Legislature(2011 - 2012)BARNES 124
02/15/2012 03:15 PM House LABOR & COMMERCE
| Audio | Topic |
|---|---|
| Start | |
| Presentation by Captains Whalen and Garay | |
| Adjourn |
* first hearing in first committee of referral
+ teleconferenced
= bill was previously heard/scheduled
+ teleconferenced
= bill was previously heard/scheduled
| + | TELECONFERENCED | ||
| *+ | HB 251 | TELECONFERENCED | |
ALASKA STATE LEGISLATURE
HOUSE LABOR AND COMMERCE STANDING COMMITTEE
February 15, 2012
3:18 p.m.
MEMBERS PRESENT
Representative Kurt Olson, Chair
Representative Steve Thompson
Representative Lindsey Holmes
Representative Bob Miller
MEMBERS ABSENT
Representative Craig Johnson, Vice Chair
Representative Mike Chenault
Representative Dan Saddler
OTHER LEGISLATORS PRESENT
Representative Paul Seaton
COMMITTEE CALENDAR
PRESENTATION BY CAPTAINS WHALEN AND GARAY
- HEARD
HOUSE BILL NO. 251
"An Act relating to the Board of Veterinary Examiners and the
practice of veterinary medicine."
- SCHEDULED BUT NOT HEARD
PREVIOUS COMMITTEE ACTION
No previous action to report
WITNESS REGISTER
CAPTAIN PETE GARAY, Marine Pilot
Alaska Marine Pilots (AMP)
Dutch Harbor, Alaska
POSITION STATEMENT: Briefed the committee on the Alaska Marine
Pilot's mission to deliver fuel to Nome.
CAPTAIN CARTER WHALEN, Marine Pilot
Alaska Marine Pilots (AMP)
Dutch Harbor, Alaska
POSITION STATEMENT: Briefed the committee on the Alaska Marine
Pilot's mission to deliver fuel to Nome.
Representative Paul Seaton
Alaska State Legislature
Juneau, Alaska
POSITION STATEMENT: Briefly commented during the presentation
on the delivery of fuel to Nome.
ACTION NARRATIVE
3:18:34 PM
CHAIR KURT OLSON called the House Labor and Commerce Standing
Committee meeting to order at 3:18 p.m. Representatives
Thompson, Holmes, Miller, and Olson were present at the call to
order. Representative Paul Seaton was also in attendance.
^Presentation by Captains Whalen and Garay
Presentation by Captains Whalen and Garay
3:19:24 PM
CHAIR OLSON announced the first order of business would be a
Presentation by Captains Whalen and Garay, Alaska Marine Pilots.
3:20:52 PM
CAPTAIN PETE GARAY, Marine Pilot, Alaska Marine Pilots, stated
that he is one of ten members of Alaska Marine Pilots (AMP).
The district runs east from Kodiak, to the end of the Aleutian
Islands, and to the Canadian Arctic border. He identified
Captain Whalen as president of the AMP. He highlighted the
opportunity they both had to participate in delivering fuel to
Nome. He reported that Captain Whalen was on dispatch while he
was the pilot of the Russian Tanker Renda. He characterized
this mission as a team effort and a particularly satisfying one,
despite the risks, since the mission resulted in a good outcome.
Additionally, he related that many good things have happened and
may still happen as a result of the mission. Typically, marine
pilots are invisible when things go well. Ships come and go and
the only time marine pilots are mentioned is when something goes
wrong. He said he was grateful to be involved in the Nome fuel
delivery operation to also showcase the role of marine pilots.
He offered his belief that it was a rare opportunity.
3:23:07 PM
CAPTAIN CARTER WHALEN, Marine Pilot, Alaska Marine Pilots,
stated that on a number of levels the delivery of the fuel to
Nome reflected the unconventional nature of pilotage in the far
Western region of Alaska. He identified the three pilotage
regions in Alaska as Southeast, Southwest, and Western Alaska.
He pointed out that Western Alaska is the smallest geographic
area with the smallest membership. He said the extreme nature
of differences in weather conditions combined with a lack of
infrastructure resulted in unusual circumstances not normally
encountered in piloting. He concurred that this mission
resulted in teamwork at a level that he has never experienced.
He remarked that many people involved had reservations and
doubts that the mission could be accomplished. He remarked that
together the U.S. Coast Guard, the state, and the Russians
accomplished an unusual feat and everyone learned a great deal
in the process.
CHAIR OLSON said he has heard from a number of people in Nome
who are also grateful.
3:24:50 PM
CAPTAIN GARAY said he has been asked how he became involved in
the fuel delivery mission. He stated that he volunteered for
the experience and even though it was challenging, he has never
regretted being involved. He suggested that this mission
demonstrates the opportunities for new challenges in the Arctic.
He predicted many younger people will join the profession of
piloting. He highlighted the difficult challenges encountered
including some dark moments, and characterized the four
categories of the challenges as: environmental, cultural,
procedural, and mechanical. He described the environmental
challenges, which involved operating ships in the Arctic in the
"dead heart of winter" with an ice pack that was growing 15-20
miles per day. He indicated that the most challenging aspect
was the cultural challenge due to communication barriers between
the marine pilots, the Russians, and the U.S. military. He
described the mindsets as being very different from one another
and stressed the importance of using patience to achieve
communication since the ships had to operate in close proximity
to one another. He explained procedural differences involved
administrative hurdles that the U.S. Coast Guard had imposed
limits. He characterized the effort as not rewriting their
"playbook," but writing it since he thought this was the first
time the U.S. Coast Guard had escorted a commercial ship of this
nature in the inclement conditions for such a long period of
time. He recalled instances such as the ship running at ten
knots with cables attached.
3:27:30 PM
CAPTAIN GARAY further recalled a watch officer had commented
that no icebreaker in the fleet could maintain station with less
than two cables and while maintaining ten knots; however, it did
happen for 18 hours a day. He emphasized the considerable focus
necessary for the crews of the Russian fuel tanker, Renda
(Renda), and the U.S. Coast Guard Cutter Healy (Healy). He
described valve issues in the Renda's engine, which at one point
required shutting down one of its cylinders. He offered that
the Renda's master was going to shut down the plant in nearly
storm force conditions of up to 50 knots and 30 foot seas to fix
the valve. He recommended the ship return to Dutch Harbor,
rather than shut down the ship in these adverse conditions. He
said it was the first of many disagreements. He related that he
discussed the matter via satellite phone with the captain of the
Healy and the ship returned to Dutch Harbor for repairs. This
was the first mechanical hurdle they encountered during the
mission.
3:29:15 PM
CAPTAIN GARAY mentioned several subsequent issues with respect
to the engine since it was necessary to operate the ship in what
is termed as the critical range. The ship normally rattles and
shakes which is normally resolved pretty quickly as the ship
speed attempts to catch up to the engine speed, but that could
not happen in ice. In fact, the engine crew often had to
operate in the critical zone, ranging from 50-100 times per day.
The captains resolved the issues by developing maneuvers to
follow the ship and close the distance between the ships.
3:30:20 PM
CHAIR OLSON asked him to assess the quality of the crew.
CAPTAIN GARAY responded that the Russian master and crew were
good-hearted people, but every Russian ship he has been on has
had Spartan conditions. He characterized the conditions on the
Russian ship, Renda, as a grinding existence, yet the crew used
ingenuity when their engine broke down. The crew took the old
valve and welded and ground it until it fit. He said the newly
created valve worked. He described some of the hardships and
comforts the crew endured and experienced. He offered his
belief that the Healy was instrumental in the mission since the
Renda was underpowered. He remarked that the Renda could
withstand the pressure from the ice. He recalled on the second
day the ship got stuck in the ice and ice compressed and stacked
up alongside the ship. He described the sound as one that
sounded like people were beating on the ship as if it was a
drum. He said he was sure the ship would be crushed during the
five minute duration. Suddenly the sounds stopped so he asked
the interpreter whether this was normal, and the captain had
responded that it was normal for abnormal.
3:34:08 PM
CAPTAIN GARAY said he had a little apprehension when he met the
Renda's Russian master. He offered his view that the captain
understood the dynamics of ice and understood mechanics, but the
overriding mission was lost on him. He seemed stymied by the
mission since so few people live in Nome. He had suggested the
government wouldn't have gone in with the fuel if the fuel
shortage had happened in Russia. He shared that people in Nome
seemed frustrated since they did not get an opportunity to meet
the Russian master. He stated that he learned a great deal from
him since he took the time to explain every decision he made.
He explained that the Russian ships operate differently and work
in closer proximity to one another than they do in the U.S., in
fact, sometimes one ship will bump another ship and leave dents.
He described the sturdiness of the Russian ships, which often
have four-inch steel hulls. He again spoke highly of the
Russian master and related several anecdotes that helped
demonstrate the esteem he felt for him. He characterized this
mission as the most challenging voyage, yet the best voyage of
his life. He said the marine pilots functioned as the
communication link between the Healy and the Renda. He informed
members that the normal distance between ships is three miles,
so he had to stretch normal boundaries. He remarked on two
things; one, the U.S. Coast Guard is spot on to ask for
additional icebreakers since more activity will likely be
associated with oil and gas exploration. Thus, situations will
occur that will require the need for an icebreaker. Second, he
suggested that these situations in which the U.S. will exercise
its sovereignty will happen again. The U.S. Coast Guard put one
of its own men on the Russian vessel when it departed Nome in
order to trust and verify what was happening on the bridge. He
offered his belief that this country should ratify the United
Nations Convention on the Law of the Sea (UNCLS), since absent
that law pilots do not have the authority over what happens on
the bridge of a ship.
3:40:07 PM
CAPTAIN GARAY related differences between the Russian and
American ships in terms of manning the bridge. He suggested
that the Russian master would have solely manned the Renda the
entire time. However, the U.S. Coast Guard exercised its
authority to ensure safety and rotation of shifts. He advocated
for independent input to separate the economic activity on a
ship from the safety decisions.
3:41:20 PM
The committee viewed a video of the Renda and the Healy that
graphically depict conditions and issues the marine pilots and
vessels had to endure and resolve during the mission to deliver
1.35 million gallons of fuel to Nome.
3:54:02 PM
REPRESENTATIVE MILLER referred to the 20-foot seas shown in the
video when the ship was in heavy seas. He heard someone say,
"We're rolling." He was unsure if that referred to the ship or
the film crew was recording the activity.
CAPTAIN GARAY answered that the ship was rolling.
3:54:52 PM
REPRESENTATIVE MILLER imagined the liquid cargo would make the
situation worse in the rough conditions.
CAPTAIN GARAY agreed.
CAPTAIN GARAY remarked at that point the ship returned to Dutch
Harbor for the necessary repairs, which only delayed the voyage
by two hours.
3:55:40 PM
CHAIR OLSON asked for a description of the marine pilot's
District 3.
CAPTAIN WHALEN answered that District 3 covers Kodiak, the
Alaskan Peninsula, Aleutian Islands, Bering Sea, from the Bering
Strait to the Chukchi Sea, and the Beaufort Sea to the
demarcation line in Canada. He explained that Region 3 is the
largest geographic pilotage area.
CAPTAIN GARAY remarked on the unconventional region and the
challenges faced given the limited infrastructure and logistics
in the area. He explained duties the pilots perform during the
shoulder season, such as piloting at Kivalina and Red Dog Mine.
He mentioned some eco-cruise ships also began traveling in the
area in 1992. He mentioned that Nome is getting busier and
ships often refuel at Port Clarence since it is easier to get to
than Dutch Harbor.
3:57:09 PM
CAPTAIN WHALEN commented that the marine pilots comprised one
small part of this mission, which included a cooperative effort
between the marine pilots, the Russian master, U.S. Coast Guard,
the state, and the harbormaster in Nome. Since 2007 the ice
pack has been receding and it will take a cooperative safety net
to mitigate the associated risks. He said the state still has a
vested interest in areas outside the three-mile limit. He
emphasized many problems could have arisen during the trip to
Nome with a tanker carrying 1.3 million gallons of product on
board. Although this was a cooperative effort they still
encountered small bumps along the way, but the issues were
vetted, corrected, and the ships proceeded on to Nome.
3:58:37 PM
CAPTAIN GARAY reiterated that this was the most unconventional
pilotage trip due to its sheer size. He referred to the
Southeast, Southcentral, and Western regions and pointed out a
paradigm shift will likely occur from a fishing-based economy
towards an oil-based economy in the next decade if Arctic
exploration continues. He gave a brief maritime history, noting
that in the early 1990s laws did not govern shipping activities.
He said a safety net has developed, including an emergency
towing system in Dutch Harbor. He said port parameters were
also developed and that it has taken time to develop the safety
net to provide protection. He predicted that the state would
need to reinvent activities outside the three-mile jurisdiction.
He further predicted that significant risks will occur and must
be examined and mitigated. He said agencies often work in
opposition and missions, such as the fuel delivery to Nome
require cooperation and he'd like to see more cooperation
evolve. He concluded that having the marine pilots involved
contributed to the mission's success.
4:01:03 PM
CHAIR OLSON asked whether the need for more icebreakers is the
most pressing need.
CAPTAIN GARAY offered his belief a wealth of resources is
waiting to be harvested in Alaska. He stated that construction
of ice breakers makes sense on several levels, such as homeland
security, environmental protection, and achieving independent
oversight. He highlighted the overall goal is to do this right,
noting that taking extra precautions will pay dividends over
time.
CAPTAIN WHALEN also agreed that ratifying the United Nations
Convention on the Law of the Sea (UNCLS) treaty and protecting
sovereignty will benefit all sides, no matter whether a person
is on the resource extraction or environmental side of the
equation.
4:03:08 PM
REPRESENTATIVE MILLER related his understanding any additional
icebreakers would be stationed at Dutch Harbor.
CAPTAIN WHALEN suggested the U.S. Coast Guard could better
address this, but the Polar Sea and Polar Star, two icebreakers
based in Seattle at the U.S. Coast Guard base were recently
decommissioned, but spent summer seasons up north.
REPRESENTATIVE MILLER asked for the response time for ships to
run to the North Slope when the ships are stationed that far
away.
CAPTAIN WHALEN said he imagined the icebreakers would be on site
during periods of activity.
4:04:12 PM
CAPTAIN GARAY offered his belief that Dutch Harbor would be a
good port for any additional U.S. Coast Guard cutters to be
stationed year round.
4:04:34 PM
REPRESENTATIVE MILLER inquired as to whether a deep-water port
should be had on the north coast of Alaska.
CAPTAIN GARAY agreed. He said he has some strong opinions based
on his mariner's perspective. He suggested that Port Clarence
and Nome each have facilities, but Port Clarence is protected in
all weather conditions. He predicted that it would be
conceivable to haul lead out of Red Dog in the winter using
icebreakers. He thought the focus on Nome has exposed some
issues.
4:06:46 PM
Representative Paul Seaton, Alaska State Legislature, joined the
committee and also welcomed the marine pilots.
4:07:26 PM
CAPTAIN GARAY, in response to a question about other issues
marine pilots face, stated that this mission shows what can
happen when marine pilots are involved. He highlighted that
problems can arise when marine pilots are not involved, such
when the Costa Concordia hit a reef and capsized off the coast
of Italy last month. He said the U.S. Coast Guard's view was
that it was highly unlikely such an accident could happen in
Alaska due to the marine pilots' involvement. He characterized
Alaska's system as one which operates well, out of sight, and
out of mind; however, he cautioned that the system should not be
taken for granted. He suggested that the system needs to be
examined periodically just as a ship is dry-docked and
maintained.
4:08:56 PM
CAPTAIN WHALEN offered to echo the sentiments that mitigating
risks in remote regions of Alaska is a work in progress in
Region 3. He remarked that marine pilots never reach a
comfortable point and must always adapt as was demonstrated by
this recent mission.
CAPTAIN GARAY recalled comments made at the West Coast Pilots
Conference held in Alaska. He said, "Constant vigilance is the
price of safety."
4:10:36 PM
REPRESENTATIVE SEATON asked whether the facilities and courses
offered in Alaska were adequate to maintain levels of expertise
for pilot training and certification.
CAPTAIN GARAY responded that the marine pilots hope Seward will
become a world class training facility for ice training. He
mentioned one of the marine pilots, John Schibel, has been
working to develop that program. He anticipated that the new
course is anticipated to span two weeks and should be up and
running this year. He said the [Alaska Maritime] Training
Center located in Seward is a great facility. He concluded by
answering "yes."
4:12:07 PM
REPRESENTATIVE SEATON asked the Alaska Marine Pilots (AMP) to
identify and report to the legislature any additional training
and or certification needed to retain training for marine pilots
and ferry captains in Alaska.
CAPTAIN GARAY offered to do so. He pointed out that Captain Bob
Winters serves on the AMP's Board of Directors and will get
periodic reports.
4:13:03 PM
REPRESENTATIVE HOLMES asked him to identify the types of
activities the marine pilots normally perform.
CAPTAIN WHALEN answered that traditionally Region 3 covers the
fishing industries, such as the pollock, cod, rockfish, and sole
fisheries. In the summer and fall, they typically cover several
crab seasons and the Bristol Bay and Togiak herring fisheries.
He explained that ore ships serve Kivilana, and Crowley Maritime
Corporation (Crowley) has been using its articulated tug barge
(ATB) fleet in Hagemeister Strait near Togiak and Port Clarence.
He highlighted that Crowley voluntarily employs marine pilots in
Alaska's waters even though they are not required to use a state
marine pilot.
CHAIR OLSON mentioned that Kivalina is the port which serves the
Red Dog Mine.
CAPTAIN WHALEN agreed the tanker comes in at the beginning of
the season and fills the tank farm and ore ships run from July
until freeze up in October. He recalled the ice breakup is
fairly predictable and is usually out by July 8.
4:15:25 PM
CAPTAIN GARAY added many facilities were built for 60-80 foot
tenders that now serve ships. The marine pilots do not have the
benefit of tugs in many places so they use anchors. He likened
the work of marine pilots as that of a conductor, since they may
need to monitor nine or ten ships at a time. He said that
someone needs to be in charge so marine pilot assist in a larger
capacity to do so.
CAPTAIN GARAY also mentioned that marine pilots are called in to
assist with emergencies. He related that marine pilots have
been instrumental and function as an emergency towing system.
He recalled once assisting a tanker back to Dutch Harbor after
it lost propulsion. He predicted that port activities will
happen outside the three mile international coastline at
platforms and the need to bring vessels together. He described
a brief history of marine piloting in the Arctic since 2007 in
terms of the three mile limit. He emphasized that if it is not
safe to conduct operations inside three miles it isn't safe to
operate the same vessels beyond three miles, especially when the
vessels are operating in close proximity to one another.
REPRESENTATIVE HOLMES commented that she did not wish to
oversimplify the job as less than complex.
4:19:47 PM
CHAIR OLSON observed the marine pilot activity in Homer and
Nikiski. He related his understanding there has not been a
major incident since the marine pilot in Cook Inlet.
CAPTAIN GARAY recalled one incident in which a ship without a
marine pilot drifted over a rock.
CAPTAIN WHALEN mentioned one aspect of the economic engine is
fishing and the marine pilots also service a variety of vessels,
ranging from riding on refrigerated cargo ships for up to 28
days in the Aleutian Islands to assisting container ships in
Dutch Harbor. He pointed out shipping changes are happening in
Western Alaska.
4:21:57 PM
CAPTAIN GARAY identified another busy area in Western Alaska
area is Unimak Pass since 5,000 ships transit that area and
often come into Dutch Harbor.
CAPTAIN WHALEN offered that marine pilots frequently work with
coastal communities in Western Alaska, recalling a cooperative
effort to engineer a mooring system in order to anchor deep sea
ships that are partially disabled. He said this effort reduces
the need to have tugs standing by for long periods.
4:23:08 PM
CHAIR OLSON thanked the marine pilots for their service. He
related that his staff has a link for the short video the
committee watched.
4:23:47 PM
The committee took an at-ease from 4:23 p.m. to 4:30 p.m.
CHAIR OLSON stated that the bill originally scheduled for this
meeting, HB 251, will be rescheduled for next week.
4:31:13 PM
ADJOURNMENT
There being no further business before the committee, the House
Labor and Commerce Standing Committee meeting was adjourned at
4:31 p.m.
| Document Name | Date/Time | Subjects |
|---|---|---|
| SSHB251 Fiscal Note-DCCED-CBPL-02-10-12.pdf |
HL&C 2/15/2012 3:15:00 PM |
HB 251 |
| SSHB251 Sectional Analysis 020712.pdf |
HL&C 2/15/2012 3:15:00 PM |
HB 251 |
| SSHB251 Opposing Documents-Assorted Email-Letters.pdf |
HL&C 2/15/2012 3:15:00 PM |
HB 251 |
| SSHB251 Sponsor Statement 020712.pdf |
HL&C 2/15/2012 3:15:00 PM |
HB 251 |
| SSHB251 Supporting Documents-Assorted Emails-Letters.pdf |
HL&C 2/15/2012 3:15:00 PM |
HB 251 |
| SSHB251 ver D.pdf |
HL&C 2/15/2012 3:15:00 PM |
HB 251 |
| Memo with Renda YouTube link.pdf |
HL&C 2/15/2012 3:15:00 PM |
House Labor |