Portage Glacier Highway
|Portage Glacier Highway|
|Whittier Access Road|
|Maintained by Alaska DOT&PF|
|Length:||11.59 mi (18.65 km)|
|Existed:||June 7, 2000 – present|
|West end:||AK-1 (Seward Highway) in Portage|
|East end:||Alaska Marine Highway ferry terminal in Whittier|
|Boroughs:||Municipality of Anchorage, Unorganized|
The Portage Glacier Highway, or Portage Glacier Road, is a highway located in the U.S. state of Alaska. The highway is made up of a series of roads, bridges, and tunnels that connect the Portage Glacier area of the Chugach National Forest and the city of Whittier to the Seward Highway. Most of the highway travels through mainly rural areas just north of the Kenai Peninsula, with the Anton Anderson Memorial Tunnel passing under Maynard Mountain, part of the Chugach Mountain Range. Parts of the route were first constructed in the early 1900s, and the entire highway was completed on June 7, 2000, as part of the Whittier Access Project. As of 2012[update], the highway has not been extended or rerouted. The main portion of the highway traveling from the western terminus to the Begich, Boggs visitors center is designated as National Forest Highway 35 by the U.S. Forest Service.
Route description 
The portion of the Portage Glacier Highway traveling from the Seward Highway to the Begich, Boggs Visitor Center is designated as part of Forest Highway 35, a Federal Forest Highway (FFH). Forest Highways are funded and administered by the US Forest Service and the Federal Highway Administration; the system was created by the Federal Aid Highway Act of 1921. FFH-35 is one of the 33 Forest Highways that are currently designated in Alaska. FFH-35 is also one of the eight Forest Highways located within Chugach National Forest.
Chugach National Forest 
The Portage Glacier Highway begins at an at-grade intersection with the Seward Highway, in the former town of Portage. At this point, the highway is a two-lane, asphalt road. Almost immediately after the Seward Highway intersection, the road crosses over the Coastal Classic line of the Alaska Railroad. The highway continues in a southeasterly direction along the Portage Valley, with Portage Creek to the north and pine forests to the south. After about 1.2 miles (1.9 km), the roadway intersects a small gravel road that leads to the Moose Flats Day Use area, which has access to several scenic hiking trails. Peaks of the Chugach Mountains, along with several hanging glaciers can be seen from the road; Portage Glacier itself is out of view. The highway passes through a low-lying wetland before reentering forest and providing access to the Alder Pond Day Use area and the Portage Valley RV park. Portage Glacier Highway continues southeastward, providing access to the Black Bear Campgrounds, maintained by the USFS. The roadway bends eastward, passing the USFS Williwaw Campgrounds, as well as several small gravel roads. The road continues for a short distance before passing the Begich, Boggs Visitor Center and associated buildings, comprising the headquarters of Portage Glacier unit of the Chugach National Forest. The highway continues onto the Portage Creek Bridge, which is 114 feet (35 m) long. It allows the highway to cross over the small Portage Creek, which is fed by the Portage Glacier and Portage Lake. The bridge ends at the start of the Portage Lake Tunnel. The tunnel is 445 feet (136 m) long and constructed of concrete. The route proceeds on to a 0.5 mi (0.8 km) portion of road known as the "Rock Cut at Portage Lake" by the Alaska Department of Transportation & Public Facilities (DOT&PF). This road passes along the coast of Portage Lake, and borders a large, man-made cliff to the north (hence the name "Rock Cut"). This portion of the route terminates at the Placer Creek Bridge. The bridge, which is just 83 feet (25 m) long, spans over Placer Creek, the smaller of the two creeks fed by Portage Lake. The highway continues to the Bear Valley Staging area, and the toll booth for the Anton Anderson Memorial Tunnel. The staging area is eight lanes. The road continues into the Anton Anderson Memorial Tunnel.
Anton Anderson Memorial Tunnel 
The Anton Anderson Memorial Tunnel (often referred to simply as the Whittier Tunnel) is a multi-use highway and railroad tunnel that passes under Maynard Mountain. At 13,300 ft (4,100 m), it is the second longest highway tunnel and longest combined rail and highway tunnel in North America. The tunnel was upgraded to mixed use by the Kiewit Construction Company, based in Omaha.
The tunnel is designed with a single highway lane. The floor of the tunnel is constructed of 1800 7.5 feet (2.3 m) by 8 feet (2.4 m) texturized concrete panels, with the railroad tracks sunken slightly below the road surface. The interior is exposed rock, and contains several "safe-houses", which are small buildings that are used in case of severe earthquakes, vehicle fires, or other emergencies. The tunnel also contains several turnaround spots, which are reserved for disabled vehicles. The tunnel uses a combination of portal fans and reversible jet engines to ensure proper air flow and air quality throughout the tunnel. There are two backup generators to insure that the computerized traffic controls and ventilation systems in the tunnel continue to function in the event of a power failure. Due to the fact that eastbound traffic, westbound traffic, and the Alaska Railroad must share the tunnel, rail and road traffic are coordinated by two sophisticated computer-based systems: the Tunnel Control System and the Train Signal System. These systems control the timing of vehicles entering the tunnel, spacing each one out for safety, and lower railroad gates when a train is approaching. The tunnel's entrance portals are designed in an A-shape, with a large, train-sized "garage door", which allows traffic in and out of the tunnel. The entrance portals are designed to withstand the force of an avalanche. The tunnel's eastern terminus is in Whittier. The staging areas on either side of the tunnel can accommodate as many as 450 vehicles waiting to pass through.
The highway continues eastward into Whittier with the Alaska Railroad running alongside for approximately 0.5 miles (0.80 km), passing the Whittier Airport. The road continues along the Passage Canal, passing the Whittier Marina and the cruise ship terminal, before passing over Whittier Creek. The roadway intersects Whittier Street, which continues into central Whittier. The highway passes the parking lot for the marina, before passing the western entrance to a small pedestrian underpass and reaching its eastern terminus, the Alaska Marine Highway terminal.
The highway is maintained by the Alaska Department of Transportation & Public Facilities (AkDOT&PF). Part of the job of the AkDOT&PF is to measure traffic along the highway. These counts are taken using a metric called annual average daily traffic (AADT). This is a statistical calculation of the average daily number of vehicles that travel along a portion of the highway. The estimated AADT for the Portage Glacier Highway is 1,030 vehicles. In addition to taking AADT, the AkDOT&PF also takes monthly and yearly counts for the highway. The road's yearly traffic count for 2010 was 234,738 vehicles. The roadway's highest monthly traffic is in mid-summer, when an average of nearly 50,000 vehicles use the tunnel each month. The highway's lowest monthly traffic is in late winter, when the average monthly traffic is only about 6,000. The monthly and yearly counts are taken at the entrance to the Anton Anderson Memorial Tunnel. The entire length of the highway is designated as an Intermodal Connector Route, part of the National Highway System (NHS), a network of roads important to the country's economy, defense, and mobility.
Scenic and recreational opportunities 
The Portage Glacier Highway offers numerous scenic and recreational opportunities, mostly located along the section designated as FFH-35. A short, 0.25 miles (0.40 km) long boardwalk trail and the 4.6 miles (7.4 km) long Trail of Blue Ice are accessible through the Moose Flats Day-Use area. A viewing area for the Explorer Glacier is located near milepost 2, and a turnout for the Portage River is located near milepost 3. Near milepost 4 is the Williwaw fish viewing observation deck, which allows travelers to view spanning salmon in July through September. The 2 miles (3.2 km) long loop Williwaw Nature Trail is accessible through the Williwaw Campground. The trail provides views of the Middle Glacier. At the turnout for the Begich, Boggs Visitor Center is the Byron Glacier Trail as well as several others. The Portage Glacier can be seen on a short cruise on the M/V Ptarmigan; The glacier is no longer visible from the road. Past milepost 6 is a turnout for the Byron Glacier and Portage Lake.
Many large hoofed animals such as moose, and caribou can be seen along the highway, as well as black and brown bear species. Bald Eagles can occasionally be seen from the highway. If using binoculars, mountain goats can be seen on the sides of the mountains. During spring and autumn, migrating species of ducks, geese, swans, and cranes can be seen throughout the region. Spawning salmon species of sockeye, chum, and coho can be seen in Portage Creek. Several unique species of wildflowers are found along several of the trails in the area. Whittier annually holds the Walk to Whittier, which is an event where pedestrians walk through the Anton Anderson Memorial Tunnel to Whittier, the only time pedestrians may use the tunnel. The event has been held since 2002, except it was not held in 2010. The walk traditionally takes place in June.
A toll is charged for access through the Anton Anderson Tunnel. Toll is collect for vehicles traveling eastbound. The fee for a regular vehicle is $12. The price for motorcycles is also set at $12. Vehicles pulling trailers must pay a higher toll, set at $20. Small buses and regular RVs must pay $35, and large buses must pay $125. Vehicles 10 to 11 feet (3.0 to 3.4 m) wide and those 14 to 15 feet (4.3 to 4.6 m) high must pay $300 per use. Vehicles that are exempt from paying tolls are those owned by the Alaska Railroad, the DOT&PF, or any emergency or law enforcement vehicle. Any vehicles owned or operated by any state government agency or school district must pay just $10.
Seasonal passes are also available for normal-sized cars, trucks and motorcycles, and are priced at over $500. The average passenger vehicle toll cost per mile is $39.42, while the average per-mile vehicle price for trucks is $39.52. The tunnel is operated on a strict time schedule, with vehicles being allowed in for 15 minutes from each a single direction before alternating to the other. The tunnel is open from 5:30 A.M. to 11:15 P.M. during summer months, and from 7:00 A.M. to 10:45 P.M. during winter months.
Native trail 
The earliest evidence of the Portage Valley being used for transportation dates back to early A.D, when the Inuit people used the flat, low-lying valley as a pass through the Chugach Mountains. The Dena'ina people continued to use the valley as a passage through the valley. They used Portage Creek for fishing purposes, and established a series of trails along the creek. Russian fur traders and early settlers continued to use the valley, establishing a trail along the creek and the Portage and Burns glaciers. It was possible for boats to travel through the valley by using the Passage Canal and the creek up until 1913. The trail was usable until 1939, due to the continuous recession of the Portage Glacier. The final party to attempt to use the trail that year was forced to climb 3,000 feet (910 m) up the Portage Shoulder to avoid the drop-offs and crevasses that had formed along the trail.
Railroad development 
In 1940, the U.S. Government realized that it needed to reevaluate its territories, including Alaska. Alaska was declared a vulnerable attack target, as was the existing railroad connecting Anchorage and Seward. The U.S. Armed Forces began planning for new roads and railroads, and on October 15, 1940, General Simon Bolivar Buckner, Jr. announced those plans. The plan called for the existing railroad to be transferred to Whittier, and for the construction of a road to Seward (the Seward Highway), a road to the Richardson Highway (the Glenn Highway and the Tok Cut-Off), and a road to the Portage Valley (the Portage Glacier Highway). Less than a week after the announcement of the plan, surveying of the area around Whittier was taking place in order to make sure of the safety of building the railroad terminal. The project was strongly opposed by the city of Seward, but after the survey was complete, the project was definite.
In early 1941, large groups of people from the Kenai Peninsula traveled to Washington, D.C. to protest the moving of the railroad. The protests were useless, and on April 3, 1941, U.S. Congress passed a bill providing the project with $5.3 million (equivalent to $82,725,600 respectively in 2013). In late April, the U.S. Army's 177th Engineering group began work on clearing and grading the former native trail.
The U.S. Army hired the West Construction Company of Boston, MA. to assist in the construction of the future railroad's two tunnels. West Construction and the Army began working on the tunnel under Mount Maynard in late August 1941. The first boring of the tunnel began on the east side of the mountain, and shortly afterwards, construction on the west side began. Winter hindered the construction of the tunnel until mid November, when a small "snowshed" building was constructed. The U.S. entered World War II on December 8, 1941, after the Japanese bombing of Pearl Harbor. This sparked the need for the completion of the tunnel earlier than expected. By the end of 1941, workers had tunneled more than 170 feet (52 m) into Maynard Mountain.
Work on the tunnel rapidly increased into the summer of 1942. Large areas of the rock were blasted away with controlled explosions, using dynamite. The material removed from the tunnel was used as grading material for other parts of the railway. Supplies were received behind schedule, mainly due to the war. This hindered progress on the tunnel. In June 1942, Japanese forces attacked and invaded the Alaskan islands of Attu and Kiska, again provoking the need to complete the tunnels sooner. The winter conditions of 1942 and 1943 slowed the progress of the tunnels. Work on the railroad continued until April 23, 1943, when the project was completed. Anton Anderson, the lead engineer for the tunnels and namesake for the tunnel to Whittier, was not present when the railroad was used for the first time, fearing the Whittier Tunnel was not ready.
Early roads 
The U.S. army established a series of simple earthen roads while constructing the railroad spur. This was the first road to exist in the Portage Valley. Whittier began to grow after the completion of the railroad spur. The port boomed in the mid-1940s, with the population reaching over 1,000. The city, including roads, began to form. By 1953, the earthen road in Portage Valley had generally been relocated near the location of the present highway. Also around that time, a road in Whittier in the location of the present highway existed as a graded, dirt road. The highway was paved between 1965 and 1966, and three small bridges along the route were constructed, all of which are still used today. Although the route was paved, a map published the next year still showed the route as unpaved.
The need for a highway 
Between the late 1950s and the early 1960s, the U.S. Military pulled out of Whittier, allowing the town to grow as a commercial port. Whittier's location made it a large tourist location, and after the military pullout, travel to Whittier grew massively. In addition to the state's paving of the highway, the Alaska Railroad began offering shuttle services between Portage and Whittier in the mid-1960s. The Alaska Railroad would allow vehicles to drive onto flatcars, which would then be transported by train through the Anton Anderson Memorial Tunnel to Whittier. The number of people visiting Whittier grew progressively, bringing with it a larger number of requests for a more convenient and affordable way of transportation to Whittier. In 1981, the AkDOT&PF began to study possible alternatives, which would have cost between $10 million and $68 million. In 1993, the AkDOT&PF finally initiated the study for the alternative transportation system to Whittier. The project would be named the "Whittier Access Project". The AkDOT&PF authorized HDR Alaska to conduct the study. The study presented five solutions:
|Alternative Transportation Option||Description|
|Increasing the existing flatcar service||This called for the Alaska Railroad to add passenger coaches to the existing trains and increase service to Whittier|
|High-speed electric rail service||Presented the idea of using a faster rail system|
|Constructing a series of highways over the mountain range||Called for the building of several highways over the mountains to Passage Canal|
|Constructing a highway and tunnels through the mountains||Called for the building of a 2.6 miles (4.2 km) long tunnel and a highway through the tunnel|
|Construct a highway to the existing railroad tunnel and expand the tunnel to withstand motor vehicles||Called for the expansion of the existing Anton Anderson Memorial Tunnel to accommodate both rail and highway traffic, and to construct a road leading to the tunnel|
After consulting with members of the Alaska Railroad, the general public, and highway and tunnel engineers, the AkDOT&PF decided to move forward with the last option, involving the expansion of the Anton Anderson Memorial Tunnel and the construction of a highway. In November 1995, an environmental impact statement, created by HDR Alaska, was approved by the FHWA, allowing the project to move forward.
Whittier Access Project 
In March of 1996, the state of Alaska announced its final plans for the construction of the Whittier Access Project. The project was predicted to cost around $50 million, and the project was planned to begin later that year. However, the project was met with much controversy, and by December of 1996, the project still had not begun. The cost of construction was reevaluated to be around $60 million, and the project was planned to begin in March of 1997. Construction of the Whittier Access Project finally began on May 6, 1997. Then-governor of Alaska Tony Knowles began the construction when he detonated six pounds of explosives located on Begich Peak. On May 22, 1997, construction of the project was halted. Carl S. Armbrister, the Director of the Office of Planning and Program Development for the FHWA's 10th Region and head of the project was sued by the Alaska Center for the Environment. The lawsuit was known as Alaska Center for the Environment v. Armbrister, 131 F.3d 1285 (9th Cir. 1997). The Alaska Center for the Environment (ACE) sued Carl S. Armbrister on the grounds that the project violated section 4(f) of the Department of Transportation Act of 1966, stating that a new highway was not needed and improving the existing rail service was a prudent and feasible option. However, one day after construction was stopped, a judicial ruling was issued permitting work to continue. Construction continued for a week, until May 31, but was then halted again due to the lawsuit. Work on the project was ruled off until at least mid-July of that year.
The district court found in favor of the defendants, and the Ninth District Court of Appeals upheld that decision. These rulings were legally significant as they appeared to overturn the precedent established in the landmark Citizens to Preserve Overton Park, Inc. v. Volpe case of 1971. On September 14, 1999, the Alaska DOT&PF presented the completed proposal for the project to connect the community of Whittier to other major Alaskan highways. This was proposed because Whittier was already served by cruise lines, the Alaska Railroad, and sea planes, but had no outside road access. The only access for automobiles coming from the Seward Highway was to transport the cars via flatcars through the existing tunnel, to the road on either side of Maynard Mountain. The project was approved, and construction began in 1999. On June 7, 2000, the road to Whittier, which was named the Portage Glacier Highway, was opened in a ceremony overseen by then-governor Tony Knowles.
Major junctions 
|Municipality of Anchorage
||0.00||0.00||AK-1 (Seward Highway)||Western terminus. Western end of FFH-35 designation|
|5.01||8.06||FFH-35 (Portage Lake Loop)||Visitor Center access road. Eastern end of FFH-35 designation|
|Anton Anderson Memorial Tunnel|
||Whittier||10.89||17.53||Whittier Street||Portage Glacier Highway transfers to Whittier Street|
|11.06||17.80||Glacier Avenue||Access to central Whittier|
|11.26||18.12||Depot Road||Portage Glacier Highway transfers to Depot Road|
|11.59||18.65||Alaska State Ferry Dock||Eastern terminus and access to Alaska Marine Highway ferry terminal|
Related route 
Forest Highway 35
|Location:||Chugach National Forest|
|Length:||6.59 mi (10.61 km)|
Forest Highway 35 (FFH-35) is a Federal Forest Highway located entirely within Chugach National Forest. The highway is approximately 6.6 miles (10.6 km) long, and is mostly designated along the Portage Glacier Highway. The road serves the Portage Glacier branch of the park.
FFH-35 begins at an intersection with the Seward Highway (AK-1) in Portage. The route follows the Portage Glacier Highway for approximately 5 miles (8.0 km), passing several park campgrounds and scenic turnouts. FFH 35 turns off the Portage Glacier Highway onto Portage Lake Loop Road, passing west of the Begich, Boggs Visitor Center Complex. The designation then shifts from Portage Lake Loop Road to Byron Glacier Road. Byron Glacier Road proceeds southward past low-lying marshland along Portage Lake, before passing a small turnout area and traveling over a small creek. The road proceeds eastward to its eastern terminus, a building and parking lot that make up part of the visitor center.
- Major intersections
|0.00||0.00||AK-1 (Seward Highway)||Western terminus|
|5.01||8.06||Portage Glacier Highway||End of designation along Portage Glacier Highway|
|5.12||8.24||Portage Visitor Center Road|
|5.37||8.64||Byron Glacier Road||Beginning of designation along Byron Glacier Road|
|6.40||10.30||End of state alignment||State maintenance ends|
|6.59||10.61||Portage Glacier Observation Area Parking Lot||Eastern terminus|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi|
See also 
- Glacier Discovery - The Alaska Railroad route that uses the Anton Anderson Tunnel
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