BRISTOL - 4
Join Date: Feb 2005
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MV F-GNLG belongs to Blue Line (AMCI/Charter operator) so likely filling for a non available Airlinair ATR. ATR72 F-GVZM has flown most of this weeks Air France flights.
Cheers MH.
(Mountain Air LOL!)
Cheers MH.
(Mountain Air LOL!)
Join Date: May 2005
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having operated the last inbound GDG of the day
I must admit, I haven't been up to the mountainous heights of Lulsgate recently. I've been having to lean heavily on my *A status at the moment to use award flights/upgrades and give myself at least some modicum of comfort, plus generally seeming to spend more time in London (a trend I will be reversing...). LHR T1 is still relatively comfortable at the moment, even having done a flight out the day that LH moved in. We'll see how long it lasts though...
Brunel to Concorde
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Thanks MH.
I guessed it might have been a stand-in because the CDG passenger figures for May don't suggest the route has begun to burst at the seams with would-be travellers clamouring for tickets.
B_T
I fear this may have been a Freudian slip. I had heard rumours of the BRS management seeking to establish a route to the Russian Far East to accommodate all those gold prospectors currently seeking their fortunes along the northern slopes of Dundry Hill.
Does show how bags can easily be mis-directed with a slip of one letter. I should know. Some years ago we came back from Phoenix, Az on a circuitous route via Minneapolis and Amsterdam to Bristol. On arrival at BRS - no hold bags. I was blaming the notorious AMS baggage black hole (it was then anyway) but it was not Schipol's fault that time. They turned up a day or two later and I discovered the check-in agent at Phoenix had inserted BRU as final destination instead of BRS. I don't think he was taking the Manekin.
It seems the FRA went out with a bit of a bang in April, so far as passenger volume was concerned.
8,700 used the route, more than in both September and October last year when there were three rotations every day of the week.
It's likely that April's load factor was the highest month of the route's short history. As usual, I add the rider that yield is the important thing but as this route often had high fares and was a feeder into LH's world-wide network, I doubt that giveaway fares in April were the reason.
I haven't used BRS for a while either, but that's down to personal circumstances. However, I am booked to Glasgow soon so will be interested to see how the place is ticking over.
I guessed it might have been a stand-in because the CDG passenger figures for May don't suggest the route has begun to burst at the seams with would-be travellers clamouring for tickets.
B_T
I fear this may have been a Freudian slip. I had heard rumours of the BRS management seeking to establish a route to the Russian Far East to accommodate all those gold prospectors currently seeking their fortunes along the northern slopes of Dundry Hill.
Does show how bags can easily be mis-directed with a slip of one letter. I should know. Some years ago we came back from Phoenix, Az on a circuitous route via Minneapolis and Amsterdam to Bristol. On arrival at BRS - no hold bags. I was blaming the notorious AMS baggage black hole (it was then anyway) but it was not Schipol's fault that time. They turned up a day or two later and I discovered the check-in agent at Phoenix had inserted BRU as final destination instead of BRS. I don't think he was taking the Manekin.
It seems the FRA went out with a bit of a bang in April, so far as passenger volume was concerned.
8,700 used the route, more than in both September and October last year when there were three rotations every day of the week.
It's likely that April's load factor was the highest month of the route's short history. As usual, I add the rider that yield is the important thing but as this route often had high fares and was a feeder into LH's world-wide network, I doubt that giveaway fares in April were the reason.
I haven't used BRS for a while either, but that's down to personal circumstances. However, I am booked to Glasgow soon so will be interested to see how the place is ticking over.
Join Date: May 2005
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M_V
Those FRA stats due tend to lend weight to the theory that dropping BRS-FRA was more political, and more about protecting LHR loads, than it was about the standalone performance of the route. I was led to believe that forward bookings on the route were also healthy.
(And your point about yields is also true. I can vouch that there was little availability of E, L, T fares on BRS-FRA, so everyone was paying good money).
Ironically, I think LH's tactic may have misfired, certainly in my experience.
My *A status is quite valuable to me (and Mrs. B_T at times). Flying ex-BRS meant every trip started BRS(LH)FRA-xxx, and because of fare combinations, the long-haul would nearly always be on LH too. (Exception - madness fares to SYD, probably driven by the SIN(SQ)SYD section).
But if I'm going to have to go to LHR, I'll chose any of the many *A carriers flying from there. So ironically, none of my flying ex-LHR has been on LH at all. I've flown SQ, LX (also ex-LCY), BD - but not LH, and not through FRA.
So by pulling BRS-FRA, it's meant I've spent no money with them at all since. Probably not quite the effect they were looking for.
Those FRA stats due tend to lend weight to the theory that dropping BRS-FRA was more political, and more about protecting LHR loads, than it was about the standalone performance of the route. I was led to believe that forward bookings on the route were also healthy.
(And your point about yields is also true. I can vouch that there was little availability of E, L, T fares on BRS-FRA, so everyone was paying good money).
Ironically, I think LH's tactic may have misfired, certainly in my experience.
My *A status is quite valuable to me (and Mrs. B_T at times). Flying ex-BRS meant every trip started BRS(LH)FRA-xxx, and because of fare combinations, the long-haul would nearly always be on LH too. (Exception - madness fares to SYD, probably driven by the SIN(SQ)SYD section).
But if I'm going to have to go to LHR, I'll chose any of the many *A carriers flying from there. So ironically, none of my flying ex-LHR has been on LH at all. I've flown SQ, LX (also ex-LCY), BD - but not LH, and not through FRA.
So by pulling BRS-FRA, it's meant I've spent no money with them at all since. Probably not quite the effect they were looking for.
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Bristol Expansion Support
If anyone is interested in showing support to the BRS Expansion Plans, then there is an online petition on their website. It is HERE and wont take more than 15 seconds to complete.
Join Date: Apr 2006
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SBAE
I see that S.B.A.E. are up to their tricks again, now suggesting that night flights will increase due to the on going expansion plans at Bristol, despite airport mangement denying this would be the case.
Isn't it time they all came out of the woodwork, and solomely pledged that they would not only stop using Bristol, but would never set foot aboard another Devils chariot until they pased away!!!!!! Oh and at the same time bought horse and cart!!!!!
RANT OVER
Isn't it time they all came out of the woodwork, and solomely pledged that they would not only stop using Bristol, but would never set foot aboard another Devils chariot until they pased away!!!!!! Oh and at the same time bought horse and cart!!!!!
RANT OVER
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they all cant come out of woodwork just now. as some possably on holiday?. i wonder how many fly, and do they fly from bristol?? always a case of have things elsewhere, but not here. pollution or climate change issues are not the point, its a case of not on my door step, or people just sticking their nose in where it dont belong.
Last edited by yeo valley; 9th Jul 2009 at 21:49.
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They do fly from BRS and have been spotted quite often, BIA management are aware they do, infact I was told of one of these lovely awkward ladies who's daughter is or was at university in GLA or may of been EDI, she often pops up making use of the ease and cheapness of EZY instead of 8 hours on a train!
I'm sure she's not the only one to make use of an international airport on their door step.
Theres a big S.B.A.E board gone up at the roundabout by Winford garage, I'll give a tenner to who ever paintballs it first
I'm sure she's not the only one to make use of an international airport on their door step.
Theres a big S.B.A.E board gone up at the roundabout by Winford garage, I'll give a tenner to who ever paintballs it first
Brunel to Concorde
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Ownership
Bristol International Airport is 100% owned by South West Airports Limited (SWAL), a joint venture holding company owned by Bristol Airport (Bermuda) Limited (BABL) and Macquarie European Infrastructure Fund (MEIF). BABL is 71% owned by Macquarie Airports, a fund listed on the Sydney Stock Exchange, and 29% owned by Ontario Teachers Pension Plan, a major infrastructure investor. Both BABL and MEIF are managed by Macquarie Capital Funds (Europe) Limited (MCFEL), a subsidiary of Macquarie Group Limited. - BRS official website.
In recent months there have been suggestions that the airport, or a major stake in it, may be sold.
It will be seen that ownership is somewhat complex and a change is now in the offing.
The Australian Macquarie Group has had to write down the value of its listed funds including Macquarie Airports (MAp) and has decided to forego future management and performance fees from MAp in return for A$345 million worth of shares in MAp. MAp has generated hundreds of millions of dollars for Macquarie down the years but the write-down means the bank has decided to change its approach. The change will result in Macquarie increasing its stake in MAp from 21% to 27.3%
In future MAp will manage itself, with Macquarie adopting an advisory role.
There are doubts in the financial press that this move will improve the value and stability of MAp going forward.
It still appears that MAp may decide to divest itself of some of its assets so the ownership of BRS could change at some point in the forseeable future.
Ryanair Base
Ryanair increased the number of based aircraft at BRS from two to four at the beginning of this month.
I've compared the schedule for this July with July 2008 and discovered that the one hundred per cent increase in based aircraft has only resulted in an increase of just over 40% more weekly rotations.
In July 2008 there were 81 weekly rotations and this July there are 114.
The reason is that daily routes such as Girona, Shannon and one Dublin rotation are now operated by BRS-based aircraft and the fourth daily DUB rotation that used to operate on some days of the week using DUB-based aircraft has been axed, although one of the two daily BHD rotations is operated by a non-BRS based aircraft from Mon to Fri.
According to a comment from a Ryanair spokeswoman in the local evening newspaper at the time of the launch of the expanded base the full winter programme from BRS will be announced in September.
Bristol International Airport is 100% owned by South West Airports Limited (SWAL), a joint venture holding company owned by Bristol Airport (Bermuda) Limited (BABL) and Macquarie European Infrastructure Fund (MEIF). BABL is 71% owned by Macquarie Airports, a fund listed on the Sydney Stock Exchange, and 29% owned by Ontario Teachers Pension Plan, a major infrastructure investor. Both BABL and MEIF are managed by Macquarie Capital Funds (Europe) Limited (MCFEL), a subsidiary of Macquarie Group Limited. - BRS official website.
In recent months there have been suggestions that the airport, or a major stake in it, may be sold.
It will be seen that ownership is somewhat complex and a change is now in the offing.
The Australian Macquarie Group has had to write down the value of its listed funds including Macquarie Airports (MAp) and has decided to forego future management and performance fees from MAp in return for A$345 million worth of shares in MAp. MAp has generated hundreds of millions of dollars for Macquarie down the years but the write-down means the bank has decided to change its approach. The change will result in Macquarie increasing its stake in MAp from 21% to 27.3%
In future MAp will manage itself, with Macquarie adopting an advisory role.
There are doubts in the financial press that this move will improve the value and stability of MAp going forward.
It still appears that MAp may decide to divest itself of some of its assets so the ownership of BRS could change at some point in the forseeable future.
Ryanair Base
Ryanair increased the number of based aircraft at BRS from two to four at the beginning of this month.
I've compared the schedule for this July with July 2008 and discovered that the one hundred per cent increase in based aircraft has only resulted in an increase of just over 40% more weekly rotations.
In July 2008 there were 81 weekly rotations and this July there are 114.
The reason is that daily routes such as Girona, Shannon and one Dublin rotation are now operated by BRS-based aircraft and the fourth daily DUB rotation that used to operate on some days of the week using DUB-based aircraft has been axed, although one of the two daily BHD rotations is operated by a non-BRS based aircraft from Mon to Fri.
According to a comment from a Ryanair spokeswoman in the local evening newspaper at the time of the launch of the expanded base the full winter programme from BRS will be announced in September.
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Ownership
A complicated web they wove. My initial thought is what happens to the funding for the expansion if there are such relatively dramatic changes happening (and still to come) in respect of the airport's ownership?
Ryanair
Mr. O'Leary and his band of merry (?) men are saying some interesting things recently. His polemic about STN, and the drama of the "40%" fleet reduction was somewhat undermined when it transpired he was comparing Summer 08 with Winter 09, and that the true like-on-like reduction was 4 aircraft (about 14%). So the difficulty is that I generally assume that whatever Ryanair say is probably misleading, bordering on untruth.
I do wonder if Mr. O'Leary's fleet is now bigger than the middle-of-nowhere destinations he can fly to? It sounds like the extra planes coming to BRS are in fact just freeing up some planes at other bases to try and work other routes. And it will be strange if the winter programme shows greater lineup of destinations than the summer. But Ryanair is home of the strange, and the blatant headline grabbing.
I won't be disappointed if Bristol turns out to be Ryanair's Waterloo.....
A complicated web they wove. My initial thought is what happens to the funding for the expansion if there are such relatively dramatic changes happening (and still to come) in respect of the airport's ownership?
Ryanair
Mr. O'Leary and his band of merry (?) men are saying some interesting things recently. His polemic about STN, and the drama of the "40%" fleet reduction was somewhat undermined when it transpired he was comparing Summer 08 with Winter 09, and that the true like-on-like reduction was 4 aircraft (about 14%). So the difficulty is that I generally assume that whatever Ryanair say is probably misleading, bordering on untruth.
I do wonder if Mr. O'Leary's fleet is now bigger than the middle-of-nowhere destinations he can fly to? It sounds like the extra planes coming to BRS are in fact just freeing up some planes at other bases to try and work other routes. And it will be strange if the winter programme shows greater lineup of destinations than the summer. But Ryanair is home of the strange, and the blatant headline grabbing.
I won't be disappointed if Bristol turns out to be Ryanair's Waterloo.....
Brunel to Concorde
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Ownership
There must be a question mark over the expansion plans in their current form, assuming they are eventually approved (by no means a foregone conclusion), given the possibility that MAp may dispose of some of its assets, but MAp is not the only shareholder in the airport. If the airport changes hands a new owner would be sure to have its own ideas, priorities and possibly an emptier (or, with luck, a fuller) pocket.
Ryanair
Ryanair do seem to make contradictory noises at times. From giving the impression there would be no more growth at its UK bases, at least for this year, MOL told a gathering in Manchester a couple of weeks ago that BRS was one of its UK bases that would see further growth in the future.
Four 189-seat aircraft seems a lot to deploy from BRS this winter, given the current economic climate. Last winter the two they had weren't fully utilised with Budapest and Rzeszow temporarily axed in November and December (as these routes were from all FR bases at that time) and Riga dropped in January, February and March.
Out of interest I had a look at the passenger figures for the FR routes from BRS in June, showing destination, total passengers carried, average load and load factor to the nearest whole percentage. I know this doesn't say any more than there were people ready to use these routes, or not as the case may have been, and that we can't judge whether the airline made or lost money on them.
Dublin 23550/137/72%
Belfast City 6022/100/53%
Shannon 6871/115/61%
Knock 3064/90/48%
Riga 2981/165/88%
Poznan 3201/178/94%
Wroclaw 3075/171/90%
Rzeszow 2894/161/85%
Bratislava 2896/161/85%
Porto 2261/141/75%
Budapest 2570/160/84%
Bergamo 7541/126/66%
Girona 9420/157/83%
Eindhoven 2184/84/44%
Bergerac 3182/132/70%
Beziers 4579/133/70%
Pau 1862/116/61%
The Eastern European routes seem to have fared well, very well in one or two cases, and the average loads are higher in general than in June 2008.
Belfast City seems a bit disappointing and they have increase this to double daily for much of the week from this month.
Knock has always seen poor loads except that last August it went up to 83%, otherwise it seems to hover between 40% and 60% but it is kept going at 4 x weekly throughout the year.
Shannon used to be better than this, a lot better at times.
The French routes are better than June 2008.
Eindhoven is a bit of a disaster but I expect there will be a dud or two in the new routes that started this month.
Re your Waterloo comment, I can't say this is my favourite airline and the aviation demise of MOL and his senior cohorts would not concern me, but I think of all the jobs of the employees at risk if it, or any other airline, goes to the wall.
There must be a question mark over the expansion plans in their current form, assuming they are eventually approved (by no means a foregone conclusion), given the possibility that MAp may dispose of some of its assets, but MAp is not the only shareholder in the airport. If the airport changes hands a new owner would be sure to have its own ideas, priorities and possibly an emptier (or, with luck, a fuller) pocket.
Ryanair
Ryanair do seem to make contradictory noises at times. From giving the impression there would be no more growth at its UK bases, at least for this year, MOL told a gathering in Manchester a couple of weeks ago that BRS was one of its UK bases that would see further growth in the future.
Four 189-seat aircraft seems a lot to deploy from BRS this winter, given the current economic climate. Last winter the two they had weren't fully utilised with Budapest and Rzeszow temporarily axed in November and December (as these routes were from all FR bases at that time) and Riga dropped in January, February and March.
Out of interest I had a look at the passenger figures for the FR routes from BRS in June, showing destination, total passengers carried, average load and load factor to the nearest whole percentage. I know this doesn't say any more than there were people ready to use these routes, or not as the case may have been, and that we can't judge whether the airline made or lost money on them.
Dublin 23550/137/72%
Belfast City 6022/100/53%
Shannon 6871/115/61%
Knock 3064/90/48%
Riga 2981/165/88%
Poznan 3201/178/94%
Wroclaw 3075/171/90%
Rzeszow 2894/161/85%
Bratislava 2896/161/85%
Porto 2261/141/75%
Budapest 2570/160/84%
Bergamo 7541/126/66%
Girona 9420/157/83%
Eindhoven 2184/84/44%
Bergerac 3182/132/70%
Beziers 4579/133/70%
Pau 1862/116/61%
The Eastern European routes seem to have fared well, very well in one or two cases, and the average loads are higher in general than in June 2008.
Belfast City seems a bit disappointing and they have increase this to double daily for much of the week from this month.
Knock has always seen poor loads except that last August it went up to 83%, otherwise it seems to hover between 40% and 60% but it is kept going at 4 x weekly throughout the year.
Shannon used to be better than this, a lot better at times.
The French routes are better than June 2008.
Eindhoven is a bit of a disaster but I expect there will be a dud or two in the new routes that started this month.
Re your Waterloo comment, I can't say this is my favourite airline and the aviation demise of MOL and his senior cohorts would not concern me, but I think of all the jobs of the employees at risk if it, or any other airline, goes to the wall.
StandupfortheUlstermen
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Two things affected the Belfast City, firstly, it's one of the few routes with close competition from Easyjet and secondly the flight times were awful, useless for business and not much better for the 'trip to see the family and friends.' Getting into Belfast at 2115 with a return at 1830 the next day was a bit restrictive (half a day at home and one night in a hotel as against two full days and a hotel if flying with Easy). New flight times should see this improve. There is also the restriction on loads for the route so it will never look great.
As for Knock, it's time they had another sighting, that'd have the pilgrims filling up the planes.
As for Knock, it's time they had another sighting, that'd have the pilgrims filling up the planes.
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Ryanair at Bristol
Hi,
Here are a few more stats for the first half of the year, for those that are interested in that kind of thing.
For Jan-Jun 09 Ryanair pax at Bristol were down over 10% on the same period last year with about 9% fewer movements, hence overall loads slightly down. Compared to other bases in the UK, Bristol is near the bottom of the league, with only Bournemouth producing worse average loads. As usual, this carries the standard health warning about loads and yields.
As MerchantVenturer mentioned above, the stars in terms of loads are Poznan, Wroclaw and Riga.
The stagglers are Eindhoven (46% average flown LF so far this year) and Knock, which seems to be taking an absolute hammering (38% average flown LF so far this year, compared to 48% for the same period last year). This surely can't be sustainable? Knock seems to be suffering on all the regional UK routes (EMA 49% this year, LPL 47%, BHX 57%, MAN 67%).
@Standard Noise: That's a brilliant idea, but please don't tell Mo'L. I could just imagine him staging a sighting.
Bristol - Shannon has carried roughly the same number of passengers as in the first half of last year, but the number of flights was up by over 25%, resulting in a fall in loads from 66% to 52%.
Of the routes that have already been dropped, loads were poor on Szczecin, but Gdansk was up with Riga and Wroclaw in the first quarter. I guess yields were a bit rubbish.
Another route to watch is Bergamo where Ryanair are fighting with Easyjet over the Milan market. In the first half of the year, Ryanair's loads were down slightly (about 55%) with capacity virtually unchanged. Easyjet trimmed capacity by about 10% and improved their loads from 64% to 67%. Ryanair have a slightly higher market share (just over 51%), but there's not much between the two carriers. I would be hugely surprised if this situation is profitable for either of them. Surely something will have to give?
Here are a few more stats for the first half of the year, for those that are interested in that kind of thing.
For Jan-Jun 09 Ryanair pax at Bristol were down over 10% on the same period last year with about 9% fewer movements, hence overall loads slightly down. Compared to other bases in the UK, Bristol is near the bottom of the league, with only Bournemouth producing worse average loads. As usual, this carries the standard health warning about loads and yields.
As MerchantVenturer mentioned above, the stars in terms of loads are Poznan, Wroclaw and Riga.
The stagglers are Eindhoven (46% average flown LF so far this year) and Knock, which seems to be taking an absolute hammering (38% average flown LF so far this year, compared to 48% for the same period last year). This surely can't be sustainable? Knock seems to be suffering on all the regional UK routes (EMA 49% this year, LPL 47%, BHX 57%, MAN 67%).
@Standard Noise: That's a brilliant idea, but please don't tell Mo'L. I could just imagine him staging a sighting.
Bristol - Shannon has carried roughly the same number of passengers as in the first half of last year, but the number of flights was up by over 25%, resulting in a fall in loads from 66% to 52%.
Of the routes that have already been dropped, loads were poor on Szczecin, but Gdansk was up with Riga and Wroclaw in the first quarter. I guess yields were a bit rubbish.
Another route to watch is Bergamo where Ryanair are fighting with Easyjet over the Milan market. In the first half of the year, Ryanair's loads were down slightly (about 55%) with capacity virtually unchanged. Easyjet trimmed capacity by about 10% and improved their loads from 64% to 67%. Ryanair have a slightly higher market share (just over 51%), but there's not much between the two carriers. I would be hugely surprised if this situation is profitable for either of them. Surely something will have to give?
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Any news on the air southwest expansion from bristol? Any rumours that have been mentioned?
Also the Blue Islands services? When do they get expected for the route applications?
Also the Blue Islands services? When do they get expected for the route applications?
Brunel to Concorde
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Ryanair
The major Canary Islands expansion of routes announced today by FR gives BRS 2 weekly flights to each of Gran Canaria, Tenerife (South) and Lanzarote this coming winter.
Gran Canaria: Tue and Sat, dep BRS 1345 and arrive back at 2240
Tenerife (South): Wed 0700-1550 Sun 0745-1635
Lanzarote: Wed 1255-2135 Fri 0645-1525
WOWBOY,
I think the Blue Islands idea was shelved. Have heard no rumours about an ASW expansion.
The major Canary Islands expansion of routes announced today by FR gives BRS 2 weekly flights to each of Gran Canaria, Tenerife (South) and Lanzarote this coming winter.
Gran Canaria: Tue and Sat, dep BRS 1345 and arrive back at 2240
Tenerife (South): Wed 0700-1550 Sun 0745-1635
Lanzarote: Wed 1255-2135 Fri 0645-1525
WOWBOY,
I think the Blue Islands idea was shelved. Have heard no rumours about an ASW expansion.
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Looking on the Kiss Flights website, it seems that Viking Airlines will base an aircraft at Bristol for at least the 1st half of the week from next summer. Current destinations are Corfu, Heraklion and Kos. This is probably filling the void left by the collapse of XL! 
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Try again Nimbys
10.08.09
A new image shows flight paths of aircraft taking off from Bristol Airport. It was produced by a campaign group that is fighting the airport's expansion plans. They claim it shows how far flight paths have deviated from regular routes and the extent of the Bristol area where planes fly. But it has been described by the airport as ‘an amateur approach to a complex issue’.
Campaigners used a tracking device to monitor flights from the airport during a week in May. The device picked up radio signals broadcast by planes. Jeremy Birch, spokesman for Stop Bristol Airport Expansion (SBAE) said: ‘This data confirms beyond a doubt just how far afield planes from Bristol airport are flying. The regular flight paths have been planned to minimise flights over populated areas, but more planes travelling wide of these will cause more suffering for local residents. Plans for 10m passengers, and 13.8m by 2030 can only mean that things are going to get much worse.’
‘This image just shows data from departures in one week in May and, in fact, isn't the complete story as it's based on the radio signals we were able to pick up from one location. It also only has half the flights as no arrivals are shown. Even so it is clear that flights to and from the airport fly over many local communities. We will continue to monitor flight paths and use this to show all concerned the impacts of the airport's operations.’
Airport spokesman James Gore said: ‘The map used falls some way short of the accuracy required. No scale is provided and no indication of where the tracking device was located is given.
There is no attempt to identify individual aircraft, and clearly noise impacts will vary between, for example, light aircraft and commercial airliners.'
‘There is no indication of whether the easterly or westerly runway was in use, which would have a significant influence on the results. Finally, aircraft transiting through the airspace are not differentiated from those arriving or departing from Bristol International. Quite frankly, this is an amateur approach to a complex issue, and the results are no more valid than a 'back-of-a-fag-packet' sketch. As a result, it is impossible to draw any conclusions from this graphic.’
Bristol Airport is investing £400,000 over five years in Tracker – a system which will monitor aircraft departure noise and produce a graphic record of where aircraft using the airport fly relative to the ground.
A new image shows flight paths of aircraft taking off from Bristol Airport. It was produced by a campaign group that is fighting the airport's expansion plans. They claim it shows how far flight paths have deviated from regular routes and the extent of the Bristol area where planes fly. But it has been described by the airport as ‘an amateur approach to a complex issue’.
Campaigners used a tracking device to monitor flights from the airport during a week in May. The device picked up radio signals broadcast by planes. Jeremy Birch, spokesman for Stop Bristol Airport Expansion (SBAE) said: ‘This data confirms beyond a doubt just how far afield planes from Bristol airport are flying. The regular flight paths have been planned to minimise flights over populated areas, but more planes travelling wide of these will cause more suffering for local residents. Plans for 10m passengers, and 13.8m by 2030 can only mean that things are going to get much worse.’
‘This image just shows data from departures in one week in May and, in fact, isn't the complete story as it's based on the radio signals we were able to pick up from one location. It also only has half the flights as no arrivals are shown. Even so it is clear that flights to and from the airport fly over many local communities. We will continue to monitor flight paths and use this to show all concerned the impacts of the airport's operations.’
Airport spokesman James Gore said: ‘The map used falls some way short of the accuracy required. No scale is provided and no indication of where the tracking device was located is given.
There is no attempt to identify individual aircraft, and clearly noise impacts will vary between, for example, light aircraft and commercial airliners.'
‘There is no indication of whether the easterly or westerly runway was in use, which would have a significant influence on the results. Finally, aircraft transiting through the airspace are not differentiated from those arriving or departing from Bristol International. Quite frankly, this is an amateur approach to a complex issue, and the results are no more valid than a 'back-of-a-fag-packet' sketch. As a result, it is impossible to draw any conclusions from this graphic.’
Bristol Airport is investing £400,000 over five years in Tracker – a system which will monitor aircraft departure noise and produce a graphic record of where aircraft using the airport fly relative to the ground.
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PRM service doing well
Bristol Airport mobility service helps 33,000 passengers
A mobility service introduced at Bristol International Airport has helped improve accessibility for 33,000 passengers since its launch.
Provided by OCS, the service is available for both outbound and incoming passengers, offering a seamless service through the airport for people with reduced mobility.
OCS was chosen from a shortlist of 12 candidates to provide the service in anticipation of new EU regulations which hand airports sole responsibility for developing support services for people with mobility difficulties.
Marshall Beach, regional operations director for OCS, said that the service is most efficient when travellers request assistance in advance.
"They will then be met by OCS staff in the car parks or the terminal building and accompanied through check-in and security into the departure lounge, before receiving assistance boarding their flight," he commented.
In other recent developments, Bristol International has also announced that 11 new Ryanair routes have been added to the south-west airport's departures boards.
A mobility service introduced at Bristol International Airport has helped improve accessibility for 33,000 passengers since its launch.
Provided by OCS, the service is available for both outbound and incoming passengers, offering a seamless service through the airport for people with reduced mobility.
OCS was chosen from a shortlist of 12 candidates to provide the service in anticipation of new EU regulations which hand airports sole responsibility for developing support services for people with mobility difficulties.
Marshall Beach, regional operations director for OCS, said that the service is most efficient when travellers request assistance in advance.
"They will then be met by OCS staff in the car parks or the terminal building and accompanied through check-in and security into the departure lounge, before receiving assistance boarding their flight," he commented.
In other recent developments, Bristol International has also announced that 11 new Ryanair routes have been added to the south-west airport's departures boards.