Large Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 6
Distraction; Time Pressure; Workload
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Airspace Structure; Procedure; Human Factors; Company Policy; Chart Or Publication
Aircraft X on the GIDGT departure. Aircraft Y on a non-RNAV arrival route from the northeast gate at or below 12;000 feet. The arrival sector pointed out Aircraft Y. The non-RNAV route crosses courses with the GIDGT departure. It requires an immediate vector to avoid intruding too far into MED airspace. The course design allows Aircraft Y to go on a southwest track west of AIRRO.  AIRRO is the last fix on the GIDGT departure with an altitude and speed restriction. This restriction is at or above 11;500 feet and 250 knots. LAK arrival sector did vector the Aircraft Y east of AIRRO. However; the climb rate of Aircraft X with the descent rate of Aircraft Y was not going to work. An 'immediate' heading of 030 to Aircraft X was issued to avoid a loss or possible near midair collision. The northeast gate altitude should be 10;000 feet for prop aircraft. Also; the GIDGT departure requires an addition fix beyond AIRRO. This fix should be at least 15;000 feet with a speed of 250 knots. Aircraft X was vectored for Aircraft Y. However; that was just the closest aircraft. Vectors would have been necessary to miss the CHOWW arrival behind the Aircraft Y. The CHOWW arrival must be lowered to at least 17;000 feet at CHOWW. Trying to leave the airspace at 19;000 feet and enter our airspace at 19;000 feet is a very unsafe practice. The arrival and departure tracks converge.
L30 TRACON Controller reported LAS published procedures are unsafe and do not ensure separation between aircraft on the CHOWW RNAV arrival and departing aircraft.