Barcelona Airport Is Set To Get A $2 Billion Expansion

Because of differences between the regional authorities in Catalonia and the Spanish national government, Barcelona Airport’s €1.7 billion…

Barcelona Airport Is Set To Get A $2 Billion Expansion

Because of differences between the regional authorities in Catalonia and the Spanish national government, Barcelona Airport’s €1.7 billion expansion plan has been put on hold. The expansion aims to make Josep Tarradellas Barcelona-El Prat Airport (BCN) a major international hub.

Barcelona Airport borders protected wetlands. Photo: Getty Images

In August, Spain’s national government and Catalonia’s Generalitat agreed to invest €1.7 billion ($2 billion) to allow the airport operator Aena to expand Barcelona’s main airport. At the same time, Spanish Prime Minister Pedro Sanchez said his government would invest € 1.6 billion ($1.88 billion) at the nation’s busiest airport Madrid-Barajas Adolfo Suárez Airport (MAD).

The money will come from the European Union

The money for both projects will come from the €1.4 billion ($1.64 billion) that Spain received from the European Union to help rejuvenate the country following the COVID-19 pandemic. Because the money will come out of the recovery fund, Spain still needs the EU to back the two projects.

A big sticking point to the Barcelona Airport expansion is a nearby wetland and the La Ricarda Lagoon, a nature reserve that borders the airport. Now before construction in the lagoon area can begin, the European Commission must first approve it.

vueling to receive state-guaranteed funding
Vueling is based at Barcelona El Prat Airport. Photo: Getty Images

The expansion of Barcelona Airport aims to turn it into a significant international long-haul hub that can rival Amsterdam Airport Schiphol (AMS), London Heathrow (LHR), and Paris Charles de Gaulle Airport (CDG). One of the key targets is for BCN to become a connecting city for flights between Asia and North America.

Spain’s airport operator Aena has already invested €48 million ($56.3 million) to reconfigure Terminal 1 at BCN to handle large aircraft like the Airbus A380. Despite Barcelona Airport being Spain’s second-largest airport after MAD, it still handled 52.7 million passengers in 2019.

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A high-speed rail line will connect REU-BCN-GRO

With the airport’s expansion, the investment will connect BCN with the region’s other two main airports at Girona and Reus by high-speed train. Once completed, passengers arriving at either Girona or Reus can connect to a long-haul flight from BCN in 30 minutes. According to government figures, the work at BCN will create 85,000 direct and 365,000 indirect jobs. It will also increase Catalonia’s GDP by 2.1 points.

One of the expansion’s main features will be to build a satellite terminal to support the extension of BCN’s third runway by 500 meters (1,640ft). However, this is currently being opposed by neighboring municipalities and environmentalists who say it will affect the La Ricarda Nature Reserve.

Barcelona mayor Ada Colau opposes the expansion

Barcelona mayor Ada Colau is also against the airport’s expansion, claiming it would increase air pollution. She called the airport operators claims that it would become one of the greenest airports in Europe a lie. As things stand, the Spanish government is set to debate the airport’s expansion at the end of September. Even if they go ahead with the plan, construction can only begin if the European Commission approves it.

Aeropuerto de Barcelona-El Prat
BCN want’s to become a hub for flights between Asia and North America. Photo: Pop9000 via Wikipedia

Like many airport expansion plans, there are those for it and those against it. According to environmentalists, extending Barcelona’s third runway into the La Ricarda Lagoon could destroy the biodiversity of the Llobregat delta.

What do you think; will the expansion go ahead, or will the plan be abandoned? Please tell us what you think in the comments.

Source : Simple Flying More   

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“One Of The Best Decisions We Made”: American On Widebody Redeployment

American Airlines took the decision not to return to a number of seasonal summer destinations in Europe this…

“One Of The Best Decisions We Made”: American On Widebody Redeployment

American Airlines took the decision not to return to a number of seasonal summer destinations in Europe this year. Instead, it focused on deploying its widebodies into the domestic market. Speaking with Simple Flying, American Airlines’ Chief Revenue Officer Vasu Raja explained why this was such a great decision.

American Airlines’ widebodies have been busy in the domestic market this year. Photo: Vincenzo Pace | Simple Flying

Redeploying the widebodies

The widebodies that American Airlines would usually have been flying to Europe and other long-haul destinations had a very different mission this summer. While the airline maintained its connections to some major points in the international market, many of its widebody aircraft were instead deployed onto domestic routes, giving the airline higher gauge while international travel remained tricky.

This strategy saw American not making a return to several seasonal summer destinations – Croatia, Hungary, Poland, for example – while many of its competitors did. Nevertheless, Vasu Raja, American Airlines’ Chief Revenue Officer, believes it was a good choice. He told Simple Flying,

“For this summer, we didn’t do things like Croatia or any number of things. And we debated it a lot. But major credit to our network planning team who stood by the decision that they made, which was to go and take those widebodies and deploy them into short haul. And as we look back at it, that was probably one of the best decisions that we have made.”

American B787
Raja believes that deploying the widebodies domestically was a great decision. Photo: Vincenzo Pace | Simple Flying

For American, moving its widebodies onto domestic services saw its profitability soar. In the second quarter of the year, it was operating almost as many domestic widebody flights as its competitors were operating internationally. The validation came when the airline compared its revenue per available seat mile (RASM) with its competitors,

“As we looked at everybody’s Q2 results … the RASM we were generating was 200 to 300% of what they were generating on their long-haul services. We were filling those airplanes with customers. Those just turned out to be really great decisions. There is a world where, in our system, having bigger gauge airplanes is absolutely of a paramount importance for us.”

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Has international changed forever?

American Airlines has historically allowed a proportion of its long-haul operations to be fairly experimental. The airline would take aircraft like the Boeing 767 or the 757 and fly it into smaller markets in Europe for the peak summer season. During the winter, they could point them to the Caribbean or bolster domestic services – it was a model that worked well for those old, inexpensive aircraft.

But the pandemic saw American wave goodbye to these cheap aircraft. The 767, 757 and older A330s are all either out or well on their way out, and that could change the way American plans its international operations in the future.

AA 767-300
American Airlines retired its Boeing 767-300ERs in 2020. Photo: Vincenzo Pace | Simple Flying

“The way we really envision our international system coming back is we want to have widebodies that can go work hard throughout the year … we want to get much better utilization on the new airframes that we have and deploy them really wisely.”

American is thinking hard about its passenger experience too. With the inconsistencies of the cabin products on those older airframes now gone, it has an opportunity to really consider if the configuration is right for the market it wants to serve. International will rebuild around this, and around deploying into those markets where AA can create a unique network product with its partners like British Airways and Qatar.

Raja noted that, with the range of airframes it will have at its disposal in the coming years, it will have even more chances to get this balance right. Peak season Europe might be served by a widebody, but when the demand drops off, aircraft like the A321XLR can pick up the slack, letting the widebody to be redeployed into stronger markets like South America.

Overall, although the pandemic has reshaped American Airlines forever, it has also given it a chance to hit reset on the way it was doing things. Many of the aircraft that have seen retirement as a result of the downturn were not AA’s choice of planes, having been acquired through mergers with other airlines. Now, it has the opportunity to thoughtfully and deliberately rebuild its international network in a way that will be better for the airline and its customers for the future.

Source : Simple Flying More   

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