INDEX OF FREQUENTLY ASKED QUESTIONS

1. Why does the road need to be changed?
2. Why must the road be moved so far from its current location? Can’t it be widened and straightened where it is?
3. Will you be buying property for the new right of way?
4. What will be done to mitigate the noise of the new busy road where it passes near houses?
5. My property connects directly to the existing road. How will I get to the new road?
6. Will the new road have a path for bicycles and pedestrians?
7. How will the changes affect Pioneer Peak School?
8. Will access to Mat-Su Community College change?
9. What will the speed limit be on the new road?
10. What are the plans for lighting the new roadway?
11. Is snow removal and snow storage considered in the roadway design?
12. How long will construction take?
13. What will happen to the old roadway?
14. Are you listening to public comment?
15. Will the Trunk Road project construction be phased?

1. Why does the road need to be changed?

In brief, the current roadway does not have the capacity to move the traffic volume projected for it in the next 20 years. Additionally, it does not meet current geometric standards for its classification, or provide for bicyclists and pedestrians. Project Background

2. Why must the road be moved so far from its current location? Can’t it be widened and straightened where it is?

Route location was determined as part of the environmental document process. The alternatives evaluated included the existing alignment. If you would like more information on this topic, you may contact the project manager and arrange to review the approved document.

3. Will you be buying property for the new right of way?

Yes, although a goal of the design is to minimize the number of home or business relocations along Trunk Road. New right of way will be purchased by our right of way staff, who will contact the affected owners. Most owners will have only a small proportion of their land purchased. Right of way needs are currently being determined, and acquisition will begin this summer.  

4. What will be done to mitigate the noise of the new busy road where it passes near houses?

No noise abatement measures are being recommended as part of this project.  While the environmental document originally identified noise mitigation for the Shelly Woods Subdivision, this recommendation was based upon conceptual engineering information.  During the design phase of the project, the noise analysis was reevaluated utilizing more detailed information and the most recent version of the FHWA noise model to determine if the preliminary recommendations were still valid.  As a result of this reevaluation, it was determined that noise abatement would not be reasonable.

The noise analysis process starts with the DOT&PF identifying noise impacts.  In accordance with federal guidance, an impact exists when traffic noise approaches or exceeds the FHWA noise abatement criteria (NAC); or results in a substantial increase in predicted noise levels.   DOT&PF’s Noise Policy defines “approach” as within 2 dBA of the NAC (for residential land uses the NAC is 67 dBA, so DOT&PF policy defines a noise impact for these land uses as 65 dBA or higher).  DOT&PF policy defines “substantial increase” as an increase of 10 dBA. The DOT&PF’s policy is more restrictive than the FHWA standard.  To determine noise impacts, existing noise levels are monitored and future noise levels are modeled using future traffic projections and other factors. 

Noise abatement is considered for all areas where noise impacts are identified.  In order to be incorporated into a project, noise abatement measures must be found to be both feasible and reasonable per the DOT&PF Noise Policy.  Noise abatement is feasible if it reduces the noise by 5 dBA – a level that is easily discernable to the human ear.

To determine whether a noise abatement method is reasonable numerous factors are taken into consideration including:  cost of the barrier, amount of noise reduction provided, # of people benefited, impacts of the barrier itself, future traffic, safety, zoning and land use in the area adjacent to the barrier and the desires of the affected residents.  For the cost criteria, the DOT&PF policy states that the improvement should cost no more than $25,000 (1996 dollars) per benefited residence.  The cost in 2007 dollars is  $32,000 per benefited residence.

Construction of noise barriers would be feasible and three alternatives were investigated at the Shelly Woods Subdivision including: 1) a 12-foot earthen berm; 2) up to a 15-foot noise wall on a 4-foot earthen berm and 3) up to a 25-foot noise wall near the road.  Alternatives 2 and 3 turned out to be feasible.

The analysis showed that a noise barrier would be feasible but not reasonable based upon cost.In other words, the cost of the noise barriers exceeded the DOT&PF’s cost reasonableness criteria.  Specifically, the cost of the barriers per benefited residence was $150,000, $65,000, and $84,000, respectively for alternatives 1, 2 and 3 as noted above.  As a result, no noise barrier will be constructed adjacent to Shelly Woods Subdivision as a part of the proposed project.

5. My property connects directly to the existing road. How will I get to the new road?

Much of the existing Trunk Road will be retained to act as a collector system, routing traffic to a few major access points on the new alignment. In areas where the existing Trunk Road embankment is scheduled for removal, the project design team will work with each affected owner to achieve the best and safest access arrangement.

6. Will the new road have a path for bicycles and pedestrians?

Yes. A new pathway will be located on the west side of the roadway.

7. How will the changes affect Pioneer Peak School ?

Access will continue to be from the old roadway.

8. Will access to Mat-Su Community College change?

Changes will be made to improve the intersection, but it will remain basically the same.

9. What will the speed limit be on the new road?

The posted speed limit will be 55 mph.

10. What are the plans for lighting the new roadway?

There will be lighting systems at intersections only.

11. Is snow removal and snow storage considered in the roadway design?

Yes, we take these factors into consideration in the roadway design. ADOT&PF uses the available right of way for storage.

12. How long will construction take?

Construction is likely to be funded and achieved in phases. The boundaries and timing of these phases have not yet been determined.

13. What will happen to the old roadway?

For some of its length, the old roadway will become a local road that serves the properties now connected to it. Some of the old roadway will be removed, particularly the section near Bogard along Wasilla Creek which is a requirement of project permitting and environmental approval.

14. Are you listening to public comment?

Yes, we are committed to listening to the public throughout the project duration. Your interest and input is very important to the project team and will help us make a better road. See the Public Involvement Page for past and future opportunities to talk with project team members. Visit Comments to send us your thoughts or to see what others are saying. See the Contact Us page to communicate directly with a member of the project team.

15. Will the Trunk Road project construction be phased? 

Yes, the design and construction will be phased.  DOT design crews are completing detailed design of phase I: from the Parks Highway to Palmer-Wasilla Highway.  Phase I is scheduled to go to construction in 2008.  Design of Phase II (Palmer-Wasilla Highway to Palmer-Fishhook Road) will begin after completion of Phase I design.  The schedule of Phase II construction will depend upon availability of funds.  Check the DOT’s web site.  www.dot.state.ak.us for periodic updates to the Statewide Transportation Improvement Program (STIP).