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Department of Transportation
National Infrastructure Investments
Under the Consolidated
Appropriations Act, 2016
TIGER Discretionary Grant Proposal
Phase II: Rampart Historical Road
Improvement Project - Connecting Rampart
Village to the Alaska Highway System
Applicant: Rampart Village Council
Amount Requested: $12,346,500
National Infrastructure Investments
Under the Consolidated
Appropriations Act, 2016
TIGER Discretionary Grant Proposal
Phase II: Rampart Historical Road
Improvement Project - Connecting Rampart
Village to the Alaska Highway System
Applicant: Rampart Village Council
Amount Requested: $12,346,500
Contents
ONE
Project Description ...................................................1
TWO
Project Location........................................................3
THREE
Project Parties............................................................6
FOUR
Grant Funds and Sources/Uses of Funds. ...............6
FIVE
Selection Criteria.......................................................7
SIX
Project Costs and Benefits...................................... 26
SEVEN
Cost Sharing or Matching...................................... 29
ONE
Project Description ...................................................1
TWO
Project Location........................................................3
THREE
Project Parties............................................................6
FOUR
Grant Funds and Sources/Uses of Funds. ...............6
FIVE
Selection Criteria.......................................................7
SIX
Project Costs and Benefits...................................... 26
SEVEN
Cost Sharing or Matching...................................... 29
1Phase II: Historical Rampart Road Improvement Project
ONE
Project
Description
Background: The road to Rampart was
constructed in 1908 by the Alaska Road
Commission to transport mail and
supplies to gold miners. At the time,
Rampart was the second largest
community in Alaska with 10,000
residents. By 1917, the gold rush went bust
and most people left in search of work
elsewhere. The area repopulated in 1939
when the Alaska Road Commission
constructed an air strip and a salmon
cannery and sawmill/logging operation
opened. In the late 1990’s, the wild salmon
run crashed and 80 residents relocated.
The school closed shortly thereafter and
flights to Rampart were reduced to two
times a week. The vibrant Village of
Rampart quickly dwindled to a handful of
aged residents and the Tribe’s future
looked grim. The tide turned when young
and motivated leaders returned to
Rampart to revive the community and
improve the quality of life for residents
through economic development and
preservation of our culture, heritage, and
abundant natural resources. Since then,
the population has grown to 53, the school
reopened, and several new jobs have been
created. The single – most important link
needed to sustain revitalization efforts is
safe and affordable access to the Alaska
Highway System. This project will achieve
that by upgrading the last section of the
Historical Rampart Trail into a single-lane,
low-volume gravel road with turnouts.
Description of Transportation
Challenges: The only way to access
Rampart year-round is by small passenger
air carrier three times a week from
Fairbanks for $190/roundtrip. The
Rampart Airport is only open during
Visual Meteorological Conditions since it
does not have any instrument approach
procedures. When the weather is even
moderately poor, air carriers cannot land
– sometimes up to six weeks at a time!
These air carriers also deliver freight, mail,
food, and fuel. In the summer, people will
launch boats at the Dalton Highway/Yukon
River Bridge and travel 65 miles to
Rampart. This is one of just two boat and
barge access points for 1,400 people living
in the region. In the winter, residents will
snowmobile the Rampart trail 25 miles to a
parking lot maintained by the Alaska
Department of Transportation (ADOT)
just north of the Elliott Highway. Travelers
must be prepared to stay the night if caught
in a storm, injured, or due to mechanical
failure. It is not uncommon for winter
temperatures to drop as low as -60°.
Further, during the darkest days of winter,
there are only three hours of daylight for
making the journey, followed by a 3.5 hour
drive to Fairbanks for medical care,
groceries, higher education, job training,
etc.
Addressing Transportation
Challenges and Promoting Ladders of
Opportunity: The project will address
these challenges and promote ladders of
opportunity by providing reliable, safe, and
affordable access to the Alaska State
Highway System. Completing the road to
Rampart will lower the cost of living and
improve access to health care and other
critical services. The project will increase
opportunity for development of small
ONE
Project
Description
Background: The road to Rampart was
constructed in 1908 by the Alaska Road
Commission to transport mail and
supplies to gold miners. At the time,
Rampart was the second largest
community in Alaska with 10,000
residents. By 1917, the gold rush went bust
and most people left in search of work
elsewhere. The area repopulated in 1939
when the Alaska Road Commission
constructed an air strip and a salmon
cannery and sawmill/logging operation
opened. In the late 1990’s, the wild salmon
run crashed and 80 residents relocated.
The school closed shortly thereafter and
flights to Rampart were reduced to two
times a week. The vibrant Village of
Rampart quickly dwindled to a handful of
aged residents and the Tribe’s future
looked grim. The tide turned when young
and motivated leaders returned to
Rampart to revive the community and
improve the quality of life for residents
through economic development and
preservation of our culture, heritage, and
abundant natural resources. Since then,
the population has grown to 53, the school
reopened, and several new jobs have been
created. The single – most important link
needed to sustain revitalization efforts is
safe and affordable access to the Alaska
Highway System. This project will achieve
that by upgrading the last section of the
Historical Rampart Trail into a single-lane,
low-volume gravel road with turnouts.
Description of Transportation
Challenges: The only way to access
Rampart year-round is by small passenger
air carrier three times a week from
Fairbanks for $190/roundtrip. The
Rampart Airport is only open during
Visual Meteorological Conditions since it
does not have any instrument approach
procedures. When the weather is even
moderately poor, air carriers cannot land
– sometimes up to six weeks at a time!
These air carriers also deliver freight, mail,
food, and fuel. In the summer, people will
launch boats at the Dalton Highway/Yukon
River Bridge and travel 65 miles to
Rampart. This is one of just two boat and
barge access points for 1,400 people living
in the region. In the winter, residents will
snowmobile the Rampart trail 25 miles to a
parking lot maintained by the Alaska
Department of Transportation (ADOT)
just north of the Elliott Highway. Travelers
must be prepared to stay the night if caught
in a storm, injured, or due to mechanical
failure. It is not uncommon for winter
temperatures to drop as low as -60°.
Further, during the darkest days of winter,
there are only three hours of daylight for
making the journey, followed by a 3.5 hour
drive to Fairbanks for medical care,
groceries, higher education, job training,
etc.
Addressing Transportation
Challenges and Promoting Ladders of
Opportunity: The project will address
these challenges and promote ladders of
opportunity by providing reliable, safe, and
affordable access to the Alaska State
Highway System. Completing the road to
Rampart will lower the cost of living and
improve access to health care and other
critical services. The project will increase
opportunity for development of small
2
businesses associated with fishing and
tourism and will make better use of
existing infrastructure including the
health clinic, vacant store, community hall,
youth center, and washeteria. Reliable
transportation infrastructure will support
additional economic opportunities at
nearby mining claims on Minook Creek,
the large gold prospect on Elephant
Mountain, Tofty Ridge Mine, and the Drew
Coal Prospect across the Yukon River from
Rampart. The project will use local
residents and equipment to the greatest
extent possible during construction and
will create long-term road maintenance
jobs.
What TIGER Funds Will Support: The
project will improve 13 miles of trail into a
single-lane, low volume gravel road with
turn-outs from Granite Creek Bridge to the
Rampart airport. The typical road section
will consist of 12 ft. travel way with 1.5 ft.
shoulders and 4 ft. minimum sideslopes.
The project will be designed for lower
maintenance costs and protection of
capital assets. Gravel tailings from gold
placer mining activity will be used for road
embankment material. Hardened stream
crossings and raised road levels will
improve the transportation asset’s ability
to withstand flooding, spring break-up, and
other climate-change related impacts. The
project will provide environmental
benefits by reducing degradation in
wetlands and stream crossings currently
caused by off-road travel. Two fish
crossings will be constructed at Slate and
Ruby Creeks to accommodate juvenile
chinooks. The project area provides
significant wetland functions including
groundwater recharge, hydrologic control,
wildlife habitat, spawning and rearing
habitat for fish, and subsistence use. The
project will also include informational and
cultural kiosks at road turn-outs to educate
travelers about the region’s rich Alaska
Native and mining history.
Expected Users of the Project: The
primary user group of the Eureka
-Rampart Road will be residents and
visitors of Rampart. The area absorbs an
additional 175-200 people in the summer
when descendants of the Native Village of
Rampart return for berry picking, hunting,
and fishing. The road has the potential to
be used by other communities on the
Yukon River, especially once our Tribal
Transit Program is running routine trips to
Fairbanks. Rampart Village Council is also
considering a barge landing in Rampart to
provide an additional delivery point for
freight and fuel. The road will be used by a
growing demographic of travelers
interested in Alaska Native traditions, the
hot springs in Manley (south of Rampart),
the northern lights, and fishing remote
rivers. In the winter, fat biking (4”-5” thick
tires) is becoming popular and another
mode of transit that we expect visitors to
use. The last major user group will be
emergency responders including Manley
and Tanana Search and Rescue crews, the
Alaska State Troopers, and fire-fighting
crews.
* Communities indirectly benefiting from the project include
Tanana, Ruby, Manley Hot Springs, Stevens Village, Minto,
and Beaver and seasonal visitors.
53
Population
1,400+
Population Impacted*
175
Summer residents
$37,267
Median Income of
Rampart Village residents
Rampart
65.505000 North Latitude
and -150.170000 West
Longitude
businesses associated with fishing and
tourism and will make better use of
existing infrastructure including the
health clinic, vacant store, community hall,
youth center, and washeteria. Reliable
transportation infrastructure will support
additional economic opportunities at
nearby mining claims on Minook Creek,
the large gold prospect on Elephant
Mountain, Tofty Ridge Mine, and the Drew
Coal Prospect across the Yukon River from
Rampart. The project will use local
residents and equipment to the greatest
extent possible during construction and
will create long-term road maintenance
jobs.
What TIGER Funds Will Support: The
project will improve 13 miles of trail into a
single-lane, low volume gravel road with
turn-outs from Granite Creek Bridge to the
Rampart airport. The typical road section
will consist of 12 ft. travel way with 1.5 ft.
shoulders and 4 ft. minimum sideslopes.
The project will be designed for lower
maintenance costs and protection of
capital assets. Gravel tailings from gold
placer mining activity will be used for road
embankment material. Hardened stream
crossings and raised road levels will
improve the transportation asset’s ability
to withstand flooding, spring break-up, and
other climate-change related impacts. The
project will provide environmental
benefits by reducing degradation in
wetlands and stream crossings currently
caused by off-road travel. Two fish
crossings will be constructed at Slate and
Ruby Creeks to accommodate juvenile
chinooks. The project area provides
significant wetland functions including
groundwater recharge, hydrologic control,
wildlife habitat, spawning and rearing
habitat for fish, and subsistence use. The
project will also include informational and
cultural kiosks at road turn-outs to educate
travelers about the region’s rich Alaska
Native and mining history.
Expected Users of the Project: The
primary user group of the Eureka
-Rampart Road will be residents and
visitors of Rampart. The area absorbs an
additional 175-200 people in the summer
when descendants of the Native Village of
Rampart return for berry picking, hunting,
and fishing. The road has the potential to
be used by other communities on the
Yukon River, especially once our Tribal
Transit Program is running routine trips to
Fairbanks. Rampart Village Council is also
considering a barge landing in Rampart to
provide an additional delivery point for
freight and fuel. The road will be used by a
growing demographic of travelers
interested in Alaska Native traditions, the
hot springs in Manley (south of Rampart),
the northern lights, and fishing remote
rivers. In the winter, fat biking (4”-5” thick
tires) is becoming popular and another
mode of transit that we expect visitors to
use. The last major user group will be
emergency responders including Manley
and Tanana Search and Rescue crews, the
Alaska State Troopers, and fire-fighting
crews.
* Communities indirectly benefiting from the project include
Tanana, Ruby, Manley Hot Springs, Stevens Village, Minto,
and Beaver and seasonal visitors.
53
Population
1,400+
Population Impacted*
175
Summer residents
$37,267
Median Income of
Rampart Village residents
Rampart
65.505000 North Latitude
and -150.170000 West
Longitude
3Phase II: Historical Rampart Road Improvement Project
TWO
Project Location
Rampart, Alaska is located on the south
bank of the Yukon River, approximately 75
miles upstream from its junction with the
Tanana River and 100 miles northwest of
Fairbanks. The 25 mile long trail to
Rampart was one of the first roads in the
territory of Alaska and one of the few
RS2477 right-of-ways ever recorded. In
1963, the Alaska Department of
Transportation (ADOT) converted seven
miles of the original trail into a gravel road
from Eureka to Joseph Creek. In 1964,
further construction was canceled to
redirect resources to Anchorage after the
‘Good Friday’ earthquake. Two decades
later, the State extended road
improvements two more miles to Lost
Creek. In the late 1990’s, planning
resumed to widen the existing gravel road
and provide year-round surface access to
Rampart from the Elliott Highway. In
2005, Phase I of the Eureka – Rampart
Road added two bridges and widened
12 miles of existing gravel road to the north
side of Granite Creek. This project will
complete road way improvements needed
to connect Rampart to the Alaska Highway
System. The project will improve 13 miles
of trail into a single-lane, low volume
gravel road with turn-outs from Granite
Creek Bridge to the Rampart Airport.
Fairbanks
Rampart
Anchorage
AK
TWO
Project Location
Rampart, Alaska is located on the south
bank of the Yukon River, approximately 75
miles upstream from its junction with the
Tanana River and 100 miles northwest of
Fairbanks. The 25 mile long trail to
Rampart was one of the first roads in the
territory of Alaska and one of the few
RS2477 right-of-ways ever recorded. In
1963, the Alaska Department of
Transportation (ADOT) converted seven
miles of the original trail into a gravel road
from Eureka to Joseph Creek. In 1964,
further construction was canceled to
redirect resources to Anchorage after the
‘Good Friday’ earthquake. Two decades
later, the State extended road
improvements two more miles to Lost
Creek. In the late 1990’s, planning
resumed to widen the existing gravel road
and provide year-round surface access to
Rampart from the Elliott Highway. In
2005, Phase I of the Eureka – Rampart
Road added two bridges and widened
12 miles of existing gravel road to the north
side of Granite Creek. This project will
complete road way improvements needed
to connect Rampart to the Alaska Highway
System. The project will improve 13 miles
of trail into a single-lane, low volume
gravel road with turn-outs from Granite
Creek Bridge to the Rampart Airport.
Fairbanks
Rampart
Anchorage
AK
4
N
Project area
BOYK Land Ownership
2005 Alaska DOT Rd. Improvements
Highway
Road
Beginning of proposed project
City/Village End of proposed project
Mining Prospect
DALTON HWY
Fairbanks
Minto
Livengood
Eureka
Rampart
Elephant Mountain
Prospect
Manley
Hot Springs
Tofy
Tanana
Yukon River
Tanana River
ELLIOTT HWY
Rampart Rd
ELLIOTT HWY
GEORGE PARKS HWY
Granite Creek Bridge
(complete in 2016)
Tanana-Manley Rd.
Tofy Ridge
Prospect
The project is in a rural area as defined by the Census Bureau. Please reference Attachments: Project Location Maps and
Applicant Information for additional data.
Project Location Map
N
Project area
BOYK Land Ownership
2005 Alaska DOT Rd. Improvements
Highway
Road
Beginning of proposed project
City/Village End of proposed project
Mining Prospect
DALTON HWY
Fairbanks
Minto
Livengood
Eureka
Rampart
Elephant Mountain
Prospect
Manley
Hot Springs
Tofy
Tanana
Yukon River
Tanana River
ELLIOTT HWY
Rampart Rd
ELLIOTT HWY
GEORGE PARKS HWY
Granite Creek Bridge
(complete in 2016)
Tanana-Manley Rd.
Tofy Ridge
Prospect
The project is in a rural area as defined by the Census Bureau. Please reference Attachments: Project Location Maps and
Applicant Information for additional data.
Project Location Map
5Phase II: Historical Rampart Road Improvement Project
N
Project area
BOYK Land Ownership
2005 Alaska DOT Rd. Improvements
Highway
Road
Beginning of proposed project
City/Village End of proposed project
Mining Prospect
DALTON HWY
Fairbanks
Minto
Livengood
Eureka
Rampart
Elephant Mountain
Prospect
Manley Hot Springs
Tofy
Tanana
Yukon River
Tanana River
ELLIOTT HWY
Rampart Rd
ELLIOTT HWY
GEORGE PARKS HWY
Granite CreekBridge
(complete in 2016)
Tanana-Manley Rd.
Tofy Ridge
Prospect
N
Project area
BOYK Land Ownership
2005 Alaska DOT Rd. Improvements
Highway
Road
Beginning of proposed project
City/Village End of proposed project
Mining Prospect
DALTON HWY
Fairbanks
Minto
Livengood
Eureka
Rampart
Elephant Mountain
Prospect
Manley Hot Springs
Tofy
Tanana
Yukon River
Tanana River
ELLIOTT HWY
Rampart Rd
ELLIOTT HWY
GEORGE PARKS HWY
Granite CreekBridge
(complete in 2016)
Tanana-Manley Rd.
Tofy Ridge
Prospect
6
THREE
Project Parties
The project applicant is Rampart Village
Council (RVC), a federally recognized
tribe. Key project parties for the successful
administration of this TIGER grant
include:
Floyd Green
1st Chief and Tribal Administrator
100 Airport Road
P.O. Box 67029
Rampart, Alaska 99767-0029
[email protected]
Office: (907) 358-3312
Lawrence Bredeman
Alaska Tribal Transportation Services Inc.
13 Thermal Way
P. O. Box 46
Manley Hot Springs, Alaska 99756
[email protected]
Office: (866) 370-6246 - (907) 777-1848
Fax: (888) 625-2317 Cell: (907) 378-3971
Paul Rettinger
Senior Tribal Coordinator
Federal Highway Administration Tribal
Transportation Program
Washington DC FHPD-9 TTP
Vancouver Field Office
610 E. 5th Street
Vancouver, Washington 98661
[email protected]
Office: (360) 619-7606
FOUR
Grant Funds
and Sources/
Uses of Funds
Grant funding requested:
$12,346,500
Cost Share Total:
$553,500
Total Project Cost:
$12,900,000
Below is a table showing the availability of
project funds, percentage of project costs
that would be paid by a TIGER
Discretionary Grant fund, and the identity
of all parties providing funds for the
project and their percentage shares. There
are no restrictions attached to specific
funds. Please reference attached funding
commitment letters from non-federal
sources.
Project Component $ Amount% of Cost
Notice to Proceed 25,000 <1%
Environmental Activities 200,000 2%
PS&E Development 600,000 4%
Easment Agreements 50,000 <1%
Final PS&E 25,000 <1%
Total Phase 1: Design 900,000 7%
Bid and Select
Contractor
25,000 <1%
Construction 11,000,000 92%
Project Close-Out 75,000 1%
Total Phase 2:
Construction
12,000,000 93%
Budget Estimate
(By dollar amount and % of cost)
THREE
Project Parties
The project applicant is Rampart Village
Council (RVC), a federally recognized
tribe. Key project parties for the successful
administration of this TIGER grant
include:
Floyd Green
1st Chief and Tribal Administrator
100 Airport Road
P.O. Box 67029
Rampart, Alaska 99767-0029
[email protected]
Office: (907) 358-3312
Lawrence Bredeman
Alaska Tribal Transportation Services Inc.
13 Thermal Way
P. O. Box 46
Manley Hot Springs, Alaska 99756
[email protected]
Office: (866) 370-6246 - (907) 777-1848
Fax: (888) 625-2317 Cell: (907) 378-3971
Paul Rettinger
Senior Tribal Coordinator
Federal Highway Administration Tribal
Transportation Program
Washington DC FHPD-9 TTP
Vancouver Field Office
610 E. 5th Street
Vancouver, Washington 98661
[email protected]
Office: (360) 619-7606
FOUR
Grant Funds
and Sources/
Uses of Funds
Grant funding requested:
$12,346,500
Cost Share Total:
$553,500
Total Project Cost:
$12,900,000
Below is a table showing the availability of
project funds, percentage of project costs
that would be paid by a TIGER
Discretionary Grant fund, and the identity
of all parties providing funds for the
project and their percentage shares. There
are no restrictions attached to specific
funds. Please reference attached funding
commitment letters from non-federal
sources.
Project Component $ Amount% of Cost
Notice to Proceed 25,000 <1%
Environmental Activities 200,000 2%
PS&E Development 600,000 4%
Easment Agreements 50,000 <1%
Final PS&E 25,000 <1%
Total Phase 1: Design 900,000 7%
Bid and Select
Contractor
25,000 <1%
Construction 11,000,000 92%
Project Close-Out 75,000 1%
Total Phase 2:
Construction
12,000,000 93%
Budget Estimate
(By dollar amount and % of cost)
7Phase II: Historical Rampart Road Improvement Project
Phase $ AmountSource
Phase 1: Design 33,000Other-Federal
867,000TIGER
Phase 2:
Construction
67,000Other-Federal
453,500Non-Federal
11,479,500TIGER
Total 12,900,000
Funding Source Budget
Rampart Village Council submitted an
application for this project under TIGER
VI and VII (2014 and 2015).
FIVE
Selection
Criteria
i. Primary Selection
Criteria
a. Safety
The project will improve 13.1 miles of the
Rampart Trail into a single-lane, low
volume road that will make the
transportation of goods and people
possible year-round. The project improves
safety for all modes of transportation and
users by:
• Improving emergency response;
• Reducing instances and consequences of
transportation-related accidents; and
• Preventing the unintended releases of
hazardous materials.
Improving Emergency Response: When
someone needs immediate emergency care,
their options for getting to Fairbanks or
Anchorage are severely limited. The
Rampart Airport is only open during Visual
Meteorological Conditions since it does not
have any instrument approach procedures.
When the weather is even moderately poor,
air carriers cannot land – sometimes up to
six weeks at a time! A reliable, year-round
accessible road that can be traveled by
vehicle will drastically improve the
frequency at which people utilize
preventative health services and the
response time for emergencies.
The project also makes Rampart, and
further reaches of the Yukon, more
accessible for Manley and Tanana Search
and Rescue crews, the Alaska State
Troopers, and fire-fighting crews.
Firefighting crews currently stage in
Manley and then fly all people and
equipment into the Yukon. Having the
option to stage emergency response
operations directly on the Yukon River will
reduce mobilization costs and improve
logistics. The project will provide a third
access point to the entire Yukon region –
home to about 1,400 people.
Phase $ AmountSource
Phase 1: Design 33,000Other-Federal
867,000TIGER
Phase 2:
Construction
67,000Other-Federal
453,500Non-Federal
11,479,500TIGER
Total 12,900,000
Funding Source Budget
Rampart Village Council submitted an
application for this project under TIGER
VI and VII (2014 and 2015).
FIVE
Selection
Criteria
i. Primary Selection
Criteria
a. Safety
The project will improve 13.1 miles of the
Rampart Trail into a single-lane, low
volume road that will make the
transportation of goods and people
possible year-round. The project improves
safety for all modes of transportation and
users by:
• Improving emergency response;
• Reducing instances and consequences of
transportation-related accidents; and
• Preventing the unintended releases of
hazardous materials.
Improving Emergency Response: When
someone needs immediate emergency care,
their options for getting to Fairbanks or
Anchorage are severely limited. The
Rampart Airport is only open during Visual
Meteorological Conditions since it does not
have any instrument approach procedures.
When the weather is even moderately poor,
air carriers cannot land – sometimes up to
six weeks at a time! A reliable, year-round
accessible road that can be traveled by
vehicle will drastically improve the
frequency at which people utilize
preventative health services and the
response time for emergencies.
The project also makes Rampart, and
further reaches of the Yukon, more
accessible for Manley and Tanana Search
and Rescue crews, the Alaska State
Troopers, and fire-fighting crews.
Firefighting crews currently stage in
Manley and then fly all people and
equipment into the Yukon. Having the
option to stage emergency response
operations directly on the Yukon River will
reduce mobilization costs and improve
logistics. The project will provide a third
access point to the entire Yukon region –
home to about 1,400 people.
8
Reducing Transportation-Related
Accidents: The hardscrabble trail used
primarily by four-wheel vehicles and
snowmobiles – when it is passable at all
– poses a serious safety threat to anyone
making the 25 mile-long journey from
Rampart to the Elliott Highway. The price
of making an error on this journey is
usually catastrophic: many of the crashes
required a medivac transport to airlift the
victim(s) out of site to the nearest medical
facility. Almost all of the crashes are
attributable to the condition of the
roadway. Travelers must be prepared to
stay the night if caught in a storm, injured,
stuck in mud or snow, or experiencing a
mechanical failure. It is not uncommon for
winter temperatures in this area drop as
low as -60°. Further, during the darkest
days of winter, there are only three hours of
daylight to safely make the journey.
Population increases and this assumed
crash reduction rate, combined with a
history of crashes along the roadway,
produces nearly 200 fewer crashes over the
life of the project (including two less
fatalities).
Preventing Unintended Release of
Hazardous Materials: A safe and
accessible road to Rampart will no longer
require the community to fly in fuel – a
method that is dangerous and expensive.
Most other villages on the Tanana/Yukon
confluence rely on barge for fuel delivery
from Nenana on the Tanana River. The
Tanana River is glacier fed and its
hydrology is continuously changing,
making it extremely difficult to navigate by
barge. Consequently, barge size is limited
to five million gallons, which drives up
delivery costs. When the Rampart Road is
complete, RVC and private industry will
evaluate a barge landing to relay goods to
neighboring villages at a lower cost. The
Yukon River is a safer river to travel and
would reduce the potential for a barge
crash and fuel spill.
The Bottom Line: Phase I improvements
to the Eureka-Rampart road in 2005 by
ADOT drastically improved the safety of
the road, but its value is diminished until
the entire road to Rampart can be
completed. This project will complete the
road improvements needed to provide safe
and connected access to the Alaska
Highway System.
Reducing Transportation-Related
Accidents: The hardscrabble trail used
primarily by four-wheel vehicles and
snowmobiles – when it is passable at all
– poses a serious safety threat to anyone
making the 25 mile-long journey from
Rampart to the Elliott Highway. The price
of making an error on this journey is
usually catastrophic: many of the crashes
required a medivac transport to airlift the
victim(s) out of site to the nearest medical
facility. Almost all of the crashes are
attributable to the condition of the
roadway. Travelers must be prepared to
stay the night if caught in a storm, injured,
stuck in mud or snow, or experiencing a
mechanical failure. It is not uncommon for
winter temperatures in this area drop as
low as -60°. Further, during the darkest
days of winter, there are only three hours of
daylight to safely make the journey.
Population increases and this assumed
crash reduction rate, combined with a
history of crashes along the roadway,
produces nearly 200 fewer crashes over the
life of the project (including two less
fatalities).
Preventing Unintended Release of
Hazardous Materials: A safe and
accessible road to Rampart will no longer
require the community to fly in fuel – a
method that is dangerous and expensive.
Most other villages on the Tanana/Yukon
confluence rely on barge for fuel delivery
from Nenana on the Tanana River. The
Tanana River is glacier fed and its
hydrology is continuously changing,
making it extremely difficult to navigate by
barge. Consequently, barge size is limited
to five million gallons, which drives up
delivery costs. When the Rampart Road is
complete, RVC and private industry will
evaluate a barge landing to relay goods to
neighboring villages at a lower cost. The
Yukon River is a safer river to travel and
would reduce the potential for a barge
crash and fuel spill.
The Bottom Line: Phase I improvements
to the Eureka-Rampart road in 2005 by
ADOT drastically improved the safety of
the road, but its value is diminished until
the entire road to Rampart can be
completed. This project will complete the
road improvements needed to provide safe
and connected access to the Alaska
Highway System.
9Phase II: Historical Rampart Road Improvement Project
b. State of Good Repair
The Rampart trail was constructed in 1908
by the Alaska Road Commission to
transport mail and supplies to gold miners.
Various improvements have occurred over
the years with the exception of the latter
section of trail proposed for improvement
in this project. As the road has further
degraded into a state of disrepair, operators
have been forced to drive onto wetlands to
make the route passable. Marred by
sinkholes and deep ruts, the trail is in a
state of disrepair far beyond what Rampart
can improve with Tribal Transportation
Program funding.
1. Relevant Plans: The project is
consistent with relevant plans to improve
and maintain the Rampart Historical Route
to address current and projected
vulnerabilities. The only outstanding goal
to be accomplished as a part of the Rampart
Village Council 2014 Community Plan is to
complete the Rampart Road ‘to make
outside resources more available and
decrease the cost of living’ (Council, 2014).
The project is also listed in Rampart’s
20-year Long Range Transportation Plan
and the Bureau of Indian Affairs Indian
Reservation Roads Inventory. The project
was listed in Alaska’s State Transportation
Improvement Plan (STIP) until the
population decline no longer made the
project economically viable. As the
community rebounded, we worked with
Baan O Yeel Kon Corporation and Tanana
Chiefs Conference to nominate the project
to the STIP to finally complete road
improvements on the Rampart Road. The
nomination was not accepted in 2014 but
we were encouraged by ADOT after
learning about this TIGER application to
nominate the project again this summer.
2. Future Use: The poor condition of the
Rampart Road threatens future use,
accessibility, economic growth, and
mobility of goods and people. We know
that small mining operations are ‘walking’
in their equipment which is causing
destruction to wildlife and anadromous
fish habitat (Tryck Nyman Hayes, 1999).
Most frequently used equipment includes
heavy wash plants, CAT 966-type loaders,
CAT 348-type excavators, larger dozers
and the transport of lots of fuel. If left
b. State of Good Repair
The Rampart trail was constructed in 1908
by the Alaska Road Commission to
transport mail and supplies to gold miners.
Various improvements have occurred over
the years with the exception of the latter
section of trail proposed for improvement
in this project. As the road has further
degraded into a state of disrepair, operators
have been forced to drive onto wetlands to
make the route passable. Marred by
sinkholes and deep ruts, the trail is in a
state of disrepair far beyond what Rampart
can improve with Tribal Transportation
Program funding.
1. Relevant Plans: The project is
consistent with relevant plans to improve
and maintain the Rampart Historical Route
to address current and projected
vulnerabilities. The only outstanding goal
to be accomplished as a part of the Rampart
Village Council 2014 Community Plan is to
complete the Rampart Road ‘to make
outside resources more available and
decrease the cost of living’ (Council, 2014).
The project is also listed in Rampart’s
20-year Long Range Transportation Plan
and the Bureau of Indian Affairs Indian
Reservation Roads Inventory. The project
was listed in Alaska’s State Transportation
Improvement Plan (STIP) until the
population decline no longer made the
project economically viable. As the
community rebounded, we worked with
Baan O Yeel Kon Corporation and Tanana
Chiefs Conference to nominate the project
to the STIP to finally complete road
improvements on the Rampart Road. The
nomination was not accepted in 2014 but
we were encouraged by ADOT after
learning about this TIGER application to
nominate the project again this summer.
2. Future Use: The poor condition of the
Rampart Road threatens future use,
accessibility, economic growth, and
mobility of goods and people. We know
that small mining operations are ‘walking’
in their equipment which is causing
destruction to wildlife and anadromous
fish habitat (Tryck Nyman Hayes, 1999).
Most frequently used equipment includes
heavy wash plants, CAT 966-type loaders,
CAT 348-type excavators, larger dozers
and the transport of lots of fuel. If left
10
unimproved, the road and surrounding
wetlands will continue to sustain
degradation.
An unimproved road also establishes a
ceiling to our growth and potential as a
community. Without affordable and
convenient transportation choices, our
residents have limited job opportunities,
poor access to critical services, and
prohibitively high cost of living. The
project will also increase opportunity for
development of small businesses
associated with fishing and tourism and
will make better use of existing
infrastructure owned or financed by Baan
O Yeel Kon, Inc. and the Village including
the health clinic, vacant store, community
hall, youth center, and washeteria.
Additional economic growth opportunities
exist with the nearby mining claims on
Minook Creek, the large gold prospect on
Elephant Mountain, Tofty Ridge Mine, and
the Drew Coal Prospect across the Yukon
River from Rampart.
3. Project Finance: The project is
appropriately capitalized up front and uses
asset management approaches to optimize
its long-term cost structure. Award of the
requested TIGER grant will capitalize the
project upfront. The project will be
designed for lower maintenance costs and
protection of capital assets such as
drainage structures. It will include
features such as hardened stream
crossings, geotextile fabric, and rock
protection to lower life cycle costs. Our
road design will be much like the Tanana
– Manley road which is a single-lane,
low-volume gravel road with periodic
turn-outs for passing vehicles. We will be
referencing the Tanana Road Design Study
Report as a recent and relevant example of
designing resilient transportation assets in
the Alaska Interior (Hutchinson, 2013).
The project improves the transportation
asset’s ability to withstand flooding,
spring-break up, and other climate-change
related impacts.
4. Sustainable Revenue for Operations
and Maintenance: The benefit of
building a single lane road is lower
construction costs, but the narrower road
will require slightly higher long-term
maintenance costs due to the same amount
of axle load driving over a smaller surface.
ADOT advised a cost per lane mile of
$3,500 for low volume gravel roads.
Assuming a lane-mile estimate of 15 miles
(accounting for the turn-outs), annual
O&M will cost $52,500. A sustainable
source of revenue is available for O&M
through an annual allocation of Tribal
Transportation Program (TTP) funds
provided through Federal Highway
Administration (FHWA). 66% of these
funds will be used annually to maintain the
road from Rampart to the Granite Creek
Bridge at which point the remainder of the
route is ADOT’s responsibility. The
remaining 33% of TTP funds is being
provided as match for this grant. In the
future, we would like to develop an
agreement with ADOT and FHWA for us to
provide year-round maintenance of the
entire Rampart- Eureka road.
unimproved, the road and surrounding
wetlands will continue to sustain
degradation.
An unimproved road also establishes a
ceiling to our growth and potential as a
community. Without affordable and
convenient transportation choices, our
residents have limited job opportunities,
poor access to critical services, and
prohibitively high cost of living. The
project will also increase opportunity for
development of small businesses
associated with fishing and tourism and
will make better use of existing
infrastructure owned or financed by Baan
O Yeel Kon, Inc. and the Village including
the health clinic, vacant store, community
hall, youth center, and washeteria.
Additional economic growth opportunities
exist with the nearby mining claims on
Minook Creek, the large gold prospect on
Elephant Mountain, Tofty Ridge Mine, and
the Drew Coal Prospect across the Yukon
River from Rampart.
3. Project Finance: The project is
appropriately capitalized up front and uses
asset management approaches to optimize
its long-term cost structure. Award of the
requested TIGER grant will capitalize the
project upfront. The project will be
designed for lower maintenance costs and
protection of capital assets such as
drainage structures. It will include
features such as hardened stream
crossings, geotextile fabric, and rock
protection to lower life cycle costs. Our
road design will be much like the Tanana
– Manley road which is a single-lane,
low-volume gravel road with periodic
turn-outs for passing vehicles. We will be
referencing the Tanana Road Design Study
Report as a recent and relevant example of
designing resilient transportation assets in
the Alaska Interior (Hutchinson, 2013).
The project improves the transportation
asset’s ability to withstand flooding,
spring-break up, and other climate-change
related impacts.
4. Sustainable Revenue for Operations
and Maintenance: The benefit of
building a single lane road is lower
construction costs, but the narrower road
will require slightly higher long-term
maintenance costs due to the same amount
of axle load driving over a smaller surface.
ADOT advised a cost per lane mile of
$3,500 for low volume gravel roads.
Assuming a lane-mile estimate of 15 miles
(accounting for the turn-outs), annual
O&M will cost $52,500. A sustainable
source of revenue is available for O&M
through an annual allocation of Tribal
Transportation Program (TTP) funds
provided through Federal Highway
Administration (FHWA). 66% of these
funds will be used annually to maintain the
road from Rampart to the Granite Creek
Bridge at which point the remainder of the
route is ADOT’s responsibility. The
remaining 33% of TTP funds is being
provided as match for this grant. In the
future, we would like to develop an
agreement with ADOT and FHWA for us to
provide year-round maintenance of the
entire Rampart- Eureka road.
11Phase II: Historical Rampart Road Improvement Project
5. Transportation Resiliency: The
completed road also play a significant role
in emergency response planning and the
overall reliability of a multimodal
transportation system for regional
residents, seasonal visitors, miners, and
tourists. Regions in the far north are
warming more quickly than other parts of
the world, and this pattern is expected to
continue. The ice breakup dates for both
the Tanana and Yukon Rivers have shifted
earlier by approximately seven days over
their respective periods of record (EPA,
2015). Early thawing can lead to severe ice
movement, jamming, and damage to
infrastructure as seen in the catastrophic
flood in May of 2013 that submerged the
City of Galena (downstream from us) in ice
and water. A federally-declared disaster
(DR-4122), phone, fuel, water and sewer
services were not operational and
subsistence caches of firewood and food
meant to keep families warm and fed all
year were lost. Galena residents were
emergency evacuated by plane. Because of
Rampart’s unique surrounding topography
and frequent fog and wind conditions, it is
more difficult to safely evacuate Rampart
residents by air in the event of an
emergency. Road access to the Elliott
Highway will also help with wildfire
mobilization and response.
At times, however, even the Elliott
Highway is impassable. For eight weeks
last year it was listed for hazardous travel
due to poor drainage from a warm spring.
Barge service tried to deliver freight and
fuel to Manley via the Tanana River, but
the Tanana is an unpredictable, wild river
that made delivery dangerous. If barge
deliveries were possible in Rampart (an
economic development project under
consideration by RVC), it would provide a
safe and reliable access point to serving the
communities of Tofty, Tanana, Eureka,
Minto, and Manley. None of these uses can
benefit the region, however, until the
condition of the Rampart Road is
improved.
c. Economic Competitiveness
Constructing the Phase II improvements is
instrumental in the medium and long-term
revitalization of Rampart. Continued and
sustained growth in Rampart hinges on
completion of the Rampart Road to
decrease transportation costs, increase
economic productivity of the region, and
make long-term job creation possible.
1. Decrease Costs/Increase Access:
The project will decrease transportation
costs of freight, mail, and people
considerably (as can be reviewed in section
vi). Comparable data can be drawn from
the economic effects of the Tanana –
Manley Road which was studied in detail
to understand how the road will shift
commodity volumes from a more
expensive mode of transportation (i.e. air
or barge) to less expensive truck transport.
The study suggests savings of nearly
$600,000 annually and potential savings of
up to $2.4 million in shipping costs to other
Yukon River communities (Northern
Economics, 2013).
Completing this project will provide
transformational improvements to
the existing condition of the road
and play an important role in
adapting to climate-change and
the mobility of goods and people in
the Alaska Interior.
5. Transportation Resiliency: The
completed road also play a significant role
in emergency response planning and the
overall reliability of a multimodal
transportation system for regional
residents, seasonal visitors, miners, and
tourists. Regions in the far north are
warming more quickly than other parts of
the world, and this pattern is expected to
continue. The ice breakup dates for both
the Tanana and Yukon Rivers have shifted
earlier by approximately seven days over
their respective periods of record (EPA,
2015). Early thawing can lead to severe ice
movement, jamming, and damage to
infrastructure as seen in the catastrophic
flood in May of 2013 that submerged the
City of Galena (downstream from us) in ice
and water. A federally-declared disaster
(DR-4122), phone, fuel, water and sewer
services were not operational and
subsistence caches of firewood and food
meant to keep families warm and fed all
year were lost. Galena residents were
emergency evacuated by plane. Because of
Rampart’s unique surrounding topography
and frequent fog and wind conditions, it is
more difficult to safely evacuate Rampart
residents by air in the event of an
emergency. Road access to the Elliott
Highway will also help with wildfire
mobilization and response.
At times, however, even the Elliott
Highway is impassable. For eight weeks
last year it was listed for hazardous travel
due to poor drainage from a warm spring.
Barge service tried to deliver freight and
fuel to Manley via the Tanana River, but
the Tanana is an unpredictable, wild river
that made delivery dangerous. If barge
deliveries were possible in Rampart (an
economic development project under
consideration by RVC), it would provide a
safe and reliable access point to serving the
communities of Tofty, Tanana, Eureka,
Minto, and Manley. None of these uses can
benefit the region, however, until the
condition of the Rampart Road is
improved.
c. Economic Competitiveness
Constructing the Phase II improvements is
instrumental in the medium and long-term
revitalization of Rampart. Continued and
sustained growth in Rampart hinges on
completion of the Rampart Road to
decrease transportation costs, increase
economic productivity of the region, and
make long-term job creation possible.
1. Decrease Costs/Increase Access:
The project will decrease transportation
costs of freight, mail, and people
considerably (as can be reviewed in section
vi). Comparable data can be drawn from
the economic effects of the Tanana –
Manley Road which was studied in detail
to understand how the road will shift
commodity volumes from a more
expensive mode of transportation (i.e. air
or barge) to less expensive truck transport.
The study suggests savings of nearly
$600,000 annually and potential savings of
up to $2.4 million in shipping costs to other
Yukon River communities (Northern
Economics, 2013).
Completing this project will provide
transformational improvements to
the existing condition of the road
and play an important role in
adapting to climate-change and
the mobility of goods and people in
the Alaska Interior.
12
The project will also improve access for
Americans with transportation
disadvantages by providing reliable and
timely access to employment centers,
education opportunities and other basic
services needed by workers (primarily in
Fairbanks). Rural residents experience a
disproportionate amount of transportation
disadvantages, particularly the young and
elderly who cannot make the trek from
Rampart to Eureka by snowmobile.
Educational attainment would be
improved significantly by having better
access to Fairbanks. “The reasons why are
not entirely clear, but students from small
Alaska Native communities certainly face
major cultural and other adjustments to
attending a large institution in a city.
Many Native students, including those
now living in urban areas, are also still the
first in their families to attend college –
and first-generation college students also
face extra hurdles” (Northern Economics,
2013).
2. Improve Efficiency, Reliability, & Costs of Transportation: The project improves the long-term efficiency and reliability of moving workers and goods. Presently, Rampart’s only reliable option for transporting people, freight, fuel, and mail is through Everts Air Cargo. Occasionally we use barge service for delivery of building materials or a vehicle, but it too is exceedingly expensive. Barge transport gets booked months in advance because of how many communities need delivered freight and fuel on the Yukon. Road access to Rampart (and hopefully a barge landing in the future), will improve the efficiency and reliability of moving freight, while also providing more affordable access for residents and visitors. As you can see in Figure 1, truck transport is significantly less expensive than air and barge delivery.
3. Economic Productivity and
Community Revitalization: The
economic productivity of land, capital, and
labor in proximity to the Rampart – Eureka
Road will increase as a result of this
project. One of the most significant
mineral resource prospects in the
Rampart-Eureka-Hot Springs placer gold
mining district is Elephant Mountain. This
property is accessed via Baan O Yeel Kon
Corporation land and the Rampart Road.
The Elephant Mountain prospect is
interpreted to be a reduced intrusion-
related gold system similar to the Fort
Knox Mine, Ryan Lode, and Tru North
deposits located in the nearby Fairbanks
Gold Mining district (Robert T. Boyd,
2015). On the other side of the Rampart
Road is the Tofty Tin Belt, a 12-mile long
area north of Manley Hot Springs which
holds occurrences of uranium, thorium,
and rare earth elements (Northern
Nekoya Wiehl and Liyana Woods
The project will also improve access for
Americans with transportation
disadvantages by providing reliable and
timely access to employment centers,
education opportunities and other basic
services needed by workers (primarily in
Fairbanks). Rural residents experience a
disproportionate amount of transportation
disadvantages, particularly the young and
elderly who cannot make the trek from
Rampart to Eureka by snowmobile.
Educational attainment would be
improved significantly by having better
access to Fairbanks. “The reasons why are
not entirely clear, but students from small
Alaska Native communities certainly face
major cultural and other adjustments to
attending a large institution in a city.
Many Native students, including those
now living in urban areas, are also still the
first in their families to attend college –
and first-generation college students also
face extra hurdles” (Northern Economics,
2013).
2. Improve Efficiency, Reliability, & Costs of Transportation: The project improves the long-term efficiency and reliability of moving workers and goods. Presently, Rampart’s only reliable option for transporting people, freight, fuel, and mail is through Everts Air Cargo. Occasionally we use barge service for delivery of building materials or a vehicle, but it too is exceedingly expensive. Barge transport gets booked months in advance because of how many communities need delivered freight and fuel on the Yukon. Road access to Rampart (and hopefully a barge landing in the future), will improve the efficiency and reliability of moving freight, while also providing more affordable access for residents and visitors. As you can see in Figure 1, truck transport is significantly less expensive than air and barge delivery.
3. Economic Productivity and
Community Revitalization: The
economic productivity of land, capital, and
labor in proximity to the Rampart – Eureka
Road will increase as a result of this
project. One of the most significant
mineral resource prospects in the
Rampart-Eureka-Hot Springs placer gold
mining district is Elephant Mountain. This
property is accessed via Baan O Yeel Kon
Corporation land and the Rampart Road.
The Elephant Mountain prospect is
interpreted to be a reduced intrusion-
related gold system similar to the Fort
Knox Mine, Ryan Lode, and Tru North
deposits located in the nearby Fairbanks
Gold Mining district (Robert T. Boyd,
2015). On the other side of the Rampart
Road is the Tofty Tin Belt, a 12-mile long
area north of Manley Hot Springs which
holds occurrences of uranium, thorium,
and rare earth elements (Northern
Nekoya Wiehl and Liyana Woods
13Phase II: Historical Rampart Road Improvement Project
Economics, 2013). Despite a number of
known exploratory sites, many sites
remain undeveloped due to limited
reserves, remoteness, arctic climate, and
lack of transportation infrastructure.
Increased economic productivity of land in
the project area also aids community
revitalization. It is common for mineral
resource projects to be located on Alaska
Native lands, which creates a unique
opportunity for Alaska Native
Corporations to partner with private
industry and provide employment
opportunities for Alaska Native Claims
Settlement Act (ANCSA) shareholders.
1
The successful Calista Corporation and
Donlin Gold Exploration shareholder hire
agreement is a case study in the benefits of
resident hire during the exploration phase.
Calista shareholders and their descendants
were given a hiring preference and 83% of
1 Alaska Natives have traditionally used and occupied the
land of Alaska for thousands of years. Boundaries of
control were not based on written documents or maps,
but on actual traditions and practice. In the late 1950’s
and early 1960’s, the State and sectors of federal
government began encroaching what Alaska Natives felt
to be their traditional lands. The Alaska Native Claims
Settlement Act (ANCSA) addressed the issue of
landownership by settling what lands Alaska Natives
owned by right of traditional use and occupancy. Baan O
Yeel Kon Corporation is the village corporation for
approximately 200 Alaska Native residents or descents of
Rampart. Doyon, Limited is one of 13 Alaska Native
Regional Corporations that owns land and sub-surface
rights in and around Rampart and the project area.
the onsite jobs at Donlin Gold were filled
by Calista shareholders (McDoweel Group,
Inc., 2012).
4. Long-Term Job Creation and
Economic Opportunity: The majority of
increased economic productivity will
emerge from community revitalization.
37% of employment opportunities are
provided by the Rampart Village Council
(RVC). Additional long-term economic
opportunities anticipated as a result of this
project include contractors for remodeling
and constructing new homes, installing
energy efficiency upgrades, tourism
businesses, Rampart road maintenance,
health care services, and teaching
positions. We also expect Baan O Yeel Kon
Corporation to dust off feasibility plans to
construct a fish processing plant and rental
cabins. At the time, both projects were
deemed unfeasible due to high
transportation costs. We expect demand
for rental cabins and small homes to
increase significantly once the road is
complete as a weekend get-away for
Fairbanks residents. In the winter, “fat
biking” is becoming wildly popular and
another mode of transit that we expect
visitors to use. There is also a growing trend
of tourists looking for ‘off-the-beaten-path’
experiences to see Alaska Native traditions,
Figure 1: Transportation Costs
AIR TRANSPORT BARGE TRANSPORT
Freight $0.49/lb. Yukon Cargo $0.30/lb. or $5,000 flat rate
Oversized Freight$1.40/lb. H & W River Services $0.26/lb.
Priority Freight$1.50/lb.
TRUCK TRANSPORT
One-Way Passenger$95/ per personFreight (full truck from Fairbanks)$500
Round-Trip $190/per personFuel (from Fairbanks) $650
Fuel: $2.95 unleaded fuel per gallonFuel: $2.20 for heating oil, $2.53 for unleaded fuel, $2.40 ultra-low diesel per gallon
Economics, 2013). Despite a number of
known exploratory sites, many sites
remain undeveloped due to limited
reserves, remoteness, arctic climate, and
lack of transportation infrastructure.
Increased economic productivity of land in
the project area also aids community
revitalization. It is common for mineral
resource projects to be located on Alaska
Native lands, which creates a unique
opportunity for Alaska Native
Corporations to partner with private
industry and provide employment
opportunities for Alaska Native Claims
Settlement Act (ANCSA) shareholders.
1
The successful Calista Corporation and
Donlin Gold Exploration shareholder hire
agreement is a case study in the benefits of
resident hire during the exploration phase.
Calista shareholders and their descendants
were given a hiring preference and 83% of
1 Alaska Natives have traditionally used and occupied the
land of Alaska for thousands of years. Boundaries of
control were not based on written documents or maps,
but on actual traditions and practice. In the late 1950’s
and early 1960’s, the State and sectors of federal
government began encroaching what Alaska Natives felt
to be their traditional lands. The Alaska Native Claims
Settlement Act (ANCSA) addressed the issue of
landownership by settling what lands Alaska Natives
owned by right of traditional use and occupancy. Baan O
Yeel Kon Corporation is the village corporation for
approximately 200 Alaska Native residents or descents of
Rampart. Doyon, Limited is one of 13 Alaska Native
Regional Corporations that owns land and sub-surface
rights in and around Rampart and the project area.
the onsite jobs at Donlin Gold were filled
by Calista shareholders (McDoweel Group,
Inc., 2012).
4. Long-Term Job Creation and
Economic Opportunity: The majority of
increased economic productivity will
emerge from community revitalization.
37% of employment opportunities are
provided by the Rampart Village Council
(RVC). Additional long-term economic
opportunities anticipated as a result of this
project include contractors for remodeling
and constructing new homes, installing
energy efficiency upgrades, tourism
businesses, Rampart road maintenance,
health care services, and teaching
positions. We also expect Baan O Yeel Kon
Corporation to dust off feasibility plans to
construct a fish processing plant and rental
cabins. At the time, both projects were
deemed unfeasible due to high
transportation costs. We expect demand
for rental cabins and small homes to
increase significantly once the road is
complete as a weekend get-away for
Fairbanks residents. In the winter, “fat
biking” is becoming wildly popular and
another mode of transit that we expect
visitors to use. There is also a growing trend
of tourists looking for ‘off-the-beaten-path’
experiences to see Alaska Native traditions,
Figure 1: Transportation Costs
AIR TRANSPORT BARGE TRANSPORT
Freight $0.49/lb. Yukon Cargo $0.30/lb. or $5,000 flat rate
Oversized Freight$1.40/lb. H & W River Services $0.26/lb.
Priority Freight$1.50/lb.
TRUCK TRANSPORT
One-Way Passenger$95/ per personFreight (full truck from Fairbanks)$500
Round-Trip $190/per personFuel (from Fairbanks) $650
Fuel: $2.95 unleaded fuel per gallonFuel: $2.20 for heating oil, $2.53 for unleaded fuel, $2.40 ultra-low diesel per gallon
14
the northern lights, and history of Alaska.
Recognizing this, we have decided to install
informational and cultural kiosks at several
of the turnouts to educate travelers about
the history of the roadway.
5. Global Economy Implications: The
project area is rich in natural resources.
Completing the Rampart – Eureka Road
will improve access to several known
exploratory sites. In the event any
prospects are developed, the Rampart
Road will be critical for affordable export
of cargo.
Leadership and Vision: Other than the
wealth of economic opportunities made
possible by reliable, year-round access to
Rampart, a core component of Rampart’s
economy will continue to include
subsistence. Subsistence fishing and
hunting for Alaska Native groups are the
customs and traditions in obtaining,
processing, and distributing wild
resources. Subsistence uses include
gathering building materials and wood as a
source of fuel, using wild furs and hides for
clothing, making tools and home goods,
fish products for feeding dog teams which
provide transportation, and handicrafts
used during potlatches and other
ceremonial occasions. 175-200 people
return to Rampart in the summer for
subsistence purposes (many of which
utilize the Rampart Road to transport a
summer’s worth of food and supplies to
their fish camps). To make it possible for
more seasonal visitors to live in Rampart
year-round, RVC knew that families must
have economic opportunity and a school
for K-12 education. RVC offered a
relocation package so long as the family
had at least one child enrolled in the
Rampart School for the entire 2015-16
school year and had at least one member of
the family employed with either the
Rampart Village Council or Tanana Chiefs
Conference. RVC pays for an airplane
charter (typically $1,900) or reimburses
families for truck and boat gas to move via
the Yukon River. Completion of the
Rampart Road is an essential aspect of our
larger strategy to revitalize Rampart.
d. Quality of Life
The project increases transportation
choices and improves access to essential
services for people in the project area. The
beneficiaries of the project are a
disadvantaged group defined by a
particular pattern of denied resources and
barriers to self-sufficiency. Barriers
include the unavailability of resources,
inaccessibility of essential services, and
society’s regard to Alaska Natives.
Livability Principle – Provide more
transportation choices. The project
develops safe, reliable and economical
transportation choices to decrease
household transportation costs. Until this
project is complete, residents are limited
to $190/round-trip flights to Fairbanks,
plus lodging, taxi-travel, and food
expenses. Flights have been canceled for
up to six weeks due to severe fog, wind, and
storm conditions. In the winter, residents
snowmobile the Rampart trail to a parking
lot maintained by ADOT before making the
long drive to Fairbanks. On the return trip,
We have well-thought out
plans for sustained growth
and community
development, and are eager
to accelerate our progress
towards that vision.
the northern lights, and history of Alaska.
Recognizing this, we have decided to install
informational and cultural kiosks at several
of the turnouts to educate travelers about
the history of the roadway.
5. Global Economy Implications: The
project area is rich in natural resources.
Completing the Rampart – Eureka Road
will improve access to several known
exploratory sites. In the event any
prospects are developed, the Rampart
Road will be critical for affordable export
of cargo.
Leadership and Vision: Other than the
wealth of economic opportunities made
possible by reliable, year-round access to
Rampart, a core component of Rampart’s
economy will continue to include
subsistence. Subsistence fishing and
hunting for Alaska Native groups are the
customs and traditions in obtaining,
processing, and distributing wild
resources. Subsistence uses include
gathering building materials and wood as a
source of fuel, using wild furs and hides for
clothing, making tools and home goods,
fish products for feeding dog teams which
provide transportation, and handicrafts
used during potlatches and other
ceremonial occasions. 175-200 people
return to Rampart in the summer for
subsistence purposes (many of which
utilize the Rampart Road to transport a
summer’s worth of food and supplies to
their fish camps). To make it possible for
more seasonal visitors to live in Rampart
year-round, RVC knew that families must
have economic opportunity and a school
for K-12 education. RVC offered a
relocation package so long as the family
had at least one child enrolled in the
Rampart School for the entire 2015-16
school year and had at least one member of
the family employed with either the
Rampart Village Council or Tanana Chiefs
Conference. RVC pays for an airplane
charter (typically $1,900) or reimburses
families for truck and boat gas to move via
the Yukon River. Completion of the
Rampart Road is an essential aspect of our
larger strategy to revitalize Rampart.
d. Quality of Life
The project increases transportation
choices and improves access to essential
services for people in the project area. The
beneficiaries of the project are a
disadvantaged group defined by a
particular pattern of denied resources and
barriers to self-sufficiency. Barriers
include the unavailability of resources,
inaccessibility of essential services, and
society’s regard to Alaska Natives.
Livability Principle – Provide more
transportation choices. The project
develops safe, reliable and economical
transportation choices to decrease
household transportation costs. Until this
project is complete, residents are limited
to $190/round-trip flights to Fairbanks,
plus lodging, taxi-travel, and food
expenses. Flights have been canceled for
up to six weeks due to severe fog, wind, and
storm conditions. In the winter, residents
snowmobile the Rampart trail to a parking
lot maintained by ADOT before making the
long drive to Fairbanks. On the return trip,
We have well-thought out
plans for sustained growth
and community
development, and are eager
to accelerate our progress
towards that vision.
15Phase II: Historical Rampart Road Improvement Project
snowmobiles can be difficult to start after
sitting out in the cold for extended periods.
Truck transport will reduce RVC’s annual
fuel bill ($118,000-$140,000 on average) by
43%, freeing up a minimum of $50K to
$60K annually for reinvestment in
renewable energy projects listed in our
2015 Strategic Energy Plan. Reducing our
reliance on fossil fuels will also improve
air quality, reduce greenhouse gas
emissions, and promote public health. It is
estimated that rural communities in
Alaska contribute over 95% of the
statewide hydrocarbon emissions and 80%
of statewide particulate matter emissions,
even though they only contain about 40%
of the statewide population (Sierra
Research, Inc., 2007). Main sources of air
quality pollution in rural Alaska are from
wood burning (due to the high cost of
paying for electricity generated by diesel)
and diesel pollution from power generators
and home heating devices. We are
committed to integrating renewable
energy resources into our portfolio.
We know the project will increase driving
and hence greenhouse gas emissions. We
intend to counteract this increase in
greenhouse gas emissions by starting up a
Tribal Transit Program for ridesharing to
Fairbanks. This service will not only
benefit the environment by reducing the
instances of single-passenger cars, it will
also provide safe, reliable, and economical
transportation for elders and those with
disabilities.
Coordination with Planning &
Economic Development Decisions:
Land-use planning and economic
development decisions, locally and in the
entire region, are directly impacted by
completion of the Rampart Road. This
project has been coordinated with Baan O
Yeel Kon Corporation and Doyon, Limited
– the largest surface and sub-surface
landowners in the project area.
Completion of the road will afford the
opportunity to engage private industry;
federal, state, and local government;
villages in the region; and beyond in
additional land-use planning and
economic development decisions.
Anchoring Transformative and Long
Lasting Quality of Life Changes: The
most burdensome issue impacting quality
of life for residents in rural Alaska is the
high cost of living. Alaska is the fourth
most expensive State in the U.S. with a
price index of 133.2 (Fried, 2015). With
Anchorage serving as the base community,
the roadless interior had a 2008
differential of 1.31 meaning that the cost of
living in Rampart is 31 percent higher than
in Anchorage (McDowell Group, 2008).
Though fuel prices have plummeted
throughout the U.S., fuel and frieght costs
remain persistently high in rural Alaska
because of plane and barge transport costs.
In 2015, RVC charged customers $6.50/gal
for heating fuel, which is a record low
compared to the $10.00/gal it cost during
peak fuel prices of 2008 (Rampart Village
Council, 2015). As there isn’t a community
store, residents must order exactly what
they need and be ready to pick it up when
the plane lands. Groceries are less
expensive when brought in by snowmobile,
but travelers are limited to quantities they
can tow. Most residents don’t bother with
fruits and vegetables because they can be
damaged by freezing or in transit.
In a community where the median
household income is only $37,257, reliable
and economical transportation from
Rampart to the Alaska State Highway
snowmobiles can be difficult to start after
sitting out in the cold for extended periods.
Truck transport will reduce RVC’s annual
fuel bill ($118,000-$140,000 on average) by
43%, freeing up a minimum of $50K to
$60K annually for reinvestment in
renewable energy projects listed in our
2015 Strategic Energy Plan. Reducing our
reliance on fossil fuels will also improve
air quality, reduce greenhouse gas
emissions, and promote public health. It is
estimated that rural communities in
Alaska contribute over 95% of the
statewide hydrocarbon emissions and 80%
of statewide particulate matter emissions,
even though they only contain about 40%
of the statewide population (Sierra
Research, Inc., 2007). Main sources of air
quality pollution in rural Alaska are from
wood burning (due to the high cost of
paying for electricity generated by diesel)
and diesel pollution from power generators
and home heating devices. We are
committed to integrating renewable
energy resources into our portfolio.
We know the project will increase driving
and hence greenhouse gas emissions. We
intend to counteract this increase in
greenhouse gas emissions by starting up a
Tribal Transit Program for ridesharing to
Fairbanks. This service will not only
benefit the environment by reducing the
instances of single-passenger cars, it will
also provide safe, reliable, and economical
transportation for elders and those with
disabilities.
Coordination with Planning &
Economic Development Decisions:
Land-use planning and economic
development decisions, locally and in the
entire region, are directly impacted by
completion of the Rampart Road. This
project has been coordinated with Baan O
Yeel Kon Corporation and Doyon, Limited
– the largest surface and sub-surface
landowners in the project area.
Completion of the road will afford the
opportunity to engage private industry;
federal, state, and local government;
villages in the region; and beyond in
additional land-use planning and
economic development decisions.
Anchoring Transformative and Long
Lasting Quality of Life Changes: The
most burdensome issue impacting quality
of life for residents in rural Alaska is the
high cost of living. Alaska is the fourth
most expensive State in the U.S. with a
price index of 133.2 (Fried, 2015). With
Anchorage serving as the base community,
the roadless interior had a 2008
differential of 1.31 meaning that the cost of
living in Rampart is 31 percent higher than
in Anchorage (McDowell Group, 2008).
Though fuel prices have plummeted
throughout the U.S., fuel and frieght costs
remain persistently high in rural Alaska
because of plane and barge transport costs.
In 2015, RVC charged customers $6.50/gal
for heating fuel, which is a record low
compared to the $10.00/gal it cost during
peak fuel prices of 2008 (Rampart Village
Council, 2015). As there isn’t a community
store, residents must order exactly what
they need and be ready to pick it up when
the plane lands. Groceries are less
expensive when brought in by snowmobile,
but travelers are limited to quantities they
can tow. Most residents don’t bother with
fruits and vegetables because they can be
damaged by freezing or in transit.
In a community where the median
household income is only $37,257, reliable
and economical transportation from
Rampart to the Alaska State Highway
16
System would have a transformative
impact on quality of life (Gale Cengage
Learning, 2016). Life in rural Alaska is
challenging, but our energetic and
determined attitude towards community
revitalization has made Rampart a place
worth returning too.
e. Environmental sustainability
A corridor study, environmental
assessment, and pre-design engineering
report was prepared by ADOT to meet the
project development and environmental
documentation requirements of the
Federal Highway Administration, National
Environmental Policy Act, and other
federal and state legislative mandates. A
Finding of No Significant Impact was
determined in June of 2001.
1. Reduction in Air and Water
Pollution: The project reduces air and
water pollution by drastically reducing the
amount of snowmobile traffic on the route.
Pollution from snowmobile exhaust
accumulates in the snowpack and is
released during spring snowmelt, elevating
the acidity of nearby surface waters.
Snowmobile emissions in the snowpack
are released in the first 20 percent of
snowmelt, and this acid pulse is a major
cause of death for aquatic insects and
amphibians. Snowmobile exhaust also
contains dangerous levels of airborne
toxins including nitrogen oxides, carbon
monoxide, ozone, aldehydes, butadiene,
benzenes, and extremely persistent
polcyclic aromatic hydrocarbons. A two-
stroke snowmobile can emit as many
hydrocarbons and nitrogen oxides as 100
cars and create up to 1,000 times more
carbon monoxide. In addition,
snowmobiles emit significant amounts of
carbon dioxide which is classified as an air
pollutant under section 302(g) of the
Clean Air Act and is well-documented to
contribute to climate change (Winter
Wildlands Alliance). Snowmobile traffic
will be replaced by cars and trucks, which
emit air quality pollution as well, but to a
significantly lesser degree. Rampart
Village Council also intends to establish a
transit agency to facilitate carpooling and
multi-occupancy vehicle travel.
2. Avoid Adverse Environmental
Impacts: At least 35 species of mammals
may occur in the general vicinity of the
Rampart Road corridor including moose,
black bear, caribou, grizzly bears, lynx,
and gray wolf (ABR, Inc., 1998). Potential
impacts to fish and mammals will be
mitigated during construction by careful
control and disposal of garbage.
Furbearers, particularly beavers, are
present throughout the Minook Creek
valley bottom. Beaver dams generally
enhance aquatic productivity by
providing rearing and winter habitat for
fish and habitat for waterfowl in the
resulting ponds. In contrast, however,
dams can also prohibit access to spawning
and rearing habitats which often form at
culverts and other drainage structures. To
mitigate the potential for damming, we
are designing hardened stream crossings
(as seen in the Manley – Tanana Road)
which provide the additional benefits of
habitat connectivity and not washing out
during spring break-up.
Completing the Rampart Road is
vital for anchoring
transformative, positive and
long-lasting quality of life
changes locally and beyond.
System would have a transformative
impact on quality of life (Gale Cengage
Learning, 2016). Life in rural Alaska is
challenging, but our energetic and
determined attitude towards community
revitalization has made Rampart a place
worth returning too.
e. Environmental sustainability
A corridor study, environmental
assessment, and pre-design engineering
report was prepared by ADOT to meet the
project development and environmental
documentation requirements of the
Federal Highway Administration, National
Environmental Policy Act, and other
federal and state legislative mandates. A
Finding of No Significant Impact was
determined in June of 2001.
1. Reduction in Air and Water
Pollution: The project reduces air and
water pollution by drastically reducing the
amount of snowmobile traffic on the route.
Pollution from snowmobile exhaust
accumulates in the snowpack and is
released during spring snowmelt, elevating
the acidity of nearby surface waters.
Snowmobile emissions in the snowpack
are released in the first 20 percent of
snowmelt, and this acid pulse is a major
cause of death for aquatic insects and
amphibians. Snowmobile exhaust also
contains dangerous levels of airborne
toxins including nitrogen oxides, carbon
monoxide, ozone, aldehydes, butadiene,
benzenes, and extremely persistent
polcyclic aromatic hydrocarbons. A two-
stroke snowmobile can emit as many
hydrocarbons and nitrogen oxides as 100
cars and create up to 1,000 times more
carbon monoxide. In addition,
snowmobiles emit significant amounts of
carbon dioxide which is classified as an air
pollutant under section 302(g) of the
Clean Air Act and is well-documented to
contribute to climate change (Winter
Wildlands Alliance). Snowmobile traffic
will be replaced by cars and trucks, which
emit air quality pollution as well, but to a
significantly lesser degree. Rampart
Village Council also intends to establish a
transit agency to facilitate carpooling and
multi-occupancy vehicle travel.
2. Avoid Adverse Environmental
Impacts: At least 35 species of mammals
may occur in the general vicinity of the
Rampart Road corridor including moose,
black bear, caribou, grizzly bears, lynx,
and gray wolf (ABR, Inc., 1998). Potential
impacts to fish and mammals will be
mitigated during construction by careful
control and disposal of garbage.
Furbearers, particularly beavers, are
present throughout the Minook Creek
valley bottom. Beaver dams generally
enhance aquatic productivity by
providing rearing and winter habitat for
fish and habitat for waterfowl in the
resulting ponds. In contrast, however,
dams can also prohibit access to spawning
and rearing habitats which often form at
culverts and other drainage structures. To
mitigate the potential for damming, we
are designing hardened stream crossings
(as seen in the Manley – Tanana Road)
which provide the additional benefits of
habitat connectivity and not washing out
during spring break-up.
Completing the Rampart Road is
vital for anchoring
transformative, positive and
long-lasting quality of life
changes locally and beyond.
17Phase II: Historical Rampart Road Improvement Project
3. Environmental Benefits: The project
will provide environmental benefits by
reducing degradation in wetlands and at
stream crossings currently caused by
off-road travel. The route is located
primarily on the west side of the Minook
Creek drainage, a tributary of the Yukon
River. Wetlands are distributed throughout
the valley bottoms of Minook Creek and its
tributaries. Thirty-two wetland types and
one-human disturbed wetland type were
identified along the route. Areas disturbed
by human activities compose 4.1%, or 180.7
acres, of the total area mapped with most
damange occuring on the existing trail
– mostly in the northern half of the
corridor to Rampart (ABR, Inc., 1998).
The project area provides significant
wetland functions including groundwater
recharge, hydrologic control, wildlife
habitat, and subsistence/recreational use.
The lower Minook Creek drainage is
classified as anadromous fish habitat
providing spawning habitat for chum
salmon. Resident species in Minook creek
include dolly varden, arctic grayling, round
whitefish, and slimy scuplin. Two fish
crossings will be constructed at Slate and
Ruby Creeks to accommodate juvenile
chinooks. Please review additional
information on how the project reduces
our nation’s dependence on foreign oil,
improves air quality, and reduces
greenhouse gas emissions in section v.i.d.
ii. Secondary
Selection Criteria
a. Innovation
The use of innovative strategies described
below helps us attain long-term outcomes
of lower transportation costs, increased
economic productivity of the region, and
long-term jobs.
Innovative Finance: To achieve O&M
cost savings, we will work with ADOT to
discuss converting maintenance funds and
responsibilities for the first half of the road
(under their jurisdiction) to Rampart
Village Council through an agreement with
FHWA.
3. Environmental Benefits: The project
will provide environmental benefits by
reducing degradation in wetlands and at
stream crossings currently caused by
off-road travel. The route is located
primarily on the west side of the Minook
Creek drainage, a tributary of the Yukon
River. Wetlands are distributed throughout
the valley bottoms of Minook Creek and its
tributaries. Thirty-two wetland types and
one-human disturbed wetland type were
identified along the route. Areas disturbed
by human activities compose 4.1%, or 180.7
acres, of the total area mapped with most
damange occuring on the existing trail
– mostly in the northern half of the
corridor to Rampart (ABR, Inc., 1998).
The project area provides significant
wetland functions including groundwater
recharge, hydrologic control, wildlife
habitat, and subsistence/recreational use.
The lower Minook Creek drainage is
classified as anadromous fish habitat
providing spawning habitat for chum
salmon. Resident species in Minook creek
include dolly varden, arctic grayling, round
whitefish, and slimy scuplin. Two fish
crossings will be constructed at Slate and
Ruby Creeks to accommodate juvenile
chinooks. Please review additional
information on how the project reduces
our nation’s dependence on foreign oil,
improves air quality, and reduces
greenhouse gas emissions in section v.i.d.
ii. Secondary
Selection Criteria
a. Innovation
The use of innovative strategies described
below helps us attain long-term outcomes
of lower transportation costs, increased
economic productivity of the region, and
long-term jobs.
Innovative Finance: To achieve O&M
cost savings, we will work with ADOT to
discuss converting maintenance funds and
responsibilities for the first half of the road
(under their jurisdiction) to Rampart
Village Council through an agreement with
FHWA.
18
Innovative Contracting and Project
Delivery: The traditional method for
project delivery by the FHWA is
competitive bid. An alternative method for
fulfilling bidding requirements is the
utilization of agency force account. Agency
force account means that the construction
work is performed using the labor,
equipment, materials, and supplies that
are under Rampart’s control. Using a force
account for a portion of the scope is cost-
effective and provides local employment.
We recently purchased a new loader and
excavator for a new housing subdivision
and this summer’s road improvement
project on the Rampart Road to the airport.
We also have two dump trucks, a dozer, and
the largest skid steer made by CAT with all
the necessary attachments for brush
clearing. The project team will submit
documentation to the oversight agency to
support Rampart’s ability to satisfactorily
complete a portion of the proposed
construction work. Documentation will
show that the work can be completed
within a reasonable time frame, the cost-
effectiveness of using agency forces, that
personnel can achieve acceptable quality
expected within the Federal-aid Highway
Program, evidence of similar work, and a
list of personnel and resources available to
do the work.
Utilizing local labor and equipment works
well in our community. In 2013, RVC hired
a project manager and several local tribal
members to perform a Culvert
Replacement Maintenance Project.
Because of Rampart’s exceptionally rural
location, it was far less expensive to use
local labor than outside labor and pay for
housing them in the local school and all
meals. The next upcoming example of the
tribe using force account is the Rampart
Road Airport Improvement Project
starting June 1, 2016.
Construction of the nearby Tanana Road
provides another positive example of how
local labor and equipment can provide cost
effective solutions to road construction in
the bush. Tanana employed 16 workers (up
to $25/hour) to chop down trees and brush
with chainsaws and haul them to staging
areas by four-wheeler. Cruz Construction
worked on tree removal from the other end
of the road and employed an additional six
locals from Manley (Shedlock, 2014).
b. Partnership
Jurisdictional and Stakeholder
Collaboration: The project’s long history
of collaboration has involved many
jurisdictions and stakeholders including
the Alaska State Department of
Transportation & Public Facilities, Federal
and State agencies, Federal Highway
Administration Tribal Transportation
Program, Tanana Chiefs Conference, Baan
O Yeel Kon Corporation, Alaska Tribal
Transportation Services Inc., and most
importantly – the people directly impacted
by construction of the Rampart Road.
Please review Attachment: Letters of
Support for documentation of funding and
project development support.
This project is the result of
strong collaboration
among a broad range of
stakeholders and was
developed through a
robust and inclusive
planning process.
Innovative Contracting and Project
Delivery: The traditional method for
project delivery by the FHWA is
competitive bid. An alternative method for
fulfilling bidding requirements is the
utilization of agency force account. Agency
force account means that the construction
work is performed using the labor,
equipment, materials, and supplies that
are under Rampart’s control. Using a force
account for a portion of the scope is cost-
effective and provides local employment.
We recently purchased a new loader and
excavator for a new housing subdivision
and this summer’s road improvement
project on the Rampart Road to the airport.
We also have two dump trucks, a dozer, and
the largest skid steer made by CAT with all
the necessary attachments for brush
clearing. The project team will submit
documentation to the oversight agency to
support Rampart’s ability to satisfactorily
complete a portion of the proposed
construction work. Documentation will
show that the work can be completed
within a reasonable time frame, the cost-
effectiveness of using agency forces, that
personnel can achieve acceptable quality
expected within the Federal-aid Highway
Program, evidence of similar work, and a
list of personnel and resources available to
do the work.
Utilizing local labor and equipment works
well in our community. In 2013, RVC hired
a project manager and several local tribal
members to perform a Culvert
Replacement Maintenance Project.
Because of Rampart’s exceptionally rural
location, it was far less expensive to use
local labor than outside labor and pay for
housing them in the local school and all
meals. The next upcoming example of the
tribe using force account is the Rampart
Road Airport Improvement Project
starting June 1, 2016.
Construction of the nearby Tanana Road
provides another positive example of how
local labor and equipment can provide cost
effective solutions to road construction in
the bush. Tanana employed 16 workers (up
to $25/hour) to chop down trees and brush
with chainsaws and haul them to staging
areas by four-wheeler. Cruz Construction
worked on tree removal from the other end
of the road and employed an additional six
locals from Manley (Shedlock, 2014).
b. Partnership
Jurisdictional and Stakeholder
Collaboration: The project’s long history
of collaboration has involved many
jurisdictions and stakeholders including
the Alaska State Department of
Transportation & Public Facilities, Federal
and State agencies, Federal Highway
Administration Tribal Transportation
Program, Tanana Chiefs Conference, Baan
O Yeel Kon Corporation, Alaska Tribal
Transportation Services Inc., and most
importantly – the people directly impacted
by construction of the Rampart Road.
Please review Attachment: Letters of
Support for documentation of funding and
project development support.
This project is the result of
strong collaboration
among a broad range of
stakeholders and was
developed through a
robust and inclusive
planning process.
19Phase II: Historical Rampart Road Improvement Project
During ADOT’s development of the
Environmental Assessment for the Eureka
– Rampart Road, a detailed scoping
comment period involved diverse
individuals, groups, and organizations. The
project warranted enough support for
ADOT to widen and grade the road from
Eureka to the north side of Granite Creek
including the installation of two new
bridges and two fish crossing culverts.
ADOT continues to support the project,
but they are constrained by the severe
economic climate plaguing Alaska. For
context - Alaska’s General Fund Budget is
$5 billion. 85% of the State’s budget is
funded by oil revenue. With sustained low
prices, Alaska has over a $3.5 billion
shortfall which has required us to take the
lead on this project.
A critical partner for us, in all facets of
community development, is Tanana Chiefs
Conference (TCC). TCC represents the 42
villages of Interior Alaska and administers
the health and social service needs of its
people. The TCC region covers an area
equal to 37% of the State of Alaska, which
is just slightly smaller than Texas. The
Board of Director’s ‘vital few priorities’ for
2015/16 included the development of a
Regional Transportation Plan – an effort
led by project team member, Melanie
Herbert. This project is being coordinated
with TCC and is supported by the Board of
Directors.
Alaska Tribal Transportation Services Inc.
and their Senior Planner, Lawrence
(Larry) Bredeman is also an instrumental
project partner advising the delivery of our
FHWA Tribal Transportation Program
Agreement. Larry has extensive experience
helping rural villages administer federal
funds, most recently helping Gwichyaa
Zhee Gwich’in Tribal Government of Fort
Yukon administer $3.1 million of Tribal
Transportation Bridge Program funding
for the Ivars Bridge Replacement Project
across the Sucker River. In 2005, Larry
worked as dump truck operator for Wilder
Construction Company to construct the
first half of Rampart Road where he gained
direct appreciation for the importance of
this project.
Disciplinary Integration: The project
brings together diverse transportation and
non-transportation agencies to pursue the
similar objective of reducing the cost of
living and making sustained growth
possible. With a community the size of
Rampart, transportation planning is
inherent in all facets of economic
development, housing, education, social
services, and infrastructure. Figure 2 on
the following page shows planned and
in-progress community development
projects that are all directly influenced by
the completion of this project.
During ADOT’s development of the
Environmental Assessment for the Eureka
– Rampart Road, a detailed scoping
comment period involved diverse
individuals, groups, and organizations. The
project warranted enough support for
ADOT to widen and grade the road from
Eureka to the north side of Granite Creek
including the installation of two new
bridges and two fish crossing culverts.
ADOT continues to support the project,
but they are constrained by the severe
economic climate plaguing Alaska. For
context - Alaska’s General Fund Budget is
$5 billion. 85% of the State’s budget is
funded by oil revenue. With sustained low
prices, Alaska has over a $3.5 billion
shortfall which has required us to take the
lead on this project.
A critical partner for us, in all facets of
community development, is Tanana Chiefs
Conference (TCC). TCC represents the 42
villages of Interior Alaska and administers
the health and social service needs of its
people. The TCC region covers an area
equal to 37% of the State of Alaska, which
is just slightly smaller than Texas. The
Board of Director’s ‘vital few priorities’ for
2015/16 included the development of a
Regional Transportation Plan – an effort
led by project team member, Melanie
Herbert. This project is being coordinated
with TCC and is supported by the Board of
Directors.
Alaska Tribal Transportation Services Inc.
and their Senior Planner, Lawrence
(Larry) Bredeman is also an instrumental
project partner advising the delivery of our
FHWA Tribal Transportation Program
Agreement. Larry has extensive experience
helping rural villages administer federal
funds, most recently helping Gwichyaa
Zhee Gwich’in Tribal Government of Fort
Yukon administer $3.1 million of Tribal
Transportation Bridge Program funding
for the Ivars Bridge Replacement Project
across the Sucker River. In 2005, Larry
worked as dump truck operator for Wilder
Construction Company to construct the
first half of Rampart Road where he gained
direct appreciation for the importance of
this project.
Disciplinary Integration: The project
brings together diverse transportation and
non-transportation agencies to pursue the
similar objective of reducing the cost of
living and making sustained growth
possible. With a community the size of
Rampart, transportation planning is
inherent in all facets of economic
development, housing, education, social
services, and infrastructure. Figure 2 on
the following page shows planned and
in-progress community development
projects that are all directly influenced by
the completion of this project.
20
Figure 2: Planned and In-Progress
Community Development Projects
Community Development Projects
Communications
2016
Cell Phone
Tower
2017
2 New
Homes
2017
Rampart
Road Design
2015
15 Students
2015
Join power cost
equalization
program
2017
LED street
light additions
2017
Radio
Receiver
2018
2 New
Homes
2018
Rampart
Road
Construction/
purchase
water truck
2020
25 Students
2025
35 Students
2016
LED street
lights, lagoon
upgrades
2018
Migrate hauled
water homes to
septic tanks
2020+
Tourism, lodging
services, new
store
2018
Internet
Upgrade,
In-home
Computers
2019
5 New
Homes
2016
Improve
Airport Road
Housing
Transportation School
Services
Figure 2: Planned and In-Progress
Community Development Projects
Community Development Projects
Communications
2016
Cell Phone
Tower
2017
2 New
Homes
2017
Rampart
Road Design
2015
15 Students
2015
Join power cost
equalization
program
2017
LED street
light additions
2017
Radio
Receiver
2018
2 New
Homes
2018
Rampart
Road
Construction/
purchase
water truck
2020
25 Students
2025
35 Students
2016
LED street
lights, lagoon
upgrades
2018
Migrate hauled
water homes to
septic tanks
2020+
Tourism, lodging
services, new
store
2018
Internet
Upgrade,
In-home
Computers
2019
5 New
Homes
2016
Improve
Airport Road
Housing
Transportation School
Services
21Phase II: Historical Rampart Road Improvement Project
We have worked with several other non-
transportation related agencies on various
projects that move us closer to our
revitalization goals. Below is a brief
summary of those projects:
• Pursue U. S. Department of Housing and
Urban Development Indian Community
Development Block Grant funding to
construct two new homes and survey for
a new subdivision.
• Complete a Strategic Energy Plan
through the support of the U.S.
Department of Energy Tribal Energy
Program, On-Request Technical
Assistance Program.
• Replace two diesel generators through
the Environmental Protection Agency
Diesel Emissions Reduction Act.
• Become a direct Native American
Housing Assistance and Self
Determination Act (NAHASDA)
recipient to provide energy efficiency
audits and repairs.
Development of the road project is also
integral to projections for education needs
in the community. When the school was
reopened in Fall of 2015, that was a pivotal
moment in making it possible for families
to live in Rampart. There are 13 students
enrolled in the school. This is expected to
grow to 25 students by year 2020 assuming
project is completed.
iii. Demonstrated
Project Readiness
a. Technical Feasibility
Phase I of improving the road to Rampart
was complete in 2005 by ADOT by grading
and widening the road way and installing
two bridges across Boston Creek (National
Bridge Inventory #2098) and Granite
Creek (#2099) and two 10’ fish crossing
culverts at Minook and Joseph Creeks. The
proposed project will complete Phase II of
the Rampart Road by extending
improvements from Granite Creek Bridge
(milepost 11) to the Rampart Airport
(milepost 24).
The project will replace the existing trail
with a standard one-lane gravel road.
Approved design criteria will be used for
roadway geometry, as well as all permitted
and environmental commitments. The
typical road section will consist of 12 ft.
travel way with 1.5 ft. shoulders and 4 ft.
minimum sideslopes at a 2:1 slope.
Surfacing will be 3 inches thick underlain
by a minimum of 2 ft. select C material.
Gravel tailings from gold placer mining
activity will be used for road embankment
material. Embankment thickness will vary
throughout the project depending on the
underlying terrain.
The majority of streams in the project area
are ephemeral, and only flow during
periods of snowmelt or heavy rainfall. In
general, the road alignment is designed to
minimize the size and number of drainage
crossings by following a route above or
near basin headwaters, whenever
practical. Two fish passage crossings will
be required at Slate and Ruby Creeks.
Many studies and analyses have been
completed specific to the road between
Eureka and Rampart. Location studies,
environmental documentation and
preliminary engineering have
demonstrated that construction of the
remaining road segment to Rampart is
technically feasible. All documentation
was prepared for ADOT.
We have worked with several other non-
transportation related agencies on various
projects that move us closer to our
revitalization goals. Below is a brief
summary of those projects:
• Pursue U. S. Department of Housing and
Urban Development Indian Community
Development Block Grant funding to
construct two new homes and survey for
a new subdivision.
• Complete a Strategic Energy Plan
through the support of the U.S.
Department of Energy Tribal Energy
Program, On-Request Technical
Assistance Program.
• Replace two diesel generators through
the Environmental Protection Agency
Diesel Emissions Reduction Act.
• Become a direct Native American
Housing Assistance and Self
Determination Act (NAHASDA)
recipient to provide energy efficiency
audits and repairs.
Development of the road project is also
integral to projections for education needs
in the community. When the school was
reopened in Fall of 2015, that was a pivotal
moment in making it possible for families
to live in Rampart. There are 13 students
enrolled in the school. This is expected to
grow to 25 students by year 2020 assuming
project is completed.
iii. Demonstrated
Project Readiness
a. Technical Feasibility
Phase I of improving the road to Rampart
was complete in 2005 by ADOT by grading
and widening the road way and installing
two bridges across Boston Creek (National
Bridge Inventory #2098) and Granite
Creek (#2099) and two 10’ fish crossing
culverts at Minook and Joseph Creeks. The
proposed project will complete Phase II of
the Rampart Road by extending
improvements from Granite Creek Bridge
(milepost 11) to the Rampart Airport
(milepost 24).
The project will replace the existing trail
with a standard one-lane gravel road.
Approved design criteria will be used for
roadway geometry, as well as all permitted
and environmental commitments. The
typical road section will consist of 12 ft.
travel way with 1.5 ft. shoulders and 4 ft.
minimum sideslopes at a 2:1 slope.
Surfacing will be 3 inches thick underlain
by a minimum of 2 ft. select C material.
Gravel tailings from gold placer mining
activity will be used for road embankment
material. Embankment thickness will vary
throughout the project depending on the
underlying terrain.
The majority of streams in the project area
are ephemeral, and only flow during
periods of snowmelt or heavy rainfall. In
general, the road alignment is designed to
minimize the size and number of drainage
crossings by following a route above or
near basin headwaters, whenever
practical. Two fish passage crossings will
be required at Slate and Ruby Creeks.
Many studies and analyses have been
completed specific to the road between
Eureka and Rampart. Location studies,
environmental documentation and
preliminary engineering have
demonstrated that construction of the
remaining road segment to Rampart is
technically feasible. All documentation
was prepared for ADOT.
22
Specific resources of note include:
• Environmental Investigations for the
Eureka-Rampart Road Location Study,
1998
• Pre-Design Engineering Study Report,
1998
• Environmental Assessment, 1999
• As-Built Plans – Elliott Highway, Eureka
to Baker Creek Reconstruction, 1999
• Environmental Assessment - Summary
of Public Hearing, 2000
• Environmental Assessment- Finding of
No Significant Impact, 2001
• As-Built Plans – Eureka to Rampart
Road Phase I Drainage Improvements,
2004
The cost estimate presented in this
application was developed by a qualified
transportation engineer and from plans
and construction bid tabulations for the
Tanana Road. The Rampart Road will
utilize design elements from the Tanana
Road as it was designed cost effectively
and to lower life cycle costs. The plans and
construction bid tabulations for the
Tanana Road are available at
rampartroad.com. The Tanana Road plans
are representative of technical and
engineering aspects of the project and
describe in detail how this type of road
project is constructed. Cost of
construction contains sufficient
contingency in both quantities and price.
Scope, schedule and budget risk mitigation
measures are addressed in section v.e.
b. Financial Feasibility
Assuming the requested TIGER grant
funds are available, the project can be
constructed. Rampart Village Council is
providing a match of $100,000 towards this
project through annual Tribal
Transportation Program (TTP) allocations
($33,333 for three years). We would also
like to note the $227,000 being spent this
summer to reconstruct the road from
Rampart to the airport. The remaining
portion of the Rampart Road that we are
requesting funding for will connect the
Airport to Granite Creek Bridge.
Maintenance and operations costs are
covered by TTP funding and are sufficient
for the project. Below is a project budget
showing how funds will be spent including
an estimate of the cost of work for each
project component.
Figure 3: Budget Estimate by Dollar
Amount and Percentage of Cost
Project Component $ Amount% of Cost
Notice to Proceed 25,000 <1%
Environmental Activities 200,000 2%
PS&E Development 600,000 4%
Easment Agreements 50,000 <1%
Final PS&E 25,000 <1%
Total Phase 1: Design 900,000 7%
Bid and Select
Contractor
25,000 <1%
Construction 11,000,000 92%
Project Close-Out 75,000 1%
Total Phase 2:
Construction
12,000,000 93%
Figure 4: Funding Sources
Phase $ AmountSource
Phase 1: Design 33,000Other-Federal
867,000TIGER
Phase 2:
Construction
67,000Other-Federal
453,500Non-Federal
11,479,500TIGER
Total 12,900,000
Specific resources of note include:
• Environmental Investigations for the
Eureka-Rampart Road Location Study,
1998
• Pre-Design Engineering Study Report,
1998
• Environmental Assessment, 1999
• As-Built Plans – Elliott Highway, Eureka
to Baker Creek Reconstruction, 1999
• Environmental Assessment - Summary
of Public Hearing, 2000
• Environmental Assessment- Finding of
No Significant Impact, 2001
• As-Built Plans – Eureka to Rampart
Road Phase I Drainage Improvements,
2004
The cost estimate presented in this
application was developed by a qualified
transportation engineer and from plans
and construction bid tabulations for the
Tanana Road. The Rampart Road will
utilize design elements from the Tanana
Road as it was designed cost effectively
and to lower life cycle costs. The plans and
construction bid tabulations for the
Tanana Road are available at
rampartroad.com. The Tanana Road plans
are representative of technical and
engineering aspects of the project and
describe in detail how this type of road
project is constructed. Cost of
construction contains sufficient
contingency in both quantities and price.
Scope, schedule and budget risk mitigation
measures are addressed in section v.e.
b. Financial Feasibility
Assuming the requested TIGER grant
funds are available, the project can be
constructed. Rampart Village Council is
providing a match of $100,000 towards this
project through annual Tribal
Transportation Program (TTP) allocations
($33,333 for three years). We would also
like to note the $227,000 being spent this
summer to reconstruct the road from
Rampart to the airport. The remaining
portion of the Rampart Road that we are
requesting funding for will connect the
Airport to Granite Creek Bridge.
Maintenance and operations costs are
covered by TTP funding and are sufficient
for the project. Below is a project budget
showing how funds will be spent including
an estimate of the cost of work for each
project component.
Figure 3: Budget Estimate by Dollar
Amount and Percentage of Cost
Project Component $ Amount% of Cost
Notice to Proceed 25,000 <1%
Environmental Activities 200,000 2%
PS&E Development 600,000 4%
Easment Agreements 50,000 <1%
Final PS&E 25,000 <1%
Total Phase 1: Design 900,000 7%
Bid and Select
Contractor
25,000 <1%
Construction 11,000,000 92%
Project Close-Out 75,000 1%
Total Phase 2:
Construction
12,000,000 93%
Figure 4: Funding Sources
Phase $ AmountSource
Phase 1: Design 33,000Other-Federal
867,000TIGER
Phase 2:
Construction
67,000Other-Federal
453,500Non-Federal
11,479,500TIGER
Total 12,900,000
23Phase II: Historical Rampart Road Improvement Project
Figure 5: Engineers Estimate
Rampart Village Council is a proven
manager of federal grant funds. As a
recipient of annual funding from federal
agencies including the Environmental
Protection Agency, U.S. Department of
Housing & Urban Development, Bureau of
Indian Affairs, and Federal Highway
Administration, RVC knows what is
Item # Pay Item Pay UnitUnit PricePlan QtyPlan Amount
201(3B) Clearing and Grubbing Lump Sum All Req'dAll Req'd 250,000
203(3) Unclassifi ed Excavation Cubic Yard 5.00 100,000 500,000
203(5) Borrow Cubic Yard 15.00 340,000 5,100,000
301(4) Aggregate Surface Course Cubic Yard 50.00 15,600 780,000
602(1) Big Minook, Structural Plate Pipe
120" Diameter
Linear Foot 1500.00 82 123,000
603(1-36)36 Inch CSP Linear Foot 200.00 1,200 240,000
603(1-48)48 Inch CSP Linear Foot 250.00 1,400 350,000
603(1-60)60 Inch CSP Linear Foot 400.00 400 160,000
611(1) Riprap Cubic Yard 100.00 2,000 200,000
613(2) Culvert Marker Post Each 150.00 90 13,500
615(1) Standard Sign Square Foot 150.00 700 105,000
618(1) Seeding Acre15,000.00 10 150,000
630(1) Geotextile, Separation Square Yard 10.00 50,000 500,000
640(1) Mobilization and Demobilization Lump Sum All Req'dAll Req'd 600,000
641(1) Erosion, Sediment and Pollution
Control Administration
Lump Sum All Req'dAll Req'd 10,000
641(2) Temporary Erosion, Sediment and
Pollution Control
Contingent
Sum
All Req'dAll Req'd 50,000
641(7) SWPPP Manager Lump Sum All Req'dAll Req'd 25,000
642(1) Construction Surveying Lump Sum All Req'dAll Req'd 200,000
644(1) Field Offi ce Lump Sum All Req'dAll Req'd 50,000
Construction Total: 9,406,500
Construction Engineering 900,000
Project Contingency 1,693,500
Design Services 900,000
Project Total: 12,900,000
expected to ensure proper use of Federal
funds. To ensure sufficient capacity for the
deployment of this project, financial grant
management will be provided by Tanana
Chiefs Conference and Yukon Accounting.
2
Our latest profit and loss budget and bank
statement of all RVC funds is attached as
evidence of our financial condition
(Attachment: Financial Condition).
2 TCC: Charlisa Attla, Accountant; charlisa.attla@
tananachiefs.org; (907) 452 – 8251 and Melanie Herbert,
Transportation Manager; melanie.herbert@tananachiefs.
org (907) 452 – 8251 ext. 3420
Yukon Accounting: Stefani Dalyrmple, Stefani@yukonac.
com; (907) 479 - 9863
Figure 5: Engineers Estimate
Rampart Village Council is a proven
manager of federal grant funds. As a
recipient of annual funding from federal
agencies including the Environmental
Protection Agency, U.S. Department of
Housing & Urban Development, Bureau of
Indian Affairs, and Federal Highway
Administration, RVC knows what is
Item # Pay Item Pay UnitUnit PricePlan QtyPlan Amount
201(3B) Clearing and Grubbing Lump Sum All Req'dAll Req'd 250,000
203(3) Unclassifi ed Excavation Cubic Yard 5.00 100,000 500,000
203(5) Borrow Cubic Yard 15.00 340,000 5,100,000
301(4) Aggregate Surface Course Cubic Yard 50.00 15,600 780,000
602(1) Big Minook, Structural Plate Pipe
120" Diameter
Linear Foot 1500.00 82 123,000
603(1-36)36 Inch CSP Linear Foot 200.00 1,200 240,000
603(1-48)48 Inch CSP Linear Foot 250.00 1,400 350,000
603(1-60)60 Inch CSP Linear Foot 400.00 400 160,000
611(1) Riprap Cubic Yard 100.00 2,000 200,000
613(2) Culvert Marker Post Each 150.00 90 13,500
615(1) Standard Sign Square Foot 150.00 700 105,000
618(1) Seeding Acre15,000.00 10 150,000
630(1) Geotextile, Separation Square Yard 10.00 50,000 500,000
640(1) Mobilization and Demobilization Lump Sum All Req'dAll Req'd 600,000
641(1) Erosion, Sediment and Pollution
Control Administration
Lump Sum All Req'dAll Req'd 10,000
641(2) Temporary Erosion, Sediment and
Pollution Control
Contingent
Sum
All Req'dAll Req'd 50,000
641(7) SWPPP Manager Lump Sum All Req'dAll Req'd 25,000
642(1) Construction Surveying Lump Sum All Req'dAll Req'd 200,000
644(1) Field Offi ce Lump Sum All Req'dAll Req'd 50,000
Construction Total: 9,406,500
Construction Engineering 900,000
Project Contingency 1,693,500
Design Services 900,000
Project Total: 12,900,000
expected to ensure proper use of Federal
funds. To ensure sufficient capacity for the
deployment of this project, financial grant
management will be provided by Tanana
Chiefs Conference and Yukon Accounting.
2
Our latest profit and loss budget and bank
statement of all RVC funds is attached as
evidence of our financial condition
(Attachment: Financial Condition).
2 TCC: Charlisa Attla, Accountant; charlisa.attla@
tananachiefs.org; (907) 452 – 8251 and Melanie Herbert,
Transportation Manager; melanie.herbert@tananachiefs.
org (907) 452 – 8251 ext. 3420
Yukon Accounting: Stefani Dalyrmple, Stefani@yukonac.
com; (907) 479 - 9863
24
Project Schedule 2017 2018 2019
Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4
Phase 1:
Design
Development
Notice to Proceed
Environmental Activities
Plans, Specifi cations & Estimates (PS&E) Development
Secure Easment Agreements
Final PS&E
Phase 2:
Construction
Assemble Bid Package, Advertise, & Award Contract
Construction
Project Close-Out
Figure 6: Schedule
c. Project Schedule
All elements of the project are ready to be
implemented. The schedule below
presents all major milestones and
illustrates the timeliness of completion.
All necessary pre-construction activities
will be complete well before the obligation
deadline in September of 2019. The project
will begin final design immediately upon
receipt of a TIGER grant award and funds
will be spent steadily and expeditiously.
The project route follows the historical
RS2477 right-of-way which establishes a
100’ wide public easement. Because
vehicle operators over the years have
deviated from the original trail to make it
passable, we estimate that .8-1 mile of
additional right-of-way will be needed
from Baan O Yeel Kon Corporation
(BOYK). BOYK has provided a letter of
support pledging to donate any right-of-
way needed to the project and agreed to
waive a surface disturbance fee for gravel.
d. Required Approvals
Environmental Permits and Reviews:
It was determined that the preferred
alternative makes use of existing roads at
either end of the project by partial
widening and realignment. Constructing a
road along the path of the old wagon trail
takes advantage of already-thawed or
disturbed permafrost areas. By remaining
along the valley’s west side, the road would
require only one crossing of Minook Creek.
The selected route is the most
advantageous with respect to construction
and maintenance costs and minimizing
environmental and socioeconomic
impacts.
We asked the FHWA Tribal
Transportation Program (TTP) to review
this section of the application. The FHWA
TTP will provide Technical Assistance to
the Tribe during the process, and final
determination will remain with the
Federal Agency (FHWA).
1) NEPA Status: In June of 2001, the
FHWA determined that the Eureka to
Rampart Road (Project No. STP-
0682(1)/65855) will have no significant
impact on the human environment. This
Finding of No Significant Impact (FONSI)
is based on the Environmental Assessment
completed in April of 1999 and was
independently evaluated by the FHWA and
determined to adequately and accurately
discuss the need, environmental issues,
and impacts of the proposed project and
appropriate mitigation measures. It
Project Schedule 2017 2018 2019
Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4
Phase 1:
Design
Development
Notice to Proceed
Environmental Activities
Plans, Specifi cations & Estimates (PS&E) Development
Secure Easment Agreements
Final PS&E
Phase 2:
Construction
Assemble Bid Package, Advertise, & Award Contract
Construction
Project Close-Out
Figure 6: Schedule
c. Project Schedule
All elements of the project are ready to be
implemented. The schedule below
presents all major milestones and
illustrates the timeliness of completion.
All necessary pre-construction activities
will be complete well before the obligation
deadline in September of 2019. The project
will begin final design immediately upon
receipt of a TIGER grant award and funds
will be spent steadily and expeditiously.
The project route follows the historical
RS2477 right-of-way which establishes a
100’ wide public easement. Because
vehicle operators over the years have
deviated from the original trail to make it
passable, we estimate that .8-1 mile of
additional right-of-way will be needed
from Baan O Yeel Kon Corporation
(BOYK). BOYK has provided a letter of
support pledging to donate any right-of-
way needed to the project and agreed to
waive a surface disturbance fee for gravel.
d. Required Approvals
Environmental Permits and Reviews:
It was determined that the preferred
alternative makes use of existing roads at
either end of the project by partial
widening and realignment. Constructing a
road along the path of the old wagon trail
takes advantage of already-thawed or
disturbed permafrost areas. By remaining
along the valley’s west side, the road would
require only one crossing of Minook Creek.
The selected route is the most
advantageous with respect to construction
and maintenance costs and minimizing
environmental and socioeconomic
impacts.
We asked the FHWA Tribal
Transportation Program (TTP) to review
this section of the application. The FHWA
TTP will provide Technical Assistance to
the Tribe during the process, and final
determination will remain with the
Federal Agency (FHWA).
1) NEPA Status: In June of 2001, the
FHWA determined that the Eureka to
Rampart Road (Project No. STP-
0682(1)/65855) will have no significant
impact on the human environment. This
Finding of No Significant Impact (FONSI)
is based on the Environmental Assessment
completed in April of 1999 and was
independently evaluated by the FHWA and
determined to adequately and accurately
discuss the need, environmental issues,
and impacts of the proposed project and
appropriate mitigation measures. It
25Phase II: Historical Rampart Road Improvement Project
provided sufficient evidence and analysis
for determining that an Environmental
Impact Statement was not required.
The project team reviewed the 1999
Environmental Assessment and supporting
documentation and observed that
conditions have not changed substantially
since then. Regardless, the FONSI is now 15
years old, and the NEPA document will be
reevaluated and updated if necessary. TTP
will review environmental documentation
as well and make the final decision of
whether the Environmental Assessment is
still sufficient. The project budget contains
sufficient contingency to cover this
potential expense and we expect all reviews
to be complete by September of 2017.
2) Information on Reviews by Other
Agencies: During the NEPA reevaluation
process, the project will be submitted to
the following agencies for review: Alaska
Department of Environmental
Conservation, Alaska Department of Fish
and Game, Alaska Department of
Transportation and Public Facilities, U.S.
Army Corps of Engineers, U.S. Fish and
Wildlife Service, and Alaska State Historic
Preservation Officer.
3) Environmental Studies or Other
Documents: Please reference section iii.a
for information on environmental studies
that have been completed and a copy of the
FONSI at project website:
rampartroad.com.
4) Discussions with DOT: Please reference
the information above for a description of
discussions with ADOT staff regarding
compliance with NEPA and other
applicable environmental reviews and
approvals.
Legislative Approvals: There are no
regulatory or legislative barriers to the
project. Please review the attached letters
of support from State and local officials as
demonstration of broad support for the
project.
State and Local Planning: As the
community rebounded, we worked with
Baan O Yeel Kon Corporation and Tanana
Chiefs Conference to nominate the project
to the Alaska Department of
Transportation & Public Facilities STIP to
finally complete road improvements on the
Rampart Road. The project was not
selected for the STIP, but we have since
been encouraged by ADOT to nominate the
project again. Support for the project is at
an all-time high and we are very confident
the project will be included in the next
cycle. The schedule for the upcoming STIP
nomination and selection process is
currently being planned and the status will
be posted on the Main STIP website when
available.
3
Even when added to the STIP,
Community Transportation Project funds
would not become available for up to four
years (2020) to begin design, which is why
we are pushing this project forward
ourselves. The project is also listed in
Rampart’s Community Plan (2014), 20-
year Long Range Transportation Plan, and
the Bureau of Indian Affairs Indian
Reservation Roads Inventory.
e. Assessment of Project Risks
and Mitigation Strategies
The material risks to the project and the
strategies that the lead applicant and
project partners have undertaken or will
undertake in order to mitigate those risks
are categorized below. RVC has worked
with ADOT and FHWA staff to ensure the
project schedule is reasonable and that
there are no risks of delays in satisfying
Federal requirements.
3 http://www.dot.state.ak.us/stwdplng/cip/stip/
projects/1215_peb.shtml
provided sufficient evidence and analysis
for determining that an Environmental
Impact Statement was not required.
The project team reviewed the 1999
Environmental Assessment and supporting
documentation and observed that
conditions have not changed substantially
since then. Regardless, the FONSI is now 15
years old, and the NEPA document will be
reevaluated and updated if necessary. TTP
will review environmental documentation
as well and make the final decision of
whether the Environmental Assessment is
still sufficient. The project budget contains
sufficient contingency to cover this
potential expense and we expect all reviews
to be complete by September of 2017.
2) Information on Reviews by Other
Agencies: During the NEPA reevaluation
process, the project will be submitted to
the following agencies for review: Alaska
Department of Environmental
Conservation, Alaska Department of Fish
and Game, Alaska Department of
Transportation and Public Facilities, U.S.
Army Corps of Engineers, U.S. Fish and
Wildlife Service, and Alaska State Historic
Preservation Officer.
3) Environmental Studies or Other
Documents: Please reference section iii.a
for information on environmental studies
that have been completed and a copy of the
FONSI at project website:
rampartroad.com.
4) Discussions with DOT: Please reference
the information above for a description of
discussions with ADOT staff regarding
compliance with NEPA and other
applicable environmental reviews and
approvals.
Legislative Approvals: There are no
regulatory or legislative barriers to the
project. Please review the attached letters
of support from State and local officials as
demonstration of broad support for the
project.
State and Local Planning: As the
community rebounded, we worked with
Baan O Yeel Kon Corporation and Tanana
Chiefs Conference to nominate the project
to the Alaska Department of
Transportation & Public Facilities STIP to
finally complete road improvements on the
Rampart Road. The project was not
selected for the STIP, but we have since
been encouraged by ADOT to nominate the
project again. Support for the project is at
an all-time high and we are very confident
the project will be included in the next
cycle. The schedule for the upcoming STIP
nomination and selection process is
currently being planned and the status will
be posted on the Main STIP website when
available.
3
Even when added to the STIP,
Community Transportation Project funds
would not become available for up to four
years (2020) to begin design, which is why
we are pushing this project forward
ourselves. The project is also listed in
Rampart’s Community Plan (2014), 20-
year Long Range Transportation Plan, and
the Bureau of Indian Affairs Indian
Reservation Roads Inventory.
e. Assessment of Project Risks
and Mitigation Strategies
The material risks to the project and the
strategies that the lead applicant and
project partners have undertaken or will
undertake in order to mitigate those risks
are categorized below. RVC has worked
with ADOT and FHWA staff to ensure the
project schedule is reasonable and that
there are no risks of delays in satisfying
Federal requirements.
3 http://www.dot.state.ak.us/stwdplng/cip/stip/
projects/1215_peb.shtml
26
Figure 7: Risk Mitigation
Risk Mitigation Opportunity
Applicant Capacity• Contract with ADOT, FHWA TTP, or consulting firm immediately
upon award of TIGER grant.
• Leverage administrative support provided (in-kind) by Tanana
Chiefs Conference.
• Contract financial administration to Tanana Chiefs Conference
and Yukon Accounting – entities that both have extensive
experience with the proper management of Federal funds.
Environmental
Approvals
• Have prior NEPA documentation resulted in a FONSI by FHWA.
• The selected alternative reduces environmental harm.
• Involve agency stakeholders and submit permit applications early.
Cost Escalation
• Begin construction within two years to leverage competition given
Alaska’s economic climate.
• Utilize contingent bid items to allow flexibility in construction
phase.
Schedule
• Work with ADOT Northern Region staff to ensure the project is
nominated and accepted in the next round of State Transportation
Improvement Projects.
• Focus on purpose and need.
• Utilize Tanana – Manley Road strategies.
• Minimize scope creep.
SIX
Project Costs
and Benefits
The TIGER Program is purposed with
creating the resource and partnerships
necessary to create a transformative
environment. The following summarizes
the calculations found in the
accompanying MS-Excel™ workbook in
terms of methods and outcomes, all of
which adhere to the provisions contained
in the TIGER 2016 BCA Guidance, Notice
of Funding Opportunity of 2.26.2016
(NOFO), and external resources (Quah &
Campbell, 2012; 2003). (See Attachment:
Benefit Cost Analysis).
The Benefit Cost Analysis (BCA) directly
supports several of the primary application
criteria listed in the NOFO, specifically
those described in the following
paragraphs. All assessments shown in this
summary are in undiscounted, 2016 dollars
unless stated otherwise. The benefit and
cost streams ran 26 years, from 2020 (the
first full year of operation) to 2045.
Figure 8: Proportion of Project
Benefits by Category
Property Valuation
Crash Reduction
Access to Health Care
Reliable Auto Route
Avoidance of Wetland Mitigation
Figure 7: Risk Mitigation
Risk Mitigation Opportunity
Applicant Capacity• Contract with ADOT, FHWA TTP, or consulting firm immediately
upon award of TIGER grant.
• Leverage administrative support provided (in-kind) by Tanana
Chiefs Conference.
• Contract financial administration to Tanana Chiefs Conference
and Yukon Accounting – entities that both have extensive
experience with the proper management of Federal funds.
Environmental
Approvals
• Have prior NEPA documentation resulted in a FONSI by FHWA.
• The selected alternative reduces environmental harm.
• Involve agency stakeholders and submit permit applications early.
Cost Escalation
• Begin construction within two years to leverage competition given
Alaska’s economic climate.
• Utilize contingent bid items to allow flexibility in construction
phase.
Schedule
• Work with ADOT Northern Region staff to ensure the project is
nominated and accepted in the next round of State Transportation
Improvement Projects.
• Focus on purpose and need.
• Utilize Tanana – Manley Road strategies.
• Minimize scope creep.
SIX
Project Costs
and Benefits
The TIGER Program is purposed with
creating the resource and partnerships
necessary to create a transformative
environment. The following summarizes
the calculations found in the
accompanying MS-Excel™ workbook in
terms of methods and outcomes, all of
which adhere to the provisions contained
in the TIGER 2016 BCA Guidance, Notice
of Funding Opportunity of 2.26.2016
(NOFO), and external resources (Quah &
Campbell, 2012; 2003). (See Attachment:
Benefit Cost Analysis).
The Benefit Cost Analysis (BCA) directly
supports several of the primary application
criteria listed in the NOFO, specifically
those described in the following
paragraphs. All assessments shown in this
summary are in undiscounted, 2016 dollars
unless stated otherwise. The benefit and
cost streams ran 26 years, from 2020 (the
first full year of operation) to 2045.
Figure 8: Proportion of Project
Benefits by Category
Property Valuation
Crash Reduction
Access to Health Care
Reliable Auto Route
Avoidance of Wetland Mitigation
27Phase II: Historical Rampart Road Improvement Project
The project poses unique challenges to
anyone attempting to assess its benefits,
since there are few comparable cases, the
categories of benefit are diverse and
seldom studied in rural contexts, and data
is sometimes sparse in this remote place. It
is this very remoteness that the benefit
stream highlights most prominently, with
cost savings accrued from lower transport
fees engendered by a very high rate of air
travel. As noted elsewhere, the “roadway”
connecting Rampart to the outside world
is often impassable due to severe weather
conditions. Other categories of benefit rely
to a degree on the population increases in a
village with and without the project –
history shows that villages can increase at
a very high percentage annually initially,
and continue for some number of years
before leveling out. To counterbalance this
uncertainty in key inputs to the forecasts
of benefits, conservative estimates of
population increases and property
valuation increases were utilized to
underpin the forecasts. The following is a
basic summary of the methods and results
generally following the primary criteria
shown in the NOFO.
4
Safety: The hardscrabble trail used
primarily by four-wheel vehicles and
snowmobiles – when passable at all –
poses a serious safety threat to anyone
making the 25 mile-long journey from
Rampart to the Elliott Highway. The price
of making an error on this journey is
usually catastrophic: many of the crashes
required a medivac transport to airlift the
victim(s) out of site to Fairbanks. Almost
all of the crashes (assumed to be 80% for
this analysis) are attributable to the
condition of the roadway. Population
4 Full citations for all data sources are listed in the
accompanying spreadsheet calculations page.
increases and this assumed crash
reduction rate, combined with a history of
crashes along the roadway, produces a
benefit value of over $18.8 million
(undiscounted $2016) for the estimated
life of the project stemming from nearly
200 fewer crashes over the life of the
project (including two less fatalities).
Economic Competitiveness: In 2007
Lombard and Coetzer, in a research effort
focused on how roadways impacted rural
communities, concluded that, “Rural roads
investment should be a main concern in
the fight towards poverty alleviation and
economic growth” (Coetzer, 2007). They
were speaking of extraordinarily remote
areas in Africa, one of the few such studies
that have attempted to speak directly to
the impacts of roadways on rural
communities. Much of the literature is
focused on bringing goods “to market,” not
necessarily all of the other commodities
and business opportunities that roadway
improvements in other parts of the world
typically support. The Appalachian
Development Highway System, created by
the Appalachian Regional Commission, is
a well-known example of (nationally)
putting this policy into practice. A 2008
report suggested that, in 2035, a completed
ADHS network in Appalachia would
translate into $3.9 billion of economic
benefit to the region and to the Nation
(Cambridge Systematics, June 2008). The
travel time savings from this project is by
far its most important component, and
represents the single-largest source of
benefits: $113 million (undiscounted
$2016) over the life of the BCA period.
State of Good Repair: The 2016 TIGER
BCA Guidance (and other supporting
resources shown on the FHWA website)
The project poses unique challenges to
anyone attempting to assess its benefits,
since there are few comparable cases, the
categories of benefit are diverse and
seldom studied in rural contexts, and data
is sometimes sparse in this remote place. It
is this very remoteness that the benefit
stream highlights most prominently, with
cost savings accrued from lower transport
fees engendered by a very high rate of air
travel. As noted elsewhere, the “roadway”
connecting Rampart to the outside world
is often impassable due to severe weather
conditions. Other categories of benefit rely
to a degree on the population increases in a
village with and without the project –
history shows that villages can increase at
a very high percentage annually initially,
and continue for some number of years
before leveling out. To counterbalance this
uncertainty in key inputs to the forecasts
of benefits, conservative estimates of
population increases and property
valuation increases were utilized to
underpin the forecasts. The following is a
basic summary of the methods and results
generally following the primary criteria
shown in the NOFO.
4
Safety: The hardscrabble trail used
primarily by four-wheel vehicles and
snowmobiles – when passable at all –
poses a serious safety threat to anyone
making the 25 mile-long journey from
Rampart to the Elliott Highway. The price
of making an error on this journey is
usually catastrophic: many of the crashes
required a medivac transport to airlift the
victim(s) out of site to Fairbanks. Almost
all of the crashes (assumed to be 80% for
this analysis) are attributable to the
condition of the roadway. Population
4 Full citations for all data sources are listed in the
accompanying spreadsheet calculations page.
increases and this assumed crash
reduction rate, combined with a history of
crashes along the roadway, produces a
benefit value of over $18.8 million
(undiscounted $2016) for the estimated
life of the project stemming from nearly
200 fewer crashes over the life of the
project (including two less fatalities).
Economic Competitiveness: In 2007
Lombard and Coetzer, in a research effort
focused on how roadways impacted rural
communities, concluded that, “Rural roads
investment should be a main concern in
the fight towards poverty alleviation and
economic growth” (Coetzer, 2007). They
were speaking of extraordinarily remote
areas in Africa, one of the few such studies
that have attempted to speak directly to
the impacts of roadways on rural
communities. Much of the literature is
focused on bringing goods “to market,” not
necessarily all of the other commodities
and business opportunities that roadway
improvements in other parts of the world
typically support. The Appalachian
Development Highway System, created by
the Appalachian Regional Commission, is
a well-known example of (nationally)
putting this policy into practice. A 2008
report suggested that, in 2035, a completed
ADHS network in Appalachia would
translate into $3.9 billion of economic
benefit to the region and to the Nation
(Cambridge Systematics, June 2008). The
travel time savings from this project is by
far its most important component, and
represents the single-largest source of
benefits: $113 million (undiscounted
$2016) over the life of the BCA period.
State of Good Repair: The 2016 TIGER
BCA Guidance (and other supporting
resources shown on the FHWA website)
28
encourages full cost accounting of projects,
including maintenance as well as capital
construction costs. The combined capital
construction costs for 13 miles of a single
lane, low-volume gravel road with turnouts
and informational kiosks represent a
capital investment of $12.9 million and
ongoing maintenance costs (annualized)
totaling more than $1.3 million
(undiscounted $2016). Locally based
figures for per-mile expenditures on
roadway maintenance were used to
estimate and forecast the annualized
figures for maintenance used in the BCA.
This investment is obvious in this corridor,
impassable for many parts of the year and
during heavy weather conditions. The trail,
as it is referred to locally, continues to
deteriorate even as the population of
Rampart and the surrounding area
increases.
Quality of Life: The project has the
potential to truly transform this
community, a transformation that is both
subtle and obvious. The BCA assumed
differentials of growth rates with and
without the project, but also how
properties in the Village would likely
develop and be valued in the future. The
assumptions about these property
increases are conservative, and amount to
over $19 million over the life of the project
using a continuous stream of value shifts
from 2020 to 2045 (note that these are
one-time property adjustments made each
year and discounted with all other
revenues for the BCA). People living in this
community would also benefit from greatly
increased access to medical services,
estimated to be worth over $26 million
through 2045. Reductions in lifespan due
to physical and mental illness, and the
reduced opportunity costs to access these
services that the project represents,
account for these benefits.
Environmental Sustainability: While
the differential in mobile source pollutants
created by running snowmobiles
(notoriously high emitters) and standard
four-stroke gasoline engines in cars and
trucks was not examined, the impacts to
wetland areas in this remote and still-
pristine environment are important to the
citizens of Rampart and Alaska. As off-
road vehicles seek ways around trail
blockages and cut ever more pathways
through the underbrush, wetland areas are
gradually being destroyed. The costs for
mitigating or restoring wetlands are
considerable, and amount to a value of
$14.5 million for the life of the project.
Summary of Benefits: Beyond the
traditional benefit-cost ratio (BCR), the
assessment team also prepared estimated
values for a modified internal rate of return
(MIRR, assumed to be calculated at a 75%
public reinvestment rate) and payback
period to realize the moment when
revenues exceed costs. The BCR for this
project is estimated to be 8.3 at the 3%
discount rate (4.1 for the 7% rate). A MIRR
of 66% and a payback period of just over
three years at the 3% discount rate were
also calculated. The table below illustrates
the benefit and cost streams from the
project and performance metrics.
encourages full cost accounting of projects,
including maintenance as well as capital
construction costs. The combined capital
construction costs for 13 miles of a single
lane, low-volume gravel road with turnouts
and informational kiosks represent a
capital investment of $12.9 million and
ongoing maintenance costs (annualized)
totaling more than $1.3 million
(undiscounted $2016). Locally based
figures for per-mile expenditures on
roadway maintenance were used to
estimate and forecast the annualized
figures for maintenance used in the BCA.
This investment is obvious in this corridor,
impassable for many parts of the year and
during heavy weather conditions. The trail,
as it is referred to locally, continues to
deteriorate even as the population of
Rampart and the surrounding area
increases.
Quality of Life: The project has the
potential to truly transform this
community, a transformation that is both
subtle and obvious. The BCA assumed
differentials of growth rates with and
without the project, but also how
properties in the Village would likely
develop and be valued in the future. The
assumptions about these property
increases are conservative, and amount to
over $19 million over the life of the project
using a continuous stream of value shifts
from 2020 to 2045 (note that these are
one-time property adjustments made each
year and discounted with all other
revenues for the BCA). People living in this
community would also benefit from greatly
increased access to medical services,
estimated to be worth over $26 million
through 2045. Reductions in lifespan due
to physical and mental illness, and the
reduced opportunity costs to access these
services that the project represents,
account for these benefits.
Environmental Sustainability: While
the differential in mobile source pollutants
created by running snowmobiles
(notoriously high emitters) and standard
four-stroke gasoline engines in cars and
trucks was not examined, the impacts to
wetland areas in this remote and still-
pristine environment are important to the
citizens of Rampart and Alaska. As off-
road vehicles seek ways around trail
blockages and cut ever more pathways
through the underbrush, wetland areas are
gradually being destroyed. The costs for
mitigating or restoring wetlands are
considerable, and amount to a value of
$14.5 million for the life of the project.
Summary of Benefits: Beyond the
traditional benefit-cost ratio (BCR), the
assessment team also prepared estimated
values for a modified internal rate of return
(MIRR, assumed to be calculated at a 75%
public reinvestment rate) and payback
period to realize the moment when
revenues exceed costs. The BCR for this
project is estimated to be 8.3 at the 3%
discount rate (4.1 for the 7% rate). A MIRR
of 66% and a payback period of just over
three years at the 3% discount rate were
also calculated. The table below illustrates
the benefit and cost streams from the
project and performance metrics.
29Phase II: Historical Rampart Road Improvement Project
SEVEN
Cost Sharing or
Matching
RVC has $286,622 in savings and an annual
operating budget of $400,000 (see
Attachment: Financial Condition). As a
community with extremely limited
resources, we cannot offer as much cost-
share as we would like, but we are
maximizing what we are able to contribute.
RVC is providing a cost-share of $100,000
of Tribal Transportation Program funding
($33,333 in FY17, FY18, and FY19). TTP
funds are authorized by the Fixing
America’s Surface Transportation Act
(FAST Act) and will be received annually
from the Federal Highway Administration
per a Referenced Funding Agreement.
Projected tribal shares for each Fiscal Year
(FY) of the FAST Act are estimated to total:
FY17 Tribal
Shares
FY18 Tribal
Shares
FY19 Tribal
Shares
$98,969 $101,168 $103,404
The remainder of the TTP budget will be
spent on operations and maintenance of
roads in Rampart’s Road Inventory
including the road constructed as a result
of this project.
RVC is also committing $227,000 of
funding originally from the Bureau of
Indian Affairs (now managed through
FHWA) to improve the Rampart Road
from the village to the airport (0.7 miles).
Construction begins June 1, 2016. The
remaining portion of the Rampart Road
that we are requesting TIGER funding will
connect the airport to Granite Creek
Bridge completing the road to the Elliott
Highway.
Recognizing that we have few financial
resources to provide as cost-share, we
approached our project partners to ask for
their support. We received generous
Year
Year of
Operation NPV Year
Development and
Redevelopment Crashes
Health & Human
Services Travel Savings
Environmental
Impacts
Property Valuation Crash Reduction
Access to Health
Care
Reliable Auto
Route
Avoidance of Wetland
Mitigation 3% 7%
2016 1 $0 $0 $0 $0 $0 $0 $0
2017 2 $0 $0 $0 $0 $0 $0 $0
2018 3 $0 $0 $0 $0 $0 -$6,483,250 $6,483,250 $6,483,250
2019 4 $0 $0 $0 $0 $0 -$6,483,250 $6,483,250 $6,483,250
2020 1 5 $33,884 $639,347 $776,508 $2,923,171 $491,725 -$52,400 $4,125,027 $3,331,870
2021 2 6 $69,645 $645,741 $792,038 $3,011,451 $496,692 -$52,400 $4,125,426 $3,192,622
2022 3 7 $107,363 $652,198 $807,879 $3,102,397 $501,709 -$52,400 $4,126,120 $3,059,323
2023 4 8 $147,121 $658,720 $824,036 $3,196,089 $506,777 -$52,400 $4,127,102 $2,931,706
2024 5 9 $189,005 $665,307 $840,517 $3,292,611 $511,896 -$52,400 $4,128,366 $2,809,516
2025 6 10 $233,106 $671,960 $857,327 $3,392,048 $517,067 -$52,400 $4,129,907 $2,692,509
2026 7 11 $279,516 $678,680 $874,474 $3,494,488 $522,289 -$52,400 $4,131,717 $2,580,457
2027 8 12 $328,331 $685,467 $891,963 $3,600,021 $527,565 -$52,400 $4,133,792 $2,473,137
2028 9 13 $379,652 $692,321 $909,803 $3,708,742 $532,894 -$52,400 $4,136,125 $2,370,340
2029 10 14 $433,584 $699,245 $927,999 $3,820,746 $538,277 -$52,400 $4,138,711 $2,271,868
2030 11 15 $490,234 $706,237 $946,559 $3,936,132 $543,714 -$52,400 $4,141,544 $2,177,528
2031 12 16 $549,715 $713,299 $965,490 $4,055,003 $549,206 -$52,400 $4,144,619 $2,087,140
2032 13 17 $612,143 $720,432 $984,800 $4,177,465 $554,753 -$52,400 $4,147,931 $2,000,530
2033 14 18 $677,640 $727,637 $1,004,496 $4,303,624 $560,357 -$52,400 $4,151,475 $1,917,534
2034 15 19 $746,331 $734,913 $1,024,586 $4,433,593 $566,017 -$52,400 $4,155,245 $1,837,993
2035 16 20 $818,347 $742,262 $1,045,077 $4,567,488 $571,735 -$52,400 $4,159,237 $1,761,759
2036 17 21 $893,822 $749,685 $1,065,979 $4,705,426 $577,510 -$52,400 $4,163,447 $1,688,686
2037 18 22 $972,899 $757,182 $1,087,298 $4,847,530 $583,343 -$52,400 $4,167,868 $1,618,640
2038 19 23 $1,055,722 $764,753 $1,109,044 $4,993,925 $589,235 -$52,400 $4,172,498 $1,551,488
2039 20 24 $1,142,443 $772,401 $1,131,225 $5,144,742 $595,187 -$52,400 $4,177,331 $1,487,108
2040 21 25 $1,233,220 $780,125 $1,153,850 $5,300,113 $601,199 -$52,400 $4,182,363 $1,425,379
2041 22 26 $1,328,215 $787,926 $1,176,927 $5,460,176 $607,272 -$52,400 $4,187,591 $1,366,189
2042 23 27 $1,427,597 $795,805 $1,200,465 $5,625,074 $613,406 -$52,400 $4,193,009 $1,309,428
2043 24 28 $1,531,543 $803,764 $1,224,475 $5,794,951 $619,602 -$52,400 $4,198,614 $1,254,994
2044 25 29 $1,640,235 $811,801 $1,248,964 $5,969,959 $625,861 -$52,400 $4,204,401 $1,202,788
2045 26 30 $1,753,861 $819,919 $1,273,943 $6,150,251 $632,183 -$52,400 $4,210,368 $1,152,714
$19,075,173 $18,877,127 $26,145,723 $113,007,214 $14,537,471 -$12,966,500 -$1,362,400 $95,093,335 $40,586,745
8.3 4.1
66% 65%
3.1 4.2
Benefit-Cost Ratio (BCR)
MIRR (@75% Reinvestment Rate)
Payback Period (Years)
TOTALS
UNDISCOUNTED BENEFIT VALUES DISCOUNTED BENEFIT VALUES
DISCOUNT RATE
PROJECT COSTS
CONSTRUCTION MAINTENANCE
Figure 9: Benefit and Cost Streams by Type and Year
SEVEN
Cost Sharing or
Matching
RVC has $286,622 in savings and an annual
operating budget of $400,000 (see
Attachment: Financial Condition). As a
community with extremely limited
resources, we cannot offer as much cost-
share as we would like, but we are
maximizing what we are able to contribute.
RVC is providing a cost-share of $100,000
of Tribal Transportation Program funding
($33,333 in FY17, FY18, and FY19). TTP
funds are authorized by the Fixing
America’s Surface Transportation Act
(FAST Act) and will be received annually
from the Federal Highway Administration
per a Referenced Funding Agreement.
Projected tribal shares for each Fiscal Year
(FY) of the FAST Act are estimated to total:
FY17 Tribal
Shares
FY18 Tribal
Shares
FY19 Tribal
Shares
$98,969 $101,168 $103,404
The remainder of the TTP budget will be
spent on operations and maintenance of
roads in Rampart’s Road Inventory
including the road constructed as a result
of this project.
RVC is also committing $227,000 of
funding originally from the Bureau of
Indian Affairs (now managed through
FHWA) to improve the Rampart Road
from the village to the airport (0.7 miles).
Construction begins June 1, 2016. The
remaining portion of the Rampart Road
that we are requesting TIGER funding will
connect the airport to Granite Creek
Bridge completing the road to the Elliott
Highway.
Recognizing that we have few financial
resources to provide as cost-share, we
approached our project partners to ask for
their support. We received generous
Year
Year of
Operation NPV Year
Development and
Redevelopment Crashes
Health & Human
Services Travel Savings
Environmental
Impacts
Property Valuation Crash Reduction
Access to Health
Care
Reliable Auto
Route
Avoidance of Wetland
Mitigation 3% 7%
2016 1 $0 $0 $0 $0 $0 $0 $0
2017 2 $0 $0 $0 $0 $0 $0 $0
2018 3 $0 $0 $0 $0 $0 -$6,483,250 $6,483,250 $6,483,250
2019 4 $0 $0 $0 $0 $0 -$6,483,250 $6,483,250 $6,483,250
2020 1 5 $33,884 $639,347 $776,508 $2,923,171 $491,725 -$52,400 $4,125,027 $3,331,870
2021 2 6 $69,645 $645,741 $792,038 $3,011,451 $496,692 -$52,400 $4,125,426 $3,192,622
2022 3 7 $107,363 $652,198 $807,879 $3,102,397 $501,709 -$52,400 $4,126,120 $3,059,323
2023 4 8 $147,121 $658,720 $824,036 $3,196,089 $506,777 -$52,400 $4,127,102 $2,931,706
2024 5 9 $189,005 $665,307 $840,517 $3,292,611 $511,896 -$52,400 $4,128,366 $2,809,516
2025 6 10 $233,106 $671,960 $857,327 $3,392,048 $517,067 -$52,400 $4,129,907 $2,692,509
2026 7 11 $279,516 $678,680 $874,474 $3,494,488 $522,289 -$52,400 $4,131,717 $2,580,457
2027 8 12 $328,331 $685,467 $891,963 $3,600,021 $527,565 -$52,400 $4,133,792 $2,473,137
2028 9 13 $379,652 $692,321 $909,803 $3,708,742 $532,894 -$52,400 $4,136,125 $2,370,340
2029 10 14 $433,584 $699,245 $927,999 $3,820,746 $538,277 -$52,400 $4,138,711 $2,271,868
2030 11 15 $490,234 $706,237 $946,559 $3,936,132 $543,714 -$52,400 $4,141,544 $2,177,528
2031 12 16 $549,715 $713,299 $965,490 $4,055,003 $549,206 -$52,400 $4,144,619 $2,087,140
2032 13 17 $612,143 $720,432 $984,800 $4,177,465 $554,753 -$52,400 $4,147,931 $2,000,530
2033 14 18 $677,640 $727,637 $1,004,496 $4,303,624 $560,357 -$52,400 $4,151,475 $1,917,534
2034 15 19 $746,331 $734,913 $1,024,586 $4,433,593 $566,017 -$52,400 $4,155,245 $1,837,993
2035 16 20 $818,347 $742,262 $1,045,077 $4,567,488 $571,735 -$52,400 $4,159,237 $1,761,759
2036 17 21 $893,822 $749,685 $1,065,979 $4,705,426 $577,510 -$52,400 $4,163,447 $1,688,686
2037 18 22 $972,899 $757,182 $1,087,298 $4,847,530 $583,343 -$52,400 $4,167,868 $1,618,640
2038 19 23 $1,055,722 $764,753 $1,109,044 $4,993,925 $589,235 -$52,400 $4,172,498 $1,551,488
2039 20 24 $1,142,443 $772,401 $1,131,225 $5,144,742 $595,187 -$52,400 $4,177,331 $1,487,108
2040 21 25 $1,233,220 $780,125 $1,153,850 $5,300,113 $601,199 -$52,400 $4,182,363 $1,425,379
2041 22 26 $1,328,215 $787,926 $1,176,927 $5,460,176 $607,272 -$52,400 $4,187,591 $1,366,189
2042 23 27 $1,427,597 $795,805 $1,200,465 $5,625,074 $613,406 -$52,400 $4,193,009 $1,309,428
2043 24 28 $1,531,543 $803,764 $1,224,475 $5,794,951 $619,602 -$52,400 $4,198,614 $1,254,994
2044 25 29 $1,640,235 $811,801 $1,248,964 $5,969,959 $625,861 -$52,400 $4,204,401 $1,202,788
2045 26 30 $1,753,861 $819,919 $1,273,943 $6,150,251 $632,183 -$52,400 $4,210,368 $1,152,714
$19,075,173 $18,877,127 $26,145,723 $113,007,214 $14,537,471 -$12,966,500 -$1,362,400 $95,093,335 $40,586,745
8.3 4.1
66% 65%
3.1 4.2
Benefit-Cost Ratio (BCR)
MIRR (@75% Reinvestment Rate)
Payback Period (Years)
TOTALS
UNDISCOUNTED BENEFIT VALUES DISCOUNTED BENEFIT VALUES
DISCOUNT RATE
PROJECT COSTS
CONSTRUCTION MAINTENANCE
Figure 9: Benefit and Cost Streams by Type and Year
30
in-kind contributions from Baan O Yeel
Kon Corporation as a reflection of their
support for the project.
Figure 10: Cost-Share Contributors
Funding SourceCost-
Share
Notes
Rampart
Village Council
$100,000FHWA TTP
Baan O Yeel
Kon
Corporation
$9,000Right-Of-
Way
Donation
Baan O Yeel
Kon
Corporation
$444,500Waived
Surface
Disturbance
Fee for
gravel
TOTAL $553,500
Baan O Yeel Kon (BOYK) Corporation is
making an in-kind contribution to the
project by donating right-of-way as needed
for the project. Though the road follows
the existing historical trail, which is
already designated as a RS2477 Right-Of-
Way, operators have ventured onto BOYK
property in areas where the original trail
was impassable. Final design will inform
how much of the road will be re-directed,
but in general, we estimate that .8-1 mile
will need to be moved onto BOYK property.
Based on the road appraisal for the Manley
– Tanana Road, BOYK estimates the
property to be worth $750 per acre. As
such, we estimate BOYK donating between
$7,275 and $9,090 to the project for
additional right-of-way access.
BOYK has also graciously offered to not
charge a surface disturbance fee for gravel
needed for the road. 340,000 cubic yards of
borrow gravel and 15,600 cubic yards of
aggregate surface course is needed to
complete 13.1 miles of road improvements.
It was determined that a surface
disturbance fee is worth $1.25 per cubic
yard (based upon recent figures from
Gwich’yaa Zee Gwich’in Tribal Government
in Fort Yukon). By choosing to waive a
surface disturbance fee, BOYK is making an
in-kind donation of $444,500.
Given the extraordinarily grim
circumstances of the Alaska State Budget,
replace with: and the fact that the project
isn’t listed in the State Transportation
Improvement Plan means the State could
not provide match. Even when added to the
STIP in the next cycle, State funds will not
become available until 2020 - best case
scenario. Regardless, if a TIGER
Discretionary Grant cannot pay all
requested funds, we ask you consider a
partial award, which we can use to leverage
cost share funds from the State in the
event the project is phased. It is worth
noting, however, how much funding ADOT
has spent on planning and constructing the
first phase of the Eureka – Rampart road.
ADOT spent $118,237 on right-of-way,
$1,982,193 on design, and $3,576,965 on
construction which included two bridges.
In total, RVC and our partners are
contributing 4% to the overall project
budget. The project cannot be completed
without a TIGER Discretionary Grant.
Thank you for considering our proposal.
- Rampart Village Council
in-kind contributions from Baan O Yeel
Kon Corporation as a reflection of their
support for the project.
Figure 10: Cost-Share Contributors
Funding SourceCost-
Share
Notes
Rampart
Village Council
$100,000FHWA TTP
Baan O Yeel
Kon
Corporation
$9,000Right-Of-
Way
Donation
Baan O Yeel
Kon
Corporation
$444,500Waived
Surface
Disturbance
Fee for
gravel
TOTAL $553,500
Baan O Yeel Kon (BOYK) Corporation is
making an in-kind contribution to the
project by donating right-of-way as needed
for the project. Though the road follows
the existing historical trail, which is
already designated as a RS2477 Right-Of-
Way, operators have ventured onto BOYK
property in areas where the original trail
was impassable. Final design will inform
how much of the road will be re-directed,
but in general, we estimate that .8-1 mile
will need to be moved onto BOYK property.
Based on the road appraisal for the Manley
– Tanana Road, BOYK estimates the
property to be worth $750 per acre. As
such, we estimate BOYK donating between
$7,275 and $9,090 to the project for
additional right-of-way access.
BOYK has also graciously offered to not
charge a surface disturbance fee for gravel
needed for the road. 340,000 cubic yards of
borrow gravel and 15,600 cubic yards of
aggregate surface course is needed to
complete 13.1 miles of road improvements.
It was determined that a surface
disturbance fee is worth $1.25 per cubic
yard (based upon recent figures from
Gwich’yaa Zee Gwich’in Tribal Government
in Fort Yukon). By choosing to waive a
surface disturbance fee, BOYK is making an
in-kind donation of $444,500.
Given the extraordinarily grim
circumstances of the Alaska State Budget,
replace with: and the fact that the project
isn’t listed in the State Transportation
Improvement Plan means the State could
not provide match. Even when added to the
STIP in the next cycle, State funds will not
become available until 2020 - best case
scenario. Regardless, if a TIGER
Discretionary Grant cannot pay all
requested funds, we ask you consider a
partial award, which we can use to leverage
cost share funds from the State in the
event the project is phased. It is worth
noting, however, how much funding ADOT
has spent on planning and constructing the
first phase of the Eureka – Rampart road.
ADOT spent $118,237 on right-of-way,
$1,982,193 on design, and $3,576,965 on
construction which included two bridges.
In total, RVC and our partners are
contributing 4% to the overall project
budget. The project cannot be completed
without a TIGER Discretionary Grant.
Thank you for considering our proposal.
- Rampart Village Council
Works Cited
ABR, Inc. (1998). Environmental Investigations for the Eureka-Rampart
Road Location Study. Fairbanks: Alaska Department of Transportation
and Public Facilities.
Alaska Center for Energy and Power. (2012, July 23). Diesel Integration.
Retrieved April 16, 2016, from Alaska Energy Wiki: http://energy-alaska.
wikidot.com/diesel
Cambridge Systematics. (June 2008). Economic Impact Study of
Completing the Appalachian Development Highway System: Final
Report. www.arc.gov/assets/research_reports/
EconomicImpactStudyofCompletingADHS.pdf.
Coetzer, P. L. (2007, April). Estimating The Impact of Rural Road
Investments on Socio-Economic Development. Retrieved from
International Seminar on Sustainable Road Financing & Investment
Arusha: www.piarc.org/ressources/documents/1026,Paul-Lomb
Council, M. W. (2014). Rampart Village Community Plan. Tanana Chiefs
Conference Village Planning and Development Program.
EPA. (2015, June). Climate Change Indicators in the United States:
Community Connection: Ice Breakup in Two Alaskan Rivers. Retrieved
April 10, 2016, from United State Environmental Protection Agency:
https://www3.epa.gov/climatechange/pdfs/print_river-ice-2015.pdf
Fried, N. (2015, July). Alaska's Cost of Living. Retrieved April 16, 2016, from
Alaska Economic Trends: http://laborstats.alaska.gov/col/col.pdf
Gale Cengage Learning. (2016). Demographic Snapshot Comparison:
Rampart AK. Retrieved from DemographicsNow: http://library.
demographicsnow.com/?skey=60F12E7666214005BD1F5D7A946B7C7D
Hutchinson, J. J. (2013). Design Study Report for Road to Tanana.
Fairbanks: State of Alaska Department of Transportation & Public
Facilities.
McDowell Group, Inc. (2012). The Economic Impacts of Alaska's Mining
Industry. Anchorage: Alaska Miners Association.
McDowell Group. (2008). Alaska Geographic Differential Study.
Retrieved from Alaska Department of Administration Personnel and
Labor Relations: http://doa.alaska.gov/dop/fileadmin/gds/
frontCoverTOC.pdf
Northern Economics. (2013). Manley Hot Springs to Tanana Road
Economic Effects: Final Report. Anchorage: Alaska Department of
Transportation & Public Facilities .
Quah, E. a., & Campbell, H. a. (2012; 2003). Cost-Benefit Analysis: Cases
and Materials; Benefit-Cost Analysis: Financial and Economic Appraisal
Using Spreadsheets. New York, NY; Melbourne, Australia: Routledge
Taylor & Francis Group; Cambridge University Press.
Rampart Village Council. (2015). Fuel Cost Invoices.
Rampart Village Council. (2015). Strategic Transportation Safety Plan.
Robert Peccia and Associates, Inc. (2011). Southeast Alaska Mid-Region
Access Operating and Maintenance Cost Technical Memorandum.
Helena, MT.
Robert T. Boyd, P. (2015). Elephant Mountain Gold Project, Alaska.
Retrieved from Endurance Gold Corporation: http://www.
endurancegold.com/s/elephant.asp
Shedlock, J. (2014). Village workers begin hands-on construction of $11
million road to Tanana. Alaska Dispatch News.
Sierra Research, Inc. (2007). Alaska Rural Communities Emission
Inventory. Sacramento: Western Governor's Association, Western
Regional Air Partnership, and Alaska Department of Environmental
Conservation.
Tryck Nyman Hayes, I. (1999). Eureka to Rampart Road Environmental
Assessment. State of Alaska Department of Transportation & Public
Facilities.
Winter Wildlands Alliance. (n.d.). Wintler Wildlands Alliance. Retrieved
from Environmental Impacts from Snowmobile Use: http://
winterwildlands.org/wp-content/uploads/2014/05/Environmental-
Impacts-from-Snowmobile-Use.pdf
ABR, Inc. (1998). Environmental Investigations for the Eureka-Rampart
Road Location Study. Fairbanks: Alaska Department of Transportation
and Public Facilities.
Alaska Center for Energy and Power. (2012, July 23). Diesel Integration.
Retrieved April 16, 2016, from Alaska Energy Wiki: http://energy-alaska.
wikidot.com/diesel
Cambridge Systematics. (June 2008). Economic Impact Study of
Completing the Appalachian Development Highway System: Final
Report. www.arc.gov/assets/research_reports/
EconomicImpactStudyofCompletingADHS.pdf.
Coetzer, P. L. (2007, April). Estimating The Impact of Rural Road
Investments on Socio-Economic Development. Retrieved from
International Seminar on Sustainable Road Financing & Investment
Arusha: www.piarc.org/ressources/documents/1026,Paul-Lomb
Council, M. W. (2014). Rampart Village Community Plan. Tanana Chiefs
Conference Village Planning and Development Program.
EPA. (2015, June). Climate Change Indicators in the United States:
Community Connection: Ice Breakup in Two Alaskan Rivers. Retrieved
April 10, 2016, from United State Environmental Protection Agency:
https://www3.epa.gov/climatechange/pdfs/print_river-ice-2015.pdf
Fried, N. (2015, July). Alaska's Cost of Living. Retrieved April 16, 2016, from
Alaska Economic Trends: http://laborstats.alaska.gov/col/col.pdf
Gale Cengage Learning. (2016). Demographic Snapshot Comparison:
Rampart AK. Retrieved from DemographicsNow: http://library.
demographicsnow.com/?skey=60F12E7666214005BD1F5D7A946B7C7D
Hutchinson, J. J. (2013). Design Study Report for Road to Tanana.
Fairbanks: State of Alaska Department of Transportation & Public
Facilities.
McDowell Group, Inc. (2012). The Economic Impacts of Alaska's Mining
Industry. Anchorage: Alaska Miners Association.
McDowell Group. (2008). Alaska Geographic Differential Study.
Retrieved from Alaska Department of Administration Personnel and
Labor Relations: http://doa.alaska.gov/dop/fileadmin/gds/
frontCoverTOC.pdf
Northern Economics. (2013). Manley Hot Springs to Tanana Road
Economic Effects: Final Report. Anchorage: Alaska Department of
Transportation & Public Facilities .
Quah, E. a., & Campbell, H. a. (2012; 2003). Cost-Benefit Analysis: Cases
and Materials; Benefit-Cost Analysis: Financial and Economic Appraisal
Using Spreadsheets. New York, NY; Melbourne, Australia: Routledge
Taylor & Francis Group; Cambridge University Press.
Rampart Village Council. (2015). Fuel Cost Invoices.
Rampart Village Council. (2015). Strategic Transportation Safety Plan.
Robert Peccia and Associates, Inc. (2011). Southeast Alaska Mid-Region
Access Operating and Maintenance Cost Technical Memorandum.
Helena, MT.
Robert T. Boyd, P. (2015). Elephant Mountain Gold Project, Alaska.
Retrieved from Endurance Gold Corporation: http://www.
endurancegold.com/s/elephant.asp
Shedlock, J. (2014). Village workers begin hands-on construction of $11
million road to Tanana. Alaska Dispatch News.
Sierra Research, Inc. (2007). Alaska Rural Communities Emission
Inventory. Sacramento: Western Governor's Association, Western
Regional Air Partnership, and Alaska Department of Environmental
Conservation.
Tryck Nyman Hayes, I. (1999). Eureka to Rampart Road Environmental
Assessment. State of Alaska Department of Transportation & Public
Facilities.
Winter Wildlands Alliance. (n.d.). Wintler Wildlands Alliance. Retrieved
from Environmental Impacts from Snowmobile Use: http://
winterwildlands.org/wp-content/uploads/2014/05/Environmental-
Impacts-from-Snowmobile-Use.pdf
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