INFRASTRUCTURE NEEDS ASSESSMENT STUDY, … · T-Square Architecture Ltd. DKMA Inc. 2013 -2023 INFRASTRUCTURE NEEDS ASSESSMENT STUDY, DAWSON CITY AIRPORT FINAL REPORT 9 …

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

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DAWSON CITY AIRPORT


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

1.1 Introduction ................................................................................................................ 1

1.2 Study Objectives ........................................................................................................ 2

2 Airport Role & Demand .......................................................................................... 3

2.1 Airport Location .......................................................................................................... 3

2.2 Airport Role ................................................................................................................. 3

2.3 Regional Socio-Economic and Tourism Profile .......................................................... 6

2.3.1 Economic Growth in the Yukon ....................................................................... 6

2.3.2 Tourism ........................................................................................................... 7

2.3.3 Mining ............................................................................................................. 9

2.3.4 Demographics ................................................................................................ 9

2.4 Overview of Air Transport in Canada .......................................................................... 9

2.5 Air Transport in Northern Canada ............................................................................. 11

2.6 Traffic Development at Dawson City Airport ............................................................. 12

2.7 Forecast Methodology and Assumptions ................................................................. 17

2.7.1 Methodology - Passengers ........................................................................... 17

2.7.2 Methodology – Aircraft Movements ............................................................... 19

2.7.3 Forecast Assumptions .................................................................................. 19

2.8 Forecast Results (2013-2022) .................................................................................. 20

2.8.1 Baseline ........................................................................................................ 20

2.8.2 High and Low Forecast Scenarios ................................................................ 22

3 Stakeholder Consultations .................................................................................. 25

3.1 Consultation Process ............................................................................................... 25

3.2 Community Concerns and Comments ..................................................................... 25

4 Infrastructure – Current Conditions .................................................................... 27

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4.1 Introduction .............................................................................................................. 27

4.2 Airside Facilities ........................................................................................................ 27

4.2.1 Runway 03-21 ............................................................................................... 28

4.2.2 Taxiways........................................................................................................ 28

4.2.3 Aircraft Parking Apron ................................................................................... 29

4.2.4 Visual Aids ..................................................................................................... 30

4.2.5 Navigational Aids .......................................................................................... 31

4.2.6 Airport Approaches ....................................................................................... 31

4.2.7 Perimeter Security and Access Control ......................................................... 32

4.2.8 Aviation Fuel .................................................................................................. 32

4.3 Air Terminal Building ................................................................................................. 32

4.3.1 Building Code Assessment ........................................................................... 32

4.3.2 Construction Assemblies .............................................................................. 35

4.3.3 Facility Programming Review ........................................................................ 35

4.3.4 Building Performance Deficiencies ............................................................... 37

4.4 Groundside Facilities ................................................................................................ 37

4.4.1 Terminal Access ............................................................................................ 37

4.4.2 Vehicle Parking.............................................................................................. 38

4.4.3 Groundside Lighting ..................................................................................... 38

4.5 Airport Services ........................................................................................................ 39

4.5.1 Emergency Response Services (ERS) .......................................................... 39

4.5.2 Community Aerodrome Radio Station ........................................................... 39

4.5.3 Customs and Immigration Services .............................................................. 39

4.5.4 Airport Equipment Maintenance & Storage ................................................... 40

5 Airport Demand/Capacity Analysis ..................................................................... 41

5.1 Introduction .............................................................................................................. 41

5.2 Design Aircraft .......................................................................................................... 41

5.3 Runway Operational Requirements .......................................................................... 43

5.4 Runway Demand/Capacity Analysis ......................................................................... 45

5.5 Air Terminal Demand/Capacity Analysis ................................................................... 46

5.5.1 Terminal Space Standards ............................................................................ 46

5.5.2 Passenger Terminal Demand ........................................................................ 47

5.5.3 Terminal Functional Space Planning ............................................................. 47

5.5.4 Security Screening Requirements ................................................................. 50

5.5.5 Handling Large-Scale Tourist Charters ......................................................... 50

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6 Infrastructure Requirements ................................................................................ 53

6.1 Introduction .............................................................................................................. 53

6.2 Runway 03-21 ........................................................................................................... 53

6.2.1 Runway Length ............................................................................................. 53

6.2.2 Runway End Safety Area ............................................................................... 57

6.2.3 Runway Pavement ........................................................................................ 58

6.2.4 Visual Approach Aids .................................................................................... 60

6.3 Terminal Building Requirements ............................................................................... 61

6.3.1 Future ATB Development Siting Options ....................................................... 61

6.3.2 New ATB Development ................................................................................. 62

6.4 Terminal Area Requirements .................................................................................... 67

6.4.1 Aircraft Parking Apron ................................................................................... 67

6.4.2 Rotary (Helicopter) Parking Apron................................................................. 68

6.4.3 Groundside Parking ...................................................................................... 70

6.5 Ancillary Facilities ..................................................................................................... 70

6.5.1 Equipment Storage & Maintenance .............................................................. 70

6.5.2 Aviation and Vehicle Fueling Facilities .......................................................... 71

6.6 Commercial Land Development ............................................................................... 71

6.6.1 Current Airport Lease Lots ............................................................................ 71

6.6.2 Southfield Commercial Land Development ................................................... 72

6.7 Airport Southfield Access Road ................................................................................ 74

6.8 Airside Perimeter Fencing and Access Control ........................................................ 74

6.9 Site Services and Utilities ......................................................................................... 76

6.9.1 Power Supply ................................................................................................ 76

6.9.2 Water Supply & Sanitary Sewage .................................................................. 76

7 Recommended Capital Plan ................................................................................. 77

7.1 Proposed Airport Development Plan ........................................................................ 77

7.2 10-Year Capital Plan ................................................................................................. 77

Appendix A – Study Terms of Reference

Appendix B – Annual Traffic Demand Forecast Output – Dawson City Airport

Appendix C – List of Stakeholders Consulted

Appendix D – Results and Findings of Stakeholder Questionnaire

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Aviotec International Inc. & T-Square Architecture Ltd., 2013 vi

List of Figures

Exhibit 1-1 – Aerial View of YDA Airport Looking East ......................................................... 1

Exhibit 2-1 – Location Plan and Yukon Airports System Map ............................................. 4

Exhibit 2-2 – GDP Growth: Yukon vs. Canada (2003-2012) ................................................ 6

Exhibit 2-3 – Gold Prices vs. Mining Sector’s Share of Yukon GDP .................................... 7

Exhibit 2-4 – Yukon Exploration Activity - 2012 ................................................................... 8

Exhibit 2-5 – 10-Year Global Air Transport Passenger Growth .......................................... 10

Exhibit 2-6 – Past Trends in Total Passengers - Canada .................................................. 10

Exhibit 2-7 – Forecast Passenger Demand - Canada ....................................................... 11

Exhibit 2-8 – Historical Annual Trends in Total Passengers - Dawson City ...................... 12

Exhibit 2-9 – Historical Trends in Total Passengers (2003-2012) - Dawson City .............. 13

Exhibit 2-10 – Total Monthly Passenger Distribution - Dawson City ................................. 13

Exhibit 2-11 – Monthly Percentage Distribution of Passengers - Dawson City ................. 14

Exhibit 2-12 – Historical Aircraft Movements - Dawson City .............................................. 14

Exhibit 2-13 – Past Trends in Total Aircraft Movements (2002-2012) - Dawson City .......... 15

Exhibit 2-14 – Total Monthly Distribution of Aircraft Movements - Dawson City ................ 15

Exhibit 2-15 – Monthly Percentage Distribution of Aircraft Movements - Dawson City ......... 16

Exhibit 2-16 – Market Share: Fixed Wing vs. Rotary (2012) - Dawson City ...................... 16

Exhibit 2-17 – Fixed Wing vs. Rotary Movements - Dawson City ...................................... 17

Exhibit 2-18 – Regression Results: Total Passengers - Dawson City ............................... 18

Exhibit 2-19 – GDP Growth: Yukon vs. Canada ............................................................... 19

Exhibit 2-20 – Passenger Traffic Forecast - Dawson City ................................................. 20

Exhibit 2-21 – Passenger & Air Traffic Movements (ATMs) Forecast - Dawson City ......... 21

Exhibit 2-22 – ATMs Forecast – Fixed Wing vs. Rotary - Dawson City .............................. 21

Exhibit 2-23 – High Passenger Scenario - Forecast Results ............................................. 23

Exhibit 2-24 – Low Passenger Scenario - Forecast Results .............................................. 23

Exhibit 4-1 – General Airfield Layout ................................................................................. 27

Exhibit 4-2 – Existing Aircraft Parking Apron Layout ......................................................... 29

Exhibit 4-3 – Exterior View of Dawson City Airport Air Terminal Building ........................... 33

Exhibit 4-4 – Existing Air Terminal Building Floor Plan ...................................................... 34

Exhibit 4-5 – Dawson City Air Terminal Building Interior Photographs .............................. 35

Exhibit 4-6 – Existing Groundside Vehicle Access and Parking ........................................ 38

Exhibit 5-1 – Typical Boeing 737-200 Aircraft With Gravel Kit ........................................... 43

Exhibit 5-2 – Representative Flight Ranges from Dawson City Airport .............................. 45

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Aviotec International Inc. & T-Square Architecture Ltd., 2013 vii

Exhibit 6-1 – Proposed Runway 21 End Development Plan .............................................. 54

Exhibit 6-2 – Proposed Runway 03 End Development Plan .............................................. 55

Exhibit 6-3 – Runway 03-21 Development Scenarios........................................................ 56

Exhibit 6-4 – Runway End Safety Area Standards - Code 3 & 4 Runways ........................ 57

Exhibit 6-5 – Future Air Terminal Building Siting Options .................................................. 62

Exhibit 6-6 – New Passenger Terminal Building – Schematic Layout ............................... 64

Exhibit 6-7 – Existing Terminal Building Repurpose – Schematic Layout .......................... 65

Exhibit 6-8 – New Passenger Terminal Area Layout Plan .................................................. 66

Exhibit 6-9 – Current Aircraft Apron Parking – Jet Blast .................................................... 68

Exhibit 6-10 – Proposed Rotary Parking Apron ................................................................. 69

Exhibit 6-11 – Proposed ATB Groundside Parking Plan ................................................... 70

Exhibit 6-12 – Existing Airside Lease Lots - Northfield ...................................................... 72

Exhibit 6-13 – Proposed Southfield Commercial Land Development Plan ....................... 74

Exhibit 6-14 – Proposed Airport Access Control Points .................................................... 75

Exhibit 7-1 – Proposed Airport Development Plan ............................................................ 78

List of Tables

Table 2-1 – Registered and Certified Airports - Yukon ......................................................... 5

Table 4-1– Runway Declared Distances ............................................................................ 28

Table 5-1 – B737-200 Combi Physical and Performance Characteristics .......................... 42

Table 5-2 – HS-748 & B737-200 Combi Performance Characteristics ............................... 44

Table 5-3 – IATA Air Terminal Level of Service Standards ................................................. 46

Table 5-4 – Air Terminal Building Space Requirements ..................................................... 48

Table 5-5 – STEP Air Terminal Characteristics ................................................................... 49

Table 6-1 – Air Terminal Building – Options Assessment .................................................. 63

Table 6-2 – Suggested Southfield Commercial Land Development Areas ........................ 73

Table 7-1 – 10-Year Airport Capital Plan ............................................................................ 79

DAWSON CITY AIRPORT


Aviotec International Inc. & T-Square Architecture Ltd., 2013 1

1 Study Context

1.1 Introduction

Dawson City Airport (herein referred to as the Airport or YDA), owned and operated by the

Yukon Government, Aviation Branch (YG-AB), is a regional airport which is certified by

Transport Canada. The Airport is situated on an important commercial passenger air

service route serving the Yukon territory (which is operated by Air North and originates in

Whitehorse and includes stops in Dawson, Inuvik [NWT] and Old Crow), as well as summer

seasonal flights to/from Fairbanks, Alaska.

Over the past seven (7) years, the Airport has seen significant fluctuations in aircraft activity

and passenger demand, but generally toward a positive growth trend over the longer-term.

The growth in air service demand has principally resulted from resurgence in mineral

exploration, development and production activities. In turn, both charter activity and the

movement of southern-based workers to Yukon mining operations has grown significantly

due to this activity strength. This has resulted in increased air traffic and passenger activity,

as well as tourism to the region.

Exhibit 1-1 – Aerial View of YDA Airport Looking East

Source: Tim Kalushka, May 2005.

DAWSON CITY AIRPORT



In recent years, the aviation and tourism industries have explored the viability of taking

greater numbers of tourists between Dawson City and Fairbanks via air rather than by coach

bus and river boat. In fact, industry interest has peaked to the point that YG-AB has had to

review how the Airport would need to respond in order to satisfy such a demand.

The recent strength and unpredictable nature of aviation demand at YDA has created a

significant challenge to plan for the Airport’s infrastructure needs to meet not only the

growing demand but to ensure the future viability and predictability of air services.

For these reasons, YG-AB commissioned an important airport planning study in order to

assess and analyze the infrastructure needs for the Airport over a 10-year planning horizon

(2013-2023). The study results and recommendations will be considered by YG-AB so that

the Airport may be in a position to meet changing aviation needs while continuing to offer

Airport users with safe, consistent and accessible air services.

Appendix A contains a copy of YG-AB’s Terms of Reference for this study.

1.2 Study Objectives

The main objectives of the study are to:

• Undertake an airport and community based stakeholder consultation process in order

to identify issues, concerns and needs regarding the Airport;

• Analyze past trends in air transport and prepare a 10-year projection of passenger and

commercial aircraft movements at the Airport under a baseline unconstrained scenario,

as well as for a high and low demand scenario;

• Determine the infrastructure needs to satisfy the projected aviation demands and to

resolve existing infrastructure issues and deficiencies; and

• Prepare a probable capital cost and timelines for implementation of the recommended

infrastructure improvements.

This planning study is not intended to define specific infrastructure projects for YG-AB to

proceed with. Each recommended infrastructure element will need to be reviewed by YG-

AB on its own merits and on the progression of aviation demand. In many cases, the

recommended infrastructure elements will require further technical and business case

analysis, feasibility studies, impact assessments, detailed design concepts and

identification of funding sources.

DAWSON CITY AIRPORT



2 Airport Role & Demand

2.1 Airport Location

The Dawson City Airport (CYDA or YDA) is located at 64˚ 02’ 32” North latitude, 139˚ 07’ 49”

West latitude, at an elevation of 370.33 metres (1,215 feet) above sea level (ASL).

The Airport, located approximately 16 kilometres from the Dawson City town centre, parallels

the Klondike Highway and the nearby Klondike River.

The location of Dawson City and the Airport within the Yukon context are shown in Exhibit 2-1.

Table 2-1 (on the following page) provides a summary of all registered and certified public-

use airports in the Yukon. The locations of these airports are also shown in Exhibit 2-1.

2.2 Airport Role

The Dawson City Airport is a Transport Canada certified aerodrome and is therefore subject

to meeting a variety of federal regulations under the Canadian Aeronautics Act and the

Canadian Aviation Regulations. Aerodrome certification is a key requirement in order to

permit scheduled air service for the public. It is crucial that the Airport maintain federal

certification in order that the community will continue to receive scheduled air services.

It is however important to note that Transport Canada will not certify the Airport for night-time

or Instrument Flight Rules (IFR) operations due to natural terrain obstacles. Terrain and

proximity to the Klondike River (i.e., occasional fog) also influence airport usability,

particularly during the spring and fall periods. Despite these limitations, the Airport’s runway

is believed to achieve about a 95% Visual Flight Rules (VFR) usability through the year.

Since Dawson City is certified as a non-instrument, day-use VFR airport, advances in the

use of Global Positioning System (GPS) technology to improve runway approach minimums

will not benefit the Airport since it is bound by the VFR minima.

The Airport also provides critical air support to the Yukon’s Wildland Fire Management

program. In the early 2000’s, a significant investment was made to relocate and upgrade the

air tanker and initial fire attack bases at the Dawson City Airport because of its strategic

location relative to forest fire activity in north central Yukon. Air support is provided under

contract from mid-May to the end of the fire season in early September. Conair Group Inc.

(Abbotsford, BC) and Air Spray Ltd. (Edmonton, Alberta) both hold current 5-year air tanker

services contracts for the Yukon.

YDA is currently designated an Airport of Entry (AOE) by the Canada Border Services

Agency (CBSA), which staffs the airport during limited hours. Specifically, YDA is

designated as AOE/15 which is solely for the clearance of persons arriving by general

aviation traffic where the flights are unscheduled and the aircraft capacity, including crew,

does not exceed 15 persons.

2-130 October 2013 3

INFRASTRUCTURE NEEDS STUDY,DAWSON CITY AIRPORT

LOCATION PLAN AND YUKON AIRPORTS SYSTEM MAP

Dawson City

As Noted

DAWSON CITY AIRPORT



Table 2-1 – Registered and Certified Airports - Yukon

Airport Name Airport

Code

Regulatory

Status Ownership

Longest Runway

Length (ft) & Type

Beaver Creek CYXQ Registered Yukon Government 3,745 (gravel)

Braeburn CEK2 Registered Yukon Government 3,000 (gravel)

Burwash CYDB Registered Yukon Government 5,007 (gravel)

Carmacks CEX4 Registered Yukon Government 5,000 (gravel)

Carcross CFA4 Registered Yukon Government 2,200 (gravel)

Chapman CEZ2 Registered Yukon Government 3,000 (gravel)

Dawson City CYDA Certified Yukon Government 5,006 (gravel)

Faro CZFA Registered Yukon Government 3,997 (gravel)

Finlayson Lake CFT3 Registered Yukon Government 1,847 (gravel)

Fort Selkirk CFS3 Registered Yukon Government 2,000 (gravel)

Haines Junction CYHT Registered Yukon Government 5,002 (gravel)

Hyland CFT5 Registered Yukon Government 3,297 (gravel)

MacMillan Pass CFC4 Registered Yukon Government 1,500 (gravel)

Mayo CYMA Registered Yukon Government 4,856 (gravel)

McQuesten CFP4 Registered Yukon Government 2,800 (gravel)

Minto -- Unregistered Yukon Government 4,495 (gravel)

Mule Creek CBS4 Registered Yukon Government 2,460 (gravel)

Ogilvie CFS4 Registered Yukon Government 2,500 (gravel)

Old Crow CYOC Certified Yukon Government 5,019 (gravel)

Pelly Crossing CFQ6 Registered Yukon Government 3,305 (gravel)

Pine Lake CFY5 Registered Yukon Government 3,000 (gravel)

Ross River CYDM Registered Yukon Government 5,113 (gravel)

Silver City CFQ5 Registered Yukon Government 3,000 (gravel)

Teslin CYZW Registered Yukon Government 4,993 (gravel)

Twin Creeks CFS7 Registered Yukon Government 2,900 (gravel)

Watson Lake CYQH Certified Yukon Government 5,504 (asphalt)

Whitehorse-Cousins CFP8 Registered Yukon Government 3,200 (gravel)

Whitehorse-Erik Nielsen CYXY Certified Yukon Government 9,500 (asphalt)

Wiley CAJ2 Registered Yukon Government 2,500 (gravel)

Source: Canada Flight Supplement, Nav Canada (March 2013).

DAWSON CITY AIRPORT



2.3 Regional Socio-Economic and Tourism Profile

A region's socio-economic conditions and activities form key drivers of demand for

passenger air transport services to and from that area. Accordingly, this section outlines

Dawson City’s socio-economic context and trends in recent years and assesses the region’s

prospects for future economic growth.

A century ago, Dawson City was a gold rush boomtown and in the early 1960s it was

declared a National Historic Site. Today, the community of Dawson City remains a gold

mining centre, although its other main economic activity is now tourism, based on the

community's historical importance. The city is also well known for its growing arts

community.

2.3.1 Economic Growth in the Yukon

Over the period 2003 through 2012, the Yukon economy experienced robust growth, albeit

from a relatively small base within the Canadian context. In fact, the region's economy

expanded at almost twice the pace of the country overall as evidenced in Exhibit 2-2.1

Exhibit 2-2 – GDP Growth: Yukon vs. Canada (2003-2012)

4.8%

1.8%

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

Yukon Canada

GDP Growth: Yukon vs. Canada (2003-2012)

Source: Statistics Canada (2003-2012).

1 Note: These growth rates may not perfectly align with those produced by the Yukon Government, as measures of GDP used for this analysis (based

on Statistics Canada data) differ from those employed by The Yukon Bureau of Statistics in its report 'Gross Domestic Product by Industry, 2011'.

DAWSON CITY AIRPORT



The region's recent strong performance is largely attributed to the substantial rise in gold

prices and the expansion in exploration and mining activity that followed. As demonstrated

in Exhibit 2-3, mining activity, as a share of the territory’s economy, has increased

dramatically in lock-step with the steep rise in global gold prices since 2005. Exhibit 2-4

illustrates the extent of resource exploration in the Yukon during 2012 and particularly the

extensive gold related activity situated south of Dawson City.

Exhibit 2-3 – Gold Prices vs. Mining Sector’s Share of Yukon GDP

549 538 522

599

735

823

1,074

1,140

1,397

1,559

4.3%4.5%

5.4%5.8% 5.6%

8.8%

13.7%

14.3%

16.8%20.3%

0%

5%

10%

15%

20%

25%

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

20

02

20

03

20

04

20

05

20

06

20

07

20

08

20

09

20

10

20

11

Min

ing

Sect

or

% S

har

e o

f Yu

kon

GD

P

End

of

Year

Pri

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f G

old

, Cd

n $

per

tro

y o

un

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Gold Prices vs. Mining Sector's Share of Yukon GDP

Gold PriceMining Sector Share of Yukon GDP

Source: Statistics Canada and the World Gold Council.

Mining activity, however, as a whole in the Yukon is now beginning to slow once again and it

is not expected to be a key driver of economic expansion during the planning period.

Consequently, economic growth is expected to moderate over the period from 2013 to 2023.

2.3.2 Tourism

Tourism initiatives in the Yukon draw some 60,000 visitors each year and, given that the

sector is a major source of economic growth for the territory, most employment is linked to

providing services for tourists. The accommodation and food services sector employs about

17% of the workforce in Dawson City, compared to 9% on average in the Yukon. A further

11% of the workforce is employed in "other services", which includes recreation and arts, the

fastest-growing component of the local economy. Other links to tourism activity appear in

the transportation and utilities sectors and in trade.2

2 “Yukon Communities”, Yukon Government.

2-430 October 2013 3

INFRASTRUCTURE NEEDS STUDY,DAWSON CITY AIRPORT

YUKON EXPLORATION ACTIVITY - 2012

As Noted

DAWSON CITY AIRPORT



Despite the strong tourism related activities in the region, the number of visitors to Dawson

City decreased by 4,812 visitors (-18%) between 2007 and 2011.3

2.3.3 Mining

Mining employed about 8% of the Dawson City workforce in the 2001 Census, considerably

higher than the 2% share reported across the Yukon that year. Some people in the region

work in other sectors for most of the year and then in placer gold mining during the summer

months. The Dawson area has been and continues to be well-known for its placer gold

deposits.4

2.3.4 Demographics

The Yukon’s population growth of 11.6% between the 2006 and 2011 census years was the

highest in Canada. However, 80% of the Yukon’s population growth took place in

Whitehorse; and due to a small population base, the Yukon is more prone to proportionally-

large swings in population than are other Canadian provinces. Moreover, the growth in the

Yukon between 2006 and 2011 (which occurred mainly in Whitehorse) was related to a net

increase in the number of immigrants and non-permanent residents, as well as a net

increase in inter-provincial migration.

Dawson's growth in population remained at a virtual standstill between 2006 and 2011: the

City's population was 1,327 in 2006 versus 1,319 in 2011. Moving forward, no significant

growth is anticipated to occur over the forecast period and, consequently, population

growth is not expected to have any significant impact on growth in aviation demand.

2.4 Overview of Air Transport in Canada

Since 2001, the global air transport industry has grown annually by 3.9%, as can be seen in

Exhibit 2-5 on the following page, while North America has lagged, averaging a growth of

only 1.1%. In fact, if we exclude North America, the industry has grown by 5.3% since 2001.

Within the North American market during this period of time, Canada accounted for about

10% of passenger demand. Despite this relatively small share, however, the country, led by

a fairly strong economy, averaged annual growth of 2.9%, placing it among the developed

economies' growth leaders.

Geographically, Canada is the second largest country in the world (only Russia is larger)

with a relatively small population of 35 million (compared to about 314 million in the U.S.).

The Canadian population is concentrated near the U.S. border, living in large city centres

such as Toronto or Vancouver. Most of these cities are fairly distant from each other and

high speed rail does not exist in the country, meaning that Canadians tend to rely on air

transport.

3 “Dawson City and Region Visitor Trends Report”, Yukon Tourism and Culture.

4 “Yukon Communities”, Yukon Government.

DAWSON CITY AIRPORT



Exhibit 2-5 – 10-Year Global Air Transport Passenger Growth

80

90

100

110

120

130

140

150

160

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (P)

Ind

ex: 1

00

=2

00

1

10 Year Passenger Growth

Canada North America World

Source: DKMA Inc.

Of the G7 countries, Canada is the only country that is a net exporter of oil, having some of

the world's most important reserves in the province of Alberta. This enabled the Canadian

economy to expand more rapidly than the U.S. during 2012 and is expected to continue to

contribute to growth. Canada is also a large exporter of several other raw materials that are

expected to be in high demand in the future.

Exhibit 2-6 – Past Trends in Total Passengers - Canada

82.8 79.0 78.7

87.8

93.7 98.5

104.4 107.2

101.4 105.8

109.2 113.6

-4.6%

-0.4%

11.5%

6.7%

5.2%6.0%

2.7%

-5.4%

4.3%

3.3%4.0%

-8%

-6%

-4%

-2%

0%

2%

4%

6%

8%

10%

12%

14%

0

20

40

60

80

100

120

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (P)

Ave

rage

An

nau

Gro

wth

An

nu

al P

asse

nge

rs (m

illio

ns)

Past Trends in Total Passengers - Canada

Volumes (mil)

Growth

83

114

0

20

40

60

80

100

120

2001 2012 (P)

An

nu

al P

asse

nge

rs (M

illio

ns)

Since 2001 the Canadian passenger demand has increasedby 30 million (+36%)

+36%

Source: DKMA Inc.

DAWSON CITY AIRPORT



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.

DAWSON CITY AIRPORT



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

5,2694,916

6,0835,857

6,130 6,216 6,268

8,213

10,593

11,285

0.0%

-6.7%

23.7%

-3.7%

4.7%

1.4% 0.8%

31.0%

29.0%

6.5%

-10%

-5%

0%

5%

10%

15%

20%

25%

30%

35%

0

2,000

4,000

6,000

8,000

10,000

12,000

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (E)

An

nu

al R

ates

of

Gro

wth

An

nu

al P

asse

nge

rs

Past Trends in Total Passengers - Dawson City

Annual Traffic AAGR

Source: DKMA Inc. based on Air North statistics.

DAWSON CITY AIRPORT



Exhibit 2-9 – Historical Trends in Total Passengers (2003-2012) - Dawson City

7.9%

2.9%

21.7%

0%

5%

10%

15%

20%

25%

2003-2012 2003-2009 2009-2012

An

nau

l Gro

wth

Rat

e

Past Trends in Total Passengers (2003-2012)Dawson City Airport


Exhibit 2-10 – Total Monthly Passenger Distribution - Dawson City

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Tota

l Pas

sen

gers

Total Monthly Passenger Movements in Dawson City

2008

2009

2010

2011

2012


DAWSON CITY AIRPORT



Exhibit 2-11 – Monthly Percentage Distribution of Passengers - Dawson City

0%

2%

4%

6%

8%

10%

12%

14%

16%

18%


Mo

nth

ly D

istr

ibu

tio

n o

f P

asse

nge

rs

Monthly Distribition of Aircraft Movements in Dawson City

2008

2009

2010

2011

2012


Exhibit 2-12 – Historical Aircraft Movements - Dawson City

4,732 4,682

6,557

4,951

5,620 5,898

5,151

6,344

8,654

10,065

6,812

-1.1%

40.0%

-24.5%

13.5%

4.9%

-12.7%

23.2%

36.4%

16.3%

-32.3%

-40%

-30%

-20%

-10%

0%

10%

20%

30%

40%

50%

0

2,000

4,000

6,000

8,000

10,000

12,000

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (E)

An

nu

al R

ates

of

Gro

wth

An

nu

al P

asse

nge

rs

Historical Aircraft Movements in Dawson City

Aircraft Movements Annual Growth

Source: DKMA Inc. based on Government of Yukon statistics.

DAWSON CITY AIRPORT



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


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


Tota

l Mo

nth

ly M

ove

men

ts

Total Monthly Aircraft Movements in Dawson City

2008

2009

2010

2011

2012 (E)


DAWSON CITY AIRPORT



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%


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


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


DAWSON CITY AIRPORT



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


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.

DAWSON CITY AIRPORT



• 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.

DAWSON CITY AIRPORT



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.

DAWSON CITY AIRPORT



• 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.

DAWSON CITY AIRPORT



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.

DAWSON CITY AIRPORT



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.

DAWSON CITY AIRPORT



Exhibit 2-23 – High Passenger Scenario - Forecast Results

Source: DKMA Inc.

Exhibit 2-24 – Low Passenger Scenario - Forecast Results

Source: DKMA Inc.

If the Yukon economy were to slow down in the future, the anticipated passenger growth

rates would be similar to those experienced at Dawson City Airport between 2003 and 2009

where annual demand grew by 2.9%, a figure comparable to the low forecast scenario (refer

to Exhibit 2-24).

DAWSON CITY AIRPORT



This Page Intentionally Left Blank.

DAWSON CITY AIRPORT



3 Stakeholder Consultations

3.1 Consultation Process

The Study Team undertook an extensive consultation process with stakeholders from the

airport, key industries, government and the local community at-large.

The consultation process followed a 3-step approach which included:

• An on-line stakeholder questionnaire;

• Group meetings with Dawson City Council and the Dawson Chamber of Commerce;

and.

• Either face-to-face or telephone interviews with select stakeholders.

A complete list of the stakeholders consulted is attached as Appendix C.

A copy of the on-line questionnaire and the consolidated results from the questionnaire are

attached as Appendix D.

3.2 Community Concerns and Comments

Based on the stakeholder consultations, the following is a brief summary of the consolidated

concerns and comments raised:

• The existing terminal building is very congested during many points of the day;

• The terminal building services, such as washrooms, convenience foods, accessibility,

seating, are quite inadequate and generally do not meet airport industry standards;

• The proximity of the terminal building to the Klondike Highway results in very little space

along the building’s curb front for loading and unloading of passengers.

• There is significant safety concern with passengers walking across the Klondike

Highway to gain access to the terminal building;

• The general public and vehicles regularly wander onto the active apron area and pose a

safety and security risk;

• The public aircraft apron is undersized for the current demand and requires constant

vigilance to shift aircraft around for accessibility and fueling;

• There is a lack of suitable commercial airside lease lots available at the Airport;

• The airport terrain and lack of instrument approach makes the airport not only challenging

to utilize but also limits access during hours of darkness or during inclement weather.

DAWSON CITY AIRPORT



• The airport needs to be more accessible to medevac flights due to the increase which

will come from the new acute health care facility being built in Dawson City;

• There are serious safety concerns associated with the loading and unloading of

passengers and cargo in close proximity to other aircraft being fueled;

• There is a lack of proper illumination of the apron areas during low light periods;

• There is an insufficient number of power plug-ins at the aircraft parking apron;

• The current lease lots are undersized and do not allow for sufficient parking of vehicles

near the respective hangars/facilities;

• Cargo expediter and miners require apron areas where they may park their vehicles

adjacent to aircraft parking positions;

• There is demand for additional commercial office space for lease within the terminal

building;

• There is insufficient apron space for air charter operators to load and unload

passengers/cargo (during the summer peak period, there can up to 10 air charter flights

waiting on the apron); and

• There are regularly safety concerns and aircraft damage resulting for the mixing of

rotary and fixed wing aircraft.

DAWSON CITY AIRPORT



4 Infrastructure – Current Conditions

4.1 Introduction

The Study Team undertook a cursory visual condition assessment of the Airport’s

infrastructure with representatives of YG-AB on December 12 and 13th

, 2012. The

assessment excluded any physical testing and inspections, or field measurements. The age

and/or year of installation or construction were provided in many instances by

representatives of YG-AB.

The Airport condition assessment was broken down into three (3) distinct components:

Airside, Air Terminal Building and Groundside.

4.2 Airside Facilities

Exhibit 4.1 illustrates the general airfield layout and airport characteristics.

Exhibit 4-1 – General Airfield Layout

Source:: Canada Air Pilot, Nav Canada, March 2013.

DAWSON CITY AIRPORT



4.2.1 Runway 03-21

The Airport has a single gravel runway (designated 03-21), measuring 1,525.8 metres (5,006

ft) in length by 30.5 metres (100 ft) in width. The runway is classified as a Code 3C, non-

instrument facility. The runway includes a 61.0 metre long by 91.5 metre wide clearway at

each end which benefits the runway’s aircraft take-off parameters.

The Airport’s current runway declared distances are as per Table 4.1 below.

Table 4-1– Runway Declared Distances

Runway Take-off Run

Available (TORA)

Take-off Distance

Available (TODA)1

Accelerate-Stop

Dist. Avail. (ASDA)

Landing Distance

Available (LDA)

03 1525.8 m 1,586.8 m 1525.8 m 1525.8 m

21 1525.8 m 1,586.8 m 1525.8 m 1525.8 m

Notes: 1. Runway 03-21 includes a 61.0 m by 91.5 m clearway at each end.

Each end of the runway has a gravel turnaround pad capable of permitting up to Code C

aircraft to turn when back-tracking to a runway end for take-off or when using the full length

of the runway for landing.

Due to the surrounding terrain, YG-AB received an exemption from Transport Canada

(effective as of July 2010) related to the Airport’s Obstacle Limitation Surfaces (OLS).

Essentially, the exemption states that the runway strip width is 150 metres (75 metres on

either side of the runway centreline) and the transition surfaces are vertical. Because of the

current exemption, it is expected that the Airport’s runway and approaches will continue to

be designated non-instrument, day-use VFR into the foreseeable future.

The runway was fully reconstructed in 2003 and, based on a visual site inspection, is

presently in good condition. According to YG-AB staff, the runway pavement subgrade is in

good condition and the amount of gravel loss into the subgrade layer is believed to be

relatively low. There appear to be no major ruts or failures evident in the gravel pavement

which would require major localized repairs or reconstruction.

Gravel runways typically require total rehabilitation after about 15 years of use. Therefore, it is

expected that YG-AB will be required to undertake a full resurfacing of the runway, as well as

localized repair of any base / sub-base conditions, over the medium-term.

4.2.2 Taxiways

The airport has a series of four taxiways and an apron taxilane. Taxiway ‘A’ is the primary

means of connection between the Airport’s runway and the main aircraft parking apron.

Taxiway ‘A’ is designed to accommodate up to Code C aircraft and is of asphalt

construction. Taxiway ‘B’, also of asphalt construction, is designed to handle single- and

twin-engine aircraft with a maximum taxi weight of 5,670 kg (12,500 lbs). Taxiway ‘B’

DAWSON CITY AIRPORT



connects the Runway 21 end with the eastern part of the aircraft apron and the aviation

lease lots. Taxilane ‘C’ connects between Taxiways ‘A’ and ‘B’ along the aircraft apron and

dimensionally can accommodate up to Code B aircraft; however, the pavement is limited to

a maximum taxi weight of 5,670 kg (12,500 lbs). Taxiways ‘C’ and ‘D’, each designed for

Code C aircraft and of asphalt construction, provide direct connection from the runway to

the Air Tanker Base apron.

Based on a visual site inspection of the taxiways and taxilane, the asphalt surfaces are in fair

to good condition. It is anticipated that the asphalt surfaces for the taxiways will need to be

rehabilitated over the medium-term. If possible, the taxilane should be rehabilitated

concurrently with any aircraft apron works (refer to Section 4.2.3).

4.2.3 Aircraft Parking Apron

The Airport has a single aircraft parking apron on the north side of the runway (as shown in

Exhibit 4-2 below), approximately 16,900 m2

in size and of asphalt construction. The eastern

half of the apron currently accommodates parking stands with aircraft tie-downs for

approximately 15 locally based General Aviation (GA) aircraft (principally single-engine

aircraft). The western half of the apron accommodates commercial (scheduled and

charter), itinerant GA and rotary activity; however, there are no defined parking and taxi

patterns marked on the apron. Commercial scheduled and air charter aircraft typically park

immediately to the east of the Air Terminal Building (ATB) in order to permit the enplaning

and deplaning of passengers and crew. During the peak summer months, small single

engine aircraft also park in the grass area, west of the ATB along the perimeter fence.

As noted in Section 4.2.2, Taxilane ‘C’ traverses the southern part of the apron between

Taxiways ‘A’ and ‘B’ and maintains Code B (16.5 m) clearance from the aircraft parking stands.

Exhibit 4-2 – Existing Aircraft Parking Apron Layout

Note:: 1. Aerial image source - Yukon Government, Aviation Branch.

DAWSON CITY AIRPORT



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.

DAWSON CITY AIRPORT



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))

DAWSON CITY AIRPORT



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



Exhibit 4-3 – Exterior View of Dawson City Airport Air Terminal Building

Photo Source: Yukon Government, Aviation Branch, 2013.

Based on a review of the YDA ATB floor plan provided by YG-AB (refer to Exhibit 4-4 on the

following page) and a cursory site inspection of the facility conducted by the Study Team on

December 12-13, 2012, it has been determined that the building is classified, in accordance

with the current version of the National Building Code (NBC), as a: “Major Occupancy - Group

A, Division 2”, Assembly Occupancy Type, up to Two Storeys (NBC 2010, Classification

3.2.2.25). Construction of the building is thus permitted to be either combustible or non-

combustible, or a combination, and is not required to be sprinklered.

According to NBC 2010:

• Since the ATB faces one street, the allowable area of the building can be up to 800 m2

;

• Floor assemblies, loadbearing walls or columns and roof assemblies are required to have

a 45-minute fire resistance rating;

• This type of facility (assembly occupancy) is required to meet Section 3.8 of NBC 2010,

Barrier-Free Design;

• In the public areas, travel distances to all exits are required to be 15 meters or less;

• Based on existing water closets (two per gender), an occupant load of up to 100 persons

would meet the Code provided that all requirements of Section 3.8, NBC 2010 (Barrier-

Free Design) are met; and

• National Fire Protection Association (NFPA) 101 – Life Safety Code requirements would

apply in this instance.

DAWSON CITY AIRPORT



Exhibit 4-4 – Existing Air Terminal Building Floor Plan

Notes: : 1. Source: Yukon Government, Aviation Branch; updated by Aviotec International.

DAWSON CITY AIRPORT



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



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



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



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)

Passenger

Loading &

Unloading Area

AIR

TERMINAL

BUILDING

MET

COMPOUND

Notes: 1. Aerial image source - Yukon Government, Aviation Branch.

4.4.2 Vehicle Parking

No dedicated staff or public parking is available adjacent to the terminal building. All staff and

public parking is accommodated in the approximate 7,100 m2

gravel lot situated immediately

across the highway from the terminal building. The lot, which has no defined parking stalls,

has a maximum capacity of about 160 vehicles. It is estimated that the actual peak demand

for short-term and long-term tenant and public parking spaces is only about 85 spaces.

There are no block heater power plug-ins available within the lot; although there appears to

be demand for vehicle plug-ins particularly from long-term vehicle parking users (typically

miners that leave the region for a few weeks to a couple of months in duration).

The stakeholder consultations revealed that there is a safety concern for passengers/users

crossing the Klondike Highway from the parking lot to the terminal building. To date, YG has

implemented a reduction in the speed limit to 70 km/hr in the vicinity of the Airport, as well as

pedestrian warning signs in advance of the Airport crossing area.

4.4.3 Groundside Lighting

Two (2) floodlighting poles exist at the entrance to the ATB frontage, as well as two (2)

additional floodlighting poles at the entrance to the public/staff parking lot on the north side

of the Klondike Highway. At present, one of the floodlighting poles along the ATB frontage

is not operable.

DAWSON CITY AIRPORT



4.5 Airport Services

4.5.1 Emergency Response Services (ERS)

The Airport currently has no on-site Emergency Response Services (ERS). According to

CAR 303, an airport is only required to maintain dedicated, on-site ERS, if the annual

number of enplaned and deplaned passengers is greater than 180,000. In the case of YDA,

it is not anticipated that on-site ERS will be required during the planning horizon.

Firefighting services are provided by the Klondike Valley Volunteer Fire Department and the

Dawson City Volunteer Fire Department which are situated 1 km north and 17 km west of the

Airport respectively. Ambulatory services for the Airport are provided by the City of Dawson

City and are situated approximately 17.8 km from the Airport. Police services are provided

from the RCMP Detachment in Dawson City (approximately 17.5 km from the Airport). A

previous risk assessment concluded that no additional firefighting services are required at

YDA beyond those mandated by current regulations (CAR 303).

4.5.2 Community Aerodrome Radio Station

The Yukon Government operates a Community Aerodrome Radio Station (CARS) at YDA

under a contractual agreement for Nav Canada which provides aviation weather and

communications services to pilots. The CARS is operational on a limited basis, during

daylight hours (0700 – 1600 during winter, 0600 – 2000 during summer).

The station is located within the existing ATB and includes communications equipment for

providing operational information to pilots, and meteorological equipment adjacent to the

building, for manual monitoring and recording of local aviation surface weather.

Based on consultations with CARS staff, the current space is adequate and no changes are

planned to the station at YDA, nor any upgrading of communications or meteorological

equipment over the short- to medium-term.

4.5.3 Customs and Immigration Services

As a designated Airport of Entry (AOE), Canada Border Services Agency (CBSA) provides

on-site customs and immigration services within the existing ATB on a limited operational

basis - 0800 to 2000 daily during the summer months, and 0800 to 1630 Monday to Friday

during winter months. Outside of these periods, CBSA offers services on a call-out basis.

As noted earlier in this section, CBSA’s services are presently conducted in a very inadequate

floor area within the ATB when processing more than a couple of passengers at a time. (At YDA,

it is not uncommon for transborder flights to arrive with 10 to 15 passengers requiring services.

In these instances, passengers are queued up externally to the ATB.) Specifically, there are no

dedicated areas for personal search or detention, and it is very difficult to maintain the privacy of

passengers during questioning due to the close confines.

Although CBSA has made do with the limited space within the Dawson City ATB, any future

modifications to or expansion of the existing ATB, or a new ATB facility, will require a

substantial increase in the size of the CBSA operational spaces, more in-line with CBSA’s

typical facility requirements.

DAWSON CITY AIRPORT



4.5.4 Airport Equipment Maintenance & Storage

YG-AB store their airport maintenance equipment within an approximate 150 m2

unheated

structure located on the south side of the airfield, approximately midway between the two

runway ends. The structure, erected in 2011, is constructed of a concrete block foundation,

steel structure and heavy-duty, tensile fabric. YG-AB also performs minor equipment

maintenance within this structure.

The maintenance equipment structure is in good condition but it is undersized for the

number of maintenance vehicles currently based at the Airport. YG-AB will need to prepare

a replacement program for the Airport maintenance equipment over the planning horizon,

which will dictate the required floor space requirements for the structure.

,

DAWSON CITY AIRPORT



5 Airport Demand/Capacity Analysis

5.1 Introduction

The following section discusses the demand and capacity considerations relevant to

determining the future infrastructure needs for Dawson City Airport.

5.2 Design Aircraft

Airport infrastructure is designed to permit the regular operation of aircraft up to and

including the most demanding aircraft in terms of size and performance characteristics, or

also called the design aircraft. The choice of design aircraft is determined by not only the

technical characteristics but the frequency of activity at the specific airport.

The current design aircraft for the Airport is the Hawker Siddeley 748 (HS-748), although the

Airport does occasionally accommodate larger aircraft such as the C-130 (Hercules).

In northern Canada, many of the mainstay aircraft for commercial passenger and cargo

services, such as the HS-748, are aged and have reached the end of their viable service life.

Many northern air carriers are opting to replace them with turbo-prop aircraft rather than jet

aircraft.12

Although newer jet aircraft typically provide better route economics, they are not

conducive to northern airports, particularly those which have gravel runways, due to faster

landing speeds, higher tire pressures, and designs with low-slung engines (which are

difficult to protect with gravel kits).

In the case of the sole scheduled air carrier serving YDA, Air North, they have yet to commit

to the timing of their HS-748 replacements or the type of replacement aircraft.13

It is

expected that Air North will need to replace their aging HS-748 fleet with either jet aircraft

(such as the Boeing 737-200) or suitable turbo-prop aircraft (such as the Dash 8 or ATR).

Because of the demographics and economics associated with air travel in the Yukon, it is

expected that Air North will need to replace its HS-748 fleet with aircraft that are capable of a

combi or convertible interior configuration, and are able to take-off and land on gravel runways.

On September 5, 2012, Air North successfully operated their Boeing 737-200 combi aircraft,

equipped with a gravel kit, into Dawson Airport in order to confirm its operational viability for

tour charters. However, its operation will be at the cost of reduced payload, since

operations on gravel runways by jet aircraft must accommodate up to an additional 15%

length penalty.

As noted elsewhere in this report, interest has been expressed by Holland America Princess

to seasonally (May to September) transport tour passengers directly between Dawson City

12

First Air has replaced their HS-748s with ATR-42s, while Canadian North has added Dash 8-100s.

13 Consultations with Joe Sparling (President, Air North), December 2012.

DAWSON CITY AIRPORT



and Fairbanks. To be viable, they expect that the selected aircraft would need to have a

passenger capacity of between 80 and 90 passengers (such as can be accommodated by

the B737-200).14

Air North has been identified as a serious candidate to offer this service to

Holland America Princess.

The key physical and operational characteristics of the B737-200 combi aircraft are

presented in Table 5-1 below.

Table 5- 1 – B737-200 C ombi Physical and P erformance Characteristics

Table 5-1 – B737-200 Combi Physical and Performance Characteristics1

Aircraft Design Group (FAA-ICAO) III-C

Wingspan 28.35 m (93 ft)

Length 30.53 m (100 ft 2 in)

Overall (Tail) Height 11.23 m (36 ft 10 in)

Fuselage Width 3.76 m (12 ft 4 in)

Passenger Capacity 136 (Max.)

0 to 115 (Typ.)2

Cargo Capacity4

105.5 m3

(3,727 cu ft)2

Maximum Operational Range 1,900-2,300 nm3

Cruise Speed 780 km/h (Mach 0.74,

485 mph)

Notes: 1. Source – Boeing’s aircraft characteristics and performance manuals.

2. Typical for a combi configuration (when the main deck is used for a combination of

cargo space and passenger seating separated by a physical barrier).

3. Dependent on aircraft variant and engine types.

4. In all-cargo configuration (for main deck and belly hold) with the “QC” cargo

system with 2.24 m x 3.18 m (88 inch x 125 inch) pallets.

14 Consultations with Linda Gould (Holland America Princess, Yukon representative), December 2012.

DAWSON CITY AIRPORT



Since 1969, Boeing has offered a gravel kit option for B737-200 aircraft (but only for those

powered by P&W JT8D engines) operating on gravel runways, such as can be found in the

Air North fleet. The kit option includes:

• A deflection ski on the nose gear to keep gravel off the underbelly;

• Smaller deflectors on the oversized main gear to prevent damage to the flaps;

• Protective shields over hydraulic tubing and brake cable on the main gear strut;

• Glass fibre reinforced underside of the inboard flaps;

• Teflon based paint on wing and fuselage undersurfaces;

• Strengthened under-fuselage aerials; and

• Anti-vortex jets fitted to the engine nacelles (small forward projecting tube blowing bleed

air down and forward to break up vortices which could otherwise ingest gravel).

Exhibit 5-1 shows images of B737-200 aircraft with an installed gravel kit.

Exhibit 5-1 – Typical Boeing 737-200 Aircraft With Gravel Kit

Source: J. B. Malone, 2012 and B. Atkinson, 2006.

For the reasons noted above, the B737-200 is recommended as the Airport’s design aircraft

and has been used as the design aircraft for the further analyses in this study report.

5.3 Runway Operational Requirements

Air North has for some time contemplated utilizing a B737-200 combi aircraft (with gravel kit)

at YDA during peak operational periods in lieu of their HS-748. The key advantage is that the

B737-200 provides more than double the passenger and payload capacity of the HS-

748(Ser. 2A). Table 5-2 on the following page presents a comparison of the relevant

performance characteristics for both the HS-748 (Ser. 2A) and the B737-200 combi aircraft.

DAWSON CITY AIRPORT



Table 5-2 – HS-748 & B737-200 Combi Performance Characteristics

Aircraft Type1

Max. Take-off

Weight (MTOW)

Max. Landing

Weight

Max. Structural

Payload2

Max. Operational

Range3

Max. Pax

Capacity

HS-748 Ser.2A 21,092 kg

(46,500 lb)

18,824 kg

(41,500 lb)

5,350 kg

(11,800 lb)

735 nm 62

B737-200 Combi 52,390 kg

(115,500 lb)

46,720 kg

(103,000 lb)

12,791 kg

(28,200 lb)

1,900-2,300 nm4

115

Notes: 1. Based on manufacturer’s aircraft characteristics and performance manuals; dependent on aircraft variant.

2. Defined as the maximum design payload weight of passengers, passenger baggage and/or cargo.

3. With maximum payload and reserves.

The challenge with operating on gravel runways is that additional operational length is

necessary for safe take-off and landing. The current regulations (CAR 704.45) require that all

flight calculations be based on the approved Aircraft Flight Manual or, if performance data for

operations to and from a gravel runway do not exist for an aircraft type, then a calculation

factor is to be applied. The factor is 10% for aircraft with a MTOW equal to or less than 5,700

kg (12,566 lb.) and 15% for aircraft with a MTOW greater than 5,700 kg (12,566 lb.). Other

conditions regarding pilot experience, pilot training, and runway condition also apply.

Based on the current YDA runway length and an aerodrome elevation of 370.3 metres (1,215

feet) and reference temperature of 20.0˚C, a B737-200 (with JT8D-17 engines) would only

have a permitted maximum operational take-off weight of approximately 46,000 kg (101,413

lb)15,16

. Nevertheless, there would still be reasonable payload, performance and economic

benefits to operating using a B737-200 for shorter range missions.

Assuming an aircraft range of 250 nm, as illustrated by the inner radius circle in Exhibit 5.2

on the following page, a B737-200 combi could shuttle about 110 passengers with a typical

baggage allowance17

to and from Dawson, assuming no other belly-hold cargo. As a

comparison, a B737-400 with CFM56-3C1 engines could take-off from YDA with about 12%

more weight; however, the B737-400 cannot be outfitted with a gravel kit.

At the moment, it appears that Air North can meet scheduled passenger demand using their

existing fleet of HS-748 aircraft; however, as earlier discussed, it is expected that over the short-

term (next 2 to 3 years), Air North will probably replace their aging HS-748 fleet with either B737

aircraft or suitable turbo-prop aircraft (Dash 8, ATR). Since it is expected that multi-stop routings

will continue to be a reality in the Yukon for many years to come, Air North’s replacement aircraft

will need to be capable of take-off and landing on gravel runways since the asphalt paving of

runways in the north will continue to be the exception rather than the norm. However, should

passenger and/or cargo demand significantly increase due to changes in natural resource or

tourism sector activity, then Air North may well begin utilizing B737 aircraft sooner at YDA.

15 Based on Boeing aircraft performance charts

16 The actual operational MTOW for a B737 is dependent on the actual aircraft variant and the approved Aircraft Flight Manual.

17 Assumes 25 kg (55 lb.) of combined carry-on and checked baggage which is typical of short-haul, domestic travel.

DAWSON CITY AIRPORT



Exhibit 5-2 – Representative Flight Ranges from Dawson City Airport

Notes: 1. Inner radius represents 250 nm from YDA and outer radius represents 500 nm from YDA.

2. Source: Aviotec International Inc. and Great Circle MapperTM

.

5.4 Runway Demand/Capacity Analysis

In the absence of a parallel taxiway and connecting runway exits, aircraft must spend time

on the runway taxiing before take-offs and after landings, which greatly reduces the effective

capacity of the runway. The precise reduction depends on the presence or absence of

intermediate taxiways that pilots can use to either access or exit the runway. Therefore, the

effect of intermediate taxiways on capacity is very site-specific.

The peak runway capacity is generally driven entirely by the required runway occupancy

times (ROT) of the aircraft operating on the runway. These runway occupancy times can be

defined as follows:

• Arrival ROT begins when an arriving aircraft passes over the runway threshold and ends

when it exits the runway. Without an available parallel taxiway, arrival ROT includes time for

the aircraft to taxi to the end of the runway, turn around, and taxi back on the runway until it

reaches one of the connecting taxiways leading to the aircraft parking apron.

• Departure ROT begins when a departing aircraft enters the runway and begins to taxi to the

end of the runway and includes the time it takes for the aircraft to turn around, complete its

takeoff roll along the runway, and clear the runway threshold at the opposite end.

Typical runway occupancy times are in the range of 40 to 60 seconds for arrivals and 30 to

45 seconds for departures. However, in the absence of a parallel taxiway, ROTs can be as

long as 4 to 6 minutes, depending on the locations where aircraft access and exit the runway

and the location of the parking apron. At smaller aerodromes, the operational capacity of a

DAWSON CITY AIRPORT



runway with no parallel taxiway can be as little as 15 to 20 operations per hour even when

one or two intermediate entrances/exit points connect the runway to the parking apron.

In the case of YDA, based on the current airfield layout and the number and location of

apron exits, the ROT for an average arrival-departure cycle is estimated to be 6.5 minutes.

This equates to an estimated hourly capacity of 18 movements per hour.

An analysis of the 2012 aircraft movements during the busiest month (July) indicates that the

during the peak hour YDA currently handles 10 aircraft movements (landing and take-offs).

Therefore, assuming that peak hour aircraft movements will grow at the same rate as annual

aircraft movements between 2012-2022 (2.6% as per Exhibit 2-22), then it is expected that the

current runway capacity will be adequate during the planning period. (It should be noted that

2011-2012 were below average years for fire-fighting activity. It is conceivable that a heavy fire

season could put some additional pressure on YDA’s runway capacity during peak periods.)

5.5 Air Terminal Demand/Capacity Analysis

5.5.1 Terminal Space Standards

An internationally accepted standard for establishing passenger terminal space

requirements may be found in the International Air Transport Association’s (IATA) Airport

Development Reference Manual (9th Edition, 2004). The manual uses a range of level of

service measures from A through to F. Level of service (LOS) defines the comfort and quality

of the passenger experience. Some are related to crowding in queuing areas, while others

define the amount of time a passenger must wait for processing. Table 5-3 outlines the

basic level of service standards relevant to this study.

Table 5-3 – IATA Air Terminal Level of Service Standards

Terminal Areas / Level of Service (LOS)1

Area (m2

) of Peak Hour Occupants

A B C D E

Check-in Queue Area (1-2 pieces of luggage ) 1.8 1.5 1.3 1.2 1.1

Passenger Holdroom (Standing) 1.4 1.2 1.0 0.8 0.6

Bag Claim Area (excl. claim device) 2.6 2.0 1.7 1.3 1.0

Federal Inspection Services 1.4 1.2 1.0 0.8 0.6

Definitions: 1. “A” – Excellent levels of service; conditions of free flow; excellent level of comfort.

2. “B” – High level of service; condition of stable flow; very few delays; high level of comfort.

3. “C” – Good level of service; condition of stable flow; acceptable delay; good level of comfort.

4. “D” – Adequate level of service; condition of unstable flow; acceptable delays for short periods of

time; adequate level of comfort.

5. “E” – Inadequate level of service; condition of unstable flow; unacceptable delays; inadequate comfort.

6. “F” – Unacceptable levels of service; conditions of cross flows, system breakdown and unacceptable

delays; unacceptable levels of comfort. (No area standards are established for LOS “F”.)

DAWSON CITY AIRPORT



These standards are based on the number of passengers forecast during an airport’s peak

hour. Functional terminal building spaces are typically designed to achieve a LOS of “C” at

the mid-point of the facility’s design life. Thus, during the first few years, the facility should

achieve a LOS of “A” or “B”, while during the last few years, the facility should achieve a

LOS of “D” or “E” (prior to being expanded or redeveloped).

Based on observations of the ATB operation and the Study Team’s experience, it is believed

that the Dawson City ATB is currently at a LOS “E”.

5.5.2 Passenger Terminal Demand

It is estimated that the current Peak Hour Passenger (PHP) demand at the existing terminal

building is 41. This PHP value is derived from the following:

• HS-748(Ser. 2A) combi with a maximum passenger capacity of 40 passengers;

• 90% load factor or 36 passengers; and

• 40% enplaning (E) and deplaning (D) factor or a total of 29 E+D PHP; plus

• 12 air charter PHP (by other carriers).

The PHP demand experienced can actually be much higher (approaching 65) during

irregular operations when all passengers must deplane from the HS-748(Ser. 2A). This is

supported by anecdotal evidence derived from the stakeholder consultations that suggests

that the current terminal building experiences between 40 to 50 passengers at peak.

It is believed that within the next 2 to 3 years, Air North will need to replace its fleet of aging

HS-748 aircraft and that, due to the high load factors currently being experienced, will favour

an aircraft configuration with greater passenger capacity (>60). Further, we do not

anticipate a competing scheduled air carrier entering the Whitehorse-Dawson route market.

The projected PHP volume during the planning horizon (2013-2023) is based on the design

aircraft (i.e. Boeing 737-200 combi with a typical convertible configuration of 68 passengers)

with a 90% load factor and 40% E+D factor, plus 12 other air charter passengers. Thus, the

projected peak hour passenger volume is 61.

5.5.3 Terminal Functional Space Planning

Based on an analysis using a proprietary air terminal planning model and a PHP of 61, the

total estimated space requirement for the YDA air terminal building (ATB) is 799 m2

, and is

conceptually broken down in Table 5-4 on the following page.

Therefore, the total required passenger processing functional areas for the terminal should

be 282 m2

. This is comprised of 172 m2

for the passenger areas (inclusive of a double

station check-in and cargo counter, holdroom and departure gate) and 110 m2

for customs

inspection processing space. The baggage claim area is based on 31 passengers at 1.7

m2

, thus 53 m2

.

DAWSON CITY AIRPORT



Table 5-4 – Air Terminal Building Space Requirements

Building Element Building Sub-Elements Recommended

Floor Area (m2

)

A. Public Areas .1 Passenger Hall and General Waiting 107

.2 Check-in Counters (2) and Queuing 69

.3 Washrooms 35

.4 Food & Beverage and Vending 6

B. Airline and

Administrative Areas

.1 Airlines Offices and Staff Room 20

.2 Cargo & Baggage Make-up 26

.3 General Storage 10

.4 Airport Security Office 9

C. Holdroom and Departure

Gate

.1 Passenger Holdroom 98

.2 Departure Gate 5

D. Customs and

Immigration Areas

.1 Primary Inspection Line and Support 110

.2 CBSA Offices and Staff Room 30

E. Arrivals and Baggage

Claim Areas

.1 Baggage Claim Area 53

.2 Baggage Claim Device 25

.3 Meeter/Greeter Area 30

F. Mechanical/Electrical 55

NET AREA TOTAL 688

G. Circulation ( 1 : 1.10 A thru E) 63

H. Structure (7% of Net) 48

GROSS AREA TOTAL 799

Source: Aviotec International Inc.

To satisfy operational requirements for Air North, we suggest an overall net area of 46 m2

;

this would be comprised of a two-person office and staff room, and a baggage and cargo

bay complete with overhead door.

Based on discussions with Canada Border Services Agency (CBSA) and the Study Team’s

experience, the following customs support spaces are anticipated in addition to the Primary

Inspection Line (PIL):

• Secondary inspection;

• Interview Room;

• Detention Cell;

DAWSON CITY AIRPORT



• Bond Room;

• Staff Offices; and

• Staff Kitchen.

Additional spaces identified and incorporated into the terminal programme of requirements

above include a security office (YG-AB), food & beverage / vending machine area, general

storage space, mechanical and electrical equipment room(s), circulation at a net to gross

ratio of 1: 1.10 and structure.

As a validation of the calculated terminal facility capacity, the total space requirement was

also determined using Transport Canada’s Systemized Terminal Expansion Process (STEP)

methodology.

Similar to IATA, STEP relates a range of Levels of Service (A through E) to a size

classification which prescribes a balance of functional services, amenities and building

areas. However, STEP is only intended for small, domestic passenger air terminals and does

not account for customs and immigration requirements (i.e., CBSA) or passenger and

baggage screening requirements. The STEP terminal characteristics for each size

classification are presented in Table 5-5.

Table 5-5 – STEP Air Terminal Characteristics

Air Terminal

Classification

Total Space

Allocation (m2

)

Passenger - Peak Design Volume (PDV)

LOS ‘A’ Upper Limit LOS ‘E’

STEP 3 314 <26 60

STEP 3.5 424 <34 80

STEP 4 628 <47 110

STEP 4.5 841 <64 150

STEP 5 1,289 <84 200

STEP 5.5 1,623 <109 260

STEP 6 2,043 <139 330

STEP 5.5X 2,516 <180 430

STEP 6X 3,007 <230 550

Notes: 1. Source: Transport Canada.

2. STEP methodology is intended for use in planning small, domestic terminal buildings only.

3. Definitions for STEP Level of Service (LOS) are similar to those provided in Table 5-3.

DAWSON CITY AIRPORT



Based on the STEP methodology, the current PHP demand of 41 at YDA would suggest a

STEP 3 terminal with a space allocation of about 314 m2. In fact, the current ATB has a

functional area (excluding customs & immigration, CARS and non-airline tenant spaces) of

121 m2

or about 38% of the recommended area.

For the forecast PHP demand of 61 during the planning period, the STEP methodology

suggests a STEP 4 terminal with a space allocation of 628 m2

. Once customs, immigration

and cargo requirements are factored into the figure, then the predicted overall ATB space

requirement is consistent with the results in Table 5-4.

5.5.4 Security Screening Requirements

At present, YDA is deemed a Class “Other” aerodrome under Part 7 of the Canadian

Aviation Security Regulations (CASR). Based on discussions with Transport Canada (Prairie

& Northern Region), if a significant seasonal transborder air charter operation were to be

initiated between Alaska and YDA, this would not necessarily trigger a reclassification of the

aerodrome and thus a requirement for 100% passenger and baggage screening. Further,

Transport Canada stated that a reclassification would most likely only occur if the U.S.

Transportation Security Administration (TSA) were to require screening of inbound

passengers and baggage. According to Air North, their preliminary discussions with TSA

officials has suggested that inbound screening from YDA would not be required, but this still

needs to be confirmed in writing by TSA.18

If passenger and baggage screening were to be required, we would anticipate a

requirement for an additional 130 m2

of terminal floor space (over and above the floor space

requirements in Table 5-4) to satisfy Canadian Air Transport Security Authority (CATSA)

requirements, plus the secure enclosure of the passenger holdroom area. This additional

space would facilitate the following functions:

• A single passenger screening lane (comprised of a walk-thru metal detector and carry-

on & checked baggage x-ray and inspection);

• Area to reassemble baggage;

• CATSA security office and staff room;

• Checked baggage drop-off with conveyance to baggage make-up room; and

• One (1) unisex barrier-free washroom (to accommodate passengers once in the

holdroom).

5.5.5 Handling Large-Scale Tourist Charters

If larger-scale seasonal tourist charters (i.e. greater than 60 passengers per flight) to/from

Alaska were to become a reality (as contemplated by Holland America Princess), there are

18 Source: Joe Sparling, Air North. This information was not confirmed directly with the U.S. Transportation Security Administration.

DAWSON CITY AIRPORT



three (3) key impacts which would affect the proposed air terminal building (ATB) capacity

requirements. These are described below along with proposed solutions for mitigating their

impacts. This discussion assumes that the ATB will be expanded or redeveloped in order to

meet a peak hour passenger (PHP) capacity of 61 (as discussed in Section 5.5.3).

1. The number of arriving and/or departing passengers exceeds the processing capacity

of the ATB.

The air charter operator would need to schedule flight arrivals and departures

outside of the windows of time for any scheduled flight operations.

The processing of outbound or inbound tourists within the ATB would need to

be staged in groups of 30 or less passengers (i.e. holding other passengers

on the aircraft or tour buses).

2. The number of inbound and/or outbound baggage would exceed the processing

capacity of the ATB.

In the case of outbound operations, the air charter operator could handle

checked baggage external to the ATB – directly from the tour bus to the

aircraft. However, this would assume that there is no requirement for security

screening for checked baggage. (Refer to #3 below.)

In the case of inbound operations, the air charter operator could take checked

baggage directly from the aircraft and hold them external to the ATB until

passengers have cleared customs and immigration. Any baggage which

requires CBSA secondary inspection could be handled external to the ATB

(particularly since the operation would occur during the summer months).

Following this, bags could be loaded directly onto tour buses.

A similar type of approach has been utilized at many other airports in order to

minimize the impacts resulting from large group tours which would normally

overwhelm an ATB’s operating capacity. Examples include Disney’s Magical

Express, operating to/from Orlando International Airport since 2005, which

aims to streamline the processing of checked baggage for guests.

3. Introduction of 100% passenger and checked/carry-on baggage screening as

required by CASR.

The screening requirements detailed in Section 5.5.4 above would need to be

implemented within the ATB at the entrance to the holdroom area.

The total volume of air charter passengers would exceed the capability of the

recommended screening infrastructure to cope and thus would necessitate

that passenger and baggage screening be staged in groups of 30 or less

passengers. Other passengers would need to be temporarily held on tour

buses or another holding area.

DAWSON CITY AIRPORT




DAWSON CITY AIRPORT



6 Infrastructure Requirements

6.1 Introduction

The following section details the infrastructure needs to address current Airport deficiencies,

anticipated life-cycle replacements and projected growth related demand during the

planning horizon (2013-2023).

6.2 Runway 03-21

6.2.1 Runway Length

Based on the demand/capacity analysis in Section 5, there is no current requirement or

business case for an extension to the existing runway. Further, any extension would be

challenged by terrain, both toward the west and the east, which presently infringes the

runway approach and take-off zoning surfaces.

As discussed in Section 4, there exists a published RNAV approach from the east which has

been specifically designed to mitigate risk associated with terrain to the southeast of the

Airport. However, this is not considered an instrument approach and still requires a VFR

circling procedure.

Transport Canada has suggested to YG-AB in the past that a runway extension at YDA will

not be feasible given the terrain constraints and the day-use, VFR status. Nevertheless, it is

the opinion of the Study Team that the runway could be marginally extended toward the east

without adversely affecting the level of aviation safety for take-offs and landings.

As shown in Exhibit 6-1, Runway 21 could be extended by up to 122 metres (400 ft) within the

area bounded by the existing airside access roadway while still protecting sufficient area for a

clearway and future Runway End Safety Area (refer to Section 6.2.2., [RESA]). The limiting

factor in the length of the extension is the requirement to maintain a minimum of 4.3 metres of

vertical clearance beneath the Runway 21 approach and take-off surface along the section of

access roadway. Such a runway lengthening would permit B737-200 and comparable jet

aircraft to operate more feasibly with only very minor performance and payload constraints.

Prior to proceeding with any runway extension, YG-AB would need to undertake a detailed

obstacle survey, as well as a risk assessment to determine the impact of the extension on

aviation operational safety (which are both considered to be beyond the scope of this study).

Based on these additional studies, YG-AB would be in a position to confirm the achievable

amount of runway extension and the impacts on the declared distances. (The results of these

will be important, if and when, Air North assesses their fleet replacement relative to Dawson.)

The risk assessment study should also consider a Runway 21 extension alternative which

incorporates a comparable threshold displacement. Such an alternative would provide most of

the operational benefits of the extension, while keeping the existing approach surface (thus, no

change in risk associated with aircraft approaches at the Runway 21 end).

DAWSON CITY AIRPORT



Exhibit 6-1 – Proposed Runway 21 End Development Plan

Note: 1. Aerial image source – Yukon Government, Aviation Branch.

Toward the west, the Runway 03 end would be much more challenging to extend. However,

adequate land should be reserved for future development, including a future RESA, as

shown in Exhibit 6-2 on the following page.

Any development at the 03 end (including a future RESA) would require that a parcel of

Territorial land to the southwest be acquired from the Yukon Government Lands

Management Branch. This parcel would be needed not only for the physical infrastructure

associated with the runway but to protect against obstacle infringement and incompatible

land uses in the area of the approach surface and transitional surfaces of the Airport. At

present, YG-AB is in the planning stages for acquisition of these lands and has not yet

initiated such a transaction. It is expected that YG-AB would acquire the required parcel in

exchange for an equivalent land area to the north of the Airport which is deemed to be in

excess of the requirement for aviation purposes.

DAWSON CITY AIRPORT



Exhibit 6-2 – Proposed Runway 03 End Development Plan

Note: 1. Aerial image source – Yukon Government, Aviation Branch.

Based on the foregoing, there are effectively three (3) general development scenarios for

Runway 03-21 which will offer differing runway operational capabilities (i.e. declared

distances). These are illustrated in Exhibit 6.3 on the following page.

Scenario #1 – No runway extension; implement RESAs;

Scenario #2 – 122 metre extension to Runway 21 with clearways and RESAs; and

Scenario #3 – 122 metre extension to Runway 21 with displaced threshold, clearways

and RESAs.

(Scenario #3 presents a 122 metre threshold displacement. However, the actual amount of

displacement would need to be determined as part of an obstacle survey and risk assessment.)

Regardless of the outcome of any future studies and assessments, an extension to the

Runway 21 end should be considered as a first phase development, ahead of a westerly

extension, because of the relatively flat terrain in the development area and the less

challenging terrain to the southeast.

DAWSON CITY AIRPORT



Exhibit 6-3 – Runway 03-21 Development Scenarios


As previously noted, it is not expected that a runway extension will be required during the

planning horizon of this study; however, YG-AB should take the steps necessary to reserve

and protect the lands required for future runway development, as well as any associated

property acquisition.

DAWSON CITY AIRPORT



6.2.2 Runway End Safety Area

A Runway End Safety Area (RESA) provides a cleared and graded area in the event of an

aircraft undershooting or overrunning the runway.

Although not yet a Transport Canada regulation, it is expected that the requirement for

RESAs will come into force within the next 1.5 to 2 years with the issuance of a 5th

Edition of

Transport Canada’s Aerodrome Standards and Recommended Practices (TP 312).

Exhibit 6-4 – Runway End Safety Area Standards - Code 3 & 4 Runways


DAWSON CITY AIRPORT



Due to the expected high cost of implementing RESAs at some airports, it is anticipated that

Transport Canada will provide airport operators with a compliance transition period of at

least 7 to 10 years for existing runway facilities. At this point in time, Transport Canada is

currently undertaking an independent risk assessment to better understand and document

the risks and safety benefits associated with RESA.

Based on Transport Canada’s current Notice of Proposed Amendment (NPA 2010-012), it is

believed that the RESA standard will require an area extending 90 metres from the end of

the runway strip and having a horizontal dimension that is twice the width of the runway

surface, which in the case of the Dawson City Airport would be 61 metres. Exhibit 6-4 on the

preceding page graphically shows the RESA standards expected to be adopted by

Transport Canada.

Transport Canada has considered exempting designated remote airports north of the 60th

parallel from the RESA requirements; however, this decision is still pending a risk assessment.

For those airports that do not have sufficient financial resources to construct a RESA beyond

the end of their existing runway strips, then the option will exist to implement the RESAs

within the existing runway strip; albeit, at the cost of reduced operational runway length (i.e.,

a reduction in the published declared distances).

It is recommended that the land area required for development of RESAs at the two ends of

Runway 03-21, as shown in Exhibit 6-1 and Exhibit 6-2, be reserved and protected.

However, the future positioning of the RESAs will be highly dependent on the ultimate

runway development scenario for YDA as presented in Exhibit 6-3. Timing of the new RESA

standards is not expected to be such that implementation will need to occur during the 10-

year capital planning horizon of this study. Once the new regulations are in force, it is

recommended that YG-AB undertake a feasibility study to determine the physical and

operational impacts of RESA implementation, as well as the overall timing and costs.

6.2.3 Runway Pavement

The existing gravel runway pavement was fully reconstructed in 2003. At the time, the

pavement was designed to accommodate the wheel loading of the C-130 (Hercules) and

Boeing 737 aircraft. Also, the runway sub-base and base pavement layers were designed in

anticipation of future asphalt paving.

Asphalt Pavement

The question of whether to asphalt pave the Dawson City Airport runway has been raised

many times over the past 10 years. In 2006, YG-AB retained an independent consultant to

undertake a study of the cost-benefits and financial viability of asphalt paving the Airport’s

runway. The key drivers for paving the runway were deemed to be:

The replacement of older aircraft types which serve the north, mainly the HS-748 and

B737-200, with aircraft which are not necessarily as suitable for gravel runways;

The general “wear and tear” on general aviation aircraft and the air tanker fleet caused

by the gravel;

DAWSON CITY AIRPORT



Dust control issues (although since that time YG-AB has taken measures to mitigate

the dust caused by aircraft operations); and

The operational advantages for aircraft take-offs and landings (i.e., elimination of

penalties associated with operation on gravel runways).

The 2006 study estimated that the capital cost of paving the runway would be greater than

$8.25 million (converted to current 2013 dollars) which included not only the actual runway

paving, but new maintenance equipment and a new maintenance garage. However, the

analysis concluded that the benefits of paving were limited to a few and that the airport and

community would not necessarily benefit. Over and above the capital cost of paving, there

would be a significant recurrent cost associated with greater, more stringent regulations and

thus a more demanding operational and maintenance regime for the pavements, particularly

as it relates to keeping the runway surface “bare and dry”19

.

Transport Canada applies differing standards for gravel and paved runways as it relates to

surface contamination. Gravel runways with packed snow have a superior aircraft braking

action to that of paved runways with only minor snow contamination. At present, Yukon

Highways and Public Works provides the additional winter maintenance resources

necessary for the Airport’s runway on a priority basis (i.e., airport takes priority over

highways).20

However, if the runway were paved, YG-AB would need to acquire dedicated

airport maintenance equipment and vehicles, undertake additional training, retain seasonal

winter maintenance staff, and procure and store chemical deicing agents, in order to

maintain the current level of Airport accessibility during the winter months. The 2006 YDA

runway study estimated that the annual cost of maintaining a paved runway would be 2.25

times higher than the cost of maintaining the existing gravel runway. Based on current

runway maintenance costs, this ratio is still valid and applicable.21

The study did note one externality which might justify paving the runway and that is the

conversion of Canada's air tanker fleet from aging piston to modern efficient turbine aircraft

which are more effective in aerial fire-fighting. It would also allow for fleet commonality so

that a wider range of aircraft types can be shared between jurisdictions as the need arises.

However, since the time of the study, turbo-prop aircraft, such as Bombardier’s modified Q-

400, have been certified as air tankers which are capable of operating from gravel runways.

With regard to scheduled commercial air service, asphalt paving of YDA’s runway may not

have a beneficial impact on future aircraft selection since other Yukon airports situated along

multi-stop routings may still not be paved. For example, assuming that the Yukon territorial

service offered by Air North continues to be a Whitehorse-Dawson-Inuvik-Old Crow-Dawson-

Whitehorse routing, then the Old Crow runway would also need to be paved in order to

permit a wider range of aircraft options.

19 According to Transport Canada, “bare and dry” means a surface condition that is not damp or wet, and has no observed contaminants.

20 Consultation with Mike Fraser, Northern Area Superintendent, Yukon Highways and Public Works on December 12, 2012.

21 The 2013/2014 maintenance budget for YDA is approximately $257,000. It is estimated that the maintenance cost for an airport with a paved runway

of comparable size and scale (e.g., Watson Lake) is about $575,000. Therefore the ratio is 2.24 (575,000 / 257,000).

DAWSON CITY AIRPORT



The Study Team believes that conditions have not materially changed, since the time of the 2006

YDA runway study, to the point that asphalt paving of the runway is now warranted and viable.

Gravel Pavement

According to YG-AB staff, there is ample gravel supply available for maintenance and repair

of the runway well beyond the planning horizon. Gravel can continue to be stockpiled in the

area south of the runway, immediately west of the existing equipment structure.

If asphalt pavement does not become a reality for YDA within the planning horizon, then it is

anticipated that the gravel runway pavement will need to be fully resurfaced within 14 to 16

years of the last rehabiliatation. In the case of YDA, the resurfacing should thus be planned

to occur during the medium-term and include for localized sub-base and base repairs.

6.2.4 Visual Approach Aids

Low-Intensity Runway Edge & Threshold Lighting

The existing low-intensity runway edge and threshold lighting system was installed in 2003.

The typical life span for runway lighting systems is about 20 years. It is recommended that

the existing system be planned for replacement near the end of the planning horizon. The

replacement should include new fixtures, stakes, pullpits/cans, cabling and ducts. At the

time of the replacement, it is further recommended that LED type fixtures be employed.

Precision Approach Path Indicator (PAPI)

PAPIs provide a pilot with positive visual indication of the aircraft position relative to optimal

glide slope during final approach to the runway. Transport Canada standards state that

PAPIs are required when the runway is not served by an electronic glide path and the

runway is used for turbojet or other aircraft with similar approach guidance requirements.

The Airport currently has PAPI units serving the Runway 03 and Runway 21 approaches

which were installed in 2003. PAPI units typically have a 20-year life span. It is

recommended that both PAPIs be planned for replacement near the end of the planning

horizon. The replacement should include new PAPI units, concrete bases, new cabling back

to the FEC and circuit selector panel capable of mitigating frost and ice build-up on the

units.

In addition, should a new terminal building be constructed on the south side of the runway,

as discussed later in this section, the PAPI serving the Runway 21 approach will need to be

relocated due to the planned taxiway connecting across the runway strip.

Runway Identification Lights

Runway Identification Lights (RILS) should normally be provided where there is a lack of

daytime contrast which detracts from the effectiveness of the approach lights or where the

threshold is difficult to identify and enhanced conspicuity is necessary. In the case of

Dawson City Airport, the surrounding terrain and challenging approach would suggest that

RILS should be installed in order to improve safety.

DAWSON CITY AIRPORT



It is recommended that RILS be planned for implementation at both runway ends during the

short-term. The installation will require new cabling back to the FEC located in the

basement level of the existing ATB.

6.3 Terminal Building Requirements

6.3.1 Future ATB Development Siting Options

Based on the demand/capacity analysis for the existing ATB (in Section 5 of this report), it

was determined that the existing passenger processing facilities are significantly undersized.

In fact, the existing portion of the ATB dedicated purely to passenger processing is about

133 m2

, while the calculated building floor area required to generally meet airport industry

standards is estimated to be 799 m2

. This area is in addition to the existing 121 m2

of floor

area required for the CARS operation and current tenant lease spaces which are situated on

the west side of the existing ATB. Therefore, there is a total building space requirement of

920 m2

(excluding the basement level).

Based on an assessment of the existing ATB carried out by the Study Team, three (3)

possible development options were identified for the future ATB facilities at YDA. These are:

• Option A – Completely demolish the existing ATB and build a new 920 m2

ATB

structure within the general footprint of the existing structure.

• Option B – Retain and upgrade the western portion (121 m2

) of existing ATB and

construct a 799 m2

ATB expansion; and

• Option C - Construct a new 799 m2

ATB facility on the south side of the Airport’s

runway and re-purpose the existing ATB (with CARS operation remaining).

The relative size and siting locations for Options A to C are graphically illustrated in Exhibit

6.5 on the following page.

It is important to note that because of the narrow north-south separation between Runway

03-21 and the Klondike Highway, no other viable ATB siting options, which preserve the

current and future airfield operational capabilities, were evident to the Study Team. (In the

late 1990’s, YG did explore the possibility of realigning the Klondike Highway in order to

provide additional land area for expansion of the terminal building and aircraft aprons,

however, it quickly became evident that the highway could not be relocated due to

potentially negative impacts and costs associated with the nearby Klondike River.)

ATB development Options A to C were each assessed for their relative benefits,

weaknesses, risks, operational impacts and costs. The results of the assessment are

summarized in Table 6-1 on the subsequent page.

Based on the assessment of the ATB development options, and the current and projected

air carrier operational needs, it is recommended that a new ATB be developed south of

Runway 03-21. Generally, attempting to expand the existing ATB or redeveloping the ATB in

its present location to the extent necessary would be a logistical challenge, cost-prohibitive

and would still result in capacity issues in the groundside and aircraft apron areas.

DAWSON CITY AIRPORT



Exhibit 6-5 – Future Air Terminal Building Siting Options

Notes: 1. Aerial image source – Yukon Government, Aviation Branch.

2. Air Terminal Building areas shown are representative only.

6.3.2 New ATB Development

A new Air Terminal Building located on the south side of the airfield would thus cater

principally to passenger traffic and air cargo operations. It is recommended that the

proposed new ATB include the following functional areas:

• New Passenger Hall;

• Airline Counters / Offices including Cargo Office;

• Passenger Holdroom;

• Customs and Immigration (CBSA) Area;

DAWSON CITY AIRPORT



• CBSA Support Spaces;

• Yukon Airports & Tenant Offices; and

• Protection for future expansion to accommodate passenger pre-board screening and

hold-baggage screening, and related CATSA support spaces.

Exhibit 6-6 (on the following page) presents a schematic layout of the proposed ATB for

Dawson and shows the passenger operational flows through the building.

Table 6-1 – Air Terminal Building – Options Assessment

With regard to the existing ATB, it is recommended that the CARS office remain in its present

location and configuration with the exception of improved partitioning from other building

functions. The current Public Area, CBSA and Air North spaces could be re-purposed to fulfil

the need for additional commercial office spaces at the Airport. (Based on the stakeholder

consultations, there is presently strong demand for additional office lease spaces at YDA.)

Exhibit 6-7 illustrates a proposed schematic layout for the repurposing of the existing ATB in

order to satisfy the current demand for office space and maintain the existing CARS

operation. The existing ATB would also need to be renovated to address current building

code non-compliances and deficiencies which were identified in Sections 4.3.1 and 4.3.4.

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DAWSON CITY AIRPORT



Based on the condition of the existing ATB and a current estimated Passenger Level of

Service (LOS) of “E”, the new ATB facility should be developed within the short-term.

6.4 Terminal Area Requirements

6.4.1 Aircraft Parking Apron

In order to meet the peak aircraft demand for the proposed ATB, a new approximate 13,400

sq. metre aircraft parking apron will be required. The new apron will need to accommodate

for the projected commercial activity comprised of at least one B737-200 and one HS-748

(which are both categorized as Code C aircraft). In addition, the new apron should

accommodate for at least five (5) parking positions for itinerant light, piston aircraft as well

as one (1) parking position for a Code A or B commercial aircraft, since the present apron,

even without the commercial activity, is deficient in aircraft parking stands.

Access to the apron will be via a new Code C taxiway (referred to as Taxiway Foxtrot)

connecting to the runway at the intersection of existing Taxiway A. To the east, the new

terminal apron will connect to the taxilane ending at the west limit of the existing Air Tanker

Base. This will provide a dual entrance/egress route for aircraft to the new terminal apron

(i.e., via Taxiway E and Taxiway F). Exhibit 6.8 on the previous page presents a conceptual

layout for the proposed new terminal apron area including proposed aircraft parking

positions, movement routing and reserve area for future expansion.

The apron pavement should generally be designed to a Pavement Load Rating (PLR) of 9,

although consideration could be given to a lesser pavement strength in areas that will strictly

be used by light, GA aircraft (less than 12,500 lbs). Power plug-ins should also be provided

for each of the Code A parking positions along the west perimeter.

Development of the new terminal aircraft apron should include asphalt surfaced pavement,

edge markers, aircraft power plug-ins, apron floodlighting (to achieve minimum 10 lux of

illumination throughout) and pavement markings. Development of the new taxiway

connection (Taxiway ‘F’) should include asphalt surfaced pavement, similar in design to the

apron, and taxiway/runway intersection lights.

Should regular deployment of B737-200 aircraft occur at YDA prior to a new ATB being

constructed, there are safety considerations which will need to be addressed for the existing

apron areas. In particular, the relatively small and congested apron space will require that the

movement and parking of aircraft be carefully considered in order to avoid exposing personnel

and aircraft to additional safety risks. Although there are no specific standards with regard to

aircraft jet blast, industry best practices suggest that personnel and aircraft should not be

exposed to velocities greater than 56 km/h (35 mph). In the case of a B737-200 aircraft

using breakaway power settings22

, a velocity of 56 km/h (35 mph) is experienced at a

distance of 43.9 metres from the rear of the aircraft tail. Exhibit 6-9 presents a proposed

parking layout for the B737-200 which will mitigate safety issues related to jet blast.

22 Experience has shown that commercial pilots typically only apply 70- 80% of an aircraft’s breakaway power setting while maneuvering on an apron.

DAWSON CITY AIRPORT



Exhibit 6-9 – Current Aircraft Apron Parking – Jet Blast


YG-AB should also address the deficient level of illumination on the existing aircraft apron by

providing additional floodlighting poles and luminaires. As well, the apron currently has

power plug-ins for six (6) aircraft; however, there is demand for at least an additional six (6)

plug-ins. These additional apron deficiencies should be addressed over the short-term.

6.4.2 Rotary (Helicopter) Parking Apron

Rotary and fixed wing aircraft typically don’t mix well at airports because they follow different

procedures and patterns, and they have differing safety risks. For instance, the downwash

from rotors can be a serious safety risk to persons and aircraft on aprons due to stones and

debris being hurled. For this reason, rotary and fixed wing aprons are usually segregated

and kept a safe distance apart.

It is evident from the stakeholder consultations that there are and have been issues with the

mixing of rotary and fixed wing aircraft at YDA. These issues have been exacerbated by the

general increase in apron congestion over the past few years. In fact, it has been

suggested by stakeholders that in recent years operators have sought other airstrip options

in the region due to the apron parking and interaction issues.

For these reasons, it is recommended that all rotary operations be relocated to the

southeast corner of the Airport immediately east of the Initial Fire Attack Base, which also

serves rotary operations.

DAWSON CITY AIRPORT



Exhibit 6-10 – Proposed Rotary Parking Apron


The “Dawson Airport Lot Demand Survey”, which was undertaken by YG-AB in 2011,

suggested that YG-AB should plan for development of six (6) commercial rotary lease lots

near the southeast quadrant of the Airport. From our experience, rotary operators, such as

those based at YDA (which principally serve the mining and exploration industry), will not

commit to long-term leases since their work is very cyclical and dramatically fluctuates from

year-to-year. Therefore, it is recommended that YG-AB develop an approximate 1.4 ha site,

as presented in Exhibit 6.10 above, to serve the short-term parking, loading and unloading

needs of based and itinerant commercial rotary aircraft operators.

At a minimum, the rotary apron development should include the following features:

3 to 4 rotary parking positions (designed in accordance with CAR 305);

Power plug-ins for a minimum of two (2) rotary parking positions;

Groundside gravel parking lot for up to 20 vehicles including floodlighting;

Area reserved for future land lease (for third-party development of a tenant/user

building structure or trailer);

Minimal asphalt pavement at the helicopter parking pads and along walkways; and

Access for fueling and cargo loading and unloading.

DAWSON CITY AIRPORT



It is recommended that YG-AB proceed with the rotary apron development over the short-

term in order to provide relief from existing aircraft apron congestion and safety concerns.

6.4.3 Groundside Parking

The new ATB proposed on the south side of the Airport will need to include a parking lot for

public and staff vehicles (approximately 40 stalls), as well as parking lanes specifically sized

for coach buses. The proposed layout plan shown in Exhibit 6-11 will permit an intuitive and

safe loading and unloading area fronting the terminal building. In the future, additional

public parking areas could be development toward the south, on the opposite side of the

Airport access roadway.

The parking lot pavement should be asphalt surfaced along the main access route and

gravel for the remainder (parking areas). The vehicle park areas and public access points

should be provided with floodlighting to provide a safe standard of illumination.

Exhibit 6-11 – Proposed ATB Groundside Parking Plan

Notes: 1. Conceptual plan only.

6.5 Ancillary Facilities

6.5.1 Equipment Storage & Maintenance

The Airport’s existing equipment storage and maintenance structure on the south side of the

airfield is inadequate to accommodate the current fleet of Airport maintenance equipment.

For example, the existing structure is currently unable to shelter all of the Airport

maintenance equipment and lacks internal power and heating.

DAWSON CITY AIRPORT



However, based on consultations with YG-AB, there are issues with the reliability and

availability of supplementary maintenance equipment which are externally provisioned from

Yukon Highways and Public Works. This issue has been further compounded by the recent

increase in aircraft movements at the Airport since 2009. As a result, it is recommended that

the following Airport maintenance equipment be considered for procurement over the short-

term:

• 3.0+ m3

capacity front end loader (e.g. CAT 966 or equivalent);

• Motor grader (e.g. CAT 140 or equivalent); and

• Four-wheel drive self-propelled runway snow blower.

If new maintenance equipment is procured as recommended, then YG-AB will need to

consider a further expansion to the existing storage and maintenance structure.

It is not expected that a permanent, heated equipment building will be required during the

planning horizon, unless a decision is made to asphalt pave the runway as discussed in

Section 6.2.3. Nevertheless, it is recommended that a 2,500 m2

parcel be reserved adjacent

to the proposed terminal building development for a future airport equipment storage and

maintenance building, as shown in Exhibit 6-8.

6.5.2 Aviation and Vehicle Fueling Facilities

With the proposed development of new terminal facilities on the south side of the airfield, it

is expected that Air North will relocate their aviation fuel tank and dispensing to the area

allocated at the new south terminal aircraft apron, as shown in Exhibit 6-11.

Space has also been allocated for additional 100-LL fuel at the south terminal apron for based

and itinerant GA aircraft, which would most likely be offered by the current aviation fuel

provider (North 60 Petro Ltd.).

In addition, a permanent Airport maintenance vehicle fuel facility will need to be developed

adjacent to the existing maintenance equipment structure. The facility will need to include

both diesel and gas dispensing and tankage. The facility and equipment sizing will need to be

determined once the future equipment fleet is known.

6.6 Commercial Land Development

6.6.1 Current Airport Lease Lots

At present, there are eight (8) occupied lease lots, each approximately 650 m2

in area, on the

north side of the airfield (referred to as the Northfield) as shown in Exhibit 6-9. The size of

these lots is considered to be on the lower end of the range typically desired by private aircraft

users. The lease lots are constrained by the Klondike Highway to the north and the runway to

the south. The lease lots are accessible via existing vehicle access gates situated to the west.

DAWSON CITY AIRPORT



Exhibit 6-12 – Existing Airside Lease Lots - Northfield


2. Lease lot areas are approximate only.

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



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





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



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



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



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



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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esig

nation

Short-

term

6

Access C

ontr

ol P

rogram

(G

ate

s, D

oor A

ccess)

C

hange in C

AS

R d

esig

nation

T

imin

g o

f new

air

term

inal bld

g.

C

hange in r

egula

tions o

r

technolo

gy

Mediu

m-te

rm

7

South

field

Access R

oad R

elo

cation

T

imin

g o

f new

air

term

inal bld

g.

U

nknow

n e

nvir

onm

enta

l or

subsurfa

ce c

onditio

ns

Short-

term

8

New

Air

Term

inal B

uildin

g (

South

field

)

C

hange in p

assenger a

nd/or

cargo d

em

and

Large-scale

air c

harte

r operations

P

assenger screenin

g

requirem

ents

C

hange in C

BS

A r

equirem

ents

Short-

term

9

Renovate

and R

epurpose E

xis

ting A

TB

(N

orth

field

)

T

imin

g o

f new

air

term

inal bld

g.

C

hange in d

em

and for o

ffic

e

lease s

pace

Short-

term

10

New

Term

inal A

ircraft A

pron a

nd F

loodlighting

T

imin

g o

f new

air

term

inal bld

g.

C

hange in a

ircraft types

Short-

term

11

Term

inal G

roundsid

e P

arkin

g a

nd L

ighting

T

imin

g o

f new

air

term

inal bld

g.

U

nknow

n s

ubsurfa

ce

conditio

ns

Short-

term

DA

WS

ON

CITY

AIR

PO

RT

Infrastr

uctu

re N

eeds A

ssessm

ent

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

ry A

ircraft A

pron D

evelo

pm

ent

C

hange in n

um

ber o

f rota

ry

movem

ents

N

/A

S

hort-

term

13

New

Taxiw

ay F

oxtr

ot

T

imin

g o

f new

air

term

inal bld

g.

U

nknow

n s

ubsurfa

ce

conditio

ns

Short-

term

14

Utilities &

Site S

ervic

es for A

TB

and L

ease L

ots

T

imin

g o

f new

air

term

inal bld

g.

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



APPENDIX A - Study Terms of Reference



DAWSON CITY AIRPORT



Appendix B – Annual Traffic Demand Forecast Output – Dawson City Airport



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



Appendix C – List of Stakeholders Consulted



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



Appendix D – Results and Findings of Stakeholder Questionnaire



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

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

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:

nmlkj nmlkj nmlkj nmlkj nmlkj

Adequacy of Services / Amenities within the Terminal:


Staffing and Level of Service for Passenger Operations:


Adequacy of Passenger Loading / Unloading Area in Front of Terminal:


Congestion & Efficiency of the Airport Parking Lot:


Efficiency & Safety of Klondike Highway Crossing:


Adequacy & Efficiency of Baggage Handling Equipment / Services:


Congestion & Efficiency of Aircraft Parking on Terminal Apron / Ramp:


Safety of Passenger Movement on Terminal Apron / Ramp:


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

nmlkj

Yes

nmlkj

If Yes, please specify below.

55

66

Yes, you may contact me further.

nmlkj

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:

1

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

STAK

EHOLD

ER SURV

EY BAC

KGRO

UND

2

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

How well doe

s the

Airp

ort S

erve th

e Bu

siness

Commun

ity & Regional Econo

mic Develop

ment …

Most b

elieve th

at th

e be

nefitso

f the

Airp

ort h

ave no

t been fully re

alize

d.

Many be

lieve th

at th

e Airport’s infrastructure is limiting

the extent and

type

s of com

mercial air services which cou

ld be offered at th

e Airport.

Respon

ses…

“The

runw

ay leng

th and

surface

deter p

lanes from land

ing that are

needed

to se

rvice the commun

ity.”

“Terminal building is inad

equa

te

and [required pa

ssenger] services

are no

t available ...”

3

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

How Airp

ort S

erves L

eisure & To

urist Traffic …

Most feel that the

Airp

ort h

as th

e po

tential to draw

much more

Tourism

Activity

(both grou

p and private).

The Airport’s infrastructure is limiting

the ability of the

Region’s

tourism

sector to

promote and grow

dem

and.

Respon

ses…

“If the

airp

ort w

ere ab

le to

han

dle larger

aircraft or increased

frequency from

na

tiona

l and

/or interna

tiona

l locations, it

wou

ld act as a

catalyst for increased

tourism

growth …”

“The

runw

ay needs to

be surfaced.”

“[Lack of] private aircraft traffic as a

irstrip

not p

aved, poo

r parking

and

services

available for v

isitors. Terminal building

very limite

d for the

num

ber o

f visitors at

one tim

e, overflow persons wan

derin

g alon

g high

way and

parking

areas.”

4

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

Key External Factors Influ

encing

Airp

ort A

ctivity

…

Clearly

Resou

rce & To

urism

activity

in th

e Yukon will have the

greatest influ

ence on the Da

wson City Airp

ort.

De

velopm

ent o

f Improved

and

Expande

d Co

mmercial Air Services will

also play a key role in

the future of the

Airp

ort.

What d

o you be

lieve will be

the key external factors

which will driv

e passen

ger

and cargo traffic growth

over th

e next 10 years a

t Da

wson City Airp

ort?

5

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

Most P

ositive Influ

ences o

n Airport A

ctivity

…

Commercial flight freq

uency and aircraft type

are im

portant

factors to sustaining

and

growing air travel dem

and.

Im

proved

term

inal facilities a

nd se

rvices will be key to influ

encing

future passenger dem

and to Daw

son City.

As th

ey re

late sp

ecifically to

Da

wson City Airp

ort, which

of th

e following factors d

o you be

lieve wou

ld have the

greatest positive influ

ence

on fu

ture passenger and

cargo de

mand?

6

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

Key Factors in Future Passenger & Cargo

Activity

…

Difficult to gauge whe

ther Future Re

source Develop

ment w

ill

requ

ire Airp

ort’s se

rvices or b

y‐pass in

favour of D

irect Flights?

Need for a

nd fo

rtun

es of the

Airp

ort a

re Highly De

pend

ent o

n a

Cyclical Resou

rce Sector in

the Yukon.

Respon

ses…

“Territorial and

/or F

ederal Investment (needed)

in th

e requ

ired (airp

ort) upg

rades .”

“(Im

pact of) Com

mod

ity Prices [g

old, etc.].”

“(Im

pact of) M

ines Opening

Up.”

“Location of th

e Airport …

Loo

king

for Larger

Aircraft and

the Ab

ility to

Lan

d at Night.”

“Resolution of con

straining land

issues in

Dawson, which wou

ld prohibit large

scale

developm

ent in the region

shou

ld m

ine

developm

ent o

ccur. …

Projects wou

ld likely opt

for C

amps with

their o

wn Airstrips …

”

7

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

Significance of Ope

ratio

nal &

Infrastructure Issues …

There is a strong

con

sensus th

at th

e Air Terminal Building and its

associated

services & amen

ities are Significantly

Inadeq

uate.

Safety

on th

e aircraft apron

, at the

term

inal fron

tage and

the

Klon

dike highw

ay crossing are Serio

us Con

cerns for Stakeho

lders .

Key Re

sults…

•92%ag

ree or strong

ly agree th

at

“terminal con

gestion” and

“adequ

acy

of se

rvices/amenities” are key issues.

•75% agree or stron

gly ag

ree that th

e pa

ssenger loa

ding

/unloa

ding

at the

term

inal fron

tage

is an issue.

•66%ag

ree or strong

ly agree th

at

“congestion & efficiency of the

parking

lot” and

“safety of th

e Klon

dike

Highway crossing” are an issue.

•58%ag

ree or strong

ly agree th

at

passenger safety on

apron

is an issue.

8

Daw

son

City

Airp

ort I

nfra

stru

ctur

e N

eeds

Stu

dy –

On-

line

Sta

keho

lder

Sur

vey

Janu

ary

20, 2

013

Other Ope

ratio

nal or Infrastructure Issues …

Safety of P

assengers in Que

stion, particularly fo

r tou

rists and

those un

familiar with

the Airport.

Be

ing a“G

atew

ay To

Daw

son”, the

Pub

lic Te

rminal sh

ould con

vey

an app

ropriate Im

ageand provide adeq

uate Levels o

f Service.

Respon

ses…

“Lim

ited space insid

e the term

inal does n

ot allow

grou

ps to

convene

in an area

to re

ceive (safety)

instructions …(particularly) w

hen English

and

/or

French is not und

erstoo

d by travellers.“

“Fuel prices and

facilities.”

“Terminal locatio

n shou

ld be moved. Too da

ngerou

s for the

safety of p

ersons.”

“Being

the destination it is, and

having the services

as is, poses a certain atm

osph

ere to m

ost tou

rists …

It wou

ld be nice to

have up

grad

es and

at the

same

time keep

the un

ique

nature an

d atmosph

ere.”

5925 Airport Road, Suite 200

Mississauga Ontario

Canada L4V 1W1

Phone: +1.905.918.0888

Fax: +1.905.605.0422

E-mail: [email protected]

Project Management

Feasibility Studies

Master & Facility Planning

Operational Analysis

Concept & Detail Designs

IT Assessment & Planning

Network Infrastructure

WIFI/Wireless Infrastructure

Common-Use Systems

Revenue/Mgmt. Systems

Terminal Security Consulting

Security Systems Design

Special Terminal Systems

Baggage Handling Systems

Cargo & Hold Bag Screening

Terminal Gate Planning

Airside Design &Modelling

Aircraft Servicing Design

Aviation Fuelling Design

Apron & GSE Marking

Procurement & Tendering

Project Implementation

Systems Integration Services

Testing & Commissioning

Operational Readiness

© Aviotec International Inc. GenV5(04/2012)

Canadian Office

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INFRASTRUCTURE NEEDS ASSESSMENT STUDY, … · T-Square Architecture Ltd. DKMA Inc. 2013 -2023 INFRASTRUCTURE NEEDS ASSESSMENT STUDY, DAWSON CITY AIRPORT FINAL REPORT 9 …