Legislature(1997 - 1998)
04/22/1997 01:35 PM Senate TRA
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* first hearing in first committee of referral
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+ teleconferenced
= bill was previously heard/scheduled
SENATE TRANSPORTATION COMMITTEE
April 22, 1997
1:35 p.m.
MEMBERS PRESENT
Senator Jerry Ward, Chairman
Senator Gary Wilken, Vice Chairman
Senator Lyda Green
Senator Rick Halford
Senator Georgianna Lincoln
MEMBERS ABSENT
All members present.
COMMITTEE CALENDAR
SENATE BILL NO. 156
"An Act relating to limitations on studded tires and on the use of
certain studded tires; prohibiting certain trade practices
regarding studded tires; and providing for an effective date."
- FAILED TO MOVE SB 156 OUT OF COMMITTEE
CS FOR HOUSE BILL NO. 83(STA)
"An Act relating to regulation of commercial vehicles; and
providing for an effective date."
- MOVED CSHB 83(STA) OUT OF COMMITTEE
PREVIOUS SENATE ACTION
SB 156 - No previous Senate action to record.
HB 83 - No previous Senate action to record.
WITNESS REGISTER
Tony Barter, State Materials Engineer
Department of Transportation & Public Facilities
5800 E Tudor Road
Anchorage, Alaska 99507-1225
POSITION STATEMENT: Presented a slide show and answered questions.
Sam Kito III, Special Assistant
Department of Transportation & Public Facilities
3132 Channel Drive
Juneau, Alaska 99801-7898
POSITION STATEMENT: Discussed the changes in CSSB 156(TRA).
Representative Martin
State Capitol
Juneau, Alaska 99801-1182
POSITION STATEMENT: Prime Sponsor of HB 83.
Sergeant Brad Brown
Alaska State Troopers
POSITION STATEMENT: Reviewed the background of the commercial
vehicle inspections.
Frank Dillon, Executive Director
Alaska Trucking Association
3443 Minnesota Drive
Anchorage, Alaska 99503
POSITION STATEMENT: Encouraged support of CSHB 83(STA).
ACTION NARRATIVE
TAPE 97-12, SIDE A
SB 156 STUDDED TIRES
Number 001
CHAIRMAN WARD called the Senate Transportation Committee meeting to
order at 1:35 p.m. and introduced SB 156 as the first order of
business before the committee.
TONY BARTER , State Materials Engineer with DOT/PF, began his slide
show which illustrates some of the problems with pavement wear due
to studded tires and some of the possible solutions. The first
slide showed an example of grooved pavement on Tudor Road. The
department spends about $5 million per year on rehabilitation
projects to repair such rutting. Through the department's studies,
the rutting is directly linked with the passenger vehicle due to
the axle width. The continued use of studded tires in the summer
is of great concern. Through parking lot surveys, 3-6 percent of
the users in Anchorage continue to use studs throughout the summer
which creates 20 percent of the pavement wear problems or about a
$1 million.
Mr. Barter informed the committee that the Scandinavians had done
a lot of work with light weight studs in the last 10 years. The
Scandinavians have determined that the pavement wear is directly
related to the kinetic energy as the stud hits the pavement. By
reducing the weight of the stud, a 50 percent return on the
pavement wear can be expected. The remaining wear is being
addressed by engineers at the department through different asphalt
mixes. Stone mastic has been determined to be one of the more
resistant pavements. The department is also working on identifying
high quality aggregate sources.
Mr. Barter explained that all studs have a tungsten carbide pin
which provides traction. The housing of the stud that holds the
stud in the tire creates the weight of the stud. The studies have
proven that light weight studs perform and act virtually the same
as conventional steel studs and at the wholesale level there is no
difference in cost to the retailer. Mr. Barter noted that the
department has been able to adapt the research by the Scandinavians
and put it into place quickly.
Number 082
Mr. Barter began showing slides of specialized test equipment for
this. There is a ball mill tester which determines the resistance
of an aggregate to the type of impact loads experienced on a road
which provides a good correlation. There is a steel pin test which
provides the durability of the pavement resisting the steel pins.
Another piece of test equipment is the SRK which is three studded
tires rotating around an asphalt biscuit which also indicates
hardness and durability. With the abrasive track, the resistance
from abrasion wear from sanding and snow plow operations can be
determined. The point load test, a compression test, is another
indicator of aggregate strength. Mr. Barter pointed out that the
most successful test equipment is the road simulator. Asphalt
mixes are built for the road simulator and placed under the track
in order to compare different asphalt mixes. Mr. Barter showed a
slide of different samples that had been run through the road
simulator. From the Scandinavian studies, the department found
that a two to one return can be accomplished with the conventional
mix which results in 5 percent of the solution. Mr. Barter
explained that by going to stone mastic asphalt, 70 percent of the
larger aggregate is retained to resist studded tire wear. Other
areas that influence studded tire wear are compaction and the type
of crushing operation. Mr. Barter showed a slide that illustrated
the difference between good rock and bad rock which supports
finding a high quality aggregate.
Number 149
In response to Senator Wilken, Mr. Barter explained that porphyry
is a geologic description of an aggregate. This is the rock, like
sand stone, that is in the asphalt itself.
Mr. Barter continued with the slide presentation. How the rock is
crushed influences the wearing properties. Mr. Barter showed a
slide of the road simulator which illustrates the wearing
properties of various mixes. A variety of the test equipment
provides a statistical correlation between how a property will be
influenced in the field. There is a 96-98 percent correlation for
the road simulator. Mr. Barter noted that the following have a
strong influence on the wearing properties: the quality of the
aggregate, the type of ratio, the aggregate size, and the type of
mixture. The type of asphalt does not really influence the wearing
properties that much. The kinetic energy transferred to the
pavement has an influence on wear. The mass of the stud is very
significant in this with the volume of traffic and the amount of
stud frequency. The wearing properties in relation to speed are
very significant. Going from 35 mph to 55 mph will double the
wearing rate of the same mix. Mr. Barter showed a slide
illustrating the kinetic energy transfer.
In the last year, all this information has been assimilated and a
report has been compiled. The department has been giving this
presentation to a variety of markets. Mr. Barter noted that he
heads a task force working with Oregon, Washington, and Idaho. Mr.
Barter has met with most of the major suppliers in the Anchorage
market to get some feedback. The department has acquired the ball
mill tester to evaluate the hardness and durability of aggregates.
Mr. Barter informed the committee that the department has received
additional funding from the Federal Highway Administration to do
some test projects. The geologists have been looking across Alaska
for high quality aggregate sources. The department has been
working with the AGC to discuss implementing stone mastic to the
point that the contractors have been sent for additional training
for this operation.
Number 212
Mr. Barter noted that the department focuses on the weight of the
stud. The 1.1 gram will accommodate the passenger vehicle and
there are provisions for larger size vehicles and commercial
vehicles. Mr. Barter reiterated that the $1 million problem and 20
percent of the wearing properties comes from summer use that should
be addressed. Mr. Barter stated that the department would
recommend the status quo for the time periods, but may want to
revisit that in the future. Furthermore, the department is
recommending that the manufacturers' recommendations be followed
with regard to the number of studs per tire. There is a provision
in the bill that would disallow the drilling and restudding of
tires.
SENATOR WILKEN inquired as to the number of studs in a normal tire
with a 14 inch wheel. TONY BARTER said that with a 14 inch tire
there would be 110, but it does depend upon the tire and the
manufacturer. In further response to Senator Wilken, Mr. Barter
agreed that he was only proposing that the weight of the stud be
reduced not the number of studs in the tire.
CHAIRMAN WARD requested that Mr. Kito come forward due to the
proposed committee substitute.
SAM KITO III , Special Assistant in DOT/PF, noted that there is a
draft committee substitute which adds a provision to account for
the light truck or sport vehicle size of tire that is a slightly
heavier stud. The original draft of the bill included a provision
that made it illegal to use heavier weight studs after the
effective date of the bill. Mr. Kito said that the department did
not want to require everyone to take off studs and restud the
tires, therefore it was necessary to grandfather those folks. Thus
making it illegal to sell the heavier weight studs after the
effective date of the bill.
Number 254
SENATOR HALFORD moved that CSSB 156(TRA) be adopted. Without
objection, the CS was adopted for discussion.
SENATOR HALFORD suggested that if on alternate years the lines
within the existing roadway were offset by one or two feet, the
wear would be spread and no channels would exist. The shoulders
are plenty wide on that road which has been redone three or four
times over the last decade due to stud wear. Why is this not being
done?
SAM KITO III was not aware of why the striping may not be an
option. Mr. Kito did point out that light weight studs provide the
same stopping traction as a heavier weight studs, the light weight
studs decreases the wear.
TONY BARTER said that Senator Halford made a good point. Other
countries have experimented with this striping, but it is a short
term solution. The shoulder widths are maintained at the eight
feet level due to design standards for safety and liability. Mr.
Barter did not know what the process would involve to be exempt
from that, but felt that was the obstacle.
SENATOR HALFORD identified his problem with selling constituents,
who are concerned about the stopping power, on using light weight
studs. The problem is that if people see the state not doing
everything it can, then there is reluctance to use light weight
studs.
CHAIRMAN WARD requested that Mr. Barter provide the committee with
the studies from other countries regarding striping.
SENATOR LINCOLN emphasized that the studded tire issue was dealt
with during the previous Administration and there is much
information available from that. The bill was stopped at the door
because there was a question regarding the availability of the
studs. Is the stud recommended made in the U.S. and if not, is it
available in the quantity needed? TONY BARTER pointed out that
there are about 400 studs on the market. With regard to the cost
and quality issue, Mr. Barter said that the wholesalers sort that
out. The studs are readily available. There are five
manufacturers in the world: Finland, Sweden, an assembly in
France, and Germany. In further response, Mr. Barter said that
there is the quantity to supply Alaska.
Number 335
SENATOR LINCOLN recalled the testing of a studded tire continuously
moving over asphalt in order to illustrate the wear studs created.
Senator Lincoln said that an individual she talked with from the
materials lab, suggested that much of the wear has little to do
with studs but rather with the material used under the asphalt.
TONY BARTER said that as the problem was being reviewed such
assumptions were made. Initially, the rutting was said to be
related to the heavy trucks, however when the axle widths of the
ruts are measure the measurements are more in line with the axle
widths of the small import vehicles. Cross sections of pavement
were cut to investigate the notion that the underlying base is not
able to support the pavement; that is not the case. Mr. Barter
informed the committee that the aggregates are too soft for the
performance desired. Two years ago, the department incorporated
the stone mastic design which was used on the Egan Expressway and
there has been good return on that. Mr. Barter believed that the
combination of light weight studs, the change in the mix, and the
change in aggregates would achieve longer lasting pavements when
exposed to the studded tire.
SENATOR LINCOLN supported anything that would stop the erosion of
the pavement that costs the state a great deal of money, however
she wanted to ensure that everything was in place to move forward.
SENATOR WILKEN said that people use studs in order to start more
quickly and stop sooner. What is the acceleration and deceleration
data for a 1.9 gram stud versus a 1.1 gram stud for a personal use
vehicle? TONY BARTER noted that it would be based upon the mass of
the vehicle and the weather conditions. Mr. Barter did not believe
there would be any difference to the driver. A 1.9 gram and a 1.1
gram stud would have almost identical acceleration and
deceleration. SENATOR WILKEN inquired as to why anyone would be
opposed to a 1.1 gram stud. TONY BARTER said that a few years ago,
there were some bad performing studs which were classified as light
weight studs. Mr. Barter reiterated that there are a variety of
studs available and the department believes that the wholesaler
will sort that out due to the competitiveness of the market. In
further response to Senator Wilken, Mr. Barter explained that every
stud has a carbide pin inside, the housing and the composition of
the stud change in relation to the weight of the stud. Studies
indicate that a 1.1 gram stud lasts as long as a 1.9 gram stud.
CHAIRMAN WARD asked if the 1.1 gram studs worked as well as the 1.9
gram studs. TONY BARTER replied yes.
SENATOR WILKEN understood Mr. Barter to mean that those against
light weight studs did not understand, therefore some education is
necessary. TONY BARTER said that the department has been trying to
have public involvement. The department did receive some funding
and ran the Click and Clack commercials which were effective. Mr.
Barter believed it to be a matter of public awareness.
Number 408
SENATOR GREEN stated that if the testimony concerning SB 156 was no
more reliable than the information given on SB 56 , she would have
a difficult time having any positive feelings about considering
this information credible. Until the information string about
SB 56 is changed and corrected, Senator Green said that she would
not support SB 156 nor anything requested by DOT.
CHAIRMAN WARD asked Mr. Kito if he could work towards alleviating
some of the concerns on SB 56. SAM KITO III agreed.
TONY BARTER pointed out that in the back of the packet there is a
performance chart showing the effectiveness of various studs as
well as the quality issue, the wear over time in conjunction with
the performance on the road.
CHAIRMAN WARD inquired as to the pleasure of the committee.
SENATOR WILKEN moved to report CSSB 156(TRA) out of committee with
individual recommendations and accompanying fiscal notes.
SENATOR GREEN objected.
Upon a roll call vote, Senators Ward, Green, and Halford voted
"Nay" and Senators Wilken and Lincoln voted "Yea", therefore
CSSB 156(TRA) failed to be reported out of committee.
HB 83 COMMERCIAL VEHICLE INSPECTIONS
Number 434
CHAIRMAN WARD announced that CSHB 83(STA) was the final order of
business before the committee.
REPRESENTATIVE MARTIN , Prime Sponsor, said that this matter was
brought to his attention by the Ombudsman's office. The bill would
repeal an unnecessary law that requires commercial vehicle
inspections twice a year; that law has not been followed. The
industry itself has a much better program that complies with the
federal government and provides more assurance of safety on the
highways. Representative Martin hoped that the committee would
support CSHB 83(STA).
SERGEANT BRAD BROWN , Alaska State Troopers, explained that through
the years, there has been an effective size and weight enforcement
program which includes commercial vehicle enforcement. In 1985/86
commercial vehicle enforcement dwindled. Although AS 28.32 was
introduced as an inspection program, no fiscal note was applied to
that which resulted in no commercial vehicle enforcement for a
time. Alaska then became fourth in the nation for fatality rates
related to commercial vehicles. The troopers and the Alaska
Highway Safety Planning did review the development of a commercial
vehicle enforcement unit. Throughout this process the state,
federal, and industry have worked together. Initially, the out of
service rate was 88 to 90 percent of commercial vehicles inspected
in the Anchorage area in 1990. That has been reduced to about a 23
percent out of service rate. The accident rates have also been
significantly reduced with regard to commercial vehicles actually
contributing to an accident. Sergeant Brown informed the committee
that he was out of state attending a hazardous material conference.
During this conference, Alaska has been the envy of many states.
By the industry and legislative regulatory process, Alaska has
brought itself in compliance with all the Motor Carrier Safety
Regulations, lowered the accident rate, and generally improved the
safety and operation of Alaska's highways. Sergeant Brown
expressed the desire to continue that through HB 83 by continuing
to operate under the Federal Motor Carrier Safety Regulations which
require one inspection per year, establish the criteria to be met
for those inspections and the qualifications required of the
inspectors.
SENATOR LINCOLN referred to page 2, line 16 which speaks to the
compliance of 49 C.F.R. 396, but there is not a definition in the
bill speaking to that provision. REPRESENTATIVE MARTIN did not
know.
Number 509
FRANK DILLON , Executive Director of the Alaska Trucking
Association, explained that this bill would replace a statute that
has been on the books, but has not been into effect nor would it
have worked well had it been put into effect. This legislation
solidifies the adoption of the Federal Motor Carrier Safety
Regulation which is an extensive system of safety regulations
applying to truck users, the equipment standards, and the
operators. Mr. Dillon said that most of the companies in Alaska
have been doing this type of inspection as well as following these
rules for the last four years as a result of the administrative
adoption of the Federal Motor Carrier Safety Regulations at the
Department of Public Safety.
Mr. Dillon pointed out that the mandated annual inspection will not
be the only inspection the trucks receive. Everyday the truck is
inspected by the driver before operating the vehicle, the driver is
required to file a written report at the end of the work shift
listing any deficiencies. There are also mandated programs
requiring record keeping and regular maintenance checks.
Furthermore, a truck can be stopped at any time by the commercial
vehicle unit and be inspected on the road. Mr. Dillon echoed Mr.
Brown's comments regarding the reduction in the number of
accidents. In conclusion, Mr. Dillon requested that the committee
support CSHB 83(STA).
SENATOR LINCOLN determined from Mr. Dillon's statements that all of
the truckers understand the language of 49 C.F.R. 396. FRANK
DILLON noted that the process of education continues. There are
some 25,000 to 30,000 commercial drivers license holders in Alaska
and some 35,000 to 45,000 commercial vehicles which are not
concentrated in one area or with one company. Mr. Dillon said that
the association along with DOT and the troopers have been educating
truck users throughout Alaska about these rules. Mr. Dillon
pointed out the substantial penalty imposed on those ignoring the
inspections and the criteria.
CHAIRMAN WARD inquired as to the pleasure of the committee.
SENATOR WILKEN moved to report CSHB 83(STA) out of committee with
individual recommendations and accompanying fiscal notes. Without
objection, it was so ordered.
There being no further business before the committee, the meeting
was adjourned at 2:17 p.m.
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