about all of the questions but runway length and capabilities has always been confusing.

VS4ever wrote:

Portlander wrote:

Impressive research VS4ever. If MHT continues to decline in the future, we may eventually see BVT catch up to it in passenger counts. Don't think anyone would have predicted this turn of events over a decade ago. After the morning push the terminal must be eerily quiet with the exception of the Southwest gates, and 14 available jetways cannot be necessary anymore. I still think Manchester is going to land another airline down the road which should reverse the negative trend.

I don’t think MHT’s fortunes change much unless BOS taps out, general theory for Massport is they have about another 10m they can shoehorn into BOS before they have to make some hard decisions. ORH is some of the first moves on that front. PVD is waiting in the wings for South so MHT should be the North, however with F9 showing up at BOS now the list of airlines wishing to try MHT is small to say the least. I daren’t push the Moxy angle for risk of getting killed on here, but it does seem to me to be an option for them.
Either way with AA the only ones really doing a whole lot, the vicious cycle continues, however revenues for MHT will be offset by the increased cargo traffic that keeps piling in. Once that slows down then they have a huge problem to deal with, if they don’t already.
That said, PWM, PSM and BTV should be in prime position to pick up more local traffic, I am just waiting for the BTV-BOS feeder to come, it has to right?

BTV-BOS doesn't seem to be a quite a sure thing. One hesitation might be a lack of data; I'm sure that hardly anyone flies BTV-BOS with a connection, so figuring the potential traffic might be a bit of a guessing game. It also seems like BOS is not as well positioned for connections as the current hubs that are served from BTV, except maybe for TATL. For B6 it could be a good move to free up some slots at JFK, but an E190 might be too much plane...

Delta has a pretty good portfolio these days at BOS. If they want some feed to help those flights, BTV might make sense with an RJ.

Portlander wrote:

So is it an accurate calculation that the runway in HVN will increase in length from 5600' to 7000' with no overruns? And will the lack of overruns have any limitations on the actual landing thresholds? How does John Wayne Airport handle 757's and other smaller mainline aircraft with a 5700' runway? Southern California's ambient temperatures are much warmer than New Haven and elevations should be similar. What am I missing, is it based on aircraft weight limitations due to a stronger runway at SNA? MDW's longest runway is only 6500' and it's landing thresholds are even shorter, so if HVN only paved the 1000' overrun would it still work? Sorry about all of the questions but runway length and capabilities has always been confusing.

The paved overruns will remain as overruns and marked so. Runway 20 will have 6250 feet for landings and runway 2 will have 6000 or 6100 feet for landings. SNA has no obstructions at either end of the runway whereas HVN has obstructions to the north causing runway 20 to have a displaced threshold resulting in 5250 feet for landing. The obstruction also causes takeoffs on runway 2 to be weight restricted at times.

slcdeltarumd11 wrote:

Delta has a pretty good portfolio these days at BOS. If they want some feed to help those flights, BTV might make sense with an RJ.

Nah. That would just compete with flights to LGA and JFK, both of which a far more extensive range of connections and more frequency.

Thanks for the explanation airlineworker. So with the new length and threshold limitations, would a 717 or the new A220 have enough room to operate?

Portlander wrote:

Thanks for the explanation airlineworker. So with the new length and threshold limitations, would a 717 or the new A220 have enough room to operate?

It all depends on the stage length of the flight but from what I gather, the A220 is very good off short runways especially the A220-100 of which Delta has some on order and JetBlue has the A220-300 on order. The 717 is based on the DC-9 and it should work at HVN, again depending on the flight destination. I see RJ's in the 65-76 seat category being the aircraft of choice for HVN at first and later maybe the 717 or the A220 for some early AM departures. Most prefer frequency as opposed to larger mainline aircraft. Just my 2 cents worth.

I posted some of this already on JetBlue thread, but results from Q1 on some B6 operated routes
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS PerFlight # Flights LF Yield
BDLFLL 1173 B6 43607 190.00 189.69 232.57 99.26% 151.6 354 81.25% 154.13
BDLFLL 1173 NK 42901 072.38 072.20 088.39 98.89% 148.2 341 84.89% 061.30
BDLFLL 1173 WN 26362 169.83 164.10 204.70 85.87% 154.5 198 86.19% 141.44
BDLMCO 1050 B6 55509 174.24 174.00 192.74 98.72% 151.0 442 83.17% 144.72
BDLMCO 1050 DL 854 259.74 209.62 273.83 21.94% 110.0 10 77.64% 162.74
BDLMCO 1050 NK 39080 069.95 069.93 082.40 99.86% 147.7 339 78.04% 054.57
BDLMCO 1050 WN 68507 170.47 169.70 203.72 97.74% 152.2 555 81.12% 137.66
BDLSJU 1666 B6 40401 233.61 232.68 298.25 98.58% 151.6 340 78.37% 182.36
BDLTPA 1111 B6 23282 176.68 176.56 195.44 99.35% 151.5 175 87.79% 155.00
BDLTPA 1111 NK 26307 057.28 057.00 078.29 98.67% 182.0 176 82.13% 046.81
BDLTPA 1111 WN 45908 158.17 155.15 193.82 92.18% 152.9 366 82.05% 127.29
BDLDCA 313 B6 24262 105.74 105.74 000.00 100.00% 100.0 324 74.88% 079.18
BDLPBI 1133 B6 34615 204.31 204.31 207.87 99.84% 169.6 248 82.32% 168.18
BDLRSW 1180 B6 23565 220.97 220.82 250.52 99.50% 151.6 176 88.34% 195.08
BDLRSW 1180 NK 20936 072.95 072.95 000.00 100.00% 182.0 158 72.81% 053.11
BDLRSW 1180 WN 25870 180.76 178.25 208.88 91.82% 162.4 188 84.73% 151.03
PVDFLL 1188 B6 22893 198.28 198.00 285.07 99.68% 151.6 178 84.85% 168.01
PVDFLL 1188 WN 48496 188.07 184.68 227.84 92.14% 156.2 368 84.36% 155.79
PVDMCO 1072 B6 43844 174.71 174.71 000.00 100.00% 152.1 348 82.83% 144.72
PVDMCO 1072 F9 28346 060.54 060.54 000.00 100.00% 227.3 136 91.69% 055.50
PVDMCO 1072 WN 79384 167.98 166.46 238.87 97.90% 155.6 593 86.05% 143.24
PVDPBI 1148 B6 11638 198.75 198.75 000.00 100.00% 152.9 92 82.71% 164.40
ORHJFK 150 B6 7548 089.37 089.37 000.00 100.00% 100.7 164 45.72% 040.86
ORHFLL 1211 B6 14901 200.26 200.10 268.85 99.76% 100.6 176 84.14% 168.36
ORHMCO1091 B6 14759 191.45 191.45 000.00 100.00% 100.0 178 82.92% 158.74

Keep in mind that BDLDCA is cut now. Not really a surprise given its performance. PVD-PBI did very well for a new route. If I was to guess, B6 could theoretically try routes like PVD-RSW/TPA or BDL-JAX/MSY since they do pretty well on this type of routes. HPN is slot and passenger constrained, so BDL can also see more flights to Florida to pick up some of that demand. ORH routes are the worst performing one (see it's on E90 instead of A320), which is not a surprise.

tphuang wrote:

I posted some of this already on JetBlue thread, but results from Q1 on some B6 operated routes
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS PerFlight # Flights LF Yield
BDLFLL 1173 B6 43607 190.00 189.69 232.57 99.26% 151.6 354 81.25% 154.13
BDLFLL 1173 NK 42901 072.38 072.20 088.39 98.89% 148.2 341 84.89% 061.30
BDLFLL 1173 WN 26362 169.83 164.10 204.70 85.87% 154.5 198 86.19% 141.44
BDLMCO 1050 B6 55509 174.24 174.00 192.74 98.72% 151.0 442 83.17% 144.72
BDLMCO 1050 DL 854 259.74 209.62 273.83 21.94% 110.0 10 77.64% 162.74
BDLMCO 1050 NK 39080 069.95 069.93 082.40 99.86% 147.7 339 78.04% 054.57
BDLMCO 1050 WN 68507 170.47 169.70 203.72 97.74% 152.2 555 81.12% 137.66
BDLSJU 1666 B6 40401 233.61 232.68 298.25 98.58% 151.6 340 78.37% 182.36
BDLTPA 1111 B6 23282 176.68 176.56 195.44 99.35% 151.5 175 87.79% 155.00
BDLTPA 1111 NK 26307 057.28 057.00 078.29 98.67% 182.0 176 82.13% 046.81
BDLTPA 1111 WN 45908 158.17 155.15 193.82 92.18% 152.9 366 82.05% 127.29
BDLDCA 313 B6 24262 105.74 105.74 000.00 100.00% 100.0 324 74.88% 079.18
BDLPBI 1133 B6 34615 204.31 204.31 207.87 99.84% 169.6 248 82.32% 168.18
BDLRSW 1180 B6 23565 220.97 220.82 250.52 99.50% 151.6 176 88.34% 195.08
BDLRSW 1180 NK 20936 072.95 072.95 000.00 100.00% 182.0 158 72.81% 053.11
BDLRSW 1180 WN 25870 180.76 178.25 208.88 91.82% 162.4 188 84.73% 151.03
PVDFLL 1188 B6 22893 198.28 198.00 285.07 99.68% 151.6 178 84.85% 168.01
PVDFLL 1188 WN 48496 188.07 184.68 227.84 92.14% 156.2 368 84.36% 155.79
PVDMCO 1072 B6 43844 174.71 174.71 000.00 100.00% 152.1 348 82.83% 144.72
PVDMCO 1072 F9 28346 060.54 060.54 000.00 100.00% 227.3 136 91.69% 055.50
PVDMCO 1072 WN 79384 167.98 166.46 238.87 97.90% 155.6 593 86.05% 143.24
PVDPBI 1148 B6 11638 198.75 198.75 000.00 100.00% 152.9 92 82.71% 164.40
ORHJFK 150 B6 7548 089.37 089.37 000.00 100.00% 100.7 164 45.72% 040.86
ORHFLL 1211 B6 14901 200.26 200.10 268.85 99.76% 100.6 176 84.14% 168.36
ORHMCO1091 B6 14759 191.45 191.45 000.00 100.00% 100.0 178 82.92% 158.74

Keep in mind that BDLDCA is cut now. Not really a surprise given its performance. PVD-PBI did very well for a new route. If I was to guess, B6 could theoretically try routes like PVD-RSW/TPA or BDL-JAX/MSY since they do pretty well on this type of routes. HPN is slot and passenger constrained, so BDL can also see more flights to Florida to pick up some of that demand. ORH routes are the worst performing one (see it's on E90 instead of A320), which is not a surprise.

This is great information! The yields for F9 and NK are crazy!
Do you have handy similar information for how loads and yields compare on key routes comparing New England airport (BOS, BDL, MHT, PWM) performance to the likes of DCA, BWI, PHL, MDW, ORD, DTW, ATL, CLT, etc.?

LotsaRunway wrote:

tphuang wrote:

I posted some of this already on JetBlue thread, but results from Q1 on some B6 operated routes
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS PerFlight # Flights LF Yield
BDLFLL 1173 B6 43607 190.00 189.69 232.57 99.26% 151.6 354 81.25% 154.13
BDLFLL 1173 NK 42901 072.38 072.20 088.39 98.89% 148.2 341 84.89% 061.30
BDLFLL 1173 WN 26362 169.83 164.10 204.70 85.87% 154.5 198 86.19% 141.44
BDLMCO 1050 B6 55509 174.24 174.00 192.74 98.72% 151.0 442 83.17% 144.72
BDLMCO 1050 DL 854 259.74 209.62 273.83 21.94% 110.0 10 77.64% 162.74
BDLMCO 1050 NK 39080 069.95 069.93 082.40 99.86% 147.7 339 78.04% 054.57
BDLMCO 1050 WN 68507 170.47 169.70 203.72 97.74% 152.2 555 81.12% 137.66
BDLSJU 1666 B6 40401 233.61 232.68 298.25 98.58% 151.6 340 78.37% 182.36
BDLTPA 1111 B6 23282 176.68 176.56 195.44 99.35% 151.5 175 87.79% 155.00
BDLTPA 1111 NK 26307 057.28 057.00 078.29 98.67% 182.0 176 82.13% 046.81
BDLTPA 1111 WN 45908 158.17 155.15 193.82 92.18% 152.9 366 82.05% 127.29
BDLDCA 313 B6 24262 105.74 105.74 000.00 100.00% 100.0 324 74.88% 079.18
BDLPBI 1133 B6 34615 204.31 204.31 207.87 99.84% 169.6 248 82.32% 168.18
BDLRSW 1180 B6 23565 220.97 220.82 250.52 99.50% 151.6 176 88.34% 195.08
BDLRSW 1180 NK 20936 072.95 072.95 000.00 100.00% 182.0 158 72.81% 053.11
BDLRSW 1180 WN 25870 180.76 178.25 208.88 91.82% 162.4 188 84.73% 151.03
PVDFLL 1188 B6 22893 198.28 198.00 285.07 99.68% 151.6 178 84.85% 168.01
PVDFLL 1188 WN 48496 188.07 184.68 227.84 92.14% 156.2 368 84.36% 155.79
PVDMCO 1072 B6 43844 174.71 174.71 000.00 100.00% 152.1 348 82.83% 144.72
PVDMCO 1072 F9 28346 060.54 060.54 000.00 100.00% 227.3 136 91.69% 055.50
PVDMCO 1072 WN 79384 167.98 166.46 238.87 97.90% 155.6 593 86.05% 143.24
PVDPBI 1148 B6 11638 198.75 198.75 000.00 100.00% 152.9 92 82.71% 164.40
ORHJFK 150 B6 7548 089.37 089.37 000.00 100.00% 100.7 164 45.72% 040.86
ORHFLL 1211 B6 14901 200.26 200.10 268.85 99.76% 100.6 176 84.14% 168.36
ORHMCO1091 B6 14759 191.45 191.45 000.00 100.00% 100.0 178 82.92% 158.74

Keep in mind that BDLDCA is cut now. Not really a surprise given its performance. PVD-PBI did very well for a new route. If I was to guess, B6 could theoretically try routes like PVD-RSW/TPA or BDL-JAX/MSY since they do pretty well on this type of routes. HPN is slot and passenger constrained, so BDL can also see more flights to Florida to pick up some of that demand. ORH routes are the worst performing one (see it's on E90 instead of A320), which is not a surprise.

This is great information! The yields for F9 and NK are crazy!
Do you have handy similar information for how loads and yields compare on key routes comparing New England airport (BOS, BDL, MHT, PWM) performance to the likes of DCA, BWI, PHL, MDW, ORD, DTW, ATL, CLT, etc.?

For FLL, I have been posting them on JetBlue thread and continue to. They are generally probably higher, which is what you would expect. I think airlines have to get yield in the smaller airport to justify those routes.

Keep in mind for ULCC, they make a lot of their money on ancillaries, whereas this is only fares.

May 2019 Bradley International Airport Passengers-

Total Passengers-

May 2019- 612,306 +6.2%
May 2018- 576,626

YTD- (January - May)

2019- 2,748,203 +4.1%
2018- 2,639,415


Domestic by Airline May 2019 / Percentage Increase/Decrease from 2018-

Southwest- 146,405 +0.38%
American- 145,321 +1.29%
Delta- 119,443 +8.89%
jetBlue- 72,229 +6.57%
United- 61,304 (5.95%)
Spirit- 38,950 +33.19%
Frontier- 13,692 (Not served in 2018)

International by Airline May 2019-

May 2019 total International- 14,962

Aer Lingus- 9,416 +9.08%
Air Canada- 5,546 +2.31%

Ok so I will post this on the JetBlue thread too but as you all know JetBlue opened their reservations today and I opted to book a PVD-MCO and back on April 18th-April 25th... THE FLIGHT IS ALMOST SOLD OUT ALREADY! This is crazy!!!! Thoughts?!!!? This is the 6am flight and 2pm flight... prices from BOS were more than $500 per person oneway where as around $200 from PVD at time of booking. How can this be this far out. Crazy!!

btvhopper wrote:

Here’s a schematic of the new walkway to connect the North and South terminals at BTV.

So it looks like the walkway will in fact go right through the 2nd floor offices, then punch a hole through the wall at one of United’s mainline gates. Is anyone familiar with the layout of BTV’s administrative offices?

https://go.boarddocs.com/vt/burlingtonv ... alkway.pdf

So it looks like that connector hallway (which is the current admin office hallway) will be convertible from secure/public. This would make sense, because the old BTV control tower now serves as a public observation deck which is actually quite popular. I didn't think they'd want to wall that off only to admin, and I also didn't think they'd want the public walking down that very narrow hallway killing time between flights seeing signs that say "Airport Director's Office", etc. My guess is, for the morning push, they'll make that hallway secure and allow communication between the gate areas to take some pressure off of the South TSA check point, and then after the originators leave, they'll seal off the two secure sides and the connector hallway will be public again.

It works... But it's not ideal. I'm excited, albeit slightly scared to see what they put forth for the proposal of a consolidated checkpoint. I think they need to take a page from PWM's book, when it comes to solving that problem.

PWM's numbers are out for June:
209,164 June 2019
208,551 June 2018
177,697 June 2017
Looks like June was flat for traffic compared to 2018. Highlights-UA to Denver started in June, and seasonal service on B6 started, as well as Denver and RDU seasonal service back.

So that puts PWM 71,000 passengers ahead of 2018's counts through June. With Cape Air starting service in September the final end of year numbers will be through the roof!

MHT's numbers are out and its a downward slope.
June 2019 149,161
June 2018 158,475
May 2019 154,209
May 2018 169,380
PWM's numbers are 60k more for June than MHT. I don't have BTV numbers, but I am sure they are close to beating MHT also.

MHT apparently put a chart on their web page listing incentives of various sorts designed to entice new service. If this is indeed new, it comes more than a DECADE after it should have.

EK77WNH wrote:

MHT apparently put a chart on their web page listing incentives of various sorts designed to entice new service. If this is indeed new, it comes more than a DECADE after it should have.

1. Agreed
2. I think the fact that as far as int'l service goes they only mention potential pre-clearance destinations in that chart is really limiting their scope. Incentives and such are helpful, to be sure, but a lack of CBP (or intention to build it) limits the number of potential destinations. I guess they are firmly in the "get pre-cleared int'l destinations first and then build CBP facilities," but it remains to be seen whether or not that approach will be successful.

BTV290 wrote:

btvhopper wrote:

Here’s a schematic of the new walkway to connect the North and South terminals at BTV.

So it looks like the walkway will in fact go right through the 2nd floor offices, then punch a hole through the wall at one of United’s mainline gates. Is anyone familiar with the layout of BTV’s administrative offices?

https://go.boarddocs.com/vt/burlingtonv ... alkway.pdf

So it looks like that connector hallway (which is the current admin office hallway) will be convertible from secure/public. This would make sense, because the old BTV control tower now serves as a public observation deck which is actually quite popular. I didn't think they'd want to wall that off only to admin, and I also didn't think they'd want the public walking down that very narrow hallway killing time between flights seeing signs that say "Airport Director's Office", etc. My guess is, for the morning push, they'll make that hallway secure and allow communication between the gate areas to take some pressure off of the South TSA check point, and then after the originators leave, they'll seal off the two secure sides and the connector hallway will be public again.

It works... But it's not ideal. I'm excited, albeit slightly scared to see what they put forth for the proposal of a consolidated checkpoint. I think they need to take a page from PWM's book, when it comes to solving that problem.

I assumed that observation deck was going to be secured 24/7, so I hope you're right. It does make me wonder though... would TSA allow it? How would they sweep the area every morning when it gets secured?

33lspotter wrote:

EK77WNH wrote:

MHT apparently put a chart on their web page listing incentives of various sorts designed to entice new service. If this is indeed new, it comes more than a DECADE after it should have.

1. Agreed
2. I think the fact that as far as int'l service goes they only mention potential pre-clearance destinations in that chart is really limiting their scope. Incentives and such are helpful, to be sure, but a lack of CBP (or intention to build it) limits the number of potential destinations. I guess they are firmly in the "get pre-cleared int'l destinations first and then build CBP facilities," but it remains to be seen whether or not that approach will be successful.

The airport’s bond rating has fallen, so I’m not sure they’re in much of a position to be choosy with international service by insisting planes ONLY come from pre-cleared countries. That means, like, TWO.

ssteve wrote:

BTV290 wrote:

btvhopper wrote:

Here’s a schematic of the new walkway to connect the North and South terminals at BTV.

So it looks like the walkway will in fact go right through the 2nd floor offices, then punch a hole through the wall at one of United’s mainline gates. Is anyone familiar with the layout of BTV’s administrative offices?

https://go.boarddocs.com/vt/burlingtonv ... alkway.pdf

So it looks like that connector hallway (which is the current admin office hallway) will be convertible from secure/public. This would make sense, because the old BTV control tower now serves as a public observation deck which is actually quite popular. I didn't think they'd want to wall that off only to admin, and I also didn't think they'd want the public walking down that very narrow hallway killing time between flights seeing signs that say "Airport Director's Office", etc. My guess is, for the morning push, they'll make that hallway secure and allow communication between the gate areas to take some pressure off of the South TSA check point, and then after the originators leave, they'll seal off the two secure sides and the connector hallway will be public again.

It works... But it's not ideal. I'm excited, albeit slightly scared to see what they put forth for the proposal of a consolidated checkpoint. I think they need to take a page from PWM's book, when it comes to solving that problem.

I assumed that observation deck was going to be secured 24/7, so I hope you're right. It does make me wonder though... would TSA allow it? How would they sweep the area every morning when it gets secured?

Having an area that switches between sterile and non-sterile doesn't seem like a concept that anyone involved with security would be comfortable with, and since the observation area does little or nothing for airport revenue I can't see anyone really trying too hard to keep it accessible to the public. In any case, there is still the area on top of the garage.

mjgbtv wrote:

ssteve wrote:

BTV290 wrote:

So it looks like that connector hallway (which is the current admin office hallway) will be convertible from secure/public. This would make sense, because the old BTV control tower now serves as a public observation deck which is actually quite popular. I didn't think they'd want to wall that off only to admin, and I also didn't think they'd want the public walking down that very narrow hallway killing time between flights seeing signs that say "Airport Director's Office", etc. My guess is, for the morning push, they'll make that hallway secure and allow communication between the gate areas to take some pressure off of the South TSA check point, and then after the originators leave, they'll seal off the two secure sides and the connector hallway will be public again.

It works... But it's not ideal. I'm excited, albeit slightly scared to see what they put forth for the proposal of a consolidated checkpoint. I think they need to take a page from PWM's book, when it comes to solving that problem.

I assumed that observation deck was going to be secured 24/7, so I hope you're right. It does make me wonder though... would TSA allow it? How would they sweep the area every morning when it gets secured?

Having an area that switches between sterile and non-sterile doesn't seem like a concept that anyone involved with security would be comfortable with, and since the observation area does little or nothing for airport revenue I can't see anyone really trying too hard to keep it accessible to the public. In any case, there is still the area on top of the garage.

In all airports that close their secure side overnight (BTV included), prior to operations commencing in the morning, the TSA or Airport Police sweep the area, as they consider it potentially contaminated. I really don't see it being an issue, especially since all employees working in those office have SIDA badges. Many off the office doors also require SIDA badge access to get into, as well. It would require a game plan, but it's doable.

paysonmt77 wrote:

MHT's numbers are out and its a downward slope.
June 2019 149,161
June 2018 158,475
May 2019 154,209
May 2018 169,380
PWM's numbers are 60k more for June than MHT. I don't have BTV numbers, but I am sure they are close to beating MHT also.

Here's the analysis based on those numbers:

MHT – Manchester Round-up for June 2019

Data goes back to 2014 to give a 6 year view

Link to File: https://drive.google.com/open?id=19v-Fd ... QvUMzlAqjN


Month
Total Pax 149,161 5.9% down over 2018, (outbound 73,365 down 5.0%, inbound 75,796 down 6.7%)
2014 vs 2019 down 18.3% from 182,573 to 149,161

Up

AA 6.5% to 44,543 (2,704 increase) – 2014 – 36,101 – 23.4% up

Down

UA 51.3% to 6,154 (6,492 decrease) – 2014 14,315 – 57% down
WN 5.9% to 77,493 (4,817 decrease) – 2014 99,715 – 22.3% down
DL 3.4% to 20,807 (743 decrease) – 2014 32,266 – 35.5% down

Market Share

#1 - WN 52% flat for 18/19 and 2.7% down from 2014
#2 – AA 29.9% up 3.5% and 10.1% up from 2014
#3 – DL 13.9% up 0.4% and 3.7% down from 2014
#4 – UA 4.1% down 3.9% and 3.7% down from 2014


Market Share Comments:
Nice to see AA increase YOY, but you can’t stem the tide of a 6% decrease from WN and a halving of the UA number to produce an overall positive result, overall all you can say is a better decrease that earlier months.

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Q2

Total Pax 455,906 9.7% down over 2018, (outbound 224,222 down 9.7%, inbound 231,684 down 9.6%)
2014 vs 2019 down 18.4% from 558,732 to 455,906

Up

AA 1.2% to 123,140 (1,473 increase) – 2014 – 116.483 – 5.7% up

Down

UA 37.9% to 22,762 (13,875 decrease) – 2014 33,590 – 32.2% down
DL 14.6% to 59,065 (10,105 decrease) – 2014 87,863 – 32.8% down
WN 9.4% to 250,607 (25,915 decrease) – 2014 319,698 – 21.6% down

Market Share

#1 - WN 55% 0.2% up for 18/19 and 2.2% down from 2014
#2 – AA 27% up 2.9% and 6.2% up from 2014
#3 – DL 13% down 0.7% and 2.8% down from 2014
#4 – UA 5% down 2.3% and 1% down from 2014

Market Share Comments:
Similar comments to the month, nice to see the uptick in AA, but the other 3 numbers are just horrid.

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YTD

Total Pax 832,429 9% (82,589) decrease over 2018, (outbound 414,792 down 9.1%, inbound 417,437 down 8.9%)
2014 vs 2019 down 18.5% from 1,021,287 to 832,429

Up

AA 3% to 230,509 (6,791 increase) – 2014 – 208,803 – 6.2% up

Down

UA 26.8% to 43,323 (15,864 decrease) – 2014 –79,664– 45.1% down
DL 21% to 102,904 (27,381 decrease) – 2014 127,078 – 29.7% down
WN 9.2% to 455,075 (45,851 decrease) – 2014 – 563,201– 21.2% down

Market Share

#1 - WN 54.7% down 0.1% and 1.9% down from 2014
#2 – AA 27.7% up 3.2% and 6.4% up from 2014
#3 – DL 12.4% down 1.9% and 2% down from 2014
#4 – UA 5.2% 1.3% over 2018 and down 2.5% from 2014

Market Share Comments:
Consistent trend, UA and DL are massively reduced in % terms, but in absolute numbers, nearly 50,000 lost by WN, If you assume an average fare of $200, that’s $10m in airfare gone, and MHT got to be hurting for fees and concession revenues. AA is the bright spot, but just barely..

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Rolling

Rolling 12 months at the end of June is 1,765,319 pax which is 9.5% down on this time last year (186,140 decrease), (1,789,804 when I last reported at the end of April)

Up

AA 3.8% to 474,792 (17,386 increase) – 14/15 – 426,856 – 11.2% up

Down

UA 29.5% to 98,729 (41,406 decrease) – 14/15 –162,050–39.1% down
DL 16.5% to 227,977 (45,141 decrease) – 14/15 304,388 – 25.1% down
WN 10.9% to 962,217 (117,251 decrease) – 14/15 –1,159,061– 17% down


Market Share

#1 - WN 55.3% down 2.8% and 1.1% down from 2014
#2 – AA 23.4% up 2.4% and 2.7% up from 2014
#3 – DL 14% up 0.6% and 0.8% down from 2014
#4 – UA 7.2% down 0.3% and down 0.7% from 2014

Market Share Comments:
AA continues to draw share from the others, primarily because the others are just hemorrhaging passengers each month, with the 19 numbers continuing to draw lower, I suspect this will continue with AA taking minor gains, but unable to stop the other 3 from dragging the numbers down

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Estimates for Pax Counts for Year End 2019

I have created these estimates, by using the Jan-Jun Actuals and applying the current rolling % increase or decrease rate for July to December,

AA – 484,077 (up 7.4% over 2018) – 481,760 when last reported
WN – 907,132 (down 14.9% over 2018)
DL – 207,305 (down 21.3% over 2018)
UA – 82,358 (down 36.1% over 2018)

Approx. guess: 1,681.490 (1,676,281 last time out), down 12%, again this is a GUESS! The number has ticked up slightly as although the trend is down, actually 9.5% is a better drop than recent times and as such. However,I am projecting an almost 230k drop in Pax for 2019. As of June many factors will play into the final numbers and it will be modified as we go through the year, some of the big reductions seen in 2019 if the reductions continue, this number is going to drop in a hurry. I’ve done a limited factor calculation for fun.

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Cargo Analysis

Month
Total Cargo 15,999,037 2% up over 2018, (2014 vs 2019 up 28% from 12,497,066) as some of the numbers in this list are so small, will look at the major ones only. Fed Ex is reported as 2 pieces with mainline and Wiggins. All totals in Lbs.

Up

5X (UPS) 5.2% to 9,320,688 (464,057 increase) – 2014 6,871,882 – 35.6% up
WG (Wiggins FX) 2.9% to 558.705 (15,733 increase) – 2014 498,393 – 12.1% up

Down

WN 39.2% to 42.940 (27,684 decrease) – 2014 32,528 – 32% up
FX 2.2% to 6,074,293 (135,481 decrease) – 2014 6,871,882 – 19.3% up

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

QTD
Total Cargo 48,107,573 7.4% up over 2018, (2014 vs 2019 up 23,6% from 38,932,566) as some of the numbers in this list are so small, will look at the major ones only. Fed Ex is reported as 2 pieces with mainline and Wiggins. All totals in Lbs.

Up

5X (UPS) 10.6% to 27,438,953 (2,636,835 increase) – 2014 21,204,895 – 29.4% up
WG (Wiggins FX) 7.7% to 1,614,950 (115,456 increase) – 2014 1,474,046 – 12.1% up
FX 3.3% to 18,905,609 (598,644 increase) – 2014 16,135,194 – 17.2% up

Down

WN 23% to 142,478 (42,481 decrease) – 2014 99,583 – 43.1% up

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

YTD
Total Cargo 92,130,376 4.9% up over 2018, (2014 vs 2019 up 20.7% from 76,333,109) as some of the numbers in this list are so small, will look at the major ones only. Fed Ex is reported as 2 pieces with mainline and Wiggins. All totals in Lbs.

Up

5X (UPS) 6.1% to 50,460,548 (2,890,578 increase) – 2014 41,354,273 – 22% up
FX 3.5% to 38,440,403 (1,293,604 increase) – 2014 31,828,952 – 20.8% up
WG (Wiggins FX) 3.5% to 2,925,216 (98,080 increase) – 2014 2,904,925 – 0.7% up

Down

WN 6% to 296,341 (18,863 increase) – 2014 193,572 – 53.1% up

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Rolling

Total Cargo 190, 068,418 5.4% up over the prior 12 months (188,827,087 in April when last reported), (14/15 158,421,281 up 20%) as some of the numbers in this list are so small, will look at the major ones only. Fed Ex is reported as 2 pieces with mainline and Wiggins. All totals in Lbs.

Up

WN 9.4% to 666,133 (57,279 increase) – (705,064 in April) – 14/15 386,943 – 72.2% up
5X (UPS) 7% to 105,847,590 (6,893,381 increase) – (104,691,056 in April) 14/15 88,749,333 –19.3% up
FX 3.6% to 77,465,542 (2,710,251 increase) – (77,386,600 in April) 14/15 63,144,048 – 22.7% up
WG (Wiggins FX) 2.1% to 6,077,314 (123,917 increase) – (6,035,554 in April) 14/15 – 6,098,622 0.3% down

Down

Negligible

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Estimates for Cargo Counts for Year End 2019

I have created these estimates, by using the Jan-Apr Actuals and applying the current rolling % increase or decrease rate for July to December,

5X – 109,705,981 (up 6.6% over 2018) – 110,759,228 in April – growth rate slowed in May/June
FX – 78,880,397 (up 3.6% over 2018) – 79,877,975 in April – growth rate also slowed
WG – 6,142,923 (up 2.7% over 2018) – 6,097,699 in April
WN– 700,992 (up 2.3% over 2018) – 824,992 in April

Approx. guess:, 195,439,679 up 5.4%, again this is a GUESS! (197,565,025 - As of April)
Many factors will play into the final numbers and it will be modified as we go through the year. I’ve done a limited factor calculation for fun

As ever, any questions, let me know.

Impressive research and analysis VS4ever, what profession did you choose for your day job? Would be interesting to see your prediction for PWM, I'm guessing a modest 4% gain over last year. Cape Air should add around 1200 total passengers with a September rollout if they can average 5 out of 9 available seats to BOS!

Portlander wrote:

Impressive research and analysis VS4ever, what profession did you choose for your day job? Would be interesting to see your prediction for PWM, I'm guessing a modest 4% gain over last year. Cape Air should add around 1200 total passengers with a September rollout if they can average 5 out of 9 available seats to BOS!

Accountant by trade, but since a kid I’ve had a fascination with stats and numbers, it’s a way of handling my horrible ADHD (and trust me, that is a thing), I’ve basically built databases of info going back as far as I can grab publically and turned them into something a little more dynamic, you can really see all the trends when you put it all together. Flying switches from regional to mainline, who is really driving the current changes, it’s really just about putting two and two together and see if you can make five or more out of it.
I haven’t had a chance to look at PWM yet, but plan to. I used to do an analysis of ME as a state from the T-100’s , might see if I can do that again if I get the time.
As for 9K, you might be pushing it to get an average of 5 per flight, their regular average is in the 3.75 to 4 range, but as they are selling R/T tickets for $198 that’s pretty competitive when all said and done for driving and parking at BOS, it’s probably still more expensive, but with being right there in C beyond security at BOS for your connecting flight, that might be worth the modest premium.

Pretty cool hobby you have there and I would have guessed accountant or future airport director! You've taken the passion for what most of us have for airports/aviation/airlines on here and have taken it to another level. My numbers boost for PWM via Cape Air was meant in humor though a small gain is still an improvement.

BGR got five diversions tonight: DL9901 (VCE-JFK, 763), LH404 (FRA-JFK, 748), UA2821 (LHR-EWR, 752), LV9 (ORY-EWR, A332), and DY7021 (CDG-EWR, 789). The latter initially appeared like it was going to YUL but then diverted again to BGR. Must be the first time in a few years that BGR has had five TATL diversions in a single day.

Edit: Now 7! LH420 (FRA-BOS, A333) and LO26 (WAW-JFK, A343) have joined the party.

33lspotter wrote:

BGR got five diversions tonight: DL9901 (VCE-JFK, 763), LH404 (FRA-JFK, 748), UA2821 (LHR-EWR, 752), LV9 (ORY-EWR, A332), and DY7021 (CDG-EWR, 789). The latter initially appeared like it was going to YUL but then diverted again to BGR. Must be the first time in a few years that BGR has had five TATL diversions in a single day.

Edit: Now 7! LH420 (FRA-BOS, A333) and LO26 (WAW-JFK, A343) have joined the party.

BTV got UA69 (ARN-EWR). That is the first TATL diversion to BTV that I know of.

mjgbtv wrote:

BTV got UA69 (ARN-EWR). That is the first TATL diversion to BTV that I know of.

I saw that. I feel like I've seen TATL diverts to BTV but couldn't tell you what or when...hah, I know, unhelpful...maybe an AC A333 going FRA-YUL?

BGR up to at least 9 with KL643 (AMS-JFK, A333) and DI7015 (LGW-JFK) coming in. Apparently there has been an issue with the a/c on the former. https://twitter.com/samastrauss/status/ ... 8673916928

33lspotter wrote:

mjgbtv wrote:

BTV got UA69 (ARN-EWR). That is the first TATL diversion to BTV that I know of.

I saw that. I feel like I've seen TATL diverts to BTV but couldn't tell you what or when...hah, I know, unhelpful...maybe an AC A333 going FRA-YUL?

BGR up to at least 9 with KL643 (AMS-JFK, A333) and DI7015 (LGW-JFK) coming in. Apparently there has been an issue with the a/c on the former. https://twitter.com/samastrauss/status/ ... 8673916928

There was an AC A333 but as I recall it was coming from somewhere in Canada; maybe YVR.

Frontier Airlines to add seasonal service to MIA from BDL starting Nov. 14. I would not be surprised if Frontier tries out seasonal service to LAS from BDL.

bdlflyer wrote:

Frontier Airlines to add seasonal service to MIA from BDL starting Nov. 14. I would not be surprised if Frontier tries out seasonal service to LAS from BDL.

Nice to see more service I just wish it was to a new market. I could see NK jumping on BDL-LAS before F9 but who knows with how F9 just throws darts out there a lot of the time.

The "FAA preliminary 2018 passenger enplanements" thread from earlier this week didn't seem to get a lot of attention. But I thought these data were interesting:

BTV +14% 2018 versus 2017
PBG -14% 2018 versus 2017

I have to wonder what's behind the PBG decline.

Seeing that this forum is titled the rest of New England, I thought it would be interesting to list the busiest commercial airports from the FAA's preliminary CY2018 results in order. There were a few airports that I did not realize there was actually service from.

City / ID / Enplanements / US Rank

1. BOSTON BOS 20,010,262 (16)
2. HARTFORD BDL 3,278,762 (53)
3. PROVIDENCE PVD 2,118,090 (64)
4. PORTLAND PWM 1,063,387 (92)
5. MANCHESTER MHT 911,432 (97)
6. BURLINGTON BVT 659,357 (110)
7. BANGOR BGR 328,931 (161)
8. NANTUCKET ACT 128,401 (211)
9. WORCESTER ORH 71,851 (255)
10. PORTSMOUTH PSM 57,165 (268)
11. MARTHA'S VINEYARD MVY 53,343 (273)
12. NEW HAVEN HVN 39,372 (297)
13. HYANNIS HYA 24,673 (326)
14. WESTERLY, RI RST 17,694 (356)
15. ROCKLAND, ME RKD 17,236 (359)
16. BLOCK ISLAND, RI BID 16,809 (365)
17. BEDFORD, MA BED 13,982 (374)
18. PRESQUE ISLE, ME PQI 10,865 (400)
19. LEBANON, NH LEB 10,688 (404)
20. PROVINCETOWN PVC 10,316 (409)
21. BAR HARBOR, ME BHB 8,458 (423)
22. NEW BEDFORD EWB 8,128 (428)
23. RUTLAND, VT RUT 5,656 (465)
24. AUGUSTA, ME AUG 5,594 (467)

All of the enplanements outside of Boston do not even add up to half of it's total enplanements, talk about owning New England!

Portlander wrote:

Seeing that this forum is titled the rest of New England, I thought it would be interesting to list the busiest commercial airports from the FAA's preliminary CY2018 results in order. There were a few airports that I did not realize there was actually service from.

City / ID / Enplanements / US Rank

1. BOSTON BOS 20,010,262 (16)
2. HARTFORD BDL 3,278,762 (53)
3. PROVIDENCE PVD 2,118,090 (64)
4. PORTLAND PWM 1,063,387 (92)
5. MANCHESTER MHT 911,432 (97)
6. BURLINGTON BVT 659,357 (110)
7. BANGOR BGR 328,931 (161)
8. NANTUCKET ACT 128,401 (211)
9. WORCESTER ORH 71,851 (255)
10. PORTSMOUTH PSM 57,165 (268)
11. MARTHA'S VINEYARD MVY 53,343 (273)
12. NEW HAVEN HVN 39,372 (297)
13. HYANNIS HYA 24,673 (326)
14. WESTERLY, RI RST 17,694 (356)
15. ROCKLAND, ME RKD 17,236 (359)
16. BLOCK ISLAND, RI BID 16,809 (365)
17. BEDFORD, MA BED 13,982 (374)
18. PRESQUE ISLE, ME PQI 10,865 (400)
19. LEBANON, NH LEB 10,688 (404)
20. PROVINCETOWN PVC 10,316 (409)
21. BAR HARBOR, ME BHB 8,458 (423)
22. NEW BEDFORD EWB 8,128 (428)
23. RUTLAND, VT RUT 5,656 (465)
24. AUGUSTA, ME AUG 5,594 (467)

All of the enplanements outside of Boston do not even add up to half of it's total enplanements, talk about owning New England!

Quite amazing isn’t it, the funny ones for me are Westerly and Block Island because basically they just fly to each other, but somehow 800 people got lost on the return #RITriangle

VS4ever wrote:

Portlander wrote:

Seeing that this forum is titled the rest of New England, I thought it would be interesting to list the busiest commercial airports from the FAA's preliminary CY2018 results in order. There were a few airports that I did not realize there was actually service from.

City / ID / Enplanements / US Rank

1. BOSTON BOS 20,010,262 (16)
2. HARTFORD BDL 3,278,762 (53)
3. PROVIDENCE PVD 2,118,090 (64)
4. PORTLAND PWM 1,063,387 (92)
5. MANCHESTER MHT 911,432 (97)
6. BURLINGTON BVT 659,357 (110)
7. BANGOR BGR 328,931 (161)
8. NANTUCKET ACT 128,401 (211)
9. WORCESTER ORH 71,851 (255)
10. PORTSMOUTH PSM 57,165 (268)
11. MARTHA'S VINEYARD MVY 53,343 (273)
12. NEW HAVEN HVN 39,372 (297)
13. HYANNIS HYA 24,673 (326)
14. WESTERLY, RI RST 17,694 (356)
15. ROCKLAND, ME RKD 17,236 (359)
16. BLOCK ISLAND, RI BID 16,809 (365)
17. BEDFORD, MA BED 13,982 (374)
18. PRESQUE ISLE, ME PQI 10,865 (400)
19. LEBANON, NH LEB 10,688 (404)
20. PROVINCETOWN PVC 10,316 (409)
21. BAR HARBOR, ME BHB 8,458 (423)
22. NEW BEDFORD EWB 8,128 (428)
23. RUTLAND, VT RUT 5,656 (465)
24. AUGUSTA, ME AUG 5,594 (467)

All of the enplanements outside of Boston do not even add up to half of it's total enplanements, talk about owning New England!

Quite amazing isn’t it, the funny ones for me are Westerly and Block Island because basically they just fly to each other, but somehow 800 people got lost on the return #RITriangle

Maybe they just have not landed yet.....a bunch of Cessnas buzzing around over Watch Hill awaiting clearance to land!

new harbor (not the ferry harbor) at block island gets full on summer weekends, so a lot of guys will take their boats out solo thursday/friday to secure a spot. friends will fly in on saturday, and then they’ll all go back home on the boat.

Any predictions for movement in the Top 10 for CY2019? My guess would be that MVY will knock PSM out of the 10th spot and BTV will gain more ground on MHT but not enough to move past. HVN should make some movement next year once the runway extension is completed.

Portlander wrote:

Any predictions for movement in the Top 10 for CY2019? My guess would be that MVY will knock PSM out of the 10th spot and BTV will gain more ground on MHT but not enough to move past. HVN should make some movement next year once the runway extension is completed.

New haven’s runway won’t be done by next year but once it’s done I could see them getting over the 100,000 mark.

I think the PSM decline was driven by troop movements more than scheduled service.

Portlander wrote:

Any predictions for movement in the Top 10 for CY2019? My guess would be that MVY will knock PSM out of the 10th spot and BTV will gain more ground on MHT but not enough to move past. HVN should make some movement next year once the runway extension is completed.

Back in the 90's, HVN was doing over 100K and with AA's current success, I would expect DL to enter the market some time soon as it seems the E-175's and CRJ-700's can work off HVN's present runway. Looking for the Saturday only AA HVN-CLT flight to go daily.

So I'm a big proponent of saying "the market always corrects itself" and especially as it has related to MHT over the years, so i did a fun little experiment.

I took the 1990 enplanement numbers and grew them out to 3% annually over the past 30 years and some of the numbers are surprisingly close to the actuals

Heres was 2019 would look like based on growing 1990 at 3% per year:
BOS 26,116,729 (52.2 Million total pax)
BDL 5.831,826 (11.6 Million pax) - this one is furthest off, but that was also around Hartford's peak economy
PVD 2,866,319 (5.7 Million pax) - this is right about their all time peak
PWM 1,343,311( 2.7 Million pax) - not terribly far off
MHT 893,247 (1.7 Mil) - this one is pretty damn close
BTV 997,765 (2 Mil pax) - yes BTV was larger than MHT in 1990, also not crazy far off.

RL757PVD wrote:

MHT 893,247 (1.7 Mil) - this one is pretty damn close
BTV 997,765 (2 Mil pax) - yes BTV was larger than MHT in 1990, also not crazy far off.

Re BTV vs MHT in 1990, I believe it. My father took me to an airshow at MHT in what was probably the mid-80's. In our ~four hours there the big airline highlights were a UA 737-200 and one or two USAir jets. There was a lone UPS 727-100 on the cargo ramp. It had the feel of a backwater destination.

Meanwhile, Burlington at the time actually had an industrial base including a major IBM semiconductor plant (one of two in the country), Digital Equipment Corp (DEC), General Electric (GE) defense division plant, etc. Burlington's economy simply was different than the education/healthcare/boutique tourism of present day.

In October, I'll be flying with someone from PWM to ORD on a flight that leaves at 1:00 PM. Any thoughts on the reliability/on time statistics for Cape Air? I'll be coming from Cleveland, and was thinking of connecting in Boston (CLE-BOS on JetBlue, BOS-PWM on Cape Air). The Cape Air flight is scheduled to land at 10:05 AM, so there should be plenty of buffer time in there.

BTV-CLT going to 3x daily in December around Christmas time.

Hopefully will start to see some mainline thrown on this route here soon.

BTVB6Flyer wrote:

BTV-CLT going to 3x daily in December around Christmas time.

Hopefully will start to see some mainline thrown on this route here soon.

It seems like this would have been a good time if they wanted to use mainline. That's how DL has handled BTV-ATL, and I would imagine that CLT is similar traffic-wise (ie mostly connecting and frequency not essential) For whatever reason, though, AA seems averse to using mainline at BTV.

mjgbtv wrote:

BTVB6Flyer wrote:

BTV-CLT going to 3x daily in December around Christmas time.

Hopefully will start to see some mainline thrown on this route here soon.

It seems like this would have been a good time if they wanted to use mainline. That's how DL has handled BTV-ATL, and I would imagine that CLT is similar traffic-wise (ie mostly connecting and frequency not essential) For whatever reason, though, AA seems averse to using mainline at BTV.

As alot of traffic is headed to the many Florida airports and Caribbean CLT seems like an easy fill. Similar to ATL traffic flows for DL.

Pretty sure Gate 4 can handle mainline if they wanted it.

slcdeltarumd11 wrote:

mjgbtv wrote:

BTVB6Flyer wrote:

BTV-CLT going to 3x daily in December around Christmas time.

Hopefully will start to see some mainline thrown on this route here soon.

It seems like this would have been a good time if they wanted to use mainline. That's how DL has handled BTV-ATL, and I would imagine that CLT is similar traffic-wise (ie mostly connecting and frequency not essential) For whatever reason, though, AA seems averse to using mainline at BTV.

As alot of traffic is headed to the many Florida airports and Caribbean CLT seems like an easy fill. Similar to ATL traffic flows for DL.

Pretty sure Gate 4 can handle mainline if they wanted it.

I think we will see it eventually, probably on the 319 once the E-190's phase out. Kinda like how DL slowly got to mainline on ATL.

ATL and CLT are also great connection points in the winter and by-pass a lot of the snowstorms in the NE and Chicago/Detroit.

I could also eventually see AA adding MIA down the road, with the way they have been expanding.