Originally Posted by LeftCoaster (Post 7644679)

Guess this links up with the 5 CRJ900s AC is taking delivery of in 2017.

AC playing it pretty safe out of YVR and YUL taking existing or strong routes, but really making a splash at YYZ with some 'unique' choices.

The really interesting routes will be once they start taking CS300s. Should open up some long/thin continental routes, hopefully including more central american flying.



I always thought YHM was their plan, YKF would be an interesting choice.

Originally Posted by LeftCoaster (Post 7644679)

Guess this links up with the 5 CRJ900s AC is taking delivery of in 2017.

AC playing it pretty safe out of YVR and YUL taking existing or strong routes, but really making a splash at YYZ with some 'unique' choices.

The really interesting routes will be once they start taking CS300s. Should open up some long/thin continental routes, hopefully including more central american flying.



I always thought YHM was their plan, YKF would be an interesting choice.

Originally Posted by kwoldtimer (Post 7644580)

One waits to see whether they choose YKF or YHM for their planned Southern Ontario hub. I've also heard YXU mentioned, but that seems less likely to me.

Originally Posted by DrNest (Post 7645096)

I would guess they would head into YHM, but YKF would also make sense. I wonder if they want direct competition with New Leaf at Hamilton, or try to poach a greater catchment area by offering services from Kitchener? I honestly don't know, but am interested to see what plays out.

Originally Posted by DrNest (Post 7644279)

I can confirm that often aircraft are sat on some taxiway waiting for a gate to open. Usually it's around 10minutes or so, but 30mins is not rare either. One of the biggest problem with Pearson is the location of the terminals and the access in/out for aircraft. A toaster rack layout like at Atlanta for example is much more efficient, but sadly it would never get built that way here in Pearson.

I've heard various rumours as to why the Infield terminal isn't utilised more, but they are just rumours. They boil done to money and lack of interest from airlines to use it. Whether that's true officially, I do not know. From an aircraft perspective it would make sense to use it, although it's not as straightforward as it is getting passengers there.

Originally Posted by 1overcosc (Post 7645170)

Is the Infield Terminal still being used as a refugee gateway?

Originally Posted by tayser (Post 7643132)

Montreal 2015 (link)

Domestic: 5.874 million.
"International": 5.933 million.
"Transborder": 3.709 million.
("Real" international: 9.642 million).

Melbourne 2015 (link)

Domestic: 24.217 million
International: 8.772 million.

Toronto & Montreal: 508km (as the crow flies), 544km / 5h19m (google maps/directions). Reasonable train travel time of circa 5 hours.
Melbourne & Sydney: 706km (as the crow flies), 878km / 9h 29m (google maps/directions). Abysmal train travel time of 11h and 22m.

Toronto & Montreal have relatively few physical obstacles between them thus land routes are fairly direct & quick (regardless of the lack of high speed rail). I'm betting Toronto & Montreal were linked with the high-quality limited-access road between the two decades before Melbourne & Sydney were (it was only a few years ago that it became possible to drive from near the centres of each city and not meet a single traffic light in between).

Melbourne & Sydney have the great dividing range (including the highest part) between them and therefore land routes avoid the range and travel inland (shortest route "Hume Hwy" - figures above) or around the coast (longest "Princes Hwy" ~1038km / 12h39m).

Here's the annual report for 2015 from BITRE on domestic aviation in AU and a breakdown of city-pair traffic: http://bitre.gov.au/publications/ong...ivity_2015.pdf Is there an equivalent for Canada somewhere readily readable? It'd be interesting to compare Montreal & Toronto to Vancouver versus Melbourne & Sydney to Perth.

Originally Posted by flipv (Post 7644738)

Indeed. I guess the main point is this isn't the AC of even 3-4 years ago. Not that long ago they offered flights to Providence, Grand Rapids, Dayton, and other small US cities they no longer fly to.

Originally Posted by DrNest (Post 7644279)

I've heard various rumours as to why the Infield terminal isn't utilised more, but they are just rumours. They boil done to money and lack of interest from airlines to use it. Whether that's true officially, I do not know. From an aircraft perspective it would make sense to use it, although it's not as straightforward as it is getting passengers there.

Originally Posted by SaskOttaLoo (Post 7646915)

I'm curious why AC moved away from the strategy of serving those smaller centres? Unfortunately it seems like AC is definitely not going to pick up the mantle from United in providing YXE and Regina with better cross-border options :(.

Originally Posted by G.S MTL (Post 7646701)

YYC

AEROMEXICO going daily MEX-YYC beginning June 2017

AM612 MEX1800 – 2230YYC 738 D
AM613 YYC2350 – 0605+1MEX 738 D

Originally Posted by G.S MTL (Post 7646721)

20 Foreign airlines serving YUL summer/winter not including USA

Aeromexico
Air Algérie
Air China
Air France
Air Saint Pierre
British airways
Copa Airlines
Corsair
Cubana Airlines
Icelandair
KLM
Lufthansa
Qatar Airways
Royal Air Maroc
Royal Jordanian Airlines
Sata Air Azores
Swiss International Airlines
Tunisair
Turkish Airlines
WOW Air