BRISTOL - 4
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From experience the canaries are right on the max range of the 738 with full payload from BRS on most low pressure days. If you start getting down into pressures below 990 then you start to get payload limited especially if coupled with a nice strong headwind. Tech stops in Portugal are rare but not unheard of.
Even on average days there is not a huge margin and careful number crunching is often required.
Even if you could fly a straight line to NYC, which you can't, it is still nearly twice as far to the states as the canaries. Using my total back of a fag packet 738 performance. On an average Bristol day a 738 could probably lift about 30 passengers to New York and that's working on a 50ish kt headwind but it is likely to be more on most days.
You need something properly built for the job like the 75, 76 or Dreamliner. Or a longer runway ! Can't comment on Airbus as try to avoid touching them.
Even on average days there is not a huge margin and careful number crunching is often required.
Even if you could fly a straight line to NYC, which you can't, it is still nearly twice as far to the states as the canaries. Using my total back of a fag packet 738 performance. On an average Bristol day a 738 could probably lift about 30 passengers to New York and that's working on a 50ish kt headwind but it is likely to be more on most days.
You need something properly built for the job like the 75, 76 or Dreamliner. Or a longer runway ! Can't comment on Airbus as try to avoid touching them.
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Many thanks for your kind remarks, ATNotts. Appreciated
Your memory is pretty good SWBKCB. In 2001 NCL was actually busier than BRS in passenger numbers: 3.37 mppa versus 2.67 mppa.
In 2001 Go Fly, absorbed into easyJet within a year or two, commenced operations at BRS and easyJet has been the major conduit for the BRS passenger growth since that time. This week easyJet announced that it has now carried 40 million passengers through BRS.
http://www.bristolairport.co.uk/abou...016/01/easyjet
Your memory is pretty good SWBKCB. In 2001 NCL was actually busier than BRS in passenger numbers: 3.37 mppa versus 2.67 mppa.
In 2001 Go Fly, absorbed into easyJet within a year or two, commenced operations at BRS and easyJet has been the major conduit for the BRS passenger growth since that time. This week easyJet announced that it has now carried 40 million passengers through BRS.
http://www.bristolairport.co.uk/abou...016/01/easyjet
Those were the days. At the 10 year anniversary for EZY at NCL in 2013 they were quoting 13 million EZY pax through NCL. Although BRS had the Go base which became EZY, NCL then got a similar sized EZY base with a similar range of destinations and they seem to run in parallel for a few years, and then diverged somewhat... 
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Friday summer schedule BRS-AYT
Any idea who's operating the Friday summer flight to Antalya bookable through Thomson? Still showing as TBA0000.... Any info appreciated....
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bmi regional
The Milan MXP route will operate this summer after all. It's shown as 3 x weekly (Sunday, Monday and Friday) on the bmir website booking page. It was thought that it was to cease in March.
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Public travel costs survey
I note that some interest has been created in another airport thread regarding a survey into the cost of getting to the UK’s ten busiest airports (measured by passenger numbers) by public transport that found BRS is the most expensive.
The Mail seems to have picked up this report from the local Bristol newspaper which ran the story first.
Based on the narrow parameters used (ie the cost of public transport from the nearest city centre to the various airports) that may be true. One of the contributory ‘facts’ was said to be the lack of a rail station at the airport but that also applies to EDI (it does now have a tram) and GLA, both of which fared better than BRS in this survey, in GLA’s case much better, so I question the importance of that ‘conclusion’.
The main bus connection is the Bristol Airport Flyer which has been running for nearly 20 years. It operates 24 hours a day, at 8-9 minute intervals for much of the time, between the airport and Bristol’s main railway station at Temple Meads and the country bus and coach station which is a mile further into the central area (like its airport Bristol’s main rail station is in the wrong place, but that’s another discussion).
Return Flyer fares are £11 with a single at £7. The Flyer is run by the airport without any public subsidy, which is not the case with every UK airport’s shuttle bus connection, and operated by a fleet of 12 large single decker First Bristol vehicles (in airport livery and adapted internally for the conveyance of luggage)) and drivers under contract to the airport. The airport allows holders of English concessionary travel cards (pensioners’ bus passes) to use the vehicles during the time the cards are valid, i.e. after 9am and all hours at weekends.
I’m a regular user of the Flyer and there is no doubt that the majority of travellers begin and end their journeys at Temple Meads station, with most possessing through rail tickets to/from the airport. The airport is shown as a ‘station’ on the GWR network with the last (or first) leg by bus, incidentally at a far greater frequency than any rail network could hope to achieve. The next busiest pick-up or drop-off point is the country bus and coach station where through tickets on local buses and National Express coaches linked to the Flyer are available.
Another (double decker) bus service from 0300 hours until midnight links Bath with the airport via two small en route towns and south Bristol. This runs half hourly for much of the time. There is no public subsidy with this service. There are also regular local bus services via the airport linking Weston-super-Mare, Clevedon, Portishead and many local villages which are publicly subsidised but the raison d’etre is the linking of the villages with the towns. Some people access the airport via these local services but many (mainly pensioners with bus passes) use the airport as an interchange from Flyer or Bath Air Decker to one of the local services which the airport permits as part of its commitment to the local community.
The airport has put around £5 million into local transport and road schemes via its section 106 planning consent payments to the local authority for the expanded terminal and other infrastructure developments.
Finally there is a coach service to/from South Wales that operates 12 times a day and a long distance National Express that calls in the small hours.
The taxi provision is controversial with some people. Like a number of regional airports BRS grants a concession to one company to operate from the airport. That of course doesn’t stop passengers making their own prior arrangements with other companies or picking up a hackney off a rank in Bristol.
I’ve set out BRS’s public transport links in some detail to show they are comprehensive and it’s the market that dictates the fares. Bristol is an expensive city in which to live and its bus fares, by First’s (the major bus provider) own admission, are higher than the company charges in some other cities, although I suspect that the airport sets the Flyer fares.
The survey is interesting in that it provokes discussion but the narrow parameters tell only a small part of the overall story. The last CAA survey that involved BRS (in 2012) found that 18.1% of BRS passengers arrived at the airport by public transport. The other regional airports surveyed that year were BHX (19.2% of arrivals by public transport), MAN (15.5%), EMA (9.0%), CWL (8.9%) and EXT (4.8%).
On this evidence the expensive journey from city centre to airport doesn’t seemed to have put off travellers, but most would have travelled further than from/to the city centre. A more meaningful survey would have established total public travel costs to airports and not just the fairly limited city centre to airport.
The Mail seems to have picked up this report from the local Bristol newspaper which ran the story first.
Based on the narrow parameters used (ie the cost of public transport from the nearest city centre to the various airports) that may be true. One of the contributory ‘facts’ was said to be the lack of a rail station at the airport but that also applies to EDI (it does now have a tram) and GLA, both of which fared better than BRS in this survey, in GLA’s case much better, so I question the importance of that ‘conclusion’.
The main bus connection is the Bristol Airport Flyer which has been running for nearly 20 years. It operates 24 hours a day, at 8-9 minute intervals for much of the time, between the airport and Bristol’s main railway station at Temple Meads and the country bus and coach station which is a mile further into the central area (like its airport Bristol’s main rail station is in the wrong place, but that’s another discussion).
Return Flyer fares are £11 with a single at £7. The Flyer is run by the airport without any public subsidy, which is not the case with every UK airport’s shuttle bus connection, and operated by a fleet of 12 large single decker First Bristol vehicles (in airport livery and adapted internally for the conveyance of luggage)) and drivers under contract to the airport. The airport allows holders of English concessionary travel cards (pensioners’ bus passes) to use the vehicles during the time the cards are valid, i.e. after 9am and all hours at weekends.
I’m a regular user of the Flyer and there is no doubt that the majority of travellers begin and end their journeys at Temple Meads station, with most possessing through rail tickets to/from the airport. The airport is shown as a ‘station’ on the GWR network with the last (or first) leg by bus, incidentally at a far greater frequency than any rail network could hope to achieve. The next busiest pick-up or drop-off point is the country bus and coach station where through tickets on local buses and National Express coaches linked to the Flyer are available.
Another (double decker) bus service from 0300 hours until midnight links Bath with the airport via two small en route towns and south Bristol. This runs half hourly for much of the time. There is no public subsidy with this service. There are also regular local bus services via the airport linking Weston-super-Mare, Clevedon, Portishead and many local villages which are publicly subsidised but the raison d’etre is the linking of the villages with the towns. Some people access the airport via these local services but many (mainly pensioners with bus passes) use the airport as an interchange from Flyer or Bath Air Decker to one of the local services which the airport permits as part of its commitment to the local community.
The airport has put around £5 million into local transport and road schemes via its section 106 planning consent payments to the local authority for the expanded terminal and other infrastructure developments.
Finally there is a coach service to/from South Wales that operates 12 times a day and a long distance National Express that calls in the small hours.
The taxi provision is controversial with some people. Like a number of regional airports BRS grants a concession to one company to operate from the airport. That of course doesn’t stop passengers making their own prior arrangements with other companies or picking up a hackney off a rank in Bristol.
I’ve set out BRS’s public transport links in some detail to show they are comprehensive and it’s the market that dictates the fares. Bristol is an expensive city in which to live and its bus fares, by First’s (the major bus provider) own admission, are higher than the company charges in some other cities, although I suspect that the airport sets the Flyer fares.
The survey is interesting in that it provokes discussion but the narrow parameters tell only a small part of the overall story. The last CAA survey that involved BRS (in 2012) found that 18.1% of BRS passengers arrived at the airport by public transport. The other regional airports surveyed that year were BHX (19.2% of arrivals by public transport), MAN (15.5%), EMA (9.0%), CWL (8.9%) and EXT (4.8%).
On this evidence the expensive journey from city centre to airport doesn’t seemed to have put off travellers, but most would have travelled further than from/to the city centre. A more meaningful survey would have established total public travel costs to airports and not just the fairly limited city centre to airport.
Last edited by MerchantVenturer; 28th Jan 2016 at 19:46. Reason: typos
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Further to my previous post, it's been announced today that a new bus service will commence next month from Plymouth calling at Exeter, Taunton, Bristol Airport and Bristol. There will be 19 journeys a day, seven days a week.
Stagecoach to launch new service from Plymouth to Bristol Airport - for just £1 | Plymouth Herald
Stagecoach to launch new service from Plymouth to Bristol Airport - for just £1 | Plymouth Herald
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APD effects
A Bristol Labour MP supported Bristol Airport this week in a Commons debate on regional airports. She was concerned at the effect that a re-distribution of passengers brought about by the devolution of air passenger duty powers to the Welsh Government would have on both the airport’s fortunes and the economy of the region.
She quoted previous figures that the BRS management had projected which suggest that the airport could lose up to a third of its routes and 25% of its passenger numbers if apd was devolved to Wales.
She also called for ‘greater certainty’ for regional airports and said that the government should make decisions on apd and the Heathrow runway issue (this would have a bearing on the West Country where already six million passengers from the South West use London airports each year).
Aviation minister Robert Goodwill apparently told the MP that he did not have time to address the concerns around the airport tax charges.
In some ways I see mixed messages emanating from BRS. They’ve quoted the projected loss of routes and passenger numbers yet at the same time the airport owner (Ontario Teachers’ Pension Fund) is spending tens of millions of pounds on infrastructure improvements. By the time the current round of amelioration is complete by the end of this year around £100 million will have been spent since 2010, with at least another £50 million in the decade before that expended by the previous owners. For an airport of Bristol’s size this is a very large investment and could suggest that the owner either believes that apd will not be devolved to Wales or, if it is, the effects may not be as serious as previously stated.
From remarks in the media by politicians and commentators I’m gaining the impression that complete apd devotion to Wales may not be a runner at the moment (a story appeared in one of the Sunday papers -Sunday Times? - a couple of months ago reporting that apd devolution to Wales was running into difficulties at UK government level) but that long haul apd devolution is now what is being talked about more and more.
The Silk Commission recommended that long haul apd powers be devolved to Wales in the first instance. Those supporting this line point out that it would not affect any of Bristol’s existing routes because there aren’t any. That’s true but it would almost certainly scupper any chance of the airport gaining some in the foreseeable future.
Furthermore, it ignores the tens of thousands of passengers who fly long haul from BRS via the hubs at AMS, BRU, FRA, MUC and DUB who pay the full UK long haul apd rate.
I think what is needed now is an early decision one way or the other on devolution of apd powers to Wales. If the decision goes ‘against’ BRS at least the owner and management will know where they stand and can act accordingly.
She quoted previous figures that the BRS management had projected which suggest that the airport could lose up to a third of its routes and 25% of its passenger numbers if apd was devolved to Wales.
She also called for ‘greater certainty’ for regional airports and said that the government should make decisions on apd and the Heathrow runway issue (this would have a bearing on the West Country where already six million passengers from the South West use London airports each year).
Aviation minister Robert Goodwill apparently told the MP that he did not have time to address the concerns around the airport tax charges.
In some ways I see mixed messages emanating from BRS. They’ve quoted the projected loss of routes and passenger numbers yet at the same time the airport owner (Ontario Teachers’ Pension Fund) is spending tens of millions of pounds on infrastructure improvements. By the time the current round of amelioration is complete by the end of this year around £100 million will have been spent since 2010, with at least another £50 million in the decade before that expended by the previous owners. For an airport of Bristol’s size this is a very large investment and could suggest that the owner either believes that apd will not be devolved to Wales or, if it is, the effects may not be as serious as previously stated.
From remarks in the media by politicians and commentators I’m gaining the impression that complete apd devotion to Wales may not be a runner at the moment (a story appeared in one of the Sunday papers -Sunday Times? - a couple of months ago reporting that apd devolution to Wales was running into difficulties at UK government level) but that long haul apd devolution is now what is being talked about more and more.
The Silk Commission recommended that long haul apd powers be devolved to Wales in the first instance. Those supporting this line point out that it would not affect any of Bristol’s existing routes because there aren’t any. That’s true but it would almost certainly scupper any chance of the airport gaining some in the foreseeable future.
Furthermore, it ignores the tens of thousands of passengers who fly long haul from BRS via the hubs at AMS, BRU, FRA, MUC and DUB who pay the full UK long haul apd rate.
I think what is needed now is an early decision one way or the other on devolution of apd powers to Wales. If the decision goes ‘against’ BRS at least the owner and management will know where they stand and can act accordingly.
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A Bristol Labour MP supported Bristol Airport this week in a Commons debate on regional airports. She was concerned at the effect that a re-distribution of passengers brought about by the devolution of air passenger duty powers to the Welsh Government would have on both the airport’s fortunes and the economy of the region.
She quoted previous figures that the BRS management had projected which suggest that the airport could lose up to a third of its routes and 25% of its passenger numbers if apd was devolved to Wales.
She also called for ‘greater certainty’ for regional airports and said that the government should make decisions on apd and the Heathrow runway issue (this would have a bearing on the West Country where already six million passengers from the South West use London airports each year).
Aviation minister Robert Goodwill apparently told the MP that he did not have time to address the concerns around the airport tax charges.
In some ways I see mixed messages emanating from BRS. They’ve quoted the projected loss of routes and passenger numbers yet at the same time the airport owner (Ontario Teachers’ Pension Fund) is spending tens of millions of pounds on infrastructure improvements. By the time the current round of amelioration is complete by the end of this year around £100 million will have been spent since 2010, with at least another £50 million in the decade before that expended by the previous owners. For an airport of Bristol’s size this is a very large investment and could suggest that the owner either believes that apd will not be devolved to Wales or, if it is, the effects may not be as serious as previously stated.
From remarks in the media by politicians and commentators I’m gaining the impression that complete apd devotion to Wales may not be a runner at the moment (a story appeared in one of the Sunday papers -Sunday Times? - a couple of months ago reporting that apd devolution to Wales was running into difficulties at UK government level) but that long haul apd devolution is now what is being talked about more and more.
The Silk Commission recommended that long haul apd powers be devolved to Wales in the first instance. Those supporting this line point out that it would not affect any of Bristol’s existing routes because there aren’t any. That’s true but it would almost certainly scupper any chance of the airport gaining some in the foreseeable future.
Furthermore, it ignores the tens of thousands of passengers who fly long haul from BRS via the hubs at AMS, BRU, FRA, MUC and DUB who pay the full UK long haul apd rate.
I think what is needed now is an early decision one way or the other on devolution of apd powers to Wales. If the decision goes ‘against’ BRS at least the owner and management will know where they stand and can act accordingly.
She quoted previous figures that the BRS management had projected which suggest that the airport could lose up to a third of its routes and 25% of its passenger numbers if apd was devolved to Wales.
She also called for ‘greater certainty’ for regional airports and said that the government should make decisions on apd and the Heathrow runway issue (this would have a bearing on the West Country where already six million passengers from the South West use London airports each year).
Aviation minister Robert Goodwill apparently told the MP that he did not have time to address the concerns around the airport tax charges.
In some ways I see mixed messages emanating from BRS. They’ve quoted the projected loss of routes and passenger numbers yet at the same time the airport owner (Ontario Teachers’ Pension Fund) is spending tens of millions of pounds on infrastructure improvements. By the time the current round of amelioration is complete by the end of this year around £100 million will have been spent since 2010, with at least another £50 million in the decade before that expended by the previous owners. For an airport of Bristol’s size this is a very large investment and could suggest that the owner either believes that apd will not be devolved to Wales or, if it is, the effects may not be as serious as previously stated.
From remarks in the media by politicians and commentators I’m gaining the impression that complete apd devotion to Wales may not be a runner at the moment (a story appeared in one of the Sunday papers -Sunday Times? - a couple of months ago reporting that apd devolution to Wales was running into difficulties at UK government level) but that long haul apd devolution is now what is being talked about more and more.
The Silk Commission recommended that long haul apd powers be devolved to Wales in the first instance. Those supporting this line point out that it would not affect any of Bristol’s existing routes because there aren’t any. That’s true but it would almost certainly scupper any chance of the airport gaining some in the foreseeable future.
Furthermore, it ignores the tens of thousands of passengers who fly long haul from BRS via the hubs at AMS, BRU, FRA, MUC and DUB who pay the full UK long haul apd rate.
I think what is needed now is an early decision one way or the other on devolution of apd powers to Wales. If the decision goes ‘against’ BRS at least the owner and management will know where they stand and can act accordingly.
Last edited by bcn_boy; 4th Feb 2016 at 11:48. Reason: Update
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If you book a through ticket from, say, BRS to LAX via AMS you pay the UK long haul apd rate. Here is a breakdown of a test booking I've just made with KLM, BRS-LAX via AMS. The UK long haul rate of £71 is clearly shown.
Price specification
adult
ticket price 278.00
carrier-imposed international surcharge 148.00
uk air passenger duty 71.00
uk international/domestic airport passenger service charge 21.73
airport passenger service charge 9.60
noise surcharge 0.80
security charge 10.40
us customs user fee 3.80
us international transportation tax 24.80
us aphis fee 2.70
us ins user fee 4.90
usa passenger civil aviation security service fee 3.90
usa passenger facility charge 3.10
price 582.73
number of passengers 1
adult
ticket price 278.00
carrier-imposed international surcharge 148.00
uk air passenger duty 71.00
uk international/domestic airport passenger service charge 21.73
airport passenger service charge 9.60
noise surcharge 0.80
security charge 10.40
us customs user fee 3.80
us international transportation tax 24.80
us aphis fee 2.70
us ins user fee 4.90
usa passenger civil aviation security service fee 3.90
usa passenger facility charge 3.10
price 582.73
number of passengers 1
What, by the way, is "carrier imposed international surcharge"?
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I don't know what 'carrier imposed international surcharge' is but in this example the apd amount is over 12% of the overall fare which would come down from £582 to £511 if apd was set at nil or abolished.
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Carrier Imposed Surcharge is the "new" name for "Fuel Surcharge" (which usually gets the YR or YQ identifier in the fare construction).
Scrutiny of the "fuel surcharge" has increased substantially as oil prices have plummeted, but YQ failed to fall in parallel. Rather than continue the charade of this being a fuel related surcharge, it's just been renamed to a general catchall addon cost.
It survives because corporate discounts are often applied to the base fare, pre application of the surcharge (so a "50% corporate discount" can actually be substantially less in the context of the final payment made).
It also provides some protection against some of the incredibly complex and convoluted routes that have become possible as airlines have got into JVs. (The routings available between BRS and LAX cover all travel through just about every single US hub airport). By charging a per-sector "surcharge", there's less risk the airline will lose money on someone choosing a cheaper, more esoteric routing.
The most frustrating part of YQ for me is the huge cash cost it dumps on frequent flier mile redemptions. In the case of LH, and their increasingly perverse application of YQ, sometimes using miles and paying their "standard YQ" is substantially higher than just buying a cash ticket (with "discounted YQ") outright.
APD is charged by each country on your itinerary to which it applies. UK APD is calculated on the distance to your final ticketed destination. IE APD is a fixed cost. It's possible to end up paying multiple APD fees to multiple countries on a single itin. I know of an increasing number of BRS fliers who hop over to DUB on the EI flight (APD cost £13) and then turn right around on BA to LHR and onto longhaul, because it can save a big amount on both APD *and* airfare.
/end rant.
Scrutiny of the "fuel surcharge" has increased substantially as oil prices have plummeted, but YQ failed to fall in parallel. Rather than continue the charade of this being a fuel related surcharge, it's just been renamed to a general catchall addon cost.
It survives because corporate discounts are often applied to the base fare, pre application of the surcharge (so a "50% corporate discount" can actually be substantially less in the context of the final payment made).
It also provides some protection against some of the incredibly complex and convoluted routes that have become possible as airlines have got into JVs. (The routings available between BRS and LAX cover all travel through just about every single US hub airport). By charging a per-sector "surcharge", there's less risk the airline will lose money on someone choosing a cheaper, more esoteric routing.
The most frustrating part of YQ for me is the huge cash cost it dumps on frequent flier mile redemptions. In the case of LH, and their increasingly perverse application of YQ, sometimes using miles and paying their "standard YQ" is substantially higher than just buying a cash ticket (with "discounted YQ") outright.
APD is charged by each country on your itinerary to which it applies. UK APD is calculated on the distance to your final ticketed destination. IE APD is a fixed cost. It's possible to end up paying multiple APD fees to multiple countries on a single itin. I know of an increasing number of BRS fliers who hop over to DUB on the EI flight (APD cost £13) and then turn right around on BA to LHR and onto longhaul, because it can save a big amount on both APD *and* airfare.
/end rant.
Scrutiny of the "fuel surcharge" has increased substantially as oil prices have plummeted, but YQ failed to fall in parallel. Rather than continue the charade of this being a fuel related surcharge, it's just been renamed to a general catchall addon cost.
I wonder Simon Calder hasn't had a go about that one. perhaps he has?
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Ryanair
Winter 2016/2017 is gradually being loaded, with three new winter routes so far in the system:
Bergamo 3 x weekly. Since 2011 this has been a summer-only route
Treviso 2 x weekly. This has only ever been a summer route; perhaps this is in response to easyJet restarting Venice MP from next month which presumably will operate through next winter
Krakow 3 x weekly. Commences this summer against easyJet's long standing year-round route to KRK
Italy v England Six Nations rugby
Three Boeing 737-400s will operate to Rome (FCO) this coming Friday (Alba Star, Enter Air and Mistral) in connection with the above match that takes place in Rome next Sunday. They return on Monday of next week.
I can't remember this sort of operation from BRS for a match involving England in Italy before. BRS's international rugby experience is usually restricted to being an overflow airport for CWL re big matches at the Millennium Stadium.
Bergamo 3 x weekly. Since 2011 this has been a summer-only route
Treviso 2 x weekly. This has only ever been a summer route; perhaps this is in response to easyJet restarting Venice MP from next month which presumably will operate through next winter
Krakow 3 x weekly. Commences this summer against easyJet's long standing year-round route to KRK
Italy v England Six Nations rugby
Three Boeing 737-400s will operate to Rome (FCO) this coming Friday (Alba Star, Enter Air and Mistral) in connection with the above match that takes place in Rome next Sunday. They return on Monday of next week.
I can't remember this sort of operation from BRS for a match involving England in Italy before. BRS's international rugby experience is usually restricted to being an overflow airport for CWL re big matches at the Millennium Stadium.
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Severn region of Bristol, Cardiff and Newport could create new economic 'powerhouse' - report | Bristol Post
Interesting that on a day when the vexed question of APD devolution to Wales and its possible effect on Bristol Airport and the economy of its hinterland is again in the news that local politicians on both sides of the Severn estuary should reveal the results of a report they commissioned into Bristol, Cardiff and Newport joining together to form an economic powerhouse.
Interesting that on a day when the vexed question of APD devolution to Wales and its possible effect on Bristol Airport and the economy of its hinterland is again in the news that local politicians on both sides of the Severn estuary should reveal the results of a report they commissioned into Bristol, Cardiff and Newport joining together to form an economic powerhouse.
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Passenger figures
Good start for 2016 with BRS's own numbers showing an increase of over 13% on January 2015 - just under 410,000 passengers, nearly 50,000 more than the previous January - in what is usually the lowest month at the airport.
7 mppa should be achieved in this calendar year (it would be the first time in the airport's history that this level has been reached) although the summer monthly percentage increases are unlikely to match the excellent performances of last year.
7 mppa should be achieved in this calendar year (it would be the first time in the airport's history that this level has been reached) although the summer monthly percentage increases are unlikely to match the excellent performances of last year.
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Regarding the current discussion ongoing re APD and Bristol/Cardiff airports, I recently noticed the comment reproduced below in the Bristol Post online version. Maybe the well-informed individuals frequenting this forum might wish to comment.
“The point about this issue goes well beyond any effect on BristolAirport. If APD is devolved to Wales it will mean that travellers there will fly tax-free whilst travellers from all English airports will continue to pay £13 per short haul flight and £71 (rising to £73 in April) for each long haul flight. Business class is double these figures.
The Welsh Assembly Government (WAG) receives a massive multi-billion-pound block grant from Westminster in order to function. This money is provided by all UK taxpayers including us in Bristol, so we would be subsidising tax-free travel in Wales whilst still paying this tax in England. Furthermore, the WAG owns CardiffAirport so would be in the privileged position of being able to set its own APD rates which it has already said it would reduce to nil. If that isn't anti-competitive, I don't know what is.
England remains under the control of the UK government, with MPs representing constituencies in all four home countries having a say on English APD rates, but English MPs having no say on Welsh (or Scottish or Northern Irish) rates. So far as CardiffAirport is concerned it would reward failure. The airport was in danger of closure (according to Wales’ First Minister and the current CardiffAirport company chairman) until the WAG bought it at what many experts say was a vastly inflated price (£52 million). Since then the WAG has put in another £13 million to effectively pay airlines to fly from Cardiff.
BristolAirport is highly successful, and since the city council sold it into private hands many years ago has never needed the public purse to help it along. If some tax payers in England are happy to subsidise air travellers in Wales that's up to them. I'm certainly not."
[points regarding car parking/drop-off charges not relevant to the APD debate followed]
"Incidentally, the WAG and the CardiffAirport management would be dancing all the way around their Bay if their airport had even half the route network that BristolAirport enjoys. Why should a successful airport be penalised in favour of a struggling one? It's like having two neighbouring shops with the government allowing one to sell its goods without VAT.”
(Comment by ‘FromMendip’, Bristol Post 13.02.2016)
I guess it’s possible ‘FromMendip’ might be one of those posting here …
SN
“The point about this issue goes well beyond any effect on BristolAirport. If APD is devolved to Wales it will mean that travellers there will fly tax-free whilst travellers from all English airports will continue to pay £13 per short haul flight and £71 (rising to £73 in April) for each long haul flight. Business class is double these figures.
The Welsh Assembly Government (WAG) receives a massive multi-billion-pound block grant from Westminster in order to function. This money is provided by all UK taxpayers including us in Bristol, so we would be subsidising tax-free travel in Wales whilst still paying this tax in England. Furthermore, the WAG owns CardiffAirport so would be in the privileged position of being able to set its own APD rates which it has already said it would reduce to nil. If that isn't anti-competitive, I don't know what is.
England remains under the control of the UK government, with MPs representing constituencies in all four home countries having a say on English APD rates, but English MPs having no say on Welsh (or Scottish or Northern Irish) rates. So far as CardiffAirport is concerned it would reward failure. The airport was in danger of closure (according to Wales’ First Minister and the current CardiffAirport company chairman) until the WAG bought it at what many experts say was a vastly inflated price (£52 million). Since then the WAG has put in another £13 million to effectively pay airlines to fly from Cardiff.
BristolAirport is highly successful, and since the city council sold it into private hands many years ago has never needed the public purse to help it along. If some tax payers in England are happy to subsidise air travellers in Wales that's up to them. I'm certainly not."
[points regarding car parking/drop-off charges not relevant to the APD debate followed]
"Incidentally, the WAG and the CardiffAirport management would be dancing all the way around their Bay if their airport had even half the route network that BristolAirport enjoys. Why should a successful airport be penalised in favour of a struggling one? It's like having two neighbouring shops with the government allowing one to sell its goods without VAT.”
(Comment by ‘FromMendip’, Bristol Post 13.02.2016)
I guess it’s possible ‘FromMendip’ might be one of those posting here …
SN