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.