Post by buspilot on Feb 17, 2015 9:41:51 GMT 1
Sorry to have to use all the abrieviations but title is a tad too long in full.
Initials become clear when this article is read, as do Balfour Beattie/owners intentions for the airport.Only bright spot appearing is that Citywing could return shortly.
David Smith makes some interesting comments and these can be read at the end of the full minutes,here:
www.change.org/p/balfour-beatty-reinstate-passenger-flights-at-blackpool-airport/u/9497106?tk=V_4hzqWtyh7glnFTb8bJqBnN4ekdQNkVDFR3M2-6YJE&utm_source=petition_update&utm_medium=email&utm_campaign=&utm_term
Initials become clear when this article is read, as do Balfour Beattie/owners intentions for the airport.Only bright spot appearing is that Citywing could return shortly.
Meeting between airport director and Save Blackpool Airport Group.
David Smith
Fleetwood, Reino Unido
1 feb 2015 — So, here is the news as promised.
The Save Blackpool Airport group recently held a meeting with Paul Rankin, the airport director about the future of Blackpool.
The full meeting was recorded as follows (taken from the group on Facebook):
"Minutes - Meeting At Blackpool Airport - 29-01-2015
In attendance:
For Squires Gate Airport Operations Ltd Paul Rankin (PR)
For 'Save Blackpool Airport Group' (SBA) Rob Blower (RB)
Danny Nicholson (DN)
Pam Greenwood (PG)
Ray Addicott (RA)
After initial introductions, representatives of the SBA Group explained their primary interests in Blackpool Airport (BLK):
• To safeguard the future of the airport;
• To pursue the return of international passenger flights;
• To have the airfield recognised as a community asset.
PR explained it was unlikely BLK would resume international passenger flights and that they had lost money every time a jet landed. Attempts to negotiate with the main airlines failed. None were prepared to pay £10 per passenger, with Ryanair refusing even to pay £1 per passenger. Since reopening without the burden of commercial flights, the airport runs at a small profit, securing 34 jobs.
When asked about the ADF, PR said that when Ryanair withdrew the losses reduced from £4m per year, to “only” £2m with the aid of the ADF, which created £800,000 per year. That still wasn't enough to sufficiently reduce the losses, hence the closure.
SBA asked why the ADF was introduced, opposed to parking charges. PR identified Blackpool as a 'Cul-de-sac', with 80% of passengers being local and not needing to use a car. Parking was forecast to provide £500,000, so the ADF was better for the airport.
SBA asked about Jet 2 and the airport operator's liquidation, but PR said he couldn't comment. He did say that they lost money every time airlines landed and that SBA needed to understand that airlines control the airports, not the other way round, and if the airline says jump, the airport asks 'How High?'. He said they did know that Jet 2 flights were 90-95% full, indicating that the airline made profit while BLK lost money.
PR asked SBA where they thought profits came from, to which the SBA members said probably from concessions.
PR confirmed that concessions were a principal source of profitability and that BLK would need needed at least 500,000 passengers, whereas numbers had declined. Nothing was made nothing from car hire centres or the other hangars. PR said that when they took over in 2008, a long standing commercial agreement with previous owners (the Council) prevented them from making any money out of them. The only company they make money from is Bond (Centrica). Without Bond, they would be in the same situation they were prior to administration.
SBA asked about the Isle of Man and Dublin flights and was advised that BLK hopes to be able to an announcement shortly, that will put a smile back on people's faces, but then added that it would not be to Alicante.
SBA then asked what other regional airports had done right that BLK had done wrong? PR asked SBA to name one, so Carlisle was mentioned in the light of their impending expansion.
PR said Carlisle is a "Nothing Airport" with ambitions based around its owners, Stobart Air. He also said it will never be a success and that if they try to market it for international flights it will fail.
PR then asked SBA which airline it would like to see at BLK. EasyJet? Ryanair?
SBA said it understood Etihad Regional could be a contender, but PR rejected this asking why they would want to come to BLK when they have a base at Manchester.
SBA returned to the question of regional airports citing Bournemouth as successful with it reporting increased routes, increased revenue, having gone from a £600,000 loss to a £2m profit, and a 30% staffing increase. PR again brushed this off, saying that Bournemouth is a struggling airfield and not to believe everything in the media.
PR was asked if his being Airport Director at BLK, to which he was first appointed in 2010, and being Head of Airfield Operations and Director of Regulatory Compliance with Regional & City Airports, to which he was appointed in 2013, was not a conflict of interest. SBA also asked which of the two hats he was wearing for this meeting.
PR responded with: "What are you trying to say?"; "That is a serious accusation you are making there"; and "Are you trying to say it is in my interest to run this airport down?"... At which point a somewhat lengthy debate erupted.
When asked about rumours of the planned shortening of the runway, PR asked what that had to do with anything. SBA explained this would effectively prevent a 737 from landing, to which PR asked who would want to land a 737 at BLK. SBA responded, saying " Maybe not now, but in the future we would like to think a commercial airline would be welcome back." PR reverted to his previous statement that it is not cost effective, meaning it will probably not happen. SBA asked, "If it was cost effective in the future, wouldn't the runway be needed? PR had to agree, albeit reluctantly.
SBA then asked if Balfour Beatty (BB) would sell now that they are no longer trying to sell an insolvent company. PR told SBA to ask BB about that, but said they would be fools not to if the deal was right.
SBA asked about the proposed 'Enterprise Zone' (EZ).
PR, revealing an aerial photograph of the airfield, said the EZ needs no more than 100 acres. Pointing to land on the North of the airfield, he said there are 105 acres without going close to the runway. He claimed the runway argument was irrelevant, because it will not be maintained and fall into disrepair in any event, meaning it will still be unfit for heavy jets to land on. PR said he was keen on the EZ proposal as it could be a great educational and vocational asset to the community, adding, "What a great thing that would be".
Questions were raised about trying to attract air freight companies to BLK, but PR was dismissive of this on the basis that being a 'Cul-de-sac' BLK is at the end of the M55. Whereas Manchester provides a far better transport hub to freight hauliers as it is more central.
When asked about the housing development on the former Pontins site, PR said the application had been opposed by BLK. However, the application was approved with an air corridor stipulated to protect the flight path. He acknowledged that residents may complain of air pollution, but then shrugged his shoulders as if to say that will be Fylde BC's problem.
When once again asked about the future, PR said there is security so long as Bond (Centrica) remain. It was BB's decision to liquidate the operating company after they had several feasibility studies conducted, including one by a leading external firm.
SBA asked why BLK does not have regular dialogue with the community rather than seeming closing ranks. PR said he wasn't aware of bad press, but said he doesn't read the Gazette.
SBA asked if BLK would be prepared to speak to the group regularly. PR agreed saying they would shout if there was good news, but also said he would like to have some control over the group's output.
SBA asked how much the airfield would be worth if put on the market, but all PR would say, explaining that he was being as honest as he could be, was that the value in 2008 was £14m plus.
Summing up the situation, SBA put it that the land at the end of the runway is not required for the EZ and that we should never say never to the return of international passenger flights. To which PR's response was, "Yeah I’d go along with that."
Meeting closed"
David Smith
Fleetwood, Reino Unido
1 feb 2015 — So, here is the news as promised.
The Save Blackpool Airport group recently held a meeting with Paul Rankin, the airport director about the future of Blackpool.
The full meeting was recorded as follows (taken from the group on Facebook):
"Minutes - Meeting At Blackpool Airport - 29-01-2015
In attendance:
For Squires Gate Airport Operations Ltd Paul Rankin (PR)
For 'Save Blackpool Airport Group' (SBA) Rob Blower (RB)
Danny Nicholson (DN)
Pam Greenwood (PG)
Ray Addicott (RA)
After initial introductions, representatives of the SBA Group explained their primary interests in Blackpool Airport (BLK):
• To safeguard the future of the airport;
• To pursue the return of international passenger flights;
• To have the airfield recognised as a community asset.
PR explained it was unlikely BLK would resume international passenger flights and that they had lost money every time a jet landed. Attempts to negotiate with the main airlines failed. None were prepared to pay £10 per passenger, with Ryanair refusing even to pay £1 per passenger. Since reopening without the burden of commercial flights, the airport runs at a small profit, securing 34 jobs.
When asked about the ADF, PR said that when Ryanair withdrew the losses reduced from £4m per year, to “only” £2m with the aid of the ADF, which created £800,000 per year. That still wasn't enough to sufficiently reduce the losses, hence the closure.
SBA asked why the ADF was introduced, opposed to parking charges. PR identified Blackpool as a 'Cul-de-sac', with 80% of passengers being local and not needing to use a car. Parking was forecast to provide £500,000, so the ADF was better for the airport.
SBA asked about Jet 2 and the airport operator's liquidation, but PR said he couldn't comment. He did say that they lost money every time airlines landed and that SBA needed to understand that airlines control the airports, not the other way round, and if the airline says jump, the airport asks 'How High?'. He said they did know that Jet 2 flights were 90-95% full, indicating that the airline made profit while BLK lost money.
PR asked SBA where they thought profits came from, to which the SBA members said probably from concessions.
PR confirmed that concessions were a principal source of profitability and that BLK would need needed at least 500,000 passengers, whereas numbers had declined. Nothing was made nothing from car hire centres or the other hangars. PR said that when they took over in 2008, a long standing commercial agreement with previous owners (the Council) prevented them from making any money out of them. The only company they make money from is Bond (Centrica). Without Bond, they would be in the same situation they were prior to administration.
SBA asked about the Isle of Man and Dublin flights and was advised that BLK hopes to be able to an announcement shortly, that will put a smile back on people's faces, but then added that it would not be to Alicante.
SBA then asked what other regional airports had done right that BLK had done wrong? PR asked SBA to name one, so Carlisle was mentioned in the light of their impending expansion.
PR said Carlisle is a "Nothing Airport" with ambitions based around its owners, Stobart Air. He also said it will never be a success and that if they try to market it for international flights it will fail.
PR then asked SBA which airline it would like to see at BLK. EasyJet? Ryanair?
SBA said it understood Etihad Regional could be a contender, but PR rejected this asking why they would want to come to BLK when they have a base at Manchester.
SBA returned to the question of regional airports citing Bournemouth as successful with it reporting increased routes, increased revenue, having gone from a £600,000 loss to a £2m profit, and a 30% staffing increase. PR again brushed this off, saying that Bournemouth is a struggling airfield and not to believe everything in the media.
PR was asked if his being Airport Director at BLK, to which he was first appointed in 2010, and being Head of Airfield Operations and Director of Regulatory Compliance with Regional & City Airports, to which he was appointed in 2013, was not a conflict of interest. SBA also asked which of the two hats he was wearing for this meeting.
PR responded with: "What are you trying to say?"; "That is a serious accusation you are making there"; and "Are you trying to say it is in my interest to run this airport down?"... At which point a somewhat lengthy debate erupted.
When asked about rumours of the planned shortening of the runway, PR asked what that had to do with anything. SBA explained this would effectively prevent a 737 from landing, to which PR asked who would want to land a 737 at BLK. SBA responded, saying " Maybe not now, but in the future we would like to think a commercial airline would be welcome back." PR reverted to his previous statement that it is not cost effective, meaning it will probably not happen. SBA asked, "If it was cost effective in the future, wouldn't the runway be needed? PR had to agree, albeit reluctantly.
SBA then asked if Balfour Beatty (BB) would sell now that they are no longer trying to sell an insolvent company. PR told SBA to ask BB about that, but said they would be fools not to if the deal was right.
SBA asked about the proposed 'Enterprise Zone' (EZ).
PR, revealing an aerial photograph of the airfield, said the EZ needs no more than 100 acres. Pointing to land on the North of the airfield, he said there are 105 acres without going close to the runway. He claimed the runway argument was irrelevant, because it will not be maintained and fall into disrepair in any event, meaning it will still be unfit for heavy jets to land on. PR said he was keen on the EZ proposal as it could be a great educational and vocational asset to the community, adding, "What a great thing that would be".
Questions were raised about trying to attract air freight companies to BLK, but PR was dismissive of this on the basis that being a 'Cul-de-sac' BLK is at the end of the M55. Whereas Manchester provides a far better transport hub to freight hauliers as it is more central.
When asked about the housing development on the former Pontins site, PR said the application had been opposed by BLK. However, the application was approved with an air corridor stipulated to protect the flight path. He acknowledged that residents may complain of air pollution, but then shrugged his shoulders as if to say that will be Fylde BC's problem.
When once again asked about the future, PR said there is security so long as Bond (Centrica) remain. It was BB's decision to liquidate the operating company after they had several feasibility studies conducted, including one by a leading external firm.
SBA asked why BLK does not have regular dialogue with the community rather than seeming closing ranks. PR said he wasn't aware of bad press, but said he doesn't read the Gazette.
SBA asked if BLK would be prepared to speak to the group regularly. PR agreed saying they would shout if there was good news, but also said he would like to have some control over the group's output.
SBA asked how much the airfield would be worth if put on the market, but all PR would say, explaining that he was being as honest as he could be, was that the value in 2008 was £14m plus.
Summing up the situation, SBA put it that the land at the end of the runway is not required for the EZ and that we should never say never to the return of international passenger flights. To which PR's response was, "Yeah I’d go along with that."
Meeting closed"
David Smith makes some interesting comments and these can be read at the end of the full minutes,here:
www.change.org/p/balfour-beatty-reinstate-passenger-flights-at-blackpool-airport/u/9497106?tk=V_4hzqWtyh7glnFTb8bJqBnN4ekdQNkVDFR3M2-6YJE&utm_source=petition_update&utm_medium=email&utm_campaign=&utm_term
