[2] The 1968 Seward's Success proposal, an $800 million ($7 billion today) multi-phased megaproject encompassing a large domed community, included both an aerial tramway and monorail to span the Knik Arm.

[4] By 2010, KABATA had completed the final Environmental Impact Statement (EIS) and had obtained a "build" Record of Decision from the Federal Highway Administration (FHWA).

[6] There is also concern it could threaten a population of beluga whales despite receiving a biological opinion of 'no jeopardy' from the National Marine Fisheries Service.

[18] Republicans in Congress dropped the specific allocation for the two bridges, allowing Alaska to apply the funding to current transportation projects.

Governor Frank Murkowski planned to fully fund both bridges: "I am proposing we spend the maximum allowed.

[19] In March 2010, with new members, the AMATS Policy Committee reversed their previous decision and re-instated the bridge project into the short term transportation plan.

[20] In December 2010, the FHWA issued a "Record of Decision" accepting the project's Environmental Impact Statement, after more than seven years and approximately $53 million were spent on studies, preliminary designs, public relations and cost estimating.

It would allow the state to repay the private investors when toll revenue is building up in early years after opening.

KABATA CFO Kevin Hemenway told the Legislature's transportation committees that if the project's reserve fund dropped far enough, "it would be subject to appropriation for replenishment".

[29] The day after KABATA was merged into AHFC, Alaska House Bill 23 (introduced in January 2013) was signed into law, obligating $1.14 billion in state funds for the project.