Working Paper 4
FACILITY REQUIREMENTS AND PRELIMINARY
ALTERNATIVES IDENTIFICATION
WP 4.1
INTRODUCTION
The purpose of this paper is twofold. The first is to present a summary of the assessment of existing
facilities at Juneau International Airport (JNU) and determine their ability to accommodate the
increased demand levels from the Aviation Demand Forecasts. The requirements for new or
expanded facilities consider the following:
1) Capacity shortfalls
2) Enhanced security requirements
3) Updated FAA Design Standards
4) Actions necessary to achieve the CBJ’s strategic vision
Alternative strategies to meet the airport’s needs were then developed to address any shortfalls. This
will serve as the basis for the development of the Airport Layout Plan (ALP).
The following are the areas where facility improvements have been analyzed for the ALP.
Airfield – including the runway and taxiway system, the float pond, navigation aids,
instrumentation, security, and air traffic control.
Terminal Area – including the passenger terminal, commercial aircraft parking apron (both terminal
gate positions and remain overnight (RON) positions), and surface access and parking.
Air Cargo – including facilities for both belly-cargo and all-cargo airlines. These include buildings
required for cargo age and processing as well as aircraft parking.
General Aviation – including aircraft storage (hangars and tie-downs), Fixed Base Operations
(FBO), floatplane parking, helicopter facilities, auto parking and access.
Other – including Aircraft Rescue and Fire Fighting (ARFF), Airport Maintenance facilities and
storage areas, SRE storage, fuel storage and distribution, and support services.
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WP 4.2
SUMMARY OF FORECAST
Since many of the facility requirements are triggered by growth in aviation demand, forecasts were
prepared for JNU for the next twenty years (through 2035). The following is a summary of the
forecasting results.

Examining historical records showed that the number of enplaned passengers at JNU
fluctuated over the past ten years at about the same rate as did national passenger levels.
One interpretation of this relationship is that much of the passenger activity at JNU is tied
to tourism and therefore highly influenced by national economic conditions. This is
certainly true with the on-demand passengers. The Part 121 and 135 passengers peak
during the summer months, indicating that a direct tie to the tourist market exists.
In the future enplaned passengers are expected to continue to increase at about the same
rate as passenger nationally as forecast by the Federal Aviation Administration (FAA).
The forecast used in this master plan tempered the national growth trends with growth
projections for the regional population to reflect that portion of the market that includes
connections to other destinations within Southeast Alaska.

Operationally it is anticipated that the Part 121 carrier traffic will continue to be offered
using narrow body jet aircraft having 130 – 140 seats represented by the Boeing 737-900.
Flights will continue to include non-stop service to Seattle and Anchorage as well as
flights that make multiple stops into and out of Juneau. Overall levels of growth in this
category will be driven by the growth in enplaned passengers, the seating capacity of the
airline fleet and the passenger load factors.

Air taxi and commuter flights include the Part 135 carriers, the on-demand carriers, air
cargo flights and other for hire air taxi activity. This category comprises the majority of
operations at JNU. It is expected that future growth rates will be tied to both passenger
growth in the commuter market, growth in the regional population and forecast increases
in the amount of freight and mail.

General aviation activity makes up a small portion of the total operations. The growth in
this category is expected to be moderate over the 20-year forecast period and driven
primarily by local population growth and economic conditions.

Military activity at JNU has always been minimal and the future is not expected to see
any growth in this category.
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Table 1 shows a summary of the forecasts prepared for JNU that will be used in the remainder of
this master plan.
Table 1: Summary of Forecasts
Base
Year
2020
2025
2030
2035
Enplaned
Passengers
- Air Carrier
262,252
287,289
304,616
323,231
343,272
- Commuter
31,262
33,123
34,212
35,467
36,814
- On Demand
64,965
75,162
83,764
93,374
104,043
Total Passengers
358,479
395,583
422,592
452,072
484,129
8,319
8,432
8,544
8,657
8,769
70,540
80,943
90,595
100,725
112,160
16,287
16,954
17,625
18,352
19,118
440
775
775
775
775
Total Operations
95,586
107,104
117,538
128,508
140,822
Based Aircraft
332
346
364
383
403
Category
Operations
Air Carrier
Air Taxi &
Commuter
General Aviation
Military
Note: The base year for the forecasts is 2012, the most recent year where comprehensive records
where available for all activity categories.
WP 4.3
AIRFIELD REQUIREMENTS
WP 4.3.1
Runway 8/26
WP 4.3.1.1
Runway Design Criteria
Runway 8/26 is classified D-III based on current and future use by the Boeing 737-900 aircraft.
With the newly reconstructed runway, most FAA D-III Design Criteria are met. Some exceptions
include blast pads on the runway ends and the separation distance between the Runway 8/26
centerline and the centerline of Runway 8W/26W. These exceptions have been reviewed with FAA
in the past and it was determined that no changes need to be made to assure continued safe
operations. The lack of distance between the runway centerlines requires that they be operated as a
unit rather than allowing for independent operations.
It is noted that Runway 8/26 is to be renumbered 9/27 with the next runway marking project to
reflect the changes in the magnetic bearing.
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WP 4.3.1.2
Runway Length
At 8,857 feet the runway length can accommodate all flights and all aircraft projected to use the
airport in the forecasts of aviation demand. In fact the runway length is sufficient to accommodate
most aircraft flying today with reasonable weight and stage length assumptions. For instance, the
Boeing 747-8, while not expected to make regular use of the airport, could land and take-off on the
existing runway length. Figure 1 shows the runway take-off length required for a range of aircraft
and illustrates how they relate to the existing length.
Figure 1 – Runway Length Requirements – Various Aircraft
WP 4.3.1.3
Wind Coverage
FAA criteria state that a runway system should provide 95 percent wind coverage with a crosswind
of 15 mph under all weather conditions. For this master plan up-to-date wind information was
obtained from the National Climactic Center and wind roses were prepared for all-weather, visual
flight rules (VFR) and instrument flight rules (IFR) conditions. Analyses of the wind poses show
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that coverage exceeds 92% under all-weather conditions and is near 100% for IFR conditions.
Given the airport's location, 92% is considered sufficient and no consideration will be given to
providing additional coverage.
WP 4.3.1.4
Capacity
Using FAA guidance material as contained in Advisory Circular 150/5060-5 the capacity of a single
runway is calculated to be approximately 220,000 annual operations, 98 hourly operations under
VFR conditions and 59 hourly operations under IFR conditions.
Based on the forecasts annual operations will be 141,582 by 2035, VFR demand will be
approximately 109 per hour during peak periods and IFR demand will be 16 during the peak hour.
These numbers show that some examination of the peak hour operations under VFR conditions is
needed as they will equal 111% of capacity by 2035. However, when these peaks are experienced, it
is during the good weather months during June, July and August and the demand includes
floatplanes and helicopters that do not use the paved runway.
Table 2 shows the relationship between the capacity as calculated by FAA and the forecast levels of
aviation demand produced for this master plan.
Table 2 – Capacity Demand Comparison
Annual Service Volume (ASV)
Annual Demand
Percent Capacity
VFR Conditions
Peak Hour Capacity
Peak Hour Demand
Percent Capacity
IFR Conditions
Peak Hour Capacity
Peak Hour Demand
Percent Capacity
Annual Capacity
2014
2020
2025
2030
2035
230,000 230,000 230,000 230,000 230,000
95,586 107,104 117,538 128,508 140,822
41.6%
46.6%
51.1%
55.9%
61.2%
Hourly Capacity
98
73
74.5%
98
81
82.7%
98
91
92.9%
98
99
101.0%
98
109
111.2%
59
11
18.6%
59
12
20.3%
59
13
22.0%
59
15
25.4%
59
16
27.1%
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WP 4.3.2
Runway 8W/26W (9W/27W)
WP 4.3.2.1
Design Criteria
The design criteria for the water runway 8W/26W are A-II. Given the current dimensions of the
floatpond, all design criteria except for the distance from centerline to the centerline for RW 8-26 are
met. Since the elevation of the floatpond is lower than the paved runway this does not create an
issue. As noted, the runways do not have independent approach procedures.
WP 4.3.3
Taxiways
WP 4.3.3.1
Design Criteria
The design criteria for the taxiway system are TDG -5. All taxiways currently meet these criteria.
WP 4.3.3.2
Safety
The existing taxiway layout presents several situations that have the potential to cause an increase in
the number of runway incursions. These include wide expanses of pavement, mid-runway access
points, and taxiways that provide direct apron-to-runway access. Taxiway layout decisions will need
to be made to increase situational awareness on the taxiways and minimize the potential for safety
issues. Figure 2 shows the three areas on the taxiways that have been identified as issues and that
will need to be addressed in this plan.
To correct or eliminate this potential, changes to the taxiway geometry need to be considered. These
include the following.
1.
2.
3.
4.
Do-nothing
Reposition exit taxiways
Close/realign a portion of Taxiway D
Close/realign a portion of Taxiway C. At the same time reconfigure the pavement to 75
feet wide.
Alternative Analyses
In deciding which action will be most beneficial to the airport some criteria for alternative
assessment will be required. For the next step in the analyses of the alternatives we will be using the
following comparative criteria..
1. Eliminate “four-node” intersections
2. Increase situational awareness for pilots
3. Eliminate wide expanses of pavement
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4. Avoid mid runway “high energy” intersections
5. Eliminate direct access from apron to the runway
6. Assure that exits are properly spaced to allow for efficient movement of aircraft from the
runway.
7. All improvements must meet TDG5 standards.
8. Sustainability factors
9. Cost estimates
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Figure 2– Taxiway Layout Issues
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WP 4.3.4
Helicopter Takeoff and Landing Areas
The Juneau International Airport has a very high number of helicopter operations each year for all
purposes. Most of the activity is conducted during the summer months and involves tourist activity
and supply runs to the mines and other remote facilities.
Given the high level of helicopter activity it has been suggested numerous times in the past that a
more centralized helicopter landing area (or areas) be established or that the helicopter operations be
moved off airport to another facility. It has been suggested that having three separate helicopter
landing produces noise impacts over a large area.
Previous studies have been conducted to assess the feasibility of constructing a new helicopter
facility in the Juneau area and moving all operations to the new facility. This master plan will not
revisit that issue; rather it will concentrate on how to best serve the helicopter needs at the airport.
Alternatives to be examined are shown on Exhibit 3 and include.
1. Do-nothing
1. Locate a consolidated facility close to users
2. Centralize a location in new GA area
Alternative Analyses
To determine the best future action for helicopter landing and take-off areas, the following criteria
are suggested.
1. Safety
2. Airspace compatibility
3. Limited need for hover-taxi activity on the airport
4. Availability and access for use by all helicopter operators
5. Located near transient helicopter parking positions
6. Noise impacts
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Exhibit 3 – Helicopter Landing Area Alternatives
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WP 4.3.5
Snow Removal Equipment Facility (SREF)
It has been determined that a new Snow Removal Equipment Facility (SREF be constructed to
provide protection for the valuable equipment required to maintain airport operations during winter
months. A location for this SREF facility was identified in the airport’s northeast quadrant and some
site preparation work was completed. However, the SREF location is being reassessed.
Although utilities and a geothermal system were extended to the site it was determined that the
selected site was not optimal and the SREF would be better located in the northwest area. This
would allow the more valuable land in the north east to be leased and have a positive financial
impact on the airport.
WP 4.3.6
Airport Maintenance - Storage
A new airport maintenance and storage building is also needed at JNU. The current building has
serious roof issues and a replacement to the facility is being considered. The plan is for the
maintenance function to be consolidated with the SREF with the new building serving both uses.
WP 4.3.7
Aircraft Rescue and Firefighting (ARFF) Facility
The ARFF Building is located in the northwestern portion of the airport. The current facility is
divided between airport related ARFF facilities and a community fire station. There are several
issues associated with this facility including;
1. The current equipment bays are not adequately sized for the equipment required for
airport related fire protection.
2. Additional storage space is needed in the building to accommodate the additional
equipment required to meet updated FAA criteria to accommodate the larger aircraft
being introduces into service at JNU.
3. The building’s orientation requires the ARFF equipment to respond using a road that is
perpendicular to the runway system, thereby adding time and complexity to the
responses.
4. The roadway system shared by public vehicles transporting passengers to the Coastal
Helicopter facility. This creates the potential for traffic interference during a response
There is an active project to correct these deficiencies with an ARFF reconstruction project.
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WP 4.3.8
Airport Traffic Control Tower (ATCT)
The current ATCT is located on the northwest corner of the terminal building. This building has
been recognized as needing a major upgrade or relocation. While any future action will be made and
funded by FAA and any decisions regarding a new site for the ATCT will be conducted by FAA
using their procedures, the master plan needs to identify likely locations for a new tower at a new
location in order to assure that future FAA plans are consistent with other airport needs. The
attached figure (figure 4) shows three general alternatives for the relocation of the ATCT;
1. Do-nothing (maintain ATCT at current site)
2. Relocate tower to a new location to the north.
3. Relocate tower to a new location to the south.
Alternative Analyses
In deciding which location will be most beneficial to the FAA, the criteria for alternative assessment
used by FAA will be used to preliminarily locate the new tower. The alternatives we will be using
the following comparative criteria.
1. Ability to maintain visibility over the entire movement area.
2. Ability to maintain recognition ability on movement area (ability to identify aircraft by
type.)
3. Airspace considerations (FAR Part 77 and TERPS)
4. Availability of utilities.
5. Public access.
6. Environmental factors.
7. Security.
8. Relationship to other facilities.
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Exhibit 4 – Alternative ATCT Locations
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WP 4.3.9
Security/Perimeter Fencing
There are identified “gaps" in the airport's perimeter fencing on the south end. These are being
addressed in current or proposed improvement projects where construction of fencing is feasible. In
other areas it has been determined that the natural obstacles that exist in the unfenced areas create a
significant deterrent to access and that no fence is needed to provide adequate security.
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WP 4.4
PASSENGER TERMINAL
Within the passenger terminal building, services are required for passengers that are arriving and
departing on commercial flights. Enplaning services include ticketing, baggage check-in, airline
offices and baggage screening. Processing services include passenger screening facilities operated
by the Transportation Security Administration (TSA). Deplaning services include baggage claim,
rental car facilities, and parking prepay facilities. Other services necessary in a terminal building
include concessions (restaurants and gift shops), restrooms, advertising and display areas,
mechanical and utility rooms, and janitorial service and storage areas.
The future of the passenger terminal needs to be planned to ensure that additional airlines and larger
aircraft are not precluded from serving JNU, as well as ensuring that the current and projected peak
passenger and aircraft parking loads are accommodated.
WP 4.4.1
Terminal Capacity
The increase in passenger levels that has been forecast for JNU includes both Part 121 and Part 135
carriers that use the terminal. To accommodate the roughly 30 percent growth expected in passenger
levels at a reasonable service level will require additional space in the passenger terminal building.
Needing particular attention are
1. The ticketing area for the Part 121 carriers is currently congested at peak hours and
additional (or reallocated) space will be needed in the future.
2. Facilities for the in-terminal Part 135 carriers are aging and operating above capacity at
present. The north wing reconstruction project will address the Part 135 and support
areas.
3. The Part 121 commercial gate area located on the terminal’s second level is undersized
at present. This is particularly noticeable when aircraft departures are delayed for any
reason. And although peak hour demand for gates is not expected to increase, the
number of passengers waiting as well as the need for post-security services such as
restaurant and restroom facilities will require an expansion in the future.
Future development of the terminal building has been addressed in the terminal master plan and this
master plan incorporates the recommendations made therein. This includes the reconstruction of the
north wing in the short-term and an expansion of the terminal building to the west, into the area
currently used for the rental car ready and return lot over the long term.
Should the airlines introduce new service concepts, such as developing JNU into a 'southeast hub"
with service using smaller (50-75 passenger aircraft), the needs within the terminal would change particularly in the number of people using the hold rooms.
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WP 4.4.2
Terminal Apron Area
The terminal area apron includes the Part 121 aircraft parking positions that are situated on the south
face of the terminal building. The current number of aircraft gates will be adequate for peak
operations throughout the forecast period. However additional Remain-Over-Night (RON) positions
need to be provided for aircraft that remain in Juneau overnight. By providing RON spaces the
aircraft can be parked away from the terminal and towed to and from the gate, making it available
for active loading and unloading of passengers. This minimized the need for expansion of the
terminal. The RON positions need to be located near the terminal to minimize tug distances.
The Part 135 carriers that operate out of the terminal use the apron to the west of the building for
aircraft parking and to load passengers and cargo. All passenger and cargo are loaded/unloaded on
the apron to the west of the terminal. Passenger loading/unloading is outdoors on apron level and
passengers are escorted to and from the building. No outside cover exists for these activities. The
current apron is adequately sized for these operations into the future.
The terminal area apron to the west of the building also serves the needs of the air cargo carriers
including Alaska Airlines, Empire Air, and Alaska Central. Their needs include adequate area to
park cargo aircraft and to process the cargo. At present the area provided is adequate for their needs
but future increases will result in the demand for more space.
Finally, the FIS facility for JNU is located in the north wing of the terminal and all aircraft requiring
Customs clearance need access to it. Most international flights are general aviation and these are
directed to the central apron area while awaiting customs clearance.
Given that the central apron is being used by such a variety of users, the fact is that some extension,
reassignment of space or other consideration must be given to assure that all users are being
accommodated into the future. Exhibit 5 shows the demands being placed on the apron area and
details some of the ideas for assuring long term use of the area for the highest aviation purposes.
The apron shows the following alternatives for development.
1. Do-nothing
2. Reassign apron use
3. Add apron area at a different location
Alternative Analyses
In deciding how the central apron area should be used in the future, the criteria for alternative
assessment are as follows.
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1.
2.
3.
4.
5.
Operational safety
Flexibility in usage
Assure that users of the terminal facilities are given priority
Maximize the use of remaining terminal apron area
Financial impacts to the airport.
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Exhibit 5 – Central Terminal Apron Area
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WP 4.4.2.1
Roadways/Curbfrontage and Auto Parking
The terminal curbfrontage experiences congestion during peak period in summer months. This
congestion is caused by several factors including.
1. The terminal configuration which results in a right-angled turn at the main terminal
entrance,
2. The mixture of private automobiles, taxi/van services and tour busses that are
loading/unloading/waiting for passengers along the same section of the access road, and
3. The lack of consistent enforcement of the no waiting policies (due partially to the lack of
designated waiting areas).
In addition to the curbfront congestion, roughly 100 additional public parking spaces are required
prior to 2035. Fifty additional spaces for rental cars have also been identified as required. Employee
parking should be adequate unless a major change (outside the forecast) occurs. To address these
issues a number of inter-related alternatives are proposed including;
Parking Alternatives;
1. Do-nothing
2. Maximize existing area
3. Build structured parking
4. Encourage use of other transportation modes.
Curbfront Alternatives:
1. Do-nothing
2. Redesignate lane use
3. Increase enforcement
4. Extend the curbfront
5. Offer free parking off the curbfront
Alternative Analyses
In deciding how to address the access and parking issues the following criteria for alternative
assessment are suggested.
1. Cost vs. return on investment
2. Ability to meet demand
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Exhibit 6 – Terminal Parking and Curbfrontage
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WP 4.5
ALL-CARGO
WP 4.5.1
Cargo storage facilities
Three air cargo facilities operate on the central apron area at JNU. Alaska Airlines maintains a cargo
facility consisting of two buildings from which the airline processes freight from both passenger
aircraft and all-cargo flights. Their facility is located west of the passenger terminal apron and used
for Alaska Airline’s cargo only. The aircraft used for this freight service are Boeing 737 aircraft,
most of which also carry passengers either in full passenger mode with cargo carried in the airplanes
“belly” or in “combi”-aircraft where a portion of the passenger capacity is given up to allow for
Alaska to handle a heavier cargo volume. The freight on these aircraft is loaded and unloaded at the
terminal gates. In the near future, these combi flights will be eliminated and Alaska will increase the
available cargo lift capacity by increasing the number of all-cargo flights to and from JNU. Alaska’s
all- freight flights currently park and receive services at a designated parking position on the central
terminal apron.
Also operating on the central terminal apron is Empire Airlines which operates the FEDEX facility
using ATR 72 aircraft and Alaska Central Express operating as UPS at Juneau using Beech 1900
aircraft. Their operations also take place on the central apron area.
The current Alaska Airlines ground facility is the only full service facility on the airport offering
refrigeration, secure storage, etc. The size and capacity of the facility is adequate to serve Alaska's
needs now and in the future.
Members of the public and TAC have identified a potential need for a new air cargo facility that is
available to other users. The reasoning is that Alaska Airlines does not fully serve the seasonal fish
market. Should a cargo handler or other private investor desire to build such a facility, a location
will need to be identified and space set aside for its operation.
The regional cargo carriers (Empire and Alaska Central) provide cargo transfer facilities on the
airport. No increase in size or capacity has been identified for either facility.
WP 4.5.2
Aircraft Parking
A single aircraft position is provided for large aircraft cargo operations. This is currently used solely
by Alaska Airlines but is available for others. A second position for large aircraft should be
constructed in the future.
The aircraft parking/processing spaces for the regional carriers will be sufficient throughout the
forecast period and no additional space will be needed.
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In determining the optimal way to provide for air cargo expansion area, the alternatives listed below
will be examined.
1. Do-nothing
2. Construct a new facility using public funds
3. Identify a site for future expansion should demand arise
Alternative Analyses
To decide how to best address the all-cargo aircraft parking position location the following criteria
for alternative assessment are suggested.
1.
2.
3.
4.
Ability to meet demand
Proximity to the carriers landside operations
Access to the roadway system
Cost vs. return on investment
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WP 4.6
GENERAL AVIATION (GA)
GA facilities are currently located in two distinct areas, the East GA Area and the West GA Area.
The west GA contains a combination of facilities including the CBJ Sand Storage building, the
Aircraft Rescue and Firefighting (ARFF) facility and numerous T-hangars and conventional hangar
buildings. The east GA area generally extends from the terminal building to the eastern airport
property line. This area includes the Fixed Base Operator (FBO) and hangar and tiedown facilities.
In the previous master plan it was recommended that GA development be directed to the
northwestern and northeastern areas of airport property. The airport staff has been actively pursuing
this direction, having completed environmental studies, utility extensions and securing approvals for
development. The areas where these approvals are in place are shown in Figure 6.
The development to be accommodated in these areas includes the following.
WP 4.6.1
Relocated/Expanded Fixed Base Operator (FBO) Facilities
The current FBO, Aero Services, is planning to expand to respond to current markets. They have
expressed interest in constructing a new "Jet Service" facility. A site for this will include a new
hangar/office facility, transient parking apron and auto parking areas.
WP 4.6.2
New Conventional Hangars
As the number of based aircraft increases, the need for additional conventional hangar space will
follow. In this case the term conventional hangar relates to any individual hangar facility that is not
part of a T-hangar.
WP 4.6.3
New T-Hangars
As the number of based aircraft increases, the need for additional t hangars will also rise.
WP 4.6.4
New Tiedowns
As the number of based aircraft increases, the need for additional outdoor tie downs will also rise.
WP 4.6.5
Transient Aircraft Parking
Transient aircraft parking positions are expected to be associated with the new FBO facilities where
the parked aircraft can also be serviced.
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To accommodate this need for growth in hangar and aircraft storage the master plan has to use the
available land in a manner that returns value to the board as well as serves the needs of the users. In
the planning efforts that are underway, the following alternatives have been identified for general
aviation development.
1. Do-nothing
2. Develop the new GA facilities with T-hangar development in the west area and corporate
hangars and FBO facilities in the east.
Alternative Analyses
To decide how to best address general aviation needs within the existing land the following criteria
for alternative assessment are suggested.
1. Ability to accommodate all demand
2. Potential for phased development to match land availability.
3. Environmental factors
4. Sustainability factors
5. Public access
6. Utilities
7. Land availability
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Exhibit 7 – General Aviation Alternatives
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WP 4.6.6
Floatpond Docks
Within the floatpond there are currently 51 docking positions for floatplane storage along the north
and south banks. During the summer months these positions are generally filled to capacity.
The increase in based aircraft will include floatplanes. These will need additional seasonal docking
facilities. These additional docking facilities can be provided in the finger areas off the floatpond as
shown in figure 8.
Figure 8 – Floatpond Docking Positions
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WP 4.7
OTHER FACILITIES
WP 4.7.1
Utilities
The capacity of the existing utility system that serves the airport is adequate to serve the increased
demand on the airport and utilities are available to support future airport development projects. The
primary issue at the present time is utility ownership and administration. A previous airport
administration caused the CBJ to reassign all on-site utilities to the airport.
WP 4.7.2
FIS Facility
US Customs and Immigration currently leases space in the passenger terminal for processing
international flights. They indicated that they would like to have additional space in the terminal
building.
The master plan has not identified any future commercial international flights into and out of Juneau.
Therefore the FIS facility does not need to be located in the terminal building. In fact, locating the
FIS in the future GA area, near the full-service FBO could be the best solution to the future needs of
the agency as well as the best service to the customer.
WP 4.7.3
Fueling
Bulk fuel storage is located north of the airport across Alex Holden Way. In this area there are two
25,000 gallon JetA storage tanks and one 25,000 AVGAS 100LL tank. The storage tanks are above
ground. Fuel can be purchased from the Fixed Base Operator. In most areas it is desirable to
maintain at least a seven day supply of fuel at the airport. In Juneau, since all fuel needs to be
barged in, it is likely that a longer supply be maintained to assure that service is not interrupted.
Conversation with the FBO indicates that the fuel supplier is Delta Western and they make deliveries
several times per week during peak months would indicate a need for some facility expansion.
Juneau International Airport Sustainability Master Plan | Executive Summary | Chapter 1
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