## BEFORE THE
DEPARTMENT OF TRANSPORTATION WASHINGTON, D.C.

Essential Air Service at

C rescent City, California

U nder 49 U.S.C. 41731 et seq. ) ) ) ) ) ) ) Do cket DOT

- OST -1997-2649

M arch 4 , 3015

C OMMENTS OF AIR EXCURSIONS LLC REGARDING AIR SERVICE AT CRESCENT CITY

C ommunications with respect to this document should be addressed to:

Kent Craford
Air Excursions LLC d/b/a Alaska Seaplanes & Redwood Airlines
8907 Yandukin Dr. Juneau, AK 99801 kent@flyalaskaseaplanes.com

## Page 2



# Comments of Redwood Airlines regarding proposals for Crescent City, California air service

Two airlines are vying to serve Curry and Del Norte counties from Jack McNamara Field in Crescent City. Peninsula A irways (PenAir) is proposing two flights per day, to Portland only. Alaska Seaplanes
d/b/a Redwoo d Airlines proposes six flights p er day

— three to Portland, and three to Oakland. The full proposals can be found at http://flycrescentcity.com/category/public

- documents/

.

The i nformation in this document include s Redwood Airlines ’ analysis of i ts competitor ’ s operational history on the East Coast, the data which underlie a Portland

- only routing, and the data which support

p reserving flight service to the San Francsico Bay Ar ea. 

# Contents:

I. Statistical analysis of Pen insula Air way ’s (PenAir) above

- average cancelation
rates in the Lower 48

II. Analysis of PenAir’s Portland

- only service proposal, pred icated on incomplete
data which excludes the Bay Area

III. Data on Crescent Cit y’s predominate travel pattern

— s outhbound

## Page 3

I. S tatistical analysis of PenAir’s above-average cancelation rates in the Lower 48

An analysis of PenAir’s completion and on- time rates in Alaska would not be a fair indication of their potential to perform in Crescent City, given the weather extremes and other factors operators face up North.

However, statistics for PenAir’s Boston network (their only routes in the Lower 48) would be a fair and
reasonable metric to evaluate the company’s performance, and offer insight into how they might perform

e lsewhere in the Lower 48

. PenAir’s completion rate for all routes from their Boston hub in 2014 was 92.8% 1 

### . This compares with a 97.9% average for all carriers reported by the Bureau of Tr ansportation Statistics for Boston (BOS). 2



### SkyWest’s completion rate in Crescent City in 2014 was 91%, compared to 97.3% for all carriers reported by the Bureau of Transportation Statistics for San Francsico (SFO). 3



### In other words, PenAir is to Boston wha t SkyWest is to Crescent City

— a below average performer among operators at the hub.

PenAir’s Boston performance statistics were purchased from FlightStats and consists of all routes PenAir serves from Boston (BOS). They are as follows:

Bar Harbor, ME (BHB, summer only) Plattsburgh , NY (PBG) Presque Isle , ME (PQI) Islip, NY (ISP, discontinued)

Data furnished by FlightStats (www.flightstats.com)

1 

### Data acquired from FlightStats for PenAir Boston route network for period 1/1/14 to 12/31/14, includes all routes: BOS

BHB, BOS

- ISP, BOS

- PQI, BOS

- PBG

2 

### Bureau of Transportation Statistics, available at www.tra nstats.bts.gov

3 

### Bureau of Transportation Statistics, available at www.transtats.bts.gov 82.00% 84.00% 86.00% 88.00% 90.00% 92.00% 94.00% 96.00% 98.00% 100.00%



### BHB - BOS (Summer

Only) ISP - BOS PBG - BOS PQI - BOS CEC - SFO BOS SFO

PenAir PenAir PenAir PenAir SkyWest Total,
All Carriers Total,
All Carriers 

# Completion Percentage 2014

## Page 4

Pen Air’s low 92.8% completion rate means that 7.2% of scheduled flights don’t make it

.

T hat average was pulled up by their service to Bar Harbor, which had an acceptable completion rate of 98%. But
this one route’s performance is an outlier, as PenAir only flies to Bar Harbor in the s ummer

— the high revenue

generating season. The rest of the year, the route is flown by Cape Air.

PenAir no longer op erates service to Long Island (Islip ) , having canceled the route after just one year. Islip airport commissioner Robert Schaefer cited PenAir’s poor reliability as the reason for service failing there, “It was really a businessman route, and they didn’t have reliable flights. They had a lot of cancellations , and they admit that was their problem. We tried our best, but they weren’t filling up the planes.” 4 

### It is this ty pe of performance which has ear ned PenAir’s nickname, “WhenAir.” 5



## II. Analys is of PenAir’s Portland

- only service proposal, predicated on incomplete survey
data which excludes the Bay Area

Despite long

- standing intrastate air service between Crescent City and the San Francisco Bay Area , PenAir proposes flights in the opposite direction, to Portland. The North

- only service plan is predicat ed on a consultant’s representation of local demand

.

That d a ta however is fundamentally flawed.

Sixel Consulting ’s air service survey methodology exc ludes the Bay Area entirely, but then presents the results as
a mandat e for Portland service. ( The survey follows this document as Attachment A)

. Instead of conducting an unbiased, open

- ended scientific survey of travel destinations, and what flight o ptions will get them there, th i s survey limited survey respondents’ options to support a pre

- determined conclusion

— Portland

- only service

. Sixel’s survey did not ask where people want to go, but rather where else they want to go, with the implicit premise that such options wou ld be in addition to existing Bay Area service.

Understandably, survey respondents indicated a desire for new flights to Portland. But Sixel ’s conclusion converts this support for additional fight routes to Portland into a preference for flight routes t o Portland.

This leap in meaning has profound implications , and may ultimately cost the Border Coast its flight to the Bay
Area

. Those implications become clear in the interplay between the attached Sixel airline recruitment docume nt proffered to PenAir, and PenAir ’s subsequent proposal for Crescent City.

4 

### Article: PenAir to pull out of MacArthur Airport , Newsday, 05/20/14 http://www.newsday.com/long

- island/towns/penair

- to

- pull

- out

- of

- long

- island

- macarthur

- airport

- 1.8101674

5 

### http://kdlg.org/post/penair

- ceo

- addresses

- concerns

- about

- flight

- prices

## Page 5

For ease of reference, we have summarized the two here.

PenAir’s proposal begins by asserting the following :

“A CEC Air Service Survey found that Crescent City businesses have more ties with offices in Portland than any other U.S. city.” 6



### This slide from the Sixel airline recruitment document provide d that information: ( note the absence of the Bay
Area and Sacramento data ) :

To believe that Crescent City businesses have more ties to Portland and Seattle, at the exclusion of San Francisco
and Sacramento

, strains credulity

.

6 

### Peninsula Airw ays proposal for Crescent City Essential Air S ervice, page 2

## Page 6

PenAir’s proposal goes on to say, “ Indeed, more survey respondents wanted nonstop service to Portland than any other city/hub.”

Now see the following slide from the Sixel recruitment document (notice again the exclusion of the Bay Area) :

The survey respondents w ere asked which new hub would work best for their travel needs. But in presen ting the
data to PenAir , Sixel misrepresent ed the results to say respondents wanted Portland over “any other hub.” I t is no surprise that PenAir is so confide nt in their Portland

- only service proposal, given this flawed data.

Sixel Consulting went even further i n m isrepresenting the data , and made the following statement in a recent Del Norte Triplicate guest editorial, “Our research along the Border Coast has shown Portland to be the most requested city for non

- sto p service from Crescent City.” 7

7 

### Del Norte Triplicate, February 26, 2015

## Page 7

This advocacy for Portland

- only service is in stark contrast to what Sixel was recommending for Crescent City just five years ago. Back then, the consultant advised the BCRAA that just two flights per day between Crescent City and the Bay Area wasn’t enough, and more capacity was needed to keep up with demand, especially for day

travelers. As the Del Norte Triplicate reported then:

“ The Border Coast Regional Airport Authority were told by a consultant Thur sday they should focus on converting their Sacramento flight to a third flight to San Francisco instead of thinking about Oregon. The flight should leave before 7 a.m. to catch connections and return after 9 p.m. for those who are only spending a day in th e Bay Area, said Jack Penning, director of market analysis for Sixel Consulting Group out of Eugene, Ore. ” 8



### But d espite their earlier conviction about accommodating strong southbound demand, the consultant has now
done a “180

, ” dropping the Bay Area like a hot potato and advocating for flights northbound instead . This better
suits PenAir and their Portland

- based network ambitions , but is it really what’s best for Curry and Del Norte
Counties ? 9



### Even the consultant’s own (current) survey reveals that o nly 19% of locals polled cited flights to a new hub as a top priority

.
From this, Redwood Airlines draws an obvi ous conclusion

— for the majority, Bay Area flights are just fine. The direction of current flight service isn’t the problem, it’s the reliability. And if PenAir’s Boston experience is any guide, their flights to Portland aren’t likely to be any more reliable than SkyWest’s flights to SFO.

8 

### Article: Focus on SF, consultant tells airport

, Del Norte Triplicate, March 6, 2009

9 

### PenAir CEO Danny Seybert explained in a March 2, 2015 meeting of the Crescent City Council that his company hopes to establish a new network in Oregon for flights originating in Portland.

## Page 8

III

. Only Redwood Airlines proposes service South, where the majority of traffic is going

US Department of Trans portation statistics cited in the Sixel Consulting study show an obvious pattern— Crescent City travelers are predominantly flying south.

See chart on next page.

The data presented here show that 33% of people flying out of Crescent City are just going to the Bay Area. 74% are flying to destinations all within California. And 85% are flying in a southern direction, including those in- state and other popular destinations like Las Vegas and Phoenix.

Given this demonstrable demand for southbound flights, Crescent City would be poorly- served by mov ing to northbound flights only. There is no debate that demand exists for northbound travel , and this is why Redwood Airlines is offering flights to Portland in addition to Oakland service.

But to fly North instead of South would be a terrible mistake in our opinion, and would leave the Crescent City Airport exposed to greater leakage to Arcata and Medford airports.

That’s because Crescent City is a heavy local traffic market

— more people are traveling to t he Bay Area or Portland than any where else. This predominance of local traffic is what attracted us to bid in the first place,
because our no -TSA, high frequency business model is so well- suited to h ub o rigin/destination

- only traffic.

PenAir’s service plan on the other hand , despite its connectivity offerings at PDX airport, would make same

- day travel to the Bay Area impractical if not impossible. PenAir has yet to reveal their proposed schedule for
Cre scent City, and while a very early morning flight could be available between CEC and PDX, that may not be
the case

.

It has not been the case in PenAir’s Boston E ssential Air Service markets

. In Presque Isle, ME, PenAir’s first morning flight doesn’t depart for Boston until 8:00am. 10 

### This is because their

crew scheduling does not allow for them to leave any earlier. 11 

### PenAir’s evening return flight to Presque Isle departs Boston at 6:00pm. PenAir’s morning flight from Plattsburgh departs at 8:10am, and the evening return
leave s Boston at 5:50pm. 12



### A similarly timed program in Crescent City would mean a traveler connecting at Portland wouldn’t realistically arrive in the Bay Area until noon. If they wanted to return to Crescent City the same day, they wo uld likely need to be done with their business by 1:00pm to allow for TSA security screening in the Bay Area, a layover in Portland, and the return flight home.

And that’s if everything runs like a top.

Possible? Perha ps. Practical? Absolutely not. Even if PenAir extends a superior schedule in Crescent City

— TSA, transit and layover time through Portland will effectively kill same

- day air travel to the Bay Area.

By contrast, Redwood Airlines will have an early flight out of Crescent City direct to Oa kland, allowing the
business traveler to arrive prior to business hours. 13 

### A convenient evening return fl ight with no TSA hassle will allow a full day’s business in the Bay Area, and still get them home the same day

. The same will be possible in

reverse.

10 

### PenAir flight schedule PQI – BOS as published on www.penair.com for flights on March 9, 2015

11 

### http://airlineinfo.com/ostpdf89/870.pdf

12 

### PenAir flight schedule PBG – BOS as published on www. penair.com for flights on March 9, 2015

13 

### Redwood Airlines EAS Proposal sample schedule, Page 12Crescent City’s Top 25 O&D Passenger MarketsYear Ended Second Quarter 20146,4701,6101,3001,1701,0901,090700680480470410370360 0.5350 0.5330 0.5300 0.4270 0.4270 0.4270 0.4240 0.3230 0.3220 0.3180 0.2180 0.2180 0.28.92.21.81.61.51.51.00.90.70.60.60.501,0002,0003,0004,0005,0006,000San FranciscoSacramentoLos Angeles InternationalSan DiegoOntarioSanta Ana/Orange CountyPhoenixLas VegasDenverBurbank Bob HopeChicago O'Hare HoustonIntercontinentalPalm SpringsDallas/Ft.WorthWashington DullesSan Luis ObispoNewark LibertyPhiladelphiaSalt Lake CityFresnoBostonHonoluluAustinBakersfieldMinneapolis/St. PaulCEC PassengersCEC PDEWMany CEC Passengers Connected at SFO by Switching Carriers onSeparate Coupons, Causing the SFO O&D Numbers to Be InflatedPage 10Page 9

## Page 10

PenAir’s proposal is geared towards infrequent travelers who have less time pressure , and who are willing and able to go long distances out of their way.

Redwood Airlines is catering to all travelers, but with a thoughtf ul focus on the convenience requir ed to attract higher- margin business travelers who purchase tickets last -minute and are willing to pay higher fares . It’s those
travelers that lead to the virtuous cycle

— greater flight frequency, more seat availability, and less subsidy need
over time.

In our conversations with hundreds of Border Coast residents over the last two months, one thing has become

very clear

— the lucrative , most frequent and highest margin fliers don’t fly out of Crescent City anymore. They won’t put up with the poor reliabil ity. They drive to Medford. They drive to the Bay Area . And if PenAir is selected, they will drive to Arcata.

If we are to regain their business, and make Crescent City air service sustainable, we must provide people reliable service where they want to go and when they want to get there. PenAir’s proposal doesn’t do that. Redwood
Airlines’ service will.



## -End-January 2015



# Crescent City: Essential Air Service Option Bids Due January 14, 2015January 2015



# Section One: 

# The Crescent City MarketPage 3 

# The Immediate Crescent City Catchment Area is Home to 77,300 People Living Within 45 Minutes of the Airport

As of 2013 US Census estimates, the Del
Norte County Regional Airport immediate catchment area

– see to the right in light

green

– was home to 77

, 317 people

.

The Airport’s catchment area grew by 10

, 320 people between 2000 and 2013

–
an increase of 17

. 2 %

.

There is no effective alternate airport for catchment area travelers, as Medford is three hours away by two lane road over the Coast Range, while Arcata/Eureka is 90 minutes away along the Pacific coastline on a two lane road

.Page 4 

# SkyWest Has Filed to Leave the Crescent City Market on April 7, With a Current Subsidy of Nearly $2.5 Million, or $3,550 Per Roundtrip

SkyWest receives a current subsidy of $ 2

, 454

, 084 for service in Crescent City

.

The subsidy represents $ 1

, 773 in guaranteed

revenue per flight segment

.58,380 66,830 68,930 66,670 74,080

46,860 42,020 42,070

36,000 32,090 580 570 870 1,030 830

1,280

870 970

1,190

1,510 80.8 92.3 95.6 92.7 102.6

65.9

58.8 59.0

50.9

46.0

0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000

YE2Q05 YE2Q06 YE2Q07 YE2Q08 YE2Q09 YE2Q10 YE2Q11 YE2Q12 YE2Q13 YE2Q14 Total PDEW Int'l Pax Domestic Pax



### $158 $155 $174 $172 $175

$158 $193

$185 $197 $195

Page 5 

## O&D Passengers and Average One Way Fares at Crescent City

Year Ended Second Quarter 2005

– Year Ended Second Quarter 2014 

# Crescent City Has Generated as Many as 103 PDEW in YE2Q09, But Fares Have Risen by 23% in the Last Five Years

# Crescent City Offers a High Continuing Subsidy and Excellent

Potential to Stimulate New Passengers and New Revenue

Page 6 Alaska’s hub in Portland would access an average of 35 passengers per day each

way (PDEW) to and from Crescent City

. The average one way fare over Portland on the Alaska code is $ 235

. The Portland hub would access $ 5

. 3 million in annual ticket revenue, or an average of $ 7

, 200 in revenue per day each way

. 

### Portland Market Highlights



### Crescent City Under Essential Air Service (EAS)

The current annual subsidy rate is $ 2

, 454

, 084 for CEC

- SFO service, which ranks as one of the higher subsidies in the program in the lower 48

. The subsidy averages to $ 1

, 773 per segment operated

. There is no $ 200 fare cap at Crescent City, due to its distance from other air service

.

Crescent City Portland

### Crescent City 39%

Medford 25% Eureka/Arcata 19% Other Airports

17% 

## Share of Passenger Trips by Airport Used

Crescent City Air Service Survey 

# Just 39% of Passengers Generated in the Crescent City Catchment Area Use CEC, with 73 of 119 PDEW Using Other Airports

Source: Sixel Consulting Group, Inc. Crescent City Air Service Survey

Page 7 

### As of the year ended second quarter 2014

, Crescent City’s 

### Airport retained 33

, 600 total passengers

, or an average of 46
PDEW

.

Survey results show CEC lost 53

, 400 passengers in the period to other airports in the region, or an average of 73 PDEW

.

The Crescent City catchment area is estimated to generate a total of 87

, 000 annual passengers or 119 PDEW

.

# Crescent City’s SFO Load Factors Have Been Building, Reaching a High of 76.7% in June of 2014

– Among the Highest in EAS

Page 8 

## Seats Available per Day Each Way

, Flights per Day Each Way, and Average Load Factor, Crescent City

– SFO

January 2012

– August 2014

49 54

46 51 52 54 57 55

47 51 49 56 53 53 49 53 52
47 46 52 54

46 50 54 54
49 50 51 53
48 49 50

0 10 20 30 40 50 60 70 80

Load Factor Monthly Departing Flights Monthly Departing Seats

1.6 1.8 1.5 1.7 1.7 1.8 1.9 1.8 1.6 1.7 1.6 1.9 1.8 1.8 1.6 1.8 1.7 1.6 1.5 1.7 1.8 1.5 1.7 1.8 1.8 1.6 1.7 1.7 1.8 1.6 1.6 1.7 60.8% 56.0% 66.1% 59.2% 65.3% 67.2% 64.4% 69.5% 62.2% 58.8% 58.7% 57.6% 51.3% 44.9% 54.5% 49.0% 61.0% 66.8% 70.8% 72.3%

60.0% 56.2% 50.7% 62.0%

46.9% 52.8% 56.1% 62.0% 65.4% 76.7% 76.0% 73.2%6 5 6

2 4 3 3 3 4 4 5 5 3 3 5 5 6 5 5 6

3 3 3 3 3 3 5 5 6 7 6 6

17 17 18

21 26

24

23 25

17 21 20

15

14 14 16 15 17

17 18 17 22 24

20 21

17 16 15 13 16 15 15

12

0 5 10 15 20 25 30

ACV PDEW CEC PDEW

Page 9 

# Crescent City Generated an Increasing Number of Local Sacramento Passengers on SkyWest’s CEC

- ACV

- SMF Routing

O&D Passengers per Day Each Way, Crescent City/Arcata

- Eureka

- Sacramento

January 2012

– August 2014

26.7% 23.7% 26.1%

9.3% 13.7% 10.7% 10.3% 11.0% 19.6% 15.5% 18.5% 23.6%

16.6% 19.1% 23.3% 27.2% 25.1% 21.2% 21.5% 24.1%

13.2% 10.2% 14.8% 13.5% 15.7% 15.4% 23.9% 27.0% 27.4% 31.7% 30.4% 34.9%



### CEC Share of Passengers

## Crescent City’s Top 25 O&D Passenger Markets

Year Ended Second Quarter 2014

6,470

1,610

1,300

1,170

1,090

1,090

700

680

480

470

410

370

360

350

330

300

270

270

270

240

230

220

180

180

180 8.9

2.2

1.8

1.6

1.5

1.5

1.0

0.9

0.7

0.6

0.6

0.5

0.5

0.5

0.5

0.4

0.4

0.4

0.4

0.3

0.3

0.3

0.2

0.2

0.2

0 1,000 2,000 3,000 4,000 5,000 6,000 San Francisco

Sacramento
Los Angeles International

San Diego

Ontario

Santa Ana/Orange County

Phoenix

Las Vegas

Denver

Burbank Bob Hope
Chicago O'Hare

Houston Intercontinental

Palm Springs

Dallas/Ft.Worth
Washington Dulles

San Luis Obispo

Newark Liberty

Philadelphia

Salt Lake City

Fresno

Boston

Honolulu

Austin

Bakersfield

Minneapolis/St. Paul 

### CEC Passengers

CEC PDEW 

# Many CEC Passengers Connected at SFO by Switching Carriers on Separate Coupons, Causing the SFO O&D Numbers to Be Inflated

Page 10$133
$187
$194
$186
$172
$163
$224
$188
$197
$224

$238
$224
$204
$214
$256
$133
$415
$271
$223
$213
$282

$282
$251
$164
$293

$0 $50 $100 $150 $200 $250 $300 San Francisco

Sacramento Los Angeles International

San Diego

Ontario Santa Ana/Orange...

Phoenix
Las Vegas

Denver
Burbank Bob Hope Chicago O'Hare

Houston Intercontinental

Palm Springs

Dallas/Ft.Worth Washington Dulles San Luis Obispo
Newark Liberty
Philadelphia
Salt Lake City

Fresno

Boston

Honolulu

Austin

Bakersfield Minneapolis/St. Paul 

## Crescent City’s Average One Way Fares in Top 25 O&D Passenger Markets

Year Ended Second Quarter 2014; No Adjustment for Ancillary Revenue



### Average Fare : $ 195 

# Crescent City Supports a High Average Fare of $195 Each Way, With an Average Length of Haul of Just 899 Miles and a 22

- Cent Yield

Page 11 Newark Not to Scale

# Crescent City is Not Hampered by Fog; In 2014, Less than

0.5% of Flights Were Cancelled with CEC Below Minimums

Page 12 

## Total Flights Cancelled and Share of Flights Cancelled, Crescent City Below Minimums

January 2014

– November 2014; Source: SkyWest

3

1 2

1 1 1

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

2014-01 2014-02 2014-03 2014-04 2014-05 2014-06 2014-07 2014-08 2014-09 2014-10 2014-11 Share of Flights Cancelled Cancelled Flights

1.3%

0.5% 0.9%

0.5% 0.5% 0.8%

## Select Businesses Responding to the Survey

AMPM Business Services Bicoastal Media Blackcat Books Brookings

– Harbor Chamber of Commerce

Cardiology Consultants Chimney Kraft Coastline Transportation College of the Redwoods County of Del Norte Crescent City Planning Commission Crescent City Business Improvement District

Del Norte Travel, LLC Edward Jones Investments Elk Valley Rancheria Feller Associates 

### JAS Technololgies LifeStyles Research Company Lucky 7 Casino National Park Service Rumiano Cheese Sandler Investments Smith River Rancheria State Farm Insurance Stover Engineering Strong Consulting Swift Construction Susan Roudebush Consulting Sutter Coast Hospital Trivekta Corporation/Swarm Intelligence

Source: Sixel Consulting Group, Inc. Crescent City Air Service Survey

Page 13 

# Crescent City Surveyed 214 Regional Businesses on Their Travel Patterns, to Ensure Those Using Other Airports Are Represented

# What Improvements Would Make You More Satisfied With Air Service in Crescent City?

Source: Sixel Consulting Group, Inc. Crescent City Air Service Survey

Page 14 

# The Largest Proportion of Survey Respondents Wanted to See Service to a New Hub Outside SFO, and Only a Small Share Wanted Jets

# Number of Crescent City Area Businesses With Connections to Select Cities

Crescent City Portland Seattle

Honolulu Los Angeles

San Diego Phoenix New York City

Denver

St. Louis Las Vegas Chicago

Dallas/Ft. Worth Atlanta Washington, DC

Source: Sixel Consulting Group, Inc. Crescent City Air Service Survey

Page 15 

# Crescent City Area Businesses Have the Most Ties With Offices in the Pacific Northwest

– 62 Common Offices in Portland and Seattle

### Portland, OR 29%

Los Angeles 17% Denver 11% Seattle
10% Las Vegas 10% Other 23% 

# Which New Hub Would Work Best for Your Travel Needs?

Source: Sixel Consulting Group, Inc. Crescent City Air Service Survey

Page 16 

# More Survey Respondents Wanted Non

- Stop Service to Portland than Any Other Hub, with Smaller Portions Wanting LAX, DEN, and SEAPage 17 

# Crescent City’s Airport Has Two 5,000 Foot Runways at Low Elevation, With Current Additional Ramp and Terminal Space

Passenger Terminal

• The Del Norte County Regional Airport has current space in its air carrier terminal to handle additional passengers

, beyond the current 30

- seat Brasilia

.

• The Airport has two main air carrier runways

.

• Runway 11 / 29 has a length of 5

, 000 feet

, with an ILS approach on runway 11

.

• Runway 17 / 35 has a length of 5

, 001 feet

, without a precision approach

.

• The Airport’s air carrier apron is wide enough for power
- in and power
- out operations

, with

no need for a tug

.

• The Airport has parking for more than 150

cars

. RNWY 11

RNWY 35 RNWY 17

RNWY 29January 2015



# Section Two: 

# Crescent City

– Portland

# The Alaska Hub at Portland Connects Crescent City to 28 One

- Stop Cities, Representing 35 PDEW at an Average One Way Fare of $235

Source: Sixel Consulting Group Hub Builder Software, YE2Q14; Circuity Limited to 66%.

Page 19

# Portland Offers Crescent City New Traffic Flows and an Opportunity 

# to Stimulate a Number of Smaller Markets with Easier Connections

Crescent City’s Top 20 Origin & Destination Passenger Markets over Portland on Alaska and Codeshare Partners

Year Ended Second Quarter 2014

1,100

790

690

640

400

320

300

290

280

210

200

180

170

140

140

90

70

60

30

30 1.5

1.1

0.9

0.9

0.5

0.4

0.4

0.4

0.4

0.3

0.3

0.2

0.2

0.2

0.2

0.1

0.1

0.1

0.0

0.0

0 200 400 600 800 1,000 1,200 San Diego - 1

Las Vegas - 2

Phoenix/Mesa Area - 3

Washington/Baltimore - 4

New York/Newark - 5

Palm Springs - 6

Boston - 7

Dallas/Ft Worth Area - 8

Chicago Area - 9

Minneapolis - 10

Salt Lake City - 11

Honolulu - 12

Tucson - 13

Atlanta - 14

Seattle/Tacoma - 15

Boise - 16

Detroit - 17

Kahului - 18

Billings - 19

Vancouver - 20 Annual Passengers

PDEW

Page 20

# Crescent City Fares Have Increased Substantially in the Last Five Years, 

# with the Average Over PDX on the Alaska Code at $235 One Way

$125

$88

$117

$106

$171

$126

$146

$196

$217

$137

$201

$223

$230

$182

$119

$202

$154

$206

$249

$273

$0 $50 $100 $150 $200 $250 Los Angeles Basin

San Francisco

San Diego

Sacramento

Denver

Las Vegas

Phoenix

Chicago

Washington-Baltimore

Palm Springs

Houston

New York/Newark

Cleveland

Boston

San Antonio

Austin

Salt Lake City

Minneapolis/St. Paul

Fresno

Honolulu 

### Average Fare over PDX : $ 235 

## Average One Way Fares at Crescent City’s Top 20 O&D Passenger Markets over Portland on Alaska and Partners

Year Ended Second Quarter 2014; No Adjustment for Ancillary Revenue

Page 21January 2015



# For Additional Information

Contact

Matthew Leitner Airport Director Border Coast Airport Authority

250 Dale Rupert Road 

# Crescent City, California 95531

(707) 464

- 7288 mleitner@co.del

- norte.ca.us