Logan Airport Flights and Airlines Discussion

[Oakley]

E
When it comes to getting to India -- Lufthansa offers a quite easy and pleasant routing with all the process happening in one terminal (I flew this route in August)

late evening BOS to FRA (7 hrs) -- late morning arrival
with 2+ hours layover in Frankfurt -- recommend that you buy a day pass in the Business Class Lounge if you are not a member
early afternoon FRA to DEL (7 hrs) + (+ 9.5 hours time change) ==> midnight arrival

Our return was not quite a efficient leaving Delhi for Munich in the morning and then MUC to BOS with a bit longer flights on both legs and a longer layover -- but then you are going home

Overall, unless i'm flying to the UK -- now I when I go east -- I fly Lufthansa through Frankfurt

If I'm not mistaken, Lufthansa carries a big bulk of the New England-India traffic through its flights. India could become more important if the Boston tech sector continues to get bigger and bigger, and India continues its economic climb.

I don't see Delta taking over for AF at Boston.

 

[choo]

so, would we lose our Boston-Paris flight? Why is AirFrance leaving?

I'd like to see Barcelona added.

 

[Oakley]

so, would we lose our Boston-Paris flight? Why is AirFrance leaving?

I'd like to see Barcelona added.

Someone suggestion Delta taking over the Boston-Paris flight, who is a SkyTeam partner with AF. Not sure if this has any truth to it at all (I thought the AF flight does well, and offers a much more competitive product to the other European carriers than Delta would).

 

[kmp1284]

You realize American has shifted their entire strategy over the last several years right?

I'm fully aware of their current strategy, such as it is but the Logan draw-down began well before this model was adopted.

Yes JetBlue has come in a hurt yields, but that goes for all the legacies.

I know, I said that.

JetBlue has been an amazing addition for Logan.

In your opinion.

As for AirFrance conceding to Delta, that's just a long term hunch. Neither outcome would come as a particular surprise to me. Delta has taken over for AF at Philadelphia and Newark. It would allow AF to put their planes on more profitable routes while still sharing the profit. They would be using Delta equipment, but the profits would be shared, this is the same way the Amsterdam flight works. I'm not much of a fan of Delta but they offer a better business class product than AirFrance does. The seat itself is similar to the Virgin Atlantic seat in that it lies flat and provides everyone in the cabin aisle access. The AirFrance product is old, less user friendly and in the case of the planes used at Logan, rather beaten up. One would think AirFrance does well here and I doubt they have any issues filling their planes in the summer months but they have not done the sort of job that British Airways, Lufthansa and to a lesser degree Swiss have done at cultivating a following with premium passengers. They have not offered first class service to Logan for at least five years and the 747's and A340's we do get are high density tourist cattle cars.

I don't see the market for Barcelona, like Manchester it's a low-yield tourist heavy market that offers little in the way of onward connections. Back when oil was trading at 30 bucks a barrel, someone probably could have made serious money flying 757's to Manchester, Glasgow, Edinburgh, Shannon, Cork, Barcelona, Lisbon, Nice, Lyon, Geneva, etc. but not today.

 

[mass88]

so, would we lose our Boston-Paris flight? Why is AirFrance leaving?

I'd like to see Barcelona added.

I think it's unlikely that Air France will leave Boston and Delta would take over. Boston is different than both Newark and Philadelphia and should not be compared to them in regards to Air France. Boston is a good station for Air France.

I'm fully aware of their current strategy, such as it is but the Logan draw-down began well before this model was adopted.




I know, I said that.




In your opinion.

As for AirFrance conceding to Delta, that's just a long term hunch. Neither outcome would come as a particular surprise to me. Delta has taken over for AF at Philadelphia and Newark. It would allow AF to put their planes on more profitable routes while still sharing the profit. They would be using Delta equipment, but the profits would be shared, this is the same way the Amsterdam flight works. I'm not much of a fan of Delta but they offer a better business class product than AirFrance does. The seat itself is similar to the Virgin Atlantic seat in that it lies flat and provides everyone in the cabin aisle access. The AirFrance product is old, less user friendly and in the case of the planes used at Logan, rather beaten up. One would think AirFrance does well here and I doubt they have any issues filling their planes in the summer months but they have not done the sort of job that British Airways, Lufthansa and to a lesser degree Swiss have done at cultivating a following with premium passengers. They have not offered first class service to Logan for at least five years and the 747's and A340's we do get are high density tourist cattle cars.

I don't see the market for Barcelona, like Manchester it's a low-yield tourist heavy market that offers little in the way of onward connections. Back when oil was trading at 30 bucks a barrel, someone probably could have made serious money flying 757's to Manchester, Glasgow, Edinburgh, Shannon, Cork, Barcelona, Lisbon, Nice, Lyon, Geneva, etc. but not today.

You stated the obvious. Saying JetBlue and other LCCs have hurt yields in Boston, amongst many other airports, is not a new notion.

I fail to see how JetBlue has been a negative for the consumer. JetBlue has come in and expanded Boston into their second largest station and offers a wide array of non-stop flights.

The AA cuts at Boston were similar to cuts other major stations saw. For example, Seattle and San Jose were cut from Boston and also Miami. Alaska Airlines more than took care of the Boston-Seattle market. Boston to Orlando, West Palm Beach and Ft. Lauderdale were cut due to pressure from LCCs and hardly a shock. Boston was no different than another like size AA stations in Raleigh/Durham.

 

[mass88]

If I'm not mistaken, Lufthansa carries a big bulk of the New England-India traffic through its flights. India could become more important if the Boston tech sector continues to get bigger and bigger, and India continues its economic climb.

I don't see Delta taking over for AF at Boston.

That is true about Lufthansa carrying a large amount of Boston-India traffic, which is also the same for other cities, such as San Francisco. Lufthansa has done a great job establishing themselves as major airline for America-India traffic.

 

[stellarfun]

One thing to keep in mind when it comes to foreign carriers and their routes is how much freight they carry (or expect to carry) in the belly.

 

[mass88]

One thing to keep in mind when it comes to foreign carriers and their routes is how much freight they carry (or expect to carry) in the belly.

Another good point to mention.

 

[omaja]

Believe what you want but it isn't happening. I'd be surprised if they're still serving London in three years.

I could also see BOS-LHR becoming a BA-only market; it has significant premium demand that is better suited for BA's superior product. That frees up AA 757s to open up new secondary UK/Spain markets to/from the US.

I don't see the market for Barcelona, like Manchester it's a low-yield tourist heavy market that offers little in the way of onward connections. Back when oil was trading at 30 bucks a barrel, someone probably could have made serious money flying 757's to Manchester, Glasgow, Edinburgh, Shannon, Cork, Barcelona, Lisbon, Nice, Lyon, Geneva, etc. but not today.

Barcelona has almost nothing in common with Manchester. It is one of the most visited cities in the world, but it has more in common with Venice and Nice as a premium tourist destination. In terms of onward connections, AA/BA offer plenty through IAG subsidiary Vueling. Whether they would want to overfly Iberia's Madrid hub, though, is up for debate.

 

[Tombstoner]

I'm on the AF BOS-CDG at least every other month (usually in cattle class, but sometimes I get lucky--doing it tomorrow in fact--didn't get lucky ). I've never been on a flight that could be described as "light" or with lots of empty seats. Even in winter there are the occasional middle seats unoccupied but that's about it.

 

[atlantaden]

I'm on the AF BOS-CDG at least every other month (usually in cattle class, but sometimes I get lucky--doing it tomorrow in fact--didn't get lucky ). I've never been on a flight that could be described as "light" or with lots of empty seats. Even in winter there are the occasional middle seats unoccupied but that's about it.

This past May, we flew the same flight but it was considered a Delta flight...ATL-BOS, AF, BOS-CDG! Totally packed 747! Delta uses some of it's domestic flights from certain cities to connect travelers to it's Air France flight out of Boston! I've always heard here in Atlanta from some Delta senior execs that originally, the plan was to use their new Terminal A as a mini-hub for some of it's international flights until Massport nixed the plan the after construction on Terminal A had begun which then caused Delta to scrap it's international expansion plans.

 

[Tombstoner]

This past May, we flew the same flight but it was considered a Delta flight...ATL-BOS, AF, BOS-CDG! Totally packed 747! Delta uses some of it's domestic flights from certain cities to connect travelers to it's Air France flight out of Boston! I've always heard here in Atlanta from some Delta senior execs that originally, the plan was to use their new Terminal A as a mini-hub for some of it's international flights until Massport nixed the plan the after construction on Terminal A had begun which then caused Delta to scrap it's international expansion plans.

It's a shame--Terminal A is one of the nicer terminals--much nicer than E in my opinion.

 

[erikyow]

Indeed. Also, from what I heard when I worked in Terminal E was the Customs and Immigration had a system-wide staffing shortage and even if entry facilities were added at Terminal E, CBP wouldn't be able to staff the facility, rendering it useless.

To me, that seems a bit shortsighted and, again, this is hearsay from some CBP people at the time. I would have thought that they could have roughed an immigration hall and then gone back later to finish it.

But, that's now even less of a likelihood now that Delta retrenched to the satellite. After it became clear that there would be no entry facilities, Delta and Massport rejigged the gates so as to fit an extra gate or two onto the satellite with reduced wingtip clearances between gates. If Air France and Alitalia were in A along with Delta's flights to Amsterdam and London, there would be no room for any domestic flights from about 4pm until 7pm. As it stands now, space is tight as the A330s force the closure of adjacent gates. Granted, this coming Summer, Amsterdam is scheduled to only have one A330. London has been cut down to one flight on a 767. So that will help with gate allocation. But given that most gates can't support anything larger than a 757 without closing the adjacent gate and the fact that Continental eventually got most of the non-regional gates in the main terminal, you might look at it as a blessing. There is simply no room at A for Delta to support its domestic schedule along with 4-5 international widebodies over the course of several hours during the late afternoon.

Speaking of Delta, I would give them maybe a 10% chance of taking over the Paris route from Air France. Boston is a strong market for Air France, as evidenced by the fact that the route supports two flights in the Summer, both on some of the largest aircraft that Air France flies. In addition, Air France opened its largest lounge in the US in the space that was the Northwest World Club. AF has dropped quite a bit of money into Boston and generally does well. The markets that Delta is taking over in are some of the weakest for Air France in the US. Also, were generally flown by A330-200s, the smallest widebody that Air France has, which themselves have about 220 seats (including a rather large business class cabin). Given that Delta and Air France have what's called a joint services agreement, which means that they share expenses and profits on transatlantic services (effectively operating as one airline insofar as money is concerned), it would make sense for Delta, with its lower cost base and smaller 757s and 767s, to take over the marginal routes to boost their profitability.

The only possible kink in plans is, at least as of a couple of years ago, Terminal E wasn't well equipped to handle the wing span of the 777-300ER, which is what Air France is slowly replacing its 747s with. I'm not certain, but I believe Massport may have worked out a way to either put a 777-300ER on either 7B or 8A. However, if not and maintaining capacity were an issue, I could see Delta maybe stepping in and providing one of their 747s (assuming they can spare it, which is unlikely). Though a more likely scenario would be Delta operating the third-daily flight on a larger aircraft and Air France operating smaller aircraft that will work with the gate restrictions at Terminal E (built in the 1970s and largely unchanged in terms of its gate set-up making it difficult as airplanes get bigger - don't hold your breath for the A380 to be a regular visitor).

 

[whighlander]

Term A was originally planned for a full International capability and there is some ability to accommodate such when things settle down with respect to US airline consolidaton

I used to think that AA would be a survivor in a Universe of:3 traditional majors; 2 national-scale budget carriers; and bunch of regionals and specialist carriers -- now I'm not so sure as the new AMR bankruptcy may lead to AA being absorbed into one of the survivors

My guess is in 5 years there will be:
Delta, United, something else
Jet Blue, Southwest
the rest

At Logan that will translate into:
Term A -- Delta & United
Term B - Something Else and mixed
Term C-- Jet Blue and mixed
Term E -- SW and International

 

[Tombstoner]

In addition, Air France opened its largest lounge in the US in the space that was the Northwest World Club.

Wow...that's surprising. It's not a particularly spacious/ammenitied club.

 

[Oakley]

I could also see BOS-LHR becoming a BA-only market; it has significant premium demand that is better suited for BA's superior product. That frees up AA 757s to open up new secondary UK/Spain markets to/from the US.

I can't see AA expanding into secondary markets, even more so now that they just filed for Chapter 11. They tend to be the most conservative, hub-focused (either through their own or through their partners) in expanding. It also seems like AA tends to let their partners do the growth.

I believe that BA taking over all of the OW BOS-LHR route services has been rumored.

Speaking of Delta, I would give them maybe a 10% chance of taking over the Paris route from Air France. Boston is a strong market for Air France, as evidenced by the fact that the route supports two flights in the Summer, both on some of the largest aircraft that Air France flies. In addition, Air France opened its largest lounge in the US in the space that was the Northwest World Club. AF has dropped quite a bit of money into Boston and generally does well. The markets that Delta is taking over in are some of the weakest for Air France in the US. Also, were generally flown by A330-200s, the smallest widebody that Air France has, which themselves have about 220 seats (including a rather large business class cabin). Given that Delta and Air France have what's called a joint services agreement, which means that they share expenses and profits on transatlantic services (effectively operating as one airline insofar as money is concerned), it would make sense for Delta, with its lower cost base and smaller 757s and 767s, to take over the marginal routes to boost their profitability.

I think AF will hang on to this route, as they DL would have to compete with the other European carriers throughout Europe. How much of the BOS-CDG traffic is O&D?

I'm on the AF BOS-CDG at least every other month (usually in cattle class, but sometimes I get lucky--doing it tomorrow in fact--didn't get lucky ). I've never been on a flight that could be described as "light" or with lots of empty seats. Even in winter there are the occasional middle seats unoccupied but that's about it.

Can I have your career?
How

 

[Tombstoner]

Can I have your career?

I just transit CDG on the way to places like Angola, Mozambique, and Ethiopia, so I don't get to spend much time stompin' the Champs and drinking champagne out of showgirls' slippers.

With apologies to Henny Youngman: Take my career.. please.

 

[whighlander]

Indeed. Also, from what I heard when I worked in Terminal E was the Customs and Immigration had a system-wide staffing shortage and even if entry facilities were added at Terminal E, CBP wouldn't be able to staff the facility, rendering it useless.....The only possible kink in plans is, at least as of a couple of years ago, Terminal E wasn't well equipped to handle the wing span of the 777-300ER, which is what Air France is slowly replacing its 747s with. I'm not certain, but I believe Massport may have worked out a way to either put a 777-300ER on either 7B or 8A. However, if not and maintaining capacity were an issue, I could see Delta maybe stepping in and providing one of their 747s (assuming they can spare it, which is unlikely). Though a more likely scenario would be Delta operating the third-daily flight on a larger aircraft and Air France operating smaller aircraft that will work with the gate restrictions at Terminal E (built in the 1970s and largely unchanged in terms of its gate set-up making it difficult as airplanes get bigger - don't hold your breath for the A380 to be a regular visitor).

Erik ---- Massport has plans to expand Terminal E in the direction of the aircraft parking area and hanger

I doubt that anything will happen until the ConRAC is completed -- but Terminal E will eventually grow 2 or 3 high capacity multi-level gates which would be ideal for Emirates 777-300 ER or even an occasional Big Airbus for charters or on an emergency basis

 

[mass88]

Erik ---- Massport has plans to expand Terminal E in the direction of the aircraft parking area and hanger

I doubt that anything will happen until the ConRAC is completed -- but Terminal E will eventually grow 2 or 3 high capacity multi-level gates which would be ideal for Emirates 777-300 ER or even an occasional Big Airbus for charters or on an emergency basis

How far along is the consolidated rental facility?

 

[whighlander]

A black Mark for Tech Savy Airports -- Embarrassingly Logan ranked 33 out of 40 by PC World

Why?

http://www.pcworld.com/article/2461..._how_the_40_busiest_us_airports_stack_up.html

PCWorld » Mobile
Recommend:

Best Airports for Tech Users: How the 40 Busiest U.S. Airports Stack Up
By Mark Sullivan, PCWorld Dec 15, 2011 1:00 am

20 Best U.S. Airports for Tech Travelers

Many airports have been pushing to increase the numbers of electrical outlets, USB ports, and desks in their gate areas, and to increase the speed of their facility's Wi-Fi. This chart ranks the 40 busiest U.S. airports on the number and quality of the tech amenities they offer. We found that, in general, the number of electrical outlets per gate remains low in U.S. airports, especially considering how many air travelers now carry mobile, connected devices that require regular charging. We also found that few airports scored well across the board in our amenities categories; those that did finished at or near the top of our overall rankings.

The 20 Most Tech-Friendly U.S. Airports
#1 Dallas-Ft. Worth International Airport (DFW)
DFW doesn't have the most outlets, it doesn't have the fastest Wi-Fi, and it's not number one in work desks. But no other airport achieves such consistently high scores across so many categories. Dallas ranked near the top of all airports on six of the eight tech amenities that we measured.

#2 New York JFK International (JFK)
the airport has added numerous useful amenities, such as desks and counters with outlets, to some--but not all--of its terminals. JFK Terminals 2 and 3 (thanks in part to Delta) and Terminal 5 (thanks in part to JetBlue) offer the largest number of work surfaces and electrical outlets, as well as decent free Wi-Fi. Other JFK terminals look old and dull, with tech amenities to match. Your best option in those terminals is to buy Boingo wireless service or use your own cellular signal.

#3 Atlanta Hartsfield-Jackson Atlanta International Airport (ATL)
Atlanta is the busiest and the largest (170 gates) airport in the United States. Consequently, supplying passengers with power, workspaces, and Wi-Fi at all its gates is a massive undertaking. But Atlanta's airport authority seems to have risen to the challenge in recent years.Delta has installed hundreds of branded charging stations at its gates in airports across the country. Each charging station comprises a trio of two-plug power outlets and a pair of USB ports. Image courtesy of Delta Airlines.The airport ranked quite high among US airports in the number of passenger-facing outlets it offers at the gates. Only San Francisco, Sacramento, and New York JFK offer more per gate.

#4 Detroit Metro Airport (DTW)
Detroit Metro Airport's newest facility, the three-year-old North Terminal, was built from the ground up with the needs of device-carrying passengers in mind. "We planned from the beginning to wire each gate area so that we would provide numerous power outlets throughout the facility for customers to use," says DTW spokesman Scott Wintner. Apparently, the effort succeeded: We counted an average 6.7 outlets per gate at Detroit Metro.

#5 Sacramento International Airport (SMF)
Sacramento's new Terminal B features 140 triangular tables in the gate areas, each one equipped with power and USB port consoles at each corner. Image courtesy of Sacramento International Airport. Sacramento International Airport's impressive new Terminal B is nirvana for mobile device users. Completed last year, it's packed with more than 140 triangle-shaped tables, each of which holds a standard two-plug outlet and two USB ports at the corners. We counted 647 outlets and 912 USB ports in Terminal B alone. SMF has offered free Wi-Fi at Terminals A and B since 2006.

#6 Oakland International Airport (OAK)Infographic by Conspiracy Group.
On the plus side, Oakland International Airport offers ample outlets at the gate areas and a healthy number of USB outlets. On the negative side, you'll find a proper work deskonly every five gates, on average.

#7 New York LaGuardia (LGA)
Like the Big Apple's other big airport, JFK, LaGuardia is an older facility that has become decidedly more tech-friendly in some respects over the past few years. The number of available outlets per gate now exceeds 7.2, and the airport's Wi-Fi service averages a workable 2.5 mbps on average throughout the airport.

#8 Salt Lake City International Airport (SLC)
Like many other airports around the country, Salt Lake City International has been adding electrical outlets to its gates over the past few years--and today the gates at SLC provide an average of 5.4 outlets and 3.0 USB ports each. We counted 23 workspaces (19 desks and 4 cubicles) scattered around the airport, most of which included a power outlet. We didn't spot any Internet kiosks or business centers, however.

#9 Baltimore-Washington International Thurgood Marshall Airport (BWI)

BWI bills itself as the "easy come, easy go" airport, since it offers a relatively stress-free commute for laptop and smartphone users who live in the District of Columbia, Maryland, or Virginia. Baltimore-Washington Airport averages more than 7.3 outlets per gate; and many of the gates feature comfortable seats and work stations, with access to power outlets and USB ports. These come courtesy of Southwest, which operates in 26 gates in the A and B terminals, accounting for 70 percent of traffic through the airport.

#10 San Francisco International Airport (SFO)
Competing with Oakland International and San Jose International to serve perhaps the most tech-savvy market in the country, San Francisco International Airport must contend with travelers' high expectations regarding tech amenities. For the most part, it delivers. The airport averages 13.6 outlets per gate, by far the most in the United States for such a large airport.

#11 Ft. Lauderdale-Hollywood International Airport (FLL)
Ft. Lauderdale-Hollywood Airport isn't big on electrical outlets (2.65 per gate, on average), and it provides less than one USB port and less than one work desk per gate, on average, but its free Wi-Fi service is terrific. We measured average download speeds of 11 mbps and uploads of 7.25 mbps in our Wi-Fi tests. Verizon cellular service was exceptional, too, averaging 11 mbps for downloads and 7.5 mbps for uploads.

#12 Raleigh-Durham International Airport (RDU)
Some of the seats in the gates at Raleigh-Durham International have power outlets, and some of the tables have USB and power outlets beneath the tabletops. But like Ft. Lauderdale-Hollywood, RDU ranks high on our list because of its Wi-Fi. Though the AT&T service isn't free, it's fast; we measured average speeds of greater than 14 mbps throughout the airport--the fastest airport Wi-Fi service we saw in our tests.

#13 Nashville International Airport (BNA)
Nashville's airport provides 20 minutes of free Wi-Fi per user, after which you have to buy a day-pass from Boingo. Still, Boingo's service is solid at BNA, averaging 2.8 mbps for downloads throughout the airport, and you can pay as you go for $4.95 per hour. Delta and Southwest have tricked out their gate areas in the B and C concourses, respectively, with freestanding charging stations that include USB ports.

#14 Minneapolis-St. Paul International Airport (MSP)
Many of the gates at Minneapolis-St. Paul International airport have free charging stations, including Samsung "power poles," Clear Channel sit-down charging stations, and Delta charging stations. The airport also offers "power seating": Many of the tables in the food courts and in some of the restaurants have power outlets nearby, so travelers can recharge their devices as they eat. MSP also has a few business centers for users who need a desk and some quiet.

#15 Chicago Midway International Airport (MDW)
Surprise! The tech-friendliest airport in Chicago isn't the giant O'Hare. It's the smaller Chicago Midway, which features groups of powered workspaces with power outlets at three gates. These workspaces are especially good for working travelers who want a flat surface for their laptop and who have a smartphone in need of charging before the flight, too.

#16 Cleveland Hopkins International Airport (CLE)
Cleveland makes our Top 20 on the strength of its Wi-Fi service, which is both free and fast. In our tests the service delivered average download speeds of 8 mbps, and average upload speeds of 6.8 mbps--more than enough speed to stream movies, and perhaps do a little video chatting with the folks back home. Cleveland International's other stats weren't as impressive. The airport averages just 2.9 outlets per gate and 0.7 USB ports per gate. And pity the person who comes to CLE needing a desk to work at: They're in short supply.

#17 Los Angeles International Airport (LAX)
LAX is the nation's third busiest airport, a sprawling affair with eight domestic terminals and one international terminal. We counted an average of 5.3 outlets per gate, many of them on the 51 Samsung charging poles located at gates throughout the airport. LAX also sports a fair number of Neptune Networks internet kiosks, which charge users 25 cents per minute.

#18 Seattle-Tacoma International Airport (SEA)
At Sea-Tac we found just 2.7 electrical outlets (on average) per gate, and not many USB ports, either (0.4 per gate). You will find Smarte Carte rapid phone charging stations (at $3 for a charge) in all terminals, and the airport's Wi-Fi service is more than respectable, with averages of 5.7 mbps for downloads and 4.5 mbps for uploads in our tests.

#19 Kansas City International Airport (MCI)
Kansas City International is well-outfitted for tech travelers, especially at Southwest's gates. The airline has installed plenty of big, comfy chairs that have a little wooden table attached, plus power and USB ports. You'll also find a healthy number of Southwest's standing bars, equipped with up to ten two-plug outlets, which are perfect for a quick charge and an email check before your flight. Overall, Kansas City International averages 4.2 outlets per gate and 4.9 USB ports per gate. The airport's Wi-Fi service averaged a workable 1.4 mbps for downloads, and its cellular service clocked in at an above-average 3.35 mbps for downloads.

#20 Portland International Airport (PDX)
Despite its painfully slow (but free) airport Wi-Fi, Portland International edges out Las Vegas International for the final spot in our Top 20, simply by showing up in all categories. PDX averages 5.6 outlets per gate, and it has charging stations, USB ports, and work desks in every terminal, though we'd like to see more of them. The airport also has business centers with desks and outlets in every terminal, and the local T-Mobile and Sprint cellular service proved to be surprisingly fast, averaging 4.2 mbps for uploads and 3 mbps for downloads, respectively.

details for Logan
AIRPORT Electrical outlets (average per gate) == EL USB ports (average per gate)=USB Charging stations= Chrg Workspaces=Wrk Wi-Fi service speed=WiFi Cellular service speed=Cel Comments=Com
name EL USB Chrg Wrk Wifi Cel Com
Boston (Logan) 6.4 6.1 Worst Worst slow low Logan has done well on electrical outlets and USB ports; now it needs to add capacity to its free Wi-Fi service.

Looks like Logan could jump into the top 10 if they'd just put in decent Free Wifi and more cel support

My personal experience in Term E has been quite decent performance in both Wifi and cel --perhaps the older terminals are weighing down the ranking?