Movement Areas Saskatoon Airport Authority

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					SAA Master Plan

                                                     Movement Areas
    7.1 GENERAL
    Movement areas are those parts of an aerodrome, other than an apron, that is intended to be
    used for the take-off and landing of aircraft and for the movement of aircraft associated with
    take-off and landing. In general terms, the existing airside facilities are adequate to serve
    existing volumes, and little or no additional development is anticipated in the immediate terms.
    Should a change in aircraft size and/or aircraft performance characteristics occur in the future,
    the Airport Authority will re-evaluate the airside facility needs.

    7.2 TAXIWAYS

      27                                15

                                                        B                                         09





    Figure7.1 Taxiways

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7.2.1 Existing Taxiways
The existing taxiway system is illustrated in figure 7.1. The current taxiway naming is also
indicated on this illustration.

Airside access to the runway and apron system is provided by four taxiways. All taxiways were
constructed in 1951, except for the portion of Taxiway A west of Runway 15/33, which was built
in 1959. Relevant physical data is shown in Table 7.1.:

                            Existing Taxiways Physical Data
       Physical Characteristic Taxiway A    Taxiway B    Taxiway C                         Taxiway F
       Width (metres/feet)       23/75        23/75         23/75                            23/75
       Surface type             Asphalt/    Concrete      Asphalt/                          Asphalt
                               concrete1                  concrete
       Pavement load rating     PLR 11       PLR 11        PLR 8                             PLR 11
       Last rehab. date           1989        1989          2007                              1989
       Scheduled rehab date² 2008 / 2015      2015           As                               2008
       Table 7.1 Taxiway Physical Data
       1. Taxiway A west of the 15/33 intersection is asphalt, and concrete east of the intersection
          Pavement rehabilitation schedules may vary according to ongoing condition evaluation. Taxiway A, west
          of the 15/33 intersection, and Taxiway F are presently scheduled for asphalt replacement in 2008.

All taxiways are in good condition, and are capable of accommodating the critical aircraft that
normally make use of them. The taxiway system provides adequate access and system
capacity for current demands.

7.2.2 Analysis
With its airport layout, Saskatoon John G. Diefenbaker International Airport generally has a
favorable existing capacity vs. demand relationship; as well this relationship is expected to
remain favourable in the short to medium term.

As expansion area is required for additional Terminal Complex expansion, a relocation of
Taxiway „B‟ westward towards Runway 15/33 has been recommended. This relocation will
provide substantial area for Terminal Apron and Air Terminal Building expansion to meet the 20-
30 year timeframes.

Over the longer term, taxiway and runway development can be undertaken to significantly
increase capacity (see Figure 7.4).

7.7.3 Master Plan Outlook
The present taxiway system at the airport has the capacity to meet the medium to long term
aircraft movement demand.
Additions or expansion to the taxiway system would be driven by the demand for additional
space within the terminal complex area to expand the ATB or provide additional aircraft parking
(bridge) stands.

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Figure 7.2

In the long term vision, as terminal complex expansion is undertaken during this time frame, it is
expected that additional Apron 1 space will be required initially to the west side of the Apron 1
and Terminal Complex Area. To accommodate this additional apron it would be proposed to
relocate Taxiway B 176 meters (centre line to centre line) parallel to Runway 15/33.
    Relocate Taxiway „B‟ - relocation of this taxiway will provide for addition terminal apron
      expansion allowing significant terminal and aircraft parking stand expansion of the terminal
      complex area. Refer to figure 7.2.
If necessary the relocation of Taxiway A could be undertaken to facilitate further apron and
terminal complex development. Refer to Figure 7.3

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Figure 7.3

Depending on the implementation of improved operational procedures, advances in technology,
and evolving demand and traffic mixes, some taxiway development may be required to provide
an incremental increase in capacity and to improve aircraft movement on the ground.

Also if either of the runways were to be extended (refer to Figure 7.4) then complimentary
extensions to Taxiways A and B would also be undertaken.

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7.3.1 Existing Runways
Figure 7.1 illustration depicts the Saskatoon John G. Diefenbaker International Airport‟s existing
Airfield System.

The Airport has two intersecting runways:
    Runway 09 / 27: 2,530 m (8,300 ft) long x
                          60 m (200 ft) wide,
                          Asphalt, Concrete at thresholds
                          PLR 11
                          Last Rehab: 1997
                          Next Rehab: 2008 to be narrowed to 150ft

      Runway 15 / 33: 1,890 m (6,200 ft) long x
                       45 m (150 ft) wide,
                       Asphalt, Concrete at thresholds
                       PLR 11
                       Last Rehab: 1993
                       Next Rehab: 2012

Runway 09/27 is the main runway and is equipped with a Cat 3 Instrument Landing System
(ILS) with High Intensity Approach Lights (HIAL) for approaches for Runway 09. Omni-
Directional Approach Lights (ODALS) are used for approaches on Runway 27.

Runway 15/33 is the secondary runway and is used by all aircraft types that operate at
Saskatoon John G Diefenbaker International Airport. ODALS are used for approaches on both
runways ends.

It should be noted that Airport Zoning regulations are already in place which allow for:

   1. 243.84 meter extension to the west end of runway 27 giving runway 09/27 a revised
      length of 2,773.68 meters (9100 ft).
   2. 701.04 meter extension to the north end of runway 33 giving runway 15/33 a revised
      length of 2,590.8 meters (8500 ft).
   3. a new parallel runway 914.4 meters (3000 ft) to the north of existing runway 09/27, east
      of runway 15/33.

The requirement for a third runway at Saskatoon Airport would be driven by a dramatic and
unexpected increase in general aviation activity, and should be reassessed in future Master
Plan updates.

7.3.2 Analysis Airside Capacity and Demand
       Airside capacity is determined by a number of variables, including runway and taxiway
       configuration, aircraft mix, weather, air traffic control procedures, etc. These variables
       are subject to change momentarily and over long periods of time, so the normally
       accepted rationale for airside expansion includes both capacity/demand relationships
       and level of service criteria based upon average delay times.

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      The last airside capacity study of the John G. Diefenbaker Airport was conducted in
      support of the 1997 Master Plan. Although the aircraft mix has changed somewhat (with
      the proportion of airline operations versus GA activity increasing) the runway capacity
      estimates are still considered valid for planning purposes. It should be noted that some
      ATC procedures have been added (simultaneous runway operations) and several other
      improvements are expected to be implemented over time (such as new navigational
      technology, reduced separation distances, and other operational improvements), all of
      which could have the effect of increasing capacity without the construction of new
      runways and taxiways.

      NAV Canada has additional procedures called Dependent Converging Instrument
      Approaches (DCIA) to help them more effectively and efficiently manage the arrival and
      departure of aircraft. This procedure uses Converging Runway Display Aid (CRDA)
      technology to help keep the appropriate minimum spacing between aircraft arriving on
      converging approaches ~ either on Runways 27 and 33, or on Runways 09 and 15. This
      technology, when installed, would assist Air Traffic Controllers to sequence arrivals and
      departures, subsequently increasing airfield and terminal airspace capacity. This
      initiative has improved throughput at other airports by approximately 30 per cent during
      peak periods. Peak Hour Capacity
      The current airfield configuration is estimated to adequately meet expected growth in
      demand / capacity, for aircraft movements, over the next 10-20 years. Beyond that
      timeframe a parallel runway, which will be discussed later in this Chapter, will supply
      additional capacity.

      In suitable wind conditions, Saskatoon International Airport uses Runways 27 and 33 in
      combination, for arriving and departing aircraft. Typically, aircraft will land on either
      Runway 27 or 33, and depart from one of these runways as well. When it is desired to
      favour departures, during the morning rush for instance, arrivals can be restricted to
      Runway 33 only, while both Runways 27 and 33 are used for departures.

      Based on single runway operations, the calculated practical hourly capacity of the
      runway system in movements per hour is shown in Table 7.2.

                          Runway                Capacity in       Capacity in
                                             VFR conditions     IFR conditions
                             09                    91                30
                             27                    91                31
                             15                    99                29
                             33                    89                30
                  Table 7.2: Hourly Capacity of Runway System

      Existing air carrier peak hour volumes are in the order of eight directional movements
      (morning outbound), and ten combined inbound and outbound movements per hour.
      Peak hour local and general aviation movements contribute to overall peaks, but
      average delay times are considered to be well within the accepted four minute level of
      service “C” standards.

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 Annual Capacity
          Another common measurement of airside capacity (although less useful for planning
          purposes) is annual aircraft movements. The airport‟s practical annual capacity is an
          estimated 235,000 movements, which is well in excess of historic volumes in the 80-
          100,000 range. Forecasts indicate that annual capacity will not be challenged within the
          next 10-15 years, and the runway, taxiway and navigational improvements outlined
          previously and also below would provide an annual capacity in the order of 370,000

7.3.3 Master Plan Outlook
Future peak hour volumes are not expected to challenge airside capacity within the next 20
years, but the SAA has made considerations to extend runways in the long term and has the
capacity to add a third runway.

In addition Saskatoon Airport could expect to see have GPS approaches and landing systems
installed at some future date that would also assist to increase airfield capacity.

The Saskatoon Airport Authority will work with NAV Canada to ensure that navigation, approach
and landing technologies meet both industry and airport capacity requirements for the future
growth of this airport.


    8. Apron VII _ Hanger
      9. Taxiway


Figure 7.4 Future Airport Movement Area Development

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SAA Master Plan                                                   Chapter 7: Movement Areas

Saskatoon Airport presently has four (4) existing aprons that are located within the Aviation
Airside Reserve and which serve the main General Aviation Area of this airport. These aprons
are listed as:
                   Apron II
                   Apron III
                   Apron IV
                   Apron V
7.4.1 Apron II - V Existing
          The location of this Aprons II – V is shown on Figure 7.5. The relevant physical data is
          shown in Table 7.3.

                  Apron II

                                        Apron IV
                                                                         Apron III

                                                   Apron V

Figure 7.5 Existing Commercial Aprons

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                                   Existing Aprons Physical Data

   Physical Characteristic           Apron II     Apron III      Apron IV         Apron V
   Dimensions (Meters)              61 x 186      45 x 304        61 241         53 x 317
   Surface type                     Concrete      Concrete       Concrete        Concrete
   Pavement load rating               PLR 8         PLR 8         PLR 8            PLR 8
   Last rehab. date                   1989          1989       2006 (partial)      1989
   Scheduled rehab date²           As Required   As Required   As Required      As Required

  Table 7.3 Aprons Physical Data Analysis
      Aprons II to V are all concrete pavements with a load rating of 8. The available land
      adjacent to all of these aprons is filled to capacity and there is no room to expand these
      particular pavements. Outlook
      No expansion or further development of these pavements is available and/or required
      within the planning period.

      Rehabilitation throughout the planning period will be on an as required basis

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