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Found 18 results

  1. 1:40 Campaign – What happens now? AIR CANADA COMPONENT A MESSAGE FROM THE PRESIDENT Dear members, Last Thursday, on May 22nd, we met with officials with Transport Canada to present our objections and arguments against their proposed regulatory change (NPA – to consult it click HERE http://gallery.mailchimp.com/f6750312d5/files/5a08042b-48e8-48a2-88e3-4536caa1f04a.pdf), which will allow airlines in Canada to flip-flop between the 1:40 ratio and the 1:50 ratio at will, per aircraft type. It is fair to say that we took Transport Canada by surprise last Thursday – a sizable crowd participated in this meeting from across Canada, including over 125 CUPE flight attendants, members of the news media, members of Parliament, and allies representing different groups. We expressed our views forcefully and eloquently, and clearly demonstrated that passenger safety would be compromised if this regulation were approved. During our presentation, we had hoped to screen our newly recorded video testimonial of a survivor of the Air France 358 accident, which supports our position, but Transport Canada prevented us from doing so. If you would like to see this video, please click HERE Furthermore, if you would like to see a recently rediscovered short documentary produced by CUPE in the 1980's that presents a clear case for maintaining the 1:40 ratio, click HERE You will be amazed at the timeliness of the content, and at the undeniable truths that come from the mouths of Canadian flight attendants who survived airplane accidents. Another video is currently circulating which features a photomontage of graphic visual examples of why the 1:40 ratio should be maintained. You can see this video HERE We would encourage you to share the above videos using your own personal networks and social media. The May 22nd session was a learning experience for all of us. It was evident that Transport Canada is determined to give our airlines an unprecedented luxury, which no other country on the planet has. With the flip flop regulation, airlines will be allowed to pick whichever FA ratio leads to the fewest FAs per aircraft type, and then change the ratio whenever it suits the airline’s configuration or financial priorities, with only 60 days notice. TC was also extremely disrespectful to the two NDP MPs who took the time to attend ("the Minister will answer your question") and was unresponsive to many of us who highlighted the negative impact of the proposal on our work and safety ("noted" or some other equally evasive response like "trust us"). We were very successful in obtaining wide news coverage, and had the opportunity to engage the media in print, radio and live television. The quote from TC Cabin Safety inspector Christopher Dann was priceless, and found its way in the Globe and Mail and the Toronto Star, amongst others: The safety level afforded by 1 in 50 "can't be equivalent" to the 1 in 40. With this quote, we have put TC on the defensive. Here are a few great examples of some of the media we received: TELEVISION - RADIO Globe and Mail video report CTV National News TVA nouvelles en direct CBC Radio WRITTEN PRESS CTV News Vancouver Sun Globe and Mail Toronto Star CBC News Here is our plan going forward, and this is where we need your continued help: We will be submitting a comprehensive dissent to the NPA, emphasizing that it is less than what we have today, is unprecedented in the world and has not be proven to be workable or enforceable by Transport Canada, among other such general arguments. Where there are good "mitigating factors", we will endorse them and urge them to be put in place regardless of the FA ratio. Where the "mitigating factors" are ineffective, we will say so and describe the changes that are needed. In addition, we will be re-working our PowerPoint presentation as a separate written submission on what the NPA does not address in the real world of flight attendant work, emergencies and evacuations. Transport Canada will be receiving comments regarding the proposed regulatory change up until June 23, 2014. Please send them your thoughts and opinions. Comments can be sent to: [email protected] and please also send a copy to CUPE Researcher Janet Dassinger: [email protected] to allow us to keep track of them. All of your comments are valuable and should be on the record. There should be emphasis on how the NPA will negatively impact passenger and our safety, particularly on narrow body aircraft but also on wide body aircraft if the airlines are successful in blocking the minimum floor level coverage provision for 1 in 40 operations. Please also request that Transport Canada hold another meeting to allow for further discussion on this important matter. For all submitters, please conclude your submission with the following statement: "I request a written response to my questions and comments before pre-publication of any such regulation in Canada Gazette Part I by return e-mail". Encourage others you may know to make submissions as well on the problems with this NPA. Feel free to have others sign on to your comments so it is coming from more than you alone. Finally, please use your written comments to seek out a meeting with your MP if you have not already done so. State your concerns and stress that what is being proposed in the NPA is less safe than what we have today (as admitted by TC's own Christopher Dann); it is a unique rule that does not meet the international standard despite what Minister Raitt has said; there are no real "mitigating factors" that can compensate for a missing FA; and all of this Transport Canada rule-making must be subjected to a Parliamentary Inquiry. Together we will make a difference. In Solidarity, Michel Cournoyer President Air Canada Component of CUPE Forward to Friend Copyright © 2014 Air Canada Component of CUPE, All rights reserved. You are receiving this email because you have subscribed. Our mailing address is: Air Canada Component of CUPE 25 Belfield Rd. Etobicoke, On M9W 1E8 Canada Add us to your address book unsubscribe from this list update subscription preferences
  2. amNY.com Extreme Commuter: From Montreal to Queens By Justin Rocket Silverman, amNewYork Staff Writer [email protected] January 28, 2008 [/url] This Extreme Commuter rides a plane the way most of us ride the subway. Professor Adnan Turkey lives in Montreal but teaches computer science at DeVry Institute of Technology in Long Island City. He's been making that commute once a week for nine years, 45 weeks a year. Although the flight itself is only about 75 minutes long, getting to and from the airport makes it impractical to make the ride daily. Price is a factor, too. Flying directly from Montreal is too expensive even once a week, so for half the ticket price he drives across the border to fly out of Burlington, Vt. So every Monday at noon he leaves his house in Canada and makes that 2-hour trip to Vermont. He puts the car in long-term parking ($6 a day) and flies to New York, where he will sleep in a small rented apartment and teach until Thursday afternoon. Then he takes the flight and drives back home. Door-to-door it's about seven hours each way. "After working many years in Canada, I thought, 'why not come to New York City?'" he asks. "It's just next door and it's the capital of the world." Adnan knows of no other commuters on the Montreal/New York City run, and says many of the border guards laugh in amazement when he states his business in the U.S. Although the weekly $150-round trip JetBlue ticket, and the monthly rent in New York takes a bit out of his income (he won't say how much), Adnan says he has no plans to ask his wife, also a university teacher, and two college-age daughters to move to New York. Besides, money has never been his primary interest. "Education is a noble mission, so salary is not the No. 1 concern, at least for me," he says. "When I see the next generation of students learning and becoming skilled, that's my job satisfaction." Know an Extreme Commuter? Transit reporter Marlene Naanes wants to hear the story. Email her at [email protected] Copyright © 2008, AM New York http://www.amny.com/sports/football/giants/am-commuter0128,0,4574142,print.story
  3. According to my calculations, as of today’s announcement by Air China, and excluding charter-type flights, next summer is already looking very positive. 1. Air China is doubling its number of weekly flights to Beijing from 3 to 6. 2. Aero-Mexico is adding 4 weekly flights to Mexico City for a total of 11 weekly. 3. AC is introducing a daily flight to Shanghai, 4. AC is introducing 4 weekly flights to Alger. 5. AC to Casablanca will now be daily (an addition of 3 weekly) 6. Tunisair is adding 1 flight a week to Tunis for a total of 3 weekly 7. WOW will be going daily to Reykjavik, an addition of 3 weekly flights. 8. Air Algerie is adding 2 weekly flights to Alger for a weekly total now of 10 9. Air Algerie is introducing 2 weekly flights to Oran. I count a total of 244 weekly international flights now confirmed for this coming summer, which is 32 more than last summer. This includes 24 scheduled daily flights; up from 20 dailies last summer. So far there is no news of cancelations or reductions. Surely we can expect even further good news between now and summer!
  4. Plus tôt ce matin / Earlier this morning: http://www.cbc.ca/news/canada/montreal/british-airways-flight-ba274-rerouted-to-montreal-after-bomb-threat-1.3171922
  5. I heard a rumor today in the flight deck and I wanted to see if anyone else had heard it. Apparently FedEx is saturated in Memphis, and they're looking to make another North American Hub....and apparently Mirabel is the choice, or is being considered. I did a search online, with no luck.... Has anyone else heard anything along these lines? Would be the perfect re-birth for the airport.
  6. I would have been scared shitless if I was on that flight. Qantas grounded all 6 of their A380s until they figure out what went wrong. I wonder if the other airlines that have the A380 will ground their fleets also. Story
  7. Un avion disparaît Radio-Canada Mise à jour le lundi 1 juin 2009 à 9 h 33 Photo: AFP/Jack Guez - Un Airbus A330 appartenant à Air France, à l'aéroport de Roissy, près de Paris, le 20 juillet 2006. Un Airbus transportant 228 personnes, assurant la liaison entre Rio de Janeiro et Paris, a disparu des écrans radars au large des côtes brésiliennes trois heures et demie après son décollage, vers 22 h 30, heure locale. « Air France a le regret d'annoncer être sans nouvelles du vol AF 447 effectuant la liaison Rio-Paris avec 216 passagers à bord et partage l'émotion et l'inquiétude des familles concernées », a déclaré une porte-parole de la compagnie aérienne française. Foudroyé L'appareil a traversé une zone orageuse avec fortes turbulences à 2 h GMT. Un message automatique signalant une panne de circuit électrique a ensuite été reçu à 2 h 14 GMT, a indiqué Air France. « Le plus vraisemblable est que l'avion a été foudroyé », a déclaré à la presse François Brousse, directeur de la communication d'Air France. « L'avion est entré dans un zone orageuse avec de fortes perturbations qui a provoqué des dysfonctionnements. » Une mission de recherche est en cours aux abords de l'archipel brésilien de Fernando de Noronha, a indiqué l'armée de l'Air brésilienne. Cette dernière précise que l'Airbus a disparu à environ 300 km au nord-est de la ville de Natal. L'hypothèse la plus tragique « sérieusement envisagée » « L'avion n'est certainement plus en vol à l'heure actuelle », a déclaré Pierre-Henri Gourgeon, directeur général d'Air France, lors d'une conférence de presse au siège de la compagnie, à Roissy. « À l'heure où je parle, il n'a plus de réserve de pétrole », a-t-il ajouté. Un peu plus tôt, le ministre Borloo avait déclaré au réseau France Info que « malheureusement, c'est affreux, mais l'hypothèse la plus tragique doit être sérieusement envisagée ». http://www.radio-canada.ca/nouvelles/International/2009/06/01/001-AVION-ALERTE.shtml (1/6/2009 9H47) French plane lost over Atlantic BBC Page last updated at 13:35 GMT, Monday, 1 June 2009 14:35 UK An Air France plane carrying 228 people from Brazil to France has vanished over the Atlantic after a possible lightning strike, airline officials say. The Airbus sent an automatic message at 0214 GMT, four hours after leaving Rio de Janeiro, reporting a short circuit as it flew through strong turbulence. It was well over the ocean when it was lost, making Brazilian and French search planes' task more difficult. Charles de Gaulle airport in Paris has set up a crisis centre. "The plane might have been struck by lightning - it's a possibility," Francois Brousse, head of communications at Air France, told reporters in Paris. France's minister responsible for transportation, Jean-Louis Borloo, ruled out hijacking as a cause of the plane's loss. Flight AF 447 left Rio at 1900 local time (2200 GMT) on Sunday. It had 216 passengers and 12 crew on board, including three pilots. The passengers included one infant, seven children, 82 women and 126 men. Details of the passengers' nationalities were not being released immediately but it is believed that a number of Italians and Britons are among the French people and Brazilians aboard. Long search The Airbus 330-200 had been expected to arrive in Paris at 1110 local time (0910 GMT). It is reported to have disappeared 300km (186 miles) north-east of the Brazilian city of Natal. Brazilian air force spokesman Col Henry Munhoz told Brazilian TV it had not been picked up by radar on the Cape Verde Islands on its way across the Atlantic, and confirmed that Brazilian air force planes had left Fernando de Noronha to search for the missing airliner. A French military plane also flew out of Senegal to take part in the search. Mr Borloo said the airliner would already have run out of fuel. "Nothing on Spanish radar, nothing on Moroccan radar, nothing on French radar - we seriously have to fear the worst," he added. Douglas Ferreira Machado, head of investigation and accident prevention for Brazil's Civil Aeronautics Agency, said the search would take "a long time". "It could be a long, sad story," he told Brazil's Globo news. "The black box will be at the bottom of the sea." An Air France spokeswoman said there had been no radio contact with the plane "for a while". TIMELINE Air France Airbus A330-200 believed to be the missing plane - archive image from AirTeam Images Flight AF 447 left Rio at 1900 local time (2200 GMT) on Sunday Airbus A330-200 carrying 216 passengers and at least 12 crew Contact lost 0130 GMT Missed scheduled landing at 1110 local time (0910 GMT) in Paris Crisis centre An Air France official told AFP that people awaiting the flight would be received in a special area at Charles de Gaulle airport's second terminal. Relatives and friends of the passengers have been ushered away from the main arrivals hall, the BBC's Alistair Sandford reports from Paris. "I want to say that everyone at Air France is deeply moved and shares the grief of the relatives of the passengers, and we will do everything possible to help them," said the chief executive of Air France, Pierre-Henri Gourgeon. French President Nicolas Sarkozy expressed deep concern and called on the relevant authorities to do everything they could to find the plane, his office said. Air France has opened a telephone hotline for friends and relatives of people on the plane - 00 33 157021055 for callers outside France and 0800 800812 for inside France. This is the first major incident in Brazilian air space since a Tam flight crashed in Sao Paulo in July 2007 killing 199 people. http://news.bbc.co.uk/2/hi/americas/8076848.stm (1/6/2009 9H54)
  8. 1-50 Regulation in Effect for all Aircrafts as of August 1, 2015 Transport Canada has announced that the 1:50 ratio will be the new regulation in effect for both wide and narrow-bodied aircraft effective August 1, 2015. Airlines will be able to “flip flop” between the former 1:40 ratio and the new 1:50 ratio according to their operational requirements. Exit doors may also be left uncovered on wide-bodied aircraft, a major change from previous proposed regulations. Your Union views this development as a completely unacceptable and unnecessary risk to the safety of both crewmembers and the public. In changing the regulation without the usual consultation process, Transport Canada and the Harper government continue to act on behalf of the airline industry and in a manner that is without sufficient parliamentary and public scrutiny. Decades of privatization, deregulation and hyper-competition have led to a relentless drive to cut labour costs. Transport Canada makes no secret of this, and has calculated that the regulation will allow operators to achieve cost savings of $288,469,940 during the next ten years by reducing the number of Flight Attendants and associated costs including salaries, hotel stays and per diems. To read the new regulation, please see: http://gazette.gc.ca/rp-pr/p2/2015/2015-06-17/html/sor-dors127-eng.php. For the federal government and its transportation officials to so baldly place profit over safety is a national disgrace. It appears this government has learned nothing from the rail tragedy in Lac Megantic, which has also been linked to deregulation and the loosening of safety rules Your Union is reviewing all available options to continue our legal fight against the 1:50. We will update you on our intended response as soon as possible. We also look forward to the upcoming federal election, which we are confident will oust Harper and elect a government that supports worker rights and public safety. But to achieve that goal, our members must do their part. The Airline Division Political Action Committee will be working hard between now and the election to turn out Flight Attendants to vote. We will bring the full weight of our safety expertise forward to the new government and the public. Our research on this issue has been extensive, and is grounded in the real life understanding of the safety risks associated with reduced cabin crew. In fact, we believe our members’ real life experience is the best possible evidence that 1:50 jeopardizes safety, disrupts service, and reduces the job satisfaction and morale of Flight Attendants. During the past several months we have been compiling our members’ stories about the effect of 1:50. In the coming weeks, we will publish a series of bulletins that capture the voices of members describing how 1:50 has affected them on and off the job. Each bulletin will describe a different aspect of how 1:50 has affected them, including at work where members report increased fatigue, anxiety about decreased safety and service; and at home, where members report reduced income, greater stress and depression, and harm to personal relationships and overall wellbeing. These stories are gleaned from the responses of well over 100 Flight Attendants who responded to questionnaires made available by the Component and CUPE Local 4092. We encourage members to continue to share their stories in the months to come. Please follow the next bulletins. Your Union remains committed to fighting the 1:50 ratio on the legal, regulatory, and political levels. http://accomponent.ca/
  9. BY KATHERINE LAIDLAW, CANWEST NEWS SERVICE JUNE 2, 2009 A luxurious jumbo jet complete with shower spas, mini-bars and flat-screen televisions landed its first commercial flight in Canada on Monday. The 489-seat Airbus A380 flew in to Toronto's Pearson International Airport from Dubai on Monday afternoon. The two-level luxury aircraft, where first-class seats cost $9,000 to $13,000 round trip, was greeted by two arching water cannons. "It was like a beautiful big bird coming out of the sky," said Mississauga Mayor Hazel McCallion. The plane's first-class compartment holds 14 suites, each with sliding doors, wood- and gold-lined panelling, a mini-bar, flat-screen television, and a leather chair that vibrates, massages, and folds out into a bed. Headsets in first-class come in velour bags. Dinner is served in silver baskets and on porcelain white plates. The A380, the largest passenger plane ever built, also holds two bar lounges, one on each floor. Two shower spas for first-class passengers offer visitors 25 minutes to shower and pamper themselves, as the flight offers complimentary toiletries and Bvlgari perfume. Seventy-six business-class seats, costing $4,500 to $9,000, give passengers smaller, but still private, spaces, with mini-bars and flat-screen televisions. Economy seats, 10 in each row, holding large TV screens, complimentary pillows and blankets, and free toys such as hand puppets and colouring books for children, run between $900 and $2,500. Captain and pilot Dave Heino, a Burlington, Ont., native, said the plane's landing was smooth. He flew over the Burlington airport where he trained as a pilot in 1980. "I was hoping we would land that way," he said. "We lucked out. It was nice, we flew right over it." Heino said he trained on four-seater Cessnas, much smaller than the gigantic plane with its 80-metre wingspan he handled Monday. "It's just a regular airplane, until you get it on the ground, and then it's big," he said. The Canadian government allows the Emirates airline three flights into Toronto a week. The airline's airtime in Canada is restricted, due to subsidies it receives from the United Arab Emirates government, which is building the airline's new hub in Dubai. Tim Clark, president of Emirates airline, said he's meeting with Transportation Minister John Baird on Tuesday. "We've been arguing with Transport Canada for many, many years," he said. "It's not really going anywhere ... The argument is, if this carrier comes into Canada, Air Canada will finally go bankrupt," he said. "To put that argument at our door is ludicrous." © Copyright © Canwest News Service http://www.canada.com/travel/World+largest+passenger+plane+makes+first+commercial+flight+Canada/1654497/story.html ----------- Donc les vols Toronto-Dubai en A380 ont officiellement commencé. Est-ce que des compagnies vont se rendre à Montréal en A380?
  10. American Airlines from 05JUL17 is expanding Montreal service, including restoration of previously cancelled frequencies. Planned operation as follow. Dallas/Ft. Worth – Montreal Increase from 1 to 2 daily AA3560 DFW1230 – 1711YUL E75 D AA3387 DFW1902 – 2344YUL E75 D AA3533 YUL0629 – 0940DFW E75 D AA3560 YUL1751 – 2103DFW E75 D Miami – Montreal 2nd daily flight reinstated AA1151 MIA1036 – 1415YUL 738 D AA2652 MIA1925 – 2301YUL 738 D AA2438 YUL0600 – 0944MIA 738 D AA1151 YUL1505 – 1856MIA 738 D http://www.routesonline.com/news/38/airlineroute/272238/american-enhances-montreal-flights-from-july-2017/
  11. As The Hill reports, Royal Jordanian posted on Twitter Monday that “following instructions from the concerned U.S. departments, we kindly inform our dearest passengers departing to and arriving from the United States that carrying any electronic or electrical device on board the flight cabins is strictly prohibited." http://www.zerohedge.com/sites/default/files/images/user3303/imageroot/2017/03/15/20170319_jordan.jpg
  12. Air Canada Inaugurates Twice-Weekly, Non-Stop Service between Montreal and San Jose, Costa Rica - MarketWatch MONTREAL, Dec. 22, 2016 (Canada NewsWire via COMTEX) -- New seasonal service to be operated by Air Canada Rouge Air Canada today inaugurated new twice-weekly flights between Montreal and Costa Rica. This morning's departure of Air Canada Rouge flight AC1844 begins non-stop service from Montreal to Costa Rica's Juan Santamaría International Airport that will operate until April 23, 2017. "Air Canada is very pleased to inaugurate this new, seasonal service between Montreal and Costa Rica, providing customers even more options when travelling to this popular Latin American vacation destination. The new flight complements Air Canada's existing Toronto-San Jose service and our flights from Toronto and Montreal to Liberia in Costa Rica. It also serves to further support Air Canada's ongoing global expansion, which has seen capacity grow from its strategic Montreal hub by 20 per cent over the past two years," said Benjamin Smith, President, Passenger Airlines at Air Canada. –– ADVERTISEMENT –– Air Canada's San Jose flights will be operated by Air Canada Rouge, Air Canada's vacation carrier, with a 282-seat Boeing 767-300ER featuring two classes of service with 24 Premium Rouge seats and 256 seats in Economy Class. Flights provide for Aeroplan accumulation and redemption and, for eligible customers, priority check-in, Maple Leaf Lounge access in Toronto, priority boarding and other benefits.
  13. http://www.newswire.ca/fr/story/1417426/atomic-fiction-s-implante-dans-le-grand-montreal
  14. I'm pretty sure we saw this coming. Very sad for the ladies and gents who will lose a job tho. Not enough room in Canada for as many vacation players as there are. CanJet Airlines suspends all flights http://www.thestar.com/business/2015/09/01/canjet-airlines-suspends-all-flight-operations.html CanJet, Halifax-based airline, to suspend flight operations indefinitely http://www.cbc.ca/news/canada/nova-scotia/canjet-halifax-shutdown-1.3211240
  15. Selon l'aéroport, la compagnie n'aurait pas payé les frais d'atterrissage. Il y a aussi des rumeurs qui disent la compagnie pourrait être en faillite... Ça ne s'annonce pas bien. http://globalnews.ca/news/2187158/skygreece-grounds-flights-to-and-from-toronto-passengers-stranded/
  16. Super de belle entrevue ici (Ça confirme plusieurs de nos discussions) As city goes, so do airports (2016-02-13 page B1) As chief executive of the non-profit authority Aéroports de Montréal, James Cherry has invested close to $2 billion in improvements to Pierre Elliott Trudeau Airport over the last decade. He sat down recently with Montreal Gazette contributor Peter Hadekel. Q What economic impact does an airport have on a city? A You may have the best airport in the world but if there isn't an economically vibrant city behind it to drive that traffic, then airlines aren't interested. We are more profitable and have better growth than most of the other airports, but our bond rating isn't as good. The reason is that more than 50 per cent of the rating of an airport is the economic activity in the city around it. Our ability to offer air service is far more affected by the economic vitality of the city. (I know Mark, you told us many times) Q Why did it take so long to convince Chinese airlines to come here? A They weren't necessarily convinced that this was a viable market. It took us years to convince them. Now we have Air China flying three times a week to Beijing and they are enchanted with the results (GREAT). The next logical thing would be for Air China to offer more than three times a week or ultimately, within a few years, go daily. Q So what's the key to getting more destinations? A The city has to be realistic. I get people telling me all the time: 'Why don't you have a daily flight to Helsinki? It's an emerging city.' Well, take a look at the numbers: 10 people a day go from Montreal to Helsinki. I'm sorry, you're not going to get a flight there. In order to get a direct flight at least three times a week, depending on the type of aircraft, you typically need between 30,000 and 40,000 passengers a year. Q What destinations are you adding in 2016? A Reykjavik and Lyon are starting in May. Air Canada to Casablanca is starting next summer, as well. Philadelphia, Denver and Houston are also starting this year. Remember, it's very tough for an airline to make money just on tourist business. They need that business traffic, that's what pays the overhead. Q What about the market for connecting passengers going through Montreal? A It's 18 per cent and growing, but that's not considered high. Toronto and Vancouver would be about 30 per cent. We've been targeting something like 25 per cent. Virtually all that connecting traffic is on Air Canada. We have more destinations for people to connect to today. There are 140 destinations served directly by this airport with more than 30 airlines. Transit passengers are very important because there's revenue to be gained from having them go through your airport. They are also important to justify a flight. There are two or three European destinations to which we would not have flights, were it not for connecting passengers. Zurich, Brussels and Geneva are good examples. Q The domestic traffic in Toronto is three times what it is here and in Vancouver and Calgary it's close to two times. How do you explain that? Calgary it's close to two times. How do you explain that? A Quebecers don't fly domestically. They don't vacation in Alberta, B.C. or Ontario and the business traffic here is as much north-south as east-west. Q You offer financial incentives to attract airlines to serve Montreal. Is that getting more expensive? A Yes it is. Airlines know that everybody wants them. They will not establish a new route unless they are getting some sort of incentive. The logic of it is that the upfront cost tends to be expensive because of promotions and everything else. And there's a period where they tend to lose money so we offer them some support, usually in the form of lower landing fees or a budget to help them promote the flight. Q Is the cross-border competition significant from airports like Plattsburgh and Burlington? Do you feel it? A No, and it's going down this year because of the dollar. It's way down. Q You have complained in the past about the rent that Aéroports de Montréal is charged by the federal government and the property tax due to the city of Montreal. Is that still an issue for you? A Yes, I take every opportunity to talk about it but I know it falls on deaf ears. So far, the federal government has shown absolutely no interest in solving the problem. The city of Montreal is even worse. They just close their ears. Between the two of them, we will pay close to $100 million this year. Property taxes and rent take 20 per cent offthe top just to provide a public service. This is happening across the country. More than $300 million a year goes to the government of Canada from the airports. Q In the surveys that you do, what is the biggest concern for passengers using the airport? A Access to the site is the No. 1 complaint: getting in and out, traffic, the Dorval Circle. I'm still looking at the bridge to nowhere (part of the new Dorval interchange under construction). It's been a bridge to nowhere for five or six years. We rebuilt all the roads on this property to match with it. This was all supposed to be ready in 2011. We spent $100 million of our money making that happen and it was done on time. And we're still waiting for the project to be completed. Q What's going on with Mirabel following the decision to demolish the passenger terminal? A Mirabel is still operating for freight. There are between 15,000 and 20,000 aircraft movements there. Business aircraft use it, too. Bombardier is up there with Pratt Whitney. We characterize it as a business, industrial and freight airport. We're going to put between $50 million and $60 million up there in the next year to redo the principal runway. We're not abandoning Mirabel; the vocation is solid. The decision wasn't made in a vacuum. We consulted with the city of Montreal, the Quebec government and Transport Canada. There was nothing wrong with the process. We were very highly accountable. Q Part of the debate about keeping Mirabel as a passenger airport was the noise and congestion issue at Dorval. Do you think you've managed that issue adequately? A Essentially, over the last 14 years we've doubled the passengers at this airport with the same number of aircraft movements. (interesting) The airlines have gotten very good at this. They don't fly half-empty planes. Is it perfect? No - there will always be people who are not going to be happy with noise. (Also, YUL dates back to 1941; nobody was around then...Overall noise also went down since Q What's the case for public transit to the airport? A We have over 11,000 parking spaces here and for three months of the year, there's no room. I don't want to build more parking spaces because I think it's a dumb thing to do and will encourage more people to bring cars here. We need two things: a Dorval Circle that works and a train that connects to downtown. Q The Caisse de dépot et placement is looking at funding the rail project. Do you think this is providing some new momentum? A It's interesting. They haven't progressed far. But from our perspective there should be better transit to the West Island that incorporates the airport. If the Caisse makes this happen, we're ready. We've done all sorts of ridership studies and feasibility studies, and we've given them all of it. Q You have a train station location that's ready in the centre of the airport? A Yes. In 2006, when we started the project to build out the U.S. jetty and a new hotel, we had a choice to make. We said: 'If we don't do this now, we're going to shut off any possibility of having a train station.' So the shell is there. We're parking cars in it now but it could be fitted out within a year and ready to roll.