JetBlue is continuing its transatlantic expansion. The airline has just announced three new routes to two new destinations in Europe.
In this post:
Details of JetBlue’s flights to Dublin & Edinburgh
JetBlue will be launching three new seasonal summer routes to Ireland and Scotland in 2024, complementing the carrier’s existing service to London, Paris, and Amsterdam.
All three of these routes will be operated by Airbus A321neos, featuring 160 seats, including 16 Mint Suite business class seats, plus 144 economy class seats. While these planes have JetBlue’s newest cabins, note that the configuration isn’t quite as premium as on the Airbus A321LRs, which have more Mint seats.
Let’s go over the details of these new routes, and note that flights are already on sale.
JetBlue adds New York to Dublin route
Between March 13 and September 30, 2024, JetBlue will operate a daily seasonal flight between New York (JFK) and Dublin (DUB). The flight will operate with the following schedule:
B6841 New York to Dublin departing 9:30PM arriving 8:15AM (+1 day)
B6842 Dublin to New York departing 11:45AM arriving 3:25PM
The 3,179-mile flight is blocked at 6hr45min eastbound and 7hr40min westbound. In this market, JetBlue will be competing against Aer Lingus and Delta, which fly this exact route, as well as United, which flies between Newark and Dublin. JetBlue has a close partnership with Aer Lingus, so I’m curious how that evolves…
JetBlue adds Boston to Dublin route
Between March 13 and September 30, 2024, JetBlue will operate a daily seasonal flight between Boston (BOS) and Dublin (DUB). The flight will operate with the following schedule:
B6353 Boston to Dublin departing 10:30PM arriving 8:45AM (+1 day)
B6354 Dublin to Boston departing 11:30AM arriving 2:45PM
The 2,993-mile flight is blocked at 6hr15min eastbound and 7hr15min westbound. In this market, JetBlue will also be competing against Aer Lingus and Delta.
JetBlue adds New York to Edinburgh route
Between May 22 and September 30, 2024, JetBlue will operate a daily seasonal flight between New York (JFK) and Edinburgh (EDI). The flight will operate with the following schedule:
B673 New York to Edinburgh departing 10:15PM arriving 10:25AM (+1 day)
B672 Edinburgh to New York departing 12:30PM arriving 3:15PM
The 3,225-mile flight is blocked at 7hr10min eastbound and 7hr45min westbound. In this market, JetBlue will also be competing against Delta, as well as United, which flies from Newark to Edinburgh.
My take on JetBlue’s transatlantic expansion
JetBlue’s new seasonal service to Europe is obviously heavily targeted at leisure travelers, but that’s also where much of the demand (and money) seems to be nowadays. While I was expecting that we’d perhaps see JetBlue build up service to existing destinations a bit more, this service is logical enough.
Other than the “big three” US carriers, we’ve seen how much airlines have struggled with domestic flying in summer, so it seems like JetBlue is getting out ahead of that by instead expanding to Europe.
JetBlue offers a fantastic experience across the Atlantic in both economy and business class, though I’m still not sure I fully understand the carrier’s strategy. The airline doesn’t have lounges, has limited partnerships, and can’t seem to establish itself enough in any market to actually be a formidable competitor.
Bottom line
JetBlue will be expanding Europe service in 2024, with new seasonal routes to Dublin and Edinburgh. The airline will fly from New York and Boston to Dublin, and from New York to Edinburgh, using Airbus A321neo aircraft.
What do you make of JetBlue’s expanded service to Europe?
Jetblue not a disruptor!? Howe about Southwest leaving all International markets in FLL!! Nah...not a disruptor AT ALL!
Edinburgh is a really stupid choice where there is already established competition from Delta and United. How about Glasgow or Newcastle, both of which have larger catchment areas and currently no direct scheduled flights to New York or Boston?
Neither of those is really a destination for US travelers, and they'd have a harder time marketing to a brand-new audience there.
Daily service seems a bit extravagant. Maybe 3x or 4x during the summer months for DUB and EDI would have been enough. Don't be surprised if they terminate the service early if the numbers are not there.
Once the XLR arrives, I'm sure Rome will be the next foot print in Europe.
What does the assignment of non A321XLRs to these new routes mean in terms of their use on domestic trans con service. Are these all new planes or will they pull some Mint 321s from domestic routes?
I don’t want to fly 50mph slower on a 321 crossing the pound. I’ll stick to wide bodies
The only problems that i see with using the A321 Neo instead of the LR's its that last time i read that the A321 Neo's rear gallery does not have oven so you get cold food.
I work in the golf travel industry in St Andrews, Scotland. This makes perfect sense. Feedback from the majority of our clients arriving into Scotland direct from the US is that the existing planes operated on the direct routes into EDI are very dated (often 767's over 25 years old) They are almost always full during the summer months so the demand is certainly there. The Jetblue service will offer something a bit different and on a far superior plane
To be fair, the 767 offers far better comfort than most wide bodies of today.
Cabin humidity and altitude is awful in 767 and narrow cabin width does not make J seats very good. The aircraft is noisy as hell.
Apart from the absence of middle seat in Y close to the windows and Y seat width, I'm not sure about what is comfortable in 767s.
I'd much rather a 767 than a cramped 777 (10 abreast) or overrated 787 economy cabin. Anyway, we could all use a 1990s throwback nowadays.
I agree that JetBlue has probably the best set of East Coast to the Caribbean routes.
I think the Transatlantic Mint services are pretty competitive if you pay cash. I had family reach out about that very thing this week, since they were looking for J, and the cash rates were 1/2 of other competitors. As someone close to the JFK hub, more options are always appreciated.
The EDI/New York market is super competitive now. 4 daily flights to EDI/NYC airports. Surely Delta will respond in some way. Larger aircraft perhaps? Swap out the 767 for an A333?
Also competition from EDI to EWR on UA
Lucky Jetblue said they are also adding a second daily JFK flight next summer to Paris. I would have to imagine that Jetblue is seeing success on their Europeans operations or else they would not continue to add service.
While Jetblue only has a dozen or so routes to Europe, hopefully, this gives them some additional revenue opportunities that the ULCC doesn't have. Additionally, Jetblue is able to capture some premium revenue opportunities via...
Lucky Jetblue said they are also adding a second daily JFK flight next summer to Paris. I would have to imagine that Jetblue is seeing success on their Europeans operations or else they would not continue to add service.
While Jetblue only has a dozen or so routes to Europe, hopefully, this gives them some additional revenue opportunities that the ULCC doesn't have. Additionally, Jetblue is able to capture some premium revenue opportunities via its Mint class in the Transcon and Carribean network.
I wonder if this foreshadows losing the Aer Lingus partnership if/when EI properly joins OneWorld.
Qatar is “properly” in OneWorld and has a very close codesharing arrangement with JetBlue. Alliance affiliation does not preclude independent code-sharing with a partner that operates a certain route, in fact that would enhance connectivity.
But in this case, B6 is becoming a competitor of EI, rather than just the connectivity partner its been so far. (And B6 is certainly not offering Qatar any competition.
I suppose the question goes even beyond a full OneWorld membership, and could also involve the JV?
That’s ok, many codeshare partners compete on certain routes, only codeshare on this route but not that route. It shouldn’t be a big deal and has probably gotten a wink and a nod from Aer Lingus.
Aer Lingus has 2 daily flights to JFK in the summer (operated by A330-300s), and they are normally packed. Both of the airlines codeshare with each other, so I don't think Aer Lingus minds B6 entering the market. In fact, I think it is better for EI as they could use another daily flight, and it's on an A321 so not too much capacity either. EI and B6 are quite close with each other (EI...
Aer Lingus has 2 daily flights to JFK in the summer (operated by A330-300s), and they are normally packed. Both of the airlines codeshare with each other, so I don't think Aer Lingus minds B6 entering the market. In fact, I think it is better for EI as they could use another daily flight, and it's on an A321 so not too much capacity either. EI and B6 are quite close with each other (EI flies out of T5 at JFK as well), so I think this route is more about a closer cooperation, despite AA and B6 no longer being together.
https://www.aerlingus.com/about-us/aer-lingus-news/jfk-terminal-7/
With Edinburgh being my nearest decent airport its a pleasure that you can go across the Atlantic in something that's not a fossil. Its one of the few that a lack of a lounge isn't the worst things in the world with brewdog being there.
JetBlue is a BEAST in the Caribbean. Load factors from the northeast to all over the Carribbean are through the roof even in slow seasons. No idea what you mean by can’t compete.
JetBlue is expected to report a loss for the 3rd quarter when it reports and will likely do so for the remainder of the year.
They are a rudderless ship that has moved from being one of the better run ideas in the airline industry to its least successful - right alongside proposed merger partner Spirit.
Delta and United' future will look even brighter as 15% of the US airline industry ends up in bankruptcy
For once, I agree with you. JetBlue is a mess. Operationally, it is unreliable. Chronic delays. It also struggles heavily on TATL. Those 321s are not working all that well, CASM-wise for the operation they run.
My wish for B6 is that someone acquires them. They are not a disruptor any longer. They're just in the way or better, more efficient operations at some of the country's most congested airports.
I'd be curious for some evidence on the A321 operational issues; not surprising to hear but would be interested in some proof.
The whole thesis of narrowbody transatlantic flights is something AA and UA jumped in on as well; DL said "no thanks." If you are right regarding B6 TATL costs, then they are just reshuffling the deck chairs on the Titanic - cutting unprofitable domestic flying to start unprofitable transatlantic flying.
Everyone can make...
I'd be curious for some evidence on the A321 operational issues; not surprising to hear but would be interested in some proof.
The whole thesis of narrowbody transatlantic flights is something AA and UA jumped in on as well; DL said "no thanks." If you are right regarding B6 TATL costs, then they are just reshuffling the deck chairs on the Titanic - cutting unprofitable domestic flying to start unprofitable transatlantic flying.
Everyone can make money flying to Europe in the summer and narrowbodies can be redeployed on domestic or Latin America routes in the winter but just chasing a bunch of summer seasonal traffic to Europe is not a recipe for market penetration or success
Would like to see a B6, AS and Hawaiian merge. That would have the scale to compete with AA, DL, UA, and WN. It would probably be an integration nightmare though.
More likely that B6 and AA will merge, AS and DL will merge, and HA will be acquired by a Private Equity company. Regardless, B6/AS/HA combined doesn't make sense.
JetBlue Mint fares and service have dramatically lowered rates on LHR CDG AMS. Definitely a disruptor. AA UAL all 321 plans for Europe.
I would also hypothesize JetBlue's strength in NYC is why Alaska largely withdrew from the NYC origin market after they bought Virgin, why Southwest has never really gained a meaningful footprint at airports like LGA and Newark, etc. So JetBlue can compete well when they want to. Its a matter of if they can do it profitably I guess
why Southwest has never really gained a meaningful footprint at airports like LGA and Newark, etc
The funny thing is, JetBlue's very existence is testament to the fact that Southwest can screw up just as badly as the best of 'em...
...considering that the launch-aid used to get JetBlue (then "New Air") up and running, had been offered to Southwest for well over a decade (to establish a presence at JFK, serving upstate NY with...
why Southwest has never really gained a meaningful footprint at airports like LGA and Newark, etc
The funny thing is, JetBlue's very existence is testament to the fact that Southwest can screw up just as badly as the best of 'em...
...considering that the launch-aid used to get JetBlue (then "New Air") up and running, had been offered to Southwest for well over a decade (to establish a presence at JFK, serving upstate NY with at least 3 nonstops).
Chuck Schumer even had sit-downs with Herb, to promote that very thing, but was always rebuffed.
I understand that WN had a much more restrictive business model back then, but starting a flights out of JFK wasn't really out of the scope of what they could do. Back then, aside from Concorde and a few deep-S.American arrivals, Kennedy as basically a ghost town from sunrise to mid afternoon.
It'd likely be a 500+ flight operation for WN today, had they hopped on those opportunities in the '90s. C'est la vie.
"The airline ... can’t seem to establish itself enough in any market to actually be a formidable competitor."
There are a lot of legit criticisms of JetBlue, but I am not sure I agree with this point - JetBlue is surely a formidable competitor in the New York area and in Boston, no? If JetBlue didn't exist, for example, American would be doing much better in NYC.
I agree they badly need a lounge concept.
Anthony,
Aer Lingus were pushed out of Terminal 5 at JFK and are now in Terminal 7 - they had their Gold Circle Lounge so with Jerblue’s expansion, they van certainly revamped it for their customers.
Surprised EI doesnt fly out of T8 like BA since it is owned by IAG too. EI could also use AA/BA lounges for consolidation. Weird to operate out of T7 with AS instead.
I don't necessarily disagree, but I'm curious for a complete thought on this. You say B6 is a formidable competitor in NYC and BOS, but in what sense? What market share are they taking that's hurting DL or AA in any demonstrable sense. This is where I think the "disruptor" term is much more fitting.
And what traffic is B6 taking from AA at JFK? AA is running out of both LGA and JFK, for...
I don't necessarily disagree, but I'm curious for a complete thought on this. You say B6 is a formidable competitor in NYC and BOS, but in what sense? What market share are they taking that's hurting DL or AA in any demonstrable sense. This is where I think the "disruptor" term is much more fitting.
And what traffic is B6 taking from AA at JFK? AA is running out of both LGA and JFK, for domestic (LGA and JFK) and international (JFK). In theory, if B6 didn't exist then yes, there'd be more slots. But just existing doesn't necessarily mean they're formidable. Can you elaborate?