Let's have a look at recent reported activity on RWY 25. In this case, 8-May-2019 where the airport operated RWY 25 (mode 13) for more than 7 hours.
I don't have the specific times of the changes, just prior to 11am until around 6pm. If we look at the runway movements (not aerodrome movements as these figures exclude helicopters, runway crossings and tug movements) then 1100-1200 51, 1200-1300 49, 1300-1400 41, 1400-1500 50, 1500-1600 48, 1600-1700 49, 1700-1800 48.
Interestingly, 82 movements 0800-0900 and 80 movements 1900-2000.
If we look at the Development of the Long Term Operating Plan, Sabre Decision Technologies were engaged to model the potential capacity of each of the operating modes. Sabre undertook its assessment using the United States Federal Aviation Administration’s (FAA) Airport and Airspace simulation model (SIMMOD). This assessment involved quantifying the hourly capacity of each of the runway operation identified by the Task Force assuming existing airfield layout (runways, taxiways and terminal layout) and current operational procedures.
Sabre observed a sustained capacity of 33 operations per hour consisting of 22 arrivals and 11 departures. Peak observed capacity of 37 operations
Yet, Sydney ATC constantly operates close to 50 runway movements per hour. In the above example, 51, 49, 41, 50, 48, 49, 48 are well above the theoretical capacity of 37 operations.
Sydney TCU routinely FLOW the arrival sequence for 24 arrivals per hour. So if the TWR is able to do 1 for 1 then the movement rates should be 48 per hour. High number of RWY 34L departures then a lower departure rate will be achieved.
Fewer 34L departures and a good mix traffic (turbo-props and medium jets) and a good mix of outbound tracks, then a higher departure rate is achievable.
Interestingly the work done by Sabre was based on the rules that existed at the time, specifically crosswind criteria of 25 knots. This crosswind criteria was reduced (by a CASA) to 20 knots due to pressure from the Industry.