[From the U.S. Government Printing Office, www.gpo.gov]



                                  PORT OF SKAGWAY
                                                and
                                    SKAGWAY RIVER


                    AREA MERITING SPECIAL ATTENTION PLANS

                                      part of the Skagway Coastal
                                         Management Program






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             HT
             393
             .A42
             S112
             1990                         Public Hearing Draft
                                               July 1990



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                      The Port of Skagway on a five ship day in  1989.
                      Cover photo by Barbara Kalen of Dedrna2slyhoto Shop in Skagway.                  I
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                             CITY OF SKAGWAY

                                 GATEWAY TO THE GOLD RUSH OF **98"

                                 P. 0. i3OX 415 SKAGWAY. ALASKA 99840

                                      (PHONE) 907-983-2297

                                        (FAX) 907-983-2151











               The City of Skagway invites you to read and comment upon
               this Public Hearing Draft of the Port of Skagway and Skagway
               River Area Meriting Special Attention Plans. These Plans
               were prepared as part of the Skagway Coastal Management
               Program.


               Your comments are important to us. Please make your comments
               in writing to:

                                    City of Skagway
                                    Tom Healy, City Manager
                                    P.O. Box 415
                                    Skagway, Alaska 99840


               Send, a copylto:,

                                    Joaqlin,Estus
                                    'Stat&-of@ Alaska
                                    Dlvision of Governmental Coordination
                                    P.O. Box,, AW
                                    Juneau, Alaska 9,9811-0165


               The. review period closes September 20, 1990. Please-submit
               your comments on or by that date.


               The Skagway City  Council will hold a public hearing to take
               comments on. these,AMSA Plans on September 6, 1990 at 7:00
               p.nr. at: the- Skagway City Hall.


               If you have  any questions, please call Tom Healy in Skagway
               at 98a-2297  or Barbara  Sheinberg, the City's planning
               consultant,  in Juneau at 586-1840.


               Thank you.














      OCLC: 22351470                 Rec stat:     c
      Entered:      19900910         Replaced:      19950514         Used:     19910118
    $ Type: a           Bib tvl: m             Source:    d          Lang:   eng
      Repr:             Enc tvl: I             Conf pub: 0           Ctry:   xx
      Indx:  0          Mod rec:               Govt pub:             Cont:
      Desc:  a          Int LvI:               Festschr:  0          ILLUS:
                        F/B-.     0            oat tp:    S          Dates:  1990,      %
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    $    3  090      HT393.A42 lb S532d %
    $    4  090      lb %
    $    5  049      NO@M %
    $    6  245 00   Port of Skagway and Skagway River : lb area meriting special
    attention plans, part of the Skagway Coastal Management Program : public
    hearing draft.   %
    S    7  260      [SA. : Ib s.n., Ic 19901 %
    $    8  300      82 p. : Ib M., plans ; Ic 28 cm. %
    $    9  500      Cover title. %
    $  10   500      "JULY 1990.11 %
    $  11   500      Part of illustrative material contained in two folded pockets
    interspersed with text. %
    $  12 650 0 Coastal zone management Iz Alaska Iz Skagway. %
    $  13 650 0 Harbors Iz Alaska Iz Skagway. %
    $  14   651  0   Skagway River (Alaska) %
    $  15   710 2    Skagway Coastal Management Program. %








            include teaching children about fishing, biology and science and
            providing a public area for fishing and fish viewing.


            The Skagway City Schools operate the hatchery under Scientific-
            Educational Permit #85-133. The project began with pink salmon because
            their shorter life history provides returns in just two years. The first
            return provided a 200,000 pink salmon egg-take, a sport fish catch of
            well over 500 fish, natural spawning and many fish. Carcasses from the
            hatchery egg-take  were made available and some provided fertilizer for
            Skagway's notable  gardens. Subsequent returns dwarfed the first year.
            The hatchery later expanded to include coho and king salmon.


            In 1989 the Jerry Myers Hatchery (formerly called the Pullen Creek
            Hatchery) Program  was named Alaska State Vocational Education Program
            of the year. The hatchery is now licensed to raise 200,000 pinks, 50,000
            coho and 200,000 king salmon. In the spring of 1989 the ADFG
            designated the hatchery as the king salmon facility for Lynn Canal. The
            hatchery is rearing fish for remote fry release and a smolt release at
            the facility.


            In 1990 the Jerry Myers Hatchery was dedicated and renamed the Jerry
            Myers Hatchery to honor the man so instrumental in the founding and
            operation of this very successful hatchery.
































                                           Page 23





                           PAGE REPLACEMENTS


             I n 1987 the first soil testing for possible lead contamination occurred.
             Positive results led to a full scale testing and treatment program by the
             Alaska Departments of Environmental Conservation (ADEC) and Health and
             Human Services (H&SS), the U.S. Environmental Protection Agency (EPA)
             and the responsible parties. Lead contamination has been found in the
             soil in parts of the town, at the ore terminal, and in some marine
             sediments and marine organisms.


             Soil testing was conducted in 1988 and 1989. it showed localized lead
             contamination in the immediate   vicinity of the ore terminal, along the
             railroad tracks and along State Street. The clean up involves removal of
             the contaminated soil and either treatment at a wash plant in town or is
             shipped back to the mine site. Contaminated material treated in town is
             separated by size - the gravel and sand is washed and a sludge is left
             behind. The sand and gravel     are tested to ensure lead is lower than
             1000 parts per million, (the high end of the 500-1000 ppm level
             recommended by the EPA for residential soils). The contaminated sludge
             is then trucked back to the Faro, mine for treatment.



             Blood samples were collected from the local population in 1988 and 1989.
             The testing of these samples indicated that no public health hazard
             exists. A cautionary lead level in the blood established by the Center
             for Disease Control is 2500 micrograms per liter. No 'children had a level
             higher than 15 mg/dl. only one adult worker at the ore terminal had a
1W           level higher than 21 mg/dl. The conclusion from the final 1989 H&SS
             report was that, "Based on results of all the testing and findings, the
             community of Skagway does not have a serious health problem from lead.
             The contribution to the body burden of lead from the ore is minimal.
             Risk from exposure to lead ore can not said to be zero, but the
             contribution to the body burden of lead among Skagway residents is so
             low as to constitute no basis for public health concern."


             A program to.test for lead contamination of marine sediments and marine
             organisms in the vicinity of the ore terminal began in 1989. A report
             from the ADEC contractors explaining test results is due out in the
             summer of 1990. Reportedly some sediments and marine organisms, such
             as mussels, are contaminated. The problem has not yet been analyzed in
             enough detail to determine the least environmentally damaging method to
             deal with this type of contamination.



                   Hatchery and Fish Enhancement


             Skagway residents worked with the Alaska Department of Fish and Game
             (ADFG) Division of Fisheries Rehabilitation, Enhancement and Development
             (FRED) to create a small salmon hatchery and sport fishery in Pullen
             Creek in   1980. A $30,000 legislative grant, donated property and
             equipment  by WPYR, and volunteer efforts of many of the residents
             facilitated the actual hatchery construction in 1982. Hatchery goals



                                             Page 22







                ACKNOWLEDGMENTS



                Many thanks are due to the following individuals. Without their help, the AMSA
                Plans could not have been written.


                The Mayor, City Council and City Manager contributed a great deal of their
                valuable time. These Plans reflect their insights and guidance. Lorene Gordon,
                Diane Nore, Laurie Sica and Jerry O'Farrell Fuqua answered many questions and
                provided important information.


                                                CITY COUNCIL

                                              Stan Selmer, Mayor
                                   Casey McBride               Alan See
                                   Ed Fairbanks                John Mielke
                                   John Tronrud                Boyd Worley


                                           CITY ADMINISTRATION

                                     Thomas Healy, City Manager
                                     Jerry O'Farrell Fuqua, Tourism Director
                                     Grant Lawson, Public Works Director
                                     Lorene Gordon, City Clerk
                                     Diane Nore, City Treasurer
                                     Laurie Sica, Assistant Clerk


                The following property owners and local citizens. discussed issues and trends in
                the AMSA areas: Paul Taylor of White Pass and Yukon Route Railroad, Jerry
                Myers of the Jerry Myers Hatchery, Dave Hunz of H&H Enterprises, Irene
                Henderikson, Phyllis Brown and Mitch Ericksen.


                The following agency staff contributed time and help: Joa lin Estus of the Alaska
                Division of Governmental Coordination; Bill Rolfsen, %aska Department of
                Community and Regional Affairs; Marnie Chapman and Susan Braley, Alaska
                Department of Environmental Conservation; Randy Ericksen, Janet Hall, Ron
                Josephson and Rob Bosworth, Alaska Department of Fish and Game; Andy
                Peckovitz, Nan Musselwhite, Ted Deats, Rita Romans and Mark Stroude, Alaska
                Department of Natural Resources: Mike McKinnon, Mark Knorr, Andy Hughes,
                and John Jordan, Alaska Department of Transportation and Public Facilities; A[
                Shattuck and Harlan LeGare, U.S. Army Corps of Engineers; and Jim Perrin,
                Federal Aviation Administration.








                Drafting and much of the compilation for the Skagway River maps were provided
                by Dave Miller of Miller Engineering. Scott Gorell completed graphic and layout
                work on the River maps and completed the drafting, graphics and layout for the
                Port AMSA maps. The River maps were reproduced at Triad North Technical and
                the Port maps were printed at Northern Printing. The AMSA plans were printed at
                Capital Copy.


                Apologies are offered to any who helped with these Plans whose names I may
                have inadvertently omitted.       Barbara Sheinberg
                                                  Planning Consultant












                                    PORT OF SKAGWAY
                                   and SKAGWAY RIVER
                                       AMSA PIJWS


                                   Table of Contents

                   Title                                                 Page

            BACKGROUND .................................................    1
            INTRODUCTION  ...............................................   4
                  Alaska and Skagway Coastal Management Program    .........4
                  Skagway AMSA Planning Objectives  ......................  4
                  Goals for the Port AMSA Plan   .......................... 5
                  Goals for the Skagway River AMSA  ......................  6
            AMSA BOUNDARIES  ............................................   7
                  Port of Skagway AMSA  .................................   7
                  Skagway River AMSA  ....................................  7
            LAND  OWNERSHIP  .............................................  8
                  Port of Skagway AMSA ..................................   8
                       Introduction  .....................................  8
                       City Owned Land  .................................   8
                       City Leased Land .................................   8
                       Privately Owned Land   ............................. 9
                       State Owned Land .................................   9
                       WPYR Railroad Right-of-Way   ....................... 9
                  Skagway River AMSA  ...................................  11
                       Introduction.
                       River
                       Adjacent Uplands Ownership   ...................... 12
            PORT OF SKAGWAY AMSA - RESOURCE INVENTORY     ................. 14
                  Introduction .........................................   14
                  Physical and Biologic Environment   .................... 14
                       General Setting .................................   14
                       Geology .........................................   14
                       Bathymetry  ......................................  15
                       Hydrology  .......................................  15
                       Fish, Birds and their Habitat   ................... 17
                  Human Environment.                                       18
                       Role of Port
                       Trans-shipment Use of Port   ...................... 18
                       Air, Land and Water Quality  .....................  21
                       Hatchery and Fish Enhancement   ................... 22
            PORT  OF SKAGWAY AMSA - RESOURCE ANALYSIS AND POLICIES     ..... 24
                  introduction .........................................   24
                  Waterfront Development   ............................... 24
                  Fisheries  ............................................  31
                  Habitat  ..............................................  32
                  Air, Land and Water Quality   .......................... 33
                  Transportation  .......................................  34
                  Recreation  ...........................................  36
            SKAGWAY RIVER AMSA - RESOURCE INVENTORY     ................... 39
                  Introduction .........................................   39
                  Physical and Biologic Environment    .................... 39




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                           General Setting     .................................     39
                           Geology and Soils     ...............................     39
                           Hydrology   .......................................       40
                                 Skagway River Drainage      .....................   40
                                 Groundwater   ................................      41
                           River Hydraulic Capacity and Flooding         ........... 42
                           Other Geophysical Hazards       .......................   45
                           Fish, Birds and their Habitat       ...................   45
                           Vegetation   ......................................       46
                     Human Environment     ....................................      46
                           Material Extraction     .............................     46
                           Fish Enhancement    ................................      47
                           Air, Land and Water Quality       .....................   47
                                 Air Quality   ................................      47
                                 Water Quality    ..............................     47
                                 Solid Waste   ................................      48
                           Transportation    ..................................      48
                                 Introduction    ...............................     48
                                 Airport   ....................................      48
                                 Railroad   ...................................      49
                                 Road  .......................................       49
                           Recreation   ......................................       50
                           Subsistence    .....................................      51
                           Petroleum Storage and Transfer Facilities          ....... 51
               SKAGWAY RIVER AMSA - RESOURCE ANALYSIS AND POLICIES            ....... 53
                     Introduction    .........................................       53
                     Shoreline Development     ................................      53
                     Hazardous Areas    ......................................       57
                     Habitat   ..............................................        58
                     Air, Land and Water Quality       ..........................    59
                     Mining and Gravel Extraction       .........................    63
                     Transportation    .......................................       66
                     Recreation  ...........................................         69
               AMSA PLAN IMPT      NTATION   ..................................      71
                     Introduction    .........................................       71
                     Subject Uses    .........................................       72
                     Proper and Improper Uses      .............................     73
                     Permitting for Activities in the AMSAs         ...............  73
                     Consistency Review Process       ...........................    76
                           Introduction    ....................................      76
                           State and Federal Consistency Review Process           .... 76
                           City of Skagway Consistency Review Process          ...... 77
                     Other Implementation Mechanisms        ......................   77
               PUBLIC PARTICIPATION     ......................................       79
               BIBLIOGRAPHY    ..............................................        80
               APPENDIX A - DEFINITIONS      ..................................      82













                                  LIST OF FIGURES AND TABLES




                          TITLE                                                  PAGE



                                             Figures

              Figure 1     Vicinity Map   ......... o  .......................    2

              Figure 2     Skagway Location Map    ............   o ............  3

              Figure  3    AMSA Location Map     ............................     6

              Figure  4    Port of Skagway AMSA - Land Ownership         ....... 10

              Figure  5    Skagway River AMSA - Land ownership       .... o .... 13

              Figure  6    Port of Skagway - Bathymetry       ................   16

              Figure  7    Port of Skagway AMSA - Existing and Future
                           Land/Water Uses,    .............  o ..............   25

              Figure  8    Skagway River AMSA - Existing and Future
                           Land Uses  ..................     .................   54



                                              Tables


              Table 1     Approximate Tidal Range at Skagway        ...........  15

              Table 2     Waterfowl and Other Birds in Skagway        .........  18

              Table  3    Port Of Skagway Use     ..........................     20

              Table  4    Vessel Activity at the Port of Skagway         ....... 21

              Table  5    Drainage Characteristics of the
                          Skagway River    ................................      40

              Table  6    Location of City Wells      .......................    41

              Table  7    Skagway River Discharge Rate       .................   43

              Table  8    Major Skagway River Floods at the
                          23rd Avenue Bridge     ...........................     45

              Table  9    Common Sources for Contaminants found
                          in Skagway Wells     .............................     61







                                     BACKGROUND






















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                     Looking south down the Skagway River from just above the
                     23rd Avenue highway bridge. The White Pass and Yukon Route
                     railroad yard is in the foreground. photo by Barbara Kalen
                     of Dechw 's Photo Shop








                 BACKGROUND


                 =y,Alaska is located at the head of Lynn Canal in Southeast. Alaska at
                         5 027'30"N and longitude 135018'45"W (Figure 1). It is approximately 90
                 miles north of Juneau, Alaska and 1000 miles north of Seattle, Washington.
                 Skagway is bordered by Canada on the north and east and by the Haines
                 Borough on the south and west. Skagway is a first class city with an estimated
                 443 square miles of land. The City sits on the east bank of the Skagway River
                 (Figure 2).


                 In the late 1800s Skagway, Alaska was the Gateway to the Klondike Gold Rush.
                 It was a rowdy frontier port controlled by a gang of organized criminals and
                 shootings were common. The town boasted over 70 saloons. Civilization arrived
                 in May 1898 when the White Pass and Yukon Route began constructing a
                 railroad from tidewater through the Skagway River Valley and the White Pass to
                 the town of Whitehorse in the Yukon. The railroad was completed in 1900, but by
                 then the Gold Rush was over.


                 Since 1900, Skagway has served primarily as a port and railroad town. Visitors
                 first arrived in 1898. he tourist industry was small until the 1920s but then prew
                 steadily u.ntil it became the major economic force that it is today. Regular State
                 ferry service to Skagway began in 1963 and the Klondike Highway to Carcross in
                 the Yukon was completed during the summer of 1978.


                 Today, the City of Skagway is again bustling. Many varied uses compete for
                 space in the Port of Skagway and along the Skagway River. In 1989 some
                 200,000 tourists arrived on 418 ships. In addition, there were 560,000 tons of
                 lead/zinc ore on 24 vessels, 70,800 tons of freight and 26 million gallons of fuel
                 on 77 barges, and some 100,000 salmo fry that passed through the Port. The
                 Skagway River banks are home to the C y's airport, privately owned oil storage
                 tanks, the former and present City landfil ,the State highway, a heavily used
                 railroad, and a campground as well as the City of Skagway itself. In addition,
                 salmon swim up and spawn in the River and gravel and sand are extracted from
                 the Rivers bottom. Because of these many varied uses that compete for the
                 limited space and resources in both the Port and along the Skagway River, the
                 City has developed management plans under the Alaska Coastal Management
                 Program for the Port of Skagway and Skagway River.
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                                                       Page 1





                                                                      FIGURE 1 - VICINITY MAP
















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                                                                               FIGURE 2 - SKAGWAY LOCATION MAP

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                            DECLINATION, 1949                                                        SHORELINE SHOWN    REPRESENTS THE APPROXIMATE LINE OF MEAN HIGH WATER
                                                                                                                T14 E AVERAGE RANGE OF TIDE IS APPROXIMATELY 14 FEET


                                                                                                                          Page 3







                                                 INTRODUCTION




















                                                          7




















                            Aerial view of the Port of Skagway, Skagway River mouth and townsite (June 1990).
                            photo by Barbara Sheinbe rg








                 INTRODUCTION



                 ALASKA AND SKAGWAY COASTAL MANAGEMENT PROGRAM


                 The Port of Skag@vay and Skagwa'          River management plans have been
                 prepared with funding from and under the guidelines of the Alaska Coastal
                 Management Program (ACMP). Plan development is authorized by the Area
                 Meriting Special Attention (AMSA) part of the ACMP. Both the ACMP and the
                 AMSA Planning process are explained in more detail below.


                 The federal Coastal Zone Management Act, passed in 1972, created the nation's
                 coastal management program. The ACMP began in 1977 with the passage of the
                 Alaska Coastal Management Act. Alaska State Statutes AS 46.40 and 44.19
                 provide the authority for the program. Alaska Administrative Codes 6 AAC 50, 80
                 and 85 contain the regulations that govern the program.


                 The ACMP created several coastal districts around the State. Each coastal
                 district is allowed to develop a Coastal Management Plan (CMP) to guide
                 resource development and protection in the area. After a coastal district's CMP
                 has been approved by the local, State and federal governments, roposed
                 activities within that district must be consistent with the CMP policies. @hus, the
                 coastal management planning process offers a way for local citizens to influence
                 how the area where they live will develop.


                 The City of Skagway is a coastal district authorized by the ACMP. The City of
                 Skagway developed a Skagway Coastal Management Plan (SCMP) that was
                 approved by the local, State and federal government and took effect in 1983.
                 Minor revisions to the SCMP were recently completed and an updated SCMP will
                 be printed during the summer of 1990. Development activities in the area must
                 now be consistent with the policies in the SCMP. Local, State and federal permits
                 for proposed projects are not granted unless the City concurs that the proposed
                 project is consistent with desired future development for the area as identified in
                 the SCMP policies.



                 SKAGWAY AMSA PLANNING OBJECTIVES


                 The ACMP allows a district to develop an Area Meriting Special Attention (AMSA)
                 plan when there are resources sensitive to change, when there are conflicting or
                 incompatible resource uses, or when there are values important to the general
                 public. Alaska Statute AS 46.210(1) defines AMSA Plans as:




                                                      Page 4








                        "A detailed geographic area within the coastal area which is sensitive to
                        change or alteration and which, because of plans or commitments or
                        because a claim on the resources within the area delineated would
                        preclude subsequent use of the resources to a conflicting or incompatible
                        use, warrants special management attention, or which because of its value
                        to the general public, should be identified for current or future planning,
                        protection, or acquisition."


                 In both the Port of Skagway and the Skagway River there are numerous
                 potentially conflicting land and water uses, that require management plans per
                 AS 46.40.210. This same statute lists special values or areas that are appropriate
                 for AMSA planning. The relevant values for the Skagway River and Port of
                 Skagway are noted. The Port is an area where development is dependent upon
                 using or access to coastal waters [AS 46.40.210 (1)(D)]. The Skagway River is
                 subject to significant flood hazards. Both areas have sections important for
                 recreation values [AS 46.40.210 (1)(C)] and sections of scenic importance [AS
                 46.40.210 (1)(A)].



                 GOALS FOR THE PORT OF SKAGWAY AMSA


                 Skagway's deep sea Port bustles with activity, especially in the summer. An area
                 approximately 2200 by 1500 feet serves an industrial dock, staging areas, two
                 ferry/cruise ship docks, a small boat harbor, a helipad, a recreational vehicle
                 park, a cargo and cruise ship wharf, and a creek/greenbelt/fish viewing area. In
                 1989 some 200,000 tourists arrived on 418 ships. In addition, 560,000 tons of
                 lead/zinc ore, 70,800 tons of freight, 26 million gallons of fuel, 100 barges and ore
                 vessels and some 100,000 salmon fry passed through the Port.


                 This very limited land and water area has to accommodate these many different
                 uses. The Skagway Port AMSA Plan protects the limited Port waterfront area for
                 those uses that are directly dependent upon, or directly related to the water, a
                 waterfront location, or both. It allows special consideration to the development,
                 growth and appearance of Skagway's waterfront, the city's most heavily utilized
                 area. Attention is also given to maintaining safety, public access and an attractive
                 appearance.


                 The Port of Skagway AMSA is designed to allow the City to take a more active
                 role in planning and managing the City's most heavily'used area, the Port. The
                 Port AIVISA's goals are to:
                        ï¿½ Reserve area for water-dependent and water-related uses
                        ï¿½ Maintain and strengthen the Port's industrial nature while protecting
                        public health, safety and welfare
                          Maintain and enhance the Port's appearance and public access




                                                       Page 5








                         Establish policies that will promote compatibility between the
                        various adjacent uses.



                 GOALS FOR THE SKAGWAY RIVER AMSA


                 The Skagway River drains a portion of the vast Coast Mountains in British
                 Columbia and the Yukon, crosses the U.S.-Canada border, meanders about
                 twenty miles and finally spills into Taiya Inlet in Alaska. Over the years, many
                 have walked the Skagway River Valley from tidewater, across the White Pass,
                 into the Yukon's interior lakes. Today there are many different activities occurring
                 adjacent to and in the Skagway River. The City's airport, privately owned oil
                 storage tanks, the City's former landfill, the State highway, a heavily used
                 railroad, a campground and the City of Skagway itself are all on the River banks.
                 Salmon swim up and spawn in the River and gravel and sand are extracted from
                 its bottom. A foot bridge near the River's mouth is the only foot access from town
                 to the heavily visited Yakutania Point Park.


                 These myriad activities and issues caused the City of Skagway to designate the
                 lower reach of the Skagway River an AMSA under the ACMP. The Skagway
                 River AMSA Plan covers approximately the last four miles of the River. It be ns
                 at the Rivers mouth and runs north to just past 'Liarsville'. Land immediagtiely
                 adjacent to the River is included within the AMSA because activities on these
                 lands can affect the River.


                 AMSA Plans clarify land ownership, resolve land use conflicts and establish goals
                 and policies. These factors generally lead to quicker permit review and issuance.
                 The Skagway River AMSA Plan discusses liver and upland land ownership, the
                 physical and biological environment and human use of the River, the regulatory
                 scheme governing activities along the River, uses and activities in the River and
                 policies to guide future River use.


                 The Skagway River AMSA plan was developed to provide a rational management
                 plan with guidelines for the varied uses and activities that occur in and adjacent to
                 the River. The Plan's goals are to:

                        * Clarify river and adjacent land ownership and management
                        * Explain regulatory requirements for projects In or near the River

                        * Resolve conflicts

                          Establish management goals and coordinate management

                          Address floodplain control and floodplain management







                                                       Page 6







                                            AMSA BOUNDARIES

























                              gown&--,



                                                                                                             40
















                      The 23rd Avenue highway bridge crosses the Skagway River. The northern edge of the
                      Skagway townsite and the White Pass and Yukon Route railroad shop can be seen on
                      the far riverbank. photo by Barbara Sheinberg
                     7t -@@ WN-t-








                 AIVISA BOUNDARIES



                 PORT OF SKAGWAY AMSA


                 The boundary established for the Port of Skalway AMSA was selected to include
                 all land in the Port area. The area was carefully selected to be large enough to
                 accommodate public access and recreation as well as the transition to non-water-
                 dependent uses in a comprehensive manner. The AMSA boundary includes
                 lands immediately adjacent to the water area that must be used for water-
                 dependent and water-related uses, lands that will serve as a buffer between the
                 "working" waterfront and the historic and business district, and a nearby portion of
                 uplands where uses do not have to be water-dependent or related. Figures 3, 4
                 and 5 all show the location of the Port of Skagway AMSA boundary.


                 The AMSA boundary coincides with Alaska Tidelands Survey (ATS) No. 4, with
                 these exceptions:
                       1) The portion of ATS No. 4 where the mouth of the Skagway River is
                       located is within the Skagway River AMSA rather than the Port AMSA.
                       2) The Port AMSA boundary swings out about 20-100 feet from the ATS
                       No. 4 bound@ry in the vicinity of Congress Way. At this locale the AMSA
                       boundary coincides with the White Pass and Yukon Route (WPYR)
                       railroad tracks.
                       3) The Port AMSA boundary extends about 10-200 feet beyond ATS No. 4
                       out into Taiya Inlet.



                 SKAGWAY RIVER AMSA


                 The boundary for the Skagway River AMSA was selected to include the portion of
                 the River most subject to conflicting and competing uses. This includes the rivers
                 mouth (the western-most portion of ATS No. 4) and continues north to that part of
                 the River that is adjacent to the northern end of U.S. Survey 3312, Tract A. The
                 total distance along the River is approximately 3.8 miles. Figures 3, 6 and 7 show
                 the location of the Skagway River AMSA boundary.


                 Most of the surveyed and subdivided land adjacent to the River on its west bank
                 is included within the AMSA since activities on these lands could impact the
                 River. The eastern boundary of the AMSA is the east side of the airport runway to
                 16th Avenue, the boundary continues in a northerly direction toward the 23rd
                 Avenue highway bridge. At this point the boundary turns east to include the 23rd
                 Avenue highway bridge and then follows the current WPYR railroad tracks north.




                                                      Page 7







                                              LAND OWNERSHIP







































                           Pullen Creek and pedestrian-recreation area (background) with upland staging areas
                           (foreground) at the Port. photo by Barbara Sheinberg








                LAND OWNERSHIP



                PORT OF SKAGWAY


                       Introduction


                The Port of Skagway is an area of approximately 100 acres of filled gravel
                material that lies between the mouth of the Skagway River and the steep
                mountain embankment bordering the east side of town. Port lands are either
                owned by the City and leased to private parties or the State, are owned and
                controlled by the City, or are owned by private parties or the State. Figure 4
                shows land ownership in the Port of Skagway AMSA.


                It isi    rtant to remember when reviewing Figure 4 that it is almost impossible to
                combTinpeo a survey (made on the ground) and an aerial photo (a icture of the
                earth's curved surface shot from an oblique angle in the air@ Unless an
                orthophoto is prepared removing an aerial photo's distortion, it is very difficult to
                match the photo and survey. Consequently, the survey information, upon which
                the land ownership data is based, and the aerial photo in Figure 4 are not an
                exact match.



                       City Owned Land


                The City is the major Port landowner. Much of this property however, has been
                leased to other parties. The City owns the 16 acre small boat harbor and provides
                a part-time harbor master to manage it. The City owns the Pullen Creek Shoreline
                Park and the recreational vehicle (RV) park. The RV ParWs operation is leased to
                a private party. The City owns the freight transfer bridge by the State ferry
                terminal and several acres of uplands adjacent to the state ferry terminal and the
                small boat harbor. The City also owns several blocks and partial blocks south of
                1 st Avenue where the City's sewage plant is located.



                       City Leased Land


                In March 1968 the City signed a 55 year lease with the White Pass and Yukon
                Route (WPYR) Railroad for their use of seventy acres of the waterfront. The
                WPYR has constructed an ore terminal, ship basin, industrial/tour ship dock, oil
                tanks and a dock for cruise ship mooring that was just completed in June 1990.
                The WPYR is presently transferring the part of this leased area that contains the



                                                       Page 8








                 ore terminal to Curragh Resources (or a subsidiary titled Selawik) for use of area.
                 The Alaska Industrial Development Authority (AIDEA) may also be involved in
                 this lease transfer.


                 Another large parcel was leased to the State Department of Transportation and
                 Public Facilities (DOTPF) in 1962 for the State ferry terminal. This lease is valid
                 as long as the property is used for a ferry terminal, after which it reverts back to
                 the City. The DOTPF operates and maintains the ferry terminal and dock at this
                 site. In 1978 the City entered into a joint agreement with the DOTPF, to share use
                 of the floating dock and to allow the City to construct a transfer bridge for freight.



                        Privately Owned Land


                 The WPYR owns a small parcel adjacent to the pedestrian corridor leading to the
                 State ferry dock. Temsco Helicopters currently has a lease with WPYR to use this
                 area as a helipad. The WPYR also owns the seven acre cargo and cruise ship
                 dock at the south end of Congress Way.


                 Malcolm Moe owns a small parcel within Pullen Creek Park, that the City may
                 wish to acquire. Some of the blocks and partial blocks south of 1st Avenue are
                 privately owned.



                        State Owned Land

                 The State may own some DOTPF managed land southeast of the airport runway
                 in Block 41. City records show this as "tidelands". However, the tidelands were to
                 have been surveyed as part of ATS No. 4 and transferred to the City. No
                 assessments have been made on this land or taxes paid. Title research is
                 necessary to confirm land ownership in this area.



                        WPYR Railroad Right-of-Way


                 Land ownership on the eastern part of the AMSA is not clear, between ATS No. 4
                 and the WPYR railroad tracks. No ownership is designated for this area on Figure
                 4. In a 1909 right-of-way plat for the WPYR, the federal government had given
                 the railroad a right-of-way that measured 100 feet on either side of the railroad
                 track centerline. In 1914 a court case was filed to clarify the location of railroad
                 right-of-way and certain city lots. Later lawsuits involved the power company and
                 the Mill Lot and Moore Lot. When Westours acquired the site for the Westmark
                 hotel, the title established a 50 foot railroad right-of-way on either side of the
                 tracks in this area. Land ownership in this area is further confused by Congress
                 Way. Congress Way was reportedly originally constructed during the World War
                 11. It is not clear what the right-of-way relationship and land ownership situation is
                 for that part of Congress Way around Pullen Park. Another problem has to do



                                                       Page 9









                with the ATS Survey No 4 conducted in January of 1968. When ATS No. 4 was
                surveyed it was tied into a monument on Yakutania Point rather than the
                townsite. This further confused land ownership in this part of town because the
                surveyed relationship between ATS No 4, Congress Way, the railroad right-of-
                way and the townsite is not clear. Both legal and title research are needed to
                clarify land ownership in this area.



                SKAGWAY RIVER AMSA


                       Introduction


                Principles governing river and adjacent upland ownership are explained in detail
                below. Using these principles together with plat research and an estimate of the
                Dresent line of ordinary high water, a map was developed (Figure 5) showing
                Hiver and adjacent upland ownership in the Skagway River AMSA.



                       River Ownership


                Ownership is often confusing in river areas. The State of Alaska owns the water,
                and usually the riverbed beneath the water, in navigable waterways. The
                Skaj@vay River is a navigable waterway. In the AMSA area, the State owns both
                the River and the riverbed beneath everywhere except in U.S. Survey 176. In
                U.S. Survey 176, the State owns the water, but the adjacent landowner owns the
                riverbed beneath.


                The landowner owns the uplands adjacent to the water. However, it is often
                unclear where river water and State ownership really begin and end. The line -of
                ordinary high water (OHW) (sometimes called a meander line on surveyed plats)
                is the line between the uplands (private ownership) and the river water (State
                ownership).


                When an individual buys property adjacent to a river, the line of OHW shown on
                the plat at the time of purchase legally establishes where private and State
                ownership begin and end. However, as the river moves naturally and gradually
                through time, the line of OHW moves. Thus, the line of ownership between the
                State and the adjacent landowner is not constant. In fact, title to land adjacent to
                rivers sometimes carries a clause stating that the title is subject to any rights of
                the public and governmental bodies to any land or water below the line of
                ordinary high water. These concepts are explained more clearly below. The
                details are important because a comparison of the estimated present line of OHW
                with its location when property was surveyed and purchased, shows that it has
                moved in several places in the AMSA.





                                                      Page 11









                  If a river moves over what was once uplands, the State can simply "assert"
                  ownership, based on the present line of OHW. The State has this right because
                  of the strength of the public trust doctrine - the idea that property rights to
                  important environmental resources such as water, reside in the public and that
                  the government and its agencies simply act as trustees for the public. After the
                  State asserts ownership, an individual who disagrees may challenge the State's
                  assertion by filing a lawsuit. If this occurred, the burden would be on the State to
                  prove that the line of OHW is where the State asserts, and that the change
                  occurred gradually and naturally through time. If, as a result of court proceedings,
                  the State's assertion of ownership was affirmed, the State could then acquire
                  quiet title to the water and bed beneath.


                  If an area that was once beneath river water and thus owned by the State, has
                  naturally and gradually risen or "accreted" above water level, then the adjacent
                  upland owner may try and acquire fee simple title to it. The adjacent upland
                  owner must have the new line of ordinary high water surveyed to show that the
                  change has occurred gradually and naturally. The upland owner may then bring
                  Z
                   uiet title action against the state to acquire fee simple title to the land. The
                    rden of proof is on the State to show that the land had not accreted.


                  Areas within the AMSA where the State may have the right to assert ownership
                  include portions of U.S. Survey 1394, 176, 1805, and 994. Areas within the
                  AMSA where the adjacent upland owner may have the right to new land through
                  accretion include Lots 21-27 of U.S. Survey 3312.


                  Similar principles apply to islands in a river. If a river island has been created
                  through gradual and natural accretion, a "partition line" is established and it
                  belongs to the State. If the island was once part of the uplands but the river cut in
                  and isolated the new island from the uplands, then the island may still be owned
                  by the adjacent upland owner.



                        Adjacent Upland Ownership


                  Uplands adjacent to the Skagwa
                                                  of I River are both publicly and privately owned.
                  Public owners include the City      kagway, State of Alaska, State of Alaska lands
                  that have been selected by the City as part of their entitlement under the
                  Municipal Selection Act (AS 29.18), and the U.S. Forest Service as part of the
                  Tongass National Forest. The large private land owners in the AMSA include the
                  White Pass and Yukon Route Railroad, Hunz and Hunz Enterprises, Artic
                  Insulation, Rosemary Lillegraven and the Catholic Church.


                  The State owns the airport and land adjacent to it, property near Liarsville and
                  Lots in U.S. Survey 3312, Tract A, and manages Dyea Road and the U.S. portion
                  of the Klondike (Skagway-Carcross) Highway.





                                                       Page 12







                                      PORT OF SKAGWAY AMSA
                                         RESOURCE INVENTORY



































                       The ore terminal at the Port with upland staging area in the foreground. photo by Barbara
                       Sheinberg








                PORT OF SKAGWAY AMSA
                RESOURCE INVENTORY



                INTRODUCTION


                All coastal district management plans and AMSA plans are required to have a
                resource inventory. The purpose of the resource inventory is to review the
                physical, biological and socio-economic features and resources of the area. A
                thorough inventory of the area's resources provides the background and context
                for analyzing the use and management of those resources.


                The Skagway Coastal Management Plan (SCMP) provides a detailed inventory of
                the hysical, biologic and human resources in the area. This Port of Skagway
                AMAn focuses on the Port area and provides additional resource inventory
                information specifically about the Port.



                PHYSICAL and BIOLOGIC ENVIRONMENT


                      General Setting


                The Port of Skagway is an area of about 100 acres of fill that lies between the
                mouth of the Skagway River and the steep mountain embankment bordering the
                east side of town. The waterfront is in Taiya Inlet, which drains into Lynn Canal.



                      Geology


                Skagway is located within the Coast Mountains that stretch from California to the
                Alaskan Peninsula. The Coast Range is a broad belt of interconnected mountains
                formed by volcanos and glaciers. The most recent glacial activity is estimated to
                have ended between 12,000 and 13,000 years ago. As the,dgelaciers retreated
                deep bays and channels, such as Taiya Inlet, and steep s         d  valleys were
                carved. Taiya Inlet is a narrow fiord, only two miles wide at its breadth.


                The intertidal area by the Port is composed of deltaic deposits (sandy gravel,
                gravelly sand, shell fragments, sand and silt). This is covered by alluvial river
                deposits and by man-made fill.




                                                    Page 14










                         Bathymetry


                  The bathymetry of the Talya inlet is unique: it is more than three times the depth
                  of other estuaries of Lynn Canal. Depths range from 200 feet to more than 1400
                  feet. Because of its depth the inlet has a lower deep water temperatures than any
                  other area inlet. In addition, its deep water oxygen values are higher due to an
                  underwater sill located at the southern end of the inlet that separates Taiya Inlet
                  waters from the Pacific Ocean waters.


                  The average bottom depth off the Port and Skagway River areas is about 84 feet,
                  increasing to between 120-140 feet by one quarter of a mile offshore. Local
                  bathymetry of the Port area is illustrated on Figure 6, which shows that at
                  ap      mately 100 feet off the small boat harbor breakwater the bottom is 20 feet
                  beforwoxtihe mean low low water (MLLW) line. At about 120 feet, by the uplands
                  staging area between the two WPYR docks, the bottom is 40 feet below the
                  IVILLW.


                  The extreme tidal range at Skagway is approximately 25 feet. The tidal range is
                  illustrated in Table 1 below.




                              TABLE 1 - APPROXIMATE TIDAL RANGE AT SKAGWAY
                       (from the Skagway Coastal Management Program document)


                                                                            Feet
                                           Extreme High Water                20.6
                                           Mean High Water                   15.7
                                           Mean Tide Level                     8.7
                                           Mean Low Water                      0.0
                                           Extreme Low Water                 -4.6
                                           Total Tidal Range                 16.8




                         Hydrology


                  Port waters are part of Taiya Inlet. Taiya Inlet runs north - south for 17 miles from
                  the mouths of the Taiya and Skagway Rivers to Tailya Point, 'where it joins with
                  Chilkoot Inlet. Taiya Inlet is an estuary of Lynn Canal. It is classified as an estuary
                  because of the dilution of seawater with freshwater from land drainage and runott.
                  Taiya Inlet has very low salinity levels because of this freshwater dilution.






                                                         Page 15





                                            FIGURE 6 - BATHYMETRY OF THE SKAGWAY PORT



















                                                                                                                                                 SKAGWA          RIVER







                                                                                                                                                                    ALA A     Y








                                                                                                                                                                    MAIN   sr.

                                                                                                            11-1.1lowd
                                                                                       T@
                                                                                               to

                                                                                              0
                                                                                               20-
                                                                                                                                                                    SrAm sr.
                                                              C3                                                                   0





                                                                                             --40 -
                                                                                             - -30- - - - - - - - - - -
                  A,

                                                                                                                                                                      04 WAY


                                                                                              - - - - - - - - - - - - -





                                                                                                         (ALA""A "'A"

                                                                   Lor                                                    4

                                                                                                                             -F















                                                          L 0 r                                                                           WAY
                                Llo.r 0.1y PASSENGER W-W,    GENERAL CARGO WHARF
                                                                  (W")
                                                                                                0c)


                                                                         SITE PLAN
                                                                         Port of Skog%cy as existing, 1987                                                     0 90 00   wo AGO I-


                                                                                     Page 16









                         Fish, Birds and their Habitat


                  Marine life in the Port area and Taiya Inlet has not been extensively studied. The
                  nearest surveys of primary, invertebrate, and vertebrate marine life were made in
                  Berners Bay and AUKe Bay, south of Taiya Inlet in Lynn Canal.


                  The intertidal and subtidal zones of Taiya Inlet contain invertebrates and
                  vertebrates which contribute to its overall productivity, including clams, cockles,
                  and mussels. Fishery resources in upper Taiya Inlet do not support a commercial
                  fishery and only support a modest subsistence and sport fishery. The success
                  and popularity of the sport fishery has been growing recently though. This is due
                  to events such as a sports fisherman catching a 50 pound king salmon early in
                  the summer of 1990. Offshore the tanner crab and pink shrimp are the most
                  abundant of those species, but they are generally not present in commercial
                  quantities. There is a limited commercial tanner fishery in Lower Taiya Inlet and
                  Nahku Bay that is managed by the Alaska Department of Fish and Game
                  (ADFG).


                  The most valuable finfish species present in Taiya Inlet include: Dolly Varden,
                  steelhead, true cod, rockfish, flounder, sole, halibut, coho salmon, chum salmon,
                  humpback salmon, and possibly chinook salmon. Salmon spawning occurs in
                  freshwater rivers and creeks. Efforts are underway to increase the salmon
                  species through hatchery enhancement. Discussion of proposed enhancement
                  efforts that do not involve hatcheries are found in the " Fisheries" section of the
                  Resource Analysis. Minor salmon smolt migrations and adult salmon returns
                  occur in the Taiya Inlet between June 1 - August 31. Local residents sport fish for
                  limited hooligan, dolly varden', salmon, halibut, crab and shrimp.


                  Larger marine mammals found in Taiya Inlet include seals, sea lions, whales, and
                  porpoises. There are no major concentrations or rookeries.


                  The tideflats, stream banks and channels, and wetlands form important feeding
                  and resting areas for waterfowl and other birds. The exposed tideflats around the
                  Port contain the following types of vegetation: beach ryegrass, bluejoint, beach
                  pea, goosetongue, reed bent grass, fescue grass, beach lovage and sedges. The
                  major migratory route for waterfowl and seabirds is south of the area in Lynn
                  Canal and the Chilkat Valley. However, some birds, listed below, do feed in the
                  area.
















                                                       Page 17














                         TABLE 2 - WATERFOWL AND OTHER BIRDS IN SKAGWAY

                     (updated version of a table from the Skagway Coastal
                                     Management Program document)


                      Mallards            Green Winged Teals               Widgeons
                      Pintails            Shovelers                        Canadian Geese
                      Goldeneyes          Buffleheads                      Scoters
                      Scaup               Mergansers                       Harlequins
                      Oldsquaws           Gulls                            Cormorants
                      Murres              Sandpipers                       Plovers
                      Blue Grouse         Rufous Hummingbirds              Stellar Jays
                      Ruffed Grouse       Ravens                           Ptarmigan
                      Magpies             Crossbills                       Chickadees
                      Juncos              Bald Eagles                      Blue Herons




                HUMAN ENVIRONMENT


                      Role of the Port

                Skagway's economy is directly linked to its strategic location at the northern
                terminus of Southeast Alaska!s "inside passage". Its deep water, ice-free port
                serves as the tidewater trans-shipment point into Interior Alaska and the vast
                Canadian Yukon Territory. The Port of Skagway has served an important function
                in the economies of both Alaska and the Yukon since the Klondike Gold Rush in
                the 1890s. During the past decade, the Port evolved as an important terminus for
                both cruise ship operators and the Alaska State Ferry System. The year round
                opening of the highway link between the cities of Whitehorse and Skagway. in
                early 1986 changed regional transportation patterns and opened up new
                opportunities for the Port to be used for inbound freight and outbound product
                shipment.


                      Trans-shipment Use of the Port


                The Port of Skagway is the most heavily used part of town. The trans-shipment
                industry is singly the most important sector within the Skagway economy. The
                flow of people and goods, products and resources to and through the City drives
                the local economy.


                Skagway is one of the few Alaskan cities that enjoy all three major types of
                transportation infrastructure within its community: land, sea and air. Given its




                                                   Page 18








                  geographic location at the head of Southeast Alaska Inside Passage, the City
                  has, from its beginnings as a major staging area for the gold rush at the turn OT
                  the century, defined its very existence as an international transportation hub. At
                  the present time, the community is connected with the interior by hard-surface
                  road, open year-round to unrestricted traffic. Its airport provides air linkage with
                  other southeast communities, including the international airport in Juneau.
                  Skagway's waterfront provides the linkage between several types of water
                  transportation systems and the road system, resulting in the potential.for the
                  lowest costs for the shipment of goods and materials between southern Canada,
                  Puget Sound and the Pacific Rim to the south and interior Alaska and northwest
                  Canada to the north.


                  Trans-shipment use through the Port of Skagway is summarized on Tables 3 and
                  4.






















                                  Mae-



















                     Close-up of the Port area (June 1990). An Alaska State ferry is in dock. photo by Barbara
                     Sheinberg










                                                       Page 19
















                                     TABLE 3 - PORT OF SKAGWAY USE


                                       1970/71     19761       1986/87        1989


                General Freight2      60,000                   30,000       45,0004
                                                              25, 0003      25,622

                Concentrates

                 -New Imperial mines 25,000
                 -United Keno Hill     95,000                  15,000
                 -Faro Mine           425,000                 500,000       560,0005


                Asbestos - Cassier     60,000

                         - Clinton     60,000


                Petroleum Products    136,000                 102,000        82,5406


                TOTALS (tons)         861,000     800,000     577,000       713,162


                1 No Tonnage breakdown available.
                2 General freight handled by WPYR vessels including loose unitized or
               containerized cargo. In 1986/87, approximately 2500 containers were
               handled inbound and outbound through the Port by WPYR.
                3   General freight including loose, unitized and containerized cargo
               handled by others (mainly Alaska Marine Lines) using the floating ferry
               dock and city transfer bridge. About 1,250 containers were used for this
               movement. From Sept/86 to July/87 some 5000 tons of petroleum products
               were also handled over the transfer bridge.
                4   This includes freight and petroleum products shipped through the
               Port by WPYR, Alaska Marine Lines and via the State ferry.
                5 The 1990 estimate for ore to be shipped through the Port is 650,000
               tons.

                6   The total of 82,540 tons is equal to 26,000,000 gallons. This
               includes 22 million gal. delivered to Canada, 3 million gal. used in
               Skagway for the State ferry and 1 million gal. used locally in the City.


                Data from 1970-1987 is from the 1988 Reid-Crowther report. Data for
               1989 was obtained by this Plan's author.








                                                Page 20

















                             TABLE 4 - VESSEL ACTIVITY AT THE PORT OF SKAGWAY


                      Type of Vessel                               1975    1986/87      1989



                 Barges (WPYR)                              50         25*         25

                         (non WPYR)                                    25          52

                 Ore concentrate vessels                    26         18**        24

                 Petroleum barges                           20

                 Cruise Ships                              100        265        153

                 Alaska State Ferries                      246        246        265



                 TOTAL VESSELS                             442        579        519


                     One vessel presently calls at Skagway that       is partially converted
                to carry bulk liquids. WPYR commissioned a second,       similarly converted
                vessel, in March 1988.

                     Larger ore carriers are now calling at Skagway     compared to 1975.

                     All petroleum products came into the Port on the WPYR vessel Frank
                H. Brown. Thus, petroleum and general freight barges are now combined.

                 Data from 1975-1987 is from the 1988 Reid-Crowther report. Data for
                1989 was obtained by this Plan's author.




                      Air, Land and Water Quality


                Land and water quality have recently received much attention in the Skagway
                area. Lead/zinc ore was transported from the Faro mine in the Yukon to Skagway
                by railway from.1967 to 1982. Since 1985, the ore has been shipped via truck.
                The trucks arrive in Skagway and travel down State Street to the port
                approximately every 30 minutes 24 hours a day 362 days a year. Ore is
                transported as a lead/zinc "concentrate"; a product with the consistency of gritty
                talcum powder containing up to 62 percent lead, primarily as lead sulfide (galena,
                PbS). The ore is stored in a large warehouse on the dock and loaded onto ships
                for transport to oversees ore smelters. The empty ships arrive about every 14
                days and are loaded over a two or three day period and then depart. Reportedly,
                it was a common occurrence in the past, for workers at the warehouse to sweep
                ore off the dock into the harbor. Also, many residents observed windblown ore
                spread around the warehouse site and off into the adjacent south part of town.




                                                   Page 21








                  Departments of Environmental Conservation (ADEC) and Health and Human
                  Services (H&S,'13), the U.S. Environmental Protection Agency (EPA) and the
                  responsible parties. Lead contamination has been found in the soil in parts of the
                  town, at the ore terminal, and in some marine sediments and marine organisms.


                  Soil testing was conducted in 1988 and 1989. It showed localized lead
                  contamination in the immediate vicinity of the ore terminal, along the railroad
                  tracks and along State Street. The clean up involves removal of the contaminated
                  soil and either treatment at a wash plant in town or is shipped back to the mine
                  site. Contaminated material treated in town is separated by size - the gravel and
                  sand is washed and a sludge is left behind. The sand and gravel are tested to
                  ensure lead is lower than 1000 parts per million, (the high end of the 500-1000
                  ppm level recommended by the EPA for residential soils). The contaminated
                  sludge is then trucked back to the Faro mine for treatment.


                  Blood samples were collected from the local population in 1988 and 1989. The
                  testing of these samples indicated that no public health hazard exists. A
                  cautionary lead level in the blood established by the Center for Disease Control is
                  2500 micrograms per liter. No children had a level higher than 15 mg/dl. Only one
                  adult worker at the ore terminal had a level higher than 21 mg/dI. The conclusion
                  from the final 1989 H&SS report was that, "Based on results of all the testing and
                  findim the community of Skagway does not have a serious health problem from
                  lead.   e contribution to the body burden of lead from the ore is minimal. Risk
                  from exposure to lead ore can not said to be zero, but the contribution to the body
                  burden of lead among Skagway residents is so low as to constitute no basis for
                  public health concern."


                  A program to test for lead contamination of marine sediments and marine
                  organisms in the vicinity of the ore terminal began in 1989. A report from 's
                  contractors explaining test results is due out in the summer of 1990. Reportedly
                  some sediments and marine organisms, such as mussels, are contaminated. The
                  problem has not yet been analyzed in enough detail to determine the least
                  environmentally damaging method to deal with this type of contamination.



                         Hatchery and Fish Enhancement


                  Skagway residents worked with the Alaska Department of Fish and Game
                  N
                  ADFG) Division of Fisheries Rehabilitation, Enhancement and Development
                      ED) to create a small salmon hatchery and sport fishery in Pullen Creek in
                  1980. A $30,000 legislative grant, donated property and equipment b@WPYR,
                  and volunteer efforts of many of the residents facilitated the actual atchery
                  construction in 1982. Hatchery goals include teaching children about fishing,
                  biology and science and providing a public area for fishing and fish viewing.


                  The Skagway City Schools operate the hatchery under Scientific-Educational
                  Permit #85-133. The project began with pink salmon because their shorter life
                  history provides returns in just two years. The first return provided a 200,000 pink



                                                         Page 22







                                      PORT OF SKAGWAY AMSA
                           RESOURCE ANALYSIS and POLICIES










                                                           at
                     77                                                                  ql;
















                                                                                               1w. i
















                        The Pullen Creek and Recreational Vehicle Park in the Port area. photo by Barbara
                        Kalen of Dedman's Photo Shop








                 PORT OF SKAGWAY AIVISA
                 RESOURCE ANALYSIS and POLICIES



                 INTRODUCTION


                 All coastal district management plans are required to have a resource analysis. In
                 the resource analysis section, the uses and activities that occur in the area are
                 analyzed, with special attention to existing and       tential conflicts. The resource
                 analysis section of this plan reviews the uses an%oactivities in the Port area and
                 assesses current and anticipated use conflicts for Port resources. A thorough
                 analysis of uses and issues naturally leads to a discussion of the policies that will
                 be applies to resolve these conflicts and guide resource management. Thus, the
                 Port AMSA Plan's enforceable policies follow each issue analysis.


                 Because the following resources or uses of the ACMP are not significant within
                 the Port of Skagway AMSA, policies have not been developed for them: energy
                 facilities, timber harvest and processing, mining, geophysical hazards,
                 subsistence, and historic, prehistoric and archaeological resources. In the event
                 that a project was proposed that related to one of these issues, the relevant
                 policies from the Skagway Coastal Management Program would be used.


                 The policies developed in this Port of Skagway. AMSA Plan replace both the
                 ACMP State standard (unless the state standard is specifically adopted) and the
                 policies found in the SCMP. This Port AMSA Plan contains a detailed inventory
                 and analysis of the resources, uses and activities in the AMSA area. As a result,
                 the City now has very specific policies to be applied within the AMSA boundary.
                 Management of existing and future land and water use is discussed in this
                 section and shown in Figure 7.



                 A. WATERFRONT DEVELOPMENT


                        Analysis


                 Most of Skagway's primary economic activity accrues from its Port. The City's
                 economic future is  closely tied to this facility. The Port of Skagway is the busiest
                 and most heavily trafficked part of town. Visitors arrive on cruise ships and ferry
                 boats. Freight, petroleum supplies and ore shipments cross the industrial docks.
                 Commercial, sport and recreational fishing occur in the area. These varied uses
                 share the Port's limited space. Ideally different users should be separated from
                 one another for safety and aesthetic reasons. However, land use patterns have



                                                        Page 24

 A









                 not developed ideally, due in part to the reality that economically, most docking
                 facilities cannot be built for a single purpose.


                 A management plan for the Port of Skagway which includes an Existing and
                 Future Land and Water Use map (Figure 7) has been developed based upon an
                 analysis of current and predicted future Port land use, space requirements for
                 docks and upland staging facilities, a review of natural resources and constraints
                 of the area and on public sentiment. The Plan's goals and policies and the map
                 shown in Figure 7 will be used to guide future development and investment in the
                 Port area. Because of limited working waterfront space, the Plan requires that
                 Port land be reserved for water-dependent and water-related industrial and
                 marine related commercial uses. Logical areas for differing port uses are
                 designated thereby making land availability predictable for the general public,
                 developers and investors. The Plan's land use designations and policies also
                 seek to consolidate facilities where possible and enhance the compatibility
                 between uses in the crowded Port area.


                 The Plan specifies that approximately seventy-five percent of the Port be devoted
                 to marine industrial and marine transportation uses. Both actual dock space as
                 well as upland staging areas to be used for these purposes are shown in Figure
                 7. The only non-water dependent or water-related existing use in the area is a
                 helipad. The Plan recommends that the helipad eventually be relocated. Public
                 access to the waterfront is allowed, but only When public health and safety can be
                 protected. Since the area is readily accessible to both residents and tourists, the
                 visual impact of both buildings and operations- must be considered during
                 development and operation. As an example, new dark brown metal sheeting for
                 the ore terminal is soon to be installed. This color will make the terminal more
                 compatible and in harmony with the natural surroundings. Special attention to
                 access and visual impact will be given to sections that are devoted to transporting
                 people, for example the State ferry terminal and cruise ship docks. In addition,
                 visual barriers and noise buffers between the industrial area and the designated
                 Westrian areas of the Port receive special attention. The boundary and buffer
                  etween the Skagway River and Port AMSAs should be improved where possible
                 to segregate industrial use and impacts from river habitat and environment.


                 The small boat harbor and the areas immediately north and east are designated
                 for expanded small boat uses and for marine and fish related commercial
                 development. Small boat haul-out, seafood processing, ice machines, boat repair
                 and fishing suppl stores are logical uses for these areas. Immediately west and
                 north of the smalrboat harbor is an area designated for a potential floating dock
                 and marine-related uplands staging for both the potential new floating dock and
                 the City's existing freight transfer bridge. The transition between industrial related
                 uses and fish and marine commercial uses will occur somewhere in the upland
                 area north of the small boat harbor. Several areas possible for dredge and fill or
                 piling and king (Figure 7) will create more usable uplands to accommodate both
                 types of growth. Waterfront access and improved pedestrian amenities make
                 good sense for this area since both travelers and residents are often drawn to the
                 charm of boat-harbors.






                                                       Page 26








                  The Pullen Creek Shoreline Park (itself a 1983 AMSA) is part of a larger
                  pedestrian- recreation Port oriented area. This area includes the pedestrian
                  corridor to the ferry terminal and a proposed 25-50 foot wide pedestrian walkwa
                  along the eastern part of the present RV Park and a portion of the present smar,
                  boat storage/parking area along Congress Way. The plan calls for the eventual
                  relocation of the RV Park since it is not a water-dependent or water-related use.
                  Public access to Pullen Creek, its spillway and the shoreline are also
                  emphasized. A proposed new k area on the east side of the small boat harbor
                  that is slated for marine and fish businesses is designated for pedestrian
                  enhancements. In addition, the WPYR cargo dock is designated for pedestrian
                  enhancements. All of these pedestrian-recreation areas are to receive amenities
                  such as windbreaks, banners, benches, picnic shelters and areas, interpretive
                  displays, bike paths, flowers, trees and other landscaping.


                  The portion of Pullen Creek that is within the AMSA boundary is protected by a
                  50 foot wide strip on either side of the creek where development is prohibited. A
                  pedestrian path and amenities are allowed here provided that there will be no
                  adverse impact to Pullen Creek and its hatchery and fish passage uses. The new
                  50 foot buffer requirement means all or a portion of the city's access road next to
                  the RV Park will be relocated because it is presently within this 50 foot buffer.
                  Possible new access routes to the staging area are shown in Figure 7.


                  A priority at Pullen Creek is the popular and successful hatchery program. Pullen
                  Creek water quality and quantity must be suitable for hatchery use. The only type
                  of development permitted in this area other than recreational or pedestrian related
                  use is a new hatchery facility, and only if the design of the facility is in keeping
                  with the nature of the area.


                  Both the Pullen Creek area and the larger recreation-pedestrian area described in
                  the paragraphs above are logical targets for amenities that will be required of
                  waterfront developers by the City's zoning ordinance at 19.06.090.



                         Policies


                  A-1 Water-DeDendent and Water-Related Activities.
                  In planning for and approving development plans in the Port of Skagway AMSA,
                  the City, State and federal agencies shall give priority in the following order to:
                         a) water-dependent uses and activities;
                         b) water-related uses and activities; and,
                         c) uses and activities which are neither water-dependent nor water-related
                         for which there is no feasible or prudent inland alternative to meet the
                         public need for the use of activity.


                  A-2 Miti-gation.
                  All land and water uses and activities    in the Port of Skagway AMSA shall be
                  conducted with appropriate planning and implementation to mitigate potentially



                                                       Page 27








                 adverse effects on the following resources or values of local, State or national
                 importance:
                        a air and water quality;
                        b@ fish populations and their habitats by Pullen Creek and the            mouth
                 of the Skagway River;
                        c) use of the small boat harbor,
                        d) commercial fishing activities;
                        d) recreational resources;

                 The public and private costs of mitigation relative to the public and private
                 benefits to be gained will be considered, in the implementation of this policy.
                 Mitigation shall include and be considered in the following order of preference:
                        a) avoidthe loss altogether by not taking a cettain action or parts of an
                        action;
                        b) when the loss cannot be avoided, minimize the loss by limiting the
                        degree or magnitude of the action and its implementation;
                        c) when the loss of resources and/or associated activities of local, State or
                        national concern cannot be minimized, restore or rehabilitate the
                        resource to its pre-disturbance condition, to the extent feasible and
                        prudent; and
                        d) where the loss of important habitat or activities of local, State or national
                        concern is substantial and irreversible and can not be avoided, minimized,
                        restored or replaced, compensate for the loss by replacing, enhancing, or
                        N
                         roviding substitute resources or environments. Compensation may be in-
                           d or out-of-kind and off-site or on-site.

                 A-3 Multiple Use.    ile and prudent, piers, docks, cargo handling, fuel and other
                 To the extent feasit
                 storage), parking and other accessory facilities shall be designed and used to
                 minimize the need for duplicative facilities.


                 A-4 Consolidation of Facilities.
                 To the extent feasible and prudent, facilities and activities shall be located
                 adjacent to similarly used facilities and areas.


                 A-5 Compatibility.
                 To the extent feasible and prudent, activities on and uses of Port of Skagway
                 lands and waters shall be compatible with adjacent land and water uses and
                 comply with designations on the AMSA Existing and Future Land and Water Uses
                 map at Figure 3. Compatibility shall be given priority attention when industrial
                 uses locate adjacent to or share facilities with docks used by tourists and the
                 recreational portions of the AMSA. Compatibility may be achieved by visual and
                 sound buffering and screening.


                 A-6 Navic
                            iational Obstruction.
                 Uses and activities in coastal waters shall meet the following requirements:
                        a) Structures and buoys placed in navigable waters shall be visibly marked
                        and placed in a manner to minimize navigational hazards or obstructions.
                        b) To the extent feasible and prudent, all temporary and permanent
                        developments, structures and facilities in marine and estuarine waters



                                                        Page 28








                        shall be sited, constructed, operated, and maintained in a manner that
                        does not create a hazard or obstruction to marine transportation or
                        commercial fishing operations.
                        c) No one use shall effectively exclude other appropriate uses from
                        significant portions of navigable waters.


                  A-7 Dredge and Fill Reguirements.
                  Projects that require dredging or filling in productive waterfront habitats will be
                  located, designed, constructed, and maintained to:
                        a) avoid or mitigate significant impacts or destruction of important fish
                        habitat;
                        b) avoid or mitigate significant interference with fish migration, spawning
                        and rearing;
                        c) limit the extent of direct disturbance to as small an area as possible;
                        d) minimize turbidity and waterbome sediment transported away from the
                        dredge or fill site; and
                        e) maintain circulation and drainage patterns in the area of the fill.


                  A-8 Disposal of Dredge Materials.
                  Dredged materials disposed of in shoreline landfills shall, to the extent feasible
                  and prudent, not cause significant alteration of important habitats or significant
                  adverse impacts to shoreline processes. If impacts can not be avoided, they shall
                  be minimized or mitigated. Upland disposal sites for dredge materials shall be
                  contained and stabilized to prevent erosion and leaching into adjacent waters.
                  Offshore disposal of dredge materials shall avoid important habitats and be
                  conducted in compliance with State and federal water quality regulations.


                  A-9 Visual Impact.
                  Because the small Port area is very busy and accommodates industry, local
                  residents and tourists, industrial users shall, to the extent feasible and prudent,
                  avoid negative aesthetic and noise impacts from their facilities and activities.
                  Buffering between adjacent uses is encouraged.


                    ADDITIONAL WATERFRONT DEVELOPMENT POLICIES FOR
                                         THE PULLEN CREEK AREA


                  A-10 Allowed Uses.
                  The Pullen Creek area and designated surrounding areas as depicted          on the
                  AMSA Existing and Future Land and Water Uses map at Figure 3, shall be
                  reserved for fish hatchery, recreation and pedestrian-related uses. These uses
                  shall be protected from encroachment or interference by incompatible uses.
                  These uses shall be enhanced by the provision of amenities such as landscaping,
                  walkways, bikepaths and bike racks, windscreens, water and fish viewing areas,
                  sportfishing areas, picnic areas and interpretative displays. Public access to the
                  Pullen Creek area and the waterfront shall be emphasized to accommodate
                  sightseeing, fish viewing and sportfishing where appropriate.





                                                      Page 29









                A-11 Bufferina Affect of Area.
                The buffer effect of Pullen Creek and the surrounding area serve as a buffer
                between the industrial waterfront and the City's Historic District shall be
                maintained and enhanced.


                A-1 2 Pullen Creek Setback.
                There shall be a fifty foot (50') wide buffer strip protected from development,
                measured from the centerline of Pullen Creek, on either side of the Pullen Greek


                   ADDITIONAL WATERFRONT DEVELOPMENT POLICIES FOR
                                   THE SMALL BOAT HARBOR AREA


                A-13 Allowable Uses.
                The small boat harbor and designated surrounding area depicted on the AMSA
                 xisfing and Future Land and Water Uses map at Figure 3, shall be reserved for
                 oati    and fishing uses, including marine and fish related commercial
                 usi esses. These uses shall be protected from encroachment or interference by
                incompatible uses. Uses include, but are not limited to, a small boat haul-out,
                businesses such as boat rentals, boat repair, marine service stations and marine
                equipment. Pedestrian-related amenities and public access to this area will be
                enhanced to accommodate sightseeing and sportfishing where appropriate.

                To the extent feasible and prudent, uses that jeopardize the existence or safe
                operation of small boats shall be prohibited. Any physical or operational loss of
                the small boat harbor shall be mitigated.


                A-14 Avoid Conflict with Small Boat Harbor Uses.
                The industrial waterfront zone shall be managed to avoid or minimize conflict with
                the development and operation of the small boat harbor and marine and boat
                related commercial activities.


                A-15 Shoreline Access.
                Marine and fish related shoreline business shall, to the extent feasible and
                prudent, provide shoreline access for their customers and the general public.


                A-16 Visual Impact.
                Marine and fish related shoreline business shall not detract from the scenic
                qualities of the shoreline, shall be compatible in design with its surroundings and
                shall not significantly block scenic vistas.
                E
                b    n
                b n






































                                                     Page 30









                  B. FISHERIES


                          Analysis


                  The Jerry Myers Hatchery is a very popular and successful program. The
                  resource inventory section provides details of the development and growth of the
                  hatchery. The hatchery is now licensed for pink, coho, king and king salmon. In
                  1989 it was designated the king salmon facility for Lynn Canal. The Jerry Myers
                  Hatchery is a priority use of Pullen Creek and the associated recreation and
                  pedestrian area. It is outgrowing its present facility and a new hatchery building
                  adjacent to the Pullen Creek Park is a possibility. If the design of the building is
                  appropriate and tourist use of the facility is considered, this is a permitted use in
                  this area. The Pullen Creek fish are a major tourist attraction. The Pullen Creek
                  trails, benches, bridges and picnic areas provide the most comfortable and best
                  spawning salmon viewing in southeast Alaska.


                  The Jerry Myers Hatchery also has the potential to generate revenue. A pink
                  salmon weighs about four to six pounds and is worth about 27 cent a pound or
                  $1.20 to $1.50 each. Two females and one male can produce 3000 fertilized eggs
                  valued at one cent for each egg or about $30 worth of eggs. The students can
                  harvest 200,000 eggs in three days with a value of $2000 on the hatchery market.


                  The success of the Jerry Myers Hatchery and - the nearby at Burro Greek
                  Hatchery has raised the possibility of a commercial fishery in upper Taiya Inlet.
                  The Northern Southeast Regional Aquaculture Association and commercial
                  fisherman want a portion of the State's fish tax money to fund enhancement
                  projects in the Lynn Canal area. In June of 1990 the ADFG proposed a release of
                  10 million chum salmon fry in Skagway waters near the small boat harbor.
                  However, local residents have expressed concern about a commercial fishery
                  there. They do not want a commercial fishery to negatively impact their sport fish
                  enhancement efforts or sport fishing. There is concern that a commercial salmon
                  opening in Taiya Inlet would net all salmon species, including the popular sport
                  fish raised by the hatcheries.



                          Policies


                  B-1 Maintaining Jerry Myers HatcheM.
                  Maintenance and enhancement of the Jerry Myers Hatchery and its fisheries shall
                  be given high priority in reviewing any proposal that might impact the fisheries
                  habitat, migratory routes, recreational fish harvest, or the ability of the Jerry Myers
                  Hatchery to operate.







                                                         Page 31









                 B-2  Protection of Water for Jerry Myers Hatchm.
                 Other land and water uses shall not degrade water quality or quantity below
                 required needs for the Jerry Myers Hatchery.


                 B-3 Visual Impact
                 Aquaculture develop'ment and fisheries enhancement shall be located, designed
                 and operated so that aesthetic values of local shorelines are maintained to the
                 extent feasible and prudent.


                 B-4 Disposal of Fish Wastes.
                 Fisheries enhancement and aquaculture practices, including disposal of wastes,
                 viscera or fish scrap, shall be conducted so that State water quality and liner
                 control standards are not violated.


                 B-5 Pullen Creek Spillway.
                 The Pullen Creek spillway shall be improved so that fish do not have a 16 foot
                 drop onto rocks when they enter salt water. Sportfishing opportunities around the
                 spillway shall be improved. To the extent feasible and prudent, opportunities to
                 rear fish in saltwater at the base of Pullen Creek shall not be jeopardized.



                 C. HABITAT


                        Analysis


                 Development has been ongoing in the Port area since the 1890s. Today, many
                 portions are intensely developed. Nevertheless, future development must protect
                 and maintain habitat values and biologic productivity. Development projects in the
                 Port area must not interfere with the operation of the Jerry Myers Hatchery and
                 area fish migration. The need for a critical habitat study of the Skagway River
                 area is discussed in detail in the Skagway River AMSA Plan. To the extent that
                 critical habitat are identified around the mouth of the river, particular attention will
                 need to be given to any project proposals on the west side of the Port AMSA,
                 adjacent to the rivers mouth. The buffering effect of this area between the river
                 and the Port's industrial activity should be enhanced.



                         Policies


                 C-1 State Standard.
                 The Alaska Coastal Management Program Habitat Standard (6 AAC 80.130) is
                 adopted as part of the Port of Skagway AMSA Plan. The shoreline, tidelands and
                 subtidal area of the Port waterfront and the portion of Pullen Creek that is within
                 the AMSA boundary are subject to coastal management program standards.




                                                        Page 32










                  C-2 Fish Passne.
                  Development activities, facilities, and structures shall be designed, sited,
                  constructed and operated in a manner that does not impede or interfere with
                  timely access to spawning streams by adult anadromous fish or movements of
                  juvenile anadromous fish.


                  D. AIR, LAND AND WATER QUALITY


                         Analysis


                  Skagway residents want a clean and safe environment for their children. Air, land
                  and water quality standards acceptable to the regulatory agencies and the
                  community must be maintained. Nowhere has this concern been more evident
                  than with the water and soil pollution discovered along the truck and railroad
                  routes and at the ore terminal in the Port.


                  The City intends to assure that facilities meet air, land and water quality criteria.
                  The Port's industrial users must design and operate their facilities in an
                  environmentally safe manner. Ongoing monitoring of possible violations by State
                  and federal regulatory agencies is encouraged. Residents want adequate
                  separation between petroleum product tanks and Port or river waters. Oil
                  pipelines must be maintained to ensure that no leaks occur. Water quality
                  standards in marine waters and the Pullen Creek area must be maintained.


                  Development must proceed with caution and safeguards taken to ensure
                  environmental standards are maintained and the public health protected. As an
                  example, when the WPYR's new dock was built in early 1990, pile driving was
                  carefully monitored to ensure that no turbidity occurred that could have stirred u
                  lead contaminated sediments. As part of the ore terminal lease transfer Currag@
                  Resources will make a number of improvements to the facility. Reportedly the
                  driveway area will be paved to make ore dust removal easier and a new efficient
                  system for ore transfer within the terminal will be installed that decreases the
                  spread of ore dust by using a crane instead of a forklift. Safeguards such as
                  these are encouraged by Plan policies.



                         Policies


                  D-1 Air, Land and Water Qualily.
                  Notwithstanding any other provisions of this chapter, the statutes pertaining to
                  and the regulations and procedures of the Alaska Department of Environmental
                  Conservation with respect to the protection of air, land and water quality are
                  incorporated into the Port of Skagway AMSA Plan. Water quality shall not be



                                                       Page 33








                lowered below State standards on a long-term basis by development or any
                activity.


                D-2 Waste-Water Discharae.
                All permits, leases or plans of operation for projects shall require siting, design,
                construction, and operation to provide reasonable assurance that waste water
                discharges will meet water quality standards. Where appropriate, such measures
                shall include, but are not limited to, dikes, catch basins or settling ponds,
                interceptor drains, planted buffers or other suitable devices.


                Q-3 Development Considerations.
                Development shall incorporate facilities for proper storage, disposal and handling
                of petroleum products and fuel, solid waste, waste oil, sewage and refuse in
                accordance with State and federal regulations. Discharge of untreated sewage
                from boats is prohibited.


                D-4 Hazardous Materials.
                ï¿½torage, transportation, cleanup, and disposal of hazardous materials (as defined
                in the Hazardous Materials Transportation Act) shall comply with federal, State
                and local regulations. The City shall be notified of the quantity, and mode and
                schedule of transportation or storage, when the quantity of material meets or
                exceeds the threshold quantity set under the Emergency Planning and
                Community Right To Know Act.


                D-5 Storage of Petroleum and Petroleum Products.
                To the extent feasible and prudent, new facilities for the storage, processin      or
                treatment of 5000 gallons or more of petroleum or petroleum products shail'be
                sited a minimum of 1500 feet from domestic water supplies and a minimum of
                200 feet from any surface waters. Impermeable berms or basins capable of
                retaining 110 percent of the tank capacity (or capacity of the largest tank where
                multiple tanks are separately valved) plus 12 inches of freeboard shall be
                required to minimize the potential for inadvertent pollution.


                D-6 SDIII Containment and Cleanup Eguipment.
                Any petroleum transport, storage, and refueling operation of 2000 gallons or more
                shall maintain and have access to oil spill containment and cleanup equipme        nt
                located in Skagway. Personnel trained in the use and maintenance of this
                equipment shall be available in Skagway.


                D-7 Environmental Protection Technology.
                To the extent feasible and prudent, equipment and procedures using the most
                advanced and effective technology for limiting emissions and effluent, and for the
                storage, handling, cleanup, and disposal of oil and hazardous materials shall be
                required for industrial, energy, and transportation facilities.







                                                     Page 34









                  D-8 Cumulative Impacts.
                  The cumulative effects of new major development on the ambient air and water
                  %
                   uality of the City of Skagway will be considered in the review of proposed
                    velopment projects.



                  E. TRANSPORTATION


                         Analysis


                  Transportation in the Port area has been and will continue to be vital to the city's
                  economic future. The Port area serves freight, cruise, and ore ships, State ferries,
                  day cruise boats, and small recreational and fishing boats. Tourists come to and
                  leave the Port area by boat, railroad, automobile, bus, airplane and helicopter.
                  General cargo and freight, fuel, mining supplies and ore are shipped through the
                  Port. The trans-shipment section of the resource inventory provides numbers and
                  volumes for these various transportation uses.


                  Port transportation facilities must be improved to ensure Skagway's role as a
                  gateway port to interior Alaska and Canada. Water-dependent and water-related
                  transportation of all kinds is a priority use in the Port. Adequate space for uplands
                  staging to support this use is also required. Continued improvement in ferry
                  service and scheduling is desirable, including development of fast shuttle ferries.



                         Policies


                  E-1 Stream Crossings.
                  Bridges and culverts shall be designed, constructed and maintained - in
                  accordance with fisheries conservation practices that minimize habitat
                  disturbance and allow unimpeded fish passage. Roads and trails shall only cross
                  anadromous streams when necessary to provide access as deemed necessary
                  by the City. Phasing of construction shall be done to avoid critical migration
                  periods for salmon and other anadromous species.


                  E-2 Road and Railroad Location and Maintenance.
                  Roads and railroads within the AMSA shall, to the extent feasible and prudent, be
                  cited to minimize disruptions to adjacent uses, shall be constructed and
                  maintained to minimize blowing dust and other hazards, and to maximize public
                  safety.








                                                       Page 35









                       ADDITIONAL TRANSPORTATION POLICIES FOR THE
                                           PULLEN CREEK AREA


                E-3 Amenities.
                The vehicle and pedestrian access route to the Alaska Marine Highway Terminal
                shall be enhanced with increased landscaping, benches, windbreaks, a bike path
                and racks and other recreation and pedestrian- re I ated amenities.


                              ADDITIONAL TRANSPORTATION POLICIES FOR
                                     PORTIONS OF CONGRESS WAY


                E-4 Amenities.
                The portion of Congress Way that is within the small boat harbor-marine
                commercial area shall be enhanced with increased landsca ing, benches,
                windbreaks, a bike path and racks and other recreation and p%estrian-related
                amenities.



                F. RECREATION


                       Analysis


                Recent development proposals in the Port area have been quite divisive as local
                residents struggle to reach a consensus on the right mix of economic
                development and quality of life. The Port of Skagway AMSA boundary was
                deliberately selected to be large enough that both of these important concerns
                could be logically accommodated as part of a comprehensive Port plan.


                The Pullen Creek Shoreline Park (a 1983 AMSA) is part of a larger pedestrian-
                recreation oriented space in the Port. This larger area includes the pedestrian
                corridor to the ferry terminal, the east part of the RV park when it is relocated, a
                proposed 25-50 foot wide pedestrian walkway along the eastern part of the
                present RV Park and small boat storage/parking area along Congress Way, and
                %
                  edestrian improvements to the WPYR cargo dock. The Plan calls for the RV
                   rk to eventually be relocated as it is not a water-dependent or water-related
                use. In addition, an area on the east side of the small boat harbor is slated for
                piling and king to create space for marine and fish related businesses. This new
                marine business area and all the pedestrian- recreation oriented locations
                described above will be enhanced with amenities such as windbreaks, banners,
                benches, picnic shelters and areas, interpretive displays, bike paths, flowers,
                trees and other landscaping. Public access to Pullen Creek, its spillway and the
                shoreline are also emphasized in this pedestrian-recreation oriented area.





FE                                                    Page 36
0








                   Development is prohibited in a portion of Pullen Creek within the AMSA boundary
                   surrounded by a 50 foot wide strip on either side of the creek. A pedestrian path
                   and amenities however are allowed, provided that there is no adverse impact to
                   Pullen Creek, its hatchery and fish passage uses. The new 50 foot buffer
                   requirement means some portion or all of the city's access road next to the RV
                   Park will be relocated. The Plan designates possible new access routes through
                   staging area in Figure 7.)


                   Small recreational and fishing boat use are very important to the local residents.
                   These uses are also one sector of the economy that has room for expansion. The
                   recreational and commercial use of the small boat harbor is recognized and
                   slated for growth.



                        Policies


                   F-1 Designation of Recreation and Public-Oriented Areas.
                   The Pullen Creek area, portions of Congress Way, and the small boat harbor
                   within the Port of Skagway AMSA are designated as recreation areas (see AMSA
                   Existing and Future Land Use map at Figure 3). These three areas are off-site
                   ta et locations for "5% amenities-enhancement funds" collected under the City
                   ofrikagway waterfront zoning ordinance 19.08.060.

                   F-2 Protection of Pullen Creek Area Values.
                   Use of the Pullen Creek area is restricted to fish hatchery, recreation, and
                   pedestrian-related amenities. Public access to the Pullen Creek shoreline for
                   sightseeing, fish-viewing, sportfishing and other recreational pursuits are
                   encouraged.


                   F-3 Protection of Congress Way Area Values.
                   Opportunities for public use and access to the shoreline and small boat harbor
                   around Congress Way shall be enhanced. Amenities such as landscaping., broad
                   sidewalks, benches, windbreaks, a bike path and racks, interpretative displays,
                   banners and other recreation and pedestrian-related features shall be
                   established.


                   F-4 Protection of Small Boat Harbor Values.
                   Recreational and commercial fishing use of the small boat harbor area are
                   generally compatible and will be maintained and enhanced. Water dependent and
                   related commercial business is encouraged in adjacent designated uplands and
                   he proposed new k area on the east side of the harbor. Public access, visual and
                   edestrian-related amenities are also encouraged in these areas to the extent
                   easible and prudent.
                   p
                   f








                                                      Page 37









               F-5 Recreational Development Design.
               Recreational developments shall be located, designed, constructed and managed
               to minimize adverse effects on other appropriate shoreline uses, whether existing
               or officially planned, and to provide safe, healthy conditions for recreationists.


               F-6 Scenic Views.
               Recreational and access developments shall blend into the surroundings,
               preserve or enhance scenic views and vistas, and improve the aesthetic value of
               the area.






























                                          A&L       -0,



                                                                          . ........ .









                              The small boat harbor in the Port. photo by Bathara sheinberg










                                                 Page 38







                                        SKAGWAY RIVER AMSA
                                        RESOURCE INVENTORY



























                                @,,,,E@ . . . . .. . . . . . .





















                          Looking north up the Skagway River from the foot bridge. photo by Barbara Sheinberg








                 SKAGWAY RIVER AMSA
                 RESOURCE INVENTORY



                 INTRODUCTION


                 All coastal district management plans and AMSA plans are required to have a
                 resource inventory. The purpose of the resource inventory is to review the
                 physical, biological and socio-economic features and resources of the area. A
                 thorough inventory of the area's resources provides the background and context
                 for analyzing the use and management of those resources.


                 The Skagway Coastal Management Plan (SCMP) provides a detailed inventory of
                 the physical, biologic and human resources in the area. This Skagway River
                 AMSA focuses specifically on the River area and provides some supplemental
                 information.



                 PHYSICAL and BIOLOGIC ENVIRONMENT


                       General Setting


                 Rugged mountains, steep walled valleys with glacial rivers, numerous glaciers
                 and ice fields characterize the geography of the area. The Skagway River and the
                 Taiya River are the two major rivers that drain into Talya Inlet.


                 The Skagway River is a braided stream with an overall average gradient of 192
                 feet per mile and an average gradient of about 40 feet per mile in the AMSA area.
                 The River valley is for the most part a canyon intersected by tributary valleys. The
                 River drains an area of approximately 145 square miles, consisting mainly of
                 steep, partly timbered, mountainous terrain.



                       Geology and Soils


                 The townsite of Skagway and Skagway River are located on igneous and
                 metamorphic bedrock. In the Skagway River floodplain this bedrock is covered by
                 an approximately 600 foot thick layer of sediments on top of the bedrock. These
                 sediments include approximately 150 feet of alluvial, deltaic and marine deposits
                 that overlie 450 feet of compact glacial deposits. The glacial deposits are



                                                      Page 39








                composed of cobble and boulder sized rubble sandy gravel and silt. The
                groundwater table is encountered between five akd ten feet below the surface.
                Sediments below the groundwater table are saturated. Along the River the top
                surface deposits consist of glacial drift in some places, floodplain deposits and
                alluvial deposits - gravel, sand, some cobbles and silt. The sorted glacial drift
                material is good road surfacing material.


                The nature of the Skagway River subsurface is described in more detail in
                material site drilling and testing. Refer to the "Materials Extraction" section of the
                Resource Inventory chapter for more information.



                      Hydrology


                            Skagway River Drainage


                The Skagway River drains a vast area that begins in the Coast Range Mountains
                in the Yukon Territory. Important Skagway River drainage characteristics are
                summarized in the table below.




                         TABLE 5 - DRAINAGE CHARACTERISTIC OF THE SKAGWAY RIVER
                   (an updated version of a table from the Skagway Coastal Management
                                             Program document)



                      Length:                        19 miles
                      Drainage Area                  Appr. 145 square miles
                      Mean Elevation:                3900 feet
                      Average Slope:                 192 feet per mile
                      Average slope in AMSA area:    40 feet per mile
                      Water temperature:             33-49 degrees F
                      major tributaries:             East Fork, White Pass
                      Major Glaciers:                Laughton, Denver, South
                      Major Lakes:                   Summit, Goat
                      Average Discharge:             500 cubic feet second
                                                            (low flow of 50 cfs
                                                            in April- and high
                                                            flows of 1270 cfa in
                                                            Jrune-Aug)












                                                 Page 40











                              Groundwater


                Skagway's current drinking water supply comes from three wells located at 15th
                Avenue that tap a groundwater aquifer in alluvium deposits formed by the
                Skagway River. The location of these wells is shown below (from the June 1990
                Skagway Water Quality Planning Study report by James Montgomery Engineers
                Inc.).


                                     TABLE 6 - LOCATION OF CITY WELLS
                                (from the June 1990 James M. Montgomery report)




                                                                      AVE.-


                                                                    F-AVE, I



                                                                            E:3
                                                      3:  .0   16th   AVE.]
                                                    JUa z
                                     WELL#3

                                                      15th
                                                              METER S

                                                           -ELNELL# I
                                                              @ L           F AVE.1
                                                    WELL#2 WITH.
                                                    EMERGENCY GENSET

                                                                                VE.


                                                                    E--7    E-AVE,
                                                    E-12th  E


                                                                            E @_AVE.




                                                                               AVE.1
                                                      9 t =h]
                                                            IE=     1-C     5
                                                                    E@R


                                           F
                                              JW E02       w
                                                      LL#
                                                    EMERCEN
























                                                         L LOCATIONS
                                             CITY WEL





                                                      Page 41








                 City well No.1 is 80 feet deep, well No. 2 is 75 feet deep and well No. 3 is 120
                 feet deep. The City began using these wells as its groundwater source in 1966.
                 Areas not served by City water rely on private wells that withdraw water generally
                 from the upper 25 feet of sediments. Water from the Skagway River and its
                 tributary streams enter alluvial deposits to recharge the floodplain aquifer.
                 Additional surface water enters the aquifer as precipitation runoff that percolates
                 downward into the aquifer. Most of the surface water accumulating on paved
                 surfaces and buildings either_percolates into the aquifer, is carried away in City
                 storm drains or evaporates. Uroundwater entering the floodplain aquifer moves
                 southeasterly through the aquifer toward the inlet.



                        River Hydraulic Capacity and Flooding


                 The hydraulic capacity of the Skagway River is of great local concern. The City of
                 Skagway has grown up along the riverbank - the original townsite, City airport
                 and new school are immediately adjacent to its banks. As river waters rise during
                 storms, the possibility of flooding becomes a major concern. To assure that the
                 flooding potential does not increase, development along the River must not
                 decrease the carrying capacity of the River. Data on the Skagway Rivers water
                 discharge rate is shown in Table 7 on the next page.
































                                                      Page 42













                                                TABLE 7 - SKAGWAY RIVER DISCHARGE RATE
                                                (from the June 1990 James M. Montgomery report)




                                                   JAN    FEB MAR APR MAY JUN JULY AUG SEPT OCT NOV DEC
                                             4000                           1     1      1      1.    I      I      i      I    = 100
                                                                            - - - - - -         I- - - --- - - - - ---              80
                                                                                                                           1        70
                                             2000                                                                          F_ -.:- 60
                                                                                                                                -50
                                                                                                                                -40

                                         0   1000  - - - - - - - -
                                              800  - -  L            L                                                     L

                                              600  - -
                                                              L      L                                                     L
                                         CL
                                              400  - -        r   -  r  -                                                      -_to
                                                                                                                                    8
                                                                                                                                    7
                                              200       L      L     L                                                              6
                                                                                                                                     .0
                                                                                                                                    5
                                                                                                                                    4
                                              100  - -  1-                                                                          3
                                              80   - -  -  -
                                                                                                                                    2
                                              60


                                              40                                                                                    1.0


                                              20
                                                                                                                                    0.5


                                                                                                                                    0.3
                                              10


                                                        Mean Maximum Discharge
                                                                                                    From U.S. Geological Survey
                                                        Mean Discharge                              Open File report, Water Resources
                                                        Minimum Mean Discharge                      Skagway, Alaska, 1975






                                                                                                                     Discharge of
                                                                                                                    Skagway River
                                                                                                                       1964-1973




                          Flooding from the Skagway River may result from heavy rains, rapid snow melt,
                          earthquakes, or the sudden breakout of a glacier-damned lake. Floods usually
                          occur in the autumn after heavy rains and the accumulated snow has melted. In
                          addition, human activity such as control or diversion of waterways or
                          development in the floodpla]n can magnify flooding problems.




                                                                                 Page 43








                 The Skagway River hydraulic capacity and potential for flooding was first
                 addressed by the U.S. Army Corps of Engineers (Corps) in 1940 when a study
                 that resulted in construction of a 1.5 mile dike was completed. That dike extends
                 upstream from the River mouth. It was constructed as part of a harbor navigation
                 project. It is believed the dike can contain a 28,000 cubic feet per second (cfs)
                 peak discharge flood.


                 Another flood control project to reconstruct and extend the existing breakwater
                 and dikes on the east bank of the River was authorized in 1946. This project was
                 also intended to reconstruct the existing dike at the former tuberculosis
                 sanatorium site. However, this project was never funded.


                 The Corps, the WPYR Railroad, the State Department of Transportation and
                 Public Facilities (DOTPF) and private property owners have at various times built
                 dikes further upstream, north of the 23rd Avenue highway bridge. These dikes
                 date back to the 1940s. Some were built legally and others were not.


                 The City's primary protection against flooding is the original Corps dike built in
                 1940. The location of the dike is illustrated in Figure 8. The dike has been
                 breached several times and significant portions have eroded. At the time it was
                 constructed, the design life was most likely predicted to be 25 years. This means
                 there is dail wear and tear on a structure that is probably to 25 years past its
                 design life. 9bviously, this is of great concern to the residents of Skagway.

                 The Corps completed a new survey of the condition of existing dikes and flood
                 control measures in April of 1990. The City of Skagway has asked the Corps to
                 initiate a reconnaissance study in order to complete a new hydraulic capacity
                 analysis of the River. The new analysis will form the basis of a vision concerning
                 a new flood control project.


                 Table 8 summarizes data from major Skagway River floods. The U.S. Geologic
                 Survey's (USGS) river gauging station was removed from the Skagway River in
                 September of 1985 due to lack of funding. (The cost to maintain a river station is
                 approximately $20,000. Half of this cost is usually paid by the USGS.)
















                                                      Page 44













              TABLE 8 - MAJOR SKAGWAY RIVER FLOODS AT 23rd AVENUE BRIDGE


                                 Peak flow          State*
              Date              Cubic feet/sec       Feet-MSL       Remarks


              October    1901    35,000            64.4     Assumed equiv.to
                                                              1943 flood
              September  1919    15,000            61.4
              September  1927    15,000            61.4
              October    1936    15,400            61.7
              October    1943    35,000            64.4     Flood of record
              October    1944    30,000            63.4
              October    1949    -------           ----     Data not avail.
              September  1967    13,000            62.5

              * Average  elevation of stream invert is 58.0 feet Mean Sea
             Level (MSL)

             This table is from a January 1975 U.S. Army Corps of
             Engineers report.




                  Other Geophysical Hazards


             The Skagway area is subject to earthquakes, landslides, erosion, aggradation,
             and slow geostatic uplift (rebound) of the land resulting from bearing the weight of
             past glaciers.



                  Fish, Birds and their Habitat


             The ADFG classifies the Skagway River as an anadromous water. This means it
             provides for the spawning, rearing or migration of fish that spawn in freshwater
             and spend part of their lifecycle in salt water. The River has a minor autumn run
             of chums and coho salmon. In the AMSA area, the Skagway River is meandering
             and periodically floods. This can negatively impact habitat. Flood control efforts
             and lasting effects caused by the gold rush stampede on and around the River
             have also altered habitat conditions. As a result of these factors, the River has
             minimal fishing potential.


             Recent conversations with Southeast Alaska ADFG personnel R. Ericksen, J.
             Schempf) indicate that the most critical Skagway River habitat Zr anadromous
             fish in the summer is the smaller feeder streams that feature alders and other



                                          Page 45








                 overhangin vegetation. In winter, the juvenile coho salmon and dolly varden
                 move out o?the side _ , aams and into the deeper holes of the Skagway River that
                 do not freeze through. This type of overwintering habitat is critical from October
                 through April or May. In general, areas of the Skagway River that are high, dry
                 and frozen during the winter are not critical habitat areas.


                 There have not been any recent inventory efforts in the area for fish resources
                 since 1980. However, recent observations have shown that locations with
                 important overwintering or spawning habitat and with enhancement potential
                 include:

                        1) a stream located opposite the airport near U.S. Survey 3312, Lots 27
                        and 28, that doesn't freeze through in the winter (R. Ericksen, J. Tronrud),
                        2) a stream in an old ditch that crosses portions of U.S. Surveys 176 and
                        1805 where rearing coho were observed (J. Myers/R. Ericksen),
                        3) a creek by Liarsville where a culvert should be removed and replaced
                        with a larger one to facilitate fish movement (R. Ericksen), and,
                        4) a pond immediately downstream from the Gold Rush Cemetery where
                        flooding buried a culvert a few years ago that is used by rearing fish (R.
                        Ericksen).


                 The tideflats, stream banks and channels, and wetlands form important feeding
                 and resting areas for waterfowl and other birds. The major migratory route for
                 waterfowl and seabirds is south of the area in Lynn Canal and the Chilkat Valley
                 However, some birds, listed in Table 2 do feed in the area.



                        Vegetation


                 Skagway is located within the coastal spruce/hemlock forest that extends
                 throughout Southeast Alaska. Most of the area forest is considered non-
                 commercial quality. Skagway lost part of its virgin forest to fire shortly after the
                 gold rush era. Along the Skagway River, there are sparse cottonwood and alder
                 trees that are a maximum 24" in diameter. There is also scattered willow brush.



                 HUMAN ENVIRONMENT


                        Material Extraction


                 Sand and gravel resources in the Skagway area come from the Skagway River
                 floodplain, talus slopes, glacial moraines and beach deposits. The Skagway River
                 floodplain provides an easily developed source for the City's material needs. Four



                                                      Page 46








                 material sites in the AMSA area that have been used recently are illustrated in
                 Figure 8. Three are sources from the River floodplain and one from a talus slope.


                 Drilling at Material Site 3 (Figure 8) on the east side of the river occurred in
                 October of 1984. At that time the depth of the water table varied from 3.0 to 8.5
                 feet. Seasonal fluctuation of the water table is to be expected. The drilling
                 showed that the riverbed generally consists of river deposited sand and gravels
                 with 16" to 26" boulders.    Material passing from the #200 screen on samples
                 tested ranged from 1 to 4 percent. The average depth of organic soil is
                 approximately 8", but varies in depth from 0-12".



                        Fish Enhancement


                 There are no hatcheries in the Skagway River or within the AMSA boundary.
                 However, a variety of fish habitat enhancement efforts do exist. Various culverts
                 have been placed and maintained to aid fish passage. Also, the mining plan for
                 Material Site 3 (Figure 8) calls for the creation of fish rearing ponds as part of the
                 reclamation process. Rearing and other fish enhancement activities can happen
                 here and at the sites described in the 'Fish, Birds and their Habitats' Section of
                 this Resource Inventory chapter.



                        Air, Land and Water Quality


                               Air Quality


                 Skagway is located within a Class 11 Airshed defined by the ADEC as aenerally
                 free from pollution but with some industrial use occurring. The narrow Skagway
                 River Valley is the area most impacted by industrial activities. Activities within and
                 near the Skagway River AMSA that have the potential to impact AMSA air quality
                 include: air pollution from ore particulate dust, train emissions, emissions from
                 other industrial users, wood smoke emissions and burning at the landfill site.
                 Contaminated lead ore dust has polluted some soil, marine sediments and
                 organisms. This subject is fully dealt with in the Port of Skagway AMSA. Except
                 for ore dust, most other emissions are considered minor due to prevalent strong
                 blowing winds in the area.



                               Water Quality


                 The City's drinking water is provided by an aquifer beneath the Skagway River
                 that is tapped at 15th Avenue. Skagway's water quality is considered good.
                 However, recent City of Skagway and ADEC testing for impurities discovered low
                 levels of seven volatile organic chemicals. Although the final maximum
                 contamination levels (MCL) considered a health risk by the U.S. Environmental



                                                       Page 47








                  Protection Agency (EPA) are still evolving, it appears that two of the seven that
                  are present in Skagway's wells could on occasion exceed those standards. So far
                  only tetrachloroethylene (which has not been shown to be carcinogenic) has
                  actually exceeded its anticipated MCIL, but trichloroethylene (which has been
                  identified as a low risk carcinogen) has come very close. The A has
                  recommended that the City continue to monitor its water supply.


                                Solid Waste


                  The City's current solid waste site is within the AMSA boundary. The city collects
                  garbage, burns it and then buries it with cover material. The current site is in
                  violation of regulations and is considered an eyesore by residents. A regulations
                  do not allow landfills to be burned and buried at the same location. Only
                  communities with populations of less than 800 are allowed to open burn their
                  garbage. The present landfill is near capacity and its operating permit expires
                  ember 31, 1990.



                         Transportation


                                Introduction


                  The Skagway River Valley is the predominant transportation corridor for this area.
                  Various transportation related uses include:
                         1) The City airport, located on flat land adjacent to the Skagway River
                         mouth.
                         2) The WPYR Railroad shop yard, adjacent to the River and just north of
                         the 23rd Avenue highway bridge.
                         3) The WPYR railroad which follows the River valley in the north part of the
                         AMSA.

                         4) A 4" diameter oil pipeline, adjacent to the railroad and River in parts of
                         the AMSA.

                         5) The State owned Klondike (Slk@qway-Carcross) Highway, adjacent to
                         the River in the north part of the AMSA.



                                Airport


                  Skagway airport, built along the banks of the Skagway River, is owned and
                  maintained by the State. The airport runway is located on fill behind the dike,
                  almost parallel with Alaska Street. The present runway is too close to some
                  residences. The distance from the centerline of the runway to the edge of the City



                                                       Page 48








                 is only about 2000 feet. The runway centerline is about 300-500 feet from Alaska
                 Street. The building restriction line is currently 160 feet from the runway
                 centerline. About a dozen homes are within 300 feet of the runway centerline.
                 Some parts of these homes are currently within the building restriction line.


                 The air transport industry is dependent upon tourism for about 80 percent of its
                 business. Air operations increased more than 30 percent from 1986 to 1987.
                 Some of this increase could be due to better reporting. During the summer
                 months, traffic level at the Skagway airport is quite heavy - primarily due to "fly-
                 cruise" and "flight-seeing" clients from cruise ships and the Alaska Marine ferry.
                 Traffic is so heavy that current facilities can not safely accommodate it. This
                 safety concern has prompted improvements to be proposed for airport. The first
                 step, a planning study, was completed in 1989 by TAMS Consultants, Inc.
                 working for the State DOTPF.


                 Skagway needs to continue to improve the airport's operations and safety.



                              Railroad


                 Local rail transportation is now solely dependent on the tourist industry. The
                 WPYR railroad seasonal tourist excursions began in 1988. The industry
                 9
                  enerated 36,000 passengers that year and just over 77,000 passengers in 1989.
                  kagway wishes to encourage the rail industry- to improve and expand its
                 services.




                               Roads


                 Road transportation within the AMSA is provided by the State of Alaska and the
                 City of Skagway. The State maintains the Klondike CSkagway-Carcros Highway
                 from the U.S. border to the ferry terminal, and Dyea Road. The Itate also
                 maintains the road built by the U.S. Army Corps of Engineers many years ago
                 from Liarsville to the old tuberculosis sanitarium. The State maintains it since it
                 provides access to State owned lands along the River and access to River dikes
                 for maintenance. The WPYR maintains a private road across their railroad shop
                 yard. This road is the only access for the public to the Ried Falls area and the
                 Gold Rush Cemetery and for the State to its Material Site 3 (Figure 8).


                 The Klondike (Skagway-Carcross) Highway was completed in 1978. The 112 mile
                 road connects Skagway with Whitehorse, Yukon and the Alaska Hi hway No. 1
                 (Alcan). Approximately 14 miles of the highway are within the US. border.
                 Between 1979 and 1986 the highway was maintained only during the summer.
                 After rn    repair work during 1985 and 1986, the road was opened for use in the
                 winter. Ve0arr round usage was made possible by an agreement between the State
                 and the Yukon Government and has enabled ore from the Faro mine in the




                                                      Page 49








                  Yukon to be trucked to the Port of Skagway for shipment. Ore is trucked year
                  round thereby assuring year round road maintenance.


                  Highway use shows steady increase from 1979 to 1989. During this time period
                  the number of vehicles using the highway increased 8 to 10 percent a year. In
                  1989 there were approximately 40,700 vehicles traveling the road with a total of
                  just over 99,700 passengers. These figures include 2319 buses (both through
                  buses and Skagway-Carcross-Skagway trips) that carried 23,488 passengers
                  and 12,611 ore trucks.



                         Recreation


                  The areas most in demand for recreation are naturally !hose close to town. The
                  area along the shoreline and waterfront and in the river valleys is especially
                  desirable. Recreational use of the Skagway River is important both to residents
                  and tourists. The Skagway River waters are to be kept open for all users. No one
                  use will preclude any others, including recreation. The State does not provide any
                  recreational facilities for using the River.


                  The State Department of Natural Resources (DNR), Division of Parks and
                  Outdoor Recreation (DPOR) formerly managed a campsite west of the River at
                  Liarsville. They dismantled the limited facilities and discontinued services when a
                  material sales site was established at the same location. This site was a local
                  favorite for picnicking and cookouts. Just south of this site there is a small
                  privately owned and operated campsite.


                  State owned land just west of the River at Reid Falls/Gold Rush Cemetery is a
                  popular tourist destination. It is accessible by foot or vehicle. However, access is
                  via privately owned WPYR land and the public must cross the heavily used
                  railroad tracks several times creating a public safety problem. The WPYR is
                  currently relocating this segment of railroad so that visitors will no longer have to
                  cross the railroad tracks several times and to eliminate the need for trains to
                  move through the area at reduced speeds.


                  City owned and managed Yakutania Point Park is located along the west bank of
                  the River mouth. A small foot bridge across the River provides pedestrian access
                  to this Park and a jogging trail and exercise course. This is another very popular
                  area for local residents and day visitors.


                  The Klondike Highway from the 23rd Avenue highway bridge to Liarsville is
                  heavily trafficked by pedestrians for sightseeing, jogging, bike-riding and access
                  to the River for picnicking and camping. This same corridor is also heavily used
                  for industrial truck traffic and thousands of tourist vehicles and buses each year.






                                                       Page 50








                Another important recreation is the simple pleasure of sightseeing to            the
                magnificent vistas of the area. Dyea Road offers spectacular views of =wn,
                Port, River, Long Bay and Taiya Inlet.



                       Subsistence


                Few people in Skagway are totally dependent upon harvesting food from the sea
                or land. However, many people supplement their family diet with fish, game and
                berries. They also supplement their fuel supply with wood.


                Subsistence use was recently documented by Kruse and Frazier, in their study
                Tongass Resource Use Cooperative Study, September 1988. The study
                compared Skagway subsistence habits to 29 other communities in Southeast
                Alaska. According to the survey, Skagway residents harvest fewer pounds of
                edible subsistence resources than any other community in the study. Skagway
                residents harvested between 31-72 pounds per capita, compared to Edna Bay,
                the highest subsistence harvesters at 475-560 pounds per capita.


                The survey showed that fishing for salmon, finfish, and other invertebrates (crab,
                shrimp) is more important to Skagway residents than hunting for deer and other
                mammals. Fishing may be more popular because of the successful salmon
                enhancement efforts of the Jerry Myers and Burro Creek hatcheries.


                The lower reach of the Skagway River in the AMSA area is generally not used for
                subsistence.



                       Petroleum Storage and Transfer Facilities


                Energy related facilities along the Skagway River include petroleum product tanks
                and pipelines for transfer. Approximately 26 million gallons of fuel passed through
                the Port in 1989. The fuel is either shipped to Canada, used by the State ferries
                or consumed locally. About 85 ercent of the fuel is transferred by the WPYR to
                Whitehorse in the Yukon Ter tory. The fuel is generally piped off ships into
                storage tanks located either at t e Port or along the Skagway River. All fuel tanks
                are located within either the Port or River AMSA. Some of these storage tanks
                were built in the 1940s and require careful maintenance. Fuel is later trucked or
                piped through the company's four inch diameter pipeline to Whitehorse. The
du              pipeline parallels the railroad corridor located along the Skagway River valley.


                Petroleum product tanks are also located at the H&H construction yard adjacent
                to the River.
                                                p
                                                ri
                                                h















                                                     Page 51







                  The movement, transfer, and storage of fuel requires vigilance during handling to
                  prevent spills and leaks. T his is especially important along the Skagway River
                  where the tanks are located in the River floodplain and above the City's drinking
                  wells.























                                                                                            ne,
                                                                                        1;;.Ni;

                                                                                  pry,-












                                                      7




                             Oil tanks next to the ore terminal at the Port. photo by Barbara Sheinberg















                                                       Page 52







                                         SKAGWAY RIVER AMSA
                           RESOURCE ANALYSIS and POLICIES
























                                                                            ............






















                          The foot bridge crosses the lower reach of the Skagway River to provide foot access to
                          Yakutania Point Park and popular jogging trails. photo by Barbara Sheinberg








                 SKAGWAY RIVER AMSA
                 RESOURCE ANALYSIS and POLICIES



                 INTRODUCTION


                 All coastal district management plans are required to have a resource analysis. In
                 the resource analysis section, the uses and activities that occur in the area are
                 analyzed, with special attention to existing and potential conflicts. The resource
                 analysis section of this plan reviews the uses and activities in and alon the
                 Skagway River and assesses current and anticipated use conflicts for hver
                 resources. A thorough analysis of uses and issues naturally leads to a discussion
                 of the policies that will be applies to resolve these conflicts and guide resource
                 management. Thus, the Skagway River AMSA Plan's enforceable policies follow
                 each issue analysis.


                 Because the following resources or uses of the Alaska Coastal Management
                 Program (ACMP) are not significant within the Skagway River AMSA, policies
                 have not been developed for them: energy facilities, timber harvest and
                 F
                 rocessing, subsistence, and historic, prehistoric and archaeological resources.
                 n the event that a pro'ect was proposed that related to one of these issues, the
                 relevant policies from t9e Skagway Coastal Management Program (SCMP) would
                 be used.


                 The policies developed in this Skagway River AMSA Plan replace both the ACMP
                 State standard (unless the State standard is specifically adopted) and the policies
                 found in the SCMP. This River AMSA Plan contains a detailed inventory and
                 analysis of the resources, uses and activities in the AMSA area. As a result, the
                 City now has very specific policies to be applied within the AMSA boundary.
                 Management of existing and future land and water use is discussed in this
                 section and shown in Figure 8.



                 A. SHORELINE DEVELOPMENT


                       Analysis


                 Land ownership and topographic constraints have dictated the pattern of land
                 development in Skagway. The most intensively used area is the approximately
                 130 block townsite located at the mouth of the Skagway River. Most of the area
                 outside the core townsite is too steep for development, except for low density




                                                     Page 53









                residential, dispersed recreation, and resource development. This outlying area is
                not serviced by city water and sewer.


                The relatively flat land located within the Talya and Skagway River valleys is the
                most suitable for development. Of these two river valleys, the Skagway is the
                most accessible. The State highway, the City airport and the WPYR Railroad are
                located along this flat river valley. The area north of the 23rd Avenue highway
                bridge is the most likely for future development. It is the only section of town other
                than the Port that is suitable for heavy industrial development. There is currently
                a mix of residential, industrial and dispersed recreational uses in this area.
                Several physical limitations at this location need to be addressed prior to more
                intensive use. The area is subject to floodipg and has a high water table which
                may preclude the use of septic systems. It is north of the city's water supply and
                ground water contamination must be avoided. In addition to these considerations,
                there are important public recreation, access and scenic values to be considered.


                Planning for development along the Skagway River must take into account the
                natural constraints of the land and river and must also balance the competing
                uses for this important land. The management called for in this Resource
                Analysis Chapter, the policies set forth, and the Land Use (Figure 8) all work
                together to illustrate the community vision for the lower reach of the Skagway
                River.




                       Policies


                A-1 Water-Dependent and Water-Related Activities.
                In planning for and approving development plans in the Skagway River AMSA,
                the City, State and federal agencies shall give priority in the following order to:
                       a) water-dependent uses and activities;
                       b) water-related uses and activities;
                       c) uses and activities which are neither water-dependent nor water-related
                       for which there is no feasible or prudent upland alternative to meet the
A                      public need for the use of activity; and
                       d) uses and activities which are neither water-dependent nor water-related
                       for which there are upland alternatives. Permitting of such uses and
                       activities will be evaluated on a case-by-case basis to insure that a future
                       significant potential water-dependent or water-related use for that site is
                       not preempted.


                A-2 Mitigation.
                All land and water uses and activities in the Skagway River AMSA shall be
                conducted with appropriate planning and implementation to mitigate potentially
                adverse effects on the following resources or values of local, State or national
                importance:
                       a) air and water quality;
                       b) fish populations and their habitats; and
                       c) the river's hydraulic capacity.



                                                      Page 55









                   The public and private costs of mitigation relative to the public and private
                   benefits to be gained will be considered, in the implementation of this policy.
                   Mitigation shall include and be considered in the following order of preference:
                          a) avoidthe loss altogether by not taking a certain action or parts of an
                          action;
                          b) when the loss cannot be avoided, minimize the loss by limiting            the
                          degree or magnitude of the action and its implementation;
                          c) when the loss of resources and/or associated activities of local, State or
                          national concern cannot be minimized, restore or rehabilitate the
                          resource to its pre-disturbance condition, to the extent feasible and
                          prudent; and
                          d) where the loss of important habitat or activities of local, State or national
                          concern is substantial and irreversible and can not be avoided, minimized,
                          restored or replaced, compensate for the loss by replacing, enhancing, or
                          providing substitute resources or environments. Compensation may be in-
                          Kind or out-of-kind and off-site or on-site.


                   A-3 Design and Siting Criteria.
                   Development shall be sited, constructed and operated to reduce the impact of
                   flooding and other geophysical risks, to allow for natural drainage and to minimize
                   damage to life and property. To the extent feasible and prudent, development
                   within the Skagway River floodway is prohibited. Development within the 100
                   year floodplain must conform to the City's floodplain management guidelines
                   (SCC Title 15, Chapter 12.) Those areas protected by dikes and other flood
                   control devices, can be developed if density, siting, setback and structural
                   requirements reflect the physical opportunities and constraints of the site (e.g.,
                   flooding and a high groundwater table).


                   A-4 Dredge and Fill Reguirements.
                   Projects that require dredging or filling in productive Skagway River habitat shall
                   be located, designed, constructed, and maintained to:
                          a) avoid or minimize significant impacts or destruction of important fish
                          habitat;
                          b) avoid or minimize significant interference with fish migration, spawning
                          and rearing;
                          c) limit the extent of direct disturbance to as small an area as possible;
                          d) minimize turbidity and waterborne sediment transported away from the
                          dredge or fill site; and                                                                      E
                          e) provide for adequate circulation and drainage in the area around the fill


                   A-5 Disposal of Dredge Materials.
                   Dredged materials disposed of in shoreline landfills shall, to the extent feasible
                   and prudent, not cause significant alteration of important habitats, degradation of
                   water quality or significant adverse impacts to shoreline processes. If impacts can
                   not be avoided, they shall be minimized. Upland disposal sites for dredge
                   materials shall be contained and stabilized to prevent erosion and leaching into
                   the river waters.






                                                         Page 56









                 B. HAZARDOUS AREAS


                       Analysis


                 Most of the land within the AMSA is subject to a variety of geophysical hazards.
                 These hazards include floodl   ng, erosion and aggradation, slow land uplift as a
                 result of glacial retreat, landslides and earthquakes. Development must include
                 the appropriate safeguards to protect structures against these natural hazards.


                 The City of Skagway has grown along the banks of the Skagway River.
                 Consequently, flooding is the hazard that occurs most frequently and is of
                 greatest concern to City residents. Erosion and aggradation occur, as a result of
                 both the natural swing of a meandering braided stream and from human actions
                 such as dike and bridge construction. Erosion and aggradation contribute to
                 flooding potential. The Resource Inventory chapter of this Plan describes the
                 history of flooding and flood control measures undertaken along the River.


                 Important locations for flood control include the 23rd Avenue highway bridge and
                 property to the north. There is growing concern that erosion will eventually affect
                 the highway brid e supports. Concern is also focused on the WPYR railroad shop
                 area where the Erps surveys predict that flood flows will overtop the dike. Other
                 critical flood control areas are south of the bridge and along the airport runway.
                 Here, the dike was removed in one section, lowered in others, and neglected
                 along its entire length to the extent that vegetative growth now threatens stability
                 and accessibility during a flood.


                 The responsibility for dike maintenance has been debated for years. The Corps
                 claims the City is responsible, the City says responsibility rests with either the
                 State who owns the watercourse the property owners who abut the River, or the
                 Corps who is re onsible for flood control projects. In any case, the Corps
                 recommends the S@ity increase maintenance, stockpile material for use during a
                 flood, survey the dikes, return the dikes to design grade, and clear the vegetation.
                 As discussed in this Plan's Resource Inventory chapter, the Corps has just
                 completed a condition survey of the dike in April 1990.


                 City flood control focus' on floodway and floodplain management by restricting
                 building location and requiring specific design measures during construction. The
                 City must continue to ensure that the public be informed about flooding hazards,
                 restrict development in the active floodway and require safeguards for building
                 development in the floodplain. These measures will assure the City's goal to
                 minimize loss of life and property. The City must also provide for up-to-date
                 analyses of the Rivers hydraulic capacity in order to facilitate planning and flood
                 prevention efforts. Finally, flood control devices must be maintained and new
                 flood control measures added where appropriate.






                                                       Page 57








                  Proposed major projects may be required to analyze the project's impacts on
                  River hydraulics to ensure that there is no increase in the rivers flood water
                  carrying capacity. Projects may also be required to propose specific design or
                  mitigation measures to protect life and property from flood threat and protect the
                  integrity of the River.



                         Policies


                  B-1 Hydraulic Capacity Considerations.
                  Major projects within the 100 year floodplain of the Skagway River may be
                  required, as deemed appropriate by the City, State or federal agencies, to
                  complete a detailed investigation of the project's impact on the rivers flooding
                  potential and hydraulic cap@city. Measures may be required to assure that the
                  rivers. hydraulic capacity is not decreased. When appropriate, design or
                  mitigation measures will be sensitive to and seek to enhance fish habitat and
                  offer suitable sites for material sale.


                  B-2 Erosion.
                  Development and resource extraction activities shall be sited and conducted to
                  minimize accelerated river erosion that could contribute to increased flood
                  potential. To the extent feasible and prudent, development activities shall retain
                  existing vegetative cover in erosion-prone areas. In cases where development
                  necessitates removal of vegetation, erosion shall be minimized through
                  revegetation or other appropriate control measures.


                  B-3 Flood Control Efforts.
                  Priority attention for flood control efforts will be given to completing a an up-to-
                  date Skagway River hydraulic capacity analysis, completing new hydraulic
                  capaci%uanalyses as needed, and improving flood control efforts throughout the
                  AMSA      tparticularly at areas identified as critical in recent U.S. Army Corps of
                  Engineers surveys. These critical areas include low areas near the runway, and
                  the areas upstream and downstream of the 23rd Avenue Highway Bridge.



                  C. HABITAT


                         Analysis


                  The Skagway      River is an ADFG catalogued anadromous stream. River
                  management efforts are hindered by the lack of conclusive information on critical
                  river habitats. A formal research study and detailed evaluation is badly needed to
                  identify critical anadromous fish spawning, overwintering and other important
                  habitat areas. As development pressures mount this information will become
                  more and more critical for decisi on- makers. Information on critical habitat will
                  permit effective habitat and sportfishery enhancement programs and projects to



                                                        Page 58








                 be designed, thus assuring protection of critical habitat areas. Just as important,
                 the study will identify less important areas where both public and private sector
                 gravel extraction and other development efforts could occur with minimal impact
                 to fish habitat or populations.


                 The lack of habitat information will become an increasing problem as
                 development projects adjacent to the Skagway River banks continue to occur.
                 For example, demand for development in the flat accessible part of town north of
                 the 23rd Avenue highway bridge and adjacent to the Skagway River will continue
                 to occur; expansion of the airport is needed for safety reasons, and residents
                 prefer it be exp@nded toward the River; flood control efforts will continue along
                 the Skagway River banks; the Skagway River has gravel resources that will
                 continue to be exploited; the foot bridge to Yakutania Point Park needs a regular
                 maintenance program at its present or a possible relocated site. The lack of
                 detailed habitat information is already the cause of unacceptable delays in
                 Skagway River project evaluation and permitting.



                        Policies


                 C-1 State Standard.
                 The Alaska Coastal Management Program Habitat Standard (6 AAC 80.130) is
                 adopted as part of the Skagway River AMSA Plan. The river shoreline and
                 adjacent wetlands and uplands within the AMSA boundary are subject to coastal
                 management program standards.


                 C-2 River Channel Stability.
                 Development or resource extraction activities in or adjacent to the river shall, to
                 the extent feasible and prudent, create a more stable river channel and enhance
                 fish habitat.


                 C-3 Fish Passage.
                 Development activities, facilities, and structures shall be designed, sited,
                 constructed and operated in a manner that does not impede or interfere with
                 timely access to spawning streams by adult anadromous fish or movements of
                 juvenile anadromous fish.


                 D. AIR, LAND AND WATER QUALITY


                        Analysis


                 The Cit is facing a current solid waste/landfill problem. The existing landfill site,
                 almost rull, has operating permits that expire December 31, 1990 and is presently
                 in violation of ADEC standards. The present landfill location is shown in Figure 8.



                                                      Page 59






                 440WWRecently, the City has studied alternative landfill sites along the Klondike
                 Highway and Dyea Road where easy public access already exists.


                 Landfill sites along the Klondike Highway have drawbacks including: potential
                 flooding, high water table, and potential groundwater contamination. Flooding
                 along the Klondike Highway can result in a serious health hazard caused by
                 contamination. Additionally a high water table could preclude approval of a site
                 since a landfill must have a minimum of two feet separation from the water table.
                 Also, a land-spreading site must have a six foot vertical separation. A serious
                 source of groundwater and river pollution may be caused by the sites along the
                 highw@y and river that are above the City's water supply. For these reasons, site
                 selection has been narrowed to a location off Dyea Road, outside the Skagway
                 River AMSA boundary. The City is beginning design and permitting work during
                 the summer of 1990.


                 The City is involved in an extensive testing and clean-up program for the ore dust
                 contamination problem. This project is discussed fully in the Port of Skagway
                 AMSA Plan.


                 The City obtains its drinking water from wells on 15th Avenue that tap an aquifer
                 below the Skagway River. The Resource Inventory chapter of this AMSA
                 provides detailed information on recently discovered contamination by organic
                 compounds. The City of Skagway and the ADEC must continue to work together
                 to determine the source of this contamination. The seven organic compounds and
                 common sources for each are listed in Table 9.


                 If the source can be identified, the City should work with ADEC to ensure cleanup
                 of the contaminant source or sources is accomplished to the extent technically
                 and practically feasible. Even if the source cannot be identified, the City should
                 work with ADEC to determine the extent of the contamination "plume". Monitoring
                 of City wells should continue to document levels and trends of contamination.
                 This would also allow the City and ADEC to track the success of any cleanup
                 efforts and determine if any specific actions are needed to deal with public health
                 issues. At this time it has not been definitively determined whether MCL levels
                 are actually being exceeded nor if a public health problem exists. If local
                 residents are concerned however, activated charcoal filters can be installed in
                 homes or businesses to filter out organic compounds. Careful monitoring of
                 developments upstream from City wells is essential to protect the quality of the
                 City's water supply.


                 It is not anticipated that municipal water or sewage service will be extended north
                 of the 23rd Avenue highway bridge in the future. Consequently, care must be
                 taken that development there has adequate on-site sewage systems and that the
                 quality of rural drinking water is protected.


                 Skagway residents want a clean safe environment for their children. Air, land and
                 water quality standards that are acceptable to the regulatory agencies and the
                 community must be maintained by management of the industrial and solid waste


                                                      Page 60








                facilities. The City's drinking water quality has to be protected. Ongoing activities
                that may contribute to air or water quality violations must be monitored. In
                addition, adequate separation is needed between petroleum product tanks and
                the River to prevent spills from contaminating the River and the City's drinking
                water.




                   TABLE 9 - COMMON SOURCES FOR CONTAMINANTS FOUND IN SKAGWAY WELLS


                                           Degreaser     Dry      Precision
                Compound          Indust.     for    Cleaning    Instrum.    Refri- Drying
                Detected          Solvent    Metal    Solvent    Cleaning    gerant    Agent

                trans
                1,2-dichloro-
                ethylene

                1,1-dichloro-
                ethane


                cis
                1,2 dichloro-
                ethylene

                tetrachloro-
                ethylene

                toulene

                1,1,1-trich-
                loroethane


                trichloro-
                ethylene

                This table is from the June  1990 Skagway Water Quality Planning Study
                report by James Montgomery Engineers Inc.




                      Policies


                D-1 Air, Land and Water Oual
                Notwithstanding any other provisions of this chapter, the statutes pe@rtaining to
                and the regulations and procedures of the Alaska Department of Environmental
                Conservation with respect to the protection of air, land and water quality are
                incorporated into the Skagway River AIVISA Plan. Water quality shall not be
                lowered below State standards on a long-term basis by development or any
                activity.


                Q-2 Drinking Water Protection.
                The portion of Skagway River floodway and wetlands north of 15th Avenue (the
                southernmost City well) shall be managed to assure adequate water flow, nutrient




                                                  Page 61








                  and oxygen levels and to avoid adverse effects on natural drainage patterns and
                  the destruction of important habitat and the discharge of toxic substances.


                  D-2 Waste-Water Discharge.
                  All permits, leases or plans of operation for projects shall require siting, design,
                  construction, and operation to provide reasonable assurance that waste water
                  discharges will meet water quality standards. Where appr@priate, such measures
                  shall include, but are not limited to, dikes, catch basins or settling ponds,
                  interceptor drains, planted buffers or other suitable devices.


                  Q-3 Development Considerations.
                  Development shall incorporate facilities for proper storage, disposal and handling
                  of petroleum products and fuel, solid waste, waste oil, sewage and refuse in
                  accordance with State and federal regulations. Discharge of untreated sewage
                  from boats is prohibited.


                  D-4 Hazardous Materials.
                  Storage, transportation, cleanup, and disposal of hazardous materials (as defined
                  in the Hazardous Materials Transportation Act) shall comply with federal, State
                  and local regulations. The City shall be notified of the quantity, and mode and
                  schedule of transportation or storage, when the quantity of material meets or
                  exceeds the threshold quantity set under the Emergency Planning and
                  Community Right To Know Act.


                  D-5 Storage of Petroleum and Petroleum Products.
                  To the extent feasible and prudent, new facilities for the storage, processing, or
                  treatment of 5000 gallons or more of petroleum or petroleum products shall be
                  sited a minimum of 1500 feet from domestic water supplies and a minimum of
                  200 feet from any surface waters. impermeable berms or basins capable of
                  retaining 110 percent of the tank capacity (or capacity of the largest tank where
                  multiple tanks are separately valved) plus 12 inches of freeboard shall be
                  required to minimize the potential for inadvertent pollution.


                  D-6 Spill Containment and Cleanup Eguipment.
                  Any petroleum transport, storage, and refueling operation of 2000 gallons or more
                  shall maintain and have access to oil spill containment and cleanup equipment
                  located in Skagway. Personnel trained in the use and maintenance of this
                  equipment shall be available in Skagway.


                  Q-7 Environmental Protection Technology.
                  To the extent feasible and prudent, equipment and procedures using the most
                  advanced and effective technology for limiting emissions and effluent, and for the
                  storage, handling, cleanup, and disposal of oil and hazardous materials shall be
                  required for industrial, energy, and transportation facilities.






                                                       Page 62









                 D-8 Cumulative Impacts.
                 The cumulative effects of new major development on the ambient air and water
                 %
                  uality of the City of Skagway will be considered in the review of proposed
                   velopment projects.



                 E. MINING AND GRAVEL EXTRACTION


                       Analysis


                 Skagway has limited natural resources available for development. Consequently,
                 while the City wants to minimize any negative impact, it wants and needs to
                 develop what resources it does have. One of the best resources available is high
                 quality rock, gravel and sand, from the Skagway River floodplain and talus
                 slopes. Four material extraction sites within the AMSA have recently been used
                 (Figure 8). The State currently owns the four sites, but the City has recently
                 selected Material Sites 2 and 3 (Figure 8) as part of their municipal entitlement.
                 Material Sites 1, 3 and 4 are in the River floodplain while Site 2 is a talus slope.


                 The City also recognizes that, while desiring to develop its natural resources,
                 disruptions in the Skagway Rivers natural flow and habitat must be minimized.
                 Thus, the City finds that material extraction from the River floodplain sites should
                 be limited to Material Site 3. Sand and gravel extraction can help maintain or
                 improve the rivers hydraulic capacity and decrease flooding potential if the
                 extraction is done with planning and care. If extraction is limited to one site at a
                 time, active mining areas can be managed better and breaching and flooding can
                 be prevented. Exhausted extraction areas can be managed and rehabilitated for
                 salmon enhancement. These goals can be reached by limiting gravel extraction
                 to one site at a time and by fully utilizing the material from one site before moving
                 to the new one. The City believes exceptions to this policy within the AMSA
                 should be rare and carefully reviewed to assure the exception is justified. This
                 means that future gravel extraction (and contracts issued by the State DNR)
                 within the AMSA would be limited to Material Site 3 for sand and gravel and Site
                 2 for larger sized rock until those resources were exhausted. An exception would
                 be made if access became a problem. This is a possibility since at the present
                 time, access to Sites 2 and 3 are across private property. (See the Transportation
                 Section of this Plan's Resource Analysis chapter for a full analysis of this issue).
                 An exception would also be merited if a comprehensive plan or new project
                 addressing the rivers hydraulic capacity was initiated. If such a plan identified
                 new areas for dredging, it would be logical to offer those sites for sale of sand
                 and gravel.


                 A detailed mining plan has been developed to guide sand and qr@v@l extraction
                 from Material Site 3. Plan goals permit resource extraction but minimize negative
                 impact. The Plan requires that:
                        1) the integrity of the site be maintained during and after extraction so that
                        breaching by the River does not occur;



                                                       Page 63





                         2@ salmon entrapment is prevented;
                         3 the site be rehabilitated to create salmon rearing ponds;
                         4 toxic substances must be stored safely on site during extraction; and
                         5) incidental firewood should be offered to the public.


                 A summary of the State approved mining plan is presented below.


                         Summary of the DNR Mining Plan for Material Site 3
                           Organic material stripped as overburden shall be placed on
                           unvegetated areas of the buffer zone adjacent to the active
                           channel to reestablish vegetation and prevent erosion. An
                           earth filled barrier or berm shall be established adjacent to the
                           mouth of Reid Falls on the north bank to prevent anadromous
                           fish from entering the pit. Configurations and dimensions as
                           necessary under the direction of an engineer and an ADFG
                           representative. Usable firewood cleaned from he pit shall be
                           made available to the public. Other cleared material shall be
                           disposed of (burned) within excavation boundaries. A 50'
                           minimum buffer zone of undisturbed material paralleling the
                           active channel shall be left in place to segregate the river from
                           the working area and prohibit the entrance of anadromous fish
                           into the pit during periods of high water. In areas where the
                           natural buffer has been altered or eliminated (due to prior
                           operations) a berm equal to the elevation of the upstream
                           buffer zone shall be constructed paralleling and adjacent to
                           the active channel. Additional soils information is available
                           from DNR's southeast regional materials engineer.


                           Fuels, oils ands other toxic materials will be stored in a
                           designated area of the pit. This storage area will be
                           constructed in such a manner that if a spill occurs, it will be
                           retained in a storage area. Surface waters will be kept away
                           from the storage area to prevent any fuel, oil, or toxic material
                           from reaching the watercourse in the event of a spill. Asphalt
                           plants shall not be located within material site. Ponds created
                           from dredging operation may be used as fish rearing ponds.
                           Final pit slopes shall be no greater than 2:1.


                           The sequence of operations shall generally consist of: Phase
                           1- Material is excavated within the limits of the cells to depth
                           no greater than the depth of the water table. Phase 2- Material
                           will be removed by dredging operations to a maximum of 15
                           feet.









                                                       Page 64











                       Policies


                E-I Siting Material Sources.
                To consolidate resource extraction activity and its impacts in and adjacent to the
                river, sources of sand, gravel and other construction materials from the AMSA
                area shall, to the extent feasible and prudent, be limited to material site 3
                depicted on the AMSA Existing and Future Land Use map at Figure 4, until this
                resource is exhausted. Exceptions may occur if other River areas are targeted for
                dredging as part of a comprehensive hydraulic/flooding management program for
                the River.


                E-2 In-Stream Mining.
                Mining of sand and gravel from the Sl@@g@yay River floodplain shall, to the extent
                feasible and prudent, be located to minimize changes to channel hydraulics and
                the probability of channel diversion through the mining site.


                E-3 Best Management Practices.
                The following practices shall be incorporated into the siting, design, and operation
                of gravel extraction activities:
                       a) A 50' minimum buffer zone of undisturbed material paralleling the active
                       channel shall be left in place to segregate the river from the working area
                       and prohibit the entrance of anadromous fish into the pit during periods of
                       high water.
                       b) Clearing of riparian vegetation and disturbance of natural banks shall
                       be minimized.

                       c) To the extent feasible and prudent, mining site configurations shall be
                       shaped to blend with physical features and surroundings to provide for
                       diverse riparian and aquatic habitat.

                       d) Cells within a mining plan shall be used sequentially. One cell shall be
                       exhausted before extraction in another cell is begun.

                       f) Usable firewood cleaned from the pit shall be made available to the
                       public. Other cleared material shall be disposed of (burned) within
                       excavation boundaries.

                       g) Gravel washing operations that discharge effluent into the river shall use
                       settling ponds and recycle treatment waters, as necessary to comply with
                       State and federal water quality regulations. Settling ponds snail be
                       adequately diked or set back from active channels to avoid breaching by
                       the 10 year frequency flood. Wash water shall be recycled and the effluent
                       discharge shall comply with State and federal water quality regulations.
                       Effective use of recycled water shall minimize water withdrawal and
                       subsequent discharge of effluent to adjacent waters.





                                                      Page 65










                  E-4 Reclamation and Restoration.
                  Excavated gravel extraction cell.s may be converted to fish rearing ponds and
                  habitat. Excluded from this requirement is the portion of a gravel extraction site
                  required to provide materials for continuing maintenance and operation. At gravel
                  extraction sites within the floodplain (such as site 4 on Figure 4), at the end of
                  each gravel extraction activity, the area will be regraded so that fish will not be
                  trapped and significant alteration of stream hydraulics will not occur, and
                  adequate circulation and flow through sites is maintained.


                  E-5 Minina In Fish Habitat.
                  Sand and gravel shall not be removed from locations that have been documented
                  !o provide spawning or over-wintering habitat for anadromous fish, unless
                  impacts can be mitigated and habitat enhancement efforts will be completed
                  when work is finished.


                  E-6 Petroleum and Other Toxics Storage on Mining Sites.
                  Fuels, oils ands other toxic materials will be stored in a designated area of the pit.
                  This storage area will be constructed in such a manner that if a spill occurs, it will
                  be retained in a storage area. Surface waters will be kept away from the storage
                  area to prevent any fuel, oil, or toxic material from reaching the watercourse in the
                  event of a spill.


                  E-7 Scenic Quall
                  Since several places along the Skagway River within the AMSA are noted for and
                  benefit from their scenic and recreational nature, the scenic ualities of the River
                  will be maintained to the maximum extent practicable Toth during gravel
                  extraction or mining and after the activities are completed.



                  F. TRANSPORTATION


                  Transportation will continue to play an important role in the economic
                  development of Skagway and region. Transportation facilities need to be
                  improved and upgraded to encourage economic development and to ensure that
                  they are safe.


                  Transportation facilities within the Skagway River AMSA include: the Skagway
                  airport, portions of the Klondike (Skagway-Carcross) Highw%, foot bridge access
                  to Yakutania Point Park, an access route to the popular old Rush cemetery
                  tourist attraction, an oil pipeline and the WPYR railroad.


                  Because these transportation facilities are all proximate to or actually crossing
                  and adjacent to the Skagway River, they can impact the River hydraulic capacity
                  and care must be taken so that use and expansion of these facilities does not
                  decrease hydraulic capacity or disturb critical habitat areas.



                                                         Page 66










                 These concerns are most pertinent when one considers airport expansion. The
                 Resource Inventory chapter describes public safety issues that compelled the
                 State to study airport expansion. Alternatives evaluated included airport
                 expansion toward Alaska Street and toward the River. While expansion toward
                 Alaska Street is the significantly least expensive (about $4.0 million versus $7.9
                 million dollars, based on the final TAMS study), residents have deep concerns
                 this expansion. Concerns include impacts the new school, the potential loss of
                 long-standing homes of historic value, loss of the only industrial land suitable for
                 the air transportation industry. Also important, there is a sense that the airport
                 area will become a desolate windblown tarmac channeling heavy wind and dust
                 along town in the non-tourist season when the airport is not so heavily used.


                 Residents strongly prefer expanding the airport toward the River. The City, State
                 and Federal Aviation Administration are discussing a slightly "scaled down"
                 proposal from the TAMS evaluation for airport expansion toward the River (Figure
                 8). In addition to securing funding for the project, challenges to the responsible
                 completion of the project include maintaining or improving the Rivers hydraulic
                 capacity, assessing and mitigating adverse habitat impacts, designing the project
                 so a more stable river channel results, and assuring an environmentally sound
                 and affordable maintenance program.


                 The portion of the Klondike Highway that is within the AMSA is used by vehicles,
                 buses, RVs, ore laden trucks, bicyclists and pedestrians. In addition, along the
                 Highway from the 23rd Avenue highway bridge to the Liarsville area there is the
                 State DOTPF maintenance shop, a State highway wayside, a private
                 campground and the site where the U.S. Customs House will be relocated. Since
                 recreational use of this part of the Highway is increasing widening of the Highway
                 and shoulder are needed to maintain and improve road and public safety.


                 Petroleum products are either trucked or transported by pipeline to the Yukon.
                 Care must be taken to prevent any leaks or Spills Decause both types of
                 transportation are close to the River within the AMSA boundary. This is especially
                 important since the City draws its drinking water from an aquifer beneath the
                 River.


                 Many transportation issues relate to the WPYR railroad. The YPYR railroad is
                 quite close to the River banks at places within the AMSA. Railroad maintenance
                 must assure that erosion does not threaten either the railroad or the River. In
                 addition, the railroad service road doubles as a public access route to Ried Falls
                 and the Gold Rush cemetery and the access route to State Material Site 3 (see
                 Figure 8). Because access to these public resources is across a private road,
                 there is a potential for conflict. To the extent that it is feasible, public access to
                 these resources should be developed. This may be possible as a result of
                 railroad track relocation @which is now occurring) and relinquishing the former
                 track site to the underlying land owner (the ï¿½tate, with a pending city land
                 selection). It may also be possible to obtain a public access easement in the
                 area. Recent research by State DNR staff (R. Romans) shows that federal right-
                 of-way rules require that when the railroad was relocated (1930s) from the west



                                                       Page 67








                 side of the river to its present location on the east side of the river, it was
                 relocated onto an existing road. The rules required that a substitute public access
                 easement be dedicated at that time to replace the road. Complicating this
                 however, is a report that the road on the east bank of the River upon which the
                 railroad was relocated was bought and owned by the WPYR. State DNR staff is
                 investigating whether a public access easement could be required at the present
                 time.


                 A small City owned foot bridge near the mouth of the Skagway River provides a
                 town access point to Yakutania Point Park. Tourists use the bridge to walk,
                 sightsee and explore the area; residents who use the jogging path and exercise
                 equipment across the bridge. A few years ago, when the City requested permits
                 to do maintenance dredging around the bridge, many issues were raised
                 including: habitat impact, lack of precise knowledge as to the exact location of the
                 area's critical habitat, decreased river hydraulic capacity, and a lack of consensus
                 on river aggregation. The confusion clearly points to both the need for a critical
                 habitat study of the lower Skagway River and a current analysis of the River's
                 hydraulic capacity including the impact of the foot bridge.



                        Policies


                 F-1 Airport Expansion.
                 Airport expansion into a portion of the Skagway River may occur if the following
                 conditions are met:
                        a@ air safety requirements are met;
                        b hydraulic analyses show that the river's hydraulic capacity will be
                        maintained or enhanced by the project;
                        c) a detailed invent    of existing habitat and predicted adverse impacts is
                        completed and a 0311 mitigation program is designed to mitigate all
                        significant adverse impacts to fish populations or habitat;
                        d) channel stability of the river is maintained or enhanced; and
                        e) an environmentally and economically sound program to maintain the
                        River's hydraulic capacity is approved.


                 F-2 Klondike (Skagway-Carcross) Highway Maintenance and Expansion.
                 Highway design, construction, maintenance and expansion shall minimize
                 alteration of Skagway River channel and adjacent wetlands. The width of the
                 highway and its shoulder shall be maintained or enlarged to facilitate public safety
                 and multiple use.



                 F-3 River Crossings.
                 Bridges and culverts shall be designed, constructed and maintained in
                 accordance with fisheries conservation practices that minimize habitat
                 disturbance and allow unimpeded fish passage. Roads and trails shall only cross
                 anadromous streams when necessary to provide access as deemed necessary
                 by the City. Phasing of construction shall be done to avoid critical migration
                 periods for salmon and other anadromous species.


                                                       Page 68












                F-4 Road and Railroad Location and Maintenance.
                Roads and railroads within the AMSA shall, to the extent feasible and prudent, be
                cited to minimize disruptions to adjacent uses, shall be constructed and
                maintained to minimize blowing dust and other hazards, and to maximize public
                safety.



                G. RECREATION


                       Analysis


                There are several important recreation areas within the Skagway River AMSA.
                They include the Reid Falls/Gold Rush Cemetery, the foot bridge access to the
                Yakutania Point Park AMSA, and the Klondike (Skagway-Carcross) Highway
                corridor from the 23rd Avenue highway bridge to Liarsville. In addition, the River
                itself is scenic and a popular destination for picnicking, sightseeing and camping.
                The river shoreline should be protected and reserved for recreational use.
                Existing trails should be maintained and expanded. Residents wish the shoreline
                to be protected from uses that will conflict with its recreational nature. The City
                owns a large parcel (U.S. Survey 3312, Lot 30) just west of the River in the
                middle of the subdivided and platted land off Dyea Road. This parcel will be
                preserved to protect the viewshed.


                Reid Falls and the Gold Rush Cemetery and Park are visited by thousands of
                tourists each year. Travelers generally reach these areas by foot or vehicle
                across a private roadway. Several persons important to the history of Skagway in
                the Gold Rush days are buried here, including Soapy Smith and Frank Reid who
                faced each other in a fatal duel on July 8, 1898.


                Existing facilities provided for tent camping, RV and picnicking along the River
                should be improved and expanded. The Port of Skagway AMSA indicates that the
                City's RV Park will eventually be relocated since it is a not a water-dependent or
                water-related use. The federal, State and City governments are encouraged to
                cooperative with the private sector and find a suitable location for an RV park. A
                survey of RV travelers shows a preference for waterfront and forest locations.
                The area known as "seven pastures" located within the River AMSA and U.S.
                Survey 994 may be a suitable location for a RV park.


                The foot bridge to Yakutania Point Park provides access to the Park, a popular
                jogging area and exercise equipment. The foot bridge itself is a tourist attraction.
                The issues relative to the foot bridge are discussed in the Transportation section
                of the Resource Analysis chapter.






                                                     Page 69









                         Policies


                  G-1 Designation of Recreation and Public-Oriented Areas.
                  The State lands (City selections) at Reid Falls/Soapy Smith -Cemetery, the foot
                  bridge access to the Yakutania Point Park AMSA, and the highway corridor from
                  the 23rd Avenue Highway Bridge to Liarsville, are areas within the Skagway River
                  AMSA designated as recreation areas (see AMSA Existing and Future Land Use
                  map at Figure 6).


                  G-2 Protection of Reid Falls/Gold Rush Cemetery Area Values.
                  Encourage recreational and tourist use of this scenic falls along the River and this
                  historic cemetery.


                  G-3 Access to Reid Falls/Gold Rush Cemetery.
                  Ensure safe public access is provided and maintained to facilitate use of this
                  recreation area.


                  G-4 Access to Yakutania Point Park AMSA.
                  Ensure safe public access across a foot bridge is provided and maintained to
                  facilitate use of this recreati on area.


                  G-5 Multi-Use of Klondike (Skagway-Carcross) Hiahwav Corridor.
                  The Klondike Highway from the 23rd Avenue Highway Bridge to Liarsville is used
                  heavily used for pedestrian travel such as sightseeing, jogging, access to the
                  River for picnicking and camping, and bike-riding. This corridor also has heavy
                  industrial truck traffic and thousands of tourist vehicles each year traveling along
                  it. Accordingly, the width of the highway and its shoulder shall be maintained or
                  enlarged to facilitate public safety and multiple use.


                  G-6 Shoreline Camping and Picnic Areas.
                  Shoreline areas such as beaches that are suitable for several forms of recreation
                  are scarce. To the extent feasible and prudent, these areas shall not be
                  developed for uses which can be located elsewhere. Where recreational
                  developments are composed primarily of a single purpose use (e.g.,camping),
                  adequate open space shall be provided to preserve the natural features of the
                  area.


                  G-7 Recreational Development Desion.
                  Recreational developments shall be located, designed, constructed and managed
                  to minimize adverse effects on other appropriate shoreline uses, whether existing
                  or officially planned, and to provide safe, healthy conditions for recreationists.


                  G-8 Scenic Views.
                  Recreational and access developments shall blend into the surroundings,
                  preserve or enhance scenic views and vistas, and improve the aesthetic value of
                  the area.



                                                       Page 70







                                AMSA PLAN IMPLEMENTATION
















                                    R D!
                                                                       A













                        Looking south down the Skagway River from about a haft mile above the highway bridge
                        to the River mouth. photo by Barbara Sheinberg








                AMSA PLAN IMPLEMENTATION



                INTRODUCTION


                The City of ï¿½k@gway, both State and federal agencies, and the private sector ,
                @Ilay a grt in implementing the Port of Skagway and Skagway River AMSA
                  ans.    e Plans are not effective or meaningful without the participation of all
                parties.


                The City of Skagway will implement the AMSA Plans in several ways. Local,
                State and federal coastal consistency reviews for proposed projects and plans
                will be employed. Local adoption of the Plans by ordinance and codification in
                Title 17 will be used. The AMSA Plans objectives will be reinforced in the City's
                zoning code where appropriate. In addition, the City will employ capital
                improvement projects, grant acquisitions and continue its future planning efforts.


                Skagway is a first class city incorporated in 1900. Powers are granted under
                Alaska Statute Title 29. It exercises planning, zoning and other controls on
                resource use within its coastal area. The City is a coastal district under the ACMP
                and implements its own Coastal Management Program and AMSA Plans.


                Skagway has a council-manager form of government. The officers are the six
                council members, the mayor, the city manager, the city attorney, the city clerk,
                the city treasurer, and the chief of police. The mayor and council members are
                elected by city residents. The city manager is appointed by the council and may
                be removed by the council. All other officers are appointed by the city manager
                subject to confirmation by the council.


                Skagway's Coastal Management Program, codified as Skagway City Code Title
                1,7 designates the City     anager as the officer charged with carrying out the
                elements of this Program. The planning commission and city council may also
                review major projects to assure that they are consistent.


                The coastal coordinator for the City of Skagway may be reached at:
                                              City Manager
                                              Cit of Skagway
                                              P.@. Box 415
                                              Skagway, AK 99840
                                              (907) 983-2297




                                                     Page 71









                  SUBJECT USES


                  The ACMP requires that AMSA Plans list the uses within the AMSA that fall within
                  the purview of the Skagway Coastal Management Program. All land and water
                  uses and activities that occur on private, municipal or State land within the AMSA
                  boundaries are subject to the AMSA Plan policies. These include:
                           land and water uses within AMSA boundaries that require permits, leases
                         or other approvals from the City of Skagway, State or federal governments

                         * resource leasing activities that require City, State or federal permits, land
                         disposals, regional plans and community plans.


                  Federal activities on federal lands that directly affect coastal resources within the
                  AMSA boundaries are also subject to AMSA Plan policies.



                  PROPER AND IMPROPER USES


                  AMSA Plans must identify those uses and activities, including Uses of State
                  Concern [per AS 46.40.210 (E) (6)], that are considered proper and improper
                  within the AMSA boundaries. No activities or uses are categorically prohibited
                  within either AMSA boundary. However, uses and activities must be water-related
                  or water-dependent in most of the Port of Skagway AMSA. In addition, uses that
                  would decrease the hydraulic capacity of the Skagway River are not permitted in
                  the Skagway River AMSA.


                  Beyond the factors noted above, land and water uses and activities are
                  considered proper so long as they comply with the AMSA Plan intent and
                  policies. A land or water use is improper if it is inconsistent with ACMP standards
                  or the policies of the appropriate AMSA Plan.



                  PERMITTING FOR ACTIVITIES IN THE AMSAS


                  Many development activities within the AMSAs require permits. A proposed
                  project may need permits from the City of Skagway, State of Alaska and federal
                  regulatory agencies. In addition, the landowner may have requirements or
                  concerns of their own that the project developer will have to meet. A project
                  developer must generally seek two kinds of information as explained below.

                  The first question to be answered is who is the landowner. While the landowner
                  may not require permits, the landowner may have concerns that the project
                  developer will need to satisfy so that the project may proceed without legal



                                                        Page 72








                challenge. If the City of Skagway, State or federal government is the landowner, a
                lease or land use permit may be required to satisfy the public sector responsibility
                to obtain a fair return for use of a public resource.


                Second, regardless of the landowner, many activities and developments require
                permits before the activity can occur. A list of the concerns, responsibilities and
                permits required by State and federal   agencies is presented below as a general
                guideline.


                       * Alaska Department of Environmental Conservation (ADEC)
                Regulatory authority for air, land and water quality in the State of Alaska rests
                with the ADEC under an agreement with the EPA. Most ADEC responsibilities
                and regulations are established in Alaska Statute 46 and Alaska
                Administrative Code, Title 18. The ADEC regulates wastewater (sewage or
                greywater) discharge, solid waste disposal, application of oil or pesticides, air
                emissions from diesel generators totaling more than 10,000 horsepower or fossil
                fuel-fired generator totalling more than 10,000 hp or 9000 kWh or 100,000 btu/hr,
                asphalt plants, incinerators that burn more than 1000 lbs. per hour and emissions
                from other industrial processes. If a public water system is to be altered an ADEC
                permit may be needed. If a project involves vessel transport of oil or other
                petroleum products as cargo, or includes onshore storage facilities with an
                effective storage capacity of greater than 10,000 barrels a ADEC permit is
                needed. If a sewage disposal system (such as a septic system) is needed on a
                parcel of land, it is also regulated by ADEC. In addition, anytime the EPA issues a
                wastewater discharge (NPDES permit, Section 401 of the Clean Water Act
                requires that ADEC certify that Wre is reasonable assurance that the wastewater
                discharge will meet State of Alaska Water Quality standards.


                       * Alaska Department of Fish and Game (ADFG)                   The ADFG is
                responsible for activities affecting anadromous streams. The Skagway River is an
                catalogued anadromous stream. Any work on or disturbance of the bed or
                borders of anadromous streams requires an ADFG permit under AS 16.05.870.
                Water intake structures in fish streams may block fish movement or cause fish
                mortality through impingement; these are regulated by the ADFG. ADFG also
                reviews projects for their potential effects on maintenance of fish and wildlife
                values, subsistence, recreational or commercial uses., etc and makes
                recommendations regarding the consistency of projects with the ACMP habitat
                and other standards. ADFG also provides other State and federal agencies
                (particularly the U.S. Fish and Wildlife Agency) with ADFG comments on
                Droposed projects' human use effects and habitat impacts under the Fish and
                Wildlife Coordination Act.


                         Alaska Department of Natural Resources (ADNR) Unless State of
                Alaska lands have been put     In a special status, such as a bird sanctuary, the
                DNR is the land manager. In general, the State owns navigable waters, tidelands,
                submerged lands out to three miles, and State selected uplands. In Skagway, as
                in many cities, the tidelands at the Port (Alaska Tidelands Survey No. 4) were
                given to the City. The Skagway River is a navigable waterway and the State thus
                owns the water and the river bed beneath the water (one exception to this is




                                                      Page 73








                  discussed in the Land Ownership section of the Skagway River Resource
                  Inventory chapter).


                  As the State's land manager, the DNR is responsible for permitting others to use
                  or buy State land. Permission to use State lands is given through a land use
                  permit, a lease or selling the land. To use State land one must generally appi for
                  a land use permit from the DNR. To lease State land one must apply to the 9NR
                  and receive a positive finding that it is in the State's best interest to lease the
                  land.  The State statutes and regulations that govern DNR authorities and
                  regulations are Title 38 of Alaska's Statutes and regulations found at chapter
                  11 in Alaska Administrative Code.


                         * Alaska Office of Management and Budget/Division of Governmental
                  Coordination (DGC)          The DGC administers the State of Alaska Coastal
                  Management Program (CMP). The authorities governing the CMP are described
                  in the Introduction Chapter of this Plan. The Alaskan CMP has enforceable
                  standards with which proposed uses or development activities in the coastal zone
                  must be consistent. When a local coastal district adopts its own CMP, the policies
                  in the district's Plan supplement or replace the Alaska CMP standards for that
                  area. In Skagway, the policies in the Skagway Coastal Management Program
                  (SCMP) are applicable throughout the district. The policies in the Port of Skagway
                  and Skagway River AMSA Plans replace the SCMP policies in these two areas.


                  There is no CMP permit per se. Instead, a project applicant fills out a Coastal
                  Proj    Questionnaire (CPQ) at the same time other State and federal permit
                  appl@iccattions are completed. Any activity that might impact coastal resources is
                  reviewed to evaluate its consistency with the SCMP or AMSA policies. Most
                  projects within the Skagway coastal managment program boundary will be
                  reviewed for consistency. DGC staff from the southeast office in Juneau (465-
                  3562) can determine whether a proposed project will require a consistency
                  review. Projects are reviewed for consistency with the CMP policies and for other
                  State and federal permit requirements simultaneously. Stipulations needed so
                  that the project is consistent with the SCMP or AMSA policies are placed in other
                  State (or sometimes federal) agency permits. All three State resource agencies
                  (ADFG, ADEC, DNR) are authorized to enforce ACMP permit stipulations. More
                  detail on the coastal management program regulatory process is found in the
                  narrative in this chapter on "consistency review".'


                         * U.S. Armv CorDs of Engineers (Corpsl              The Corps regulates the
                  development and protection of waters and wetlands so that they will be used in
                  the best interests of the public. Congress has delegated this responsibility to the
                  Corps to ensure the continued.wise use, survival and health of these waters
                  through the public interest review process. The Corps has jurisdiction over
                  placing dredged or fill material in wetlands and waterways, construction of any
                  structure in or over navigable and tidally influenced waters, excavation of material
                  from these waters, or any obstruction or alteration in such waters.


                  Section 10 of the Rivers and Harbor Act of 1899 requires Corps permits for
                  any construction or activity that alters the navigability of the waterways. This


                                                         Page 74








                includes the ocean, rivers, streams, lakes and adjacent waterways. In Skagway
                construction or activity that alters the navigability of the Port area or the Skagway
                way River requires a Corp Section 10 permit. Section 404 of the Clean Water
                Act of 1977 requires Corps permits for placing dredged or fill material in all
                waters, including wetlands. Proposed structures in Skagway that would require
                Corps permits include construction of dikes, stream channelization and riprap for
                shoreline protection along the Skagway River. In addition, construction in the Port
                (or River) involving pilings piers, ramps, breakwaters, jetties, stone revetments
                and placement of buoys or other mooring devices would require Corps permits.


                       * U.S. Environmental Protection Agency (EPA) The EPA regulates the
                discharge of wastewater through its National Pollutant Discharge Elimination
                System (NPDES) permit. The review and issuance of this permit is authorized
                under Section 402 of the Clean Water Act. The purpose of this permit is to
                prevent water pollution by monitoring and controlling the discharge of waste. The
                owner or operator of any activity or wastewater system that discharges from one
                or more point sources into a waterway, must obtain a NPDES permit from the
                EPA. A NPDES permit must be filed 180 days prior to commencing the
                discharge. The permit is good for up to five years and is renewable.


                A "point source" is any discernable, confined and discrete conveyance including
                but not limited to a pipe, ditch, canal, tunnel, conduit, well, discrete fissure,
                container, rolling stock, concentrated animal feeding operation, vessel, or other
                floating craft from which pollutants are, or may be, discharged.


                A NPDES permit is NOT required for the following types of discharges:
                       1) Sewage discharged from vessels (e.g. ships).
                       2@ Dredged or fill material (this requires a Corps permit).
                       3 Discharges from properly functioning marine engines.
                       4 Those discharges conveyed directly to a pyblicly privately owned waste
                       treatment facility (however, discharges originating from the publicly or
                       privately owned waste treatment facilities are not excluded).
                       5) Most discharges from separate storm sewers. Discharges from storm
                       sewers that receive industrial, municipal and/or agricultural wastes or
                       which are considered by the EPA or the State to be significant contributors
                       to pollution, are not excluded.


                Two   of the most common development projects in the AMSAs are dike
                construction in the Skagway River and dredge and fill activities in the Port.
                Both projects would likely require a Corps 404 permit for work involving the
                placement of dredged material into a waterway, a Corps Section 10 permit for
                work in a navigable waterway, a coastal management program consistenc@
                review and determination and possibly an EPA NPDES permit if the                wor
                involved discharge of wastewater. If a NPDES permit is required, then an ADEC
                401 water quality certification would also be needed. Work in the Skagway River
                also needs an ADFG Title 16 permit for work in or adjacent to an anadromous
                stream. Finally, if the State is the landowner a land use permit might be required.





                                                      Page 75








                 CONSISTENCY REVIEW PROCESS


                        Introduction


                 In 1981, the State of Alaska adopted a coordinated ACMP consistency review
                 process. Local, State and federal projects within the AMSA boundaries must be
                 consistent with the AMSA policies. Consistency reviews are conducted when the
                 City of Skagway, State or federal agencies, review a proposed activity or
                 development to see if it is "consistent" with the policies in the AMSA Plans.
                 Neither local, State nor federal permits for a proposed activity are issued until a
                 project is consistent with the AMSA policies. There are no ACMP permits per se.
                 Instead, stipulations that will ensure a project is consistent with AMSA policies,
                 are placed in permits that are already required by other agencies. This generally
                 means that ACMP consistency reviews and all permits for a project can be
                 examined simultaneously.


                 The consistency review process is outlined in detail in ACMP Regulation 6 AAC
                 50. The process   establishes either a 30 or 50 day consistency revie         en  od
                                                                                           w    e
                 during which all State and federal permits are considered simultaneously. Jh n a
                 single State permit is needed, the agency issuing the permit coordinates the
                 consistency review. The State Division of Governmental Coordination (DGC)
                 coordinates project reviews when a federal permit is needed or if more than one
                 State permit is required. The process found in regulation 6 AAC 50 outlines
                 responsibilities for the applicant, State agency and coastal district. It also
                 describes an "elevation" process that is used to resolve conflicts. The elevation
                 process allows any of the parties in the pr9ject review to elevate or raise the
                 project review and decision-making from regional staff to State agency directors
                 or commissioners.


                 When there are local, State or federal permitting reviews that involve
                 requirements outside of ACMP program concerns and policies, projects must
                 meet all appropriate local, State and federal regulations.



                        State and Federal Consistency Review Process


                 When State or federal permits for a proposed project are needed, the City of
                 Skagway is a articipant in the coastal consistency review and determination
                 process. The &ate or federal agency that is coordinating the review (usually
                 DGC) must by law address the City's recommendations before the agency issues
                 its consistency determination.


                 The City's comments that are based upon its areas of expertise and responsibility
                 are given "due deference" when the coordinating agency reviews comments
                 received for a proposed project and drafts the preliminary consistency
                 determination. This means that if the coordinating agency rejects one of the City's



                                                      Page 76








                recommendations or stipulations that relate to an area of the City's expertise or
                responsibility, the coordinating agency must make a written finding stating the
                reason the recommendation or stipulation was rejected.


                If a proposed project is not consistent with policies in the AMSA Plans, the lead
                agency will discuss changes to or stipulations for the project with the applicant so
                that the project can be found consistent with AMSA policies.


                After the final coastal consistency determination has been made, State permits
                are issued with the stipulations required during the consistency review process.
                Permits must be issued within five days assuming no other non-coastal
                management program requirements or reviews are needed.



                       City of Skagway Consistency Review Process


                The process is similar for city permits or approvals such as allowable or
                conditional use permits. The city manager, planning commission or city council
                (@ereinafter called "city reviewer") reviews the proposed project for consistency
                with AMSA policies. If the proposal is not consistent with AMSA policies, the city
                reviewer will meet with the developer to discuss changes. Stipulations that will
                bring the proposal into compliance with AMSA policies will be discussed. The city
                reviewer is bound by law to find the project consistent before issuing permits or
                approvals.


                If local, as well as State or federal permits are needed, the State consistency
                review process will suffice and projects will not need to undergo a separate
                municipal consistency review. It should be noted that consistency review and
                approval does not exempt a proposed use or activity from other regular reviews
                and approvals required by local ordinance.


                       Other Implementation Mechanisms


                The City of Skagway as a First Class City in the exercise of a full planning
                function, has other tools available to implement goals and policies of the Port of
                Skagway and Skagway River AMSA Plans.


                The City routinely undertakes special planning and development activities
                including port, landfill, airport, and economic development projects. Many of these
                efforts will involve some portion of the Skagway River or Port. The goals and
                policies of the AMSA Plans will be carefully considered where relevant.


                In the future, when City capital improvement programs and budgets are
                considered, the land use maps, goals and policies expressed in the AMSA Plans



                                                     Page 77








                 will be intrinsic to the planning process. The City will pursue grant funding to
                 continue implementation of the AMSA Plans. Conversely, the AMSA Plans will
                 enhance City grant applications by illustrating the comprehensive planning and
                 public involvement of the City.


                 The waterfront zoning ordinance (SCC 19.06.090) and the Port of Skagway
                 AMSA Plan with its Future Land Use map (Figure 7) indicate target areas within
                 the Port where pedestrian amenities, recreation, and public access are
                 emphasized. The zoning ordinance calls for developers of waterfront property to
                 spend five percent of their project cost on either onsite or offsite waterfront
                 amenities. The City could establish a waterfront improvement fund with these
                 monies and add an appropriate match of City funds. When sufficient funding is
                 reached, an enhancement project as described in the Port AMSA could be
                 undertaken.


                 The Skagway River AMSA Plan identifies the need for a study and evaluation of
                 critical habitat along and adjacent to the Skagway River. Specific information that
                 will identify critical habitats and fish and game populations is necessary before
                 management and enhancement efforts can be successful.































                                                       Page 78







                                      PUBLIC PARTICIPATION














                                                                           TIZ




                                                                                                   -@ Nw






















                      The Port of Skagway and mouth of the Skagway River. The new White Pass and Yukon
                      Route dock has just neen completed (June 1990). photo by Barbara Sheinberg








               PUBLIC PARTICIPATION



               Public participation occurred throughout the development of the Skagway River
               and Port of Skagway AMSA Plans. In May 1988 the public participated in a
               survey about community planning goals and directions. The survey and results
               can be viewed in Appendix B of the Skagway Coastal Management Program
               document. Input was provided on both the River and the Port areas in the survey.


               Actual work on the Plans began in October 1989. Planning consultant Barbara
               Sheinberg held discussions and informal work sessions with City Manager. These
               discussions held on October 19, 1989, March 23, May 17, May 31, June 5, June
               6 and June 25, 1990 worked on various aspects of Plan development. A meeting
               with State and federal agency staff on the AMSA Plans was held on November
               13,1989.


               Public meetings advertised by public notice were held on May 17, June 5 and
               June 21, 1990. The May 17 and June 21 meetings and as Such were taped and
               recorded in the minutes. Tapes and minutes are available at Skagway City Hall.


               Mention of the AMSA planning effort was made in the "City Digest " or "City and
               State" sections of the Skagway News in the May 25 and June 8 issues. There
               were news reports about the planning effort on public radio station KHNS, which
               broadcasts in the Skagway - Haines - Klukwan areas, on May 17 and 18, May 30
               and 31 and June 21, 22 and 25.























                                                   Page 79







                                                 BIBLIOGRAPHY













                               N':.
                                                                       @Am










                                                                              9 WeW



















                                                                                         .... .... . .









                        Looking west across the non-marine industrial area in the Port of Skagway AMSA. photo
                        by Barbara Sheinberg








              BIBLIOGRAPHY



              Alaska Department of Fish and Game, Division of Habitat. June 1989. Catalogue
              of Waters Important for Spawning, Rearing or Migration of Anadromous
              Fishes - Southeast Region Resource Management 1.
              Alaska Department of Fish and Game, Division of Subsistence. February 1989.
              Southeast Alaska Rural Community Resource Use Profiles.
              Alaska Department of Fish and Game, Division of Subsistence. February, 1989.
              Overview of Non-Commercial Fish and Shellfish Harvest and Use In Thirty
              Southeast Alaska Communities.

              Alaska Department of Fish and Game, Division of Fisheries Rehabilitation and
              Enhancement. Draft paper on Potential Hatchery Release Sites for Juvenile
              Chum Salmon In the Lynn Canal/Stephens Passage Area.
              Alaska Department of Health and Human Services (prepared by John Middaugh,
              MD; Carl Li, MD; Sue Anne Jenkerson, RNC, MSN, FNC;). October 23,1989.
              Health Hazard and Risk Assessment from Exposure to Heavy Metals In Ore
              in Skagway,Alaska.
              Alaska Department of Transportation and Public Facilities (prepared by TAMS
              Engineers) February 1989. Master Plan for Skagway Airport.
              Conversations with Rita Romans, Alaska Department of Natural Resources,
              Division of Land and Water Management, during April, May and June 1990.
              Conversations with Randy Ericksen, Alaska Department of Fish and Game,
              Sportfish Division, on March 6, April 16, and June 13, 1990.
              James M. Montgomery Consulting Engineers Inc. June 1990. Skagway Water
              Ouality Planning Study.
              Josephson, Ron. Alaska Department of Fish and Game, Fisheries Rehabilitation
              and Enhancement Division. A Sport Fishery for Skagway.
              Juneau State Parks Advisory Board. January 1990. Position Paper on
              Aquaculture and State Parks. Alaska Department of Transportation and Public
              Facilities.

              Kohler & Associates. June 1989. City of Skagway Economic Development
              Work Program.
              Kruse, Jack and Frazier, Rosyland. September 1988. Report to the Community
              of Skagway - Tongass Resource Use Cooperative Study. Institute of Social
              and Economic Research in cooperation with the U.S. Forest Service and the
              Alaska Department of Fish and Game Subsistence Division.



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               Menzies, Malcolm. Meander Lines of Southeastern Alaska. September 1977
               article from Surveying and Mapping magazine.
               Myer, Jerry. Salmon in a School Program.
               Reid - Crowther. Port of Skagway Pre-Feasibility Study.
               Skagway City Schools. High School Fish Hatchery Program.
               Skagway Coastal Management Program. September 1982, August, 1983 and
               September 1988 versions.
               Skagway Comprehensive Plan. September 1988 version.
               Skagway Convention and Visitors Bureau. Skagway Alaska Walking Tour
               Footsteps into the Land of Gold.

               Spude, Robert L. 1983. Building the Gateway to the Klondike. Anthropology
               and Historic Preservation, Cooperative Park Studies Unit, University of Alaska,
               Fairbanks. Occasional paper No. 36
               U.S. Army Corps of Engineers. May 1983 letter from Nell Sailing, Colonel, Corps
               of Engineers to Mayor Robert Messegee.
               U.S. Army Corps of Engineers. October 1987 letter from David Robbins,
               Construction and Operation Division to Tom Healy.
               U.S. Department of Housing and Urban Development, Federal Insurance
               Administration. September 1976. Flood Insurance Study, City of Skagway
               Alaska.

























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                             DIX A - DEFINITIONS



                Feasible and Prudent means consistent with sound engineering practice and not
                causing environmental, social, or economic problems that outweigh the public
                benefit to be derived from compliance with the standard which is modified by the
                term "feasible and prudent".


                Floodplain means any land area susceptible to being inundated by water from
                any source.


                Floodway means the minimum area of a floodplain required to convey a flood
                peak of a selected magnitude with no more than a specified increase (usually 1
                toot) in water surface elevation. This area usually consists of the most hazardous
                f
                 ortion of ther floodplain where water velocities are appreaciable. Areas on the
                andward side of a floodway normally convey little or no floodfloww although they
                are inundated by water during floods. These areas are referred to as the flood
                fringe. Waters in the flood fringe are usually shallow and slow moving.


                One Hundred Year Flood means a flood having a one percent chance of being
                equalled or exceeded in any given year. These terms connoye the regulatory
                floodplain associated with the National Flood Insurance Program and generally
                adopted as the extent of the area to be regulated. Other flood frequencies can be
                used for selecting the flood-prone area for floodplain mangament alternatives. For
                example, park structures, agricultural and recreational activities would continue
                well within the 100-year floodplain; however, critical facilties such as a hospital
                may be located above the 1 00-year floodplain.


                Water Dependent means a use or activity that can be carried out only on, inbr
                adjacent to water areas because the use requires access to the water body.


                Water Related means a use or activity that is not directly dependent upon access
                to a water body, but which provides goods or services that are directly associated
                with water-dependence and which, if not locateed adjacent to water, would result
                in a public loss of quality in the goods or services offered.











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