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Mega-Projects

Pages about proposed transportation mega-projects in Alaska

The Juneau Road/Ferry Mega-Project

What is the Juneau Road/Ferry Mega-Project? The Murkowski Administration revived an earlier proposal to link Juneau to Haines or Skagway (both communities have road connections to the Al-Can Highway) by road rather than by the existing ferry system; in 2005, the federal government required that the last 18 miles be by ferry. The Juneau Road/Ferry project would consist of 50 miles of new road from Echo Cove approximately 40 miles north of Juneau to the Katzehin River via the east side of Lynn Canal, a new ferry terminal at the river 90 miles from Juneau, and new shuttle ferries to Haines and Skagway. The project is considered a “mega-project” because it will cost approximately one-half billion dollars, i.e., vastly more than most Alaska road projects and because it qualifies for the maximum level of federal oversight of state expenditures. The state has spent $25 million to date on the project, and all necessary permits have been issued. On February 13, 2009, however, federal Judge John Sedwick of the Alaska District Court ruled that the existing Environmental Impact Statement is inadequate because it did not analyze enhanced ferry service, and thus must be revised which calls all issued permits into question. The state is appealing this decision to the 9th Circuit Court of Appeals; the federal government will not join the appeal. Despite the unlikelihood of complete project construction, in December 2009 Governor Parnell announced he would spend $5 million to upgrade the first 3 miles of the road beyond Echo Cove using previously appropriated state funds.

Sedwick Order and Opinion, 2/13/09

 

The Knik Arm Bridge Mega-Project

The Knik Arm Bridge mega-project would consist of a toll bridge across Cook Inlet’s Knik Arm from Anchorage to Point MacKenzie and numerous miles of access roads on both sides of the bridge. To avoid passing through military land, the Knik Arm Bridge and Toll Authority (KABATA) chose a bridge access route through the historic Government Hill neighborhood of Anchorage. To keep costs down, KABATA picked a bridge design consisting of an 8,200 foot bridge attached to a mile of gravel-supported, offshore causeway (rather than a longer bridge and little or no gravel-supported causeway). The Knik Arm Bridge likely will cost approximately $700 million for its first phase and approximately $800 million for its second phase (which would connect it to the Seward Highway rather than downtown Anchorage and expand the bridge to four lanes from two), i.e., vastly more than most Alaska road projects. With the worldwide financial downturn and the “extraordinary risks” associated with the project identified by an independent engineering team contracted by the state, private investors are likely to be reluctant to invest in this toll-revenue project without a revenue guarantee from the state. To date, KABATA has spent approximately $47 million. For more information see www.knikbridgefacts.org.

The Gravina Access Bridge Mega-Project

This nearly $400 million project was cancelled by Governor Sarah Palin on September 21, 2007. During fall 2008, however, the state completed building the $26 million 3-mile Gravina Access Highway on lightly-populated Gravina Island using funds from a federal earmark rather than requesting Congress to reallocate the money to a higher-priority transportation project(s) in Alaska. This “highway” ends at a beach, where the bridge was supposed to be built. As a result of not wanting to repay the money spent to the federal government for the Gravina Access Highway, federal rules require the state to develop a Supplemental Environmental Impact Statement (SEIS) that shows how it will utilize the new highway. The state is developing that SEIS as of early 2010.

Audit criticizes Gravina spending (Juneau Empire, 1/19/10)

 

Gravina road audit highlights waste of money on Gov. Murkowski’s project (ADN editorial, 1/21/10)

 

Legislative Audit Digest, with Link to the Audit