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SaugeenJunction said:
Agree re Aldershot connection. In terms of flight frequency, I expect Porter to add many new flights from Hamilton over 2025 and 2026. They still have about 40 additional jets on order, and need routes for them to fly. I’d hope to see a few flights - at least during the winter months down to their Florida destinations or even Phoenix.

They’ve done an excellent job building out Ottawa as one of their hubs. With Hamilton becoming a hub, maybe we see some other partner airlines joining the airport to connect with Porter flights.
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I think we're a long way off from Hamilton being a hub. Right now is just a few flights. It's just something I could see in a 15 year time horizon if it's successful. Hamilton would be a much cheaper airport to operate out of, and they wouldn't be going head to head with Westjet and Air Canada. Right now they can't afford not to operate out of Pearson. But eventually if Hamilton is really now on the way to become the GTAs second airport that could change. If Hamilton ever gets to 3 million or so passengers per year, then I think you'd see a major gravity shift and the airport would quickly build up after that. Rebranding itself as the Hamilton-Niagra airport rather than Hamilton would help speed that up in my opinion. Foreign tourists don't know Hamilton exists, so assuming they aren't flying into Buffalo they probably don't know there's a closer airport then Pearson
 
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SaugeenJunction said:
Agree re Aldershot connection. In terms of flight frequency, I expect Porter to add many new flights from Hamilton over 2025 and 2026. They still have about 40 additional jets on order, and need routes for them to fly. I’d hope to see a few flights - at least during the winter months down to their Florida destinations or even Phoenix.

They’ve done an excellent job building out Ottawa as one of their hubs. With Hamilton becoming a hub, maybe we see some other partner airlines joining the airport to connect with Porter flights.
Click to expand...
Aldershot makes sense for now, but West Harbour GO will soon be the half hourly end of the line terminus.
 
robmausser said:
Aldershot makes sense for now, but West Harbour GO will soon be the half hourly end of the line terminus.
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Indeed, but Aldershot offers better highway access which would actually make it a faster connection for shuttles. Sending a shuttle down into Downtown Hamilton would only duplicate the route of the HSR A-Line and would defeat the purpose of providing a quick, regional connection to the GTA.

Post-Highway 6 freeway upgrades, a direct shuttle from the Airport to Aldershot would be in the range of a 15-minute bus ride. West Harbour will be more like 17 minutes, plus another 12 minutes on the train to get to Aldershot.
 
I'm curious about why planes got diverted to Ottawa and Montreal when the Pearson runways closed. I read that some went to Hamilton too, but I couldn't find details on how many. How much capacity does Hamilton have to act as a backup airport? Would the new terminal help with that? It seems like it would be handy to have more redundancy in the GTA (though I hope of course nothing ever happens at Pearson again to require such redundancy).
 
Sauga89 said:
I'm curious about why planes got diverted to Ottawa and Montreal when the Pearson runways closed. I read that some went to Hamilton too, but I couldn't find details on how many. How much capacity does Hamilton have to act as a backup airport? Would the new terminal help with that? It seems like it would be handy to have more redundancy in the GTA (though I hope of course nothing ever happens at Pearson again to require such redundancy).
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After a crash emergency services are deployed and essentially unavailable to service any other incidents that may occur and that closes the airfield. I know British airways and a Rouge flight ended up at Hamilton. Diversions usually don't require gates and can park at remote stands or even taxiways. Air France had a 777 at YYZ on diversion due to Montreal weather on the weekend and it was parked on one of the stands east of Terminal One. Many times, like the Air France diversion, it's just a gas'n'go situation (sometimes don't even upload any fuel) and off they go to their destination. In some cases, the crew times out and the flight is scrubbed. That's when you'll require more services like a ground crew to unload the aircraft, passenger agents to handle hotels or other onward transportation, etc. Sometimes medical emergencies require gate space so emergency personnel can assess and offload the sick passenger.

Easiest money I ever made was one fine June afternoon many moons ago when an American 767 from europe and going to Chicago dropped into YYZ due to Chicago thunderstorms. It parked parallel to the satellite terminal at T3 (there were no bridges there at the time). I spent my part time shift getting a tan, sitting on the nosewheel and talking to the captain over the headset. It powered up and taxied out after a couple of hours. Good times.
 
6 flights went to YHM the most invested being a British Airways 777-200ER. There was also a Westjet, Rouge, Sunwing and a pair of Corporate jets.

I was there yesterday they ramps were pretty full. I don't know ow why we don't get more. It would so be closest airport to where aircraft already are.

Because of the storm on Sunday there were quite a few less flights into YYZ yesterday compared to.normal.
 
I think there would be a few considerations:

- Runway capacity. YHM's longest runway is about 10,000 feet long, about 1,000 feet shorter than Pearson. Which might exclude some of the super heavy A380's, A350's, B747's and B777's
- Immigration capacity. Does the airport have the facilities to handle the additional passenger load.
- Contracts? I'd imagine, if given the choice, that an airline would prefer to divert to an airport where they have existing contracts with (Ground, baggage, gate staff, etc) vs one where they'd have to get that all arranged on the fly. There was an AC flight about a year ago that landed at an airport that AC doesn't normally fly to and the result was a bleep show.
- Weather concerns. I'd imagine if Toronto got hammered by the storm than Hamilton did as well. That might explain the diversion to Montreal, which might not have been suffering though the storm. You'd want to divert to an airport that isn't getting hit by the same storm.
 
Woodbridge_Heights said:
I think there would be a few considerations:

- Runway capacity. YHM's longest runway is about 10,000 feet long, about 1,000 feet shorter than Pearson. Which might exclude some of the super heavy A380's, A350's, B747's and B777's
- Immigration capacity. Does the airport have the facilities to handle the additional passenger load.
- Contracts? I'd imagine, if given the choice, that an airline would prefer to divert to an airport where they have existing contracts with (Ground, baggage, gate staff, etc) vs one where they'd have to get that all arranged on the fly. There was an AC flight about a year ago that landed at an airport that AC doesn't normally fly to and the result was a bleep show.
- Weather concerns. I'd imagine if Toronto got hammered by the storm than Hamilton did as well. That might explain the diversion to Montreal, which might not have been suffering though the storm. You'd want to divert to an airport that isn't getting hit by the same storm.for
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Woodbridge_Heights said:
I think there would be a few considerations:

- Runway capacity. YHM's longest runway is about 10,000 feet long, about 1,000 feet shorter than Pearson. Which might exclude some of the super heavy A380's, A350's, B747's and B777's
- Immigration capacity. Does the airport have the facilities to handle the additional passenger load.
- Contracts? I'd imagine, if given the choice, that an airline would prefer to divert to an airport where they have existing contracts with (Ground, baggage, gate staff, etc) vs one where they'd have to get that all arranged on the fly. There was an AC flight about a year ago that landed at an airport that AC doesn't normally fly to and the result was a bleep show.
- Weather concerns. I'd imagine if Toronto got hammered by the storm than Hamilton did as well. That might explain the diversion to Montreal, which might not have been suffering though the storm. You'd want to divert to an airport that isn't getting hit by the same storm.
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Runway 12-30 can handle any wide bodies. Except maybe the A380. It's handling weekly 777 and 747 flights as it is.
 
JakeLRS said:
Hamilton - Vancouver on Porter will now go 2x daily!

7:00 and 17:45 departures!!


Hamilton - Halifax flight times adjusted. Now an 08:15 departure.
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Good catch, looks like it’s part of their summer schedule. 2x daily to Vancouver. More.
IMG_6667.jpeg
 
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Here is the revised peak summer schedule. Peak service on porter runs from June 28th thru October 25th.

Prior to June 28th and after October 25th, porter runs the previously posted schedule, with some minor time modifications.

We will have two Porter aircraft overnight in YHM, with both YEG and YYC flights landing just before midnight.
The revised Halifax flight time should prove to be beneficial for Porter, as its no longer a late night departure. The YEG arrival into YHM is now in-line with most other Alberta to Ontario flights in Porters network.

Additionally, Westjet has Lynxed/Swooped some of the flights, increasing capacity on some days to 189/183, however, it's not consistent enough for me to modify the existing schedule. I am a bit suprised Westjet didn't bump YYC capacity amid downturn in transborder ops. Because of Porter's competition, Westjet's fares this summer are more reasonable (~$163 one way), and for the first time in a while, is actually cheaper than YKF

YHM_S25_Apr1.png
 
2024 Numbers are out. They released them a month earlier than last year, but still relatively late compared to other airports.


Passenger
2024: 324,336 (-50.2%)
2022: 645,789
2021: 250,019
2020: 329,193
--Pandemic--
2019: 955,373
2018: 725,630
2017: 599,146
2016: 333,368
2015: 313,839

Cargo
2024: 754,000,000 kg (1% increase)
2023: 746,000,000 kg
2020: 658,202,000 kg
2019: 532,235,000 kg
2018: 525,161,000 kg
2017: 499,211,000 kg
2016: 438,924,000 kg

Tidbit: 125,000 passengers used PLAY in its first year of service.
 
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