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Prepared By:
Aviotec International Inc.
T-Square Architecture Ltd.
DKMA Inc.
20
13
- 2
02
3 INFRASTRUCTURE NEEDS
ASSESSMENT STUDY, DAWSON CITY AIRPORT
FINAL REPORT
AP
1229
-01-
B01
Prepared For:
Aviation Branch,
Highways & Public Works
Government of Yukon
AP1229 │ October 2013
NOTICE
The information contained in this document represents the views of Aviotec International Inc. and T-Square Architecture Ltd. on the issues discussed as of the date of publication and is subject to change at any time without notice to the reader. This document and its contents are provided AS IS without warranty of any kind, and shall strictly only be used for its intended purpose, and Aviotec International Inc. and T-Square Architecture Ltd. cannot guarantee the accuracy of any information presented. Aviotec International Inc. and T-Square Architecture Ltd. make no warranties, express or implied, in this document.
Any reference in this report to any specific commercial product, process or service by tradename, trademark, manufacturer or otherwise does not necessarily constitute or imply its endorsement or recommendation by the Yukon Government, Aviotec International Inc. or T-Square Architecture Ltd.
Infrastructure Needs Assessment Study, Dawson City Airport, Yukon
FINAL REPORT
Version 1.8
30 October 2013
Prepared For: Aviation Branch Department of Highways & Public Works Government of the Yukon Box 2129 Haines Junction, Yukon Y0B 1L0 Submitted By: T-Square Architecture Ltd. Suite 4 201 Main Street Whitehorse, Yukon Y1A 2B2
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 i
Document History
Document Revision History
Version Version Date Change/Revision Description Author/Leader
1.0 29 January 2013 Draft Forecast Component. Catherine Harmel
1.1 18 March 2013 Facilities Assessment and Requirements. John Dejak
1.2 6 May 2013 Draft Findings and Recommendations John Dejak
1.3 17 May 2013 Final Traffic Forecast Component Catherine Harmel
1.4 25 July 2013 Draft Final Study Report John Dejak
1.5 6 August 2013 Final Study Report John Dejak
1.6 10 September 2013 Final Study Report With Review Comments John Dejak
1.7 30 September 2013 Final Study Report With Additional Comments John Dejak
1.8 30 October 2013 Final Study Report John Dejak
Document Review Log
Reviewer’s Name Organization Review Date Version Reviewed
Document Status
Bill Blahitka Yukon Government, Aviation Branch
31 July 2013 1.4 Draft Final
Mark Ritchie Yukon Government, Aviation Branch
3 September 2013 1.5 Final
Mark Ritchie/ Marilyn Seaman
Yukon Government, Aviation Branch
19 September 2013
1.6 Final
Mark Ritchie Yukon Government, Aviation Branch
21 October 2013 1.7 Final
Document Approval
Approver’s Name Approver’s Title Organization Approval Date
Marilyn Seaman Airport Realty and Business Coordinator
Yukon Government, Aviation Branch
31 October 2013
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 ii
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 iii
Table of Contents
Document History .......................................................................................................... i
Table of Contents ......................................................................................................... iii
List of Figures .............................................................................................................. vi
List of Tables ............................................................................................................... vii
1 Study Context ......................................................................................................... 1
Since 2001 the Canadian passenger demand has increasedby 30 million (+36%)
+36%
Source: DKMA Inc.
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In the latest edition of the ACI / DKMA Traffic Forecast Report (TFR) and as illustrated in
Exhibit 2-7, Canada, although at a worldwide level is considered to be a mature market, will
be the fastest growing air transport market within the G7 countries. Over the next two
decades, annual growth is projected to be 3.0%, where passenger demand will nearly
double to reach 200 million annual passengers.
Exhibit 2-7 – Forecast Passenger Demand - Canada
109
196
0
50
100
150
200
250
2011 2031
An
nu
al P
asse
nge
rs (M
illio
ns)
During the next 20 years the Canadian passenger demand is projected to increase by 3.0% p.a.
+80% or 87 million passengers
3.0%
1.9%
2.4%
1.8%
2.1% 2.2%2.1%
4.1%
0.0%
0.5%
1.0%
1.5%
2.0%
2.5%
3.0%
3.5%
4.0%
4.5%
Can
ada
USA
Ger
man
y
Jap
an
Ital
y
Fran
ce UK
Wo
rld
Ave
rage
an
nu
al g
row
th 2
01
1-2
031
G7 Passenger Forecast (2011-2031)
Source: DKMA Inc.
2.5 Air Transport in Northern Canada
Many areas of the Yukon are over 100 kilometres from the nearest major road, and this is a
problem that particularly affects areas in the far north and northeast of the Yukon Territory.5
In this regard, it has long been recognized that resource and economic development in the
Canadian North region is closely linked to and dependent upon the development of air
transport infrastructure. Moreover, development of the Canadian North is important to both
strengthening the nation as a whole, and creating and maintaining economic and
employment opportunities for northern First Nations communities.
Today, access to resources and markets remains a challenge for the Yukon. The only Yukon-
based scheduled domestic carrier is Air North, which flies between Whitehorse, Dawson, Old
Crow, Inuvik and Fairbanks (seasonally) and connects to the south by way of Vancouver,
Kelowna, Edmonton and Calgary. Meanwhile, Air Canada and WestJet strictly operate
scheduled services between Whitehorse and Vancouver. Other carriers mainly serve
government related activities such as the Medevac (medical evacuation) service, forest
firefighting and wildlife surveys, while others concentrate on the mining industry or on the
tourist market, either for hunting and fishing trips or aerial sightseeing excursions.
5 Jennifer Wheeler. 'How rural air transport is used and satisfies transport needs in the Yukon Territory, Canada'. University College London, Department
of Geography.
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2.6 Traffic Development at Dawson City Airport
Exhibits 2-8 to 2-11 on the following pages present the historic air passenger trends for YDA.
In 2012, passenger volumes at YDA surpassed the 11,000 mark, representing annual growth
of 8.8% since 2003 (refer to Exhibit 2-8). Led by the mining industry boom, traffic growth
has exploded since 2009, averaging 21.7% annually compared to only 2.9% between 2003
and 2009 (refer to Exhibit 2-9). It is worth nothing that the mining industry is highly cyclical
and this will inevitably translate into significant swings in demand.
Dawson City, like most of the Yukon, is situated in a sub-arctic climate, meaning that the
winter months are cold and daylight hours short. Without surprise, this will translate into
highly seasonal traffic, where the summer months (defined as June to September) account
for over 50% of the total annual passenger demand (refer to Exhibits 2-10 and 2-11).
In terms of aircraft movements (refer to Exhibits 2-12 and 2-13), the airport handles a mix of
commercial and non-commercial flights, taking the form of fixed wing and rotary operations. The
commercial flights are operated by Air North, using their fleet of Hawker-Siddeley 748 and Boeing
737-200 aircraft, which have the capability of landing on gravel runways. Since passenger
demand is low, all of the flights are multi-stops, typically combining Inuvik and Old Crow.
Moreover, for the fleet of HS-748 aircraft, passenger configuration can vary from 4 seats to 40
seats and this flexibility enables the carrier to adapt to the seasonal demand and maximize cargo
uplift. However, during the peak summer months, the flights often achieve 100% load factor.
Exhibit 2-8 – Historical Annual Trends in Total Passengers - Dawson City
Source: DKMA Inc. based on Government of Yukon statistics.
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Exhibit 2-13 – Past Trends in Total Aircraft Movements (2002-2012) - Dawson City
3.5%
4.3%
2.9%
0.0%
0.5%
1.0%
1.5%
2.0%
2.5%
3.0%
3.5%
4.0%
4.5%
2002-2012 2002-2009 2009-2012
An
nu
al G
row
th R
ate
Past Trends in Total Aircraft Movements (2002-2012)Dawson City Airport
Source: DKMA Inc. based on Government of Yukon statistics.
Exhibit 2-14 – Total Monthly Distribution of Aircraft Movements - Dawson City
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Tota
l Mo
nth
ly M
ove
men
ts
Total Monthly Aircraft Movements in Dawson City
2008
2009
2010
2011
2012 (E)
Source: DKMA Inc. based on Government of Yukon statistics.
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Without surprise, aircraft movements are highly seasonal and compared with passenger
operations are even more seasonal (refer to Exhibits 2.14 and 2.15). This fact is linked
largely to rotary activities which occur almost exclusively during the summer months. It will
vary on a yearly basis but, if we define the summer months as June to September, over 65%
of the annual rotary activity occurs during these months, and during some years, over 35%
of rotary flights occur during the peak months of July and August alone.
Exhibit 2-15 – Monthly Percentage Distribution of Aircraft Movements - Dawson City
0%
5%
10%
15%
20%
25%
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Mo
nth
ly D
istr
ibu
tio
n o
f A
ircr
aft M
ove
men
ts
Monthly Distribition of Aircraft Movements in Dawson City
2007 2008 2009
2010 2011 2012
Source: DKMA Inc. based on Government of Yukon statistics.
Exhibit 2-16 – Market Share: Fixed Wing vs. Rotary (2012) - Dawson City
Fixed Wing
4,641, 68%
Rotary
2,171, 32%
Market Share: Fixed Wing vs. Rotary (2012)
Total Movements in 2012: 6,812
Source: DKMA Inc. based on Government of Yukon statistics.
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The trends in fixed wing versus rotary aircraft are presented in Exhibits 2-16 and 2-17.
In the Yukon, traffic follows the resource cycles: when exploration is heavy, the public airports
are very busy. For example, at Dawson City in 2011, rotary operators sprung up overnight to
service the heavy level of exploration. However, as the mines start to move into the
development and production phases, air traffic tends to by-pass public airports and land
directly at private airstrips nearby the mine sites, typically constructed by the mine operators.
Exhibit 2-17 – Fixed Wing vs. Rotary Movements - Dawson City
41.8%
7.8%
-12.1%
10.5%
41.7%
37.0%
-42.3%
3.4% 3.6%
-13.0%
29.7%34.1%
6.7%
-26.4%
-50%
-40%
-30%
-20%
-10%
0%
10%
20%
30%
40%
50%
2006 2007 2008 2009 2010 2011 2012 (E)
An
nu
al G
row
th R
ate
Rotary vs. Fixed Wing Movements at Dawson City
Fixed Wings
Rotary Movements
Source: DKMA Inc. based on Government of Yukon statistics.
2.7 Forecast Methodology and Assumptions
2.7.1 Methodology - Passengers
For this study, an econometric model was developed in order to forecast traffic at Dawson
City Airport. However, one should never rely solely on the use of econometric models for
producing a forecast of annual demand, as local culture and local conditions preclude such
a prescriptive approach. Additionally:
• Econometric models cannot take into account non-quantifiable factors which are of
prime importance in terms of identifying future traffic development. Also, econometric
models imply some continuity throughout the forecast period and experience reveals
that this is not always the case.
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• In many cases, the forecast assumptions derived from interviews / discussions with the
local experts, such as airlines or airport staff, are not easily quantifiable.
In total, four different regressions were prepared for this study and one regression was kept;
it correlated total passenger traffic with Yukon GDP. It should be noted that since Dawson
City is a mining / resources-based economy that is situated within the Yukon, which has a
mining / resources-driven economy, then, the economic growth trends for Dawson City
would be expected to closely mirror the trends in the Yukon's overall economic growth.
Hence, in the absence of GDP data for Dawson City itself, it is reasonable to use Yukon
GDP in the regression analysis. Although all of the regressions yielded reasonable results,
the one regression with the best statistical fit was kept.
The retained equation was the following: Total Passengers=α+β1
GDP+β2
Dummy
The R2
was above 0.90 and all T-stats were well above +/-2.6 Exhibit 2-18 below shows, for
the selected regression, the fit between the actual figures.
Exhibit 2-18 – Regression Results: Total Passengers - Dawson City
-
2,000
4,000
6,000
8,000
10,000
12,000
20
03
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
To
tal P
asse
nge
rs
Regression Results: Total Passengers(Dawson City)
Actual Pax Est. Pax
Source: DKMA Inc.
6 To determine if a regression coefficient is valid an R
2 and T-statistic are calculated. The most common regression coefficient used is the R², measuring
the degree of determination between the dependant and independent/explanatory variables. The R² value lies between 0 (indicating no statistical
correlation at all) and 1 (indicating a perfect correlation). The significance of the regression (correlation) coefficient is determined from the T-statistic.
The probability of the T-statistic indicates whether the observed correlation coefficient occurred by chance if the true correlation is zero. In other words,
it asks if the correlation is significantly different than zero. A T-Statistic having a value of +/- 2 indicates that a regression coefficient is significant. If
the model yields a high R² (normally above 0.9) and T-stats are +/- 2 the model is considered valid and can be used to predict future demand.
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2.7.2 Methodology – Aircraft Movements
The projection of aircraft movements requires the construction of links between annual
passenger traffic and aircraft movements. The Study Team constructed a historical time
series measuring the volume of passengers per flight and this variable was then projected.
From this projection, the Study Team was able to estimate aircraft movements.
2.7.3 Forecast Assumptions
Baseline Forecast Assumptions
The following are the key assumptions underlying the forecast:
• Economic Growth: The Yukon economy's robust pace of expansion from 2003 through
2012 will not be repeated over the forecast period, due to the anticipated slowdown in
exploration and mining activities. As shown in Exhibit 2-19, GDP growth is expected to
moderate to an average annual rate of 3.5% over the period, compared to 2.5% for Canada.
Exhibit 2-19 – GDP Growth: Yukon vs. Canada
4.8%
3.5%
1.8%
2.5%
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
6.0%
2003-2012 2013-2022
GDP Growth: Yukon vs. Canada
Yukon Canada
Source: Statistics Canada.
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• Demographics: The population of the Dawson City region is not expected to expand to
any significant extent and, hence, population growth is not a driver of this forecast.
• Tourism: This sector is the mainstay of the region's economy and, hence, growth in
tourist activity is expected to be a key driver of growth in demand for air travel to/from
Dawson City.
• In terms of commercial air carriers, we expect Air North to remain the sole operator at
Dawson City Airport continuing to operate its fleet of HS-748 (or its equivalent once this
aircraft type is retired from service) and Boeing 737-200 aircraft.
2.8 Forecast Results (2013-2022)
2.8.1 Baseline
The annual baseline passenger forecast for Dawson City Airport (YDA) covers unconstrained
passenger and movement traffic where movements are further split between fixed wing and
rotary movements.
Exhibit 2-20 – Passenger Traffic Forecast - Dawson City
Source: DKMA Inc.
In general, Dawson City Airport is seen as an airport holding interesting long-term traffic
prospects that are driven by two main factors, namely tourism and the mining industry.
Exhibit 2-20, above, highlights the baseline long-term (2012-2022) passenger forecast for
Dawson City Airport where a steady increase is expected, albeit at a slower rate than what
has been experienced during the past few years.
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Between 2012 and 2022, passenger traffic is forecasted to grow at an average annual rate of
5.4%, reaching almost 20,000 passengers by 2022; and over the medium term, traffic is expected
to grow by an average annual rate of 5.6%, reaching nearly 15,000 passengers by 2017 (refer to
Exhibits 2-21 and 2-22 below).
Exhibit 2-21 – Passenger & Air Traffic Movements (ATMs) Forecast - Dawson City
Volumes Growth Volumes Growth
2012(P) 11,285 6,812
2013 11,836 4.9% 6,974 2.4%
2014 12,528 5.8% 7,172 2.8%
2015 13,258 5.8% 7,375 2.8%
2016 14,017 5.7% 7,581 2.8%
2017 14,797 5.6% 7,786 2.7%
2018 15,596 5.4% 7,991 2.6%
2019 16,439 5.4% 8,201 2.6%
2020 17,307 5.3% 8,412 2.6%
2021 18,207 5.2% 8,625 2.5%
2022 19,129 5.1% 8,838 2.5%
2003-2012 8.8% 4.3%
2007-2012 13.0% 2.9%
2012-2017 5.6% 2.7%
2012-2022 5.4% 2.6%
Passengers ATMs
Passenger and ATMs Forecast
Source: DKMA Inc.
Exhibit 2-22 – ATMs Forecast – Fixed Wing vs. Rotary - Dawson City
Volumes Growth Volumes Growth Volumes Growth
2012(P) 4,641 2,171 6,812
2013 4,745 2.2% 2,230 2.7% 6,974 2.4%
2014 4,872 2.7% 2,300 3.2% 7,172 2.8%
2015 5,003 2.7% 2,373 3.2% 7,375 2.8%
2016 5,134 2.6% 2,446 3.1% 7,581 2.8%
2017 5,266 2.6% 2,520 3.0% 7,786 2.7%
2018 5,396 2.5% 2,595 2.9% 7,991 2.6%
2019 5,530 2.5% 2,671 2.9% 8,201 2.6%
2020 5,664 2.4% 2,748 2.9% 8,412 2.6%
2021 5,799 2.4% 2,826 2.8% 8,625 2.5%
2022 5,933 2.3% 2,905 2.8% 8,838 2.5%
2005-2012 3.5% 7.5% 4.7%
2007-2012 3.5% 1.7% 2.9%
2012-2017 2.6% 3.0% 2.7%
2012-2022 2.5% 3.0% 2.6%
Total
ATMs Forecast: Fixed Wings vs. Rotary
Fixed Wings Rotary
Source: DKMA Inc.
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Rotary activities are almost entirely linked to mining exploration and, since in the baseline
forecast we expect mining activity to slow relative to what has recently been experienced,
the growth in rotary activity is projected to slow accordingly.
2.8.2 High and Low Forecast Scenarios
In an effort to understand the risks attached to the baseline forecast, two scenarios, a high
and a low, were also prepared. (Note: The detailed forecast results may be found in
Appendix B and the following section serves to present the key findings.)
High Scenario
The high scenario, should it become reality, would have a marked impact on the Airport's
operations. Under this scenario, tourists who currently visit Dawson City arriving via coach
bus and riverboat service, provided by operators such as Holland America Princess, would
now arrive by air transport.
Since the current bus service can sometimes be unreliable due, for example, to poor road
conditions, weather, mechanical failures, etc., Holland America Princess has been exploring
the opportunity to partner with an established air carrier (where Air North would be a prime
candidate) to introduce direct air service between Fairbanks and Dawson City. According to
Yukon Tourism and Culture, in 2011, 7,554 tourists visited Dawson City by coach bus. At this
stage, the information provided by both Holland America Princess and Air North is limited;
however, the Study Team has assumed the following parameters for the high scenario:
1. Starting in 2014, seasonal direct service between Fairbanks and Dawson City would be
operated by an established operator utilizing Boeing 737-200 aircraft with about 115 seats.
2. By 2014, the potential number of tourists that are likely to use this air service would be
10,000 (translating into 20,000 enplaned and deplaned [E+D] air passengers).
3. Effective marketing, a reliable air service and a unique tourism product would enable
demand to grow annually reaching 25,000 tourists by 2022.
All other forecast assumptions are considered unchanged.
As can be seen in Exhibit 2-23 on the following page, should this air service opportunity be
implemented and become a success, it would have a material impact on Dawson City
Airport and its infrastructure needs.
Low Scenario
Under the low scenario, the Study Team assumed that the Yukon economy would face a
recession / economic slowdown during the entire forecast period:
• Yukon GDP - Baseline: 3.5% per annum.
• Yukon GDP - Low scenario: 2.4% per annum.
All other forecast assumptions are considered unchanged.
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Exhibit 2-23 – High Passenger Scenario - Forecast Results
Aviotec International Inc. & T-Square Architecture Ltd., 2013 30
The apron pavement is designed to accommodate GA aircraft with a maximum taxi weight of
5,670 kg (12,500 lbs), with the exception of the western corner of the apron which is believed to
be designed to a Pavement Load Rating (PLR) of 7 or higher. Based on a visual site inspection,
the apron pavements appear to be in fair to good condition. It is anticipated that the apron
asphalt pavement will need to be rehabilitated over the medium-term.
The current aircraft apron is quite congested during the peak summer periods, including use
of the GA parking stands. As well, stakeholders have suggested that there are regularly
issues with the mixing of fixed wing and rotary aircraft on the apron (rotor wash, taxi conflicts).
Despite the fact that the Airport is designated day-use only, the existing apron lighting (one
floodlight pole situated behind the North 60 Petro’s fuel tanks) appears to be inadequate
during low visibility (fog) and dusk/dawn periods. The apron lighting should be
supplemented over the short-term.
4.2.4 Visual Aids
Runway Edge and Threshold Lighting
Runway 03-21 is equipped with a Low Intensity Edge Lighting (LIEL) system and Runway
Threshold Lights which have been designed using parallel power circuits and 120/240 volt AC,
single-phase, 3-wire with a shared neutral (which is typical of Yukon Community Airports).
Although this type of system design is appropriate when voltage regulation and intensity control
are not required, there are concerns for runways of greater length (> 5000 ft) particularly
related to line drops along the circuit which may cause lighting to appear non-uniform in
intensity. This issue has however becoming less problematic with the greater use of LED airfield
lighting fixtures, which YG-AB should consider for any future replacements.
The current LIEL system and runway threshold lights were installed in 2003 and are deemed to be
in fair to good condition. Airfield lighting systems typically have a 20-year life span. Therefore, it
is expected that the lighting system will need to be replaced near the end of the planning horizon.
Aerodrome Beacon
The roof of the existing terminal building is equipped with a flashing strobe type aerodrome
beacon. Since the airport is certified for day-use / VFR only, the beacon is intended for
emergency use only. The beacon is in good condition and will not need to be replaced
during the planning period.
Precision Approach Path Indicator (PAPI)
Both runway approaches are provided with PAPI units, which were installed in 2003. Both
PAPI units appear to be in good condition. PAPI units typically have a 20-year life span, and
thus these units should be programmed for replacement near the end of the planning horizon.
Illuminated Windsocks
Runway 03-21 is equipped with two illuminated windsocks which were fully replaced in 2012 and
are in excellent condition, and thus will not need to be replaced within the planning period.
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Guidance Signs
The runway and taxiways are provided with internally illuminated guidance signs. The sign
legend and colours appear to comply with current Transport Canada standards (TP312).
The sign boards and bases appear to be in good condition and are not expected to require
replacement within the planning period.
Field Electric Centre
The Airport’s Field Electric Centre (FEC), which powers and controls the airfield lighting
system, is located in the basement of the existing ATB. The equipment is believed to have
been installed as part of the 2003 reconstruction, and appears to be in good condition. FEC
equipment typically have a life span of 25 years. Therefore, it is not expected that the
equipment will require replacement within the planning period.
Stand-by / Emergency Power
All airfield visual aid systems and essential lighting and power for the ATB are connected to a
stand-by power supply which is located in a prefabricated, skid-mount trailer unit immediately
to the west of the terminal building. The stand-by power system is comprised of a 250 kW
diesel generator with associated fuel tanks which appear to be in good condition. Stand-by
or emergency power equipment typically have a life span of 30 years. Therefore, it is not
expected that the equipment will require replacement within the planning period.
4.2.5 Navigational Aids
A Remote Communication Outlet (RCO)7 is located on King Solomon’s Dome approximately
28 km southeast of the Airport.
A medium power (approximately 200W) Non-Directional Beacon (NDB) is located 0.9 nm
southwest of the Airport.
4.2.6 Airport Approaches
The Airport currently has two published instrument procedures (NDB A and RNAV8 B) for
aircraft approaches from the east. Given that the Airport is certified as a non-instrument,
day-use VFR facility and the challenging terrain, the final segment of the approaches require
a circling procedure.9
The RNAV B approach for YDA, which was designed to avoid obstacles (terrain) to the south
and east of the airport, utilizes Global Navigation Satellite Systems (GNSS) technology, also
known as GPS, which is accurate, reliable, commonly available and cost-effective (compared
7 Remote Communications Outlets are remote aviation band radio transceivers, established to extend the communication capabilities of Flight Information
Centres (FIC) and Flight Service Stations (FSS). The RCO automatically transfers a radio call, made by a pilot to the outlet, directly to the FSS or FIC.
8 RNAV denotes Area Navigation (a generic acronym for any device capable of aircraft guidance between pilot-defined waypoints).
9 A circling approach is the visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located
for a straight-in approach. (Joint Aviation Requirement-Operations [JAR-OPS] 1.435 (a) (1))
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with previous land-based instrument approach systems). GNSS permits the design of more
complex approaches with various alignment configurations and segments (as opposed to
conventional straight-in approaches), as well as step-down waypoints that can avoid
obstacles. Available in Canada for over 15 years, standard, non-precision GNSS approaches
can be flown by most aircraft that are suitably equipped with IFR-capable GPS avionics.
4.2.7 Perimeter Security and Access Control
The Canadian Aviation Security Regulations, 2012 (CASR, SOR 2011-318) sets out the
security requirements for designated Class 1, 2 and 3 aerodromes in Canada, as well as for
all other aerodromes under Part 7 of the Regulations. For purposes of the CASR, Dawson
City Airport falls under Class “Other Aerodromes”, and as such, the applicable security
requirements are substantially reduced when compared to the requirements for the higher
class designated aerodromes.
At present, the Airport has 1.8 metre high chain-link security fencing situated along the
northern boundary of the Airport. The remainder of the Airport property has no perimeter
fencing. Although the incidence of wildlife incursions at the Airport is relatively low; wildlife,
such as moose, fox and coyotes, do traverse the site. Complete airport perimeter fencing,
at least 2.4 metres in height, can be an effective means of controlling wildlife incursions and
providing general security of the airfield.
Three (3) access gates exist along the northern boundary; however, these are not generally
kept locked. Airport stakeholders have suggested that public vehicles often drive onto the
apron areas unchallenged and pose a safety and security risk.
4.2.8 Aviation Fuel
North 60 Petro Ltd. supply 100LL aviation fuel for itinerant and locally based general aviation
aircraft at the Airport. They own and operate two tanks with a total capacity of 50,000 litres,
which are located on the itinerant apron area immediately to the east of the ATB.
Air North maintains a 20,000 litre reserve fuel tank for their commercial operations. This tank
is also located immediately to the east of the ATB. Air North has indicated a desire to
increase their Jet-A fuel storage capacity at the Airport for their Boeing 737-200 service.
4.3 Air Terminal Building
4.3.1 Building Code Assessment
The existing Dawson City Airport Air Terminal Building (ATB) was constructed in 1975 and is
254 m2
(2,734 ft2
) in total floor area.
The building currently serves the needs of (i.) a single scheduled, commercial air carrier (Air
North), (ii.) on-site customs and border services provided by Canada Border Services
Agency (CBSA), (iii.) locally based and itinerant general aviation pilots, (iv.) air charter
operators, (v.) scheduled and charter passengers, and (vi.) a Community Aerodrome Radio
Station (CARS) operated by Nav Canada (refer to Section 4.5.2).
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 33
Exhibit 4-3 – Exterior View of Dawson City Airport Air Terminal Building
Aviotec International Inc. & T-Square Architecture Ltd., 2013 35
Based a review of the floor plan and a cursory visual site inspection, the ATB appears to
have two (2) non-compliance issues with the applicable NBC 2010 requirements:
• The barrier-free washroom adjacent to Room 111 (Community Aerodrome Radio Station
[CARS] Office) does not meet NBC 2010, Section 3.8; specifically, the existing unisex
washroom stall does not meet the minimum dimensions of 1500mm x 1500mm.
• The corridor ramp leading from Room 106 (Holdroom / Public Area) to Corridor 113
does not comply with the requirement of a 1:12 slope for barrier-free ramps as stated in
NBC 2010, Sub-Section 3.8.3.4.
4.3.2 Construction Assemblies
The ATB structure is of wood-frame construction, un-sprinklered on a concrete basement
foundation system. The above-grade construction includes 38mm x 89mm wood stud
exterior walls filled with batt insulation and a 2 mil vapour barrier, painted gypsum wall-board
finish, original double pane wood windows and a combination of aluminum storefront and
solid core wood exterior doors. The roof assembly features 33% (4/12) wood trusses with an
attic space filled with RSI 2.4 (R-13.6)10
batt insulation and a 2 ply vapour barrier.
4.3.3 Facility Programming Review
Exhibit 4.5 presents photographs of the passenger check-in, holdroom and baggage claim
areas within the existing ATB.
Exhibit 4-5 – Dawson City Air Terminal Building Interior Photographs
Photo Source: : Alex M. Brelosojos, June 2011.
10 R-value, which stands for "resistance value," provides a means for quantifying the thermal resistance of an insulating material. If the R-value is high, the
material is a good thermal insulator, and heat will not easily flow through it. If the R-value is low, the material is a poor insulator. RSI stands for "R-value
Système International," meaning it measures the same quantity but uses the international metric system of units.
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 36
Based on a review of the existing ATB floor plan and a cursory site inspection and
operational observations of the ATB conducted by the Study Team, the following are the
identified facility programmatic deficiencies:
Room 106 – Holdroom / Public Area: The current Holdroom / Public Area of about 48
m2
is considered significantly undersized for the current passenger loads, which
reportedly reach upwards of 50 enplaning and deplaning (E+D) passengers plus
meters/greeters during peak (summer) periods.11
Recognized airport terminal
standards for area requirements (i.e., average of 1.65 m2
/ person) suggest that the
this area is already significantly inadequate. Congestion in the Public Area is further
exacerbated on occasions when all passengers must deplane commercial flights due
to departure delays or mechanical issues. The baggage claim area is comprised of a
half-height door in the south ATB face and is superimposed within the holdroom area,
which causes frequent interference between arriving and departing passengers.
Rooms 101, 102 & 103 – Airline Operations: The entire Air North operational space of
about 28 m2
within the ATB is significantly undersized. Currently, there is a single air
carrier check-in counter; however, a second counter is required in order to efficiently
process passengers and air cargo customers without delaying flights. According to Air
North staff, the quantity of passenger baggage and air cargo regularly exceeds the
baggage room capacity (Room 101) and therefore is also piled up in the Air North
Office (Room 103) or other open spaces within the ATB. Because of the haphazard
storage of passenger baggage and air cargo, there is also a concern with regard to
the level of care and control which the air carrier is able to provide prior to the
baggage/cargo being loaded onto the aircraft.
Room 111 – CARS Office: Based on observations and interviews with CARS staff, the
current office area of about 42 m2
, which includes a dedicated washroom and public
service counter, meets all of the operational and functional requirements. The only
exception is that the washroom does not meet the NBC 2010 barrier-free design
requirements. Based on discussions with CARS staff, the demand for public counter
service has decreased significantly over the past few years due to more prevalent
access to information via the internet and telephone service.
Rooms 104/105 – Customs & Immigration: The CBSA’s customs and immigration
services are currently handled from within an approximate 15 m2
space which is
completely inadequate for the number of passengers which are typically processed
(up to 15 transborder passengers). At present, it is challenging for the CBSA officers
to conduct services due to the physical constraints. Any change or expansion to the
ATB facility, will certainly trigger a complete reconfiguration and expansion of the
CBSA operational spaces.
Room 114 – Common Staff Room: This office space is currently being used as a
common tenant kitchen and lunchroom area; however, with the current number of
tenant personnel using this space, it is deemed to be inadequate.
11
Based on an interview with the Air North YDA Station Manager.
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 37
Room 116 – Airport Maintenance Supervisor: The personnel utilizing this office space
have indicated that the space is of reasonable size, function and quality.
Rooms 117 & 118 – Leased Office Spaces: The current tenants occupying these office
spaces have indicated their desire to lease additional space within the ATB.
Basement Level: The ATB’s basement level houses the mechanical, electrical and
communication equipment and systems serving the ATB, including the electrical
equipment associated with the airfield lighting system. The equipment/system spaces
appear to be adequate from a spatial and maintenance standpoint. A basement storage
room has been leased as office space, but it is not considered to meet any reasonable
standard. This suggests that there is demand for additional office lease space within the
ATB, provided that it meets a reasonable standard for space, function and quality.
4.3.4 Building Performance Deficiencies
(Note: A detailed evaluation of the ATB’s mechanical, electrical and structural systems was
deemed to be beyond the scope of this study.)
Architecturally, the following ATB systems’ deficiencies were noted based on the cursory
visual site inspection:
• The opaque walls are significantly below the minimum YG standards for air-vapour
barriers and RSI (metric measure of thermal resistance) insulation values;
• The majority of the ATB’s exterior doors and frames are of wood construction and not
thermally broken (meaning that they lack materials in the assembly that reduce or
prevent the flow of thermal energy between conductive materials);
• The ATB’s windows are the original wood frames and are below current YG standards;
• The building lacks a ventilation system;
• Ice damming is evident at select roof valleys, seeming to indicate areas of significant
heat loss; and
• The concrete wall at the lower level, southwest entrance has separated from the
building structure.
4.4 Groundside Facilities
4.4.1 Terminal Access
The main access to the Airport is via the Klondike Highway in the location of the existing
terminal building. However, the close proximity of the terminal building to the highway means
that the amount of space available for loading and un-loading of passengers along the
frontage of the terminal building is very limited and is considered a public safety risk. In
addition, tenants have suggested that it is very difficult to maneuver the occasional tour coach
bus in front of the terminal building when vehicle activity in the area is heavy during peak
periods. Exhibit 4.6 below shows the existing groundside vehicle access to the terminal area.
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 38
Exhibit 4-6 – Existing Groundside Vehicle Access and Parking
Lease
Lot 1
(645 m2)
Lease
Lot 2
(645 m2)
Lease
Lot 3
(645 m2)
Lease
Lot 5
(645 m2)
Lease
Lot 4
(645 m2)
Lease
Lot 6
(645 m2)
Lease
Lot 7
(399.5
m2)
Lease
Lot 8
(790.0 m2)
Klondike Highway
Public Parking Lot
(Undefined parking stalls;
Approx. capacity of 160)
75.0 m
Runway
Strip Width
Runway 03-21 –Code 3C-NI (1,526 m x 30.5 m, Gravel)
Due to strong demand, YG-AB recently established two (2) additional lease lots immediately
to the east of the occupied lease lots; however, these have been considered to be of a less
desirable size, configuration and location.
The Northfield area is deemed to be at full capacity from a lease lot perspective and any
further commercial land development should be undertaken on the south side of the airfield
(referred to as the Southfield). This conclusion is consistent with the results of the “Dawson
Airport Lot Demand Survey” which was undertaken by YG-AB in 2011. Based on
discussions with YG-AB and airport stakeholders, there appears to be an immediate
demand for approximately three (3) to four (4) quality and suitably sized lease lots.
6.6.2 Southfield Commercial Land Development
Predicting the size and scale of demand for airside commercial lands can be difficult since
factors and conditions may change very rapidly. This is particularly true for an airport such
as Dawson City with its very strong link to resource related activities which are cyclical in
nature. For this reason, the best approach for commercial land development is to
adequately protect and plan suitable overall land development areas and to remain flexible
to changing demands and specific opportunities.
Based on the 2011 “Dawson Airport Lot Demand Survey” and Aviotec’s experience in airport
commercial land development, it is recommended that small to medium sized lots (ranging
in size from 1,350 m2
[30m x 45m] to 3,250 m2
[50m x 65m]) be developed immediately to
the east of the existing airport maintenance structure. These lots could cater to a mix of
private and commercial general aviation users and accommodate either individual hangars
or groups of T-hangars. The suggested approach to development of these lots is in phases
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 73
of approximately 10,000 m2
parcels. These parcels may then be subdivided as demand and
opportunities present themselves.
Similarly, it is recommended that medium to large sized lots (ranging in size from 3,500 m2
[50m x 70m] to 7,500 m2
[75m x 100m]) catering to commercial and government users be
developed to the west of the existing airport maintenance structure.
The specific land development areas in Table 6-2 below are suggested only and should be
used by YG-AB as a framework for marketing and planning purposes.
Table 6-2 – Suggested Southfield Commercial Land Development Areas
Development
Area Proposed Uses
Area Size
(m2
)
Development Period
1-10 yrs 11-20 yrs
A1 Small to Medium, Private/Commercial Users 10,0001
A2 Small to Medium, Private/Commercial Users 10,0001
B1 Medium to Large, Commercial/Gov’t Users 7,500
B2 Medium to Large, Commercial/Gov’t Users 7,500
B3 Medium to Large, Commercial/Gov’t Users 7,500
B4 Medium to Large, Commercial/Gov’t Users 7,500
B5 Medium to Large, Commercial/Gov’t Users 7,500
Notes: 1. Sub-dividable into individual lots ranging in size from 1,350 to 3,150 m2
.
As noted earlier, it is important for YG-AB to remain flexible and adapt the commercial land
development strategy as market demand changes. The recommended layout for the
Southfield land development areas are conceptually shown in Exhibit 6-13 (following page).
As a matter of policy, YG-AB normally do not develop airport commercial lands and
buildings on speculation, with the exception of some limited enabling infrastructure in order
to facilitate the marketing of lease lots to private owners, business users and developers.
Because of the variable nature of aviation lease lot demand, it is recommended that YG-AB
not pre-service the initial phase of Southfield lease lots with power, communication, water
and sanitary sewerage; with the exception of arranging for Yukon Energy Corporation to
extend the existing 600V power supply which currently terminates at the west side of the Air
Tanker Base.
From a capital planning perspective, a taxilane will also need to be developed from the east in
order to provide aircraft access to the proposed Southfield lease lot areas, as shown in Exhibit
6-13. The taxilane will need to be positioned parallel to the runway beyond the 150 metre wide
runway strip area. Final layout of the taxilane will need to consider a separation from the
runway which mitigates surface contamination during runway snow clearing operations.
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 74
Exhibit 6-13 – Proposed Southfield Commercial Land Development Plan
Notes: 1. Lease lot areas are approximate only.
6.7 Airport Southfield Access Road
In order to permit development of the Southfield area (lands south of the runway), the
existing roadway will need to be relocated 55 metres to the south, starting at the location of
the existing Air Tanker Base. This will allow development of the proposed ATB and the future
commercial lease lots, as well as eventually provide dual vehicle access to the Airport lands
from the Klondike Highway.
It is recommended that a 7.5 wide gravel roadway be developed in the short-term to
approximately 40 metres beyond the end of the gravel stockpile including a temporary vehicle
turn-around. The roadway should then be extended in future phases around the end of Runway
03 and ultimately connecting to the Klondike Highway at the northwest corner of the Airport lands.
6.8 Airside Perimeter Fencing and Access Control
In conjunction with the development of the Southfield area, it is recommended that the
existing airport perimeter security fencing be completed around the entire airport property to
enhance airside security and mitigate wildlife incursions onto the airfield.
The perimeter security fencing should be constructed of 2.4 metre high chain-link topped
with 3 strands of barbed wire and located along the inside of the proposed Southfield
Access Road (such that the entire length of access road will remain non-secure and
accessible to the public).
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 75
Security fence already exists along the north boundary, parallel to the Klondike Highway. The
extent of additional perimeter security fence required is approximately 2,655 metres in length
and will require clearing and grubbing of the fence line, localized grading and transverse
drainage culverts where required. It is recommended that the security fencing be constructed
in phases corresponding with development of the Airport access roadway. The first phase
being the sections along the eastern limit, the area of the Air Tanker Base and Initial Fire Attack
Base, the proposed new ATB and the first phase of the Southfield lease lot development.
At present, there is no formal security access control at the Airport. Airport stakeholders
have suggested that the public occasionally drive onto the apron areas unchallenged which
has caused safety concerns in the past. It is recommended that YG-AB commence
implementation of a formal security access control program.
The philosophy of access control should be to limit the number of access points to as few
as reasonable, and entry only to persons with a demonstrated need and right to access. It
is recommended that the following security access points, as illustrated in Exhibit 6-14, be
implemented during the planning horizon:
• GA Apron Access Gate (East of existing ATB);
• Northfield Lease Lot Tenant Access Gate (Adjacent to Lease Lot #1);
• Southfield Lease Lot Tenant Access Gate (Adjacent to proposed Lease Lot A1);
• Southfield Maintenance Access Gate (Adjacent to gravel stockpile);
• South Terminal Apron Access Gate (East side of proposed new ATB); and
• Individual building airside security access points controlled by proximity card readers.
Exhibit 6-14 – Proposed Airport Access Control Points
Notes: 1. Conceptual plan only.
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 76
It is recommended that the main gate access points should be comprised of 6.1 metre wide
cantilever type sliding gates with card reader access, intercom (with a connection back to a
security office or a remote YG office) and provisions for future CCTV surveillance. All
existing and proposed terminal building portals leading to the airside should be equipped
with suitable access control devices. In addition, a number of lockable 6.1 m wide double
swing gates should be strategically located to allow access to the airfield for operations,
maintenance and emergency access.
For all tenant leased or owned premises situated on the primary security line, access to
airside should be permissible; however, access control devices will be required to be
implemented by YG-AB at each building.
The access control program as presented herein should be implemented over the medium-
term.
6.9 Site Services and Utilities
The proposed new terminal building on the south side of the airfield will require new power,
communications and water supplies and a sanitary sewage disposal system. Also, the
lease lot development areas will require power and communication services, but not
necessarily water and sanitary sewage services.
6.9.1 Power Supply
According to YG-AB staff, the Airport has ample power supply available including the back-
up diesel generator in order to accommodate the proposed ATB and the lease lot
development areas. In order to serve the Southfield development area, the main 600V
power supply will need to be extended by Yukon Energy Corporation from an existing 600V
transformer situated near the eastern limit of the Air Tanker Base.
It is recommended that YG-AB undertake, through Yukon Energy, an assessment of the
future power supply needs of the Airport to ensure that the existing power supply to the
Southfield area will be adequate for the long-term development strategy. The assessment
should also address whether the main power feed for the Southfield area, which routes
immediately east of the Runway 21 threshold will be impacted by a future runway extension
or RESA construction.
6.9.2 Water Supply & Sanitary Sewage
A new water well and septic bed will need to be constructed for the proposed terminal
building. Based on our review of documents, there should be no difficulties with
implementing either. However, YG-AB should undertake a feasibility study to determine the
most appropriate future approach to the supply of water for the commercial development
lands to ensure a future stable supply, and adequacy for building firefighting to satisfy
insurance requirements and Territorial building codes.
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 77
7 Recommended Capital Plan
7.1 Proposed Airport Development Plan
Based on the foregoing analysis and recommendations, the Study Team has prepared a
proposed Airport development plan, included as Exhibit 7-1, which presents the
recommended infrastructure requirements over the 10-year planning horizon of this study,
as well as areas to be reserved and protected for future infrastructure needs.
7.2 10-Year Capital Plan
Table 7-1 (on the following page) summarizes the various recommended capital plan items
to satisfy the infrastructure needs for the Dawson City Airport over the 10-year planning
horizon. The table includes the general timing of each item broken down by short-term,
medium-term and long-term needs. In addition, the table includes planning triggers (i.e.,
conditions/events which may hasten or delay the infrastructure need) and implementation
risks.
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3
79
Ta
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7
-1 – 10
-Y
ea
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ap
ita
l P
lan
Item
No.
Proposed U
ses
Pla
nnin
g T
rig
gers
Imple
menta
tion R
isks
Imple
menta
tion
Tim
ing
1
Resurfa
ce G
ravel R
unw
ay (
Rw
y 0
3-21) a
nd R
epair
Localized S
ub-base/B
ase C
onditio
ns
C
onditio
n &
inte
grity o
f pavem
ent
C
hange in n
um
ber o
f air
craft
movem
ents
C
hange in a
ircraft types
U
nknow
n s
ubsurfa
ce
conditio
ns
Mediu
m-te
rm
2
Repla
cem
ent of Low
Inte
nsity R
unw
ay E
dge a
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Threshold
Lig
hting inclu
din
g C
abling &
Ducts
C
onditio
n o
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field
lig
hting
syste
m
C
hange in technolo
gy
Long-te
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3
Repla
cem
ent of R
wy 0
3 a
nd R
wy 2
1 P
AP
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nits
C
onditio
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AP
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D
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ay F
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C
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Long-te
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4
New
Runw
ay Identification L
ighting S
yste
m (
RIL
S)
N
/A
N
/A
S
hort-
term
5
Perim
ete
r S
ecurity F
encin
g (
Phase 1
)
C
hange in w
ildlife
incursio
ns
C
hange in C
AS
R d
esig
nation
C
hange in C
AS
R d
esig
nation
Short-
term
6
Access C
ontr
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rogram
(G
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C
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AS
R d
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T
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C
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egula
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Mediu
m-te
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7
South
field
Access R
oad R
elo
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T
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U
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nvir
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enta
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subsurfa
ce c
onditio
ns
Short-
term
8
New
Air
Term
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uildin
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South
field
)
C
hange in p
assenger a
nd/or
cargo d
em
and
Large-scale
air c
harte
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P
assenger screenin
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requirem
ents
C
hange in C
BS
A r
equirem
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Short-
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9
Renovate
and R
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xis
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TB
(N
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)
T
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term
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C
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and for o
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Short-
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10
New
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T
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C
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Short-
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11
Term
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T
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term
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U
nknow
n s
ubsurfa
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conditio
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Short-
term
DA
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CITY
AIR
PO
RT
Infrastr
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re N
eeds A
ssessm
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A
vio
tec In
tern
atio
na
l In
c. &
T-S
qu
are A
rch
itectu
re Ltd
., 2
01
3
80
Ta
ble
7
-1
– 10
-Y
ea
r A
irp
ort C
ap
ita
l P
lan
[C
on
tin
ued
]
Item
No.
Proposed U
ses
Pla
nnin
g T
rig
gers
Imple
menta
tion R
isks
Imple
menta
tion
Tim
ing
12
New
Rota
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ircraft A
pron D
evelo
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C
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movem
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N
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term
13
New
Taxiw
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oxtr
ot
T
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f new
air
term
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U
nknow
n s
ubsurfa
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conditio
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Short-
term
14
Utilities &
Site S
ervic
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TB
and L
ease L
ots
T
imin
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f new
air
term
inal bld
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and lease lots
develo
pm
ent
U
nknow
n s
ubsurfa
ce
conditio
ns
A
vailable
capacitie
s.
Short-
term
15
New
Air
port M
ain
tenance E
quip
ment
C
hange in n
um
ber o
f air
craft
movem
ents
N
/A
S
hort-
term
16
Flo
odlighting a
nd P
ow
er P
lug-in
Upgra
des a
t
Exis
ting A
ircraft A
pron
N
/A
N
/A
S
hort-
term
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 81
APPENDIX A - Study Terms of Reference
Aviotec International Inc. & T-Square Architecture Ltd., 2013 82
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DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 83
Appendix B – Annual Traffic Demand Forecast Output – Dawson City Airport
Aviotec International Inc. & T-Square Architecture Ltd., 2013 84
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Daw
son
City
Airp
ort (
YDA
)A
nnua
l Tra
ffic
Fore
cast
Low
Sce
nario
- Fi
nal
Dat
e Pr
epar
ed:
201
3-05
-17 20
12(P
)20
1320
1420
1520
1620
1720
1820
1920
2020
2120
2220
02-1
220
07-1
220
12-1
720
12-2
2
P.1.
Pass
enge
rs -
Tota
l11
,285
11,5
8911
,952
12,3
1512
,680
13,0
4213
,393
13,7
4914
,102
14,4
6114
,822
8.8%
13.0
%2.
9%2.
8%P
.1.1
.P
eak
Mon
th P
asse
nger
s1,
706
1,74
91,
800
1,85
11,
902
1,95
22,
001
2,05
02,
099
2,14
82,
197
9.8%
9.3%
2.7%
2.6%
M.1
.A
ircra
ft M
ovem
ents
- To
tal
M.1
.1.
Fixe
d W
ings
4,64
14,
723
4,81
74,
911
5,00
45,
096
5,18
65,
277
5,36
75,
457
5,54
83.
5%1.
9%1.
8%M
.1.2
.R
otar
y2,
171
2,17
92,
192
2,20
32,
214
2,22
32,
230
2,23
72,
242
2,24
72,
252
1.7%
0.5%
0.4%
M.1
.3.
Tota
l6,
812
6,90
27,
009
7,11
47,
218
7,31
97,
416
7,51
47,
609
7,70
57,
799
4.3%
2.9%
1.4%
1.4%
Avi
otec
/DK
MA
Pag
e 1
of 3
May
17,
201
3
Daw
son
City
Airp
ort (
YDA
)A
nnua
l Tra
ffic
Fore
cast
Bas
e Sc
enar
io -
Fina
lD
ate
Prep
ared
: 2
013-
05-1
7 2012
(P)
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2002
-12
2007
-12
2012
-17
2012
-22
P.1.
Pass
enge
rs -
Tota
l11
,285
11,8
3612
,528
13,2
5814
,017
14,7
9715
,596
16,4
3917
,307
18,2
0719
,129
8.8%
13.0
%5.
6%5.
4%P
.1.1
.P
eak
Mon
th P
asse
nger
s1,
706
1,78
61,
887
1,99
32,
103
2,21
62,
331
2,45
22,
577
2,70
62,
837
9.8%
9.3%
5.4%
5.2%
M.1
.A
ircra
ft M
ovem
ents
- To
tal
M.1
.1.
Fixe
d W
ings
4,64
14,
745
4,87
25,
003
5,13
45,
266
5,39
65,
530
5,66
45,
799
5,93
33.
5%2.
6%2.
5%M
.1.2
.R
otar
y2,
171
2,23
02,
300
2,37
32,
446
2,52
02,
595
2,67
12,
748
2,82
62,
905
1.7%
3.0%
3.0%
M.1
.3.
Tota
l6,
812
6,97
47,
172
7,37
57,
581
7,78
67,
991
8,20
18,
412
8,62
58,
838
4.3%
2.9%
2.7%
2.6%
Avi
otec
/DK
MA
Pag
e 2
of 3
May
17,
201
3
Daw
son
City
Airp
ort (
YDA
)A
nnua
l Tra
ffic
Fore
cast
Hig
h Sc
enar
io -
Fina
lD
ate
Prep
ared
: 2
013-
05-1
7 2012
(P)
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2002
-12
2007
-12
2012
-17
2012
-22
P.1.
Pass
enge
rs -
Tota
l11
,285
11,8
3632
,549
43,9
4150
,533
53,3
4456
,225
59,2
6262
,390
65,6
3568
,961
8.8%
13.0
%36
.4%
19.8
%P
.1.1
.P
eak
Mon
th P
asse
nger
s1,
706
1,78
66,
251
8,75
110
,046
10,5
8511
,135
11,7
1512
,310
12,9
2513
,554
9.8%
9.3%
44.1
%23
.0%
M.1
.A
ircra
ft M
ovem
ents
- To
tal
M.1
.1.
Fixe
d W
ings
4,64
14,
745
5,09
25,
311
5,57
45,
706
5,83
66,
058
6,19
26,
415
6,54
93.
5%4.
2%3.
5%M
.1.2
.R
otar
y2,
171
2,23
02,
300
2,37
32,
446
2,52
02,
595
2,67
12,
748
2,82
62,
905
1.7%
3.0%
3.0%
M.1
.3.
Tota
l6,
812
6,97
47,
392
7,68
38,
021
8,22
68,
431
8,72
98,
940
9,24
19,
454
4.3%
2.9%
3.8%
3.3%
Avi
otec
/DK
MA
Pag
e 3
of 3
May
17,
201
3
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 85
Appendix C – List of Stakeholders Consulted
Aviotec International Inc. & T-Square Architecture Ltd., 2013 86
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Aviotec International Inc. Page 1 of 1 AP-1229
Table C-1 – List of Stakeholders Consulted
Name Company / Organization Title / Position Type
Joe Sparling Air North President / CEO F
Buffalo Air North Station Manager, YDA F
Ron Limoges Alcan Air General Manager F
Janet Sabo Canada Border Services Agency Sup., Training & Business Coord. F
Richard Bannister Canadian Air Transport Security Authority Reg. Mgr., Screening Operations West F
Wayne Potoroka City of Dawson Mayor F
Micah Olesh City of Dawson Development Officer O
Carla Mather Dawson City Chamber of Commerce Chair / President F
George Filipovic Dawson City Chamber of Commerce Manager F / O
Ryan Leef Government of Canada Member of Parliament L
Craig Unterschute Great River Air President F
Mark Wickham Klondike Development Organization Project Manager O
Gary Parker Klondike Visitors Association Executive Director F / O
Dave Sharp Tintina Air Owner / Operator F
Blake Rogers Tourism Industry Assoc. of the Yukon Executive Director O
Jean-Stéfane Bergeron Transport Canada Reg. Dir., Transportation Security F
Chief Eddie Taylor Tr’ondëk Hwëch’in Han Chief L
Linda Gould Westmark Inn / Holland America Princess General Manager, Dawson F / O
Peter Turner Yukon Chamber of Commerce President F
Robert McIntyre Yukon Chamber of Mines President F
Hugh Kitchen Yukon Chamber of Mines Vice President F / O
Mike Kokiw Yukon Chamber of Mines Manager, Dawson F / O
Debbie Yukon Government, Aviation Branch CARS Operator F
Scott Milton Yukon Government, Economic Development Dir., Realty Capital Asset Planning F / O
Shannon Clark Yukon Government, Tourism & Culture Product Development Officer O
Mike Fraser Yukon Government, Highways & Public Works Northern Area Superintendent F
Sandy Silver Yukon Legislative Assembly MLA Klondike F / O
Legend: F – Face-to-face or telephone consultation
L – Letter correspondence
O – On-line questionnaire
DAWSON CITY AIRPORT
Infrastructure Needs Assessment
Aviotec International Inc. & T-Square Architecture Ltd., 2013 87
Appendix D – Results and Findings of Stakeholder Questionnaire
Aviotec International Inc. & T-Square Architecture Ltd., 2013 88
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Page 1
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY
Over the past 10 years (20022012), the Dawson City Airport has experiencing an increase in aviation activity averaging about 6 per cent per annum. However, during this same period, the Airport has also experienced yearoveryear fluctuations of up to plus/minus 30 percent due to the changing influences of resource related activities within the Region. As with the provision of any infrastructure, such fluctuations in demand make the planning of airport improvements and expansions very difficult to manage. The Yukon Government, Aviation Branch (YGAB) has decided to undertake a study to assess and analyze the infrastructure needs of the Dawson City Airport over the next 10year period (20132023). The study results and recommendations will be used by YGAB to ensure that the airport continues to proactively meet the changing aviation needs while continuing to offer all airport users with safe, reasonable and consistent level of service. To this end, YGAB has retained a Consultant Team (comprised of TSquare Architecture, Aviotec International and DKMA) to assist with the preparation of the study. An important aspect of the study will be consultations with key airport stakeholders and users, government officials and industry leaders, the purpose of which will be to (i.) identify the key socioeconomic factors which will influence future aviation demand, (ii.) identify the airport's strengths, weaknesses, opportunities and challenges, and (iii.) determine deficiencies in the availability, capacity and condition of the airport's current infrastructure. Your input into this process is very valuable and will ensure that a consensus is achieved regarding the appropriate direction and timing of future infrastructure improvements at the airport.
You or your organization have been identified as valuable stakeholders in this study, and as such, we are requesting you to complete the following questionnaire. The questionnaire should take a maximum of 10 minutes to complete. For questions which are not applicable to your knowledge base or for which you have no definite opinion, you may leave the responses blank or indicate either N/A (not applicable) or No Opinion.
Part A Study Background & Context
Part B Airport Drivers and Demand
Page 2
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY1. How well do you believe that the Airport is currently serving the needs of the local business community and benefiting the Region's economy?
2. How well do you believe that the Airport is currently serving the needs of leisure travellers and benefiting the tourism industry within the Region?
Extremely Well
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Very Well
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Moderately Well
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Not Well At All
nmlkj
No Opinion
nmlkj
If you don't feel that needs are being fully met, please indicate why not? (OPTIONAL)
55
66
Extremely Well
nmlkj
Very Well
nmlkj
Moderately Well
nmlkj
Not Well At All
nmlkj
No Opinion
nmlkj
If you don't feel that needs are being fully met, please indicate why not? (OPTIONAL)
55
66
Page 3
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY3. Following on from Questions #1 and #2, what do you believe will be the key external factors which will drive passenger and cargo traffic growth in the future (next 10 years) at Dawson City Airport? (Please rank each factor.)
6 Changes in resource industry development / exploration activity gfedcNot applicable
6 Changes in tourism related activity gfedcNot applicable
6 Changes in other types of industry activity gfedcNot applicable
6 Changes in Yukon Territorial regulations and/or initiatives gfedcNot applicable
6 Changes in Federal government regulations and/or initiatives gfedcNot applicable
6 Changes in airline / service provider levels of service and frequency gfedcNot applicable
Page 4
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY4. As they relate specifically to Dawson City Airport, which of the following factors do you believe would have the greatest positive influence on future passenger and cargo demand? (Please rank each factor)
5. Following on from Questions #3 and #4, are there other factors which you believe will have a significant impact on future passenger and cargo activity at the Dawson City Airport?
6 Increase in the frequency of flight activity (daily or weekly) gfedcNot applicable
6 Change in aircraft size and/or type (e.g. from HS748 to B737) gfedcNot applicable
6 Addition of direct flights to new or underserved destinations gfedcNot applicable
6 Greater competition / choice among airlines / service providers gfedcNot applicable
6 Improved terminal facilities and services (passenger and cargo) gfedcNot applicable
6 Greater accessibility to the Airport and its services gfedcNot applicable
6 Better promotion of the Airport and its services gfedcNot applicable
Part C Airport Operational & Infrastructure Considerations
No
nmlkj
Yes
nmlkj
If Yes, please specify below.
55
66
Page 5
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY1. Please provide your opinion whether the following operational and infrastructure issues are currently significant factors at the Dawson City Airport.
Strongly Agree Agree Disagree Strongly Disagree No Opinion
Congestion within the Passenger Terminal Building:
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Adequacy of Services / Amenities within the Terminal:
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Staffing and Level of Service for Passenger Operations:
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Adequacy of Passenger Loading / Unloading Area in Front of Terminal:
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Congestion & Efficiency of the Airport Parking Lot:
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Efficiency & Safety of Klondike Highway Crossing:
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Adequacy & Efficiency of Baggage Handling Equipment / Services:
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Congestion & Efficiency of Aircraft Parking on Terminal Apron / Ramp:
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Safety of Passenger Movement on Terminal Apron / Ramp:
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Page 6
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY2. Following on from the previous question, are there other operational or infrastructure issues which significantly impact the current Airport?
1. Thank you very much for participating in this questionnaire. Your time and input are greatly valued. Over the coming weeks, the Consultant Team may need to contact you via telephone or email in order to clarify some of your responses and / or ask additional questions. Are you agreeable to further contact regarding this study?
Part D Conclusion and Next Steps
No
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Yes
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If Yes, please specify below.
55
66
Yes, you may contact me further.
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No, I am not interested in further contact.
nmlkj
Page 7
DAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDYDAWSON CITY AIRPORT - INFRASTRUCTURE NEEDS STUDY
1. Please select the preferred day or days for further contact by the Consultant Team:
Part D Conclusion and Next Steps
Monday Tuesday Wednesday Thursday Friday
Week of Dec. 915: gfedc gfedc gfedc gfedc gfedc
Week of Dec. 1622: gfedc gfedc gfedc gfedc gfedc
If there is also a preferred time of day, please indicate below: