Engineers Canada. National Award for an Engineering Project. Submission for Consideration. Iqaluit International Airport Improvement Project

Transcription

1 Engineers Canada National Award for an Engineering Project Submission for Consideration Iqaluit International Airport Improvement Project

2 Design with community in mind Engineers Canada National Award for an Engineering Project Iqaluit International Airport Improvement Project Introduction This project required Stantec, along with the other project stakeholders including the Government of Nunavut and Arctic Infrastructure Limited Partners, to create North America s first airport Public Private Partnership (P3). It is anticipated that this will serve the people of Nunavut and Canada for many years to come. The project value was $330M and consisted of advanced engineering in several disciplines for the design, construction, and commissioning of certain new facilities and the rehabilitation and upgrading of certain existing facilities. The Project included the following major capital improvements: Environmental engineering to manage areas of known contamination; Runway, taxiway, and apron improvements and rehabilitation for a paved area of 450,000 square meters; Improvements to the airfield electrical and lighting system; Extensions to the existing municipal water and sewer system to accommodate the significant development; Extension and upgrades to the municipal roadway network to accommodate the changes in traffic in Iqaluit; Large scale drainage improvements in the vicinity of the airfield to accommodate the groundside development; A new air terminal building and associated landside elements of approximately 10,000 square meters; A new combined services building and associated landside elements of approximately 5,000 square meters; Thermosyphon foundations for the two large buildings; Aircraft deicing facilities; and New aviation fuels dispensing facilities. Commencement date for the significant project was Dec 31, 2017.

3 Role of the Airport The Iqaluit International Airport has many functions. It serves the north as a regional airport. It is a transatlantic technical stop. Both NORAD and Military use this airport. The airport is used for cold weather testing. It serves medical flights as well as search and rescue missions. The strategic location of the Iqaluit Airport allows emergency landing possibilities for all aircraft using the Polar Routes, the High Latitude Routes and ETOPs1 Flying Time Limits. Air transport is one of the largest private sector employers in Iqaluit and Nunavut. In 2014, there were 22,250 aircraft movements with projected movement in 2015 of 27,500. This is up from 15,100 in 1999, a growth of 80%. 50% of Nunavut residents rely on Iqaluit International Airport for their perishable foodstuffs, mail and cargo. Approximately 40% of all Nunavut travelers pass through the terminal and 25% of all Nunavut aircraft activity takes place at this airport. Passenger movements have increased 3.5% per year for the ten years between 2006 and The special aircraft that have passed through Iqaluit International Airport are the Airbus A , 2nd largest aircraft, 2006; Antonov AN , fourth largest plane in the world, brought the emergency generator and heavy lift helicopter to restore power to Pangnirtung; Sikorsky S-64F Skycrane, brought in on the Antonov, was used to airlift a generator from Iqaluit to Pangnirtung. Over the years, the facility been subjected to deterioration of: the buildings, the pavement, and the electrical systems. The apron had massive congestion during flight arrivals and departures. 50% of all commercial flights land between 12pm and 1pm. Iqaluit Airport boasts: 40% of all Nunavut travelers pass through the terminal 25% of all Nunavut aircraft activity Passenger movements have increased 3.5% per year for the last 10 years 1ETOPS: Extended-range twin-engine operational performance standards

4 Challenges to Contracting Method The Government of Nunavut and the management of the Iqaluit airport faced ongoing funding challenges to maintain the safety levels and operational maintenance and improvements for the facility. As with other government infrastructure, there were many competing interests requiring ongoing funding. Some of the competing interests for the Government of Nunavut included Healthcare, Housing, Education, and smaller community demands. There was a piecemeal response to solutions at the Iqaluit International Airport which made it difficult to maintain and to face the increasing costs.. A longterm solution was needed. The GN opted to enter a Public Private Partnership to establish long term stability in financing and operations of the airport. The project is the first P3 airport in North America. History The original Iqaluit airport (CYFB) was founded in 1942 as Frobisher Air Base by USAF with the original airstrip being built 8 nautical miles from the community. It was moved to its current location shortly afterward as the original location was deemed too small for the anticipated activity. It was not in active use during World War II. It was used as a hub for surveillance during the Cold War. Between 1953 and 1961, it was used as Active Early Warning Radar Station. In 1957, Canada took over ownership and responsibility of the airport. During the 1960's, the runway was expanded to 8605 feet and new taxiways were added. In 1963, it was converted to a civilian airport, Frobisher Bay. In 1986, the first terminal was built. In 1995, the Government of the Northwest Territories received ownership and responsibility for the airport and in 1999 transferred that ownership and responsibility to the newly formed Government of Nunavut. The Canadian Council for Public -Private Partnerships (CCPPP) selected the Iqaluit International Airport Improvement Project for the 2017 GOLD AWARD for INFRASTRUCTURE. The Awards Committee noted this project is an outstanding demonstration of how vital infrastructure in Northern Canada can be successfully delivered in a public -private partnership. In addition, Committee members took particular note of the project proponent s extensive and effective community engagement and the resulting incorporation of unique local considerations in the planning, design, construction and operations of this airport facility, including the reflection of cultural values.

5 Project Description - Engineering Assignments 1. Environmental Engineering There were a number of areas of the airport property that had identified environmental contamination that required engineering and engineering management. The environmental engineering required the services to comply with ISO The specific environmental engineering services of this assignment included the following: Completion of an Environmental Impact Assessment prior to Assumptions of Operations Determined which activities had the highest potential for major environmental impacts Finalization of the Environmental Management Plan Communication of the Plan to all involved parties, including GN and Facility Users Development of a comprehensive Response and Mitigation Plan Describing emergency response procedures and mitigation strategies for activities with the highest potential for significant environmental impacts This covered all aspects including: Erosion/Sedimentation Control, Water Quality Monitoring, Waste Management, Management of Hazardous Substances, Indoor Air Quality Management, Biodiversity Control and Energy Consumption Monitoring

6 Development of a Continuous Improvement Process Confirmation of compliance with, and achievement of objectives and targets including provision of auditable data Confirmation that the Environmental Management Plan were reviewed annually Completion of an Environmental Impact Assessment relating specifically to operations Assessment of activities with the highest potential for major environmental impacts Finalization of an Environmental Management Plan Development of a comprehensive Response and Mitigation Plan which described emergency response procedures and mitigation strategies for activities with the highest potential for significant environmental impacts: Facility operations, sustainable building practices, property development, fleet management, and airfield operations Sketch of Identified Contaminated Zones

7 2. Airfield Planning, Engineering and Development Stantec conducted an assessment of the aircraft landing/takeoff procedures as well as the aircraft maneuvering and parking conditions and options with future traffic and aircraft type predictions. Our engineering determined that the runway was suitably capable for current and future aircraft traffic. Taxiway upgrades and the addition of new taxiways to access the middle of the runway plus future commercial lands were engineered. Apron management was reviewed and the associated necessary engineering was completed to increase the apron sizing to allow planned aircraft parking and maneuvering for current and future traffic. Key Airfield areas identified for improvement through engineering included Taxiway Alpha, Aprons I, II and III, Taxiway Charlie, Taxiway Delta and Runway 17-35, including Runway End Safety Areas (RESAs). New Taxiway Golf and new Taxiway Foxtrot were included in the project. The design aircraft for Airside infrastructure improvements are the B ER and B ER (and B for Code D Taxiway Foxtrot). In addition, engineering was completed to accommodate occasional operations of aircraft such as A380, A , B The Iqaluit Airport operates as a Code 4E Certified Airport supporting both Day/Night VFR and IFR operations with a Category I precision approach. A. Taxiway Alpha Taxiway Alpha remained at Code D. Improvements to Taxiway Alpha included fillet widening at the intersection with Runway to accommodate Code E aircraft, as well as pavement repairs and rehabilitation, and new / upgraded electrical infrastructure. A reconfiguration of Taxiway Alpha was engineered in conjunction with an expansion of Apron I. Legend Existing Aprons and Taxiways New Aprons and Taxiways Areas to be Abandoned Existing Runway

8

9 B. Apron I Apron I was identified as the site for the new Airport Terminal Building (New ATB). Based on current and projected peak hour gating demands, there was a requirement for three parking positions adjacent to the New ATB that could accommodate Passenger Boarding Bridges (PBB). Each of these three parking positions is capable of accommodating installation of future PBBs with minimal disruptions to New ATB operations, minimum modifications to New ATB structure and Apron I. Engineering allowed for parking of one Boeing on the terminal apron while the remaining two parking positions were engineered to accommodate Code C (Boeing W) aircraft. Engineering of the apron allowed for the aircraft traffic predicted at the peak hour demand for four ground loaded positions to accommodate regional turboprop aircraft. These four parking stands were located in close proximity to the New ATB based on reducing travel distances between the ATB and the stands and optimizing passenger boarding / deplaning times. Walking distance from the ATB exit doors to the to the aircraft parking positions is less than 100 meters. The design aircraft for these positions is the Dash8-Q400 and ATR 72. In addition to the New ATB gate requirements, Apron I provided an area for the parking of three large Code D/E aircraft. This area is intended for use by cargo aircraft and aircraft requiring overnight parking. This area can also be used by General Aviation aircraft and the occasional diverted aircraft. Provision for Code F aircraft was accommodated in the design and positioning of stands to allow aircraft as large as the A380 were accommodated while remaining clear of the airport s Obstacle Limitation Surfaces. The expanded Apron I therefore accommodates four bridge positions, eight ground loaded regional stands and three remote cargo stands. C. Aprons II and III Extending across the apron, Taxiway Alpha joins with Apron II and III. Improvements to Aprons II and III and allow for maneuvering of Code E aircraft without restriction or escort. The centerlines of Aprons II and III are located to accommodate Code E aircraft taxiing while at the same time maintaining both lateral and vertical clearances from Runway to satisfy TP312 requirements. Exisiting Site Plan Proposed Site Plan

10 3. Asphalt Surfaces The improvement project of the Iqaluit airport included the rehabilitation of all airside asphalt surfaces. The areas in need of critical repair were identified. All past deterioration and repairs were studied and compared to the assessment of deterioration by mapping and cataloging the observed cracks in the asphalt. The areas of high concern were highlighted as well as the severity of the level of repairs. This assessment was also used to predict future areas of deterioration. Three levels of deterioration were developed and mapped and corrective strategies were engineered to address the severity of the particular deterioration level. The repair types included full depth repair to the level of competent permafrost with the addition of polystyrene insulation, full depth repair without insulation, and simple surfacing repairs. We provide below sketches of the engineered repair types that were implemented in the project. REPAIR TYPE 1 On large cracks due to ice wedges Existing elevation ASPHALT BASE 120 mm BASE GRAVEL 200 mm NEW OVERLAY BASE GRAVEL 500 mm Insulation 50mm and 100 mm REPAIR TYPE 2 On minor cracks Existing elevation ASPHALT BASE 120 mm BASE GRAVEL 200 mm NEW OVERLAY REPAIR TYPE 3 On major depression areas Existing elevation ASPHALT BASE 120 mm BASE GRAVEL 200 mm NEW OVERLAY BASE GRAVEL 500 mm Insulation 50mm

11

12 As Iqlauit has a single runway, it was critical that the engineering would allow a contruon sequencing that would maintain operations of the runway through the construction period. A sequencing program was developed that allowed a reduced but functional runway to manitain access for scheduled and non-scheduled flights such as medical evacuations. The sequencing was as follows: 1. North End 2. Half of middle 3. Half of middle 4. South End The Project Agreement required that the asphalt surface conditions be maintained at a high level of performance throughout the 30 year concession period. Engineering of the surfaces was designed to maintain a cycle of deterioration that would allow for a projected surface condition with a rating of between 5 and 10 and a condition rating at handback of at least 8 as defined by ASTM / AASHTO guidelines and standards This required a predictive repaving cycle each 7 years through the concession period. The engineering planning of this predictive deterioration and repaving cycles is presented in the sketch below.

13

14 4. Water and Sewer Network Extensions plus Groundside Development / Drainage A. Water & Sewer Utilities Water and sewer services for the City of Iqaluit are largely buried insulated HDPE lines that are interconnected by insulated steel access vaults. In some areas the piping is above grade in utilidors depending on location and grades of the system. Freeze protection for the system is achieved by tempering and reheating the municipal water and then recirculating it within a network of loops. Treatment and disinfection of the water is conducted in the water treatment plant located on a hill east of the community in the vicinity of Lake Geraldine. Servicing for water and sewer for the Air Terminal Building and the Combined Services Building was engineered to extend the existing Iqaluit municipal systems. This system is relied upon for fire protection of the improvements in this area of the airport including the new ATB and CSB. Generally the water supply is delivered within the community via 200 mm insulated HDPE supply lines. In some cases, recirculation is provided through smaller diameter piping. There was an existing system of 200 mm supply and 75 mm diameter water return lines running past the existing Air Terminal Building. The piping was routed along the fence line parallel to Apron II. This water system serves the buildings on Apron I and Apron II. Stantec s design includes allowing for adequate right-of-way adjacent to Ungalliqpaat Crescent for the municipal systems and connections to the utilidor system. The design provides for connection to AVs 264, 259 and AV5. The system is designed to provide an extension along Ungalliqpaat Crescent to the beginning of North Commercial Road. The water supply/recirculation system has been designed to meet the City of Iqaluit servicing standards with a planned lifespan in excess of 35 years. Extension of the water/sewer system for the ATB was provided from existing AV 264 which has the following reported capacities: Hydrant elevation approx m Fire flow L/min Water 200 mm HDPE Water Pressure 656 kpa Sanitary 200 mm HDPE Sanitary Capacity L/s Extension of the water/sewer system for the CSB was completed by replacing the existing AV 259 which has the following reported capacities: Vault Schematic: AV264 Fire flow L/min Water 200 mm HDPE Water Pressure 710 kpa Sanitary 200 mm HDPE Sanitary Capacity L/s

15

16 Vault Schematic: AV05 Vault Schematic: AV259 Stantec designed the sanitary sewage system with adequate capacity for current and future demand. The system is an extension of the existing sewage collection system and relies on the existing community treatment and disposal facilities. The sewer system is located adjacent to the water piping and is buried. The sewer system has been designed such that the ATB, the CSB and future planned buildings can be served by simple gravity connections. The sanitary sewage system has been designed to meet the City of Iqaluit servicing standards with a planned lifespan in excess of 50 years. AV spacing does not exceed 120 m.

17 B. Drainage The storm water collection/management for Iqaluit consists of surface ditches and culverts. The most significant drainage period is at spring freshet. The drainage plan for the community is such that all storm water drainage is eventually directed into Koojesse Inlet and beyond. The most significant storm water collection feature of the airport is on the eastern airport lands. There is a major drainage ditch east of Apron I that collects overland flow from the valley northeast of the community and directs the flow to Frobisher Bay. The ditch runs directly between Apron I and the Federal Building/Arctic College. Drainage on airport land east of the runway flow on airport property parallel to Runway and eventually drains into the drainage ditch. Drainage on the west side of the runway flows away from the runway and the airport property eventually draining toward Sylvia Grinnell River and toward Koojesse Inlet. In order to maximize efficiency of Apron I and associated groundside development of the new ATB, Stantec design included installation of a large culvert in the alignment of the existing major ditch. The addition of this culvert allowed the groundside development to be constructed over the previous location of the ditch and thereby reduced the requirement for apron expansion to the west of Apron I. The culvert was sized to accommodate an anticipated drainage event for a 25 year return period. Catch basins with sediment sumps were engineered to collect surface drainage from the hard surfaced areas of the groundside development through a system of minor collection elements/leads directed to the major collection/drainage systems.

18 C. Road works including new and upgraded roads and bridge structures Stantec s design of the roadways for the new Iqaluit Airport is to an urban standard with subsurface drainage collection where practical, thereby eliminating ditches on ground side in the immediate vicinity of the ATB. Roadways were designed with asphaltic hard surfacing to meet or exceed the standards of the City of Iqaluit. The roadway along the front of the ATB were designed with concrete curb and gutter. Passenger drop off/pickup accommodate loading areas and emergency vehicle routing. Snow removal was considered in the design and alignments are such that efficient snow collection can be accomplished. General access to the new ATB is via Federal Road and Ungalliqpaat Crescent. The design allows for upgrading this road network to accommodate the anticipated traffic. Ungalliqpaat Crescent in front of the new ATB was redesigned and reconstructed to satisfy Iqaluit Standards and By-laws. A new North Commercial Road was engineered and constructed to accommodate two-way traffic. Key elements to the design are as follows: Ungalliqpaat Crescent was upgraded to accommodate two way traffic. An ATB curb frontage road was designed extending from Ungalliqpaat Crescent to allow single direction traffic on two lanes including one curb drop lane and a through lane. Vehicles that require circulating back to the front of the ATB are accommodated via returning to the two way pattern of Ungalliqpaat Crescent. The curb road is designed at a similar elevation to the ATB thereby resulting in minimal ramps between the ATB and the parking lot. Sidewalks and crosswalks were designed to accommodate pedestrians and separate them from vehicular traffic. Safety was given a major emphasis during all aspects of the design to ensure that minimal conflicts exist between pedestrian and vehicles and between vehicles themselves. Site lighting was provided for pedestrian access routes and all public outdoor spaces. Groundside wayfinding and signage were engineered to meet the City of Iqaluit Standards and the Government of Nunavut Official Languages Act was provided.

19

20 D. Parking plans including accommodation for future requirements Stantec s engineering of the parking for the new Iqaluit Airport is to an urban standard with subsurface drainage collection where practical. Parking areas were designed in convenient locations to minimize walking distances. Provision was made for the physically handicapped by designated parking positions in the immediate area of the arrival and departure accesses and by ensuring that the grading is such that it provides comfortable travel. Future expansion and traffic volumes were considered and expansion of the parking lot and other features were considered and accommodated in the design. Stnatec s design accommodates parking for 100 vehicles (75 public and 25 electrified employee stalls) in the short term with an area for future expansion of an additional 100 stalls. The design also provides for parking of taxis during short terms and there is a dedicated space for parking of snowmobiles and ATVs and bicycles. The CSB parking accommodates 26 electrified employee stalls in the short term with an area for future expansion of an additional 10 electrified stalls. There are an additional 5 powered parking stalls on the airside to accommodate staff/supervisor vehicles. Key elements to the design are as follows: The design accommodates 10 stalls for short/medium term public parking and a stand-by taxi stand adjacent to the ATB frontage road. Site lighting was provided along access roads and within parking lots. Light standards were provided on the outside perimeter of the parking lot, and on the facade of the ATB and CSB. Light fixtures within the reach of pedestrians will be vandal proof and will illuminate not just the path but also the surrounding area adjacent to the path. Groundside wayfinding and signage that meets the City of Iqaluit Standards and the Government of Nunavut Official Languages Act were provided. Key elements to the signage/wayfinding design are as follows: All official languages were displayed such that they have equal impact or effect. Signage has been designed to provide optimum sight lines for drivers and pedestrians. Critical decision points were signed, allowing for drivers to have sufficient reaction time for safe conditions. Signage clearly identifies pedestrian walkways/crosswalks, parking, departures and arrivals.

21 5. Air Terminal Building The Government of Nunavut and their advisors developed a program for a new Air Terminal Building in Iqaluit that would bring a strong architectural presence and distinctive cultural character, commensurate with the airport s dual role as critical transportation infrastructure and as an important community meeting place. The building and associated building systems were to be engineered to respond to the extremes of the severe climate and the high cost of construction in Iqaluit. For passenger convenience and operational efficiency, the building was designed with all the public functions at the grade level, with a smaller, central, second level for administration and building services. In plan the terminal is a simple rectangle, minimizing the number of building corners. The roof form is a sinuous curve containing both the single story and the two story areas. This form achieved two goals. It minimized the surface area of the building envelope, and provides a smooth continuous surface for the prevailing winds to scour the roof free of drifting snow. The building foundation was designed to float on the permafrost. Permafrost is overlain by an active layer that thaws and freezes through the seasons, while the permanent layer below is perpetually frozen. The foundations for the terminal are designed with thermosyphons to maintain the solid permafrost. Given the high cost of energy and challenges with the reliability of power in Iqaluit, Stantec engineered the building to optimize energy usage and to provide for self- sufficiency, The engineering team chose a combined heat and power (CHP) system for the new terminal building. The CHP operates in parallel with the local power utility. The system was prefabricated and tested in the U.S. and shipped to Iqaluit for installation. The airport s own diesel fuel supply is used to power the two CHP generators. These supply both normal and standby power for the terminal. The heat from the system is then captured to serve the heating, ventilation and air conditioning (HVAC) systems providing substantial energy savings. The Airport Terminal Building was designed to meet stringent energy performance criteria set by the Government of Nunavut and the LEED Green Building Rating System. In addition to the combined heat and power system, the mechanical design features low flow domestic hot water fixtures, high efficiency boilers, high efficiency heat recovery system, and variable speed vans. The lighting design reduces energy consumption by 50% over a typical building through reduced lighting power density inside and outside the building, and additional interior lighting controls. The building also features significant improvements in roof and wall insulation over a typical building (90% and 30% respectively). These measures result in an energy use reduction of more than 40% compared to a typical building in the North, and a similar reduction in potable water use. The building received LEED silver certification under LEED Canada 2009 for New Construction.

22

23 6. Combined Services Building Similar to the Air Terminal Building, engineering of the new Combined Services Building for the Iqaluit Airport was to consider and respond to the extremes of the severe climate and the high cost of construction in Iqaluit. The new Combined Services Building is approximately 5,000 sq m and combines various airport support functions within a single structure. These functions include: Aircraft Rescue and Fire Fighting (ARFF) Airport Maintenance Airport Equipment Storage De-Icing/Anti-Icing Materials Storage Field Electrical Centre (FEC) Engineering of the CSB included selecting a location such that airport maintenance equipment and ARFF vehicles have direct and unencumbered access to the Airside. The location and design meets the Canadian Aviation Regulations (CAR) Part III, Section regarding emergency response times. The CSB is located such that direct landside access is also provided to the building allowing employees and visitors to enter the building without having to go Airside. The CSB facility provides sufficient storage to accommodate the current and projected fleet of maintenance equipment and provides sufficient space, and resources including shops, tools, parts and consumables to support the ongoing maintenance and repair of the support equipment. Engineering of the CSB provides sufficient dry storage to accommodate a full year s supply of airport deicing/anti-icing materials and sand. The CSB facility is fully furnished and equipped with tools, services and equipment necessary to meet the functional requirements of its intended users. Foundation and building systems are similar to those of the ATB using advanced engineering models to select equipment and materials that consider and minimize life cycle costs of the facility and not simply consider capital spending at the time of construction. Lighting, heating, ventilation, communications systems and building structural elements were engineered to consider the future.

24 7. Aviation Fuel Dispensing Station Stantec completed the engineering of a new dispensing station complete with appropriate filters, meters, lighting and new tankage. The selected location allows access from the Airside for dispensing operations while still directly adjacent to the Landside. The fuel dispensing is provided by a direct supply pipeline connection to the community bulk facility located some distance from the airfield. All components of the system are cold weather approved for the intended use. Engineering provided for Jet A-1 fuel filters within the dispensing station to allow for fuel to be filtered during recirculation operations, truck-unloading operations and all dispensing operations. All piping components downstream of the fuel filters are stainless steel. The truck refueling area is constructed from concrete to catch small spills that could occur during refueling. It is sized to receive two trucks at the same time. The engineering design of the fuel dispensing station includes appropriate site lighting, hazard warning lights and signage. All components of the fuel dispensing station meet all applicable standards. The fuel dispensing station meets or exceeds the Standard Detail Drawings and Specifications for Northern Fuel Storage and Distribution Facilities adopted by the GN for all facilities. The resupply piping connects to the existing aboveground pipeline and runs above ground to the dispensing facility. The existing distribution infrastructure (both above ground and buried) were properly removed and disposed of according to environmental regulations or rendered inert in-place or a combination of both.

25 Stantec Architecture Ltd 2nd Floor Street, PO Box 1777, Yellowknife NT X1A 2P4