Yye Airport Infrastructure Assessment and 10 Year Capital Plan 2013 Reduced

NORTHERN ROCKIES REGIONAL AIRPORT
AIRFIELD INFRASTRUCTURE ASSESSMENT AND

10 YEAR CAPITAL PLAN (2013-2022) AT THE NORTHERN
ROCKIES REGIONAL AIRPORT – YYE
REPORT
JUNE 2013
ISSUED FOR USE
EBA FILE: 704-C31103067-01
This “Issued for Use” report is provided solely for the purpose of the client and presents our findings and recommendations to date.
As the report is issued for use, the “Issued for Review” document should be either returned to EBA or destroyed.
AIRFIELD INFRASTRUCTURE ASSESSMENT AND 10 YEAR CAPITAL PLAN AT YYE
EBA FILE: 704-C31103067-01 | JUNE 2013 | ISSUED FOR USE
EXECUTIVE SUMMARY
Capital Planning is critical to the Northern Rockies Regional Airport (NRRA) discharging its core
responsibility of preserving, maintaining, and improving the capital assets of the Airport. Everything the
NRRA does, from providing services to businesses and travelers, to equipping employees to effectively
perform their jobs, requires the existence of certain basic physical assets. These assets include runways,
taxiways, aprons, buildings, equipment, water, sewer, roads and the necessary technology.
Facilities and equipment must be built, purchased, maintained and replaced on a timely basis or their
usefulness in providing airport services will diminish and may even adversely affect the Airport’s operating
certificate.
The NRRA ten year Capital Plan is developed to ensure recognition of the need for adequate capital
investment in these Airport assets. This is primarily a planning document and will be reviewed annually
and updated as needed by the NRRA. It is subject to change as the needs of the Airport become more
defined over time. Used effectively, the capital planning process can provide advance project identification,
evaluation, scope definition, and preliminary cost estimating that leads to effective financial planning.
Capital planning helps ensure that the NRRA is positioned to do a number of things:
 Preserve and improve its basic infrastructure through construction, rehabilitation and maintenance;
 Maximize the useful life of capital investments by scheduling major renovation, rehabilitation, or
replacement at the appropriate time in the life-cycle of the facility or
equipment; “The NRRA ten year capital
plan is developed to ensure
 Identify and examine current and future infrastructure needs and recognition of the need for
establish priorities among projects so that available resources are adequate capital
used to the Airport’s best advantage; and investment in these Airport
assets.”
 Improve financial planning by balancing needs and resources.
While much of the NRRA’s budget and financial planning efforts are
necessarily focused on one or two year intervals, capital planning helps to focus attention on the Airport’s
long-term objectives and financial capacity, and the balance between operating and capital needs. The
NRRA is often faced with the option of reducing its capital plan in order to help balance the operating
budget. Having a formal and accepted plan helps to maintain attention on a consistent level of spending for
capital needs, barring extraordinary circumstances.
Significant investment in many capital facilities is still required and, in many cases, is long overdue. Growth
in many fixed and other operating costs consumes much of the available revenue, and the NRRA’s ability to
sustain its operating and capital budgets going forward, will be a challenge. Securing capital funding from a
variety of sources, including Airport revenues; as well as programs sponsored by different levels of
government, such as the recent multi-year funding agreement signed with the Province; various agencies
and other organizations, will be a key to completing capital projects on a timely basis.
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YYE Airport Infrastructure Assessment and 10 Year Capital Plan 2013
TABLE OF CONTENTS
EXECUTIVE SUMMARY........................................................................................................................... i
1.0 INTRODUCTION ........................................................................................................................... 3
2.0 AIRCRAFT PAVEMENT AREAS ................................................................................................... 3

2.1 Runway 03-21- Primary Runway...................................................................................................... 3
2.2 Runway 08-26- Secondary Runway ................................................................................................. 4
2.3 Taxiways ......................................................................................................................................... 4
2.4 Aprons............................................................................................................................................. 5
3.0 AIRFIELD DRAINAGE/SUB-DRAINS........................................................................................... 7

3.1 Sub Drainage................................................................................................................................... 7
3.2 Infield Storm Drainage ..................................................................................................................... 7
4.0 AIRFIELD LIGHTING ..................................................................................................................... 8
5.0 PASSENGER TERMINAL BUILDING........................................................................................... 8
6.0 GROUND ACCESS AND PARKING ............................................................................................ 9

6.1 Vehicle Parking................................................................................................................................ 9
6.2 Ground Access .............................................................................................................................. 10
7.0 AIRPORT OPERATIONS AND SUPPORT................................................................................ 10

7.1 Airport Buildings ............................................................................................................................ 10
7.1.1 Pump House / Pump Station ............................................................................................. 10
7.1.2 Old Fire Hall ...................................................................................................................... 11
7.1.3 Maintenance Garage......................................................................................................... 11
7.1.4 Field Electrical Center (FEC) ............................................................................................. 11
7.1.5 Other Buildings.................................................................................................................. 11
7.1.6 Airport Water Distribution System ...................................................................................... 11
7.1.7 Airport Sanitary Sewer System .......................................................................................... 12
8.0 10 YEAR CAPITAL PLAN............................................................................................................ 12

8.1.1 Runway 03-21 ................................................................................................................... 13
8.1.2 Runway 08-26 ................................................................................................................... 14
8.1.2.1 Option 1 - Hot-In-Place (HIP) Recycle and a 65mm Asphalt Overlay (Reduce
Width to 30 m) ...................................................................................................... 15
8.1.2.2 Option 2 - Reconstruction of Runway 08-26 to a Width of 30 m ............................. 15
8.1.3 Runway Drainage Rehabilitation Options........................................................................... 16
8.1.4 Infield Storm Drainage Rehabilitation................................................................................. 16
8.1.5 Apron I .............................................................................................................................. 17
8.1.6 Apron II ............................................................................................................................. 17
8.1.7 Apron III ............................................................................................................................ 17
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8.1.8 Air Tanker Base ................................................................................................................ 18

8.1.9 Vehicle Parking ................................................................................................................. 18
8.1.10 Ground Access.................................................................................................................. 19
8.1.11 Airport Lighting .................................................................................................................. 19
8.1.12 Air Terminal Building (ATB) .............................................................................................. 20
8.1.13 Airport Water and Sanitary Sewer System ......................................................................... 20
8.1.14 Wildlife Perimeter Fence ................................................................................................... 20
8.1.15 Mobile and Fixed Equipment ............................................................................................. 21
9.0 COST FORECAST ........................................................................................................................ 21
10.0 CLOSURE....................................................................................................................................... 22
APPENDICES
Appendix A Air Terminal Development Plans - NRRA
Appendix B Vehicle Parking Plan - NRRA
Appendix C Pavement & Airside Storm Condition Figures
Appendix D 10 Year Capital Cost Forecast Spreadsheet
Appendix E Condition Report/Cost Estimates Equipment
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1.0 INTRODUCTION
EBA Engineering Consultants Ltd. operating as EBA, A Tetra Tech Company (EBA) was retained by the
Northern Rockies Regional Airport (NRRA) to provide an airport infrastructure condition assessment
report and, based on the assessment, provide a 10 Year Capital Plan. EBA is also updating the Airport’s
Development and Land Use Plans at the same time. The planning documents are complementary but are
prepared and presented separately.
EBA undertook the assessment of NRRA infrastructure condition by means of non-invasive inspection;
available records review; and examination of facility lifecycle information. This work was completed by
qualified experts, with the cooperation of NRRA officials. The assessment work included runways,
taxiways, aprons, airfield lighting, groundside roads/parking areas; NRRA buildings; above ground
structures; utilities (with the exception of gas, electric, telecommunications); and NRRA owned/operated
mobile and fixed equipment. This assessment work has resulted in EBA making the recommendations for
facility/equipment upgrades, expansions, repairs or purchases as detailed below.
2.0 AIRCRAFT PAVEMENT AREAS

2.1 Runway 03-21- Primary Runway
This runway is 1,951 m long and 61 m wide with an asphalt surface
and is classified as Code 4D, as per Transport Canada standards.
There is a category (CAT) I precision approach for Runway 03, while
Runway 21 is served by a non-instrument approach and is equipped
with Precision Path Indicator (PAPI) lights.. A non-instrument non-
directional beacon (NDB) approach is also available for Runway 03.
This runway was rehabilitated in 2004 with 40mm Hot-In-Place
Recycled asphalt and a 50mm asphalt overlay, and was assigned a
pavement load rating (PLR) of 11. As per document AK-68-12,
Pavement Design and Rehabilitation, the estimated life of the 50 to 65
mm HMAC overlay is 8 to 12 years. Since the 2004 rehabilitation an
abundance of transverse and longitudinal cracking occurred on the
runway and it is currently in GOOD to FAIR condition. Continuous
crack sealing maintenance is no longer sufficient to keep up with the
deterioration. During snow removal procedures large quantities of
sealant is being pulled out of the cracks, leaving asphalt aggregate
exposed and loose, creating a hazard to aircraft, especially the
Figure 1 - Example of Longitudinal potential for foreign object damage (FOD).
Cracking
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2.2 Runway 08-26- Secondary Runway

This runway is 1,246 m long and 23 m wide, asphalt surfaced, and
classified as Code 2B non-instrument. This runway is in POOR condition. “Continuous crack
sealing maintenance is
It was last rehabilitated with a 50mm asphalt overlay 31 years, ago in
no longer sufficient to
1981. The runway was closed in 1998 due to its poor condition, frost
keep up with the
heaving and extensive cracking, and then re-opened in 1999. Prior to a deterioration.”
significant pavement failure over the collapsed storm drain in 2012, the
runway has been used for light aircraft and as a taxiway for other aircraft
accessing Runway 03-21.
Repair of the storm drain under the runway and restoration of the pavement structure (3 m to 4 m width to
match existing pavement with 200mm asphalt resurfacing) in the failure area was completed in 2012.
A 600 mm diameter storm drain was removed and replaced by two 200 mm diameter subdrains that were
tied to other subdrains discovered under the runway during installation. The new subdrains were directed
east, along the south edge of the runway to the next manhole and then to the outfall to the south.
In addition to storm drain replacement, 18 major transverse cracks were repaired. This work consisted of
cold milling 3m wide at the major transverse cracks to the base gravel layer (approximately 200mm),
re-grading and compacting the underlying base gravels (some milled asphalt RAP was added to low areas).
These areas were then paved with three lifts of new asphalt, to a total thickness of 200mm.
This 2012 repair process allowed the runway to be open for take-off and landing by light aircraft and
taxiing larger turbo-prop aircraft.
Currently Runway 08-26 is in POOR to FAIR condition. Rehabilitation is typically recommended when
pavement condition is FAIR.
2.3 Taxiways
Taxiway A is located at the Runway 21 threshold and continues to Apron
I. It is a 23m wide, asphalt surfaced taxiway, classified as Code D. It was
last rehabilitated in 2004 with 50mm cold milled out, followed by 50mm
of hot mix asphalt inlay. It is in GOOD condition with a PLR of 11 as
determined in 2004.
Taxiway B is located at the Runway 26 threshold and connects to Apron II
and III. It is 23m wide with an asphalt surface and is classified as Code D.
This taxiway was last rehabilitated in 1981 with a 50mm asphalt overlay.
Taxiway B is in POOR condition.
Taxiway C is now the southern part of Apron III. It was last rehabilitated
in 1985 with 75mm of asphalt and is in POOR condition.
Taxiway D, located parallel to Runway 03-21, has been decommissioned
Figure 2 - Concrete Panel and is no longer in use.Aprons
on Apron II in disrepair
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2.4 Aprons
Apron I is the Air Terminal Apron with an area of approximately 14,662 m2. It consists of original concrete
panels placed in 1965, with some panel repairs and joint sealant replacement in 1998. It is in FAIR to POOR
condition.
Apron II is adjacent to Apron I and measures 53m by 400m (approx. 21,200 m2). This apron is in a
VERY POOR condition with original 1944 concrete panels in place. Some portions of the apron are closed to
due to severely deteriorated pavement.
“Other than a small
Apron III is used primarily by general aviation and water bomber aircraft. Apron area…this apron is
III measures 390m by 100m (39,000m2) and has an asphalt surface. Other than a in very rough
small area of the apron (less than 5%) reconstructed in 2010 as part of the condition and
environmental site remediation work done at the BC Ministry of Forests and should not be used
Range Forestry Fire Base, this apron is in VERY POOR condition and should not for heavy air tanker
be used for heavy air tanker traffic. It is primarily used by general aviation traffic.”
aircraft that utilize the hangars on the north side of the Apron.
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Table 2-1 summarizes the Status and Rating for each Plan Code Section inspected. Figure 03 showing the
Plan Code Sections and associated Ratings is included in Appendix C.
Rating Code Legend:
Very poor Poor Fair/Poor Fair Good/Fair Good N/A
Table 2-1: Airfield Condition Rating Summary

Most Resent Year of
Pavement Area Plan Code Status Subjective Rating
Rehabilitation
Runway 03-21 1 Operational Fair 1965
Runway 03-21 2 Operational Good/Fair 2004
Runway 08-26 10 Restricted Operations Very Poor N/A
Runway 08-26 11 Restricted Operations Poor 1997
Runway 08-26 15 Restricted Operations Fair/Poor 2012
Runway 08-26 9 Restricted Operations Poor 1981
Taxi A 17 Operational Good 2004
Taxi B 16 Operational Poor 1981
Old Taxi C (Apron III) 8 Operational Poor 1985
Taxi D 14 Permanently Closed N/A N/A
Apron I 5 Operational Fair/Poor 1998
Apron II 7 Partly Closed Very Poor 1944
Apron III 6/6A Operational Very Poor 1944
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3.0 AIRFIELD DRAINAGE/SUB-DRAINS

3.1 Sub Drainage
Most of the existing subdrain pipes at the airport are believed to have been installed during the original
runway/field construction in 1944, and consist of perforated vitrified clay pipes, including 200mm and
250mm diameter pipes. The pipes appear to be in reasonably good condition based on observation of the
catch basins performance. Catch basins have a water flow all the time and that means that pipes are
collecting and conducting water flow.
Catch basins are cast-in-place and also installed in 1944. The condition of the bodies of the catch basins is
GOOD, with condition of the top slabs and grates being FAIR to POOR for 40% of the overall number of
catch basins. The reason for a separate rating for body of the catch basins and top slabs is the excessive cost
of replacing the entire catch basin in locations where only top slabs and grates are actually deteriorated.
A portion of the 600mm concrete pipe was removed in 2012 during repairs of the collapsed portion of
Runway 08-26. Pipe under Runway 08-26 was replaced with new 200mm PVC perforated pipe and
connected to existing subdrains under the runway. A new typical precast 1050mm diameter Manhole MH H
was installed to replace the existing manhole.
3.2 Infield Storm Drainage

The infield drainage system from MH A, through MHs C, D, E, F, G and
the outfall east of Taxiway B was visually inspected at the manholes
and outfall in 2012 prior to Runway 08-26 collapse repairs. No video
review of this pipeline has been completed. All of the manholes have
grated lids to allow infield drainage to enter the system. All of the
manholes except MH G have sumps for the collection of silt and
deposits. MH G is benched and channelled to match the incoming
and outflowing pipes.
The manholes appear to
“Portions of the storm water be in FAIR condition
system may not have been installed and allow drainage to
correctly, are partially obstructed,
be directed toward the Figure 3 - Storm Drainage and
or may be partially collapsed.”
outfall east of Taxiway B. Transverse Cracking Runway
Water is surcharged in 08-26
some of the manholes leading to the belief that portions of the
storm water system may not have been installed correctly, are partially obstructed, or may be partially
collapsed.
Manholes A, C, D, E and F are all in similar condition and continue to function. MH G is a much newer
manhole and was installed to provide additional drainage collection adjacent to taxiway B, and to assist
with thawing frozen blockages in the pipe under the taxiway during winter conditions.
Preliminary drainage design for a ten year storm indicates that this system is undersized. The system
probably functions due to the ability to surcharge into the infield and allow the water to collect west of
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Taxiway B until it flows to the outfall east of Taxiway B. Current Airport personnel have never seen
Taxiway B flooded.
Refer to Figure 02 in Appendix C for pipe condition survey and updated new portion of the subdrain under
Runway 08-26.
4.0 AIRFIELD LIGHTING

In June 2012 the team of EBA and NRS were retained by NRRM to
undertake the assessment of the existing electrical system at the
NRRA. A number of system components were included in the airfield
electrical system assessment:
 Field Electrical Centre (FEC) Building
 Regulators; and
 Field Wiring and Equipment.
Recommendations for facility rehabilitation/replacement are
included in this report under the 10 Year Capital Plan section. A
complete assessment report “Airfield Electrical System Evaluation
Report” was submitted to NRRA in June 2012 (EBA file C31101382). Figure 4 - Runway Edge Light
5.0 PASSENGER TERMINAL BUILDING

NRRA hired InterVISTAS in 2010 to prepare a long term strategic plan for the Airport. That plan showed the
existing air terminal building (ATB) cannot comfortably accommodate simultaneous jet and turbo-prop
aircraft departure and arrivals. In addition, the existing ATB cannot accommodate the expansion of check-
in, arrivals and baggage claim areas needed to address peak hour congestion and future growth.
Accommodating charter traffic growth at the Airport required consideration of using the facility located
east of the terminal building for charter traffic processing, or expanding the existing ATB to the northwest,
providing additional passenger handling capacity and baggage processing area.
“The NRRA has a
In 2012 NRRA experienced the busiest year in the airport’s history with over clear plan for the
100,000 passenger movements and a 19.7% increase in aircraft movements from phased
2011. This reality, along with an update of analysis and assumptions from the 2010 development of
InterVISTAS plan, prompted NRRA to contract AIRBIZ in 2012 to develop a Air Terminal
potential future schedule of activity scenario (based upon NRRA approved growth facilities in place
expectations). That future schedule provides the means to anticipate peak per hour for the Airport”
passengers (PPHP). PPHP becomes the basis for sizing of the future terminal up to
a defined planning year, in this case 2028.
A number of critical planning assumptions were made for planning out to the year 2028:
 Larger charter aircraft and scheduled traffic flows through the terminal building;
 80% load factor for all charter and scheduled operations;
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 Growth based upon medium forecast (2008);

 2.2% /annum growth rate;
 IATA Level of Service (LOS) “C” to be used for terminal planning;
 Domestic operations only; and
 Pre-board screening planned within the program.
Table 4-1: Peak Per Hour Passengers (PPHP)

2013 2018 2023 2028
One Way 183 213 233 253

Combined 366 426 466 506
This table data is sourced from the AIRBIZ analysis. Based upon the assumptions and the IATA LOS “C”, it was determined that in 2028 the
Terminal size should be approximately 3,270m2.
AIRBIZ will proceed with concept development of the three options for further discussions with NRRA. The
options are:
 Option 1- Western Expansion;
 Option 2- Eastern Expansion; and
 Option 3- Split Expansion.
The current layout of the passenger ATB and proposed expansion phases – phases 1 through 4 are shown
on the drawing in Appendix ‘A’, attached to this plan.
The ATB was upgraded in 2007 with improved passenger facilities and baggage handling system. In 2012
NRRA completed Phase I of the building renovation: adding new washrooms. The total area of the new
portion of the building is 72.6m2. The old washrooms were demolished, and a new seating area built in that
area of the ATB. This work constituted Phase II of the building renovation and was operational in February
of 2013, adding 53.0m2 of seating area inside the existing ATB. The total new area of the ATB is to be
552.6m2, which does not include the NavCanada FSS or the offices located adjacent to it.
6.0 GROUND ACCESS AND PARKING

6.1 Vehicle Parking
The 2010 Long Term Strategic Plan identified that for NRRA to meet future requirements, NRRA “will need
to adopt a strategy that will enable expansion and reorganization of parking facilities.” Failure to act on this
could significantly impact the Airport’s long term revenue generating potential, or result in haphazard and
unauthorized utilization of vacant land for vehicle parking. Appropriate amounts of land will need to be
reserved to accommodate future long term expansion.
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Following up on the need to develop a strategy, NRRA contracted Northern Rockies Engineering in 2012 to
provide preliminary engineering and planning services for the implementation of a pay parking system at
the Airport.
Recommendations for rehabilitation/replacement/new construction are included in this report under the
10 Year Capital Plan section. The complete report “A Strategy for The Implementation of Pay Parking” was
submitted by NRE to NRRA in August 2012. The proposed parking plan is attached as Appendix ‘B’.
6.2 Ground Access

Access to the Airport is by way of a two lane roadway, Cessna Way, which connects to Airport Drive. The
roadway is approximately 630 m in length from the point at which it joins Airport Drive to where it meets
the curbside area of the passenger terminal building.
Cessna Way is a paved road and in relatively good condition. However, an overlay will be required in the
near future to preserve the integrity of the existing road structure, so that continuous deterioration will not
necessitate reconstruction of the road. Other internal Airport service roads include Piper Road, which is
paved and also requires an overlay, as well as three gravel roads (Astar Road, Otter Road and Bell Road)
which are in poor condition and require review and recommendations as to how drainage can be improved
during spring time, and how to control dust during summer months.
As stated in 2010 Long Term Strategic Plan, “In addition to road pavement structure improvements better
road signage is required, including street names, road edge delineation and centre line delineation. At key
locations and intersections, street lighting should also be provided.” Street names have been designated
and signs installed as of this writing.
7.0 AIRPORT OPERATIONS AND SUPPORT

7.1 Airport Buildings
7.1.1 Pump House / Pump Station

A new pump house was constructed in 1989 over the existing concrete reservoir. It is a slab on grade pre-
engineered steel building and is in GOOD condition. Typical lifespan for that type of building is 50 years.
Based on Transport Canada procedures to calculate the required restoration year and inspection done in
1993, it should be replaced/restored in 2026.
The existing concrete reservoir is in GOOD condition.
Heating for the pump station is provided by two horizontal natural gas fired units heaters. A manual on/off
switch is located on the wall. On a demand for heating, a line voltage thermostat will energize the burner
and fan to maintain the desired space temperature.
The ventilation system consists of two supply fans and four intake dampers. A line voltage thermostat will
start the fans and open dampers when the space ambient temperature rises above 20ºC. A motorized
damper will open when the diesel engine starts.
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In the 2010 Long Term Strategic Plan it was noted that the water well was installed too close to the river
bank and it was recommended that a new well to be installed in a near future. A new well was developed in
2010 and provides improved capacity, 380 litres/minute, for the water system; however, the new well has
no filter system installed and so cannot be used as a source of potable water. The current potable water
well produces 170 litres/minute which is not sufficient to re-fill the water reservoir during fire pump
operations.
7.1.2 Old Fire Hall

This is a single storey wood frame building built in 1955. It is presently leased to others.
7.1.3 Maintenance Garage

This is a single storey steel frame building built in 1974. NRRA is currently renovating the offices and other
parts of the building interior. Renovations are expected to be complete in 2013 and the building will serve
as the administration, operations, maintenance and storage building for the NRRA.
7.1.4 Field Electrical Center (FEC)

A single storey wood frame building that was installed in 1987, sitting on the concrete slab, has a typical
lifespan of 50 years. This building is in GOOD condition currently and the restoration year, as calculated
using Transport Canada methods, is 2024.
7.1.5 Other Buildings

Other buildings such as the former Trades Shop; Storage T164; Storage W166; and Salt Storage W177 are
in various stages of deterioration. They require either replacement, if still needed, or proper
abandoning/removal of the structures.
7.1.6 Airport Water Distribution System

Airport water main distribution pipes were upgraded to PVC pipes between 1984 and 1988. The current
water treatment system and fire pumps and domestic pumps were installed in 1988. Two new domestic
pumps were just installed in January 2013.
The potable water supply is provided by a water well capable
“A new water well installed in of producing 170 litres/min. From there water is pumped by
2010…cannot be used as a source of submersible well pump via 150mm PVC main pipe to the
potable water.” airport underground concrete reservoir with a 567,812 litre
capacity. The reservoir is divided in two compartments and is
interconnected at floor level by a 250mm diameter valved pipe which allows the two compartments to be
isolated for cleaning and maintenance purposes. Two domestic vertical turbine pumps and two fire pumps
draw water from wet wells and discharge through a 200mm diameter header into the distribution system.
A new water well installed in 2010 is not yet in use for potable water purposes due to turbidity.
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A chlorinator is installed on the 50mm line from the filters. The water is chlorinated prior to distribution
through the system. The well water is treated with chemicals by the chemical feed pumps, chemical feed
tanks, mixerator and though sand filters before being introduced into the reservoir wet wells.
7.1.7 Airport Sanitary Sewer System

Sanitary sewage from the Airport is collected by a system of gravity pipes which flow towards an existing
sanitary sewer lift station. From the lift station the sewage is pumped via force main to the existing sewage
treatment lagoons. Effluent from the lagoons is discharged to the Muskwa River via an outfall pipe. The
current sanitary sewer system is oversized for existing Airport users and can accommodate additional
Airport development. It is important to keep up with maintenance of the system and a continuous routine
condition inspection program for the pipes, manholes and lift station.
NRRA staff noted that while lift station pumps are in a good
condition, the lift station itself in FAIR to POOR condition. About “Current sanitary sewer system is
80% of the pipes are PVC pipes and in a good condition, while the oversized for existing Airport users
remaining clay pipes need to be replaced in the near future. and can accommodate additional
Manholes generally are in good condition with couple of them airport development.”
requiring top slabs and grates replacement.
The existing sanitary sewer system was most recently upgraded in 1984-1988.
8.0 10 YEAR CAPITAL PLAN

This section provides details on the recommended rehabilitation plan for the next ten years based on 2012
dollars. Refer to Appendix D for a year-by-year summary of
capital cost estimates over the next 10 years and refer to
Appendix E for the cost estimate breakdown for the Airport’s
equipment complement. Detailed cost estimates for airside
facilities have been provided to the NRRA separately.
The projects listed in this section are intended to be
implemented in order of their priority:
 Priority 1 These projects include safety related airside
projects such as rehabilitation of runways, taxiways,
aprons, associated lighting, visual aids, and associated
utilities necessary to maintain the airport facilities as
required by regulations:
 Runway 03-21 Overlay and Reconstruction
 Apron I Rehabilitation and Expansion
 Apron II Restoration and Rehabilitation
Figure 5 - View of Apron II Conditions
 Airfield Lighting
 Airside drainage systems
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 Priority 2 Airside mobile equipment (safety related) and related facilities needed to maintain the
airside of the airport as required by regulations, including:
 Plow trucks
 Runway snow blower
 Hi-speed runway sweeper
 Anti-/De-icing equipment
 Airside inspection vehicle (light truck) with surface friction testing equipment/devices
 Perimeter Fencing
 Priority 3 Passenger terminal and associated groundside facilities, special projects, as well as utilities
that serve public facilities and commercial development on the groundside, including:
 Air Terminal Building
 Vehicle parking facilities (public and corporate)
 Groundside access roads and signage
 Future Air Tanker Base
 Airport maintenance/operations facility
 Ramp Service Equipment
 Utility equipment and facilities (Water, Sanitary, Storm drainage)
 Field maintenance equipment, including light/medium vehicles (maintenance and operations).
8.1.1 Runway 03-21

This runway was resurfaced in 2004 with Hot-In-Place recycling of 40mm existing asphalt pavement
followed with a 50mm asphalt overlay. Typical lifespan for 50mm to 65mm asphalt overlay is 8 to 12
years. Visual inspection of the runway that was conducted in January 2013 indicated that runway
pavement condition warrants an overlay in a near future- 2013/2014.
Runway rehabilitation is recommended, including buttons of Runway 03 and 21 $5,500,000.00
The rehabilitation would include the following scope of work:

 Mill top 50mm of asphalt surface and remove millings for on-site storage or use for paving gravel
roads
 Place 50mm new Hot Mix Asphalt Concrete pavement “An asphalt overlay…if completed
will extend Runway 03-21 service life
 Sawcut and reseal cracks at PCC panels Rwy 21 button
for another 8 to 10 years…however,
 Core and patch cracks that they do not propagate to the major rehabilitation is recommended
adjacent panels at Rwy 21 button and will add 10-15 years of life.”
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 Conduct partial depth repair for PCC panels at Rwy 03 button distresses
 Reseal PCC panel joints on Rwy 03 and 21 buttons.
This rehabilitation, if completed in 2013/14, will extend the Runway 03-21 service life for another 8-10
years. After that a major rehabilitation is recommended for the runway. That rehabilitation is of more
importance if larger aircraft (i.e. B767) will be arriving to the airport.
Major rehabilitation, including selected concrete panel replacement on the buttons of Runway
$8,500,000.00
03 and 21, is recommended in the next 3-5 years
The major rehabilitation would include the following scope of work includes:
 Mill top 80mm of asphalt and remove and store millings for on-site storage or recycling;
 Pulverize remaining asphalt (approx. 100mm);
 Scarify pulverized layer;
 Add 100mm of crushed gravel base course material to scarified layer;
 Re-grade and re-compact new base course layer;
 Place new 80mm (two lifts) thick asphalt pavement surface; and
 Selected PCC panels replacement at Rwy 03 and 21 buttons.
 Video inspection for existing perforated subdrain pipes should take place before the runway is
scheduled for rehabilitation and portions of the subdrains that found not to be functioning properly
should be replaced at the same time as the runway is under the rehabilitation. Visual inspection of the
manholes should be conducted and damaged manhole top slabs and grates shall be replaced at that
time as well.
This major rehabilitation will add 10 to 15 years to runway service life. If required for funding or other
constraints, the rehabilitation of the Runway 03-21
buttons can be postponed to later years or included
in the annual maintenance program.
8.1.2 Runway 08-26

Repair of the collapsed storm drain and repair of
the 18 major cracks on the runway allowed
opening the runway for light aircraft traffic
operations, as well as taxiing heavier turboprop
aircraft. Once the repairs were done runway status
was upped to FAIR to POOR. During winter months
the runway is closed to aircraft operations. This
allows saving some maintenance costs associated
with snow clearing and possible increased amount
of cracks that needed to be sealed should the
Figure 5 - Runway 08-26 in Poor Condition runway be operational during winter months.
14
Two options for the runway rehabilitation are as follows:
8.1.2.1 Option 1 - Hot-In-Place (HIP) Recycle and a 65mm Asphalt Overlay (Reduce Width to 30 m)
Rehabilitation of the runway with full depth crack repair the centre 30 m of the 45m width $4,200,000.00
The intention is to provide a VFR runway for aircraft up to Code C sized turbo-prop (e.g. Beech 1900) and a
taxiway for any aircraft using Runway 03-21. The scope of this rehabilitation includes:
 Hot-In-Place mill and recycle top 50mm of the runway asphalt surface; and
 65mm thick new asphalt overlay.
This work will likely provide 12-15 years of additional life for Runway 08-26, although it is unlikely that
this method will prevent the major cracks reflecting through to the surface in 2 to 3 years. It will however
provide a surface that will remain sound and require much smaller amounts of annual crack sealing. The
outside 7.5 m of existing paved surface on each side of the rehabilitated 30m wide runway will be
reclaimed to a granular state and restored as a gravel shoulder.
8.1.2.2 Option 2 - Reconstruction of Runway 08-26 to a Width of 30 m
The most desirable long term solution for rehabilitation of the runway is reconstruction.
Reconstruct Runway 08-26 to a 30 m width $8,800,000.00
The scope of work for the runway reconstruction includes:

 Reclamation of the existing asphalt in Plan Code section 15 and 11;
 Mill down to the concrete and remove and store on site the asphalt overlaying the concrete panels in
Plan Code Section 9;
 The base to be re-shaped, graded, gravel added and re-compacted to provide a solid, partially frost
protected base. If possible the surface to be re-shaped to transition to a crowned section (the existing
runway is cross-fall);
 Pave with 130mm (two lifts) thick new asphalt to a width of 30 m
 New asphalt placed over the concrete in Plan Code Section 9 will be sawcut and sealed to match the
joints in the underlying concrete;
 Wet subgrade areas and groundwater springs will be identified and directed into a subdrain system
under and along the edges of the runway. A series of subdrains attached to a common manifold will
direct the drainage to an outfall; and
 Duct banks for future runway lighting will be placed in key locations to allow future lighting of the
runway and approaches.
 Elimination of the cross fall will provide for a surface that dries more quickly and is less susceptible to
ice on the runway centerline providing better braking and aircraft control.
 Performance graded asphalt cement will be utilized to promote a surface that will resist cracking in
the future
15
This reconstruction will likely provide an extended life of 18-20 years before the next rehabilitation and
will result in significantly lower future rehabilitation costs.
8.1.3 Runway Drainage Rehabilitation Options

This option will be expanded further should runway reconstruction be chosen as the preferred
rehabilitation option. In this case, the area under the runway with significant ground water will be
identified and approximately five additional subdrains crossing the runway width will be added to the one
installed as part of the 2012 Runway 08-26 rehabilitation work. The subdrains will be installed at 15 m
intervals along the runway and will drain to a manifold subdrain along the south edge of the runway. This
drainage will be connected to the nearest manhole and then directed south to an outfall. The cost forecast
for this work is included in Option 2 of the Runway Rehabilitation Options.
8.1.4 Infield Storm Drainage Rehabilitation

Because this system appears to be functioning without flooding Taxiway B, the first option is to do nothing
to the system except inspect it with video cameras and
“Because the (infield storm) drain determine if there are any visible defects in need of repair or
functions at the present time, there replacement. This may lead to rehabilitation in the future but
appears to be no urgency to because the drain functions at the present time, there appears
upgrade the system.” to be no urgency to upgrade the system.
In summer 2012 EBA has examined the drainage collection
area for this system and has calculated that the storm drain pipes are under-sized. An increased apron area
was included in calculations to ensure that the future apron expansion is accounted for. The design results
in a significant increase in pipe diameters which also results in larger manholes. Due to the design
indicating that the pipe sizes would double along the length of the system, the cost to upgrade the system
would be significant.
Temporary surface storage of peak flows and rehabilitation of the existing system to handle
$250,000
storm drainage through the infield
The scope of work for this project includes:

 Investigation of the pipes with video
 Repair of reconstruction of damaged sections of the storm drain*
 Rehabilitation of the manholes, flushing pipes, cleaning sumps, repairing concrete cracks and replacing
or repairing broken manhole covers and grates
 Re-grading of the infield to accommodate large volumes of storage as the system surcharges. The re-
grading must be shaped to meet requirements for runway graded areas, mowing and maintenance
 Restoration of the graded areas with topsoil and hydro-seeding.
* Because EBA has not had the opportunity or scope to video inspect the system, for the purposes of this
cost estimate it is assumed that existing pipe remains intact and only cleaning and will be required to
return it to a fully functional condition. This can be re-assessed if and when video inspection is completed.
16
8.1.5 Apron I
The recommended scope of work for Apron I includes rehabilitation and expansion to provide a safe,
appropriately sized apron and taxi lane to accommodate a B737 critical aircraft through Aprons I and II
between Taxiway A and Apron III, considering current aircraft parking configurations at the airport. It does
not include any additional parking spaces. Refer to Figure 04 – Northern Rockies Regional Airport,
Rehabilitation and Expansion Areas and Costs, areas I and E.
Replacement of approx. 35 concrete panels on Apron I (20’ x 20’ x 10” thick) $560,000.00
Widen Apron I by 35 metres to the south $3,737,662.00
Estimate of total construction cost including contingencies $4,297,662.00
Estimate of total project cost, including engineering design, tender and construction
$4,942,311.00
management (an additional 15% to cost estimate)
An Airside Capital Assistance Program (ACAP) application with

a refined and detailed scope of work, costs and justifications
was submitted to Transport Canada in February 2012 (EBA
File C31101405).
8.1.6 Apron II
The recommended scope of work for Apron II Rehabilitation
and Restoration is aimed at providing a safe, appropriately
sized taxi lane to accommodate a B737 critical aircraft through
Aprons I and II between Taxiway A and Apron III, considering
current aircraft parking configurations at the airport. It does
not include any additional parking spaces. Refer to Figure 04 –
Northern Rockies Regional Airport, Rehabilitation and
Expansion Areas and Costs
Figure 6 - Showing Part of Apron II and III
Reconstruction of the unserviceable (closed since 1998) portion of the apron – replacement
$1,928,000
of 50% of the 7” thick Portland Cement Concrete (PCC) panels
Reconstruction of the section of Apron II north of the unserviceable area $1,969,000
Estimate of total construction cost including contingencies $3,897,000
Estimate of total project cost, including engineering design, tender and construction
$4,481,550
management (an additional 15% to cost estimate)
8.1.7 Apron III

Apron III is recommended for surface rehabilitation in order to accommodate air tanker traffic during
summer months until new Air Tanker Base is constructed.
Apron III asphalt surface rehabilitation cost estimate $3,850,000
17
8.1.8 Air Tanker Base

In 2012 NRAA contracted Genivar to prepare a study for the relocation of the air tanker base from its
current location, in the south side of Apron III. A new site option was reviewed and preliminary drawings,
as well as cost estimates were provided. This preferred new Air Tanker Base site is located to the north of
the existing Glide Slope antenna for Runway 03 and is close to Airport Way, as well as power and telephone
service.
Refer to drawing with Option I prepared by GENIVAR in 2012 report for configuration of the site. Estimated
cost to complete the project, as provided to the NRRA previously, is noted below.
Proposed relocation of the NRRA Air Tanker Base cost estimate $15,000,000
8.1.9 Vehicle Parking

There are four phases planned for the implementation of the Air Terminal pay parking facilities at NRRA.
Phase 1- Initial implementation of pay parking facilities into the existing main parking lot $ 95,900.00
Phase 2- Construction of the required bus parking lane $274,000.00
Phase 3- Secure “Company Vehicle” parking area to be relocated $440,200.00
Phase 4 -The final phase of expansion for additional parking spaces, etc. $935,100.00
The scope of work for the four phases includes:

 Phase 1-Initial implementation of pay parking facilities into the existing main parking lot. This phase
will require minimal capital expenditures, which will be limited to the installation of pay parking
equipment, and the installation of concrete “no post” barriers to “coral” the pay parking vehicles.
Initially, the secure “Company Vehicle” parking area will be contained within the main parking lot.
Total cost for this phase is
 Phase 2-This second phase will consist of the construction of the required bus parking lane. This item
is primarily a safety issue, and will not result in any significant revenue generation. Cost is
 Phase 3-When the main parking lot becomes close to capacity, the secure “Company Vehicle” parking
area can be relocated to its ultimate location in order to free up some additional long term parking
spaces. The Phase III expansion will also include the reorganization of the staff parking area and the
car rental parking area. Cost is
 Phase 4 -The final phase of expansion will include the following:
 Expansion from 97 to 150 parking spaces;
 Repairs to existing concrete light bases;
 Repairs to existing concrete sidewalks; and
 Asphalt overlay, as well as relocation of the snow storage area.
18
8.1.10 Ground Access

Recommendations for road rehabilitations are the same as per existing NRRA Long Term Strategic Plan:
Cessna Way is paved and the main Airport access road needs an overlay : $450,000.00
Piper Road, is a paved road and requires an overlay : $500,000.00
Astar Road, gravel surface, requires re-grading and dust control : $200,000.00
Bell Road and Otter Road are gravel roads - geotechnical investigation is recommended
$250,000.00
before paving with asphalt or millings:
8.1.11 Airport Lighting

Much of the existing airfield lighting equipment at the Airport is functionally obsolete and should be
replaced as soon as budget allows.
Total estimated cost to replace airfield lighting systems $2,229,000.00
An Airports Capital Assistance Program (ACAP) funding application has been submitted to Transport
Canada for this work. A scope of work for the replacement of electrical equipment is listed below:
 Fluorescent T12 light fixtures are obsolete - replace with new
LED or T8 technology.
 Simplex 2001 fire alarm system is obsolete and should be
replaced.
 Generator and transfer switch system has reached the end of
its functional life and replacement is required now to ensure
the equipment does not fail.
 Existing electrical breakers should be replaced.
 Existing regulators are functionally obsolete - replace to ensure
continued airport operation.
 All wiring, lighting and transformers should be replaced for
Apron and Runway 03-21. The new wiring installation should
include new rigid conduit.
 Runway Exit Sign should be powered from runway circuit.
 Strobes on the Runway 03 approach are functionally obsolete Figure 7 - Runway 03 Strobe
and should be replaced.
 PAPI’s are showing signs of exposure and should be replaced.
 Runway End Indicator lights should be replaced with standards compliant fixtures.
All other equipment should be monitored as part of a comprehensive maintenance program to identify any
further degradation:
19
8.1.12 Air Terminal Building (ATB)

As noted in Section 4.0 of this report, NRAA will proceed with development of the 4 phases of the ATB
expansion, as detailed in the plans commissioned from AirBiz.
Based on the drawings 1.0-4.0, a construction estimate for phases 2-4 was prepared by
Bird Constriction.
$12,445,000.00
8.1.13 Airport Water and Sanitary Sewer System

An inspection report prepared by GPEC Consulting Ltd. in November 2004, provided recommendations and
costs (in 2004 dollars):
New Well and Pumphouse -$150,000.00
completed in 2010
(Includes Well and an assumed length of 200m of 150mm well supply line)
Treated Water Supply from Town of Fort Nelson System. Approx. 7600m of 150mm diameter
Waterline @ $220/m (Assuming a 150mm diameter fill line, with valves. No value was $1,700,000.00
included for directional drilling of road crossings or booster stations)
Treated Water Pumphouse Modifications: Entrance Door, Painting of Lines $2,000.00
Domestic piping replacement (50mm diameter galv. to Stainless Steel) $9,000.00
Pressure Filter Servicing $5,000.00
Treated Reservoir Cleaning $11,000.00
Sanitary Sewer Collection Main Improvements: Flushing of Lines $5,000.00
Video Inspect 250mm VCT sanitary line (~500m@$5/m) $3,000.00;
Manhole Infiltration Reduction Repairs (~10 @$1500/ea.) $15,000.00
Lift Station Repairs; New Grate $1,500.00
Discharge piping replacement (Stainless Steel) $15,000.00
2 2
Sewage Lagoon Improvements; Access Road Improvements(~5000 m @$10/m ) - $50,000.00
Cleaning of cross flows, pipes and valve repairs $11,000.00
3 3
Cleaning of Lagoon Berm slopes (~1350 m @$14/m ) $19,000.00
Outfall Main; Investigation of line Condition and Outfall Structure $5,000.00
Replacement Cost of Outfall Main, if required (1200m @ $200/m) $300,000.00
8.1.14 Wildlife Perimeter Fence

In 2004, and on the NRRA’s behalf, EBA submitted an ACAP application for the installation of a perimeter
fence at the Airport to control wildlife and improve airside safety.
Complete perimeter fence around Airport boundary $ 1,600,000.00

This project sill had not yet been approved for funding assistance by Transport Canada.
20
8.1.15 Mobile and Fixed Equipment

Detailed condition assessments, life cycle remaining, as well as repair and/or replacement costs for all
mobile and fixed equipment at the NRRA can be found in Appendix E, attached to this plan.
9.0 COST FORECAST

Cost forecasts for the NRRA facilities and equipment capital plan, based on the above recommendations,
are provided in the table and report attached as Appendix D and E to this plan. Detailed cost estimates,
where developed, have been provided to NRRA management, under separate cover.
21
10.0 CLOSURE
We trust this report meets your present requirements. Should you have any questions or comments,
please contact the undersigned at your convenience.
Respectfully submitted,
EBA Engineering Consultants Ltd.
Prepared by: Reviewed by:

Zhenya Habibova, P.Eng John Grant, C.E.T.
Senior Project Manager Senior Airport Specialist
Airports Group Airports Group
Phone: 403.723.6857 Phone: 403.723.6864
ehabibova@eba.ca jgrant@eba.ca
/lsa
22
APPENDIX A
AIR TERMINAL DEVELOPMENT PLANS - NRRA
APPENDIX B
VEHICLE PARKING PLAN - NRRA
LEGEND
EX. BUILDINGS
EX. FENCE
RELOCATED EX. GROUND

Y TO BE PAVED
SNOW STORAGE
A WA
AREA N
ESS
C
CHARTER BUS PARKING

LANE LOCATED PARALLEL
TO LOOPED ACCESS ROAD
(PHASE 2)
ENTER EXPANSION OF MAIN

PARKING LOT
(PHASE 4)
UPGRADE
EXISTING MAIN
PARKING LOT
(PHASE 1)
EXIT
TO BE CLOSED CAR RENTAL PARKING LOT

TO VEHICLES (24 SPACES WITH "PLUG-INS")
(PHASE 3)
ASTAR
R OAD
PERIMETER OF PAY PARKING

CONTROL AREA (TYP)
AIRPORT TERMINAL STAFF PARKING LOT

BUILDING (19 SPACES WITH "PLUG-INS")
(PHASE 3)
SECURE "COMPANY VEHICLE"

SHORT TERM PARKING PARKING LOT WITH FENCING,
(20 MINUTES MAXIMUM) LIGHTING AND "PLUG-INS".
29 STALLS.
(PHASE 3)
AREA RESERVED FOR FUTURE AIRPORT
TERMINAL BUILDING EXPANSION
MAP A
APPENDIX C
PAVEMENT & AIRSIDE STORM CONDITION FIGURES
NOTE;
PLEASE SEE FIGURE 1B FOR DETAILED
PAVEMENT HISTORIES
18
5
6A
) 6A
ED 17
TAXIWAY 'A'
14 N 6
NDO
( A BA
' D' III
10 AY N
XIW RO
TA 4 AP
APRON
I AY 6B
5 IW
APRON X '
II TA 'C
RUNW TAXIW
AY 08-26 7 AY 'B' 8
-21
03
W AY 16
) RUN 9
ED 11
ON
ND
(ABA 15
'D'
G:\C311\C31103067-01 - Fort Nelson LUP\Design\Airfield Conditions\YYE Pavement History(2.0).dwg [FIGURE 1A] April 05, 2013 - 5:15:01 pm (BY: KLUNDER, BILL)
AY 3
XIW
TA
1
2
0 80 160 240 320 400
Scale 1:8000 (meters)

LEGEND CLIENT
NORTHERN ROCKIES REGIONAL AIRPORT (YYE)
LATEST CONSTRUCTION DATE
YEAR
2000+ AIRPORT PAVEMENT HISTORY TO 2013
1980-2000
PROJECT NO. DWN CKD REV
1960-1980 C31103067-01 B.K. Z.H. 0
1940-1960 OFFICE DATE
Figure 1A
Calgary April 2013
1 AREA m² DESCRIPTION 8 AREA m² DESCRIPTION 18 AREA m² DESCRIPTION
RWY 03-21 7400 256mm PCC 1965 APRON 8700
TAXI C 5300 76mm HMAC 1985 DIRT SURFACE
102mm HMAC (TAXI D) ABANDONED
76mm HMAC
178mm PCC 1944 1944
203mm BASE COARSE
76mm BASE COARSE
9 AREA m² DESCRIPTION
152mm SUBBASE COARSE 4200
RWY 08-26 51mm HMAC 1981
178mm PCC
RWY 03-21 26000 50mm HMAC 2004 76mm BASE COARSE 1944
50mm HMAC 1985 152mm SUBBASE COARSE
89mm HMAC
1965 10 AREA m² DESCRIPTION
229mm BASE COARSE
76mm HMAC 1944 RWY 08-26 1200 45mm HMAC 1963
76mm HMAC 178mm PCC

1943
203mm BASE COARSE 76mm BASE COARSE 1944
3 AREA m² DESCRIPTION 152mm SUBBASE COARSE
RWY 03-21 55800 50mm HMAC 2004 11 AREA m² DESCRIPTION
50mm HMAC 1985 RWY 08-26 4300 45mm HMAC
89mm HMAC 1965
1965 RWY 08-26 5600 115mm BASE COARSE
229mm BASE COARSE
76mm HMAC 1944
76mm HMAC 1944
152mm BASE COARSE
203mm BASE COARSE 1942 1942
G:\C311\C31103067-01 - Fort Nelson LUP\Design\Airfield Conditions\YYE Pavement History(2.0).dwg [FIGURE 1B] April 05, 2013 - 5:13:33 pm (BY: KLUNDER, BILL)
305mm SUBBASE COARSE

RWY 03-21 26000 50mm HMAC 2004
TAXI D 20000 76mm HMAC 1944
50mm HMAC 1985
76mm HMAC
89mm HMAC 1943
152mm BASE COARSE
229mm BASE COARSE 1963
RWY 08-26 43500 51mm HMAC 1981
76mm HMAC 1944
RWY 03-21 8800 254mm PCC
76mm HMAC 1943
APRON I 9600 152mm BASE COARSE 1965 152mm BASE COARSE
610mm SUBBASE COARSE 1942
6 AREA m² DESCRIPTION 16 AREA m² DESCRIPTION
APRON III 27420 50mm HMAC 1991 TAXI B 4500 51mm HMAC 1981
76mm HMAC 178mm PCC
1944 1944
203mm BASE COARSE 152mm BASE COARSE
6A AREA m² DESCRIPTION 17 AREA m² DESCRIPTION
APRON III 13750 76mm HMAC TAXI A 3100 50mm HMAC 2004
1944
APRON I W 8240 203mm BASE COARSE 89mm HMAC
6B AREA m² DESCRIPTION 229mm BASE COARSE 1965

771mm BASE COARSE
APRON III 1800 150mm HMAC
300mm BASE COARSE 2010
APRON II 9700 178mm PCC
1944
152mm BASE COARSE
CLIENT
LEGEND NORTHERN ROCKIES REGIONAL AIRPORT (YYE)
PCC : Portland Cement Concrete
HMAC: Hot Mix Asphalt Concrete
AIRPORT PAVEMENT HISTORY TO 2013

C31103067-01 BK SS 0
Figure 1B
OFFICE DATE
CALGARY APRIL,2013
D)
ONE
AND
TAXIWAY 'A'
(AB
D'
Y'
XIWA -21
TA 03
AY III
NW N
RU O
PR
A 'C'
APRON AY
I X IW
APRON TA
II
TAXIW
AY 'B'
AY 'B'
RUNW
AY 08-2
6
TAXIW
RUNW
-21 AY 08-26
3
D) Y0
NE N WA
N DO RU
BA
' (A
G:\C311\C31103067-01 - Fort Nelson LUP\Design\Airfield Conditions\YYE Storm Drainage.dwg [FIGURE 2] April 05, 2013 - 5:17:27 pm (BY: KLUNDER, BILL)
'D
AY
IW
TAX
-21
Y 03
NWA
RU
LEGEND CLIENT
PIPE CLASSIFICATION NORTHERN ROCKIES REGIONAL AIRPORT (YYE)

NEW/REPLACED
GOOD AIRPORT STORM DRAINAGE CONDITIONAL ASSESSMENT
FAIR
POOR 0 100 200 300 400 C31103067-01 B.K. S.S. 0
UNKNOWN OFFICE DATE
Figure 2
Scale 1:7500 (meters) Calgary April 2013
18
5
6A
17
TAXIWAY
14 ' 6
Y 'D D)
'A'
A E
XIW N III
10 T A ND O ON
A PR
(A B 4 A 6A
APR O N
I 6B
5 APR O N
II
RUNW 7 8
AY 08-
26
21
Y 03- TAXIWAY 'B' 16
A
NW
RU 11 9
'
A Y 'D D)
E 15
XIW N
T A ND O
A 3
(A B
G:\C311\C31103067-01 - Fort Nelson LUP\Design\Airfield Conditions\YYE Pavement Condition.dwg [FIGURE 3] April 18, 2013 - 11:14:53 am (BY: KLUNDER, BILL)
1
2
LEGEND CLIENT
PAVEMENT CONDITION RATING NORTHERN ROCKIES REGIONAL AIRPORT (YYE)

VERY GOOD 8 - 10
GOOD 6 - 7.9 AIRPORT PAVEMENT ASSESSMENT
FAIR 4 - 5.9
0 100 200 300 400 PROJECT NO. DWN CKD REV
POOR 2 - 3.9 C31103067-01 B.K. S.S. 0
VERY POOR 0 - 1.9
Scale 1:7500 (meters) Figure 3
OFFICE DATE
Calgary April 2013
OT
AY TE
R
L
W
VE
RO
NA
RA
SS AD
CE -G
-G
RA
PIPER ROAD - GRAVEL
AD
VE
RO
L
LL
BE
ASPHALT
MET.
COMPOUND
YR
N DA
OU
EB
TAXIWA
AS
LE
PUBLIC PARKING ASTAR ROAD - GRAVEL
III
IN
Y
LOT - ASPHALT
N
IST
A
RO
EX
AP
HA AL
SP NT
LT
C
- A RE
AY
XIW
LO AND
TA
IN EE
T
RK OY
G
PA MPL
E
ATB GATE
GATE
EXISTING LEASE BOUNDARY

APRON I
B APRON II
CONCRETE I ASPHALT ASPHALT C ASPHALT

CONCRETE CONCRETE CONCRETE
A UNSERVICEABLE AREA TAXIWAY B D
EXPANSION
AREAS
E F G H
G:\C311\C31103067-01 - Fort Nelson LUP\Design\C31103067-01 Apron Expansion.dwg [11X17] February 26, 2013 - 2:50:55 pm (BY: JOHNSON, TANNER)
176.7 135.0 190.0 148.6
TAXIWAY B
RUNWAY 08-26 RUNWAY 08-26
LEGEND CLIENT
A REHABILITATE UNSERVICEABLE (U/S) PORTION OF APRON II $1,928,000 F WIDEN APRON II BY 36m SOUTH OF U/S AREA $2,103,793 NORTHERN ROCKIES REGIONAL AIRPORT
B REHABILITATE APRON II NORTH OF UNSERVICEABLE AREA $1,969,000 G WIDEN APRON II BY 36m FROM U/S AREA TO QUEST HELICOPTERS $2,867,775 REHABILITATION AND EXPANSION
AREAS AND COSTS
C REHABILITATE APRON II FROM U/S AREA TO QUEST HELICOPTERS $4,437,792 H WIDEN APRON II BY 36m FROM QUEST HELICOPTERS TO TAXIWAY B $1,505,465
D REHABILITATE APRON II FROM QUEST HELICOPTERS TO EAST SIDE TAXIWAY B $3,666,028 I REPLACEMENT OF CONCRETE PANELS ON APRON I $560,000 0 20 40 60 80 100 C31103067-01 TJ KBJ 0
OFFICE DATE
Figure 4
E WIDEN APRON I BY 36m $3,737,662 (ADD 15% FOR ENGINEERING DESIGN, TENDER, AND CONSTRUCTION MANAGEMENT) Scale 1:2000 (meters) Calgary February 2013
APPENDIX D
10 YEAR CAPITAL COST FORECAST SPREADSHEET
TEN YEAR CAPITAL PLANNING PROGRAM AT NORTHERN ROCKIES REGIONAL AIRPORT (YYE)
MOST RECENT FORECAST
2012 Estimated YEAR OF IMPLIMENTATION/FORECAST COST (ANNUAL INFLATION=10%) FORECAST NET FORECAST CAPITAL
FACILITY DESCRIPTION CONDITION CONTRIBUTION FROM
Project Cost CAPITAL COST COST
ASSESSMENT 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 BEYOND FUNDING AUTHORITIES
Priority 1
Runway 03-21 Overlay 2013 $5,500,000 $7,150,000.00 $7,150,000 $7,150,000.00
Runway 03-21 Reconstruction 2013 $8,500,000 $17,000,000 $17,000,000
Apron I Rehabilitation (Existing PCC Panels
2004 $560,000 $672,000
Replacement - Area I) $672,000 $672,000.00
Apron I Expansion to South (Area E) 2004 $3,737,662 $4,485,194 $4,485,194 $4,485,194.40
Apron II Rehabilitation (Areas A and B) 2004 $3,897,000 $4,286,700 $4,286,700 $4,286,700.00
Infield Storm Drainage Rehabilitations 2012 $250,000 $350,000 $350,000
Airfield Lighting Upgrades 2012 $2,229,000 $2,674,800 $2,674,800
Vehicle Parking Phase 1 2012 $95,900 $105,490 $105,490 $105,490.00
Vehicle Parking Phase 4 2012 $935,100 $1,309,140 $1,309,140 $1,309,140.00
Priority 2
Wildlife Perimeter Fence 2004 $1,600,000 $2,400,000 $2,400,000
Priority 3
Ground Access - Roads Rehabilitation 2013 $1,400,000 $1,680,000 $1,680,000 $1,680,000.00
Air Tanker Base (Genivar Option 1) 2012 $15,000,000 $15,000,000
New Maintanance Bulding 2004 $4,500,000 $4,500,000 $4,500,000
Sanitary Sewer System Improvements 2004 $23,000 $25,300 $25,300
Lift Station Repairs 2004 $29,700 $35,640 $35,640
Sewage Lagoons Improvements 2004 $144,000 $230,400 $230,400
Passenger Terminal Building Phase 2 2012 $1,990,000 $2,388,000 $2,388,000
Passenger Terminal Building Phase 3 2012 $8,275,000 $14,895,000
Passenger Terminal Building Phase 4 2012 $2,180,000 $4,142,000.00
Treated Water Supply from Town 2004 $3,060,000 $4,590,000 $4,590,000 $4,590,000.00
Treated Water Pumphouse Modifications 2004 $48,600 $72,900 $72,900
Outfall Main 2004 $549,000 $823,500 $823,500
Priority Unassigned
Site Servicing - Short Term Development 2013 $6,465,900 $6,465,900 $6,465,900
Site Servicing - Medium Term Development 2013 $5,915,000 $8,872,500 $8,872,500
Site Servicing - Long Term Development 2013 $5,582,500 $11,165,000 $11,165,000
Runway 08-26 65mm Overlay 2012 $4,200,000 $6,720,000.00 $6,720,000 $6,720,000.00
Runway 08-26 Reconstruction 2012 $8,800,000 $17,600,000 $17,600,000 $17,600,000.00
Apron III Rehabilitation 2004 $4,200,000 $4,200,000 $4,200,000.00
TOTAL 96,181,562 $10,883,390 $16,464,434 $7,722,260 $6,159,140 $7,886,400 $24,102,900 $6,720,000 $14,895,000 $4,142,000 $0 $45,765,000 $110,703,524 $0.00 $25,179,584.40
% of Forecast Capital Cost 9.83% 14.87% 6.98% 5.56% 7.12% 21.77% 6.07% 13.45% 3.74% 0.00% 41.34% 100.00%
LEGEND $0 15,000,000
0% 100%
TEN YEAR CAPITAL PLANNING PROGRAM AT NORTHERN ROCKIES REGIONAL AIRPORT (YYE)
MOST RECENT FORECAST
2012 Estimated YEAR OF IMPLIMENTATION/FORECAST COST (ANNUAL INFLATION=10%) FORECAST NET FORECAST
Vehicle Description CONDITION CONTRIBUTION FROM
Project Cost CAPITAL COST CAPITAL COST
ASSESSMENT 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 BEYOND FUNDING AUTHORITIES
Priority 2
2001 Freightliner Plow Truck 2013 $109,091 $168,000 $168,000
2009 Freightliner Plow Truck 2013 $109,091 $240,000 $240,000
1992 SMI Snow Blower 2013 $409,091 $495,000 $495,000
1996 RPM Tech Loader Mount Snow Blower 2013 $163,636 $198,000 $198,000
2000 Vohl Sweeper 2013 $227,273 $250,000 $250,000
1985 SMI Sweeper 2013 $0
2005 MB Sweeper 2013 $200,000 $396,000 $396,000
2007 Aircraft Deicing Truck (Ford) 2013 $163,636 $342,000 $342,000
1981 Frink 13 ft. Plow 2013 $18,182 $24,000 $24,000
1981 Frink 19 ft. Plow 2013 $21,818 $26,400 $26,400
2002 Frink 19 ft. Plow 2013 $31,818 $11,000 $45,600 $56,600
2008 Everest 19 ft. Plow 2013 $21,818 $72,000 $72,000
2012 Chevrolet 3/4 Ton Pickup 2013 $40,909 $90,000 $90,000
1993 Caterpillar 3208 Fire Pump 2013 $51,364 $1,500 $71,500 $73,000
Priority 3
2012 Jetway 90kVA GPU 2013 $45,455 $125,000 $125,000
2001 New Holland Tractor 2013 $118,182 $182,000 $182,000
1988 GMC Flat Deck Truck 2013 $79,167 $104,500 $104,500
1994 Ford 1 Ton Flat Deck 2013 $54,545 $60,000 $60,000
Priority Unassigned
2002 Ford 3/4 Ton Pickup 2013 $36,364 $40,000 $40,000
1995 Case 721B Loader 2013 $200,000 $220,000 $220,000
1983 Champion 150 Grader 2013 $127,273 $140,000 $140,000
2002 Kubolta Lawn Tractor 2013 $30,455 $3,850 $39,000 $42,850
2005 Shulte Bat Wing Mower 2013 $12,727 $23,800 $23,800
2006 Marathon Tar Kettle 2013 $40,909 $85,500 $85,500
2001 E Z Liner Line Painter 2013 $45,455 $100,000 $100,000
1967 IHC Crawler Tractor 2013 $125,455 $138,000 $138,000
2005 Swenson Sand Spreader 2013 $40,909 $81,000 $81,000
Epoke Chemical Spreader 2013 $100,000 $198,000 $198,000
1979 Detroit Diesel Engine/Generator 2013 $72,727 $80,000 $80,000
TOTAL $2,697,349 $944,350 $823,900 $24,000 $110,500 $350,000 $0 $0 $23,800 $675,000 $473,100 $627,000 $4,051,650 $0.00 $0.00
% of Forecast Capital Cost 23.31% 20.33% 0.59% 2.73% 8.64% 0.00% 0.00% 0.59% 16.66% 11.68% 15.48% 100.00%
LEGEND $0 $500,000
0% 100%

Yye Airport Infrastructure Assessment and 10 Year Capital Plan 2013 Reduced

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NORTHERN ROCKIES REGIONAL AIRPORT

AIRFIELD INFRASTRUCTURE ASSESSMENT AND

1.0 INTRODUCTION ........................................................................................................................... 3

2.0 AIRCRAFT PAVEMENT AREAS ................................................................................................... 3

3.0 AIRFIELD DRAINAGE/SUB-DRAINS........................................................................................... 7

4.0 AIRFIELD LIGHTING ..................................................................................................................... 8

5.0 PASSENGER TERMINAL BUILDING........................................................................................... 8

6.0 GROUND ACCESS AND PARKING ............................................................................................ 9

7.0 AIRPORT OPERATIONS AND SUPPORT................................................................................ 10

8.0 10 YEAR CAPITAL PLAN............................................................................................................ 12

8.1.8 Air Tanker Base ................................................................................................................ 18

9.0 COST FORECAST ........................................................................................................................ 21

2.0 AIRCRAFT PAVEMENT AREAS

2.2 Runway 08-26- Secondary Runway

Table 2-1: Airfield Condition Rating Summary

Runway 03-21 1 Operational Fair 1965

Runway 03-21 2 Operational Good/Fair 2004

Runway 03-21 3 Operational Good/Fair 2004

Runway 03-21 4 Operational Good/Fair 2004

Runway 03-21 5 Operational Good/Fair 1965

Runway 08-26 10 Restricted Operations Very Poor N/A

Runway 08-26 11 Restricted Operations Poor 1997

Runway 08-26 15 Restricted Operations Fair/Poor 2012

Runway 08-26 9 Restricted Operations Poor 1981

Taxi A 17 Operational Good 2004

Taxi B 16 Operational Poor 1981

Old Taxi C (Apron III) 8 Operational Poor 1985

Taxi D 14 Permanently Closed N/A N/A

Apron I 5 Operational Fair/Poor 1998

Apron II 7 Partly Closed Very Poor 1944

Apron III 6/6A Operational Very Poor 1944

3.0 AIRFIELD DRAINAGE/SUB-DRAINS

3.2 Infield Storm Drainage

4.0 AIRFIELD LIGHTING

5.0 PASSENGER TERMINAL BUILDING

 Growth based upon medium forecast (2008);

Table 4-1: Peak Per Hour Passengers (PPHP)

One Way 183 213 233 253

6.0 GROUND ACCESS AND PARKING

6.2 Ground Access

7.0 AIRPORT OPERATIONS AND SUPPORT

7.1.1 Pump House / Pump Station

7.1.2 Old Fire Hall

7.1.3 Maintenance Garage

7.1.4 Field Electrical Center (FEC)

7.1.5 Other Buildings

7.1.6 Airport Water Distribution System

7.1.7 Airport Sanitary Sewer System

8.0 10 YEAR CAPITAL PLAN

8.1.1 Runway 03-21

The rehabilitation would include the following scope of work:

8.1.2 Runway 08-26

Two options for the runway rehabilitation are as follows:

8.1.2.2 Option 2 - Reconstruction of Runway 08-26 to a Width of 30 m

The scope of work for the runway reconstruction includes:

8.1.3 Runway Drainage Rehabilitation Options

8.1.4 Infield Storm Drainage Rehabilitation

The scope of work for this project includes: