FEIS Summary - Knik Arm Bridge and Toll Authority

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Knik Arm Crossing Final EIS Summary The alternatives evaluated in the Draft EIS were: • No-Action Alternative • Point MacKenzie Road – Degan Alternative (with the Southern Alignment, 8,200-foot and 14,000-foot bridge lengths, cut-and-cover tunnel under Degan Street) • Point MacKenzie Road – Erickson Alternative (with the Southern Alignment, 8,200-foot and 14,000-foot bridge lengths, cut-and-cover tunnel under Erickson Street) • Northern Access – Degan Alternative (with the Southern Alignment, 8,200- foot and 14,000-foot bridge lengths, cut-and-cover tunnel under Degan Street) • Northern Access – Erickson Alternative (with the Southern Alignment, 8,200-foot and 14,000-foot bridge lengths, cut-and-cover tunnel under Erickson Street) As the list above indicates, the build alternatives evaluated in detail in the Draft EIS did not constitute entirely separate routes or unique designs; instead, they were unique combinations of components (and their common elements) that offered obvious advantages in terms of overcoming geographic, socioeconomic, physical, environmental, and financial constraints while minimizing common impacts. (See Section 2 of the EIS for details on the identification of reasonable alternatives.) Exhibit S-3, on page S-7, shows the build alternatives evaluated in the Draft EIS in terms of their major, shared components and their variations. There are three different sections associated with the build alternatives: the Mat-Su side, the Crossing, and the Anchorage side. Shared components for the build alternatives on the Mat-Su side or the Mat-Su Approach Alternatives include a 9.5-mile alignment of Point MacKenzie Road from the northern terminus of the KAC Project (the intersection of Point MacKenzie and Burma Roads) to the Port MacKenzie District boundary. Shared components for the Crossing section, which accounts for all proposed in-water construction work within Knik Arm, include the same bridge crossing alignment (identified as the Southern Alignment) from the Mat-Su bluff to an Anchorage-side landing at the future expansion limits of the Port of Anchorage (POA). Shared components for the build alternatives on the Anchorage side or Anchorage Approach Alternatives include a short Below-the-Bluff roadway segment to the east of the POA; a cut-and-cover tunnel through Government Hill under either Degan Street or Erickson Street; and a connection to the A Street-C Street (A C) Couplet (Phase 1) and the Ingra- Gambell Couplet (Phase 2) when traffic volumes would warrant its completion. The variations among the alternatives (also depicted in Exhibit S-3) include the road routing of the Mat-Su Approach from the Port MacKenzie District boundary to the Mat-Su bluff associated with either the Point MacKenzie Road Alternative or the Northern Access Alternative; the Crossing with bridge lengths of either 8,200 feet or 14,000 feet; and the road routing of the Anchorage Approach Alternatives, with a cut-andcover tunnel under either Degan Street (Degan Alternative) or Erickson Street (Erickson Alternative), with associated variations that would affect the connection to Loop Road and local routes in Government Hill. See a more detailed comparison of these alternatives in “Reasons for Selection of Recommended Alternative,” below. Phased Construction Under any alternative, the KAC Project would be constructed over time to provide needed capacity as traffic S-6
Knik Arm Crossing Final EIS Summary Exhibit S‐3. Build alternatives evaluated in the Draft EIS begin at the intersection of Point MacKenzie Road and Burma Road and end in Downtown Anchorage. Components common to all alternatives are noted by the labeled call-out boxes. Variations among alternatives are noted by the variously colored lines. volumes grow. The EIS fully discloses the environmental impacts anticipated to result during the 20-year design life of the project (through 2030) and describes the anticipated timing of project elements in two phases. These phases include an initial minimum two-lane Crossing (8,200-foot bridge structure and connecting roadway sections on gravel fill) and a connection to the A-C Couplet in Phase 1 (anticipated in 2010). By the design year 2030, traffic modeling indicates the need to expand the bridge Crossing and Mat-Su and Anchorage Approach Alternatives to four lanes and to connect to the Ingra-Gambell Couplet facility in Phase 2. Phase 1 construction will include improvements to existing roadways and development of the Mat-Su Approach Alternative; construction of the Crossing (8,200-foot bridge structure and S-7
Page 1 and 2: Knik Arm Crossing Final Environment
Page 3 and 4: Exhibit S‐1. Final EIS Document O
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Page 17 and 18: Findings, Compliance, and Permits E
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