BRISTOL - 4
Brunel to Concorde
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Infrastructure
The minutes of the recent airport consultative committee meeting give some detail about current and future infrastructure developments, viz:
1. The Eastern Terminal Extension currently in process of construction will open on 1 July this year.
2. The Silver Zone Car Park extension is 'progressing well'.
3. The A 38 road works that will improve airport access are due to be completed by the end of this month.
4. Work on the onsite hotel will commence 'shortly' for opening in spring 2016.
5. The planned Western Terminal Extension will include a new security search area.
6. A planning application will be made to extend the basement under the terminal in conjunction with the approved first phase of the Western Terminal Extension. The basement will assist in the provision of facilities and storage.
7. A new Silver Zone Car park reception is in the offing.
The works for the South Bristol Link Road that will connect the A 370 at Ashton and the A 38 just outside the city boundary seem to be about to start with a planned finishing date of 2016. The new Metrobus route from Temple Meads to Ashton where it will link with the South Bristol Link Road also appears about ready for construction to begin with notices at the Redcliffe roundabout warning of major Metrobus route-related work for ten weeks
The link road ought to ease the path of airport-related traffic as the tedious crawl around the Ashton and Bedminster congested suburban streets will be eliminated. Whether the Airport Flyer will use the Metrobus and link road routes hasn’t, so far as I’m aware, been decided. When this Metrobus route was first proposed there was conjecture that the Flyer might use it to reach the link road.
The airport published its passenger figures for April today which show an increase of 7.1% over April 2014 with 539,000 passengers passing through the terminal. After the first four months of the year the airport seems on track to reach the 6.7 mppa forecast by its management before the year started.
1. The Eastern Terminal Extension currently in process of construction will open on 1 July this year.
2. The Silver Zone Car Park extension is 'progressing well'.
3. The A 38 road works that will improve airport access are due to be completed by the end of this month.
4. Work on the onsite hotel will commence 'shortly' for opening in spring 2016.
5. The planned Western Terminal Extension will include a new security search area.
6. A planning application will be made to extend the basement under the terminal in conjunction with the approved first phase of the Western Terminal Extension. The basement will assist in the provision of facilities and storage.
7. A new Silver Zone Car park reception is in the offing.
The works for the South Bristol Link Road that will connect the A 370 at Ashton and the A 38 just outside the city boundary seem to be about to start with a planned finishing date of 2016. The new Metrobus route from Temple Meads to Ashton where it will link with the South Bristol Link Road also appears about ready for construction to begin with notices at the Redcliffe roundabout warning of major Metrobus route-related work for ten weeks
The link road ought to ease the path of airport-related traffic as the tedious crawl around the Ashton and Bedminster congested suburban streets will be eliminated. Whether the Airport Flyer will use the Metrobus and link road routes hasn’t, so far as I’m aware, been decided. When this Metrobus route was first proposed there was conjecture that the Flyer might use it to reach the link road.
The airport published its passenger figures for April today which show an increase of 7.1% over April 2014 with 539,000 passengers passing through the terminal. After the first four months of the year the airport seems on track to reach the 6.7 mppa forecast by its management before the year started.
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Wizz Air
Wizz Air have increased its BRS - KTW schedule from 2 to 3 flights weekly by adding a flight on Wednesdays from 15th July 2015.
Previous mentioned start date of 22nd July, but starts a week earlier than I thought.
Thanks MerchantVenturer for correcting me.
Previous mentioned start date of 22nd July, but starts a week earlier than I thought.
Thanks MerchantVenturer for correcting me.
Last edited by andrew1968; 3rd Jun 2015 at 19:05. Reason: Date
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That Wizz news is possibly promising. Maybe the take-up has been quite good. I really hope Wizz can prosper at BRS long-term. I've been to some great places with Wizz and I've not yet had a bad experience
Brunel to Concorde
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Wizz Air
Looking at the Wizz booking engine, the Wednesday rotation begins on 15 July and carries on until the end of the summer season in late October. Currently the winter schedule is showing 2 x weekly, Mondays and Fridays.
Katowice always saw high loads with Ryanair - well into the 90s% most months but presumably the yield didn't satisfy Ryanair.
Let's hope that Wizz gets high loads with commensurate yield.
Katowice always saw high loads with Ryanair - well into the 90s% most months but presumably the yield didn't satisfy Ryanair.
Let's hope that Wizz gets high loads with commensurate yield.
Brunel to Concorde
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Growth
BRS has announced yet another record month for passenger numbers - this time for May with over 656,000, a rise of nearly 8% on May 2014.
The eastern extension to the terminal building that's due to open next month will certainly be needed as it's likely that around 750,000 will pass through in August, and not that many fewer in June and July.
Robert Sinclair, airport CEO, stated, “The high levels of growth experienced already this summer highlight the importance of the significant investment we are making to enhance passenger facilities. Completion of the eastern terminal extension will be followed by another major project to improve key aspects of the airport experience, and we expect to announce details of this exciting development soon.
I take it the 'exciting development' relates to the western terminal extension that has been mentioned recently, including a reference in the minutes of the last airport consultative committee meeting.
The eastern extension to the terminal building that's due to open next month will certainly be needed as it's likely that around 750,000 will pass through in August, and not that many fewer in June and July.
Robert Sinclair, airport CEO, stated, “The high levels of growth experienced already this summer highlight the importance of the significant investment we are making to enhance passenger facilities. Completion of the eastern terminal extension will be followed by another major project to improve key aspects of the airport experience, and we expect to announce details of this exciting development soon.
I take it the 'exciting development' relates to the western terminal extension that has been mentioned recently, including a reference in the minutes of the last airport consultative committee meeting.
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delays
true on that one.
if it can get away with the flt programe with no delays then very lucky. happens to someone somewhere all the time. nature of the buisness i suppose, as many things can dictate what happens.
if it can get away with the flt programe with no delays then very lucky. happens to someone somewhere all the time. nature of the buisness i suppose, as many things can dictate what happens.
Brunel to Concorde
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KLM Cityhopper
The timetable for the coming winter is showing an increase on BRS-AMS to 4 x daily (from the 3 of recent winters) apart from January and early February when it will revert to 3 x daily. Aircraft type remains the E 190 on all rotations as this summer.
easyJet will be 11 x weekly on the route through the winter.
easyJet will be 11 x weekly on the route through the winter.
Brunel to Concorde
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West terminal extension
Major £24 million expansion plan launched at Bristol Airport | Bristol Post
Announced today that the £24 million west extension to the terminal will begin in the next few weeks for completion next year. The £8.5 million east extension is due to open in the next couple of weeks.
The airport CEO says this will take the sum spent on terminal and infrastructure improvements to over £120 million since 2010.
Last year the central pier and walkway was opened; this year the eastern terminal extension and next year the western terminal extension and airport hotel.
Announced today that the £24 million west extension to the terminal will begin in the next few weeks for completion next year. The £8.5 million east extension is due to open in the next couple of weeks.
The airport CEO says this will take the sum spent on terminal and infrastructure improvements to over £120 million since 2010.
Last year the central pier and walkway was opened; this year the eastern terminal extension and next year the western terminal extension and airport hotel.
Brunel to Concorde
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easyJet
Two more new routes:
Vienna (VIE) 2 x weekly Mondays and Fridays
Basle (BSL) 4 x weekly Sundays, Mondays, Wednesdays and Fridays
Both to commence in November this year and they will be year-round.
Eastern terminal extension
I had an email from the airport saying the extension will be opened to the public tomorrow.
Vienna (VIE) 2 x weekly Mondays and Fridays
Basle (BSL) 4 x weekly Sundays, Mondays, Wednesdays and Fridays
Both to commence in November this year and they will be year-round.
Eastern terminal extension
I had an email from the airport saying the extension will be opened to the public tomorrow.
Last edited by MerchantVenturer; 2nd Jul 2015 at 10:26. Reason: eastern extension opening
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Number of destinations served
Just been looking at the number of destinations served from each EZY/EZS base, and found the results quite interesting.
EZY serves 56 destinations from BRS which is pretty impressive, especially as this means it comes third on the list of number of destinations served from all EZY/EZS bases.
The list below shows the bases with more than 30 destinations served:
LGW - 110
GVA - 69
BRS - 56
LTN - 52
BSL - 51
MXP - 51
SXF - 44
MAN - 41
CDG - 40
FCO - 37
AMS - 35
LYS - 35
EDI - 34
It is now also the fifth largest base with 12 based aircraft (7x A319s and 5x A320s) in EZYs network after LGW, MXP, LTN and GVA.
EZY serves 56 destinations from BRS which is pretty impressive, especially as this means it comes third on the list of number of destinations served from all EZY/EZS bases.
The list below shows the bases with more than 30 destinations served:
LGW - 110
GVA - 69
BRS - 56
LTN - 52
BSL - 51
MXP - 51
SXF - 44
MAN - 41
CDG - 40
FCO - 37
AMS - 35
LYS - 35
EDI - 34
It is now also the fifth largest base with 12 based aircraft (7x A319s and 5x A320s) in EZYs network after LGW, MXP, LTN and GVA.
Brunel to Concorde
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Devolution of APD
The Westminster government is committed to considering the case for devolving APD powers to Wales in line with those being given to Scotland. If such powers were devolved to Wales it is likely that BRS would be potentially more affected than any other English regional airport. The government has issued a discussion paper this week setting out three options it wants to explore in more detail to support English regional airports from the impact of APD devolution to the rest of the UK.
The options are:
Devolving APD within England
Varying APD rates within England
Providing aid to regional airports within England
https://www.gov.uk/government/upload...l_airports.pdf
Taking the last option first, the paper points out that EU state aid regulations control strictly what aid can be given and the EC guidelines of 2014 state that those airports with a throughput above 5 mppa can only be helped in the most exceptional of circumstances. The paper concludes that many regional airports in England ‘could be too large to be eligible for aid’. BRS will be well over 6.5 mppa at the end of the year so clearly would be one of the airports mentioned in the previous paragraph.
Moving to the option of varying APD rates within England, this too is not straight forward. EU state aid rules dictate that member states must not vary national tax rates in a way that is more favourable to individual regions. One way might be to base APD rates on airport congestion and the government is seeking the views of the European Commission to determine the legality of such an approach. The discussion paper though is not convinced that this would result in an equitable distribution of passengers within English airports, fearing that there would be winners and losers. With this model central government would retain powers over APD in England.
The third option is the full or partial devolution of APD to local authorities or Combined Authorities. Boundaries would need to be defined and where an airport is located within the borders of one authority but close to another the local authorities may come together to share ownership of a devolved APD system.
A local authority or Combined Authority could pay HMRC to administer the system. If it didn’t it would have to ensure that it possessed the necessary resources itself, which would include training compliance officers and having staff able to pursue tribunals.
BRS is located in the area of North Somerset Unitary Authority, a small council, but it might be that the four authorities of the former Avon area would be asked to consider a joint approach. The first snag is that the authority/authorities would lose from their central government grant a sum equal to the amount of APD that BRS generates. I can’t see there is the remotest chance that the former Avon area authorities would be prepared to give up many millions of pounds from their budget in order to slash BRS’s APD rate. They, like other authorities around the country, are seeing huge cuts already. Given these four local authorities’ abysmal record in co-operation with each other they’d never agree anyway.
The government says it welcomes views on these options together with any further evidence of the likely impact. It also wants to meet interested parties to explore their views further. Comments can be sent by email or by letter.
The options are:
Devolving APD within England
Varying APD rates within England
Providing aid to regional airports within England
https://www.gov.uk/government/upload...l_airports.pdf
Taking the last option first, the paper points out that EU state aid regulations control strictly what aid can be given and the EC guidelines of 2014 state that those airports with a throughput above 5 mppa can only be helped in the most exceptional of circumstances. The paper concludes that many regional airports in England ‘could be too large to be eligible for aid’. BRS will be well over 6.5 mppa at the end of the year so clearly would be one of the airports mentioned in the previous paragraph.
Moving to the option of varying APD rates within England, this too is not straight forward. EU state aid rules dictate that member states must not vary national tax rates in a way that is more favourable to individual regions. One way might be to base APD rates on airport congestion and the government is seeking the views of the European Commission to determine the legality of such an approach. The discussion paper though is not convinced that this would result in an equitable distribution of passengers within English airports, fearing that there would be winners and losers. With this model central government would retain powers over APD in England.
The third option is the full or partial devolution of APD to local authorities or Combined Authorities. Boundaries would need to be defined and where an airport is located within the borders of one authority but close to another the local authorities may come together to share ownership of a devolved APD system.
A local authority or Combined Authority could pay HMRC to administer the system. If it didn’t it would have to ensure that it possessed the necessary resources itself, which would include training compliance officers and having staff able to pursue tribunals.
BRS is located in the area of North Somerset Unitary Authority, a small council, but it might be that the four authorities of the former Avon area would be asked to consider a joint approach. The first snag is that the authority/authorities would lose from their central government grant a sum equal to the amount of APD that BRS generates. I can’t see there is the remotest chance that the former Avon area authorities would be prepared to give up many millions of pounds from their budget in order to slash BRS’s APD rate. They, like other authorities around the country, are seeing huge cuts already. Given these four local authorities’ abysmal record in co-operation with each other they’d never agree anyway.
The government says it welcomes views on these options together with any further evidence of the likely impact. It also wants to meet interested parties to explore their views further. Comments can be sent by email or by letter.
Last edited by MerchantVenturer; 9th Jul 2015 at 20:54. Reason: syntax
Brunel to Concorde
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Runway
In its master plan the airport deliberates on a runway extension in some detail. It considers five options.
Do nothing.
Extend the runway by 140 metres.
This is regarded as the maximum extension that won’t need any airport control of Felton Common. The A 38 would still need to be lowered into a 150 metre tunnel and the ILS for 09 would need to be relocated.
Extend the runway by 389 metres.
The maximum extension that can be accommodated within airport land although the localiser and possibly approach lighting would have to be relocated onto the Felton Common; an area of Common 240m by 150m would need to come into airport control.
Extend the runway by 239 metres with a 150 metre starter strip.
This would add 389 metres to 27 take off run but only about 150 metres to 09 take off run. The need to encroach on Felton Common would be avoided.
Extend the runway further, with further encroachment onto the Common.
It’s possible that requirements to improve safety standards could reduce some of the potential benefit. There is also an issue with the approach lighting which currently sees the approach light array truncated to avoid the need to encroach onto the Common which could have a significant effect on it.
The local authority has declared Felton Common to be a Local Nature Reserve under the relevant legislation.
The master plan concludes: Our overall conclusion is that the improvement in performance that might be achieved by extending the runway is relatively small in comparison with the costs and the potential environmental impact. Our preferred option at this stage is therefore the 'do nothing' option.
However, the issue will be kept under review.
The above is my summary of the runway options. The full assessment can be read in the airport’s master plan via its website
There is no mention whatever of extending the runway to the west. Presumably the topography makes such an idea unrealistic.
The airport is currently restricted to 10 mppa by its planning consents. When it reaches that there will be another almighty battle with objectors (as with the expansion plans) if the airport seeks to have this limit raised. However, the clamour would be nothing compared with an attempt to take over Felton Common. That would become a worldwide cause celebre amongst the environmental community (the expansion plans saw objections to the local authority from as far afield as Australia).
Do nothing.
Extend the runway by 140 metres.
This is regarded as the maximum extension that won’t need any airport control of Felton Common. The A 38 would still need to be lowered into a 150 metre tunnel and the ILS for 09 would need to be relocated.
Extend the runway by 389 metres.
The maximum extension that can be accommodated within airport land although the localiser and possibly approach lighting would have to be relocated onto the Felton Common; an area of Common 240m by 150m would need to come into airport control.
Extend the runway by 239 metres with a 150 metre starter strip.
This would add 389 metres to 27 take off run but only about 150 metres to 09 take off run. The need to encroach on Felton Common would be avoided.
Extend the runway further, with further encroachment onto the Common.
It’s possible that requirements to improve safety standards could reduce some of the potential benefit. There is also an issue with the approach lighting which currently sees the approach light array truncated to avoid the need to encroach onto the Common which could have a significant effect on it.
The local authority has declared Felton Common to be a Local Nature Reserve under the relevant legislation.
The master plan concludes: Our overall conclusion is that the improvement in performance that might be achieved by extending the runway is relatively small in comparison with the costs and the potential environmental impact. Our preferred option at this stage is therefore the 'do nothing' option.
However, the issue will be kept under review.
The above is my summary of the runway options. The full assessment can be read in the airport’s master plan via its website
There is no mention whatever of extending the runway to the west. Presumably the topography makes such an idea unrealistic.
The airport is currently restricted to 10 mppa by its planning consents. When it reaches that there will be another almighty battle with objectors (as with the expansion plans) if the airport seeks to have this limit raised. However, the clamour would be nothing compared with an attempt to take over Felton Common. That would become a worldwide cause celebre amongst the environmental community (the expansion plans saw objections to the local authority from as far afield as Australia).