Third public meeting held on proposed highway realignment through Indian and Bird

Ken Smith/Turnagain Times A public meeting was held Sept. 10 at the Indian Valley Meats community hall. It was standing room only as the public listened to the proposed alternatives for realigning the Seward Highway through Indian and Bird. Public comments were also taken about the proposed projects to make the stretch of highway from milepost 99 to 105 safer.

By Ken Smith
Turnagain Times

The public had a chance to respond in a third public meeting for several proposed alternatives for realigning the Seward Highway through Bird and Indian. Residents from Girdwood, Indian and Bird packed the small community room at Indian Valley Meats on Sept 10, and for two hours heard detailed reports on the three proposed projects and shared their concerns and opinions about the alternatives presented.
The meeting started with DOWL engineer, Steve Noble, who updated the audience on the alternatives, stood patiently and answered a barrage of questions and sometimes handled some passionate responses from the community. DOWL was hired by the Alaska Department of Transportation to design a plan to research alternatives to make a section of the Seward Highway from milepost 99 to milepost 105 safer for both motorized and non-motorized users.
Noble stressed at the start of the meeting that the proposed realignment projects being considered are strictly to enhance safety in that specific stretch of highway, and the project was independent of the sign relocation/removal effort. The DOT has been addressing local businesses in Indian and Bird to remove their business signs out of the right of way or else the state must repay up to $20 million in federal highway funds received to work on the Seward Highway between mileposts 96 and 102.
The Potter Marsh to Bird Point segment of the Seward Highway is among the ten highest fatal/major injury corridors in Central Region rural highways. Noble said the section between Indian and Bird is especially dangerous because it passes through communities, and the number of vehicles that pass through is exceptional, as well, with an average of 7,800 annual daily traffic and between 17,000 and 18,000 vehicles per day during peak days and holidays.
“This is a unique section of highway because it’s the only section of the Seward Highway that has communities on it,” he said. “That’s why it was determined to go from milepost 99 to 105. This project is primarily a safety issue.”
One of the main safety concerns, he said, was turning movements in and out of driveways and roads along that stretch of highway, which can cause disruptions in traffic flow and contributes to collisions. A safety analysis report showed increased fatality and major injury crash rates in the Potter Marsh to Girdwood corridor. That prompted legislation to establish a safety corridor between Potter Marsh and Girdwood.
Several alignment concepts have been considered as part of this project. One concept has already been dismissed and that was the coastal alignment to push the highway out along the Turnagain Arm and tidal flats. It was determined to be too costly and had a greater impact on the environment.
That leaves three alternatives. One alternative is to simply do nothing. Alternative two proposes upgrading the existing stretch of highway, adding passing lanes and a pedestrian pathway. Alternative three proposes building a frontage road, as well as adding passing lanes and a pedestrian pathway.
The emphasis in the meeting was on the frontage road alternative. The participants seemed split on whether it was the best idea. Noble stressed that they were considering each alternative equally at this time.
One comment from an audience member suggested that rather than spending money on new alternatives, why not simply lower the speed limit on the existing stretch of highway between Indian and Bird to 35 mph. This comment drew loud applause, but Noble stood his ground and calmly explained that lowering the speed limit would create more accidents as frustrated drivers tried to pass. Again he stressed that making the corridor safer is the primary goal of the project.
A frontage road would follow the north side of the highway in Bird and Indian. It would reduce the number of driveways entering the highway from 30 to four, and add turn lanes on the highway at frontage road access points. Noble explained that a paved path for pedestrians would create a safer walking area, and that pedestrian improvements would be independent of the road alignment alternatives.
“The frontage road presents a better corridor for pedestrians to walk on,” Noble said, “better turning points and provides a corridor between businesses like the Bird Café to the Birdhouse Garage.”
The frontage road would primarily be built on the existing highway, utilizing around 70 percent of it. The new stretch of highway would be shifted 30 feet south towards the Arm. This shift, DOWL engineers determined, would reduce highway noise in the two communities, but not significantly.
This comment was met with skepticism by some in the audience, who claimed the frontage road would only create more traffic and noise.
Nonetheless, DOWL representatives stood by their research, stating that southbound and northbound noise levels would be reduced, though not significantly, in the communities if the highway is moved further south.
Another suggestion from an audience member was to consider putting in noise barriers, which Noble said they would look into.
Another question posed by an audience member pertained to the negative impact a frontage road could have on local businesses.
“We tried to protect those existing businesses when we configured the shifted access points,” Noble responded. “If you look at this compared to other alternatives, the frontage road actually benefits the community. You can drive 25 miles per hour and walk on the road without being run over while walking along the highway.”
The frontage road would be about two miles long with the first access point at Bird Point at milepost 99. Construction would not start until around 2010 and take a year at least to complete.
As for costs, alternative two would cost an estimated $25 million, and the frontage road alternative would cost over twice as much at $51 million.
The DOT is expected to choose the preferred alternative late in fall or early winter. If DOT chooses to go forward with the project, further development phases will occur including refining designs for the chosen alternative.
Public comments will continue to be taken by calling 562-2000 or by email at: sewardhighway@dowl.com.

Courtesy of DOWL Engineers
Alternative Three for a new alignment of the Seward Highway between Indian and Bird includes building a frontage road on part of the existing highway. The frontage road would be approximately two miles long with four access points and a pedestrian pathway.