I grew up in the 1950s living in a cottage next to the A38 at Redhill and I still visit the area regularly (2-3 times a week on average) mainly by bus but sometimes by car from my home on the south-eastern edge of Bristol. Apart from rush hour times and Friday afternoons (‘POETS Day’), I rarely encounter delays worth mentioning on the A38 between the edge of Bristol and the airport - unless there are road works. I usually travel on the A4 Bath Air Decker, sometimes the U2. The A4 is often a few minutes late when I pick it up on the A4 at Brislington or at Airport Road at Knowle, having encountered problems getting out of Bath and along the A4 to the edge of Bristol, but perhaps perversely given the perception of many it’s not uncommon to recover a bit of time between Knowle and the airport.
To me the major problem for people travelling to/from BRS by road from/to the north of the airport is Bristol itself which has to be either driven around or through. Bristol is one of the largest ancient English cities and a hilly one into the bargain. Its road network still follows the historic coach and waggon routes in many places and is difficult at times for even locals to navigate. The motorways and ring roads that surround and penetrate it are invariably gridlocked at rush hour times so I fail to see how dualing the A38 would make much difference at those times of the day which, from my regular observations, are by far the worst parts of the 24-hour cycle. The M4 and M25 around LHR are not beds of roses in the rush hours either.
A rail connection is difficult to contemplate. The nearest point is the Bristol-Devon/Cornwall line about four miles away and several hundred feet below the level of the airport so significant civil engineering would be needed, apart from the cost and environmental objections.
The A1 ‘Flyer’ bus that connects both the Bristol country bus and coach station as well as Temple Meads railway station with the airport at a ten-minute frequency for much of its 24/7 operation has through-booking connectivity with the rail network. The majority of its passengers board and alight at Temple Meads which might suggest that many already take advantage of this integrated connectivity.
When the current planning applications are determined by North Somerset Council planning committee it’s highly likely in my opinion that the new council voted into office following May’s local elections will reject them. The previous Conservative-dominated administration might have been more sympathetic, particularly in view of the airport’s status as a major employer (direct and indirect) in a small local authority.
In some ways rejection might be no bad thing because the airport would be able to appeal to the Planning Inspectorate if it felt so minded. A professional inspector would be appointed to conduct a rigorous, independent (in the sense that he or she would be free from local pressures) and dispassionate investigation into the pros and cons of the application before arriving at a determination.
Some people also question whether one local authority should have responsibility for deciding the future of an important facility for the entire region.
Incidentally, BRS is not busier than BHX as was suggested in an earlier post. BRS is currently 8.8 mppa and BHX 12.6 mppa.
For the record, BRS’s current public transport connectivity is thus, with some of the services operated on behalf of the airport:
A1 ‘Flyer’. Liveried double-deckers operated by First that run 24/7 at a ten-minute frequency for much of the time between the airport, Temple Meads railway station and Bristol coach and country bus station.
A2 ‘Connect’. Liveried double-deckers operated by First that run 24/7 at half-hour frequency apart from the early hours when they become hourly between the airport and city central area. This route fills in the gap through Bedminster operated by the previous A1 route but doesn't call at Temple Meads.
A3 ‘Weston Flyer’. Liveried single-deckers operated by First that run daily between 0305 and 0046 at an hourly frequency between the airport and Weston-super-Mare railway station.
A4 ‘Bath Air Decker’. Liveried double-deckers operated by Bath Bus Company that run daily between 0300 and 0049 at mainly half-hour frequency from the airport to outside Bath Spa railway station via south Bristol.
A5 ‘Village link’. Small single-deckers operated by Carmel that run daily except Sundays between 0745 and 1739 up to five times per day linking the airport with local villages.
‘Falcon’ Large liveried coaches operated by Stagecoach that run 24/7 with 19 return trips per 24-hours linking the airport with Taunton, Exeter and Plymouth.
216 National Express coaches that run daily with up to ten return trips per 24 hours linking the airport with Newport and Cardiff.
U2 Not an airport bus but it's a double-decker service that operates Monday-Friday between 0811 ans 1842 at an hourly frequency linking Queens Road, Clifton and the University of Bristol Vetinerary School at Langford a few miles south of the airport. It's a public service and recognises all bus stops along the A38 including the one at Lulsgate Bottom which is a useful alternative for those fit enough to walk the half mile to the airport terminal.