Frequently Asked Questions (FAQs) with their answers have been compiled from public and agency inquiries about the project. If you have additional questions or comments, please contact us.
KABATA, the Knik Arm Bridge and Toll Authority
How did KABATA start?
Who is on the Board?
Who is on the staff?
What is a toll authority?
Project Description
What is the purpose of the project?
Where will the crossing be located?
Project Funding and Costs
What is the source of project funding?
How will operations of the Crossing be supported?
What will the project cost?
Project Schedule
When will the project be finished?
Why is the project being reconsidered now?
When will the public be involved?
Regional Transportation System
Do the plans include the Alaska Railroad?
What about the Mat-Su proposed ferries?
How does the crossing affect the Port of Anchorage and Port MacKenzie?
What happens to traffic at both ends of the bridge?
KABATA, the Knik Arm Bridge and Toll Authority (top of page)
As directed by the Alaska State Legislature in AS 19.75, KABATA was created in June 2003, emphasizing legislative priority for constructing a Knik Arm Crossing. The proposed project would further the development of transportation systems in the Upper Cook Inlet region by providing improved vehicular access and surface transportation connectivity between Anchorage and the Mat-Su through the Port MacKenzie District, with a financially feasible and efficient crossing to meet the needs for:
- Improved regional transportation infrastructure to meet existing and projected population growth and locally adopted economic development, land use, and transportation plans.
- Regional transportation connectivity for the movement of people and the movement of freight and goods to, from, and between Anchorage, the Mat-Su, and Interior Alaska.
- Safety and transportation system redundancy for alternative travel routing and access between regional airports, ports, hospitals, and fire, police, and disaster relief services for emergency response and evacuation.
KABATA is governed by a seven-member Board of Directors comprised of state agency representatives Frank T. Richards (Deputy Commissioner for Highways and Public Facilities) and Jerry Burnett (Deputy Commissioner of Department of Revenue), and three public members represented by Chairman Michael L. Foster, Janet Kincaid, and Dave Haugen. The KABATA Board has two non-voting members, State House Representative Mark Neuman and State Senator Charlie Huggins.
Andrew Niemiec is the Executive Director who manages a staff including Chief Financial Officer Kevin Hemenway, Deputy Executive Director for Project Development Dale Paulson, Chief Engineer Loran Frazier, Environmental/106 Liaison Edrie Vinson, Administrative Manager Corene Alvarado, and Administrative Assistant Amanda True. AS 19.75 designates the Alaska Attorney General as general counsel to KABATA, and William A. Greene is the assigned Project Counsel.
Toll authorities are agencies dedicated to providing and promoting safe, efficient and convenient systems of toll-supported bridges and other transportation facilities while ensuring the highest possible level of service to their customers.
Project Description (top of page)
What is the purpose of the project?
The project is being developed to create an efficient link between the operations and infrastructure of the two ports; build an alternate north-south emergency response and disaster evacuation route; establish the transportation infrastructure for existing and projected population and economic growth; and implement the Alaska legislative mandate to construct a bridge crossing of Knik Arm (AS 19.75).
Where will the crossing be located?
The project area is in Upper Cook Inlet in the Knik Arm north of the Port of Anchorage and south of the confluence of the Knik River and the Knik Arm. The Knik Arm separates the Municipality of Anchorage from the Mat-Su Borough by about two miles in this area.
Project Funding and Costs (top of page)
What is the source of project funding?
The main source of funding to operate and maintain the Knik Arm Crossing will be through toll revenue. This means that those who use the bridge will ultimately be paying for it. Current funding for the environmental and permitting phases, as well as the preliminary engineering of the project will come from federal, state and local grants, and public and private sector investments.
How will operations of the Crossing be supported?
100% of operations after opening the Knik Arm Bridge will be paid by tolls.
The construction project is estimated to cost $650-700 million. Costs will be further refined as the design process is further developed.
Project Schedule (top of page)
When will the project be finished?
KABATA will focus on the environmental (NEPA) and permitting process through 2010. Final design and construction could be completed as early as 2016.
When will the public be involved?
The public has been involved since the beginning of KABATA in 2003 "and will continue to be involved throughout the environmental, design, construction and operations of the proposed project." Over 100 community and special interest group presentations have been made. Public Open Houses have been held. A project website is developed to inform the community of project status and actively invite comment and questions.
Regional Transportation System (top of page)
Do the plans include the Alaska Railroad?
Design and construction of the proposed KAC project would be accomplished in a manner that would be complementary to future rail crossing and would not preclude rail approach and crossing options. While construction of a rail crossing of Knik Arm is not part of the proposed action, the Alaska Railroad is a crucial part of the Alaska transportation system, and more efficient rail access to Interior Alaska has long been recognized as an eventual need.
What about the Mat-Su proposed ferries?
The Mat-Su Borough may develop a ferry to support the early demand for vehicular traffic across the Knik Arm. This ferry could then be redeployed to serve the link between Anchorage and the Kenai Peninsula if the Crossing were built.
How does the crossing affect the Port of Anchorage and Port MacKenzie?
The intention for the crossing is to link the two ports, thereby providing greater interconnectivity and efficiency of operations. Both ports are actively engaged in expansion projects.
What happens to traffic at both ends of the bridge?
The logical terminus for the crossing on the Mat-Su Borough side is the Point MacKenzie Road near Port MacKenzie that connects to the existing Knik-Goose Bay Road, and ultimately to the Parks Highway at Wasilla. The logical terminus on the Anchorage side is still under evaluation. The Port of Anchorage, and Elmendorf Air Force Base and Fort Richardson will be part of that route evaluation.