Iqaluit is the business and government centre for the Baffin region and the capital of Nunavut. The Iqaluit International Airport serves as the only catchment for 11 Qikiqtaaluk region communities, and is the only conduit between these communities and the rest of Canada. The Iqaluit International Airport Improvement project is being undertaken as a P3 project and includes: a new airport building, expanded aprons for aircraft to park, new lighting systems, an upgraded runway, and a new combined services building that will house the fire-fighting vehicles, support equipment and heavy equipment.
The current non-standard runway approach lighting system is nearly 30 years old and has reached the end of its expected lifespan. The existing approach lighting system is difficult to maintain for much of the year due to access restrictions and does not comply with the existing standards for approach lighting systems. Its length was shortened due to its proximity to Koojesse Inlet and extends only 273.5 m instead of the prescribed 720 m. Therefore, to comply with the current standards, the approach lighting system must be extended by 450 m to the south-east into Koojesse Inlet. This extension incorporates the same number of steady burning lights as the system it is replacing. The vertical alignment, intensity and beam focus of the new steady burning lights are unchanged from the existing system although the system is elongated by 450 m. The only other change from the existing system is that the two (2) simultaneously flashing strobes at the threshold end are replaced with five (5) sequenced strobes at the outer end.
Since approximately 80% of aircraft movements at the Iqaluit International Airport rely on instrument approaches, simply removing the existing approach lighting system would have a negative impact on aviation safety. Additionally, there are limited alternate airports to which to divert due to weather. Four (4) approach lighting configuration options were considered and presented to Transport Canada in 2012:
 Option 1 – Compliant approach lighting configuration (extending into Frobisher Bay) with no changes to runway;
 Option 2 – Compliant approach lighting configuration and displacement of the runway (by 447.3 m);
 Option 3 – Non-compliant lighting configuration and modification of airport usability (420 m in length);
 Option 4 – Non-compliant lighting configuration and modification of airport usability (540 m in length).
Option 2 was rejected since it would have significant operational impacts. While options 3 and 4 were not dismissed by Transport Canada, changes would need to be made to the level of service. This would likely be unacceptable to stakeholders and would reduce airport usability. Therefore, option 1 was found to be the preferred alternative as it meets the regulatory requirements and does not impact the current airport operations.
To extend the lighting structure into Koojesse Inlet, a breakwater (consisting of rubble) must be built. The rubble will be provided by the local quarry and trucks will haul the material to the site. In total, 12 lighting bars are needed to comply with standards (3 on-land and 9 on the new breakwater). The existing lighting bars will be replaced by new ones. To access the construction site, the existing sewage lagoon road will be extended.
The project will be realized over a two (2) year period with effective work being conducted from July to November. The construction activities will employ about 20 individuals for its duration.