Legislature(1999 - 2000)
03/18/1999 01:05 PM House TRA
| Audio | Topic |
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* first hearing in first committee of referral
+ teleconferenced
= bill was previously heard/scheduled
+ teleconferenced
= bill was previously heard/scheduled
HOUSE TRANSPORTATION STANDING COMMITTEE
March 18, 1999
1:05 p.m.
MEMBERS PRESENT
Representative Beverly Masek, Chair
Representative Andrew Halcro, Vice Chair
Representative Bill Hudson
Representative John Cowdery
Representative Jerry Sanders
Representative Allen Kemplen
MEMBERS ABSENT
Representative Albert Kookesh
COMMITTEE CALENDAR
* HOUSE BILL NO. 127
"An Act relating to the sale of studded tires; and providing for an
effective date."
- MOVED HB 127 OUT OF COMMITTEE
(* First public hearing)
PREVIOUS ACTION
BILL: HB 127
SHORT TITLE: LIMIT WEIGHT OF STUDS USED ON TIRES
SPONSOR(S): REPRESENTATIVES(S) MASEK
Jrn-Date Jrn-Page Action
3/05/99 368 (H) READ THE FIRST TIME - REFERRAL(S)
3/05/99 368 (H) TRA, L&C
WITNESS REGISTER
TED DEATS, Researcher
for Representative Beverly Masek
Alaska State Legislature
Capitol Building, Room 432
Juneau, Alaska 99801
Telephone: (907) 465-2679
POSITION STATEMENT: Introduced HB 127.
JIM JOHNSON, President
Johnson's Tire Service
3330 Denali Street
Anchorage, Alaska 99503
Telephone: (907) 562-7090
POSITION STATEMENT: Testified in favor of HB 127.
PAUL TODD
P.O. Box 101842
Anchorage, Alaska 99510
Telephone: (907) 277-7715
POSITION STATEMENT: Testified as an individual citizen in favor
of HB 127.
SAM KITO III, Chairman
Alaska Professional Design Council (APDC)
P.O. Box 103115
Anchorage, Alaska 99510
Telephone: (907) 338-5436
POSITION STATEMENT: Testified on behalf of APDC in support of HB
127.
GARY WESSEL
Bruno Wessel Incorporated
2147-E Porter Lake Drive
Sarasota, FL 34240
Telephone: (800) 869-1908
POSITION STATEMENT: Testified in support of HB 127.
DENNIS POSHARD, Legislative Liaison
Department of Transportation and Public Facilities (DOT)
3132 Channel Drive
Juneau, Alaska 99801
Telephone: (907) 465-3904
POSITION STATEMENT: Testified in support of HB 127.
ERIC JOHNSON, Engineer
Department of Transportation and Public Facilities (DOT)
5700 East Tudor Road
Anchorage, Alaska 99510
Telephone: (907) 269-6242
POSITION STATEMENT: Provided information on previous studies.
EDDIE BURKE, Legislative Administrative Assistant
for Representative Sanders
Alaska State Legislature
Capitol Building, Room 414
Juneau, Alaska 99801
Telephone: (907) 465-4945
POSITION STATEMENT: Testified in support of HB 127.
ACTION NARRATIVE
TAPE 99-12, SIDE A
Number 0001
CHAIR BEVERLY MASEK called the House Transportation Standing
Committee meeting to order at 1:05 p.m. Members present at the
call to order were Representatives Masek, Halcro, Hudson, Sanders.
Representatives Cowdery and Kemplen arrived at 1:07 and 1:25,
respectively. Representative Kookesh was absent; the chair noted
that he was excused.
HB 127 - LIMIT WEIGHT OF STUDS USED ON TIRES
CHAIR MASEK announced the agenda for the meeting, House Bill No.
127, "An Act relating to the sale of studded tires; and providing
for an effective date."
Number 0080
TED DEATS, Researcher for Representative Beverly Masek, Alaska
State Legislature, stated:
The purpose of this bill is to require installation of
lightweight studs on all new passenger studded snow tires;
effective date of July 1, 2000. This will be a point-of-sale
legislation and people that already have studded tires will
have them grandfathered in. Wrecking yards can still sell the
old studded tires; it has to do with new tires.
I hope the committee should see by today's testimony that
Alaska spends $5 million a year in stud related road repair
and that the state can save up to $2 million by going to a
lighter weight stud. The majority of the rutting on the high
volume roads is caused by passenger vehicles, rather than by
heavy trucks. We'll see that tire studs consist of two
components; an outer sleeve, which can be heavy or light, and
an inner carbide tip, which is the same on all studs.
Tests in Finland and Sweden have shown that stopping and
starting characteristics are the same for the conventional and
lightweight studs. We'll see that there will be a slight
increase of one to two dollars per tire for the lighter studs,
but the general consensus is that Alaska terrain and weather
conditions provide a strong reason to continue to use studded
tires. This legislation will allow the state to re-route
funds that are now used to repair road damage to the detriment
of other improvements within the road system. I urge the
committee to use this legislation to reduce wear on our roads,
and, at the same time, save the state of Alaska money.
MR. DEATS informed the committee that he was willing to answer any
questions. He introduced the people that would be testifying via
teleconference, which included: the Alaska Professional Design
Counsel, who requested HB 127; Johnson's Tire Company from
Anchorage, who sell lightweight tires; Federal Highway
Administration (FHWA); Bruno Wessel Incorporated, one of the
primary suppliers of studs for Alaska and the Northwest; and
Department of Transportation and Public Facilities (DOT/PF)
personnel.
JIM JOHNSON, President, Johnson's Tire Service, testified via
teleconference from Anchorage. He stated that Johnson's Tire
Service has been using lightweight studs since 1994, and their
performance over the last five years has been outstanding.
Information received from Scandinavian countries shows that
lightweight studs will definitely reduce road wear. In terms of
traction and longevity, there is no difference between a heavy
steel stud and the new environmentally-friendly lightweight stud.
Number 0508
REPRESENTATIVE HUDSON asked Mr. Johnson if most newly-mounted tires
in Alaska have the lightweight studs.
MR. JOHNSON said no. He explained that since 1994 Johnson's Tire
Service has been the main user of the environmentally-friendly
stud, but their competitor has decided to stay with the heavy steel
stud, which may be motivated by the additional cost of the
lightweight stud.
REPRESENTATIVE HUDSON wondered if tires with lightweight studs are
wearing down faster and would need to be replaced sooner.
MR. JOHNSON explained that Johnson's Tire Service converted to the
lightweight stud in 1994, and, with the customers' values being of
utmost importance, over the past five years there has been no
difference in wear. One might think that using an aluminum or
plastic bodied stud would wear quicker, but the stud hole in the
tire is protecting the casing of the stud, which means that the
tungsten carbide is where it is wearing. The same grade of tungsten
carbide is used in a lightweight stud as is in a steel stud. At
the retail level, if the consumers were not pleased with the value
they are receiving from Johnson's Tire Service, they would not
continue to purchase them, and every year there has been an
increase in market share.
Number 0682
REPRESENTATIVE HUDSON inquired about the performance of the
lightweight stud and it's ability to dig in and provide safety.
MR. JOHNSON wondered if the question being asked is whether the
traction level is the same over a period of time.
REPRESENTATIVE HUDSON replied yes.
MR. JOHNSON stated that it is hard to deduce the amount of time the
studs will last, because it is all dependent on how many miles the
consumer drives per year and how well the vehicle is maintained.
In his opinion, the traction level between a heavy steel stud and
a lightweight stud is a little better in the lightweight stud, plus
the lightweight stud will last as long as the heavy steel stud.
Number 0761
REPRESENTATIVE COWDERY asked if stud life and tire life are the
same.
MR. JOHNSON said no.
REPRESENTATIVE COWDERY asked if Johnson's Tire Company installs
studs into new tires.
MR. JOHNSON responded that studs are only installed in brand new
tires.
REPRESENTATIVE COWDERY wondered how many miles, on average, does
the tire last.
MR. JOHNSON explained that it is different for every customer, but
the average studded tire should last three to four years. The
reason studs are only installed in brand new tires is because the
hole where the stud goes in is done in the manufacturing process.
In a used tire there may be pin holes where dirt and particles have
accumulated, and forced installation of studs may cause the tire to
fail.
Number 0857
REPRESENTATIVE COWDERY requested clarification on whether tungsten
carbide is the same material as the steel stud or a lightweight
plastic [aluminum].
MR. JOHNSON explained that Johnson's Tire Company is being told
that the quality of the tungsten carbide is the same whether it is
a steel stud or a lightweight stud. He believes that the tungsten
carbide pin is the best you can buy.
REPRESENTATIVE COWDERY asked if the damage to the road is caused by
the tungsten, the hard material in the stud, whether the stud is
steel or lightweight plastic [aluminum].
MR. JOHNSON explained that damage to the road is caused by the
weight of the stud.
Number 0950
REPRESENTATIVE COWDERY disagreed, stating that he believes the
thing that eats the ruts in the pavement is the stud itself, the
tungsten carbide, whether the stud is steel or plastic [aluminum].
MR. JOHNSON interjected that he has been in the tire business for
about 30 years, and, up until 1994, he also thought that the damage
to the roads was caused by the tungsten carbide. Experts from
Finland and Sweden are reporting that it is the weight of the stud
causing the damage and not the tungsten carbide. The tungsten
carbide will cause road wear, but when you put a heavy bodied stud
around it, there will be even more road wear. He believed that
road wear will decrease by as much as 50 percent with a lightweight
stud.
REPRESENTATIVE COWDERY commented that it seems that speed has
something to do with impact on the pavement.
MR. JOHNSON stated that there are a lot of factors.
Number 1049
REPRESENTATIVE KEMPLEN asked about the additional cost of the
lightweight, environmentally-friendly stud.
MR. JOHNSON responded that it probably costs a dollar more per tire
to use the lightweight stud instead of the steel stud.
REPRESENTATIVE KEMPLEN wondered why.
MR. JOHNSON explained that the cost, in round numbers, for a box of
1,000 studs would be approximately ten dollars more for the
lightweight studs. It takes around 100 studs to do one tire, so
that would make it one dollar more per tire. There has been no
additional charge to the consumer for the lightweight stud since
1994. In 1994, when Johnson's Tire Company converted to the new
lightweight stud, the steel stud was still available. The consumer
had an option of either purchasing the lightweight stud or the
steel stud for the same price, and consumers chose the lightweight
stud. In the first year, 80 to 90 percent of the sales were
lightweight studs, so now the store carries only lightweight studs.
If a customer is adamant about having steel studs, there are some
stored in the warehouse.
REPRESENTATIVE KEMPLEN wondered about the additional dollar.
MR. JOHNSON replied that the additional cost is charged to
Johnson's Tire Company, not to the consumer.
Number 1260
REPRESENTATIVE HALCRO stated that the effective date of HB 127 is
July 1, 2000, which is 15 months from now. He asked if 15 months
would be enough time to sell the conventional studs still in the
inventory.
MR. JOHNSON responded that there will be no problem, because each
year consumers have requested the lightweight stud; therefore, the
inventory of steel studs has dwindled to almost nothing. If there
are tires with steel studs still in the inventory after the
effective date, those studs could be pulled out and replaced with
lightweight studs.
Number 1331
REPRESENTATIVE SANDERS wondered when Mr. Johnson, being in the tire
business for 30 years, became aware that studs were eating up the
roads.
MR. JOHNSON replied that he became aware in 1993. He pointed out
that he had worked in New Jersey and Hawaii prior to moving to
Alaska in 1982. Up until 1993, he never knew that there was an
alternate to the conventional stud, which was already in use in
Scandinavian countries.
Number 1388
REPRESENTATIVE SANDERS asked if anybody told Mr. Johnson in those
previous 24 years that studs were eating up the roads.
MR. JOHNSON replied no.
REPRESENTATIVE SANDERS stated that he doesn't necessarily think
it's not a good idea or that a dollar per tire really matters, but,
up until 1994, he was also unaware that studs affected the roads.
MR. JOHNSON pointed out that nobody even thought about studs
causing road wear, because it was never brought to their attention.
When people see ruts they don't attribute it to studs, because
there could be a lot of other factors involved; it isn't only studs
that cause the damage. Again, with the lightweight stud there is
no sacrifice in terms of traction and longevity, and it will,
according to experts, reduce road wear by as much as 50 percent.
Number 1500
REPRESENTATIVE COWDERY asked if studless tires provide the same
traction.
MR. JOHNSON replied that Johnson's Tire Company carries a tire out
of Finland called Nokia. The Nokia people have asserted that there
is nothing that can replace the studded tire in terms of traction
and stability.
REPRESENTATIVE COWDERY added that nothing could replace chains on
a tire, not even studs.
MR. JOHNSON stated that it depends on where you drive, and a
studded tire is more versatile in terms of all-around use.
REPRESENTATIVE HALCRO noted that studded tires are completely
illegal in four states: Illinois, Michigan, Minnesota and
Wisconsin. He wondered how people get around in those states, as
the climate is comparable to Alaska and studs are illegal.
Number 1594
MR. JOHNSON replied that the weather in Alaska is a little more
severe. He believes that they use a lot more salt and chemicals on
the roads, which means that the body of the vehicles suffer;
therefore, there is an additional cost towards maintaining the
vehicle.
Number 1664
PAUL TODD testified via teleconference from Anchorage. He stated
that he supports HB 127 because it is a step in the right direction
towards reducing road wear. He recommends that they reduce the
weight of the stud from perhaps 2 grams to 1.3 grams. In response
to Representative Cowdery's question regarding speed, the
high-traffic roads in Anchorage become completely worn down within
a few years, so the asphalt is gone and all that is left is the
stone matrix. These roads lose 20 to 50 percent of their service
life due to tire stud damage.
PAUL TODD further stated that in Michigan, where he lived for 15
years, Interstate 94 was completely repaved in concrete, but within
three years there was sun damage, flaking, salt damage, and frost
heaves. The federal government refused to repave the interstate
every three years, so they simply went away from studs all
together. He said that he is not advocating completely banning
studs, but HB 127 is a good step in the right direction. A couple
of suggestions would be, one, to set up a program which monitors
certain roadways and looks at the difference in wear, and two, some
amendments that the committee might consider. In the current
statute, the commissioner of (DOT/PF) has the authority to lengthen
the period when studs are permitted. A suggestion would be to also
give the commissioner authority to shorten the permitted period for
use of studs. His second suggestion would be to charge stud users
a higher fee when they pay their biennial vehicle registration,
because they cause higher road maintenance costs. These comments
only apply to people living on the paved road system.
PAUL TODD concluded by stating that water quality and air quality
are also affected by wearing of the roads. Asphalt is a petroleum
product which can seep into streams or become airborne, potentially
affecting one's breathing. Finally, addressing REPRESENTATIVE
COWDERY's question about a lighter metal body in the tire being
less damaging to the road, he agreed that a larger mass will have
more centrifugal force when it hits the pavement, therefore,
causing more damage.
Number 1993
REPRESENTATIVE COWDERY noted that roads with a speed limit of 30 to
40 mph can actually be the deepest rutted. The rock and gravel
that is really hard is difficult to come by in the Anchorage area.
There was criticism of DOT/PF last year for hauling rock to
Anchorage from Fairbanks for experimental purposes to see if the
harder rock was productive. There is no known source of rock in
Anchorage compatible with other parts of the state that makes an
asphalt aggregate.
MR. TODD pointed out that he mentioned the stone matrix because
when the asphalt is worn away and the stone matrix is exposed the
road is more slippery and less safe. The ruts also fill up with
rain, slush and ice, creating very unsafe driving conditions.
SAM KITO, III, Chairman, Alaska Professional Design Council (APDC),
testified via teleconference from Anchorage. He stated:
The Alaska Professional Design Council, by way of
introduction, is a consortium of professional societies
representing architects, engineers, land surveyors, building
code officials and landscape architects. The ten member
organizations have a combined membership of over 1,400 and
represent approximately 5,000 licensed professionals in the
state of Alaska.
APDC addresses issues of concern of various design
professionals through workshops, seminars, ad hoc committees,
standing committees and a governmental task force. One of the
priorities of the legislative committee this year is to work
on passage of legislation mandating sale of only lightweight
studded tires. The APDC proposal now sits before you as HB
127.
It is the collective desire of APDC to foster an environment
where we are not reacting to damage to our roads or loss of
our facilities due to continually deferring maintenance.
While the subject of deferred maintenance may not appear to be
directly related to studded tires, there is a connection. In
the effort to encourage the legislature to pass HB 127, APDC
is encouraging a proactive step towards taking care of our
state assets.
We have the following comments on HB 127 directly relating to
studs. The state of Alaska is currently battling severe wear
of our roadways. We've all seen and driven in the ruts on our
major roadways. Studies completed by DOT/PF indicate that
there are three factors which, when addressed, would
significantly decrease the road wear on Alaska's highways.
The first is to utilize a Stone Mastic Asphalt mix; the second
is utilizing harder aggregate material in the pavement; and
the third is to encourage the use of lightweight studded
tires. The state DOT is currently utilizing the Stone Mastic
Asphalt mix design, and is also investigating possible sources
of harder aggregate.
The third component to reduction of stud related tire wear is
the use of lightweight studs. The use of the lightweight
studded tires can decrease wear and rutting in the roads in
Alaska by decreasing the striking force of each stud, which
we've heard about early today. APDC is interested in this
issue for two basic reasons; the first is to advocate safety
on our roadways. We believe that, if left unrepaired, the
rutted roadways pose a safety hazard to the motoring public.
The second is to encourage preventative maintenance of our
road infrastructure. While connecting direct savings to
decreasing wear in our roadways will be extremely difficult,
we believe that, by engaging in this type of preventative
maintenance, we are bound to free up an undetermined amount of
federal construction funding that will then be available for
other projects. This, we believe, is an important
preventative maintenance issue, and we'd like to encourage all
members of the House Transportation [Standing] Committee to
support passage of this measure.
Number 2305
GARY WESSEL, Bruno Wessel Incorporated, testified via
teleconference from Connecticut. He stated that Bruno Wessel
Incorporated is a major supplier of tire studs to all of North
America, including Alaska, and they are in favor of HB 127.
REPRESENTATIVE KEMPLEN asked why lightweight studs are more
expensive.
MR. WESSEL explained that the cost of lightweight studs is more
expensive because the material has changed; aluminum compared to
steel is always more expensive. The manufacturing process of
aluminum studs is more difficult and requires more components.
Number 2378
REPRESENTATIVE HALCRO asked if Bruno Wessel Incorporated sells both
lightweight and conventional studs to retailers in Alaska.
MR. WESSEL replied yes.
REPRESENTATIVE HALCRO wondered if a shift in buying patterns of
retailers in Alaska has been seen with regards to buying
lightweight studs as opposed to conventional studs.
MR. WESSEL referred to Johnson's Tire Company, stating that since
1994, when they switched to aluminum studs, their numbers have
increased to the point now where the sale of conventional steel
studs is almost non-existent. However, Johnson's Tire Company is
the only company in Alaska that buys aluminum studs.
Number 2426
REPRESENTATIVE HUDSON asked if other tire companies are likely to
switch over to aluminum studs or would they end up with a lot of
stranded costs.
MR. WESSEL responded that he believes companies would not end up
with any stranded costs, because HB 127 has an effective date of
July 1, 2000, and inventory will be grandfathered in after the
effective date. Bruno Wessel Incorporated will comply with
whatever is to be sold in Alaska by law, and he believes that
companies in Alaska will have no problem switching over to aluminum
studs.
REPRESENTATIVE SANDERS wondered if Bruno Wessel Incorporated is the
only distributor of studs in Alaska.
MR. WESSEL replied that they are the major distributor of studs in
Alaska, but not the only distributor.
TAPE 99-12, SIDE B
Number 2488
MR. WESSEL further stated that Bruno Wessel Incorporated does have
competition with suppliers who ship from Washington and Oregon, as
well as some local distributors in Alaska.
REPRESENTATIVE SANDERS asked if the competition also sells
lightweight studs.
MR. WESSEL responded that they do if someone requests them, but,
for the most part, companies buying lightweight studs are only in
states where they are mandated and currently Oregon is the only
state that has a lightweight requirement.
Number 2435
REPRESENTATIVE HALCRO believed that HB 127 would grandfather in
tires already studded and in use, not inventory on hand.
MR. WESSEL explained that most detailers have a small quantity of
studded tires on the shelf, as well as a number of studs left in
the box ready to stud tires. Tires that already have steel studs
in them can be, as Mr. Johnson said, restudded with lightweight
studs.
REPRESENTATIVE COWDERY wondered if there was a stud made of
material other than aluminum or steel, such as plastic.
Number 2358
MR. WESSEL responded that there are many studs on the market today.
One is made from a material in the aluminum family, but it is even
lighter than aluminum. The body of the stud changes; therefore,
the equipment for installing the studs would also have to be
different. There are plastic studs being used in Sweden, but it is
about the only country presently that is heavily using plastic.
REPRESENTATIVE COWDERY asked Mr. Wessel if he thinks there is an
overconfidence factor when people use studs, and if the accident
rate has decreased since the time studded tires were put into use.
MR. WESSEL explained that statistical studies done in Finland and
Sweden have shown that consumers with studded tires do have more
confidence when driving in winter conditions. Instead of showing
accident rate, the analysis shows the estimated cost if tire studs
were to be banned.
REPRESENTATIVE COWDERY asked if Mr. Wessel knew of any insurance
companies that would lower someone's insurance in the winter if
they used studded tires.
MR. WESSEL asked if he meant in the United States.
REPRESENTATIVE COWDERY replied yes.
MR. WESSEL said that he did not know of any in the United States.
DENNIS POSHARD, Legislative Liaison, Department of Transportation
and Public Facilities (DOT/PF), stated:
Studded tires were first developed and used in Finland in
1959. By the winter of 1963, they were being used heavily in
all 50 states. As early as 1972, the state of Alaska,
Department of Highways, released a report outlining the
problems of studded tire use on Alaska roads. The department
estimates that studded tires cause approximately $5 million
damage to Alaska roads annually. This is damage ... some of
which the department repairs, and much of which gets added to
our deferred maintenance backlog.
The use of studded tires in the relationship to road wear is
a subject of comprehensive international interest. Over the
last 30 years the Scandinavian countries have spent over $50
million researching this topic. In 1995 and 1996, the
department did an extensive review of the Scandinavian
research and released a report, which I believe you have a
copy, titled, "Options for Reducing Stud-Related Pavement
Wear". That study came up with three recommendations for
reducing stud wear, and I believe you've heard them mentioned
before. One is the use of Stone Mastic Asphalt; two is using
harder more durable aggregates in the pavement mix; and three
is requiring the use of lightweight studs.
First, in terms of the Stone Mastic Asphalt, the department
has begun using Stone Mastic Asphalt in the Anchorage area.
This type of asphalt contains a higher percentage of course
aggregates and has been shown to reduce pavement wear by 25 to
50 percent. However, this is a much more expensive asphalt,
and use to date has been limited to the Anchorage area, where
traffic counts make it economically feasible. The department
does plan to continue to increase the use of Stone Mastic
Asphalt pavements where traffic counts and the economics allow
us to do so.
In terms of harder, more durable aggregates, the study shows
that harder, more durable aggregates provide much better wear
resistance to studded tires. First, let me say that
Scandinavia, who's been working on this issue for 30 years,
has only identified two to four percent of their available
aggregate materials that meet the standard for a pavement mix
to resist studded-tire wear. In Alaska we are comparatively
in our geologic infancy when it comes to identifying good
material sites. To date, we have found three sites with
acceptable material; Chistochina, Black Rapids, and a site
near Cantwell. We have, as Representative Cowdery pointed
out, shipped some materials from the Cantwell site for test
projects in Anchorage. We will continue to search for more
sites and continue to use the materials where it's feasible to
do so.
MR. POSHARD further stated that research shows the use of
lightweight studs can decrease pavement wear by up to 50 percent.
He referred to page 12 of the "Options for Reducing Stud-Related
Pavement Wear" report, where there is a visual representation of
the kinetic forces of the studs on the pavement itself. The energy
of the "dynamic hit" and the "after scratch" are the largest
factors causing the damage. When looking back on physics class we
are reminded of the equation, E = 1/2mv2 (E = energy, m = mass, v
= velocity). When looking at that equation there are only two
variables that can be changed to reduce the energy or wear on the
roads: mass and velocity. Since there is probably no interest in
lowering the speed limit, the focus needs to be on the mass or
weight of the stud. By reducing the weight of the stud, the energy
is reduced; therefore, the wear on the roads from the "dynamic hit"
and the "after scratch" are reduced. This can be done without
reducing the effectiveness of the studded tire because of the
tungsten nipple.
MR. POSHARD stated, in conclusion, that the DOT is supportive of HB
127 as a safety measure and as way of reducing the annual damage to
Alaska's roads.
Number 1915
CHAIR MASEK asked where the cost savings of $2 million would be
used if HB 127 went into effect.
MR. POSHARD responded that he would not categorize the $2 million
as a budget savings, but more like $2 million saved in damage done
to Alaska's roads.
REPRESENTATIVE SANDERS requested clarification that the problem is
the weight of the stud, not the steel.
MR. POSHARD replied, "That is correct."
REPRESENTATIVE SANDERS referred to the sample of different stud
types that was presented to the committee, stating that the steel
stud is noticeably longer with the naked eye. He asked if the
steel studs could be used if the weight was dropped to 1.3 grams
and the length was cut back 20 to 30 percent.
Number 1831
MR. POSHARD said yes. He clarified that there are steel studs and
aluminum studs in different lengths; from 11 millimeters up to 16
millimeters. The length of the samples are different because they
are different studs. The variable of the length is not really what
is important; rather, the tungsten nipple should be the same on all
the studs.
REPRESENTATIVE HUDSON noted that savings would, obviously, not
accrue instantly, but over a period of time, because there are
still many of the conventional studs still in use.
MR. POSHARD responded, "That is correct."
REPRESENTATIVE HUDSON clarified that it would be the deferred cost.
MR. POSHARD explained that the amount of damage would be reduced
each year as fewer heavyweight studs are being driven on the roads.
Number 1729
REPRESENTATIVE KEMPLEN asked what the negative side is in using the
lightweight stud.
MR. POSHARD stated that DOT/PF does not see a negative side. The
tests have shown that the lightweight studs and the heavyweight
studs perform equally as well in terms of the stopping point for
vehicles.
REPRESENTATIVE KEMPLEN wondered who has opposed implementation of
lightweight studs in the past.
MR. POSHARD responded that he would have to look through previous
testimony to see who opposed it.
REPRESENTATIVE COWDERY asked if DOT/PF has considered replacing
only the section of road where the ruts are, instead of resurfacing
the whole road.
MR. POSHARD replied that he would like to defer that question to
Eric Johnson.
Number 1630
ERIC JOHNSON, Engineer, Department of Transportation and Public
Facilities (DOT/PF), testified via teleconference from Anchorage.
He stated that the Scandinavians tried to do that and it led to
roads that were too rough. The quality of what they were doing
could not be controlled, so the venture was abandoned.
REPRESENTATIVE HALCRO asked Mr. Poshard, with regards to Mr. Todd's
testimony earlier, if DOT/PF has looked at giving the commissioner
more authority on the period when studs are permitted.
MR. POSHARD explained that DOT/PF has looked at that, but there
aren't any proposals to change the dates at this time. The wear on
the roads is definitely worse during the summer months when the
asphalt is dry and warm.
Number 1524
REPRESENTATIVE HALCRO asked Mr. Poshard if he felt that allowing
the commissioner to have more flexibility with regards to the
period when studs are used would be beneficial.
MR. POSHARD responded that DOT/PF has not taken that into
consideration. If the date was changed every year, the public
would have to be notified every year of the change, and it could be
a burden.
REPRESENTATIVE COWDERY pointed out that load restrictions on
certain roads are changed at the discretion of the commissioner.
It seems appropriate to give the commissioner the flexibility if it
were to save one to two months of stud wear on the roads. He
encouraged DOT/PF that they might want to look into that.
REPRESENTATIVE KEMPLEN expressed his appreciation to DOT/PF for
looking to other northern communities for knowledge with regards to
doing business in Alaska.
Number 1398
EDDIE BURKE, Legislative Administrative Assistant for
Representative Sanders, Alaska State Legislature, stated that he is
a former Chevron Service Station owner and also did a radio show
called "Auto Talk". The same discussion being held here today also
came up on his show. Many people called in and there was no
negative feedback from the public. He felt that, as long as the
free market can exist and there are choices with regards to studs,
everything will be fine.
CHAIR MASEK commented that she purchased a pair of lightweight
studs two years back. She commutes from Willow to Anchorage often
during the winter, and she hasn't noted a difference in performance
of the lightweight stud. When it comes to saving and preserving
Alaska's highways, especially with the financial situation like it
is, it is good to look at alternative solutions.
REPRESENTATIVE HALCRO echoed Representative Masek's sentiments. He
noted that there are going to be accidents no matter what kind of
tires people have on their cars, and, in terms of road wear and
maintenance, HB 127 is an important piece of legislation.
Number 1152
REPRESENTATIVE HUDSON agreed that this is a change that needs to be
made. He felt that every road in Alaska, it seems, is resurfaced
each year, and is rutted again before long. His dear friend was
killed due to a heavily-rutted road where the ruts were filled with
water, and he was thrown into on coming traffic. He made a motion
to move HB 127 from the committee with individual recommendations
and attached fiscal note and asked unanimous consent. There being
no objection, HB 127 was moved from committee.
ADJOURNMENT
Number 1085
CHAIR MASEK adjourned the House Transportation Standing Committee
at 2:22 p.m.
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