Sterling Byways CPP

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1 Introduction to Byways... 5 - 12

2 Description... 13 - 18

3 Public Involvement... 19 - 24

4 Resources and Qualities... 25 - 52

5 Stewardship... 53 - 60

6 Safety and Signage... 61 - 76

7 Tourism... 77 - 88

8 Interpretation... 89 - 98

9 Goals... 99 - 104

10 Recommendations... 105 - 130

11 Conclusion... 131 - 133

CONTENTS

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This corridor partnership plan for the North andSouth Sterling Byways is designed to help thelandowners, businesses, and local governments alongthese parts of the Sterling Highway to plan for thelong-term economic future of their portions of theSterling Highway corridor.

This plan covers the northern and southern segmentsof the Sterling Highway on the Kenai Peninsula inAlaska. The northern segment begins at theintersection with the Seward All-American Road andthen travels southwest for approximately 38 miles.This segment of the Sterling Highway is an Alaskanstate byway. The southern segment, the SouthSterling Byway, begins north of Anchor Point atStariski Creek (milepost 150.5) and ends in Homerat the end of the highway (milepost 179.5) on theHomer Spit for a total of 29.0 miles. The middleportion of the full Sterling Highway has beenomitted from this plan due to the fact that the roadis not a state scenic byway. There is skepticismexpressed by some residents to the designation whileothers do support the designation. Until there isgreater support, this segment has been omitted fromthe byway effort. Residents, elected officials, andbusinesspeople in the North and South Sterlingareas strongly support the byway concept, as

evidenced by their state byway status and theirendorsement of this process.

The focus of this plan is on encouraging a strongertourism economy and integrating highwayimprovements with visitor investments that willstrengthen and support the visitor economy. This plandoes not address land use regulations nor does it seekto limit property owner rights. Instead, the bywaygroups seek to use their designations, grant dollars,and national marketing to improve the local economyand provide more amenities for travelers and residents.

As described within this plan, this document isstructured to meet the state and national requirementsfor grant funding and further designations that maybe pursued by area leaders and residents. This planhas been prepared largely to identify the economic,infrastructure, and interpretive investments thatshould be pursued in order to strengthen the localeconomy and enjoyment of traveling the highway.This plan will also provide a blueprint for tourismand infrastructure investments that will serve bothresidents and visitors of the communities on theSterling Highway.

EXECUTIVE SUMMARY

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The major categories of actions identified by theNorth and South Sterling Byway groups are:

Support highway improvements thatwill make the Sterling Highway safer andprovide better service to residents andvisitors.

Find funding and partnerships toupgrade traveler pullouts, rest areas andrestrooms. Make these facilities accessibleyear-round so they benefit residents andvisitors.

Improve orientation and directionalsignage.

Invest in new interpretative panels,low power radio, audio tours and otherapproaches to better tell the many storiesassociated with the Sterling Highway.

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Begin to plan now for future separatedtrails along the byways that will offer anotherpath to experience the corridors.

Upgrade state and local recreationfacilities to better handle the growingnumber of visitors.

Inventory and identify river access areasand access to other recreation opportunitiesfrom the Sterling to improve recreationopportunities while protecting andenhancing critical habitat areas.

Work in partnership with various groupsto manage and restore riverbanks and othernatural areas that are overburdened byanglers.

Through partnerships, plus making good use ofAmerica’s Byway program funding and otherresources, the above actions will make the Northand South Sterling Byways better recreationalcorridors for both visitors and for year-round KenaiPeninsula residents.

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BYWAY INTRODUCTION

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1INTRODUCTION TO BYWAYS

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WHAT ARE BYWAYS?A byway is a road that is more than just a strip ofpavement connecting two places. Traveling along abyway provides an experience. Whether thatexperience is tremendous scenery or the opportunityto see and visit historic villages or to learn about thenatural or cultural history of the place, a byway ismore than a transportation route. Certainly, thetransportation that it allows is the core reason whythe road exists. But whether it be historic or naturalsignificance, a byway also conveys something aboutthe personality of America through the experience oftraveling that route.

The America’s Byway Program (formerly theNational Scenic Byways Program) has been inexistence since 1991. The Alaskan state bywaysprogram was formed just a few years later, in an effortto participate in this new national endeavor. Todaythere are 125 roads in the United States that havebeen given the designation of national byway. Beyondthat, there are several hundred more byways, locatedin all 50 states that have been given designation asstate byways. In addition, some state and federalagencies identified roads under their jurisdiction ashaving exceptional qualities, and thus those agencieshave designated roads as Bureau of LandManagement Backways, Forest Service Byways, orNational Park Service Scenic Roads.

There is nothing new about the concept of byways.Since the invention of the automobile, local andnational groups have attempted to make travelersaware of routes that offered the best scenery or themost interesting experiences. The most well-knownof these efforts would be the American AutomobileAssociation’s scenic route recommendations. As longas people have been driving cars, they have soughtout routes that offered beautiful vistas, unusualattractions, and great destinations and experiences.It is a natural part of why scenic driving is one of the

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FTmost popular recreational pursuits in America. Inaddition, there is a long history of towns and regionsseeking to attract more visitors by making thosevisitors aware of the resources that lie along thoseroutes, be they world class fishing, historiccommunities, or cultural experiences.

What is new is that byways are part of a new trendin American thinking about highways and specialplaces: How can local people initiate and controlefforts to link economic development with theenhancement of special places, and how can stateand federal government support those efforts withoutinterfering or placing burdens on local people? Theold model for these types of initiatives was that of thefederal government becoming very involved directlywith the ownership, management, or regulation ofa place. Thus, the federal government createdNational Parks and designated National Forests. Stateand local governments purchased land to create parksand created regulatory designations on historicdistricts, and used regulations to control the type ofdevelopment that occurred within that area. Thisold model resulted in land being purchased or takenby eminent domain from private property owners,or it resulted in restrictions that prevented peoplefrom using their land in the ways that they wanted.The old model resulted in too many regulations andcontrols defined by governments located in statecapitals or in Washington, DC. The old model putemphasis on the protection and management ofresources that sometimes lay within privateownership. The old model had a preference forresource protection, rather than economicdevelopment.

The new model for ‘special place recognition’ uses adifferent set of tools and a different attitude. The newmodel does not buy land; the new model does notplace regulations on local property owners. TheAmerica’s Byways Program and the National HeritageArea Program share many similarities as examples ofthese new special place recognition efforts. TheNational Heritage Area Program is an effort by locally-established groups who wish to link economicdevelopment with the enhancement of heritageresources. These groups can then work with theNational Park Service as technical assistance providers,if the local groups so choose. The Byways Program issimilar but has a broader scope beyond just heritageresources to include economic development of thehighway and six intrinsic qualities: recreation,cultural, scenic, natural, archeological, and historic,found along the route. Both the byways and heritagearea programs are guided and driven by local groups.Before a byway can be considered for inclusion in thenational program, there must be evidence that localgroups of elected officials, citizens, business ownersand property owners are supporting and organizingthe effort. In those cases, the appropriate Federalagency (Federal Highway Administration for byways)then will work in partnership with the local group tohelp them accomplish their goals. The BywaysProgram is about recognition of outstandinghighways, the communities along it, and theopportunities along the highway.

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9There are no mandatory regulations associated with theByways Program with the exception that the programprohibits new billboards along national byways, (butthis is already a prohibition under Alaskan law and isthus not an added burden along the SterlingHighway). It is true that some byway groups feelthat additional locally sponsored regulation isappropriate to help them address their particularneeds. However, generally speaking, this is not thecase, especially in Alaska. As with any locallycontrolled program, it will be the wishes andpreferences of the people in that area as to whetherregulations are considered. There are some parts ofthe country that are more interested in localregulations, whereas other parts of the country haveno interest in seeing additional regulations associatedwith the byways. In those cases, no regulations emergeas part of the Byway Program. This is typical of Alaskaand the desires of its residents and reflected in thispartnership plan for the North and South SterlingByways.

By far, the majority of byways are focused onintegrating economic development with non-regulatory investments associated with the highwayand community resources. These groups work toattract more visitors and find ways to use public fundsto stimulate private investments in new businesses,make highway improvements, and enhance theresources along the highway such as improvingrecreation opportunities. These groups can also lookat ways of dispersing peak visitor periods over longerperiods of time and thus reduce congestion associatedwith short peak visitation periods. The Byways

Program will commonly invest in interpretation (i.e.,signs, interpretive kiosks, museums or visitor centers,etc.) in order to better tell the story associated witha special place. There’s an understanding that inorder to draw visitors and to keep them entertainedwhile they are visiting, there is a need to educatethem and make them aware of the place’s specialqualities along the highway and in the communitiesalong the corridor.

And so, what are byways? Byways are specialtransportation corridors that local people feelstrongly about and want to shepherd into the future.Local people form groups to support that road andthey then sometimes seek state or nationaldesignation in order to make more people aware ofthe road and to obtain state or federal funding tohelp them with the investments that they wish tomake. Economic diversification is often the key reasonwhy groups form byways. But, in all cases, bywaygroups work to pass on to future generations adriving and travel experience that can convey someof the special qualities about the community orregion through which that road passes, and helptell a story about America. Image caption.

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FTWHAT IS A CORRIDORPARTNERSHIP PLAN?This document is a corridor partnership plan. Whatdoes that mean? The federal byways program, whenCongress created it in 1991, called for each potentialnational byway to prepare a plan that would indicatethe important intrinsic qualities along the byway(i.e., the qualities of the route that illustratedsomething regionally or nationally significant). Theidea of the plan was to require local groups todemonstrate that there was something importantabout their road that would merit its inclusion inthe ‘best of the best’ byway designations.

There are more reasons that could be included herethan national designation: A Corridor PartnershipPlan (CPP) will enable the state byway to apply forand receive grants to implement that plan and, bydefining the goals for the byway, the CPP can guidelocal decisions about allocating scarce financial andvolunteer resources for the byway.

There are 14 elements that must be addressed inthe plan. Please refer to the end of Chapter 2 for areview of these requirements and the location of eachof those elements within this plan.

One of the most often asked questions is, What doesthe corridor plan mean for me as a property owner? Theanswer is that the plan is an advisory document, nota regulatory document. Therefore, the approval ofthe plan by the local byway committee does not carrywith it any regulations or obligations. These planswill often point out actions that the local bywaygroups think should be pursued by local government,but it cannot mandate any of those actions. Any suchactions require the use of the usual, locally-controlledprocedures for making capital improvements, passingregulations, or allocating funds. The best way to thinkof the corridor partnership plan is that it is a guideto help the community move toward the outcomesthey wish to achieve as defined during the planningprocess. If the community wishes to avoid regulation(as is the case with the Sterling Highway), then theplan will not promote or recommend regulation. Thedocument is an expression of local desires, not adocument that somehow allows federal or stateagencies to tell local people what to do.

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WHAT MIGHT NATIONALDESIGNATION MEAN FOR THESTERLING?America’s Byways designation can be one of twocategories. The first is National Byway status and thesecond is the highest level of designation, All-American Road. The most common is the former;there are now 125 National Byways and 26 haveattained All-American Road status. A National Byway(the basic designation under the America’s BywaysProgram) must demonstrate that it has resources andexperiences along the route that are of regional ornational significance under at least one of thefollowing categories: natural, recreational, cultural,historic, scenic or archeological. An All-American roadmust demonstrate significance under two or morecategories.

Designation requires submittal of an applicationduring the periodic application rounds that occurevery two to three years. The application requires thesubmittal of a corridor plan and the completion of arange of questions regarding the byway and itsattractions in order to demonstrate that the bywayhas national significance. The decision of whichbyways to include in the program lies with a selectioncommittee composed of tourism, highway, design,heritage management, and other professionals fromaround the nation. If chosen by the committee, theSecretary of Transportation then reviews theapplication and makes a final decision on inclusionin the America’s Byway program.

Once included in the program, byways are eligiblefor priority funding under the national byways grantprogram, including a guaranteed $25,000 grant peryear to assist with staffing and management. Bywayscan also apply for larger amounts for other grant-allowable categories like marketing, pull-outs,signage, trails, visitor facilities, and other projects.The Byways Program has made over $229,811,000dollars available for funding a wide array of projectsfor byways.

In summary, the state and national byways programsoffer opportunities for local communities that lie onor adjacent to special road corridors to work togetherto identify actions that can be taken at the locallevel, with support from state and federalgovernment, to enhance local economies and to tellthe special stories that these roads and communitiesoffer the traveler.

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2THE NORTH AND SOUTH STERLING

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OVERVIEW OF THE STERLINGHIGHWAYThe Sterling Highway (Alaska Highway #1) is located89 miles south of Anchorage off the Seward Highway,an All-American Road. The road runs southwest fromthe Seward Highway at the “Wye” near Tern LakeRecreation Area and follows the Kenai River until itreaches the western shore of the Kenai Peninsula. Thehighway parallels the shoreline of Cook Inlet untilthe “End of the Road” at the community of Homer.In Homer the Sterling connects to the Alaska’s MarineHighway, an All-American Road. The entire lengthof the Sterling Highway is 143 miles.

The Sterling Highway was constructed in phases afterthe Seward Road provided the first access fromAnchorage to the Kenai Peninsula and the portcommunity of Seward in 1938. The first segment ofthe Sterling right-of-way was constructed in 1947connecting the mining community of CooperLanding to the Seward Road. The following year,WW II veterans were able to homestead along thewestern portion of the Kenai River and the right-of-way was extended the following year to where thecommunity of Kenai is now found. In 1950 the right-of-way was extended to Homer and the entire right-of-way was improved to road quality in 1951 to allowthe first vehicle to drive the road.

The Sterling Highway can easily be divided intothree distinct segments.

1.The northerly mountainous portion2.The middle rolling hills3.The southern Cook Inlet portion

THE NORTHERN SEGMENTThis segment starts at the “Wye” at the intersectionwith the Seward All-American Road and travelsapprox 38.3 miles to the southwest. The SterlingHighway starts at milepost 37.0 (the distance toSeward, Alaska) and this segment ends at milepost75.3 at the west intersection with Skilak Lake Road.Much of the road travels through the ChugachNational Forest and Kenai National Wildlife Refuge.The small community of Cooper Landing is locatedin this segment. This segment is an extremelypopular recreation destination along the worldfamous Kenai River, Kenai Lake, Russian River, andSkilak Lake. This portion of the Sterling is currentlydesignated as an Alaska State Byway for itsoutstanding recreational activities, scenic quality,natural features, and historic significance.

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THE MIDDLE PORTIONThis segment starts at milepost 75.3 at the westernintersection of Skilak Lake Road and the boundaryof the Kenai National Wildlife Refuge and travelswest out of the Refuge along the Kenai River andthen south along the shores of Cook Inlet. This roadsegment is 118.7 miles and includes a majority ofthe communities and population along the highway.The highway provides access to recreationopportunities found along the Kenai NationalWildlife Refuge and numerous rivers including theKenai River. The topography is gently rolling witha large portion of private land holdings along thehighway.

This segment is currently not an Alaskan StateByway and at this time there is insufficient supportfor either State or National designation. As such,the middle portion of the Sterling Highway is notformally included in this corridor partnership plan,though it is clear that due to the importance andprevalence of tourism all along the Sterling Highway,there will continue to be a strong partnershipbetween the North and South segments and the arealying in the middle.

THE SOUTHERN PORTIONThis 29.0 mile stretch starts at Stariski Creek justnorth of the community of Anchor Point (milepost150.5) on the bluffs over looking Cook Inlet andterminates at the “End of the Road” on the HomerSpit (milepost 179.5). This segment providesoutstanding views of Cook Inlet, Kachemak Bay, andthe surrounding volcanoes of the Chigmit Mountains.Travelers flock to this segment of the Sterling for itsoutstanding recreation and in particular, its salt waterfishing. Homer is known as the “Halibut Capital ofthe World” for its “barn-door” sized halibut weighingup to 400 pounds. This portion of the Sterling iscurrently designated as an Alaska State Byway for itsoutstanding recreational activities, scenic quality,natural features, and cultural, and archeologicalsignificance.

In 2004 an effort was undertaken to include themiddle undesignated portion of the Sterling Highwayas a State Byway. After several public meetings andworkshops there was enough public skepticism thatit became apparent support was not sufficient topursue designation despite this portion’s State andNational significance. The North and Southsegments, which are currently State designated, haverequested that Corridor Partnership Plans andNational nominations be submitted for these twohighway segments of the Sterling.

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SUMMARY OF THE BYWAY’SSIGNIFICANCEThe North and South Sterling is America’s premierfishing destination highway. No other corridor inAmerica offers anglers the range of world-class fishingopportunities for both freshwater and saltwaterangling. People travel from around the world to casttheir lines into the waters along the Sterling Highwayfor a variety of trophy-sized fish. And in addition tothe fishing, there is gorgeous scenery and numerousother recreational opportunities that are only accessedby this corridor.

The North and South Sterling Byways are also worthyof both state and national byway designation for theunusual character of their communities. Homer inparticular is known throughout the world as a uniquetown filled with a variety of high spirited souls alllying at the edge of some of the most dramatic naturalbeauty on the planet. Finally, the Sterling segmentsoffer the potential to connect the All-AmericanSeward Highway with the recently designated All-American Alaska’s Marine Highway to create a specialAmerica’s Byway loop extending from the state’slargest community and primary tourism hub,Anchorage.

BYWAY VISIONIn the future, the North and South SterlingHighways will be known as must-see North Americandestinations due to the combination of amazingrecreational opportunities – where else can you catcha fish the size of a barn door, sit next to a bald eagle,watch whales and ogle at bears all on one trip? – Allthese opportunities combined by the unusualjuxtaposition of culture and wildness. There arestereotypes of the Alaskan personality as the ruggedoutdoorsman, but there is another Alaskanpersonality exemplified by the Sterling Byways: i.e.,the individualistic, get-away-from-it-all creative spiritthat brings artists, writers, people seeking religiousfreedom, and those wanting to live closer to natureall together on the Kenai Peninsula. Visitors willencounter those people up close and personal. Theirstories will be told through creative interpretivemethods that bring the visitor in touch with thesoul of the Kenai Peninsula. All of this will bepackaged in a well-maintained, visitor service-oriented destination with good signing, cleardirections for activities, great shopping and food,and well-trained tourism professionals who will makeany visitor’s trip exceptional. By combining thesevisitor services and world class recreation in awilderness environment creates a unique must seedestination for a wide array of recreationalists andthose seeking great Alaskan cultural opportunities.Together, our byways will be the envy of Alaskandestinations and will draw visitors to stay longer,spend more, and come back again and again.

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PUBLIC INVOLVEMENT

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3STRATEGY AND ORGANIZATIONAL PLAN

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The public involvement approach for the North andSouth Sterling Byways began with contacting localunits of governments and the local Chambers ofCommerce. These two groups coordinated andsponsored kickoff workshops in Homer, Anchor Point,and Cooper Landing. Each of these initial workshopswas well-attended by chamber members, communityrepresentatives, federal land management agencyrepresentatives, and interested citizens.

At these initial workshops attendees had anopportunity to hear about the state and nationalbyways program and to understand the processinvolved in the preparation of a corridor partnershipplan. The bulk of the workshops were spent indiscussions with the attendees talking about the issuesthat were most important to their highway segments.At the conclusion of each of these kickoff workshops,attendees were asked whether this program meritedcontinuation. Each group was enthusiastic and feltthat the corridor partnership plan for their segmentwould be useful and well received by the local businesscommunity and citizens.

Once local support was expressed numerous one-on-one interviews were held with local electedofficials, state and federal agencies, non-profitagencies, key citizens and businesspeople by theconsulting team.

Following these initial meetings, a questionnaire wasdeveloped and sent to all interested key individualsand organizations along each byway. (See Appendixfor questionnaire.) The objective of this survey wasto assess the challenges and stories that are mostrelevant for each of the segments. Twenty-fiveindividuals responded to this questionnaire andprovided a basis from which to develop goals andobjectives and overall vision for the highway plan.The responses identified specific places that are mostrepresentative of each byway, areas in need ofreinvestment, potential interpretive stories to tell,and ways in which the visitor’s experience can beenhanced. Specific questions asked about pullouts,visitor information, restrooms, signage, road safety,trailhead parking, recreation opportunities publicland access, interpretation, trails, campgrounds,

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lodging, dining, public transportation, airtransportation, retail, and hospitality services.Responses confirmed the consulting team’sobservations on the key experiences that most visitorswould enjoy and which areas needed investment andrethinking.

Subsequent workshops and open houses were heldalong the byway to verify the results of the survey,and the corridor inventory carried out by theconsulting team. Additional public input wasobtained from more of the corridor’s citizens andgreater detail collected on previous public directionon goals and priorities. These workshops providedthe public the opportunity to capture the public’sreaction to the draft corridor plan. Local newspaperand radio coverage broadened the outreach. Noopposition or concern was expressed from theNorthern or Southern Sterling Byways and publicsupport grew with each public meeting.Interestingly enough, no opposition was voiced fromthe middle undesignated segment of the highwayto what the end segments were doing.

Following a several month period of plan review anddiscussion, the plan was......[stay tuned, to becompleted!]

ORGANIZATIONAL PLANThe organizational approach chosen by the Northand South Sterling Byways was to keep it informaland work within existing organizational structures.In the North, the Cooper Landing Chamber ofCommerce is the lead organization. In the South,the lead entity is the Homer Chamber of Commercein alliance with the Anchor Point Chamber ofCommerce, with support from the City of Homer.Both groups meet jointly during the planning processto address common concerns, priorities, issues andpotential byway projects. Both groups have invitedkey community leaders to their meetings andmaintained open doors to all additional public inputand a transparent local planning process. The Cityof Homer serves as the fiscal agent for the two byways.

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RESOURCES & QUALITIES

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4RESOURCE AND INTRINSIC QUALITIESASSESSMENT AND SIGNIFICANCE

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As noted in the introduction, in order to qualify forNational Byway status, a road must demonstrate thatit has at least one intrinsic quality that is of regionalor national significance. These intrinsic qualitiesinclude recreation, natural, scenic, cultural,archeological, and historic. The people along acorridor must show that there is something specialabout the highway that helps to convey an importantaspect of the American story. For the North and SouthSterling, it is the story of Alaska’s and America’sabundant natural resources (in this case as exemplifiedby the recreational pursuit of fishing) combined witha distinct Alaskan spirit of getting away from the Lower48 culture and generating one’s own distinct brandof culture.

Fishing is an activity that over 35 million Americansparticipate in every year and which generates over$36 billion in economic activity, according to theNational Fishing, Hunting and Wildlife-AssociatedRecreation Survey (U.S Fish and Wildlife Service,2002). There is no highway corridor in the UnitedStates that exceeds the Sterling Highway for thequality of the fishing experience and quantity ofopportunities, in particular for salmon and halibut.

Regarding culture, a trip through the North andSouth Sterling Byways gives the visitor a chance tosee two distinct sides of life on the Kenai Peninsula.Cooper Landing is all-Alaskan, unspoiled by fast-food franchises and car dealerships, filled with logcabins, enveloped by mountains and filled withfriendly people living their Alaskan dream. Homerand Anchor Point are another Alaskan dream: thatof a thriving full service community of artists, free-spirits, freedom seeking religious followers, andpeople wanting to be next door to some of the bestfishing, hunting, snowmobiling,boating and wildlands in North America. All of that is expressedthrough great shops, art, dining and lodging indowntown Homer and on the Homer Spit, andthrough down-home small town America in AnchorPoint.

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PRIMARY INTRINSIC QUALITY:RECREATIONThe North and South Sterling Byways andsurrounding Kenai Peninsula offer world-classrecreational opportunities, including access to theChugach National Forest, the Kenai NationalWildlife Refuge, and numerous Alaska State Parks,and is described as “Alaska’s Playground” on theofficial Alaska Highway Map. Those traveling theSterling have access to fishing, hiking, camping,hunting, mountain biking, river rafting, sea and riverkayaking, back-country and cross-country skiing,wildlife viewing, canoeing, snowmobiling, birdwatching, and dog-mushing. All of these activitiesare of state and many are of national significance.Many of the recreational resources and experienceson the Kenai Peninsula are accessed primarily fromthe North and South Sterling Highway. Thefollowing is a review of the primary recreationalpursuits found on this byway.

FISHINGExceptional fishing opportunities are accessible alongthe entire length of the Sterling Highway, from TernLake to the Homer Spit. The highway provides easyaccess to two of Alaska’s largest river fisheries, theRussian and Kenai Rivers. It is common knowledgeamong fishing enthusiasts that these runs are thelargest in the world. This world class salmon fishingis the most popular activity for both residents andvisitors to the Kenai Peninsula. Anglers can targetfour species of North Pacific salmon: pink, coho,sockeye, and chinook, which are found in saltwater,freshwater, and in various stocked lakes. Other popularfisheries include Dolly Varden, steelhead trout, smelt,rainbow trout and lake trout, as well as Arcticgrayling and northern pike. Saltwater sport fisheriestarget world record halibut, as well as cod, sea androck bass, and a variety of clams and crabs.

All fisheries on the Kenai Peninsula are stable, healthypopulations managed by the Alaska Department ofFish and Game, Division of Sport Fish. The AlaskaDepartment of Fish and Game’s long-term strategicplan emphasizes sport fishing as an essential elementof Alaska’s economy and the well being of Alaska’sresidents.

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A 1999 report (the most current available) preparedfor the Alaska Department of Fish and Game titledEconomics of Sport Fishing in Alaska summarizes thefollowing:

The Kenai and Russian Rivers are theoverwhelming most popular sport fishingareas in Alaska. The Homer/Anchor Point/Ninilchik area came in second. All of theseareas are accessed by the Sterling Highway.

34% of Alaskan resident fishing occurson the Kenai Peninsula – this is the highestlevel in the state.

46% (the most) of all visitors to Alaskafish the Kenai Peninsula.

In 1993, $540 million was spent inAlaska on sportfishing activities. Assuminga 2% annual growth rates, this suggests a2005 level of $749 million of which $254million was related to Kenai fishing.

The March 2004 issue of Field and Stream Magazineindicates that the Kenai Peninsula has produced tenof the last twelve WORLD record salmon and isconsistently the number one location in NorthAmerica to catch a trophy salmon. The salmon are solarge and plentiful on the Kenai Peninsula that theyare required to weigh more than 70 pounds to beconsidered a “trophy salmon.” All other fisheries inAlaska have a trophy size of 50 pounds.

The North Sterling Highway provides access to themost popular freshwater fishing areas on the KenaiPeninsula, the Russian River and the upper portionsof the Kenai River. Both of these rivers are nationallysignificant fisheries. Additionally, the northernsegment provides access to Skilak Lake and KenaiLake, both of which flow into these rivers and alsoprovide exceptional fishing opportunities.

Other rivers with significant fisheries include theAnchor River, the North Fork and numerous smallerrivers and creeks along the southern segment of thehighway. This region represents the second mostpopular fishing area in Alaska.

Popular saltwater fishing areas for clams, halibut,and sea bass are found at the South Sterlingcommunities of Anchor Point and Homer. Theseworld class saltwater fisheries are only accessed fromthe South Sterling Byway. Homer is nationallysignificant for its “barn-door” sized halibut and isthe “Halibut Capital of the World.” During thetwenty years the Homer Halibut Derby has beenhosted, the average weight of the winning halibut isover 320 pounds. Half of the derby winners havebeen out-of-state visitors on fishing charters and onlythree Homer residents have ever won the derby, anindication of the national popularity of saltwaterfishing along the South portion of the SterlingHighway.

Simply put, the North Sterling Byway providesaccess to world-class freshwater fishing, while theSouth Sterling provides access to world-class saltwaterfishing. Together these corridors offer the “PremierFishing Byway in North America.”

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OUTDOOR RECREATIONIn addition to world-class fishing, hundreds ofrecreation opportunities exist along the North andSouth Sterling Byways. A vast majority of those whovisit the Sterling Highway also take advantage ofother outstanding recreation opportunities found inthe area. The Seward Ranger District of the ChugachNational Forest, the 1.92 million acre Kenai NationalWildlife Refuge, Alaska Department of Fish andGame, and Alaska State Parks all provide publicrecreation opportunities along the corridor. Theseagencies manage and maintain the following facilitiesalong the Sterling Highway:

16 public use cabins

46 public campgrounds with sitestotaling more than a thousand, as well asRV facilities with several hundred sitesavailable

30 trails totaling over 500 miles

200 miles of canoe routes

4 visitor/interpretive centers

dozens of boat launches

numerous fishing platforms and wildlifeviewing facilities

Additionally, local agencies and organizations alongthe highway provide smaller-scaled recreationopportunities including trails, camping facilities, andinterpretive centers.

Dozens of private businesses along the North andSouth Sterling Byways offer extensive recreationopportunities such as whitewater rafting, guidedwildlife viewing, skiing and snow machiningadventures, guided hunting, sea kayaking tours,horseback expeditions, gold panning, charter fishing,and other wilderness adventures on the KenaiPeninsula and across Cook Inlet.

The North Sterling Byway community of CooperLanding and South Sterling community of AnchorPoint rely almost solely on recreation tourism as theirprimary industry. The larger South Sterlingcommunity of Homer is more diversified; howeverrecreation tourism plays a significant role in itseconomy. All communities provide exceptional andcomplete recreation services and a variety of travelerservices from remote rustic to luxury accommodationsto fully enjoy the numerous recreation opportunitiesfound in “Alaska’s Playground.”

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CO-PRIMARY INTRINSICQUALITY

CULTURAL QUALITIESWhere can you find world-class visual artists, writers,Russian refugees, yuppie escapees, deep sea fishermen,and homesteaders all hanging out at a local brew publooking out over active volcanoes and scenery thathasn’t changed since Captain Cook sailed through inthe 1700s? Homer.

Name another place that offers two National Parksthat are accessible only by water and air across thebay from some of the best dining establishments inNorth America?

Where else can you shop for one-of-a-kind utensilsculptures (that are really beautiful!) and then gowatch bald eagles and bears in the afternoon? Thereis nowhere else like Homer—in Alaska or anywhereelse in the United States.

Cooper Landing is also a distinctive culturaldestination. The combination of the narrow, windingroad, the high surrounding mountains, the log cabinarchitecture, the absence of franchise businesses, anddistinctive historic businesses like Gwin’s awardwinning lodge and “Wild Woman” enterprises, allmake Cooper Landing much more ‘“Alaskan” thanmost Alaskan communities. Add to this the genuineopenness and charm of this little town’s residents (plusthe brown bear skeleton that local elementary schoolchildren processed and reassembled for display in thelocal historical museum) and you get a picture of aplace that is marching to its own drum and is happyto let you sit in for awhile when you visit.

SECONDARY INTRINSICQUALITIES

NATURAL AND SCENIC QUALITIESThere are over two million acres of public ownedand managed lands along the Sterling Highway,including the 1.92 million acre Kenai NationalWildlife Refuge. The North Sterling Byway is theonly highway that traverses this National WildlifeRefuge. A large portion of this area is undisturbedand provides significant opportunities to see wildlife,landforms, and vegetation, and to recreate in anoutstanding natural environment. The KenaiNational Wildlife Refuge’s wealth of habitat, sceneryand wildlife draws over a half a million visitors ayear, more than any other wildlife refuge in Alaska.

The Sterling Highway provides access to trails andwaterways leading to popular areas for wildlifeobservation, recreation, hunting, and fishing. Morethan 200 wildlife species are found along the SterlingHighway and its surrounding public lands,including moose, caribou, bald eagles, Dall sheep,brown and black bears, wolves, lynx, and of coursesalmon. Birders find opportunities to add to theirlife lists with species such as spruce grouse, willowptarmigan, trumpeter swans, common and pacificloons, and arctic terns. Homer hosts the popularKachemak Bay Shorebird Festival held every Mayand is another opportunity to learn about the birdsand add to your life list. Kachemak Bay wasdesignated as part of the Western HemisphereShorebird Reserve Network, bringing it internationalrecognition for its significance as a shorebird stagingarea for hundreds of thousands of migrating birds.

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The Chigmit Mountains on the west side of CookInlet are home to some of Alaska’s most famousvolcanoes, many of which are still active and visiblefrom points along the southern segment of theSterling Highway. These include Mount Redoubt,Mt. Iliamna, and Mt. Augustine and all three haveerupted as recently as 2006. (Mt. Augustine hasrecently become active again and has beensmoldering and spewing lava for most of 2005 and2006!) The South Sterling Byway is one of fewlocations in the nation that provide visual access froma highway system to the “Pacific Ring of Fire.”

For an inventory of the fishing, recreation,and otherintrinsic resources along the highway corridor, pleaserefer to the site-by-site inventory maps and tablespresented on the following pages.

33STERLING STATE SCENIC BYWAYCORRIDOR INVENTORY

This inventory lists road conditions, visitor services, attractions, opportunities, and public facilities found along the two segmentsof the Sterling Highway that are currently designated as a State Scenic Byway. There are hundreds of private facilities, businesses,and attractions along the byway. These are not listed to maintain a clear and simplistic understanding of the qualities andopportunities along the byway. This inventory also makes basic recommendations for enhancements and these only representa partial list. Additional recommendations can be found throughout the Corridor Plan.The Sterling Highway is divided into 11 segments. Each segment has its own unique characteristics whether it be road condition,geography, visual quality, type of development along the highway, or a combination of these qualities. Segment 1 starts at thenorthern end of the Sterling Highway. Segments 5 thru 7 represent the portion of the Sterling Highway that is currently notdesignated as a State Scenic Byway and is not inventoried in this document.

LEGEND

ARC/CUL Archeological/Cultural SiteF&B Food and Beverage (Restaurant)INTRP Interpretation/MuseumNMTF Non Motorized Transportation FacilitiesP ParkingPOI Point of InterestREC Recreation OpportunityRV Recreation Vehicle FacilitiesSV Scenic ViewingTOWN Town/City LimitsUSFS USDA Forest ServiceUSF&WS US Fish and Wildlife ServiceVC Visitor CenterVS Visitor Services

NB North BoundSB South BoundBS Both SidesOFF (0.0) Opportunity off the Sterling Highway and distance from highway

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NORTH SEGMENT - SEWARD HIGHWAY TO WEST INTERSECTION WITH SKILAK LAKE ROAD

SEGMENT #1: LENGTH 6.1 MILES

MILE WAYPT SYMBOL SIDE HWY DESCRIPTION

36.5 158 POI SB North intersection with Seward All-American Road. Beginning of Sterling Highway. Off ramp.Needs to show destinations and attractions along Sterling rather than all destinations are inSeward. Needs Scenic Byway signage. Great scenic gateway to Sterling Highway.

37.0 157 POI NB South intersection with Seward All-American Road. Needs better Byway and destination signage.37.1 156 SV NB USFS Tern Lake Scenic View Area. ADA accessible boardwalk and viewing with intrp panels.

Paved parking for 25 vehicles. Site could be expanded and improved. Very scenic.37.4 155 REC/SV NB USFS Tern Lake Day Use Area. Salmon viewing, intrp and seasonal restrooms.

Short intrp trail. Great area with potential for expansion including camping. Area can flood.37.5 SB Sterling Wye South Junction intersection.38.0 154 POI BS Avalanche gates and public phone.38.6 153 P/REC NB Gravel parking area for 10 vehicles, unorganized. Road crosses Quartz Creek.

Fishing and gold panning occurs, need to provide better access, parking and intrp.40.3 152 SV NB New paved parking and scenic view area of Daves Creek and surrounding mountains.

Could be improved with restrooms and intrp, or Sterling Highway visitor center.40.6 151 P NB Gravel parking for 8 vehicles, unorganized. Intrp opportunity. Access to Quartz Creek for fishing.41.3 150 SV NB Gravel parking area for 8 vehicles, unorganized. Marked as scenic area but limited. Access to

Quartz Creek for fishing. Needs improvements and intrp. Alternate visitor center site?41.4 149 P NB Gravel parking for 4 vehicles, unorganized. Access to Quartz Creek for fishing.41.6 148 P NB Gravel parking for 5 vehicles, unorganized. Access to Quartz Creek for fishing42.6 147 NMTF BS Begin/end 6' paved shoulder.

Segment Summary: Passes through Chugach mountains. Mountains in close proximity. High scenic quality and recreation.

Road condition: New road surfacing, 2 lane with 3' to 6' paved shoulder and occasional passing lanes. Good NMTF.

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42.7 146 VS NB Sunrise. Small commercial area offering a wide array of basic visitor services. F&B, gas, lodging,tours and RV. First/last services along highway.

44.8 145 REC OFF (0.2) USFS Quartz Creek Day Use Area via Quartz Creek Road. Boat launch, picnic and restroom.44.8 144 REC OFF (0.5) USFS Quartz Creek Campground via Quartz Creek Road. 45 sites and restroom on Kenai Lake.44.8 REC OFF (2.6) USFS Crescent Campground via Quartz Creek Road. 9 sites and restroom in wooded area.

Trail to Crescent Lake and recreation opportunities.45.0 POI/REC Kenai Lake. Large mountainous lake. Popular recreation area with high scenic qualities.45.6 143 P/INTRP NB Old wayside facility, gravel area for 20 vehicles. Good potential of intrp and Dall sheep viewing.

Needs improvements and thinning of vegetation.45.9 VS BS Small commercial area offering basic visitor services. Lodging, F&B and tours.47.6 141 VS SB Small commercial area offering basic visitor services. Lodging, F&B laundry and

recreation supplies.

Segment Summary: High winding road through Chugach mountains along Kenai Lake. Little development except in small scattered pockets

along road. High scenic quality and recreation.

Road condition: 2 laned paved with no shoulder. No NMTF. Most hazardous segment of the highway.

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47.8 140 POI Bridge over convergence of Kenai River and Kenai Lake. Major recreation destination.47.9 REC OFF (23.0) USFS Russian River Campground via Snug Harbor Road. Also access to Cooper Lake (12.0 m).47.9 139 REC SB Cooper Landing State Boat Launch and Rec Area. Popular launch area for Kenai River and Kenai

Lake. ADA ramp and scenic viewing with intrp panels. Restrooms, day-use parking for 30 RVs.Basic visitor center with host.

47.9 138 VS SB Collection of scattered seasonal commercial shacks offering F&B, tours, and souvenirs.48.2 137 VS NB Commercial development. Many visitor services provided lodging, F&B, tours, RV,

and recreation supplies.48.7 INTRP SB Cooper Landing Museum. Small but interesting. Could use expansion and improved intrp.49.5 135 P SB Paved parking for 12 vehicles and RVs. Along Kenai River. Needs river access and intrp.

134 REC SB Various rafting guides, tours and cabins for next half mile. River access for rafting.50.4 REC Bridge over Juneau Creek. Summer fishing.50.5 REC Bridge over Cooper Creek. Summer fishing.50.5 133 REC NB USFS South Cooper Creek Campground. 23 sites with creek access. No intrp facilities

Campground could be expanded, reconstruct old Stetson Creek Trail.50.6 132 REC SB USFS North Cooper Creek Campground. 7 sites with creek access. Intrp potential.

Campground is small with limited area.50.7 131 P NB Gravel parking for 10 vehicles, unorganized. Little potential. New trailhead for Stetson Creek?52.0 130 VS NB Commercial area. All needed services available including lodging, F&B, tours, and

recreation supplies.52.4 129 ARC/CUL SB Kenaitze Indian Tribe and USFS K’Beq Footprints Heritage Site. Short Kenaitze cultural trail

and intrp of Native people. Restrooms. Need of upgrade and self guided tour during off season.52.5 128 REC NB USFS Russian Lakes and USFS Russian River Falls trailheads. Popular trails.52.5 127 REC NB USFS Russian Lake campground. Extremely popular due to access to fishing. 84 sites,

RV and restrooms.53.0 126 TOWN BS Kenai River bridge. Cooper Landing limits.53.1 125 REC/P SB USFS Resurrection Pass trailhead. Popular 38 mile recreation trail with cabins along route.

Large parking, restrooms, intrp facilities. Mountain bike and horseback use allowed.53.5 124 ARC/CUL NB Kenaitze Indian Tribe and USFS Hchan’iyut Interpretive Trail. Short cultural trail along river.

Unorganized parking and river access. Upgrades required throughout including directional signs.54.0 123 BS Mile marker 54. Many mile markers missing. Replace missing markers.54.0 122 POI BS Chugach National Forest sign. Enter/leaving National Forest.54.8 121 REC NB Alaska Department of Fish and Game Sportsman’s Lodge Recreation Area. Paved parking for 75

vehicles, 30 trailers and RVs. Major non motorized boat launch area for fishing. Restrooms,

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river/bear viewing with some intrp that could be improved. Major fishing destination.54.9 121 REC NB USF&WS Russian River Ferry and River Access. Large parking area, fish cleaning stations,

and restrooms. Russian River ferry provides access to other side of river and additional fishingand recreation. Major fishing destination. Bank stabilization needed. Some facilities needupgrades due to heavy use.

55.0 BS Enter/leaving USF&WS Kenai National Wildlife Refuge.56.5 120 P/REC NB Gravel parking for 25 vehicles and RVs, unorganized. Improve parking and river access.56.6 119 P/REC NB Potential new parking and trail to river.56.7 118 P/REC NB Gravel parking for 12 vehicles, unorganized. Improve parking and river access.56.9 117 P/REC NB Gravel parking for 40 vehicles and RVs, unorganized. River access and intrp needs improving.57.2 116 REC/P SB USF&WS Fuller Lakes parking & trailhead. Unorganized gravel parking for 20 vehicles.

No facilities or intrp. Need intrp. Fishing.57.7 115 POI BS Kenai Wildlife Refuge sign. Begin/end paved shoulder. Views of Kenai River.57.9 114 VC SB USF&WS Kenai Wildlife Refuge Visitor Contact Station. Basic information kiosk with

host. Restrooms, water and picnic. Day use. No intrp other than kiosk. Seasonal. Need toadd information services about Refuge when facility is closed.

58.1 113 REC NB East intersection with Skilak Lake Loop Road. Provides access to over 12 USF&WS trails,4 campgrounds, several cabins and boat launches, and numerous recreation opportunities.Skilak Lake Loop Road is old Sterling. Create road as an alternate recreation route. Road is inneed of serious repair and is not suitable for large RVs. Transfer road from AK Department ofTransportation to USF&WS and seek funding for improving road.

59.8 REC NB USF&WS Jean Lake Campground. 3 sites, boat launch and fishing. Expand camping facilities.Needs signage from road.

60.5 112 P SB Gravel parking for 15 vehicles, unorganized. Little potential.60.7 111 P NB Gravel parking for 4 vehicles, unorganized.60.9 110 REC/P NB USF&WS Skyline Trail parking and trailhead. Gravel parking for 20 vehicles and RVs.

Parking on opposite side of road from trail. No facilities or intrp. Improve safety between parkingand trail and add intrp. Popular trail.

63.7 109 REC SB Road access to Mystery Hills. Road is open seasonally and managed by USF&WS. Access torecreation. Gravel parking for 25 vehicles, unorganized. Needs info signs, intrp and trash cans.

64.3 108 P NB Gravel parking for 6 vehicles, unorganized. Some potential for improvements.

Segment Summary: Road in foothills and steep rocky Chugach mountains in midground. Lakes in valleys. Little development except in

small scattered pockets along road. High scenic quality and exceptional recreation.

Road condition: 2 laned paved with 2' paved shoulder. Paved shoulder absent on some guardrail curves. Limited NMTF

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64.6 107 POI Begin/end of Moose Flats. Unique geography. Provide intrp on landscape and ecosystem.68.3 106 REC NB USF&WS Kelly and Peterson Lakes Campgrounds. Access road to campgrounds

(0.5 m and 1.0 m). Each has 4 sites, picnic areas, RV, boat launch and restrooms.Fishing. Access to USF&WS Seven Lakes Trail and cabins. Expand camping facilities.

70.8 105 REC NB USF&WS Egumen Lake Trail. Potential for intrp. Trail to lake fishing.70.7 104 P/REC NB Gravel parking for 10 vehicles. Parking for Egumen Lake Trail. Better signage and access needed.71.3 103 P SB USF&WS Watson Lake Campground. Access road 0.5 miles. 3 sites, picnic, restrooms and

boat launch. Expand camping facilities.71.4 102 P NB Gravel parking for 10 vehicles, unorganized. Little potential for views or intrp.72.4 101 SV BS Middle of flats with great long views. Potential scenic view area.74.1 100 SV NB Great view of flats and mountains in background. Potential scenic view area.75.3 099 REC NB West intersection with Skilak Lake Loop Road. Begin/end State Scenic Byway. No byway signs.

See segment #3, milepost 58.1 for road and recreation opportunities. Provide USF&WS VisitorContact Station and restrooms. Provide facilities to allow for year round information on Refuge.

76.0 098 POI NB Kenai National Wildlife Refuge sign. Enter/leaving Refuge.

Segment Summary: Rolling landscape with Chugach Mountains in background. Spruce and alder with marshy flats. Little development.

Good scenic quality, interesting natural features (Moose Flats) and recreation.

Road condition: 2 laned paved with 2' paved shoulder. Limited NMTF.

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SOUTH SEGMENT - STARISKI CREEK TO THE HOMER SPIT (LAND’S END)



151.7 POI BS Stariski Creek bridge. Begin/end State Scenic Byway. Need byway signs.151.9 040 REC SB Stariski State Recreation Area. 16 camp sites, ADA restroom, great views of Cook Inlet. No

intrp. Entire campground needs upgrading and expansion.152.7 039 REC SB Whiskey Gulch Road. Public beach access. Hazardous road. 4 wheel drive only.

Residents have requested no road improvements. Coal deposits on beach bluffs.153.9 038 SV SB Potential scenic view point. Private land owner. Spruce beetle kill intrp possible.155.2 036 SV SB Last/first view of Cook Inlet from highway since Homer. Potential scenic view area. Private

land owner.

Segment Summary: Road returns to edge of bluff and views of both Cook Inlet and inland toward Kenai Mountains foothills. Good recreation

opportunities and scenic and natural features found along segment.

Road condition: 2 laned paved, stripped with 3' paved shoulder each side and rumble strip. Good NMTF.

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155.7 035 TOWN SB Community of Anchor Point welcome sign.156.4 VS SB Begin commercial development. All visitor services available.156.8 005 VC SB Anchor Point Visitor Center. Seasonal. Poor intrp and mapping. Located in old schoolhouse.

Entire visitor center needs upgrades and improvements.157.1 034 POI SB Marker: Most westerly point of highway in North America. Needs improvement and signage.157.1 032 REC SB Anchor River Road. Access to numerous recreation opportunities.157.1 REC OFF (0.5) Coho State Rec Area via Anchor River Road. Small campground on river with restrooms. Fishing.

Minor improvements and maintenance needed.157.1 REC OFF (0.7) Steelhead State Rec Area via Anchor River Road. Small campground on river with restrooms.

Fishing. Minor improvements and maintenance needed.157.1 REC OFF (1.1) Slidehole State Campground via Anchor River Road. 30 sites on river, ADA sites and restrooms.

Popular day use for fishing. Minor improvements and maintenance needed. Add intrp.157.1 REC OFF (1.5) Halibut State Campground via Anchor River Road. 20 sites, picnic and restrooms. Popular area

due to access to river and Cook Inlet for fishing and clamming. Minor improvements andmaintenance needed. Add intrp.

157.1 REC OFF (1.6) Anchor River Beach State Day Use Area via Anchor River Road. Cook Inlet beach access, boatlaunch, viewing area with spotting scopes to view volcanoes. Most Westerly point in NorthAmerica accessed by road system. Volcano and gold history intrp. Expand on most WesterlyHighway idea to be more of a celebration. Expand on volcano intrp and general maintenance.

157.2 VS BS Bridge over North Fork River. End/begin Anchor River commercial area.157.5 TOWN NB Community of Anchor Point welcome sign.159.7 POI SB Blackwater Bend Homestead. Historic homestead site needing all levels of improvements

including intrp, parking, road signage and site enhancements.161.0 POI BS Bridge over Anchor River. Scattered art studios and small commercial area offering basic

services. River access and fishing.162.4 029 P NB Gravel pull off. 6 vehicle capacity, unorganized. Potential river access site.164.3 028 REC NB Gravel unorganized parking. Old camping area that was flooded out by river. Potential recreation

access to Anchor River and interpretation site. Develop day use recreation area and stabilizeriver banks. Establish Anchor River Trail from this location to North Fork Road?

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164.3 REC/POI NB North Fork Road. Access to recreation along Anchor River. Provide river access and parking.Nikolaevsk, a Russian ‘Old-Believers’ community is found on North Fork Road with its OrthodoxChurch and traditional lifestyle. Community includes basic services with a café, gift shop andmuseum. Need to work with community and determine if improvements (signage) are needed.

164.5 027 POI BS Enter/leave Anchor River Valley.164.8 026 POI SB Old Sterling Highway runs 8 miles to the north to Anchor River Road. Alternate route with access

to first Alaskan oil well. Provide signage and intrp for old Sterling route at intersection.165.0 025 SV Inland view of flats and Caribou Hills in distance.167.0 REC SB Diamond Ridge Road. Access to Diamond Creek State Park with hiking trail to beach. Area

needs improvements at all levels.169.1 024 REC NB Baycrest Ski Area. Variety of cross country ski trails and summer hiking.169.3 023 VS SB Begin/end 2 lane road. Small commercial area with fuel, F&B, and RV.

Segment Summary: Light residential with scattered commercial. Road moves from water’s edge and provides interior and distant mountain

views. Recreation opportunities and scenic qualities found along this segment.

Road condition: 2 laned paved with 3' paved shoulder each side and rumble strip. Good NMTF.

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169.5 022 SV SB Restrooms next to scenic overlook below.169.6 006 SV SB Baycrest Rest Area. Large scenic overlook. Existing interpretation mountains, volcanoes, islands,

and gold rush. Area includes benches, restrooms, spotting scopes and garden display.Parking for 75 vehicles. Great site, panoramic views and entry to Homer. Intrp signs needreplacing or upgrading. Restrooms could be improved. Potential for more intrp.

170.0 TOWN BS Welcome to Homer ‘Halibut Capital of the World’ sign.170.0 21 NMTF BS Begin/end separated 6' wide NMTF.172.6 020 VS/TOWN BS Begin/end commercial development. All visitor services provided.173.1 019 VC SB Homer Chamber of Commerce Visitor Center. Good services and location. Restrooms.173.4 007 VC SB USF&WS Islands and Oceans Visitor Center. World class facility with intrp on Alaska Maritime

National Wildlife Refuge. Restrooms. Guided center tours and walks on Beluga Slough trail.173.4 018 REC SB Beluga Slough Trail through a variety of ecosystems. Intrp signage.173.4 VS NB Pioneer Avenue. To downtown Homer with numerous art galleries, shops and visitor services.173.4 INTRP OFF (0.3) Pratt Museum via Pioneer Avenue and Bartlett Avenue. Outstanding local museum looking at

life on the edge of the wilderness and Kachemak Bay.173.5 REC SB Bishop’s Beach Park with public access to beach and picnic area. Needs intrp.174.0 VS NB Lake Street. To downtown Homer with numerous art galleries, shops and visitor services.174.4 017 NMTF BS Begin/end separated 6' wide NMTF. Salt water crossing. NMTF on west side of bridge174.8 REC NB Beluga Wetlands Wildlife Viewing Platform. Needs directional signage and improved intrp.175.2 POI BS End of mainland. Good views of Homer Spit and Kachemak Bay.

Segment Summary: Coming off bluff and into Homer. Residential to commercial development and visitor services. All services provided.

Good scenic and some recreation. Good interpretation facilities with outstanding visitor centers.

Road condition: 4 laned paved and stripped with 4' paved shoulder each side and 6' wide separated NMTF along a portion of the road.

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175.3 REC/POI SB Beginning of Homer Spit. Beachcombing, beach walking and wildlife viewing along entire length.Organized public pullouts and parking needed along spit especially middle portion to accessabundant recreation opportunities and access to beach. Need to sign facilities and provideintrp, trash cans, and other amenities to ensure success of area.

175.3 016 NMTF SB End/begin 3.5 mile separated path. Paved 8' wide on east side of spit.Great facility but needs to be expanded to end of Spit. Add more intrp along its length.

175.4 015 INTRP NB Homer Spit State Viewing Area. Existing interpretation: Time, birds, food chain panels.Bench, bike racks, spotting scope. 5-10 years old. Good site but only accessible from trail.

175.6 014 INTRP NB Homer Spit State Viewing Area. Existing interpretation: Shorebird, migration panels.Bench, bike racks, spotting scope. 5-10 years old. Good site but only accessible from trail.

178.0 013 REC NB The Fishing Hole. Popular fishing area on spit. Area unorganized and needs some improvementsdue to heavy use by locals and visitors. Add intrp, viewing area and fish cleaning stations.

178.1 REC NB Homer Spit Public Campground. Fee station for numerous camping sites along spit. Restrooms.178.5 012 NMTF NB End/begin separated path. Paved 8' wide on east side of spit. Needs to be extended.178.5 REC NB Public boat launch.178.5 011 VS BS Homer Spit commercial area: Restrooms, F&B, tours, parking, shopping. Small colorful shacks

linked by boardwalks on west side of spit. Dozens of charter fishing and wildlife viewingbusinesses. Great place to see catches being brought in. Area can get congested with numerousvehicles and pedestrians. Need to improve safety, parking and pedestrian routes.

178.9 010 POI NB Salty Dawg Bar. Historic lighthouse bar on spit.179.0 VS BS Begin/end commercial area.179.1 009 POI SB Seafarer’s Memorial. Organize space around memorial to increase prominence.179.5 VC NB Alaska’s Marine Highway Homer Ferry Terminal. Restrooms and visitor information.179.5 008 POI BS End/start of byway and Sterling Highway. Need byway and orientation signs, focal point/attraction

for End of the Road. Provide photo opportunity. Visitor Center? Need to play up Kachemak BayState Park and 2 National Parks (Lake Clark and Katmai) that surround End of the Road.

Segment Summary: Long narrow sand spit jutting into Kachemak Bay. Great scenery and opportunities. A great ‘End of the Road’ setting.

Vast history including: coal mining, 1964 earthquake and affect on spit, fishing, marine port, and surrounding State and National Parks.

A unique natural feature with interesting history and numerous recreation opportunities.

Road condition: Paved road with no paved shoulder. NMTF along a portion of segment.

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INTRINSIC QUALITY SUMMARYThe resources of the North and South SterlingByways are significant. As discussed, fishing andoutdoor recreation stand out as the intrinsic qualitiesof highest significance, closely followed by theunique cultural qualities of the area.

The Sterling Highway provides convenient accessto the world’s most significant and abundant freshand saltwater fisheries for dozens of species includingtrophy sized salmon and halibut. This makes theSterling Highway the Premier Fishing Byway in NorthAmerica.’The highway also provides access to Alaska’sPlayground with hundreds of other recreationopportunities to solidify the national significance ofthese two segments of the Sterling Highway. Thescenic and natural qualities are also outstanding andof regional, if not national, significance as well.

The North and South Sterling Byway segments arealso perfect complements and partners with twoneighboring All-American Roads, the Seward andAlaska’s Marine Highway. Both All American Roadsconnect to these two portions of the SterlingHighway. Together, these three connected routes willoffer residents and visitors experiences and perspectivesrelated to the land and water, on resource use andresource recreation, on the wildness of Alaska, on thehistory of its human inhabitants, and on the variedand spectacular beauty that defines our state. Basedon both the North and South Sterling Byways’nationally significant recreation resources as well asthe potential for a nationally unique multi-bywayexperience, the North and South Sterling Bywaysmerit national byway designation.

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5INTRINSIC QUALITY STEWARDSHIP STRATEGY

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As required by the national byway program planningcriteria, this plan must address how the bywayorganization and relevant entities will support thestewardship of the intrinsic qualities; i.e., how canthe resources, places, and events that make the bywayspecial be conserved so that future generations oftravelers can appreciate the byway?

For this byway, the stewardship strategy isstraightforward, as summarized for the following keyintrinsic qualities:

FISHING AND HUNTINGThe fish populations of the Kenai Peninsula are soimportant and so significant, that they are all undermanagement by the Alaska Department of Fish andGame. Through annual permit and take limits,species are allowed to reproduce in sufficient numbersto ensure strong future runs. Disease, habitatproblems, and other human impacts are alreadymonitored and taken into consideration. Alaska Fish

and Game continually studies the fish populationsand assesses their health. The same is true for thebig and small game populations. On the KenaiPeninsula, there is little to be recommended thatthe byway should do to augment this alreadyimpressive effort at wildlife population management.Fishing and hunting stewardship is already practicedhere in a very sophisticated and scientific manner.

The Kenai River Sportfishing Association (KRSA) isa private non-profit group concerned with bankstabilization, conservation, and access management.This group focuses on issues of direct relevance tothe byway program: managing visitors in order tominimize damage to the resources. The bywayorganizations should work closely with the KRSAand other groups, including municipalities, toadvance conservation projects that minimize visitorimpact on natural resources. Examples of potentialprojects include boardwalks, trails, fishing platforms,bank stabilization and ecosystem restoration, fishcleaning stations, and interpretive signage.

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FTCULTURAL DISTINCTIVENESSCan or should the culture of a place be managed?Not much. In places like Homer, it can be encouragedby supporting arts festivals, events, and competitionsand encouraging the development of businesses thatsupport the arts. In addition, Homer has adopted aCommunity Design manual to help encourageattractive development while still allowing forindividual character and flair.

The Homer Town Center Plan should help to createa focal point for the community, but care should betaken to not pull the energy from the community’smain road, Pioneer Avenue. As noted in the TownCenter Plan, the two areas should support each other.

In a place like Homer, the issue of national franchisesmay have less to do with the presence of the franchisesthan with how the buildings are designed, the designof signage, and how the projects fit into thecommunity. Are these projects designed to enhancethe existing community? Or merely to function inthe same manner as everywhere else in the U.S.? At

some point, local tourism character is diluted whentoo many businesses are national franchises.Determining that point is a tough exercise andquickly wades into the difficult waters of “you lethim do it five years ago, why aren’t you letting me doit now?” This plan does not make recommendationsin regards to local character and businesses that mightestablish themselves in Homer. This however doesneeds to be addressed at the local level of governmentand by it residents should it become an issue. TheCity’s new Design Manual should help with thisissue.

In Cooper Landing, maintaining the “real Alaska smalltown” feel of the place may be assisted through theconstruction of a proposed Sterling Highway bypass.If such a road is built, it will decrease the need forsignificant widening of the Sterling Highway throughCooper Landing. This will allow the buildings edgingthe road and the river to all stay in place and maintainits present day charm and character. The scale of theplace should stay the same. Few threats to CooperLanding are likely given the geography of the areaand the positive attitude of its residents.

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57HIKING AND CAMPINGAlong the byways, there are numerous trails andcamping and RV facilties that are very popular duringpeak season. Many of these facilities are on publicland, but some campgrounds and RV facilities areprivate. The greatest threat to State and Federal Parksis the marginal funding provided to the various parkagencies given the ever growing demand for theirresources. Throughout the byway, the problemechoes of rising visitation and insufficient funding torepair bathrooms and parking lots and other basicservices. This is not a problem of reining inextravagance, but rather of inadequately fundingpublic resources today that will just require higherlevels of funding in the future to address the repairs.Organizing businesses, local governments, and otherentities under the byway umbrella and working withother byways around the state may be one way tocreate a more substantial constituency to work forhigher park funding levels. The American RecreationCoalition is a model for this type of lobbying effort.

WILDLIFE VIEWING ANDEXPERIENCESThese qualities are transient – they come and go atthe whims of the creatures – and their presence isone that involves an intangible combination ofsufficient wildness in the surrounding landscape tosupport the creatures combined with sufficient easeon the part of the creatures to go about their lives insight of humans. The presence of bald eagles is agood example. They survive due to the bounty ofKachemak Bay, but they drift toward humans dueto the presence of additional food and the absenceof any threat associated with that behavior. (Homerrecently restricted the feeding of wild eagles.) Shouldmore “managed” interactions with wildlife bearranged? Probably not.

The existing opportunities and facilities for seeingbear, birds and large mammals are likely sufficientgiven the vast amount of Forest Service, NationalWildlife Refuge and State Parks land that are foundalong the highway. Additionally a local effort isunderway to establish a highway-based drivingitinerary called the Kenai Peninsula Wildlife ViewingTrail that includes the Sterling Highway. This localeffort has established a 50-person partnershipbetween the general public, local agencies andbusinesses that are working to develop the drivingtrail. Work will include the development of a guidebook and signs to identify the site as a good spot forwildlife watching with almost all sites being vehicleaccessible and not be more than 40 miles apart. Thereare some additional noted spots along the bywaywhere pullout and viewing improvements could beenhanced to give more people the chance to seewildlife. That should be the purview of the bywayeffort, not wildlife manipulation.

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FTSCENIC DRIVING AND SCENICVIEWSThere is much beautiful scenery along these byways.Views are easy to come by along most of the NorthSterling Byway. Recommendations presented in thelast chapter for improving key pullouts along theSterling and Skilak Road should meet the demandfor more scenic views. Along the South Sterling, afew pullouts offer great views (Bluff Point is one),but there are many areas where old pullouts havegrown up or been abandoned. Attention should bepaid to opening more scenic viewing points alongthe South Sterling Byway and providinginterpretation and basic roadside facilities.

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SUMMARYThe existing resources, places and events that makethe byway special need little additional assistancebeyond what is already being done by localorganizations, government and land agencies. Manyof these resources are already being effectively managedand establishing stronger partnerships through bywaydesignation can only add to the success of the intrinsicqualities. Obtaining funding during times ofshrinking budgets for the many outstanding ideasand projects may be the greatest shortfall. There islittle shortage of enthusiasm and energy from theresidents of the highway.

With this said, there are some important issues toaddress regarding intrinsic quality management alongthese byways, but none of these issues poses a threatto the overall quality of the byways or lifestyle of thosethat live along the highway. New byway strategieswill help either maintain existing good experiencesor to restore experiences that have deteriorated dueto inadequate funding and lack of cooperation betweenpotential partnership groups.

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6HIGHWAY SAFETY AND SIGNAGE

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This chapter presents an overview of the roadway andtransportation system on the Kenai Peninsula andwhere the Sterling Highway fits into that system.Generally in Alaska, boat and air service are important,and this is also the case on the Kenai Peninsula whereit is a five hour drive to Anchorage from Homer. Formany, however, the ability to drive from one Alaskancommunity to another is not always the norm and isa unique freedom enjoyed by both residents andvisitors. As such, this chapter will touch on alltransportation modes as well as highway travel.

Due to the importance of the state highway system,the Sterling Highway is the main travel route for alltraffic – resident auto, local commercial, industrialand tourism – on the west side of the peninsula. Thusthe North Sterling and the South Sterling mustfunction primarily as roads capable of moving largenumbers of people and goods along this part of Alaska.Therefore, it must be emphasized that the program forthese two byways must not hinder the primary role ofefficient transportation along the Sterling. This isparamount to all Kenai Peninsula residents andbusinesses and the byway effort should not be seen asinterfering with this road’s primary purpose.

The following material describes the road systemand was collected from various sources including theKenai Area Plan and the Kenai Peninsula BoroughTransportation Plan and the Alaska Department ofTransportation and Public Facilities (ADOT&PF).

OVERVIEW OF KENAI PENINSULATRANSPORTATION SYSTEMThe Sterling Highway is one of the main highwayson the Kenai Peninsula. Within the Kenai PeninsulaBorough, there are three State highways: the SewardHighway, the Sterling Highway, and the Kenai SpurHighway. Overall, there are approximately 650 milesof State-maintained roads on the Kenai Peninsula.State roads are constructed and maintained by theAlaska Department of Transportation and PublicFacilities. A number of secondary State and localroads provide local access along the highway corridor.Construction and maintenance of state roads arefunded by the USDOT, Federal HighwayAdministration through the ADOT&PF CentralRegion with some state funding directly to theBorough for upgrade of state secondary roads.

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Along with state roads on the peninsula, there arecity roads in the cities of Kenai, Soldotna, Seward,and Homer. These cities and their roads are all locatedalong the Sterling Highway, with the exception ofSeward, which lies on the Seward Highway. Thesecity roads are constructed and maintained by thecities. In addition the Kenai Peninsula Boroughmaintains approximately 600 miles of roads in theBorough Road Service Area.

Status of the Road TodayThe full Sterling Highway runs from its northernintersection at the Wye (at the Seward Highway), for143 miles to its southernmost point at the end ofthe Homer Spit. The North Sterling Bywayencompasses the first 39.5 miles of the highwaywhile the South Sterling Byway comprises the final29.6 miles.

The North Sterling Byway is easily organized intofour segments. The summary of each segment follows.

SEGMENT I : MILEPOSTS 36.5 TO 42.6FROM THE WYE TO KENAI LAKE

Extent: 6.1 miles from the Wye to QuartzCreek Road Landscape: follows pass in the Chugach

Mountains and approaches Kenai Lake Road surface: new and in excellent condition Lanes: two Shoulders: six foot paved Other: occasional passing lanes

SEGMENT II: MILEPOSTS 42.7 TO 47.9ALONG KENAI LAKE

Extent: Quartz Creek Road and its commercialarea to the edge of Cooper Landing. Landscape: small commercial uses initially,

then open space and lake, followed by mixedcommercial near Cooper Landing Road surface: variable quality Lanes: two Shoulders: no shoulders Other: road is quite narrow and winding along

the lake

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SEGMENT III: MILEPOSTS 47.8 TO 64.3THROUGH COOPER LANDING

Extent: 16.5 miles from Kenai River/KenaiLake boat launch and bridge to the edge of CooperLanding at the beginning of Moose Flats and theeastern intersection of Skilak Lake Road. Landscape: road winds along river through a

mixture of residential and roadside commercialdevelopment Road surface: mixed road surface quality Lanes: two Shoulders: two foot shoulders except where

absent on some guardrailed curves

SEGMENT IV: MILEPOSTS 64.6 TO 76.0THROUGH MOOSE FLATS

Extent: Begins at eastern intersection ofSkilak Lake Road through a portion of MooseFlats and ends western intersection of Skilak LakeRoad Landscape: rolling hills and a winding road;

undeveloped National Wildlife Refuge Land Road surface: good Lanes: two Shoulders: two foot paved shoulders

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SOUTH STERLING STATUSThe South Sterling Byway can be divided into foursegments. The following is a review of the status ofthis byway.

SEGMENT I: MILEPOST 150.5 TO 156.9STARISKI CREEK TO ANCHOR POINT

Extent: 6.4 miles from Stariski Creek StateRecreation area to the edge of the community ofAnchor Point Landscape: residential and scattered

commercial with periodic views across Cook Inlet Road surface: ranges from moderate to good Lanes: two Shoulders: three foot paved. Other: rumble strip present for most of

segment

SEGMENT II: MILEPOSTS 156.9 TO 169.3ANCHOR POINT TO SOUTH OF TOWN

Extent: 16.4 miles from Anchor Point to theBaycrest ski area Landscape: residential and scattered

commercial with periodic views across Cook Inlet Road surface: ranges from moderate to good Lanes: two Shoulders: three foot paved. Other: rumble strip present for most of

segment

SEGMENT III: MILEPOSTS 169.5 TO 174.4

Extent: 4.9 miles from Baycrest to the start ofHomer Spit Surface: ranges from good to excellent Lanes: Four Shoulder: four foot paved Other: six foot separated trail

SEGMENT IV: MILEPOSTS 174.4 TO 179.5

Extent: 4.2 miles along the Homer Spit Landscape: commercial and industrial Lanes: two lanes Shoulder: unpaved Other: separated trail runs along the majority

of this road

In summary, the condition of the Sterling Highwayranges from good to excellent on most portions ofthe byways. The most serious problem facing thehighway is a few dangerous curves, which have beentargeted by the Alaska Department of Transportationand Public Facilities for future realignment. Theseare found in the Cooper Landing area and betweenAnchor Point and Homer. Developing a consistentpaved shoulder/bike lane along the entire route isneeded.

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TRAFFIC VOLUME DATAOn the North Sterling, average daily traffic rangesbetween 1500 and 3500 trips per day. Along theSouth Sterling, average daily traffic levels rangebetween approximately 3000 and 8500 trips perday.This data is from 2002, the most recentlycompiled year. Along the entire Sterling Highway,the highest traffic counts were 13,500 vehicles/dayin July. The lowest level was 5,600 vehicles/day inJanuary. The difference between these figures providesa sense of the impact that tourism has on the Peninsulaand the Sterling Highway as Alaskans and out-of-state visitors flock to the corridor for its world classfishing and recreation opportunities.

TRAFFIC ACCIDENT DATAOverall, the Sterling Highway is a very safe road. Thisis largely due to its full-two lane, well-maintaineddesign. For the Borough as a whole, Figure E indicatesthat from 1992 to 2001, accident rates did not varysignificantly overall, although there were year-to-yearups and downs in the number of accidents.

Accident data collected in 2001 (most recentlycompiled year) are shown in Tables 3 and 4. For theentire Sterling Highway, the data indicate that theHighway saw a total of 376 accidents in 2001. Whencompared with Figure E, these data suggest that theSterling Highway comprises about 30% of the totalaccidents and the total Property Damage Onlyaccidents in the Borough.

Figure E - Kenai Peninsula BoroughTraffic Accidents by Accident Severity1992-2001

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Table 3 shows that the South Sterling saw just 33total accidents in 2001 while the North Sterling(Table 4) saw 113 accidents. The difference betweenthese two corridors lies primarily in the fact that allSterling traffic travels through the North section onthe way to or from Anchorage. Many improvementshave recently been completed and are slated for thenear future; however, some portions of the NorthernByway segment still have a narrow winding roadalignment and limited shoulders in the mountainousportion of the Sterling Highway. Due to theabundant wildlife along the Sterling Highway,ADOT&PF also records collisions with moose aspart of the accident data since these collisions canresult in serious accidents.

Table 3 - National Highway SystemAccidents for South Sterling Byway,2001, Homer to Anchor Point

Table 4 - National Highway SystemAccidents for North Sterling Byway,2001, Skilak Road to Seward Highway

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COMMERCIAL TRAFFICThe Sterling Highway is the backbone state highwaythat serves all ground traffic on the west side of KenaiPeninsula. As such, it is now and must continue tobe oriented toward handling all forms of groundtransportation, including commercial traffic.

PLANNED HIGHWAYIMPROVEMENTSThe northern segment of the Sterling Highway haslong been a narrow and winding highway throughmountainous terrain. In the summer, numerous RVsand other slow moving vehicles can make travel a slowaffair. Many improvements have been made along theentire highway corridor in the last few years but thosein the north were the most significant. Improvementsfrom the Wye (MP 38.3) to Sunrise (MP45) includedstraightening of dangerous curves, providing passinglanes, paving shoulders, and providing scenic pull outsand parking areas. Work also included streamrestoration work for Davis Creek. Portions of thissegment still need to be improved. Congestion inCooper Landing and along the winding Kenai Rivercontinues to be a major issue during the summermonths.

Along the southern byway, improvements have alsobeen made over the years and congestion and safetyat intersections in the communities of Anchor Pointand Homer appear to be the major areas of concern.There are several planned highway improvements forthe Sterling Highway. Many are funded or are in theprocess of securing funding and will be completed inthe next five to seven years. These highwayimprovements will improve carrying capacity andsafety along the Sterling Highway. It is also hopedthat some of these projects will improve the visitorexperience through the addition of pullouts,interpretive facilities, trailhead improvements, andparking and river access points to name a few.

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SOUTH STERLING BYWAY

Various improvements to streets in the Homerarea are planned, including:

o Sterling Highway intersectionimprovements with West Hill Road (turnlane) as well as, Main Street, Heath Street,Lake Street, Pioneer Avenue, and KachemakDrive (roundabouts or traffic signals).

o East End Road intersectionimprovements with Fairview Avenue andEast Hill Road

o Freight Dock Road

o Pioneer Avenue intersectionimprovements with Heath Street, LakeStreet/East End Road, Bartlett Street andMain Street

o Extension of the non-motorized SpitTrail along the Sterling Highway to theend of the Homer Spit to create anuninterrupted link from the end of the Spitand the Alaska’s Marine Highway terminalto downtown Homer.

NORTH STERLING BYWAY

Mileposts 45 to 60: Sunrise to Skilak LakeRoad

This porject has become kown as The CooperLanding Bypass Study for the Sterling Highway:The Cooper Landing bypass study has beenongoing for several years by ADOT&PF. Thispotential project would develop a new byway passroad for a 15 mile section of the Sterling Highwayaround Cooper Landing. This project wouldprovide an alternative route to the SterlingHighway extending from approximately milepost45 to milepost 60. Alternatives have beendeveloped for the corridor and preliminaryengineering and evaluation of environmentalimpacts has been completed. Another option isimproving the existing highway through thissection , but this would be extremely costly andhave large impacts on the many homes andbusinesses that lie directly adjacent to theHighway. The immediate proximity of bothmountains and the river make improving thisexisting roadway difficult, but not impossible.Given these difficulties it is likely that one of thebypass alternates will be selected over upgradingthe existing section of the Sterling. There is hopeby many residents that the construction of thebypass will provide for a more manageable level ofcongestion during the peak tourism season for theexisting Sterling Highway that runs throughCooper Landing. Many residents who are travelingbeyond Cooper Landing favor the bypass toreduce congestion for those traveling through thearea.

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SIGNAGEPrivate commercial and business signage along theNorth and South Sterling byways is minimal andadequate. What exists is not intrusive orinappropriate given the corridors’ byway designation.Private commercial signs are typically clustered withinthe communities or small pockets of private land withvisitor services. This leaves large tracts along thehighway without signage. Private commercial signson private property are of an appropriate scale andstyle for the highway and often highlight the area’sunique qualities. Several signs add flair and localcharacter to the highway and the businesses along it.Signage requirements come under the jurisdiction ofthe Kenai Peninsula Borough. The City of Homeralso has local jurisdiction over signs within its limitsto maintain the community’s aesthetic environmentwhile supporting economic growth.

Initial sign studies for highway signage indicate thatseveral milepost markers are missing and additionalsignage should be installed to better direct visitors torecreation and other destinations. Parking along thehighway to access smaller recreation areas and riveraccess points needs to be better signed. The NorthSterling segment has the best signage due to the largeportion of the highway traveling through NationalForest and National Wildlife Refuge lands. Overall,signage is good but some minor improvements couldbe made.

Mile markers and Alaska scenic byway signs are beinginstalled in 2006– 2007.

OUTDOOR ADVERTISINGOutdoor, off-premise advertising is prohibited byAlaskan statute. (As noted above, on-premisesigning is not a problem.)

MARINE TRANSIT SERVICEThe primary port along the Sterling Highway islocated in Homer. Other smaller ports along theSterling outside the byways’ corridors are located inKenai, Nikiski, and Drift River.

Homer has a Port and Harbor Department andoperates Alaska’s largest single basin boat harborknown as the Small Boat Harbor on the Homer Spit.The Department also maintains the Homer Portwhich includes two major docking facilities, thePioneer Dock and Deep Water Dock. These portsprovide berthing for commercial freighters, fishingvessels, the US Coast Guard, and the Alaska’s MarineHighway vessels.

Homer is a service community for the Alaska’s MarineHighway All-American Road and delivers passengersand vehicles to and from the Sterling Highway andneighboring communities along coastal Alaska. It isthe only stop for the Marine Highway along theSterling Highway. According to the 2005 schedule,Alaska’s Marine Highway ferries make stops at Homereleven times per month in June, 12 times in July, 8times in September and 11 times in December. TheM/V Tustumena and the M/V Kennecott serve Homer.Stops occur on Saturday, Sunday, Tuesday andThursday. Service from Homer connects travelers tothe next most proximate ports of Seldovia, Port Lions,and Kodiak. Travel times are one and a half, eightand 11 hours to each port, respectively. Recently,the Alaska’s Marine Highway service to Seward washalted. This leaves Homer as the only stop on thethe Kenai Peninsula.

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There continues to be discussions amongstcommunities along Cook Inlet of creating a ferryservice for that region. The first phase of this planinvolves starting the Knik Arm Ferry to serve PortMackenzie and Anchorage. Consideration is beinggiven to expanding that service to the cities of Kenaiand Homer and thus creating a Cook Inlet FerrySystem.

Federal funding has been obtained for initialplanning of the Kachemak Bay Ferry Systemconnecting Homer to Halibut Cove, Seldovia andsurrounding communities on a more regular schedulethan then Alaska’s Marine Highway.

PUBLIC TRANSITThe central Kenai Peninsula area is served by theCARTS (Central Area Rural Transportation System)public transportation program. This system does notserve communities in either the North or SouthSterling byways. The Homer Stage Line is a busservice from Homer to Anchorage. Unique BusCharters offers special event and charter service onthe Peninsula.

AIR SERVICE TO THE BYWAYAirports provide commercial aviation services in Kenaiand in Homer. ERA Aviation provides service betweenthese airports and Anchorage. There are 6-8 flightsdaily between Anchorage and Homer, depending onthe season and day of the week. The Anchorage toKenai airport offers 13-18 trips per day, dependingon season and day. In 2006, Grant Aviation begandaily flights between Homer and Anchorage.

Records on number of flights from the FederalAviation Administration are shown in Table 5 for thecommunities on the Kenai Peninsula. As indicated,Kenai is the most active airport on the Peninsula with70,000 flights and Homer is second with 35,000flights per year.

The importance of air service to the byways relates tothe issue of how people travel within the corridor.This number of flights means that many visitors enterthe Peninsula via air, not just by car. Many are metby guides or other recreation service providers, whilemany others rent vehicles in their destinationcommunity. Of most importance is that visitors’ tripexperience prior to reaching the Peninsula would notmake them aware of the byways. Thus, informationon the Sterling will need to be provided at rentalservices, recreation providers, and through goodsignage.

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ETable 5 - Annual Number of Flights by Type by Kenai Peninsula Airport, 2003FAA Airport Master Records

Airport Air Taxi

Local Intinerant

Total

Homer 20,700 6,000 5,000

35,000

Homer Beluga Lake 2,500 500 300 3,300

Hope 50 50 150 250

Kasilof 50 100 150 300

Kenai 34,000 18,700

17,300 70,000

Lawing 100 100 500 700

Ninilchik 150 - 1,000 1,150

Port Graham 500 - 200 700

Seldovia 20,000 1,500 2,000 23,500

Seward 4,500 2,000 600 7,100

Tyonek 2,000 5 600

2,605

Soldotna 3,000 10,000 2,000

15,000

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FTBICYCLING AND TRAILSBicycling opportunities along the North and SouthSterling Byways are limited to specific areas.Currently along the South Sterling Byway, aseparated trail extends from the Homer town area(Lake Street) down along the Homer Spit. This trailis popular with a wide variety of non-motorizedusers. No such trail exists along the North SterlingByway.

In the absence of separated trails along the majorityof these byways, bicycling quality ranges fromhazardous to comfortable, depending on the widthof the shoulder. While portions of each byway havetwo to six foot paved shoulders, other portions ofeach Byway have very narrow shoulders or no pavedshoulders at all. Bicycling through these stretchesrequires more care, but many cyclists use these routesnonetheless.

In the Kenai Borough Trails Plan, the Borough andresidents identified the construction of separatedtrails as a major objective in the coming years anddecades. The Borough has constructed separatedtrails between Kenai and Soldotna. Both of the trailsegments are heavily used. The demand for separatedtrails is very high. As funding becomes availablemore trails will no doubt be constructed along theSterling Highway. Both the North and South bywaygroups identified the provision of separated trails asan important objective.

Aside from separated trails, the Borough and eachbyway offer a great number of hiking and walkingtrails. As described in Chapter 4, hundreds of milesof trails run through National Wildlife Refuge,National Park, State Park, and National Forest lands.The creation of new trails is not a topic that requiresmajor attention. The improvement of trailheadparking, trailhead restrooms, and trailhead signing isa challenge, as noted elsewhere in this document.

SUMMARYThe Sterling Highway is a modern and wellfunctioning road. The two ends – the North SterlingByway and the South Sterling Byway – lendthemselves well to byway status. They each offerexceptional scenery, access to great resources, goodinterpretive stories, and a wide variety of visitorservices. The North Sterling has sections that arenarrow and winding, but that structure is part of thebyway’s character and charm. The South Sterlingmoves through a much more open landscape in itsnorthern portion and through a more settled anddeveloped landscape in its mid and southern portion.In all cases, the road is safe and plannedimprovements will address the few curves that needrealignment. Along the entire Sterling Highway,automobiles must share the road with commercialtraffic as this is the only north-south route on thisside of the Kenai Peninsula. As feasible, theconstruction of separated trails will make the bywaysmore accessible to pedestrians and non-motorizedtravel.

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7TOURISM

A major reason for the North and South Sterlingbyways to prepare this partnership plan is tostrengthen the local tourism economy. In addition,tourism is increasingly being recognized as a leadingedge, economic development tool that can be usedto help diversify the overall local economy. As such,in the pages that follow, the economy of the KenaiPeninsula Borough and the two byway corridors isreviewed in order to understand the role that tourismplays today and the degree to which, with assertiveeconomic development efforts, tourism could bestrengthened on its own right as well as used to thediversify the rest of the peninsula’s economy.

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THE PRODUCTIt is clear to all residents and visitors that tourism isa major business along these byways. As describedin Chapter 4, the fishing, outdoor recreation, andcultural resources of this area are distinctive andspecial compared with travel destinations all acrossNorth America. Hundreds of thousands of visitorscome to the Kenai Peninsula each year to enjoy thesefeatures:

Fishing Hunting Wildlife viewing – bear, moose,

whales, eagles, seals, otters Wildflower viewing Bird watching Wildlife boat excursions to state and

national parks National Park and National Wildlife

Refuge visits Canoeing, kayaking, rafting Four-wheeling Horseback riding Snowmachining Cycling Cross-country skiing Skiing and skijoring Deep sea boating and fishing

Volcano viewing Hiking Camping Shopping Fine Dining Theatre Live Music Museum and heritage site visits Visiting artists and artisan workshops Weekend getaways from Anchorage And visiting numerous events held

along the byways including Cabin FeverVariety Show, the Snow Rondi, fishingtournaments, holiday celebrations, HomerWinter Carnival, Kachemak Bay ShorebirdFestival, wooden boat festival, kayakfestival, solstice music festival, and others.

In short, the product is here and people already knowit. Visitors will not come to these areas solely becausethey are designated as byways, but rather the bywayswill provide a stamp of authenticity. The bywayseffort will organize communities along the corridorsand help to improve the visitor experience throughinvestments in signage, interpretation, trails, andservices.

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THE CORRIDOR ECONOMYFrom an economic perspective, tourism comprises11% of the total jobs and 27% of the total businesses.But, it is clearly not the major driver of the peninsula’seconomy as the region has a diversified economic basewith major industries in oil, energy, extraction,manufacturing and fishing.

Total employment on the Kenai Peninsula isapproximately 22,000. The City of Sewardcontributes approximately 2,200 positions. Thatmeans that the remainder of the Kenai, Peninsula ishome to between 15,000 and 16,000 jobs, most ofwhich lie within Sterling Highway communities.

Of the borough-wide job total, it is estimated thatemployment in the tourism industry equalsapproximately 2,000 jobs or 11% of the total. Thesedata are from the Alaska Department of Labor andWorkforce Development. This agency’s data suggestthat employment in the accommodation sector isapproximately 600 jobs, with 250 jobs in therecreation sector and approximately 1000 jobs in theeating and drinking service sector. (Please note, thesefigures only include data from the private sector anddo not include jobs provided by local, state and federalagencies. In addition, these data do not include self-employed individuals.)

Data collected by the Alaska Department ofCommerce, Community and EconomicDevelopment provide another measure of the roleof tourism in the Kenai Borough. These data (andmuch more information) were gathered, organizedand presented by the Borough in the document,Situations and Prospects of the Kenai Peninsula Borough2003. Table 13.3 in that document presents abreakdown of the types of businesses involved intourism by the number of businesses. Of the totalbusinesses on the Peninsula (8656), 2323 weretourism-related businesses, or 27% of the total.Table 6 presents this information for Anchor Point,Cooper Landing, and Homer, the communities inthe North and South Sterling corridors.

As of the spring of 2005, the total labor force of theKenai Peninsula Borough was approximately 22,000workers. Over the last 15 years, the unemploymentrate on the peninsula has ranged between 9% and16%. These figures translate to between 2,000 and3,000 unemployed workers at any given time. Asof the spring of 2005 (latest published detailed dataat the borough level) the unemployment level stoodat 2,499 workers, one of the lowest unemploymentlevels over the last 15 years. The unemploymentrate at that point was 11.1%; again, a low rate forthe Borough.

Table 6: Number of Tourism Businesses by Tourism Sector by Corridor Community, 2002Community Food service SightSee-ing Amuse-ment and Recrea-tion Fishing Guides and Fishing Charters Traveler Accom-modations RV Parks and Recrea-tional Camps Tour-ism TotalArea Total Bus’ns Lic’s Tourism As Percent of Area TotalAnchor Point 38 6 25 18 13 100 375 26.7%Cooper Landing 30 4 2 9 20 1 66 119 55.5%Homer 205 16 29 93 125 8 476 1924 24.7%

Total 273 20 37 127 163 22 642 2418 26.6%

Source: Situations and Prospects 2002. Community Economic Development Division, Kenai Peninsula Borough. Page 194.

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FTHow does this compare with the state and the nation?As of August 2005, when basic unemployment ratedata were last published, the jobless rate for theUnited States was 4.9%. At the same time, theunemployment rate in the state of Alaska was 5.7%and in the Kenai Peninsula Borough 6.4%. Thisrelationship has been relatively consistent for the lastdecade, although during recessions, the jobless rateis relatively higher in Alaska than in the Lower 48.

Based on historic data there is a 500 to 1000 jobincrease from the early spring of any given year tothe peak of the summer season (this equates to a 3%to 4% drop in the unemployment rate during thecourse of any year). The seasonal jobs include variousfishing and natural resource positions, but also manyof the annual tourism jobs.

Thus, as the North and South Sterling bywaysconsider the role of tourism in their local economyand how the byways can support the overalleconomic development effort, it is clear thatattempting to strengthen the shoulder seasons is oneimportant objective (and obviously one that theBorough and most other areas in Alaska continuallyseek to address). While students and seasonalresidents fill many of the peak season tourism jobsand have no need for employment that extends fromspring into the fall, the relatively higher levels ofunemployment on the Borough throughout the yearsuggest that higher tourism employment levelswould benefit permanent adult residents.

Table 7: Annual Average EmploymentLevels by Sector for Kenai Borough, 2003

Source: Kenai Peninsula Borough CommunityEconomic Development Division. 2003.Situations and Prospects, 2003. Table 4.9.

As indicated in Table 7, government comprises thelargest employer in the Kenai Borough. The leisureindustry provides approximately 13% of the jobs,(with other jobs in the retail sector also supported bytourism). Manufacturing is healthy at 7% of totaljobs (i.e., healthy relative to the overall manufacturingsituation in the United States today wheremanufacturing stands at 11% of total jobs). As istypical for most local economies, retail and wholesaletrade comprise 14% of the job count. Finally, miningand construction both provide significant jobs, withover a thousand positions in each sector. Thus, thesedata suggest that the leisure industry stands as thethird or fourth sector on the Peninsula in terms ofemployment and number of businesses. In Homer,Cooper Landing and Anchor Point, tourism plays aneven stronger role, as indicated by the business licensedata in Table 6.

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83Wage data verifies the well-known fact that the tourismindustry generally pays lower wages than some othersectors. The average monthly wage earned by workersemployed on the Kenai Peninsula was $2,798 in theyear 2002. The highest monthly wages paid arefound in the petroleum and chemical manufacturingplants ($6,683), in the utilities industry ($4,754)and in manufacturing ($4,072). Wages in the leisureand hospitality sector average $1,112 per month.(Please note that given the seasonal nature of themajority of the leisure and hospitality jobs, the annualdata when averaged by month for the year will clearlyproduce a lower per monthly wage figure. Inaddition, the entry-level and service-oriented jobs intourism do pay significantly less than the higherskilled jobs required for manufacturing and othersectors.) Nonetheless, a diversified economy doesneed a range of job types and wage levels. Therefore,the Borough is in an enviable situation to have botha strong tourism economy as well as industrial jobsthat offer such well-paying positions.

For the specific communities located within the twobyway corridors – Homer, Anchor Point and CooperLanding – tourism is the main industry. This isclearly the case in Cooper Landing and Anchor Point,small communities where just to drive through thetown demonstrates that tourism is the primary sourceof business activity. It is also the case in Homer,where some of the largest private sector employersare the Lands End Resort, Alaska Wildberry Products,and the Safeway grocery store. All of these businessesbenefit from tourism.

Another aspect of tourism’s role in the local economyis the sector’s impact on municipal finances via thelocal sales taxes. Table 8 presents data on visitorrelated taxable sales by city. The taxes flowing fromthese sales support schools and general localgovernment operations. As indicated in Table 8,total visitor-related sales have been rising quitesteadily since 1991. Currently, they comprise almost$72 million borough-wide, and relative to the SouthSterling Byway there are over $14 million in suchsales within the City of Homer. (Data are notcollected for Cooper Landing and Anchor Point, asthey are not incorporated cities.)

Table 8: Visitor-Related Taxable Sales for Cities and Full Kenai PeninsulaBorough – 1991 to 2003

: Situations and Prospects, 2003. Kenai Peninsula Borough Community EconomicDevelopment Division.

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Table 9: Visitor-Related Taxable Sales asPercent of Total Taxable Sales

Source: Situations and Prospects, 2003.Kenai Peninsula Borough Community EconomicDevelopment Division.

TOURISM PLAYS A CRITICALROLEThe above data demonstrate that tourism is animportant part of the Kenai Peninsula economy, andthat the Peninsula’s economy is well diversified andprovides a full range of job opportunities for itsresidents. This is not to say that further improvementswould not be welcome; clearly, the Borough, the citiesand the state are all working to strengthen the area’seconomy.

The data also demonstrate that while bywaydesignation is important for the North and SouthSterling Highway given the potential to supporttourism visitation, consideration must also be givento commercial traffic and other uses of the roadwaydue to the high level of diversification of the localeconomy. The data also suggest that adjoining landuses along the byway in Cooper Landing, AnchorPoint and Homer are much more oriented towardtourism than the undesignated portions of theSterling Highway. This suggests that there will bemore interest in those communities for improvementsalong the highway that could serve visitors; this maynot be the case along portions of the highway thatare less oriented toward tourism.

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85SUMMARY: HOW CAN THEBYWAYS SUPPORT TOURISM?The Sterling Highway and its two byways have well-established tourism economies. The area faces thestandard Alaskan tourism problem of low visitationin the colder and darker months, but little will changethat basic travel pattern. People have the time to travelin the summer and the weather is moreaccommodating in the summer.

Nonetheless, with better air service to Anchorage fromthe Lower 48, it is now much more feasible to drawvisitors in the shoulder seasons. Certainly, the salmonruns on the Kenai draw visitors from early spring intoearly fall. The eagle populations and generalabundance of birding opportunities are popular withvisitors wishing to avoid the higher prices and generalcrowded feeling of the summer months. Fall huntingwill continue to draw visitors from the state and thenation. Winter sports events will also bring visitorsto the Kenai in the snowy months.

But with all of this said, the tourism business in Alaska– as in most northern climes – is one that adjusts toseasonal visitation patterns and, in some respects,welcomes the respite of winter as a chance to rest up,fix up, and prepare for the next high season.Therefore, what can and should the byways do tohelp the local economy?

From the perspective of local tourism businesses, oneof the most important roles that the byways canplay is that of broadening the average visitor’s tourismexperience and roaming territory. Currently, due tothe distance traveled from the Lower 48, manyvisitors come with a very specific destination in mind:I must get to Homer to start my vacation, or I mustget to the Kenai River to start fishing! These patternswill not fundamentally change, but the role of bywayinformation, interpretation and marketing shouldbe one of making more travelers aware of the rangeof activities to be found along these byways. Alltourism groups are doing this already; this is not anew idea. The byways merely help to package partsof the Sterling Highway into more consumablechunks for the traveler. In addition, bywaydesignation offers a branding distinction that tellsthe traveler that the experience to be found on theseroad segments is of very high quality.

Byway improvements are perhaps the mostimportant part of the equation as to how bywayscan help the local economy. It is clear along boththe North and South Sterling that the visitor’sexperience could be dramatically improved at somevery basic levels: better signage, more clean yearround restrooms, recreation facilities that stay openbeyond the peak season, and more engaginginterpretation. All of these seemingly small thingsare really essential to a good travel experience; theirabsence can make for a really bad vacation. Theresult will be an increased likelihood of a longer stay,a repeat stay, and glowing word-of-mouthrecommendations. Travel articles will note thesequalities – or at least not be mentioning the currentnegative aspects.

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Next, the types of investments associated with thispartnership plan will broaden the type of travelersthat consider the Sterling Highway. Today theNorth and South Sterling Byways are known for theirfishing activities and for the distinctiveness of Homer.In the future, byway improvements will help to putas much emphasis on the heritage of the area andthe remarkable natural wonders. More heritage-oriented and wildlife viewing travelers will find theSterling byways; this will broaden the visitationseason, especially as baby-boomers retire.

Finally, the national byways program is steadilybranding byways as an authentic American travelexperience. As more places and more destinationsbecome homogenized by the same franchises, thesame signage and same resulting look and feel, moretravelers will be seeking out destinations that offersomething original and different. Being part of the“byway brand” and its associated marketing can onlyhelp to distinguish the North and South SterlingByways.

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8INTERPRETATION

This chapter reviews the existing interpretation thatlies along the corridor and recommends newinterpretive approaches to enhance the byway’s abilityto tell its story. This chapter also looks at the byway’sability to direct visitors to additional interpretiveexperiences as well as local tourism experiences andbusinesses. The ultimate goal of the byways’interpretation program should be a system ofinformation and experiences that convey the byway’sstory and encourage more spending by visitors so asto enhance the local economy.

EXISTING INTERPRETATION-NORTH STERLINGMuch of the Northern portion of the Sterling travelsthrough either the Chugach National Forest or theKenai National Wildlife Refuge and as such has manyinterpretive facilities. Many of these sites are of highquality however there is the opportunity to expandinterpretation to more of the sites managed by thesetwo federal agencies. Due to the low population ofthis area many interpretive sites are closed andinterpretive signs removed after the peak season dueto vandalism potential. The following is a summaryof interpretive sites on the North Sterling:

USDA Forest Service Tern Lake Scenic View Areaand Picnic Area: This facility consists of a well-constructed boardwalk along with interpretivepanels on the ecology of Tern Lake. The picnic areaalso has salmon viewing, salmon interpretation, andrestrooms. The panels are up-to-date. More materialcould be added if the campground is reopened.

Chugach National Forest: Several trails extend fromthe byway up into the National Forest. There isminimal interpretation at the trailheads; mostsignage is directional or related to safety. Any signageat these trailheads will reach a limited number ofpeople compared with other sites along the byway.

Cooper Landing State Boat Launch and RecreationArea: Boardwalk and area by the boat launch covera variety of topics including fishing, dall sheep,rafting, and boating safety. Panels are in goodcondition and well executed. The boardwalk offersa nice winding excursion along the river and is easilyaccessible from the restrooms and parking area. Thisis one of the few sites that is open year round.Interpretation on what one can do in the area wouldbe useful to local businesses.

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Cooper Landing Historical Society Museum: Thislocally-owned and managed historical museumcovers the mining history of Cooper Landing, itsearly development, the lifestyle of early residents,and the natural history of the area. The brown bearskeleton reconstructed by local school children is amust-see. It is a well-managed local facility, but aswith all such facilities, would benefit greatly fromfunds to preserve and present their collection usingcurrent technologies.

Kenaitze Tribe Interpretive Site and Trail: Thisboardwalk and trail provides information on theK’beq civilization and findings at this site. A smallvisitor center interprets the Native heritage. Muchcould be done with this site with additional fundingincluding more panels, an audio tour, and a broaderrange of topics covered about native life on the KenaiPeninsula. This visitor center is only open duringthe peak season and provides no interpretation whenclosed.

Alaska Department of Fish and Game, Sportsman’sLodge: Day Use Recreation Area with interpretivepanels along the river reviews natural history topicssuch as fish, bears, and mountain goats. Spottingscopes are installed. A bear viewing platform is alsopresent.

USDA Forest Service, Russian River Ferry: In thesummer, a ferry carries anglers and other visitors backand forth across the river. This and gold panning areperhaps the only experiences a visitor can have whichdirectly connect to historic events or ways of living.While the heritage of the Peninsula is discussed atmany locations, there are very few participatoryheritage travel experiences. The ferry has aninterpretation specialist on site to answer questionsbut closes in the off season. There is no interpretationwhen closed.

Kenai National Wildlife Refuge: The Refuge has avariety of small panels dispersed along their trailheadsand camping areas on the North Sterling Byway.Generally speaking, the panels are minimallyadequate, but more information could be provided iffunding were available. The Refuge’s Visitor ContactStation provides in-depth interpretation withnumerous pamphlets and a staffed interpretationspecialist; however the Station is only open duringthe peak season and provides no services when closed.

Skilak Lake Road through the Refuge: Interpretivepanels in this area by U.S. Fish and Wildlife covergeneral wildlife, geography and ecology informationfor the Refuge. Interpretation could be expanded toother sites within the Refuge.

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EXISTING INTERPRETATION-SOUTH STERLINGThe South Sterling Byway has significantly moreinterpretation than the North Sterling due to higherpopulation levels and the nature of the tourism thatoccurs in the south (i.e., more intense tourism withmore visitors). The main interpretive sites availableto the visitor today are the following:

Anchor River State Park: The Park does not have avisitor center, but does have some interpretive panelsalong the various trailheads and fishing areas alongthe river. The panels cover topics such as riverbankprotection, the life cycles of salmon, fish habitat, andfishing etiquette.

Anchor Point Chamber of Commerce Visitor Center:Facility has some information on volcanoes andhistory of the area. The Chamber has an old schoolhouse that they are seeking to improve and locatemore permanently on the site (they are addressingfoundation problems at the moment). Funding forthis facility would create a very appealing visitor centerin which the topics of volcanoes, homesteading,energy exploration (past and present), and outdoorrecreation could all be explored in more depth.

Captain Cook sign: There is an aged stateADOT&PF interpretive sign on Anchor River Roadthat reviews Captain Cook’s visit to region and hisloss of an anchor in the nearby waters. This shouldbe replaced and improved.

Nikolaevsk: This Old Believers Russian village liesabout 20 minutes outside Anchor Point. While thestory of these adventurous and committed Russians’journey over many years to find a land where theycould practice their religion and culture in peace isan interesting one and could be interpreted, there isa cultural tension that must be acknowledged. Thereare residents of the village who prefer to not be visitedby outsiders. They created their new home in aplace where they might avoid the intrusions of theoutside world; these residents would prefer to keepit that way. There are some residents who wantmore awareness of their faith, culture, and theirvillage. These people welcome visitors. The bywaygroup must approach the community and identifythe village’s formal wishes for the following options:

Interpretation in Anchor Point thattalks generally, but not specifically, aboutthe Old Believers in the area. Thusawareness and appreciation for the cultureis raised, but visitors are not directed tothe village.

Interpretation that talks specificallyabout Nikolaevsk, but discourages visitorsfrom making the drive. This identifies thevillage as being Old Believer but explicitlytells visitors to respect villagers’ privacy.

Interpretation that describes theculture and directs visitors to the villagewith the result being more traffic andmore commerce for local businesses.

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Baycrest Pullout:: As one drives south from AnchorPoint to Homer, this is the main pullout as oneapproaches Homer. It lies at a dramatic highpointand provides great views across Cook Inlet, Homer,and the Homer Spit. Volcanoes are easily visible ona clear day. The waters surrounding the communityare spectacular. The “lands end” quality of the placeis well presented at this site. Interpretive panelsreview the distant mountain and volcano profiles andreview the general heritage of Homer. These agingsigns need to be replaced.

Homer Chamber of Commerce Visitor Center: Thisfacility is staffed year round and provides a thoroughcross section of interpretive services. The center iswell stocked with a variety of pamphlets for Homerand the entire byway.

Islands and Ocean Visitor Center: This facility isthe major interpretive destination in the south. Itwas constructed as a U.S Fish and Wildlife andNational Park Service multi-agency center followingthe Exxon Valdez spill. The funds from thatrestoration were focused on both environmentalcleanup and general public education on theecosystems of the Prince William Sound and areasaround the Kenai Peninsula. Today, this visitor centerhas exceptional displays on marine life and humaninteraction with the marine system and the AlaskaMarine National Wildlife Refuge. Various firstperson interpretive programs and lectures are offeredduring the summer, including boat tours of the Bay.

Lake Clark National Park and Preserve and KatmaiNational Park: These parks lie across Kachemak Bayand are accessible only by boat. They containvolcanoes, rich wildlife systems, and amazing scenery,and offer an unusually un-crowded national parkexperience. There is little interpretation about theseParks.

Pratt Museum: This is an exceptional local museum– a gem for the visitor. Its collection ranges fromlocal fine art to a well-done, professional presentationon the connections between people and nature. Thetheme of living at the edge (i.e., edge of land andwater, edge of civilization and wildness) is wellinterpreted through static displays, audio, and video.Personal touches include reminiscences fromhomesteaders, boatmen who had close-calls or near-deadly experiences on the water, and thoughts froma native seal hunter on the significance of hunting forhimself and his native culture. A wide and variedcollection of natural history items gives the visitor anice sense of the flora and fauna of the Kenai.

Kachemak Bay Environmental Education Alliance(KBEEA): This facility offers a small display on localnatural history. The main service members provideis guided tours around the Bay and Homer. Qualityis very high.

Kachemak Bay State Park: This large state park liesacross Kachemak Bay from Homer and is accessiblevia boat or air only. It is a popular destination forbear watching and generally experiencing the dramaof Homer’s environment. Private tours are the majoraccess route for visitors, although the state park offerssome tours as well. Information about the Park canbe found at a variety of sites.

Homer Spit: The state park has some interpretativepanels along the Homer Spit Trail. These panels covershorebirds, marine life, and the general natural historyof the area. There is much room and need for moreinterpretation along the trail.

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DEFINING THEMES FOR THEBYWAYThe strongest themes for these byways fall into thefollowing categories:

North Sterling – An Angler’s Paradise: There isno question that freshwater fishing is CooperLanding’s claim to fame. While early settlers camefor gold – and that history is and should beinterpreted – it has been fishing that has definedthe community for the last half century. The arearemains one of the premier fishing destinations inNorth America. However, what makes this areadistinctive is that the great fishing is located in apristine area with numerous other recreationopportunities and nearby a community that is very“small town Alaska”. Due to topography, smallresident population and the growth of nearby areas,Cooper Landing has not boomed and developedintensely. It is still a little log cabined Alaska townwithin a gorgeous valley. Therefore, those twoqualities – great fishing and a classic smallcommunity – make Cooper Landing very unusual,even in Alaska. When combined with theoutstanding recreation opportunities and facilities,the whole package is an angler’s paradise.

Future interpretation should therefore seek toconnect to and reinforce this theme. Examples:

o Discussions of gold mining andpanning might also connect to issues ofpresent day water quality and the ways inwhich the Russian and Kenai Rivers aremanaged to ensure good fish populations.

o Discussions of local history shouldreview the beginning of the fishing-tourism industry.

o Discussions of local flora and faunamight connect back to the health of therivers and lakes.

South Sterling - Living at the Edge ofWildness: That is, exploring the ways that life onthe Kenai Peninsula offers a chance for residents tobe up-close and personal with the abundance ofand forces of nature in a way that is unfamiliar tomost Americans. The presence and abundance ofwildlife, the proximity of the sea, the livelihoodsstill gained from nature (e.g., fishing, guiding,resource extraction), the potential for earthquakesand tidal waves, and the relative remoteness of thearea (well, it is remote for most of the U.S.; it isnot remote for much of Alaska). All of these issuesmake life along the Sterling Highway more closelyconnected to the natural world than many spotsin the Lower 48.

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The interpretive message should be about how lifeis different here and how it affects thedevelopment of the individual and local culture.Future interpretation should therefore seek toconnect to and reinforce this theme. Examples:

Discussions of the rich ecosystems ofKachemak Bay, Cook Inlet and thesurrounding National Parks shouldconnect to how that abundance impactsthe people of Homer. The Pratt Museum’spresentation is a perfect example of this.

Discussions of artists should connectto how being in Homer or on the KenaiPeninsula impacts their art.

Discussions of resource extractionsuch as mining, natural gas and petroleumshould connect to how that industry is anintrinsic part of Alaska, the bigness of theplace, and the abundance of resources; butalso how it must be managed carefully toprotect the ecosystems.

Discussions of habitat change shouldencourage contemplation about the impactof human settlements and the constantchallenge of meeting human needs whileprotecting the wilderness that we cherish.

And finally, the fact that world classsalt water fishing is found in the richwaters of Kachemak Bay and Cook Inletsurrounding Homer and Anchor Point.There is little need to further expand uponthis theme as Homer is already successfullymarketing itself rightfully as the “HalibutCapital of the World”. However theconnection for anglers and recreationaliststo find world class fishing and recreation atboth ends of the Sterling Highway is astrong theme not to be ignored. Beingpremier world class fishing destinations tiesboth segments together into one unifyingbyway theme.

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BUILDING AN INFORMATIONSYSTEM LINKED TOINTERPRETATIONAnother objective for these byways should be toconsistently provide information at visitor service andinterpretive sites that encourages travelers to find outmore, do more, spend more time and spend moremoney. As described in the recommendationschapter, the byways should pursue the use of aconsistent orientation and information panels thataccomplish the above. These panels should be presentat all major interpretive sites.

When appropriate, interpretive information shouldalso encourage visitors to move from being readers todoers. For example, the underlying message shouldbe:

If you are interested in this topic, here are some waysfor you to engage more deeply in this and to have anexperience that goes beyond reading a panel...you’rein Alaska! Be adventurous!

SUMMARYThe North and South Sterling Highways both offera range of interpretive experiences today; someimprovements can be made to existing interpretationon these byways due to aging signs, repeated stories,or missing opportunities for interpretation. Thus farinterpretation has been carried out on a site by sitebasis by a variety of agency land managers, localtourism groups, and organizations. The messagesalong the byway needs to be analyzed and makesure the right stories are being told, duplication islimited, and that visitors are engaged and want tocontinue to travel down the road and learn moreabout the byway and its stories. Interpretation needsto be consistent in its message, and presentationstyle. The larger challenge is to provide an underlyingtheme to the interpretation and to link existing andnew interpretation into a system of information andawareness that serves the broader goal of enhancingthe local economy.

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9VISION, MISSION AND GOALS

BYWAY’S MISSIONThe communities of Cooper Landing, Anchor Point,and Homer will use the North and South SterlingByways to improve the transportation facilities,recreation facilities, and the economy for the benefitof residents, businesses, and visitors.

BYWAY’S VISIONIn the future, the North and South Sterling Highwayswill be known as must-see North American destinationsdue to the combination of amazing recreationalopportunities – where else can you catch a 70 poundsalmon in the morning while river fishing and thengo after halibut the size of a barn door later the sameday? If you do not want to fish (or you have caughtyour share and are looking for something else to do)you can participate in the vast recreationopportunities of the area that include hiking, camping,watching bald eagles, whales, and bears, then have a5 star meal and purchase local art at one of the dozensof galleries?– An unusual juxtaposition of culture andwildness.

There are stereotypes of the Alaskan personality asthe rugged outdoorsman, but there is anotherAlaskan personality exemplified by the SterlingByways: i.e., the individualistic, get-away-from-it-all creative spirit that brings artists, writers, peopleseeking religious freedom, and those wanting to livecloser to nature all together on the Kenai Peninsula.Visitors will encounter those people up-close andpersonal. Their stories will be told through creativeinterpretive methods that bring the visitor in touchwith the soul of the Kenai Peninsula.

All of this will be packaged in a well-maintained,visitor service-oriented destination with goodsigning, clear directions for activities, great shoppingand food, and well-trained tourism professionals whowill make any visitor’s trip exceptional.

Together, our byways will be the envy of Alaskandestinations and will draw visitors to stay longer,spend more, and come back again and again.

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GOALS FOR THE BYWAYS

Increase Alaskan traveler awareness of these byways.

Make the byways relevant for citizens and businesses in the area.

Be clear that the byways are about recognition, not regulation.

Project an image that is distinct from other Alaskan destinations.

Make the byways a critical part of any visit to the Kenai Peninsula or Alaska.

Work with businesses and public agencies to help make the corridor’s resources, facilities andexperiences available to locals during the non-peak seasons.

Seek ways to minimize the negative resource and community impacts that occur during the highvisitation peak season.

Use graphics, signage, and a clear interpretive approach to shape the byways as perceived unifiedplaces.

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Increase visitor awareness of the area’s resources through interpretation and orientation signing.

Develop partnerships with local organizations, government agencies, and other groups to overcomefunding shortfalls to develop new facilities and their maintenance, as well as improve and maintain existingfacilities.

Create an interpretive system that avoids redundancy and offers a reason to go to each of the byway’smajor components.

Use interpretation to support economic activity.

Make improvements to the byway corridor, including safety modifications, better parking, morepullouts, pedestrian facilities, restrooms, and interpretive signing.

Expand and improve recreation opportunities with public agencies.

Improve access and facilities to fishing areas from the byways while minimizing the impact to fishingareas and protecting river banks and shorelines.

Support existing planning efforts that mesh with the byway’s mission.

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RECOMMENDATIONS

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10RECOMMENDATIONS

Chapter 10 presents recommendations for the North and South Sterling Byways. These recommendationsare intended to allow the byway groups along each route to focus their energy and attention on the projectsthat will have the best prospects for success and yield the highest return on reaching their respective goals andobjectives.

OVERALL RECOMMENDATIONS FOR BOTH BYWAYSThe following are four broad recommendations that are relevant for both byways. These are the issues thatthe North and South Byway groups should work on together.

1. NAMING AND BRANDING THE BYWAYSName the North Sterling Byway the Angler’s Paradise Byway. Name the South Sterling Byway the Land’sEnd Byway. Having a byway means having the opportunity to give your destination a name that sums it allup and captures visitors’ imaginations. Despite the fact that there is great fishing along much of the SterlingHighway, the North Sterling Byway should take advantage of its byway initiative and give itself a name thatsets it apart on the Kenai Peninsula and in the United States.

Angler’s Paradise is what fishing along the Northern segment of the Sterling is all about: world class, yearround freshwater salmon and trout fishing like no where else in America, great services and food, gorgeouscountryside, good people, and endless recreation opportunities. For most anglers, those are the ingredientsfor paradise.

Land’s End is mysterious, dramatic and accurate for both Anchor Point and Homer. Visitors have a clearvision before they arrive of where they are going: to a place at the most western edge of the North Americanroad system ending on the Homer Spit in beautiful Kachemak Bay surrounded by volcanoes, mountains, andoutstanding recreation opportunities. They exit their car and look out at wildness and wilderness.

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Evocative names will make the byways stand out in the byways literature, in web searches, and in travelliterature. If someone is making the trip to Alaska, shouldn’t they expect to find places that are different thananywhere else in America?

2. TRAILSA major need on both the North and South Byways are separated paths and trails. These non-motorizedroutes will accomplish a number of objectives for the byways. First, pedestrians and cyclists can move safelythrough the corridor. Second, the trails will provide extended experiences away from the road and away fromsettlement and along the water – either river or ocean. Third, people will travel for good trails; they becomea major part of the destination’s draw especially when linked to other existing trails to create looped routes.Fourth, a good long trail becomes a solid half-day experience which can result in either an extra meal at thedestination or an overnight stay. Fifth, local residents love and use their trails. Investing in separated pathsand trails along these byways will be good for tourism, but it will also be a major amenity for residents.

3. PULLOUTS AND VISITOR SERVICESBoth byways need more pullouts and investments in existing pullouts for access to recreation, wildlife viewing,scenic viewing, and interpretation. Year-round maintained restrooms and better signage, and visitor servicesare also top priorities. The Cooper Landing Chamber of Commerce is on the right track with its plans todevelop a new visitor rest area with a two story structure on-site. The first floor will hold restrooms and visitorinformation. The second floor will be an apartment to house the facility’s caretaker to ensure the upkeep ofthe facility year round. This model should be considered at sites along both byways.

4. INTEGRATED INTERPRETIVE AND INFORMATION SYSTEMAn information system linked to interpretation is needed to accomplish several objectives for travelers everytime they visit an important site on the byways:

Orients travelers to where they are located within the byway.

Provides travelers with a better sense of what opportunities lie around them.

Encourages travelers to engage in activities.

Provides a sense of the time involved to travel to other spots along the byway and timerequired for various activities.

Encourages visitors to go to local businesses and attractions.

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As noted in the interpretive chapter, while traditional interpretation provides information, it does not necessarilyalter traveler behavior or impact the local economy. Economic development is the central mission of thisbyway plan. Therefore, interpretation must be linked to information provision.

It is recommended that the byways adopt a standardized information/orientation panel that includes thefollowing:

A map of the Kenai Peninsula showing the location of both byways.

A map of the byway on which the viewer is traveling at that time.

A system of symbols that organizes the various activities on the byway into categories (e.g.,fishing, hiking, heritage, wildlife, etc.).

Use the symbols and associated information to help travelers see what lies around them andhow long it will take to reach those destinations (i.e., think map with symbols and lines extendingfrom “You are Here” to each symbol with travel time and distance shown along the line.)

Develop a brochure that provides half-day, 1-day, 2-day and 3-day experience itineraries foreach byway based on a variety of themes such as fishing, hiking, history, etc. Visitors will be ableto see what they might do as their stay extends. They see what they are missing if they stay for ashorter versus a longer period of time.

Each byway should promote the other byway. Angler’s Paradise should encourage visits toLand’s End and vice versa. Both byways have common themes that tie them together into onebyway but have a different experience (ie. North segment-freshwater fishing; South segment-saltwater fishing).

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ANGLER’S PARADISE BYWAY/NORTH STERLING:CHALLENGES AND OPPORTUNITIESThe following are ideas and solutions offered by the byway groups, the public and consulting team duringthe planning process. These enhancements are also indicated on the Byway Improvements Mapping that canbe found at the end of this chapter. This section concludes with an implementation plan that defines prioritiesand sequencing.

OVERALL BYWAY INVENTORY

Additional interpretive signing will be useful in some locations, but sign overload should beavoided. Perform a detailed sign inventory and remove all unneeded, unwanted ADOT&PF anddirectional signs. Consolidate and create a sign system with visual continuity.

Roadside restrooms that function year-round are needed in a variety of locations. Year-roundcare will also be important for these facilities.

Dozens of unplanned pullouts/parking areas along the highway exist near fishing areas. Theseneed to be designed and paved and signed and new pullouts installed in strategic locations toreduce safety issues related to the existing unplanned pullouts. Coordinate these parking areaswith fishing areas and habitats that can accommodate anglers.

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Inventory river and lake banks that are popular fishing areas. Manage sensitive areas, restoreand add new facilities to limit habitat damage. Work with agencies to designate fishing areas andprovide facilities capable to handle demand. Coordinate with parking areas above.

Trail/separated path improvements are needed along the highway in a variety of locationsespecially along narrow winding sections of the highway. Connect with existing trails to createloop routes.

Open public campgrounds earlier in the spring and later in autumn for local use and toextend shoulder season.

Low power radio could be an effective information and interpretation tool.

Create orientation panels that encourage people to experience the full byway.

Develop separated trail/path from the Sunrise Inn to Jim’s Landing.

Coordinate byway work with potential Cooper Landing bypass and ensure design of bypassenhances existing byway. Capitalize on opportunities presented by bypass.

Develop partnerships to assist the US Forest Service and US Fish and Wildlife Service to helpmaintain existing facilities, enhance existing and develop new facilities.

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THE WYE TO COOPER LANDING

Install sign on Seward Highway that directs travelers to the Sterling Highway, CooperLanding, and local services, as well as Land’s End Byway.

Expand day-use USFS Tern Lake facility to a campground. Coordinate with Moose Pass andCooper Landing communities.

Provide new camping facilities and upgrade and extend existing trail along the old abandonedSterling Highway road bed.

Develop new Chamber of Commerce-managed pullout and rest area at milepost 41.5. Facilityshould include two-story building with apartment on second floor to house part-time caretaker.Add interpretation on geology, glaciers, and the Harding Icefields. (Close pullout just tonortheast of above site).

Expand Quartz Creek pullout to provide better access to creek. Add interpretation to thissite. Cover topic of gold discovery and gold panning.

Expand USFS Crescent Creek Campground where possible

Consider a pedestrian/equestrian underpass just northeast of Quartz Creek Road.

Provide interpretive panel on public gold panning at small commercial area on Quartz CreekRoad. Provide separated path between Quartz Creek campground and byway.

Upgrade the Sheep Lookout pullout. Interpretive panels need to be replaced.

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COOPER LANDING TO COOPER CREEK

Reduce speed limit to 35 mph from Sunrise to Gwin’s and Russian River Ferry. Double finesfor this section of road. Enforce!

Straighten curves at Princess Curve, Wildland Adventures, and Mile 52.5 at Gwin’s.

Upgrade restrooms at State Parks Kenai Lake Boat Launch to be year-round and heated.

Provide new boat launch to Kenai Lake on Snug Harbor Road.

Upgrade USFS Cooper Creek campgrounds and interpret gold panning opportunities atCooper Creek.

Reestablish Cooper Creek Trail (Stetson Creek Trail) and link to new trailhead west ofcampground.

Improve trailhead for Slaughter Ridge Trail to include parking.

Create new Juneau Creek Falls Loop Trail from Bean Creek Trail to Juneau Falls, and to theKenai River Bridge.

Obtain funding for local historical museum to upgrade exhibits.

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COOPER CREEK TO EASTERN INTERSECTION OF SKILAK LAKE ROAD

Install USFS Russian River Trail and Falls Trail advance warning signs along highway.

Provide winter trail grooming of USFS Russian River Falls Trail for skiing

Invest in the USFS Kenaitze K’beq interpretive site for year round use

Add signs to direct traffic and parking to USFS Resurrection trailhead.

Upgrade restrooms at eastern Skilak Lake Road intersection.

Add more pullouts/parking and improve river access from the Russian River Confluence toJim’s Landing.

Assist in the development of a new visitor center near the boundary of the National Refugeand National Forest with the US F&WS, Forest Service and other local organizations.

STERLING HIGHWAY BETWEEN EAST AND WEST INTERSECTION OF SKILAK LAKEROAD AND SKILAK LAKE ROAD

Improve Skilak Loop Road surface to make it accessible to all vehicles driven by visitors. Onceroad has been upgraded develop as an alternate route with access to additional existing recreationopportunities. Improve all pullouts along Skilak Lake Road.

Improve USF&WS campgrounds at Watson Lake, Kelly Lake, and Peterson Lake.

Relocated USF&WS Jean Lake Campground to north of lake due to dangerous traffic, convertto day use facility.

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Close pull out on north side of highway near MP 64.

Develop new USF&WS trail from MP 65 to Mox Lake and Chatelain Lake. Provide restroomat trailhead.

Improve pedestrian connection between USF&WS Skyline Trail parking lot and the trail head,

Add directional signing to Skilak Lake Road on Sterling Highway at the east end of SkilakLake Road.

Work with the USF&WS and the development of their proposed Land Management TrainingFacility on Skilak Lake Road to include a nature center, environmental education, restrooms andvisitor services.

Develop new trails from USF&WS Training Center to Peterson, Egumen and Marsh Lakes.Develop wildlife viewing at Marsh Lake.

Develop new loop trail with USF&WS from Hidden Creek Trail to Lower Skilak LakeCampground and provide hike in campgrounds along route and link to other trails in area.

Provide day use facility at Bottenintnin Lake.

Expand USF&WS Engineer Lake Campground.

Work with USF&WS in the development of a new Visitor Contact Station with restrooms atthe western intersection of Skilak Lake Road. Provide interpretation when closed. Providedirectional signs from highway to Skilak Lake Road.

Provide interpretation on Moose Flats and geology of area along byway.

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ANGLER’S PARADISE/NORTH STERLING: IMPLEMENTATION PLANThe following is an approach to addressing the above needs and opportunities:

DEVELOP NEW REST AREA BETWEEN WYE AND COOPER LANDINGSeek national byway funding and rural housing funding to support the following: prepare site, develop site,build two-story structure, build apartment on 2nd floor, install restrooms and other visitor services on firstfloor, develop and install interpretation and orientation panels, and low power radio audio installations.

Interpretation should focus on “Welcome to Angler’s Paradise” with the following topics: river to sea maps,fish life cycle, trophy fish mountings, how to catch fish, and welcome and what can you do here. Plenty ofbeautiful photos. Perhaps a live cam of fishing action on the river. Include daily updates of fishing hotspotsand cameras so visitors can see how many anglers are in popular areas. Provide fishing training for new anglerson how to properly catch, handle and clean fish. Provide podcasts on audio files about for visitors’ MP3players. Approximate Funding: $400,000

DEVELOP AN ANGLER’S PARADISE GRAPHIC THEME AND LOGOThe byway should hire a graphic artist to develop a logo for the byway and a set of graphic standards that willguide all information, orientation, and interpretative signing and graphics along the byway. ApproximateFunding: $5,000.

CREATE BYWAY WEBSITE (OR ADD BYWAY PAGES TO EXISTING SITE)Pull together the ideas in this plan and prepare a simple website for the byway. Most importantly, providethe 1-to-3 day itinerary information described below. While the website could become an elaborate project,there is little need for complexity early on. Provide a well-designed, basic site and pique the interest ofpotential visitors. Provide solid contact information via phone numbers, web sites and e-mail. ApproximateFunding: $3,000.

CREATE 1-TO-3 DAY ITINERARY BROCHUREDevelop a simple brochure that lays out half day, 1-day, 2-day and 3-day itineraries of things to do along thebyway based on a variety of themes, fishing, hiking, history, etc. Help visitors plan their time. Put this on thewebsite. Approximate Funding: $5,000

PUT UP BYWAY SIGN ON THE SEWARD HIGHWAYWork with ADOT&PF to erect highway directional sign for the Sterling Highway Byways. Place near theWye on the Seward Highway. Approximate Funding: $5,000.

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DEVELOP AN AUDIO TOUR FOR THE BYWAYHire a specialist to prepare an audio tour and related audio products for the byway. Offer tour via CD,podcast download from website, and use pieces of the product for low power radio broadcasts from varioussites. Approximate Funding: $30,000.

OBTAIN TRAIL PLANNING AND DEVELOPMENT FUNDINGBegin the process of creating a separated trail along the byway. Obtain funding to plan the detailed route forthe trail. Then obtain funding for the first phase of trail development. Approximate Funding: $50,000 forplanning the route and $1,000,000 for phase one development (land purchase, obtaining easements, initialdevelopment of part of the trail).

COORDINATE WITH THE STERLING HIGHWAY MILEPOST 45 TO 60 PROJECTIf and when this project moves forward, coordinate bypass work with ADOT&PF planners to ensure thatamenities and sites are developed along the project area. If a new highway bypass is chosen, ensure amenitiesare developed at each end of the bypass to support Cooper Landing and its byway. Examples include restareas at each intersection with the existing Sterling Highway, pullouts along the bypass with trails to the OldSterling, interpretation on the byway, a low power radio broadcast along the bypass that informs the travelerabout Cooper Landing and the byway. Approximate Funding: No funding needed to coordinate. Fundingfor projects should be included in the engineering and construction request for the bypass. Local coordinatorwill be needed.

DEVELOP THREE NEW PULLOUTSDevelop three new pullouts along the byway: ( To be determined. ) Approximate Funding: $300,000.

CREATE A CAMPGROUND ALLIANCE PROJECTCoordination will be needed to upgrade state campgrounds and to open State and Federal campgroundearlier in the year and keep them open later. A formal process should be started to lay out ways that theseobjectives might be accomplished. Approximate funding: Time will be required but no funding for thealliance project. Investigate a maintenance partnership with USDA Forest Service, U.S. Fish and WildlifeService or local group.

OBTAIN FUNDING FOR AN INTERPRETIVE PLANSeek byway funding for an interpretive plan that will include text, images, and detailed construction designsfor all installations. Obtain funding for creating panels or other facilities. Work with partnership agenciesUS F&WS, Forest Service, and State Parks. Approximate Funding: $100,000 for plan and designs. $100,000for panel manufacturing.

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LOWER THE SPEED LIMITWork with ADOT&PF to lower the speed limit through Cooper Landing. This will improve safetysignificantly. Approximate Funding: No funding required at local level.

OBTAIN FUNDING FOR THE KENAITZE K’BEQ INTERPRETIVE SITEWork with local tribe representatives and U.S. Forest Service to plan for new facilities at this site and thenobtain funding to construct them. Approximate Funding: $200,000.

OBTAIN FUNDING FOR THE COOPER LANDING HISTORICAL MUSEUMWork with local museum to plan exhibit upgrades. Seek funding for upgrades. Approximate Funding:$200,000.

SEEK FUNDS TO RESURFACE SKILAK LAKE ROADFind a funding source that will support the resurfacing of this road. Consider making the road into a multi-use trail and use national byway or enhancement trail funds for this project. Approximate Funding: Unknown.

WORK WITH USF&WS AND RECREATION PRIORITIESThe U.S. Fish and Wildlife Service has an extensive list of improvements for recreation facilities along theSterling and Skilak Lake Road. Partner with the agency to assist and provide input on proposed Refugeimprovements along the corridor. Approximate Funding: Unknown.

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LAND’S END/SOUTH STERLING BYWAY:CHALLENGES AND OPPORTUNITIES

GENERAL NEEDS FOR THE SOUTH STERLING BYWAY

More pullouts with directional and orientation signing, bear-proof garbage cans, and yearround restrooms are needed the full length of the byway.

Need hospitality training with a focus on interpretation. Tourism workers do not providegood interpretive perspective to their visitor service work due to large range of opportunities foundin area.

Seek the eventual construction of a separated trail/path the entire length of the byway.

Recommend the Old Sterling Highway as an alternate route. Include interpretative signingalong the route for topics such as the first oil well in Alaska.

Add passing lanes along byway and remove dangerous highway curves.

Need local partnerships for maintenance of State Parks and similar facilities.

Prepare a detailed inventory and interpretive plan for the entire byway (See North Segment).

Expand on opportunities of surrounding volcanoes, Kachemak Bay State Park, and Katmai andLake Clark National Parks.

Expand and upgrade popular recreation facilities, develop new ones where needed.

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STARISKI CREEK TO ANCHOR RIVER

Redevelop the Stariski State Campground. Provide interpretation on volcanoes as the areaprovides great views of Mount Illiamna (volcano). , Entire campground needs to be planned anddeveloped to include a new restroom, and shelter, campgrounds, and replant trees that died frombeetle kill.

Whiskey Gulch – do not promote this area to visitors; reserve primarily for residents.

Install low power radio for the approach into Anchor Point. Provide welcome information andhighlight major activities and history. Direct to sources for more information and visitor centers.

Add byway signage and direct visitors to Anchor Point Visitor Center.

ANCHOR RIVER COMMUNITY

Upgrade and expand the existing Anchor Point Visitor Center to include foundationstabilization of this historic school house. Other improvements include parking, restrooms, andlandscaping. Add interpretation on topics such as Captain Cook’s visitation to area, homesteading,coal and oil exploration and the Dena’ina culture. Provide interpretation on volcanoes, and linkinteractive displays with the Alaska Volcano Observatory for live updates. Provide fishinginformation and updates of local hot spots.

Install pedestrian route from visitor center to Anchor Point Beach.

Extend sidewalks and street lighting in the community along the Sterling Highway.

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Provide information kiosk and signage for Beach Road and the numerous facilities in that area(Anchor River State Park).

Sign and celebrate the most westerly highway point in North America.

Add interpretation on Anchor River watershed and its contribution to the region.

Enhance the Captain Cook monument west of the highway and expand on the story that givesthe community its name.

Upgrade the old homestead site near Black Water Bend into a day use recreation area withinterpretation.

Upgrade old visitor kiosk at milepost 161.5 to be a visitor contact station during peak season.Provide basic visitor services, and restrooms.

Road modifications: MP 157 and 169 are dangerous; need to include visitor improvementswhen these projects are planned and constructed.

Encourage visitors and residents to visit the trail system that leads to the Caribou Hills.Provide path along North Fork Road and new trailheads and trail improvements are needed.

When ADOT&PF replaces the North Fork River Bridge ensure that the structure does notimpede fish migration.

Develop loop trail system in Chakok Valley between Anchor Point, Happy Valley, Nikolaevskand other surrounding neighborhoods. Extend to the south to Homer.

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ANCHOR RIVER STATE PARK

Encourage a multi-agency coordinated planning process to improve pedestrian access,recreation, interpretive facilities, parking, camping, safety, wildlife protection and enhancement,and access in the Anchor River mouth area. Agencies involved: ADOT&PF, Alaska Department ofFish & Game, State Parks, BLM, Kenai Peninsula Borough, Kachemak Heritage Land Trust, KenaiWatershed Forum, and the Nature Conservancy.

Expand and improve popular recreation facilities in Anchor River mouth area based onplanning above.

More and better signs needed to direct visitors to Anchor River State Park.

RV dump facilities are needed within Park.

Anchor Point Beach – install interpretive kiosk on spawning salmon or other topics.

Improve pedestrian access on Beach Access Road and on bridge across Anchor River to theState Park.

Alaska Department of Fish and Game fish weir needs access improvements and interpretation.

Redesign the Anchor Point viewing platform, along with parking and beach accessimprovements with State and Chamber of Commerce.

Fish cleaning stations needed throughout Park.

Work with the Nature Conservatory and Kachemak Heritage Land Trust on their recentlyacquired property at the mouth of the Anchor River to upgrade existing and provide newrecreation facilities.

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FROM ANCHOR POINT TO HOMER

Plan long term and develop a separated trail along the entire Byway segment.

Interpretive signs needed near fishing areas, at some viewing areas. History should be covered.

Inventory access points to Anchor River and associated river forks from the highway that arepopular fishing areas. Manage sensitive areas, restore and add new facilities to limit habitatdamage. Work with agencies to designate fishing areas and provide facilities capable to handledemand. Coordinate with parking areas and other facilities to support fishing and sign facilities.

Investigate and if possible develop an Anchor River Recreation Trail from Anchor River bridgeon Sterling byway to Anchor River bridge on North Fork Road as part of work above.

Provide new fishing access and habitat improvements when stabilizing and channeling theAnchor River to prevent future erosion and flooding.

Improve access, provide signs and trailhead facilities where needed to indicate where you canaccess State land adjacent to the byway.

Need to examine whether there is an ATV problem along the beaches and dunes.

Bus services would be useful: Anchor Point to Homer, Homer downtown to Spit.

Nikolaevsk – Russian Old Believer Village – Please note that referencing this village is not anendorsement of including the village in the byway’s marketing and interpretive plans. Instead, thevillage is mentioned here due to the fact that there is a business (the Samovar Cafe and Gift Shop)that seeks more visitors. There are also Nikolaevsk residents who do not want visitors drivingthrough the town. This is an issue that the residents of the village must decide. This village andculture will clearly be of interest to visitors, visitors can bring money to the village, and theRussian Old Believers are part of this byway’s story. However, the role of Nikolaevsk in the bywaymust ultimately be decided by the leaders and residents of that village. It is recommended thatthe byway group approach the village leaders, present them with information on the byway,present them with potential information that might be covered on an interpretive panel in AnchorPoint, and ask whether and how the village would like to be involved.

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Diamond Ridge State Recreation Area: This area needs a variety of improvements includingparking improvements, a gate, a caretaker cabin, restrooms, and trails, including a loop trail to thebeach.

Realign dangerous Sterling Highway curves between Anchor Point and Homer.

Install low power radio for the approach into Homer. Highlight major activities and history.Direct to more information and visitor centers.

Install volcano interpretive signage near Striski Creek Recreation Area or other area pull outswith views to volcanoes.

Baycrest Scenic View Area: Replace bathrooms at this site. Add interpretive signage thathighlights the two National Parks that can be seen from that point. Provide information on howto access the Parks via Homer. Replace aging interpretive signs with similar.

Provide signage to trail opportunities in the area including skiing and hiking and provide thenecessary trailhead facilities.

HOMER TOWN AREA

Encourage well-designed architecture in all new buildings at the gateway to town.

Implement the Homer Town Center Development Plan.

Implement Homer’s Trail Plan (Coastal, Beluga Lake, and Harbor Trails).

Improve orientation signage from byway to downtown area.

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Provide public restrooms in downtown Homer and signage for them.

Promote the idea of traveling through downtown as a loop. Install signs for the Homer ArtsLoop.

Move bike path to other side of Sterling Highway from Lake Street to Homer Spit Road.

Repair or replace the Beluga Slough Trail.

Provide information on coal gathering, clamming, and tide pooling along Bishops Beach.

Provide interpretation on the definition of a “tsunami ready community”.

Pursue improvements along Sterling Highway for pedestrian crossings between Town Centerand the Islands & Ocean Visitor Center.

On Kachemak Drive, pursue the concept of multi-use Alaska Department of NaturalResources complex that combines a State Park visitor center with a campground/RV park andoffices. Explore leasing land from the ADOT&PF. Seek to connect this property with the nearbyLake Clark and Katmai National Park field office. Provide interpretation on State Parks, NationalParks, and the homesteader history.

Provide public awareness signage on harvesting of clams, invertebrates, seaweed, etc; and whenit can and cannot be done and requirements for harvesting.

Reestablish and expand the Skyline Trail from Skyline neighborhood to downtown and theBeluga Slough Trail. Connect to separated path along byway and to Homer Spit Trail.

Provide directional signage from byway to shorebird viewing sites. Provide interpretive signageand viewing facilities at sites and also include Homer Spit Area.

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HOMER SPIT

Head of the Spit: Expand parking, bike racks, and restrooms at the trailhead to the Spit Trail.Install directional signs for the Spit Trail.

Install restrooms at Mariner at the head of the Spit.

Install sign near Mariner Park for byway drivers: “3 Miles to End of Spit”.

Install additional interpretive signage at Mariner Park.

Extend the Spit Trail to the Alaska’s Marine Highway terminal and the “End of the Road”.

Acquire habitat on Spit as per the City of Homer’s capital improvement plan.

Plant native wildflowers along the Spit Trail.

Provide bike racks and interpretive signs along the Spit Trail at destinations.

Encourage the private sector to provide a harbor tour.

Need to address lack of parking on the Spit without additional paving of already limitedproperty. Look at options for reinstating a shuttle bus between the town, Mariner Park and alongthe Spit.

Install signs along the boardwalk to direct walkers to various businesses and services andprovide some graphic coherency to the area.

Provide restrooms at midpoint areas along the Spit.

Expand and upgrade the End of the Road Park to be a better final destination for the bywaythrough the addition of restrooms, interpretation, improving park setting and developing a photoopportunity through installation of public art piece.

Install interpretive panels at the End of the Road Park. Cover topics such as glaciers, seaotters, and sea ducks. Install state park interpretive panels regarding Kachemak Bay State Park –Alaska’s first state park, as well as information on the recreational opportunities at the park.Include a map of the park.

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LAND’S END/SOUTH STERLING BYWAY:

IMPLEMENTATION PLANThe following recommendations address the above challenges and opportunities:

ANCHOR POINT VISITOR CENTERThe old school house/potential visitor center needs funding to stabilize and develop the structure. This is acritical structure as it acts as the welcome center for the northern entrance into the byway. Seek byway fundingand historic preservation funds to assist with this work.

Interpretation should focus on “Welcome to Land’s End” with the following topics: river to sea maps, fish lifecycle, trophy fish mountings, how to catch fish, and welcome and what can you do here. Provide halibutderby fishing updates and list hotspots for local river fishing and recreation opportunities. Provide plenty ofbeautiful photos. Introduce opportunities in Homer including Islands and Ocean Center, Pratt Museum,Homer Visitor Center, shorebird festival, beachcombing, and art gallery route. Provide volcano interpretationincluding live video and updates from the Alaska Volcano Observatory. Expand on the Captain Cook storyand his time spent at Anchor Point. Provide podcasts on audio files for visitors’ MP3 players. Develop a trailfrom the visitor center to Anchor Point Beach. Approximate Funding: $450,000.

OBTAIN TRAIL PLANNING AND DEVELOPMENT FUNDINGBegin the process of creating a separated path/trail along the byway. Obtain funding to plan the detailedroute for the trail. Then obtain funding for the first phase of trail development. Approximate Funding:$50,000 for planning the route and $1,000,000 for phase one development (land purchase, obtainingeasements, initial development of part of the trail).

NEW AND IMPROVED PULLOUTSNew or improved pullouts are needed at several locations along the byway to access recreation, points ofinterest and at other key locations along the byway. Each site will need restrooms, orientation panels. Seeknational byway funding install restrooms, develop and install interpretation and orientation panels.Approximate Funding: $300,000.

ANCHOR POINT SIGNAGEA variety of signage is needed in Anchor Point. Define the specific needs and seek byway funding to put upnew signs. Target improvements include the following: new Captain Cook sign, new “most westerly highwaypoint in America” sign, directional signs, perhaps an interpretive sign for Nikolaevsk, various interpretivetopics such as volcanoes, and orientation panels for the various fishing spots in the town. ApproximateFunding: $50,000.

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OBTAIN FUNDING FOR AN INTERPRETIVE PLANSeek byway funding for an interpretive plan that will include text, images, and detailed construction designsfor all installations. Obtain funding for creating panels or other facilities. Approximate Funding: $100,000for plan and designs. $100,000 for panel manufacturing.

CREATE A ANCHOR POINT/ANCHOR RIVER PARK ALLIANCE PROJECTCoordination will be needed with the numerous agencies, landowners and non-profits that play a role in thisimportant recreation area and along the Anchor River. All parties need to inventory existing facilities, developneeds lists, and prioritize where new or improved facilities will be located to avoid duplication, missedopportunities and provide the most facilities with a limited budget. Look at developing maintenancepartnerships to help keep recreation facilities open longer beyond the peak season and allow local residents toutilize facilities. A formal process should be started to lay out ways that these objectives might be accomplished.Approximate Funding: Varies; through partnerships fund highest priority projects as soon as possible.

BYWAY WILDFLOWER PROJECTWork with ADOT&PF to plant native wildflowers along the byway to provide beauty and promotionalinterest. Approximate Funding: $5000.

ENCOURAGE SAFETY PROJECTSUse the byway group as an additional lobbying force to request that ADOT&PF make alignment and othermodifications to the Sterling Highway that will improve safety. Approximate Funding: No funding required.Time and energy required.

DEVELOP A LAND’S END GRAPHIC THEME AND LOGOThe byway should hire a graphic artist to develop a logo for the byway and a set of graphic standards that willguide all information, orientation, and interpretative signing and graphics along the byway. ApproximateFunding: $5000

CREATE BYWAY WEBSITE (OR ADD BYWAY PAGES TO EXISTING SITE)Pull together the ideas in this plan and prepare a simple website for the byway. Most importantly, providethe 1-to-3 day itinerary information described below. While the website could become an elaborate project,there is little need for complexity at this point. Provide a well-designed, basic site and pique the interest ofpotential visitors. Provide solid contact information via phone numbers, web sites, and e-mail addresses.Approximate Funding: $3,000.

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CREATE 1-TO-3 DAY ITINERARY BROCHUREDevelop a simple brochure that lays out half-day, 1-day, 2-day, and 3-day itineraries of things to do along thebyway with a variety of themes. Help visitors plan their time. Put this on byway website. ApproximateFunding: $5,000.

DEVELOP AN AUDIO TOUR FOR THE BYWAYHire a specialist to prepare an audio tour and related audio products for the byway. Offer tour via CD,podcast download from website and use pieces of the product for low power radio broadcasts from varioussites. Approximate Funding: $30,000.

HOMER IMPROVEMENTSSeek funding to develop and promote culture and recreation in Homer and surrounding lands. Projectswould include developing an Art Gallery Route similar to a Vineyard Driving Route. Develop a facility topromote the surrounding recreation and wilderness found at Kachemak Bay State Park and the two NationalParks (Lake Clark and Katmai) that are typically accessed from Homer. Promote world class halibut fishingwith information on where to see the catch and where to go fishing in the area. Promote the other outstandingrecreation found in the area including beachcombing, birding, sea kayaking, hiking, camping, and winteractivities.Approximate funding: $250,000.

HOMER SPIT IMPROVEMENTSSeek byway funding to address the numerous needs on the Spit, including: expanding interpretive signage, ashuttle bus solution and operating expense formula, Spit Trail completion, boardwalk directional signing,public art, restrooms, and other projects. Approximate Funding: $500,000.

END OF THE ROAD IMPROVEMENTSSeek local, state and byway funding to make enhancements to the End of the Road Park and create a designationthat will be a memorable experience when reaching the end of the road. Planning, design, and constructionwill be required to enhance this park to include restrooms, signage, a park setting, and public art that will bea photo opportunity for reaching this destination. Approximate funding: $400,000

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11CONCLUSION

This corridor plan is intended to offer a blueprint forthe interested individuals, leaders, businesspeople,and various organizations along the North and SouthSterling Byways. The recommendations of this planare not intended to be seen as static; instead theyshould be seen as a snapshot at this point in time ofwhat the citizens of these byways would like toaccomplish. As times change, as resource availabilitychanges, as the priorities of visitors and citizen’schange, this plan should be updated. Some of theideas here are visionary and may require decades tocomplete (e.g., a bike path from Anchor Point toHomer); many are short term in nature and addresscurrent needs that face residents and visitors everyday.

No matter the level of complexity or timeframe, therecommendations in this plan are intended to meetthe needs of the residents, visitors, and businesspeopleof these byways. The goal of these recommendationsis to improve opportunities along the byway, makeenhancements for all, and to get a betterunderstanding of the local environment, communitiesand people that live along the byway while improvingtheir local economies.

Sterling Byways CPP

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Transcript of Sterling Byways CPP