May 02, 2022 12:00 AM - 12:00 AM
And plus we have a three foot fire lane. So that the vehicle that is pulled of cars, crews still get around case. There's an emergency. We're gonna have four bull height lanes of, of 15 six. This is Kenny, and we're gonna have one, one lane of, of the feet high that's under. You'll see in a little bit with it that you want. So vehicle handling again, to get out the chain and actually see where over out vehicle elevator existing Justina's 60,000 pound capacity, elevator, 41 feet long and 12 feet wide. He can only get two cars on it at a time. Kenny got his 80,000 pound capacity, 53 feet long, 17 feet wide. He can get four cars on it at a time and you don't have to disconnect the tractor trailer until you hit the trailer. Parked that one car just mean you actually have to back the trailer onto the elevator tractor on it, up above lower it down, spin it down at the tractor, waiting for it down below, back it off. Yeah, very long time to trailers on the, that drives the, the beam of the ship also to get the be, you know, to keep the tractor trailers connected. And on similar to the Kenny, this vessel also will be Southeast capable with the turn door in, in the side door. Don't have fill that you, the elevator lock it up, excuse me, lock in the position. And you could use the vessel on cross service for the Southeast. You need to.
We haven't looked at it with the elevator route, but it would be probably two. We probably lose mine. We have five winter traffic. They have six on the can cut. Speculating on that. Yeah. So passenger capacity does, to me is 160 today canons at 450 today, we're gonna be at 250. So again, right in the middle, we're gonna have a mix like Kenco does a two person stay rooms with integrated toilet, shower assemblies, four person stay rooms with their old toilet showers and somes, which don't individual to shower space. You can see there, we have 31, 2 person, nine, four person and fourteens considerably fewer state rooms than Kenco.
Okay. That includes the includes. The ADA. We have two, two Purchas statements and one four state. So birth of hundred 26. So basically half of our passenger capacity, Kenny co actually has 68% of capacity in burst. Tus is at 36%. Wow. We have a lot more bursts percentage wise than tu near what Kenny co does. The food service. The plan is to have a cafeteria style like Kenny co or the Southeast for exception of Columbia and opposed Totus, which has a sit down dining room and we'll have a passenger elevator, just like all the shop do thanks. Crew size, we're planning for 38 crew. Just like TuiNa. None of the crew will be below the main deck. Like they are on Kenco or actually on the main deck. Like they are on ed. One of the reasons the tus doesn't carry so many cars is she has pass her crew saving up forward on the car deck instead of cars. And we will have crew on a MES level on the perimeter of the car in a few minutes.
So some, let me delve into a few details on the shift itself so that the superstructure we're gonna be steel hall steel superstructure, just like similar to the candy cotton. The test mean has a little bit of a little bit of on house and state room areas. We have a bubble battle like skin cut to reduce the resistance increase, increased fuel efficiency, decreased fuel consumption. We will not have a helicopter deck. We will have a helicopter pickup here. So something needs to be vac out the mask that has a radar of things on it will hinge down is the helicopter can get in and, and hover, but not actually land we'll have. This is only of interest nav architects probably, but from parallel mid body will give us an ability to adjustability future to more easily lengthen the ship than other ships. Don't have parallel.
We're gonna have two 1,150 horsepower tunnels. Part of that is for redundancy in case one breaks, but also in high wind situation, you saw from one of the earlier side that almost the same windage as a Kenny guy. So if you want to have the same better maneuverability in high winds, then on the electrical system, we're gonna have ship service generator. Dock mechanic got actually, instead of being diesel electric has the main engine drive generators separately outside of the ocean train. We are not gonna do that. We're gonna be full diesel electric. We have see there two diesel chip service, diesel generators, total number of generators on board with be five, same 10, but ours are, everything is powered electrically. So this testing has two modest size ship server generators, and one emergency diesel auxiliary systems. We will have point air conditioning like Kenny got, we'll have hot water heat where the other two shifts are steam. The part of that is because the O recovery system we're gonna that heat from the engine cooling water, similar to how, how your car is heated, as opposed to the Kenco, which use the exhaust gas with the, the CPA tier four engine exhaust gas as much cooler on that engine. So there's not as much heat available until we're gonna use the inter jackets instead. And, and the expectation is hot. Water will have a lower mainten cost state.
We are not gonna have high. We're not gonna have rudders at all. The existing ships has just regular Rus. Kenny kind has high performance rudders, but the asthma thing, 360 degree rotatable propels in the stern, we will not have steering gear and the expectations we're be able to find a us. The retractable fin stabilizer manufacturers have pins because next regulatory would be coast guard, sub chapter H oceans, just like the other two ships, the abs class, just like the other two ships. And we have a, a, a solar certification must mean it is not. That is, it has to do with whether you can do an international VO or not. Can't go to prince. We haven't asterisks has not been decided yet. The recommendation initially was to not be solo, but the current APS rules are so close to solos. We're gonna actually recommend this Haven been so certified. The is, are, and having sold is certified. You can, for whatever reason you to go to print that you could do you have a price difference could be around $2 million, or I would say two and a half to five. It's a couple percent it has to do with 10. Most of the things thats doesn't require that all it says we just chooses to do anyway, data recorder, it's all automatic system. Those systems not required. SOSS has chosen to do those wide in between Cody and charter.
Which we're gonna have a work anyway? So the cost difference it's more of a certification wants to have a rescue or excuse me, work, quote, the life quotes are qualified as don't want inflatable outwards or import diesel jets. What the state's current requirements are that doesn't have to be certified to abs it has to be certified. These
Anyway, this is just starting at the top. Again, we have pilot house forward. We're gonna pull the center part of the pilot house further forward and the rest of the ship that so we requirement for visibility from the pilot house driven by SOS that that be able to see a, a bit on your quarter. So 210 degrees of visibility. If I remember right out of the regulations, then the, the officers just officers forward their behind by house with, with offices, for the, the captain, the chief engineer, then a, a SL math with above up there, oh, deck this again, the bottom one, it's TRV, very reminiscent of a mainliner obvious mainliner, except that we stop the vehicle elevator, unlike the, which has so loud, just AFT of the vehicle elevator. We're not planning at this time, have anything after the vehicle elevator, the elevator's open. So the structure would have to be free standing back there. Whereas the, the CanCon is, you know, with the helicopter deck that ties everything together.
This is actually the it's called the cabin deck, which it is on the TRV it's deck on the, on the TuiNa. So this vessels we saw earlier in the outward profile considerably taller one deck taller than the TuiNa the intent being hopefully. So we have mix of, of two and four person cabins, passenger cabins, and et are a down there's mezzanine, right? Meine yeah. Crew courts forward on the, on the tu. We have crew courts around the perimeter, mostly on the court side, we have casings, we're getting the engine exhaust and things out of the engine room on the star side, when you see the 14 tall 40 foot containers or on chassis, if the boat demanded that this would be the, the license crew on this deck or unlicensed crew on, and then this the main deck or the vehicle space car deck C on the tu, you lose forward 25% probably to cruise quarter.
We're gonna have vehicles all the way forward. You can see the media, a little creative to get 20 foot rectangles in as the bow gets fine. That's why we have more lane feet than, than 60 vehicles. We, if you look at older data, we had 55 cars before we, we ended up having to lose a spot on the star side because of we're going with a water IMO requirements. And that's about three times the size of existing Marine sanitation devices or so treatment plants. And we need to put it in the next floor site compartment forward, and we need to run by access to that find ladder.
So you can see the five way down the center planning. Part of the 54 vehicles includes parking two on the elevator and lashing down. Didn't want tie of them on there in case there's, you know, fender damage. We get four cars after the elevator. Next, just starting to get down into the machinery spaces. Tankage. As I said before, you see on the lower one, we have generators in two different water type compartments. So that iFLY there was fire or flooding in one of them, you would still be able generator and, or no, there's two there's two. This is the upper level. There's two small, there's two let's hot water heater. We thought about spliting the two eighteens one per, but you're not gonna get very 4, 550 big generator. So what's the, what would the speed be required on one generator then you might be able to do at least seven.
And that's it? Oh, for the vehicle elevator, you have a design where there's screws to elevate up and down. Correct. Is that a proven design or is that one off it's for vehicle elevators? There are two working vehicle elevators in the world today. One's on the Testament and one's on the they're both table drum style, right? That's no longer pable way we have to do something different, but we have to find somebody else's. Yeah. So we're the all screw design is original. Another industry is I've been used to move cars on jail. Okay. Are there industries? Hmm, just, just, I mean, large that nature. Okay. That could be a pretty long screw. Three, four feet. Yeah. Okay. If you can put a floating dock it's it's got, it's also pretty big screw. Yeah, the, yeah, there's four of 'em they're they're tied together two motors, but we haven't found anybody's billage yet either the ship guard is going to obvious be part of that process. Cable drum Abs has considered that unsafe have a little bit less. No. Okay. That's problem. The problem. Yes, your honor.
In as far as coding. Yeah. Cody about back early, early on, I think did the terminal, you know, the terminal study, where did, where, where we, you know, assured ourselves that this design, which changed a little bit, but not much from back then would fit into every terminal, gluten Kodiak. And we've got overlay of it sitting in Kodiak and it, it does fit. And depending upon the bar burned, depending upon which one you're looking at at the new doc, which, which didn't exist when, when last did the study, you've got less room and one model on the, on the stern and on the worse. So where very of that,
So well, yeah, the question is regarded outreach because I, I appreciate that on the schematics and in looking at it and satisfying yourself, but there's also satisfying the people in Kodiak. They're gonna have to deal with the vessel being in Harbor. And I can tell you that there is a long history of the adjoining neighbors feeling that they have exercised a great deal of forbearance to accommodate the ferry and to, to, and that it impeded their operation.
Now I'm looking at these silhouettes, the reason I requested I'm looking at these silhouettes and I'm like, was it the kennecot or the TuiNa? That was the problem. And I don't know right now, I don't really know, but I, I really feel that it just behooves all of us, the, the ferry system in general, to have a converse station with the folks in Kodiak to make sure that they understand the new vessel and how it's going to be situated at the dock. And I know that there's a new doc since I was there. So I, I don't know all of the answers. I just know that there are some, some feelings by the enjoy any neighbors of feeling put upon by the ferry. And so it seems to me, this is a beautiful opportunity to make sure that the future doesn't involve hard feelings. So I'm just saying, I'd like to see that box tick with some public outreach, as opposed to just, you know, looking at the schematics and the plan and thinking that, that it did, because
Dave is a little correct in how he's terms. It gingerbread. A lot of the things we don't comply with right now, physically in this design are as said, electronics, some lifesaving equipment. And it may all seem small dollar, but approvals and certifications and design for all that takes up money really fast. So that's where we're getting that between two and a half and 5 million number. And then one other gentleman mentioned something about approvals, and that's true if you want your boat to be so sous, you have to ask for it to be SOS during design. And we can design all the solo features into her that we want and get class. But if we don't ask for it to be sous, it won't be sous. And if we wanted to do that later, we'd have to jump through whatever new SOIs hoops there are. So that's kind of one of the considerations of SOIs now versus no solace.
Alan, you had a question. Yeah. We canceled our last visual meeting we're gonna have. And then, so there was no public comment on the cer on, on, on the vessel. And now we didn't take public comment today when there was four or five people lined up both back then and on today to get public comment on this. When you're talking about a vessel that you're gonna place in there, you're gonna have more room on the stern, away from the field. You're 34 feet longer. That means it's 34 feet plus move forward towards the other end of the dot and the other people that are managing their operation. And just a can rate. You can understand that they're gonna be concerned about their in and out of their vessels and the ability for them to manage their business. When you're visually talking about moving more into their, into their operations, and I can understand their concern, and they've been expressing it for a long time now, and they're self expressing it.
And I've encouraged them to listen today, to give us some written comment based upon the conversations today, it's gonna be very difficult unless we can actually show. And I totally understand the concept that the current thought will accept this ship. We can operate off there with this ship. No problem. My concern and the concern of the community, the Harbor master, the portion Harbor committee, tri and seafood pet field off, they're all giving me all kinds of input. That there's gonna be a problem. And so if we're gonna spend another five years build this ship, at least during that period of time, we can have a dock that actually handles it better for the businesses of Kodiak in those business running. And when you're talking about widening it out into the Harbor, that also affects the traffic in and out of both of those companies that are there. So it's done. I think we really need to take the hard look at the first lane and the people I talk to at home say, if you're gonna this, this, this vessel runs between Homer and Kodiak on a continuing basis. And the bulk of your traffic is there. Why hail aren't we building the drive on drive off facilities to handle that vessel in those communities? And so this is part of that whole discussion that takes place in Kodiak, where we're at.
Yeah. The catch is too. If you look at the current testing, based on the old dock, the clearance on the bar is the same as same clearance. So, okay. So I mean, there is no, I mean, if you look at the real testing, how with the old dock that clearance up to driving is the same as on the dokey.
Yeah. We we've heard you from people about that. So it's on radar conversations still going on. Yeah. What's the, what's the timeline that you guys figured to, to put this out to bid or, or hiring a, a partnering shipyard to complete the design or you right now, that's already out.
It, it does increase cost year over year, but from being somebody who has worked with an operation that does not dry dock, their vessels annually and actually maximizes the amount of time they keep 'em in the water. There is nothing more ex expensive than an unexpected and unknown underwater casualty. AMHS has some vari with these despite dry docking vessels every year. And one of the best ways to know what's going on underneath the water is to dry docking. And that comes down to shafting and propellers and all of these things you can't see, you can't take bearing clearances on a rudder or on a shaft when she's in the, when she's in the water Properly.
Well, I I'm just from, into national standards crew, all the cruise ships, everybody they're they're twice in five years. Nope. International standard does not dry up every year. What, when, when do you guys have to make the decision or the decision already, I guess, past being made, if this was gonna go, so was or not, and you design standard Again, for most of the fundamental things we're designing today, it doesn't happen. It it's Kind of electronics and, and other things that you'd have to submit, like you said, to build it. So yeah, we're, we're need to go eventually up. Okay. Hold this up two months from now, somewhere between two months and six months, Some things I should say, it's like two months or three months, we're gonna need to know relatively soon,
Helen, For the board itself. I want you guys to kind of back in your mind, think about a little bit about what just said today on reference to the elevator on the screw system, the new ones, a new system, and take a consideration of long term efficiency operation of the Southwest ferry and Incorporate into our modernization plan. The concepts of most efficient operations drive on drive off, not run those crews on a constant basis every time you're in for and see what you consider the long term effect of that. And the long term effect of the efficiency of the operation in Kodi and home in Southwest is that in mind, during we have a conversation on the modernization that we looked at all aspects of it, rather than just the turn back and forth
If you could make that elevator considerably shorter than 34 feet. So the designers would be a lot easier, much easier design solution. Kohl would probably be your best bet to put a drive on, drive off, save the time they there. They just spent all the money in Kodiak. Redo that again for a drive on drive off dock that'd or sink lift would probably be pretty expensive. Fix the dock. That's true. Noting
No, not per se, but you know, I think Cisco did interview open board engineer that the head owner found that I, I think money was part of it on the schedule. I think that's all, that's probably a lot of it. Are, are you guys using the clean this, when it comes down to the new build to track and the maintenance of what is needed, it's required on the new bill, sir, on these, on the hub, you use an AMO. No, I, I don't know where quite honestly that's that programs he actually been used on historically on all the dealerships, but I don't know, believe that right now we have got as far as activating on the hub and there, again, I'll find out whether they're using we're in the process of trying to build an maintenance manage system. We about two and a half, two and a half million federal dollars to do that. We got rolling along and kind of got slowed down because there's another system that's being used statewide, but really don't fit well into it for the Marine component of what a does. So we're trying to work through that and develop a new system. And that's all part of our, you know, requirements from my I sub safety management is I'm not to date management. So yeah, that's, that's gonna, that's gotta, yeah. And we're working on it
Well, what we're looking for is a yeah, no, that would be no, that would be a consultant. That would be very much like, you know, very much like to do with our car reservation system. We would, we would, you know, buy, buy a product and then, and tailor it to what we need to, to accommodate, you know, at a, in a record keeping program and yeah. Yeah. You're unhappy with am. Well, I mean, I think it's, it's antiquated, antiquated. It's a good word for it. All, all the cruise
I don't think the cruise ships should using them anymore. I don't think are they using names? Yep. If I go on the summer, they've moved on. It's not supported like ours. If, if you don't have internet connectivity, you can't can't. And the connectivity, I believe the systems that they've been looking at replacing the are more of a, a network system. You go internet log in that, that is stored out there as opposed to on computers when this was
Yeah. We we've had that money for a long time. Charlie, it's just that we were all along and we kind of got slowed down because there was another system they were trying to integrate the Marine highway into statewide and that wasn't gonna work. And we kind of realize that now, now we're trying to go back and our direction with the new system
About, yeah. It's not supportive. Right. F do you guys use it as part operations? The operations? No. Cisco won't let us, okay. Nodding me for asking that question, start using it. And it's gonna get audited. And we, we just very concerned that we got our hands full, just trying to survive with engineering right now until we get a new system. And that that's a lot of the reason why we've got a hell back on the deck end, you use it. It's gonna get audited. I know. And we're just, we're concerned about that. And, and we have a fairly decent system worked out without ammos at least keep us out of the crosshairs of the abs auditors. It will be in the new system though. That's it? Anything else? Anything else for Jerry over here? Or I got, has there been any research for like automatic docking or, or improved docking system
And we'll go from there, wrap up some questions from you, all you all I'm sure. And then potentially provide a tour around the site facility for those that are one, without being able to see the screens behind me, as you want to go to the next one, bigger basically comprised of six major facilities spanning along the west coast. We have obviously here in catch can also located in Vancouver, Seattle, Portland, CLIMA. And then there's also Vancouver aluminum, which was Christian yacht, Christians yacht. So that's more of our fabrication area, the couple different divisions there for the fabrication of things. Next slide is, is Vancouver beach, Vancouver, Washington, Washington. Okay. All of American soil areas. So as you can see up on the screen, you know, what we really do is primarily ship building, ship repair, specialty, military craft, and also heavy, complex fat. So with that VI got it. Start down in Portland from cascade general, back in 1995. And basically it's grown from there and this proceeding slides will show what we've kind of grown into as, as we go along. Now, the next slide, please.
So the bigger gets 80% of its main revenue stream and business is chip repair. So what obviously is concerning for is this facility right here, we have a catch can approximately those figures still waste about the same 85% of what this shipyard performs, his revenue, or it is repairs, excuse me, on, on Marine, even excluding the LA the ACF build of the hub and pad it still, obviously that was a spike for fabrication at that time. But primarily since the shipyard was founded, that's basically what, what the, our Marine industry is here. Bigger as a whole also has other, you know, big customers as in Navy MARAD coast guard, army, us core of engineers, cruise ships, and other sort, so things, and then into different states as well, bigger, not only does ship repair, but does ship building as well as you can see behind me, there's Washington state carries. There's a picture of the Talina special. That's behind me here in the hub is the hub, which I'm sure all of, you know, by now, but TAs out there on drought. One also some mud river tugs that were completed for the golf operations and some butcher UGS. And then there's a lot of other different fabrication jobs to the also done. Next slide, please.
Next slide is BA you can just go over pretty quickly. Just shows a smattering aluminum vessels built the, the San Francisco fast cat and then different fast response vessels of that aluminum and then also other supply vessels. Excellent, please, if you guys have any questions, please feel free to ask. I'm just trying to give a general overview on that boats named after Paul. Is that your boat? Go back, go back one Paul scene. John,
Just another snip. We do a high performance military craft. I kind of touched on that on our fabrication, as you get up in upper corner is the Ms L V, which is the Army's next generation landing craft. We have a contract for about 35 to 40 of those. We also have the 45 foot and 55 foot rib boats that you can see around here in Southeast Keka Petersburg to know other areas. And those were built in ack, which has then acquired by vigor. Also there's the, that CCM, which is the combat craft medium. That's the ones on the lower. I, I can't talk about those ones too much, cause I don't know too much about those ones, cuz everything that has to do with those ones is concerning self incision operations, different types of things like that. Get in, get out, be extremely tactile and very agile. We also developing thet line 1, 2, 3 in plaque, which is one of our other fabrication facilities. So just a, a good overview of what VI is all in next slide.
Read someplace. It kind of broke my heart to think about that. And so I'm so excited that the state has decided there's a better purpose for the Malis Bena that really can do a number of things. And this is what we anticipate we want to do with that. We want it to be repository, really for a lot of the history and the memorabilia of the Alaska me highway system. It has such a rich long history. That's so intertwined with the state of Alaska and all of that is getting lost over time. And if there's not a place to collect that, to share it with the public and with future generations, then we will lose our history. So that is number one. We want to preserve it, save it, make it available to the public so that people can really understand the history and appreciate the history of the Alaska Iowa system.
Number two, we want to use it as a training facility. I've spoken with some of the retired chief engineers who have talked about how phenomenal would be and their interest in participating in that, working with the university of Alaska Southeast and their time maritime program, deck personnel, bridge personnel of engineering personnel, to have a platform upon which they can bring students in and train them on actual machinery. That's there, whether it's phasing generators, as you plug into shore power and switch back and forth learning about the, the six pitch propeller system, all of that is there in that vessel. And it's just gonna be an excellent place in which we can hopefully train up people. Future last Marine highway system employees, to learn the trade right on a vessel. And we've got the capability to bring people in from our outside of ke can into the community to be able to house them there, meet them there, and participate with the university and the program that really will accelerate some of the training for last.
So those are some of the ideas that we have with the Marine highway system. Another important thing is that we have this year, we'll have over 300,000 cruise ship guests that will come through. We want to tell the story of the Alaska Marine highway system to those guests and let them know that there's other opportunities when they come back to Alaska, 30% of the visitors that come to Alaska for a second visit originally came on a cruise ship. So it's really a way for them to sample the vast beauty and different landscapes areas of Alaska, and then plan to come back for a longer stay in a particular area. And another option to get here is the Alaska green highway system. So we want to tell that story and hopefully that promotes the system as well. And then finally, really it's. I view it as a touchstone for the men and women of the Alaska Marine highway system that work so hard every day to bring the services that we Southeast and throughout Alaska all enjoy.
And many times, particularly today, as the political winds blow, they really get ADE by what's going on. And it's, it's sometimes it's easy in any organization in our business or in any business or government entity that you start to lose sight of what the purpose is. And if you're not appreciated, then you're not functioning at a high level. If we can, through this program to let people know that the Alaska Marine highway system is important, it's important in the lives of the people here makes their lives better. And that they're appreciated. Then I think we're gonna accomplish something there as well. So that's it. Matt share, I'd be happy to answer any questions or engage, however you might like to.
Yeah. Yeah. And through the engine room. And I mean, it's, you know, I, for me, I'm a Mariner, so I get excited every time I it's. It's amazing, but I, I think there's so many possibilities, like you mentioned with that and school school-aged kids too. And with the museum, the opportunity for people I who have worked on it, you know, most of their lives, it's just so meaningful to them and to be able to take their grandkids and Lord and to see it and tell the stories or be there to help curate, tell stories, be fun.
Much. My pleasure and the best of luck to you and with the board and future of the Marine highway system is very important for the state. And I'm really hopeful that this board works and makes a difference in the future of the Marine highway system. Right. Okay. Great. Take care. Thank thank you. And then would you like,
Board. We talked about a, a discussion on the T replacement vessel design and kind of what we've got, What we could do with this in the future. Timelines would be helpful in any information you have on shipyard work and availability workers. You know, we kinda have a stuff we need to
Greg Jennings is on phone. Greg, do you want to kick things? We didn't rehearse. So Greg MJ LAR from Boston, I'm the, I'm the firm that's doing the sign for the, for the demeanor replace. Greg is Alaska green. Highway's best search manager. Greg, do you want to speak or, or what?
So we, we, and the other problem with, with vehicle carriers and beam, is it doesn't do you any good at anything less than a whole car with beam, which probably is eight feet, or you actually wanna open doors on your vehicle or like nine have feet. So the next stop for the dust replace will be something like Kenco be, which really, really be a lot of resistance to push that to you. See the draft there resisting test is 14 five. We're gonna be about 50 being 10. Hopefully when we come out the art, an end of service life at 16 six, there's a, a draft limitation to get into south and low tide.
We're gonna, the goal is to have the ship shallow up the water that we don't have that title limitation to worry about. And so that that's one of our design constraints. The, our aircraft is about 90 feet existing test, 77, 5 92 change here's some other vessels speed and size just comparisons, existing test 13.3 knots, Kenny 16.75 for cruising speed. We're gonna be 15 knots cruising speed, and C state four, which is foot CS, actually pretty pleasant day. If you're going to Kodiak and waves only HBI. So we'll be able to do about 50 knots and 90% load in those conditions. Hmm. Range is 4,000 tical miles that should get us out to Dutch Harbor back twice on one motor fuel. If we had to, they're probably gonna want a fuel every time a crews like to carry fuel around. It's like driving. I mean, there's not lots of places, stuff that fuel out there, right?
I get that. So, but we do have enough for two round trips. Midway capability is gonna be significant. It's gonna be have double check that Ken account number. I can't believe we have more to than 10 times, but that's what it said on the one Marine highway. That's what I went with full displacement, about 5,600 long, almost twice. The full displacement is, and about 20% less in terms of vehicle capacity. As we mentioned a few minutes ago before lunch existing TuiNa has 688 feet or about 34 cars where you, we use about 20 feet, full size, picked up as a car. Other ferry systems that for down south, we use 16 foot, six inch car there. Aren't a lot of those up Alaska, both are, are full size pickups. So around 20 feet we put, I put both the Ken got Southeast and Southwest numbers up there.
I heard the speaker this morning. Talk about how much space the vehicle elevator takes up. It takes up about a 11 cars worth of space. And so then you see that the tank out there at 78 cars or 67 cars, whether Southeast or Southwest service, we're gonna be at 54 cars with 1200 lane feet. You do the math. You'd say, why can't you carry 60 cars right by 20, oh the shape of the vessel. So you don't always get 20 feet. We have some leftover laying feet that we can't quite put a big on it. So that cost us six cars possibly. Yeah. The vehicle elevator is a big part of that. Cause you lose that in every lane. A number of existing test is six, 10 about 17. We're gonna be at 14. Those are 40 foot, four 40 foot containers. On three of it, vehicle lane feet, we have five lanes, nine feet, six Justina is pretty narrow, 25 feet. The curbs on the other side of the, of the casing. So roughly the five or so six, what easier vehicles in now?
Mid body refers to a piece of the, of the hall that I'll say straight or half. So we can cut a piece that catches that as a plug in. Like, if you need to, MHS has a history of having to length the vessels, AKA all been lengthened over their careers. So we just thought it would be advantageous to make sure that that's capability is built into we're gonna have two casings out or similar to the that's on these vessels. The ACFS with all the car lanes down the center, our feeling is that makes it easier to maneuver on off the elevator. We don't have the sharp angles into very outward lanes. So hopefully that's going to speed up the, the process of loading the, the car with the, the elevator is we are aware that that's not fast next on the same page. That's good. Okay. I have some, just some details on propulsion system. We're gonna be a diesel electric ship. This would be the first diesel electric ship in Alaska green highway.
The tu Kenny cutter, both geared diesel demeanor has fixed pitch for colors. Kenny co has controlled pitch colors. We're planning on have having asthma thing, audit propulsion similar to what the newer cruise ships have. That's a function of the fact that we need to meet a what's called safe return to port, which means have to withstand a, a fire in any one compartment. You still have the ship be propel itself and get itself back to the dock. Any of the existing inmates, ships fire was in the engine room. It is all propulsion. We're gonna have you the generators in with the product propulsion. If the fire was in a steering gear room, after the steering is all external, we would provided that space. We would still be able to run at least one propeller and get the ship home granted fast, but that's requirement to go from America. Now that used to be an international requirement only, but abs has now adopted a lot of the international requirements. And that is a condition of getting abs class for a ship with size of this vessel.
We have two they're listed in horsepower there just so that they can pair well with the test Kenco but now we're gonna have 400 propulsion horsepower. The existing Kenco is 13,000 and tu is 5,100. You see the asterisks there on NTV because those propulsion numbers include the ship service electrical level car keeps lights on on the gal. All those kinds of things TuiNa has a separate set of generators. Those one of the, one of the facts, I guess, of modern chip is you need to meet modern intermission requirements, either the tus or the Kenco meet any of the current EPA or remission requirements, we will be required to meet the most strict, just tier four.
We specified on D stands for diesel exhaust food engines. You can do tier four in one of two ways, you have a modern diesel pickup. You're used to adding diesel exhaust food these days. That's one way to do it. There's an us engine manufacturer that does it all on engine. So no extra equipment or fluid required. We specified that specif of the unavailability of large quantities of diesel exhaust fluid, particularly out in the chain and, and, and Kodiak, did you burn about 7% of the fuel quantity of diesel exhaust fluid? So if you burn thousand gallons of, of diesel fluid, you burn seven gallons of this stuff. So no, excuse me, something gallons of this stuff carry the dust. So you, we go through a lot of it. We're gonna have valve thrusters similar to the other two shifts, electric tunnel type, similar to the, the Kenny has asthma thing, horsepower, asthma thing, thruster.
Whatever. No, no, that's not it, but there's other things in regards to electronics. I don't have the list. Me, I generated the list. I could recall that list, but not memory SOIs adds additional training for the crew, which is not a bad thing. That's required training every few years that you have to have maintain your license to work on solar s**t. There's a positive thing. So besides that, that it is mainly electronics, a different thing. I read the on assistant, you know, like back, I think in that case, like you're saying it's it's if you address it now versus later, it's definitely gonna be cheap. The, we have, we're looking just as a hardware of the ship, I, of the training, all those kinds of questions, management system, there's a bunch of you will correct. Right? Because we're, we need to meet protection, your return to court systems. You have a,
Full well, at that point you would be hard approved. So would be grandfather. Yeah. Yes. So is not, they have a lot of reconnecting clients. They'll let you not do it for a while, but they'll make you do it eventually. Whereas coast guard, if you don't touch it signed in 1964, subject eight systems are still just as good as they were. We couldn't duplicate the T today. Allow question. I think that's my last. Now I got some pictures. So I heard a comment earlier about how beautiful the Ballina fun profile is. I must fit very much so we've had to, we we're going with a more plum step and or new story, any kind in an effort to bake on waterline, like as long as possible, keep resistant as low as possible and get as much space on the cardiac to all cars.
And so the modern, the modern Naval architect solutions to have this very near vertical also helps in a Seaway in heavy CS for pitching go to the next one. So I'm, I'm just gonna go deck by deck. And I appreciate that. It's really small. It's really small. Might I really small back of the room, but I, this is just primarily to give people a scale of what the differences between the shooting ships and just the basic layout, the, the custom replacement design, or based on a Southeast Bayliner configuration with full cabin deck observation lounge forward on the boat, deck food service act on the boat deck through forward behind the pilot house and solarium.
And this might be more of a, what, what the conversation is that with her, because she's, she's very specific shift for more specific area. And we're in the process of talking about bringing on two new mainliners to replace eventful map. That is, so that could go to rubric. So what would be the argument, if any, for the T
Yeah. But you'd be designed to a similar but different set of regulations if you're not soulless. So, I mean, there are certain, again, there's, there's not, Not insurmountable. Oh, but would not be a so design, you'd have to submit the resubmit, everything and say, okay, now we want this one. So, so they don't up a different rule. Look for you. How the regulatory bodies look at the design of this ship. It's not, it's much how to sit. This is what, well, it is part of it's what rules apply,
Ma'am if I may duck behind us. Yes. One more. So, yeah. And if, you know, and when we initially did the public outreach, it was discussion with those folks, a lot of discussion, lot emails falling around. Okay. And you know, if you look at demeanor today, sitting at that new dot yeah. There's gonna be more room on the start, but the new boat that there is right now to that fuel.
Okay. Apologies for what are my technology issue was. So I, I agree that there needs to be public outreach about, you know, this specific item and other items as we move forward. And, and I think that's where, you know, my position really comes in. The key is I have no problem getting on, on a plane and going out to Kodiak and talking to the new Harbor master and the community there, and really walking them through what we you've got. Because as captain Fadi mentioned, we actually provide, I think that I think the, the fuel doc is to the stern, if I'm remembering properly. And whichever one is to the stern, we actually provide more room with the TRV than we do with the Testino. But we can say that in a piece of paper all day long, if we don't go press the palms, look 'em in the face, tell 'em that and do walk 'em through it.
It's not gonna count as much. So I agree. We should go out. We should talk to them. And that's why I'm really interested in looking at public comment and being in contact with this board and others, because when something hot button comes up, we need to be able to respond and go talk to people to make sure that this vessel is seen as success by everybody throughout the area. I, I will state though that the, the current arrangements of this vessel do put her within the envelope for the state property or not the state, the city property for the Kodiak dock, and doesn't encroach further forward or further AFT than any historical limit in any meaningful way. And by meaningful. I mean, I think the changes of whopping four inches forward in the vessel and seeing we can all hear me to go quickly back to the solos item.
That is the yes. 20, 27 is the current planned date. Of course, one of the major tasks of any partnering shipyard will be identifying build schedule and how to beat up the construction and determining what the construction timeline will be or needs to be for this vessel. Katherine and I sent that over
Now a new doc done yet. Haven't oh yeah, no, it done. It's done. It's been done for a couple years. So again, when we started this 2014, this was 81 feet, 31 feet up. So then we went to this one, which what they have say six, half feet where it be a little bit further eight feet out, but we're over no, be back to where it used to be, which is 31 feet over the edge of the, probably not compared to back down two more. Yeah. 31, 2 and 31, 6 or four inches. More than it used to be.
The, the project team does need to have a conversation with Kodiak, cuz it's been brought up several times through various means. And that, that is something that I will need to do is get out there and, and speak to the Kodiak folks and, you know, make 'em comfortable with this and make 'em understand what we're doing and, and how it's all gonna fit.
Excuse me. The coast guard regulations for international ships has dry docking 12 months. And for domestic, it is it, you know, twice in five years, is it possible to build a ship Solis and not be international and not, not, and still have the domestic dry dock requirement. You can try to get into the U wild program or you actually use, you know, if you go, don't go international, will they try to say you're internationally your SOS? Yeah. To keep your certificates, you would have to meet all of those kinds of requirements. So your, your dry docking interval changes with your SOS. Okay.
Doing we'd have to ask lot. Ask Carrie again, what you get if you had synchron lift in both Kodiak and home, or if you could get another trip in with that, that timeframe, you know? Cause that's what you're looking at is how can we, if we save all that time, what are we gonna gain by. So keep the one to answer that. If it's, if there's enough to get another, you know, one way in something or consideration, so,
Okay. We better keep. Okay. Thank you very much. I appreciate it. And Greg, thanks for being online and thank you. Kind of got pretty strong direction from the board there, which sounds like you're very clearly on board with, to get out to Kodiak and start making the round. And
Can hear me good. Okay. Let me just turn my volume up a little bit here. Yeah. Sorry. I'm not there in person. My family, my two young children and wife have COVID. They came down with it mid to end of last week. I just went and got tested again and I, I don't have it incredibly. So I feel okay doing this from here, but I don't really wanna be out and about my name is Simon Bradley and actually on the, on the slide, the captain's got a bear. It says Marine traffic monitor. And my official title is actually Marine traffic manager.
I, I, I proofread this and could just miss that when I was looking at everything that's written underneath there. So I apologize. So I manage both, well, I won't say this both cause there's a lot, lot of different locations. I manage all our 13 man AMHS terminals. I oversee a lot of what goes on that are unmanned terminals in particular, working with procurement when it comes to renewing, what's the word I'm looking for? Renewing agreements with the, those local cities, like all those up on the chain there where we don't have AMH terminals. So I work with the, the agreements there in place. They cover everything from like line handling to all sorts of other management at the locations. But I don't maintenance deals with all the maintenance side of things where I'm with our 13 man terminals. I really have more of a say in the maintenance and stuff that goes on there. I also manage the reservations department at seven mile in Juno. So I'll break this down into the two here. Like the slide shows, I'll start with the terminals and then move on to reservations there. So every terminal has a manager and I manage them, I assume provide them. But I also, and they supervise each of them in terms supervise a team depending on the size of the terminal and location, a team of very terminal agents.
I'm in charge of recruitment for the managers. Luckily I've been here eight years now, nine doing online. Don't get a lot of turnover in managers. We did have a number of them retire about 12, 18 months ago. So there was a bit of shifting around, but for the most part, people get into the manager position there and they really like working for the AMHS. They do an absolutely outstanding job and I can't, I can't praise them enough. We do get a little bit more of a turnover of agents than we do managers, but the, and I work with them managers and I oversee that with them. I don't sit in on interviews and stuff, but I help them with their, their recruitment procedures. And I sort of act as a go between in between with the, with them and the recruitment department.
I make sure that all staff are correctly trained properly and, and all of their certificates and everything are logged. I don't have a hands on with that, but everything comes through me. Basically. Anything goes, anything that goes on of the terminal, it goes, it goes through me and I oversee it. But I do have, there are a number of people that work around work with me on things. We have someone that collects all those certificates and records of staff training. When we hire a new hire, whether it's a manager position or a terminal agent, they have to go through immediately training courses. Very specific ones line handling is the main one. Security is also a main one because each terminal agent a manager is acts as a facility security officer. And every agent is an assistant facility, security officer. So FSOs and ASOS, that's all my staff.
And they have to go through online training courses immediately upon recruitment so that they can be ready for that communications with the terminal is an absolutely everyday thing. I won't even just say five days a week, seven days. I, my position requires me to be available, you know, seven days a week, keep a great synergy between reservations and terminals. The reservations department obviously is not open at the weekends, but so when they shut down, I sort of act as a bit of a go between for the terminals themselves. If they've got anything specific that reservations could help them with usually terminal agents and managers, obviously their main parts of their positions are customer service, making reservations, using the cos re online reservation system, the loading on unloading of the vessels. They, they step as security staff. They are act as the screeners. They they're out there making sure all the cars and vehicles, whether it's a small car, a small boat, a big boat, an AML container truck, anything, anything that goes on to our vessels, they're out there making sure lined up, ready to safely and securely move onto the vessel.
When the arriving boats unloaded its car deck. If anything's getting off in that particular port, not only that though, they are basically, they just the every day upkeep of the terminals, they in the wintertime big part of it. And especially in the places like woodier, big time, snow plowing, making sure that people can get in out the parking lots and the, the staging areas and stuff like that, general maintenance and of the terminals, anything that needs fixing or anything they think needs fixing. They come to me. And then I obviously get in touch with reg Crowder and our maintenance guy, and we work together on making sure that those terminals are okay very well all the time. And everything's working in a good order, but the, what was I gonna say? Just let me go time sheet time, the time. So on the time sheet collector for the, the terminal managers, they're the time sheet collectors for their staff, but once they, once they've gathered all of those, they do come to me and then I am in charge of submitting those. I actually have a co one terminal manager in particular that helps me with that such a big job. I think there's about 85 staff altogether at our 13 man terminals. So it's a lot of time sheets on time sheet day. But so I do someone helping me in assist me with that and getting them submitted to payroll payroll in a timely manner.
But like I said, the main job for, for terminals is that using that reservation system, it's called Carre. It's, we've been using it for it's easy for me to remember. I've been working for MHS for nearly nine years. So we've been using the new re system for about eight, eight and a half years, cuz it's actually SU right after I took the position as with the AMHS they were moving over to the new system. So I, I can't compare it to the old one, but I'm very familiar with this new one, obviously. So it's yeah, like I said, I can't, so I do know that it has its issues, but generally speaking. And if you ask the people out there that use much more than I do. So for instance, terminal staff who seem, who are on it all day, basically they will tell you that a lot of them will tell you that it's it's a good system.
It had us being able to be sort of changed since we first started working with it to suit our needs. It was more of a, it was a Europe, it's a European company. And I think it was very geared to a very pop it's a very good system if you're going from a to B. So let's take what I mean by that is let's take this C I Seattle ferries that go from downtown Seattle to Bainbridge island. You just basically two stops on and off. It's a great, great system for that. But of course we do a to Z and every other letter in between some of our port, some of those long chain runs, we've got multiple legs. People can get on in once location, get off at another, then join it at the completely different one. And especially when it comes to commercials, traffic and stuff like that. So we did have some challenges at the beginning with that, but we've were it through those. And like I said, generally speaking, the reservation system does work for us really well. The only time that it becomes a challenge is when it comes to schedule changes and cancellations of vessels, which happens a lot. I'm sure you've heard that. I'm sure you're well aware of that.
Sometimes those changes route changes in particular, if we're rewriting a vessel, you know, cutting off and missing a couple of certain ports that we were scheduled to go to and nodding somewhere else. And in between then it does get a little bit more difficult and a little bit more time consuming. And when those things happen myself on the, I will mention reservations department team in a minute who helped me with this. It takes us a little longer to, to put that new schedule into the system, work with the terminal managers to start printing all their manifests and then for them to start calling all the affected traffic. So it does, those are, those are our biggest challenges with, with regards to the reservation system and schedules. I don't really have anything to do with the environmental component, but our managers, our terminal staff are required to take water samples on a regular basis, wastewater management and report that to our operations departments. We've just taken on a new environmental officer.
So we'll be working with that new environmental officer when, when they get settled in up until now, we've just been, they've just been sending them to Anthony car ops manager. So yeah, and the thing environmental as well, have I missed anything there with what they do on a daily basis or even longer just looking down my list there. I think I've covered everything from our 13 terminals. Of course we have, we also have a couple of locations that sort of cross that little line between what we call an unmanned location and a full AMHS location. And that is Bellingham. And luckily, again, coming up in the Fu in the very near future, we haven't been there for a long, long time and we're happy to be going back. And that's prince Rupert. Of course, there are two terminals that don't fall under AMHS. I don't have anything to do with the staffing, the training or, or anything like that.
But we do have contracts with down in Bellingham. It's actually the port of Bellingham and the port of Bellingham, as I'm sure some of you, all of, you know, is a, it's a pretty big operation. We just have one little location in that big terminal building. They have down there, but we have a team of people down there that I communicate with that part of my email lists. They're part of my contact lists. They, they get everything with regards to all the emails in regards to schedule staffing, all that sort of stuff. So they're a big part of it, but they, I don't manage them. There is a other managers that do that, but I do communicate with them on what seems on a daily basis at the moment. But, and then there's the smaller type one. Like the city of Phil, they have a little operation up there where they have, they have a couple of agents I think, working for them and they work very, very closely with the Homer terminal.
Obviously the closest location and the most of the traffic is be well, it is, it's just sold over to Homer all the time. Isn't it? So yeah, they have the city of Soldo provide the support for us up there. They have a couple of computers up there and they do ticketing. They have groups of line handlers and other things like that. So while I don't directly manage those lo types of locations, I do, they are included in all my communications and I work with them to make sure that they're doing, you know, following along with our policies and procedures AMHS is policy and procedures and, and everything is running smoothly as it would do at a normal am. Just terminal.
If you've got any questions about terminals, should we wait? And I'll just go quickly here onto the reservations department. It's kind of like a very terminal in the way that I describe. It sounds a bit funny, but like my team of people there, I have one person in particular that I supervise and, and then she in turn supervisors, a team of people underneath her, her name's Alison Cheeseman and her official title is reservation call center specialist, I think. And she manages that reservation building there seven mile in Juno, underneath her. She has 3 0 8, 4 S and sort of realm of duties is slipped evenly between them all handling cus one of them is in particular big on the customer service, but that person also deals with pilot observer, travel passes for ex-employees passes, you know, all, all sorts of stuff like that. And military travel. She deal us with that as well.
And she works the wait lists where we have lots of sailings that are sold out and we have active wait lists running. She manages that as well. That 1 0 8 4, the other 2 0 4 S are sort of specialized around schools, youth group travels, sports groups, all sorts of things, traveling agents. So there those 3 0 8 fours underneath Alison, they manage that those 3 0 8 fours are all supervisors, all part of the same bargaining units as myself and Alison and cause they supervise 3 0 8 twos underneath them. The six of them all together when fully staffed, we're just taking on a brand new person. Position's been open for a couple of weeks and we've got three applicants. And so we're working on getting the fifth position filled and we'll have one more left then. So 6 0 8 twos underneath those 3 0 8 4 S and those oh eight two S they're the phone agents, they're the customer service girls and boys, ladies and gentlemen.
They they're the ones that answering the calls all day for anyone that calls in onto the call center hotline, Alison apart from Allison Cheeseman, apart from supervising all that, that's her little world up there. She, the other main focus of her daily life is commercial. She is the com. She used to be called the commercial services manager, but it's sort of co when we sort of restructured everything a couple of years back, she's not pulled that anymore, but she has, she's almost on first name terms with nearly every single enterprise company, anything that uses us, commercially AML, lots of the different local communities, small stores and stuff like that, that put anything on there. She works very closely with he Parker over in gas Davis on a daily basis. Cause he has a number of trucks going for, from to, and from there all the time, big stuff too. She used to work and, and still does when carnival, you know, the Alaska carnival, they used to move around the, the state, I guess COVID kind of, sort of stop that sort of happening, but they do still move the occasional big piece of equipment around. So she's in charge of all that. Anything basically bigger than a, a small 13 foot car is, is sort of Allison's world.
Why haven't I heard from the terminals yet? Or is anyone working on it? We we're trying to do it as fast as we can. It has got a little better recently. We do feel sometimes that we do not let the, the public know in a timely, a timely manage. Do we feel like we're making reservations sometimes on itineraries vessels, boats, that we just know are not gonna happen because of, you know, and usually that's something that, so a vessels supposed to be coming out of the yard. And we usually the can OCO is a good example here. We've all know the issues that the can cot has had here getting outta the yard on time for a long time, we were still taking reservations and still holding people on reservations to there. When we knew very well, quite a few weeks prior to the date that we actually went public with it, that we were gonna have to cancel those.
So, you know, we find it terminal staff, reservation staff find it very difficult to try. And when people call the customers, call the people that have the reservations or want to make reservations. And they're big reservations too, especially when it comes to something like the can OT, it costs about, we had one particular reservation just recently, that was 20,000, just over $20,000. It was a, a gentleman and his family taking a trip up from Bellingham all the way up to woodier and a return journey as well. He was going up there for a vacation. He was taking his RV. He was taking a small vehicle. I think he was taking a small boat as well, but it was a pretty hefty reservation. And, you know, we sat on that and for a long time, knowing that it was gonna be canceled, but we had, you know, we couldn't do anything about it cause we were going public with it. And yeah, that's one of our major challenges, for sure. Like I said, our terminal staff are very, very, very, very good at what they do. That gentleman in particular still, he, he was okay. He was gonna drive the, the way all the way up to woodier, but he kept his reservation with his back down. So he still has a nine or $10,000 reservation with us coming back, back down from woodier to Bellingham, I think in about six or seven weeks or something. So yeah, Simon
Couple questions, if you don't mind. Thanks. Thanks Simon. Unless sure you guys do a great job, getting the information out as quick as you can and letting people know there's, there's no doubt about it. You don't often have much, much notice just real quickly as we're moving along here. We're we're a little on schedule. Just two quick things. I wanted to ask things. The board's been talking about number one, staffing for terminal and the reservations department just briefly, are you having same difficulties staffing for positions, terminals and reservations as the ships are?
You know what the, I mean, this is not and it's yes, we are. I, I will. I I'll cut to the chase, not so much at terminals. The, the reason for that though, is COVID, there's nothing to do with AMHS, you know, it's very difficult. Now, one of the first questions, anyone that calls or puts on an application form is applying for a job is if they've got the opportunity to work from home. And of course, if you're applying for a terminal position, that's absolutely impossible because you need to be there. The main part of the job is working with the customers, giving out tickets, screening vehicles, security duties, and tying up vessels on they come in and out. So not so much at terminals, but at the reservation call center. Yes, we are finding it a little more difficult right now because we, we don't our call center don't telework.
They yet, we still get that question. And I, I briefly mentioned earlier that we just, I think yesterday on Friday, we we're looking for two more agents, two more phone agents at the reservation call center. Alison Cheeseman's been out on a couple weeks vacation. She came back today when she timed it so that she would get those applicants information today when she returned and we've got three applicants, it's been open for three weeks and we've got three applicants now, 2018, 2019. If we put it that open for three weeks, we get 30 to 40 people plaque. And we've been, like I said, previously also we've been slightly understaffed at the, at the reservation call center. For that reason, it has become a lot more difficult because you know, we're not doing the teleworking. We're having them go in there. There's, you know, and it's a question they ask, you know, I, I, I think when they'd see these postings on workplace Alaska and they realize that they can't work from home, it's putting people off applying for it to be fair. But like I said, terminal's not so bad. We don't get as many people applying for business. It's not as bad as the reservations department.
Okay. Thanks. Thanks Simon. And then just also real briefly, you and your terminal fault managers, you, you hear directly the members of the public who are purchasing tickets, getting reservations, et cetera, and looking at prices. Can you, do you have a sense from what you've heard of the dynamic pricing changes in the last year, but you know that the system just went through a fair equalization over several years. Some there somes went down to try and get 'em equal. And then right after that same dynamic pricing, just in a nutshell, can you tell us what you've heard?
Well, I can tell you that the dynamic pricing is not a pop is not a popular thing. I, I, I, I get the concept. My background is in the cruise industry and actually the cruise industry uses kind of some of the same sort of things when it comes to their, their tour program. You know, so, you know, these ships that come in here, they, they, they went to the same sort of system. When I, when I worked on board, we went through that change where, you know, the tours were the same price across the board, but then they, they, they introduced that staircase pricing pricing into their tour program. So that basically if you left it too late to book on a tour that was pretty full, you were paying a, a, quite a considerable amount of more different, a lot more, a lot more expensive than that if you bought it really early.
So that caused a lot of problems and the same thing with us. Yes, we do hear a lot, the actual prices, the pricing, not so much, but definitely that staircase pricing, the staircase pricing. Actually, thank you for bringing this up, because that is another thing, which the reservation system, when, when it comes to Allison and I, and the terminals doing their rebooking of people. So if they've had to go in into a major schedule change and moving people from one vessel to another, we, we have to manually manipulate the price. So for instance, if someone's paid 500, say, say someone's paid $5,000 reservation, and we've had to cancel that reservation for either a mechanical issue or weather, and we have to move them to another vessel. The way the staircase pricing works is when we, when our terminal agents go, want to put them onto the new vessel, the price is significantly different.
Now it's either significantly less or significantly more depending on how full that new sailing has become with us, moving people on, on around. It's very, very difficult for 'em to do it's tire and consuming because they have to then go in and just manually adjust a price. I mean, why would we charge any, you know, especially if it's a mechanical issue, we can't charge someone $6,000 for their $5,000 reservations we just canceled. So it's, it's, that's difficult too, but yes, we do. Obviously we get people very concerned about the, the, the cost of travel on, on the vessels. Usually. I mean, there's a huge price difference between going from here to prince Rupert or going from here to, to Bellingham. So putting Rupert back on, that's gonna alleviate a lot of the, the complaints. So we're really excited about going back there for sure. But yes, we do more of the staircase pricing. That's where most of our complaints come from.
No. Do you, Part of the conversation we've had in past scheduling is trying to understand also how, How it last highway system advertises and goes out and sell the itself to increased ridership through the call center. And so far I haven't seen, I mean, do we have a program? Does the last green highway system have a program to try to increase ridership through I'll use advertising as to order for better lack of a better work?
Like I said, my name is Jerry ma and I'm a vessel construction manager with the Marine engineering group. And I'm here to embrace based, do a brief description of Marine engineering department. The Marine engineering manager was not able to be today and was the assistant Marine engineering manager. So therefore I'm filling in for them. So the Marine engineering department is composed of several smaller groups, one of their administrative support group, which is art in the back corner. And we also have a special project liaison, which is composed a group that is their specialty is they're actually responsible to building the new demeanor replacement vessel that be Greg Jennings. I believe you talked, you were having your discussion replace. Then there are vessel construction managers. There's actually two of us today. There's Phillips and myself, and we're primarily responsible for the larger capital projects that we do on the vessels. Then there are port engineers who are responsible for managing port engine, the vessel engineers, and a yearly annual overhaul projects for vessels that they are assigned to, to manage. And of course we have Reagan Crowder who is our facilities manager, and he is responsible for all of the AMHS shore based facilities, which, and includes all of the terminals, the Marine engineering warehouses, and all the way, basically from prince Rupert all the way through the ocean cage to Cody.
So the Marine engineering manager and the assistant Marine engineering manager based responsible for leading and conducting the oversight of all of the Marine engineering functions. They're responsible for leading and conducting analysis on performance measures, Marine engineering, establishing Marine engineering goals and objectives, maybe determinations, turning employees, coaching disciplining as necessary. Cuz unfortunately we like everybody. We have employees that don't always behave and they do research related to that and then work with human resources to come to a good resolution. And they coordinate the work of department employees and independently exercise, supervisory authority over the critical functions of each of our sections. Like I say, the primary, the PRI the Marine engineering manager is Cisco Flores. The assistant Marine engineering manager is Troy Cheryl. I apologize that they aren't able to be here, but there's Mr. Flores is out of state and same with Mr. Cheryl, the vessel construction managers serve as program managers or project managers for the major shipyard construction projects.
We, in that position find the scope of work, develop project costing established schedules, including work performance by in-house personnel and our private Marine consultants, such as Lawson. And basically for each of the individual projects that we're working on, we review and approve detailed scope of services for vessel renovations, refurbishments, and repower projects. We continuously monitor the project progress and contractor performance. We, we continually monitor financial expenditures and schedules primarily to anticipate problems and to formulate and implement solutions, to prevent project delay and cost overruns. We supervise the maintenance of, I got a question on there was it take the kennecot for example, come and laid out yards this time. And the thing, if, if they're managing all that, why'd she come out late?
I honestly, I honestly, I don't know the problems that that kennecot faced. I know that they ran into some problems with abs receiving abs approval at the last minute related the car doors that required this ship to, to do quite a bit of work for a couple days on the boat to get the water type requirements that were required for those doors. That's the one item I know about other items, quite honestly, sir. I don't know reasons, but I can find out if you perhaps Kevin, I can speak to it as well. Yeah, well, yes, Kevin, but yeah, but yeah, the, the delay at the end was the debate between our water tight and weather of vehicle doors. And after the assistance, the engineering, we were able to prove the abs they wrong, that they delayed us quite a few days with, well, I said to up and Sal earlier, but we played lost and quite a bit of money to manage the fleet position surveys. And it it's a lot of this, what you read in there and all the surprise projects we have, don't coincide what's actually happened.
I'm able to speak projects I'm working on. I don't know about some of these other, these other issues, but like I say, if there's specific questions, we be glad can find, find solutions or give a solution or question, answer your questions. So we supervise the maintenance of project records and prepare reports and connection with budget preparation, cost analysis, and regulatory body code compliance. The monitoring and control of projects involves a broad span of knowledge from project management to knowledge about Marine, electrical, mechanical and design and construction. The a lot of times we, we must anticipate problems, react, unexpected events, arrange compromise and solutions. And when these techniques are sufficiently, we sufficiently actively seek some sort of a dispute resolution. The vessel vessel construction managers typically keep upper management informed over project progress, including projects, including problems and issues that affect the outcome of the project. We do this primarily through currently we're having biweekly staff meetings. We discuss our project status in, we also do a weekly report, which is available to anybody. It's a public document. I don't believe it gets distributed to you from us. It may be getting distributed through other, other meeting to the, to the assignment. And then as problems come up, we often always have direct communications with our supervisors in addition, so that that's, that's how we manage our individual projects.
We're responsible for the review of consultant work products for technical completeness, thoroughness, accuracy, clarity description, constructability, and commercial viability in the shipyard construction marketplace. And we may also serve as consultant to other sections and prepare specialized technical studies for reports, for presentation in house public. We do that fairly frequently. I, the both of us, the two vessel construction managers that are in the department are Wayne Phillips and myself. We also have a port engineering positions, primarily they answer to the assistant Marine engineering manager for Cheryl the hierarchy today. These individuals supervise signed vessel port in chief engineers through policy and procedure guidance. The department does have engineering standards that are followed and engineers on board. The ships are expected to follow those procedures and it's the port engineers responsibility to make sure they do okay. They do coaching grievance adjudication. And unfortunately, again, discipline, if, if it's necessary court engineers coordinate the engineering operations for assign their assign DH vessels.
This includes working directly and through the Marine engineering department staff to plan budget and operational scheduling operationally schedule and accomplish the ongoing maintenance and repair of mechanical systems, supervising vessel, chief engineers, and coordinating with other AMHS management staff to maintain maximum operational readiness within the AMHS. They are responsible for the annual overall planning, which includes scheduling of dry docking services, annual dry docking, R F E negotiate development of contract specifications and workflow of doc documentation, utilizing software that's in the department. They perform data collection and they're the primary company liaison with vendors contracted by the state and with ship yards for state funded capital improvement projects. The generally the appeal overhaul projects are all state funded and they come. So they're not typically a part of federally funded projects, unless there's, we will, we will roll that work into a federally project and projects up.
So, but even then report engineers are involved with that portion of the federal work cause it's state fund their territory. They support the vessel engineering section for all procurement require. While the vessel is in operation, they prepare repair plans and provide technical assistance and communications. And for all intent, for all potential impacts that fleet that operate the fleet operations from fleet operations, to management, the process, a process data put through maintenance management systems that are in place within our system. And they manage the shore side spare parts inventory for each vessel. The two engineers that we have currently on our staff are comp Terry and William GA department also has a facilities manager. That person is Reagan Crowder, and he plans and supervises the maintenance and operation and preservation of state buildings, building related assets and auxiliary facilities in Alaska all the way from Southeast Alaska bridge river, all the way through to south central hold on this department protects the state's capital investment buildings and mooring facilities by providing a program of regular maintenance and keep the buildings and mooring facilities operating highly level of efficiency.
He manages a team of RO maintenance personnel in multiple geographical locations. And as part of the maintenance part of the MHS maintenance engineering group, they provide an efficient and effective program of regular maintenance, asset management and facilities operations. The facilities manager is responsible for overall direction and supervision of AMHS facilities, maintenance and operations functions. This include state five state owned buildings and mooring facilities, which total about 124,000 square feet supervises the AMHS shoreside facilities, maintenance staff, which currently consists of a maintenance lead and three labor trade crafts, maintenance personnel, and two stop and part service personnel. One is located in Ketchikan and one who is located in Bellingham. So he develops and coordinates the facilities capital improvement program and deferred maintenance program for all shore side facilities and Mo structures maintain a current and accurate, excuse me, burden maintenance and capital improvement plan needs list for the AMHS state on buildings. And he evaluates and prioritizes the needs within those AMHS facilities. Again, that person is ready crowded.
The AMHS special project liaison who you've already met is Greg Jennings. The special, this position is, is a new position within the department and it primarily focused on managing new build construction projects as such the current project in that department is the replacement vessel. This allows him to be focused with all the stakeholders throughout the D OT and broader state of Alaska government consultants and contractors and the public in the interest of efficient management of these key you large scale efforts.
Like I said, currently, the position is focused on the management of the demeanor replacement vessel project, and which will ultimately resolve in delivering a new abs class vessel to operate. Primarily the service group will be Homer and Kodiak and through the Ellucian chain. So the position is responsible for all technical and budgetary schedule issues related to those projects ensures timely review of all deliverables from consultants and contractors is responsible for ensuring projects are fully compliant with the state and federal requirements from design through construction. This will include by America requirements for federally funded projects provides reporting on progress project progress to the Marine engineering manager and the operations manager, as well as broader department management during design his efforts pro provide guidance to the consultants and contractors on AMH S's operational needs and requirements for regulatory compliance. During construction, his efforts will switch to providing full-time onsite project management through construction process progress. And then once the work is completed, he will be responsible for post delivery warrant. And last but not least, we have our administrative support division, which is currently composed of two people, Barbara Henry in the back corner and Chris Blaine, and they provide administrative engineering support to all of our departments. And
Through the chair, Jerry, what's your take, I mean, we've heard from guy follow me, but your opinion on how you staffed up down there. Well, we we're understaffed. Are you feeling a lot of strain from your point of view? We are. Okay. I, I believe that's, I'm, I'm certainly feeling it and I believe Wayne Phillips is certainly, and I would say that as Cisco, as a result, Cisco, or probably feeling it, yes, we believe that we're understaffed, we're working for tremend hours.
Nice. If we could find, you know, a couple more vessel stretch managers to relieve us from some of that workload, I know we're working on that. I know, I know you action teams. I think we've, we've been trying, but a while. Yeah. I know positions, we, maybe the port engineer through the hall thing can be a good port. Engineers, I believe are also suffering from that. Mr. G is, is working tremendous hours on almost all of the vessels that we're able to share some of that work with him and Mr. But they're your choice captain, I guess, I guess where I'm going, you know,
I don't know historically where, you know, things, you know, like this kind the way, is there anything there that you can see is cause of not having the oversight, maybe you need on all of your state overhauls on any federal project. Are you feeling like things are starting to slip or is everything running like clock? And you know, you see where I'm going. This is happening throughout the whole system. I mean, throughout POC, we're on the verge of breaking in a lot of different areas and trying to shore that up is critical. And I guess I just want That right. Is that fair? Well, I think that's fair. I think that, you know, because because of our short staff probably don't have enough time to put the detail to predict some of the things that had happened to us. Nobody expected a door issue come up all you. And So I, I don't there's, I don't know if there's a good question for that, but I believe that that say that the people that are here now are doing that best, but I think it would be nice if
Easier. Some of the occurrences Follow up real quick is Greg. I thought he was specific to TRV, but now I see he's kind of got a broader role. Can he see on the state side as well on the overhaul side, can he help you in that regard at all? Well, I think that would really be what right now he's currently assigned to that he is not position. He is not position. He used to be the assistant re-engineering manager. So he's quite familiar with the work that the port engineers do. So could he help possibly, but I don't think the, That that would be a question. I think you'd have to ask Mr. Well, the two uses were damaged in this recent dry dock with your, what the yard. Can you elaborate on that? And what the plans, I believe the damage was repair, but they were damaged during dry hockey. And that was my understanding that the scans were repaired Or maybe the plan is to fix the next time it comes out of the water, but I believe that they were prepared, sir. Okay. I will find out for sure. Okay. Other questions. Awesome.
How does it look for the personnel for retirement coming up for retirement? I am extending my retirement through the completion of this project because I, sir It have quite bonus quite honestly, on this last question project, I'm relying on my consultant for quite a bit of, of assistance. They, they help with preparation of our weekly photographing documenting things that are going on, especially in bio America, seal issues required deal, federal dollar inspections, they form inspections for me. And without some of that assistance, I wouldn't probably be able to get done as well was balance here and there. So that, that may potentially be an option for,
We need to remember that speak up. Be clearly. Cause I, I, I had a question just briefly. Doto in the last couple of years, two to four years, there's just some kind of a drain from engineering. Cause it's been retirement as it been going to different jobs for the private sector or is it just extra work coming on? That would just need, you need more people there, something you can
Kind of point. Well, possibly there was one exception. There was one retirement that, that hurt, but that was, that was a few years ago. The, I think the primary problems, we have not been able to get people that are really interested in, in doing this work in catch can want for the salary we're willing to pay. Quite honestly, there's there's of, it's funny, you know, we is pretty close, like, and you know, these guys are professional engineers, Jerry's a PE you know, port engineers, they, they, they come with some, some pretty high qualifications and we're feeling we can't match what the ship you to pay in the private sectors paying. We lost a young fellow body year ago. He had been with us a year or so. He was a maple architect, young fellow and left for one of the shipyards, I think in Everett do project management for, for more money, you know? And so that's why we're kind of looking at potentially, you know, letting port engineers work work from all it might be, we might be better off working retired military types that have, you know, a background in engineering that already have a pension that maybe wanna work from home and might all, you know, finding something like that.
Cisco and I think it, it tends to be a, you know, money thing. You know, the port engineers, the make of the port engineers, two of them are state employees to our me a few years back, we switched and got an agreement with the unions where as, as port engineers left, they would become SEO, supervisory employees. It's a lot less money than what MEbA engineers would make in the office looking at maybe reversing that the, the way we used to do it. And me engineers actually office because we pay more than arrange 21 SU supervisor. So I looking at that, you know, maybe they want to try to drive that way to create more money for the board engineers. Like we say, Jerry's of ECM. We only have two of which I three and we have two, four S of I two. So some of the difficulties we had is winter. There is, we just got, we got over run. There's a lot that goes making ship to one of the shipyards, a lot parts of base. So many engineers and cabals was shorthanded. Most the winner too. We was slowly gaining that back. The administrative end of things. We're at a hundred percent, so it's okay. Administrative case. He's getting his people back engineers, but we're really struggling and we gotta do something. And so we're trying to think of some different ideas.
It has she didn't. Yeah. Talking about different. I'm not talking about, I'm talking about the, no, we really haven't done that all. Any is, you know, you'd be surprised how quick you guys tie up a ship. You you'd probably be surprised. They're pretty good at it. They're pretty quick. And, and does that really pay, well, I don't know. They're pretty quick. It's new technology and, and you're talking about revamping docks, changing, changing how the docks are built for that. So it's something to look into, but that's definitely new technology. Like the infrastructure costs to go down that road's time to anything or going off road and stuff like that. Yeah. So I see Mr. Wheelers here so well, there's nothing left side. You guys three a working time. I have no we're right on schedule. Matter of fact, we're just finishing up with Jerry and your net. So no worries. Nice try though. Thank you, Jerry. Okay. Thank you. Sharing. And I will get back to you with answers. I know I'm okay.
Sure. It, no, I that, okay guys. Get back on schedule. We're ahead. Okay. This is out. I will got it. I was right on no Kodiak. Have a copy. That's let's go. Just start. Might need a cool. Hi everyone. Did Jerry stand up? I'll preface with that. Well then I'll let him set. The president Bergen Wheeler, general manager for the catch. Can shipyard a little bit about me. I've been here since birth and ke can. I've been at the shipyard 12 years actually worked for the fine women and men at Alaska and highway system for one summer and then went ForSight and I've been working on the boat since, so yeah, born and bread, local Southeast the Alaska. So I was asked to give a, a brief present presentation about the shipyard, about what we have here about vigor as a whole. It's gonna be the pre the beginning of my presentation that I put together well with the help of the other folks at our, at our organization.
So vigor also is into heavy complex fabrication, which is bridges, dams locks, nuclear mental silos were the only contractor in the country that is permitted, licensed and allowed to refurbish the nuclear silos. So we have people up in port really depending on when the grounds got out enough to actually work on those different types of silos and fully refurbish them. Also, we do that type of work in Montana and other areas around the nation where it's required and needed. Next slide up on the screen, you'll see some bridgework. So down the bottom corner with the blue on it, that one is from the Oakland paper bridge. I you've actually been out there the, the Oakland bay area. So that's the new section, new bridge that's obviously in place right now and working out well. I've also built bridges for areas in New Jersey and, and then a couple other places.
So, you know, wide variety of areas that bigger as a whole encompasses. Next slide. Next one is aerospace also, does we do a bunch of work there? I'm gonna kind of just gloss over these a little bit so we can get more into some meat of what you guys just to talk about. Of course. And slide B is the, we do a lot of hydro work, also blocks dams, like I already touched on, but we built all the spill gates for the bond dam and we do a lot of different hydro projects as well. So we have, you know, various finite tolerances and work. One more slide about just business units, nuclear do a lot of nuclear work. We build modular setups for nuclear power plants, reclamation, waste storage. And so a lot of other really finite and highly specific type of work. Next slide, please do a lot of industrial coating.
So we do a lot of coatings obviously on the last Marine highway system vessels, as they're up in here in Marine repair VI as a whole also has made huge capital investments in the last year and year before with fully autonomous robotic hydro ultra high water pressure coat removal, equip pieces of equipment. Basically imagine a, a small lift that can just go along with a single operator and just move all the paint from a vessel, an extremely efficient amount of time. We use those more along the lines for cruise ships. When you have the massive amount of square footage that has to be ripped off and then put back on, they can be obviously utilized on these vessels as well. It's just, it, it's all about timing and sequencing and how much work you want to put into them. Next slide, please touch base on machining. We have extremely complex machine shops. One of the most advanced on the west coast, which used to be Oregon iron works, which is also purchased by vigor and then brought into the corporate portfolio. So it allows us a larger breadth and width of different areas that can be tackled on projects to be able to reach out to those.
So just put in a couple hundred thousand dollars system perspectively on each dry dock. So that way we, you know, it, it protects the customers, the, the workforce, and obviously the investment of those dry docks. So large capital upgrades there, you know, maintenance and capital improvements allow VI to retain core workforce employees and still build, build on the work reports that we have here. Notable also is throughout the pandemic, we didn't seek any federal aid. So, you know, we didn't lay any people off jobs were stable throughout that time. I know there's a lot of things that were, you know, were going on among the country. We're all very well aware. And that was just really, you know, it's a, it's a, it's a good point, the benefit of the shipyard. And obviously last from highway system that we were still able to service the ferry, service, our other customer bases and maintain through those times. Yeah, next slide.
So in 2 20 22, our expectations challenges for the shipyard here, we've got significant growth in projects over preceding year, obviously, as you're all aware with the, the money that's out there right now with the infrastructure package, with the there's a lot of activation of projects that Alaska highway system has been wanting to activate for quite a while. I, the cruise quarters with a Hubbard, we just received a letter of intent to award for the LA federal coatings preservation package. So that's the summer, our work cycle here in the shipyard. It mirrors our, our partner Alaska highway systems. So in our, in, in the summer, we're usually more slow in the winter. We're just going like gangbusters because it's, you know, all the vessels are trying to get in, get maintenance and get back out to serve the community. So that Latia package is very beneficial for our workforce.
Cause we usually have a slower time, which is when we do our maintenance repair. It works out for the facility as a whole, but always having active jobs that are not just maintenance. It definitely allows us to expand and increase our, our work workforce workplace. So we'll have higher, more consistent staffing levels. You know, there are some workforce staffing challenges driven by local and, you know, national dynamics, which I know Alaska and high is dealing with the same staffing shortages and challenges as is everyone in the entire country right now. So, you know, we have those, those areas of expertise that are, you know, like, like painting, not many people want to come to Southeast Alaska become a painter. I don't know why it's just such beautiful weather outside all the time, but you know, the proverbial banging the head against the table or wall does every once in a while, resurface, you know, machinists, there's a lot of specialty tree that, that industry as a whole, hasn't pushed towards as much in these last five to 10 years.
And then even coupled on top of that with the, the labor and staffing shortages that the nation is facing is also difficult along those lines. You know, the age old material procurement and, you know, and vendor availability right now with, as COVID is receiving thankfully, but still now materials and everything else with the current, you know, global economy and all situations that are going around around on around the planet are creating a lot of contractor material lead times and, and deficits and availability increase cost and time, of course, another challenge. And this, this is kind of a yearly challenge and I'm sure we'll touch on this more is, you know, it's just discovery and growth on projects. So you have a, a vessel that comes in and it has a certain outlined plan of, of work that needs to be performed on it. And that plan doubles or triples within the same timeframe of when the vessel is supposed to be going back out on to revenue or, you know, sailing schedules. And this creates an extremely large challenge for any, any business. And so that, you know, it's always based lapse and it change changes, creates a, a lot of unplanned work and then, you know, extensions or cost. And so those are always that one, even though it says 2022, the constant one in Marine ship repair, and don't, don't think it's only last three highway system, it's it, it, you know, it's a constant chat. Next slide, please.
Shipyard updates, hub proceed is proceeding as planned and is on schedule. You know, hopefully the TAs and cruise quarters gets activated. I know that everyone has different opinions and different mixed agenda items on that. And that's perfectly fine just for craft tax of it, you know, allowing bigger to compete on that. If it is access is, is a great opportunity for the local workforce, the people that are living here in kin and working on these vessels, and also it allows to continue momentum from one vessel to the next same thing that happened with the ATF bill, going from the hover to the TA into the hub, excuse me, allows for continuity in workforce and continuity in, in developing on the vessels. Like I mentioned earlier, we have the letter of intent on the Latia preservation package, which is, you know, provides strong summer work and also provides a good turn of work for that vessel.
Latia being such a short day runner between here in met LA Kelo and comes in in January, typically on its annual timeframe and has about two weeks for those of you own a boat, two weeks is not enough time to blast and paint the entire hall on a shift. So it, you know, putting it in the summer schedule also allows for a little bit longer time period. And, you know, hopefully we'll get good preservation on that and get the vessel out sailing again, IIA is very distant and steady workforce on that one on that lay, we expect to maintain approximately 110 workforce average throughout the year, which is up from 2021. Our average in 2021 is approximately just a bit over 80. So that was kind of a, a slow year soft year with all the ramifications and everything that happened. COVID through all the different revenue streams and economic drivers.
So that's a very positive note here and in ke can. And of course, Southeast as, as, as a total, just because we're hiring. So I just wanted to throw this last plug in there and I know AMHS is also hiring. So of course that is not, not competing in any way, shape or form John, but, you know, welcome for any workers our way as well. You know, if anybody wants to get tired of sailing on those beautiful boats, you know, feel free to, you know, throwing a well hood and come on down. So always, always happy to try people start from the ground up here. So obviously we can hire in from a higher positions, but myself coming in as a machinist and working my way up through being a machinery lead machinery, supervisor, superintendent, project manager, and now general manager, bigger, doesn't shy away from promoting within and also pushing as much training as you're willing to invest hours of your what's actually learning on it. So, yeah, there's plenty of opportunity there.
You know, I just wanna summarize up with noting that our culture and, you know, the people embody our name is, you know, vigor, obviously a definition behind me, capacity for natural growth and survival, strong stealing and enthusiasm or intensity physical or mental strength, energy, or force all those come into play when working in the industry and environment that we, that we constantly call our sandbox and, and work in. So next slide please. So vigor is a values driven company blank on that one. So bigger as a value driven company, our four values are truth, responsibility, evolution, and love. So truth is to teach your truth, to own it, to be respectful and, you know, and be able to actually have a, you know, proper dialogue with people, but, you know, teach this to our entry level employees to actually stand up for the, that, you know, what they, what they feel is right and speak in a respectful way, whether it's to a customer for a productive dialogue or to their coworker or supervisor, however, or the next person in line that's learning from them responsibility is, is, you know, played straight into that as well.
You know, owning it when you see it acts on what we know is right. Evolution, constantly seeking to evolve, not, not accepting the status quo and stagnating, and then love, you know, that one is hard for some people to swallow when you walk industrial shipyard and they're like, yeah, well, love is your value. And you, you get this gr response, especially people used to be loggers here, but it, it, you know, and you can take it, you want, but it it's being able to love my neighbor, love my sister, love my brother, you know, being all in it for camaraderie and actually, you know, pushing for the same agenda and goal, which is for everyone to go home and safety at the end of the day and caring about them. So we, you know, we share the common goal of providing world class industrial maritime services and to service, you know, products and customers that we have.
And then the final slide is just the bigger picture. You know, I'm really honored to be able to host you guys today. You know, I, you know, I'm, I'm glad that forward is it existence. And I feel it has a lot of benefits to the system, potentially thank you for your ongoing support of the catch and shipyard. I know that your guys' purview is obviously a last Marine highway system, but coming from me that directly affects me and every single other person here who works on these vessels. So we're intimately tied into the, you know, determinations and decisions that are made, of course, this table higher and, you know, and along the lines. So, you know, I hope the last, my highway systems here serving lasting know until my grandkids are writing on those books. So that's basically what I threw together and promptly, and that's why it wasn't in your packet.
And so I, sorry about that. I kind of pulled it in a couple of different areas. So what kind of you guys have for me, what do you think your biggest challenge is completing Marine highway annual contract in the timely fashion that there's scheduled for? Biggest challenge is growth is having a defined repair scope and then changing and, and expanding. I mean, when you and I worked on the, the Matt news, when the vessel was here, I was the project manager for that one. And, and the, the gal steel kept growing, kept expanding further. So there are engineering firms, and I know we've discussed this the four that can do material condition surveys with the vessels. And I know that I ask me in highway system engineering takes this as one of their, their, their agenda items and they do perform this, but it's just, it's of course you can always do more, right.
That that's, that's also, the issue is how much do you find on these ships when they're out sailing? And then all of a sudden, you're, you're stuck, tied up to a dock somewhere. So, so having most defined package possible that way I can tell you when the vote comes in, whether you can have this done in 30 days, days or 90 days, opposed to we're leaving the shipyard in 10 days, and now we need to fix something that wasn't known to be fixed or even needing fixed is the biggest challenge with pleading within the performance period that we signed. And then I guess to have fun conversations with Mr. FVI and, and others, to make sure that we've can meet those timeframes, or at least try by all Mike to get there
Think of it this way. ADA owns everything that is bolted or foundation at the foundation, bigger owns the contracts, the rolling stock, the, so the cranes, the forklift, the, the tools, the, you know, obviously the employment for the people is their purview. If vigor and ADA, if ADA was to bring in a different organization or for some unknown, or for some reason, and the Alaska industrial board decided to say, Hey, vigor, we're gonna break this, this contract that's here putting and cleaning enough. That's even it, the situation buildings would still be here. The dry docks would still be here. The peers, the, you know, all the services and facilities would still be here. It would just, everything would be empty. So it'd be just like walking into a fresh warehouse. If you were FedEx and needing to, you know, create a, a shipping business from that kind of paint, a pretty simply
Thank you. How's your workforce, as far as, I mean, you're hiring, we're hiring. Are you guys on the brink of floating here in ke can or are you feeling comfortable? I mean, where are you at? Like we just keep bringing work here. Is it, I mean, is there a breaking point or I have 26 or 27 transient workers today? So that's another benefit of the breadth figure I have. We have, not me obviously, but on the hover behind me, there is six pipe fitters or from Portland. Two are from Seattle. I'll have a, a night shift steel crew that's in Portland. So, so I wouldn't say we're near anywhere near the brink from floating. I wanna employ Alaskans. I wanna employ people who are down the street or up in Anchorage or wherever within the state in geographic region, but we have the availability to bring in additional labor from outside. So I'll continue to hire if there's one single transient worker in the ship road, I'll have a job wreck open for somebody who might be out there on the street wanting that job. If you guys keep bringing work, we'll keep staffing in.
That is a difficult process. I just relocated an electrician from the Seattle already wanted to come up here and he asked and I said, you know, I'm fine with it to deal with it on your, and of course there's no, you know, muddying between houses, if you would, you know, to say that housing in catch scan is an extremely difficult situation, whether it's for new people coming in or people who are living here and, and leaving. So it's whether it's room sharing or depending on the family size, we have a new facility to my manager and dog master who's coming in on the mat next week. First time in catch campus size one time I flew him up here for the, for the interview and he found a place to rent, but it took a while. You know, I have another new project manager up here. That's found a place to rent. Didn't find a home that was, you know, within his, what he wanted to for gear on the, you know, the workforce side, the, the hotels love it in the winter. When we bring up labor as my place or the landing or the other organizations, whether it's Cape box or any of the hotels in town. I mean, it, it adds benefit to them. Of course, when it might be a little bit slower, but you know, it, it it's really just, I don't have a, a single answer for that one.
You have the capability of building the demeanor replacement vessel here. Think how the demeanor replaces the vessels and active federal solicitation don't really want to discuss too much the intimate details about that solicit just by guidelines and purview. But this shipyard was built and designed for the 2 35. This building that's dried off that slab. We stretched that envelope build the ACF. 2 35 is being the Le and the Aurora, right? And then the ACF being two 80, they overhang that dock. It's at the very maximum limit of a tonnage. And this testy two is projected to be 400 plus long tons of displacement and 330 feet. So if you take map to mat numbers to numbers, you know, it, it, the capability of building that in this shipyard will, would be a very daunting task of having to take over the entire shipyard to build one boat. And it would plant all other work and boat dry off. So there would be no other room for any, you have other ship, right? There are other, yes,
We were talking about vision earlier with that. And what, you know, you, you're a catch can guy, what what's, what's your vision? What do you see with some of the limitations on size here for, for vessel that you can use and, and really getting into some of the vessel work, maybe in that fisheries issues, vessels tend to go down to Seattle for work and keep care. What, what do you see kind of turning bigger into something that's got some real like sustainability.
So speaking of, you know, more vessels in size for Alaska highway system, exactly the sustainability of, of any size of the vessels, whether it be, you know, a four 18 Columbia build or a one three build, you know, those, those can all be accommodated here. Dry one is maxed out with the Columbian kennecot, kennecot a little bit powder pick just because the systems inside of it, but those those vessels. I mean, that's what that brought up with Bob that side. Speaking of the fishing vessels Southeast Alaska, doesn't have a lot of over the winter mortgage for factory trollers processors. That's why they go down to the stairs in Seattle and Puget sound in general area. I know when we met with the, the appointed commissioners, Sandy and some other local three leaders in the proceeding week, we talked about potential infrastructure. And one of the things that, you know, brought up is electrification of the ke can here, there's a lot of docs in catch can that are empty all winter long, you know, and Mor and all that, of course be handled by the city of ke can and whatever race they there, not with them apply.
And, and, you know, that would have to be a very, a very shiny lure to pull people away from the docks and the services and everything that they have done in ke can. So what, what vision do I have for the ke can shipyard right now? We're going well, very strong servicing, obviously the fleet as designed and as is being implemented, we service the local plug and bar companies as well. This shipyard is geographically positioned between here and there. I mean, the Ken can shipyard is, is, you know, it's a long way from Seattle. It's a long way from cook inlet and the Gulf that, that creates a, an impas because Alaska or Alaska main, that goes by with a barge and a tug full of, you know, con we're not gonna stop here and offload all their wears, just get services before they can keep, you know, going north or obviously in reverse regards.
So we have definitely a great facility, great workforce, extremely skilled individual, and the work based itself. It it's pretty pretty status. You know, it, it, it's pretty consistent with, with how it, how it has been over the last 20 odd years. Growing beyond that, you know, we look further into oil and gas. I met with, you know, a couple different LNG companies or less, we, we were talking about potential pipelines in, you know, drop modular buildings out of BC. You know, there's always those, those jobs that we go after and pursue, you know, but of course that depends on traction in their own perspective, you know, courts, whether it's meeting with, you know, mining officials out hailing sites and set up. So however, you know, continuously chasing all those ones, but also to work on our bread and butter, which is rusty boats that, you know, need work my vision. I have another 35 years and I plan to be at this facility, maintaining it and working on everything that comes in
Say you're gonna work another 35 years approximately. What's that put your career at? Put me around seventies. No, but your total career here, I just in general started working on 12. So that's got a minute 70 that would just be going with preceding people. Who've so far stepped outta here. I mean, that's usually seems be going right when they, they finally pull themselves away and it's not because there's not people to take over the position it's just invested. Yeah. We have long tenure here in management and in employee base really. I mean it, 10 to 20 years is, is basical people liking like the shipyard?
Or sometimes too, not as much as you used to, they stay in those areas like per say ABEC or, or go north. If there there's also, you know, good paying jobs and allure in other areas that are more geographically positioned for them to go home and do the, or families. Exactly. Opposed to moving to a rock and Southeast, which once they come here, they love it. Sometimes as long as they can winter, they take winter. But we do see somewhat of that. We just brought in a new apprentice on the Hubbard from the, the local campus, all the not ABEX. But yeah, so we, we worked with the local college is I'm on the Kek campus advisory board. I'm also on the chamber of commerce board. I'm also on the Cton killer oil board, but yeah, we work with all the local educational bases. We have another apprentice just started from Kek Indian community. K I, so we work with the, those local ones, our contacts that I have with are out say ABEC and steward or other educational bases around the Southeast and the state, you know, keep an ear out and, and, and always, you know, work without anybody who wants to come here, entry,
Well, from four to five, it has been announced internally that members will be at Columbia. So there's any discussion that people may wanna have to communicate with you or ask questions or should like people there. So I think if we could target being there at about four, that would be respectful, but knowing
I, I think bracelet, we can shortly and then kids in lost, but that is not what I expected. Honestly, I expected more of a, you know, a business plan for visitors and tourists, but the fact that it can be a little bit of that, but also providing a place for on hand train on one, the actual that I to certification classes. They're yeah, that's, that's really neat. And I also really like the idea of, you know, we talk about help, look, you know, what whole work on the system, but it's also the people who grew up with the system here in this area. And Pauline wrote mal have, you know, right. Story says to be able to see it still there proud that that's great. You,
And it is it's. It was the first mainline vessel in Alaska, January 23rd, 1963 it's first stop catch can right here. And so to me, it's appropriate that that's where it's home is as well. And it really, I know, just talking when I was a kid growing up, my dad was in the legislature in the early sixties and, and was a, a big advocate for the Alaska Marine highway system since he came from and would talk about it. And you know, around our dinner table, we'd talk politics and we talk business and, and I could just remember him talking about the Alaska Marine highway system and how it really changed the lives of people in Southeast, that there was a sense of isolation and that this really started to bring that down and pull people together in Southeast, in, in a more cohesive manner. And it was, it was an important milestone for people in, in Southeast. So I, I think we need to preserve that and, and then share that with other people around the state too. Cause so many people in my home of Fairbank, they don't know the story of the brain highway system or people in Anchorage or other areas. And, and we need to be able to share.
I'm glad that she's, are there any questions for John Ken? Oh, go ahead. And your plan, have it in the water or out of the water in the water. And we wanna keep the system, it's got an active cat protection system to keep that going continuous, you know, to reserve the hu we'll have to dry dock probably right at this facility over time. But I think she sounds, there's reasons that it couldn't be back put back into service without tremendous amount of expense, but in terms of the soundness for being fixed to park in the water floating, I think they are, are realistic. And it's, there are speaking to the point about business. You know, these, it's not gonna be free to do this. It's gonna cost us a lot of money as the state probably knows right now it's cost us a lot of money to have it city there.
And so we do have ideas about how we're gonna generate revenue about that as well. That took me for that, but it, it really is. It's it's in our heart for the spoke family and ourselves to be able to reserve that vessel and funda part for the community to enjoy share John, what's the timeline on the project? Well, we gotta, you know, not putting the cart in front of the horse. We have to negotiate with the state and come to an agreement and get all the necessary documents in place and actually make the transfer. So I don't know if you can tell me when that's gonna happen, then I can tell you, you know, when our plan for advance, it's difficult now because we're right in the midst of the season. So there's a tremendous amount going on that occupies my attention and our partner's attention. But I would say realistically by next season, we could have that all up and running. Okay. And we hope to with the captain FAL and his staff and terms of museum, museum aspect helped start to gather that memorabilia and those things together really put something together.
Okay. Thank you. So I'm my name's Gregory Jennings. I'm the, the project manager for the testimony replacement vessel project newly brought on in March. And I just gotta say, it's a pleasure to be here. Part of the AMHS team and part of bringing this much needed vessel to reality. It's a passion of mine to see the TRV be built. I was with the Alaska Marine highways previously, and I spent a lot of time working with the TuiNa as report engineer. And then again, as the assistant Marine engineering manager, and it's, it's a wonderful, a wonderful crew. And she services some amazing communities that truly do need a new piece of equipment to service them into the future. The presentation that Dave is about to give you is really highlighting what her capabilities are gonna be and how they differ from what the TuiNa provide today and what the kennecot provides as two touchstone vessels that are similar.
The TRV is not a TuiNa and it is not a kennecot. It is something in between the two, in many respects, it provides a lot more capability than the TuiNa while trying to fit everywhere. She goes and believe we have made that happen. We are currently in a design phase with this vessel and we are looking for input and comments from this board, from our internal advisory board and from the public throughout this process, as we engage with the shipyard to finish this design, just so I'm sure everybody here knows, but RFP on the shipyard contractor support portion of that design effort is due back to the state on the 26th. So we're looking to get a shipyard aboard to help us build this thing and to design it at this point. I'd love to turn it over to Dave so he can go through the presentation. Just wanted to say that I am always available for questions in comments. I wanna engage that's. My job is to communicate, engage about this project and make sure we have all the information to drive its success. Dave, go ahead.
Okay. Thank you. Can everybody hear me fine? Yeah. Okay. If I start getting too soft, just throw something at me or, or speak out. So you can just go to the next slide. Yeah. So what as Greg alluded to, I'm just here to talk about the technical details of the ship. As the design exists today, we look at the overall size vehicle to the vehicle Handl discussion about elevator elevator speed earlier, just a few minutes ago, we'll have to talk about passenger capacity and services through size chips, structure, and systems and regulatory considerations. That that least, I know one of your members here might be interested maybe, maybe more than one looking ATPA okay. And then we'll do a deck by deck comparison of the TuiNa and the tus replacement vessel. I ask you to keep in mind that design is under development for the tu vessel. These plants are not finalized yet. This was that they looked on Thursday night when I went home from my office there two days were fine today than they were Thursday night. So things are going to change.
So just, you know, Greg and we're working through Greg and, and the different advisory boards and things in incorporating feedback. So next slide. So first of all, overall size, Greg said, we're kind of between the testimony and the Kenny. So as you see there, we did a little silhouette of the three ships I'm color blind. I have no idea what color SOS are, probably something blue related Justine in the foreground, Sesame replacement vessel and intermediate and Kenny got in the background. These existing Justine is just a little bit under 300 feet. We're gonna be about 330 feet where it really starts to, to differentiate in E and down TuiNa is 59 feet. Pretty narrow. Kenny co is 85 feet. We're gonna be 74 feet with a replacement vessel.
The, I heard some discussion before lunch about wanting additional beam on the ship. Beam is old mechanic cotton, and this vessel are very beamy for how long they are. They're gonna be very non slippery Joey say in the water, they they're gonna throw a lot of fuel. If they get wider, they're gonna easiest way to explain. And like, you know, you watch ASCAR. They line of cars. First guy is, is breaking the wind and everybody's riding for free ships are the same way with a lot for biscuits, substance, and air being water. The cross section, you want as much weight as existing section, as you possibly can, limited to 330 feet to get into Kodiak into the existing dock. Kodiak 74 feet is, is pretty beamy for this boat.
Thank you. So I know that was kind of quick. I didn't wanna spend a lot of time and take up a lot of your guys' time on everything I figured about, but I did want you weld to know, know that bigger has a very robust portfolio of different areas and that that experience can be gleaned from that people can be asked questions about, or you know, knowledge bases can be, can be leveraged to, you know, the maximized effort that is available. So, you know, here on the kitchen can ship yards, you guys can see in the slide behind you in 2020 or 2012, VIG purchased the Alaska ship and dry dock, which used to be owned by Randy Johnson. We entered into the catch stand ship yard, the long term operating agreement with ADA, which is the Alaska industrial export and development authority. So ADA and the state of Alaska owns these fine buildings and this land and premise and then vigor or proceeding ranch Johnson before that was COE before that actually was E O T for a while, you know, has operated that this facility. So, you know, it's a very important public and private partnership here at the shipyard to employ local Alaska. And obviously also work on the Alaska Marine highway system, which is the primary driver and the entire working force that the shipyard was designed for in the very beginning. Hence why D O T actually was leading operator at a, as a, for a while.
You know, we're aimed at strong stable, skilled, and economic opportunity and contribution to, you know, Southeast Alaska to Alaska as a whole, of course, and you know, to the entire, you know, Pacific Northwest workforce that can be, you know, promoted and leveraged here and built from next slide.
So behind me is the, basically a breakdown of the public private partnership that VI has with ADA and also last highway system and then the city of, and the catch king. So you can see ADA owns the shipyard, like I've already stated, you know, economic driving, economic development mission, excuse me, they manage the federal and state capital investments that go into the shipyard. So there was a capital investment recently for the recoding of the DryDock two floor with Ram code. So that was a grant that got pushed through for ADA and then turned on for activation. And then we, we implemented that, obviously the building that we're sitting in is also, you know, a capital improvement for the CPR that we're, you know, in right now, bigger part, basically we maintain the employment here. We maintain our relationships with all of our customers. We also make capital investments in the CPR that benefit the shipyard as a whole benefit, our customers, our employees, the workforce, the work base and community here, you know, workforce training and then business development and advocacy that benefits Alaska Marine highway system, and then everyone who lives in Alaska, obviously areas as well.
And then the Alaska Marine highway system, you know, the catch country shipyard, like I said, was built to serve needs of, of the reason the shipyard is here is because of those blue canoe that are out there. And of course, other colors that they needed. So be, you know, inclined to be painted, it's a single largest customer since the, in inception of the shipyard. So we, you know, we live here and work serve on these vessels city of ke and think it, we, you know, very strategic local partners also, you know, a lot of buy-in to Alaska Marine highway system, because it is a, you know, a service that serves the local needs of this community and also very viable for the shipyard that is, you know, hand in hand with that system.
Thank you. So investing in the catch can shipyard, you know, recent investments over the last year or so approximately about $300,000 of capital investments, including, you know, pipe printing machines, plasma torches, welding equipment, a new load management system for our cranes. DryDock one and two DLI and TLI system upgrade that one, even though DryDock are owned by ADA vigor took under its own purview to put a DLI as depth level indicator and TLI total level indicator. So basically these features allow you to have remote monitoring of the tank on the dry dock. So say the TASS on there, I can go home and sleep a night, knowing that I'm gonna get an emergency text or an automated call letting me know that the dry dock is listing or sinking. And not that that happens, but that's, you know, remote monitoring. So that depth wasn't auto wasn't available with as much speed it is now.
Little bit. Cause it'd be great. Real quick for on the, on the, sorry, online. We're gonna go ahead and adjourn our work session here to go out and look at we're covered and God we're adjourning intake and we'll be back adjourn and we'll be back tomorrow morning at eight 30. Yeah. Start up with the best friend and then some more presentations than the discuss. So thank you.
And she manages all that. There is one of those OA fours is perfectly capable and does so on a regular basis. Stand in and take over for Allison when Allison is out on vacation or leave also something like that. But she's a superhuman employee, a very, very good friend of mine, which we've developed a friend to work because we work in such, such close so closely together when it, when it comes to everything really to do with NHS and what goes on our vessels, another big part that she is works doing, and that is, is with me together. And that is sort of managing that reservation system. So for instance, when we get a winter schedule or a summer schedule from our scheduler, Carrie trout, Alison and I responsible for inputting that schedule into the reservation system, doesn't take long, but it does, does require quite a bit of skill to make sure it gets put in correctly.
Basically we get a file from the it department that comes to us and we can simply just download that file into the reservation center. But we do have to, it's not quite as simple as that, but we that's what we do. And then once that schedule is in anything, I don't mean to laugh, but usually when we put the winter or summer schedule in, that's not, I, the schedule, it ends up happening as I'm sure you guys will know that. So Alison and I, if there's a schedule change for any reason, be it mechanical weather cancellations, Carrie has to change a schedule or tweak a schedule to fit a particular school group. That's got a special trip coming up at any, any festivals, any local, anything that locally that's happening that would cause us or require them to ask MHS to see if we could help them out with any extra special runs.
So anything that would sort of like interfere with our originally published winter and summer schedules, Alison I are perfectly capable and work together in getting those schedule changes or cancellations into the system. And it's, it's a very it's it's that process that we deal with on seems to be on a daily basis. We, we we're told there's an issue with one of the vessels or there's a weather cancellation or something. The first thing we do is the first thing for and I to do when we get the revised schedule from our scheduler is we have to go in and make sure that the terminals that are affected print off their manifests. And then Alison, once they've done that, Alison and I can go in and close the sailings down. If, if that's what we have to do, get to little bit con and I'll ask, answer any questions on this at the end, if you have them.
But once we've closed down those sailings, the terminals are printed, their manifests. Then the terminals can start to call the affected traffic. Once they finished calling all the affected traffic and moved everyone around to any new sailings, they need to move them to any different itineraries or whether it's just straight cancellations. The next step is we have to wait till they've they've finished contacting. And then we go in and put the while they're doing that, we put the new schedule in so that they can be moved onto those on, onto the runs that we're gonna put on. So there is a, a very set, defined set of steps that we have to follow that Allison and I work together with together on, and then the terminal managers get involved and it's a process. And it's a challenge. One of the main challenges we face in our, in our positions is that how quickly we need, how quickly we can physically or possibly do that in the timeframe that we're given, because we realize that the press releases have to go out to the public as soon as possible.
So we that's our, that's our main challenge. The time that we, you know, we're told that there's a schedule change and the time that it needs to go public, unfortunately we find that that, that timeframe is very, very small and sometimes not possible for us to do so. We have to ask for a little bit of leeway every now and again, especially when it comes to press releases, we just, we've just gotta be able to get our steps. And we what's the saying, we'll get our ducks in order and make sure everything is taken care of before we go live with it, because we know as soon as you go public with it, we're gonna get phone calls, not just terminals, but D O T officials people up in the governor's office, they're all gonna start getting questions from the public calling people, calling the mass them, Hey, we here, there's a schedule change.
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