Five alternatives were considered in detail in the Draft SEIS – four build alternatives and the No Build Alternative. All build alternatives would have 12-foot-wide lanes, 8-foot-wide shoulders, and passing lanes in new and rebuilt sections of the highway. Many other alternative alignments were considered, but not advanced for full analysis. These were dismissed for engineering or environmental problems, or were very similar but not as good or preferable as the proposed alternatives.

Reasonable Alternatives


No Build Alternative

The National Environmental Policy Act (NEPA) requires that an EIS describe and analyze the impacts of not building the project as a benchmark that allows for comparison of the degree of environmental effects of the various project alternatives. In this document this alternative is called the “No Build Alternative.” Under the No Build Alternative, the highway would remain much as it is today, with only maintenance and already programmed work assumed to occur.

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Cooper Creek Alternative

The Cooper Creek Alternative follows the existing alignment for most of its length. Only about 3.5 miles would be located on a new alignment, routed south of Cooper Landing. This alternative would include construction of three large bridges—two replacing existing Kenai River bridges and one new large bridge over Cooper Creek.


G South Alternative (Preferred Alternative)

The G South Alternative would construct 5.5 miles of new alignment skirting north of Cooper Landing and the Kenai River, reconnecting with the existing alignment near MP 52.  This alternative was designed to avoid impacts to the Resurrection Pass Trail and Juneau Creek Falls area. This alternative would include construction of three bridges—one replacing an existing bridge over the Kenai River and two new bridges, a large bridge over lower Juneau Creek, and one new bridge over the Kenai River. The G South alternative has been identified as preferred alternative because it provides the best balance between meeting the project needs and minimizing impacts to the human environment and natural environment.

For more information on why DOT&PF and FHWA have identified the G South Alternative as preferred see the FAQ page (links below).

Juneau Creek Alternative

The Juneau Creek Alternative deviates from the existing alignment more than the other alternatives—about 10 of 14 miles would be on a new alignment. It would run north of Cooper Landing and the Kenai River, climbing the hillside and crossing Juneau Creek Canyon with a new bridge south of Juneau Creek Falls. The new segment would cross the Mystery Creek Wilderness area in the KNWR and would rejoin the existing highway at about MP 56. The alternative includes one large bridge spanning Juneau Creek Canyon. It would be the longest single-span bridge in Alaska.


Juneau Creek Variant Alternative

The Juneau Creek Variant Alternative is almost the same as the Juneau Creek Alternative but was specifically designed to avoid use of land from the KNWR and the Mystery Creek Wilderness. The Juneau Creek Variant Alternative would rejoin the existing alignment at MP 55 of the existing highway near Sportsman’s Landing. The alternative includes one large bridge crossing Juneau Creek Canyon. It would be the longest single-span bridge in Alaska.


Cost and Funding 

This is a Federal Aid Highway project, and Federal Highway Trust Funds are anticipated to cover 90% of costs, with the State covering 10%.  Construction costs are estimated in 2014 dollars and are as follows:

  • No Build Alternative, $0
  • Cooper Creek Alternative, $290.7 M
  • G South Alternative, $303.5 M
  • Juneau Creek Alternative, $249.6 M
  • Juneau Creek Variant Alternative, $257.0 M