Legislature(2013 - 2014)BUTROVICH 205
04/15/2014 01:30 PM Senate TRANSPORTATION
| Audio | Topic |
|---|---|
| Start | |
| Presentation: Amhs: Update on New Ferries | |
| Adjourn |
* first hearing in first committee of referral
+ teleconferenced
= bill was previously heard/scheduled
+ teleconferenced
= bill was previously heard/scheduled
ALASKA STATE LEGISLATURE
SENATE TRANSPORTATION STANDING COMMITTEE
April 15, 2014
1:33 p.m.
MEMBERS PRESENT
Senator Dennis Egan, Chair
Senator Anna Fairclough
Senator Click Bishop
Senator Hollis French
MEMBERS ABSENT
Senator Fred Dyson, Vice Chair
COMMITTEE CALENDAR
PRESENTATION: ALASKA MARINE HIGHWAY SYSTEM UPDATE ON NEW FERRIES
- HEARD
PREVIOUS COMMITTEE ACTION
No previous action to record
WITNESS REGISTER
PAT KEMP, Commissioner
Department of Transportation and Public Facilities (DOTPF)
Juneau, Alaska
POSITION STATEMENT: Participated in the new ferry presentation.
REUBEN YOST, Deputy Commissioner
Marine Highway System
Department of Transportation and Public Facilities (DOTPF)
Juneau, Alaska
POSITION STATEMENT: Gave the presentation on the new ferries.
ACTION NARRATIVE
1:33:41 PM
CHAIR DENNIS EGAN called the Senate Transportation Standing
Committee meeting to order at 1:33 p.m. Present at the call to
order were Senators Fairclough, Bishop, and Chair Egan.
1:34:06 PM
^Presentation: AMHS: Update on New Ferries
Presentation: AMHS Update on New Ferries
CHAIR EGAN announced the business before the committee would be
a presentation and update on the status of the new ferries for
the Alaska Marine Highway System (AMHS).
1:34:17 PM
PAT KEMP, Commissioner, Department of Transportation and Public
Facilities (DOTPF), Juneau, Alaska, introduced himself.
REUBEN YOST, Deputy Commissioner, Marine Highway System,
Department of Transportation and Public Facilities (DOTPF),
Juneau, Alaska, gave the presentation on the new ferries.
MR. YOST said the mission for the Alaska Class Ferry Day Boat
had not changed from last year. They are looking for a vessel
that will accommodate 53 vehicles and 300 passengers. They
arrived at that number based on handling 95 percent of the
summer demand days in Lynn Canal using a speed of 15.5 knots,
which is required to be able to get to Haines, unload, reload,
and get back within 12 hours, so they can operate with a single
crew. The vessel will be single-ended, meaning it will have a
bow and a stern but would unload through the bow.
1:36:03 PM
The proposed routes of the vessel have not changed; the highest
priority is to be used in Lynn Canal; the second priority is
some short existing AMHS routes that could also be serviced from
Juneau, such as Gustavus, Hoonah, and Tenakee. A third priority
is that the boats be able to accommodate the different Juneau
access routes should one of them be constructed.
The vessel will be designed so that it can work at all
terminals, but they anticipate modifying Haines to have an end
berth for unloading from the bow. The boat would load through
the stern in Juneau. Last year there was a lot of discussion and
controversy over a closed aft deck versus an open deck and after
looking at the cost savings and taking input from the public
they determined it would be completely enclosed.
1:36:37 PM
Another major decision was with regard to how bow loading would
be handled: a single door that swings up or side stowing opening
doors. He showed a picture of a boat in conditions similar to
Juneau's with the bow doors completely shut; they were
completely smooth with the hull and no edges for ice to form on;
because of the style of the door water pressure holds the door
shut. Once the outer doors are open (to the side), there is a
completely water tight inner door that keeps water off of the
car deck. The inner door folds down to become a ramp to connect
the car deck to the terminal. There are three independently
operated hydraulic hook and eyes latching the doors closed (in
addition to the water pressure), another fail-safe system in
addition to the big hydraulic arm that opens and closes the
door.
1:38:51 PM
Another major consideration was sea-keeping considerations. They
heard a lot about the LeConte being too small for Lynn Canal in
terms of being able to handle the winter weather. So, they
determined the boat needed to be longer and eliminated the
forward guard sponsons, which were responsible for a lot of
pounding and spray. They also wanted to shelter life-saving
equipment from ice accumulation by having them inside the line
of the vessel rather than hanging from davits exposed to
freezing conditions.
The current design they intend to build is 280 ft., which is 45
ft. longer than the LeConte. They also did some analysis to
determine whether or not the vessel could deal with the
conditions in Lynn Canal, a two-step process. The first was to
document and study the wind and wave conditions using historical
information. Then they looked at a series of hull lengths from
the LeConte (too small) to the Taku (which most people indicated
wasn't a problem). Then they analyzed that data against a motion
sickness index that says basically if 10 percent of the people
get sick on two hours of the worst part of the voyage, people
won't want to ride that boat.
1:40:36 PM
They wanted to confirm those calculations by actually testing
them, so they took a 15.5 ft. model weighted to have the same
motion characteristics as the new model to Norway and ran it
against waves in a wave tank with a bare hull and with a bulbous
bow. They looked at how well it maneuvered and how much motion
it has in different parts of the vessel.
SENATOR BISHOP asked if that Norway facility is a benchmark for
testing.
MR. YOST answered yes. The U.S. has a wave tank, but their
schedule wasn't open.
1:41:37 PM
Another test for motion sickness is a function of how long a
vessel is but also where a person is located on it. It turns out
that 10 percent of people will get seasick if they are
experiencing a little less than half a "G." Then they plotted
various sized vessels (between the LeConte and the Taku) and
found the "belly" around amidships is the most comfortable place
to be and the worst was on the bow.
1:43:16 PM
They monitored the motions for 95 percent of the worst
conditions in the worst month of January for two hours that was
not exceeded by this wave height occurring every 6.3 seconds.
The stern tested out almost exactly as predicted; amidships and
slightly ahead of amidships tested better than expected, whereas
right close to the bow it was a little worse.
MR. YOST said the way this data they are addressing this data is
by having two passenger decks and by trying to concentrate
passenger facilities closer to the amidships. The LeConte has
only one level for passenger facilities, so most people are
forced to be in the observation lounge, which is the worst place
you want to be during bad weather.
MR. YOST said that in addition to being 45 ft. longer than the
LeConte, the new design has 10 ft. more beam. Its draft is less,
because it has a hard chine rather than a rounded hull. It will
be able to handle 19 more vehicles and has two 3,000 horse power
(hp) engines as opposed to the one 4,300 hp on LeConte. By
virtue of its greater length and horsepower the new design has
greater speed. For comparison, the Tustumena, which travels in
the open ocean out the Aleutian Chain is only 16 ft. longer than
this vessel.
1:44:55 PM
The vessels' design has four observation lounges and two
passenger decks. He noted there is no interior casing on the car
deck; those are on the outside of the vessel, which means when
you want to get to an elevator or stairs by walking you don't
have to cross vehicle traffic. So, passengers and vehicles can
be loaded at the same time. He said the lower deck would have a
family area up forward, which has both tables to work at and a
play area for children with an insulated sound wall between that
area and the library area, which has both booths and some
individual tables. The galley will be amidships and be horseshoe
shaped similar to the fast ferry.
1:46:07 PM
CHAIR EGAN asked what kind of food service the vessels will
have.
MR. YOST replied that it will be similar to the fast ferries
with things like soup, noodles, hot dogs, hamburgers, and
drinks. He said there will be seating for singles, couples, and
foursomes as well as having some handicapped accessible. They
are still looking into having Wi-Fi.
1:46:38 PM
In the forward lounge on the upper deck, seating is arranged so
that people have good views forward and to the side. Tables are
arranged along the center with a half-wall in between so that
all the tables can have outlets. Amidships on the upper deck is
a group lounge rather than a theatre.
1:47:21 PM
He said the design plans were completed in February and they are
currently working on specifications for the contract. Also, he
and the commissioner met with top executives of "Alaska Bigger"
to work out some of the details of construction.
This is the first vessel ever constructed in the U.S. under a
Construction Manager/General Contractor (CMGC) process. Next
week design and contract teams will develop contract language so
everyone understands exactly what is covered by each line item
and reconciling the different estimates. Next month they begin
negotiations line item by line item for the price of the vessel
and hope to award a shipyard contract in June hoping it will be
built in Ketchikan.
MR. YOST said the target delivery for both vessels is subject to
negotiations as time is money and they want to avoid overtime.
CHAIR EGAN asked if $125 million was enough.
MR. YOST answered they believe they can construct both vessels
for that amount. The original appropriation was $120 million and
$3 million was used to design the first 350 ft. vessel and they
had spent an additional $3 million converting and developing
this design from that. So that leaves $114 million or roughly
$57 million per vessel. The first vessel will cost more because
of doing the original lofting that won't be required for the
second one. This includes construction engineering as well as
their indirect cost recovery program.
1:50:25 PM
The goal is to deal with one CMGC shipyard that has been
contributing to the design as it has been developed and they to
do that with they need the specifications.
CHAIR EGAN remarked that he had never heard of lifeboats and
safety features being inside the vessel.
MR. YOST directed him to look at a lifeboat just after the stack
in an opening that was not completely enclosed. The idea is to
keep it inside the line of the hull so they are not exposed to
spray.
1:51:33 PM
CHAIR EGAN asked if the car decks are still enclosed.
MR. YOST answered yes. Then he moved on to the Tustumena
replacement saying that information came from the recently
release Reconnaissance Report.
1:52:08 PM
CHAIR EGAN asked if these ships will be approved to cross the
Dixon Entrance in case there is a mechanical problem on one of
the mainliners and one of them had to take over.
MR. YOST answered no; they are not being designed to Solace
requirements because that would increase the cost. However, they
are in the process of investigating Solace waivers for the
Malaspina and the Columbia, because they travel in the same
waters, but don't go into Prince Rupert.
CHAIR EGAN said these new vessels could go at least as far as
Ketchikan.
MR. YOST answered yes.
1:53:09 PM
He said the Reconnaissance Report is on their website and they
are asking people to comment on it. The existing Tustumena is
296 ft. and because of the weather conditions it experiences
with a full car deck and state rooms in the summer they are
looking for a replacement vessel that is a little bit longer,
but that is constrained to the length of the turning basin of
the terminals and ports it accesses. So, they believe they can
use a vessel that is 30 ft. longer with 9 additional feet of
beam and more depth. This is an ocean going vessel that could
handle a few more passengers and vehicles and more state rooms.
They want more crew capacity, but the design to be such that it
doesn't need more crew. Vehicle capacity would go from 36 to 52
and twelve 40 ft. vans rather than 20 ft. vans. The length of
the van would be determined by the size of the elevator and the
turntable for it by having a slightly beamier ship. This would
also speed up the loading time, because now larger vans have to
be pulled onto the turntable; the cab uncouples; the van goes
down and gets pulled off; you have to send a tractor down first
- a pretty cumbersome process. The Kennecott was late leaving
Kodiak because it took them seven hours to load.
CHAIR EGAN remarked that they wouldn't have to reconfigure
terminals then either.
MR. YOST said they were looking at putting in a forward
starboard door similar to the Kennecott so when the vessel comes
to Auke Bay for instance, they wouldn't have to use the
elevator, but also so as they develop some floating docks the
high volume ports, like Homer and Kodiak, they would be able to
unload quickly now by just driving off and not have to use the
elevator. Since this vessel will be around for 50-60 years they
want the capacity to upgrade terminals without having to change
the vessels.
1:56:38 PM
SENATOR FRENCH joined the committee.
1:56:51 PM
MR. YOST pointed out that by having a little bit longer length
they can get greater hull speed and that will help getting to
every port on the Chain and making it back in a week. So, when
the Kennecott is headed south they can actually provide nonstop
service between Kodiak and Homer.
One of the things the Steering Committee recommended was not
having a bar but rather a larger cafeteria with a horseshoe
shaped galley that serves wine and beer. This would eliminate
the need for a sole-purpose bartender. They also want to take
advantage of the concept they developed for the last fast ferry
and put the forward observation lounge one deck higher for a
better view. They are looking at a forward starboard door so
that it will work with floating ramp terminals. They also want
to take advantage of the space created by the high deck for vans
that just go in the center lane by creating a mezzanine deck to
be used (most likely) for crew quarters.
1:58:26 PM
MR. YOST said they had been asked to look at using LNG for fuel,
but the Coast Guard hasn't certified having LNG tanks below
deck. Europe routinely has LNG tanks below decks, but not so in
the U.S. Also, having the tanks above deck would create a
massive destabilization weight problem for vessels running in
the open ocean.
1:59:26 PM
CHAIR EGAN asked how much money is currently available for the
replacement.
MR. YOST replied $40 million as of last year and $5 million is
proposed in the current capital budget.
SENATOR FRENCH asked if that finishes the job.
MR.YOST answered no; the estimated cost in the report is $225-
245 million. This number does not include the $10 million that
has already been approved for design.
2:00:15 PM
He said they would have public meetings on the report in May and
although they have funded the design completely with state money
anticipating that it might be constructed in Ketchikan under the
CMGC process, they are leaving open the possibility of using
federal aid and therefore following all the federal aid rules,
but for the procurement and the design. So, they will do a
federal environmental document after taking public comment.
After that they will do a design study report where the details
of the design are laid out. The report estimates $227 million -
241 million for constructing this size of a vessel.
2:01:25 PM
In one year they will have plan specifications and estimates
complete enough to have cost proposals from a CMGC shipyard or
they will put it out to bid. They have everything from the
arrangement profile and structural plans to all the equipment
they would like on the boat. The design team was selected in
November and in December they visited all the terminals. The
Reconnaissance Report was released in February and public
participation will happen this month. In May, they will have
public meetings in Dutch Harbor, Homer, and Kodiak that will
involve their surrounding communities.
He said if they were to go with the CMGC, the Alaska class
vessels would be completed sometime toward the end of 2017, so
that would be the time to start this larger ocean-going vessel.
Although it was pretty early in the process he had a conceptual
drawing of the vessel. Since this is an ocean going vessel, it
has lifeboats rather than the Alaska class ferry that has rescue
boats.
2:04:21 PM
CHAIR EGAN asked if the elevator and turntable were in the
stern.
MR. YOST answered yes. The elevator has to match the height of
the floating ramps that go up and down with the tide. He said
there are only two in the world like it: on the Kennecott and
the Tustumena. So, when the Tustumena was damaged last year the
Kennecott was the only vessel that could take its place, because
it has an elevator.
CHAIR EGAN asked how long the Tustumena was out of service.
MR. YOST answered from November to September.
SENATOR FRENCH asked if the new vessel will have a new name.
MR. YOST replied that it hasn't been decided, but it will
probably have a different name because of overlap in the vessel
uses.
CAPTAIN FALVE said he was on line and didn't have anything to
add.
CHAIR EGAN thanked Mr. Yost for the presentation.
2:07:52 PM
CHAIR EGAN, finding no further business to come before the
committee, adjourned the Senate Transportation Standing
Committee meeting at 2:07 p.m.
| Document Name | Date/Time | Subjects |
|---|---|---|
| ACF & Tustumena update.pdf |
STRA 4/15/2014 1:30:00 PM |
Alaska Marine Highway, new ferries |