Northern Re-supply
       Remote   communities   in   Canada   depend   on   annual   sealift,   winter   roads   and   small   airplanes for    transportation    services.    These    annual    services    are    least    expensive    and    necessary    to transport   heavy,   indivisible,   or   bulky   goods.   These   services   are   inconvenient   however,   even   for storable   cargo,   because   annual   re-supply   imposes   significant   inventory   financing   costs   on buyers.   Goods   have   to   purchased   and   assembled   in   advance   of   transport,   then   inventoried   for the   balance   of   the   year.   Airplanes   provide   year   round   service   for   perishable   and   higher   value goods   that   they   can   accommodate   (typically   less   than   7   tons   payload),   but   they   are   expensive. Perishable food product prices can be easily double the cost of the same goods in the south.
       Construction   of   airstrips   during   the   early   1970s   improved   the   communications   and   services available   to   the   remote   communities   in   Manitoba.   While   some   airports   need   upgrading,   and few   more   need   to   be   constructed,   the   long-term   problem   for   aviation   is   the   absence   of replacement   aircraft.   Air   service   to   the   remote   communities   depends   on   aircraft   that   are reaching   the   end   of   their   practical   operating   lives.   Some   airplanes   have   been   identified   that could   be   used,   but   they   require   longer   runways   and   significantly   higher   freight   rates   to   be economically viable in the North.
       Significant   distances   are   travelled   to   reach   these   broadly   dispersed   small   population   centres. Approximately 33,800 people live in 39 remote communities in Manitoba.
       The   Manitoba   government   spends   about   $5.5   million   annually   to   build,   maintain   and   operate over   2,000   kilometres   of   winter   roads.   The   cost   to   build   a   winter   road   ranges   from   $2,000   to $3,000   per   kilometre.   Winter   roads   open   in   January   and   close   during   March   each   year.   Most winter   roads   are   a   combination   of   ice   roads   built   over   frozen   lakes   with   based   portions   built over   muskeg   or   solid   ground.   The   cost   of   converting   a   winter   road   in   to   all-weather   gravel   roads is   about   $   0.5   million   per   kilometre.   For   Manitoba,   the   cost   of   converting   the   winter   road network would be about $1 billion in total.
    Few   kilometres   of   all-weather   roads   are   likely   to   be   built   in   the   North   because   the   burden   of sustaining   the   existing   road   infrastructure   exceeds   the   financial   ability   of   the   Province   of Manitoba.    The    Manitoba    Government's    2020    Transportation    Vision    consultation    process identified the following significant issues facing the existing road network:
Rapidly deteriorating aging highways
Over 1/3 of the paved surfaces are rated poor
Almost 1/4 of the bridges are at or beyond their normal service life of 50 years and need immediate repair
Over 2/3 of the gravel surfaces are below standard
Increased highway traffic and higher truck weighs are impacting the road surfaces
There are increasing restrictions on year-round RTAC/A1 routes
       The   2020   Vision   report   estimates   that   30   percent   of   the   existing   roads   (4,600   km)   need pavement   rehabilitation,   or   reconstruction,   at   an   estimated   cost   of   $1.2   billion.   A   further   40 percent   (5,100   km)   need   to   improvements   within   the   next   10   years   at   a   cost   of   $1.1   billion. Given   the   backlog   of   deferred   maintenance   and   reconstruction   facing   the   existing   highway network   in   Manitoba,   residents   in   the   North   can   expect   only   marginal   improvements   in   the   all- weather roads to their communities.
       One   of   the   most   basic   commodities   required   to   support   life   in   remote   communities   is   fuel. Diesel   fuel   for   power   generation   is   loaded   at   fuel   depots   located   in   Winnipeg.   An   entire   years supply   is   shipped   in   bulk   tanker   trucks   during   the   short   winter   road   season.   If   a   community runs   out,   emergency   supplies   are   airlifted   in   at   great   expense.   Lack   of   fuel   for   heating   is   not   an option   for   life   in   the   harsh   climates   of   the   north.   Bulk   tanker   trucks   also   transport   Jet   A   fuel   for aircraft   and   gasoline   to   supply   cars,   trucks   and   snowmobiles.   All   fuels   are   stored   in   tank   farms located   in   the   communities.   For   the   most   part,   northern   stores   or   independent   fuel   dealers operate the bulk storage sites.
       Onsite   inventories   impose   significant   inventory   carrying   costs.   For   example,   the   Northwest Company   delivers   approximately   3.5   million   litres   of   diesel   to   the   11   communities   where   it supplies   fuel   and   maintains   storage.   If   the   inventory   levels   were   reduced   to   a   months   supply, the   maximum   amount   of   fuel   that   would   have   to   be   stored   would   be   approximately   300,000 litres.   The   resulting   reduction   in   carrying   costs,   assuming   a   fuel   cost   of   $0.70/litre   and   an interest   rate   of   3.5   percent   would   be   $80,000   annually.   Another   benefit   of   year   round   supply   is the   opportunity   to   manage   fuel   prices   better   by   being   able   to   purchase   throughout   the   year rather   than   during   a   short   window.   Finally,   the   risks   of   environmental   damage   due   to   a   major tank leak would be lessened.
         Winter   roads   are   the   lifelines   for   these   isolated   settlements   providing   them   with   access   to storable   goods,   such   as   fuel,   canned   foods   and   durables.   Winter   roads   also   create   employment for   road   construction   and   maintenance,   and   facilitate   intercommunity   travel.   Transportation over   winter   roads   is   costly   on   a   ton-kilometre   basis   because   of   the   low   vehicle   utilization   and limited   two-way   hauling.   Additionally,   severe   weather   affects   reliability   and   adds   an   element   of risk   in   terms   of   both   safety   and   operational   efficiency.   In   many   years,   some   trucks   layover   until its safe to go back out on the road the following winter.
Climate Change
          The   supply   of   transportation   services   to   the   north   has   not   changed   greatly   in   the   past   three decades.   Some   refinements   in   the   winter   roads   have   occurred   where   sections   have   been   re- routed   to   land   and   away   from   lake   crossings.   In   addition,   pre-fabricated   wooden   bridges   have been   installed   over   river   crossings   to   cut   the   distances   and   improve   the   reliability   of   some winter   road   routes.   On   the   other   hand,   the   evidence   of   climate   change   is   creating   new concerns about the sustainability of existing transportation means.
         The   milder   winters   experienced   in   Manitoba   are   cutting   the   number   of   days   that   winter roads   can   operate   in   the   province.   Whereas   50   to   60   days   of   operation   was   the   norm   east   of Lake   Winnipeg   prior   to   the   mid-1990s,   less   than   30   days   utilization   is   observed   in   half   the years   since   1997.   Thus   far,   the   problem   is   less   pronounced   further   north,   but   the   impact   of climate   change   is   expected   to   be   greater   there   because   the   magnitude   of   global   warming   is accentuated   in   the   higher   latitudes.   Warmer   temperatures   could   make   the   sealift   operations safer   and   extend   their   season,   but   this   is   of   limited   value   in   Manitoba   that   depends   mainly   on winter roads.
       The   impact   a   warming   trend   in   temperatures   is   estimated   to   have   very   deleterious   effects   on the   operating   season   of   winter   roads.   Detailed   statistical   studies   of   climate   change   in   the Berrens   River   region   have   projected   that   warmer   temperatures   will   reduce   the   winter   road season by 5 to 14 days over the next 75 years.
Estimates of Winter Road Operations, 2020- 2080
    The   warming   climate   trend   has   caused   government   planners   to   reconsider   the   viability   of winter   roads.   Their   response   is   to   begin   realigning   winter   roads   over   land   to   reduce   their dependence   on   ice   crossing   that   are   no   longer   reliable   or   safe.   The   costs   per   capita   of   upgrading and   maintaining   these   road   systems   is   high   because   of   the   difficult   terrain,   including   muskeg and   multiple   stream   and   river   crossings,   and   the   length   of   road   that   must   be   built   to   service   a community of only a few thousand people.
Quality of Life
    Like   all   technological   and   economic   changes,   better   transportation   has   mixed   social   effects. The   loss   of   wilderness   setting   and   traditional   lifestyles   could   be   the   outcome   of   constructing   all weather   roads.   Some   First   Nations   worry   that   opening   access   to   hunters   from   the   south   and cottage   developments   could   affect   negatively   on   traditional   trapping   areas.   At   the   same   time, all-weather   roads   would   reduce   the   social   isolation.   Inter-community   travel   is   expensive   by   air charter,   or   limited   to   the   period   of   winter   roads.   The   cost   of   air   travel   limits   inter-community contact and visiting children who are away at school in the south.
         Hybrid    air    vehicles    could    have    less    detrimental    impacts    than    all    weather    roads.    The communities   could   continue   to   enjoy   a   geographical   buffer   from   the   outside,   and   preserve   the virgin   forest   intact.   At   the   same   time,   hybrid   air   vehicle   will   be   combination   vehicles   that   carry passengers   as   well   as   cargo.   It   seems   likely   that   hybrid   air   vehicle   would   follow   routes   that connect   communities   rather   than   doing   point-to-point   deliveries   from   some   larger   base   to individual locations .
      Patients   requiring   complex   medical   services   in   Manitoba   are   transported   to   hospitals   in Winnipeg   or   Thompson.   The   availability   and   comfort   of   this   transport   depends   on   the   severity   of the   problem,   but   air   ambulances   are   too   expensive   for   more   than   emergency   cases.   Hybrid   air vehicle   could   provide   a   much   better   system   of   transport   for   medical   treatment.   The   space available   in   a   hybrid   air   vehicle   could   accommodate   cots,   and   it   is   conceivable   that   a   hybrid   air vehicle could be outfitted with a dental unit that could provide care during each circuit.
Skyfreighter Canada Ltd
Northern Re-supply
       Remote   communities   in   Canada   depend   on   annual   sealift, winter   roads   and   small   airplanes   for   transportation   services. These   annual   services   are   least   expensive   and   necessary   to transport   heavy,   indivisible,   or   bulky   goods.   These   services are   inconvenient   however,   even   for   storable   cargo,   because annual    re-supply    imposes    significant    inventory    financing costs   on   buyers.   Goods   have   to   purchased   and   assembled   in advance   of   transport,   then   inventoried   for   the   balance   of   the year.   Airplanes   provide   year   round   service   for   perishable   and higher   value   goods   that   they   can   accommodate   (typically less    than    7    tons    payload),    but    they    are    expensive. Perishable   food   product   prices   can   be   easily   double   the   cost of the same goods in the south.
       Construction   of   airstrips   during   the   early   1970s   improved the   communications   and   services   available   to   the   remote communities     in     Manitoba.     While     some     airports     need upgrading,   and   few   more   need   to   be   constructed,   the   long- term   problem   for   aviation   is   the   absence   of   replacement aircraft.   Air   service   to   the   remote   communities   depends   on aircraft   that   are   reaching   the   end   of   their   practical   operating lives.   Some   airplanes   have   been   identified   that   could   be used,    but    they    require    longer    runways    and    significantly higher freight rates to be economically viable in the North.
       Significant   distances   are   travelled   to   reach   these   broadly dispersed   small   population   centres.   Approximately   33,800 people live in 39 remote communities in Manitoba.
         The    Manitoba    government    spends    about    $5.5    million annually     to     build,     maintain     and     operate     over     2,000 kilometres   of   winter   roads.   The   cost   to   build   a   winter   road ranges   from   $2,000   to   $3,000   per   kilometre.   Winter   roads open   in   January   and   close   during   March   each   year.   Most winter   roads   are   a   combination   of   ice   roads   built   over   frozen lakes   with   based   portions   built   over   muskeg   or   solid   ground. The   cost   of   converting   a   winter   road   in   to   all-weather   gravel roads   is   about   $   0.5   million   per   kilometre.   For   Manitoba,   the cost   of   converting   the   winter   road   network   would   be   about $1 billion in total.
    Few   kilometres   of   all-weather   roads   are   likely   to   be   built   in the   North   because   the   burden   of   sustaining   the   existing   road infrastructure   exceeds   the   financial   ability   of   the   Province   of Manitoba.   The   Manitoba   Government's   2020   Transportation Vision      consultation      process      identified      the      following significant issues facing the existing road network:
Rapidly deteriorating aging highways
Over 1/3 of the paved surfaces are rated poor
Almost 1/4 of the bridges are at or beyond their normal service life of 50 years and need immediate repair
Over 2/3 of the gravel surfaces are below standard
Increased highway traffic and higher truck weighs are impacting the road surfaces
There are increasing restrictions on year-round RTAC/A1 routes
       The   2020   Vision   report   estimates   that   30   percent   of   the existing   roads   (4,600   km)   need   pavement   rehabilitation,   or reconstruction,   at   an   estimated   cost   of   $1.2   billion.   A   further 40   percent   (5,100   km)   need   to   improvements   within   the next   10   years   at   a   cost   of   $1.1   billion.   Given   the   backlog   of deferred   maintenance   and   reconstruction   facing   the   existing highway   network   in   Manitoba,   residents   in   the   North   can expect   only   marginal   improvements   in   the   all-weather   roads to their communities.
       One   of   the   most   basic   commodities   required   to   support   life in    remote    communities    is    fuel.    Diesel    fuel    for    power generation   is   loaded   at   fuel   depots   located   in   Winnipeg.   An entire   years   supply   is   shipped   in   bulk   tanker   trucks   during the   short   winter   road   season.   If   a   community   runs   out, emergency   supplies   are   airlifted   in   at   great   expense.   Lack   of fuel   for   heating   is   not   an   option   for   life   in   the   harsh   climates of   the   north.   Bulk   tanker   trucks   also   transport   Jet   A   fuel   for aircraft     and     gasoline     to     supply     cars,     trucks     and snowmobiles.   All   fuels   are   stored   in   tank   farms   located   in the    communities.    For    the    most    part,    northern    stores    or independent fuel dealers operate the bulk storage sites.
       Onsite   inventories   impose   significant   inventory   carrying costs.    For    example,    the    Northwest    Company    delivers approximately    3.5    million    litres    of    diesel    to    the    11 communities   where   it   supplies   fuel   and   maintains   storage.   If the   inventory   levels   were   reduced   to   a   months   supply,   the maximum   amount   of   fuel   that   would   have   to   be   stored would    be    approximately    300,000    litres.    The    resulting reduction    in    carrying    costs,    assuming    a    fuel    cost    of $0.70/litre   and   an   interest   rate   of   3.5   percent   would   be $80,000   annually.   Another   benefit   of   year   round   supply   is the   opportunity   to   manage   fuel   prices   better   by   being   able to   purchase   throughout   the   year   rather   than   during   a   short window.   Finally,   the   risks   of   environmental   damage   due   to   a major tank leak would be lessened.
            Winter    roads    are    the    lifelines    for    these    isolated settlements   providing   them   with   access   to   storable   goods, such   as   fuel,   canned   foods   and   durables.   Winter   roads   also create   employment   for   road   construction   and   maintenance, and    facilitate    intercommunity    travel.    Transportation    over winter   roads   is   costly   on   a   ton-kilometre   basis   because   of the    low    vehicle    utilization    and    limited    two-way    hauling. Additionally,   severe   weather   affects   reliability   and   adds   an element    of    risk    in    terms    of    both    safety    and    operational efficiency.   In   many   years,   some   trucks   layover   until   its   safe to go back out on the road the following winter.
Climate Change
          The   supply   of   transportation   services   to   the   north   has   not changed   greatly   in   the   past   three   decades.   Some   refinements in   the   winter   roads   have   occurred   where   sections   have   been re-routed   to   land   and   away   from   lake   crossings.   In   addition, pre-fabricated   wooden   bridges   have   been   installed   over   river crossings   to   cut   the   distances   and   improve   the   reliability   of some   winter   road   routes.   On   the   other   hand,   the   evidence   of climate     change     is     creating     new     concerns     about     the sustainability of existing transportation means.
         The   milder   winters   experienced   in   Manitoba   are   cutting   the number   of   days   that   winter   roads   can   operate   in   the   province. Whereas   50   to   60   days   of   operation   was   the   norm   east   of Lake   Winnipeg   prior   to   the   mid-1990s,   less   than   30   days utilization   is   observed   in   half   the   years   since   1997.   Thus   far, the   problem   is   less   pronounced   further   north,   but   the   impact of   climate   change   is   expected   to   be   greater   there   because   the magnitude   of   global   warming   is   accentuated   in   the   higher latitudes.    Warmer    temperatures    could    make    the    sealift operations   safer   and   extend   their   season,   but   this   is   of   limited value in Manitoba that depends mainly on winter roads.
       The   impact   a   warming   trend   in   temperatures   is   estimated to   have   very   deleterious   effects   on   the   operating   season   of winter   roads.   Detailed   statistical   studies   of   climate   change   in the    Berrens    River    region    have    projected    that    warmer temperatures   will   reduce   the   winter   road   season   by   5   to   14 days over the next 75 years.
Estimates of Winter Road Operations, 2020- 2080
     The    warming    climate    trend    has    caused    government planners   to   reconsider   the   viability   of   winter   roads.   Their response   is   to   begin   realigning   winter   roads   over   land   to reduce   their   dependence   on   ice   crossing   that   are   no   longer reliable    or    safe.    The    costs    per    capita    of    upgrading    and maintaining    these    road    systems    is    high    because    of    the difficult   terrain,   including   muskeg   and   multiple   stream   and river   crossings,   and   the   length   of   road   that   must   be   built   to service a community of only a few thousand people.
Quality of Life
     Like    all    technological    and    economic    changes,    better transportation   has   mixed   social   effects.   The   loss   of   wilderness setting    and    traditional    lifestyles    could    be    the    outcome    of constructing   all   weather   roads.   Some   First   Nations   worry   that opening    access    to    hunters    from    the    south    and    cottage developments   could   affect   negatively   on   traditional   trapping areas.   At   the   same   time,   all-weather   roads   would   reduce   the social   isolation.   Inter-community   travel   is   expensive   by   air charter,   or   limited   to   the   period   of   winter   roads.   The   cost   of air   travel   limits   inter-community   contact   and   visiting   children who are away at school in the south.
       Hybrid   air   vehicles   could   have   less   detrimental   impacts than   all   weather   roads.   The   communities   could   continue   to enjoy   a   geographical   buffer   from   the   outside,   and   preserve the   virgin   forest   intact.   At   the   same   time,   hybrid   air   vehicle will   be   combination   vehicles   that   carry   passengers   as   well   as cargo.   It   seems   likely   that   hybrid   air   vehicle   would   follow routes   that   connect   communities   rather   than   doing   point-to- point   deliveries   from   some   larger   base   to   individual   locations .
      Patients   requiring   complex   medical   services   in   Manitoba   are transported    to    hospitals    in    Winnipeg    or    Thompson.    The availability    and    comfort    of    this    transport    depends    on    the severity    of    the    problem,    but    air    ambulances    are    too expensive   for   more   than   emergency   cases.   Hybrid   air   vehicle could   provide   a   much   better   system   of   transport   for   medical treatment.   The   space   available   in   a   hybrid   air   vehicle   could accommodate   cots,   and   it   is   conceivable   that   a   hybrid   air vehicle    could    be    outfitted    with    a    dental    unit    that    could provide care during each circuit.
Skyfreighter Canada Ltd