Master Plan 2012 VICTORIA INTERNATIONAL AIRPORT: Victoria Airport Authority. InterVISTAS Consulting Inc. with EBA Engineering & Stantec.

Transcription

1 VICTORIA INTERNATIONAL AIRPORT: Master Plan 2012 Prepared for Victoria Airport Authority Prepared by InterVISTAS Consulting Inc. with EBA Engineering & Stantec

2 Victoria International Airport Master Plan i Executive Summary The Victoria International Airport Master Plan charts the course for airport development over the next 20 years. Aviation Context Passengers Passenger traffic at YYJ declined during the early 2000s, partially as a result of economic recession (in 2001) and the September 11 th terrorist attacks, reaching a low of 1.1 million in Traffic picked up in 2003 as the economy improved, reaching a high of over 1.5 million passengers in Growth between 2002 and 2008 averaged 5.7% per annum, with strong growth in domestic, transborder and international passenger traffic. Since the 2008 recession, total passenger traffic declined by -2.5% to 1.5 million in Domestic. Domestic traffic is dominant at YYJ, accounting for about 81% of total traffic in Domestic traffic includes service to Vancouver, Kelowna, Calgary, Edmonton and Toronto. Domestic traffic has declined from 2008 to 2011, by an average annual growth rate of 1.6%. In 2008 domestic traffic reached a high with 1.3 million domestic passengers. Transborder. Transborder (Canada-U.S.) traffic is the second largest market at YYJ, accounting for 17% of total passenger traffic in The airport currently has scheduled service to Seattle/Tacoma, San Francisco, Las Vegas, Honolulu and Phoenix. Over the last 15 years, transborder traffic more than doubled from 124,000 in 1997 to 254,000 in 2011, an average growth rate of 4.9% per annum. International. The international traffic segment at YYJ made up about 2% of total traffic in Currently, international traffic includes passengers flying to/from Cancun or Puerto Vallarta in Mexico. International traffic fluctuated heavily over the last 15 years. In total, it grew by 178% from 1997 to 2011, an average annual growth rate of 7.1% per annum. Aircraft Movements In 2011, YYJ handled a total of 138,000 aircraft movements. The largest component of aircraft movements is commercial air carriers, which accounted for 48% of total movements in Between 2008 and 2011, total aircraft movements declined by 20% (5.5% per annum, on average). Air carriers and other commercial aircraft movements declined the most during that time, by 18% and 53%, respectively. Some of this decline is a result of increased average aircraft size and increasing passenger load factors.

3 Total E/D Passengers (Thousands) Victoria International Airport Master Plan ii Passenger Projections Unique passenger projections were prepared for this project. The Most Likely, Low and High forecasts for total air passengers at YYJ are provided in Figure ES-1. Highlights of the Most Likely forecast: Moderate to low growth is projected for 2012 due in large part to the fact that carrier s seat capacities are not scheduled to increase and economic growth forecast is low. Traffic growth is projected to be strongest in 2013, 2014, and 2015 of the forecast period, due to an expected Bounce back from the economic recession and development of new air services in the domestic, transborder and international markets as identified in the Air Service Development Strategy. After 2015, growth is projected to attenuate slowly. Over the entire forecast period ( ), total passenger traffic is forecast to average 2.7% per annum. Figure ES-1: Total Historical and Forecast E/D Passengers at YYJ, ,500 3,000 2,500 2,000 1,500 1, low high most likely

4 Victoria International Airport Master Plan iii Airside System Current Facilities The Most Likely aircraft movement forecast projects total runway movement demand in 2031 to be approximately 182,500 runway movements. Of the total, just under 90,000 are air carrier itinerant operations, representing just 40% of the available runway capacity. By the end of the planning period, total operations are forecast to represent approximately 84% of the practical annual capacity. While this represents a reasonable buffer from the 218,500 capacity, peak hour delays may be evident at this demand level. As YYJ s air carrier business grows together with the possibility of expanded long range operations on Runway 09-27, it will also become increasingly important to secure and preserve capacity for passenger operations. Airside Recommendations Figure ES-2 highlights the phases of the airfield over the planning period including Short Term: The short term five-year plan for YYJ s airside development is centered on runway length and apron capacity and includes: Phase 1 extension of Runway to 7,600 feet. Extension of Taxiway E west to the threshold of Runway 09. Expansion of Apron IV west to allow more overnight and remote parking. Development of a de-icing facility to the west of Apron IV. Medium Term: The medium term airside development includes: Expansion of Apron IV North (Code E Taxi lane). Extension of Code E Taxiway E east to the new threshold of Runway 27. Apron IV Reconstruction East. Option to widen Taxiway S (Code E). Long Term: Long Term Airside development includes: Modified Exit at Taxiway G. Modified Exit at Taxiway S. Modified Exit at Taxiway W. Modified Exit at Runway Ultimate: Ultimate Expansion Includes: Extension of Runway to 8,450 feet. Taxiway G Extension to Apron IV (Close Taxiway D). Expansion of apron IV east. New optional parallel taxiway between Runway and 13-31, north of Runway New optional parallel taxiway between Taxiway N and Runway north of Runway

5 Victoria International Airport Master Plan iv Figure ES-2: Short, Mid, Long and Ultimate Term Airfield Improvements at YYJ 3

6 Victoria International Airport Master Plan v Air Terminal Building Existing Facilities The existing ATB is well regarded for its passenger friendly services and facilities. However, as the airport experiences passenger growth, capacity and delay concerns, particularly in the passenger pre-board screening area and other passenger processing areas are becoming evident. Specifically, the baggage arrivals area is moving towards congestion from passenger growth and a large number of meeters and greeters. The post security retail concession area is also restricted and undersized for the current volume of departing passengers. In addition, the circulation to and from the upper holdroom is convoluted. The space and facilities on the upper level are not comparable to the main level. According to International Air Transportation Association (IATA) Level of Service B, the airside circulation area (combined lower and upper levels) is somewhat undersized and the airside retail is significantly undersized. Proposed Expansion Over the 20-year study period, the following expansion is envisioned to support expanded traffic. The following diagrams illustrate growth in five-year increments, however expansion would be triggered only by actual growth in traffic Expansion of passenger pre-board screening to allow for four screening lines (currently three) with additional floor space to add a fifth screening line when required. The addition of new escalators and elevator to consolidate the circulation to the upper holdroom and bridged gates. Expansion and improvement of the airside retail and food and beverage. Additional seating capacity in the upper holdroom. Upgrade the upper holdroom to commensurate with the qualities of the existing main floor of the ATB Expansion of CBSA, including a fifth Primary Inspection Line desk. Expansion to allow for five baggage belts. Relocation of the car rental kiosks to the parking lot to accommodate meeter/greeter circulation. Extension of the pier to accommodate additional ground loading passengers. Addition of seating area and washrooms in the upper holdroom. Addition of fifth bridge to the west. Double airside corridor for passenger segregation. Adaptation of the check-in hall for new self-serve kiosks. Additional airline support at the ramp and second level. Additional curb length on the landside of the ATB frontage Provision of the fifth pre-board screening line (assuming current technology). Relocation / expansion of the upper holdroom washrooms. Expansion of the landside lounge on level one and the upper holdroom seating areas. Expansion and adaption of the Eagles Landing Observation Deck to an airside lounge.

7 Victoria International Airport Master Plan vi International or US Pre-Clearance passenger processing and holdroom facilities to the west. Extension of the pier northwards for additional ground loading capacity. Expansion of the Domestic Check-in Hall to the east (provisional). Addition of the sixth bridge to the east (dependent on aircraft fleet mix). The potential addition of an airport hotel to the east. Expansion for additional baggage facilities as required.

8 Victoria International Airport Master Plan vii Figure ES-3: Existing Victoria International Airport Terminal Layout

9 Victoria International Airport Master Plan viii Figure ES-4: Victoria International Airport Terminal Layout 2016

10 Victoria International Airport Master Plan ix Figure ES-5: Victoria International Airport Terminal Layout 2021

11 Victoria International Airport Master Plan x Figure ES-6: Victoria International Airport Terminal Layout 2026

12 Victoria International Airport Master Plan xi Figure ES-7: Victoria International Airport Terminal Layout 2031

13 Victoria International Airport Master Plan xii Parking There is sufficient land available adjacent to the existing at-grade long-term parking lot to provide additional parking spaces to meet the projected parking requirements over the 20 year planning period without the need to introduce a multi-level parkade. Environment The Noise Exposure Forecast (NEF) is the officially recognized metric used in Canada for airport noise assessment. It was designed to encourage compatible land uses in the vicinity of airports, and to predict human annoyance to airport operations within noise zones. The NEF calculates the sound generated by individual aircraft types expected to operate at the airport, and adjusts for the number of operations that are forecast to occur. Due to the higher social impacts of night time noise, aircraft movements at night are factored to have 16.7 times the impact of daytime movements. These contours designate areas of equal noise exposure and thereby provide information to assist in planning for compatible land uses. Since the computergenerated result is a compendium of factors, it cannot be directly related to measured noise. Generally, three contours are generated to delineate areas of individual noise ranges (greater than NEF 40, NEF 35-40, and NEF 30-35). 1 At extended distances from aircraft flight paths, ambient noise levels typically dominate. Noise contours, in conjunction with a set of guidelines, are to be used to encourage compatible land use in the vicinity of the airport site. The Transport Canada guidelines, Land Use in the Vicinity of Airports, 8 th Edition, 2005, provide community response predictions by noise contour ranges. Good planning practice considers aircraft noise exposed to land around airports to ensure that noise disturbances are minimized within the airport community. For YYJ, two noise exposure maps show the existing noise levels and forecast noise to The noise exposure forecast considers current and forecast airport operations (with the exclusion of military operations), traffic and aircraft fleet changes to It is good to note that with advances in technology, aircraft engines are expected to operate quieter than their predecessors. This would influence the general shape of airport land/areas exposed to a degree of noise. In addition to the NEF contours, the maps highlight areas of consistent noise exposure which occurs outside of the contours. These areas include both the helicopter training and flight circuit zones. 1 Transport Canada requires that NEF maps depict the 40, 35, and 30 contours. No other contours are required. (TP1247E, page 3).

14 Victoria International Airport Master Plan xiii Figure ES-8: 2013 (Existing) Noise Contours at YYJ Figure ES-9: 2018 NEF at YYJ

15 Victoria International Airport Master Plan xiv Land Use The proposed Airport Land Use Plan incorporates a more strategic approach to future airport land development through re-evaluation of land use areas. It is recommended that the airport adopt the proposed land use area changes in order to simplify the flexibility in pursuing a wide-range of commercial and airside development opportunities. The following represents the land uses at YYJ: Aviation services: this category includes a wide variety of aviation and industrial business uses. Aviation services DND: similar to the previous category, a separate area has been identified for the Department of National Defense. Business park: this area is meant for new and diverse businesses including manufacturing, research develop and other office related uses. Commercial area: this area of land use is primarily reserved for financial institutions, hotels, restaurants, educational facilities and other small offices. Runway system: this is reserved to protect aircraft operations and other facilities directly related to aviation such as navigational aids and radars. Air terminal reserve: this area is reserved for the expansion of the ATB. Airport reserve: this area is reserved for the future development related to long term operational viability and growth of the airport. Environmental protection zones: these are protected areas that are environmental sensitive. Industrial: this area is intended for light and medium industrial land uses Airport Land Use Plan The long-term Airport Land Use Plan is shown in and Figure ES-10. The diagram builds upon the existing land use layout, taking into account a more targeted approach to commercial and airside land development put forward in this document.

16 Victoria International Airport Master Plan xv Figure ES-10: Long Term Land Use Plan at YYJ

17 xvi Implementation Infrastructure Planning Phasing of development will rely on several key factors over the planning period. The main planning drivers for key developments associated with the expansion of airside systems and the air terminal building depend on peak hour passenger growth and aircraft movements. Understanding the phases of developments will prepare VAA in finding sources of funding for the development requirements over the short, medium and long term planning periods. The list below highlights key capital projects for the airport to meet forecast passenger and aircraft movement growth. These phases are not married to the specific timeline and should be triggered by passenger and aircraft movement demand as it occurs. Short Term: Phase 1 extension of Runway to 7,600 feet. Extension of Taxiway E west to the threshold of Runway 09. Expansion of Apron IV west to allow more overnight and remote parking. Development of a de-icing facility at apron IV. Expansion of passenger pre-board screening to allow for four screening lines (currently three) with additional floor space to add a fifth screening line when required. The addition of new escalators and elevator to consolidate the circulation to the upper holdroom and bridged gates. Expansion and improvement of the airside retail and food and beverage. Additional seating capacity in the upper holdroom. Upgrade the upper holdroom to commensurate with the qualities of the existing main floor of the ATB. Expansion of car rental, taxi, employee, short term and long term parking areas. New isolated parking area required for long term parking expansion and adjustments to the east overflow parking. Medium Term: Expansion of Apron IV north (Code E taxi lane). Extension of Taxiway E east to match the 7,600 feet runway extension. Apron IV Reconstruction east. Option to widen Taxiway S (Code E). Expansion of CBSA, including a fifth Primary Inspection Line desk. Expansion for five baggage belts, including space for a sixth. Relocation of the car rental kiosks to the parking lot. Extension of the pier to accommodate additional ground loading passengers. Addition of seating area and a fifth bridge in the upper holdroom. Adaptation of the check-in hall for new self-serve kiosks. Additional curb length on the landside frontage. Expansion of the car rental, taxi, employee, short term and long term parking areas. Car rental booths relocated from inside the ATB and a transit coach facility developed. Consideration of shuttle bus for passenger transportation from extremities of the parking lots.

18 xvii Long Term: Modified Exit at Taxiway G. Modified Exit at Taxiway S. Modified Exit at Taxiway W. Modified Exit at Runway An optional sixth bridge dependant on demand and the mix of aircraft using the apron versus bridged aircraft. Expansion of the level one landside lounge and upper holdroom seating. Expansion and adaption of the Eagles Landing Observation Deck to an airside lounge. Expansion of car rental, employee, short and long term parking areas. Ultimate: Extension of Runway to 8,450 feet. Taxiway G Extension to Apron IV (Close Taxiway D). Expansion of Apron IV east. New optional parallel taxiway between Runway and 13-31, north of Runway New optional parallel taxiway between Taxiway N and Runway north of Runway International or US pre-clearance passenger processing facilities to the west. The potential addition of an airport hotel to the east. Expansion of the eastern check in baggage facilities and support spaces. Expansion of the car rental, taxi, short and long term parking areas. Shuttle bus service would transport passengers to and from the parking spaces located towards the extremities of the parking lots. Capital Planning The following costs represent high level planning estimates for future proposed developments over the planning period for the airfield improvements and terminal building. These estimates are Class D level of estimates and should only be used for planning purposes. The proposed developments are linked to passenger and aircraft forecasts over the planning period and should be developed as triggered by demand. Table ES-1 provides a summary of forecast cost for future airfield improvements and Table ES-2 summarizes the forecast cost of terminal improvements at YYJ. Table ES-3 provides a summary of forecast cost for groundside parking improvements while Table ES-4 summarizes the total capital planning costs for the Master Plan period. The airport has additional capital plans more operational in nature such as mobile fleet, revenue generating land investments, utilities and infrastructure requirements which are not highlighted within the following tables.

19 xviii Table ES-1: Summary of Forecast Cost for Future Airfield Improvements at YYJ Proposed Airside Infrastructure Overlay $7,505,000 Taxiway E Extension * $2,487,000 Runway Ext. to 7,600 ft./taxiway E (west) $8,152,000 Apron IV Expansion West (Concrete Surface) $7,051,000 De-Icing Facility/Code E Taxilane $4,800,000 Expand Apron IV North (Code E Taxilane) $3,183,000 Taxiway G Extension to Apron IV (Close Taxiway D) $3,174,000 Apron IV Reconstruction East (Concrete Surface) $2,904,000 Widen Taxiway S (Code E) optional $4,149,000 Modified Exit at Taxiway G $2,174,000 Modified Exit at Runway 13 Fillet $293,000 Modified Exit at Taxiway S $1,019,000 Modified Exit at Taxiway W $1,668,000 New Parallel Taxiway (Rwy Twy N) optional $2,369,000 Apron IV Expansion East $6,663,000 New Parallel Taxiway (rwy 03/21-rwy 13/31) optional $4,609,000 Extension of Runway 27 (East) * $14,000,000 COST FORECAST SUMMARY $29,995,000 $13,410,000 $5,154,000 $27,641,000 *From Previous Estimates Includes 10% Contingencies. All others include 35% Contingencies Table ES-2: Summary of Forecast Cost for Future Terminal Building Improvements at YYJ Proposed Terminal Expansion and Upgrades Terminal Upgrading & Vertical Core Addition $8,100,000 Terminal Expansion - CBSA, Airline support,arrivals / Bag hall / Baggage, Holdroom Level 1 North, Holdroom Level 2 West,Twinned walkway, Washrooms Level 2 West, 5th Gate added (ADB). $52,947,000 Car Rental Building $1,425,000 Terminal Expansion - New airside lounge, Holdroom Level 2 East, Washrooms Level 2 East, Eagles Landing expansion. Terminal Expansion - US / International departures, Holdroom Level 1 North, Holdroom Level 2 West,Retail Level 2, East Gate, Level 2 East, Checkin Level 1 North. $6,201,000 $44,838,000 COST FORECAST SUMMARY $8,100,000 $54,372,000 $6,201,000 $44,838,000 Notes: 1) This matrix illustrates the buildup of costs from the hard construction through to the total estimated project costs. 2) Unit costs for each phase may vary according to the location and type of construction. 3) This is a Class D estimate. 4) Baggage system modifications and apron dry bridge are not included. 5) GST is not included. 6) All costs are in 2012 dollars.

20 xix Table ES-3: Summary of Forecast Cost for Future Groundside Parking Improvements at YYJ Proposed Groundside Infrastructure Additional Stalls Total Stalls Taxi Parking Lot $10, Long Term Parking Lot $2,850, ,430 Car Rental Parking Lot $625, Employee Parking Lot $25, Short Term Parking Lot $25, Parking Ticket Infrastructure $50,000 Total $3,585,000 Taxi Parking Lot $10, Long Term Parking Lot $2,350, ,718 Car Rental Parking Lot $575, Employee Parking Lot $25, Short Term Parking Lot $25, Transit Coach Parking $400,000 Covered Walkways & Shelters $100,000 Car Rental Booth Inc. elsewhere Total $3,485,000 Taxi Parking Lot 61 Long Term Parking Lot $2,500, ,023 Car Rental Parking Lot $600, Employee Parking lot $25, Short Term parking lot $25, Covered Walkways & Shelters $100,000 Parking Ticketing Infrastructure $50,000 Total $3,300,000 Taxi Parking Lot $10, Long Term Parking Lot $2,650, ,355 Car Rental Parking Lot $650, Employee Parking lot $25, Short Term parking lot $100, Covered Walkways & Shelters $100,000 Parking Ticketing Infrastructure $100,000 Total $3,635,000 Note: The total stalls numbers for the long term do not include the overflow parking, but the total number of parking stalls (long term plus remaining overflow at each horizon) add up to the figures that were agreed as the basis for expansion on projected passenger figures.

21 xx Table ES-4: Summary of Total Cost for Future Improvements at YYJ Grand Total $41,680,000 $71,267,000 $14,655,000 76,114,000

22 xxi Table of Contents Executive Summary... i 1. Introduction Airport History Airport Role and Location Airport Master Plan Process Strategic Context Key Planning Principles Air Traffic Forecasts Key Influences Historical Aviation Activity Forecast Methodology Air Service Development Opportunity Review Passenger Forecast Aircraft Movement Forecast Peak Hour Forecast Airside Key Influences Current Facilities and Airside Requirements Runway Capacity Assessment Future Requirements Air Terminal Building Key Influences Existing Air Terminal Building Future Air Terminal Building Ground Access and Parking Key Influences Ground Access Airport Parking Summary and Recommendations Pat Bay Seaplane Base Airport Operations and Support Key Influences Existing Infrastructure Environment Key Influences Environmental Policy Environmental Management System Assessments and Audits Noise Exposure Forecasts... 85

23 xxii 9. Airport Land Use Key Influences Current Long-Term Land Use Plan Future Land Use Planning Implementation Phasing of Developments Capital Planning Economic Impact of YYJ Appendix A: IATA Level of Service Space Guidelines Appendix B: Forecasting Methodology Appendix C: YYJ NEF Input Data Preparation Appendix D: Utility and Servicing

24 1 1. Introduction The Victoria Airport Authority (VAA) is now in its 15 th year of operating and managing the Victoria International Airport (YYJ / CYYJ). The VAA looks to ensure that airport facilities and air services match the needs of the Greater Victoria Region and surrounding communities. To address this responsibility, the VAA embarked on a 20-year vision for the development of the Victoria International Airport. A comprehensive planning process has been implemented to ensure the airport authority meets its strategic objectives and the airport accommodates expected growth 20- years into the future. This Master Plan is a working document that identifies and guides future developmental needs in a practical and sustainable manner. The planning process entails identifying future airport operations, activity, passenger forecast, airport terminal building, airside and groundside developments and its environmental impacts. Specifically, the plan highlights facilities, land use and services required to meet expected growth in air traffic over the short (5-year), medium (10- year) and long-term (20-year) planning horizons. An integral component to the planning process involves the consultation between the Airport Authority, its tenants, stakeholders and the community. 1.1 Airport History With 1.5 million passengers enplaning/deplaning at the facility, the airport now generates benefits not only for the Greater Victoria Region itself, but to its surrounding communities. Where there is airport growth, there is a need to plan for future requirements to meet the needs of the airport, industry and the community. Grumman Goose at Pat Bay Airport circa To understand the rationale for the Master Plan, it is first important to understand key dynamics that have shaped YYJ throughout its 70 plus-year history. In 1930, a private airport owned by British Columbia Airways Ltd, located on the southeastern portion of Vancouver Island started the humble beginning of air services in Victoria. Before the establishment of the airport, air travel was only available via float plane. By the late 1930s the Department of Transport realized the need for a large military airport on southern Vancouver Island, and it was determined that Sidney would be the site of the future Victoria International Airport. As such, the Departments of National Defence and Transport formed a joint committee and commenced construction of the airport in 1939, which was then known as Patricia Bay Airport.

25 2 The airport was ready for use in the 1940s and the runways were reinforced and extended in During this time the airport accommodated the Royal Canadian Air Force, the Royal Air Force, and the Royal Canadian Navy. The airport became a base for bomber reconnaissance and fighter units, and was the home of two operational training units. The RCAF left the airport in Royal Aircraft Factory Circa 1940 Scheduled passenger service commenced at the airport in 1942 when the Department of National Defence granted Trans- Canada Airlines permission to use the airport for scheduled service to Vancouver. By 1944, Seattle was added to the route which resulted in eight daily flights to the airport by In 1947 areas to the east of the airport were set aside by the Department of National Defence in order to commence civil utilization of the airport. Soon after in 1948, the airport was transferred to Transport Canada where a temporary airport license was granted for civil operations. By the mid-1950s the airport reached 77,000 aircraft movements and the seaplane base located to the west was reactivated. In 1959, the airport was renamed to its current name of Victoria International Airport. Extensive airfield improvements were made during the 1960s and 70s by Transport Canada to extend Runway to 7,000 feet and an ILS (Instrument Landing System) was installed on the Runway 26 approach path. In 1964, a new terminal building was constructed and expanded in 1987 to accommodate significant increases in passenger traffic. In 1979 the main Runway designation was changed to as it is commonly referred to today. Following continued growth in the 1980s, the federal government began a process of devolving airports to local not-for-profit authorities in the 1990s. In 1997, Transport Canada transferred YYJ to the Victoria Airport Authority to operate under a 60 year lease with an option of a 20 year extension. Over the past 15 years, the Airport Authority began the process of renovating and expanding the passenger terminal in order to meet passenger growth demand. Between 2002 and 2005 a new airside holdroom, arrivals rotunda and a new departure areas was constructed. In 2011, annual passenger volumes rose to 1.5 million. The airport is the Province s second busiest airport in terms of aircraft movements with 137,589 movements recorded.

26 3 1.2 Airport Role and Location YYJ serves the Greater Victoria Region and surrounding areas. The role of the airport is to meet the current and forecast demand for aviation services of the region and support the regions important economic sectors such as tourism, technology and education. The airport is designated within the National Airport System (NAS) under the National Airports Policy. YYJ connects other NAS airports together in a network, and maintains Canada s domestic prosperity and international competitiveness. The airport also accommodates the market demand for commercial air services, linking its community to other major hubs in the west (i.e., Vancouver, Edmonton and Calgary) as well as provide charter services to southern destinations and regional aviation services (i.e., local and private services) for the Greater Victoria Region. The City of Victoria is situated on the southern tip of Vancouver Island as shown in Figure 1-1. YYJ is situated between Sidney and North Saanich, BC, and is located about 24 kilometres north of downtown Victoria. Figure 1-1: Victoria International Airport Location YYJ is comprised of approximately 1,198 acres of land that is held in fee simple by Transport Canada. Local road networks surrounding the airport help circulate local and airport traffic. These roads include: Willingdon Road, Canora Road, Ocean Ave West, Mills Road, and McDonald Park Road. Land use surrounding the airport is predominantly residential, with a small manufacturing base to the northeast. YYJ is for public use and it operates day and night using Visual Flight Rules (VFR) and Instrument Flight Rules (IFR). The air traffic control tower is owned by NAV CANADA and operates 18 hours per day from 06:00 to 00:00 daily. After hours, the airspace surrounding the airport is managed by

27 4 the Kamloops Flight Service Station (FSS). The air terminal building is open for business from 03:30 to 01:30 daily. Figure 1-2: Bird s Eye View of Victoria International Airport 1.3 Airport Master Plan Process The airport master planning process is an integrated approach used to identify the long-term vision and goals for the airport. This planning process typically follows five steps (illustrated below) and results in a comprehensive planning document spanning over 5-, 10- and a 20-year time frame. For YYJ, this Master Plan will be used to guide airport operations and development to Figure 1-3: Airport Master Planning Process Key planning principles were developed that led to a set of forecasts and options/needs analyses. This material was reviewed iteratively between the consulting team, Airport Consultative Committee, airport stakeholders, and presented to the VAA Board of Directors to discuss key decision points in developing the airport Master Plan.

28 Strategic Context In 2011, YYJ was the 10 th busiest airport in Canada with 1.5 million passengers and offered over 60 daily flights to various North American destinations. To sustain and improve current levels of service, the Master Plan document is developed to strategically guide future growth and operations at YYJ. Specifically, the document focuses on maximizing the efficiency of land available for airside and groundside facilities to minimize any greenfield development. Global economic performance directly affects the airline industry. To this end in the coming years, the Canadian market will likely outpace the US market in the short-term. Europe will lag behind North America, followed by Japan. China and India will continue to be strong contenders for growth. Similarly, advancement in aircraft technology will influence the efficiency of aircraft, their range and noise impacts affecting the community. Growth in regional carrier competition and anticipated regional aircraft size is expected and will cause apron congestion at YYJ. Future fleet changes (i.e., WestJet entering the regional market in ), will cause a shift in airport facility and operational requirements to handle the new aircraft. The airport has significant market opportunities that can build upon its key strengths. However, in order to deal with these opportunities (i.e., charter traffic to/from Europe) it needs to address some constraints and challenges resulting from the size of the site, terrain, as well as infrastructure needs to meet future growth. At the same time, the airport also needs to retain flexibility to deal with volatility in its operating environment while recognizing potential threats such as competition from other airports (i.e., Comox). Another such threat is cross border competition. While the rest of the country is experiencing cross border competition, it is estimated that there is a leakage of 9.3% of annual passengers to U.S. airports such as Bellingham and Seattle-Tacoma International. However the airport is working with airlines to keep passenger related fees low. Key Planning Principles The following principles were developed to guide the planning process. The 2012 Master Plan for YYJ aims to: Guide the development for high quality airport facilities in a safe and cost effective manner. Support the achievement of the airport authority s sustainability objectives (social, economic and environmental). Ensure the capability and flexibility to meet future changes in air transportation, technology and operations. Promote economic growth through aviation, aerospace and tourism development and other transportation related initiatives. Maintain a low cost structure while meeting customer demand and satisfaction.

29 Real GDP Year-Over-Year Growth Rate Victoria International Airport Master Plan Air Traffic Forecasts Forecast of aviation activity for an airport is an integral component of the master planning process. Not only do they provide insight to future airport activity over time, but they help identify capital projects required for airports to seek appropriate funds to meet future demand. These aviation forecasts specifically include projected passenger growth, aircraft movements and peak hour operations over the planning period. The following chapter discusses factors that influence aviation activity and look forward to identify potential market and future traffic at YYJ to Key Influences There are several key influences that affect aviation activity over time. These influences are commonly linked to regional socio-economic factors, which include population and economic growth, and tourism developments. These factors are commonly driven by the global economic outlook and have a direct effect on the aviation industry and its future. Specifically to YYJ, these socio-economic factors pertain to the regional Gross Domestic Product, economic growth, and the tourism industry Gross Domestic Product The demand for YYJ air service is directly related to the economic health of British Columbia. As shown in Figure 2-1, the past 10 years shows some volatility for B.C. but an overall growth. Figure 2-1: British Columbia and Canada Real Annual GDP Growth Rates, % 5.0% 4.7% 4.0% 3.0% 2.0% 3.6% 2.9% 2.3% 1.9% 3.6% 3.1% 3.0% 4.1% 2.8% 3.0% 2.2% 3.2% 3.0% 2.4% 2.2% 1.0% 0.7% 0.7% 0.0% % -2.0% -2.1% -3.0% -4.0% Source: Statistics Canada -2.8% BC GDP Canada GDP

30 7 The B.C. economy grew faster than the country as a whole, and shrunk by less during the global financial crisis that started in The economic forecast for Victoria is projected for moderate growth over the next three years. The Conference Board of Canada anticipates an economic growth of 1.9% in 2012 and about 2.6% from 2013 to Tourism, technology and education are the largest industries that influence the local economy in Victoria. A collaborative effort between tourism and other industries has formed a strategy for sustaining their economy. This collaborative effort has been fostered in the region, to ensure that future economic growth is achieved while protecting the environment, maintaining quality of life and social well-being. The focus of this economic strategy for Victoria is built on key initiatives that include strengthen tourism, high tech hub, improved business conditions and regional transportation choices Tourism Tourism is a significant economic driver in Victoria and the airport plays a major role in the industry. In 2010, the tourism industry in BC contributed about 4% to the total provincial GDP and employed about 127,000 people, with 14,000 employed in the accommodation and food services industry. 4 Tourism is an estimated $1.9 billion industry within the Greater Victoria Region through direct, indirect and induced spending. Trends in the tourism product in the Greater Victoria Region will undoubtedly have an impact on the demand for air travel Technology The technology sector is one of the fastest growing employers in the Greater Victoria Region and it is the leading economic generator in the region. In recent years, the industry has grown to over 900 companies in the region, employing approximately 13,000 workers, and totalling an economic impact in excess of $2.6 billion. Together, these firms represent the second highest concentration of technology companies in B.C. and have a rate of growth surpassing the provincial average. Technology companies in the Greater Victoria Region comprise of a large variety of firms, including Abebooks.com, Carmanah Technologies Corporation, Vifor Pharma Aspreva, Schneider Electric and Cebas Visual Technologies. Tech companies depend on efficient air access to: Connect businesses with potential customers and investors. Advance order fullfillment to customers for parts/finished goods. Cities that can provide efficient and cost effective air services can access supply chains that are not integral for global competitiveness. The selection of aircraft to serve the market is undoubtedly a key driver to the supply of uplift, as are routes for direct, one step or two step connections. 2 Greater Victoria Development Agency, 3 VIATEC: Victoria s Economy Rises Slowly, Andrew A. Duffy, March 9, 2012, 4 Source: BC Stats

31 Education The Greater Victoria Region has three major post-secondary institutions: University of Victoria, Royal Roads University and Camosun College. In the past, the number of education related jobs increased in the region matching the provincial growth rate, even though employment at universities in Victoria were twice as common as the provincial average. The largest source of education job growth was found in universities and the other category which includes a wide variety of specialized schools in fine arts, sports and languages. A key interface between air travel and the educational sector is the transportation of students and academics from other regions, as well as other research/educational related travel. Air service development to support the education sector builds the economy and provides support for better facilities at YYJ. 2.2 Historical Aviation Activity A review of historical aviation activity identifies past trends and provides the base for understanding air traffic forecasts. Trends in aviation activity will help align with air service development efforts and ensure the airport has the facilities to support forecast aviation activity. These trends are indicative of the World economic trends but reflect a continued interest in the aviation mode Enplaned/Deplaned (E/D) Passengers Figure 2-2 shows the total enplaned/deplaned (E/D) passengers at YYJ over the last 15 years, from 1997 to Passenger traffic at YYJ declined during the early 2000s, partially as a result of the dot-com bubble burst and the September 11 th terrorist attacks, reaching a low of 1,102,000 in Traffic picked up in 2003 as the economy improved, reaching a high of over 1,538,000 E/D passengers in Growth between 2002 and 2008 averaged 5.7% per annum, with strong growth in domestic, transborder and international passenger traffic. Since 2008, total passenger traffic declined by 2.5% due, in part, to the global financial crisis, reaching 1,499,792 in Domestic Domestic operations is the dominant sector at YYJ, accounting for 81% of total traffic in Traffic reached 1,218,000 E/D passengers in 2011, with service to markets in Vancouver, Kelowna, Calgary, Edmonton and Toronto. Traffic has declined from 2008 to 2011, by an average annual growth rate of 1.6% per annum, due, in part, to economic conditions. Overall, domestic operations fluctuated over the last 15 years, in total it grew by 26% between 1997 and 2011 (average growth of 1.5% per annum). Over the observed time period, domestic traffic reached a high in 2008 with more than 1,297,000 domestic E/D passengers.

32 E&D Passengers (Thousands) Victoria International Airport Master Plan Figure 2-2: Historical E/D Passengers at YYJ by Market, ,800 1,600 1,400 1,200 International Transborder Domestic 10.1% -1.9% 1.7% -4.4% 7.3% -4.8% 5.7% 5.5% 5.4% 3.8% -0.4% -1.2% 6.6% -1.0% 1, Source: Victoria Airport Authority Transborder Transborder traffic is the second largest traffic segment at YYJ, accounting for 17% of total passenger traffic in The airport currently has scheduled service to Seattle/Tacoma, San Francisco, Las Vegas, Honolulu and Phoenix. Over the last 15 years, transborder traffic has more than doubled from 124,000 in 1997 to 254,000 in 2011, with an average growth rate of 4.9% per annum witnessing a continued interest in winter destinations for Victorians. International The international traffic segment at YYJ makes up about 2% of the total traffic in Currently, international traffic includes passengers flying to/from Cancun or Puerto Vallarta Mexico. International traffic fluctuated heavily over the last 15 years. In total, international traffic grew by 178% from 1997 to 2011 with an average annual growth rate of 7.1% per annum reflecting the trend to winter destinations for Victorians. Traffic Seasonality Figure 2-3 presents monthly traffic levels for 2008 to 2011 at YYJ. Historically, YYJ experiences its highest traffic levels during the summer (August) and its lowest traffic levels during the winter (February). August is historically the busiest month for domestic traffic, while January is the busiest for international, and March is the busiest month for transborder traffic.

33 Monthly E&D Passengers (Thousands) Victoria International Airport Master Plan Figure 2-3: Monthly Historical Passenger Traffic at YYJ, Source: Victoria Airport Authority Aircraft Movements Aircraft activity at YYJ is made up of four main categories of aircraft operations: Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Commercial air carriers: scheduled and charter passenger operations, as well as freighter aircraft, helicopter operations and seaplane services. Private/Government: other civil aviation operations such as business aviation, private aircraft, specialized air charters, flight training, air ambulance, seaplanes, etc. Military: military aircraft operations, both local and itinerant Local: civil aircraft operations in which the aircraft remains in the close proximity of the airport, normally landing and taking off at the same airport. Local operations are often carried out during training flights (touch-and-go), seaplanes, equipment tests etc. Figure 2-4 shows historical aircraft movements at YYJ from 1997 to 2011, broken down into the categories listed above. In 2011, YYJ handled a total of 138,000 aircraft movements. The largest component of aircraft movements is from commercial air carriers, which accounted for 48% of total movements in Between 2008 and 2011, total aircraft movements declined by 20% (5.5% per annum, on average). Air carriers and other commercial aircraft movements declined the most during that time, by 18% and 53%, respectively. Some of this decline is due to the depressed economy and some likely increases in average aircraft size and increasing load factors.

34 Aircraft Movements (Thousands) Victoria International Airport Master Plan Figure 2-4: Historical Aircraft Movements by Category at YYJ, % -1.7%-2.6% 3.4% - Gov't - Civil - Gov't - Military - Other Commercial - Private - Air Carriers Local Movements -8.3% -4.6% 0.0% -5.1% -2.4% 14.0% 3.2% -3.8% -13.4% -4.4% Source: Victoria Airport Authority Over the observed time period, total aircraft movements reached a high in 1998, reaching a total of 183,000 aircraft movements (about one third more aircraft movements compared to 2011 total movements). During the peak period, YYJ enjoyed head to head competition between Air Canada and Canadian Airlines International, which was not economically sustainable Airline Operations Airline operations at YYJ provide the region with connectivity from Victoria to local, domestic and international destinations. The airport in turn provides facilities for airline carriers to operate and deliver their services to meet their market demand. This among others entails providing airlines with available gates to match each scheduled aircraft type and size. The market shares by passenger volume of the scheduled carriers are shown below. WestJet and Air Canada are the largest carriers at YYJ, Air Canada serving 40.9% and WestJet serving 41% of all passengers in The third largest carrier is Alaska Airlines, reaching 11.5% of total market share in Understanding future aircraft fleet mix for the top three airline carriers can provide future insight that will guide necessary development to support these and other airline carriers at YYJ.

35 12 Figure 2-5: 2011 Airline Market Shares by Passengers Pacific Coastal 1.8% United 3.8% Other Scheduled Airlines 0.3% Charter 0.7% Alaska 11.5% WestJet 41.0% Air Canada 40.9% Source: Victoria Airport Authority Figure 2-6 shows the scheduled departing seats served from YYJ in the last four years and an outlook to 2012 seats. As of 2011 the airport has scheduled service to five domestic destinations, five transborder destinations and two international destinations. Vancouver and Calgary have the highest service frequency levels in the domestic market, offering 38% and 30%, respectively, of the total domestic seat capacities in Transborder service is offered by Alaska Airlines, United Airlines and WestJet with Alaska Airlines offering about 72% of total transborder service to Seattle/Tacoma. On the domestic and transborder side, no great changes in seat capacities are expected over the short term. The only scheduled international service from Victoria is to sunspots in Mexico operated by WestJet (largely with Boeing s). On the charter side, Sunwing Airlines and CanJet offer seasonal service to Cancun and Puerto Vallarta, Mexico. Overall, total scheduled seat capacities have not changed much over the last four years. Total domestic flights in 2012 were similar to 2008 levels, while the total transborder flights picked up slightly since 2008 in the years that follow. Overall, the total scheduled seats in 2012 are at the same level as in The following sections look forward to identify future passenger traffic, airport operations and peak operations.

36 13 Figure 2-6: Departing Seats from YYJ, (in Thousands) Carrier Arrival Airport Domestic 2012 Projected Air Canada Vancouver Int l Toronto Pearson Int l Calgary Int l Total WestJet Calgary Int l Edmonton Int l Kelowna Int l Toronto Pearson Int l Total Pacific Coastal Vancouver Int l Total Sunwing Airlines Toronto Pearson Int l 2.0 Vancouver Int l 1.5 Total 3.4 Total Domestic Transborder Alaska Airlines Seattle/Tacoma Int l Total United Airlines San Francisco Int l Total WestJet Las Vegas McCarran Int l Honolulu International Phoenix Sky Harbor Int l Total Total Transborder International WestJet 5 Cancun Puerto Vallarta Total International Grand Total 1,015 1,052 1,039 1,052 1,049 Source: OAG Max 5 Note that Sunwing Airlines and CanJet also offer charter services to Mexico. These services do not show up in the OAG database because the OAG database only shows scheduled services.

37 Forecast Methodology Air travel is a derived demand for air transportation between origin and destination markets. This demand is derived from socio-economic interactions between these markets, shaped by carriers networks and available airlift capacity. Generally, business/trade activity, tourism/visitor activity as well as visiting friends and relatives (VFR) constitute the primary components of air travel at an airport. Dependable forecasting practice requires awareness of uncertainties surrounding the forecasts. Considerable effort by the project team has gone into analyzing the factors affecting traffic activity at YYJ. However, as with any forecasts, there are uncertainties regarding these factors, such as the outlook for local and world economies and structure of the airline industry. A pragmatic and yet systematic approach was used to produce a set of unbiased aviation activity forecasts for YYJ. For further detail on forecasting methodology used see Appendix B. As described in the rest of this chapter, forecasts have been produced for the following: Enplaned and deplaned passenger traffic; Aircraft operations; and Peak hour. It should be noted that the forecasts for YYJ represent unconstrained forecasts - they have been developed without consideration of the ability of the current airport facilities to handle the forecast traffic. Air Service Development Opportunity Review As part of the forecasting process for YYJ, a review of air service opportunities was completed to provide an alternative to the analytical approaches used. This is also used to illustrate the type of route development opportunities that underpin air traffic forecasts. The following sections provide a detailed description of this scenario based on past air service development initiative with the airport. The air service section examines logical underserved markets and assesses the potential for increased (or decreased) service on existing routes, new carriers on existing routes, and new routes which could be operated. It should be noted that the scenario is designed to illustrate the development potential of YYJ and is not a forecast of the exact routes and carriers that will eventually operate at YYJ. In practice, some of the identified route opportunities will be realized, while some will not, and a few opportunities not identified here will be realized. This section begins with a general discussion of the market potential of YYJ and then discusses market opportunities on specific routes Current Situation Figure 2-7 illustrates that YYJ offers scheduled services to seven domestic destinations (i.e., Vancouver, Abbotsford, Kelowna, Nanaimo, Calgary, Edmonton, and Toronto), five transborder destinations (i.e., Seattle/Tacoma, San Francisco, Las Vegas, Honolulu and Phoenix) and two international destinations in Mexico (i.e., Cancun and Puerto Vallarta Mexico).

38 Market Potential and Opportunity Based on our market analysis, other industry and market factors, a number of unserved and underserved markets have been identified in Figure 2-8. The new markets offer significant potential for development of new (or additional) direct service in the short, medium and long term. Figure 2-7: Scheduled Routes from YYJ YVR YLW SEA YEG YYC YOW YYZ HNL SFO LAS PHX CUN PVR Year round Seasonal 8P AC AS UA WS Source: InterVISTAS Air Service Development Opportunity Review 2010 Figure 2-8: Unserved and Underserved Markets from YYJ YXS OGG YCD YLW YVR YYC FRA/DUS LAX PSP SLC YWG LGW PHX DEN YYZ YOW SJD MZT Unserved Market Underserved Market Codeshare Opportunity Source: Adapted from InterVISTAS Air Service Development Opportunity Review

39 16 The noted unserved/underserved markets are described in more detail in Table 2-1. As well as the market listed, there is also the potential to benefit from recent code-sharing agreements. For example, the recently signed agreement by WestJet to code share or interline with KLM, Cathay Pacific, China Eastern, Japan Airlines, Delta, American and Korean Air. Code-sharing agreements such as this provide great opportunities for YYJ. Given the importance of WestJet at YYJ, there are a number of notable developments that will contribute to the generation of new air services. WestJet s recent announcement to launch a new regional carrier using the Q400 aircraft will impact operations at YYJ. WestJet s new regional carrier can possibly operate services to Vancouver as a part of their codeshare Asian strategy in addition to new services to Kelowna and Prince George. The European market can be served by YYJ albeit with a direct service in and one-stop return service. Current aircraft operating the high passenger volume charter market would require a payload penalty in order to return non-stop to Europe under current Runway length and conditions. However, over the medium to long term it would be likely that European service would be introduced at YYJ. The two markets in consideration would be London and Germany (Frankfurt). London is the largest international market for Victoria and it is estimated that the airport can support 15,000 annual passengers with seasonal service. The German market would be support by Vancouver Islands natural setting. Germans tend to be independent travellers who value natural wilderness and there is also a competitive Germany-Canada charter market. At this stage, Asia-Pacific service from/to YYJ is possible but rather unlikely to happen over the time horizon of the forecast. The following describes the limitations of Asian services within other markets. When examining other airports and their Asia-Pacific services, it is unlikely that YYJ will commence service to Asia Pacific markets over the next 20 years. For example, Calgary International Airport, a much larger and higher yield market, only secured non-stop seasonal service to Asia in 2010, or Portland International Airport, again a much larger and higher yield market, only sustains less-thandaily service on a single route (i.e., Tokyo) with high subsidies to Delta. Other large western Canadian markets such as Edmonton currently do not offer any Asia-Pacific services at all. Even though YYJ has a large Asian market, it is not a high yield market. Air Canada effectively carries all of the YYJ-Asia traffic via YVR, so the air carrier would have little motivation to serve YYJ directly. Looking at the aircraft market, Boeing 787 and A350 aircraft (which may have the economics to do YYJ-Asia profitably) will be in short supply and deployed to high-priority markets for at least the next 10 years. Overall, the probability of YYJ-Asia-Pacific service seems unlikely (if not impossible) in the 20-year planning horizon. The first Asia-Pacific market would likely be Tokyo which has non-stop flights to more North American destinations than any other point in Asia. Charter service from/to Seoul or Beijing could also be a possibility but may be constrained due to infrastructure (i.e., runway) requirements to handle these flights. Based on the analysis completed, the air service scenario projected frequency increases on a citypair specific basis, for both existing and new markets. Projections were produced for 2016, 2021, 2026 and 2031 based on the current schedule.

40 17 The air service scenario is provided in Table 2-2, which shows the current frequency and the expected average annual frequencies. Comments on each route are also provided. As stated previously, it should be noted that the scenario is designed to illustrate the development potential of YYJ and is not a forecast of the exact routes and carriers that will eventually operate at YYJ. The frequencies listed in this table were converted into an annual passenger forecast based on reasoned assumptions regarding aircraft size and load factors to provide a comparison with the industry and econometric model forecasts. Table 2-1: Details of the Unserved/Underserved Markets Sector Underserved Markets Unserved Markets Domestic Transborder Sunspot Other International Toronto - Largest eastern Canada market. Existing service with Air Canada (year round) and WestJet (summer only) Kelowna - Existing daily service with WestJet with a morning departure from YYJ, evening return. But it does not allow same-day business trips from Kelowna to Victoria. A second daily flight could balance schedule. Ottawa - Large point to point market with good potential for high-yield business/governmental travel. Currently served directly with a one-stop service via YYZ but potential exists for nonstop service) Phoenix Popular golfing/leisure destination served by WestJet. May offer improved connections to other sunspot destinations. Winnipeg - Largest unserved Western Canada market. VFR connections offer low yield, but high stimulation. Intermediate hub connectivity is a challenge. Prince George - Large point to point market with good potential high-yield business/governmental travel. Time savings from overflying YVR can also be appealing for business/government travellers. Los Angeles - Largest unserved USA market for Victoria. Mix of business and leisure traffic (in/outbound). Denver/Salt Lake City - Reasonable point-topoint market, but largest Western US connecting hub for East Coast traffic (Salt Lake City: smaller point-to-point market and smaller hub). Connecting markets complement those via SFO. Palm Springs - popular unserved market for Victoria. Currently served from Vancouver by WestJet. Maui - Approximately 40% as large as YYJ- HNL market, but OGG typically supports more service than HNL. Popular higher-end sunspot destination. London - London is the largest international market for Victoria. The airport can support 15,000 annual passengers seasonal service.

41 18 Sector Underserved Markets Unserved Markets Source: Adapted from InterVISTAS Air Service Development Opportunity Review 2010 Germany (Frankfurt) - Germans are independent travelers who value wilderness, which Vancouver Island provides. There is also a competitive Germany-Canada charter market. Victoria would do well in this market

42 19 Table 2-2: New and Additional Victoria International Airport Air Services Market Average Annual Outbound Frequency Comments Existing Services Calgary 2,637 2,658 3,545 3,910 4,379 increasing daily frequencies from 2021 onwards Cancun increasing sunspot Edmonton ,094 increasing service in 2021 Honolulu increasing sunspot Kelowna 365 replaced by new Q400 service in 2015 Las Vegas increasing capacity in 2026 Phoenix introducing full year service in 2015 Puerto Vallarta increasing sunspot San Francisco increasing capacity in 2021 Seattle/Tacoma 1,818 1,861 1,825 2,190 2,555 increasing daily frequencies from 2021 onwards Toronto ,094 increasing service in 2015 Vancouver 8,329 6,185 6,185 6,185 6,185 decrease in service due to new Q400 services to YVR New Services Vancouver 730 1,095 1,095 1,460 Q400 service to YVR starting in 2014 Kelowna ,095 Q400 service to YLW starting in 2015 Winnipeg slowly introducing daily service to YWG Los Angeles slowly introducing service to LAX Denver year round service to DEN Sunspot introducing new sunspot destination London non-stop service introduced in 2021 Frankfurt seasonal service to FRA

43 Passenger Forecast Total E/D passenger forecasts are provided, along with breakdowns into domestic, transborder and international traffic. In addition, forecasts of passenger aircraft movements and peak hour are also provided Total Passengers The Most Likely, Low and High forecasts for total air passengers at YYJ are provided in Table 2-3 and Figure 2-9. Highlights of the Most Likely forecast are as follows: Moderate to low growth of 1.7% is projected for 2012 due in large part to the fact that carrier s seat capacities are not scheduled to increase. Traffic growth is projected to be strongest in 2013, 2014, and 2015 of the forecast period, due to an expected Bounce back from the economic recession and development of new air services in the domestic, transborder and international markets. After 2015, growth is projected to attenuate slowly. Over the entire forecast period ( ), total passenger traffic is forecast to average 2.7% per annum. In addition to the Most Likely forecast, Low and High forecasts were also produced: Low Forecast The Low forecast assumes a lower level of economic growth than the Most Likely forecast. In the Low forecast, GDP growth in BC between 2011 and 2031 averages 2.2% per annum compared with 2.5% per annum in the Most Likely Forecast. Air service development is projected to be slower with only around two thirds of new services being achieved. The average growth rate from 2011 to 2031 for total passenger traffic in the Low forecast is 1.6% per annum compared with 2.7% in the Most Likely forecast. High Forecast The High forecast assumes higher economic growth 2.8% per annum GDP growth in BC. The forecast projected exceed the air service development scenarios. The average growth rates for passenger traffic in this forecast is 3.6% per annum.

44 21 Table 2-3: Forecast of E/D Passengers at YYJ, Year Low Most Likely High 2011 (Actual) 1,499, ,479,000 1,526,000 1,579, ,510,500 1,574,000 1,654, ,533,000 1,628,000 1,724, ,556,500 1,680,000 1,792, ,586,000 1,726,000 1,858, ,733,000 1,988,000 2,212, ,894,000 2,268,000 2,612, ,064,000 2,570,000 3,055,000 Annual Average Growth Rate % 1.7% 5.3% % 3.1% 4.7% % 3.4% 4.2% % 3.2% 3.9% % 2.7% 3.7% % 2.9% 3.5% % 2.7% 3.4% % 2.5% 3.2% % 2.7% 3.6%

45 Total E/D Passengers (Thousands) Victoria International Airport Master Plan Figure 2-9: Total Historical and Forecast E/D Passengers at YYJ, ,500 3,000 2,500 2,000 1,500 1, low high most likely Passenger Forecast by Market The forecast is segregated into domestic, transborder and international passengers and is presented in Table 2-4. The projections for 2012 show domestic traffic growing by 1.0%, relative to 2011, due to no significant seat capacity increases of the airlines. Transborder traffic is forecast to increase (by 4.4%). International traffic is up nearly 9.4%. In the long term, the domestic market is forecast to have the lowest growth rates, averaging 2.2% per annum over the forecast period due to its relative maturity and overall size. The highest growth is forecast for the international market (at an average of 8.3% per annum), as the airport currently has only seasonal service to Mexico (sunspots). As well, it is anticipated that new service and increased service to sunspot and European destinations will develop. Growth is also forecast in the transborder market (averaging 3.7% per annum), as new service and increased service to US destinations will develop. Although, the domestic market is forecast to grow at the smallest rate, it will still remain the dominant market segment at YYJ, accounting for 74% of all passenger traffic in 2031 (compared with 81% in 2011).

46 23 Table 2-4: Forecasts of E/D Passengers at YYJ by Market Year Domestic Transborder International Total 2011 (Actual) 1,217, ,906 28,328 1,499, ,230, ,000 31,000 1,526, ,264, ,000 36,000 1,574, ,304, ,000 41,000 1,628, ,342, ,000 46,000 1,680, ,375, ,000 50,000 1,726, ,543, ,000 76,000 1,988, ,717, , ,000 2,268, ,900, , ,000 2,570,000 Annual Average Growth Rate % 4.4% 9.4% 1.0% % 3.4% 16.1% 3.1% % 3.3% 13.9% 3.4% % 3.2% 12.2% 3.2% % 3.1% 8.7% 2.7% % 4.2% 8.7% 2.9% % 3.9% 6.5% 2.7% % 3.5% 6.1% 2.5% % 3.7% 8.3% 2.7% 2.6 Aircraft Movement Forecast The forecasts of aircraft movements at YYJ are presented in Table 2-5. Air carrier passenger and aircraft movements are forecast to increase, albeit at a lower rate than passenger volumes due to projected increases in average aircraft size and load factors over the forecast period. Air carrier movements are forecast to reach 67,900 by 2016 and 88,600 by Between 2011 and 2031, air carrier aircraft movements are forecast to grow by an average of 1.9%.

47 24 Table 2-5: Forecasts of Aircraft Movements at YYJ Year Air Carriers Local Movements Other Commercial Private Gov't - Civil/Military Total 2011 (Actual) 60,800 55,000 5,300 14,300 2, , ,300 55,900 5,300 14,300 2, , ,600 56,700 5,300 14,300 2, , ,700 57,600 5,300 14,300 2, , ,500 58,400 5,300 14,300 2, , ,900 59,300 5,300 14,300 2, , ,500 63,300 5,300 14,300 2, , ,400 67,500 5,300 14,300 2, , ,600 72,000 5,300 14,300 2, ,500 Forecast Annual Growth Rates % 1.5% 0.0% 0.0% 0.0% 1.0% % 1.5% 0.0% 0.0% 0.0% 1.5% % 1.5% 0.0% 0.0% 0.0% 2.1% % 1.5% 0.0% 0.0% 0.0% 1.8% % 1.5% 0.0% 0.0% 0.0% 1.6% % 1.3% 0.0% 0.0% 0.0% 1.4% % 1.3% 0.0% 0.0% 0.0% 1.4% % 1.3% 0.0% 0.0% 0.0% 1.3% % 1.3% 0.0% 0.0% 0.0% 1.4% In addition to air carrier movements, other movements at YYJ include other commercial movements, private, government civil/military and local movements. Forecasts for these other types of aircraft movements were produced and are as follows: Local Movements. Local aircraft movements were assumed to grow at a slow growth rate approximately 1.3% - 1.5% per annum up to These movements were forecast based on the Transport Canada forecasts of general aviation movements for Western Canada, taken from Transport Canada Aviation Forecasts Report Transport Canada forecasts that GA movements in Western Canada will grow at an average rate of 1.5% per annum between 2008 and 2018 (based on the Transport Canada medium forecast). Local aircraft movements were assumed to grow at a similar rate to GA movements approximately 1.5% per annum up to 2018 and then slightly slowing down to 1.3% per annum.

48 25 Other Commercial, private, government civil/military. There was no discernible trend in these types of movements over the last ten years. Therefore, these movements are assumed to remain constant at the 2011 levels. Note that given the variability exhibited by these movements in the past, and the unknown impact of the future, these forecasts should be considered order-of-magnitude forecasts only. It is anticipated there will be considerable variability in these types of movements, which is impossible to predict. 2.7 Peak Hour Forecast The analysis of peaking characteristics is an important facet of infrastructure planning. Planning for the absolute peak demand (i.e., the greatest demand anticipated) is not generally appropriate as it will result in facilities that are impractically oversized and under-utilised, especially when one time special events are held which may create artificial peaks. In view of this, airport planners and designers have adopted various planning peak concepts which are used to determine the terminal capacity needed to meet current and future peak traffic levels. Metrics such as the 30 th highest hour or the 90 th percentile of the annual distribution of hourly traffic are often used to determine the optimum airport capacity. However, these measures require a lot of historical data to compile the planning peak values. Instead, a commonly accepted planning approach, used in determining the peak hour forecast is analyzing the busiest hour/peak day/peak month. The following assumptions were made in developing the peak hour forecasts: Airlines will generally increase the frequency of a particular flight to daily before introducing additional flights on the same day. Carriers will generally add frequency to existing routes before introducing flights to new destinations. Carriers serving high-density markets will likely expand services to other hours before introducing additional flights in the peak period. As peak demand increases, peak period traffic will generally spread to the shoulders of the peak period. The ratio of peak hour traffic over planning peak day traffic may exhibit some downward trending as annual traffic increases. The drop-off from peak activity levels at YYJ allows considerable scope for peak spreading. Schedule data from January, March and August 2011 was analysed (the busiest months for international, transborder and total traffic respectively). Data for August was selected for the final analysis and the basis of the peak hour forecasts, as it was the busiest month in terms of overall passenger and passenger aircraft movements. Table 2-6 provides a breakdown of the peak hour passengers and aircraft movements (the peak hour in passengers occurs at same time as the peak hour in movements).

49 26 As well, Figure 2-10 and Figure 2-11 shows the rolling hourly passenger departures and arrivals experienced on most weekdays during August There are number of peak departures and arrivals during the day, largely the result of domestic operations. Traffic levels outside the peak can be considerably lower. Table 2-6: Peak Hours Passengers Aircraft Movements Peak Hour Aircraft Peak Departures ( ) Peak Arrivals ( ) Ground loading: 1 x Dash x Dash x CRJ 1 x Beechcraft x Piper PA-31 Bridge loading: 2 x B Ground loading: 1 x Dash x CRJ 1 x Beechcraft x Piper PA-31 Bridge loading: 2 x B x A319 Source: Based on OAG schedule data with applied load factors.

50 05:00-06:00 06:00-07:00 07:00-08:00 08:00-09:00 09:00-10:00 10:00-11:00 11:00-12:00 12:00-13:00 13:00-14:00 14:00-15:00 15:00-16:00 16:00-17:00 17:00-18:00 18:00-19:00 19:00-20:00 20:00-21:00 21:00-22:00 22:00-23:00 23:00-00:00 Hourly Passengers 05:00-06:00 06:00-07:00 07:00-08:00 08:00-09:00 09:00-10:00 10:00-11:00 11:00-12:00 12:00-13:00 13:00-14:00 14:00-15:00 15:00-16:00 16:00-17:00 17:00-18:00 18:00-19:00 19:00-20:00 20:00-21:00 21:00-22:00 22:00-23:00 23:00-00:00 Hourly Passengers Victoria International Airport Master Plan Figure 2-10: Rolling Hourly Passenger Departures Profile for YYJ, August Peak 60 minutes = 08:30-09:30; 370 passengers Source: Based on OAG Schedule Data with load factors applied. Figure 2-11: Rolling Hourly Passenger Arrivals Profile for YYJ, August Peak 60 minutes = 18:30-19:30; 400 passengers Source: Based on OAG Schedule Data with load factors applied.

51 28 The forecast Planning Peak Hour passenger flows and aircraft movements (the latter broken down in ground loading and bridge loading aircraft) are provided in Table 2-7. These forecasts are based on the Most Likely traffic forecasts. Given the current high peaks, considerable peak spreading is expected to occur, although the peak is still projected to increase due to a combination of upgauging and additional services entering the peak. For example, the increase from 400 to 440 passenger arrivals between 2011 and 2016 is equivalent to an additional aircraft (i.e., Dash 8) operating in the peak, while the increase from 440 to 480 arrivals between 2016 and 2021 is equivalent to upgauging by one or more of the carriers in the peak. Table 2-7: Planning Peak Hour Passenger Forecasts (Medium Forecast) Year Departures Arrivals Peak Passengers Peak Aircraft Movements Ground / Bridge Peak Passengers Peak Aircraft Movements Ground / Bridge / / / / / / / / / / 5 Note: The 2021 and 2031 peak movements assumes that at least one peak hour operation is up gauged, increasing demand for bridged gates and reducing demand for ground loading stands. Overall, the peak hour passengers are forecast to increase by 43-58% by The total annual passengers are forecast to increase by 71%. Peak hour aircraft movements are forecast to grow on average, 1.9% annually. The key issue here is that facilities need to be built for peak conditions to provide adequate levels of service. Current peak hour aircraft demand is for three bridged gates and five ground loaded stands. Over time, as peak conditions change, the airport facilities adapt and accommodate to meet forecast conditions.

52 29 3. Airside The airside system at an airport is defined by its runways and taxiways that enable aircraft to land, depart, operate and circulate to the terminals and other facilities. To meet future demands and the role of the airport, necessary airside improvements and enlargements will be required to serve future anticipated aircraft operations and aircraft types. Analyses of airside components with future passenger forecasts will help identify future demand and identify the rationale and make plans for sustaining airport operations over the long-term. The following chapter outlines YYJ s existing airside system and future airside requirements to Key Influences Key influences that impact airside systems are primarily driven by the forecast aviation activity, changes and trends in the aviation industry that influence airside operations over time. Specific to YYJ, the following describe aircraft and aviation trends that may influence future airside systems Aircraft and Aviation Trends Advancements in the aircraft and aviation industry represent key influences for YYJ. The general trend for the industry has been to ensure that new aircraft run more efficiently, minimizing environmental impact, and economically, to reduce costs in a competitive operating environment. These aircraft trends include: composite construction for lighter weights, new wing design and longer wingspan to reduce fuel consumption, higher performance engines to reduce fuel consumption and improve range, and longer aircraft length to increase passenger capacity. These trends will also have an impact on current and future terminal and aircraft geometry. Specifically, newer aircraft will have: Larger turning radius that requires larger turn fillets, Increased aircraft weight requiring increased pavement strength; and Longer wing span requiring larger gates and apron area. At YYJ, the future aircraft fleet mix is expected to alter the airport terminal building requirements and have implications on airside facilities. The following aircraft represent the fleet mix expected to be operational at YYJ. Looking at the airports operational impacts will help identify airside facility requirements over the long-term planning horizon. At present, the majority of aircraft are Dash and -300 and Q400s, CRJ regional jets, Next Generation Boeing 737s and the Airbus family of A318, A319 and A320 s. WestJet has orders for Q400 aircraft to start up a new regional carrier which is anticipated to serve routes that cannot be operated profitably with the Boeing This introduction will increase regional operations and would essentially place a lower load bearing on the apron, runway and taxiways when compared to the Boeing 737 fleet WestJet uses. Other potential fleet changes that 6 WestJet picks Bombardier plane for regional service, Bombardier August 2012,

53 30 may be introduced, likely towards the middle or end of the planning period, at YYJ include the Boeing 787, Boeing ER, Boeing 737 MAX, and Airbus A330 which may be geared towards charter operations. The implication of the Q400 aircraft will require ground loading equipment versus the need for loading bridges for Boeing 787, 767 or the Airbus A330 wide body aircrafts. The introduction of next generation aircraft to YYJ may serve new international destinations and may have operational and physical impacts on the airport. The next generation of wide-body aircraft will have lighter fuselage and more fuel efficient engines. These factors among others, may make it possible for an aircraft to take-off and land at YYJ without the need for longer runways. However, the airport would require an increased terminal building capacity, larger gates and other requirements to accommodate Code D or E wingspans (i.e., B767, A330, B787) class of aircrafts. In addition to aircraft fleet changes, satellite navigation implemented at airports in the future will improve control of aircraft scheduling and reduce queues for landing. At this time, there is no set timeline for the implementation of satellite based navigation in Canada. However, it is a new technology that is expected to improve safety and enhance airport capacity operations Planning Assumption The requirement for a Runway End Safety Area (RESA) of 150 meters (492 feet) on either end of the runway was acknowledged for this Master Plan. 3.2 Current Facilities and Airside Requirements Current Facilities Runways Victoria International Airport is equipped with three separate runways connected via several taxiways, as illustrated in Figure 3-1. Runway is the primary runway and is 2,133 meters (6,998 feet) long and 60 meters (200 feet) wide with two exits, Taxiway E and Taxiway W. The runway is aligned 087 o -267 o magnetic and is equipped with an Instrument Landing System (ILS) Category 1. The runway is asphalt and has a PLR of 11, and was last overlayed in The runway has been rehabilitated over the last 12 years in a series of projects designed to eliminate deteriorated sections as they occurred. This runway is understrength for the traffic it receives and is scheduled for a strengthening overlay in Runway is 1,532 meters (5,027 feet) long and 60 meters (200 feet) wide asphalt runway that is connected to Taxiways M, N, B and C. The runway is aligned 025 o -205 o magnetic. This runway is restricted to a maximum of 65,000 pounds at take-off and landing, with the exception of taxiing aircraft. This runway is used for VFR operations and there is a displaced threshold on Runway 03. There are Non-Instrument (greater than 500 feet limits) Circling Approaches to Runway 03. Runway is 1,525 meters (5,001 feet) long and 60 meters (200 feet) wide asphalt runway that is connected to Taxiways A, S, G, and K. The runway is aligned 133 o -313 o magnetic. This runway is used for VFR operations and there is a displaced threshold on Runway 13. There are Non-Instrument (greater than 500 feet limits) Circling Approaches to runway 13 and a Restricted RNP (WestJet) Approach to Runway 31.

54 31 Characteristics for each runway are also summarized in Table 3-1. Taxiways The taxiway system at YYJ is made up of 11 designated taxiways, A, B, C, D, E, G, K, M, N, S and W. Taxiway E runs parallel with the primary Runway and does not meet separation requirements for a precision approach runway. Taxiway G and K are parallel to Runway Taxiway B, Runway 03-21, Taxiway G and Taxiway E serve as the primary access between Runway 09 and the Terminal Building. Taxiway W, E, S, and A, serve as primary access for aircraft from Runway 27 to the airport terminal building. Taxiway A, G, K, and S provide access and egress from Runway Taxiway M, N, B and C provide access and egress from Runway Taxiway M connects between Runways 13 and 21. All taxiways are asphalt with the PLR s detailed in Table 3-2. Aprons There are four designated aircraft apron areas at YYJ. Pavement Load Ratings (PLR) and weight restrictions (where applicable) are detailed in Table 3-3. Apron IV is the main commercial apron serving the air terminal building, with 10 contact gate parking positions (depending on the code of the aircraft). Apron III serves cargo, itinerant, manufacturing and flight school operators and their associated aircraft. Apron II is parallel to Runway and is 22 meters (72 feet) wide by 445 meters (1,460 feet) length. It serves the Department of National Defence, FedEx, Canada Coast Guard, the Provincial Tanker Base and Pacific Sky Charters.

55 32 Figure 3-1: Current Airfield Configuration at YYJ

56 33 Table 3-1: Runway Data for YYJ Runway Reference Code 4E 4E 3C 3C 3C 3C Approach Precision Precision Non-Instrument Non-Instrument Non-Instrument Non-Instrument Runway Dimensions 2,133m X 60m (6,998ft X 200ft) 2,133m X 60m (6,998ft X 200ft) 1,532m X 60m (5,027ft X 200ft) 1,532m X 60m (5,027ft X 200ft) 1,525m X 60m (5,001ft X 200ft) 1,525m X 60m (5,001ft X 200ft) Landing Distance Available Takeoff Distance Available PLR/Weight Restrictions 2,133m (6,998ft) 2,133m (6,998ft) 1,099m (3,606ft) 1,532m (5,027ft) 1,394m (4,574ft) 1,524m (5,001ft) 2,433m (7,982ft) 2,433m (7,982ft) 1,832m (6,011ft) 1,640m (5,381ft) 1,624m (5,329ft) 1,738m (5,703ft) PLR 11 PLR 11 65,000 lbs. (Max.) 65,000 lbs. (Max.) PLR 9 PLR 9 Clearway Dimensions 300m (984ft) 300m (984ft) 300m (984ft) 108m (354ft) 100m (328ft) 214m (702ft) Strip Dimensions 2,256m X 300m (7,400ft X 984ft) 2,256m X 300m (7,400ft X 984ft) 1,654m X 90m (5,426ft X 294ft) 1,654m X 90m (5,426ft X 294ft) 1,645 X 90m (5,396ft X 294ft) 1,645 X 90m (5,396ft X 294ft) Instrument Approach Types (Taken from CAP & NAVERUS) ILS, RNAV (RNP, LPV, LNAV, Circling),ILS/DME, ILS, ILS (Restricted), RNAV (RNP, LPV, Circling), NDB/DME, NDB/Radar, LOC/DME, ILS/DME N/A N/A N/A RNAV (RNP, Circling) Note: In some cases the Takeoff Distances Available will be greater than the Runway Dimensions because the Takeoff Distance Available includes the clearway at the end of the runway.

57 34 Table 3-2: Taxiway Data TAXIWAY A B C D E G K M N S W Reference Code E E C E E E B A unlit C C E Taxiway Width 23m (74.6ft) 23m (74.6ft) 23m (74.6ft) 23m (74.6ft) 23m (74.6ft) 23m (74.6ft) 14m (46ft) <8m (26ft) 23m (74.6ft) 23m (74.6ft) 23m (74.6ft) PLR/ Weight Restrictions ,000 lbs. (Max.) ,000 lbs. (Max.) 12,500 lbs. (Max.) 50,000 lbs. (Max.) Surface Type Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Strip Width (either side of centerline) 47.5m (155ft) 47.5m (155ft) 26m (85ft) 47.5m (155ft) 47.5m (155ft) 47.5m (155ft) 21.6m (70ft) 16.25m (53ft) 26m (85ft) 26m (85ft) 47.5m (155ft) Table 3-3: Apron Data APRON II (West) III (East) IV (Terminal) Length 445m (1,460ft) 458m (1,503ft) 351m (1,152ft) Width 22m (72ft) 50m (164ft) 100m (328ft) Apron Dimensions 17,739 m 2 22,255 m 2 35,100m 2 PLR/Weight Restrictions 50,000 lbs. 38,000 lbs. 11 Surface Type Asphalt Asphalt Concrete / Asphalt Mix Although Runway is rated at a PLR of 11, studies indicate that it is actually understrength. The increased use of new generation aircraft with Aircraft Load Ratings (ALR) greater than 11 has led to load related defects along the runway keel. YYJ has plans to construct a strengthening overlay of Runway in 2014 to mitigate the impacts of the understrength runway and new generation aircraft. There remains a small portion of Apron IV that is weight restricted to 50,000 pounds. There is a plan to reconstruct this portion to handle all future aircraft types by medium term ( ). The PLRs and weight restrictions for the remaining facilities will not restrict the airport from operating at its forecast capacities during the planning period.

58 Runway Capacity Assessment Key considerations in the analysis for runway operations at YYJ are the availability of runways to accommodate airport traffic, along with the ability of the aircraft operator to utilize the runways under specific operating conditions. The objective of this section is to broadly assess if the existing airside capacity sufficiently meets the forecast demand over the next 20 years. The findings of the assessment provides the basis for recommendations to enhance capacity as required and also note any opportunities for improved efficiency and cost reductions Methodology The evaluation was completed by reviewing aircraft movement data to define the characteristics of the existing demand to establish a baseline for projection of future capacity. The sources used are as follows. YYJ 2011 Tower Log. TP 141 Monthly Aircraft Movement Statistics. TP 577 Annual Aircraft Movement Statistics. Previous Master Plans. Canada Flight Supplement. Canada Air Pilot. These sources provide the data which defines the characteristics of demand currently existing at YYJ; together with measures of throughput by which to assess airside capacity and means for an evaluation. The evaluation of the runway and taxiway systems was undertaken on the basis of identifying any limiting factors that may impose constraints in meeting future forecast demand, in terms of volume and operating characteristics. The capacity values discussed are based on estimates and are not the result of simulations or other modelling techniques Runway Capacity Factors The key factors influencing runway capacity that are relevant to this study are discussed below. Airport Role and Markets The aviation sectors representing the airport s customers and its mission shape the characteristics of the aircraft using the airport. For airports serving large cities, the major portion of traffic is composed of commercial passengers and cargo/freight services. In addition, some airports may also cater exclusively to corporate and charter fleets. For YYJ s case, two sectors constitute the major demand components, including regional air carriers and flying training organizations. These sectors bring quite different demand characteristics into play. Their influence on capacity at YYJ is discussed in the following sections. Traffic Mix The relative size, speed and weight of the various aircraft serving an airport are important factors in determining airside system capacity. The more homogenous the traffic characteristics, the higher the throughput on a single runway as discussed below.

59 36 Weight Group. To avoid encountering the wake of heavy aircraft, air traffic control applies separation standards based on weight. The greater the differential, the longer the distance provided between aircraft. The weight group distribution of YYJ s current itinerant demand is: o Heavy - 0% o Medium - 57% o Light - 43% While the absence of aircraft in the Heavy category avoids the larger separations they involve, the high proportion of Light to Medium aircraft results in relatively long wake turbulence separations; specifically when a Light aircraft follows a Medium aircraft. Operating Speed. A large proportion of the Light category consists of training aircraft which have relatively slow takeoff and landing approach speeds, requiring air traffic control to apply sufficient separation to prevent overrunning by the larger and faster air carrier aircraft. Itinerant-Local Ratio. The significance of this demand characteristic is that itinerant aircraft simply land or take off and have a low dwell time in the airspace. Local traffic, on the other hand, particularly those engaged in training operations, stay in the traffic circuit to practice landings and takeoffs and consume runway capacity. That said when mainly composed of light aircraft, the slow speed and absence of wake results in very high runway throughputs being attained. Adding in air carrier aircraft, however, results in a rapid reduction in runway capacity to values below that which are obtainable by a homogenous fleet mix. In , YYJ had 88,772 itinerant and 55,000 local operations. By comparison: Vancouver International Airport: 297,825 itinerant and 658 local; Calgary International Airport: 235,259 itinerant and 1,926 local; and Winnipeg International Airport: 124,322 itinerant and 13,652 local. 37% of all operations at YYJ fall into the local category. Unlike other Canadian international airports, YYJ is a major pilot training facility and consequently must integrate these and commercial operations on the runway system. Despite the weight/speed differential, the three-runway system allows relatively delay-free operations at current demand levels. Weather The impact of weather on airside capacity is a major factor in terms of crosswinds, low ceilings and visibilities. An airport s capability to sustain operations is reflected by its usability factor expressed as the percentage of time that operations are curtailed by the occurrence of excessive crosswinds and ceilings/visibilities below the operating minimums of the instrument approaches available. YYJ enjoys generally good weather with VFR conditions (i.e., Ceiling feet and visibility 3+ statute miles) prevailing for over 94% of the time. 7 Source: TP577 Aircraft Movement Statistics: NAV CANADA Towers and Flight Service Stations Annual Report

60 37 Number and Layout of Runways Stemming from its WWII RCAF heritage, YYJ has three intersecting runways set out in the triangular design common to the 1940s wartime design. Remarkably, from a wind coverage perspective, the main runway (09-27) is available over 97% of the time with a crosswind no greater than 10 knots. This runway on its own meets the Transport Canada recommendation for runways to serve light aircraft such as the Cessna 172. Runway at 7,000 feet is the longest runway. Runways 03 and 13 have displaced thresholds. An extension of Runway to provide an additional 1,450 feet (total of 8,450 feet) has been explored and is a possible future development when justified by market conditions. Instrument Approach Aids Runways 09 and 27 are equipped with Instrument Landing Systems that provide access to appropriately equipped and qualified aircraft for about 99% of the time. Taxiway System The taxiway system has evolved from the triangular runway system and is influenced by the location of the Passenger Terminal. Consequently, while the taxiway system design is generally functional, it also has some capacity flaws. These include: Some exits on the primary runway (09-27) require a turn of about 140 degrees. This requires aircraft exiting the runway to come to an almost complete stop to initiate the turn. This increases runway occupancy time and decreases capacity. Ground routings are quite complex and can require multiple clearances to cross active runways. The above noted deficiencies are addressed in the section dealing with airside improvements Runway Capacity The calculation of annual capacity is a useful tool in providing an overall picture of the total capacity which may then be compared to annual aircraft movement forecasts. It thus provides a broad indication of the capacity available and when additional capacity may be required. The building block for annual capacity is the anticipated hourly capacity under various weather conditions. These are then extended into capacity components for each period of time anticipated that they will be available. Since weather is the principal factor involved, the accuracy and completeness of the data is an important factor in calculating annual capacity. Table 3-4 below provides a calculation of YYJ s Practical Capacity which incorporates the following conditions: The capacity calculation is for successive aircraft arrivals and departures using standard air traffic control separations typically applied to itinerant operations on Runway While the analysis does not specifically include local touch and go operations, as a general rule the touch and go may be considered as equivalent to one itinerant movement. Touch and go approvals are normally undertaken on a runway availability/non-interference basis to minimize the impact on commercial operations. Future growth in the pilot training sector will require close integration with users and NAV CANADA.

61 38 No credit is added for Land and Hold Short Operations (LAHSO) on Runway 31 as these are unlikely to be itinerant operations. The availability of airport capacity is restricted to 16 hours per day to allow for variations in demand, runway maintenance and other closures. The annual total is scaled to a 90% availability to adjust for unknowns, traffic variations, weather, runway closures and other events impacting capacity. Table 3-4: Estimated Practical Annual Runway Capacity YYJ Annual Runway Capacity - Itinerant Operations Condition Occurrence Capacity Weight Annual VIS Optimal ,176 Visual ,704 IFR ,261 IFR , ' <200' Undiscounted Annual Capacity 242,769 Practical Annual Capacity 16 Hour Daily Operation 218,492 The value of the annual itinerant aircraft movement capacity analysis is to demonstrate that there is adequate capacity to accommodate commercial arrival and departure operations. Commercial operations are normally undertaken under IFR flight plans and air traffic control separates and sequences traffic into a homogenous flow consistent with airport capacity. Local operations, which include touch and goes, are random and not predictable in either timing or intensity. Touch and go operations involving multiple circuits, landings and takeoffs for training purposes that can quickly saturate capacity if not managed. The slow relative speed and short separations between successive arrivals and departures could, if not managed by air traffic control, result in capacity reductions and delays for commercial operations. The separations and runway dwell times resulting from these operations are not predictable and are hence not included in capacity calculations. The assumption is that they will be conducted on a non interference basis with commercial operations Future Runway Capacity Requirements The Most Likely aircraft movement forecast in Section 2 predicts total runway movement demand in 2031 to be approximately 182,500 runway movements. Of the total, just under 90,000 are air carrier itinerant operations, representing just 40% of the available runway capacity. By the end of the planning period, total operations which include touch and goes are forecast to represent approximately 84% of the practical annual capacity. While this represents a reasonable buffer from the 218,500 capacity, peak hour delays may be evident at this demand level.

62 39 As YYJ s air carrier business grows together with the possibility of expanded long range operations on Runway 09-27, it will also become increasingly important to secure and preserve capacity for passenger operations Runway System Airside Infrastructure It was demonstrated earlier that the main instrument on Runway meets the most stringent crosswind requirement of providing runway availability, in excess of 95% of the time for light aircraft operations with a maximum crosswind of 10 knots. Two factors need recognition. First, the two short converging runways provide options for air traffic control to segregate slow moving traffic from air carrier operations. Runway 31 is designated for Land and Hold Short Operations, albeit with only enough length for small aircrafts. Second, the converging runways are widely used for turboprop air carrier operations, Runway 03 for departures and Runway 13 for arrivals. This operational pattern results in taxi time and fuel savings, compared to taxi distances between the terminal and Runway Future Requirements Runway and Taxiway System Analysis For the planning period to 2031, the short, mid and long term airfield improvements discussed aim to meet the demand from forecast work completed in Section 2 of this report. The proposed airside enhancements represent the culmination of discussions with the airport authority and stakeholders. Rehabilitation and expansion of airfield components will ensure that they will be in proper working condition over the planning period. System Constraints Space and maneuverability for aircraft over the study period is a focus for future development requirements at YYJ. An increase in space for taxiing, parking with quick egress points from the runway as well as the shortest route to the gate, will not only improve time but decrease fuel use and greenhouse gas emissions. The main focus would be on Runway where existing conditions require aircraft to manoeuvre through turns of more than 90 degrees to leave the runway causing the aircraft to slow to a very slow speed thereby reducing runway occupancy time and increasing brake/tire wear on landing aircraft. Runway System Runway 09-27: Extension of Runway can prepare YYJ to support larger aircraft fleets serving international destinations. The runway extension has been phased to include an extension from 7,000 feet to 7,600 feet by 2016 and allow for an additional extension to 8,450 feet by The results of a Boeing study that was commissioned by VAA, indicates a runway length of 7,600 feet will allow for non-stop flights to Europe (e.g., Airbus A330 and Boeing 767). Runway is understrength for current and future traffic loads and is scheduled for a strengthening overlay in 2014.

63 40 Runway 13-31: Other than previously scheduled rehabilitation requirements, it is anticipated that Runway will not change during the planning period. Runway 03-21: The level of current and forecast aircraft movements at YYJ does not sustain the demand for Runway to be operational full time. Runway between Taxiway B and taxiway G has been rehabilitated and strengthened to allow it to continue as a heavy taxi route. The remainder of the runway is restricted to 65,000 pound aircraft. Over the planning period if Runway is phased out of operation and reconfigured to a taxiway this will open the airfield to expanded airside commercial development with potential corresponding revenue increases. The full closure of the runway may not occur within the planning period however, in the medium term, restricting Runway 03 for take-offs only may be considered to allow for better development of Apron IV/Terminal Building area while retaining short taxi distances for turboprop aircraft departing on Runway 03. The take-off distances for Runway 03 will be shortened somewhat to allow development of an aircraft de-icing facility along Taxiway B. Taxiway System Modified Exits for Runway 09-27: Because the centreline-to-centreline distance between Runway and Taxiway E is only 125 meters, standard high speed exits cannot be configured. Three modified (in accordance with ICAO recommendations) exits have been included to improve the future efficiency of the runway. Taxiway G between Taxiway E and the threshold of Runway 13 will be reconfigured to allow a modified exit onto Taxiway E for aircraft landing on Runway 27. Taxiway S and W between Runway and Taxiway E will also become future modified exits. In addition, a fillet may be considered at the intersection of Runway for aircraft arriving on Runway 27 in order to allow for a turn to be made onto Runway without having aircraft coming to a complete stop. These changes are seen as long term (2031) and only if changes in traffic frequency will necessitate reduction of runway occupancy times. Existing abandoned pavements would be reclaimed and incorporated into the new pavement structures. Taxiway A: Taxiway A will be shortened as Apron IV is expanded to the east. Taxiway B: The fillet between the current Taxiway B and Runway 03 will be widened to allow a Code E taxi lane bypassing the future de-icing facility. Taxiway D: Taxiway D will be closed. Taxiway D is seldom used and due to its location, contributes to a confusing and unsafe intersection near the intersection of Runway and Runway The existing pavements from Taxiway D will be reclaimed and utilized in the extension of Taxiway G (below) by Taxiway E: Extension of Taxiway E to the west will occur with the extension of Runway 09 to the west and is shown in the short term timeframe. Taxiway E will be extended to the new current threshold of Runway 27 in the medium term. Taxiway G: The extension of Taxiway G from Runway 03-21, south to Apron IV will decrease taxi distances between the apron and the threshold of Runway 09. This work will be enhanced by reclaiming material from Taxiway D and the old abandoned taxiway intersecting the new taxiway route. This optional taxiway extension will be considered for the long term period. Taxiway S: Widening of Taxiway S to Code E standards should improve traffic efficiency and retain space on Apron III for existing operations and not impact lease areas. Additionally, modification of an exit off Runway into a modified exit will reduce the current 120 degree

64 41 turn to 45 degrees thus improving aircraft maneuverability. The widening of Taxiway S will be optional as the planned Code E Taxiway G will be able to handle large aircraft as required. New Parallel Taxiway (Optional): The long term plan includes the development of a newtaxiway parallel to the north side of Runway and located between Taxiway N and Runway These taxiways will be added in phases as airside commercial development advances into these areas. We anticipate the section between Taxiway N and Runway could be initiated in the medium term and the section between Runway and 13-31, initiated in the long term. This parallel taxiway will also be optional as the need for development should be driven by the development requirements of the airport lands located in the north and northeast areas of the airport. Apron System Apron IV West: Expansion of Apron IV to the west will create two additional Code C operational stands and in the near term will allow additional overnight or remote parking. This expansion will include a rigid pavement structure throughout to allow flexibility when finalizing gate positions for future ATB expansions. Development of a de-icing facility to the west will include floodlighting as well as glycol collection and storage. This work is planned prior to Apron IV East: Expansion of Apron IV to the east will start with re-construction of the eastern portion of the current apron. The east end of the apron is understrength and is restricted to 50,000 pounds. By 2021 this area will be reconstructed with a new rigid pavement allowing parking of all types of aircraft. Further expansion of the apron will occur prior to 2031 as demand requires. Apron IV North: Expansion of Apron IV to the north in the medium term will allow for a Code E taxiway to be constructed in order to ease aircraft movement around the apron. This expansion may connect to the optional Taxiway G that would decrease the taxi distance to the threshold of Runway 09 which is considered for the long term Navigation Aids and Air Traffic Services Instrument Landing Systems (ILS) are designed to provide an aircraft with a precision final approach with horizontal and vertical guidance to a particular runway. Both ends of runway are equipped with a Category I (CAT I) navigational aid, along with ground equipment consisting of a localizer, glide path transmitter and Distance Measuring Equipment (DME). Other instrument approach procedures for all runways are detailed in Table 3-1. The ILS for Runway 27 is supported by a Category 1 approach lighting system (SSALR). The ILS for Runway 09 is supported by an Omni Direction Approach Lighting System (ODALS) which are classified as non-precision. The ODALS are used at the approach to Runway 09 as there is insufficient space between the runway end and Patricia Bay to install a full SSALR. The approach to Runway 09 is also supported by a Precision Approach Path Indicator (PAPI). The visual approach to Runway 13 is supported by ODALS with PAPI. There is no approach lighting for Runways 03, 21 or 31.

65 Airport Zoning Development Program and Phasing Airport Development Program Within the 20-year planning horizon, the proposed land use within airport property retains the existing runway configuration. Redevelopment of airport lands while meeting future development requirements is sustainable. For the planning period, developments proposed to meet forecast demand are anticipated not to surpass current airport boundaries. If achieved, the forecast traffic will require YYJ to expand its airfield facilities and the airport terminal building to ensure safe operations and to sustain its level of service. Specifically, one of the objectives at YYJ is to facilitate future aircraft fleets that are larger in size, without having the airlines incur payload penalties. With that objective in mind, the primary runway (09-27) will be extended to the West and East 7,600ft by in the short term and to 8,450ft in the long term to accommodate larger long-range aircraft. In addition to commercial services, YYJ recognizes the future requirements for local and general aviation traffic that utilize the airfield facilities. These users include, chartered, helicopter, general aviation, flight school, manufacturing and training tenants of YYJ that make the airport its base for their operations. Improving the taxiways, aprons, and facilities will increase safety and runway utilization efficiency at YYJ. Phasing There are four planning phases over the 20-year planning period. Each of these phases are described below and as a whole represent the airport development program to Requirements within each phase are consistent with the aircraft and passenger forecast. Figure 3-2 highlights the phases of the airfield over the planning period. Short Term: The short term five-year plan for YYJ s airside development is centered on runway length and apron capacity and includes: Phase 1 extension of Runway to 7,600 feet. Extension of Taxiway E west to the threshold of Runway 09. Expansion of Apron IV west to allow more overnight and remote parking. Development of a de-icing facility to the west of Apron IV. Medium Term: The medium term airside development includes: Expansion of Apron IV North (Code E Taxi lane). Extension of Code E Taxiway E east to the new threshold of Runway 27. Apron IV Reconstruction East. Option to widen Taxiway S (Code E).

66 43 Long Term: Long Term Airside development includes: Modified Exit at Taxiway G. Modified Exit at Taxiway S. Modified Exit at Taxiway W. Modified Exit at Runway Ultimate: Ultimate Expansion Includes: Extension of Runway to 8,450 feet. Taxiway G Extension to Apron IV (Close Taxiway D). Expansion of apron IV east. New optional parallel taxiway between Runway and 13-31, north of Runway New optional parallel taxiway between Taxiway N and Runway north of Runway The following page highlights the short-medium-long term, ultimate and optional development of airfield improvements.

67 44 Figure 3-2: Short, Mid, Long and Ultimate Term Airfield Improvements at YYJ

68 45 4. Air Terminal Building The Air Terminal Building (ATB) facility at YYJ completed expansion in 2005 to provide a larger departure area. This chapter reviews the existing terminal building and provides plans for expansion over the 20-year planning horizon so that YYJ can meet its future passenger growth forecasted. 4.1 Key Influences There are key determinants for space and facility enhancements for the Terminal Building. The main factor in the master planning process is directly tied to future passenger forecast noted in the previous sections. Other key influences could include change in aircraft fleet mix and technology. Focus on the quality of the guest experience for each passenger plays a major role in the design direction for the ATB Passenger Activity Between 2011 and 2031 YYJ is expected to grow from 1.5 million to over 2.57 million passengers which will require continued expansion of the terminal to accommodate passenger activity. The terminal expansion will include the passenger check-in area, departure circulation, pre-board screening, airside circulation, holdroom space, as well as retail and seating areas. As passenger traffic increases, due to potential new destinations (i.e., charter, international and transborder services), there will be an immediate need to increase the number of screening lines and passenger queuing area. Projected growth and potential new destinations from YYJ to transborder and international destinations, will require additional space for Canada Border Services Agency (CBSA) to minimize congestion. Meeter and greeter population can also present congestion challenges as passenger traffic increases over time. Congestion from a high number of meeters and greeters is most evident in the baggage arrivals area. To that end consideration for additional space is reviewed and reflected in the expansion plans in this chapter Aircraft Fleet Mix Another key factor that affects terminal development at Victoria will be the change in aircraft fleet mix. For example, some air carriers are phasing out aging and smaller fleets of turboprops and old jets (CRJ 100/200) with larger turboprop (Q400) aircraft as there are no plans to manufacture smaller turboprops or jets in the future. This will induce the need for additional bridged gates, larger holdrooms and additional baggage carousels at YYJ Technology Processing Technological advances in airline and airport operations require consistent review and analysis in considering realignment of space for all terminal development projects. The departures area for instance, is one area of the ATB that presents the opportunity to move large airline check-in areas to Common Use and Self-service Systems (CUSS), as shared kiosk check-in. Within the industry, CUSS kiosks have helped space constrained airports process more passengers in the same amount of space. Victoria is advancing its use of CUSS and will continue to do so over the planning period.

69 Planning Parameters Determining ATB expansion plans involves the following planning criteria: Ease of orientation and intuitive way finding. Walking distances standards. Minimal level changes. Minimal passenger cross-flows. Compatibility of facilities with aircraft characteristics. Built in flexibility to accommodate present and future technological changes. Traffic peaking patterns. Transfer volume and connecting times. Cost effective construction. Construction phasing. Recognizable Victoria character. Consistent level of service standards across all facility components. Consistent with passenger forecast under the Most Likely condition, expansion of the terminal building has been organized incrementally over five year milestones. This approach will allow the airport to plan ahead and address developmental needs triggered by actual traffic growth. 4.2 Existing Air Terminal Building The existing ATB is well regarded for its passenger friendly services and facilities. However, as the airport experiences passenger growth, capacity and delay concerns, particularly in the passenger pre-board screening area and other passenger processing areas are becoming evident. Specifically, the baggage arrivals area is moving towards congestion from passenger growth and a large number of meeters and greeters. The post security retail concession area is also restricted and undersized for the current volume of departing passengers. In addition, the circulation to and from the upper holdroom is convoluted. The space and facilities on the upper level are not comparable to the main level. According to International Air Transportation Association (IATA) Level of Service B, the airside circulation area (combined lower and upper levels) is somewhat undersized and the airside retail is significantly undersized. The existing areas of the building are noted in Figure 4-1 and Table 4-1.

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71 48 Figure 4-1: Existing Victoria International Airport Terminal Layout

72 49 Table 4-1: Existing Size of Passenger Processing Areas Passenger Activity 1,449,792 (actual) Year 2011 Area Description Peak Hour Pax IATA LOS B Area Program Space (m 2 ) Actual Space (m 2 ) Check-in Queuing m 2 /pax Departure Circulation m 2 /pax PBS Lines 3 / 200 Airside Circulation m 2 /pax Ground Load Holdroom m 2 /pax (at 50% capacity use) Ground Load Seating seats Airside Retail 750,000 (depart/pa) Bridge Gate Holdrooms m 2 /pax m 2 /pax (at 50% capacity use) Bridge Gate Seating seats Baggage Claim m 2 /pax International Belts 1 = 45m Domestic Belts Landside Retail 750,000 (depart/pa) 2 = 90m.0011m 2 /pax Car Rental Area 140 Area Addition - Gross Area Note: as only selected areas of the ATB are included in this table, the sum of the Actual Space is not equal to the last line, the Gross Area of the building. 4.3 Future Air Terminal Building Most airport developments in Canada are not greenfield sites and require modification and/or expansion to their ATB to accommodate passenger growth. The International Air Transport Association (IATA) Level of Service (LOS) Standards provide general guidelines for sizing of key processing facilities in airports. However, the standards are often misunderstood which often leads to facilities being overbuilt and underutilized. A summary of the IATA LOS (Airport Development

73 50 Manual 9 th edition 2004) is included in the Appendix A. For general reference, an LOS A level of service provides for free flow, no delay and excellent level of comfort to passengers, while LOS D provides adequate conditions with unstable flow, acceptable delays for short periods of time and adequate level of comfort. LOS C is typically recommended as a design objective for the peak hour as it provides good service at a reasonable construction cost. For YYJ, a LOS B is used as a guideline for the expansion and reconfiguration of ATB facilities. Specifically, these pertain to check-in areas, circulation, holdrooms, baggage claim and retail areas. In review of these ATB facilities the program space for future requirements will vary among each passenger processing component. Over the 20-year planning period, some facilities will easily handle demand and others are only sufficient. The following section highlights the program requirements for the ATB over the 20-year planning period Expansion Phasing Referencing the IATA LOS Recommendations, the current facility is considered LOS level B, with stable flows, few delays and a high level of comfort. With an anticipated increase of passenger volume of 60% over the planning period (1.5 million in 2011 to 2.57 million in 2031), the facility will see a number of substantial changes to maintain the current level of service. There are two generic forms of development for the ATB. The first is an extension of the existing pier to the north, culminating in a two level banjo. The second is the linear development the extension of the existing facility to both the east and west shown in Figure 4-2. Prudent management of costs demand that the facility expansion can adopt a just in time phased development approach that balances, the size of capital projects required to meet demand of passenger growth, traffic mix and the aircraft serving YYJ. After thorough review it has been concluded that a modified linear form of expansion is most appropriate, in that it: Provides the most flexible format to respond to evolving needs. Maximizes the ATB / curbside interface. Limits walking passenger distances. Allows for land side access for more cost effective construction. Minimizes airside apron expansion. Provides for the efficient addition of bridged gates.

74 51 With the introduction of WestJet Q400 aircraft fleet, a hybrid option for developing the terminal is recommended. This entails a linear expansion with a modest northern extension of the pier three bays onto the existing seven. Moreover, this will expand the ground level holdroom seat count from 277 to 400, while not affecting the existing apron or aircraft positions, or the linear expansion for the bridges and ATB development. Figure 4-2: ATB Design Concepts Development of the ATB over each phase is illustrated in the following pages. Expansions can be tailored to the actual passenger demand as it occurs The improvements for the first phase, the airport Circulation Security Concessions (CSC) Project slated for construction in consists of the following elements: Expansion of passenger pre-board screening to allow for four screening lines (currently three) with additional floor space to add a fifth screening line when required. The addition of new escalators and elevator to consolidate the circulation to the upper holdroom and bridged gates. Expansion and improvement of the airside retail and food and beverage. Additional seating capacity in the upper holdroom. Upgrade the upper holdroom to commensurate with the qualities of the existing main floor of the ATB. Figure 4-3 illustrates the conceptual plan for the current design year of The matrix following, Table 4-2 illustrates the key processor elements with the IATA Level of Service B recommended

75 52 passenger volumes and building areas. A comparable set of plan diagrams and services levels matrices is included for each of the subsequent design years, 2021, 2026 and The figures bolded in the last column are those that have been changed from the previous phase. The last two lines of each matrix, Area Addition and Gross Area, represent the proposed building area as measured off the planning diagrams. (Note that as only selected processing elements are included in the lines above, their total would not equal the addition and gross area figures in these lines below.) When these planning concepts are developed in further detail, it is expected that the design would be within a 5% margin of the recommended IATA standards. The seating capacity for the bridged gates is based on the B 737 aircraft.

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77 54 Figure 4-3: Victoria International Airport Terminal Layout 2016

78 55 Table 4-2: Size of Passenger Processing Areas to 2016 Passenger Activity 1,726,000 (Forecast) Planning Year 2016 Area Description Peak Hour Pax IATA LOS B Area Program Space Planned Space (m 2 ) (m 2 ) Check-in Queuing m 2 /pax Departure Circulation m 2 /pax PBS Lines 4 / 440 Airside Circulation m 2 /pax Ground Load 1.7 m 210 /pax ( at 50% Holdroom capacity) Ground load Seating seats Airside Retail 863,000 (depart/pa) m 2 /pax Bridge Gate 1.7 m 210 /pax (at 50% Holdrooms capacity) Bridge Gate Seating seats Baggage Claim m 2 /pax International Belts 1 = 45m Domestic Belts 2 = 90m Landside Retail 863,000 (depart/pa).0011 m 2 /pax Car Rental Area 140 Area Addition 400 Gross Area 12900

79 The phase includes the linear expansion to the west, plus the hybrid northern expansion of the pier. The key features include the following: Expansion of CBSA, including a fifth Primary Inspection Line desk. Expansion to allow for five baggage belts. Relocation of the car rental kiosks to the parking lot to accommodate meeter/greeter circulation. Extension of the pier to accommodate additional ground loading passengers. Addition of seating area and washrooms in the upper holdroom. Double airside corridor for passenger segregation. Adaptation of the check-in hall for new self-serve kiosks. Additional airline support at the ramp and second level. Additional curb length on the landside of the ATB frontage. The bridge placement will be a critical factor during this phase. The wing span and wingtips on the next generation of Code C aircraft (Boeing 737) are approaching Code D standards. An additional seven meters per stand is therefore recommended. In the upper holdroom the expansion to align with the fifth bridge provides for an additional 150 seats. The rationale for the fifth bridge is to accommodate aircrafts arriving from international origins, and to allow for passenger flow into CBSA facilities. Although the loading bridge may not be consistent with the peak hour planning period, the bridge will be required to facilitate arriving passenger flows in addition to future international and US destined passengers. The lower holdroom extension of the north pier by an additional 18 meters will accommodate ground loading of additional Q400 aircraft during this period and will support ground load gate positions on the apron. The baggage claim area is expanded to provide additional belts to service growth for domestic, transborder and international traffic. Traffic will increase by 35% by 2021 and while this justifies one additional belt, the recommendation is to install two new belts. The fifth belt will likely be a requirement by 2026 and it is more cost effective during this construction phase to provide additional space. To realize the requirement for expanded circulation space in the arrivals and baggage areas, the car rental facilities are relocated from the ATB to the parking lot. These facilities are often located within the terminal parkade, however, as this facility is beyond the planning horizon of this study, it is recommended that car rental services be located in a standalone facility. The departures area will be under some pressure during this period, but no physical expansion is recommended because the check-in area will benefit from new technology such as online and kiosk check-in. Figure 4-4 and Table 4-3 illustrate the key elements in the ATB, with the IATA level B recommendations for the anticipated passenger forecast for the 2021 period.

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81 3 Victoria International Airport Master Plan Figure 4-4: Victoria International Airport Terminal Layout 2021

82 59 Table 4-3: Size of Passenger Processing Areas to 2021 Passenger Activity 1,988,000 (Forecast) Planning Year 2021 Area Description Peak Hour Pax IATA LOS B Area Program Space (m 2 ) Planned Space (m 2 ) Check-in Queuing m 2 /pax Departure Circulation m 2 /pax PBS Lines 4 / 440 Airside Circulation m 2 /pax Ground Load Holdroom m 2 /pax (50%) Ground Load Seating Airside Retail 1 million m 2 /pax Bridge Gate Holdrooms m 2 /pax (50%) Bridge Gate Seating seats Baggage Claim m 2 /pax International Belts 2 = 38 Domestic Belts 3 = 57 Landside Retail 1 million.0011 m 2 /pax Car Rental Area 250 Area Addition 5800 Gross Area 18700

83 An expansion in the core of the ATB is the major initiative during this phase. The following key enhancements are as follows: Provision of the fifth pre-board screening line (assuming current technology). Relocation / expansion of upper holdroom washrooms. Expansion of the landside lounge on level one and the upper holdroom seating areas. Expansion and adaption of the Eagles Landing Observation Deck to an airside lounge. The expansion of these components along the northeast face of the ATB provides new amenities on all three levels. At level one, the existing airside lounge and coffee area are expanded. On level two, the seating area increases by 50 seats. On level three, if the groundside observation deck is underused, it may be converted to an airside lounge. During the timeframe an additional PBS line may be added to bring the total to five screening lines. The space requirements will remain unchanged as the future space provision was included in the VIA CSC 2012 project. Figure 4-5 and Table 4-4 illustrate the key elements for this phase.

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85 62 Figure 4-5: Victoria International Airport Terminal Layout 2026

86 63 Table 4-4: Size of Passenger Processing Areas to 2026 Passenger Activity 2,268,000 (Forecast) Planning Year 2026 Area Description Peak Hour Pax IATA LOS B Area Program Space (m 2 ) Planned Space (m 2 ) Check-in Queuing m 2 /pax Departure Circulation m 2 /pax PBS Lines 5 / 440 Airside Circulation m 2 /pax Ground Load Holdroom m 2 /pax (50%) Ground Load Seating seats Airside Retail 1,135, m 2 /pax Bridge Gate Holdrooms m 2 /pax (50%) Bridge Gate Seating seats Baggage Claim m 2 /pax International Belts Domestic Belts 2 = 38m 3 = 57m Landside Retail 1,135, m 2 /pax Car Rental Area 250 Area Addition 650 Gross Area At the 20-year period, future expansions should accommodate for the following new features: International or US Pre-Clearance passenger processing and holdroom facilities to the west. Extension of the pier for additional ground loading capacity. Expansion of the Domestic Check-in Hall to the east (provisional). Addition of the sixth bridge to the east (dependent on aircraft fleet mix). The potential addition of an airport hotel to the east. Expansion for additional baggage facilities as required. The extension to the west provides the required area for US Pre-Clearance, which will include two pre-board screening lines. If the demand for US Pre-Clearance is not sufficient or feasible at the time, the area may be utilized for international or charter flights. The construction of an Airport Hotel will be subject to market demand. As with most comparable facilities it is assumed that the design and construction will be provided by the owner / operator. Figure 4-6 and Table 4-5 illustrate some of the key processing elements of the ATB.

87 64 Figure 4-6: Victoria International Airport Terminal Layout 2031

88 65 Table 4-5: Size of Passenger Processing Areas to 2031 Passenger Activity 2,570,000 (Forecast) Planning Year 2031 Area Description Peak Hour Pax IATA LOS B Area Program Space (m 2 ) Planned Space (m 2 ) Check-in Queuing m 2 /pax Departure Circulation m 2 /pax PBS Lines 4 / 440 US/International PBS Line 2 / 510 Airside Circulation m 2 /pax Ground Load Holdroom m 2 /pax (50%) Ground Load Seating seats Airside Retail 1,285, m 2 /pax Bridge Gate Holdrooms m 2 /pax (50%) Bridge Gate Seating Baggage Claim m 2 /pax International Belts 2/ 2 = 38m Domestic Belts 3/ 4 = 76 Landside Retail 1,285, m 2 /pax Car Rental Area 250 Area Addition 4700 Gross Area Table 4-6 provides a summary for the Terminal Building expansion over the planning period. The table is useful for tracking forecast passenger growth and expansion required for each individual space and facility at YYJ. In the following chapter, the milestones identified for the Terminal Building are shown together with concurrent development of ground access and parking facilities. 8 * This includes the dedicated holdroom required for US preclearance 9 ** This assumes duplicate seating for the swing gate.

89 66 Table 4-6: Summary of Terminal Development at YYJ Passenger activity 1,499,792 (Actual) 1,726,000 (Forecast) 1,988,000 (Forecast) 2,268,000 (Forecast) 2,570,000 (Forecast) Planning Year Area Description Peak Hours IATA LOS B Area Total Space (m 2 ) Actual Space (m 2 ) Peak Hours IATA LOS B Area Total Space (m 2 ) Peak Hours IATA LOS B Area Total Space (m 2 ) Peak Hours IATA LOS B Area Total Space (m 2 ) Peak Hours IATA LOS B Area Total Space (m 2 ) Check-in Queueing m 2 / pax m 2 / pax m 2 / pax m 2 / pax m 2 / pax 1050 Wait/departure Circulation m 2 / pax m 2 / pax m 2 / pax m 2 / pax m 2 / pax 1450 Circulation Airside m 2 / pax m 2 / pax m 2 / pax m 2 / pax m 2 / pax 1120 Holdrooms (ground loading) m 2 / pax (50%) m 2 / pax (50%) m 2 / pax (50%) m 2 / pax (50%) m 2 / pax (50%) 1140 Holdrooms (bridged gates) m 2 / pax (50%) m 2 / pax (50%) m 2 / pax (50%) m 2 / pax (50%) m 2 / pax (50%) 1910 Baggage Claim m 2 / pax m 2 / pax m 2 / pax m 2 / pax m 2 / pax ,00 Landside Retail 0 (depart / annum).0011m 2 / pax , m 2 /pax Million.0011m 2 /pax ,135, m 2 / pax ,258, m 2 / pax ,00 Airside Retail 0 (depart / annum) m 2 /pax , m 2 / pax Million m 2 /pax 340 1,135, m 2 /pax 390 1,258, m 2 /pax 520 Holdroom Seating (ground) 291 seats seats Holdroom Seating (Bridge) 336 seats Car Rental Area

90 67 5. Ground Access and Parking Ground access and parking are two systems in an airport that provide efficient connectivity between the airport and municipal/regional road network. Planning for these systems is intricately related to peak hour, annual growth forecast, and also influence by general trends in the region. The following chapter outlines the view towards 2031 for ground access and parking based on the expected level of activity at YYJ Key Influences There are several factors that influence traffic circulation and volumes for vehicular and passenger traffic to and from the airport. These factors include the distance from final origin/destination in the catchment area, availability/size of road networks, land availability and transit mode choice of airport employees and users. As well, the number of meeters and greeters per passenger, transport service providers (i.e., taxis, shuttle and tour busses), and pricing strategies are all factors that change the nature of future plans for roadways and parking products. Specific to YYJ, the impact of traffic volume around the airport are influenced by a large number of local residents that transit through the airport at peak work hour times. Ground Access YYJ is heavily dependent on passenger vehicles more than any other airport in Canada on a modal split basis. As shown in Figure 5-1 from a 2009 study, the mode split for traffic on Willingdon Road west of East Saanich Road was 97.6% passenger vehicles, followed by 2.4% for heavy vehicles. Figure 5-1: Transportation Mode Split at YYJ 2.4% Heavy Vehicles 0.06% Buses 97.6% Passenger Vehicles Source: Boulevard Technical Report 2009

91 Capacity/Needs by Mode of Transportation At a more detailed level, access to and from the airport is provided by private vehicles, taxis, BC Transit buses and tour buses. Alternative modes of transportation such as cycling and walking also need to be planned for. The following highlights the capacity and the need for each mode of transportation over the 20-year planning period. Private vehicles: Currently access to the airport is being served by Highway 17, McTavish Road interchange, Canora and Willingdon Road. Records indicate that there are approximately 317 vehicles per hour during peak periods entering the airport on Electra Blvd from Willingdon Road. By contrast there are approximately 385 vehicles per hour during peak periods exiting the airport on Electra Blvd to Willingdon Road. Based upon an estimated capacity from the current laneways, the current road networks are capable of handling traffic loads over the planning period. Taxis/Shuttles: Current drop-off/pickup areas are sufficient to meet demand. As outlined in Chapter 4, when lineal frontage of the terminal building is expanded, new curb-side areas will meet future demands. BC Transit: Currently there are 28 bus trips per day to the Terminal Building, with only 60 passengers carried on a typical day. Most of these trips are for employees going to/from work. Tour Buses: The integration of the tourism product depends on efficient air to tour bus connections. There is currently 70 meters of curb space for up to four buses being parked at one time, which is anticipated to be sufficient for the 2031 horizon but will be dependent on tour bus frequency and parking duration. This Master Plan makes allowance for an additional tour bus staging/parking area that would occupy part of the existing eastern rental car parking lot. Various parking configurations could be adopted for this future area, including Sawtooth curbside parking, or parallel angled islands allowing passengers a meeting space and refuge at each bus stop location. Cycling: Today, there are 1.5 meter wide bike lanes on Willingdon Road between East Saanich Road and Creswell Road, used primarily by workers employed at the airport. VAA intends to have the complete multi-use path (MUP) circulating the perimeter of the airport grounds by the end of 2013; this addition is integrated in the Master Plan Highway 17 Access Access between the airport and Victoria, Saanich and the western communities (i.e., Langford, View Royal, etc.) is provided primarily along Highway 17, which offers the most direct and fastest link. While traffic originates from and is destined to other locations (i.e., Sidney, North Saanich, etc.), or may use other minor roads, they are not considered to carry sufficient traffic volumes to warrant consideration within this report. The new McTavish Road interchange project (completed in 2011) and other major improvements to transit facilities (i.e., expanded park and ride and transit exchange) have improved the safety and circulation network for travelers from BC Ferries to Downtown Victoria. This interchange provides travelers with a faster and safer route to and from YYJ, Swartz Bay Ferry Terminal, North

92 69 Saanich and Sidney. With this new interchange and associated road improvement, it is anticipated that ferry traffic along Highway 17 will not impact vehicle access to YYJ. 10 There are free flow movements between the airport and Highway 17 both northbound and southbound Future Requirements A traffic study has also been completed that considers development of a Business Park (located at the southwest corner of the airport lands) on Willingdon Road, assuming the total Business Park build-out will be 700,000 square feet, of which 70% of floor space will be constructed by 2029, and 80% of the traffic will gain access to and from the site via Willingdon Road and Highway 17. The report also allows for full development of Ocean Technology Park at Willingdon Road and West Saanich Road (located on the west side of the airport lands) by 2029, with its contributing traffic volumes along Willingdon Road. These traffic volumes will result in all intersections and the airport parking lot exit roundabout along Willingdon Road operating at an acceptable level of service. However, it is predicted that the Willingdon Road / East Saanich Road roundabout will provide a nominal level of service by 2029 and will possibly require upgrading to a two lane roundabout at that time. 5.3 Airport Parking The planning for airport parking depends on several characteristics related to demand, pricing, parking product, in addition to the impact of forecasts outlined in Chapter 2. Generally speaking, parking strategies for short term parking are tied to the growth of peak hour passengers. Long term parking depends on the growth of long haul traffic that tends to produce longer trip duration (and associated parking utilization) Current Parking The existing parking area at YYJ is highlighted in Figure 5-2 and contains approximately 2,178 parking spots. The current parking area adequately serves the needs of the airport given the existing passenger volumes. 10 Ministry of Transportation and Infrastructure, Hwy 17 McTavish Interchange Project

93 70 Figure 5-2: Existing Parking Forecast Parking Requirements The methodology to forecast parking requirements depends on several key factors the overall parking strategy for an airline, including transport demand management and pricing aspects, the level of anticipated activity as well as the breakdown of allocated spots for users. The airport parking areas are reviewed in 5 year increments over the planning period highlighting the growth in each parking category. The parking areas are divided between short and long term, car rental, employee and taxi parking and an east and north overflow lots. The proposed phasing of the parking layouts for development at the 5 year (2016), 10 year (2021), 15 year (2026) and 20 year (2031) horizons are provided in the descriptions and figures provided below, based on the passenger forecasts. It is anticipated that approximately 3,873 spaces will be required for the 20 year (2031) horizon for an equivalent 2.57 million passenger terminal throughput. While the phasing for each design year may be brought forward or delayed subject to actual site requirements, the final 20 year (2031) horizon demonstrates that the overall total number of required parking spaces can be provided within the available airport lands Parking Plan Over the short term, expansion of the car rental, taxi, employee, short term and long term parking areas will be required. A new isolated parking area will be required for long term vehicle parking. This development will require a new ticket payment machine / booth. Other long term parking considerations include adjustments to the east overflow parking.

94 71 By 2016, there will be 1.73 million passengers with 440 in the peak hour. Growth is expected to be 3% per annum approximately during this period, with transborder and international traffic driving this growth. To deal with the growth, the 2016 parking plan is illustrated in Figure 5-3 and involves the expansion of all parking categories. The incremental expansion from the 2011 period shows an increase of 19% or 419 parking spaces for the 2016 planning period. Figure 5-3: 2016 Parking Plan 2021 Parking Plan By 2021 additional expansion of the car rental, taxi, employee, short term and long term parking areas will be necessary. The car rental booths will be relocated from inside the ATB, and a transit coach facility developed, each to occupy a portion of the existing rental car east parking lot. A shuttle bus service may be considered at this stage for transporting passengers to and from the parking spaces located towards the extremities of the expanded long term parking lot. Some covered walkways may be considered at this stage of the development to provide protected access to and from the long term parking lot. Growth to 2021 is expected to yield 1.99 million enplaned/deplaned passengers a 33% growth from 2011 and a 15% growth from Peak hour growth rates are expected to increase as outlined in Chapter 2 due to changes in expected aircraft serving YYJ. The 2021 Parking Plan is highlighted in Figure 5-4. The incremental expansion from the 2016 period shows an increase of 15% or 396 parking areas for the 2021 planning period.

95 72 Figure 5-4: 2021 Parking Plan 2026 Parking Plan By 2026 further expansion of the car rental, employee, short term and long term parking areas will be required. Growth to 2026 is expected to yield 2.27 million enplaned/deplaned passengers a 56% growth from 2011 and a 14% growth from The 2026 Parking Plan is highlighted in Figure 5-5. The incremental expansion from the 2021 period shows an increase of 14% or 423 parking areas for the 2026 planning period Parking Plan A total of 3,888 parking spaces are provided under this horizon year (in excess of the projected requirement for 3,873 parking spaces). Works to be completed during this period would include expanding the car rental, taxi, employee, short term and long term parking areas. A Shuttle Bus service to transport passengers to and from the parking spaces located towards the extremities of the parking lot will be a necessity. The last phase of the parking expansion will occur in the 2031 time frame. During this period the parking area is anticipated to increase by 14% or 472 positions from the 2026 period. Figure 5-6 highlights the full build out of the parking plan.

96 73 Figure 5-5: 2026 Parking Plan Figure 5-6:2031 Parking Plan

97 Summary and Recommendations Overall, there is sufficient land available adjacent to the existing at-grade long-term parking lot to provide additional parking spaces to meet the projected parking requirements over the 20 year planning period without the need to introduce a multi-level parkade. The majority of traffic to and from YYJ will use Highway 17, Canora Road and Willingdon Road. The existing and proposed roadway upgrades will provide an adequate level of service for the planning period (except for the existing roundabout at Willingdon Road and East Saanich Road where an upgrade may be required at year 2031). BC Transit bus trips have increased in recent years, and it is anticipated that BC Transit will remain an interested participant with VAA in seeing that an adequate level of bus services are provided to airport users. YYJ has embarked on the construction of a multi-use path around the airport grounds, which should encourage cyclist and pedestrian movements in this area, and will result in increased cyclist trips to the airport. Table 5-1 summarizes the incremental growth of parking areas over the 20 year planning period. Table 5-1: Summary of Planned Parking Spots Parking Category Existing Car Rental Taxi Employee Short Term Long Term 1,111 1,430 1,718 2,023 2,355 East Overflow North Overflow Total 2,178 2,607 3,010 3,423 3,888

98 75 6. Pat Bay Seaplane Base The Pat Bay Seaplane Base is located on provincial crown land as shown in Figure 6-1. The The Province assumes operational liability for the aviation and industrial use of the facility, but does not actively manage the site. Flight operations are managed by Nav Canada at the control tower at Victoria International Airport. The Victoria Airport Authority inherited ground control of the base from Transport Canada. VAA provides annual operating licenses to the tenants at the base and general maintenance services for the dock, ramp and breakwater. VAA pays the municipal taxes for the facility. The base has very limited services and water is supplied via a fire hydrant from the adjacent facilities at the Institute of Ocean Sciences. There is limited electrical service and no sanitary sewer service. Since 1997, the VAA has sought to negotiate tenure through a long term lease with the Province. Airport Authority tenure would ensure positive operational control of the base which in turn would allow the VAA to provide long term leases to the tenants which would generate sufficient revenues to justify infrastructure investments. In the absence of a long term lease, the VAA has made no provisions for investment planning for the Seaplane Base. Figure 6-1: Pat Bay Seaplane Base

99 76 7. Airport Operations and Support The following details the servicing plan for groundside airport-owned property at YYJ to meet future developmental needs over the planning horizon. A full site servicing report can be found in detail in Appendix D Key Influences There are several factors that influence airport operations at an airport. The major factor that would impact airport operations and any required support services would be the added passenger growth, additional aircraft movement and the lifecycle of facilities over the planning period. Overall, the existing airport maintenance facilities, and utility and servicing is capable of handling forecast growth period. Regular maintenance and upkeep of these facilities will be required. Existing Infrastructure Adequate airport operation and support facilities are essential for the continuous and efficient operation of an airport. Major operations and support include working space for airport administration, airport maintenance area, emergency response service, de-icing utility and servicing. The following describes the current support systems at YYJ. Airport Maintenance and Emergency Response Services Airport Maintenance at YYJ can be found in the West Camp at the Airside Operation Centre. This region of the airport property is home to commercial aviation, aircraft maintenance, sales, Department of National Defence and the location for the Fire Hall. This area is northwest of the ATB, immediately south of the intersection of Taxiways E and G. The facility is currently in good condition and only requires regular maintenance throughout the planning period. Current Fire Fighting services are published as Category 6 with three available vehicles. Details of the vehicles are as follows: 1996 E-One Titan 6000L 4x4, with a discharge rate of 3000lpm. This truck also carries 750L 3% AFFF and 225kg Potassium Bicarbonate dry chemical Rosenbauer Panther 12,500L 6x6 with a combined discharge rate through two turrets of 4200lpm. The truck carries 1500L of 3% AFFF, but no dry chemical agent due to the larger water capacity Rosenbauer Panther 11,300L 6x6 with High Reach Extendable Turret (HRET) and a combined discharge rate of 4500lpm. This truck carries 1500L of AFFF and 225kg of Potassium Bicarbonate dry chemical. The current fire fighting vehicles well exceeds the CARS requirement for a Category 6 airport and it is not anticipated that the airport rescue and firefighting services will increase over the planning period. Regular vehicle maintenance and replacement will be anticipated over the planning period. A designated aircraft isolation area can be found 300 meters north of the end of Runway 31.

100 77 De-icing Facility Aircraft require de-icing during the winter, typically between November and March of each year. Glycol is used to de-ice aircrafts servicing YYJ. Sodium formate and potassium acetate are used for controlling ice on airside paved surfaces and salt on groundside surfaces. Spent glycol is discharged into a Glycol Collection System near the ATB. Utility and Servicing Utility and servicing at YYJ include storm drainage, sanitary sewer, water supply, heating, electricity, gas and communication systems. Storm drainage systems are derived from municipal best practices and overflow capacity associated with a 100-year return frequency event. The development of airport lands over the planning period will require storm water detention for a 2-year and 10-year event; as well as limit runoff to pre-development rates. YYJ uses storm detention methods such as dry ponds, rain gardens, underground storage tanks and roof top storage to best manage storm impacts. Sanitary sewer systems at YYJ are guided by Master Municipal Contract Documents (MMCD) and its performance standards are design based on the average daily dry weather flow for a given land use and equivalent population (number of persons per hectare for each land use). Water supply systems are also guided by MMCD and are required to meet the maximum daily demand flow plus fire flow. These include: L/s for commercial/industrial fire-flow requirements, 1,200 L/capita/day Max demand, and 90 people/hectares for commercial/industrial land use. In review of existing utility and servicing systems at YYJ, it is best to describe future areas for potential developments in four regions, as shown in Figure 7-1. Further details with regards to the infrastructure requirements can be found within Appendix D of this Master Plan. The table in the following page provides a summary land parcels for future developments and a table for existing utility and servicing systems. The following section thereafter provides a summary of future utility and servicing requirements for the ultimate development scenario (20-year planning horizon). Region 1 is located southwest of the airport within the District of North Saanich. The region is serviced from Willingdon Road. Region 2 is north of the airport and located within the District of North Saanich. This region is serviced from Mills Road. Region 3 is northeast of the airport and located within the District of North Saanich and the Town of Sidney. This region is serviced by Beacon Avenue. Region 4 is located southeast of the airport in the district of North Saanich. This region is serviced by Canora Road. Table 7-1 highlights land availability within the areas of potential development. Within the four regions of the airport there is approximately 82 (Ha) of land that is undeveloped. Table 7-2 and Table 7-3 outline the existing utility systems along with the proposed utilities and servicing systems for the plan.

101 78 Figure 7-1: Servicing and Utility Areas Source: EBA Engineering 2012 Table 7-1: Land Availability (ha) Region 1 Region 2 Region 3 Region 4 Developed Area Undeveloped Area Total Area

102 79 Table 7-2: Existing Utility and Servicing Systems Storm Drainage Sanitary Sewer Water Supply BC HYDRO/TELUS/ Shaw Cable/ Fortis Gas REGION 1 REGION 2 REGION 3 REGION 4 District of North Saanich drainage system consists of shallow roadside ditch along Willingdon Road, discharging into Ten Ten Creek. Surface runoff flows into Ten Ten Creek before flowing into Patricia Bay. Ten Ten Creek was identified as a sensitive ecosystem with endangered species. Sanitary system is serviced by two pump stations and gravity sewers. Pump station 2 delivers sewage through a 200 mm forecemain to the 250 mm terminal gravity sewer airside. Offsite sewage that flow into the airport system increases the risk of sewage overflows. Capital Regional District provides water supply via a 500 mm AC main to the airport. All shallow utilities are connected to the main supply infrastructure via Willingdon Road as the servicing corridor. BC Hydro/Telus/Shaw is serviced by overhead lines along Willingdon Road. Fortis Gas has an existing 168 mm main along Willingdon Road. Water flows into the Mills Road/McDonald Park and airport drainage system. Current system is under capacity and regularly floods (estimated to have less than a 2-year storm capacity). Sanitary system is serviced by a 250 mm line parallel to Mills Road. Based on an agreement between VAA and District of North Saanich, peak discharge rate is 4.73 L/s. Two water mains located on Mills Road service this region. One is 450 mm and owned by the CRD and the other is 200 mm owned by the District of North Saanich. All shallow utilities are connected to the main supply infrastructure using Mills Road as the servicing corridor. BC Hydro/Telus/Shaw is serviced by overhead lines along Mills Road and Avenger Way. Closest gas main is located at the corner of McDonald Park Road and Henry Avenue. Water flows into Sterling Way ditch and detention pond before crossing Highway 17. Sanitary system is serviced by an onsite 200 mm sewer that parallels MacDonald Park Road and flows north to the North Saanich pump station. Additional service is provide by another 200 mm line that flows into Town of Sidney. Two water mains located on MacDonald Park Road services this region. One 200 mm is owned by the District of North Saanich and the other is 250 mm and owned by the Town of Sidney. All shallow utilities are connected to the main supply infrastructure using MacDonald Road and Beacon Avenue as servicing corridors. BC Hydro/Telus/Shaw is serviced by overhead lines along MacDonald Park Road and Beacon Avenue. Fortis Gas has a 168 mm main along Sterling and Galaran Road. As well, a 60 mm main along MacDonald Park Road frontage. Existing development in this region is serviced by an established storm drainage system which conveys storm water south to Reay Creek. Two major pump stations PS2 and PS3, along with gravity sewers services this region. PS3 receives sewage flows from PS2, ATB, commercial, cargo, corporate and manufacturing facilities. One 300 mm main owned by the District of North Saanich service this region. All shallow utilities are connected to the main supply infrastructure using Canora Road as servicing corridors. BC Hydro/Telus/Shaw is serviced by overhead lines along Canora Road and Ocean Avenue. Fortis Gas has a 168 mm main along Canora Road frontage.

103 80 Table 7-3: Proposed Utility and Servicing Systems Storm Drainage Sanitary Sewer Water Supply Region 1 Region 2 Region 3 Region 4 New outlet into Ten Ten Creek will be required to service the Commercial/Light Industrial Zone South of Willingdon Road. Individual lease holders are expected to retain the 10-year storm to predevelopment rate. Additional 6.6 L/s peak flow is required from the Commercial/Light Industrial zone South of Willingdon Road. Preliminary design will confirm the expected flow rates and sanitary needs. For Aviation-Related Commercial Zone North of Willingdon Road, 2.0 L/s discharge flow is expected once the area is fully developed. Gravity sewer or low pressure system is expected to service this area. Two onsite water mains, to the north and south of Willingdon Road in the order of 250 mm is expected to service this region. Preliminary designs will confirm the required pipe size and location. A new piped storm system along Mills Road frontage to tie into the previously constructed storm drain east of Avenger Way is recommended to service Commercial/Light Industrial and Aviation-related Commercial area adjacent to Mills Road. Some lease sites may require grading to sustain onsite detention systems. Depending on future developments, some lease holders may need to fill the lots or construct a private pump or low pressure system to get service in the Commercial/Light Industrial and Aviation-related Commercial area inland of Mills Road. Future developments inland from Mills Road and neighboring Aviationrelated Commercial zone represent an opportunity to loop the existing 250 mm water main through the site. Preliminary designs will confirm required pipe size and location. New Beacon Overpass will need to re-route the drainage course to account for upstream flow and service remaining commercial area. Future developments in this region will be served by Deep Cove Sewer system. Future developments in this region will be served by North Saanich Water system. Note: There are no proposed plans for expanding BC HYDRO, TELUS, Shaw Cable, and Fortis Gas utilities and will be planned accordingly as needed. Preliminary designs will confirm the expected runoff rates and the detention and treatment requirements for onsite drainage systems. The onsite system discharges into the existing sanitary sewer and into PS3. Due to the topography and location of this pump station, the area south of Goose Road may require a small pump station or low pressure system. Preliminary designs will confirm expected flow rates and sanitary systems once land use configuration has been finalized. Depending on the configuration of the area south of Goose Road, the area will likely be serviced by multiple connections. The airport may decide to relocate the existing water main to better utilize land.

104 81 8. Environment A review of environmental impacts over the planning period is required to protect and maintain the local ecosystem within and surrounding the airport. Proposed developments planned within the airport require an environmental review to prevent the loss of habitat and green space. The following chapter reviews the environmental management plan, keeping in mind the proposed expansion and developments at YYJ over the planning period Key Influences There are several factors within airport operations that have a negative impact on the environment. These include the development of greenfield sites versus the reuse of existing land, building or facilities. Specific to YYJ, a sustainable land strategy have been developed to maximize existing facilities and sites. Environmental Policy The VAA s Board s direction is to lead the way in environmental management. The authority s Environmental Management Plan (EMP) was completed in 2011 to ensure that airport is managed to minimize environmental impacts. 11 The EMP guides all VAA environmental objectives and matches them with practices, operating procedures and/or monitoring programs. The Plans environmental program is based on applicable federal, provincial and municipal regulation and bylaws, these are as follows: The Canadian Environmental Protection Act (CEPA). Canadian Council of Ministers of the Environment (CCME). Storage Tank Systems for Petroleum Products Regulations. Federal Halocarbon Regulations. The Fisheries Act. The British Columbia Environmental Protection Act. The Capital Regional District Sanitary Source Control By-Law. Environmental Management System Restoration Projects Since the Airport Authority took over airport operations, habitat restoration programs, partnership programs and pollution reduction measures have been introduced to rehabilitate the two natural water courses, Reay Creek and Ten Ten Creek. 11 VAA, Environmental Management Plan, 2011.

105 82 Reay Creek The Reay Creek Restoration Project has been the Sidney Anglers primary enhancement program since This small stream has been restored from a barren state to a functioning system with self-sustaining populations of coho salmon and sea run cutthroat trout. Volunteers have rebuilt nearly one kilometer of stream by installing logs, spawning beds, creating pool and riffle structures and adding protective habitats such as large woody debris and riparian planting. Today, the stream supports coho and cutthroat trout. Fisheries and Oceans Canada uses this project as an excellent example of the success that can occur with local stream and watershed restoration. The project has the support of local governments and residents, the Victoria Airport Authority as well as the Federal and Provincial governments. At present it is the only stream in Sidney and North Saanich with re-established runs of salmon and trout. In 2004 the Sidney Anglers were out in full force-creating spawning habitat for the Reay Creek coho population. Coho runs were larger than most expected and so there has been a need to create gravel beds for the fish to spawn. With the help of the Victoria Airport Authority and the Institute of Ocean Sciences (IOS), Sidney Anglers and Peninsula Streams were able together to restore important salmon spawning habitats. The Sidney Anglers have been restoring habitat in Reay Creek for nearly 30 years. Coho Spawning Bed Construction In 2005, the VAA commissioned a contamination study focused on the upper portion of Reay Creek. The study found that soils along the creek lines were contaminated with heavy metals. A second study delineated the contaminated areas originally identified. Over a few summers the VAA, working alongside our team of consultants and the Department of Fisheries and Oceans, undertook a creek restoration project in order to reduce levels of heavy metal contamination. Ongoing work includes extensive testing, engaging partners and developing strategies for the next phase of habit improvements. We are working to identify any remaining contamination and ensure that the potential of new contamination is mitigated. Through local partnerships and community engagement, the airport will continue to protect this important ecological resource. Ten Ten Creek Coho have not spawned in Ten Ten Creek in several decades. Habitat loss and poor water quality are the primary reasons. As part of the Ten Ten Channel Renewal Project, Peninsula Streams Society constructed pools, spawning beds and riffles. The results of this project and the wetland construction project have enhanced water quality and stream habitat significantly. In its restored state Ten Ten Creek has attracted a population of Redlegged Frogs, an endangered species. Improving water quality in Ten Ten Creek and Pat Bay has been the focus of efforts in the Ten Ten watershed. With the support of the Victoria Airport Authority and Pendray Farms, two wetlands were constructed to improve stormwater quality. Fecal coliform and nutrient levels have been lowered significantly as a result of this innovative work. Channel reconstruction and the natural meander of the creek has been restored. Future plans include the reintroduction of salmonids into the creek and the formation of a stewardship group. This work will build on the significant restoration efforts that have taken place on Ten Ten Creek, including the construction of wetlands and channel reconstruction.

106 83 The Airport Authority, the Department of National Defence and Transport Canada have undertaken the clean-up of contaminated soil at the Airport Fuel Depot and Fire Training Area. There has also been significant debris removal from the east and west dumpsites, where they impinged on the creek. The Airport Authority continues to work in partnership with Transport Canada to encourage additional cleanup of old sites. 8.4 Assessments and Audits Wildlife The Saanich Peninsula hosts a wide variety of wildlife. To deal with bird-related risks, the airport has developed wildlife management objectives: Monitor wildlife to determine the species, what attracts them to the area, their numbers and activity, seasonal and weather fluctuations and their impact on aircraft safety; Modify local habitat to control species that may be dangerous to the safe operation of aircraft; Discourage land uses that may attract the presence of hazardous wildlife; and Assess all wildlife control methods to ensure they are effective. 12 Water Quality Program Storm Water. The Source Control Program is designed to monitor storm water run-off entering Reay Creek and Ten Ten Creek. Samples are taken and tested weekly. Sanitary. All tenants must comply with discharge regulations, and participate with the CRD in regular and random inspections of their facilities. The airport has an annual waste discharge permit with the Capital Regional District. Drinking Water. The Authority routinely maintains and flushes the water system to ensure high quality drinking water. Potable water is tested at 13 different locations on the airport with four locations tested each month. The drinking water monitoring program meets Federal, Provincial and Regional water quality guidelines. Hazardous Materials Management Recycling and Composting. The Authority practices recycling and composting, recycling plastics, cardboard, paper, scrap metals, tires, batteries, antifreeze, used oil and other maintenance related waste. The airport composts organic materials such as leaves, grass clippings, branches and sawdust. Airport food service outlets participate by recycling pre-consumer food waste and coffee grounds. A pilot project is currently underway to compost used paper towels from some of the airport s public washrooms. Storage Tanks. The airport maintains an inventory of all hazardous material used by its own operations. Fuel tanks owned and operated by the airport comply with the federal storage tank regulation. 12 VAA, Environmental Management Plan, 2011.

107 84 Oil-Water Separators. The airport maintains six oil-water separators, and follows regular inspection and maintenance schedules. Glycol. Glycol is used during the winter to ensure ice and snow do not accumulate on aircraft. When applying glycol, aircraft reposition to a designated area on the west side of the main apron where the spent product drains through into a 27,000 litre holding tank under the apron. The airport keeps records of glycol volumes dispensed by the airlines, and reports are provided to Transport Canada for regulatory compliance. The airport also monitors Reay Creek to ensure the retention system is working as designed. Runway De-icing. In the past, the airport used urea to control ice on runways and taxiways. In 2011 the airport switched to sodium formate and potassium acetate to control ice which in turn reduces its environmental impact. Environmental Emergency Response The Spill Response Program. The program encompasses spill management procedures and processes for potential contamination of ground and surface water, soils and sediments. The Airport Fire Service receives the first call to assess the scene and contain the spill. Other maintenance and security staff may be called for support. The airport has an environmental service response company on retainer to provide 24-hour spill response if needed. All spills are documented, reviewed for cause, and reported to appropriate agencies. Spill responses are evaluated for performance and impacts. The airport is equipped with spill sheds stocked with containment and clean-up materials. Storage Tanks. All tanks are inspected annually to ensure good condition and compliance with all applicable environmental regulations. All regulated storage tanks have a spill response plan on the exterior of the tank in highly visible red containers. The Airport recognizes that the person initially noticing the spill may not have the training or knowledge of what immediate action to take. The plan, itself, is a simple step-by-step set of directions on the actions required in the event of an emergency. Sustainability VAA is committed to sustainable management and development practices. The Authority recently installed a geothermal heating source at the newly constructed Airside Operations Centre and solar heating panels at the terminal building for domestic hot water. VAA has partnered with BC Hydro on numerous Power Smart initiatives to reduce electrical consumption at our current facilities and to assist with the planning of new developments. VAA has been a community leader for over 25 years in recycling paper, kitchen waste and landscaping materials. The Authority has instituted a conservation management program for power, water and fuel consumption. In addition to these programs, the Authority has instituted Development Guidelines for sustainable land developments which include rainwater management, native species plantings and habitat protection.

108 Noise Exposure Forecasts The Noise Exposure Forecast (NEF) is the officially recognized metric used in Canada for airport noise assessment. It was designed to encourage compatible land uses in the vicinity of airports, and to predict human annoyance to airport operations within noise zones. The NEF calculates the sound generated by individual aircraft types expected to operate at the airport, and adjusts for the number of operations that are forecast to occur. Due to the higher social impacts of night time noise, aircraft movements at night are factored to have 16.7 times the impact of daytime movements. These contours designate areas of equal noise exposure and thereby provide information to assist in planning for compatible land uses. Since the computergenerated result is a compendium of factors, it cannot be directly related to measured noise. Generally, three contours are generated to delineate areas of individual noise ranges (greater than NEF 40, NEF 35-40, and NEF 30-35). 13 At extended distances from aircraft flight paths, ambient noise levels typically dominate. Noise contours, in conjunction with a set of guidelines, are to be used to encourage compatible land use in the vicinity of the airport site. The Transport Canada guidelines, Land Use in the Vicinity of Airports, 8 th Edition, 2005, provide community response predictions by noise contour ranges. Good planning practice considers aircraft noise exposed to land around airports to ensure that noise disturbances are minimized within the airport community. For YYJ, two noise exposure maps show the existing noise levels and forecast noise to The noise exposure forecast considers current and forecast airport operations (with the exclusion of military operations), traffic and aircraft fleet changes to Figure 8-1 and Figure 8-2 on the following page depict the existing noise exposure contours and forecast noise contours. In addition to depicting the existing contours, the maps highlight areas of consistent noise exposure outside of the contours. These include both the helicopter and flight circuit training areas. By comparison there is actually a decrease in the noise contours due to anticipated changes in aircraft that are expected to operate at the airport. For example, cargo integrator operators using B727 aircraft are planning to phase this aircraft out in favour of B757 aircraft which has a positive impact in noise mitigation. It is good to note that as aircrafts advances in technology, aircraft engines are expected to operate quieter than their predecessors. This would also influence the general shape of airport land/areas exposed to a degree of noise. 13 Transport Canada requires that NEF maps depict the 40, 35, and 30 contours. No other contours are required. (TP1247E, page 3).

109 86 Figure 8-1: 2013 (Existing) Noise Contours at YYJ Figure 8-2: 2018 NEF at YYJ

110 87 9. Airport Land Use The Airport Land Use Plan is a document that provides a rational and comprehensive framework for the development and use of airport land, and that permits the balanced fulfillment of present, short and long-term needs. It is used to guide the development of airport land through the designation of individual areas to accommodate expansion of existing or development of new facilities, infrastructure or services on the site. Victoria Airport Authority is required to possess an Airport Land Use Plan that is approved by the Minister of Transport for inclusion with its Ground Lease with Transport Canada. Within the Airport Land Use Plan, designated land use reserves consider the location of primary critical aviation infrastructure such as the airport s runways, taxiways and air and ground navigation aids. The land reserves also ensure that appropriately-sized land areas are maintained to accommodate necessary airport structures, such as hangars and aprons Key Influences An updated Land Use Plan for the Victoria International Airport is required to reflect forecast growth at the airport over the next 20-years and, more importantly, to reflect VAA s strategic objectives to strengthen its economic role in the region. This document presents the updated Airport Land Use Plan. To coincide with the influence of the land use plan, a sustainable land development strategy has been adopted by the airport. The strategy will guide the airport in structuring its land use to ensure consistent and flexible planning options for its tenants. In terms of the development strategy, the airport is divided into four camps, North, East, South and West which are displayed in Figure 9-1. The main priority of the sustainable land development strategy is to reorganize and maximize the existing brownfield sites prior to commencing development on greenfield sites whenever and wherever practical. Current Long-Term Land Use Plan The Ground Lease Agreement requires that infrastructure location, and operational and commercial activities to be consistent with the land use categorizations of the current Long-Term Land Use Plan until they are replaced by the land use designations and related allocations proposed in this document and approved by the Minister of Transport. For reference purposes, the 2012 Airport Land Use Plan is depicted in Figure 9-2.

111 88 Figure 9-1: Victoria International Airport Camps

112 89 Figure 9-2: 2012 Airport Land Use Plan

113 Future Land Use Planning Land Development Strategy The future land development strategy at the Victoria International Airport is highlighted in Figure 9-3. The key principle behind the land development strategy is to reorganize the existing land within each camp. The goal of land reorganization is to maintain and reuse existing land sites to their maximum potential prior to constructing on greenfield sites to allow for new development. Airside lands are the most valuable at airports thus particular attention will be paid to the airside lands as without new servicing or development, this type of land area is becoming scarce. Each camp is analyzed for development potential or reorganization to ensure maximum use of airport lands. Figure 9-3: Future Land Development Strategy at Victoria International Airport North Camp The North Camp contains the most land available for airside development however a majority of the land is not serviced. Currently there are some general aviation hangar facilities located in this area along with one of the few remaining developable airside lands available. There is a large commercial development taking place in the northeast sector of this camp. The development is a 152,000 square feet distribution centre. One of the general aviation facilities is underutilized thus there is potential to attract general aviation operations to the area or to accommodate the existing general aviation operations from the East Camp. The remaining parcel of existing airside land available, albeit with height restrictions, for development is just north of Runway towards the eastern side of the airport along Beacon Ave.

114 91 South Camp The South Camp is home to the airport terminal building, terminal road and parking access. The proposed growth of the terminal building and parking areas over the planning period will be accommodated within the allocated space of the area. Over time, larger parcels of land will be available for development. There are no anticipated changes in land use designation as the area is currently marked as terminal reserve and may be converted as required in the future. It is recommended to reserve the areas for future airport expansion (i.e., parking areas, service stations, offices) as there is no immediate airside area available in the South Camp until such time Runway is considered for decommissioning. East Camp The East Camp currently consists of a mix of operations including fixed based operators, cargo, aircraft manufacturing, and NAV CANADA services. With the current mix of operations and limited land available for development, it is suggested the area undergo a reorganization to focus on extending development opportunities within the area. The area currently has limited greenfield opportunities for expansion as expansion is limited to the south by Reay Creek and to the north by the obstacle limitation surfaces of Runway To keep with sustainable planning within the area it is recommended that brownfield development occur with the reorganization of the area to minimize new construction requirements and to maximize area utilization. A concern within the area is the limited width of Taxiway S. It has been recommended as an option to expand this taxiway in order to accommodate larger Code E aircraft. However, this would require significant capital only to provide traffic relief to the intersection of Taxiways S and E. The alternative would be to realign the FBO area in order to provide room for expansion. A potential solution may be to relocate, over the medium to long term, general aviation to the North Camp, reconstruct the cargo facilities for optimization and expansion potential and to amalgamate aircraft manufacturing for better land utilization. West Camp The West Camp is home to the airport maintenance complex and firefighting facilities, in addition to DND, aviation services and cargo operations. There is limited apron and airside space for further development. DND is currently constructing new facilities which will utilize one of the last remaining airside space available but additional spaces will be available once they vacate their existing facility. Significant areas exist for future development albeit with no airside access. There are large portions of land available for development on either side of Ten Ten Creek, east of Willingdon Road. Land is currently designated as airport reserve and business park areas. The business park area may be utilized for offices, light industrial and commercial opportunities. Currently there are limited restrictions for development with the exception of an environmental buffer required for development near Ten Ten Creek and height requirements below the flight path of Runway Land Use Designations The proposed Airport Land Use Plan incorporates a strategic approach to future airport land development through re-evaluation of land use areas. This approach provides the required protection for operational areas and ensures sufficient flexibility in pursuing a wide-range of

115 92 commercial development opportunities on the site. It is recommended that the airport adopt the proposed land use area changes in order to simplify the flexibility in pursuing a wide-range of commercial and airside development opportunities. The following represents the land uses at YYJ: Aviation services: this category includes a wide variety of aviation and industrial business uses. Aviation services DND: similar to the previous category, a separate area has been identified for the Department of National Defense. Business park: this area is meant for new and diverse businesses including manufacturing, research develop and other office related uses. Commercial area: this area of land use is primarily reserved for financial institutions, hotels, restaurants, educational facilities and other small offices. Runway system: this is reserved to protect aircraft operations and other facilities directly related to aviation such as navigational aids and radars. Air terminal reserve: this area is reserved for the expansion of the ATB. Airport reserve: this area is reserved for the future development related to long term operational viability and growth of the airport. Environmental protection zones: these are protected areas that are environmental sensitive. Industrial: this area is intended for light and medium industrial land uses Airport Land Use Plan The proposed long-term Airport Land Use Plan is shown in Figure 9-4. The diagram builds upon the existing land use layout, taking into account a more targeted approach to commercial and airside land development put forward in this document. They are intended to replace the proposed Airport Land Use Plan shown previously under Figure 9-2.

116 93 Figure 9-4: Long Term Land Use Plan at YYJ

117 Implementation The Airport Master Plan is an overall requirement definition and coordination document that will serve as the blueprint for future growth at Victoria International Airport. Additional detailed work, engineering, costing and project planning will need to be conducted before any implementation takes place Phasing of Developments Phasing of development will rely on several key factors over the planning period. The main planning drivers for key developments associated with the expansion of airside systems and the air terminal building depend on peak hour passenger growth and aircraft movements. Understanding the phases of developments will prepare VAA in finding sources of funding for the development requirements over the short, medium and long term planning periods. The list below highlights key capital projects for the airport to meet forecast passenger and aircraft movement growth. These phases are not married to the specific timeline and should be triggered by passenger and aircraft movement demand as it occurs. Short Term: Phase 1 extension of Runway to 7,600 feet. Extension of Taxiway E west to the threshold of Runway 09. Expansion of Apron IV west to allow more overnight and remote parking. Development of a de-icing facility at Apron IV. Expansion of passenger pre-board screening to allow for four screening lines (currently three) with additional floor space to add a fifth screening line when required. The addition of new escalators and elevator to consolidate the circulation to the upper holdroom and bridged gates. Expansion and improvement of the airside retail and food and beverage. Additional seating capacity in the upper holdroom. Upgrade the upper holdroom to commensurate with the qualities of the existing main floor of the ATB. Expansion of car rental, taxi, employee, short term and long term parking areas. New isolated parking area required for long term parking expansion and adjustments to the east overflow parking. Medium Term: Expansion of Apron IV north (Code E taxi lane). Extension of Code E Taxiway E east to match the 7,600 feet runway extension. Apron IV Reconstruction east. Option to widen Taxiway S (Code E).

118 95 Expansion of CBSA, including a fifth Primary Inspection Line desk. Expansion for five baggage belts, including space for a sixth. Relocation of the car rental kiosks to the parking lot. Extension of the pier to accommodate additional ground loading passengers. Addition of seating area and a fifth bridge in the upper holdroom. Adaptation of the check-in hall for new self-serve kiosks. Additional curb length on the landside frontage. Expansion of the car rental, taxi, employee, short term and long term parking areas. Car rental booths relocated from inside the ATB and a transit coach facility developed. Consideration of shuttle bus for passenger transportation from extremities of the parking lots. Long Term: Modified Exit at Taxiway G. Modified Exit at Taxiway S. Modified Exit at Taxiway W. Modified Exit at Runway An optional sixth bridge (only required if the aircraft mix comprises of turboprops and jets with ground loading and bridged gates). Expansion of the level one landside lounge and upper holdroom seating. Expansion and adaption of the Eagles Landing Observation Deck to an airside lounge. Expansion of car rental, employee, short and long term parking areas. Ultimate: Extension of Runway to 8,450 feet. Taxiway G Extension to Apron IV (Close Taxiway D). Expansion of Apron IV east. New optional parallel taxiway between Runway and 13-31, north of Runway New optional parallel taxiway between Taxiway N and Runway north of Runway International or US pre-clearance passenger processing facilities to the west. The potential addition of an airport hotel to the east. Expansion of the eastern check in baggage facilities and support spaces. Expansion of the car rental, taxi, short and long term parking areas. Shuttle bus service would transport passengers to and from the parking spaces located towards the extremities of the parking lots.

119 96 Figure 10-1: Short, Mid, Long and Ultimate Term Airfield Improvements at YYJ

120 Capital Planning The following costs represent high level planning estimates for future proposed developments over the planning period for the airfield improvements and terminal building. These estimates are Class D level of estimates and should only be used for planning purposes. The proposed developments are linked to passenger and aircraft forecasts over the planning period and should be developed as triggered by demand. Table 10-1 provides a summary of forecast cost for future airfield improvements and Table 10-2 summarizes the forecast cost of terminal improvements at YYJ. Table 10-3 provides a summary of forecast cost for groundside parking improvements while Table 10-4 summarizes the total capital planning costs for the Master Plan period. The airport has additional capital plans more operational in nature such as mobile fleet, revenue generating land investments, utilities and infrastructure requirements which are not highlighted within the following tables. Table 10-1: Summary of Forecast Cost for Future Airfield Improvements at YYJ roposed Airside Infrastructure Overlay $7,505,000 Taxiway E Extension * $2,487,000 Runway Ext. to 7,600 ft./taxiway E (west) $8,152,000 Apron IV Expansion West (Concrete Surface) $7,051,000 De-Icing Facility/Code E Taxilane $4,800,000 Expand Apron IV North (Code E Taxilane) $3,183,000 Taxiway G Extension to Apron IV (Close Taxiway D) $3,174,000 Apron IV Reconstruction East (Concrete Surface) $2,904,000 Widen Taxiway S (Code E) optional $4,149,000 Modified Exit at Taxiway G $2,174,000 Modified Exit at Runway 13 Fillet $293,000 Modified Exit at Taxiway S $1,019,000 Modified Exit at Taxiway W $1,668,000 New Parallel Taxiway (Rwy Twy N) optional $2,369,000 Apron IV Expansion East $6,663,000 New Parallel Taxiway (rwy 03/21-rwy 13/31) optional $4,609,000 Extension of Runway 27 (East) * $14,000,000 COST FORECAST SUMMARY $29,995,000 $13,410,000 $5,154,000 $27,641,000 *From Previous Estimates Includes 10% Contingencies. All others include 35% Contingencies

121 98 Table 10-2: Summary of Forecast Cost for Future Terminal Building Improvements at YYJ Proposed Terminal Expansion and Upgrades Terminal Upgrading & Vertical Core Addition $8,100,000 Terminal Expansion - CBSA, Airline support,arrivals / Bag hall / Baggage, Holdroom Level 1 North, Holdroom Level 2 West,Twinned walkway, Washrooms Level 2 West, 5th Gate added (ADB). $52,947,000 Car Rental Building $1,425,000 Terminal Expansion - New airside lounge, Holdroom Level 2 East, Washrooms Level 2 East, Eagles Landing expansion. Terminal Expansion - US / International departures, Holdroom Level 1 North, Holdroom Level 2 West,Retail Level 2, East Gate, Level 2 East, Checkin Level 1 North. $6,201,000 $44,838,000 COST FORECAST SUMMARY $8,100,000 $54,372,000 $6,201,000 $44,838,000 Notes: 1) This matrix illustrates the buildup of costs from the hard construction through to the total estimated project costs. 2) Unit costs for each phase may vary according to the location and type of construction. 3) This is a Class D estimate. 4) Baggage system modifications and apron dry bridge are not included. 5) GST is not included. 6) All costs are in2012 dollars. Table 10-3: Summary of Forecast Cost for Future Groundside Parking Improvements at YYJ Proposed Groundside Infrastructure Additional Stalls Total Stalls Taxi Parking Lot $10, Long Term Parking Lot $2,850, ,430 Car Rental Parking Lot $625, Employee Parking Lot $25, Short Term Parking Lot $25, Parking Ticket Infrastructure $50,000 Total $3,585,000 Taxi Parking Lot $10, Long Term Parking Lot $2,350, ,718 Car Rental Parking Lot $575, Employee Parking Lot $25, Short Term Parking Lot $25, Transit Coach Parking $400,000 Covered Walkways & Shelters $100,000 Car Rental Booth Inc. elsewhere Total $3,485,000

122 99 Proposed Groundside Infrastructure Additional Stalls Total Stalls Taxi Parking Lot $ Long Term Parking Lot $2,500, ,023 Car Rental Parking Lot $600, Employee Parking lot $25, Short Term parking lot $25, Covered Walkways & Shelters $100,000 Parking Ticketing Infrastructure $50,000 Total $3,300,000 Taxi Parking Lot $10, Long Term Parking Lot $2,650, ,355 Car Rental Parking Lot $650, Employee Parking lot $25, Short Term parking lot $100, Covered Walkways & Shelters $100,000 Parking Ticketing Infrastructure $100,000 Total $3,635,000 Note: The total stalls numbers for the long term do not include the overflow parking, but the total number of parking stalls (long term plus remaining overflow at each horizon) add up to the figures that were agreed as the basis for expansion on projected passenger figures. Table 10-4: Summary of Total Cost for Future Improvements at YYJ Grand Total $41,680,000 $71,267,000 $14,655,000 $76,114, Economic Impact of YYJ The economic impact of the airport has been estimated for 2011 and projected forward to 2031 by comparing activity at YYJ with similar airports for which detailed economic impact studies have been completed. The results for 2011 are shown in Table The table shows both the direct economic impacts and the total economic impacts. (The total also includes indirect and induced impacts.) The direct shows the estimated level of economic activity taking place at the airport itself, and the total includes all impacts, including indirect and induced, resulting from airport activity in the Province.

123 100 Table 10-5: Estimated 2011 Total Economic Impacts of YYJ Type of Impact Jobs Person Years Wages ($ million) GDP ($ million) Economic Output ($ million) Direct 1,535 1,414 $77 $132 $329 Indirect $33 $66 $175 Induced $44 $77 $164 Total 2,993 2,763 $153 $274 $669 Table 10-6 shows the estimated level of economic activity in 2031 after most likely forecast growth occurs. (It should be noted that this estimate uses constant dollars assuming no inflation over the period. This is done to allow a comparison of the numbers.) All economic impacts grow significantly over the study period. In particular, jobs are projected to grow 71%, which appears reasonable given ongoing growth in air traffic and the integral role in plays in the economy and our lives. Table 10-6: Estimated 2031 Total Economic Impacts of YYJ Type of Impact Jobs Person Years Wages ($ million) GDP ($ million) Economic Output ($ million) Direct 2,630 2, Indirect 1,202 1, Induced 1,296 1, Total 5,129 4, ,146

124 101 Appendix A: IATA Level of Service Space Guidelines IATA LOS Space Standards (new version: Airport Development Manual, 9 th ed., 2004) 6 categories (IATA Airport Development Manual): LOS Flows Delays Comfort A Excellent Free None Excellent B High Stable Very Few High C - Good Stable Acceptable Good D Adequate Unstable Passable Adequate E Inadequate Unstable Unacceptable Inadequate F - Unacceptable *** System Breakdown*** Unacceptable Wait / Circulate Old version: Square meters / Passenger for Level of Service A B C D E New version: Distinguishes locations, likelihood of carts References speed Location Carts Space M 2 /pax Speed m / sec Airside None After check-in Few Departure area Many Holdrooms Old version: Square meters / Passenger for Level of Service A B C D E New version: Assumes 1.7 m 2 /pax sitting, 1.2 m 2 /standee LOS defined in terms of % of space used Maximum Occupancy Rate (% of Capacity) A B C D E

125 102 Bag Claim Area Old version: Square meters / Passenger for Level of Service A B C D E New version: Assumes 40% of Passengers use carts Has a wider range: more for A, less for E Square meters / Passenger for Level of Service A B C D E Check-in Area Old version: Square meters / Passenger for Level of Service A B C D E New version: Reflects impact of number of bags, carts Row Width 1.2 m 1.4 m Carts Square meters / Passenger for Level of Service Bags A B C D E Few More High Heavy InterVISTAS only uses this document as guidance. IATA space sizing is appropriate for traditional airline processes. As more web and mobile check-in and automation advances, a review of the IATA sizing requirements will need to be considered in the future.

126 103 Appendix B: Forecasting Methodology Figure B-0-1 provides an overview of the forecasting methodology for YYJ, highlighting key components which are discussed in more detail below. In essence, air passenger forecasts were generated using three alternative approaches and then compared and reconciled into a single set of forecasts. The benefit of this approach is that it allowed the forecast team to utilize data-driven econometric analysis while integrating internal and external expert judgment. The three forecasting approaches are discussed in the following sub-sections. Figure B-0-1: YYJ Air Traffic Forecasting Methodology Econometric Models Industry Forecasts Air Service Development Scenarios Intergrated Forecast Annual Passenger Forecasts Annual Aircraft Movement Forecasts Work Task Deliverable Industry Forecasts This approach involved the use of published forecasts by reputable sources to project traffic growth at YYJ, namely: Boeing, Current Market Outlook, , published June Airbus, Global Market Forecasts, , published September Transport Canada, Aviation Forecasts , published September 2009 (forecasts for Pacific Region). FAA, Aerospace Forecasts FY , published February, 2011 (for transborder traffic only).

127 104 In some cases, the forecast is provided in terms of revenue-passenger-miles, which were converted to an E/D passenger basis. Some of the published forecasts provide projections for specific country markets (e.g., Canada Domestic, U.S.-Canada, etc.), while others are at the continental level (e.g., North America-Europe, North America-Asia, etc.). The appropriate forecast growth rates provided in these publications were applied to the 2011 estimated traffic volumes at YYJ for each individual market (domestic, transborder, and international). Air Service Development Scenario The air service development scenario considered at a detailed level the traffic growth on existing routes and development of new domestic, transborder and international routes. The analysis examined individual markets and assessed the potential for increased (or decreased) service on existing routes, new carriers on existing routes, and new routes that could be operated. The aim of this approach was twofold: 1) Provide an alternative forecast, using an industry knowledge approach to compare against the more quantitative industry forecast and econometric approaches used in the rest of the study. 2) Illustrate the general type of route development opportunities that underpin the air traffic forecasts. The details of the approach used and results produced are provided below. It should be noted that the scenario is designed to illustrate the development potential of YYJ and is not a forecast of the exact routes and carriers that will eventually operate at YYJ, nor is it designed to function as an air service development strategy. Econometric Approach The econometric modeling approach used regression analysis relating historical passenger traffic at YYJ to various socio-economic and industry factors, such as economic growth, incomes, population, etc. Using projections of these factors, it was then possible to produce forecasts of air traffic at YYJ through the econometric model. The econometric analysis related domestic and transborder passenger traffic at YYJ to a wide range of explanatory variables to produce the final model. The models were estimated using annual data from 1997 to The explanatory variables explored were: Real Gross Domestic Product (British Columbia, and Canada), sourced from Statistics Canada; Real Gross Domestic Product (United States), sourced from the U.S. Bureau of Economic Analysis (BEA) Personal Disposable Income (British Columbia), sourced from the Statistic Canada; Population (Victoria and British Columbia), sourced from BC Stats; Consumer Price Index (British Columbia and Canada), sourced from Statistics Canada; Numerous model estimations were conducted using various reasonable combinations of the above variables. Many of the variables were rejected on the basis of poor statistical fit, implausible parameters or high correlation with other explanatory variables. A number of final models were selected on the basis of statistical fit, parameter robustness and the plausibility of the parameter estimates, and averaged across. For the domestic market:

128 105 Ln(Total Domestic PaxTraffic) = Constant + a1 x Ln(BCRealGDP) Total Domestic PaxTraffic = Constant + a1 x BCRealGDP Ln(Total Domestic PaxTraffic) = Constant + a1 x Ln(BCRealGDP) + a2 x RecessionIndicator Total Domestic PaxTraffic = Constant + a1 x BCRealGDP + a2 RecessionIndicator For the transborder market: Ln(Total Transborder PaxTraffic) = Constant + a1 x Ln (Sqrt(BCRealGDP)*(USRealGDP)) Total Transborder PaxTraffic = Constant + a1 x (Sqrt(BCRealGDP)*(USRealGDP) Ln(Total Transborder PaxTraffic) = Constant + a1 x Ln (Sqrt(CanadaRealGDP)*(USRealGDP)) Total Transborder PaxTraffic = Constant + a1 x (Sqrt(CanadaRealGDP)*(USRealGDP) Where: Ln is the natural log of the variable; Sqrt is the square root of the variable; Total Domestic PaxTraffic is total domestic passenger traffic at YYJ; Total transborder PaxTraffic is total transborder passenger traffic at YYJ; CanadaRealGDP is Gross Domestic Product (GDP) of Canada adjusted for inflation; BCRealGDP is Gross Domestic Product (GDP) of British Columbia adjusted for inflation; USRealGDP is Gross Domestic Product (GDP) of the United States adjusted for inflation; RecessionIndicator is an indicator variable which takes a value of 1 for the years 2008 and 2009 and 0 otherwise; Constant, a1 and a2 are the estimated model parameters capturing the impact of the various factors on traffic growth at YYJ. To generate total traffic forecasts for YYJ, the estimated econometric model was applied to projections of the key explanatory variables in the models: For the GDP of Canada, the projections in the short term (up to 2014), were based on an average of the forecast GDP growth rates produced by the Bank of Canada, the IMF, Bank of Montreal, CIBC, TD Bank, RBC, and Scotia Bank. The projections beyond 2014 were based on forecast GDP growth rates produced by Global Insight. For the GDP of BC, the projections in the short term (up to 2014), were based on an average of the forecast GDP growth rates produced by the Bank of Canada, the Conference Board of Canada, Bank of Montreal, CIBC, TD Bank, RBC, and Scotia Bank. The projections beyond 2014 were based on forecast GDP growth rates produced by Global Insight and adjusted for BC. For the GDP of the US, the projections in the short term (up to 2014), were based on an average of the forecast GDP growth rates produced by the Budget and Economic Outlook, the FAA Aerospace Economic Forecast, the Survey of Professional Forecasters, and the IMF. The projections beyond 2014 were based on an average of the forecast GDP growth rates produced by Global Insight, FAA, and the Budget and Economic Outlook.

129 106 All of these projections provided the most recent outlook on the current economic situation and the expected timing and strength of the recovery, as well as the long term outlook. Integrated Forecast The projections produced from the three approaches (industry, air service development scenario and econometric) were averaged to produce the Most Likely forecast (also known as the Base or Medium forecast). This forecast was split into domestic, transborder and international traffic based on the results from the industry and air service development scenarios. In addition to the Most Likely forecast, Low and High forecasts were also produced which assumed lower or higher levels of economic growth and air service development. Aircraft Movements Forecast Passenger carrier aircraft movements are generally a function of passenger traffic demand and air service development, shaped by carriers networks and average aircraft size. Forecasts of future aircraft movements are derived forecasts, taking into consideration passenger traffic demand, potential service improvement/expansion, change of average aircraft size, and load factor. Forecasts of annual commercial aircraft movements were based on forecast passenger traffic demand. Passenger aircraft movements depend on the average aircraft size and average load factor (i.e., average passenger per flight), as represented by the formula below: Aircraft Movements E/D Passenger Forecasts Average Aircraft Size x Average Load Factor Where: Average Aircraft Size x Average Load factor = Average Passengers per Aircraft Operation Forecasts of average aircraft size and flight load factors were prepared and applied. The changes in future fleet mix and load factors reflect: Current airline and fleet mix; Market development and new air services; and Carrier fleet replacement plans and improved aircraft utilization.

130 107 Appendix C: YYJ NEF Input Data Preparation Input data for the preparation of Noise Exposure Forecast (NEF) contours includes both aircraft traffic data and airport configuration data. Aircraft traffic data includes numbers of aircraft operations by type, arrival/departure, destination, runway and time of day. Airport configuration data includes runway(s), departure flight paths, circuit rules, and helicopter and float plane operations areas as appropriate. These data must be applicable to the year for which the NEF contours are to be calculated. In this project, these data were needed for 2013 and a forecast for Aircraft Traffic Data The usual source of aircraft traffic data is tower logs for the airport. In this case, 2013 Victoria International airport (YYJ) tower logs were obtained for each month of The NEF contour procedure requires that the 95th percentile of 24-hour aircraft operations during the year be used to define the number of movements. The 95th percentile is generally calculated by calculating the average (i.e., of 21 days) of the total itinerant movements for the seven busiest days in each of the three busiest months of the year. Using this procedure, May, July and August were identified as the three busiest months, and the 95th percentile 24-hour itinerant traffic volume calculated accordingly. The result was 359 itinerant and local movements for the NEF contour process. Total movements of each aircraft type by arrival/departure, departure destination, runway used and day/night in the tower logs were then prorated to 359 movements in their proportion to the total movements during the 2013 year. Helicopter operations and circuit traffic were included in this prorating. The aircraft types (by tower log identifier) were allocated to the limited number of generic aircraft types included in the NEF model database. This is a procedure whereby aircraft of a particular weight, engine type, and noise characteristics are allocated noise and flight performance data provided from within the NEF contour model. Destinations of departing aircraft obtained from the tower logs were identified relative to YYJ in terms of en-route heading and distance. These factors were then used to allocate departure flight paths and range numbers to the departing aircraft in the model. The departure flight paths included turns to the enroute headings, and the range numbers identified the climb-out performance of the aircraft type available in the NEF database. For 2018 contours, the most likely traffic forecasts found in Chapter 2 were used, specifically the annual aircraft movements found within the chapter. In addition, specific additional aircraft serving new markets were added to the 2018 traffic profile. Airport Configuration Data The data required to define the airport configuration are the length and orientation relative to true north of the runway(s), helicopter operating areas and local circuit procedures. For 2013 contours, the existing runways (03/21, 09/27 and 13/31) were used. Departure flight paths from all runways were defined as straight-out, single or two turns to set the aircraft on their enroute headings.

131 108 Input Files to the NEF Contour Model The model NEFCAL developed by Transport Canada was used to calculate the noise contours for YYJ. It should be noted that this program is the one usually used to produce contours at Canadian airports. It is an old program, however, and its continued use is mainly by convention and for continuity with previous contours. It is not reliable as an indicator of actual noise level at any point on the ground, but rather serves to note changes in noise level over time periods represented by the contours. Runway Data Runway 03 Start X End X 1.93 Start Y End Y 1.95 Runway 09 Start X End X 4.12 Start Y 1.83 End Y Runway 13 Start X End X 1.12 Start Y 2.32 End X Runway 21 Start X 1.39 End X Start Y 1.95 End Y Runway 27 Start X 4.12 End X Start Y End Y 1.83 Runway 31 Start X 1.11 End X Start Y End Y 2.31

132 NEF Cal INPUT DATA Number of Aircraft Range NEF CAL Code Rwy Day Night QN CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CNA CNA CNA CNA CNA CNA CNA CNA CNA COMJET COMJET

133 110 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 COMJET COMJET COMJET COMJET COMJET COMJET COMJET F28MK F28MK F28MK F28MK F28MK F28MK GIIB GIIB GIIB GIIB GIIB GIIB GIIB GIIB GIIB GIIB IA IA IA IA LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR MU MU MU

134 111 Number of Aircraft Range NEF CAL Code Rwy Day Night CL CL CL CL CL CL CL CL CL CL CL CL CL CL CNA CNA CNA CNA CNA CNA CNA COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET F28MK GIIB GIIB LEAR LEAR LEAR LEAR LEAR

135 112 Number of Aircraft Range NEF CAL Code Rwy Day Night 2 LEAR QN CNA CNA CNA CNA CNA CNA LEAR LEAR LEAR CL CL CL CL CL CNA CNA COMJET COMJET COMJET COMJET MD MD MD A CL GIIB

136 113 Number of Aircraft Range NEF CAL Code Rwy Day Night QN QN CL CL CL CL CNA CNA COMJET COMJET DC F28MK F28MK GIIB GIIB IA IA LEAR LEAR MD MD MU MU MU BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P

137 114 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 BEC58P BEC58P COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP CVR DC DC DC DC DC DC GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF

138 115 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC

139 116 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC HS748A HS748A HS748A HS748A HS748A HS748A HS748A HS748A SD SD SD SD SD SD SD SD SD SD SD SD SD SF

140 117 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 SF SF SF SF SF SF BEC58P BEC58P BEC58P COMSEP COMSEP COMSEP COMSEP GASEPF GASEPF DHC DHC HS748A HS748A SD SD SD COMSEP GASEPF DHC SD DC GASEPF COMSEP GASEPF DHC DHC SD BEC58P COMSEP DC GASEPF GASEPV C DHC

141 118 Number of Aircraft Range NEF CAL Code Rwy Day Night 0 DHC HS748A SD SF BEC58P COMSEP GASEPF GASEPV DHC DHC SD SF BEC58P COMSEP GASEPF GASEPV DHC DHC SD SF BEC58P COMSEP DC GASEPF GASEPV DHC DHC HS748A SD SF COMSEP GASEPF GASEPV DHC DHC SF

142 119 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 SF SF SF SF HL HL HL HL HL HL HL HL HL VIH VIH VIH VIH VIH VIH VIH S S S S S S HL HL HL HL HL HL HL HL HL VIH

143 120 Number of Aircraft Range NEF CAL Code Rwy Day Night 0 0 VIH VIH VIH VIH VIH VIH VIH S S S S S S SD330 FLT E COMSEP FLT W GASEPF FLT W GASEPV FLT W DHC6 FLT W SD330 FLT W COMSEP FLT E GASEPF FLT E GASEPV FLT E DHC6 FLT E SD330 FLT W COMSEP FLT W GASEPF FLT W GASEPV FLT W DHC6 FLT W SD330 FLT E COMSEP FLT E GASEPF FLT E GASEPV FLT E DHC6 FLT E

144 NEF Cal INPUT DATA Number of Aircraft Range NEF CAL Code Rwy Day Night 1 757RR RR A CL CL CL CL CL CL CL CL CL CL CL CL

145 122 Number of Aircraft Range NEF CAL Code Rwy Day Night 2 CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CL CNA CNA CNA CNA CNA CNA CNA CNA CNA CNA CNA CNA CNA

146 123 Number of Aircraft Range NEF CAL Code Rwy Day Night 2 CNA CNA CNA CNA CNA CNA CNA CNA CNA CNA CNA COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET COMJET GIIB GIIB GIIB GIIB GIIB GIIB GIIB

147 124 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 GIIB GIIB GIIB GIIB IA IA IA LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR LEAR MU MU MU RR RR B A A CL CL CL CL CNA CNA

148 125 Number of Aircraft Range NEF CAL Code Rwy Day Night 0 COMJET COMJET GIIB GIIB IA IA LEAR LEAR MU MU MU BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P BEC58P COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP

149 126 Number of Aircraft Range NEF CAL Code Rwy Day Night 2 COMSEP CVR CVR DC DC DC DC DC GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV GASEPV DHC DHC DHC

150 127 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC HS748A HS748A HS748A HS748A HS748A HS748A HS748A HS748A SD SD SD SD SD SD SD SD SD SD SD

151 128 Number of Aircraft Range NEF CAL Code Rwy Day Night 2 SD SD SD SF SF SF SF SF COMSEP COMSEP COMSEP COMSEP COMSEP COMSEP GASEPF GASEPF GASEPF GASEPF GASEPF GASEPF DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC DHC HS748A HS748A HS748A HS748A SD SD SD SD

152 129 Number of Aircraft Range NEF CAL Code Rwy Day Night 0 SD BEC58P BEC58P BEC58P BEC58P CVR CVR DC DC GASEPV GASEPV GASEPV GASEPV GASEPV C SF SF SF SF SF SF SF SF SF HL HL VIH S VIH S HL HL

153 130 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 0 VIH HL HL VIH VIH S HL VIH S HL HL VIH S HL HL VIH S VIH VIH HL HL VIH S HL HL VIH S S S HL HL S HL HL VIH S HL HL VIH COMSEP FLT W

154 131 Number of Aircraft Range NEF CAL Code Rwy Day Night 1 COMSEP FLT E COMSEP FLT W COMSEP FLT E GASEPF FLT W GASEPF FLT E GASEPF FLT W GASEPF FLT E GASEPV FLT W GASEPV FLT E GASEPV FLT W GASEPV FLT E DHC6 FLT W DHC6 FLT E DHC6 FLT W DHC6 FLT E SD330 FLT W SD330 FLT E SD330 FLT W SD330 FLT E

155 132 Appendix D: Utility and Servicing

156 August 2, 2012 Prepared by: Tetra Tech (WEI) Inc Goldstream Avenue Victoria, BC V9B 2X8 Project Number 704-C Third Party Disclaimer The content of this document is not intended for the use of, nor is it intended to be relied upon by any person, firm or corporation, other than the client and Tetra Tech. Tetra Tech denies any liability whatsoever to other parties for damages or injury suffered by such third party arising from use of this document by them, without the express prior written authority of Tetra Tech and our client. This document is subject to further restrictions imposed by the contract between the client and Tetra Tech and these parties' permission must be sought regarding this document in all other circumstances. Confidential This document is for the confidential use of the addressee only. Any retention, reproduction, distribution or disclosure to parties other than the addressee is prohibited without the express written authorization of Tetra Tech

157 Table of Contents 1. General Design Criteria Infrastructure Requirements Region Region Region Region Table of Contents

158 1. GENERAL The Victoria Airport Authority (VAA) is developing a Master Plan for the Victoria International Airport (YYJ). This report is provided as a supplement to VAA s Master Plan, and is limited to groundside airport-owned property. VAA s planning includes the provision of land for the development of high quality business uses serving North Saanich, Sidney and greater Victoria area. Future land uses include high quality industrial, commercial and aviation related manufacturing/cargo and corporate facilities. The conceptual site servicing is based on future land use planning identified in the Master Plan and shown in the figure and table below: Land Designations Area (ha) Aviation-Related Commercial 87.0 Aviation Services DND 6.9 Commercial/Light Industrial 52.6 Institutional/Civic 0.8 Airfield Air Terminal 1.6 Air Terminal Reserve 1.2 Airport Reserve 72.4 Environmental Protected Zones 8.1 Ground Transportation 51.4 Total Page 1

159 The focus of this report is to predict servicing requirements for the Aviation-Related Commercial and Commercial/Light Industrial zoned areas, and to identify potential shortfalls in the existing infrastructure. Phasing of future development is unknown at the time of writing, thus the load on the existing infrastructure was analyzed for the ultimate condition. The following figure isolates the Aviation-Related Commercial and Commercial/Light Industrial zones and outlines developed and undeveloped areas within each zone. The airport lands are predominantly in the District of North Saanich, with a small eastern portion is in the Town of Sidney. Future developments, either by VAA or individual parcel leaseholders, may be located and/or have infrastructure requirements and impacts in either or both jurisdictions. 2. DESIGN CRITERIA STORM DRAINAGE SYSTEMS Storm drainage system design criteria are derived from typical municipal best practices and past VAA projects. It is anticipated that the minor drainage systems will be designed to carry the peak flows of a 10-year return frequency based on the SCS runoff method. Page 2

160 Major drainage systems (overflow routes) will be identified for storms which exceed the capacity of minor systems. Overflow routes should have capacity for the runoff associated with a 100-year return frequency event. Storm Water Detention - Development of airport lands will be subject to the requirement to detain stormwater from both 2-year and 10-year events and limit runoff to pre-development rates at a minimum. This detention will most likely be provided on a parcel basis by individual lease holders, and might be achieved via any of the following methods: Dry ponds Rain gardens Underground storage tanks Roof top storage SANITARY SEWER SYSTEMS As per Master Municipal Contract Documents (MMCD) Design Guidelines, sanitary sewer systems are design based on the average daily dry weather flow (ADWF) for a given land use and equivalent population. Design flow = (equivalent population) x (per capita flow) x (peaking factor) + (infiltration allowance) Equivalent Population - Typical equivalent population values are estimated for conceptual planning purposes based on land use type: Aviation-Related Commercial Hangers 20 people/ha Corporate 120 people/ha Cargo 120 people/ha Maintenance 120 people/ha Commercial/Light industrial Commercial 120 people/ha Light industrial 120 people/ha Campus/High Tech 200 people/ha Per Capita Flows Typical unit daily design flows vary based on land use type. The following unit daily design flows are from the Ministry of Health Sewerage System Standards and Practice Manual 2007: Aviation-Related Commercial 75 L/person/day Commercial/Light industrial 75 L/person/day The following design criteria for sewage design are provided by MMCD: Peaking Factor: 6.75 x population ^ Minimum pipe diameter: 200 mm Page 3

161 Minimum design velocity for gravity pipe flow: 0.6 m/s WATER SUPPLY SYSTEMS Onsite water supply systems will be required to meet to the maximum daily demand flow plus fire flow. The MMCD specifications indicate the following: HEATING SYSTEMS L/s for commercial/ industrial fire-flow requirements L/capita/day Max daily demand 90 people/ha for commercial/industrial land use The Victoria Airport Authority is interested in reducing the environmental impact of these future developments by incorporating sustainable initiatives. Currently a number of the VAA facilities are utilizing geothermal systems (also known as geoexchange) as a low impact heating and cooling source. These heat pump systems use mild and consistent underground temperatures as a heat source during the building heating phase, and for heat dispersal during the building cooling phase. Geothermal HVAC systems have been shown to be cost effective in the Victoria region. 3. INFRASTRUCTURE REQUIREMENTS Evaluation of the servicing requirements have identified four regions of Aviation- Related Commercial and Commercial/Light Industrial zones as illustrates in the figure below. Since the timing and phasing of development is not know at this time, the demand on existing infrastructure was analyzed for the ultimate condition. These demands are forecasted and assessed in this report at the nodes shown in the figure below. Page 4

162 4. REGION 1 Region 1 is located southwest of the Airport within the District of North Saanich. The region is serviced from Willingdon Road and consists of the following areas in hectares: Aviation-Related Commercial Commercial/Light Industrial Developed Area Undeveloped Area Total Area STORM DRAINAGE SYSTEM Existing Conditions The undeveloped areas are flat (typically less than 2% slopes) and consist of open fields that generally slope to the northwest. The District of North Saanich drainage system in the area currently consists of a relatively shallow roadside ditch along Willingdon Road discharging into Ten Ten Creek. Surface runoff will find its way to Ten Ten Creek before flowing into Patricia Bay. Ten Ten Creek has been identified as a sensitive ecosystem with a population of endangered species. Proposed Storm System Commercial/Light Industrial Zone South of Willingdon Road Minor System Offsite - Assuming that proposed onsite drainage systems will be m deep, the Willingdon ditches do not have sufficient depth to receive these flows, therefore, it is expected that a new outlet into Ten Ten Creek will be required. Detention and treatment requirements will be confirmed during preliminary design. Onsite - It is proposed to install an onsite drainage system generally 1.5 to 2.0 m deep. However, some of the lease sites may still need to be graded to facilitate onsite detention systems. In regard to the design of the minor system, each of the individual lease holders will be expected to retain the 10-year storm to the pre-development rate. Onsite storm drains will generally consist of 250, 300 and 450mm diameter pipe at a minimum 0.5% grade. Preliminary designs will confirm the expected runoff rates and required onsite drainage systems once the land use and configuration of the developments have been finalized. Page 5

163 Major System The onsite lots will be graded towards the onsite roads and the adjacent Willingdon Road. The overland flow routes of major events are expected to flow along roadways and into both the ditching on Willingdon Road and Ten Ten Creek. Aviation-Related Commercial Zone North of Willingdon Road Minor System: Offsite - With 50% of this area already developed, the remaining property has the opportunity to tie into the existing storm drain and outlet into Ten Ten Creek at the existing outlets. Detention and treatment requirements will be confirmed during the preliminary design. Onsite - It is proposed that new development will utilize the existing storm drain and install onsite drainage systems consistent with the existing location and elevation. Some of the lease sites may still need to be graded to facilitate onsite detention systems. In regard to the design of minor systems, each of the individual lease holders will be expected to retain the 10-year storm to the pre-development rate. The proposed onsite storm drain will generally consist of 450, 525 and 600 mm diameter pipe at a minimum 0.5% grade. Preliminary designs will confirm the expected runoff rates and required onsite drainage systems once the land use and configuration of the developments have been finalized. Major System The onsite lots will be graded towards the onsite roads and the adjacent Willingdon Road. The overland flow routes of major events are expected to flow along roadways and into both the ditching on Willingdon Road and Ten Ten Creek. SANITARY SEWER SYSTEM Existing Condition The VAA sewer system consists of two major sewage pump stations, PS#2 and PS#3, including associated sewage forcemains, one small sewage pump station in Region 1, and several kilometres of gravity sewers. Sewage flows originate from onsite sources such the airport terminal facilities, hangars, commercial facilities, restaurants, aircraft sewage tanks, office buildings, and from the three offsite contributors who discharge their sewage into the VAA sewer system: the Pauquachin First Nation reserve, the Tseycum First Nation reserve, and the Institute of Ocean and Science (IOS). Both the small pump station and PS#2 are located in Region 1. They receive sewage flows from the three offsite contributors through two separate forcemains, and from the existing commercial, Department of National Defense, and commercial operations at the airport terminal through gravity sewers. The two First Nation forcemains are Page 6

164 combined into one forcemain near the intersection of West Saanich Road and Willingdon Road. PS#2 delivers sewage through a 200 mm diameter forcemain to the 250 mm diameter terminal gravity sewer on the airside of the terminal building. This terminal gravity sewer also receives the sewage flows from the terminal facilities and the aircraft sewage tanks before it reaches PS#3 in Region 4. The two First Nations and IOS are permitted to discharge their sewage into the VAA system under the terms specified in their agreements with VAA. These agreements require the offsite users to operate and maintain their systems to ensure they will not cause damage to the airport system. The agreements also specify the maximum quantities which can be discharged into the airport system. A June 2007 Kerr Wood Leidal report concluded that PS#2 is at risk of sewage overflows due to the offsite contributors exceeding their allowable peak flows. Proposed Sanitary System Commercial/Light Industrial Zone South of Willingdon Road It is estimated that an additional 6.6 L/s peak flow will be discharged from this region once fully developed. It is assumed that the onsite system will discharge into the existing PS#2 on the other side of Willingdon Road. Due to the existing topography and location of this pump station, the Willingdon Road Business Park will likely be serviced by and small pump station or low pressure system. Preliminary designs will confirm the expected flow rates and required onsite sanitary systems once the land use and configuration of the developments have been finalized. Aviation-Related Commercial Zone North of Willingdon Road It is estimated that 2.0 L/s peak flow will be discharged from this region once fully developed. It is assumed that the onsite system will discharge into the existing PS#2. At this time VAA may decide to relocate PS#2 to better utilize the land. Thus the Willingdon Road aviation related commercial zone will likely be serviced by gravity or a low pressure system. Preliminary designs will confirm the expected flow rates and required onsite sanitary systems once the land use and configuration of the developments have been finalized. WATER SUPPLY SYSTEM Existing Condition This region is serviced by an existing CRD 500mm AC supply main located adjacent to Willingdon Road. Typically direct connections are not permitted to large diameter supply mains, however this main currently services the airport property and as such new metered connections would most likely be granted. Initial discussions with the CRD suggest that the airport property is well serviced and can handle the development at this node. Page 7

165 It is expected that there will be two onsite water mains, to the north and south of Willingdon Road, on the order of 250 mm diameter. Preliminary designs will confirm the required pipe sizes and locations. B.C HYDRO/TELUS/SHAW CABLE/FORTIS GAS All shallow utilities will be connected to the main supply infrastructure using Willingdon Road as the servicing corridor. BC Hydro/Telus/Shaw are serviced via overhead lines along Willingdon Road. Fortis Gas has an existing 168mm main along Willingdon Road. 5. REGION 2 Region 2 is north of the airport and located within the District of North Saanich. This region is serviced from Mills Road and consists of the following areas in hectares: Aviation-Related Commercial Commercial/Light Industrial It is currently expected that the area zoned Aviation-Related Commercial will ultimately consist of private hangers. STORM DRAINAGE SYSTEM Existing Conditions Developed Area Undeveloped Area Total Area The undeveloped areas are flat (typically less than 2% slope) and consist of open fields. The majority of the area is gently sloping to the northeast corner, and flows into the Mills Road/McDonald Park drainage system. Currently this drainage system is generally under capacity and regularly floods. It is estimated that this system has less than a 2 year storm capacity. The remaining area is gently sloping to the south and flows into a different onsite airport drainage system which outlets into the Sterling Way ditch and detention pond. Currently we are not aware of any capacity problems with this drainage system. Page 8

166 Proposed Storm System Commercial/Light Industrial and Aviation-Related Commercial Adjacent to Mills Road Minor System Offsite - The District of North Saanich drainage system adjacent to the site currently consists of a relatively shallow roadside ditch along Mills Road. Assuming that the proposed onsite drainage system is m deep, this ditch does not have sufficient depth to receive these flows. If the existing ditch were re-graded to facilitate the proposed onsite drainage system, the ditch would have to be deepened approximately 2.5 m at the high end. Therefore, it is proposed to install a new piped storm system along the Mills Road frontage to tie into the previously constructed storm drain east of Avenger Way. Onsite - It is proposed to install an onsite drainage system generally 1.5 to 2.0 m deep. However, some of the lease sites may need to be graded to facilitate onsite detention systems. In regard to the design of the minor system, each of the individual lease holders will be expected to retain the 10-year storm to the pre-development rate. The proposed onsite storm drain system will generally consistent of 250, 300 and 450mm diameter pipes at a minimum 0.5% grade. The preliminary designs will confirm the expected runoff rates and required onsite drainage systems. Major System The onsite lots will be graded towards the onsite roads and the adjacent Mills Road. Major storms that exceed minor systems are expected to flow overland along the roadway and into the ditching along Mills Road. Commercial/Light Industrial and Aviation-Related Commercial Inland of Mills Road Minor System Offsite - It is proposed to drain this zone to the existing VAA drainage system along Taxiway M and Runway 27. This onsite airport drainage system generally consists of large diameter storm drains and eventually flows into the Sterling Way ditch and detention pond located on the east side of the Airport. Retaining the 2 and 10-year post development flows to the pre-development rate should eliminate the need to upgrade the existing system. It should be noted that the age and condition of these existing pipes are unknown at this time. Onsite - It is proposed to install an onsite drainage system generally 1.5 to 2.0 m deep. However, some of the lease sites may need to be graded to facilitate onsite detention systems. Page 9

167 In regard to the design of minor systems each of the individual lease holders will be expected to retain the 10-year storm to the pre-development rate. Future preliminary designs will confirm the expected runoff rates and required onsite drainage systems. Major System The onsite lots and roads should be graded toward Taxiway M and Runway 20. Major storms that exceed the minor system are expected flow overland along the roadway and toward Taxiway M and Runway 20. The flow should then be overland towards the Sterling Way ditch and detention pond. SANITARY SEWER SYSTEM Existing Conditions The existing 250mm sanitary sewer was installed paralleling Mills Road in partnership between the Victoria Airport Authority and the District of North Saanich. Based on the agreement between the Victoria Airport Authority and the District of North Saanich the permitted peak discharge rate from the proposed site to the Mills Road sewer is 4.73 litres per second. This discharge rate was calculated based on contributing industrial/commercial area. Proposed Sanitary System Commercial/Light Industrial and Aviation-Related Commercial Adjacent to Mills Road It is estimated that an additional 1.6 L/s peak flow will be discharged from this zone once fully developed. The onsite sanitary system will flow towards Mills Road and tie into the existing 250 mm diameter District of North Saanich gravity sanitary system. Currently we are not aware of any capacity problems with this system. Commercial/Light Industrial and Aviation-Related Commercial Inland of Mills Road It is estimated that an additional 3.2 L/s peak flow will be discharged from this zone once fully developed. The onsite sanitary system will flow towards Runway 20 then flow north to the existing North Saanich pump station at the corner of Mills Road and MacDonald Park Road. It worth noting that area is generally flat, thus, depending on the final configuration of the development, some lease holders may need to either fill the lots or construct a private pump station or low pressure system in order to be serviced. WATER SUPPLY SYSTEM This region is serviced by two existing water mains located on Mills Road. One is 450mm diameter and owned by the CRD and the other is 200 mm diameter and owned by the District of North Saanich. The CRD watermain is a supply line and thus Page 10

168 private connections are not permitted. However, the District of North Saanich watermain is interconnected to the CRD watermain at the meter chamber located at the intersection of Mills Road and McDonald Park Road. The extension of the Commercial/Light Industrial zone inland from Mills Road and the neighboring Aviation-Related Commercial zone will be serviced by the existing 250mm diameter water main on Avenger Way. There exists an opportunity to loop this water main through this future development. Preliminary designs will confirm the required pipe sizes and locations. B.C HYDRO/TELUS/SHAW CABLE/FORTIS GAS All shallow utilities will be connected to the main supply infrastructure using Mills Road as the servicing corridor. BC Hydro/Telus/Shaw is serviced via overhead lines along Mills Road and Avenger Way. Fortis Gas does not have a main along Mills Road. The closest gas main is located at the corner of McDonald Park Road and Henry Avenue. 6. REGION 3 Region 3 is northeast of the airport and located within the District of North Saanich and the Town of Sidney. It is serviced from Beacon Avenue and consists of the following areas in hectares: Aviation-Related Commercial Commercial/Light Industrial Developed Area Undeveloped Area Total Area It is currently expected that the area zoned Aviation-Related Commercial will ultimately consist of private hangers. STORM DRAINAGE SYSTEM Existing Conditions The undeveloped areas are flat (typically less than 2% slope) and consist of open fields. The majority of the area is generally gently sloping to the east airport property line. Flows are currently conveyed onsite into the Sterling Way ditch and detention pond before crossing Highway 17. Currently we are not aware of any capacity problems with this drainage system. Page 11

169 Proposed Storm System Minor System Offsite - The District of North Saanich drainage system adjacent to the site currently consists of a relatively shallow roadside ditch along McDonald Park Road and Beacon Avenue and an existing Town of Sidney-owned Henry Avenue/Galaran Road storm drain system. Currently we understand that the Sidney/North Saanich-owned McDonald Park drainage system is generally under capacity and regularly floods. It is estimated that this system has less than a 2 year storm capacity. As such, each lease holder will be required to retain the both the 2-year and 10-year storms to the predevelopment rate to ensure no further overloading of this system. The existing drainage system would remain as the preferred method of servicing the development. Thus no offsite improvements are expected at this time. Onsite - Continuing to convey the storm water towards the Sterling Way ditch and detention pond is the preferred method of servicing the developments. The new Beacon Overpass may impact the Sterling Way ditch and detention pond. Overpass design will need to re-route the drainage course to account for the upstream flow and servicing of the remaining commercial property. The onsite drainage system for the proposed Aviation-Related Commercial properties will consist generally of 1.5 to 2.0 m deep storm drains graded toward the Beacon Avenue road side ditch before connecting to the Sterling Way ditch and detention pond. The Commercial/Light Industrial zone along Heney Avenue/ Galaran Road will individually connect to the existing storm drain that discharges into the Sterling Way ditch and detention pond. Major System The onsite lots will be graded towards the adjacent offsite roads. Major storms that exceed the minor systems are expected to flow overland along the roadway and into the surrounding roadside ditching and eventually into the Sterling Way ditch and detention pond. SANITARY SEWER SYSTEM Existing Conditions The existing Victoria Airport onsite 200mm gravity sanitary sewer, parallels MacDonald Park Road and flows north to the existing North Saanich pump station at the corner of Mills Road and MacDonald Park Road. The second system servicing this region is an existing 200mm Town of Sidney Galaran Road and Beacon Avenue sanitary system which flows east towards the Town of Sidney. Page 12

170 Proposed Sanitary System Aviation-Related Commercial Adjacent to MacDonald Park Road. It is estimated that an additional 1.5 L/s peak flow will be discharged from this zone once fully developed. The onsite sanitary system will flow towards the VAAs 200mm onsite sanitary system that parallels MacDonald Park Road. Currently we are not aware of any capacity problems with this system. Commercial/Light Industrial and Aviation-Related Commercial Adjacent to Beacon Avenue It is estimated that an additional 3.8 L/s peak flow will be discharged from this zone once fully developed. The onsite sanitary system will tie into the existing Town of Sidney s 200mm Galaran Road and Beacon Avenue sanitary system. Currently we are not aware of any capacity problems with this system. WATER SUPPLY SYSTEM This region is serviced by two existing water mains located on MacDonald Park Road. One is 200 mm diameter and owned by the District of North Saanich and the other is 250 mm diameter and owned by the Town of Sidney. Depending on the phasing/configuration of development, there is an opportunity to loop the existing 250mm diameter water main on Avenger Way through the Aviation-Related Commercial to McDonald Park Way. No onsite water main will be required to service the remaining properties as they all are serviceable from existing water mains. B.C HYDRO/TELUS/SHAW CABLE/FORTIS GAS All shallow utilities will be connected to the main supply infrastructure using McDonald Park Road and Beacon Avenue as the servicing corridor. BC Hydro/Telus/Shaw is serviced via overhead lines along McDonald Park Road and Beacon Avenue. Fortis Gas has an existing 168mm main along Sterling Road and Galaran Road and a 60mm main along the McDonald Park Road frontage. 7. REGION 4 Located southeast of the airport, Region 4 is located within the District of North Saanich. Accessed from Canora Road, the Master Plan consists of ha of Aviation- Related Commercial and 0.58 ha of Commercial/Light Industrial. Page 13

171 Aviation-Related Commercial Commercial/Light Industrial Developed Area Undeveloped Area Total Area STORM DRAINAGE SYSTEM Existing Conditions The undeveloped areas are flat (typically less than 2% slope) and consist of open fields. The existing development in this region is serviced by an established storm drainage system which conveys storm water south to Reay Creek. Proposed Storm System Minor System: Offsite - The Town of Sidney-owned Canora Road drainage system adjacent to the site currently consists of an established storm drainage system flowing south towards Reay Creek. The existing drainage system would remain as the preferred method of servicing the development. Thus no offsite improvements are expected at this time. Onsite - The Victoria Airport-owned onsite drainage system currently consists of an established storm drainage system flowing south towards Reay Creek. The undeveloped properties will individually connect to the existing storm drain system. The onsite storm drain system for the undeveloped area south of Goose Road will generally consistent of 250, 300 and 450 mm diameter pipes at minimum 0.5% grade flowing north towards Reay Creek. Preliminary designs will confirm the expected runoff rates and the detention and treatment requirements for onsite drainage systems. Major System The onsite lots will be graded towards the adjacent offsite roads. Major storms that exceed the minor systems are expected to flow overland along the roadway and into the surrounding road side ditching and eventually into Reay Creek. SANITARY SEWER SYSTEM Existing Conditions The VAA sewer system consists of two major sewage pump stations, PS#2 and PS#3, including associated sewage forcemains, one small sewage pump station in Region 1, and several kilometres of gravity sewers. Sewage flows originate from onsite sources Page 14

172 such the airport terminal facilities, hangars, commercial facilities, restaurants, aircraft sewage tanks, office buildings, and from the three offsite contributors who discharge their sewage into the VAA sewer system. PS#3 is located in Region 4. PS#3 receives sewage flows from PS#2, the airport terminal and Region 4 commercial, cargo, corporate and manufacturing facilities. Collected sewage flows are pumped into the Town of Sidney sewer system along Ocean Avenue. Proposed Sanitary System It is estimated that an additional 1.93 L/s peak flow will be discharged from this region once fully developed. It is assumed that the onsite system will discharge into the existing sanitary sewer system and eventually into PS#3. Due to the existing topography and location of this pump station, the area south of Goose Road may need to be serviced by a small pump station or low pressure system. Preliminary designs will confirm the expected flow rates and required onsite sanitary systems once the land use and configuration of the developments have been finalized. WATER SUPPLY SYSTEM This region is serviced by an existing 300mm District of North Saanich water main. This established system is looped within the existing development and undeveloped properties can easily be serviced. Depending on the configuration of the area south of Goose Road, it will likely be serviced by multiple connections. The airport may decide to relocate the existing water main to better utilize the land. Preliminary designs will confirm the required pipe sizes and locations. B.C HYDRO/TELUS/SHAW CABLE/FORTIS GAS All shallow utilities will be connected to the main supply infrastructure using Canora Road as the servicing corridor. BC Hydro/Telus/Shaw is serviced via overhead lines along Canora Road and Ocean Avenue. Fortis Gas has an existing 168mm main along Canora Road frontage. Page 15