Construction

Anchorage port contractor claims no liability in failed project

A key subcontractor in Anchorage’s failed port expansion project wants out of a lawsuit first filed by the Municipality of Anchorage because it claims the city has no jurisdiction to recover lost money. Attorneys for Quality Asphalt and Paving, the contractor that led construction work at the Port of Anchorage in the late 2000s, argued in U.S. District Court of Alaska Nov. 20 that QAP already settled claims related to the project with Integrated Concepts and Research Corp., or ICRC. ICRC managed the project to update and expand dock and shore side facilities at Anchorage’s aging port on behalf of the U.S. Maritime Administration, or MARAD, a federal Department of Transportation agency commissioned by the municipality to oversee the project. The Port of Anchorage Intermodal Expansion Project began in 2003 as a $210 million endeavor, but problems installing the patented open cell sheet pile system chosen to build the docks exploded project costs over time.  Construction work at the port ceased in 2010. Ultimately MARAD spent $302 million of the money Anchorage, the State of Alaska and the federal government contributed to the project.  The city has about $130 million remaining from $439 million appropriated for the work and has begun a scaled back plan known as the Anchorage Port Modernization Project. QAP attorney Michael Geraghty said during the Nov. 20 hearing that a 2012 settlement in which MARAD paid ICRC $11.3 million for QAP’s and MKB’s work released the contractors’ claims and effectively ended their ties to the project. The municipality has said it was not party to the settlement and was even unaware of it at the time it was reached. Attorneys for the municipality have said Anchorage is looking to recoup more than $300 million in two outstanding lawsuits, one initially filed in 2013 against ICRC, project designer PND Engineers Inc. and CH2M, which purchased project consultant VECO Alaska, and another suit filed last year against MARAD in Federal Claims Court. By partnering with MARAD to execute the project on behalf of Anchorage, the municipality subjected itself to federal contracting guidelines that place responsibility for delivery with MARAD, Geraghty argued.  “You’re letting someone else decide if that work is acceptable for your benefit,” in the federal contracting process, he said. Geraghty also noted it should not be lost that the municipality has not submitted claims against QAP; rather, PND filed a third-party suit against the subcontractors. PND has long claimed the problems with the disastrous project come down to shoddy installation of its proprietary sheet pile design, not its suitability for the site. QAP and MKB are still waiting for PND to clarify its case against the contractors. The subcontractors contend the problems were issues of engineering and constructability and those responsibilities fall on the owner of the project, the municipality. QAP filed a motion for summary judgment in the case in August — the motion argued Nov. 20. Geraghty furthered his point by noting what he considers a simple conflict in the municipality’s stance; Anchorage is attempting to recover the same damages through its separate lawsuits against MARAD and the private project participants. Municipal counsel Donald Featherstun said that there are many material facts in dispute yet in this case; summary judgment can only be rendered when the facts are not in dispute and the only questions are interpretations of the laws at issue.  “The arena of government contracts is enormously complicated,” Featherstun said. He also contended that if QAP is allowed to walk away as a subcontractor without potential liability, the viability municipality’s case against the rest of the defendants goes too. Featherstun emphasized the point that the municipality was kept in the dark regarding 2012 settlement between MARAD and ICRC. “In effect, they were all hiding from (the municipality),” he said. Geraghty rebutted by asking why the municipality would sue MARAD and at the same time claim that MARAD released itself from claims through the settlement. Claiming a need to sort out federal contracting complexities as a reason for QAP to continue in the case is “a deliberate attempt to sandbag the court,” Geraghty said. A trial in the suit first against ICRC, PND and CH2M was once set for October of this year, but is now scheduled for September 2016. Elwood Brehmer can be reached at [email protected]

AGC-Alaska 2015 award winners recognized

The Associated General Contractors of Alaska, the state’s largest construction organization has named the top construction projects and safety award winners and recognized individuals at the association’s annual conference in Anchorage. Hard Hat Award: Jim Jansen, Chairman Lynden Inc., given to an AGC member who has demonstrated exemplary service to the Association, the community and the industry. Sustainability in Construction: A new award given this year to Davis Constructors & Engineers for the Davis Office Building. The Excellence in Construction awards sponsored by Parker, Smith and Feek are as follows. Vertical Construction: Under $5 million — Unit Company for CH2MHill Seismic Reinforcement; Between $5 million and $15 million — Neeser Construction for KTUU Channel 2 Northern Lights Media Center; Over $15 million — Cornerstone General Contractors for Boney Courthouse renewal. Transportation, Marine, Heavy Earthmoving: Under $5 million — Bristol Construction Services, LLC for Chester Creek at Muldoon Creek realignment; Between $5 million and $15 million — Hamilton Construction Alaska Co. for Parks Highway MP 237 Riley Creek Bridge Replacement; Over $15 million — Brice Incorporated for Kotzebue Airport and Safety Area Improvements Stage 3. Specialty Contractor: Vertical Construction — KLEBS Mechanical, Inc. for Coronado Park Senior Village, Solar Heated Domestic Hot Water System; Transportation, Marine, Heavy, Earthmoving: Davis Block and Concrete, Inc. for KLU#3 Furie Platform Grout Seal Remedial Work. Excellence in Safety awards sponsored by Wells Fargo are as follows. Large: Davis Constructors & Engineers, Inc.; Medium: Kiewit Infrastructure West Company; Small: American Marine Corporation; Individual: Steve Rowe, Cornerstone General Contractors, Inc. Associate of the Year: Alaska Digital Printing, Anchorage Stan Smith Volunteer of the Year: Jenith Flynn, Davis Constructors & Engineers. AGC is a 650 member statewide association for companies in the construction/contracting business including buildings, highways/utilities, heavy industrial and specialty areas. Construction is the third largest industry in Alaska, contributing more than $9.1 billion to the Alaska economy, and paying the second highest wages with more than 20,000 in the workforce. AGC is headquartered in Anchorage with an office in Fairbanks.

Bad for state budget, cheaper fuel helping local economies

Alaska’s economies appear to be unfazed more than a year after oil prices began to fall. In fact, Anchorage’s unemployment rate of 4.7 percent in September was the lowest in the city has seen for the month in 14 years, according to the Anchorage Economic Development Corp. Fairbanks was not far behind at 4.9 percent. Statewide, the seasonally adjusted unemployment rate, which accounts for seasonal swings in job availability, was 6.4 percent in September, down 0.4 percent from a year ago, the state Labor Department reports. AEDC President and CEO Bill Popp said state’s largest city has added about 2,000 jobs since last September, bringing total employment to 169,000 in a municipality with just more than 300,000 people. AEDC’s January forecast for flat employment in Anchorage this year was incorrect in a positive way, Popp noted. At that time, he emphasized that a steady number of jobs should be viewed as a good thing, given the uncertainty surrounding state spending and petroleum economics. “We’ve been seeing this starting to build up over the summer. We’ve been seeing a drop in unemployment rate and modest but continued growth in the job numbers and now we are feeling like if this trend continues, which we think it will, we’ll probably add 1,000 net jobs in Anchorage this year,” Popp said. He attributed the encouraging job numbers to a strong private sector. According to AEDC, nine of Anchorage’s 10 largest industries have seen job growth over the past year. The only industry to show a loss is the city’s small manufacturing sector, down a miniscule 11 positions from a year ago. Employment in the city’s oil and gas industry actually increased more than 150 positions over the past year; however, the loss of Shell’s Arctic business, announced Sept. 28, has not yet been accounted for. Statewide, oil and gas industry employment has continued near record highs in 2015, as have the number of construction jobs in the state, many of which are tied to oil and gas activity. Government employment in Anchorage has been flat in 2015. Business and professional services positions, which includes technical industries that benefit from public and private capital spending, are up 100 jobs from last September, according to AEDC’s monthly employment report. Popp said activity at Anchorage’s banks and credit unions is slower than would be ideal. He attributes that to the city’s ever-present housing issues. Single-family home inventories are the lowest they’ve been in five years — an average of 877 homes listed in September — which has continued to push the cost of buying a home in Anchorage up and price many prospective buyers out of the stalling market. With few houses being sold, lenders have little reason to hire, he said. Since oil prices and state revenue both began falling 16 months ago, state government employment — University of Alaska included — is down about 1,500 positions, Popp said, but only about 100 of those jobs have been lost in Anchorage. As an entire sector, government provides about 29,000 jobs in the city, and the decline in federal employment over the past few years appears to be slowing, he said. Anchorage has seen lower oil prices — more specifically lower fuel prices — benefitting some of its largest employers. Passenger traffic was up more than 8 percent during the summer months at Ted Stevens Anchorage International Airport. AEDC also expects landed cargo tonnage to increase about 10 percent this year and that growth to continue for several years. Anchorage Airport officials have said the bump in passenger traffic is likely due mainly to Lower 48 travelers spending energy savings on travel. Much the same can be said for the city’s hospitality industry. “One-in-5 jobs in Anchorage are benefiting from lower fuel prices,” Popp said. The airport and hospitality industries each support approximately 1-in-10 jobs in Anchorage, according to AEDC. Popp noted those estimates are conservative. “I think it shows us in a pretty good spot to start from as we face the headwinds of next year,” Popp said of Anchorage’s employment figures. Popp and Fairbanks Economic Development Corp. President and CEO Jim Dodson both noted that hidden in the low unemployment figures is the fact that Alaska’s population is unusually transient, and people unable to find work are more likely to leave the state rather than file for unemployment. Net migration in the state totaled a loss of about 7,500 people last year, many of whom were working-age adults, Popp said. Big swings in migration to and from Alaska are not uncommon, however. When the Lower 48 economy suffers people come to Alaska looking for work and when the U.S. economy as a whole improves, they tend to leave, according to state economists. How Anchorage and the state fare in 2016 and beyond will have a lot to do with what happens in Juneau and whether or not consumer confidence can hold on, he said. Anchorage consumers are generally content with the city’s economy and their current personal financial situations, according to AEDC’s latest quarterly consumer optimism survey. However, expectations for the economic future are exactly tepid, with consumers reporting uncertainty about what’s to come. “Right now, (consumer optimism) doesn’t seem to be manifesting itself into any kind of slowdown in the economy, but it’s something we need to pay really close attention to because if consumers lose optimism they’re going to stop spending,” Popp said. “It can have a pretty significant ripple effect if we are to lose that confidence.” Dodson and Popp also said further deep cuts to state government spending in the upcoming regular legislative session would do a great deal of harm to Alaska’s economy that relies heavily on government employment. State government employees make up 7.3 percent of Alaska’s current workforce, according to the state Labor Department. Further, local government — heavily reliant on state assistance — provides another almost 12 percent of jobs in the state. “There is some room for cuts in our view and not insignificant cuts (to state government), but they need to be well targeted and we need to be looking at revenue streams that can balance the books and put our fiscal house in order for the foreseeable future and then we start to address that uncertainty issue,” Popp said. Economies across the state are continuing along with business as usual in part because the impact of capital spending lags behind appropriations by a couple years, Dodson noted. The 2014 state fiscal year capital budget, with federal funding, was more than $1.9 billion. “I don’t think any of the communities are going to be exempt from the lack of state spending; that’s going to be something that affects all of us,” Dodson said. On the bright side, Interior Alaska has benefitted more directly from low oil prices. Heating, or fuel, oil, the region’s primary space heating energy source, has gone from about $4 per gallon less than two years ago to about $2.50 per gallon today. Historically, Fairbanks-area residents have allocated about 60 percent of their overall energy costs to heat, according to Dodson. At $4 per gallon, that equates to an average of $4,300 per year spent towards homes that rely on fuel oil. “There is a tremendous amount of spendable dollars left in our economy that were typically spent for heating our homes,” he said. Additionally, a resurgence in military spending in should help mitigate state cuts around Fairbanks. The pair of F-35 squadrons that are all but a certain to end up at Eielson Air Force Base are expected to bring hundreds of jobs and hundreds of millions of construction dollars to the Interior. At Fort Wainwright, a company of unmanned Gray Eagle aircraft will add nearly 130 base positions, while nearby Fort Greely and Clear Air Force Station are seeing an influx of money, too. The area’s economy has immense ties to its military bases; defense activity accounts for more than a third of Fairbanks’ economy, while state and federal civil spending total about 10 percent apiece, according to Dodson. “There’s no question about it; Fairbanks is a military town,” he said.

By the numbers: Updating Alaska LNG Project construction

Editor’s note: This update, provided by the Kenai Peninsula Borough mayor’s office, is part of an ongoing effort to help keep the public informed about the Alaska LNG project. Persily is a special assistant for oil and gas issues to borough Mayor Mike Navarre. Alaska LNG project teams played it by the numbers — really big numbers — in a presentation on construction plans to federal, state and municipal officials. Site preparations for the proposed liquefied natural gas plant and massive LNG storage tanks in Nikiski would require stripping up to 4 million cubic yards of loose soil, soft peat moss and other vegetation. That’s more than enough to cover a rough trail 10 feet wide, a foot deep from New York City to Houston. Crews would then need to excavate as much as 6 million cubic yards of frost-susceptible material — up to 6 feet deep in some areas — to prepare the site for construction. Some of the material could be reused as fill, while other material would need to be trucked in to complete the base. The two domed LNG storage tanks would each measure 305 feet in diameter, more than large enough for a Boeing 747 to spin around inside without scraping its wings. All of the numbers are approximate and subject to change as the project teams refine the design, they reminded participants at workshops held Sept. 2 and 3 in Anchorage. More than 20 Alaska LNG project team members were at the workshops to brief government agency officials and answer questions. Add in the jetty, the twin loading berths for LNG carriers and other components of the Nikiski project, and the preliminary numbers continue adding up: The project would use 800,000 cubic yards of gravel, 300,000 cubic yards of concrete, 300,000 cubic yards of armor rock, 100,000 tons of structural steel, 6,500 pilings, 7 miles of electrical wiring, almost 200 miles of aboveground piping, and 20 miles of buried pipe. The trestle to reach the loading berths could be as much as 3,200 feet long — more than half a mile — to reach water deep enough for the LNG carriers to safely maneuver. Though no substantial dredging would be needed for the jetty and loading berths, an estimated 1 million to 2 million cubic yards of dredging would be required at the temporary dock that would be built for offloading materials from barges and heavy-lift vessels during construction. The 250-megawatt, gas-fired power plant at the LNG plant site would generate enough electricity to run a city of several tens of thousands of homes. Peak construction workforce at the Nikiski site would be 4,000 to 6,000 workers. Planning work continues The LNG team reported that ongoing engineering and construction planning includes several goals: Limit truck traffic in the area as much as possible, limit dredging as much as possible, and maintain public access throughout the area as much as possible. The informational workshops were part of a series provided by Alaska LNG for regulatory agencies. The project partners — ExxonMobil, BP, ConocoPhillips, TransCanada and the State of Alaska — plan to submit their second draft of environmental and engineering reports to the Federal Energy Regulatory Commission in first-quarter 2016. The final reports and complete project application could come third-quarter 2016 as the partners work through regulatory and permit issues for the $45 billion to $65 billion project to move Alaska North Slope gas to market. In addition to the LNG plant at Nikiski, the project includes 806 miles of pipeline to reach the plant site from North Slope gas fields and a gas treatment plant to remove carbon dioxide and other impurities before the gas enters the pipeline. Alaska LNG has been buying up property around the proposed plant site in Nikiski, accumulating ownership or options on about 600 acres of the 800 to 900 acres needed for the operation. Team members reported that demolition could start later this month on some structures. They also are doubling their security patrols in the area in response to community concerns. The actual footprint for the LNG plant, storage tanks, power plant and other support buildings would total approximately 200 to 300 acres. The teams explained that the rest of the land is to provide a safety, noise and light buffer for neighboring property owners, plus work space to support the construction effort. Offloading facility comes first There is a lot of work to get to that first cargo. Before significant construction could begin, the material offloading facility would need to be built. The current plan, subject to change, has it just north of the LNG carrier jetty. With a 1,500-foot-wide frontage for offloading from heavy-lift vessels (called lift-on, lift-off) and a side facility with a 500-foot face for roll-on, roll-off deliveries, the freight dock could see 250 LNG plant modules delivered by 60 ships over a three-year period. Riprap — heavy rocks stacked atop each other — would be installed on either side of the facility to protect the shoreline. Each prebuilt module could weigh as much as 6,000 tons. Self-propelled modular trailers would haul the huge pieces to the plant site. The freight dock would be dismantled at the end of the project. Water depth at the proposed site for the offloading facility is only about 15 feet and would need to be dredged to 30 feet, the teams said. Estimates are that would require moving 1 million to 2 million cubic yards from the seabed. “We are continuing to study how we can minimize that,” a team leader said. The dredged area would measure about 3,200 feet by 1,500 feet, depending on the final design and seabed slope. The project continues to collect data on currents, waves, sediment, sea floor bathymetry and other conditions in the area. There are plans to excavate a sample pit in the seabed in the second quarter 2016 to measure how much and how quickly it fills in. Disposal sites for any dredging material are still being considered, including upland and at sea. Upland disposal could be used to protect the shoreline from erosion or for fill at the project site. Any decisions on disposal sites will be based on the composition of the dredged spoils and in close consultation with government agencies. In an effort to limit truck traffic on heavily traveled Kenai Peninsula highways, the teams reported that as much as possible construction materials arriving in Anchorage or Seward would be barged to Nikiski. Construction site services Even before the material offloading facility is under full construction, Alaska LNG would build “pioneer camps” at the plant site, the first housing for the first work crews. During construction, until the project builds its own power generating plant, Alaska LNG may buy electricity from a local provider — that’s one of the issues still undecided. Currently, Alaska LNG plans to drill its own water wells, estimating its maximum needs during peak construction at almost 400,000 gallons a day, or enough for 4,000 to 5,000 people, according to U.S. government water-use estimates. Current plans indicate no water would be withdrawn from Cook Inlet for plant operations, the teams said. The liquefaction equipment would be air-cooled, not water-cooled. Alaska LNG plans to build a secondary-level treatment plant on site for domestic sewage, and is still looking at options for proper disposal of industrial waste. The mission statement for handling construction waste is “reduce, reuse and recycle,” with the teams reporting there could be an estimated 7,500 tons of wood waste in addition to the 4 million cubic yards of vegetation from site clearing. The teams are working to determine “what can be handled locally, what can be handled on site, what has to be hauled away.”

AHFC uses new financing tools in Anchorage developments

Anchorage will soon have 72 new affordable housing units when the first developments done under the Alaska Corporation for Affordable Housing are complete. Residents began moving in to the 18-unit Susitna Square townhome cluster East Anchorage’s Russian Jack neighborhood earlier this month and the 70-unit Ridgeline Terrace development in nearby Mountain View should be done by the end of the year. The Susitna Square townhomes replaced 16 units of “old, worn down” public housing built in the 1970s through the federal Department of Housing and Urban Development, Alaska Housing Finance Corp. CEO Bryan Butcher said during a tour of the homes. Combined, the projects took $29.5 million to construct, and that money came from many different places, Butcher said. “To be able to put something together where the rent is at an affordable housing level takes a lot of levels of financing,” he said. It also would not have happened without the Alaska Corporation for Affordable Housing, an AHFC subsidiary. “(The Alaska Corporation for Affordable Housing) allows AHFC to have the powers to work more broadly with partners to put together projects for affordable housing,” Butcher said. On Susitna Square and Ridgeline Terrace, those partners included HUD, through its Neighborhood Stabilization Program, the Rasmuson Foundation, the mortgage arm of AHFC and KeyBank. A state appropriation through AHFC also contributed to the financing structure. About $2.6 million in grant funding from HUD, the state and the Rasmuson Foundation went into the $5.4 million needed for Susitna Square, according to AHFC. While not directly involved in the financing, Cook Inlet Housing Authority is managing the completed properties for AHFC. Formed after the passage of its enabling legislation in 2011, the Alaska Corp. for Affordable Housing gives AHFC an arm to meld private financing in its projects, which in the past had to be completely publicly financed. AHFC sold a tax-exempt bond to finance construction. A limited partnership was then formed with KeyBank, which purchased $10.5 million in federal energy and affordable housing tax credits from AHFC to become a direct equity investor in Susitna Square and Ridgeline Terrace. The bond is being paid off using federal and state assistance, according to AHFC. The credits fulfill KeyBank’s federal requirements under the Community Reinvestment Act for investment in low- and moderate-income housing, Key Community Development Corp. Vice President Jennifer Seamons said in an interview. “We get those tax credits to help offset our federal tax liability for the corporation, as opposed to receiving interest on a construction loan, but at the end of the day we are investing in real estate so there’s the investment component,” Seamons said. “So we need to make sure our limited capital we have to invest every year is invested in good projects with good sponsors in areas that we have a need to make sure that we are satisfying our investment requirements.” AHFC Planner Dan Delfino said KeyBank purchased the credits for 99 cents on the dollar. The 30 percent energy tax credits were available because of solar panels for hot water and electricity at Susitna Square, as well as the fact that all the units are at least 5 Star energy rated be the Department of Energy, Butcher said. Nationwide, KeyBank has more than $1 billion in similar investments. Annually, the bank invests about $200 million through its community development arm, according to Seamons. She called the partnership KeyBank’s “flagship project” with AHFC and Cook Inlet Housing and something that shows the bank’s commitment to the Alaska market. With such high construction costs in the state, she said there is really a need for these types of programs and partnerships to make developing affordable and senior housing feasible. “We continue to look for good opportunities in the Alaska market — and certainly building on the partnerships we have with Alaska Housing and Cook Inlet (Housing) and some of the other developers” in the state, Seamons said. The one-bedroom Susitna Square townhomes are being rented for $934 per month, while the two-bedroom units go for $1,182 per month plus electricity. They are restricted to tenants earning 60 percent or less of the median Anchorage income — $37,600 for one person or $43,000 for a two-person household. According to HUD, housing should account for 30 percent of a household’s income. “We routinely see people paying 50-60 percent of their income on housing,” Butcher said. The tight Anchorage housing market, with rental vacancy at less than 4 percent, was the primary reason AHFC went to work on its inaugural Alaska Corp. for Affordable Housing project there, he said. “This is something that as we work through the end of this cycle we’re going to be looking at potentially doing statewide,” Butcher said. “Of course, it all depends on funding.” AHFC’s Delfino said quality low-income developments are extremely difficult to pull off without direct grant assistance, but the public housing agency will not stop trying to pull together money from all sources, even if the state doesn’t contribute in the future. Elwood Brehmer can be reached at [email protected]

Carpenter Training Center growing to meet industry demand

It’s quiet these days around the Southern Alaska Carpenter Training Center in South Anchorage. To the center’s training coordinator Aaron Combs, that’s a good thing. It means his students are working. Just a few weeks ago, in early June, the Southern Alaska Carpenter Training Center yard was full of lumber and about 40 students building frames for concrete walls, the consummation of their first year of training. Combs said the initial six weeks of training attempts to touch on the basics of everything the apprentice-level students could encounter on a job site. “We’re trying to stay at least up with, if not ahead of where the construction industry is going, so our projects are relevant and (the students) are developing skills they’re going to be using on the job,” Combs said. He estimated more than 90 percent of the work demanded of center students is concrete, drywall and metal stud and framing construction on commercial-sized facilities. After six months on the job, the students return to the center for more advanced training. A year later, there is another round of progressively advanced tutorials, with a fourth and final intense, 40-hour per week training course six months after that. All of the six-week classes are scheduled early or late in the year to keep students on jobsites during the peak of Alaska’s summer construction season. The first-year students vary greatly in age and skill level. The 38-year-old Combs said he is waiting for the first class he teaches in which all of his students are younger than him. He took the first-year course in 1998. “The first class is always the hardest one for us to teach because we have those people that have 15 years experience all the way down to never touched a hammer before, never seen a tape measure before; we have that wide of a range,” he said. With four instructors for each class there is a 10-1 student-teacher ratio that allows for attentive instruction that first year. While the business climate in Alaska has quickly shifted from exuberant to hesitant with the decline in the price of oil, the commercial construction market has remained fairly strong, at least for the time being. Combs said all of his motivated and disciplined apprentices are in high demand — high enough demand that the training center is in the early stages of expanding. Pacific Northwest Regional Council of Carpenters spokesman Ben Basom said the union expects to have to replace about 40 percent of its workforce over the next seven years to keep up with attrition and retirement. “The Northwest Carpenters Union is in the process of expanding its training and apprenticeship program to include a new state-of-the-art training facility, which will train the present and future generations of carpenters in Alaska,” Basom wrote in an email. Tentative plans are to hopefully grow the 45-foot by 60-foot shop in order to have more space to train scaffold builders, millwrights and also house pile driver training, Combs said. According to Local 1281 Business Manager Scott Hansen, the ideal expansion would also include moving the Local into the facility as well if a parcel adjacent to the training center can be secured. The first year starts with simple math, all the way down to addition and subtraction. By year four, the focus is on reading blueprints and consulting with architects how to integrate design and construction, Combs said. “We don’t just train people to work, we train people to be the leaders in the industry, so we really want them to have all the skills to be that leader,” he said. After the fourth year, most classes have shrunk by about half, according to Combs. He said he certainly doesn’t want that high of a dropout rate and that application and acceptance standards are being evaluated so the carpentry school can keep more of its students for four years. The vast majority of the students that fall out of the program do so between the years one and two, he said, primarily because a lack of work ethic or ability to show up to a job on time is exposed. “Reputation is everything in this industry,” Combs said. “The construction community in Anchorage is pretty small. Once you make a bad reputation for yourself everybody knows it.” Those that can’t master the basics of being an available employee quickly find themselves out of work, he said. The students are members of the Anchorage Carpenters Union Local 1281. As a result, the classes are free, covered by union dues, outside of about $300 for books and $580 worth of hand tools. Hansen, also a graduate of the Southern Alaska Carpenter Training Center, said the basics taught early in the program is instruction that can be hard to find in on-the-job training. “Our goal, our mission, is to supply our signatory contractors with the best trained, safe workforce possible, so without an apprenticeship, without a training center — that’s a very important aspect of what we do,” he said. Elwood Brehmer can be reached at [email protected]

Construction around the state is steady so far

Building activity has been good, but not great, around the state as the construction season moves towards its peak. So far 2015 has mostly met projections said Associated General Contractors of Alaska Executive Director John MacKinnon. “As I look out there and see the work that’s going on I think we’re where we expected to be this year in construction,” MacKinnon said. “I fully expect things to taper off over the next couple years.” That’s because this year’s large private projects have been in the works for some time, while civil construction work going on this summer was funded in state and federal budgets several years ago. AGC of Alaska’s construction forecast released in January estimated $8.5 billion would be spent in the state’s industry this year, off about 3 percent from 2014. When the lean 2016 fiscal year capital budget and the others likely to follow fully take effect in a couple years, construction work will almost certainly wane, he said. Year-to-date building permit valuation in the Municipality of Anchorage is down 23 percent from 2014 at $233.2 million through May. Building permit data does not track the number or value of projects actually being built — only prospective work — but it is the primary means of tracking local vertical construction activity. The number of projects permitted so far this year in Anchorage is similar to 2014, however the value of the work is less. The 25 new commercial structure permits through May matches last year and the number of single family homes, at 107, is off just slightly from 119 a year ago. However, the number of duplex permit applications has fallen by more than half, from 48 to 22. The last year the permit value total was similar to 2015 was $240.9 million in 2012. However, it is still significantly better than the $144.6 million through May 2010. MacKinnon said what is happening now is the inverse of the private construction flourish after the passage of oil tax reform, Senate Bill 21, in 2013. “I see some caution out there because of the (low) price of oil and the resulting cuts that need to be done,” he said. MacKinnon has heard of projects being put on hold because of concern about the future of the state’s economy because of oil prices, he said. In the City of Fairbanks, the building permit values total $36.8 million so far this year, nearly three times the $12.2 million through May 2014. City Building Plans Examiner Stephen Anderson said much of the disparity is due to two major projects, a new school and a hospital addition. In April, the Fairbanks North Star Borough approved a $23.8 million contract to replace Ryan Middle School and tear down the old building. The school’s gymnasium was refurbished last year, he said. Other than the big projects, activity in Fairbanks has been similar to most years, according to Anderson. “It’s going to be a good, solid year, but no award-winner,” he said. The number of $1 million to $5 million commercial projects is on par with a normal year, as is residential construction, Anderson said. If the state Interior Energy Project succeeds in getting additional lower-cost natural gas or propane to the region in the coming years, Anderson said he would expect resurgence in the Interior’s building market. “It’s hard for me to imagine a world that wouldn’t bloom and flourish with affordable gas coming to Fairbanks,” he said. Finally, in Juneau, the number of permits is down, but the value is up through June 22. The City and Borough of Juneau reported 335 commercial and residential building permits issued through June 22 at an estimated value of $77.7 million. Last year, 395 permits valued at $40.7 million had been issued through the same date, which was in line with 2012 and 2013. The value increase this year shows up primarily in several new and renovated commercial projects.

Soldotna tentatively scheduled for road upgrades in 2016

SOLDOTNA — Pavement preservation preventative maintenance project. While it might be rough to say, it will hopefully mean smooth roads for Soldotna. At a chamber luncheon on March 31, Sean Baski, project manager for the Alaska Department of Transportation, discussed an upcoming road improvement project for Soldotna tentatively scheduled for 2016. The project will improve the Sterling Highway from Devin Drive near Fred Meyer to a third of a mile south past the Kalifornsky Beach Road turnoff. Baski said that the project would cost approximately $5 million, and about 90 percent federally funded. The road isn’t going to be completely overhauled; instead, the project will consist of grading, drainage, paving, curb repairs, signalization, striping upgrades, as well as improved sidewalk ramps consistent with the Americans with Disabilities Act requirements. Instead of completely digging up the road, constructions crews will mill off and replace the top couple of inches of asphalt. “We call this a “1R” project — just a resurfacing project,” Baski said. “So the whole goal is to do cost effective improvements. We’re trying to go in and spend our money wisely and really target, and make sure the pavement is in good condition.” Baski said this type of preventative work could give the road an additional 5 to 10 years of life. One of the new improvements is a stronger type of paving material — hard aggregate. Baski said that this type of aggregate is more expensive, but it has benefits. “It’s a little bit beefier rock than we normally use on everyday pavement,” he said. “It should last a little bit longer as far as rutting goes.” Aside from resurfacing the pavement, some light signals will have their loop detection signals replaced, including at the intersection leading to Kalifornsky Beach Road. The loops help detect when cars are present in order for smoother, more time-efficient signal changes. Baski stressed said that these replacements would not require excessive work. “Those loops are right underneath the asphalt, so we’re not talking about huge dig outs that require us to dig much of the road out,” he said. Baski said the DOT hopes the maintenance can be completed during 2016 while also minimizing traffic disturbances. “Generally we will try to limit traffic restrictions from July 10-28,” he said. “Also around the Kenai River Festival — you don’t want to have workers out there working.” While the details of the project have yet to be finalized, Baski said that most of the work would probably be done at night. Department of Transportation officials will monitor the work to ensure that reasonable access is provided to both businesses and residential buildings. The road improvements will not only allow for smoother transportation, it will have economic benefits as well. “Over time, we will have less liability for the state of Alaska in having to go in and do much deeper-seated work,” Baski said. “In the end, it will cost the state of Alaska less money. We’re very excited about that.”

DOT unveils options for $250M-plus Cooper Landing Bypass

The Alaska Department of Transportation and Public Facilities wants feedback on plans to move the Sterling Highway around Cooper Landing. DOT released a draft supplemental environmental impact statement March 29 with four alternatives to improve traffic flow and increase road capacity on a 13-mile stretch of the Sterling Highway. Cost estimates for the road construction options range from $250 million to $304 million. Cooper Landing is a Southcentral recreation mecca for Alaskans and tourists alike each summer. Significant amounts of additional traffic traveling between Anchorage and the southern portion of the Kenai Peninsula pass through the community as well. The project area encompasses the entire portion of the Sterling Highway in the Upper Kenai River valley — where it begins to follow the Kenai Lake shoreline near milepost 44 to its eastern intersection with Skilak Lake Road at milepost 58. That section of the highway contains numerous campground and trailhead turnoffs, driveways and side roads. It also includes the extremely popular salmon and trout fishing area at the mouth of the Russian River. The engineering services and consulting firm HDR Inc. prepared the environmental impact statement, or EIS, for the state. Three of the alternatives deviate from the current highway near milepost 46, a couple miles east of the Kenai Lake bridge. The “G South,” “Juneau Creek” and “Juneau Creek Variant” options would move the highway north of Cooper Landing and the Kenai River. The G South option would require a new bridge over the Kenai between miles 51 and 52. It would follow the current right-of-way through the rest of the corridor. The Juneau Creek plans keep the highway completely on the north side of the river through the project area and reconnect with the current road between miles 55 and 56. The “Cooper Creek” alternative is the only proposal that expands the highway to the south and uses the Kenai Lake bridge. It would relocate the Sterling farther south than its current path from mile 48 to mile 51 and from there it would follow the current right-of-way. A record of decision would likely come next year and construction would run for five years beginning 2018, based on the current project timeline. Cooper Landing Bypass alternative cost breakdown • Cooper Creek: $236.2 million for construction and $54.5 million in associated expenses for a total project cost of about $291 million. • G South: $250.4 million for construction and $53.1 million in associated expenses for a total project cost of $304 million (includes a new Kenai River bridge). • Juneau Creek: $205.4 million for construction and $44.2 million in associated expenses for a total project cost of $250 million. • Juneau Creek Variant: $211.6 million for construction and $45.4 in associated expenses for a total project cost of $257 million. (Associated expenses include permitting, design, utility relocations and right-of-way acquisition through private property.) Federal highway program funds would pay for the majority of the project, which would require a state match. The revamped stretch of highway would have 12-foot lanes, eight-foot shoulder sections, passing lanes and left-turn lanes — features the stretch of highway currently lacks. The Sterling Highway through Cooper Landing does not adequately meet DOT safety standards for a main thoroughfare as it is constructed. It is one of the only segments of the Sterling still in its original right-of-way from construction in 1950. Despite a winding, narrow roadway squeezed between mountains and river in several stretches, the Cooper Landing Bypass area has a crash rate 4.6 percent lower than the state average for similarly classified rural primary highways. From 2000 through 2009, the Sterling Highway has a crash rate of 1.72 crashes for every 1 million vehicle miles traveled per highway mile, while the state average was 1.80 crashes for the period. The winter crash rate was nearly four times higher than the summer even though average winter daily traffic through the corridor was 1,635 vehicles, compared with an average of 4,353 vehicles in summer. DOT spokeswoman Shannon McCarthy said crash rates increase on either side of the project area as drivers “jockey for position” on highway stretches with speed limits of 55 miles per hour. Much of the subject corridor is posted at 35 and 45 miles per hour and traffic often backs up as vehicles wait to turn off the highway. Signs put up by residents along the roadway through Cooper Landing encourage travelers to follow posted speeds and hold the slogan “We Drive 35.” Summer traffic volumes are expected to increase more than 80 percent from current levels over the next 30 years based on historical 20-year trends, according to the EIS. DOT has looked at upgrading the highway numerous times since the 1980s. The current EIS is a revision of a project proposed in 1994 that looked at revamping the Sterling Highway milepost 37-60. The eight-mile segment beginning at milepost 37 was ultimately redone and completed in 2001. Cooper Landing Chamber of Commerce President Stephanie Ferry said the project has been brought up so many times area residents are skeptical it will ever happen. Cheryle James, a Cooper Landing Chamber member and owner of Wildman’s general store at milepost 47, said she believes the money that would go the Sterling Highway project would be better spent on road work in more permanently congested areas such as Anchorage and the Mat-Su valleys. “Traffic is only busy here two or three months of the year,” she said. James suggested improving the existing roadway and expanding 35 miles per hour speed limit areas. She noted that the alternatives already include improving different segments of the current highway. The EIS states that some confined areas of the right-of-way would be difficult and costly to improve because of environmental concerns and loose soils on some slopes along the road. She added that the project would undoubtedly hurt local businesses, particularly those that are open year-round. Wildman’s is one of four shops in Cooper Landing open in winter, she said. Pulling traffic away from Wildman’s would likely cause her to cut her permanent staff of eight, according to James. She is one of the residents that isn’t convinced the project will ever happen because of the repeat work that surfaces every few years, James said. “We spent a lot of money on environmental impact statements over the past 30 years that basically told us the same thing,” she said. DOT is accepting public comments on the EIS through May 26. Comments can be submitted through the project’s website, www.sterlinghighway.net, or at libraries in Anchorage, Kenai, Soldotna, Cooper Landing and Juneau. Elwood Brehmer can be reached at [email protected]

UAF plant estimate $50M over budget

The University of Alaska Fairbanks will likely have to wait a year longer to get its new heat and power plant up and running. Cost estimates available in February came in more than $50 million over budget for the coal-fired combined heat and power, or CHP, plant, according to university spokeswoman Marmian Grimes. University of Alaska President Pat Gamble told Senate Finance Committee members March 17 that the school “put the brakes on the project” and is now looking for ways to value-engineer the cost down. “We made the decision we could not come back to the Legislature and as for more money,” Gamble said to the committee. Revamping the design of the plant will push its completion date back from late fall 2018 to the last quarter of 2019, Grimes said. Last year, the Legislature approved a financing package to cover the cost of a new $245 million UAF plant, but the preliminary estimate for the new plant was around $300 million. The 2015 fiscal year financing included a $24.5 million direct general fund appropriation and significant bonding authority together totaling $182 million. University officials have said they could afford to bond debt up to about $50 million to help pay for the more efficient CHP plant on the back of annual fuel savings projected in the $4 million to $5 million range compared to current costs. The Atkinson Heat and Power Plant began service in 1964, meaning its two coal-fired boilers are already beyond expected 50-year operational life. Its two auxiliary boilers — one oil-fired and one compatible with both oil and natural gas — will be kept as backup for the new coal CHP plant. UAF demands a plant capable of producing about 17 megawatts of power and enough steam to heat the more than 3.1 million square feet of facilities that make up its main campus. Grimes said the plant design and construction team is focusing its efforts on cost savings derived from going from two circulating fluidized bed boilers to one large unit. The global engineering firm Stanley Consultants is leading design work and a joint team of Haskell Corp. and Davis Construction will handle construction duties. UAF chose the construction manager at risk, or CMAR, project management method for the plant as opposed to the more traditional design-bid-build, Grimes said. The university paid for a preliminary design upfront, where the $245 million estimate came from. Then the construction team was brought on for the detailed design phase so specific costs could be itemized as opposed to having one large bid and potential cost overruns. “It actually worked the way it was supposed to,” Grimes said. While the firms are fairly confident the needed savings can be realized, she said, going from two to one boiler has operational drawbacks. The university would have to completely switch to oil or gas when maintenance is done to the coal boiler, rather than being able to keep one coal boiler running, which would add somewhat to fuel costs. The boilers dictate the design of the rest of the plant; everything else is built up around them, Grimes has said. This year will probably be spent prepping the site for construction, when original plans called for pouring concrete, she said. UAF hopes to request approval for site work at the April UA Board of Regents meeting and have a new design ready by June, according to Grimes. The immediate delay is only a few months, but that will almost certainly result in a year delay for the overall project because of Alaska’s short construction season. Grimes added that the university is taking another look at adding natural gas-fired capacity as part of the redesign. However, early indications are that the availability and fuel cost issues that forced the idea to be nixed when UAF first looked at new CHP plant options are still there, despite a gas plant being cheaper to build, she said. Engineering building UAF’s capital request for construction of its piecemealed engineering building would allow the school to open about 25 percent of the facility, UA President Gamble told Senate Finance. “We could put part of the building to use if the total amount was $8 million applied to the building,” he said. Gamble said the $10 million the Legislature appropriated last year would last through about mid-August. Another $8 million would keep work going through mid-January and let the school open two classrooms, a lab and required associated amenities, such as restrooms at that time. The 119,000 square-foot facility is enclosed and warm, which allowed interior construction to continue during the winter, according to a UAF project update dated March 11. As it stands without that $8 million, UAF needs $31.3 million to finish the $108.6 million project, Gamble said. Gov. Bill Walker included an $8 million appropriation for the building in his capital budget, one of the few projects statewide that got a line item in the slim $150 million proposal. The Legislature fully-funded Anchorage’s $123.2 million engineering facility and parking garage with a $45.6 million appropriation last year. When asked about bonding for construction funds, he said the university bonded last year and is at capacity to repay the debt service. University capital fund Senator Pete Kelly, R-Fairbanks, introduced a bill March 20 that would allow the UA System to pay for capital projects by skimming from future state resource royalties in lieu of getting land the state schools are owed. Established as a land grant university, attempts in 1959 and 2009 to transfer up to 1 million acres of state land to the University of Alaska have been shot down by the Alaska Supreme Court as violations of the state Constitution. Kelly’s Senate Bill 81 would allow the state system to take 0.5 percent of state proceeds from land and mineral leases, royalties and federal mineral revenue sharing on leases, sales and contracts entered into after Jan. 1 2016. The University of Alaska currently owns approximately 147,000 acres across the state. Elwood Brehmer can be reached at [email protected]

Long-awaited Sealaska land transfer is complete

JUNEAU — It took 43 years, two months and 17 days since the passage of the Alaska Native Claims Settlement Act, but Sealaska Corp. is finally whole. The Southeast Alaska Native regional corporation officially took title of 70,075 acres of formerly federal land March 6 during a ceremony at the company’s headquarters in Juneau. Sealaska President and CEO Anthony Mallott said the land transfer provides a time to reflect on Alaska Native history and will be a major benefit to Sealaska, its shareholders and the entirety of Southeast Alaska for years to come. “This is a great way to frame how we expect to manage our land for the next 100 years,” Mallott said. More than 68,400 acres of the land — once Tongass National Forest — will be managed primarily for timber harvest and was selected with that purpose in mind, Sealaska leaders said. The remaining roughly 1,500 acres scattered in smaller parcels throughout Southeast were chosen for historical and cultural significance and economic development potential. Mallott and others from Sealaska repeatedly thanked the members of Alaska’s congressional delegation, including former Sen. Mark Begich, for their years of work to get the land transfer legislation passed. Sen. Lisa Murkowski was the lead sponsor of the latest iteration of the Sealaska lands legislation. Such land transfers to Alaska Native corporations are required by ANCSA. In total, Sealaska now holds 360,000 acres in Southeast Alaska. All of the selections were formerly Tongass National Forest parcels. At more than 17 million acres, the Tongass is roughly the size of West Virginia and is the largest federal forest in the country. Sealaska director and former board chair Albert Kookesh said the land conveyance was the result of more than 300 meetings held across the region by the corporation to reach myriad of compromises with concerned parties. “We were directed by Sen. Murkowski, who was the primary sponsor, to get rid of as much of the opposition as we could,” Kookesh said. Included in the legislation was a provision to “lock up” 150,000 acres of the Tongass National Forest from development. Kookesh said Sealaska spent nearly $10 million over the years to get what it was rightfully owed. “We’d spend another $10 million if we had to,” he said. The Southeast Alaska Native Land Entitlement Finalization and Jobs Protection Act was rolled into an omnibus lands package, which was part of the 2015 Defense Reauthorization Act signed by President Obama Dec. 19. Sealaska Vice President and General Counsel Jaeleen Araujo worked on the land transfer for more than 10 years. “This kind of event is a reward for a long road,” she said at the signing ceremony. Legislation involving public lands is always difficult to get agreement on, Araujo said in an interview. Further, she noted the Sealaska lands bill came up during a period when it is hard to move anything through Congress. To get it to move, a virtual consensus had to be reached. Araujo, an Alaska Native, said Sealaska came to learn how many groups from a myriad of backgrounds are concerned about the Tongass as much as the Native people are. She described the process as a continuous education to inform people that Sealaska was merely asking for it was owed. “At times it was frustrating when people were looking at this as a corporate giveaway or a land grab,” she said. “We were constantly reiterating the fact that this is an existing entitlement.” Easing those concerns meant concessions. That included the 150,000 acres of wilderness now permanently protected. About 26,000 acres of selections on northern Prince of Wales Island that were part of previous failed conveyance bills were omitted from the one that passed. Historical logging work on the island has developed a network of roads and there was an uneasiness about a private company benefitting from infrastructure installed at the Forest Service’s expense, Araujo said. In the end, Sealaska relinquished selection rights to 327,000 acres as part of the transfer. “(The Tongass) is similar to the Arctic National Wildlife Refuge — a prized jewel to so many people,” she said. “Of course, we live here and have lived here for thousands of years so we can appreciate the importance of the beauty and the bounty of this place.” Mark Kaelke, the Southeast Alaska project director for Trout Unlimited, an active conservation organization on Tongass issues, wrote a piece on the group’s website titled, “Controversial Sealaska bill contains a few Tongass gems,” shortly after Congress agreed to the terms of the omnibus lands bill. Bureau of Land Management Alaska Director Bud Cribley signed the conveyance paperwork for the federal government. He said he was honored to represent everyone in the government that worked on the settlement. Cribley said a provision in ANCSA allows for an interim land conveyance such as the one given to Sealaska. However, it required the transfer be signed within 60 days of enactment of the legislation, which left a lot of work for a short amount of time, he said. “Trying to accurately describe 70,000 acres in Southeast Alaska was nothing less than a challenge,” Cribley said. Over the next several years Sealaska and BLM will finish surveying and patenting the land. Sealaska will also have to apply for easements cemetery sites it wishes to designate in the coming years, according to BLM. Araujo said what happens to the small selections chosen for economic development near small Southeast towns would largely be up to what the people nearby want. Some were chosen for energy — hydropower — potential, but none will be logged or mined.  “There may be some communities that say, ‘We don’t want any development; we just like the fact that we have Native ownership near our community,’” Araujo said. “That’s fine too.” A timber future Not only does the deed transfer end Sealaska’s claims under ANCSA, it should help float the region’s drowning timber industry. Mallott said in an interview that the land would be the key to keeping Sealaska’s timber harvest sustainable at between 30 million and 50 million board feet per year from its lands. He sees timber harvest once again being the most significant business Sealaska has in Southeast. Sealaska’s timber operations hinged on getting the new forest land, and soon. “The consideration of what would have happened without the lands bill — it wasn’t even worth thinking about,” Mallott said. The corporation began scaling back its annual harvest of Sitka Spruce, Western Hemlock and cedar in 2006 to “bridge” its remaining timber resource until the lands bill passed. About a quarter of the 290,000 acres Sealaska owned prior to March 6 has been clear-cut at some point in the past. Now it’s being managed through calculated thinning to maximize its second-growth potential. Araujo said more than half of the newly acquired timber land is old growth and about a third is young timber. The remainder is non-harvest areas. Exactly what sustainable harvest can come from the total Sealaska forest still needs to be narrowed, but Mallott said it would almost certainly be no more than 50 million board feet per year. The larger Southeast industry has collapsed for a number of secondary reasons that all lead back to one: timber supply. Industry outside of Sealaska — reliant on Tongass timber sales — has succumbed to a shift in management practices by the Forest Service and a back-and-forth fight over the Roadless Rule. For more than two decades prior to enactment of the Roadless Rule in 2001, which restricts additional road development on nearly 60 million acres of national forest nationwide, the annual Tongass timber harvest averaged about 270 million board feet. That harvest has fallen to less than 100 million board feet per year since. In fiscal year 2012, it was 20.8 million board feet, according to a Forest Service report. The Forest Service under President George W. Bush exempted the Tongass from the Roadless Rule, but that exemption has since been overturned by a federal court and awaits a ruling from the entire 9th Circuit Court of Appeals. Alaska Forest Association Executive Director Owen Graham said the industry needs access to about 300 million board feet annually to be competitive on the global market. At the same time the Forest Service has shifted to management emphasizing young, or second growth, harvest. That has left some mills unprepared to handle the smaller timber. Graham said he supports the young-growth initiative, but it needs to be phased in over a longer period. “We need more acres and we need more time to let the trees mature,” he said. Peak production days meant Sealaska employed about 600 people for its timber-associated operations, Araujo said. That number had fallen by about half when the lands bill was introduced in early 2013, according to company leadership at the time. At times Sealaska has bid on Forest Service sales to keep up its supply up. Overall, the timber workforce was 4,000 to 5,000 strong during the industry’s heydays of the 1980s, Graham said. Today, about 300 people in Southeast Alaska make a living through timber harvest, according to the state Labor Department. There is one medium-sized mill, Viking Lumber in Craig, and numerous small, one- to five-person mills. Sealaska exports nearly all of the logs it harvests, with the small exceptions of “micro-sales” to small mills on Prince of Wales and in Hoonah. That keeps some value-added processing jobs out of Alaska. Mallott said the company is using the resource addition as an opportunity to study the economics of its entire timber business. “We’d love to figure out the domestic manufacturing feasibility gap,” he said. “What is it in the model that allows us to get a much better price exporting than within the domestic market?” Mallott sees Southeast timber more conservatively than Graham; he said the land conveyance could lead to a flat bottom for the industry, rather than a significant rebound or further fall. However, he and Araujo both noted that Sealaska will be working with anyone willing to provide stable, if modest, timber work. “I can’t even emphasize enough how important (the land transfer) is to allow us to have a sustainable program and timber industry in concert with the Forest Service,” Araujo said. Elwood Brehmer can be reached at [email protected]

Sealaska Corp. continues search for the right business fit

JUNEAU — Sealaska’s land acquisition will help its timber business and the Southeast Alaska Native corporation is looking to expand in other sectors as well. Sealaska Corp. President and CEO Anthony Mallott said in an interview that the corporation has a team continuing to pursue business purchase options, with the hope of announcing something significant within six to 12 months. The focus is first and foremost on industries Sealaska knows well, Mallott said. From there, an emphasis is being placed on operations with high cash flow and those that have ties to Alaska, or at least the Pacific Northwest. “If it’s not in the state, it should have an opportunity to reach to the state,” he said. Sealaska currently has four government services firms that specialize in the environmental, technical, IT and construction and project management sectors. Alaska Coastal Aggregates and Sealaksa Timber round out its natural resource subsidiaries. The acquisition team is working with patience and discipline Mallott said, meaning a new business purchase could take longer than a year. Mallott announced last year that his corporation would enter acquisition mode after selling off companies it owned based all over the Lower 48 and Mexico. Owning firms headquartered outside Alaska is common among the state’s 12 Native regional corporations. He noted that Sealaska is hunting for new business with significant capital on hand. At the end of 2013 the corporation held $80.2 million of cash and investments and had more than $121 million in liquid capital and credit, according to its annual financial report. Mallott stressed Sealaska will develop a “network of trust” to fully understand the risks in whatever venture it enters on his watch and avoid past mistakes. “Historically, we’ve purchased assets within industries that we didn’t have a full understanding of and it’s led to issues, so the learning and gaining experience and creating a network of folks that work within different industries, that’s going to be the key in getting a deal done sooner rather than later,” Mallott said. “And that’s what we’ve been doing the last year and a half.” The 2013 Sealaska Annual Report also detailed a very rough year. Sealaska posted a $35 million net loss that year. Without natural resource revenue sharing from the other Native regional corporations, the final losses would’ve been much worse — $52.2 million in operational losses. Chris McNeil Jr., president and CEO at the time, attributed the losses primarily to one of its construction firm’s losses that offset profits in other businesses. Combined with an internal restructuring that touches many branches of the corporation, Mallott said the acquisition, when it comes, will be a “turnaround moment” for Sealaska. “When you think about the want to be around 100 years from now, let alone 500 years from now — all those structural things you need to be sure of and we think now is the right time,” he said. “We’re doing both; we’re actively looking and we’re structurally improving Sealaska.” Elwood Brehmer can be reached at [email protected]

Corps has $210 million plan for Nome port expansion

An expansion plan for the Port of Nome is starting to take shape. The U.S. Army Corps of Engineers Alaska District released a draft feasibility report Feb. 20 that outlines what it sees as a reasonable Arctic deep-draft port. For an estimated $210 million, the Corps’ tentatively selected plan would dredge Nome’s outer harbor to a mean depth of 28 feet. It also calls for demolishing a small breakwater at the end of the existing causeway and extending the causeway 2,150 feet. A 450-foot large vessel dock would then be constructed at the end of the causeway in the newly protected area. The large eastern breakwater would remain in place and the extended causeway would wrap around the end of it to expand the harbor. The harbor currently has a maximum depth of about 22 feet. “It’s a good day for everybody — for the city, for the state,” Nome Mayor Denise Michels said when the report was released. The general proposal is similar to one the city drafted in the 1980s, she said, and much of what went into the current iteration came from Nome Port staff. Sen. Lisa Murkowski commended the Corps for their work on the project in a release from her office and said a larger Arctic port could mean job growth for the Seward Peninsula. “Though this is just one step, it is what I am looking for out of this administration to leverage our role and responsibility as an Arctic nation, and invest accordingly,” Murkowski said. “We know other countries are making plans to seize the opportunities presented in the Arctic, and we must do the same.” While Nome is not north of the Arctic Circle, a Western Alaska port would likely be a hub for research, oil and gas support and emergency response vessels working in the Arctic. The cost of the project would be shared, with the federal government picking up $97 million of the work that could have national economic development benefits. Local or state interests would fund the remaining $113 million. Michels said the city would probably look to private partners to help fund construction. The latest report further narrows the focus of a study the Corps and state Transportation Department released almost exactly two years ago that chose Nome and nearby Port Clarence as the two best port locations of 14 sites Western Alaska sites reviewed. Corps of Engineers Alaska Chief of the Civil Works Division Bruce Sexauer said in an interview that Nome was selected because Port Clarence, despite having naturally deep water, has no shore-side infrastructure. He said ships already seek shelter from storms in Port Clarence and lay up there to wait for ice to change, for instance; it serves its purpose. Michels said the City of Nome would request the Corps further investigate dredging the harbor to 35 feet for larger vessels in the comments it will submit on the draft plan. A 30-day public comment period is open through March 23 and Sexauer said the Corps is interested in getting as much feedback on the proposal as possible. He said the Corps determined 28 feet to be sufficient for the vast majority of the industry support and response vessels are expected to call on Nome in the future. Additionally, it would be deep enough to get larger fuel and supply shipments into the Nome that could help curb shipping costs on goods in the city. “There’s a certain break point — if you go down to a certain depth you’ll be able to accommodate a certain number of vessels, and if you go to the next depth you’ll be able to accommodate more vessels,” Sexauer said. “At some point if you go deeper there are not going to be very many more vessels that are going to need to be accommodated.” Sexauer also noted that the inner harbor would also be deepened to 22 feet. Dredging deeper also changes who pays for it. The feds typically pay 90 percent of the cost for deepening navigation features up to 20 feet. That match shifts to a 75 percent federal, 25 percent non-federal for 20 to 45 feet. Under the current plan for Nome, the non-federal sponsor would pay $1.5 million of the estimated $8.3 million dredging cost, according to the report. Because it is an expansion plan of existing infrastructure, Sexauer said the environmental assessment work already done should satisfy National Environmental Policy Act requirements and a full-fledged environmental impact statement likely won’t be needed. From here, the plan needs approval from Corps of Engineers leadership and funding authorization from Congress — how long that could take is unknown. Michels said increased ship traffic through the Bering Strait in recent years has upped the need for more maritime infrastructure. “The need is now, so the sooner the better we can do this the more the global shipping community can benefit from it,” she said. Elwood Brehmer can be reached at [email protected]

Construction forecast positive in short term with 3% dip

The state budget may be grim but Alaska’s construction industry as a whole should have another good year, according to a University of Alaska Anchorage Institute of Social and Economic Research forecast. The 2015 construction outlook predicts a total spend of more than $8.5 billion statewide. That would be a 3 percent decline from the revised 2014 projection of $8.8 billion worth of construction activity in Alaska. “Our short-term outlook is positive,” Associated General Contractors of Alaska Executive Director John MacKinnon said in a formal statement. “We’ve seen dips in the price of oil and dips in the economy before, and they both come back up. At this point in the cycle we don’t know what the bottom will be or how long before it trends up; it will go back up.” MacKinnon also noted that there is typically a lag between when public money is appropriated and when it actually “hits the street” in the form concrete being poured or buildings going up, so prior year bonds and capital spends will undoubtedly have an impact in 2015. ISER prepares the forecast for AGC of Alaska every year. Employment in the industry is expected to dip slightly from the 17,600 jobs last year, which was a 6 percent increase over 2013. Those projections do not include self-employed contractors in Alaska, estimated to number 9,000 in 2011. “Our annual forecast underscores the importance of the construction industry in Alaska. It’s not just about the jobs and the economic value of the current construction projects — the one-time expenditures,” MacKinnon said. “It’s really about how what we build becomes a part of the ongoing economy of Alaska for years and often, generations.” Private spending is expected to be more than $5.5 billion of the total and down about 6 percent. Leading the way per usual will be the oil and gas industry with about $3.8 billion of work, a slight decline from 2014. ConocoPhillips has several large oil projects on the Western North Slope and ExxonMobil is continuing work on its large Point Thomson gas development. Forecast authors Scott Goldsmith and Pamela Cravez wrote that low oil prices have a greater impact on how much producers have in the bank than what they want to do because projects are planned based on conservative price models. “Some of the largest operators in Alaska are quite strong financially, and others have funding sources not tied to the oil price. Furthermore, in Cook Inlet, activity is more sensitive to the price of natural gas than of oil, and the state, through its tax credit programs, has also provided a funding source not directly tied to the price of oil,” they wrote. “Finally, the industry is under political pressure to show that the new state production tax, SB 21, has stimulated new investment.” At $210 million, mining work is projected to be up 19 percent despite some lower metal prices. The state’s six major producing mines have larger capital expenditures planned for the year, according to the report. A subcategory that could go under public and private spending, utilities should spend about $680 million this year, down 20 percent. That is due mainly to the completion of Matanuska Electric Association’s Eklutna plant. The largest project left is Anchorage’s Municipal Light and Power $275 million replacement plant scheduled for completion in mid-2016. Health care spending will be pretty steady, at $240 million in the coming year, based on federally supported projects by Alaska Native health organizations. The Alaska Native Medical Center in Anchorage is building a 200-room patient housing facility. Public sector spending should be about flat, at more than $2.9 billion, according to Goldsmith and Cravez. Residential construction is pegged to be down 14 percent at $415 million. The activity continues to center on the Matanuska-Susitna Borough; however, land shortages in Anchorage, high heating costs in Fairbanks and overall stagnant economic and population growth will likely slow the construction segment. Public sector spending should be about flat, at more than $2.9 billion. Work on transportation infrastructure — highways, airports, ports, and railroad — should be up slightly and total more than $1.2 billion. Defense spending, which includes U.S. Army Corps of Engineers environmental work along with military construction, should be $435 million, up about 10 percent. Fort Greely is expected to get $50 million for its missile defense program, a recent addition to the federal budget, the authors wrote. Other federal spending, done largely by the Interior Department in Alaska, is expected to be off 15 percent to $255 million. Elwood Brehmer can be reached at [email protected]

Refurbished Port of Anchorage cost estimated at $485M

It will likely cost nearly another half a billion dollars to upgrade the Port of Anchorage according to the project managers. The Anchorage Port Modernization Project team revealed its concept design selection to Anchorage Assembly members at a Nov. 21 work session. “This is an out-the-door cost; it’s everything,” CH2M Hill project lead Lon Elledge told the Assembly. Selected by Mayor Dan Sullivan and the Assembly last spring, engineering and consulting giant CH2M Hill is the latest management firm for the port construction project. The U.S. Maritime Administration, or MARAD, led the previous iteration, the Port of Anchorage Intermodal Expansion Project, for nine years. The municipality cut ties with MARAD in 2012 after major construction damage was discovered. No significant work has been done to Alaska’s largest marine hub since 2010.  The group of CH2M Hill project and port leaders said the concept design was selected unanimously — one of four that came out of a weeklong design charette with stakeholders held in August. Done to high-level, 15 percent completion, the project team has a 60 percent confidence that the overall cost will come in under $461 million and is completely confident it can be done for less than $628 million, Elledge said. The cost estimates are based on construction beginning in 2016. With full funding it would be finished in 2022, he said, nearly 20 years after work began. Port Engineer Todd Cowles said the main goal of the new project is simple. “We’re focusing on our existing business and expansion of that business,” Cowles said. At more than 50 years old, the steel piles that support the dock structures are badly corroded. The port spends more than $1 million per year maintaining them. The latest design uses traditional pile-supported docks and eliminates the sheet pile used in the earlier design. At $485 million, the municipality would need to secure an additional $355 million; it has about $130 million remaining from prior funding. Since 2002, nearly $439 million of municipal, state and federal money has gone towards Port of Anchorage construction and a little more than $300 million of that has been spent. The State of Alaska contributed $220 million in bonds and direct appropriations through 2012. Sullivan said in an interview the state would be the focal point of the municipality’s hunt for additional funding, but also said federal transportation loans and the Defense Department could be other options. The Port of Anchorage is listed as a strategic port by the Department of Defense, a factor that has played into some design considerations. He noted that the port benefits all of Alaska — roughly 85 percent of goods to the state enter through the Port of Anchorage — and that the municipality has already financed $80 million of work. As oil prices fall and the state budget situation worsens, Sullivan said he is aware large direct appropriations will be hard to come by. “Remember, the state and the municipality still have AAA bond ratings,” he said. Incoming Gov. Bill Walker has said repeatedly he would focus on finishing important infrastructure projects across the state rather than starting new ones. If there is one that needs to be finished, it’s the Port of Anchorage. All of the designs remove nearly half of the 35-acre North Extension backlands created during construction of the earlier, discontinued project. Cutting back the filled area will allow for more direct current flow past the existing and future port terminals and subsequently improve scouring, which would reduce some of the need for dredging. The U.S. Army Corps of Engineers spends up to $10 million per year to dredge the area around the Port of Anchorage. After cutting the North Extension, Phase 1 of the project entails demolishing the port administration building, which currently sits near the water and the main terminals, and building a new one near the security office. It also includes construction of a new point of loading, or POL, dock at the southern end of the port near the cement area. Phase 2 would involve filling a small area behind Terminal 1 and moving Terminal 1 out to where a depth of 45 feet can be achieved. The current dock is at roughly 35 feet. During phases three through five terminals two and three would be demolished and subsequently pushed out 100 feet or more to be in line with Terminal 1. The port’s main tenants, Totem Ocean Trailer Express and Horizon Lines, would be moved just once under the concept, a big advantage to it, the team members said. “(The concept) gets a thumbs up from us,” TOTE Alaska Director George Lowery said. In the final phase, existing POL 2 would be pushed out to be in congruence with the other terminals. When CH2M Hill was selected as project manager Sullivan said the company would not be involved in new designs. CH2M Hill, which conducted the study that found the sheet pile design unsuitable for the port and led to lawsuits against former project players, will lead design to the 35 percent level. That work should be done by May 2015. From there a design-build team will be secured over the summer and the final design elements will be developed. CH2M Hill will not be the designer of record, Sullivan said. Environmental permits from the previous project will have expired by the time construction starts and will have to be secured as well. Elwood Brehmer can be reached at [email protected]

Breakwater next step in Seward marine development

The City of Seward is ready to jumpstart development that has been decades in the making. When Gov. Sean Parnell signed the fiscal year 2015 capital budget May 28, Seward was officially awarded $5.9 million from the state to complete its breakwater and begin full-scale work on what the city calls the Seward Marine Industrial Center. Total, the city has gathered $25.9 million for the breakwater, to be built in front of Seward Ship’s Drydock. The money came in three chunks: $10 million as part of the $453 million bond package approved by voters in 2012; $10 million in the fiscal year 2014 capital budget; and most recently the $5.9 million approved by Parnell. At 1,200 feet long when finished, the breakwater will all but enclose roughly 15 acres of water behind it, Seward Community Development Director Ron Long said. That space will be available to anyone wishing to lease it, Long said. While it may not be momentous or even overly exciting, getting a breakwater in place is the lynchpin to developing the industrial center. The breakwater will shelter the shipyard’s waterfront and the city’s adjacent cargo dock from the battering Gulf of Alaska waves that periodically make their way up Resurrection Bay. “The cargo dock never really got any traction because the breakwater was never completed,” he said. Parties from numerous user groups including oil and gas support companies, barge services and the Western Alaska Community Development Quota, or CDQ, fishing fleets have expressed interest in using the industrial harbor when the breakwater is standing, he said. All of the CDQ groups currently homeport in Seattle and travel to the Bering Sea to fish. A 2013 report to the Legislature regarding the $10 million appropriation emphasized that the Coastal Villages Region Fund CDQ group spends up to $10 million on vessel maintenance and nearly $20 million on moorage and other costs each year in Seattle. According to the city, the CDQ groups could save up to $75,000 in fuel per trip by harboring in Seward versus Seattle. Once complete, Long said it’s up to the city to be proactive and get firm commitments from the groups interested in using Seward as a base of operations. “People have been listening to Seward say we’re going to build that breakwater for 25 years; they’re not going to put any money down on the table until they actually see something,” he said. That time will likely come in about a year. Long said the city can begin dumping rock in October, as to not disturb returning salmon. He said the interim months would give contractors enough time to stockpile rock for the project from the nearby city quarry. Work will continue through April of next year, and if need be, the finishing touches will be put on the breakwater in the fall of 2015, according to Long. Barring an unforeseen setback, the area behind the breakwater will officially be open for business in the spring of 2016, but access to the shipyard, cargo dock and fuel storage facility will also remain open during construction. “We want to be careful that we keep those users alive and well during the construction period,” Long said. Federal marine habitat impact mitigation plans — which the project’s U.S. Army Corps of Engineers wetlands permit is contingent upon — are currently being worked out, Long said. “Now it’s close enough to fully funded that we’re gong ahead with (requests for proposal) and contracts will be on the street pretty quick,” he said. When designing the breakwater, city officials took advantage of the state-of-the-art vessel bridge simulator at AVTEC, the state’s local vocational and technical training campus. Long said variations of a basic breakwater design and extreme weather conditions were plugged into the simulator while vessels ranging from 400-foot tank barges to large catcher-processors and mega yachts were steered through the entrance. In the end, the city saved the state some money on what was originally a $27.9 million project. “We crashed tens of millions of dollars of vessels up against the virtual breakwater and as a result we changed a couple minor aspects to the breakwater and wound up peeling about $2 million off the cost,” he said. The water that will be behind the breakwater is 24 feet deep now, Long said. He doesn’t foresee the need to have a deeper harbor, as users with larger vessels would likely head to the city’s deepwater railroad dock, but it could be dredged to 31 feet before undercutting the existing dock sheet pile would become an issue, he said. The genesis for the Seward Marine Industrial Center came in 1986 when city voters approved a $30 million general obligation bond to purchase and construct the infrastructure for what shortly after became Seward Ship’s Drydock, Long said. It was then that the first portion of the breakwater was built as well. Seward recently made its final payment on the 25-year obligation, he said. The dry dock and the prospective business center are at the end of Nash Road across Resurrection Bay from the city proper. “A little town of 2,500 people just retired $30 million of debt invested out of their pockets, so there’s a lot of public buy-in wanting to see this area developed,” Long said. As Long explained it, the breakwater is one of three components to the Seward Marine Industrial Center. The second is the shipyard — in the process of being purchased by Vigor Industrial LLC, the Portland, Ore.-based shipbuilder that operates the Ketchikan shipyard as Vigor Alaska. Vigor will act as the “anchor tenant” of the industrial center, Long said. While the shipyard is operated privately, the property is owned by the city. Vigor Industrial announced its preliminary agreement with Jim Pruitt, the owner of Seward Ship’s Drydock in January. In May, the Seward City Council approved operations and maintenance lease transfers from Seward Ship’s Drydock to Vigor. Once the final details of the sale are worked out and it is finalized, Vigor Alaska’s shipyard development coordinator Doug Ward said Vigor plans to invest in the Seward shipyard as it did when it purchased the Ketchikan shipyard in 2012, although perhaps not quite on the same scale. Vigor Industrial currently operates six shipyards in Oregon and Washington in addition to its Alaska facilities. Working with the Alaska Industrial Development and Export Authority, which owns the Ketchikan property, Vigor has overseen more than $130 million of facilities construction and upgrades at its southern Alaska yard. Ward said having two of the state’s largest shipyards under congruent ownership should help draw added marine business to Alaska and Long said the city’s discussions with AIDEA about Vigor as a tenant were nothing but positive. Vigor spent roughly $250,000 on a comprehensive environmental assessment of the Seward shipyard and it came back with a “clean bill of health,” Long said, that was encouraging not only to city officials, but to residents as well. Also reassuring was Vigor’s emphasis to hire locally when expanding its workforce Ketchikan workforce, he said. According to Ward, 97 percent of Vigor Alaska’s 161 employees at the end of 2013 were hired from Ketchikan. “What we expect (Vigor’s) going to do is to keep on doing what they do best,” Long said. “They’ve demonstrated a commitment to the environment; they’ve demonstrated a commitment to their workforce and to doing a good job attracting repeat customers. That’s been their history and their business model and their standard that they’ve used in previous acquisitions. That’s what they’ve said they’re going to do and that’s what we look forward to.” The remaining component to Seward’s Marine Industrial Center is the uplands, of which the city has more than it knows what to do with, according to Long. The uplands are ideal for bulk raw commodity storage, he said, and businesses will likely develop around what support the harbor users and Vigor need. Those “self-sorting” needs could include net mending, propeller repair, welding and fabrication shops, warehouse and refrigeration space or even forklift rental, Long surmised. He said in five years he hopes to be able to see the map of the industrial center’s future — ultimately a “thriving working waterfront” supporting business that “filters out through all facets of the economy that keep a town alive and thriving and a place where people want to be,” Long said. “That’s the kind of thing I’m looking for.” Elwood Brehmer can be reached at [email protected]

Alaska's road construction season is here

Alaska’s second season, that of road construction, is upon us. The Parks Highway will get a major facelift starting this year, with a dozen projects along the entirety of the Anchorage-Fairbanks link. Work already contracted for the northern half of the highway will total about $80 million in 2014 alone, Department of Transportation Northern Region spokeswoman Meadow Bailey said. Not coincidentally, the overall region road construction budget is about $240 million in finalized contracts for 60 projects in 20 communities, or about $80 million more than 2013, according to Bailey. “Almost all of the (Parks Highway) projects are safety improvements or upgrades to capacity — a lot of passing lanes,” she said. Heading south on the Parks, the first large project travelers will encounter is the construction of three passing lanes this year from milepost 272 to milepost 265 between Nenana and Healy. A larger second stage of that work will build seven more passing lanes between miles 296 and 197 and is anticipated to run through September 2015. Both stages of work will include upgrades to grading and embankments along the corridor and the work is expected to total $30 million. Drivers can expect delays of up to 50 minutes and pilot cars in these work zones, according to DOT. Installation of $13 million worth of rumble strips and permanent road striping between milepost 263 and milepost 252 — completion of holdover work from last year — will take up to four weeks and should be done by the end of August. The gamut of resurfacing, bridgework, adding and replacing culverts, and road widening will start as soon as weather permits between mileposts 252 and 239. Delays of up to 20 minutes and weight restrictions during bridgework can be expected in this stretch of work, which will also continue into 2015 and cost $32 million. In all, more than 100 culverts will be replaced, repaired or cleaned in the 13-mile stretch. At mile 194 south of Cantwell, three years of work on a railroad overpass and a new bridge across the Middle Fork of the Chulitna River will commence this spring. Again, traffic delays of 20 minutes can be expected. Bailey said an exact price to the bridgework was unavailable as a contract had not been awarded, but the project was appropriated $20 million in the current state capital budget. Back north in Fairbanks crews will be resurfacing two of the popular routes through the city. About three-quarters of Airport Way will be resurfaced at a cost of $5.4 million, Bailey said, with the remainder of the road being finished in 2015. The 4.5-mile Johansen Expressway will get its first new pavement since it was built 20 years ago. That project will cost DOT $9.2 million. A resurfacing and sidewalk rebuild on of the oldest streets in Fairbanks, South Cushman Street, is out to bid, according to Bailey. “(South Cushman) is a complex street because there’s not a lot of right-of-way to work in,” with businesses near the edge of the narrow corridor, she said. To the north of Fairbanks a $17 million, two-year reconstruction of Goldstream Road will commence this year. Elsewhere in the Northern Region, $7 million will be spent to resurface the first 19 miles of the Edgerton Highway towards Chitina. It is currently chip sealed and will get a layer of asphalt, Bailey said. A continuation of resurfacing and bridgework on the Glenn Highway in Glennallen will continue as well. By the end of the summer, Alaska should have 15 miles of new road. The pioneer-level Tanana Road will extend the end of the Elliott Highway to the south bank of the Yukon River across from Tanana and provide ice road access to the community. “It’s not often we get to build new roads in Alaska,” Bailey said. The Tanana Road is out to bid as well. With $6 million in the proposed fiscal 2015 capital budget, the Roads to Resources project will likely have been appropriated $16 million since fiscal 2013. Central Region Downtown Anchorage’s main corridor should be a lot smoother by the time the cold returns next fall. “The entire Fifth and Sixth avenues from L Street to Ingra (Street) is going to be getting a pavement uplift,” DOT Central Region spokeswoman Jill Reese said. Additionally, the Sixth Avenue and A Street intersection will be closed for a time, Reese said, however it is unclear as to when because contracts for the downtown work have not been finalized. Nighttime paving is set to begin in July and continue into October, with requisite concrete work done during the day, she said. It’s also unclear which end of the Fifth-Sixth corridor will be paved first. West Dowling Road new construction between C Street and Minnesota will resume and continue seasonally into 2016. This summer, the West Dowling-Raspberry Road intersection will be closed for six weeks, Reese said — exactly when is unknown. Long-term work on the Seward Highway in Anchorage is ongoing as DOT is working to secure right-of-ways in the Dowling Road area of South Anchorage, according to Reese. A revamp of the signal lights on the Tudor Road-Seward Highway overpass will impact traffic for a short time, she said. In all, DOT has 51 projects totaling $482 million planned for the region in 2014. Repaving and shoulder widening on Eagle River Road up to mile five will resume soon and go through August. Work on the first five-mile stretch of Eagle River Road will be a 2015 project. “All of these we get started as soon as we can and go as long as we can,” Reese said. A continuation of work from last year, sections of the Seward Highway from Ingram Creek at the base of Turnagain Pass to Canyon Creek — 19.5 miles of highway — will be resurfaced. DOT is also studying options to make the section of the Seward Highway near Indian along Turnagain Arm safer, according to Reese. Resurfacing started last year through Cooper Landing on the Sterling Highway from mile 45 to mile 58 will continue as well, she said. Miles 79 to 82.5 of the Sterling near the Moose River will be getting new pavement, too. At the end of the Sterling, the Homer Spit road will be repaved this summer, Reese said. Back on the Parks, a five-year, three-phase expansion project from Lucas Road in Wasilla to Big Lake Road is getting underway this spring. The 2014 phase of the project will extend the five-lane format one mile from Lucas Road to Church Road at a cost of $17 million, according to DOT. Reese said concerns about extended delays should be answered with travel restrictions being limited to an off-peak 8 p.m. to 5 a.m. timeframe with maximum delays of about 20 minutes. Construction crews and DOT are “doing all they can to make this as easy on people as possible,” she said. Resurfacing is tentatively scheduled for July through September on Parks Highway miles 123-146. Delays of up to an hour when traveling the entire 23-mile stretch should be expected, according to DOT. The work should also reduce future weight restrictions on the section of highway during spring thaw, the department reports. Southeast Region While dominated by water and the Alaska Marine Highway, a few sections of paved road are getting attention in Southeast this summer, but not as many as 2013. “Last year was a much heavier year for construction in Southeast,” region spokesman Jeremy Woodrow said. The biggest project will be wrapping up the $34 million Brotherhood Bridge replacement on Juneau’s Glacier Highway, Woodrow said. Also on the Glacier Highway, a roundabout at the intersection of the highway with Back Loop Road should be completed this year, he said. That work has an $8.1 million price tag. The end of work to light Egan Drive is also in DOT’s sights. “That’s a nice safety improvement,” Woodrow said. On the other side of Gastineau Channel from Juneau, the first six miles of the North Douglas Highway will be resurfaced at a cost of $5.7 million. In Ketchikan, holdover work to rehab and resurface the North Tongass Highway from Ward Cove to Refuge Cove will be ongoing. Gustavus will be the exception to the quiet construction summer in Southeast, according to Woodrow. “We’re repaving almost all of Gustavus,” he said. More than $35 million of work reconstructing Sawmill Creek and Halibut Point roads in Sitka should wrap up this year as well. Woodrow said 20-plus miles of work on the Haines Highway just out of town that DOT had originally hoped to start this season has been delayed because of challenges in environmental permitting.

Lawmakers briefed on Ambler, Juneau road projects

Legislators were brought up to speed on $900 million worth of work on two of the road proposals on the state’s ever-growing list of mega projects at a March 6 committee hearing. The Joint Transportation Committee heard from Alaska Industrial Development and Export Authority leadership on the Ambler Road project in Northwest Alaska and from the Department of Transportation and Public Facilities regarding the Juneau Access road. AIDEA Deputy Director Mark Davis told lawmakers that the authority took over work on the proposed corridor to the Ambler Mining District from DOT last June so the state’s infrastructure financing gurus could investigate options beyond traditional capital appropriation funding for the project. The road would provide access to four copper, zinc, lead and silver deposits that stretch for about 75 miles between the Brooks Range and the upper Kobuk River. Exploration of the deposits has so far been led by NovaCopper Inc., which owns the rights to the largest copper claim known as the Arctic deposit. NovaCopper has also teamed with NANA Regional Corp. on exploring the Bornite deposit, just south of the main Ambler claim belt. A February 2013 report from NovaCopper estimated the Bornite deposit holds roughly 2.4 billion pounds of copper. In July of last year the company issued a preliminary economic assessment of the Arctic deposit that estimated a total resource value of between $619 million and $1.4 billion. The final version of that report, released in September, projected mining and income tax payments to the state of $273.4 million over a 12-year mine life. “Without a road the mines cannot be developed,” Davis said. The Ambler Road would run west for approximately 200 miles from near milepost 135 of the Dalton Highway and give any Ambler-area mines that are developed rail access in Fairbanks.  There, AIDEA would likely partner with the Alaska Railroad to build a small ore terminal, Davis said. DOT took up the project in 2010 when it began reconnaissance studies on the corridor. Since then, the state has put $17.75 million towards the Ambler Road and Gov. Sean Parnell has asked for an additional $8.5 million in his proposed fiscal 2015 budget. Rough cost estimates have put the road in the $400 million range. Davis said AIDEA has value engineered DOT’s two-lane proposal down to a one-lane industrial road that should cost “significantly less,” he said. If AIDEA can secure private funding for the Ambler Road and avoid using public money for construction, its classification as an industrial road could allow restricted use and lower costs. One or more partners would be sought for all construction and maintenance costs, Davis said, similar to what AIDEA has done with the Red Dog mine road north of Kotzebue. “The rationale is to put some of the construction and design on the private sector,” he said. “They tend to be more innovative; they tend to be quicker; they tend to be less expensive than the government.” By starting the National Environmental Policy Act environmental impact statement process this year, environmental permitting could begin in 2016, with construction in 2019, he said. Davis said bonding the state’s portion of work — possibly up to $90 million — could mean no other state contributions would be needed beyond the NEPA process. AIDEA estimates it will need between $15 million and $21 million beyond what Parnell has proposed until permitting is complete. NovaCopper and AIDEA have a memorandum of understanding to keep each other updated on work, given the ties between the road and mine development, according to Davis. This year, AIDEA is continuing discussions about the subsistence, access and economic impacts of the road and mines with area villages, he said. Also, the authority will contract again with DOT and the University of Alaska on geotechnical and environmental impact study work. Years from now, if the road is built and all activity in the Ambler Mining District has wrapped up, Davis said there are multiple options that could provide increased public access on the road. Those decisions will be made during the NEPA process, he said. The first half of the 52-mile Pogo gold mine road near Delta will open to the public once the mine is closed, he said. Lois Epstein, engineer and Arctic program director for The Wilderness Society, testified before the Transportation Committee and raised concerns about how fast the state is moving on the project. “The administration has gotten ahead of itself on Ambler Road,” she said. Before the state puts any more money towards Ambler development, Epstein said there should be clear facts about the viability of the mine prospects and the support garnered from area villages. She questioned whether the state would be able to find private partners to finance enough of the road to justify the estimated $273.4 million return in taxes. NovaCopper’s July 2013 report justifies moving forward with a pre-feasibility study, the company has stated. Epstein said the villages of Bettles, Evansville, Alatna and Allakaket all recently passed resolutions stating positions against the proposed road. One of the biggest concerns area residents have is how the east-west road would impact caribou migration patterns, she said. The Red Dog mine road, which has been promoted as an example of responsible resource development, runs north-south and could affect herds differently, Epstein said. Rep. Craig Johnson, R-Anchorage, said the direct return on investment the project could have is secondary to the benefits of job creation in the very rural region and all but dismissed Epstein’s testimony. “I just hope that at some point we get to see the benefits of development testified to,” Johnson said. “I know we’re looking at specifics, but at some point I think we also need to look at the positive impacts that jobs, and creation of jobs and access to less expensive energy plays in this and we can’t just deal with a piece of dirt turned over and a caribou having a good road to walk on north and south instead of having to cross east and west.” In his testimony, AIDEA’s Davis said the possibility of ice roads used to deliver lower-cost fuel to area villages off of the Ambler Road exists if the road is built. Greta Schuerch, government relations coordinator for NANA, said the state’s partnership with the Native corporation on Red Dog stands as a successful model for Ambler, but that everyone still needs more information on the Ambler project before decisions are made. Juneau access road Extending a road almost, but not quite, to Skagway from Juneau was the second topic for the Transportation Committee. DOT Division of Program Development Director Jeff Ottesen said extending Juneau’s Glacier Highway 48 miles north to the Katzehin River, about three quarters of the way to Skagway, would save the state untold millions in the coming years. The savings would come from retiring one of the state’s mainline ferries without replacing it and the lower maintenance cost of a road versus a 400-foot ferry. “One thing about a road, is that most of that first investment is retained over decades and decades and decades,” Ottesen told the committee. “It doesn’t wear out; it’s not steel that corrodes; it’s not engines that wear down.” Over 50 years, building and maintaining a mainliner ferry costs upwards of $1.4 billion, even after money recovered from fares is factored in. A November cost analysis put the road “right at $500 million,” Ottesen said. The state put $4.6 million towards the project in the current fiscal year and Parnell has $55 million for it in his budget. Currently, DOT is working with federal agencies to complete a supplemental environmental impact statement, or EIS, needed after the 9th Circuit Court of Appeals ruled in 2011 that the state’s original document failed to consider the possibility of improving service with the existing ferries and terminals. The road would end at the Katzehin because the National Park Service deemed the area around White Pass to be a national historic resource and an area that can’t be impacted based Federal Highway Administration regulations. That means the “day boat” ferries on the verge of being built for running Lynn Canal would run up to 10 times per day between a ferry terminal at the end of the road, Haines and Skagway. DOT projects that activity would increase vehicle capacity in the corridor nearly 10-fold by 2020 — anticipated completion of the two-lane road — and demand by more than 18 times from 71 vehicles to more than 1,300 vehicles traveling the route per day. Additionally, travel time between Skagway and Juneau would be cut in half, from an average now of about 7.2 hours with wait-time, to about three hours. Gary Hogins, DOT’s lead on the project, said the traffic added to Juneau’s road system would be “insignificant.” Elwood Brehmer can be reached at [email protected]

Anchorage files suit against MARAD over port management

The Municipality of Anchorage is broadening the reach of litigation to include the federal government among the defendants in the ongoing port expansion drama. During a March 3 press conference, Anchorage Mayor Dan Sullivan discussed his administration’s decision to file a lawsuit Feb. 28 against the U.S. Maritime Administration, or MARAD, in the U.S. Court of Federal Claims. The U.S. Department of Transportation agency was in charge of managing the construction project at the city’s port when cost overruns and questions about construction and design techniques brought the critical infrastructure project started in 2003 to a halt in 2010. No significant work has been done on the port in nearly four years. The latest legal action by the municipality brings the total number of defendants involved in the port work to four in two cases. The municipality sued PND Engineers, CH2M Hill, owner of former port design consultant VECO Corp., and Integrated Concepts and Research Corp. on March 8, 2013, in state Superior Court. That case has since been moved, despite protest by municipal counsel, to federal Alaska District Court in Anchorage. The Court of Federal Claims in Washington, D.C., where the municipality has sued MARAD has jurisdiction over contract disputes with the federal government. The business relationship between the municipality and MARAD ended unceremoniously in 2012 when the agency was “kicked out” of the port project, Sullivan has said. The municipality now has oversight responsibility of the port expansion. “As we all know the management of (MARAD’s contract) was not handled competently and we’re seeking damages as a result of that,” he said. Damages in excess of $10,000, but ultimately to be determined by the court, are being sought on two counts of breach of contract and one count of “breach of the implied covenant of good faith and fair dealing,” according to the municipality complaint. MARAD signed memorandums of agreement with the municipality in 2003 and 2011 detailing its responsibilities at the port. MARAD also signed contracts in 2003 and 2008 with Integrated Concepts and Research Corp., the firm it hired as a management partner under the Small Business Administration’s 8(a) program, which has special provisions for Alaska Native corporations. ICRC was owned by Koniag Inc., the Alaska Native Regional corporation for Kodiak, at the time of the first contract, but was sold to a Virginia company prior to the 2008 contract. Improper application of the preferential 8(a) rule by MARAD in 2008 was one of several issues raised in a scathing Inspector General audit released in August 2013, reviewing the agency’s involvement in port projects in Guam, Hawaii and Anchorage. According to the complaint, MARAD agreed to pay ICRC $11.3 million in September 2012 as part of a negotiated contract adjustment agreement without the municipality’s knowledge. “At the same time MARAD was secretly negotiating a settlement with ICRC, MARAD was pretending to work with (the municipality) to reject the ICRC claim and to prepare a counterclaim with (the municipality’s) assistance,” the complaint alleges. The settlement released MARAD and ICRC from liability and recourse against each other regarding contract work at the Port of Anchorage, the municipality claims. Per the agreements between MARAD and the municipality, the federal agency took 3 percent of the $302 million appropriated for the project as fees for its work, amounting to just more than $9 million since 2003. On Feb. 25, the Anchorage Assembly approved CH2M Hill as a project manager for the port on an initial five-year, $30 million fee-for-service contract. CH2M Hill prepared the 2013 study that deemed PND Engineer’s patented Open Cell Sheet Pile design unsuitable for seismic and design-life criteria at the port. That study was cited extensively in the first lawsuit. PND has claimed from the outset that faulty sheet pile installation was to blame for the project’s challenges. Over the next few weeks, a project management plan will be drafted and Sullivan said he hopes to have a new design approved within a year. First, some of the projects expired permits must be re-acquired. “We’ve got this project back on track, but it’s important that any and all entities that were responsible for previous mismanagement or mishaps in construction are held accountable,” he said. The general statute of limitations on disputes in Federal Claims court is six years; Sullivan said the case falls within that time frame. He said the municipality is standing up for the people of the state that depend on the Port of Anchorage. Outside of Southeast, roughly 90 percent of all the goods that enter the state go through the Anchorage port. So far, the Anchorage Assembly has approved $1.75 million for legal proceedings dealing with the port project, he said. Overall, $439 million in combined funding has been appropriated to the project that started with an estimated cost of less than $300 million in 2003. Of that, $138.6 million was federal money appropriated through various channels over nine years. During his Feb. 18 report to the Legislature, the Anchorage mayor said it would probably need another $250 million to $300 million in addition to the roughly $130 million the municipality has set aside for work now. The money available now will last for some time, Sullivan said, as his plan has scaled back the scope of the project. A brand new $280 million “north berth” dock has been taken off the table and future work will focus on traditional, pile-supported structures to mainly replace what is at the port now, he has said several times. As the 50th anniversary of the 1964 earthquake approaches, port officials have said the aging structure that withstood that disaster likely wouldn’t fare so well if a similar quake were to happen now as corrosion and general age have taken their toll. Sullivan told state lawmakers that he thought that the likelihood of the project receiving federal funding similar to past levels going forward — $138.6 million over nine years — is “very slim,” he said. Because the Defense Department has deemed the Port of Anchorage is a strategic port, $60.4 million of the federal funds the construction project has received to date came from the department, which requires dredging to a mean depth of 45 feet at such ports. The port is currently dredged to about 35 feet at the dock face. That might make the project available for some Defense and federal grant dollars, but he added that he plans to meet with the Gov. Sean Parnell and officials with the Alaska Industrial Development and Export Authority and the Alaska Housing Finance Corp. in the coming months about alternative funding. He said the municipality will prepare its plans for next legislative session and the port would almost certainly be its largest single request to the state in 2015. “We need to really strategize on what are the best sources of money that may again include some additional local debt,” Sullivan said at his press conference. The city has contributed $80.3 million to port construction. Sullivan also may have hinted to the Legislature that action against MARAD was being planned. “We are not going to go quietly into that good night when it comes to legal options with MARAD,” he said at the time. Elwood Brehmer can be reached at [email protected]

Municipality to go after MARAD over port

The Municipality of Anchorage is broadening the reach of litigation to include the federal government among the defendants in the ongoing port expansion drama. An announcement Monday morning from municipal spokeswoman Lindsey Whitt stated Mayor Dan Sullivan would hold a press conference from City Hall at 11:30 a.m., March 3 to discuss his administration’s decision to file a lawsuit against the U.S. Maritime Administration, or MARAD. The U.S. Department of Transportation agency was in charge of managing the construction project at the city’s port when cost overruns and questions about construction and design techniques brought the critical infrastructure project started in 2003 to a halt in 2010. No significant work has been done on the port in nearly four years. In a Feb. 18 presentation to the Alaska Legislature’s Joint Transportation Committee, Sullivan referenced an August 2013 Inspector General’s audit of MARAD’s involvement in port projects in Guam and Hawaii as well as Anchorage. “Essentially, (the IG audit) said MARAD failed in every single aspect of their project management duties,” at Anchorage, he said. The municipality is currently seeking damages from project designer PND Engineers; CH2M Hill, owner of former port design consultant VECO Corp.; and Integrated Concepts and Research Corp., hired by MARAD to oversee the project for the agency. Sullivan told state lawmakers that he thought that the likelihood of the project receiving federal funding similar to past levels going forward — $138.6 million over nine years — is “very slim,” he said. Overall, $439 million in combined funding has been appropriated to the project that started with an estimated cost of less than $300 million in 2003. During his Feb. 18 report to the Legislature, the Anchorage mayor said it would probably need another $250 million to $300 million in addition to the roughly $130 million the municipality has set aside for work now. He also may have hinted that action against MARAD was being planned. “We are not going to go quietly into that good night when it comes to legal options with MARAD,” Sullivan said at the time. On Feb. 25 the Anchorage Assembly approved CH2M Hill as a project manager for the port on an initial five-year, $30 million fee-for-service contract. Elwood Brehmer can be reached at [email protected]

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