Background
- What is H2H?
- Has a route been picked ?
- What is the NEPA process? What happens during this phase?
- What is the schedule?
- How much will the project cost? How will the project be funded?
- Will the H2H project jeopardize the possibility of funding other projects?
- Where did H2H come from?
- How are the H2H Project and Anchorage 2020 related?
Alternatives
- What alternatives are being considered?
- Are you considering a bypass around the city?
- When will you know what route will be selected?
- Will transit be part of H2H?
- What transportation improvements are being considered by the H2H project?
- Are you considering high occupancy lanes?
- Are you considering the No-Build Alternative?
- Is the project evaluating land use alternatives?
- How is the Federal Highway Administration (FHWA) involved?
- How is the Federal Transit Administration (FTA) involved?
- How is the Alaska Department of Transportation and Public Facilities (DOT&PF) involved?
- How is the Municipality of Anchorage (MOA) involved?
- What is the Executive Oversight Committee (EOC) and who is on it?
- What is the CHUAC?
- Who is in charge of making decisions regarding the project?
Environmental
- What is "Environmental Justice"?
- How will Environmental Justice be considered in the development of the H2H Project?
- Can the H2H project proceed if it has disproportionately high adverse effects on human health and environmental effects on low-income and minority populations?
- Will neighborhoods that are not comprised of low-income or minority populations be given any consideration in the selection of a preferred alternative?
- Why don't you change the Purpose and Need statement to include improving air quality?
- How will Air Quality be addressed in development of the H2H project?
- Can the project proceed if it worsens air quality?
Other
- How can I participate in this project? What is the plan for public participation?
- What is the relationship between H2H and the Knik Arm Crossing?
- How might changes in gas prices affect travel demand and therefore the need for the project?
- How can you forecast travel 5, 10, or 20 years in the future?
- How does the project reflect Anchorage 2020 and other MOA planning documents, especially as they relate to land use? How is the project team coordinating with city planners?
- Why has DOT&PF already bought property in the project area?
- If my property is needed for the selected alternative, how will I be compensated?
- How will the road and structures address earthquake / seismic issues?
- I live in the Matanuska Susitna (Mat-Su) Valley—why might H2H be important to me?
- What is the cost of congestion in Anchorage?
- Are you considering how many homes and businesses would be relocated by the project?
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BACKGROUND
What is H2H?
The Seward Highway to Glenn Highway Connection project is being undertaken by the Federal Highway Administration (FHWA) (Federal Lead Agency), the Alaska Department of Transportation and Public Facilities (DOT&PF) (Joint Lead Agency), and the Federal Transit Administration (FTA) (Joint Lead Agency) in cooperation with the Municipality of Anchorage (MOA) (Cooperating Agency) and the U.S. Army Corps of Engineers (USACE) (Cooperating Agency). The purpose of the project is to reduce congestion by improving mobility and access for people and goods that use the arterial connection between the Seward and Glenn highways. The proposed improvements, also referred to as the H2H project, would use federal transportation funds making the project a federal action. An environmental impact statement (EIS) is being prepared to comply with the National Environmental Policy Act (NEPA).
Has a route been picked for H2H?
No. The project alternatives will be established during the National Environmental Policy Act (NEPA) process. During that process all reasonable alternatives will be examined in more detail. The route presented in the Anchorage's Long-Range Transportation Plan is based on planning-level information and will be refined with additional engineering, environmental analysis, and public input.
What is the NEPA Process? What happens during this phase?
The NEPA process examines existing conditions of the natural and man-made environment and analyzes future direct, secondary, and cumulative effects of the project on those resources. Preliminary engineering is also done during this time to ensure that the project can be built, and to develop enough project detail to evaluate the environmental impacts. See more information about the NEPA process on the environmental process page.
What is the schedule?
The NEPA process, including writing the Environmental Impact Statement is anticipated to take place between 2008 and 2012. Should an alternative be selected that requires construction, construction could start in 2014.
How much will the project cost? How will the project be funded?
In 2005, when the 2025 LRTP alignment was developed, the cost for H2H was anticipated to be $581 million (2005 dollars). Once alternatives have been developed as part of the EIS process, cost estimates will be updated. Currently, funding for the NEPA process is coming from State of Alaska appropriations and from the federal-aid program for the National Highway System (NHS). Construction could be funded through a number of different sources. Funding strategies will be researched as part of the project development process.
Will the H2H project jeopardize the possibility of funding other projects?
The H2H project should not jeopardize the funding of other projects because it is part of a coordinated planning effort that examined Anchorage transportation needs relative to anticipated funding levels. As part of a “fiscally constrained” plan, all projects included in the LRTP are required to have a reasonable assurance of receiving funding for construction.
Where did H2H come from?
Connecting the Seward Highway to the Glenn Highway was discussed as early as 1963 (see the 1963 Anchorage Freeway Study). In 2001 the Anchorage Metropolitan Area Transportation Solutions (AMATS) initiated the East Anchorage Study of Transportation (EAST). The EAST study concluded that connecting the Seward and Glenn Highways was essential to solving traffic congestion in Anchorage. When AMATS embarked on a new LRTP, the Seward Highway to Glenn Highway Connection (H2H) project was included and adopted in 2005 as part of the 2025 Anchorage Bowl Long Range Transportation Plan.
How are the H2H project and Anchorage 2020 related?
A comprehensive plan is a guide for community land use development. The Municipality of Anchorage (MOA) is responsible for the preparation and implementation of the comprehensive plan. The Anchorage Bowl Comprehensive Plan entitled Anchorage 2020, was adopted by the MOA Assembly on February 20, 2001 and amended on September 10, 2002.
The goals and policies of Anchorage 2020 established the framework for future growth and land use development in Anchorage for the next 20 years. The comprehensive plan provides guidance for policy makers, establishes goals and objectives expressed by Anchorage citizens, and presents a vision for the future of Anchorage. Anchorage 2020 provides overall, broad policy direction. From it, functional plans are developed. Examples of these functional plans include:
- Long Range Transportation Plan
- Areawide Trails Plan
- Anchorage Parks, Greenbelt and Recreation Plan
- Utility Corridor Plan
- Coastal Management Plan
- Anchorage Wetland Management Plan
- Areawide Air Quality Plan
- Water Quality Management Plan
The H2H project is a keystone project recommended in the Long Range Transportation Plan. The H2H project has teamed up with the MOA, who has agreed to provide technical assistance as a cooperating agency, to ensure help the project meet or exceed the goals outlined in Anchorage 2020. As such it will be a mechanism to apply the desired land use and development patterns for Anchorage, therefore implementing the comprehensive plan.
ALTERNATIVES
What alternatives are being considered?
The National Environmental Policy Act (NEPA) requires that a range of possible alternatives be considered during the environmental review process. Highway-to-Highway (H2H) is currently in the alternatives development phase of preparing a draft environmental impact statement (EIS). During alternatives development, many transportation options will be developed and evaluated to determine which alternatives will be evaluated in detail in the EIS document.
Are you considering a bypass around the city?
A bypass around the city has been considered in previous transportation plans and will be evaluated during the alternatives development and screening process for the project. Like the other alternatives, the bypass would need to address the problems that the project is trying to solve (defined in the Purpose and Need (P&N) Statement).
When will you know what route will be selected?
Not for a few years. The final decision on routes (alternatives) will be made in the Record of Decision (ROD), which is anticipated in 2011.
Yes. The H2H project will examine multiple modes (ways) of meeting travel needs, including a range of transit options. Buses, vanpools, bus rapid transit, light rail, and commuter rail are all transit options being considered. The Federal Transit Administration (FTA) is assisting with the development and evaluation of transit options.
What transportation improvements are being considered by the H2H project?
Based on scoping comments, review of local planning documents, and research, the project team identified a range of modes and strategies that could be incorporated into preliminary alternatives. These were presented at the October 2008 round of public meetings. At the meetings, it was explained that alternatives would consist of a route and a combination of potential transportation improvement strategies. Preliminary alternative concepts to be studied include the following:
- Add additional capacity (general purpose lanes, high occupancy vehicle (HOV) lanes, grade separations) to existing connecting arterials
- Add new capacity (general purpose lanes, HOV lanes) on new alignment (arterial, expressway or freeway) to connect the highways
- Add additional bus service (Bus, Bus Rapid Transit, Light Rail) on existing connecting arterials
- Add new bus service (Bus, Bus Rapid Transit, Light Rail) on new alignment
- Add new commuter rail service to Alaska Railroad Corporation (ARRC) track
- Increase existing and/or add new Travel Demand Management (TDM) Strategies
- Increase existing and/or add new Transportation System Management (TSM) Strategies
- Add new routes and/or options for pedestrians and bicyclists along and across the existing connection
- Add new routes and/or options for pedestrians and bicyclists along and across new alignment
Are you considering high occupancy lanes?
Yes, fact sheets about the different Transportation Strategies under evaluation can be viewed on our Alternatives Development page by clicking here.
Are you considering the No-Build Alternative?
Yes, the No-Build Alternative is an alternative that is considered throughout the environmental impact statement process. For a description of the No-Build Alternative, click here.
Is the project evaluating land use alternatives?
Yes, the land use and transit alternatives under evaluation can be viewed on our Alternatives Development page by clicking here.
PROJECT TEAM
How is the Federal Highway Administration (FHWA) involved?
FHWA is the lead federal agency. As the lead federal agency, FHWA shall be responsible for the overall direction of the environmental review process, content of required environmental documents, performing legal sufficiency review, and for expediting the delivery of the transportation project. FHWA shall also function as the lead Federal lead agency for compliance with the Endangered Species Act and National Historic Preservation Act, as well as other applicable Acts, Executive Orders, regulations, and laws. FHWA is a member of the Executive Oversight Committee.
How is the Federal Transit Administration (FTA) involved?
In recognition of the FTA's expertise in the development of mass transit, FTA will serve as a joint lead agency in the development of the EIS. FTA will have primary responsibility for review of mass transit elements and interpretation of FTA funding requirements, and will assist FHWA in its role. FTA is a member of the Executive Oversight Committee.
How is the Alaska Department of Transportation and Public Facilities (DOT&PF) involved?
The H2H project will be an element of the National Highway System. As the direct recipient of Federal funds for the project, DOT&PF will serve as a joint lead agency. Under its authority, DOT&PF is directly responsible for developing environmental and engineering documents, professional service agreements, consultant contract management, certifying state owned right-of-way, engineering and construction standards on the National Highway System, and ensuring compliance with State and Federal funding requirements. DOT&PF is a member of the Executive Oversight Committee.
How is the Municipality of Anchorage (MOA) involved?
The MOA has special expertise and authorities that will be important considerations for the H2H project development including responsibility and authority with respect to:
- Land use planning and zoning
- Municipally-owned facilities and streets
- Municipal services such as police, emergency, social, etc.
- Municipally-owned transit
Because of these areas of special expertise, the MOA is a cooperating agency and will also work with the project team developing information and preparing environmental analyses. MOA is a member of the Executive Oversight Committee.
What is the Executive Oversight Committee (EOC) and who is on it?
The EOC is a committee that provides an opportunity for a collaborative approach to share information amongst the four government agencies overseeing the project. The Executive Oversight Committee (EOC) is composed of the Alaska Department of Transportation & Public Facilities (DOT&PF) Central Regional Director, the Mayor of the Municipality of Anchorage (MOA), the Region 10 Administrator of the Federal Transit Administration (FTA), and the Alaska Division Administrator for Federal Highway Administration (FHWA). Each agency brings unique expertise, authority, and responsibilities to the project. The EOC will provide an unprecedented (in Alaska) coordination and consultation opportunity to identify issues, provide resources and authority, and to coordinate those resources to ensure a successful project. more information on the EOC
What is the CHUAC?
The Citizens Highway User Advisory Committee (CHUAC) was established by the DOT&PF and MOA and is one of many tools that will be used during the H2H project to provide public input into the National Environmental Policy Act (NEPA) process. The CHUAC is not a decision-making body. Project decisions will be made by the lead agencies through the NEPA process. more information on the CHUAC.
Who is in charge of making decisions regarding the project?
The DOT&PF is the project sponsor and will be making all decisions concerning alternative selection in consultation with the lead federal agencies and the Municipality and the U.S. Army Corps of Engineers. The two federal lead agencies will be reviewing the process, approving the EIS, and making any decisions as to whether federal funding will be utilized on the project. The Municipality will ultimately decide what transit option it will commit to fund, operate, and maintain. The U.S. Army Corps of Engineers decides whether or not to issue a wetlands permit.
ENVIRONMENTAL
What is "Environmental Justice"?
On February 11, 1994, President Clinton issued Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations (EO 12898). The intent of EO 12898 was to counteract a historical trend to locate public work projects, infrastructure, and certain types of development with the potential for high adverse effects on human health and the environment in minority and low-income neighborhoods. Such neighborhoods are typically under represented during the development and decision making phases of these projects. EO 12898 required all federal agencies, to the greatest extent practicable and permitted by law, to make environmental justice part of its mission by identifying and addressing, as appropriate, disproportionately high adverse human health or environmental effects of its programs, policies, and activities on minority populations and low-income populations in the United States and its territories and possessions. EO 12898 did not define the term “Environmental Justice”, however, the U.S. Environmental Protection Agency, defines it as, “. . . the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies. EPA has this goal for all communities and persons across this Nation. It will be achieved when everyone enjoys the same degree of protection from environmental and health hazards and equal access to the decision-making process to have a healthy environment in which to live, learn, and work."
How will Environmental Justice be considered in the development of the H2H Project?
The H2H project will be funded in part by FHWA. As a federal agency, all of FHWA programs, policies, and activities must incorporate the principles of environmental justice. The FHWA issued FHWA Order 6640.23, FHWA Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, on December 2, 1998. This Order details the FHWA policy to comply with EO 12898.
The H2H project will identify and avoid discrimination and disproportionately high and adverse effects on minority populations and low-income populations by first identifying and evaluating environmental, public health, and interrelated social and economic effects. Measures to avoid, minimize, and mitigate disproportionately high and adverse environmental and public health effects and interrelated social and economic effects will be incorporated into the project where practicable. Alternatives that avoid such impacts will also be evaluated. The H2H project will provide opportunities for public involvement including the provision of meaningful access to public information concerning the human health or environmental impacts. This public involvement will be comprehensive and ensure that affected minority and low-income populations have an opportunity to provide meaningful input on alternatives and decisions.
Consistent with the FHWA Order 6640.23, the H2H project will be developed to ensure that it does not have disproportionately high and adverse effect on minority or low-income populations. Mitigation and enhancements and other offsetting benefits will be proposed and considered in making a determination of whether the project will result in disproportionately high and adverse effects on minority and low-income populations.
Can the H2H project proceed if it has disproportionately high adverse effects on human health and environmental effects on low-income and minority populations?
Projects with disproportionately high and adverse effects on human health and environmental effects on low-income and minority populations can only proceed if further mitigation measures or alternatives that would avoid or reduce these adverse effects are not practicable. In determining whether a mitigation measure or an alternative is “practicable,” the social, economic (including costs) and environmental effects of avoiding or mitigating the adverse effects will be taken into account. Projects with disproportionately high and adverse effects on human health and environmental effects can only be carried out if it is determined there is a substantial need for the project based on the overall public interest, and alternatives that would have less adverse effects on protected populations have either adverse social, economic, environment, or human health impacts that are more severe; or would involve increased costs of an extraordinary magnitude.
Will neighborhoods that are not comprised of low-income or minority populations be given any consideration in the selection of a preferred alternative?
Yes. Neighborhood impacts (community cohesion, relocations, connectivity, air, noise, etc.) are an important consideration in the selection of a preferred alternative. Under Title VI of the Civil Rights Act of 1964, all federal agencies must ensure that no person on the grounds of race, color, or national origin is excluded from participation in, denied the benefits of, or subjected to discrimination under any program or activity receiving Federal financial assistance.
The comparative benefits and impacts of all reasonable alternatives will be evaluated and considered equally in selection of a preferred alternative. If an alternative with disproportionately high adverse effects on human health and environmental effects on low-income and minority populations is selected as preferred and is found to be in the overall public interest, then mitigation and enhancements to eliminate or reduce these effects will be incorporated into the proposed project to the extent practicable. Similarly, if an alternative that avoids low-income or a minority populations is selected, all practicable mitigation and enhancements to eliminate or reduce neighborhood impacts will be incorporated into the project. Environmental justice does not mandate that an alternative in a non-minority or non-low income area be selected if one exists. Rather, it requires that any disproportionately high adverse effects on human health and environmental effects on low-income and minority populations be identified, that an opportunity for meaningful input from these populations be provided, that measures to avoid and reduce adverse effects be incorporated into the project, and that mitigation and/or enhancements be provided to offset these adverse effects. From a practical standpoint, if an alternative is selected that has the potential for disproportionate adverse effects on human health and environmental effects on a low-income and/or minority population, the DOT&PF will take the steps necessary to ensure these affects are not disproportionate.
The following helpful links provide more details on Environmental Justice:
http://www.fhwa.dot.gov/environment/ej2.htm
http://www.fhwa.dot.gov/environment/ejustice/facts/index.htm
http://www.epa.gov/ocr/t6andej.htm
http://www.its.berkeley.edu/research/ejhandbook/ejhandbook.html
The DOT&PF received multiple requests from citizens to add “improving air quality” to the H2H project’s purpose and need statement. After careful consideration of this request and consultation with the agencies responsible for improving air quality at the Municipal and State levels, the DOT&PF decided not to add air quality to the purpose and need. The DOT&PF’s mission is to provide a safe and efficient transportation system for the movement of freight and goods. The purpose and need statement defines the specific transportation problems that the DOT&PF is trying to resolve with the proposed project. These problems are directly related to deficiencies within the transportation system (e.g. congestion, efficiency, safety, neighborhood connectivity, and multi-modal connections). These deficiencies are problems now and will worsen dramatically in the future. While air quality is an important factor in the selection of solutions for a transportation problem, air quality in the study area is currently meeting standards for all pollutants. In addition, current projections suggest that air quality (CO, air toxics) in Anchorage will continue to improve over time regardless of the ultimate solution selected for the H2H project. This is primarily due to expected improvements in vehicle technology and fuels.
It would be very difficult for DOT&PF to commit to improving air quality when many sources of emissions within the Municipality of Anchorage (emissions from power generation facilities, sewage sludge incineration, aircraft operation, space heating systems, wood burning, etc.) are beyond the influence of the proposed H2H project. Even though air quality will not be included in the purpose and need statement, the DOT&PF is required to and will analyze the air quality impacts of all reasonable alternatives in the project’s EIS. We will also make certain that the alternative ultimately selected to address the transportation problems does not result in any violations of the State and National Ambient Air Quality standards and conforms to the State Implementation Plan for Air Quality (SIP).
The protection and improvement of air quality is the mission of other local, State and Federal agencies (e.g. Municipality of Anchorage, Department of Health and Human Services (MOA-DHHS), Alaska Department of Environmental Conservation (DEC) and the Environmental Protection Agency (EPA)). The SIP is the State’s plan for improving air quality. This plan is required by the regulations implementing the Clean Air Act. The SIP details the requirements and measures that need to be implemented by the State and Municipalities to maintain and improve air quality. Every federally funded transportation project such as the H2H project must conform to the requirements of the SIP. As mentioned above, the MOA-DHHS, DEC, and EPA are the agencies whose mission it is to ensure that air quality is maintained or improved. All three of these agencies have agreed to participate in the development of the H2H project. This will help ensure the ultimate solution to transportation problems meets the requirements of the Clean Air Act. The DOT&PF will continue to work closely with these agencies throughout project development.
How will Air Quality be addressed in development of the H2H project?An air quality analysis will be prepared for the H2H project and the results of this analysis will be documented in the EIS. Air quality impacts for each reasonable alternative will be provided in the EIS so that alternatives can be compared against each other and national and state air quality standards. The ultimate solution for the project must conform to the State Implementation Plan for air quality (SIP). Consequently, a project level conformity analysis will also be prepared and included in the EIS. The conformity analysis will demonstrate that the project meets State and National Ambient Air Quality Standards. Since the conformity requirements are also applicable to transportation plans and programs, the EIS will also address the project’s affects on regional air quality. The regional air quality discussion will be based upon the most recent analysis performed by the Municipality of Anchorage to demonstrate the long range transportation plan’s conformance with the SIP. Should the alternative selected for the H2H project substantially differ from the concept modeled in the regional conformity analysis, then a new regional conformity analysis will be completed by the Municipality prior to FHWA’s issuance of a record of decision.
The pollutants to be addressed in the H2H air quality analysis will include carbon monoxide, mobile source air toxics, particulates, and green house gases. Existing and future air quality concentrations and/or trends of these pollutants will be examined by alternative in the EIS.
Can the project proceed if it worsens air quality?
A project cannot proceed in the Municipality of Anchorage if it creates violations of the State or National Ambient Air Quality Standards. Consequently, an analysis of the effects of the H2H project on air quality at both the regional and corridor level will be included in the EIS. The regional air quality analysis performed for the long range transportation plan (LRTP) showed that the H2H project, along with other proposed transportation improvements, would help improve air quality within the Municipality of Anchorage on a regional scale. This improvement is partially related to the substantial reduction in congestion and the number of vehicle miles travelled resulting from the H2H project (as envisioned in the LRTP) and other proposed projects. Vehicle technology and cleaner fuels also contribute greatly to this projected improvement in regional air quality. Air quality effects at the corridor level cannot be predicted at this time because a corridor level air quality analysis has never been conducted for the proposed H2H project. Such an analysis will be conducted for each reasonable alternative. The analysis will be conducted in accordance with standard protocols and EPA approved emissions and dispersion models. Results will be disclosed in the EIS. The alternative that is eventually selected for the H2H project will have to come from a transportation plan that conforms to the SIP. If the H2H concept that is ultimately selected to move forward substantially differs from the concept envisioned in the LRTP, then a new regional air quality analysis and conformity determination will be conducted by the Municipality of Anchorage before issuance of the project’s record of decision (ROD) by the Federal Highway Administration (FHWA). Again, if the proposed project creates violations of the air quality standards at the corridor or regional level, it cannot be moved forward for development.
OTHER
How can I participate in this project? What is the plan for public participation?
There will be many opportunities for public participation in the project throughout the NEPA process. Check this website frequently for upcoming events. Sign up for the E-newsletter. If you would like to comment, visit our comment page. Or contact us!
The H2H Public Participation Guide outlines how the public can be involved in the project’s development. Public participation helps at every step of the NEPA process to make sure that the right questions are being asked and the right data is being gathered to answer those questions. While the H2H project is a transportation project, it also should be an asset to the community and be compatible with the natural and built environments. Public participation is essential to understanding community issues, context, and avoiding or minimizing impacts.
What is the relationship between H2H and the Knik Arm Crossing?
While related to each other (both projects would be part of the National Highway System), the Knik Arm Crossing and H2H projects meet different needs and are considered independent projects. Construction of the Knik Arm Crossing would not solve the transportation problems the H2H project is addressing. The Knik Arm Crossing EIS and Anchorage Bowl 2025 Long Range Transportation Plan, with 2027 Revisions (LRTP) envision a future connection between the Knik Arm Crossing and the H2H project via a new bridge across Ship Creek tying in at Gambell and Ingra Streets. The H2H project will consider that potential traffic flow on alternatives considered in the EIS. To coordinate activities and promote data sharing, the Knik Arm Bridge and Toll Authority (KABATA) is a “participating agency” on the H2H project.
How might changes in gas prices affect travel demand and therefore the need for the project?
The project team’s economists have studied the issues of fuel prices and travel demand in order to answer this question. Because of recent price volatility, the team’s economists evaluated how recent gas prices have affected the amount of private vehicle travel. This analysis and other documents related to the project are posted on the project library page on the H2H website, click here to visit the page.
How can you forecast travel 5, 10, or 20 years in the future?
The H2H team will use a travel demand model which has been developed by Anchorage Metropolitan Area Transportation Solutions (AMATS). The travel demand model predicts how much traffic there will be in the future and how much capacity will be needed on the road and transit system based on growth forecasts and future land use plans. To develop the model, the Municipality of Anchorage (MOA) Planning and Traffic Departments collected household and travel characteristics of the Anchorage area population, as well as land use, population, housing, economic, and employment data. AMATS uses 20-year forecasts of future population and economic growth, and development patterns based on Anchorage’s comprehensive plan, to predict future travel needs. To ensure the model’s results, it is calibrated to actual traffic counts. The model meets federal standards and has been accepted by the Federal Highway Administration (FHWA) under Anchorage’s planning requirements as a Metropolitan Planning Organization.
How does the project reflect Anchorage 2020 and other MOA planning documents, especially as they relate to land use? How is the project team coordinating with city planners?
The goals and policies of Anchorage’s comprehensive plan (Anchorage 2020) establish the framework for future growth and land use development in Anchorage. The comprehensive plan is the foundation for the travel demand forecasted in the LRTP that identified the H2H project. The EIS will base its traffic forecasts on the land use and growth policies of Anchorage’s adopted plans. Potential changes to land use as a result of various possible H2H routes will be identified and documented in the EIS. To assist in developing forecasts and the potential land use affects, the MOA (including the planning department) is providing technical assistance as a cooperating agency.
Why has DOT&PF already bought property in the project area?
DOT&PF has a program for acquiring property in Southcentral Alaska on a willing-seller basis to preserve potential future corridors. Several acquisitions have occurred in the project area. Alternatives for the H2H project will be developed and screened on their merits for satisfying the P&N and will not be influenced by where acquisitions have occurred.
If my property is needed for the selected alternative, how will I be compensated?
Government agencies sometimes need to acquire private property for public programs or projects. The Fifth Amendment of the U.S. Constitution states that private property shall not “be taken for public use, without just compensation.” All federal and state agencies must comply with the policies and provisions set forth in the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (the Uniform Act) and its amendments. The Uniform Act provides for fair and equitable treatment of persons whose property will be acquired or who will be displaced because of programs or projects financed with federal funds. The rules implementing this law assure property owners that their interests will be protected. More DOT&PF right-of-way information
How will the road and structures address earthquake / seismic issues?
Roads and structures will be designed to the current state and federal design standards adopted by the Alaska Department of Transportation. Typically, these are national standards developed by the American Association of State Highway and Transportation Officials (AASHTO). The project team includes local consulting firms that specialize in geotechnical engineering issues such as designing for the types of soils, groundwater, and seismic conditions found in Alaska.
I live in the Matanuska Susitna (Mat-Su) Valley—why might H2H be important to me?
According to the State of Alaska Community Database, approximately 30% of Mat-Su Valley workers commute to Anchorage. Many of these people work in the primary Anchorage business areas of military bases, Downtown, Midtown, and the U-Med District. According to the Institute of Social and Economic Research at the University of Alaska, more than 18,000 Mat-Su residents will commute to and from Anchorage by 2030—an increase of 10,000 commuters over current traffic levels. H2H provides an opportunity to better serve these trips, resulting in safer travel and savings of time, fuel, and money.
What is the cost of congestion in Anchorage?
Recently, DOT&PF evaluated roads based on traffic levels and crashes for FHWA. DOT&PF crash and volume data ranks the arterial connection between the Glenn Highway at Boniface Parkway and the Seward Highway at 36th Avenue as the worst bottleneck in the state. Here are the statistics:
- Five percent of the crashes in the entire state happen in this single corridor—that’s 750 crashes per year or over two crashes every day. *
- People traveling this corridor spend over 8,000 hours sitting in traffic daily. *
- H2H could save $45 million in delay and $23 million in crashes annually.*
* Alaska Department of Transportation and Public Facilities
Are you considering how many homes and businesses would be relocated by the project?
Yes, this is an important screening criterion. We have identified Neighborhood Connectivity a project need. In addition, the numbers of residences and businesses relocated will be disclosed for each reasonable alternative examined in the environmental impact statement (EIS).
