1997 Summary

The Department of Transportation and Public Facilities (DOT&PF) in cooperation with the Federal Highway Administration (FHWA) is evaluating a proposed action to improve the surface transportation system in the Lynn Canal/Taiya Inlet corridor between Juneau and Haines/Skagway. A state operated ferry system provides the only surface transportation service for the public in this corridor.

Improving surface transportation to and from Juneau has been studied for decades. One of the more recent studies, the 1986 "Southeast Alaska Transportation Plan," established the Lynn Canal/Taiya Inlet corridor as the area most suitable for transportation improvements. This area extends from Juneau's Auke Bay Ferry Terminal to Haines and Skagway, both of which are connected to the continental highway network.

The purpose of this proposed action is to improve the efficiency of public transportation in this corridor by increasing the flexibility and opportunity to travel, reducing travel time and reducing the cost of travel for users and the state.

The need to improve transportation in this corridor is based on: the inability of the state ferry system to accommodate the demand for travel; the high cost of travel; the limited surface access to Alaska's capital; and the residents' desire to improve their quality of life. These issues in combination identify a compelling need to correct a surface transportation system bottleneck affecting local, regional, statewide and international movement of people and shipment of goods and services.

Alternatives carried forward in the DEIS:

Alternative 1 (No-Build/Transportation System Management). The DOT&PF would continue mainline ferry service in Lynn Canal and update/adjust ferry schedules to improve the fleet's efficiency while maintaining a balanced level of service to communities.

Alternative 2 (East Lynn Canal Highway). A 105 kilometer (65 mile) highway would be constructed on the east side of Lynn
Canal/Taiya Inlet between Echo Cove and Skagway with a shuttle ferry between Haines and the Katzehin River delta. This highway
would include two driving lanes with paved 1.2 meter ( 4 foot) shoulders. The design speed would vary between 50 and 80 kilometers (30 to 50 miles) per hour.

Mainline ferry service between Juneau and Haines/Skagway would end upon completion of this alternative.

Alternative 4 (All-Marine, options A, B, C, D). Options A and B would continue mainline ferry service in Lynn Canal/Taiya Inlet with supplemental service via a new high speed ferry between Auke Bay and Haines/Skagway (Option A) or between Sawmill Cove and Haines/Skagway (Option B).

Options C and D would replace mainline ferry service in Lynn Canal/Taiya Inlet with new high speed ferries between Auke Bay and Haines/Skagway (Option C) or new high speed ferries between Sawmill Cove and Haines/Skagway (Option D).

Both options B and D require Glacier Highway to be extended 8 kilometers (5 miles) from Echo Cove and a new ferry terminal at Sawmill Cove.

The high speed ferries would travel at approximately 46 kilometers (29 miles) per hour and could carry over 100 vehicles and 775 passengers.

Alternatives considered in this proposed action and determined to be not reasonable include:

Alternative 3 (West Lynn Canal Highway). The Glacier Highway would be extended to near Sawmill Creek in Berners Bay where
ferries would shuttle passengers and vehicles across Lynn Canal to a new terminal at William Henry Bay. A highway would be
constructed from William Henry Bay 58 kilometers (36 miles) north to Haines. A shuttle ferry would be used for transportation
between Haines and Skagway;

East Lynn Canal Railroad. A railroad would be constructed on the east side of Lynn Canal/Taiya Inlet between Echo Cove and
Skagway with a shuttle ferry between Haines and the Katzehin River delta; and

Taku River Valley Highway. A highway would be constructed in the Taku River Valley between Juneau and Atlin, British Columbia.

The major environmental impacts identified in this analysis involve Berners Bay, bald eagles, Steller sea lions and social/economic factors.

Berners Bay is considered to be the most sensitive environmental area of concern with substantial resource and recreational values.
There are serious public concerns that increased access to Berners Bay would alter recreation and resource values and change the character of the area. Although designed to minimize impacts on Berners Bay, Alternative 2 and, to a lesser extent, Alternative 4, options B and D would have substantial unavoidable impacts. These alternatives would also provide recreational access opportunities not readily available to most people.

There is a substantial concentration of bald eagle nests located along the Alternative 2 alignment. Federal requirements protect bald eagles and their nests from harm. The alignment of Alternative 2 has been adjusted to avoid taking any trees with nests and to minimize disturbance to eagles. Continued coordination with the U.S. Fish and Wildlife Service and detailed engineering analysis would be necessary to ensure federal requirements are met should Alternative 2 be selected.

A Steller sea lion haulout is located adjacent to Alternative 2 at Gran Point which has been designated as a Critical Habitat Area by the National Marine Fisheries Service. The federal Marine Mammal Protection Act and the federal Endangered Species Act protect the Steller sea lion, a threatened species, from harm. The alignment of Alternative 2 would be located above Gran Point; and retaining walls, viaducts, and bridge structures would be used to minimize impact on the sea lions. Should Alternative 2 be selected continued coordination and detailed engineering analysis would be necessary to ensure federal requirements are met.

The impact of the proposed action on the social/economic environment depends on the selected alternative and an individual's perception regarding quality of life.

Alternative 2 and, to a lesser extent, Alternative 4 would lower the cost of living for Haines and Skagway residents due to more access to retail markets in Juneau and increased competition for local markets. In addition, the improved access provided by these two alternatives would boost visitor spending and the number of jobs in all communities. The increased visitor spending in Haines and Skagway would exceed the spending by Haines and Skagway residents in Juneau. Substantial areas of controversy raised by agencies and the public during the extensive and continuing public involvement process include:

Juneau residents are concerned about the impact of more recreational vehicles and visitors to their community and, especially, the lack of facilities to accommodate the vehicles.

Haines residents are concerned that Alternative 2 would substantially reduce the number of travelers to Haines and adversely impact the local economy.

Skagway and, to a lesser extent, Haines are concerned about the impact of the alternatives on continued year-round maintenance on the Klondike Highway and Haines Highway.

Many residents in Juneau, Haines, and Skagway prefer their relative isolation and are concerned that improved access would lead to more competition, adversely affecting their quality of life. Many other residents in these communities believe that improved access would result in improved quality of life.

Many public agencies and groups are concerned regarding the potential adverse environmental impacts on Berners Bay, a sea lion haulout and bald eagle nests associated with Alternative 2.

Financial impacts related to short term capital investment and long term maintenance is a major concern of DOT&PF, other agencies, and the public. The concern focuses on the potential impact of these investments on other state programs and priorities.

 

 

There are three primary federal actions required for this project:

1.Alternative 2 requires National Marine Fisheries Service (NMFS) concurrence that the Steller sea lion haulout site at Gran Point would not be jeopardized;

2.Alternative 2 and Alternative 4, options B and D, require a federal land transfer; and

3.All alternatives require a U.S. Army Corps of Engineers permit.

Figure S-1 provides an overview of the project area and its geographic relationship with the continental highway system connecting Alaska
and Canada.