Moderators: richierich, ua900, PanAm_DC10, hOMSaR
EADSYABSOB73857 wrote:B752OS wrote:AviationScorpio wrote:What about DL finally adding BOS-PDX and lining it up to where it can connect to the PDX-HND flight?
If they were to add BOS-PDX, it wouldn't be done with connecting to Asia in mind. They can and presumably do connect BOS-HND pax via DTW. The morning BOS-SEA flight arrives something like 10 minutes before SEA-HND departs, so they aren't connecting BOS-HND pax via SEA.
Who knows how traffic flows will adjust in the coming years, but does DL even need to launch a BOS-Asia route? KE flies BOS-ICN anywhere from 4 weekly to daily. That should suck up a lot of the BOS-Asia traffic.
KE is operating BOS-ICN daily most of the year, and they’ve upgauged it to a 777-300ER. While a flight to Asia on DL would be great, to your point, I don’t think there’s much of a need for it- I think DL has higher priorities for BOS across the Atlantic. I would think that BOS-ICN would be increased to anywhere from 10-14x weekly before they added a separate BOS-Asia flight.
airbazar wrote:Magnum9 wrote:All good points. Here’s a question I’m now wondering: *A has no TPAC presence from BOS. I understand LHR is a huge market from BOS with heavy premium demand, so there was little risk in UA testing the waters which we now see is working out well for them. Will we see a *A carrier start a TPAC from BOS to close that gap given ST have KE to ICN and OW have two carriers with JL & CX to NRT & HKG respectively. NH with a 788 to NRT? Thoughts?
I brought that up just a few posts up-thread. The market is just not as large so I suspect *A is content with connecting in SFO, ORD, etc. Having said that, post Pandemic who knows. It could very well be that there's money to be made on the route compared to other competing routes.
johhn14 wrote:Given the fact that it's the longest runway (albeit by a slim margin) and these usage statistics I'd say it is very much required - https://www.massport.com/logan-airport/ ... unway-use/
B752OS wrote:Would Logan be able to operate at the level it currently does it 33L/15R was removed?
jplatts wrote:airbazar wrote:Magnum9 wrote:All good points. Here’s a question I’m now wondering: *A has no TPAC presence from BOS. I understand LHR is a huge market from BOS with heavy premium demand, so there was little risk in UA testing the waters which we now see is working out well for them. Will we see a *A carrier start a TPAC from BOS to close that gap given ST have KE to ICN and OW have two carriers with JL & CX to NRT & HKG respectively. NH with a 788 to NRT? Thoughts?
I brought that up just a few posts up-thread. The market is just not as large so I suspect *A is content with connecting in SFO, ORD, etc. Having said that, post Pandemic who knows. It could very well be that there's money to be made on the route compared to other competing routes.
NH is unlikely to add BOS-TYO nonstop service with JFK and SEA being the only non-UA hub airports in the contiguous U.S. that currently have NH nonstop service to TYO. JFK is also in the same market as UA's EWR hub, and NH has UA's FF base in NYC due to the UA EWR hub to support NH JFK-HND/NRT nonstop service.
AA and DL also have a much bigger presence at BOS than UA does.
There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
jplatts wrote:AA and DL also have a much bigger presence at BOS than UA does.
jplatts wrote:There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
EADSYABSOB73857 wrote:Any rumblings of Norse’s schedule for BOS-DUB/LGW? Announcement came out months ago, and I haven’t seen any schedules. They’re getting close before cutoff time for summer 2023. Same goes for BOS-WAW.
VS4ever wrote:EADSYABSOB73857 wrote:Any rumblings of Norse’s schedule for BOS-DUB/LGW? Announcement came out months ago, and I haven’t seen any schedules. They’re getting close before cutoff time for summer 2023. Same goes for BOS-WAW.
WAW is unlikely to happen for 23. LOT are in a bit of turmoil with their CEO issue etc.
As for Norse, I’ve never seen an official release. The routes were quoted on a secondary website and while they might have certain information, the fact that Norse themselves haven’t said anything since, either means delayed or it was just a rumor.
iyerhari wrote:BOS Dec-2022 numbers are OUT - which implies 2022 passenger numbers too.
Dec-22 Dec-21 % change
Domestic Charter 2,023 809 150.1%
Domestic Commuter 223,342 228,924 -2.4%
Domestic Jet 2,107,100 1,842,766 14.3%
Total Domestic 2,332,465 2,072,499 12.5%
Bermuda/Bahamas/Caribbean 130,082 94,116 38.2%
Canada 48,479 21,701 123.4%
Central America 27,177 29,646 -8.3%
Europe 268,299 141,746 89.3%
Middle East 53,704 36,489 47.2%
South America 6,207 - #DIV/0!
Trans-Pacific 18,522 5,785 220.2%
Australia - -
North Africa - - #DIV/0!
Other International - -
Total International 552,470 329,483 67.7%
General Aviation 7,680 7,390 3.9%
Total airport passengers 2,892,615 2,409,372 20.1%
If you compare the years across the last 5 years, BOS still has a long way left to go to catch-up with 2019, 2018 and slow and steady inching to 2017.
Month Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax
Jan 2017 2,603,998 494,741 2018 2,576,261 468,439 2019 2,710,036 521,356 2020 2,940,985 579,541 2021 740,247 106,827 2022 1,720,697 262,119
Feb 2017 2,369,960 411,816 2018 2,605,207 422,707 2019 2,716,724 460,049 2020 2,890,513 487,442 2021 731,029 76,748 2022 1,893,653 243,817
Mar 2017 3,076,023 540,036 2018 3,197,326 578,154 2019 3,457,362 631,858 2020 1,634,101 274,615 2021 1,070,171 115,832 2022 2,830,353 399,323
Apr 2017 3,271,833 620,923 2018 3,508,607 613,000 2019 3,647,276 707,159 2020 95,352 5,843 2021 1,427,287 142,054 2022 3,092,088 498,315
May 2017 3,466,805 659,326 2018 3,705,129 672,304 2019 3,879,343 775,024 2020 203,328 6,216 2021 1,744,185 144,375 2022 3,337,936 560,448
Jun 2017 3,552,952 710,313 2018 3,843,131 742,437 2019 3,946,406 847,877 2020 438,266 18,647 2021 2,121,185 206,547 2022 3,411,349 676,880
Jul 2017 3,683,573 764,325 2018 3,999,933 798,900 2019 4,072,082 891,642 2020 738,135 72,351 2021 2,570,680 304,010 2022 3,554,097 755,204
Aug 2017 3,757,903 772,812 2018 4,044,126 821,417 2019 4,120,937 898,759 2020 701,627 73,699 2021 2,587,063 350,377 2022 3,530,930 760,913
Sep 2017 3,178,011 640,539 2018 3,393,644 697,082 2019 3,547,546 724,791 2020 633,357 65,793 2021 2,226,035 260,481 2022 3,276,799 652,471
Oct 2017 3,431,263 581,481 2018 3,677,923 651,839 2019 3,771,212 686,063 2020 781,755 69,357 2021 2,579,783 244,004 2022 3,489,728 604,372
Nov 2017 3,089,200 483,354 2018 3,296,694 539,610 2019 3,264,105 552,066 2020 755,877 72,352 2021 2,471,462 269,238 2022 3,060,571 483,668
Dec 2017 2,930,898 483,354 2018 3,093,944 577,998 2019 3,389,382 621,349 2020 801,430 112,436 2021 2,409,372 329,483 2022 2,892,615 552,470
38,412,419 7,163,020 40,941,925 7,583,887 42,522,411 8,317,993 12,618,128 1,838,292 22,678,499 2,549,976 36,090,816 6,450,000
BUT, 2020 was a CRATER! and once is so deep down, it will take time to bounce back.
tlecam wrote:iyerhari wrote:BOS Dec-2022 numbers are OUT - which implies 2022 passenger numbers too.
Dec-22 Dec-21 % change
Domestic Charter 2,023 809 150.1%
Domestic Commuter 223,342 228,924 -2.4%
Domestic Jet 2,107,100 1,842,766 14.3%
Total Domestic 2,332,465 2,072,499 12.5%
Bermuda/Bahamas/Caribbean 130,082 94,116 38.2%
Canada 48,479 21,701 123.4%
Central America 27,177 29,646 -8.3%
Europe 268,299 141,746 89.3%
Middle East 53,704 36,489 47.2%
South America 6,207 - #DIV/0!
Trans-Pacific 18,522 5,785 220.2%
Australia - -
North Africa - - #DIV/0!
Other International - -
Total International 552,470 329,483 67.7%
General Aviation 7,680 7,390 3.9%
Total airport passengers 2,892,615 2,409,372 20.1%
If you compare the years across the last 5 years, BOS still has a long way left to go to catch-up with 2019, 2018 and slow and steady inching to 2017.
Month Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax
Jan 2017 2,603,998 494,741 2018 2,576,261 468,439 2019 2,710,036 521,356 2020 2,940,985 579,541 2021 740,247 106,827 2022 1,720,697 262,119
Feb 2017 2,369,960 411,816 2018 2,605,207 422,707 2019 2,716,724 460,049 2020 2,890,513 487,442 2021 731,029 76,748 2022 1,893,653 243,817
Mar 2017 3,076,023 540,036 2018 3,197,326 578,154 2019 3,457,362 631,858 2020 1,634,101 274,615 2021 1,070,171 115,832 2022 2,830,353 399,323
Apr 2017 3,271,833 620,923 2018 3,508,607 613,000 2019 3,647,276 707,159 2020 95,352 5,843 2021 1,427,287 142,054 2022 3,092,088 498,315
May 2017 3,466,805 659,326 2018 3,705,129 672,304 2019 3,879,343 775,024 2020 203,328 6,216 2021 1,744,185 144,375 2022 3,337,936 560,448
Jun 2017 3,552,952 710,313 2018 3,843,131 742,437 2019 3,946,406 847,877 2020 438,266 18,647 2021 2,121,185 206,547 2022 3,411,349 676,880
Jul 2017 3,683,573 764,325 2018 3,999,933 798,900 2019 4,072,082 891,642 2020 738,135 72,351 2021 2,570,680 304,010 2022 3,554,097 755,204
Aug 2017 3,757,903 772,812 2018 4,044,126 821,417 2019 4,120,937 898,759 2020 701,627 73,699 2021 2,587,063 350,377 2022 3,530,930 760,913
Sep 2017 3,178,011 640,539 2018 3,393,644 697,082 2019 3,547,546 724,791 2020 633,357 65,793 2021 2,226,035 260,481 2022 3,276,799 652,471
Oct 2017 3,431,263 581,481 2018 3,677,923 651,839 2019 3,771,212 686,063 2020 781,755 69,357 2021 2,579,783 244,004 2022 3,489,728 604,372
Nov 2017 3,089,200 483,354 2018 3,296,694 539,610 2019 3,264,105 552,066 2020 755,877 72,352 2021 2,471,462 269,238 2022 3,060,571 483,668
Dec 2017 2,930,898 483,354 2018 3,093,944 577,998 2019 3,389,382 621,349 2020 801,430 112,436 2021 2,409,372 329,483 2022 2,892,615 552,470
38,412,419 7,163,020 40,941,925 7,583,887 42,522,411 8,317,993 12,618,128 1,838,292 22,678,499 2,549,976 36,090,816 6,450,000
BUT, 2020 was a CRATER! and once is so deep down, it will take time to bounce back.
I was interested by the domestic numbers - Dec domestic traffic on RJs dropped by 5k pax while jets increased by ~250k pax. Seems to tell a story of more flights and on upgauging. It would be interesting to see the breakdown of flight and aircraft changes by marketing carrier (e.g. outsourced RJ flying counts towards DL or AA).
Europe numbers continue to be eye popping as that market continues its return to normalcy.
Thank you for doing this!
VS4ever wrote:tlecam wrote:iyerhari wrote:BOS Dec-2022 numbers are OUT - which implies 2022 passenger numbers too.
Dec-22 Dec-21 % change
Domestic Charter 2,023 809 150.1%
Domestic Commuter 223,342 228,924 -2.4%
Domestic Jet 2,107,100 1,842,766 14.3%
Total Domestic 2,332,465 2,072,499 12.5%
Bermuda/Bahamas/Caribbean 130,082 94,116 38.2%
Canada 48,479 21,701 123.4%
Central America 27,177 29,646 -8.3%
Europe 268,299 141,746 89.3%
Middle East 53,704 36,489 47.2%
South America 6,207 - #DIV/0!
Trans-Pacific 18,522 5,785 220.2%
Australia - -
North Africa - - #DIV/0!
Other International - -
Total International 552,470 329,483 67.7%
General Aviation 7,680 7,390 3.9%
Total airport passengers 2,892,615 2,409,372 20.1%
If you compare the years across the last 5 years, BOS still has a long way left to go to catch-up with 2019, 2018 and slow and steady inching to 2017.
Month Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax Year Total Pax International pax
Jan 2017 2,603,998 494,741 2018 2,576,261 468,439 2019 2,710,036 521,356 2020 2,940,985 579,541 2021 740,247 106,827 2022 1,720,697 262,119
Feb 2017 2,369,960 411,816 2018 2,605,207 422,707 2019 2,716,724 460,049 2020 2,890,513 487,442 2021 731,029 76,748 2022 1,893,653 243,817
Mar 2017 3,076,023 540,036 2018 3,197,326 578,154 2019 3,457,362 631,858 2020 1,634,101 274,615 2021 1,070,171 115,832 2022 2,830,353 399,323
Apr 2017 3,271,833 620,923 2018 3,508,607 613,000 2019 3,647,276 707,159 2020 95,352 5,843 2021 1,427,287 142,054 2022 3,092,088 498,315
May 2017 3,466,805 659,326 2018 3,705,129 672,304 2019 3,879,343 775,024 2020 203,328 6,216 2021 1,744,185 144,375 2022 3,337,936 560,448
Jun 2017 3,552,952 710,313 2018 3,843,131 742,437 2019 3,946,406 847,877 2020 438,266 18,647 2021 2,121,185 206,547 2022 3,411,349 676,880
Jul 2017 3,683,573 764,325 2018 3,999,933 798,900 2019 4,072,082 891,642 2020 738,135 72,351 2021 2,570,680 304,010 2022 3,554,097 755,204
Aug 2017 3,757,903 772,812 2018 4,044,126 821,417 2019 4,120,937 898,759 2020 701,627 73,699 2021 2,587,063 350,377 2022 3,530,930 760,913
Sep 2017 3,178,011 640,539 2018 3,393,644 697,082 2019 3,547,546 724,791 2020 633,357 65,793 2021 2,226,035 260,481 2022 3,276,799 652,471
Oct 2017 3,431,263 581,481 2018 3,677,923 651,839 2019 3,771,212 686,063 2020 781,755 69,357 2021 2,579,783 244,004 2022 3,489,728 604,372
Nov 2017 3,089,200 483,354 2018 3,296,694 539,610 2019 3,264,105 552,066 2020 755,877 72,352 2021 2,471,462 269,238 2022 3,060,571 483,668
Dec 2017 2,930,898 483,354 2018 3,093,944 577,998 2019 3,389,382 621,349 2020 801,430 112,436 2021 2,409,372 329,483 2022 2,892,615 552,470
38,412,419 7,163,020 40,941,925 7,583,887 42,522,411 8,317,993 12,618,128 1,838,292 22,678,499 2,549,976 36,090,816 6,450,000
BUT, 2020 was a CRATER! and once is so deep down, it will take time to bounce back.
I was interested by the domestic numbers - Dec domestic traffic on RJs dropped by 5k pax while jets increased by ~250k pax. Seems to tell a story of more flights and on upgauging. It would be interesting to see the breakdown of flight and aircraft changes by marketing carrier (e.g. outsourced RJ flying counts towards DL or AA).
Europe numbers continue to be eye popping as that market continues its return to normalcy.
Thank you for doing this!
Ask this question to me in March when I get the T-100’s for December. Will be easy to show the difference. I’m wondering if cancellations had something to do with it, with the RJ’s getting hit hard, but also November year over year for jet was up 360K. Oct was a mere 579K, which I can check out as I do have the data for that.
Magnum9 wrote:Does anyone recall when Norwegian flew BOS-LGW how many airlines were flying BOS-LON then?
jplatts wrote:NH is unlikely to add BOS-TYO nonstop service with JFK and SEA being the only non-UA hub airports in the contiguous U.S. that currently have NH nonstop service to TYO. JFK is also in the same market as UA's EWR hub, and NH has UA's FF base in NYC due to the UA EWR hub to support NH JFK-HND/NRT nonstop service.
AA and DL also have a much bigger presence at BOS than UA does.
There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
TheChickenman wrote:Magnum9 wrote:Does anyone recall when Norwegian flew BOS-LGW how many airlines were flying BOS-LON then?
I believe it would have been 4 or 5: no UA, AA (may have started their route for a bit pre-covid) or B6 yet. That would leave DL, BA, VS, and IIRC Air Primera flew to STN for a time as the other carriers.
VS4ever wrote:TheChickenman wrote:Magnum9 wrote:Does anyone recall when Norwegian flew BOS-LGW how many airlines were flying BOS-LON then?
I believe it would have been 4 or 5: no UA, AA (may have started their route for a bit pre-covid) or B6 yet. That would leave DL, BA, VS, and IIRC Air Primera flew to STN for a time as the other carriers.
The above is correct.
Back in 2018 it was the following (given that STN is counted as LON)
BOS-LGW - DY
BOS-LHR - BA
BOS-LHR - DL
BOS-LHR - VS
BOS-STN - PF
Total Carriers to the UK were 6 as MT were flying BOS-MAN alongside VS.
airbazar wrote:jplatts wrote:NH is unlikely to add BOS-TYO nonstop service with JFK and SEA being the only non-UA hub airports in the contiguous U.S. that currently have NH nonstop service to TYO. JFK is also in the same market as UA's EWR hub, and NH has UA's FF base in NYC due to the UA EWR hub to support NH JFK-HND/NRT nonstop service.
AA and DL also have a much bigger presence at BOS than UA does.
There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
These are the exact same flawed arguments that were once used to justify why UA didn't fly BOS-LHR.
UA presence at BOS in terms of number of flights and seats is irrelevant. What matters is whether their FF customers want the route. For the BOS-LHR flight I think the answer has proven to be a resounding yes. Only UA knows what the market is for BOS-TYO amongst its FF's and corporate clients.
UA has an eye popping 100 787's and 45 A359's in their orderbook. There will be a lot of new long haul routes. I'm hoping 1 or 2 will be from Boston
adamh8297 wrote:airbazar wrote:jplatts wrote:NH is unlikely to add BOS-TYO nonstop service with JFK and SEA being the only non-UA hub airports in the contiguous U.S. that currently have NH nonstop service to TYO. JFK is also in the same market as UA's EWR hub, and NH has UA's FF base in NYC due to the UA EWR hub to support NH JFK-HND/NRT nonstop service.
AA and DL also have a much bigger presence at BOS than UA does.
There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
These are the exact same flawed arguments that were once used to justify why UA didn't fly BOS-LHR.
UA presence at BOS in terms of number of flights and seats is irrelevant. What matters is whether their FF customers want the route. For the BOS-LHR flight I think the answer has proven to be a resounding yes. Only UA knows what the market is for BOS-TYO amongst its FF's and corporate clients.
UA has an eye popping 100 787's and 45 A359's in their orderbook. There will be a lot of new long haul routes. I'm hoping 1 or 2 will be from Boston
UA also has 50 XLR's on the books.... Maybe they could do BOS-GVA on behalf of the JV with LH,AC and LX.
Magnum9 wrote:VS4ever wrote:TheChickenman wrote:I believe it would have been 4 or 5: no UA, AA (may have started their route for a bit pre-covid) or B6 yet. That would leave DL, BA, VS, and IIRC Air Primera flew to STN for a time as the other carriers.
The above is correct.
Back in 2018 it was the following (given that STN is counted as LON)
BOS-LGW - DY
BOS-LHR - BA
BOS-LHR - DL
BOS-LHR - VS
BOS-STN - PF
Total Carriers to the UK were 6 as MT were flying BOS-MAN alongside VS.
I’m rooting for BOS and should Norse jump in my hope is that 7 carriers can co-exist and that it doesn’t come at the expense of BA’s A380, which I believe is the only one BOS sees currently (though BOS alongside JFK are *rumored* to be LH’s first two U.S. destinations upon their reactivation).
Magnum9 wrote:Source for BOS (along with JFK & LAX) making LH’s shortlist of A380 destination - https://simpleflying.com/lufthansa-reve ... ing-plans/
adamh8297 wrote:
chrisnh wrote:Magnum9 wrote:Source for BOS (along with JFK & LAX) making LH’s shortlist of A380 destination - https://simpleflying.com/lufthansa-reve ... ing-plans/
BOS was slated to get the 380 to MUC when LH had more than the three frames they're bringing back now. If BOS is named and does get the A380, that will be a mighty endorsement indeed.
tlecam wrote:chrisnh wrote:Magnum9 wrote:Source for BOS (along with JFK & LAX) making LH’s shortlist of A380 destination - https://simpleflying.com/lufthansa-reve ... ing-plans/
BOS was slated to get the 380 to MUC when LH had more than the three frames they're bringing back now. If BOS is named and does get the A380, that will be a mighty endorsement indeed.
It’s somewhat interesting that BOS is even in the same discussion as NYC and LAX, both substantially larger markets in general.
tlecam wrote:chrisnh wrote:Magnum9 wrote:Source for BOS (along with JFK & LAX) making LH’s shortlist of A380 destination - https://simpleflying.com/lufthansa-reve ... ing-plans/
BOS was slated to get the 380 to MUC when LH had more than the three frames they're bringing back now. If BOS is named and does get the A380, that will be a mighty endorsement indeed.
It’s somewhat interesting that BOS is even in the same discussion as NYC and LAX, both substantially larger markets in general.
airbazar wrote:jplatts wrote:NH is unlikely to add BOS-TYO nonstop service with JFK and SEA being the only non-UA hub airports in the contiguous U.S. that currently have NH nonstop service to TYO. JFK is also in the same market as UA's EWR hub, and NH has UA's FF base in NYC due to the UA EWR hub to support NH JFK-HND/NRT nonstop service.
AA and DL also have a much bigger presence at BOS than UA does.
There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
These are the exact same flawed arguments that were once used to justify why UA didn't fly BOS-LHR.
UA presence at BOS in terms of number of flights and seats is irrelevant. What matters is whether their FF customers want the route. For the BOS-LHR flight I think the answer has proven to be a resounding yes. Only UA knows what the market is for BOS-TYO amongst its FF's and corporate clients.
UA has an eye popping 100 787's and 45 A359's in their orderbook. There will be a lot of new long haul routes. I'm hoping 1 or 2 will be from Boston
EADSYABSOB73857 wrote:airbazar wrote:jplatts wrote:NH is unlikely to add BOS-TYO nonstop service with JFK and SEA being the only non-UA hub airports in the contiguous U.S. that currently have NH nonstop service to TYO. JFK is also in the same market as UA's EWR hub, and NH has UA's FF base in NYC due to the UA EWR hub to support NH JFK-HND/NRT nonstop service.
AA and DL also have a much bigger presence at BOS than UA does.
There is also already connectivity onto Star Alliance TPAC flights from BOS through EWR/ORD/SFO/YYZ.
These are the exact same flawed arguments that were once used to justify why UA didn't fly BOS-LHR.
UA presence at BOS in terms of number of flights and seats is irrelevant. What matters is whether their FF customers want the route. For the BOS-LHR flight I think the answer has proven to be a resounding yes. Only UA knows what the market is for BOS-TYO amongst its FF's and corporate clients.
UA has an eye popping 100 787's and 45 A359's in their orderbook. There will be a lot of new long haul routes. I'm hoping 1 or 2 will be from Boston
I disagree- based on your logic here, any airline should start a flight out of any city if that ‘direct’ fight financially makes sense. There’s a lot more that goes into that. I’m just as much of a Star Alliance fan as you, but the reality is; 1) UA is more conservative with P2P flights than the other majors; and 2) UA and other Star airlines don’t play nice together. In addition, I would imagine there is a major cost reduction, as well as a revenue enhancement for UA (or any other airline) flowing traffic over their hubs. That’s great that they have all those plane deliveries on the books, but I just don’t see them starting a hub or even expanding their flight portfolio out of BOS. Show us evidence where they have alluded to that…
EADSYABSOB73857 wrote:I disagree- based on your logic here, any airline should start a flight out of any city if that ‘direct’ fight financially makes sense.
EADSYABSOB73857 wrote:UA and other Star airlines don’t play nice together.
EADSYABSOB73857 wrote:Show us evidence where they have alluded to that…
XenoCyber wrote:Personally I fly United and *A out of Boston all the time. Boston's location is not good for a domestic hub but great for an international one. With the growth in BOS, UA might justify more p2p intl flights if they feel threatened by DL or B6.
airbazar wrote:I don't think there's a lot of potential going east because of the JV with LH. Maybe as someone alluded to, BOS-GVA. The newfound relationship with EK probably eliminates BOS-India. So it leaves BOS-TYO or possibly BOS-China as the next logical options, IMO.
And it's not just the sheer number of planes in the order books. It's the lack of "slots" at EWR.
pitbosflyer wrote:Flew AA from PHL back to Boston yesterday. My seatmate described a truly bizarre flight itinerary. This was an average 50 something woman that was flying PHL - BOS on AA then DL for BOS-MSP. Apparently Expedia sold her that self connecting booking and described "you may have to change terminals". I broke the bad news to her that she would need to exit security and re-clear at terminal A. She was thinking it would be more like in PHL where all the terminals are basically connected post security. Anyways she was very unsure of what I described she would have to do. So I ended up walking her over to A before heading to central parking myself. While I was in A, I saw they updated this sign. Which is now hilariously not very useful. I guess the international departure locations just kept changing. Moral of the story, people on here see it as crazy that Delta was making people change terminals to connect and here I run into a normal person doing an even more difficult self connect. People really just care about price of the ticket.
pitbosflyer wrote:
rnav2dlrey wrote:truly one of the worst signs i've seen in recent memory. i almost never use A, but i'm interested to see how long it lasts.
if someone tweets it to DL, i would imagine that it's replaced quickly.
rnav2dlrey wrote:truly one of the worst signs i've seen in recent memory. i almost never use A, but i'm interested to see how long it lasts.
if someone tweets it to DL, i would imagine that it's replaced quickly.
C777ER wrote:Condor reported to bring the new A339neo once a week over the summer, nice to see the fruit stripe plane coming to BOS