BRISTOL
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Graham
I don't think these bare figures mean the route is setting the world alight, especially when compared, for example, to what the CO EDI-EWR achieved in its first year when it commenced in summer 2004. 75,000 was perhaps a modest target.
For the period May-Dec 2005 the BRS-EWR seems to be running two or three thousand or so pax behind the CO BFS-EWR which commenced a week later. These figures are not definitive because those for December are only provisional.
However, we know the real measure of success is the yield and that will of course be a commercial confidence.
The BRS route seemed to have a slow start with gruesome predictions in another aviation website MB that it would not last long. Apparently the major problem was in getting American pax to use it, or even know about it. Anecdotal evidence suggests this is gradually being overcome.
I don't think these bare figures mean the route is setting the world alight, especially when compared, for example, to what the CO EDI-EWR achieved in its first year when it commenced in summer 2004. 75,000 was perhaps a modest target.
For the period May-Dec 2005 the BRS-EWR seems to be running two or three thousand or so pax behind the CO BFS-EWR which commenced a week later. These figures are not definitive because those for December are only provisional.
However, we know the real measure of success is the yield and that will of course be a commercial confidence.
The BRS route seemed to have a slow start with gruesome predictions in another aviation website MB that it would not last long. Apparently the major problem was in getting American pax to use it, or even know about it. Anecdotal evidence suggests this is gradually being overcome.
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3rd weekly charter to NAP!
Looks like fridays will be Naples day, FCA have added a lunchtime flight during summer on 'W' thru BRS using the CWL SSV a/c.
MYT and BY already operating on Fridays so now means 3 flights, FC Hols used to have seats on the MYT in previous years, and TC Hols are sharing on the FCA and believe they used to share on BY.
Looks like fridays will be Naples day, FCA have added a lunchtime flight during summer on 'W' thru BRS using the CWL SSV a/c.
MYT and BY already operating on Fridays so now means 3 flights, FC Hols used to have seats on the MYT in previous years, and TC Hols are sharing on the FCA and believe they used to share on BY.
Brunel to Concorde
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This evening ITV West showed a programme concerning the expansion of BRS. It lacked subjectivity and was clearly slanted in favour of opponents to expansion.
Local NIMBYs were paraded with predictable and inaccurate assertions (from my own knowledge having been brought up in the area sixty years ago and been very close to it ever since) that weren’t cross-examined by the programme presenter (a general reporter and not a transport or aviation specialist).
The programme visited LTN so that viewers could see the absolute hell that BRS would face in ten years time when pax numbers there reached those that Luton currently handles.
At the end of the scare-mongering and one-sided 25-minute piece the presenter told viewers that their worst fears would be realised anyway. She interviewed the responsible local authority cabinet member who said there was little the council could to counter the airport expansion in the face of the government’s determination to proceed with its White Paper plans.
The BRS MD said he anticipates another £100 million being spent on the airport in the next five years.
He also said pax figures would be up from 5.2 million in 2005 to 5.6 million in 2006.
Local NIMBYs were paraded with predictable and inaccurate assertions (from my own knowledge having been brought up in the area sixty years ago and been very close to it ever since) that weren’t cross-examined by the programme presenter (a general reporter and not a transport or aviation specialist).
The programme visited LTN so that viewers could see the absolute hell that BRS would face in ten years time when pax numbers there reached those that Luton currently handles.
At the end of the scare-mongering and one-sided 25-minute piece the presenter told viewers that their worst fears would be realised anyway. She interviewed the responsible local authority cabinet member who said there was little the council could to counter the airport expansion in the face of the government’s determination to proceed with its White Paper plans.
The BRS MD said he anticipates another £100 million being spent on the airport in the next five years.
He also said pax figures would be up from 5.2 million in 2005 to 5.6 million in 2006.
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Ref. the stands: 27 will be re-instated as a 767 stand facing East/West, it will have stand 28 to the north of it, also 767-sized and facing East/West. There will be three additional stands to the West of these, I think they'll be at least 321 size stands when they're completed. I'm not sure which, if any or all of these will be available by S06 though. I haven't heard anything about 4 and 5 "going." Where did this come from?
Brunel to Concorde
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I believe that CWL will need a TUI 767 for its S06 weekly transatlantic charters to Mexico, Dominican Republic and Florida.
In addition, the 757 will remain at CWL to operate the shorter TUI charters and will be joined by a 738 as some of the TUI summer frequencies to the likes of ALC and PMI have been increased significantly for the coming summer.
That was the plan when S06 was announced by TUI last year and I haven't heard any news to the contrary, although of course I stand to be corrrected.
The only regular 767 into BRS last summer was a Britannia (as it was then) 763 from/to PMI on a Friday afternoon.
In addition, the 757 will remain at CWL to operate the shorter TUI charters and will be joined by a 738 as some of the TUI summer frequencies to the likes of ALC and PMI have been increased significantly for the coming summer.
That was the plan when S06 was announced by TUI last year and I haven't heard any news to the contrary, although of course I stand to be corrrected.
The only regular 767 into BRS last summer was a Britannia (as it was then) 763 from/to PMI on a Friday afternoon.
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Redfield,
I've been told that stands 4 and 5 were going as eventually the fire station was moving and a/c were to be parked nose in to where it stood, this then means they could get rid of the tin shed tunnel and make stands 1,2,3 bigger
I cant see BY using a 767 for all their movements out of BRS, it seems they want to go in the opposite way as FCA as in concentrate on CWL not BRS.
Quick question if anyone knows, I've heard Air Malta are staying for the summer along with the 2 XLA units, anyone know if thats right?
I've been told that stands 4 and 5 were going as eventually the fire station was moving and a/c were to be parked nose in to where it stood, this then means they could get rid of the tin shed tunnel and make stands 1,2,3 bigger
I cant see BY using a 767 for all their movements out of BRS, it seems they want to go in the opposite way as FCA as in concentrate on CWL not BRS.
Quick question if anyone knows, I've heard Air Malta are staying for the summer along with the 2 XLA units, anyone know if thats right?
Brunel to Concorde
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WATABENCH
I don’t know if you have had a chance to look at the full Draft Master Plan – it is rather weighty at 160 pages but does give a clear idea of where the airport wants to go. It will be interesting to see how much the final Master Plan differs in the light of public consultation.
The draft plan contains many drawings, maps and indices that, even as a non-technical person, I found easy to follow. It ranges over various options on all manner of things affecting airport expansion and sets down its favoured course in each.
BIA wants to extend the current terminal building both to the east and west and ideally wants the first part of the extension in operation by 2009. For this to happen it will have to lodge a planning application early this year once the final Master Plan is published.
Assuming BIA’s plans for the terminal come to fruition (no certainty of course) the plans show parking stands for six aircraft nose in to the expanded terminal building, effectively an enlargement of the current situation with stands 1, 2 and 3.
These aircraft would be accessed by means of a two-level pier between the terminal building and the aircraft stands. The draft Master Plan defines the two-level pier as a covered corridor building.
However, a coaching facility would exist within the terminal at the east end of the building for pax accessing aircraft on remote stands. The draft plan states that these arrangements would “facilitate simple and effective vertical separation of arriving and departing passengers and the segregation of walking and coached passengers.”
If these plans do eventuate that part of the apron currently taken up by stands 4 and 5 will be used for part of the extended nose-in parking stands. Furthermore, there will be no need for the existing covered walkway which would be in the way of these developments anyway.
I don’t know if you have had a chance to look at the full Draft Master Plan – it is rather weighty at 160 pages but does give a clear idea of where the airport wants to go. It will be interesting to see how much the final Master Plan differs in the light of public consultation.
The draft plan contains many drawings, maps and indices that, even as a non-technical person, I found easy to follow. It ranges over various options on all manner of things affecting airport expansion and sets down its favoured course in each.
BIA wants to extend the current terminal building both to the east and west and ideally wants the first part of the extension in operation by 2009. For this to happen it will have to lodge a planning application early this year once the final Master Plan is published.
Assuming BIA’s plans for the terminal come to fruition (no certainty of course) the plans show parking stands for six aircraft nose in to the expanded terminal building, effectively an enlargement of the current situation with stands 1, 2 and 3.
These aircraft would be accessed by means of a two-level pier between the terminal building and the aircraft stands. The draft Master Plan defines the two-level pier as a covered corridor building.
However, a coaching facility would exist within the terminal at the east end of the building for pax accessing aircraft on remote stands. The draft plan states that these arrangements would “facilitate simple and effective vertical separation of arriving and departing passengers and the segregation of walking and coached passengers.”
If these plans do eventuate that part of the apron currently taken up by stands 4 and 5 will be used for part of the extended nose-in parking stands. Furthermore, there will be no need for the existing covered walkway which would be in the way of these developments anyway.
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Stand 6 has been removed an work on a holding lounge has commenced. Weve got contractors constantly going in and out of the security gate to work on it.
WPD has moved to the Southside and hangar is being demolished, or has been, and this will enable further extension of the western apron.
WPD has moved to the Southside and hangar is being demolished, or has been, and this will enable further extension of the western apron.
Brunel to Concorde
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I was reading up on the Ferrovial interest in acquiring BAA and discovered that its and Macquarie's purchase of BRS in 2001 has turned out to be one of the best investments ever made by these groups.
A recent refinancing has left them sitting on an 180% return on their original investment and they still own the freehold on the airport.
Bearing in mind that they have already ploughed in many millions of pounds on developing the airport, with another £100 million to be shelled out in the next five years (according to airport MD, Andrew Skipp on local televison recently), it shows that there is money to be made in the business if opportunities are grasped at the right time by people who know what they are doing.
A recent refinancing has left them sitting on an 180% return on their original investment and they still own the freehold on the airport.
Bearing in mind that they have already ploughed in many millions of pounds on developing the airport, with another £100 million to be shelled out in the next five years (according to airport MD, Andrew Skipp on local televison recently), it shows that there is money to be made in the business if opportunities are grasped at the right time by people who know what they are doing.
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Some more interesting things going on with FCA, looking at FC hols site again and no prem showing for any of their flights, so guess that means 757 instead of 321 as of Nov 01st 2006, not May 01st 2007, also the AGA has gone on to TCX!
At one point FCA were haveing 321 for nxt winter with a visiting 757 doing BJL and SSH.
At one point FCA were haveing 321 for nxt winter with a visiting 757 doing BJL and SSH.
Last edited by WATABENCH; 16th Feb 2006 at 07:36.
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FCA will be replacing their A321s at BRS wth 757s early than planned, since from what i hav heard their leases are due to run out and will be returned to the leaser. On another i heard a rumour that come winter 07 TCX will be based here all year round including the summer season, aircraft unknown but prob a A320. BY as far as im aware this summer will not operate a 767-300 on the PMI route again this summer, due to the serivce from servisair last year. BYs words is BRS cannot handle a 767 lol and prob the fact a 767 with be based at CWL their not that interested in BRS at the mom.
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If the strong rumours are true that thomas cook are re-opening brs for summer 2007 will it effect fca? in 2001 when jmc closed it's brs summer base most of their work went to fca, so if they take that work back will fca still have enough work for 2 a/c?
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First Choice holidays cant afford to go backwards at BRS.
I would be very very surprised if they downsized to 1 a/c - VERY surprised.
HOWEVER, First Choice have done more surprising recently than any other company.
I would be very very surprised if they downsized to 1 a/c - VERY surprised.
HOWEVER, First Choice have done more surprising recently than any other company.
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Originally Posted by BRS30
The descision by TOM not to use the B767 is a commercial one and not that the handling company cannot provide adequate services.
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crackling jet, When did all the night stopping aircraft arrive at once? 15 - 20 minutes for steps? on what?
More equipment is needed at BRS to cope with the expanding airport, more
communication between airlines, engineers and handling agents would reduce any delays for equipment.
More equipment is needed at BRS to cope with the expanding airport, more
communication between airlines, engineers and handling agents would reduce any delays for equipment.
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Listening to you aviation/airport/tour ops boys and girls based in the Severn area discussing the possible permutations of based operators and numbers of aircraft I wonder, as someone outside the industry who uses local airports (mainly BRS) on charter flights, no-frills and so-called full service operators, where a full week's work would come from for the extra charter aircraft that are being speculated.
Compared to many other UK airports BRS did well in 2005 with an increase of nearly 1% in its charter pax over the previous year. However, it seems that much of this increase was taken up by BRS's outstanding charter performance in winter: nearly 10% increase in Dec 2005 over Dec 2004 for instance.
So, unless the charter operators can find more 'exotic' destinations too far away for the low-cost airlines to contemplate, it appears to me, and I accept that my lack of experience in the business may make my judgement somewhat naive, they will either have to try to compete as a low cost and/or seat-only carrier, as Thomsonfly appears to be doing this summer at CWL on the likes of ALC and PMI, or wonder how any extra aircraft will be utilised.
BRS seems in an odd position in that there is perceived to be a marked reluctance to operate any long haul charter flights, the very area where the charter people are looking to grow.
Given BRS's popularity on almost all its routes is the runway so much of an impediment to the operating of long-haul charters? I can understand someone like Tui operating its long-haul out of CWL instead of BRS because the longer runway there makes for ease of operation. However, BRS carried 1.3 million charter pax last year which is only 1/2 million less than CWL's annual figure for all pax.
It seems to me that there is a big market that someone else could be picking up. I know of many people in the Bristol area who have flogged up to Gatwick in the past year to fly to places like Florida and Mexico, and others have used the likes of CWL and EXT for transatlantic charters.
Compared to many other UK airports BRS did well in 2005 with an increase of nearly 1% in its charter pax over the previous year. However, it seems that much of this increase was taken up by BRS's outstanding charter performance in winter: nearly 10% increase in Dec 2005 over Dec 2004 for instance.
So, unless the charter operators can find more 'exotic' destinations too far away for the low-cost airlines to contemplate, it appears to me, and I accept that my lack of experience in the business may make my judgement somewhat naive, they will either have to try to compete as a low cost and/or seat-only carrier, as Thomsonfly appears to be doing this summer at CWL on the likes of ALC and PMI, or wonder how any extra aircraft will be utilised.
BRS seems in an odd position in that there is perceived to be a marked reluctance to operate any long haul charter flights, the very area where the charter people are looking to grow.
Given BRS's popularity on almost all its routes is the runway so much of an impediment to the operating of long-haul charters? I can understand someone like Tui operating its long-haul out of CWL instead of BRS because the longer runway there makes for ease of operation. However, BRS carried 1.3 million charter pax last year which is only 1/2 million less than CWL's annual figure for all pax.
It seems to me that there is a big market that someone else could be picking up. I know of many people in the Bristol area who have flogged up to Gatwick in the past year to fly to places like Florida and Mexico, and others have used the likes of CWL and EXT for transatlantic charters.
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Saltrock,
i know they don,t all arrive at the same time,however early morning and late night, on numerous accassions when requesting equipment we are told "sorry mate, we haven.t enough to go round, its all being used" so we are unable to carry out work. I know more equipment is needed, but the same thing was said this time last year, so is more equipment coming ?
It seems to be a vicious circle, no more kit till the business is here and operators think no more business till the kit to handle it is here, re speaking to engineer, operator has wanted to operate 767 here for couple
of years but handlers had no towbar (if you are who i think you are, you will know what im talking about) so we stay as we are. in additon how many times have diversions been turned away because we could not handle them, in the old days on these occasions the airport would be packed with a/c, even the taxiway would be closed and used for parking
The way CWL is going now, every one will be streaming accross the bridge or even down to Exeter
i know they don,t all arrive at the same time,however early morning and late night, on numerous accassions when requesting equipment we are told "sorry mate, we haven.t enough to go round, its all being used" so we are unable to carry out work. I know more equipment is needed, but the same thing was said this time last year, so is more equipment coming ?
It seems to be a vicious circle, no more kit till the business is here and operators think no more business till the kit to handle it is here, re speaking to engineer, operator has wanted to operate 767 here for couple
of years but handlers had no towbar (if you are who i think you are, you will know what im talking about) so we stay as we are. in additon how many times have diversions been turned away because we could not handle them, in the old days on these occasions the airport would be packed with a/c, even the taxiway would be closed and used for parking
The way CWL is going now, every one will be streaming accross the bridge or even down to Exeter
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crackling jet
I can't argue - there will be times when equipment is not available. However, BRS is not the same airport that it was a year ago so you can't compare. The rate at which the airport develops is often faster than the required equipment can be obtained. I know it's not perfect, but it is the real world. The shape, size and layout of the airport has changed so much since i have been here (and will change again) it requires a proactive approach from all to provide any service. Specific aircraft equipment to enable airline to operate the plane of there choice from BRS is not determined by if it can be obtained. A 767 bar is available at BRS, although it is provided by one airline for there company aircraft. Other tow-bars, ground equipment are provided by airlines to allow them to operate with minimal fuss . This is a pro-active approach.
The airport is in a stronger position than it is given credit for, I can not see CWL or EX developing as quickly or offering the same variation of destination.
I can't argue - there will be times when equipment is not available. However, BRS is not the same airport that it was a year ago so you can't compare. The rate at which the airport develops is often faster than the required equipment can be obtained. I know it's not perfect, but it is the real world. The shape, size and layout of the airport has changed so much since i have been here (and will change again) it requires a proactive approach from all to provide any service. Specific aircraft equipment to enable airline to operate the plane of there choice from BRS is not determined by if it can be obtained. A 767 bar is available at BRS, although it is provided by one airline for there company aircraft. Other tow-bars, ground equipment are provided by airlines to allow them to operate with minimal fuss . This is a pro-active approach.
The airport is in a stronger position than it is given credit for, I can not see CWL or EX developing as quickly or offering the same variation of destination.