If the ceiling is below the landing limits for the runway with the lowest limits that you can use for landing at your departure airport, then you need a takeoff alternate for airline transport ops. The same goes for visibility but it would be based on the visibility on the approach chart(recommended visibility). So if only an NDB approach is available in YVR with a visibility on the approach chart of 1 1/2 miles(for your category of aircraft), you need a takeoff alternate if YVR's visibility is below that.
So you have to look at the Notams and weather before determining takeoff alternate requirements. It has nothing to do with approach ban type of numbers that you posted. Those are destination requirements.
Remember that it isn't necessarily 1 hour on one engine for all aircraft. Three and four engine aircraft are two hours with 1 engine inoperative. I think it is still based on no wind distance. It went back and forth at my company a few years back. But it can be adjusted for different weights as we have on a couple of different aircraft. Three different ranges for takeoff alternates based on weight.
Last edited by JammedStab; 26th October 2010 at 21:18.