I hope the SkyClub expansion doesn't come at the expense of the business area behind the bar but segregated business areas in the lounges seem to be a thing of the past...

There is (i'm told) a similar sized space that is unoccupied/not leased immediately to the left as you get off the lifts (behind the unmarked double doors). It's basically the other half of the "triangle" and would look out at gates 18-22. I hope that's it (rather than densifying the current club)

I really think that DL's advantages when it comes to reliability and service allow them to break into these heavily-served routes. A lot of business travelers go out of their way to fly DL if they can. Just look at ORD. DL is a minor player yet the SC is always bursting at the seams and they desperately want more gates.

From what I understand, that was supposed to be either an International Fire Class or dedicated Business Elite lounge for Delta, before Delta did away with those things. It would make sense that a growing Delta with more international flights from Boston could now use all of that space.

That is true but
BOS - LGA 184 mi
LAX - SFO 337 m
BOS - ORD 867 mi - 79% longer than LGA and 61% longer than LAX/SFO

It might work out great but I have my doubts

Has DL given up on the whole customs/immigration thing at A? Post-9/11 Massport nixed the idea entirely. But in summer 2019, Terminal E will be fuller than it's ever been with more DL flights, KE, KL, etc. It would seem that NOW Massport would be more willing to lessen the burden on Terminal E by letting DL do its own thing over at A.

It was CBP, not Massport, that killed the Terminal A customs and immigration area. CBP didn't want to staff two areas at BOS. I think the room is still there underneath the terminal to build another area, but my instinct is that CBP would still say no due to the increased costs.

That's what I was thinking. There might be some paid F on that route, too.

It will annoy the B6 partisans but I'm going to point out that B6 is a particularly unreliable carrier with regards to on-time performance and rate of cancellations. It's not just ice storms shutting down JFK - on-time performance is bad month after month. Look at DL@BOS vs. B6@BOS. JFK vs. JFK.

https://www.transportation.gov/sites...-2018-atcr.pdf

Really interested in seeing how AA and B6 react to this. PHL/ORD/DCA are all AA hubs.

And with ORD getting both RDU and BOS next year, it has to be a matter of time before DL adds LAX-ORD too if they really have or are getting the gate space. Pretty much the only hub left without ORD service.

If DL can make BOS/ORD work, then I bet they could make LAX/ORD work and that might make DL viable as a primary for some and at least a decent secondary carrier for others.

Between DL and their JV's with KL, AF, AM, KE, and the MU codeshare, they have ORD to
ATL, CVG, LGA, DTW, MSP, SLC, SEA, BOS, RDU ICN, PVG, AMS, CDG, MEX, and GDL

Throw in a potential LAX, AUS, SFO, and very quietly DL's built a pretty good route map at ORD, especially with them being the only airline (I think at least) with flights at ORD and MDW.

Volaris also (according to Wikipedia) has flights at ORD and MDW.

Maybe. I'm probably wrong since Delta doesn't believe in prestige routes / money losing routes but I almost view this route as a loss-leading necessity for Delta to service the Boston market and be a "complete carrier" for a Boston traveler. They may be able to get away with not flying to Phoenix, Houston, and Dallas but Chicago's economy overlaps too much with Boston's to not offer that service if they want to be a go-to carrier for a business traveler out of BOS.

The ORD SkyClub is always packed because it's relatively small and the folks that do travel Delta to ORD are most likely to have status - since otherwise they would have taken one of the other carriers to Chicago. It's the same effect you get on routes like ATL->Houston or ATL->Phoenix. Upgrade lists are always abnormally long because you get leakage to other carriers.

You are right, but Volaris has a minimal impact on DL in CHI i'd imagine. I was thinking more domestic where AA, and UA are locked into sending people to ORD, and WN is locked into sending people to MDW. DL flies to both which is nice in some IROP situations or in situations if you have multiple meetings in different parts of the Chicago area.

It's really the only absolute advantage DL has in CHI. DL has the OTP and Completion factor but those are system averages and if DL only cancels one flight a day, it doesn't mean anything if it's yours!

More importantly, ORD/MDW are outstations for Delta. An airline will always be able to provide more options to get you home out of one of their hubs than when you're at an outstation. That said, given the connectivity of Chicago (whether on Delta or any other airline), getting home shouldn't be an issue except in the event of major WX issues.

As a DL flyer based in CLE, this is great news. UA's nonstop was on an E145 which is not a fun plane to fly in at all (IMHO). The DL flights will be three times a day and definitely on better planes. Greatly appreciated.

Amazing! DCA and ORD are the reason that I've had 30 segments split this year between AA and B6. 100 segments on DL + 4 on AA for BOS<>CLT and 2 on B6 for BOS<>SAN. Huge for me being able to consolidate with DL (and I missed both mosaic and AA gold by a hair).