YVR Airport & Sea Island Developments Discussion

[twoNeurons]

Originally Posted by casper

So does that mean if you have multiple people traveling. The solution is to send one person a head with all the compass cards to Bridgeport. Have him check in each of the other members of the group, so it is registered in zone 2, Then return back to YVR so everyone else can then enter for a Zone 1 fare.

Nah, just change the same it is simpler.

Or... buy all the single fare tickets on your outbound journey from any TVM in the system. On the way home, you just use the single-fare ticket you had before. Requires a little more planning, but it should work.

[flipper316]

Just remember that the single use tickets expire at the end of the day if you bought them out of the Compass Vending Machines even if you don't validate them.

[ACT7]

Does anyone else find it odd that YVR's domestic security priority lane shuts down at 4:30 PM? Not sure how this airport consistently finishes first every year in airport rankings. There are still times you need that silly sticker on your boarding pass just to go through the priority lane even with AC status and/or flying in J. For an airport that touts itself as a major international hub, shutting down the priority lane is a weird move. I'm yet to see that in any other Canadian airport - even as small as YWG.

[SpongeG]

ok thanks for the info

[Cage]

This will be a very interesting presentation.... and a prelude of things to come for WestJet.

As a YYC flyer, I'm worried that Calgary might get out maneuvered again on the international front.

https://www.boardoftrade.com/events/individual-events/1019-6163

A runway for growth: WestJet’s plans to connect B.C. with the world

WestJet is gearing up for an exciting new chapter of growth that has the potential to elevate the company to a truly global airline.

Earlier this month, the company announced its ambitious plans to purchase up to 20 new Boeing Dreamliner aircraft, which would allow WestJet to spread its wings and connect Canadians to long-haul destinations in Asia, South America, and Europe.

Join us on June 1 as WestJet's President & CEO, Gregg Saretsky, discusses how a truly global WestJet will generate economic opportunity across British Columbia, increase global market access, accelerate inbound tourism and create jobs for British Columbians.

Don’t miss this opportunity to hear from one of Canada’s top CEOs about growth, global expansion, and one of Western Canada’s leading business success stories.

[LeftCoaster]

I wouldn't worry too much, probably just pandering given his audience.

My guess is Westjet will continue to send flights from multiple Canadian cities like they did with the 767s.

[Cage]

Originally Posted by ACT7

Does anyone else find it odd that YVR's domestic security priority lane shuts down at 4:30 PM? Not sure how this airport consistently finishes first every year in airport rankings. There are still times you need that silly sticker on your boarding pass just to go through the priority lane even with AC status and/or flying in J. For an airport that touts itself as a major international hub, shutting down the priority lane is a weird move. I'm yet to see that in any other Canadian airport - even as small as YWG.

Yes the shuttering of Priority and Nexus lanes at 4:30pm is a unique feature of YVR. Most other places are open until 6-7pm.

CATSA contracts out pre-board security to different agencies. The following have contracts.

The following companies will continue to provide screening services:

(1) G4S Secure Solutions (Canada) Ltd. in the Pacific Region (B.C., Y.T.); contract value: $510 M;
(2) GardaWorld in the Prairies Region (Alta., Sask., Man., N.W.T); contract value: $586 M;
(3) GardaWorld in the Central Region (Ont.): contract value: $838 M;
(5) Securitas Transport Aviation Security Limited in the East Region (N.L., P.E.I., N.S., N.B., Que., Nvt.); contract value: $632 M.

http://www.catsa.gc.ca/oct18-2016

Contracts were awarded in October 2016 for a period of 5 years.

Note that GardaWorld Prairies and GardaWorld Ontario appear to be different divisions.

Each security contractor has the ability to be slightly different so long as they abide by the SOP manual.

In YVR they close the Nexus/Priority lines at 4:30pm. YVR also conducts training in the Nexus/Priority lanes after 4:30pm. They also close the lanes to complete more "random" security screenings. Basically the airport has to get through so many random security screenings per day or month, but the airport can modify the times when pax are more likely to receive a random screening. So at 5pm every second pax is "randomly" selected for additional screening. Whereas at 7am every 20th person is randomly selected.

At YYC, they are not allowed to have more than one Nexus lane open at one time in each checkpoint (and Nexus front of the line privileges at the International terminal). Additionally, the priority lane must be merged with the general lane at unfavourable rate (e.g. 3 regular to 1 priority). YYC cannot conduct training at the Nexus lane, but is permitted to put the slowest and least knowledgeable agents on the Nexus Lane. The unwritten/unspoken goal is to have pax cross the Nexus lane at the same time regardless of line.

At YYZ, they must open multiple Nexus Lanes at YYZ T1 at the peak times. Beyond the gatekeeper there are no agents assigned to the divest station at the Nexus lanes, Only one agent on the hand wand and another agent on explosives detection and content search. Only Nexus pax at the Nexus lanes.

AC strict attitude is the reason for YYZ being so different than others. AC regularly sends out the top brass to advocate with GardaWorld and CATSA.

I have on good authority that CATSA (HQ) wants to abolish Nexus Lanes with the introduction of CATSA Plus. The exception will be YYZ T1 where the GTAA has made Nexus their hill to die on.

The primary problem with the Nexus lanes for CATSA and the screening contractors: the lanes house the most experienced travelers. These travelers know the rules and complain a lot when something goes sideways. A security agent forgets a rule and the Nexus card holder will be asking for a supervisor immediately. Also there will be follow up with CATSA HQ through the complaint line. Regular travelers are unaware of the rules and easily pacified by the agent. Finally regular pax are not inclined to sweat the small complaints.

The Nexus travelers get through the lanes the quickest because the divest process is so routine. Laptop, liquids, and jacket are off and all bins filled in 20 seconds. Same thing takes 30-60 seconds for a regular traveler and they will miss something, requiring re-screening. The Nexus traveler efficiency contributes to the line being much shorter than the regular line.

Finally and probably the biggest Nexus/Priority concern, regular travelers hate the perceived special treatment and will complain about the long lines because they could not access the priority services.

[casper]

Originally Posted by Cage

Yes the shuttering of Priority and Nexus lanes at 4:30pm is a unique feature of YVR. Most other places are open until 6-7pm.

CATSA contracts out pre-board security to different agencies. The following have contracts.

http://www.catsa.gc.ca/oct18-2016

Contracts were awarded in October 2016 for a period of 5 years.

Note that GardaWorld Prairies and GardaWorld Ontario appear to be different divisions.

Each security contractor has the ability to be slightly different so long as they abide by the SOP manual.

In YVR they close the Nexus/Priority lines at 4:30pm. YVR also conducts training in the Nexus/Priority lanes after 4:30pm. They also close the lanes to complete more "random" security screenings. Basically the airport has to get through so many random security screenings per day or month, but the airport can modify the times when pax are more likely to receive a random screening. So at 5pm every second pax is "randomly" selected for additional screening. Whereas at 7am every 20th person is randomly selected.

At YYC, they are not allowed to have more than one Nexus lane open at one time in each checkpoint (and Nexus front of the line privileges at the International terminal). Additionally, the priority lane must be merged with the general lane at unfavourable rate (e.g. 3 regular to 1 priority). YYC cannot conduct training at the Nexus lane, but is permitted to put the slowest and least knowledgeable agents on the Nexus Lane. The unwritten/unspoken goal is to have pax cross the Nexus lane at the same time regardless of line.

At YYZ, they must open multiple Nexus Lanes at YYZ T1 at the peak times. Beyond the gatekeeper there are no agents assigned to the divest station at the Nexus lanes, Only one agent on the hand wand and another agent on explosives detection and content search. Only Nexus pax at the Nexus lanes.

AC strict attitude is the reason for YYZ being so different than others. AC regularly sends out the top brass to advocate with GardaWorld and CATSA.

I have on good authority that CATSA (HQ) wants to abolish Nexus Lanes with the introduction of CATSA Plus. The exception will be YYZ T1 where the GTAA has made Nexus their hill to die on.

The primary problem with the Nexus lanes for CATSA and the screening contractors: the lanes house the most experienced travelers. These travelers know the rules and complain a lot when something goes sideways. A security agent forgets a rule and the Nexus card holder will be asking for a supervisor immediately. Also there will be follow up with CATSA HQ through the complaint line. Regular travelers are unaware of the rules and easily pacified by the agent. Finally regular pax are not inclined to sweat the small complaints.

The Nexus travelers get through the lanes the quickest because the divest process is so routine. Laptop, liquids, and jacket are off and all bins filled in 20 seconds. Same thing takes 30-60 seconds for a regular traveler and they will miss something, requiring re-screening. The Nexus traveler efficiency contributes to the line being much shorter than the regular line.

Finally and probably the biggest Nexus/Priority concern, regular travelers hate the perceived special treatment and will complain about the long lines because they could not access the priority services.

Two observations......

WestJet senior management needs training. Whatever AC senior management is doing in YYZ needs to be duplicated by WestJet senior management in YYC.

AC needs to train their senior people in Vancouver to the same as Toronto. The line I find silly at YVR is the International to Domestic connections lane. One more than one occasion I have used this lane and it is move slowly resulting in very tight connections. The YVR staff look at people with tight connections and send them downstairs to the regular security checkpoint except tell them to head to the priority or NEXUS lane and tell the agent they were send down from upstairs due to a tight connection.

[nname]

As mentioned before, Xiamen Air is reducing YVR-XMN to 2x weekly during off-season Oct23 - Dec12.

-------

According to a Chinese press, seems like China Eastern is still interested to start some form of direct service to YVR from their XIY hub later this year...

Originally Posted by Gordon

YvR seems to have added a new Trans border gate E88 . There does not seem to be any room after E87

E85 was added and the last 3 gates are all shifted back by one... There's no jet bridge for E85 though... remote stand??

[Lancaster]

Originally Posted by nname

As mentioned before, Xiamen Air is reducing YVR-XMN to 2x weekly during off-season Oct23 - Dec12.

-------

According to a Chinese press, seems like China Eastern is still interested to start some form of direct service to YVR from their XIY hub later this year...





E85 was added and the last 3 gates are all shifted back by one... There's no jet bridge for E85 though... remote stand??

Craig Richmond said in the annual meeting last week that they'd be bussing moving forward. Guess that means 85 is a bus gate?

[teriyaki]

Originally Posted by nname

As mentioned before, Xiamen Air is reducing YVR-XMN to 2x weekly during off-season Oct23 - Dec12.

-------

E85 was added and the last 3 gates are all shifted back by one... There's no jet bridge for E85 though... remote stand??

I will probably be in the minority, but I would love to have a set of bus-only remote stands.

Maybe Westjet Lite could look into it to reduce costs with YVR

[Jebby]

Originally Posted by teriyaki

I will probably be in the minority, but I would love to have a set of bus-only remote stands.

Maybe Westjet Lite could look into it to reduce costs with YVR

I don't see how it would reduce cost at an airport that has spare gate capacity.

[casper]

Originally Posted by teriyaki

I will probably be in the minority, but I would love to have a set of bus-only remote stands.

Maybe Westjet Lite could look into it to reduce costs with YVR

another certain hard stands are going to save money for anyone at YVR. There are a lot of empty gates most of the day. It is a short period each day when it is hard to find a gate.

[Gordon]

The busiest time is the Asian Departure block If that was stretched in to the early evening that would spread the traffic out.

If all gates were more fully utilized throughout the day how much more capacity wold that give us?

[casper]

Originally Posted by Gordon

The busiest time is the Asian Departure block If that was stretched in to the early evening that would spread the traffic out.

If all gates were more fully utilized throughout the day how much more capacity wold that give us?

It provides a lot of capacility. Flow out of YVR yesterday evening. The place is half deserted in the afternoon and into the evening. There are a lot of empty gates. This even taking into account that this is the time period when most of the European flights depart.

As AC replaces older Dash flighing with Q400 and rplaces older CRJ with CRJ900 more passangers are being handled with the same number of aircraft and gates. The same holds for widebody aircraft, the 767 flying is replaced with 787 and the 777 have shifting from 9 across to 10 across layouts.

[nname]

Originally Posted by Gordon

The busiest time is the Asian Departure block If that was stretched in to the early evening that would spread the traffic out.

Well.. the problem is... imagine a departure to Hong Kong at 6:30pm...

YVR 1830 - 2300+1 HKG
HKG 0100 - 2000-1 YVR

... these are really bad time for connections at either ends, even worse as the time shift later and later into the evening (1am arrival and 3am departure to/from HKG!? Midnight arrival at YVR!!??) Approx 4-5pm is probably the latest departure time to still have a decent connection at both sides both directions, and this is pretty much the end of the Asian block.

The only other option is probably the late night block for longer routes (Australia, HKG, TPE, XMN, and beyond), but not everyone like those...

[SpongeG]

An article some here might find interesting

Alaska Air to begin service at second Seattle-area airport in 2018

Alaska Air's plan to fly Boeing Co (BA.N) 737 and Embraer (EMBR3.SA) 175 jets from Paine Field in Everett, Washington, starting in the fall of 2018 marks the first commercial service from the airfield, located 31 miles north of Seattle.

http://www.reuters.com/article/us-alaska-air-group-seattle-idUSKCN18D2OL

[nname]

Some interesting stats for the performance of China Eastern's KMG-NKG-YVR after the first ~70 days of operation

		  $ (million RMB)
Operating Revenue	 26.0
Operating Cost		 65.8
---------------------------------
Net profit/loss		-39.8
Subsidy			 38.3
---------------------------------
Profit/loss w/ Subsidy	 -1.5

With the amount of subsidy, this is actually the best performing secondary route from NKG

PEK-NKG-SYD over the same period is at -5.2M, CTU-NKG-LAX is at -6.3M

[ACT7]

Originally Posted by nname

Some interesting stats for the performance of China Eastern's KMG-NKG-YVR after the first ~70 days of operation

		  $ (million RMB)
Operating Revenue	 26.0
Operating Cost		 65.8
---------------------------------
Net profit/loss		-39.8
Subsidy			 38.3
---------------------------------
Profit/loss w/ Subsidy	 -1.5

With the amount of subsidy, this is actually the best performing secondary route from NKG

PEK-NKG-SYD over the same period is at -5.2M, CTU-NKG-LAX is at -6.3M

Silly question maybe, but are all routes that heavily subsidized initially?

[whatnext]

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