Quebec created more private jobs than BC. BC created more public jobs than Quebec.
http://www.statcan.gc.ca/tables-tabl...abr66f-eng.htm

The ratio of public to private sector is a political number. We currently have an NDP government in power. Generally they are ok with having government employees. When we have a Liberal (Social Credit, or whatever you want to call the anti-NDP party this decade) they have a philosophical objection to increasing government head count. They create and fund non-profit societies to deliver services.

All said, I don't quite know why we are trying to compare the airports in Montreal and Vancouver in this way. They have very different international traffic patterns. If you wanted to compare Vancouver and Seattle that would be a more reasonable discussion.

These are brutal misses. Could a displaced threshold on 24R further down the field lower occupancy times? Shorten the runway for inbounds placing them closer to the high speed, but maintain departures at the existing threshold? As for landings on 24L, short of building a dual taxiway (which I hope they are actively trying to do), I'm assuming preference is that all arrivals land on 24R, and departures on 24L. This leads to a question that has been bugging me for some time - why is it that preference is to operate one runway as an "arrivals runway" and one in mixed-mode? It appears this is the case at YVR, YUL (and I would assume YYC?). What's the benefit? I thought SPIDS was supposed to the best thing for capacity?

Surely there is a backlog of aircraft every so often that can't actually enter this frankenstein horseshoe based on movements already ongoing and have to wait on other taxiways? Or else how is this managed?

It's somewhere in between segregated and mixed mode.

Main landing runway is 24R. General aviation goes on runway 24L. When there is a peak of arrivals, approach control is allowed to offload arrivals on runway 24L.

Main departure runway is 24L. 24R is available for those that request it for operational reasons, such as the heavies going to DOH, PEK, PVG, etc

no, because B2 is perfectly placed for heavies, which we have quite a lot of. If we displaced the threshold, heavies would miss B2, and the next exit which is G, is brutal, as all the planes literally stop on the runway looking for it, since it's at the intersection with runway 28. What we need is an additional high speed exit between B2 and E, which we are getting in the next year or two. We are also getting another high speed exit for runway 06L. Something closer to the threshold so the Dash 8s can use it.

Exactly that. Inbounds wait. If apron control runs out of room, they tell us to hold them on the taxiways. That's when we park the planes on runway 28.

Happens on occasion during IROPS, when pushbacks are delayed, and inbounds are still landing.

It's an old airport. Runways were built a long time ago. These kind of efficiencies werent needed back then. YYC has a brand new parallel runway with properly placed exits, and a dual parallel taxiway. YVR's 08L/26R is also relatively new (built in the 90s), with proper exits and such. Makes all the difference.

I really wonder why people are arguing for fractions of percentage points when both provinces are doing quite well? :shrug:

Yeah, hope this doesn't turn into a Quebec vs BC thing... I'd tolerate boasting to Alberta but not to BC :D

BC and Quebec have always "gotten along" quite well, in my experience!

Live AAR rates for Canada's busiest airports, if anyone is interested. Not updated during midnight hours.

https://extranetapps.navcanada.ca/ois/ois.aspx

As discussed earlier, current rate for YYC and YVR is 44. YUL is 38.

This is a great resource! Thank you!

I noticed that NC publishes AAR documents, is there a departure guide as well? Or rules of thumb calculations?

Departure rates aren't that important, because the planes are on the ground and can simply wait if there is a departure peak. Nothing unsafe about it.

It's a bit more complicated with arrivals, as they are airborne, and might need to hold or divert if they can't land after a certain time. Hence why there are airport arrival rates. If the demand will exceed capacity for a certain time frame, then a flow program will be put it place to make sure to limit the amount of inbound planes to a manageable level.

That's what the second part of that webpage deals with. GDP (ground depay program) or AFP (airspace flow program).

Right now, there is a GDP for SFO, LGA and EWR, because demand exceeds capacity at those airports due to weather (which lowers the AAR). In the case of LGA and EWR, it's almost on a daily basis, even on days when there is no weather. Instead of "weather", it will say "volume" as the reason.

BTW, if you click on the AAR rates on that webpage for our Canadian airports, a chart will open depicting the different AAR rates for the airport, depending on runway configuration and weather.

Oh, I totally understand why there should be an arrival rate maximum. However, take YVR's AAR document from the OIS, you should be able to sorta back-calculate how many departures you could depart in an hour, no? For instance the single runway mixed-mode AAR of 24 for YVR. If I understand this document correct it states that aircraft are spaced 6nm apart, and it can do 24 per hour. How many aircraft between each arriving aircraft can depart? At least 1? Meaning a single runway could (in good conditions) do 48 movements per hour?

I don't quite understand some of the bracketed values. On the second row (08L/08R (RNAV)) and VMC column it says "32 (24/8)". What's up with the 24/8? Can you shed some light? Also, how is RNAV different from Side-by-side arrivals?

1, maybe even 2, depending.

The quickest successive departures you can have is a jet immediately followed by a prop with a turn. You can essentially launch the prop as soon as the jet has it's nose wheel off the asphalt.

However, to be able to launch 2, you need your first arrival to exit the runway pretty quickly. If Air China is taking his sweet ass time exiting the runway, you might only have time to release 1 departure. In winter, with a slippery runway, 6 miles will not be enough to even release 1 departure, so you'll ask for 7 or even 8 miles in trail.

32 (24/8) means the AAR is 32, and in this case, it's 24 arrivals on 08L (the primary landing runway) and 8 on 08R.

When doing RNAV approaches, you cant do simultaneous side by side arrivals. You can only do that with visuals or ILS approaches. That's why the AAR is lower with RNAV approaches. You need to stagger your aircraft on each runway.

It is, but we are limited on SPIDS (simultaneous parallel independent departures) here at YUL. In order to do SPIDS, you need to have 15 degree track divergence immediately after departure.

Since we cant turn jets on departure (due to noise abatement procedures), we cant do it between two jets. We can only do SPIDS with a jet and a prop, or two props. This is another advantage YYZ and YYC have over us, as they can do SPIDS with jets. Not sure about YVR, but i believe they can do it too.

I know some of you (thenoflyzone) will love this news haha, Hainan Airlines announced today new service to Shenzhen via Tianjin from YVR. 13 cities served direct from YVR to mainland China: Beijing, Chengdu, Guangzhou, Hangzhou, Kunming, Nanjing, Qindao, Shanghai, Shenyang, Shenzhen, Tianjin, Xiamen, and Zhengzhou. Total of 7 mainland carriers (Air China, Beijing Capital, China Eastern, China Southern, Hainan, Sichuan, and Xiamen) plus Air Canada. If you add in Hong Kong and Taipei (controversially "Greater China") then total destinations is 15 and carriers up to 11 total (Cathay Pacific, China Airlines, EVA Air, and Hong Kong Airlines).

I say this without any joke, I would gladly give up any of those routes if we could get one to South America!! We'll trade Montreal's Lima route for any of the above lol

Hamilton’s airport is the fastest growing in Canada

Hamilton Spectator
https://www.thespec.com/news-story/8...ing-in-canada/

With a jump in passenger traffic of 80 per cent last year over 2016, John C. Munro Hamilton International has become the country's fastest growing airport.

It handled 599,146 passengers in 2017, up from 333,368 in 2016.

Cathie Puckering, the airport's acting president and CEO, said she expects continued growth in coming years, thanks to new services for 2018.

John C. Munro Hamilton International also continues to be the country's largest overnight express cargo airport. In 2017, its cargo volume rose 13 per cent as it asserted itself as a strategic gateway for facilitating goods movement from coast to coast and across the globe.

"This is an exciting time for Hamilton International as more passengers discover the ease and convenience of travelling from Hamilton," Puckering said in a news release. "The passengers are originating from Hamilton and surrounding areas including Toronto and beyond thanks to the wide variety of destinations being served.

"Low-cost carriers have opened leisure air travel to millennials and young families which can be seen in our airport terminal daily."

The airport invested almost $5 million to improve and upgrade facilities in 2017, including projects such as a new covered and heated international walkway, improved and convenient vehicle parking pay stations, rehabilitation of the roadways and runways and renovations to the duty-free location.

I think its our liberal thinking and snowboarding that keeps us tight :tup:

You got it wrong. It's our common goal of refusing pipelines coming out of Alberta. :tup:

Aah yes that too.

Based on last year's stats on wikipedia, that should raise Hamilton from 30th to around 18th! Has anyone compiled the full 2017 passenger figures for Canadian airports yet?

Nope but final results are already available for several airports across the country. Just not the big ones though ;)