Bristol-5
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It's worth noting that Brussels Airlines operates 3x daily flights from BHX. The timings on the morning and evening flights are nearly identical to Bristols, however there is an additional flight Mo-Fr at 10am out of BRU, and a 11am departure out of BHX. Of course, these additional weekday flights would be another positive step, but at least BRS is getting the important morning and evening flights and not stuck with useless timings for business, leisure and of course connecting passengers.
I'm very pleased to see SN edging back, but without that late morning rotation, it's not as useful as it could be.
It'll be interesting to see how LH's about-turn on the intended merger of SN and EW impacts the BRS schedule in the future.
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Driverless pods
https://www.bbc.co.uk/news/uk-england-bristol-48910996
Driverless pods will begin operating at BRS on shared roads with cars, buses, cyclists and pedestrians between an airport car park and the terminal. It's part of a test to see how they interact with other road users.
Driverless pods will begin operating at BRS on shared roads with cars, buses, cyclists and pedestrians between an airport car park and the terminal. It's part of a test to see how they interact with other road users.
As an outsider and general LHR user I think BRS deserves credit on how the airport has developed over the years.
What still makes me choose LHR over BRS is the time it takes to reach the airport from around junction 15 of the M4. Especially getting through Bristol area and then up to the airport. As a BA gold card holder I have some perks in choosing LHR but have often thought on using the "orange" on certain routes. It's the travel time that proves to be the down side. Last attempt I was very close to missing my flight to INV and BRS security lines were not very good.
What still makes me choose LHR over BRS is the time it takes to reach the airport from around junction 15 of the M4. Especially getting through Bristol area and then up to the airport. As a BA gold card holder I have some perks in choosing LHR but have often thought on using the "orange" on certain routes. It's the travel time that proves to be the down side. Last attempt I was very close to missing my flight to INV and BRS security lines were not very good.
Brunel to Concorde
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It’s rather ironic that Bristol as a city region is readily accessible by surface transport from all parts of the country, being situated next to a major motorway crossroads (M4 and M5) and on a rail ‘crossroads’ (I was going to say ‘crossrail' but that name seems to have been taken) with regular direct services to most points of the compass - London, South Coast, South West, South Wales, Midlands, North and Scotland.
However, when it comes to reaching the airport, the last few miles are challenging. Given this, BRS's sometimes unco-operative weather, a small site over 600 feet AMSL and short runway all surrounded by Green Belt, and it’s remarkable how many people do manage to use the airport - approaching 9 mppa currently.
I sometimes have the reverse experience in reaching LHR from where I live on the south-eastern edge of Bristol, although peak hours and blocked motorways notwithstanding it’s not that much of a hindrance when travelling long haul which are the only occasions I fly from London nowadays.
However, when it comes to reaching the airport, the last few miles are challenging. Given this, BRS's sometimes unco-operative weather, a small site over 600 feet AMSL and short runway all surrounded by Green Belt, and it’s remarkable how many people do manage to use the airport - approaching 9 mppa currently.
I sometimes have the reverse experience in reaching LHR from where I live on the south-eastern edge of Bristol, although peak hours and blocked motorways notwithstanding it’s not that much of a hindrance when travelling long haul which are the only occasions I fly from London nowadays.
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I think Bristol shows that even if an airport has poor transport connectivity people will still use it as long as it has the airlines and routes in place to attract the passengers.
In a way that is my point in that Idon't use the airport because of the poor network especially for the trip through Bristol and up the hill and that it is often easier just to go to LHR including off airport parking. Blessed also with fast track and lure of champers in lounge...😆
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In a way that is my point in that Idon't use the airport because of the poor network especially for the trip through Bristol and up the hill and that it is often easier just to go to LHR including off airport parking. Blessed also with fast track and lure of champers in lounge...😆
Brunel to Concorde
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The airport already probably outperforms, especially given its physical and surface connectivity disadvantages, so it is reasonable to speculate how much busier it would be at a bigger and better connected site.
Currently £600,000 is being spent on a study into improving surface connectivity. The airport and the local authorities in the area recognise the poor connectivity, albeit the A1 Flyer bus from city to airport now uses a dedicated busway and a section of the new South Bristol Link Road for part of its journey, which at least gets it away from the worst of south Bristol traffic bottlenecks. Bristol's elected city mayor wants an underground system for the city and his anchor route would be to the airport, although that would probably be mainly above ground outside the city.
Before any of that could happen though the airport has the task of obtaining planning permission for its current 10 mppa limit to be raised, a not inconsiderable one in the face of current hostility generally and in the area locally to airport expansion.
Currently £600,000 is being spent on a study into improving surface connectivity. The airport and the local authorities in the area recognise the poor connectivity, albeit the A1 Flyer bus from city to airport now uses a dedicated busway and a section of the new South Bristol Link Road for part of its journey, which at least gets it away from the worst of south Bristol traffic bottlenecks. Bristol's elected city mayor wants an underground system for the city and his anchor route would be to the airport, although that would probably be mainly above ground outside the city.
Before any of that could happen though the airport has the task of obtaining planning permission for its current 10 mppa limit to be raised, a not inconsiderable one in the face of current hostility generally and in the area locally to airport expansion.
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Honestly I don't think it would be as it depends on the capacity the airlines put there. In general the airlines there have expanded year on year adding extra based aircraft new routes and extra frequencies on current routes and also larger aircraft. The transport infrastructure and the position of the airport doesn't seem to restrict them. It's the same for my local airport Cardiff. It's not exactly easy to get to yet the airlines have added extra aircraft and flights and new routes and people are using it. Good transport infrastructure is nice but not necessarily a neccesity if you have the airlines and flights to attract people.
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The local transport infrastructure (such as it is) already cannot cope with the current passenger numbers. The planning application intended to allow 12mppa proposes some more tinkering with the A38 road junctions in Lulsgate Bottom but very little else apart from a generous portion of very wishful thinking around passenger use of public transport. It would be entirely wrong of North Somerset Council to agree to any further expansion unless railway and a dual carriageway links are built FIRST. This will entail a pause in any expansion but it’s the only sensible way forward. Enlargement of the green belt inset to the north of Downside Road is also probably going to be needed, because the ‘very special circumstances’ arguments required as justification for tarmacking the greenbelt south of the runway are wearing very thin indeed.
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The local transport infrastructure (such as it is) already cannot cope with the current passenger numbers. The planning application intended to allow 12mppa proposes some more tinkering with the A38 road junctions in Lulsgate Bottom but very little else apart from a generous portion of very wishful thinking around passenger use of public transport. It would be entirely wrong of North Somerset Council to agree to any further expansion unless railway and a dual carriageway links are built FIRST. This will entail a pause in any expansion but it’s the only sensible way forward. Enlargement of the green belt inset to the north of Downside Road is also probably going to be needed, because the ‘very special circumstances’ arguments required as justification for tarmacking the greenbelt south of the runway are wearing very thin indeed.
That being said, currently access to the Airport at peak times is on it's knees. Whilst the changes to the A38 on the outskirts of Bristol have been beneficial, the final stretch of A38 from Barrow Gurney up to the Airport can be a nightmare, with regular crawling traffic that is now spilling out over the peak times as more traffic tries to get to the Airport throughout the day.
It's also not Airport traffic alone that needs to be considered. Bearing in mind the Airports busiest time of day is generally 0300-0700 for first wave departures when all the based aircraft are leaving. Traffic then generally flows quite freely to the Airport on the A38 as there's a lot less local and commuter traffic. Airport traffic then becomes more spread out through the day but also then includes arriving passenger traffic heading the other way, but gets mixed in with commuter and local traffic. A solution is needed to encourage local and commuter traffic to use a different route to/from Bristol.
There are very few alternative options. Train access only gets you as far as the city, on to bus connections which have to deal with the road network stated above. Car/private bus transfers, and limited coach access on the Falcon from the Southwest or National Express from Cardiff/Newport.
I would say the majority of people using the Bristol Flyer bus are; A) those visiting the area, B) those without their own cars C) Those that live in the surrounding area accessing from Rail or Bristol City itself that choose to use the bus and leave the car at home, although I would say that counts for a very small percentage of usage. D) Staff at BRS
It will be very difficult to get people out of the cars to get to BRS. One solution would be to improve the A38 all the way up from Barrow Gurney to the Airport. The main pinch point are the lights at Lulsgate Bottom by the Airport Tavern. This causes no end of tailbacks stretching for miles. But if you fix the lights, the problem moves up to the roundabout entrance to the Airport. Unless there is direct, free flowing access into the Airport grounds, there will always be pinch points on this route. It may be possible to put dual lanes onto the roundabout with the left lane being a filter lane and having free flow to carry on the A38, as lets not forget the A38 is heavily used by commuters and residents too, and a lot of Airport users will be heading South Side to access Silverzone. It's all about traffic flow.
However it has been a rising problem for a number of years, and with the Airport expected to grow another 50% from 8m to 12m by 2025, it's going to be a big challenge. According to the masterplan, 62% of people using BRS come from the North of BRS - West of England(35%), South Wales (20%) & Gloucestershire. (7%)
What is needed is a SE ring motorway from Junction 20 of the M5 to thee A46 junction on the M4
This would relieve pressure on the M32/M5/M4 area - which is a zoo, and connect the airport properly.
Chance of it ever happening .... 0.0000001%
This would relieve pressure on the M32/M5/M4 area - which is a zoo, and connect the airport properly.
Chance of it ever happening .... 0.0000001%
Non Bristolian
Very Bristolian views on access to the airport. Many passengers actually live south of Bristol and certainly at the times I use it, (for 0700 dep/2200 arr) very easy to access by car (via A38 form the M5), but public transport is useless. I read that Bristol has more passengers than Birmingham and when I travel there are a lot welsh accents so travel time and access to the airport is clearly secondary to the quality and quantity of the schedule. I'm sure there are also a lot of Devon and Cornwall passengers, so Bristol actually has a huge catchment area.
As a former schedules planner, the schedule and pricing are what drives numbers. Many people now happy to arrive at 2200/2300 if the price is right. Parking at the airport is a joke with a monopoly and very high charges. The parking is often more expensive than the flight. Security has improved but I still purchase a priority ticket due to nearly missing a flight in the past due to awful queues. Maybe things will be more consistent if it has hit its planning limits and they can settle into a steady state routine.
As a former schedules planner, the schedule and pricing are what drives numbers. Many people now happy to arrive at 2200/2300 if the price is right. Parking at the airport is a joke with a monopoly and very high charges. The parking is often more expensive than the flight. Security has improved but I still purchase a priority ticket due to nearly missing a flight in the past due to awful queues. Maybe things will be more consistent if it has hit its planning limits and they can settle into a steady state routine.
Brunel to Concorde
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I grew up in the 1950s living in a cottage next to the A38 at Redhill and I still visit the area regularly (2-3 times a week on average) mainly by bus but sometimes by car from my home on the south-eastern edge of Bristol. Apart from rush hour times and Friday afternoons (‘POETS Day’), I rarely encounter delays worth mentioning on the A38 between the edge of Bristol and the airport - unless there are road works. I usually travel on the A4 Bath Air Decker, sometimes the U2. The A4 is often a few minutes late when I pick it up on the A4 at Brislington or at Airport Road at Knowle, having encountered problems getting out of Bath and along the A4 to the edge of Bristol, but perhaps perversely given the perception of many it’s not uncommon to recover a bit of time between Knowle and the airport.
To me the major problem for people travelling to/from BRS by road from/to the north of the airport is Bristol itself which has to be either driven around or through. Bristol is one of the largest ancient English cities and a hilly one into the bargain. Its road network still follows the historic coach and waggon routes in many places and is difficult at times for even locals to navigate. The motorways and ring roads that surround and penetrate it are invariably gridlocked at rush hour times so I fail to see how dualing the A38 would make much difference at those times of the day which, from my regular observations, are by far the worst parts of the 24-hour cycle. The M4 and M25 around LHR are not beds of roses in the rush hours either.
A rail connection is difficult to contemplate. The nearest point is the Bristol-Devon/Cornwall line about four miles away and several hundred feet below the level of the airport so significant civil engineering would be needed, apart from the cost and environmental objections.
The A1 ‘Flyer’ bus that connects both the Bristol country bus and coach station as well as Temple Meads railway station with the airport at a ten-minute frequency for much of its 24/7 operation has through-booking connectivity with the rail network. The majority of its passengers board and alight at Temple Meads which might suggest that many already take advantage of this integrated connectivity.
When the current planning applications are determined by North Somerset Council planning committee it’s highly likely in my opinion that the new council voted into office following May’s local elections will reject them. The previous Conservative-dominated administration might have been more sympathetic, particularly in view of the airport’s status as a major employer (direct and indirect) in a small local authority.
In some ways rejection might be no bad thing because the airport would be able to appeal to the Planning Inspectorate if it felt so minded. A professional inspector would be appointed to conduct a rigorous, independent (in the sense that he or she would be free from local pressures) and dispassionate investigation into the pros and cons of the application before arriving at a determination.
Some people also question whether one local authority should have responsibility for deciding the future of an important facility for the entire region.
Incidentally, BRS is not busier than BHX as was suggested in an earlier post. BRS is currently 8.8 mppa and BHX 12.6 mppa.
For the record, BRS’s current public transport connectivity is thus, with some of the services operated on behalf of the airport:
A1 ‘Flyer’. Liveried double-deckers operated by First that run 24/7 at a ten-minute frequency for much of the time between the airport, Temple Meads railway station and Bristol coach and country bus station.
A2 ‘Connect’. Liveried double-deckers operated by First that run 24/7 at half-hour frequency apart from the early hours when they become hourly between the airport and city central area. This route fills in the gap through Bedminster operated by the previous A1 route but doesn't call at Temple Meads.
A3 ‘Weston Flyer’. Liveried single-deckers operated by First that run daily between 0305 and 0046 at an hourly frequency between the airport and Weston-super-Mare railway station.
A4 ‘Bath Air Decker’. Liveried double-deckers operated by Bath Bus Company that run daily between 0300 and 0049 at mainly half-hour frequency from the airport to outside Bath Spa railway station via south Bristol.
A5 ‘Village link’. Small single-deckers operated by Carmel that run daily except Sundays between 0745 and 1739 up to five times per day linking the airport with local villages.
‘Falcon’ Large liveried coaches operated by Stagecoach that run 24/7 with 19 return trips per 24-hours linking the airport with Taunton, Exeter and Plymouth.
216 National Express coaches that run daily with up to ten return trips per 24 hours linking the airport with Newport and Cardiff.
U2 Not an airport bus but it's a double-decker service that operates Monday-Friday between 0811 ans 1842 at an hourly frequency linking Queens Road, Clifton and the University of Bristol Vetinerary School at Langford a few miles south of the airport. It's a public service and recognises all bus stops along the A38 including the one at Lulsgate Bottom which is a useful alternative for those fit enough to walk the half mile to the airport terminal.
To me the major problem for people travelling to/from BRS by road from/to the north of the airport is Bristol itself which has to be either driven around or through. Bristol is one of the largest ancient English cities and a hilly one into the bargain. Its road network still follows the historic coach and waggon routes in many places and is difficult at times for even locals to navigate. The motorways and ring roads that surround and penetrate it are invariably gridlocked at rush hour times so I fail to see how dualing the A38 would make much difference at those times of the day which, from my regular observations, are by far the worst parts of the 24-hour cycle. The M4 and M25 around LHR are not beds of roses in the rush hours either.
A rail connection is difficult to contemplate. The nearest point is the Bristol-Devon/Cornwall line about four miles away and several hundred feet below the level of the airport so significant civil engineering would be needed, apart from the cost and environmental objections.
The A1 ‘Flyer’ bus that connects both the Bristol country bus and coach station as well as Temple Meads railway station with the airport at a ten-minute frequency for much of its 24/7 operation has through-booking connectivity with the rail network. The majority of its passengers board and alight at Temple Meads which might suggest that many already take advantage of this integrated connectivity.
When the current planning applications are determined by North Somerset Council planning committee it’s highly likely in my opinion that the new council voted into office following May’s local elections will reject them. The previous Conservative-dominated administration might have been more sympathetic, particularly in view of the airport’s status as a major employer (direct and indirect) in a small local authority.
In some ways rejection might be no bad thing because the airport would be able to appeal to the Planning Inspectorate if it felt so minded. A professional inspector would be appointed to conduct a rigorous, independent (in the sense that he or she would be free from local pressures) and dispassionate investigation into the pros and cons of the application before arriving at a determination.
Some people also question whether one local authority should have responsibility for deciding the future of an important facility for the entire region.
Incidentally, BRS is not busier than BHX as was suggested in an earlier post. BRS is currently 8.8 mppa and BHX 12.6 mppa.
For the record, BRS’s current public transport connectivity is thus, with some of the services operated on behalf of the airport:
A1 ‘Flyer’. Liveried double-deckers operated by First that run 24/7 at a ten-minute frequency for much of the time between the airport, Temple Meads railway station and Bristol coach and country bus station.
A2 ‘Connect’. Liveried double-deckers operated by First that run 24/7 at half-hour frequency apart from the early hours when they become hourly between the airport and city central area. This route fills in the gap through Bedminster operated by the previous A1 route but doesn't call at Temple Meads.
A3 ‘Weston Flyer’. Liveried single-deckers operated by First that run daily between 0305 and 0046 at an hourly frequency between the airport and Weston-super-Mare railway station.
A4 ‘Bath Air Decker’. Liveried double-deckers operated by Bath Bus Company that run daily between 0300 and 0049 at mainly half-hour frequency from the airport to outside Bath Spa railway station via south Bristol.
A5 ‘Village link’. Small single-deckers operated by Carmel that run daily except Sundays between 0745 and 1739 up to five times per day linking the airport with local villages.
‘Falcon’ Large liveried coaches operated by Stagecoach that run 24/7 with 19 return trips per 24-hours linking the airport with Taunton, Exeter and Plymouth.
216 National Express coaches that run daily with up to ten return trips per 24 hours linking the airport with Newport and Cardiff.
U2 Not an airport bus but it's a double-decker service that operates Monday-Friday between 0811 ans 1842 at an hourly frequency linking Queens Road, Clifton and the University of Bristol Vetinerary School at Langford a few miles south of the airport. It's a public service and recognises all bus stops along the A38 including the one at Lulsgate Bottom which is a useful alternative for those fit enough to walk the half mile to the airport terminal.
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The airport is limited to 10mppa by the 2009/10 planning permission. At the current rate of expansion this limit is likely to be hit in 3 years, so no matter what they would like to sell, the airlines’ passenger capacity will be limited by this number.
The Bristol mayor has a dream of creating a mass transit system for the city which would include a railway (tram) connection to the airport, but I do agree with MA that the elevation difference will be a challenge. IMHO the airport clearly needs a proper road connection (dual carriageway) and this would need to be directly connected to the motorways in order to avoid Bristol and North Somerset’s awful roads.
I would also agree with MA that the new North Somerset Council is likely to reject the latest 12mppa application, I think this was going to happen even if the Conservatives had retained control. As it is, the Airport is now surrounded by wards controlled by Lib dems, Greens and Independents.....
If the planning inspectors do get involved then you’d hope that the various genuine planning problems that to date appear to have suffered from the Nelsonian eye treatment will receive proper scrutiny.
The Bristol mayor has a dream of creating a mass transit system for the city which would include a railway (tram) connection to the airport, but I do agree with MA that the elevation difference will be a challenge. IMHO the airport clearly needs a proper road connection (dual carriageway) and this would need to be directly connected to the motorways in order to avoid Bristol and North Somerset’s awful roads.
I would also agree with MA that the new North Somerset Council is likely to reject the latest 12mppa application, I think this was going to happen even if the Conservatives had retained control. As it is, the Airport is now surrounded by wards controlled by Lib dems, Greens and Independents.....
If the planning inspectors do get involved then you’d hope that the various genuine planning problems that to date appear to have suffered from the Nelsonian eye treatment will receive proper scrutiny.
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SN update planned BRU schedule
SN have confirmed they will resume flights to BRU from 1st September. Flights will initially operate 6 x weekly until the end of the Summer schedule. Frequency will increase to 12 x weekly from 3rd November. Details of planned schedule are shown below:
1st September to 25th October
SN2058 BRS 15:50 BRU 18:05 CR9 x6
SN2057 BRU 15:05 BRS 15:15 CR9 x6
Winter 2019
SN2060 BRS 06:05 BRU 08:20 CR9 x7 (from 28OCT19)
SN2058 BRS 17:45 BRU 20:00 CR9 x6 (from 03NOV19)
SN2057 BRU 16:55 BRS 17:05 CR9 x6 (from 27OCT19)
SN2059 BRU 21:05 BRS 21:20 CR9 x6 (from 03NOV19)
https://www.routesonline.com/news/38...from-sep-2019/
1st September to 25th October
SN2058 BRS 15:50 BRU 18:05 CR9 x6
SN2057 BRU 15:05 BRS 15:15 CR9 x6
Winter 2019
SN2060 BRS 06:05 BRU 08:20 CR9 x7 (from 28OCT19)
SN2058 BRS 17:45 BRU 20:00 CR9 x6 (from 03NOV19)
SN2057 BRU 16:55 BRS 17:05 CR9 x6 (from 27OCT19)
SN2059 BRU 21:05 BRS 21:20 CR9 x6 (from 03NOV19)
https://www.routesonline.com/news/38...from-sep-2019/
As a former resident of Wrington (just south of the airport) who commuted into Bristol, it is my contention that the congestion Bristol suffers is caused by the river/docks in the city centre, and the lack of bridges. I now live north of Bristol, and when travelling to the airport will always try to approach it from the south, usually by way of the M5 and A370 or via Yatton. Further, but quicker.
I hope that Bristol will get its 10 million pax cap removed as it is a popular local alternative to the crowded jungles of Heathrow and Gatwick.
The idea of a planning "cap" seems a rather Luddite approach to the increasing demand for air transport, imposed by backward-looking councils to emphasise their own importance.
I hope that Bristol will get its 10 million pax cap removed as it is a popular local alternative to the crowded jungles of Heathrow and Gatwick.
The idea of a planning "cap" seems a rather Luddite approach to the increasing demand for air transport, imposed by backward-looking councils to emphasise their own importance.