Environmental Assessment ProjectNorthern Access Road Extension

October 28, 2011

ENVI A470-Professor Shannon Donovan

Prepared by: Alex Ede, Enke Gendendorj, Matt Kays, Candice Perfect, Janelle Sta. Cruz

SUMMARY

The U-Med District is one of the biggest employment centers in Anchorage and will

continue to grow over the next 20 years. The University and Medical District is often referred to

as the U-Med District and includes two university campuses and two of the Alaska’s largest

hospitals. This U-Med District is comprised of the following major entities: University of

Alaska Anchorage (the largest university in the University of Alaska system), Alaska Pacific

University (a small private, independent university), Providence Alaska Medical Center, and the

Alaska Tribal Health Consortium. Other entities include Alaska Psychiatric Institute,

McLaughlin Youth Center, and Southcentral Foundation.

As a result of this, traffic congestion has been steadily increasing and has become a

constraint on access to and from the U-Med District as well as its ability for future growth.

There is potentially a project in the process of being proposed for the purpose of alleviating

traffic and ensuring commuter and pedestrian safety, which has come to light in the Anchorage

Metropolitan Area Transportation Solutions. The purpose of the project is to improve the

conductivity of traffic and improve the safety of both motorized and non-motorized vehicles, as

well as pedestrians during high-volume traffic periods. Currently there is no direct access from

the North or East, further contributing to the congestion of the surrounding streets and causing

them to operate at poor levels.

Currently, there are several proposed extension routes that would connect the Elmore and

Providence Drive intersection to an area farther North on Northern Lights Boulevard and

Bragaw. The proposed route would inevitably be developed in the middle of a designated

wetland area, and would also interfere with several valuable trail systems. Areas of concern are

centered on not only the wetlands and recreational trails, but also other potential environmental

impacts that may still be unknown at this time due to inadequate research of the surrounding

area. Additionally, there are further concerns regarding future development and runoff into the

Chester Creek which may have detrimental effects on the underlying watershed and

groundwater.

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TABLE OF CONTENTS

I. Description of Problem

Traffic Assessments

II. Proposed Action and Alternative

Project Cost and Funding

Alternative—No Action

III. Description of Affected Environment

Land History

Current Landowners

Institutions in the Area

Current Land Use

Stakeholders

Noise Assessment

Wildlife

Vegetation

Wetlands

Recreation in the U-Med District

Parks and Trails

University of Alaska Gear Room

Interview with Andrew Kastning, Assistant Coach of the Nordic Ski Team

Recreation on the Corner of Providence and Elmore

Proposed Routes Recommended for Review

IV. Environmental Effects

V. Recommendations

Scoping Needs

Further Information Needed

Level of Review

VI. List of Contacts and Associated Information

VII. Appendices

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I. DESCRIPTION OF PROBLEM

The proposed action takes place at the intersections of Elmore and Providence Drive, as

well as Bragaw and Northern Lights; the proposed action is a road which would inevitably cut

through the 537-acre parcel of undeveloped wetlands in order to connect these two intersections

(http://www.dowlhkm.com/projects/northernaccess/documents/northern_access_phase_1_esa.pd

f). The justification for this action is for the purpose of alleviating traffic flow and allowing for

more accessibility through the greater U-Med District. This assessment will focus on the area

immediately surrounding the Elmore and Providence Drive intersection, and all discussion of

traffic data has been obtained from this location.

The U-MED District is defined as the area of roughly 1,130 acres that runs from Debar

Road to Tudor Road, and Lake Otis Parkway to Boniface Parkway, with an estimated perimeter

employment rate of 16,000. This area includes Providence Health Systems (the largest private

employer in Alaska), Southcentral Foundation (the 14th largest private employer in Alaska), and

the Alaska Native Tribal Health Consortium (the 15th largest private employer in Alaska). The

U-MED District also includes the University of Alaska Anchorage (UAA), Alaska Pacific

University (APU), Alaska Psychiatric Institute (API), and McLaughlin Youth Center

(http://www.iser.uaa.alaska.edu/ Publications/Umed.pdf).

The intersection of Elmore and

Providence Drive is an important

facilitator for the majority of these

entities within the U-MED District. This

intersection is a three-way stop shaped

into a T, where ten (10) lanes meet and

allow for Eastbound, Southbound, and

Westbound turns. As the intersection is

approached Northbound from Elmore,

there are two lanes that allow motor

vehicles to turn either right (Westbound) or left (Eastbound); the Eastbound route allows the

motorist to access the Alaska Pacific University campus, and the Westbound route allows the

motorist to access Providence Hospital, Alaska Psychiatric Institute, McLaughlin Youth Center

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and the University of Alaska Anchorage campus. The Westbound route also connects to 36th

Avenue and allows for access to Lake Otis Parkway.

When approaching the intersection Eastbound from 36th Avenue, there are two lanes that

allow the motorist to continue going straight or to take a right turn (Southbound). The

Southbound route allows the motorist access to Elmore Road or Tudor Road, which leads to the

Alaska Native Tribal Health Consortium, as well as the University of Alaska Anchorage Dorms

and student living areas. As the intersection is approached Westbound coming from the Alaska

Pacific University campus, there is one lane allowing the motorist to go straight or turn left

(Southbound).

This intersection is also pedestrian friendly with sidewalks on two out of three sides (?)

and pedestrian crossing lanes at the intersection. These sidewalks connect pedestrians to the bike

trails on the North side of the intersection and allow connectivity to Mosquito Lake, Alaska

Pacific University trails, and University of Alaska Anchorage campus access. The Southwest

corner of this intersection is where the new University Sports Complex will eventually be built.

The Department of Transportation uses the “Level of Service” (LOS) to evaluate traffic

flow on a scale of “A” (lowest) to “F”

(highest). “A” measurement was

designated to show traffic delays that

averaged less than five seconds while

vehicles are stopped, showing a level of

free flowing traffic conditions, were level

“F” represents a breakdown in traffic flow

with delays up to 60 seconds per stopped

vehicle, which is unsatisfactory traffic

standards. According to DOWL, traffic

operation levels surrounding the U-Med are

operating at LOS levels around E or F during peak a.m. and p.m. hours. These intersections

restrict the number of vehicles within the transportation network.

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TRAFFIC ASSESSMENTS

The assessment of traffic flow in the U-

Med area was conducted on the intersection of

Elmore Road and Providence Drive, the amount

of vehicular traffic varied during different times

of day. Each individual of our team conducted

two, hour-long traffic assessments during a two

week period; each assessment was conducted

during different hour blocks on multiple days.

Traffic surveying determined that the majority of vehicles traveled use the eastbound

intersection. Vehicles head from the south access on Elmore road and turn west bound onto

Providence drive, and vehicles heading east bound on Providence turn onto Elmore road and

head south to the Tudor road access, or access to Elmore to continue southbound. During a peak

hour from 4:00pm – 5:00pm, Monday, October 3rd, our traffic surveyors calculated around 1200

vehicles traveling along this route. Those numbers matched very closely to those from the

DOT’s traffic assessments during similar times.

Surveying assessments calculated that around 87 percent of vehicles travel along the East

bound intersection, traveling to and from Elmore to Providence Drive. During peak hours of

traffic, there is very little delay. Traffic

rarely gets backed up to more than 10

cars at a time. Closes calls resulting in

potential accidents happened moderately

when vehicles crossed University drive,

since the majority of vehicles are

traveling West on Providence Drive. No

collisions happened during these

incidents but did disrupt the traffic flow

for only a few seconds.

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II. PROPOSED ACTION AND ALTERNATIVE

The U-Med District is one of the largest employment centers in the Municipality of

Anchorage and it is estimated that one in nine jobs is located within this district. The district is

bounded on the West by Lake Otis Parkway, on the North by Northern Lights Boulevard, on the

South by Tudor Road, and on the East by residential areas. The district is home to many public,

semi-public, and private facilities, the largest of which are the University of Alaska Anchorage,

Alaska Pacific University, Providence Alaska Medical Center, and Alaska Tribal Native Health

Consortium.

As a result of this, traffic volume in the district is pushing capacity. Nearly all of the

arterial streets currently offer inadequate levels of access, and the expected increase in

development is predicted to exacerbate the congestion. The fastest growing population centers

in Anchorage are located to the North and East of the U-Med District; therefore, the rate of travel

to the district from this quadrant is expected to increase in the coming decades, necessitating

improved conductivity or other traffic volume control measures. Currently, road access to the

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district from the North and East is limited to small arterial streets operating over capacity. The

U-Med Northern Access Study was undertaken as a means to improve traffic efficiency and

traveler safety in-route to and from the district to accommodate increasing demand. The most

viable road construction concept would extend Elmore Drive from its current end at Providence

Drive Northward for 0.7 miles, connecting it to Northern Lights Boulevard at its intersection

with Bragaw Street.

Figure: Map of proposed area (Kays, 2011)

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PROJECT COST AND FUNDING

According to the Reconnaissance Report completed by DOWL, the estimated cost of the

road connection would be $25 million. It should be noted that this estimate does not include the

substantial mitigation costs associated with the project. Funding for the project is expected to be

provided through the Transportation Improvement Plan (TIP). The TIP is a four-year capital

program of transportation projects, focused on federal funding for roadway, trail, pedestrian, and

transit capital projects for the Municipality of Anchorage. The funding comes primarily from

gasoline taxes as opposed to local property taxes. The TIP is the leading plan that implements the

Anchorage and Chugiak-Eagle River Long-Range Transportation Plans.

ALTERNATIVE-NO ACTION

If no action is taken, plans to extend Elmore Road to the North would be abandoned and

the area proposed for development would be left intact as it is today. The consequences of

taking no action toward the completion of this project would be the conservation of the

approximately 5 to 8 acres of wetland as well as the associated wooded uplands that lie in the

path of the road extension. The No-Action alternative would fail to fulfill the need for greater

vehicular access from the North and East, and also fail to provide for the improved safety of

commuters to the district.

III. DESCRIPTION OF AFFECTED ENVIRONMENT

The Study area of 1130 acres of land bounded by Northern Lights Boulevard to the

North, UAA Drive to the West, Providence and University Drive to the South, and residential

development to the East. The Study Area is comprised of developed and undeveloped portions of

large tracts owned by the University of Alaska Anchorage, Alaska Pacific University, and the

Municipality of Anchorage, Goose Lake Park and Providence Hospital. Specifically, the Study

Area is located within Sections 21, 22, 27 and 28, Township 13N, Range 3W, of the Seward

Meridian. (p. 2, Reconnaissance Report, DOWL)

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LAND HISTORY

The physical characteristics of the District have been significantly altered over the past

40 years. Expansion occurred from West to East with the emergence of multiple institutions in

the district beginning in 1967. Overhead utilities were installed from East to West in 1960, and

underground utilities were installed North to South in 1967. Since the Goose Lake Plan was

adopted in 1983, there have been multiple rezones in the area south of East 40th Avenue to allow

for higher density residential development, medical offices and related facilities. Rezoning has

typically been approved with “’Special Limitations’ (SLs) which impose additional development

regulations” (pg.6, UMED Master Plan).

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1. 1967- Northern Lights Boulevard was extended east, UAA Master Plan 2009 2. Open views across woodland towards the Chugach Mountains are a valued asset of the Campus

(Current and Historical Land Use, pg 55, Retrieved October 20, 2011 from :http://www.uaa.alaska.edu/masterplan/upload/UAA_MP_2009.pdf

CURRENT LANDOWNERS

The University of Alaska Anchorage campus is located on 362 acres between East

Northern Lights Boulevard and Providence Drive just East of Lake Otis Parkway.

Approximately 149 acres (41%) of the campus was developed as of 2009. Of the remaining 213

acres, 76 acres are mapped as wetlands under the AWMP. Alaska Pacific University, a small

private and independent university, owns approximately 176 acres located to the east of the

Elmore and Providence Drive intersection—the area South and East of the main UAA campus.

The campus core consists of approximately 40 acres developed with classrooms, offices, housing

and a recreation facility. Most of the undeveloped lands outside the campus core are endowment

lands. These lands are intended to be developed for facilities related to APU’s mission and

provide lease revenues to support educational programs. Another 122 acres is covered by

Municipality of Anchorage parks.

INSTITUTIONS IN THE AREA

Providence Alaska Medical Center is the largest health care facility in the state. PAMC’s

Anchorage location consists of approximately 71 acres located Southwest of the Elmore and

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Providence Drive intersection. Alaska Psychiatric Institute is located on approximately 10 acres

to the West end of the PAMC location. McLaughlin Youth Center, a youth detention center

operated by the state Department of Health & Social Services Juvenile Justice Division, is

located on 20 acres of land South of Providence Drive and East of Lake Otis Parkway. The

Alaska Native Tribal Health Consortium and Southcentral Foundation are also located to the

Southeast of the proposed development site on Tudor Road.

There are three Anchorage School District schools located in the U-Med District area:

Lake Otis Elementary School (36 staff, 422 students), Wendler Middle School (47 staff, 919

students), King Career Center (40 staff, 977 students) (2009 data), and East High School which

is located on the northern boundary of the proposed U-Med District access road extension (144

staff and 2,100 students).

Alaska Public Telecommunications Incorporated, a public broadcasting company that

provides public radio and television programming to South central Alaska is located just to the

immediate East end of the proposed development site.

CURRENT LAND USE

The majority of the area is covered by native vegetation comprised of upland mixed

forests and emergent, scrub/shrub and forested wetland areas. Two open water lakes—Goose

Lake and Mosquito Lake—are located within the affected area; the Northeast portion of

University Lake is also located within the affected area. Land uses of the area include dog

sledding, biking, skiing, running, and other pedestrian activities performed on the trails which

are used by the general public during all seasons. Providence Medical Center is located in the

Southwest corner of the affected area; UAA is located to the north of PAMC and extends to the

Northeast; APU is located to the immediate East of the affected area.

Goose Lake Park is located at the Southwest corner of Northern Lights Boulevard and

UAA Drive. This 57-acre park is owned and maintained by the Municipality and is popular for

running, hiking, cross country skiing, and picnics; it also includes amenities such as basketball

courts, a baseball field, and play equipment. The Chester Creek Trail connects the park to

downtown and the coastal trail. University Lake Park is located East of Elmore Road, South of

APU, and North of Tudor Road. This 64-acre park is used primarily as a dog park and has

several recreational trails surrounding the lake.

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A variety of trails are located throughout the proposed development site. These include

the Chester Creek Trail that connects downtown and the coastal trail to the U-Med District, a

recent extension of the Chester Creek Trail connecting Goose Lake Park to University Lake Park

and routes pedestrians along Chester Creek immediately adjacent to Providence Medical Center.

Unpaved trails are located throughout University Lake Park, APU and UAA, including the trails

that make up the Tour of Anchorage route, and trails used by the APU ski team. According to

the Nordic Ski Association of Anchorage, the importance of the trail is significant because of the

contribution it makes to the University and mid-Eastern Anchorage communities.  It is also the

most heavily used of APU’s recreational facilities.  The system, which now includes UAA and

the Municipality in conjunction with the Russian Jack trail system, provides some 20km of

continuous trail (NSA, 1993). 

STAKEHOLDERS

In addition to the public meetings, stakeholder meetings were held several times with the

following institutions and groups:

• UAA • APU • Providence • Alaska Public Telecommunications, Inc • Anchorage School

District • Anchorage Fire Department • Alaska Regional Hospital • Alaska Psychiatric Institute •

Mclaughlin Youth Center • South Central Foundation• Anchorage Water and Wastewater Utility

(AWWU) and Municipal Light and Power (ML&P) • U-Med Green District • Alaska Center for

the Environment, 5 Different Community Councils (p. 11, Reconnaissance Report).

NOISE ASSESSMENT

Upon noise assessments of the area it is demonstrated that noise pollution exists. In an

attempt to explore the current noise pollution levels, 5 assessments were done at various

locations, times, and days at the proposed development area. Upon evaluation of the findings it

can be safely assumed that if the proposed road were built, there would be increased levels of

noise pollution in the surrounding wetland area which may force wildlife to relocate to a

different location; this may also affect the stakeholders who use the recreational trails.

During traffic evaluations and general observation of the Elmore and Providence Drive

intersection the sounds of traffic (motor vehicles, tires, audible horns, etc.) were prevalent.

However, in order to evaluate how the sounds from this intersection and surrounding streets

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affect the block of wetlands it was necessary to make several trips into the area and make

observations from there.

The first observation was done on October 21, 2011 from 2:30pm until 3:00pm, and took

place behind the UAA Fine Arts Building parking lot. Noise assessments and observations were

taken from a distance of about a five minute walk headed East from the parking lot along the

power line trail. There were fluctuating intervals of traffic sounds coming from the Northern

area towards Bragaw. The sounds of traffic were not consistent but varied and were quite

audible while occurring. During this time a honking horn could also be heard from the Southern

Elmore intersection area; it was not loud from this location but could be made out. There were

also faint and distant sounds of shouting (perhaps drill or sport practice) coming from the general

Eastern area.

The second observation was done on October 21, 2011 from 4:15pm until 5:00pm, and

took place about a five minute walk distance from the Elmore and Providence Drive intersection

along the ski trail headed North. The traffic at the intersection was picking up and normal

sounds of engines and tires were audible. The noise from the traffic at the intersection lightened

minimally as you went further down the trail. Sounds of the buses could still be differentiated

from the other cars. There was helicopter noise approaching from the East and visibly passed a

ways off to the North. The noise pollution from the traffic could mostly be heard from the South

(Elmore/Providence Drive intersection) and that of the North could not be told apart. There were

also several pedestrians such as bicyclers and runners on the back ski trails. A flock of geese

flew overhead towards the Northeast. Upon exit of the ski trail, the noise from the traffic at the

Elmore and Providence Drive intersection had escalated and was in full rush-hour swing.

The third observation was done on October 22, 2011 from 8am until 8:30am. This

assessment was done on the North side of Mosquito Lake by the UAA Administration Building.

During this time traffic was very silent and there was not much noise pollution at all. There were

faint sounds of cars passing by but could not tell which direction the sound was coming from. A

flock of geese flew overhead towards the Southwest and there were peaceful moose in the far

woods to the East. One bus could be heard pass through the intersection at Elmore and

Providence Drive, and one helicopter could be heard in the distance flying West.

The fourth assessment was done on October 24, 2011 from 11am until 11:30am in the

same location as the third by Mosquito Lake. There were very loud sounds of traffic primarily

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from the West and South areas. There were no other auxiliary sounds or action from wildlife.

The sounds of traffic grew loudly audible from around 11:10am increasingly until 11:30am.

The fifth assessment was done on October 25, 2011 from 8:30am until 9:00am and took

place about a five minute walk distance from the back of the UAA Fine Arts Building parking lot

headed towards the Bragaw intersection. There were continuous non-varied heavy sounds of

traffic coming from the North and West areas; the typical sounds of traffic such as revving

engines and tires could be heard. The noise from a bus or other large vehicle could be

differentiated from the other cars and a horn honked, but could not determine from which

direction it came. There were no sound or action from any wildlife, and the trees rustled a little

bit but were barely audible compared to the traffic.

WILDLIFE

During field work, our group found evidence of different mammals such as moose,

snowshoe hare, and a few species of smaller migratory birds. The overall Anchorage area

supports over 52 species of mammals, 230 local bird species, and roughly 150 bird species that

migrate from different locations (Alaska Department of Fish and Game, 2000). Evidence of

observed sightings, animal’s droppings, and bones shows that the wetlands are rich in species

diversity.

The animal habitat in Anchorage is largely fragmented due to the increasing amount of

development. In conjunction with our field observations of animals, it is stated that UAA

wetland area embodies other species such as the red fox, squirrels, shrews, beavers, and weasels.

According to Alaska Department of Fish and Game (2000), black and brown bears prefer more

heavily forested areas opposed to open areas such as the wetlands. However, this does provide a

corridor for bears to have an access point to Chester Creek and other state park areas

(DOWL/HKM, 2010).

Moose frequently travel over roadway segments to reach different wildlife centers

throughout the Anchorage area. A presence of a large new road area could potential cause a

disruption in moose habitat in the U-Med area. In 1994, there was an estimate of around 2,100

moose in the Anchorage area and over 1,000 moose who stay in the Anchorage bowl within the

winter months (ADFG,2000). According to the Alaska Department of Fish and Game (2000),

moose populations suffered a massive decline in 1994, due to harsh winter conditions, over 1/3

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of the moose in Anchorage died at the time. During the years 1994 to 1999, roughly 200 moose

were killed by automotive collisions each year. An expansion of the U-Med Northern access

road could potentially endanger moose populations, and cause higher rates of accidents to an

already growning traffic center.

Figure: Family of moose nearby Mosquito Lake (Kays 2011)

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VEGETATION

Since the proposed action takes place on undeveloped wet-lands, there are several

vegetative species that are native to this area. The vegetation of this area plays an important role

in the value of the wetland, and the species found here are generally upland forest species and

some of them are indicators of the greater wetland area

(http://www.dowlhkm.com/projects/northernaccess/documents/northern_access_phase_1_esa.pd

f). The species most commonly found in this area are cow parsnip, buckbean, myrica gale, blue

joint, black spruce, white spruce, and paper birch.

Upon evaluation of the ecological service contribution of the vegetation in this area, it is

apparent that this is a valuable area not only for wildlife habitat, but also for the environment. A

study estimates world ecosystem service value to be in the range of $16 to $54 trillion per year,

with an average of $33 trillion per year (Costanza, et al., 1987). To further demonstrate the

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valuable nature of these services all one must do is look at the global gross national product,

which is in the range of $18 trillion per year.

Among the most important ecological contributions performed by this particular area are

carbon sequestration and natural water filtration and renewal. Although sequestration can vary

by tree species, soil type, regional climate, and management practice, it’s estimated that some

areas can hold as much as one metric ton of carbon per acre per year (EPA,

http://www.epa.gov/sequestration/faq.html). Although some forest areas can reach a saturation

point beyond which they are unable to sequester any more carbon, this can sometimes take

centuries, and the area must be managed and conserved in order to prevent the release of carbon

back into the atmosphere.

While the proposed site does not have a high rate of tree species diversity, it does have a

higher rate of overall species diversity when shrubs, mosses, and grass are factored in. To assess

the general ecological service contributions per year, our group performed transects in three

different locations. The transects were each 100 feet long and counted all the trees within 5 feet

on either side of the measuring tape. While the greatest species diversity of the trees was only 3

species, we also calculated the benefits per year provided by each area in order to determine

what the economic benefits of this area are. The calculated benefits per year were performed on

the National Tree Benefits Calculator which can be located at: http://www.treebenefits.com/

calculator.

The first transect location was densely populated with primarily black spruce and paper

birch species. In the measured transect area we measured 57 black spruce and 17 paper birch,

for a total of 74 trees. The estimated benefits per year contributed by this first transect site was

$871.

The second transect location had a lower density of tree population and had a species

diversity of three which consisted of black spruce, paper birch, and alder. In the transect area we

measured 2 black spruce, 16 paper birch, and 2 alders. The estimated benefits per year

contributed by the second transect site was $609. The third transect site was densely populated

with black spruce, of which we measured a total of 38. The estimated benefits per year

contributed by the third transect site was $214.

The average benefits per year contributed by these three transect sites is $565; this is the

estimated value of ecological services for every 100x10 feet of road constructed. The distance

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from Elmore and Providence Drive intersection is approximately 3,700 feet, which means that if

a direct route were constructed, we would be losing out on $20,905 ecological services per year.

This is only an estimate of the ecological services provided by the trees and does not include that

provided by the other crucial vegetation such as the shrubs, mosses and grass, and also does not

factor in the services provided by the wetlands.

WETLANDS

Wetlands are extremely important. From offering feeding and breeding grounds for fish

and wildlife to flood control near headwaters and streams, wetlands provide an array of different

and vital ecological functions (MOA, n.d.). In addition wetlands are constantly purifying

groundwater and stream flows through the uptake of nutrients and pollutants and by settling

sediments from developed area runoff. They act as a filter and break down contaminants. They

are regulated carefully and require permits from the Corps of Engineers to control activities that

go on in wetlands. According to the MOA, Section 404 of the Clean Water Act requires that

permits be attained from the Corps of Engineers for the discharge into or dredging of fill

materials from wetlands. Placement of fill in all Anchorage wetlands requires some type of

Corps of Engineers permit (n.d.). Wetlands commonly include swamps, bogs, marshes, and

related areas.

Classification of Wetlands

Wetlands are classified as A, B, or C. There are a combination of class A, B, and C

wetlands in the area. A is the highest in terms of ecological services and provide more significant

wetland functions. B has an average to low value in ecological functions and still possesses

important recourses valued in a wetland. However, they can be developed on and slightly

disturbed. Class C wetlands have a moderate or low value in ecological functions. They can be

developed on and are usually managed to reflect the needs on community expansion. Codes A

and B require individual permits, while C only needs a general permit from the Municipality.

Class C wetlands can be developed on for road or trail expansions.

Three Types of Wetlands Permits

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There are three types of wetland permits. They include Nationwide Permits, Individual

Permits, and General Permits. Nationwide Permits are the general permits for minor fill

quantities that are assumed to have very few impacts and take one to four weeks to obtain,

depending on the nationwide permit being used. Individual permits are the most common. They

can occur once a public notice and Corps environmental evaluation has been placed. Individual

permits take sixty to ninety days for issuance. They require the Corps to incorporate comments

from the State and federal resource agencies in the public notice period. General permits apply to

sites that have only been designated as a class “C” wetland. It may be issued once an evaluation

of the proposed category of uses has been studied and determined if the impacts are minimal and

in the interest of the public.

Location

The wetland is located between UAA and APU. The wetland consists of Mosquito Lake,

which is said to be fed by an underground spring (DOWL HKM, 2011). The wetlands that will

be affected in the area by Concept G are about 5 to 8 acres.

Three Parameters in Indicating a Wetland

The three parameters in indicating if an area is a wetland include the type of vegetation,

hydrology, and soil. Indicator codes for vegetation are Obligate, Facultative Wetland,

Facultative, Facultative Upland, and Upland. An abundant presence of species in the Obligate

and Facultative Wetland indicator categories is a reliable indicator that a given tract of land is

functionally a wetland. Vegetation common to the specific wetland include myrica gale, rose

bushes, sedges, buckbean, Labrador tea, blue joint grass, moss, and blueberries. If the area has

evidence of anaerobic (without oxygen) soil conditions, indicators of a wetland include thick

organic matter, dark soil layers, blue or green soil layers, mottles, and the presence hydrogen

sulfide. The last parameter is the hydrology of the wetland. Evidence of shallow groundwater of

surface water, at least temporary like ponded water, a shallow water table and evidence of

flooding indicate a wetland.

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Vegetation: Hydrophytic (water tolerant) plants

Soils: Aerobic vs. Anaerobic soil conditions

Hydrology: Evidence of water table or saturation within 12 inches of the ground

surface

During a field work day, which consisted on research of four different areas of the

wetland, area 1 of the wetland consisted of poorly decomposed soil and thick vegetation as well

as the smell of hydrogen sulfide. Vegetation associated in that area included sedges, buckbean,

and myrica gale while the hydrology acted like a bathtub and there was free water at ground

surface. Meanwhile area 2 had sapric and fibric soils. Sapric soils are highly decomposed

organic soil matter and fibirc soils are organic matters that contain coarse vegetation fragments.

Vegetation consisted of black spruce, alder, rose bushes, Labrador tea, myrica gale, blue joint

grass, moss and blueberries. The hydrology changed in typography. Area 3 had sapric and

sandy, silty soils. This area was moving away from the wetland. The organic layer in the soil was

thinner and vegetation included cow parcenip, blue joint grass, and several birch trees, which are

more of an upland vegetation. Lastly, area 4 consisted of light and dark layers. There was a four

inch active, organic area. The site consisted of birch trees and lycopodium plants.

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Figure #A and #B Pilot holes examining different levels of soil quality. The stratification in example #A demonstrates drier conditions, while in #B is seen in a wetter area with more organic matter.

RECREATION IN THE U-MED DISTRICT

Recreation is a staple of life in Anchorage, Alaska. People value their ability to be able

to engage in outdoor recreational activities. Unlike most cities, outdoor recreation in Anchorage

is not limited to warm weather months, but can also be performed in the cold winter months as

well. The U-Med District—one of the largest employment centers in Anchorage—has parks,

trail systems, and undeveloped lands that are frequently used and appreciated by the public.

According to Municipality of Anchorage Parks and Recreation (n.d.), the Anchorage trail system

includes over 134 miles of paved trails/sidewalks and some 160 miles of non-paved trails that

spread through the city’s urban center, wrap around coastline neighborhoods and stretch into the

foothills of nearby Chugach State Park (para. 6). These highly valued trails cut through the U-

Med District and therefore, make the area very popular for recreation and leisure.

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U-Med District and Property Ownershiphttp://www.dowlhkm.com/projects/northernaccess/documents/Reconnaissance_Report.pdf

PARKS AND TRAILS

The U-Med trails and pathways include sidewalks, paved and un-paved multi-use

pathways, UAA bike routes, and APU ski trails. The U-Med District’s main trails include the

Chester Creek Trail, as well as those that make up the Tour of Anchorage route. The Chester

Creek Trail is a multipurpose trail that is heavily used throughout the year, connects Goose Lake

Park which located in the Northwest corner of the U-Med District, and University Lake Park in

the Southeastern portion which continues through the U-Med District. Goose Lake and

University Lake Park are popular parks in the area as they attract many people each year. Goose

Lake is 67.81 acres and is available for basketball, baseball, running, hiking, cross country

skiing, swimming in the summer and ice skating in the winter (Anchorage Park Foundation,

2008).

According to the MOA 2008 Traffic Department Report, there are 3,085 weekly summer

users and 31 weekly winter users for the Chester Creek Trail, and 4,612 summer users and 3,270

weekly winter users for the Tour of Anchorage trail (as cited in Northern Access to the

University and Medical District Reconnaissance Report, 2011, p. 25). In addition to these major

trails, other undeveloped trails used primarily for skiing can be found on APU and UAA

properties. These important parks and trails provide the appearance and feeling of a large natural

recreational area in the midst of an urban setting.

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UNIVERSITY OF ALASKA GEAR ROOM

UAA’s Student Gear Room, located in the heart of UAA’s campus, offers students,

faculty, staff and alumni rental equipment, for a very low price. According to Joseph Shaubach,

Student Union employee, 700 people rent year long and states that the most popular gear rentals

are cross country skis, snowboards, and ice skates. Other gear rentals include mountain bikes,

kayaks, and canoes. He also added that rentals are more popular in the winter (personal

communication, October 11, 2011).

INTERVIEW WITH ANDREW KASTNING, ASSISTANT COACH OF THE NORDIC SKI TEAM

Andrew Kastning is the new Assistant Coach for the UAA Nordic Ski Team. Kastning,

originally from Crested Butte, Colorado states that is an advocate for open recreation space and

outdoor trails. His Nordic ski team uses the APU and UAA trails a minimum of two times a

week after the first snowfall; they use the trails for running before the snowfall. He states that he

is more than willing to be a liaison between the Department of Transportation and the ski team to

maintain the trail system. He claims that having multi-purpose trails on and near the UAA

campus is a convenience factor for students, and more importantly for student athletes. He states

that “we can step right outside our backdoor, strap on our skis, and get an hour and half ski in

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Student Union Gear Room Rental Rates (Student Union Information Desk: 786-120)http://www.uaa.alaska.edu/studentunionandcommuterstudentservices/GearRoom/upload/NewGearRates.pdf

Existing Trails and Pathways in the U-Medhttp://www.dowlhkm.com/projects/northernaccess/documents/Reconnaissance_Report.pdf

without any driving” (personal communication, October 27, 2011). He claims UAA is one of the

few colleges where students can step out their backdoor and have trails waiting for them while

other teams in the Lower 48 have to drive two hours into the mountains to find trails with snow.

Kastning, who has an undergraduate degree in Wildlife and Fisheries Biology, does not want

to alter the wetland because of its ability to provide us with natural capital such as water

purification, flood control, shoreline stability, and also serves as a reservoir for biodiversity.

Kastning states that he would like for bridges and underpasses to be implemented into the

proposed development plan. Although it would add to the bottom line of the project it would

improve the conductivity of the trails and alleviate any negative impacts imposed by the new

road.

RECREATION ON THE CORNER OF PROVIDENCE AND ELMORE

During traffic assessments, recreation on the corner of Elmore and Providence Drive varied

depending on time and day. Rates of recreation were high during the week, both in the afternoon

and early evening; however, rates of recreation were quite low during the late hours of the night.

Recreation during the weekends varied as well. Saturday night yielded fewer people, while

Sunday morning yielded more. The number of people engaging in walking or running was

double that of those who biked. This corner also becomes very busy with pedestrian traffic

during the school week. There is consistent pedestrian traffic between the UAA campus and

UAA dorms since student housing is located to the immediate South of the Elmore and

Providence Drive intersection on Sharon Gagnon Lane. The Alaska Spine Institute and

University Lake Park are located adjacently on the Southeast corner of Elmore and Providence

Drive intersection.

Dates Bike Riders Pedestrians Walking or RunningSeptember 26, 2011 - (8:10 – 9:10 AM) Monday

11 16

September 28, 2011 – (1:15 – 2:15 PM) Wednesday

- 51

October 1, 2011 – (7:15 – 8:15 PM) Saturday

2 3

October 4, 2011 – (12:00-1:30 PM) Tuesday

14 16

October 6, 2011 – (11:45 – 12:45 PM) Thursday

6 8

October 9, 2011 – (11:00 – 8 16

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12:00 PM) SundayOctober 11, 2011 – (5:00 – 6:00 PM) Tuesday

27 22

October 13, 2011 – (5:30 – 6:30 PM) Thursday

10 14

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PROPOSED ROUTES RECOMMENDED FOR APPROVAL

Route F – Route F consists of constructing a new link to connect east of the Elmore Road and Providence Drive/University Drive intersection at the existing access for the APTI studios, to East Northern Lights Boulevard. This alignment closely follows the land ownership boundary between APU and UAA. This concept would stay on the upland boundary of the larger wetland areas.

Route G – Route G consists of constructing a new link between the Elmore Road and Providence Drive/University Drive and East Northern Lights Boulevard/South Bragaw Street intersections. This alignment is often referred to as the “Bragaw Street Extension”. Concept G closely follows the existing disturbed utility corridor.

Route H – Route H is a combination of Concepts F and G. It proposes a new link between the APTI studio access road intersection with University Drive, and the East Northern Lights Boulevard/South Bragaw Street intersection.

Route I – Route I combines Concepts F and G and consists of constructing a link that connects the Elmore Road and Providence Drive/University Drive intersection to the northeast with East Northern Lights Boulevard.

Route J – Route J consists of constructing a new link north from Alumni Loop near the Integrated Science Building and parking garage to connect to the East Northern Lights Boulevard/South Bragaw Street intersection.

Route K – Route K consists of extending Fine Arts Lane north to connect to the East Northern Lights Boulevard/South Bragaw Street intersection.

Route L – Route L consists of constructing a new link connecting East Northern Lights Boulevard/South Bragaw Street intersection and Alumni Loop near the East Campus Central Parking Lot/Parking Garage.

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http://www.dowlhkm.com/projects/northernaccess/images/UMED%20MAY%2010%20FOR%20WEB.pdf

http://www.dowlhkm.com/projects/northernaccess/documents/Reconnaissance_Report.pdf

IV. ENVIRONMENTAL EFFECTS

V. RECOMMENDATIONS

After review of the proposed action of the access road, there are several

recommendations that can be identified. This section covers the key entities that should be

included in the scoping needs, further research which must be conducted, and consideration of

the NEPA process which should be evaluated throughout the progress of this proposed project.

SCOPING NEEDS

United States Department of Fish and Wildlife should be included for the purpose of

consulting how to mitigate the effects of the road on any wildlife living in the area as well as

their habitat. This may include any suggestions from them for things such as guardrails or

special routing for moose, bear, and other wildlife to navigate safely around the new access road

since it will inevitably cut directly through the existing habitat.

The Municipality of Anchorage should also be included since Anchorage Parks and

Recreation would play an important role in this proposed project because there may potentially

be impacts on the current recreational areas. People Mover would also need to be included and

consulted on possible rerouting as well as an estimate of increased costs of operation to supply

more access to the U-MED area through the new access road.

University of Alaska Anchorage and Alaska Pacific University will inevitably be

included since the proposed routes are either on UAA land and/or APU land. In the 2009 Master

Plan, UAA has stated that they feel it’s important to preserve natural landscapes such as the

wetlands, associated woodlands, Chester Creek, Mosquito Lake, Goose Lake, and Chugach

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Peaks. They also mention implementing and maintaining Green Buffers which protect the

University from future outside encroachments. This ensures UAA’s interest in maintaining their

Alaskan image and identity.

Any of the proposed routes will also greatly affect the abilities of the sports teams to

train. The ski coach of the University of Alaska Anchorage team has coached in Colorado and

Vermont and has also traveled widely; although he is new to Alaska, he stated that he has only

been to perhaps one other skiing campus where athletes were able to access trails directly on or

around the campus. He stressed the importance of the athletes to be able to access ski trails in a

convenient fashion and said that it’s “nice to step out your back door and go skiing; UAA is one

of the only campuses in the country that has that.”

The U-Med Green District would also need to be included since its participants are the

constituents of the immediately impacted area and participate in a collaborative fashion.

Providence Hospital is an important stakeholder who should be included to determine

how the new access road would be able to alleviate some of their emergency response time to the

North and East sides of town. Southcentral Foundation and Alaska Native Tribal Health

Consortium would also benefit from this and should be consulted for any concerns or

suggestions they may have, as well as to spread awareness among their constituents.

Since Alaska Psychiatric Institute and McLaughlin Youth Center are members of the U-

Med District and are directly impacted by the proposed road, it is necessary to include them in

the scoping needs as well. They are located in the middle of Providence Drive and are accessible

only from the West from 36th and Lake Otis or from the Elmore and Providence Drive

intersection. They should be consulted in the scoping needs because since they already have

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limited access it would be important to obtain any feedback from them about gaining additional

access from the North and East.

The Anchorage Police and Fire Departments should also be included since their

headquarters are located about one mile south of the Elmore and Providence Drive intersection.

This access road could provide them a crucial advantage in being able to access the North and

East sides of town.

Public participation should include homeowners and renters in the surrounding Wesleyan

and University Lake areas. This is an important demographic to consult because the home

values could potentially decrease depending on where the access road is constructed. Important

stakeholders of the University also live in this area and could potentially use their influence to

sway the decision of the University to sell or lease the land.

Community councils should also be consulted in the public participation process; there

are five community councils in the surrounding area of the proposed access road. This will give

the public a chance to come forward and voice their opinions and suggestions for the project.

They can also help spread awareness by sending out public relations newsletters, emails, and

pamphlets alerting the public that this project is in the process of possibly being proposed.

Other important entities to be included would be the utility companies such as ML&P,

Enstar, and Anchorage Water & Waste Water Utility. They will be providing utility services to

this area, especially in the case of future commercial development.

FURTHER INFORMATION NEEDED

Before the project is approved, there are several aspects of information and/or research

that need to be assessed. The first and foremost important should be more hydrological studies

to determine the true extent of damage the new access road may cause. This is particularly

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important because the proposed access road will be right on top of designated wetlands, and

there is still the question as to whether or not Mosquito Lake is fed by an underground water

source. If this is the case it could impact the availability or quantity of not only the water in the

wetlands, but also the groundwater for the surrounding U-Med area.

Another aspect that should be examined before the project is approved is to what extent

the road alongside the new access road would be zoned for further development. This is crucial

for the public to know before the road is built because further development on the remaining

wetlands could have devastating impacts. Furthermore, how will these impacts be mitigated

when the wetlands have been downgraded from class A to class B and so on? Is the plan to build

this road simply a gateway to enable more commercial development in the already crowded

Anchorage area? These are questions that should be addressed prior to approving the plan so

that the intentions are straight from the start and the public can have an opportunity to voice

opposition or suggestions.

LEVEL OF REVIEW

There are several issues with the level of review performed thus far in the process. There

has been insufficient research to contend that there is a Finding of No Significant Impact;

therefore, it cannot be a categorical exclusion. There needs to be more research done on the

wetlands to determine the true potential impacts on the hydrology. The topography of the area

allows vehicle fluids, deicing chemicals and road salt to runoff into the Chester Creek and could

result in a degradation of the quality and value of the watershed.

Additionally, the project calls for funds to be acquired from the federal government, and

therefore would trigger the NEPA process. Under Section 404 of the Clean Water Act, in order

to proceed with the proposed project, a permit from the Army Corp of Engineers needs to be

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obtained and would also trigger NEPA. The Clean Water Act regulates the discharge of fill

materials in the United States including wetlands; this pertains to this proposed project because

of the use of fill materials in the wetlands used to build the road. Regardless of where the

funding comes from (federal, private, or state) NEPA would be triggered because the constructor

would still need to obtain a permit from the Corp of Engineers since they would be constructing

on wetlands.

Since we do not believe this is a Finding of No Significant Impact, there must be further

research conducted. However, it is hard to determine whether or not an actually EIS would need

to be performed since that would depend on the findings in the further research. Potentially, if

the research discovered that Mosquito Lake was indeed fed by an underground water source, it

could jeopardize the groundwater and/or watershed for the U-Med and surrounding Anchorage

area. Therefore, if more research were to be conducted on the hydrology and the afore

mentioned hypothesis were confirmed, there may be a need to perform an EIS. However, if the

hydrology research showed no potential impact on the groundwater then an EIS may not be

necessary.

VI. LIST OF CONTACTS AND ASSOCIATED INFORMATION

VII. APPENDICES

References

Anchorage Parks Foundation. (2008). Goose Lake Park. Retrieved October 27, 2011, from

http://www.anchorageparkfoundation.org/pdf/projects/ReportCard/Park%20Profile%20P

DFs/gooselake.pdf

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DOWL HKM. (2011, September). Reconnaissance Study Report. Retrieved October 2011, from

Northern Access to the University and Medical District:

http://www.dowlhkm.com/projects/northernaccess/documents/Reconnaissance_Report.pd

f

Municipality of Anchorage. (n.d.). Retrieved October 2011, from Parks and Recreation:

http://www.muni.org/departments/parks/trail/Pages/default.aspx

Municipality of Anchorage. (n.d.) Retrieved November 1, 2011, from Long Range Planning:

http://www.muni.org/Departments/OCPD/Planning/Physical/EnvPlanning/Pages/Wetland

FAQs.aspx#four

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