Cook Inlet Vessel Traffic Study 2012

CI
Report to Cook Inlet Risk Assessment Advisory Panel
January 2012
Cape International, Inc.
Produced by:
W. David Eley
Cape International, Inc.
3300 Foster Avenue
Juneau, Alaska 99801
Tel 907.586.2685
Fax 907.586.2692
capedec@alaska.com
Edited, Layout, and Design by:
Nuka Research and Planning Group, LLC

P.O. Box 175
Seldovia, Alaska 99663
Tel 907.234.7821
Fax 509.278.4406
contact@nukaresearch.com
Front cover photo credit: Kathleen Clark George
Cook Inlet Vessel Traffic Study
Executive Summary
Information about vessels operating in Cook Inlet during 2010 was analyzed by
vessel type, fuel capacity, and traffic pattern. When 2010 vessel traffic statistics were
compared with a similar study from 2005-2006, they showed only slight changes in the
type and number of vessels. Both of the study periods showed that scheduled, weekly
port calls by freight cargo ships to Anchorage and ferries to Homer dominated the
overall vessel traffic picture. Only nominal increases in
Cook Inlet vessel traffic related to population growth and
Cook Inlet Vessel Traffic in 2010
post-recession recovery are projected for the remainder
of the decade. Any significant increase in vessel traffic
480 ship port calls or transits
is dependent upon substantial improvements to existing
80% of the ship transits were
infrastructure for extraction of minerals and coal, and
made by 15 ships
construction of an Alaska gas pipeline.
5,200,000 barrels of persistent
Utilizing Automated Information System (AIS) data
oil and 211,000 barrels of
along with vessel operator and port records, vessels
non-persistent oil were moved
were quantified according to vessel category (dry cargo,
on 83 tank ship voyages to or
oil or oil product carriers, passenger, tug, off-shore
from the Nikiski and Drift River
supply vessel, and fish processor) and type of oil carried
terminals
(persistent or non-persistent). Vessels under 300 gross
36% of all persistent oil moved
was fuel oil on dry cargo ships
calling at Anchorage
tons with fuel capacities less than 10,000 gallons were

not specifically examined, other than to note their
potential adverse impact on large vessel traffic.
102 oil barge transits moved

8,750,000 barrels of nonpersistent oil; the greatest
amount of oil moved by a single
vessel type
The majority (80%) of large ship operations were made

by 15 vessels that regularly called at Homer, Nikiski, or
Anchorage. This pattern, where a few vessels dominate
crude oil and product transport, packaged commodity
shipments, and passenger and vehicle carriage, is
expected to continue.
Each region of Cook Inlet (upper, middle and lower) experienced varying levels of activity
based on the primary port and the types of vessels operating there. Kachemak Bay in
lower Cook Inlet experienced the highest levels of activity in Cook Inlet, primarily due
to ferry operations, or vessels awaiting a marine pilot, more favorable weather, or Coast
Guard inspection. Middle Cook Inlet reflected tank ship movements in and around
the Nikiski and Drift River oil terminals. Upper Cook Inlet activity was dominated by
movement in and out of the Port of Anchorage. AIS data showed that the busiest times
of year were the third quarter (July through September) followed by the second quarter
(April through June).
The amount of oil moved through Cook Inlet was estimated for each vessel type by
version: January 2012
multiplying the days each vessel was underway by the average fuel capacity and
throughput data for vessels carrying oil as cargo. The highest-volume carriers of
persistent oil in Cook Inlet were crude oil tank ships (58%). Of note was the large
percentage (36%) of persistent oil moved on container and roll-on/roll-off cargo ships
calling at Anchorage. Tank barges carrying refined non-persistent oil products moved
more oil than any other carrier.
The report reviews several factors that may impact future vessel activity in Cook Inlet.
Planned and proposed changes to the Port of Anchorage and expansion opportunities at
Port MacKenzie and Tyonek were considered. The study also reviewed potential changes
in import and export activities, including proposed coal projects, low sulfur diesel (LSD)
imports, the Alaska gas pipeline, and forest product and mineral extraction. Cook Inlet
oil production forecasts included in the report show an overall downward trend in oil
production volumes. However, oil movement by vessel through Cook Inlet may remain
steady due to increased imports for Alaskan consumers and feedstock for the Nikiski
refinery. Gas production is also trending downward, although recent exploratory
drilling may dramatically increase available Cook Inlet gas reserves. Population and
economic growth projections indicate only moderate potential impact on vessel activity.
The distribution of vessels by category will remain fairly consistent. However, any
significant changes in global demand for energy (coal and gas) and the full development
and utilization of Port MacKenzie and Tyonek terminals, would increase bulk carrier
and gas ship operations.
Operator records and projections indicate that, on average, 100 tank barge transits
move nearly 9,000,000 barrels of gasoline, diesel or aviation fuel (avgas) in and out of
Cook Inlet to meet Alaskan consumer demand. This oil product demand is expected to
increase slightly due to moderate increases in population (1.5% per year). The use of
articulated tug and barges is expected to replace 15-25% of traditional, hawser-pulled
tank barge traffic by the middle of the decade.
New U.S. and international regulatory requirements coming into effect during this
decade include requirements for double hull oil cargo and fuel tanks and increased
readiness for salvage and marine firefighting (SMFF). These regulations will enhance
marine environmental protection but have little impact on the amount or distribution of
Cook Inlet commercial vessel traffic.
Over the next 10 years, it is reasonable to forecast that vessel traffic will remain flat or
show only moderate increases (1.5-2.5% annually) due to population growth and postrecession improvements to the economy. There are a few unlikely but possible scenarios
that could cause dramatic increases to the volume and composition of Cook Inlet vessel
traffic. For example, full development of the facilities at Port MacKenzie and Ladds
Landing for coal and mineral export could result in 200 or more additional bulk cargo
carrier port calls per year.
Table of Contents
Executive Summary.........................................................................................................................................3
1. Introduction...........................................................................................................................................7
A.
B.
C.
D.
i.
ii.
Purpose ...............................................................................................................................................................7
Objectives of the Study.....................................................................................................................................7
Scope...................................................................................................................................................................7
Background.........................................................................................................................................................9
Cook Inlet Operating Environment................................................................................................................................ 9
Significant Marine Facilities........................................................................................................................................... 10
2. Methodology.......................................................................................................................................13
A.
AIS Data Analysis and Maritime Operator Input...........................................................................................13

i.
ii.
B.
C.
D.
E.
3.
AIS Data Format............................................................................................................................................................. 14

AIS Data Quality............................................................................................................................................................. 15
Vessel Categorization.......................................................................................................................................16
Determining Operating Days, Transit Times, and Time at Berth..................................................................17
Operating Areas...............................................................................................................................................18
Vessel Traffic Forecast .....................................................................................................................................18
2010 Vessel Traffic Findings.............................................................................................................. 19

A.
B.
Overview...........................................................................................................................................................19
Vessel Movements by Vessel Category.........................................................................................................21
i.
ii.
iii.
iv.
v.
vi.
C.
i.
ii.
D.
Cargo Vessels................................................................................................................................................................. 22
Tank Ships........................................................................................................................................................................ 26
Tugs and Barges............................................................................................................................................................. 28
Passenger Vessels........................................................................................................................................................... 29
Other Vessels . ................................................................................................................................................................ 30
Vessel Activity Not Captured in AIS Data.................................................................................................................... 30
Vessel Movements by Calendar Quarter and by Region............................................................................31

Vessels Not Calling at Cook Inlet Ports........................................................................................................................ 33
Operations in Ice............................................................................................................................................................ 33
Oil Transportation . ...........................................................................................................................................33
4. Factors that May Impact the 10-year Vessel Traffic Forecast for Cook Inlet.................. 35
A.
B.
Port of Anchorage Activities and Future Development..............................................................................35

Port MacKenzie.................................................................................................................................................37
i.
ii.
iii.
iv.
v.
vi.
C.
Port MacKenzie Ferry to Port of Anchorage............................................................................................................... 38

Coal Exports.................................................................................................................................................................... 38
Low Sulfur Diesel Imports............................................................................................................................................... 39
Forest Product Export..................................................................................................................................................... 39
Imports for Alaska Gas Pipeline.................................................................................................................................... 39
Mineral Exports............................................................................................................................................................... 40
Ladds Landing and Chuitna Coal Project...................................................................................................40
D.
E.
F.
Knik Arm Crossing.............................................................................................................................................40

Williamsport.......................................................................................................................................................41
Cook Inlet Oil and Gas Production & Demand............................................................................................41
i.
ii.
iii.
G.
H.
I.
i.
ii.
iii.
5.
Gas.................................................................................................................................................................................. 41
Oil..................................................................................................................................................................................... 43
Recent Oil and Gas Exploration Drilling Activity in Cook Inlet.................................................................................. 44
Population Growth and Its Impact on Tank Vessel Traffic............................................................................44

International Maritime Organization (IMO) Regulations..............................................................................45
U.S. Coast Guard..............................................................................................................................................45
Winter Ice Operating Procedures................................................................................................................................ 46
Vessel Response Plans (VRP) for Non-tank Vessels..................................................................................................... 46
New Salvage and Marine Firefighting Resources (SMFF) Requirements for Vessels............................................... 46
Cook Inlet Vessel Traffic Forecast: 2011-2020............................................................................. 49

A.
B.
Future Fleet Makeup and Vessel Design........................................................................................................49

Overall Vessel Traffic Forecast.........................................................................................................................50
6. References..............................................................................................................................................53
7. Appendices..............................................................................................................................................55
Appendix A: Composite Maps of Cook Inlet Vessel Activity (2010) ...................................................................57
Appendix B: Potential Places of Refuge Maps for Cook Inlet Major Marine Facilities......................................63
Appendix C: Glossary of Maritime Terms Used in this Study.................................................................................73
Appendix D: Acronyms.............................................................................................................................................83
List of Figures
Figure 1: Study Area Map...........................................................................................................................................8
Figure 2: AIS coverage for Cook Inlet.....................................................................................................................14
Figure 3. Summary of Cook Inlet Vessel Traffic (2010): Composite of AIS Track Lines by Vessel Type..............22
Figure 4. Relative Vessel Activity by Region and Vessel Type (2010)...................................................................32
Figure 5a. Persistent Oil Movement by Vessel Category......................................................................................34
Figure 5b. Non-persistent Oil Movement by Vessel Category..............................................................................34
Figure 6: Port of Anchorage Freight Volume..........................................................................................................36
Figure 7: Map of Proposed Knik Arm Bridge .........................................................................................................40
Figure 8: Cook Inlet Oil and Gas Activity 2011 . ....................................................................................................42
Figure 9: Cook Inlet Oil Production Forecast..........................................................................................................43
Figure 10. Forecast Growth in Cook Inlet Vessel Traffic.........................................................................................51
List of Tables
Table 1: Distance Between Various Cook Inlet Waypoints and Destinations Featured in the Traffic Study......9
Table 2: Types of Vessels Included in This Study.....................................................................................................16
Table 3: Typical Transit Times in Cook Inlet.............................................................................................................17
Table 4: Estimate of Amounts of Oil Transported by Vessel Type through Cook Inlet (2010)............................20
Table 5: Ships Frequently Trading in Cook Inlet (2010)..........................................................................................21
Table 6: List of Cargo (Dry) Ships Entering Cook Inlet in 2010...............................................................................24
Table 7: Tank Ship Traffic in 2010..............................................................................................................................27
Table 8: Average Annual Oil Barge Traffic in 2010-2011 and Projected Traffic for 2012....................................29
Table 9: 2010 Seasonal Vessel Activities in the Vicinity of Certain Cook Inlet Landmarks................................31
Table 10: Port of Anchorage Ship and Barge Activity .........................................................................................37
COOK INLET
Vessel Traffic Study

Report to the Cook Inlet Risk Assessment Advisory Panel
1. Introduction
A. Purpose
This Cook Inlet Vessel Traffic Study is for the Cook Inlet Risk Assessment Advisory
Panel. It is designed to support the Panels efforts to identify significant risks related to
spills from shipping, and define and rank risk reduction measures.
B. Objectives of the Study

1. Characterize current vessel traffic in Cook Inlet and the quantities of oil and
hazardous cargos moved by those vessels.
2. Examine projected growth in trade, changes in vessel design and size, and the
impacts of known and reasonably expected regulatory changes.
3. Project changes in vessel traffic over a 10-year study period (2010-2020).
C. Scope
This study considered all marine vessels of more than 300 gross tons (GT)1 and all
smaller vessels having a fuel capacity of at least 10,000 gallons. In general, ships on
domestic and international voyages to and from Cook Inlet were over 300 GT. Tugs, for
the most part, were found to be less than 300 GT but with fuel capacities greater than
10,000 gallons. Vessels were further sub-categorized by type of fuel or cargo oils carried
and by vessel type.
Small fishing, passenger, and recreational vessels less than 300 GT were not specifically
examined. These vessels do not carry significant amounts of oil or other pollutants.
However, their number, seasonal density, and subsequent risk of interference or
1 Gross Tonnage (GT) refers to the volume of a ships enclosed spaces measured to the outside of the hull framing.
It is a measurement of the enclosed spaces within a ship expressed in tons a unit which was actually equivalent
to 100 cubic feet. GT is not a consistent reflection of vessel size, particularly when comparing different vessel types.
The calculation of gross tonnage is complex but important given that fees, registration requirements and, as seen here,
regulatory standards are based on gross tonnage. The 300 gross ton threshold was used in this study because it is a
common vessel size threshold for many federal and State regulations including: demonstrating financial responsibility in
the event of an oil spill (33 CFR 138; 18 AAC 75), requirements for spill plans (18 AAC 75), advance notice of arrival (33
CFR 160), and requirements for Automatic Identification Systems (AIS) (46 USC 70114).
collision with large vessels are factors in risk mitigation. As appropriate, their impact
on large vessel traffic is identified throughout this document.
This study considered the movement and activity of marine vessels operating in Cook
Inlet as defined in 46 CFR 7.165(A):
A line drawn from the southernmost extremity of Kenai Peninsula at longitude
151 44.0 W to East Amatuli Island Light; thence to the northwestern extremity
of Shuyak Island at Party Cape; thence to the eastern most extremity of Cape
Douglas.
The study included all of Cook Inlet beginning at the Kennedy Entrance and Shelikof
Strait. For the purpose of this analysis, Cook Inlet was divided into three operating
areas: lower, middle, and upper Cook Inlet. The boundary between lower and middle
Cook Inlet was an east-west line at the latitude of Anchor Point. The boundary between
middle and upper Cook Inlet was drawn as an east-west line at the latitude of the East
Forelands. Figure 1 depicts the study area and the boundaries between operating
areas. Table 1 indicates the distance in nautical miles (NM) between these geographic
features or waypoints.
Figure 1: Study Area Map.
VESSEL TRAFFIC
STUDY AREA:
Cook Inlet, Alaska
Palmer
Port
Mackenzie
Deep Draft Ports

Light Draft Ports
Cities
Cook Inlet Study Area Boundary
R T
PE LE
UP IN
OK
CO
Tyonek
West Forelands
Drift River
Oil Terminal
Port of
Anchorage
East Forelands
Nikiski Industrial Facilities

Kenai
Soldotna
KENAI PENINSULA
MIDDLE
COOK
INLET
Seward
Ba
Anchor Point
Port of Homer
Williamsport
c
Ka
he
ak
City of Seldovia
Port Graham
LOWER
COOK
INLET
Kennedy
Entrance
it
Port William
tr
ik
of
el
KODIAK
ISLAND
Kodiak
l
Gu
of
k
as

Table 1: Distance Between Various Cook Inlet Waypoints and Destinations Featured in the Traffic Study.
Approximate distance
in Nautical Miles
Kennedy
Entrance
Kennedy Entrance
Homer
Pilot Station
Anchor Point
East Forelands
Anchorage
45
43
103
161
22
82
140
60
118
Homer Pilot Station
45
Anchor Point
43
East Forelands
103
82
60
Anchorage
162
140
118
24
55
55
This study includes data analysis from the 2010 calendar year and establishes a vessel
traffic baseline for projections over the subsequent nine years, to anticipate changes
in vessel traffic and vessel types and designs, as well as the impact of known and
reasonably expected regulatory changes. Base year 2010 data were primarily compiled
from Automatic Identification System (AIS) records provided by the Marine Exchange
of Alaska (MXAK). AIS data were validated and enhanced through review of port arrival
records, cruise line, ferry, and cargo ship published schedules, Alaska spill response
plan records, and interviews with maritime operators.
D. Background
i. Cook Inlet Operating Environment
Cook Inlet is a large, elongated body of water oriented in a southwest-northeast
direction in Southcentral Alaska. The inlet is approximately 150 miles long, and its
width ranges from about 10 miles between the East and West Forelands, toward
the north, to approximately 80 miles between the Kenai Peninsula and the mouth
of the McNeil River in Kachemak Bay, toward the south (Figure 1). This water body
experiences the second largest tidal fluctuations in the world, frequently exceeding
thirty feet near Anchorage, with tidal current velocities as fast as eight knots. Tidal flats
are a dominant coastal feature along Cook Inlet, although marshes, rocky shores, sand
and gravel beaches, and wave-cut platforms are also quite common.2
Cook Inlet experiences seasonal sea ice conditions. Icing typically forms first in the
upper inlet. By December, about half the Inlet area north of the Forelands is normally
covered with new ice and pancake ice up to four inches (10 cm) thick and thin, first-year
ice with a thickness of one to two feet (30-70 cm). Ice will continue to grow in extent
and thickness through February, with peak ice conditions typical in mid-February
or early March. The west side of the inlet tends to accumulate more sea ice than the
eastern side. During colder winters the ice may extend into the lower inlet as far south
as Anchor Point on the east side and Cape Douglas on the west side. The thickness of
the ice varies between 1.5 and 6.5 feet (0.5 - 2.0 meters).3
Cook Inlet can experience sudden, severe weather. The combination of severe weather,
strong tides, and seasonal ice conditions make Cook Inlet a challenging operating
environment for all types of vessels.
2 Cook Inlet Subarea Contingency Plan for Oil and Hazardous Substance Spills and Releases, Change 1 (June 16,
2003). Portions available at: www.akrrt.org.
3 Mulherin (2001). Marine Ice Atlas for Cook Inlet, Alaska, Technical Report.
ii. Significant Marine Facilities

Significant marine facilities in Cook Inlet include:
Deep-draft navigation (channel approach and at-dock depths greater than 15 feet)
Port of Anchorage
Port MacKenzie
Tyonek, North Forelands
Drift River Terminal
Port of Homer
City of Seldovia
Shallow-draft navigation (channel approach and at-dock depths 15 feet or less)
Port Graham
Williamsport
These marine facilities are shown on Figure 1.
The Port of Anchorage (PoA) imports and exports a variety of goods and raw material
in bulk and break bulk (containers and packaged products). The PoA is a major hub
for the movement of goods by rail, road, and air cargo connections to all regions of the
state, except Southeast Alaska. The Port of Anchorage dock complex can handle large
ships, tugs, and barges. Detailed information about the port facilities is included in the
Cook Inlet Potential Places of Refuge (PPOR) document (Map 01), which is included in
Appendix B.
Port MacKenzie is located at the head of Cook Inlet along the Knik Arm across from the
Municipality of Anchorage. The current facility consists of a deep draft moorage, a deep
water dock, and a light draft freight dock (See Cook Inlet PPOR Map 01 in Appendix
B). Bulk material handling equipment provides the capability to load ships or barges
with wood chips, coal, limestone, cement, mineral concentrates, and other commodities.
A new tank farm with the necessary pipe and manifold to transfer bulk fuel at the
moorage is under development. Plans call for a passenger/vehicle ferry landing and
lengthening of the existing deep-draft dock to accommodate two vessels at once.4
The Tyonek/North Forelands Dock on the west side of Cook Inlet served Handymax5
ships in the 1980s but now requires some rehabilitation to accommodate vessels over
300 GT. AIS data did not show vessels calling at this facility in 2010.
The industrial terminals at Nikiski are located roughly midway between Homer and
Anchorage, on the east side of Cook Inlet, and 2.3 NM south of the geographically
prominent East Forelands. The Nikiski terminals include three deep-draft docks
capable of accommodating vessels with drafts of 40-45 feet, plus docks for tugs, drilling
rig tenders, and offshore supply vessels. The three deep-draft moorages extend for one
NM north-northwest with the Agrium wharf to the south, the Kenai Pipeline dock at the
4 Matanuska-Susitna Borough Planning and Land Use Department (11 Oct 2010). Port MacKenzie Master Plan Update.
5 Handymax is a naval architecture term for bulk carrier and tank ship size of 40,000 to 50,000 dead weight tons
(DWT). The term is not defined for maximum route (as Panamax and Suezmax is), but used to establish shipping
capacity.
10
north, and the ConocoPhillips dock between them. At the time this report was prepared,
only the Kenai Pipeline dock was active. The Agrium dock and ConocoPhillips liquid
natural gas (LNG) facility are dormant, but may become active in the future if market
conditions become favorable.
The Cook Inlet Pipeline gathers crude oil from production fields on the west side of the
Cook Inlet and carries the oil through the pipeline to the Drift River Marine Terminal.
The pipeline was designed with a flow rate of 225,000 barrels of oil per day.6 The
terminal, which has a crude oil storage capacity in excess of 1 million barrels, collects
crude oil through the pipeline into storage from various west side Cook Inlet production
platforms. The oil is then delivered to tankers berthed at the Christy Lee Platform on
the west side of Cook Inlet. This moorage at the Christy Lee production platform is
capable of handling tank ships with drafts up to 45 feet. Nearly all of the tank ships
loaded at the platform deliver the oil 23 NM across Cook Inlet to the Kenai Pipeline
facility for refining at Nikiski.
Additional details about these facilities are provided in the Cook Inlet PPOR Map 02, in
Appendix B.
The Port of Homer, located in lower Cook Inlet within Kachemak Bay, consists of an
extensive boat harbor, two deep draft docks, two deep draft moorages, and one deep
draft anchorage. The Port of Homer also has three shallow draft docks (See Cook Inlet
PPOR Map 03 in Appendix B). Alaska Marine Highway ferries and Coast Guard cutters
use the moorage throughout the year. Cruise ships regularly call at Homer from May
through September.
The pilot embarkation station for Cook Inlet is located three NM west of the Homer spit
in Kachemak Bay. The bay is used frequently by ships and tugs awaiting favorable
weather conditions in Cook Inlet and the Gulf of Alaska.
The City of Seldovia has one 20-ft draft dock that accommodates Alaska Marine
Highway System (AMHS) ferries. Moorages are also available for small passenger vessels
and fuel barges (See Cook Inlet PPOR Map 04 in Appendix B).
The Village of Port Graham has a shallow draft facility capable of receiving fuel oil
barges and fishing vessels (See Cook Inlet PPOR Map 04 in Appendix B).
Williamsport is a shallow draft port in Illiamna Bay (in Cook Inlet) at the end of a
road that connects to Lake Illiamna, which drains into Bristol Bay. This road allows
small fishing boats and freight to be portaged from Cook Inlet to Bristol Bay. AIS data
indicate that landing craft and other vessels under 300 GT travel between Homer and
Williamsport during the summer months.
Chevron Oil: http://www.chevron-pipeline.com/cookinlet.asp
11
This Page is Intentionally Left Blank
12
2. Methodology
A. AIS Data Analysis and Maritime Operator Input
The primary source of information used to characterize the Cook Inlet vessel traffic
was Automatic Identification System (AIS)7 data purchased from the Marine Exchange
of Alaska (MXAK).8 This information included virtually all vessels that used an AIS
transponder in Cook Inlet in 2010.
In 2010, five receiving AIS stations provided the coverage in the study area; all operated
and maintained by the MXAK. The AIS receiver stations and AIS coverage for Cook Inlet
are shown in Figure 2.
The data provided included:
Track lines by vessel category throughout Cook Inlet.
Spreadsheets showing specific vessels operating in upper, middle and lower Cook
Inlet.
Specific vessel hits as the vessel crossed a particular AIS passage line (Kennedy
Entrance, Shelikof Strait, Kachemak Bay, Anchor Point, East Forelands).
These recorded tracks were sorted and categorized by vessel type, Cook Inlet resident
time or operating days, and area of operation. Vessels frequently calling at Cook Inlet
were identified. Finally, these results were compared to or validated against records
maintained by the State of Alaska, ports, maritime agents, and schedules available from
vessel operators.
7 The Automatic Identification System (AIS) is an automated tracking system used on ships and by Vessel Traffic
Services (VTS) for identifying and locating vessels by electronically exchanging data with other nearby ships and VTS
stations. In general, federal regulations (33 CFR 164.46) and International Maritime Organizations (IMO) International
Convention for the Safety of Life at Sea (SOLAS) requires AIS to be fitted aboard vessels of 300 gross tons or more, all tank
ships, self-propelled vessel of 65 feet or more in length, engaged in commercial service, most towing vessels, dredges, and
certain classes of passenger vessels.
8 The Marine Exchange of Alaska (www.mxak.org) is a non-profit maritime organization established to serve the
Alaska maritime community by providing information, communications and services to ensure safe, secure, efficient and
environmentally responsible maritime operations.
13

Figure 2: AIS coverage for Cook Inlet.
VESSEL TRAFFIC
STUDY AREA:
Cook Inlet, Alaska
Deep Draft Ports
Light Draft Ports
Cities
AIS Receiving Stations
Cook Inlet Study Area Boundary
Palmer
Port
Mackenzie
R T
PE LE
P
U IN
OK
CO
Tyonek
West Forelands
Drift River
Oil Terminal
East Forelands
Port of
Anchorage
KENAI

Kenai
Soldotna
P ENINS ULA
MIDDLE
COOK
INLET
Seward
Ba
Williamsport
Anchor Point
Port of Homer
Ka
e
ch
ak
City of Seldovia
LOWER
COOK
INLET
Port Graham
Ke n n e d y
E n t ra n c e
it
Port William
f
o
lf
u
G
ik
of
tr
el
KO D I AK
IS LAND
Kodiak
k
as
i. AIS Data Format

The fields provided in the raw AIS data included:

Base station time stamp

Vessel name
Maritime Mobile Service Identity (MMSI)9
Latitude & Longitude
Call sign
Type of ship and cargo
Draught
Destination
9 Maritime Mobile Service Identity (MMSI) is a series of nine digits which are sent in digital form over a radio frequency
channel in order to uniquely identify ship stations, coast stations, coast earth stations, and group calls.
14
Navigational status (engine, anchored, sail, fishing) Cargo

Course over ground
Country or flag state
Speed over ground
IMO number
Heading
While some of this information is automatically generated by the AIS transponder/

receiver (lat/long, MMSI), other data require manual input by the operator (destination,
cargo, vessel type).
The raw AIS data were sorted, grouped, and analyzed to develop the records and
statistics needed to produce a coherent picture of vessel traffic. Spreadsheets were
sorted by date, vessel name, type, and region of operation to determine the number of
days each vessel operated in Cook Inlet. Passage line data were sorted and examined to
determine where each vessel operated within Cook Inlet. Finally, port moorage records,
vessel operator records and input, and marine pilot local knowledge was solicited to
determine transit days and at-berth days for vessels frequently trading in Cook Inlet.
ii. AIS Data Quality
AIS data were utilized in place of the USCG (United States Coast Guard) advance notice
of arrival (ANOA) information used for the 2005-2006 traffic study.10 AIS data provided
real time information rather than estimated or intended times for vessel arrivals and
departures as shown in the ANOA records.
Where possible, AIS data were validated with published vessel schedules11 to assess
the accuracy of the information regarding vessel movements. The results showed
good correlation. Other studies and AIS vessel tracking organizations report that ships
required to operate AIS have an operational transponder virtually all of the time.12
Therefore, the track lines and hits across various Cook Inlet passage lines are assumed
to be reliable for the purposes of this study.
AIS records, as a primary source for this study, do have some limitations that may
impact this analysis:
The raw AIS data required considerable manipulation and analysis to produce an
overall picture of vessel traffic.
Manually inputted data have the potential to contain errors or inaccuracies.
Many AIS entries showed no vessel name, call sign, or IMO number. These
entries were assumed to be small vessels under 300 GT and were excluded from
the study.
The AIS data did not always provide the level of detail needed to assign a vessel to
one of the vessel types or categories reviewed in this traffic study. Often, vessels
had to be researched using call signs in order to develop the level of detail needed
for this report.
10 Cape International & Nuka Research and Planning (2006). Vessel Traffic Study: Report to CIRCAC. The 2006 study
used advance notice of arrival (ANOA) records provided by the USCG, not AIS data, to estimate vessel port calls. This
report can be downloaded at: http://www.cookinletriskassessment.com/documents.html.
11 Available ship schedules included those maintained by Port of Anchorage, Horizon Lines, TOTE (Totem Ocean Trailer
Express), Alaska Marine Highway System and Cruise Line Agencies of Alaska. Tesoro Corporation provided summaries of
tank ship calls at Nikiski and Drift River terminals.
12 See DNV-ERM West (2010). Aleutians Islands Risk Assessment: Phase A Task 1 Semi-quantitative Vessel Traffic
Study. http://www.aleutiansriskassessment.com/documents/2010.09.03_FinalEP007543AIRAPhaseATask1eReport.pdf.
15
The AIS data did not provide the type of cargo carried. In fact, the majority of the
datum plots listed the cargo as undefined. In addition, there was no indication
whether the vessel was laden or in ballast. Therefore, oil carried by a tank ship
was provided by the Port of Anchorage and Kenai Pipeline.
Nearly all tugs have AIS but the barges they tow do not. AIS did not show whether a tug
was towing a barge, and if it was, whether the barge carried oil or dry cargo. Therefore
tank barge activity was determined from records and input provided by tank barge
operators.
AIS data were provided by calendar quarter, which does not directly mirror seasonal
activity.
B.
Vessel Categorization
For the purpose of this analysis, vessels operating in Cook Inlet were categorized based
on the type of fuel or cargo oils carried, and the vessel purpose or trade.
Oil types (fuel oils or petroleum products carried in tank vessels) were characterized as
either persistent or non-persistent. Non-persistent oils include diesel oil and other light
refined products, which tend to evaporate and disperse more readily than persistent oils
when spilled. Persistent oils are crude and residual oils, which tend to result in more
widespread contamination when spilled and are more difficult to clean up than nonpersistent oils.13
Vessels were grouped primarily by service: cargo, oil or gas carriers, tugs, and passenger
vessels. A fifth category other vessels was added for the purpose of discussion.
Table 2 subdivides these categories further and shows the typical size of vessels and
type of oil carried as fuel or cargo while in Cook Inlet.
Table 2: Types of Vessels Included in This Study14.

Major Category
Cargo
(Vessels exceed 300
GT unless noted)
Vessel Type13
Representative Length
Fuel/Cargo Type
Container ships
700 ft
Persistent
Bulk carriers
500 - 700 ft
Persistent
Roll-on/Roll-off (Ro-Ro) Vessels

840 ft
or Car Carriers
Persistent
General cargo carriers
500 ft
Persistent
Offshore supply vessels and

Oil Spill Response Vessels (300
GT or less)
170 ft
Non-persistent
13 Transportation Research Board of the National Academies (2008). Risk of Vessel Accidents and Spills in the Aleutian
Islands (TRB Special Report; 293). http://onlinepubs.trb.org/onlinepubs/sr/sr293.pdf
14 These categories were derived from the Scope of Work for this project as envisioned by the Cook Inlet Risk
Assessment Management Team, and were supplemented after a review of available data to include additional categories
not specified in the scope but present in the data. Cook Inlet Risk Assessment Work Plan. January 2011. See www.
cookinletriskassessment.com
16
Major Category
Vessel Type13
Representative Length
Fuel/Cargo Type
Persistent fuel oil
Gas carriers
775 ft
Tank ships
Crude oil carriers
600 ft
(Vessels exceed 300

GT)
Persistent (both fuel and

cargo)
Refined product carriers
600 ft
Non-Persistent cargo
Persistent fuel
Chemical carriers (none in

2010)
N/A
Persistent fuel
Tank barges and tugs
Barge: 250 - 400 ft
Non-persistent
Cargo barges and tugs
Barge: 400 ft
Non-persistent
Resident tugs
120 ft
Non-persistent
Tugs (including those <300GT)
120 ft
Non-persistent
780 ft
Persistent
300 ft
Non-persistent
90 ft
Non-persistent
Mobile drilling rigs
N/A
Non-persistent
Government vessels
Varies
Non-persistent
Fishing vessels (300 GT or less)
100 ft or less
Non-persistent
Tugs
(300 GT or less
without barges)
Cruise ships
Passenger (Vessels
exceed 300GT unless Ferries (vehicle ferries)
noted)
Tour Boats (300 GT or less)
Other
LNG cargo
Fish Processing vessels (greater

250 ft
than 300 GT)
Non-persistent
Dredges
Non-persistent
Varies
C. Determining Operating Days, Transit Times, and Time at Berth

AIS Excel spreadsheets provided by the Marine Exchange were sorted by date, vessel
name, type, and region of operation to determine the number of days each vessel
operated in Cook Inlet. Passage line data were sorted and examined to determine where
each vessel operated within Cook Inlet. Total transit or underway times were calculated
using information provided by Southwest Alaska Marine Pilots Association (SWAPA)
(Table 3). Berth records at various ports, where available, were examined to determine
at-berth days for vessels frequently trading in Cook Inlet.
Table 3: Typical Transit Times in Cook Inlet15.
Vessel type
Tank ships
Container and Ro-Ro cargo ships
Bulk carriers (low powered)
Articulated tug and barge (ATB)
Tug and barge
Typical transit speed in Cook Inlet

14 knots
Average Transit Times

Homer to Nikiski: 7 hours
Homer to Anchorage: 10 hours
20 knots
Kennedy Entrance to Anchorage:

8 hours
10-12 knots
Homer to Anchorage: 12-14 hours
9 knots
Homer to Nikiski: 9 hours

Homer to Anchorage: 15 hours
Various
Homer to Nikiski: 9-12 hours

Homer to Anchorage: 15-20 hours
Note: Transit times vary and are subject to tidal currents (5-7 knots in some areas) and winter ice,
which can reduce speed by 50%.
15 Provided by Southwest Alaska Pilots Association (SWAPA). Dec 10, 2011.
17
Many vessels did not make traditional port calls to and from Cook Inlet, either because
the vessels were resident (home-ported) in the inlet or were brought in from other
regions to work within Cook Inlet for an extended period of time. Examples of resident
vessels included offshore supply vessels (OSV) and some tugs. Examples of vessels that
were not necessarily resident but operated within Cook Inlet for an extended period of
time included fish processors and dredges.
D. Operating Areas
The AIS records were provided by the MXAK for three geographic sub-regions: upper,
middle, and lower Cook Inlet (Figure 1). These sub-regions are relevant to this study
as there are some general differences between regions with regard to vessel traffic. For
example, most of the oil and gas infrastructure is clustered in the middle inlet, while
Port of Anchorage commerce generates the vast majority of the ship and barge traffic in
the upper inlet. Lower Cook Inlet, home to the vast majority of the commercial fishing
fleet, has a higher level of ferry activity and is a frequent storm-avoidance refuge for
tugs (See Section 3C).
E.
Vessel Traffic Forecast

Once the 2010 baseline was established, changes in vessel traffic were projected over
the next nine years by examining potential developments in Cook Inlet trade and
commerce, imports, and exports. This was a best professional judgment based on
analysis of available reports in the following areas:
Post-recession recovery and its impact on port expansions
Potential growth in mineral extraction and export
Location and activity regarding the construction of a trans-Alaska gas pipeline
Changes in population
Oil and gas production and demand
Planned local construction activity and the impact of construction vessel traffic
Cautionary Note
Economic choices and conditions drive cargo types and volumes, ship types, and trade
routes. Only a viable economic forecast can reduce the considerable uncertainty of this
vessel traffic forecast. The advisory panel should thoroughly discuss factors that might
significantly impact the forecast, which in turn will help guide the discussions following
the completion of the risk assessment.
18
3. 2010 Vessel Traffic Findings

A. Overview
In 2010, self-propelled vessels (excluding tugs) in excess of 300 gross tons16 entered
Cook Inlet approximately 480 times. This is an approximate number, given that berth
records, AIS data and published schedules for individual vessel port calls did not always
agree. This level of activity is similar to the results of the Cook Inlet vessel traffic in
2005-2006.17
Based on operator input, 11 tugs with tank barges made approximately 100 annual
round trips to Cook Inlet in 2010 and 2011, transporting about 367,400,000 gallons of
refined, non-persistent oil products.
Table 4 expands on the information in Table 2 by showing the number of 2010
port calls, number of 2010 underway operating days, and estimated amounts of oil
(persistent and non-persistent) carried as fuel or cargo for the vessel data analyzed. A
number of assumptions, based on input from operators and marine pilots, were made to
arrive at the figures in this table.
Fifteen (15) vessels operated by seven companies accounted for 80% of ship (300 GT and
above) port calls in 2010. These included three passenger vessels, six cargo ships, and
six tank ships. Table 5 provides specifications for each.
16 Self-propelled vessels in excess of 300 gross tons included: freight ships (bulk carriers, container, general cargo, RoRo), tank ships, ferries, cruise ships and large fish processors. Tugs and off-shore supply vessels, which were generally
less than 300 gross tons, were not included.
17 Cape International & Nuka Research and Planning (2006). Vessel Traffic Study: Report to CIRCAC. The 2006 study
used advance notice of arrival (ANOA) records provided by the USCG, not AIS data to estimate vessel port calls. This study
concluded that 486 ships, on average, called at Cook Inlet each year (2005-2006). The study did not count vessels that
passed through lower Cook Inlet without calling at a Cook Inlet port. This report can be downloaded at: http://www.
cookinletriskassessment.com/documents.html.
19

Table 4: Estimate of Amounts of Oil Transported by Vessel Type through Cook Inlet (2010)18.
Calls to Underway
Cook operating
days
Inlet
Average Fuel Oil

Capacity per Vessel Oil moved in 2010
(millions of gallons) (millions of gallons)
Comments
Persistent oil
Crude oil tank
ships
76
88
0.6
218.4 cargo oil;

52.8 persistent
fuel oil
Container
108
111
0.996
111
Underway operating days do not include at-berth time

for Horizon ships in Anchorage (18 hours per port call, on
average for 104 port calls).
Cargo Ro-Ro
104
81
0.529
42.8
Underway operating days do not include at-berth time

in Anchorage (12 hours per port call, on average for 104
port calls).
Bulk carriers
21
22.80
0.471
10.7
Underway operating days do not include 41 days at

berth for five ships in Anchorage.
Gas carrier
12
0.851
7.7
Underway operating days do not include 27 days at

berth in Nikiski.
Cruise ships
13
0.919
5.5
Underway operating days do not include days at berth

for five cruise ships. Fuel capacity derived from largest
cruise ship.
General cargo
1.16
0.500
0.6
Underway operating days do not include 5.5 days at

berth for three ships at Anchorage.
Tank barges
102
306
3.602
367.4
Product tank
ships
18
18
0.6 heavy fuel oil
124.0 cargo oil;

10.8 persistent
fuel oil
Oil transported obtained from company records.

Assumes oil moved to Anchorage or Gulf of Alaska in
one day.
Offshore
supply and spill
response vessels
N/A
730
0.040
29.2
Assumes these resident vessels (four total) were

underway for 12 hours each day throughout the year.
AMHS ferries
114
38
0.097
3.7
Does not include time at berth. Assumes eight hours total

time underway per port call (GoA to Homer to Seldovia
and return).
0.25
0.4
0.1
Does not include time at berth. Assumes six hours total

time underway per port call [Gulf of Alaska (GoA) to
Homer and return].
Oil transported obtained from company records.

Assumes oil transported to facility (KPL) in one day.
Non-persistent oil
Small cruise ships
Each vessel has three operating days in Cook Inlet on

average. Assumes that barges are, on average, half-full.
Tug fuel capacity is not included.
Tug, transient
184
368
0.04
14.7
Estimated using 102 tank barge calls from company

records plus 82 tug calls from AIS data that are not
associated with tank barge transits. This estimation
assumes that each tug spends two days underway in
Cook Inlet per call.
Tug, resident
N/A
456
0.03
13.7
Assumes these resident vessels (five total) were underway

for six hours each day throughout the year.
0.10
1.2
These vessels, which operated 269 days in Cook Inlet, were

nearly always moored or anchored while in Cook Inlet.
N/A
153
0.01
1.53
These three resident tour boats operating in Kachemak

Bay are assumed to operate every day, May through
September.
Fish processors
Tour boats
18 The amount of oil onboard was determined using a number of estimators. For bunker oil, where possible, the
weighted average fuel capacity of the actual vessels calling in 2010 was calculated. When this information was not
available, the average of the same class of vessels calling in all of Alaska was used. Tank vessel cargo oil was obtained
from facility operator records (Kenai Pipeline, Port of Anchorage, K-Sea Transportation and Crowley Maritime).
20

Table 5: Ships Frequently Trading in Cook Inlet (2010).
Estimated
Annual
Calls in
Days in
2010
Cook Inlet
Name
Max
Length Draft
(feet) (feet)
Bunker
or Cargo
Gross Capacity
Tons (Barrels)
Calling at
Type
Year
Built
Ferry
1973
266
14
2174
1598
Alaska Marine
Highway
2003
838.5
29.3
35825
12589
TOTE
2003
838.5
29.3
35825
12589
TOTE
Owner or
Operator
Tustumena
88
172
Homer/
Seldovia
Midnight
Sun
52
104
Anchorage
North Star
52
104
Anchorage
Overseas
Boston
17
80
Nikiski & Drift

River/ Tesoro
Tank ship
2009
595
40
29242
338,220
OSG Ship
Management,
Inc.
Horizon
Tacoma
34
68
Anchorage
Container
1987
703
32
20965
21870
Horizon Lines
Horizon
Kodiak
31
62
Anchorage
Container
1987
703
32
20965
21870
Horizon Lines
Horizon
Anchorage
30
60
Anchorage
Container
1987
703
32
20965
21870
Horizon Lines
Seabulk
Arctic
13
59
Nikiski & Drift

River/ Tesoro
Tank ship
1998
595
40
30415
342,042 Lightship Tankers
Kennicott
26
53
Homer/
Seldovia
Ferry
1998
344.5
16.3
9978
5030
Alaska Marine
Highway
Polar Spirit
12
36
Nikiski/
ConocoPhillips
Gas Ship
1993
777
34
66174
20,265
Teekay Shipping
(GlasgowLtd.)
Overseas
Martinez
35
Nikiski & Drift

River/ Tesoro
Tank ship
2010
595
40
29242
338,220
OSG Ship
Management,
Inc.
Seabulk
Pride
31
Nikiski & Drift

River/ Tesoro
Tank ship
1998
595
40
30415
342,000 Lightship Tankers
Overseas
Nikiski
29
Nikiski & Drift

River/ Tesoro
Tank ship
2009
595
40
29242
338,220
OSG Ship
Management,
Inc.
Horizon
Consumer
18
Anchorage
Container
1973
715
30.5
25644
41,526
Horizon Lines
Amsterdam
18
Anchorage
Cruise Ship 2000
780
26
61000
21,874
Holland
America Lines
B.
Ro-Ro
Cargo
Ro-Ro
Cargo
Vessel Movements by Vessel Category

Figure 3 shows vessel movements by vessel category as a composite of AIS track lines
for all of Cook Inlet. This figure does not signify any weighting; it simply shows vessel
movement activity. The track lines include some vessels under 300 GT which operated
AIS although it was not required.
21
Appendix A shows detailed maps of AIS tracks for each vessel category by calendar
quarter and region.
Figure 3. Summary of Cook Inlet Vessel Traffic (2010): Composite of AIS Track Lines by Vessel Type.
i. Cargo Vessels
The following types of cargo vessels operated in Cook Inlet during 2010: container ships,
roll-on/roll-off (Ro-Ro) vessels; offshore supply vessels (OSV); bulk carriers; and general
cargo carriers. In addition, a number of landing craft were detected and mapped as
track lines on the AIS datum plots. These are particularly evident in the east-west track
lines shown in Figure 3 between Williamsport and Homer.
Container Ships
and
Ro-Ro Carriers Calling
at
Anchorage
In 2010, two shipping lines (Totem Ocean Trailer Express, or TOTE, and Horizon Lines)
each sent two freight ships per week to the Port of Anchorage. These were the only
container or Ro-Ro ships servicing Cook Inlet. These ships provided most of the nonliquid goods and commodities for Anchorage and the communities that are connected to
22
Anchorage via the Alaska Railroad. These 208 port calls per year accounted for 86% of
all dry cargo vessel transits in Cook Inlet.19
TOTEs Orca Class roll-on/roll-off (Ro-Ro) vessels entered Alaska service in 2003. Each
vessel, M/V Midnight Sun and M/V North Star, calls at the PoA once a week. They
have the capacity to carry over 600 containers (40-foot equivalent) and 220 vehicles.
These Ro-Ro ships differ from container cargo vessels in that freight is not lifted by
crane but driven by tractor-trailer on to the
ship. Vehicles for shipment are also driven
Of the 480 ship port calls to
on board. Each vessel makes continuous
Cook Inlet Ship Port in 2010 . . .
round trips between the ports of Tacoma,
Washington and Anchorage, covering the
AMHS ferries
23%
1,450 nautical miles in about 66 hours, one
Horizon Lines container ships 22%
way. AIS records and marine pilot input
TOTE Ro-Ro cargo ships
22%
indicate that the transit between the Kennedy
Entrance and PoA takes approximately 10-12
Crude oil tank ships
15.5%
hours, one way. In Anchorage, the vessels
Refined product tank ships
4%
take 10-12 hours on average to off-load and
Bulk carriers
4%
load. Therefore, the total time each vessel
operates in Cook Inlet is approximately 34
Gas carriers
2.5%
hours per week.20
Cruise ships
3%
In 2010, Horizon Line LLC operated four

Fish industry
1%
container vessels between Alaska and Tacoma,
Dredge
1%
Washington. These ships serviced PoA,
Kodiak, and Dutch Harbor. Two of these
Miscellaneous
2%
vessels called at PoA each week. The transit
time from Tacoma to Anchorage takes about
80 hours. According to AIS, these vessels spent 36-40 hours in Cook Inlet on each
voyage, including 12 to 24 hours moored at PoA, off-loading and loading freight.
There is no indication that either Horizon Lines or TOTE will change their twice-weekly
runs to the Port of Anchorage. Based on past and current trends, each company will
likely continue to represent a significant percentage of total large vessel traffic in Cook
Inlet through the rest of the decade.
Offshore Supply Vessels (OSVs)
Appendix A shows that OSVs account for most of the commercial large vessel activity
outside of the traditional north-south track lines. Their track lines show an almost
circular pattern northwest of Nikiski. This activity is primarily attributed to two OSVs:
the Champion and the Perseverance. New jack-up drilling rig operations in 2012 will
likely double OSV activity.
Bulk Carriers and General Cargo Ships
Twenty-one bulk carriers entered Cook Inlet in 2010. Thirteen passed through Kennedy
Entrance to Shelikof Strait and did not call at Cook Inlet ports. Bulk carriers trading in
Cook Inlet called at the Port of Anchorage (five), Port MacKenzie (one) and Homer (one).
19 AIS, berth records and published schedules differ slightly in the number of Anchorage port calls made by TOTE and
Horizon Line vessels. This study uses the published schedule (2 TOTE vessels and 2 Horizon Line vessels per week)
believing that for planning and risk assessment they are most representative.
20 Totem Ocean Trailer Express, Inc. Shipping Cargo, Freight and Vehicles To and From Alaska. Retrieved from www.
totemocean.com .
23
Typical cargos included cement and wood products. Using USCG certificate of financial
responsibility (COFR) records for bulk carriers operating in Alaska, the average fuel
capacity of these ships was estimated at 500,000 gallons of persistent oil. Fuel on board
is assumed to be less than capacity due to transit consumption.
Three general cargo ships called at Anchorage to off-load pipe. Their fuel oil capacity
was estimated at 400,000 gallons of persistent oil.
In all, twenty-three cargo ships passed through lower Cook Inlet without calling at a port.
They included four container ships, three general cargo ships, thirteen bulk carriers, one
reefer, and three of unknown service type. This lower Cook Inlet activity is discussed
further in Section 3.D.
Table 6 lists all the cargo ships that plied the waters in Cook Inlet in 2010 and includes
the time each vessel spent in each region of Cook Inlet.
Table 6: List of Cargo (Dry) Ships Entering Cook Inlet in 2010.
Name: Cargo Ships
Total
Days
Days in Operating
Cook
in Upper
Inlet
Cook Inlet
Days
Operating
in Middle
Cook Inlet
Days
Operating
Vessel Type
in Lower
Cook Inlet
Port Call and

Comments
Call sign
Calls
ENGLISH BAY
VRYQ9
14.50
14
0.25
0.25
Bulk carrier
Anchorage
GENCO CHAMPION
VRDK5
1.96
1.5
0.25
0.21
Bulk carrier
Anchorage
MOONLIGHT
SERENADE
A8RD2
6.46
0.25
0.21
Bulk carrier
Anchorage
OCEAN ID
VRVZ9
10.65
10
0.25
0.4
Bulk carrier
Anchorage
SUN RUBY
VRZU4
12.96
12.5
0.25
0.21
Bulk carrier
Anchorage
YASA FORTUNE
V7JS3
1.00
Bulk carrier
Homer
APL MALAYSIA
A8CB4
0.08
0.08
Bulk carrier
None: Innocent
passage
BRAVE WIND
3FTQ7
0.08
0.08
Bulk carrier
None: Innocent
passage
ETERNAL ATHENA
VRYP6
0.08
0.08
Bulk carrier
None: Innocent
passage
NORTH PRINCE
9HSX8
0.08
0.08
Bulk carrier
None: Innocent
passage
RED ROSE
HOSP
0.08
0.08
Bulk carrier
None: Innocent
passage
FORTE
H9EE
0.08
0.08
Bulk carrier
None: Transit lower

CI only
GLOBAL GARLAND
3FLY7
0.08
0.08
Bulk carrier
None: Transit lower

CI only
GLOBAL PARTNERSHIP
3EFF4
0.08
0.08
Bulk carrier
None: Transit lower

CI only
JASMINE ACE
YJUX2
0.08
0.08
Bulk carrier
None: Transit lower

CI only
JP AZURE
7JGR
0.08
0.08
Bulk carrier
None: Transit lower

CI only
3FWK8
0.08
0.08
Bulk carrier
None: Transit lower

CI only
ROYAL FOREST
24
Name: Cargo Ships
Total
Days
Days in Operating
Cook
in Upper
Inlet
Cook Inlet
Days
Operating
in Middle
Cook Inlet
Days
Operating
Vessel Type
in Lower
Cook Inlet
Port Call and

Comments
Call sign
Calls
SANTA PACIFICA
H3BC
0.08
0.08
Bulk carrier
None: Transit lower

CI only
WHITE CORAL
3FSL7
0.08
0.08
Bulk carrier
None: Transit lower

CI only
PEACE LUCKY
3FLL
4.26
3.8
0.25
0.21
Bulk carrier
Port MacKenzie
TIWAI POINT
VRFS8
11.46
11
0.25
0.21
Bulk carrier
Anchorage
SOHOH
DSQS6
1.00
Cargo/
reefer
Homer
WDC6363
0.08
0.08
Cargo/
reefer
None: Transit lower

CI only
WAHG
52
65
34.7
13.0
17.3
Cargo/
RoRo
Anchorage
KIYI
52
65
34.7
13.0
17.3
Cargo/
RoRo
Anchorage
WDB4539
0.08
0.08
Cargo/unk
None: Transit lower

CI only
HORIZON
ANCHORAGE
KGTX
30
55
37.5
7.5
10.0
Container
Anchorage
HORIZON CONSUMER
WCHF
17
11.3
2.25
3.0
Container
Anchorage
HORIZON KODIAK
KGTZ
31
57
40.0
10.7
Container
Anchorage
HORIZON TACOMA
KGTY
34
62
42.5
8.5
11.3
Container
Anchorage
9V7961
0.08
0.08
Container
None: Innocent
passage
HANJIN MALTA
D9ZZ
0.08
0.08
Container
None: Innocent
passage
HANJIN WASHINGTON
3FPG
0.08
0.08
Container
None: Innocent
passage
ZIM NINGBO
A8SI5
0.08
0.08
Container
None: Innocent
passage
BELUGA ENDURANCE
V2OV5
2.96
2.5
0.25
0.21
General
cargo
Anchorage
BELUGA INTONATION
V2BX7
3.46
0.25
0.21
General
cargo
Anchorage
SANKO MERCURY
A8UT5
0.08
0.08
General
cargo
None: Innocent
passage
COASTAL SEA
WCA7444
0.08
0.08
General
cargo
None: Transit lower

CI only
GENIUS STAR II
3EBM6
0.08
0.08
General
cargo
None: Transit lower

CI only
POLAR PRINCE
CFK9552
0.08
0.08
Lighthouse
vessel
None: Transit lower

CI only
242.0
393.6
265.2
54.8
75.1
COASTAL PROGRESS
MIDNIGHT SUN
NORTH STAR
ISLAND ENTERPRISE
EVER UNIFIC
Total
25
ii. Tank Ships

Oil
and
Product Carriers
Given that AIS records for tank ships did not distinguish between crude oil and refined
product carriers, or between laden and in-ballast, the researchers obtained information
for 2010 tank ship activity from the Port of Anchorage21 and the Nikiski Kenai Pipeline
(KPL).22 Summarized in Table 7, tank ship activity in Cook Inlet during 2010 included
crude oil (persistent) carriage, heavy residual oil (persistent), refined product (nonpersistent oil), and liquefied natural gas. No chemical tanker transits or port calls
occurred in 2010. Crude oil and persistent product tank ships called at the Nikiski
Tesoro (KPL) facility and the Drift River terminal (Christy Lee platform) on the west shore
of Cook Inlet. Although refined product was loaded to tank ships on seven occasions at
KPL, 91% of the refined, non-persistent oil produced at KPL was loaded to barges. Only
non-persistent oil (refined product) tank ships called at the Port of Anchorage.
Tank ships trading in Cook Inlet are limited by contingency planning standards to a
total oil carriage of 500,000 barrels (21,000,000 gallons). Laden tank ships typically
draw 40 ft. of draft; unladen draw 28 ft.23
Nikiski/Drift River Terminal Operations
These records show that persistent oil tank ships made 83 voyages to Cook Inlet in
support of Nikiski/Drift River terminal operations. Five persistent (crude oil) tank
ships made the majority of the port calls (See Table 2). If a vessel calling at KPL Nikiski
had to wait for favorable tides, it would anchor in Kachemak Bay until it could travel
safely to discharge crude oil. Crude oil is refined at KPL, producing both persistent and
non-persistent products. Company records indicate that 5,200,000 barrels of heavy
black oil was loaded onto tank ships in 2010. Approximately 2,138,500 barrels of nonpersistent (jet fuel, gasoline, diesel) was loaded onto barges and 211,500 barrels was
loaded to tank ships.
On 12 occasions after discharge at KPL, tank ships made a round trip between the
facility and the Christy Lee platform, 23 NM west-southwest of Nikiski on the western
shore of Cook Inlet. The Drift River terminal supplies crude oil collected from the
various Cook Inlet oil production platforms on the west side of the Inlet. The tank ships
moored at the Drift River terminal for 12-18 hours to load 100,000 barrels (4,200,000
gallons) of crude oil, and then transported the oil back to the KPL terminal for offload
and eventual refinement.
At present, the Drift River tank farm is closed due to volcanic activity in the area. If the
tank farm reopens, tank ships can be loaded in less time, given that the ships will not
need to wait for oil from the platform pipeline. Operators expect that tank ship calls
at the Christy Lee platform will decrease by half, given that the facility will be able to
transfer 200,000 barrels of oil to tank ships in the time it currently takes to transfer
half that amount.
Port
of
Anchorage
Eleven tank ships carrying non-persistent oil called at PoA in 2010, on average offloading 250,000 barrels of jet fuel per port call. These deliveries were double that
reported in the 2006 traffic study. This increase was attributed to the decrease in jet
21 Port of Anchorage berth records for 2010.
22 Communication with Jack Jenson, Tesoro Corp. Dec 7, 2011.
23 Cook Inlet Risk Assessment Advisory Panel input. Oct 20, 2011 meeting.
26
fuel produced at the Flint Hills North Pole refinery, which resulted in a decrease of rail
shipments and a subsequent increase in tank ship loads to meet the demand for the jet
fuel at the Ted Stevens Anchorage International Airport. Tank ship spot charters calling
at the PoA may fluctuate by plus or minus ten ships a year, depending on the level of
international cargo activity at the airport and whether jet fuel can be supplied locally.
Table 7: Tank Ship Traffic in 2010.2425
Transit
Product
Port Calls
Total days vessels at

berth
Persistent
oil
76
122.0 days
Transits between
Total underway
facility and
operating days (in
entrance to
transit) between
Cook Inlet (% of facility and entrance
total transits)
to Cook Inlet23
98 laden
40.8 days
54 in-ballast
22.5 days
7 - 50% laden
2.9 days
7 in-ballast
2.9 days
N/A
3.0 days (estimate 6

hours per round trip
underway)
14 (included in
10.5 days at CL (days
GoA to KPL total at KPL included in GoA
above)
to KPL total above)
14
1.75 days (estimate

3 hours per transit
one-way)
GoA to PoA
to CL to KPL
Both
persistent
and nonpersistent
1 (included in
both the GoA to
KPL total above
and the GoA to
Anc totals below)
0.75 day at CL
(days at KPL included
in GoA to KPL total
above)
0.25 day round trip

transit between
Nikiski and PoA
GoA to PoA
and return
Nonpersistent
11
16.5 days24
11
9.2 days
GoA to KPL
and return*
Nonpersistent
oil
11.2 days
KPL to CL
and return
Persistent
oil
12
9 days at CL (days at
KPL included in GoA to
KPL total above)
GoA to CL to
KPL
Persistent
oil
Legend:

CL Christy Lee platform (also known as Drift River terminal)

GoA Gulf of Alaska
KPL Kenai Pipeline (Tesoro facility and refinery in Nikiski)
PoA Port of Anchorage
* 83 tank ship calls total: 3 Aframax26, 80 Handimax27
Gas Carriers
One gas tank ship, M/V Polar Spirit, made 12 port calls in 2010 to the ConocoPhillips
LNG plant in Nikiski. Vessel transits to and from the facility were considerably reduced
from the number reported in the 2006 study in which two gas ships made a combined
36 annual port calls.
24 Tank ships typically transit at speeds of 14 knots. Transit time from the Homer pilot station to Nikiski is 7 hours;
from Homer to Anchorage is 10 hours (Source: South West Alaska Pilots Association). Researchers added 3 hours
between Kennedy Entrance and Homer pilot station to account for transit time and delays due to weather or currents.
25 Tank ship calls to Port of Anchorage spent 2.5 days in Cook Inlet on average. At-berth estimates were calculated by
subtracting transit time from total time spent in Cook Inlet.
26 An Aframax ship is an oil tanker smaller than 120,000 metric tonnes and with a breadth above 32.31 m. Aframax
class tankers are largely used in the basins of the Black Sea, the North Sea, the Caribbean Sea, the China Sea and the
Mediterranean. Non-Organization of the Petroleum Exporting Countries (Non-OPEC) exporting countries may require
the use of tankers because the harbors and canals through which these countries export their oil are too small to
accommodate very-large crude carriers and ultra-large crude carriers.
27 Handymax is a naval architecture term for bulk carrier and tank ship size of 40,000 to 50,000 dead weight tonnage
(DWT). The term is not defined for a maximum route (as Panamax and Suezmax is), but used to establish shipping capacity.
27
Market conditions have significantly altered gas tank ship activity. In February
2011, ConocoPhillips announced plans to close the Nikiski LNG facility until market
conditions improved.28 At the time of this study, the facility had winterized the plant
and suspended operations. Recent reports indicate that the facility will provide four gas
ship loads in the latter half of 2012.29
iii. Tugs and Barges
Tugs included in the AIS data for 2010 include
tugs and tank barges, tugs and cargo barges, and
resident tugs (which may include tugs under 300
GT).
Articulated tug and barge

(ATB) may represent 10-15%
of the oil barge traffic for
Cook Inlet by 2015.
Tug and barge activity was the most difficult

vessel type to quantify using AIS records. All tugs
have AIS but the barges they tow do not. Thus, it is difficult to determine if a tug on an
AIS plot is towing a barge, and if it is, whether the barge carries oil or dry cargo.
AIS records do show that 63 different tugs operated in Cook Inlet during 2010. Of
those, five were resident tugs30 in that they never operated outside of Cook Inlet.
Refined Oil Product Tank Barge Activity
Given that AIS data alone precluded accurate estimates of oil barge activity, towing
company records and projections were used. Operators provided an overall picture for
2010 and 2011 and projected for 2012. On average, eleven tugs move non-persistent
oil barges throughout Cook Inlet on approximately 100 transits per year. The refined
oil products moved by these barges include automotive diesel, No.2 heating oil, avgas,
and gasoline. Typically, an oil tank barge and tug spend 72 hours in Cook Inlet per trip
with about 24 hours of that time being at dock in Nikiski or Anchorage. Approximately
8.75 million barrels of non-persistent fuel oil (367.4 million gallons) are moved into and
through the Cook Inlet on these tug/barge voyages.31
Tank barges do not carry persistent oil in Cook Inlet as of 2011. This reflects upgrades
in advance of the deadline for the single-skin barge phase out in 2015.
Most tank barge oil delivery to remote villages and camps, requiring anchoring offshore
and a float delivery through an extended fuel transfer hose, have ceased. Oil to remote
areas is now usually supplied by International Organization for Standardization (ISO)
tanks or fuel trucks set on deck barges, fishing vessels, or landing craft.
Increasingly, towing companies are using articulated tug and barge (ATB) systems to
move refined oil products through Cook Inlet. The ATBs are more ship-like due to the
barges, fishing vessels, or landing craft. The tug slides into a notch on the stern of
the barge and then locks in with a set of pins.32 This provides much more control over
the traditional hawser tow system. Towing company operators believe ATBs provide
28 At its peak, the Nikiski LNG facility shipped 64 billion cubic feet of gas each year to Asian markets, primarily Japan.
In recent years shipments have dwindled as other supplies of LNG have become abundant throughout the Pacific Rim.
29 Anchorage Daily News, Dec 17, 2011. http://www.adn.com/2011/12/17/2222575/natural-gas-plant-in-kenai-to.
html
30 Tugs Glacier Wind, Cosmic Wind, Resolution, Stellar Wind, and Vigilant
31 Interview and email correspondence with Louis Ardette (K-SEA Transportation) and Greg Pavellas (Crowley Maritime).
32 An ATB is different from integrated tug and barge (ITB). ITB are a rigid, locked-together configuration between the
tug and the barge, essentially making them a single vessel. An ATB is also notched in to the barge but locking pins allow
vertical flexing between the tug and barge.
28
safer operation in ice, particularly during winter access to Anchorage. Operators are
still evaluating ATB use in Cook Inlet. However, experience to date has been positive
and increased use of ATBs is anticipated.33 In 2010, one ATB (the Gulf Reliance) made
a single call to CI. By 2012, operators estimate that 10-25% of the oil transported by
tank barge will be carried on ATBs, with that proportion increasing over the next several
years.
Table 8 provides additional details regarding oil barge activity in Cook Inlet.
Table 8: Average Annual Oil Barge Traffic in 2010-2011 and Projected Traffic for 2012 (From Barge and Tug
Operator Records and Projections).
Tug Name
ATBs: Gulf Reliance,

Sound Reliance,
Ocean Reliance,
and Coastal
Reliance
Barge
Capacity
in Barrels
(bbls.)
Barge(s)
Max
Potential
Total Annual Oil
Cook
Transport (bbls.) in
Inlet Calls
Cook Inlet
Annually
Time in
Cook
Inlet
(hrs)
Comments
550-2, 550-3, or
550-4
185,000
12
2,220,000
72
Crowley ATBs: Transit to Homer for

pilot embarkation then to Nikiski
and Anchorage as needed.
Note: Only Gulf Reliance called at
Cook Inlet in 2010.
BISMARCK SEA
DBL 106
100,000
12
1,200,000
72
K-Sea: Jet fuel to Anchorage
JOHN BRIX
DBL 79
80,000
480,000
72
K-Sea/Delta Western: W. Alaska

ops
Sasanoa
80,000
240,000
72
K-Sea Transportation
PACIFIC RAVEN
Kays Point
67,000
201,000
72
PACIFIC WOLF
DBL 54
50,000
24
1,200,000
72
K-Sea and Petro Marine: milk run

throughout Cook Inlet
Sause Bros., various
Various
85,000
255,000
72
Sause Bros. may provide 3 oil

barge loads per year.
Leo
80,000
240,000
72
360
(single-skin)
80,000
24
1,920,000
72
Crowley: stops in Nikiski and

Anchorage
NaKao,
double-hulled,
leased from
K-Sea
52,000
312,000
72
Crowley: Potentially 6 annual trips
Rigel
80,000
480,000
72
K-Sea: Avgas barge from Pacific

north west to Anchorage
PACIFIC FREEDOM
SEA HAWK
SEA PRINCE
SENECA
SIRIUS
Annual Total
102
8,748,000 bbls
367,416,000 gals
iv. Passenger Vessels

Two types of large passenger vessels were active in Cook Inlet in 2010: cruise ships and
AMHS ferries. Note, however, that passenger vessel 2010 AIS track line maps (Figure 3
and Appendix A) also include small tour boats under 300 GT.
33 Personal conversation and email correspondence with Dan Nutt (K-SEA Transportation) and Greg Pavellas (Crowley
Maritime).
29
During 2010, Holland Americas cruise ship Amsterdam made port calls at Anchorage
and Homer every other week during the May through September cruise season, with a
total of nine port calls for the year. The cruise ships Coral Princess, Pacific Venus, and
Nippon Maru visited Homer once in 2010. Smaller cruise ships, the Silver Seas and
Regatta, also made port calls to Anchorage and Homer in 2011.34
Although growth of the Alaska cruise industry has matured, the industry is healthy,
with substantial and continued demand for Alaska cruises. Cook Inlet does not have
cruise ship activity at a level equal to Southeast Alaska or even Prince William Sound,
but it is projected to have 6 to 18 cruise ship visits each year for the next 10 years.
The Alaska Marine Highway System (AMHS) operated the Ro-Ro ferry Tustumena
year-round, between Homer, Seldovia, Kodiak, and the Aleutian Island chain. The
M/V Kennicott made fill-in runs for the Tustumena throughout the year. In 2010,
the Tustumena and Kennicott together made 123 calls to lower Cook Inlet, generally
spending less than 24 hours in lower Cook Inlet during each visit.
v. Other Vessels
Other vessels active in Cook Inlet during 2010 included fishing vessels and fish
processors (some of which were over 300 GT), government vessels, and dredges. There
was no drill rig or drill ship activity in Cook Inlet during 2010.
Four fish processors operated a total of 269 days in lower Cook Inlet. These vessels
spent the majority of their time moored or anchored.
Military and government vessels accounted for very little activity in Cook Inlet. Other
than Coast Guard buoy tenders and law enforcement cutters, only one Military Sealift
Command product tank ship, which called at Anchorage, was noted in the AIS records.
This vessel was counted as a tank ship.
AIS records showed that three dredge vessels worked in Cook Inlet in 2010. One of
those spent 135 days working in upper Cook Inlet.
vi. Vessel Activity Not Captured in AIS Data
Fishing Vessels
Most fishing vessels do not carry AIS transmitters. This study did not examine fishing
vessel activity other than those vessels, primarily fish processors, in excess of 300 GT.
About 500 to 900 commercial fishing vessels operate in the five fisheries in Cook Inlet,
predominantly from mid-May through mid-September. Fishing vessels typically have a
fuel capacity of about 300 to 1,000 gallons and all carry non-persistent fuel. Although
not specifically categorized or examined in this study, small fishing vessels are of
interest to the Advisory Panel, given their high seasonal concentration in certain areas
of Cook Inlet and potential interference with large vessel traffic movement.
Vessels Under 300 GT
Vessels under 300 GT may account for a high volume of vessel traffic in Cook Inlet.
They are not reflected in the traffic analysis metrics because they do not meet the size
threshold and/or they do not carry AIS transmitters. In addition to small fishing vessels,
vessels under 300 GT include recreational craft, charter boats, research vessels, landing
34 Cruise Line Agency of Alaska (CLAA) records (2011).
30
craft, small passenger vessels, and vessels engaged in near shore construction projects.
Small Vessels Crossing Large Vessel Track Lines
While the volume of oil carried on these vessels is much less in comparison to vessels
over 300 GT, the level of vessel activity is still relevant to overall spill risks, particularly
in the event of collisions with larger vessels. Of particular interest for risk assessment
is the movement of these vessels perpendicular to the track lines of ships and tugs.
Significant cross-track line activity may occur:
At the mouth of Kachemak Bay.
Where jack-up drilling rigs are operating.
Between Port of Anchorage and Port MacKenzie.
Where well platforms are under construction or undergoing decommission.
During shoreline construction activity; including the Fire Island wind farm
project, and Knik Arm bridge construction.
C. Vessel Movements by Calendar Quarter and by Region

Table 9 shows seasonal activity (by calendar year quarter) in the vicinity of certain
Cook Inlet geographic landmarks. This table shows all AIS transmitter hits from
vessels equipped with AIS passing both north and south, or east and west across lines
extending from the geographic identity points. The 3rd quarter 2010 (July-September)
was used as a baseline because it represented the highest level of activity. The amount
of vessel activity was compared for each quarter against 3rd quarter levels. This
comparison table shows:
Kachemak Bay is the busiest area of Cook Inlet.
Shelikof Strait, the west entrance to Cook Inlet, is used less frequently by large vessels.
Vessel traffic is remarkably steady or consistent throughout the year along the
Forelands.
Table 9: 2010 Seasonal Vessel Activities in the Vicinity of Certain Cook Inlet Landmarks.
Relative Activity per Quarter Using the
3rd Quarter as a Baseline
Landmark
Actual AIS hits
1st Qtr
2nd Qtr
3rd Qtr
4th Qtr
1st Qtr
2nd Qtr
3rd Qtr
4th Qtr
Anchor Point
51%
90%
100%
81%
173
305
338
273
Forelands
93%
100%
100%
91%
341
369
368
334
Kachemak Bay
30%
69%
100%
42%
340
784
1142
474
Kennedy Entrance
51%
89%
100%
61%
232
401
451
275
Shelikof Strait
63%
74%
100%
33%
17
20
27
Of the 480 ships (>300 GT) entering Cook Inlet in 2010, 218 were to the Port of
Anchorage, 86 were to the Nikiski oil or gas terminals, and 123 were through Kachemak
Bay. Appendix A shows 2010 AIS track line datum composites by vessel category and
region.
Most deep draft vessels transit along the east side of Cook Inlet while tank ships
31
occasionally transit between Nikiski and the Drift River terminal on the western side of
the middle Cook Inlet zone. OSV servicing the oil and gas production platforms (shown
as cargo vessels on the chartlets) account for most of the large vessel activity outside
of the traditional north-south track lines. These vessel tracks frequently intersect the
north-south track lines. Vessel activity, when surveyed along Cook Inlet from south to
north, becomes more specific by vessel type (Figure 4).
Figure 4. Relative Vessel Activity by Region and Vessel Type (2010).
OPERATIONS BY VESSEL TYPE

Upper Cook Inlet
Fishing
Cargo
Tug
Tank Ship
Cruise Ship
Tug/Tank Barge
Middle Cook Inlet

Cargo including OSVs
Tug
Cruise Ship
Tank Ship
Tug/Tank Barge
Lower Cook Inlet
Ferry
Cargo
Fish Processor
Tank Ship
Tug
Cruise Ship
Tug/Tank Barge
Lower Cook Inlet data show vessels entering/leaving Cook Inlet and relatively high
vessel movements within Kachemak Bay. Middle Cook Inlet data reflect tank ship
movements in and around the Nikiski and Drift River terminals. Upper Cook Inlet data
clearly show the influence of the Port of Anchorage.
32
Kachemak Bay has the highest level of traffic activity in Cook Inlet with most large
ships entering the mouth of the bay to pick up a marine pilot or await a Coast Guard
inspection. Kachemak Bay is a frequent and preferred port of refuge for ships and tugs
awaiting more favorable weather in Cook Inlet and the Gulf of Alaska.35 AIS track lines
show significant tug/barge activity northeast of Homer (Figure 3 and Appendix A). Tugs
and their barges make round-turns in upper Kachemak Bay when rough weather
prevents safe travel in the Gulf or upper Cook Inlet. This practice contributes to the
relatively high traffic density for the bay.
i. Vessels Not Calling at Cook Inlet Ports
Twenty-three freight ships of various types (container, bulk carriers, general cargo and
reefers) approached the mouth of Cook Inlet without entering. Some were westbound
through Shelikof Strait en route to Kodiak. Thirteen did not call at an Alaska port
and did not file a U.S. Coast Guard advance notice of arrival (ANOA), a State spill
plan, or obtain an Alaska Certificate of Financial Responsibility (COFR). These ships
were apparently transiting through Shelikof Strait while sailing on a foreign transit
or innocent passage. These foreign cargo vessels were non-tank vessels (NTV) and
current federal requirements do not allow for enforcement of Vessel Response Plans
(VRP) for NTV transits. This will change in the future when the final NTV response plan
regulations are published in the Federal Register. Each of these vessels spent less than
two hours in transit between the Shelikof Strait and Kennedy Entrance AIS passage-line
points.
ii. Operations in Ice
During periods of heavy ice, typically from January through March, vessel movements
are managed using the USCG winter ice operating procedures (See Section 4). There
have been 10 to 14 day periods when transits to Anchorage have been suspended for
tank vessels due to heavy ice conditions. Towing companies contract assist tugs as ice
escorts between the East Forelands and Anchorage during periods of heavy ice. Tesoro
provides a tug at Nikiski for ice escort and scouting services while tank vessels are in
port.36
D. Oil Transportation
Table 4 (Section 3.A) shows the annual amount of oil moved by each of the major vessel
categories by calculating the product of underway operating days and oil onboard.
Figures 5a & 5b apportion oil movement by vessel category. As expected, the majority
(58%) of persistent oil carried in Cook Inlet in 2010 was by crude oil carriers bringing
feed stock to the refinery at Nikiski. However, seven container and Ro-Ro cargo ships
calling at Anchorage represented 34% of the persistent oil moved. This proportion is
due to the high number of Anchorage port calls and large fuel capacity of the container
ships. This volume percent assumes, however, that the vessels arrive and leave Cook
Inlet topped-off. This assumption overestimates the contribution of these ships to the
total amount of persistent oil transportation, but this may be justified for contingency
planning purposes.
35 Electronic communication with Bryan Hawkins, City of Homer Harbormaster. 20 October 2011.
36 Email correspondence with Louis Audette, K-Sea Transportation.
33

Figure 5a. Persistent Oil Movement by Vessel Category.
Persistent Oil Movement by Vessel Category

8% Total for
Remaining Ships
Ro-Ro Ships
9%
Crude Oil Tank Ships

Container Ships
Ro-Ro Cargo Ships
Bulk Carriers
Container Ships
25%
Crude Oil Carriers

58%
Product Tank Ships

Gas Carriers
Cruise Ships
General Cargo Ships
Non-persistent oils are carried as cargo by refined product carriers (barges and tank
ships) and fuel by offshore supply vessels, passenger vessels and tugs. Tank ships
and tank barges contribute the vast majority of the proportionate volume (88%). Tank
barges transport more oil than any other carrier, persistent or non-persistent.
Figure 5b. Non-persistent Oil Movement by Vessel Category.
Non-persistent Oil Movement by Vessel Category

Offshore Supply
Vessels
5%
7% Total for
Remaining Ships
Tank Barges
Product Tank Ships
Offshore Supply Vessels
Product Tank
Ships
22%
Passenger Vessels
Tank Barges
66%
Tugs, Transient
Tugs, Resident
Fish Processors
34
4. Factors that May Impact the 10-year

Vessel Traffic Forecast for Cook Inlet
In addition to the vessel traffic patterns discussed in Section 4, future Cook Inlet vessel
traffic activities may also be influenced by other factors. These include:
Planned and proposed changes to major marine facilities
Port expansion projects
Changes to import/export activities
New projects (e.g. mining, etc.)
Changes to transportation infrastructure
Changes to commodity transportation modes
Changes to oil and gas production
Population growth
U.S. and international regulatory changes
A. Port of Anchorage Activities and Future Development

Approximately 90 percent of all consumer imports to Alaska arrive through the
Port of Anchorage. In 2010, the total volume of freight moved through the PoA was
approximately 4 million short tons.37 This volume total is 80% of the PoAs highest
volume year, 2005. The Anchorage Economic Development Corporation (AEDC)
forecasts a freight volume increase of 5% in 2011, 1.9% in 2012, and then annual
growth of 2.5% by 201438 (Figure 6).
Increases in freight volumes in 2010 and 2011 are due to increased fuel shipments,
as the Anchorage International Airport cargo terminal recovers from the recession. In
addition, bulk deliveries of cement have returned to normal, with five ships delivering
cement in 2010, up from three in 2009.39
Table 10 displays the details of 2010 PoA vessel activity, including changes in traffic
compared to the 2005-2006 study period.
The Port of Anchorage is currently undergoing an intermodal expansion project to
support the economic and population growth of Alaska. According to the expansion
37 A short ton is 2000 pounds. Compare to a long ton (2240 pounds) and a metric ton (2200 pounds).
38 Anchorage Economic Development Corporation (AEDC). 2011 Economic Development Forecast. http://www.
aedcweb.com/.
39 Bluemink, E. (29 July 2010). Anchorages Economic Soft Spots are Starting to Recover. Anchorage Daily News.
35
project website, 40 the current infrastructure is in need of replacement due to age and to
accommodate growth related to:
The opening of new shipping channels through the Northwest Passage
The need to support the shipment of construction materials for planned public
and private projects, including the Alaska gas pipeline
Additional berths to allow cement and fuel barges separate moorage, eliminating
the need for fuel barges to be held at sea due to the lack of berths
The requirements for a military strategic port.
41
Figure 6: Port of Anchorage Freight Volume.
Source: McDowell Group, 2011-2014 (Cited in AEDC 2011 Economic Development Forecast)
The relationship between deep draft vessel port calls (Table 10) and PoA cargo
throughput (Figure 6) is not linear. Although PoA experienced its highest cargo volumes
in 2005, ship calls were slightly lower in 2005 than 2010. The likely reason was vessels
calling on the PoA were not always loaded to capacity; therefore, throughput volumes
could be increased without necessarily adding additional vessel trips. Because of this
trend, increases in large ship traffic at PoA will likely be minimal throughout this decade.
The completed PoA intermodal port expansion may generate some increase in barge
traffic due to its increased capacity and infrastructure.
The Port of Anchorage is actively negotiating with future tenants and new business
opportunities, including staging materials necessary to construct the Alaska gas
pipeline.42 Any substantial increase in ship and barge traffic at PoA would likely stem
40 Port of Anchorage Intermodal Expansion Project. https://www.portofanchorage.org/fa_list.html#what-is-the-purposeof-this-multi-year-expansion-project-at-the-port-of-anchorage.
41 Anchorage is one of the nations 19 strategic ports which require 25 acres for military load-out within 24 hours.
42 Port of Anchorage Intermodal Expansion Project: https://www.portofanchorage.org/fa_list.html#what-is-thepurpose-of-this-multi-year-expansion-project-at-the-port-of-anchorage.
36
from large-scale Alaska gas pipeline construction activity and would occur at the end of
the 10-year vessel traffic study period.
Table 10: Port of Anchorage Ship and Barge Activity.
Berth
Annual Calls Annual Calls

2010
2005-2006
Vessel type
Purpose
Port of
Anchorage,
POL#1 & #2
11
Tank ship
Port of
Anchorage,
POL#1 & #2
66
60
Tank barge
Port of
Anchorage,
Terminal 2
104
113
Container ship
(Horizon Lines)
Off-load, load freight containers
Port of
Anchorage,
Terminal 2
General cargo
ship
Off-load pipe
Port of
Anchorage,
Terminal 3
104
104
Port of
Anchorage,
Terminal 3
Cruise ship
Passenger operations
5 ship /4
barges
4 ships/4
barges
Bulk carrier
Unload dry cement
Port of
Anchorage, POL
#1
TOTAL SHIPS
233
TOTAL BARGES
70
Off-load refined oil for supply to local

markets and military
Load fuel off railcars from North Star
refinery (Williams Alaska Petroleum
(formerly MAPCO)
Ro-Ro freight ship Off-load, load freight containers and

(TOTE)
vehicles
B. Port MacKenzie
The Port MacKenzie development project43 is an ambitious plan for commodity export
and import through Cook Inlet. Located on the Knik Arm44 across from Anchorage, the
Port is owned and operated by the Matanuska-Susitna Borough (MatSu).
The Port is constructing a rail link, estimated to be completed in 2014, to connect the
port to the Alaska Railroad System and the interior rail corridor. The rail link will
allow the Port intermodal capability to efficiently move cargo from rail and truck to
ship and barge. The existing bulk material handling conveyor, ship loader, and deep
water mooring system provide the ability to load any size ship with wood chips, coal,
limestone, cement, mineral concentrates, and other commodities. Plans call for the
eventual lengthening of the existing deep-draft dock to accommodate two vessels at
once. Both a tank farm with bulk fuel marine transfer facility and a passenger/vehicle
ferry landing are under development.
43 Matanuska-Susitna Borough Planning and Land Use Department (11 Oct 2010). Port MacKenzie Master Plan Update.
44 Latitude: 61 16 6 N Longitude: 149 54 52 W
37
i. Port MacKenzie Ferry to Port of Anchorage

The MatSu Borough is working on plans for construction of a landing at Port MacKenzie
and securing a landing site at the Port of Anchorage. The ferry for this 2-mile crossing
has been built as part of a joint venture between the Borough and the U.S. Navy. The
ferry, M/V Susitna, is an experimental ship designed for military use. It has ice-breaking
hulls that allow it to operate year-round in Knik Arm. In essence, winter conditions in
Knik Arm allow the Susitna to be employed for domestic service while serving as the
Navys test lab for this experimental vessel.
The ferry is expected to carry up to 111 passengers and 20 cars with planned runs to
Anchorage and possibly Tyonek, Kenai, and Point Possession.45
ii. Coal Exports
In 2010, a Panamax vessel loaded with 76,000 tons of coal in Seward docked at Port
MacKenzie and was topped off with coal trucked from the Usibelli Coal Mine (UCM) in
Healy. This inaugural vessel transit was done to demonstrate the Ports capability to
export coal. To date, no additional coal ships have called at Port MacKenzie.
MatSu developers project that during the first five years after the rail link completion,
one million tons of coal will be moved each year over the rail extension to the Port for
export. They believe the realized transportation cost savings from this efficient freight
rail extension will increase exports to four million tons within the second five years
(2018-2023). These projections suggest that 15 to 50 bulk coal carriers per year46 could
call at Port MacKenzie.
The Usibelli Coal Mine (UCM), headquartered in Healy, Alaska, south of Fairbanks,
has been the only company actively mining coal in Alaska since 1971. UCM has
permitted reserves that will extend more than 30 years at current production rates,
with additional surface mineable coal under lease and available for expansion as
needed. UCM produces approximately 1.5 million tons of sub-bituminous coal annually
and reports that it could easily double production if needed.47 Coal prices, currently
depressed by more inexpensive international supplies, create unfavorable economics for
Alaska coal exports.48 Due to increased demand from South America, however, UCMs
annual exports, normally accounting for one-third of its production, almost tripled from
2007 to 2009 to more than 800,000 tons.
Coal from Healy is moved by rail to ships calling at Seward. These ships have coal
carrying capacities of 60,000 to 90,000 tons. With each coal train able to transport
about 7,500 tons, it takes 9 to 12 trains to haul enough coal for one vessel load of
coal. One train can make two to three trips from Healy to Seward per week, requiring
almost a month to haul enough coal to load a ship.49 The 100-rail car loop to the
Port MacKenzie coal loading facility would significantly cut the rail transit distance.
However, UCM company officials note that it generally costs more to ship product from
45 Point Possession is 20 miles from Anchorage at the south entrance to Turnagain Arm.
46 Assumes average ship coal carrying capacity of 75,000 tons.
47 Usibelli Coal Mine, Inc. http://www.usibelli.com/Company.asp.
48 Alaska Railroad Corp Annual Report (2009). Seward Coal Loading Facility. http://www.akrr.com/pdf/2010%20
Seward%20Coal%20Loading%20Facility.pdf.
49 Alaska Railroad Corp information on Seward Coal Loading Facility. http://alaskarailroad.com/Portals/6/pdf/
projects/10_18_05%20SLF%20FAQs.pdf.
38
Cook Inlet than Seward, given the higher docking costs and longer waiting times. A Port
MacKenzie rail connection could serve as a summertime complement to the route to
Seward, which experiences high traffic problems during tourist season.50
Given current international market demands for Alaska coal, it appears that only five
or six ships per year would call at the Port MacKenzie coal facility. Increased demand
could increase port calls to a level envisioned in the MatSu Port MacKenzie master plan.
iii. Low Sulfur Diesel Imports
New federal regulations require low-sulfur
diesel fuel (LSD) for both on and off-road
(mining) operations. LSD is not readily
available in Alaska and must be imported.
The MatSu Borough hopes to attract fuel
suppliers to Port MacKenzie with the
objective of using the rail extension to meet
Interior and North Slope LSD fuel demands.
MatSu hopes to transport 120,000 tons
(~25,000,000 gallons) of diesel per year
from Port MacKenzie to the Interior and
Southwest Alaska. It is not clear whether
the fuel will be imported by tank barge or
tank ship, but this amount of cargo could
require three tank ship calls or 15-20 barge
visits per year. Such an increase would
likely require infrastructure improvements.
iv. Forest Product Export
The Port MacKenzie master plan update
estimates that a minimum of 60,000 tons
per year of forest products (1-2 bulk or
break-bulk cargo ships) could be exported
during the first five years after the rail
extension completion.
v. Imports for Alaska Gas Pipeline
Local Construction Vessel Traffic

Potential localized, short-term,
high traffic vessel zones for specific
construction projects include:

Wind farm on Fire Island

(2011-2015)
Knik Arm Bridge construction

(2014)
Port of Anchorage expansion and

modernization (2012-2017)
Knik Arm ferry terminal at

Anchorage (2013)
Ladds Landing (Tyonek)

construction projects for mineral
extraction and export (2017)
Exploratory drilling using jack-up

drilling rigs (2012-2013)
New well platform construction

(2013-2014)
Old well platform

decommissioning (2012-2015)
Dredging at ports (yearly, as

needed)
This is not an exhaustive list and the

impact dates are estimates.
If a gas pipeline is constructed, pipe,

compressor station construction materials, compressor components, and other
construction supplies will likely be brought to a rail head (Anchorage or Port MacKenzie)
by ship for transport and then conveyed via truck to the construction sites.
Depending on the pipeline route selected, Port MacKenzie could serve as the staging
area for over 120,000 pipe segments and associated materials. This would require
approximately 25 cargo ship offloads over the period of construction.51
50 Eshleman, Christopher (11 Feb 2010). Port MacKenzie Rail Extension Could Benefit Fairbanks Industry. http://
www.newsminer.com/view/full_story/6115034/article-Port-MacKenzie-rail-extension-could-benefit-Fairbanks-industry.
51 Assumes Handymax cargo vessels with 75,000 ton cargo capacity. See Burden, P. et al. (2007). Comparative port use
study for gas line pipe materials. Northern Economics Inc.
39
vi. Mineral Exports

Future mining activity could produce antimony, copper, lead, molybdenum, silver, tin,
tungsten, and zinc, which would then be transported to Port MacKenzie for export. A
2007 economic analysis52 estimated annual rail freight mineral loads ranging from 9 to
21 million tons, which translates to 120 250 bulk carrier ship port calls. This level of
commodity export would not likely occur within the forecast period for this traffic study.
C. Ladds Landing and Chuitna Coal Project

The other active coal development project with potential to increase Cook Inlet vessel
traffic within the next 10 years is the Chuitna Coal Project. This proposal is for
surface mining and export development for low sulfur, sub-bituminous coal resources
located in the Beluga Coal Field of Southcentral Alaska, approximately 45 miles west
of Anchorage.53 The proposal envisions a surface coal mine with a coal transport
conveyor capable of a throughput capacity of 15 to 18 million tons per year, to a
coal export terminal on Cook Inlet at Ladds Landing near the village of Tyonek,54 for
Panamax and Capesize ships.55 Assuming an average annual production of 12 million
tons of coal production, it would require
up to 160 ship calls.56 The current
PORT MACKENZIE:
Proposed Bridge Location
project predicts a minimum 25-year
Cook Inlet, Alaska
mine life, with a production rate of up
Deep Draft Ports
Existing Road
to 12 million tons a year. This level of
Proposed Bridge
commodity export would not likely occur
and Road
within the forecast period for this traffic
study. As of the date of this study, a
Knik Arm
complete permit application package for
the Chuitna Coal Project has not been
submitted to the State of Alaska.57
D. Knik Arm Crossing

A bridge connecting Anchorage to the
MatSu side of Knik Arm has been
planned for several years. The length
of the proposed bridge crossing of Knik
Arm would be approximately 2.5 miles,
and located 1.25 miles north of Cairn
Point (Figure 7).
Port MacKenzie
Anchorage
Figure 7: Map of Proposed Knik Arm Bridge
52 Metz, Paul (2007). Economic Analysis of Rail Link Port MacKenzie to Willow, Alaska. (Cited in MatSu Port MacKenzie
master plan update. 2010).
53 U.S. Army Corps of Engineers (2011) Chuitna Coal Project Supplemental Environmental Impact Statement. http://
www.chuitnaseis.com/index.html.
54 Approximately 30 nautical miles west of Anchorage (610 05.5N, 1510 07.0W)
55 A Panamax ship is determined principally by the dimensions of the Panama Canals lock chambers. A ship is at
Panamax lock conditions when its dimensions are: length 965 ft (294.1 m), beam 106 ft (32.3 m), draft 39.5 ft (12 m).
Bigger locks, with a planned completion date of 2014 will create a New Panamax, based on new lock dimensions of
length 1,400 ft (427 m), beam 180 ft (55 m) and draft 60 ft (18.3 m). Capesize are generally too large to transit either the
Suez or Panama Canals. They have drafts in excess of 62 feet and dead weight tons (DWT) typically in excess of 175,000.
56 Assumes ship coal carrying capacities of 60,000 90,000 metric tons.
57 Department of Natural Resources, Division of Mining, Land and Water. Once the complete application is submitted a
formal review will be conducted as required under Alaska statutes. A complete, revised environmental impact statement
is expected by mid-2012. http://dnr.alaska.gov/mlw/mining/largemine/chuitna/index.htm.
40
The placement of the bridge north of the Port of Anchorage and Port MacKenzie would
not disrupt vessel navigation to and from either port. The remaining 4,000/year vessel
movements in the Knik Arm estimated in a navigation study58, are predominantly
recreational boats that would move under the proposed Knik Arm Crossing bridge, if
traveling north on the Knik Arm toward the Knik River.
E.
Williamsport
Williamsport, in a cove on the west shore of Iliamna Bay, has a landing ramp which
serves as the east terminus of a 14.5-mile, State-maintained, gravel road between
Williamsport and Pile Bay. The road is open from June to October and is constrained by
2 vehicle fords and a 122 wide bridge. Vessels less than 12 feet wide, 32 feet long, and
9 feet high are portaged by truck, between Williamsport and Pile Bay. From Pile Bay
the vessels transit Lake Iliamna to the Kvichak River and continue to Bristol Bay.59
The large landing craft Polar Bear60 (152-feet length overall (LOA), 97 GT) makes
approximately eight trips per month (only during periods of +15-ft tides). From April
to October, the Polar Bear travels between Homer and Williamsport to provide fuel,
supplies, and equipment for villages and communities along Iliamna Lake. Up to four
fuel tank trucks (9000 gallon capacity) are driven on and off the Polar Bear each trip.61
Large tank trucks typically have 5500 9000 gallon capacities.
Vessel traffic to and from Williamsport will increase if the Pebble Mine Project and a
proposed granite mine are developed. These projects will require landing craft and
construction barges to bring industrial equipment
and fuel from Homer. Both projects will not likely
impact Cook Inlet vessel traffic until the latter
World oil demand coupled with
part of this decade. The Pebble Mine Project in
shrinking supply will keep oil
particular could generate significant east-west
prices high for the short term
vessel traffic between Williamsport and Homer.
providing incentive to fully
F. Cook Inlet Oil and Gas Production & Demand
exploit Cook Inlet oil wells.
Currently, there are 28 active oil and gas fields on
the Kenai Peninsula and offshore Cook Inlet (See
Figure 8).
i. Gas
The International Energy Agency (IEA) estimates
that over the next 25 years, natural gas use will
rise by more than 50% and will account for over
25% of the world energy demand.62
Tank barge traffic is tied to

domestic oil consumption and
aviation fuel demand at the
Anchorage International Airport
Cargo terminal.
Remaining natural gas reserves from all existing fields in Cook Inlet are estimated at
58 HDR Anchorage (2006). Knik Arm Crossing: Final Marine Navigation Report.
59 United States Coast Pilot No. 9, Chart 16648. http://www.nauticalcharts.noaa.gov/nsd/cpdownload.htm
60 See www.alaskamarinetransport.com for vessel pictures and specifications.
61 Personal communication: Peter Schwarz, President, Alaska Marine Transport.
62 International Energy Agency (2011). World Energy Outlook. http://www.iea.org/weo/docs/weo2011/WEO2011_
GoldenAgeofGasReport.pdf.
41

Figure 8: Cook Inlet Oil and Gas Activity 2011. State of Alaska, Department of
Natural Resources, Division of Oil and Gas, July 2011.
Cook Inlet Oil and Gas Activity 2011

State of Alaska, Department of Natural Resources, Division of Oil and Gas, July 2011
Susitna Exploration License Area 2
(Cook Inlet Energy)
Cook Inlet Energy, LLC

Extended Susitna Exploration License No. 2
through 10/2013 and applied for new
Susitna Exploration License No. 4 to north.
UPPER CHAKA
TGH 67-34
(!
!!
(
(
Aurora
AOGCC approved gas
storage injection at the
Nicolai Creek 2 well.
LOWER CHAKA
(
!
TGH 62-02
KID CANYON TGH 37-09
Lone Creek
Ormat Energy
Mount Spurr Geothermal
Exploration Program
Conducted ground & aerial
surveys & surface sampling.
2010: Successfully completed 2
small boreholes to ~1,000 .
2011: Drilling additional
intermediate-depth core
holes to ~4,000 and evaluating
geothermal reservoir properties.
Moquawkie
Ivan
River
BRU
212-24 T
Beluga
River
! BRU
(
Stump Lake
44-36
STUMP
!
(
LAKE UNIT 41-33RD
!
(
IRU
11-06
232-23
!
(
! NCIU A-14, -15, & -16
(
!
(
NICOLAI CREEK
10
! KALOA 3
(
11 Nicolai Creek
2
Chevron
Ivan River Gas Storage:
AOGCC approved gas injection up to 20
million cubic feet per day into the depleted
Beluga 71-3 sand (at depths of 6,829
to 6,856 md) in the IRU 44-36 well.
Anchorage
Buccaneer
NW Cook Inlet and Southern Cross Units approved.
North Cook Inlet
Tyonek
MOQUAWKIE 5 !
(
Knik
( LEA 1
!
NW Cook Inlet
LONE
!
(
CREEK 4
Kitchen Lights
South Granite Point

Southern Cross
North Trading Bay
Chevron
Trading Bay
TBU M-20
Trading Bay Unit/McArthur
Hope
Nordaq
Drilled the Shadura No. 1 well targeting Beluga &
Tyonek sands. No well results have been announced.
TBU M-18
TBU M-10
TBU M-11
! TBU M-06
(
!
(
Birch Hill
West McArthur River

Cook Inlet Energy, LLC
West McArthur River Unit:
Restarted 4 oil wells bringing field
back into production.
Redoubt Unit Osprey Platform:
Restarted RU-1 well at 350 bopd &
restored production from RU-7 well.
Bringing custom rig to sidetrack
four collapsed wellbores in effort to
restore production to 2,000 bopd.
Plan to follow up by drilling
grass-roots wells.
Big Lake
Lewis River
Pretty
Creek
CIRI CC-06C to
CC-6C12 !
(!
(
(!
!
(
Wasilla
Susitna
Linc Energy (Alaska), Inc.

LEA No.1 well: P&Ad on 4/28/201 1. Well was a
straight hole drilled to a depth of 6,323. Tested 3 gas-bearing
coal seam zones and concluded the well was non-commercial.
Well encountered a significant coal seam that may be suitable
for underground coal gasification.
ConocoPhillips
Beluga River Unit: Redvelopment plans
under evaluation for installation of
additional compression modules.
CIRI
Drilled 7 shallow stratigraphic
test wells to depths < 2,000 to determine
potential for underground coal gasification.
River Field: Drilled and completed

two wells, TBU M-10 and TBU M-11.
Houston
Hilcorp Energy Co.

Announced purchase of
all Chevron/Union Oil
assets in Cook Inlet.
Apache
Submitted nearly $9 million out of
$11 million in apparent high bids in
June 2011 Cook Inlet Areawide lease
sale, securing 95 additional leases.
Willow
SHADURA 1
South
Middle Ground Beaver
Shoal
Creek
"
!
(
!
(
BCU 18 & 19
Nikiski
Salamatof
Redoubt
ConocoPhillipsMarathon
Kenai LNG plant s
last shipment
planned for August
2011; plant to be
mothballed.
Cannery
Loop
Marathon
Evaluating commerciality of
Sunrise Lake 2 well.
Swanson River
Buccaneer
Drilled Kenai Loop No. 1 well. Encountered 26 separate
gas-bearing zones in the Beluga and upper Tyonek formations
with a total of 645 feet of gross pay. Reported an initial flow rate of
10 MMCFGPD from two zones totaling 87 feet of gross pay.
Plan to drill the Kenai Loop No. 2 well approximately 1.25 miles
east of the Kenai Loop No. 1 location during the 3rd quarter of 2011.
Sterling
Cooper
Landing
Soldotna
!(
!
KBU 42-6X (
!
(
Kenai
KU 22-6X
KBU 11-17X
CINGSA (Enstar)
DNR issued a gas storage lease (7/1/2011)
for Sterling C sands in the Cannery Loop field.
Kasilof
Kasilof
Apache
Completed a successful 2-D seismic test
program in the Redoubt Bay area to evaluate
new nodal technology. Results were encouraging
& a more extensive onshore and offshore
3-D acquisition program is planned for 2012.
(
!
Kenai
SUNRISE 2
Clam
Gulch
Ninilchik
Marathon - Ninilchik Unit.
2010: Drilled 2 wells and
adding additional compression.
PAXTON 3
PAXTON 4
Ninilchik
Deep
Creek
Pioneer
Retained 2 leases (held by certified
wells) in former Cosmopolitan Unit.
Union Oil
Nikolaevsk Unit: Working towards constructing
a pipeline to bring unit into production in 2013.
Nikolaevsk
NFU 41-35 Nikolaevsk
Anchor
( NFU14-25
Point
(!
!
NFU 32-35 North Fork
Enstar
Built a 20-mile gas pipeline
connecting Anchor Point to south end
of existing KKPL pipeline.
42
10 Miles
Wells Drilled 2010

!
(
HANSEN 1A-L1
Apache
Purchased 3 tracts formerly in the
Cosmopolitan Unit in June 2011
Cook Inlet Areawide lease sale.
Wells Drilled 2011
(
!
Wells Drilled 2009

Wells Drilled 2008
Gas Storage Wells
Geothermal Leases
Units
Anchor Point Energy (Armstrong & WIO s)

Recompleted 1 well and drilled and completed 2
wells. Constructed a 7.4 mile gas pipeline between
North Fork & Anchor Point. First gas 3/31/2011.
Alaska Seaward Boundary
Homer
Kachemak
Map Location
863 - 729 billion cubic feet (bcf). With additional investment into existing fields there is
a probable 279 bcf of recoverable natural gas.63
In recent years, Cook Inlet natural gas production has been steadily declining, with
current production at approximately 140 bcf per year.64 A report prepared in 2010
estimated that domestic gas demand would exceed Cook Inlet gas production supply
by 2013. This study further predicted a decline in Cook Inlet gas production by 20 bcf
per year through 2020, if no additional investment is made to increase supply.65 Recent
exploratory drilling, however, may change these projections (See Section 4.F.iii).
Until recently, LNG exports from the ConocoPhillips facility in Nikiski to Japan,
accounted for about a third of total Cook Inlet gas production. This facility is currently
closed, with plans for only intermittent activity unless market conditions improve. As
such, there will be a predictable decrease or elimination of associated vessel traffic.
ii. Oil
Figure 9 illustrates forecasted Cook Inlet oil production,66 which indicates a decline.
Cook Inlet oil production peaked at 230,000 barrels per day in 1970, and has gradually
declined to about 12,000 barrels per day in 2010.
Figure 9: Cook Inlet Oil Production Forecast
63 Memo, Dec 19, 2009 from Director of State of Alaska, Department of Natural Resources, Division of Oil and
Gas. http://www.dog.dnr.alaska.gov/ResourceEvaluation/Documents/DOG_Cook_Inlet_Gas_Study_Transmittal_
Memo_011209.pdf.
64 Resource Development Council for Alaska, Inc. Alaskas Oil and Gas Industry. http://www.akrdc.org/issues/oilgas/
overview.html.
65 Petrotechnical Resources of Alaska (March 2010). Cook Inlet Gas Study - An Analysis for Meeting the Natural Gas
Needs of Cook Inlet Utility Customers. http://www.mlandp.com/redesign/Energy_Topics/praexecutivesummary.pdf
66 State of Alaska, Department of Natural Resources, Division of Oil and Gas. (2008) Division of Oil and Gas Annual
Report 2008. http://www.dog.dnr.alaska.gov/Publications/Documents/AnnualReports/Section1_2009.pdf.
43
For the short term, world demand for oil coupled with shrinking supply, will keep oil
prices high and provide incentive to fully exploit Cook Inlet oil wells.67 With regard
to the overall movement of oil by vessel in Cook Inlet however, any decrease in oil
exports will likely be offset by imports, to meet local consumer demand and feedstock
requirements for the Nikiski refinery. Oil production facility operators are considering
the feasibility of a cross Inlet pipeline, which would eliminate the tank ship traffic from
the Drift River terminal to Nikiski.
The Ted Stevens Anchorage International Airport is the fifth busiest airport in the world,
by cargo volume, and the second busiest in North America by cargo throughput.68 It is
presently operating at 90% of its pre-recession activity. Air cargo has slowed, with only
modest to flat growth projections for the next several years. Domestic oil consumption,
which impacts tank barge traffic and some tank ship movement, will be tied to
population growth and demand from the Ted Stevens Anchorage International Airport
Cargo terminal.
iii. Recent Oil and Gas Exploration Drilling Activity in Cook Inlet
For the first time since 1994 exploration drilling commenced in Cook Inlet. In
September 2011, Furie (formerly Escopeta) Oil Company began drilling for natural
gas in Cook Inlet using a mobile offshore drilling unit (MODU), commonly known as a
jack-up drilling rig. After ceasing operations for the winter in late October 2011, Furie
claimed to have found an estimated 3.5 trillion cubic feet of natural gas in two geologic
formations in the Kitchen Lights Unit of Cook Inlet.69 They plan to resume exploration
drilling in April 2012.
In 2012 a second MODU is expected to begin operations. This jack-up drilling rig
is jointly owned by the Alaska Industrial Development and Export Authority, a state
corporation, and two international partners, Australia-based Buccaneer Energy and
Ezion Holdings Ltd. of Singapore. The owners plan to use this rig, rated for drilling
in water depths up to 300 feet, for oil and gas exploration in Cook Inlet and possibly
other Alaska offshore areas.70 New jack-up drilling rig operations will likely double OSV
activity over that which was recorded by AIS in 2010.
G. Population Growth and Its Impact on Tank Vessel Traffic

The Anchorage Economic Development Corporation (AEDC) forecasts population growth
in Anchorage of 1.7 percent in 2011 and slower growth of about 1.2 percent in each of
the three years thereafter, as the U.S. economy improves and as migration gains slow.71
67 Personal conversation with Mike Munger, Executive Director, Cook Inlet Regional Citizens Advisory Council.
68 Airports Council International (2010). Report of air cargo statistics. www.airports.org/ 69 Mauer, R. 8 Nov 2011. Alaska official skeptical of Escopeta Oils gas discovery at Cook Inlet. The Anchorage Daily
News; http://www.mcclatchydc.com/2011/11/08/129626/alaska-official-skeptical-of-escopeta.html#ixzz1ef3myOkj
70 Bradner, T. 21 Nov 2011. Second jack-up drilling rig to explore Cook Inlet in spring. Alaska Journal of Commerce.
http://www.adn.com/2011/11/20/2181026/second-jack-up-rig-to-explore.html#ixzz1eezevpAb
71 AEDC (2011). Anchorage Economic Profile. http://www.aedcweb.com/documents/cat_view/140-economic-profile.
html
44
Assuming:
An annual 1.2 % growth in population is proportional to fuel consumption, and
100 tank barge and 8-12 tank ship transits are needed to supply domestic
consumption, then
by 2020 population growth will increase annual tank barge transits in Cook Inlet to
114. Little, if any, increase in tank ship port calls will be needed to meet domestic
demand, given their excess carriage capacity.
H.
International Maritime Organization (IMO) Regulations

The International Maritime Organization (IMO) is a specialized agency of the United
Nations that is responsible for measures to improve the safety and security of
international shipping and to prevent marine pollution from ships. Conventions,
Codes and Resolutions adopted and ratified by the IMO member states (nations) specify
minimum standards for safe and environmentally protective construction, equipping,
and operation of ships. The most influential IMO instruments are:
Convention of the Safety of Life at Sea (SOLAS)
International Convention for the Prevention of Pollution from Ships (MARPOL)
International Convention on Standards of Training, Certification, and
Watchkeeping for Seafarers (STCW)
International Safety Management Code (ISM)
Conventions and codes requiring double-hulled tank vessels are in effect. Single hulled
tank ships and barges have, for the most part, been retired.72 Pollution and safety
management systems are in place.
Training requirements for crew (STCW) were extensively updated during a 2010
convention in Manila. A detailed discussion of those amendments is not needed here.
While they will likely enhance safe navigation, their success in curtailing Cook Inlet
accidents and casualties are not immediately quantifiable.
MARPOL Regulation 12A
One IMO regulation of significance to this study that came into effect in 2006, is
MARPOL 73/78 Regulation 12A. Regulation 12A is intended to limit the outflow of
fuel from a ship after a collision or grounding, by requiring double hulled fuel tanks or
enhanced bunker tank design or arrangement.
This regulation applies to all ships with an aggregate oil fuel capacity of at least 600
m3 (~150,000 gallons) that are contracted to be built after 2007. Given that fuel spills,
not cargo tank spills, are responsible for most of the significant oil spills worldwide,
the regulation has considerable implications regarding risk reduction. However,
it is difficult to estimate when these new ship designs will make up a considerable
percentage of the vessels calling at Cook Inlet.
I. U.S. Coast Guard

The Commander of the U.S. Coast Guard Sector Anchorage also serves as the Captain
72 In 2011, barge operators reported one single-hulled tank barge operating in Cook Inlet. Personal communication,
Greg Pavellas, Crowley Maritime, 18 Nov 2011.
45
of the Port (COTP) for Western Alaska, and is responsible for ensuring that ships
transitting Cook Inlet meet IMO and federal regulations.
i. Winter Ice Operating Procedures
The COTP has concerns unique to Cook Inlet, specifically regarding vessel traffic during
icing conditions. For several years, the COTP has issued special procedures for vessels
operating in Cook Inlet during winter ice conditions.73 Although they are guidelines,
compliance is in effect required, since failure to follow the procedures could result in a
COTP order against the vessel.
The ice operating procedures were first developed in 1999, during severe icing
conditions, when the M/V Ocean Laurel parted numerous mooring lines at the Agrium
dock in Nikiski. Immediately following another incident, the M/V Seabulk Pride
breakaway in February 2006, the ice guidelines were substantially revised and have
been reviewed and amended as necessary every year since.74 The COTP developed these
procedures after consultation with the Southwest Alaska Pilots Association (SWAPA)
and Cook Inlet maritime operators.
The winter ice operating procedures are primarily concerned with moorage during heavy
ice conditions. They do not dictate specific routes during times of heavy ice, but they do
describe the importance of maintaining sufficient draft to prevent ice from sliding under
the vessel. They recommend that a transit be aborted whenever forcing ice reduces the
vessels speed by 50% or more, over that of the speed of the vessel before entering the
ice.
Within 24 hours of arriving in Cook Inlet north of Homer, all vessels must file a
voyage plan with the COTP. Typically, the voyage plan will include an assessment of
anticipated ice conditions and the operators intentions regarding the use of tugs to lead
the vessel through ice as needed.
ii. Vessel Response Plans (VRP) for Non-tank Vessels
USCG draft interim requirements for spill response plans for NTVs have been in effect
for several years. Thus, the additional impact on vessel operations and contingency
planning when the final regulatory rule is published in 2012, will be minimal. However,
this rule will require all vessels with a last or next port-of-call in the U.S., to have an
approved U.S. VRP in place for all regions they pass through, whether making a port
call or not. Under the new rules, the 13 non-tank vessels that passed through Cook
Inlet in 2010 without a spill plan, (see Section 3.D.) would be required to have an
approved plan that included Alaska.
iii. New Salvage and Marine Firefighting Resources (SMFF) Requirements for Vessels
New federal regulations concerning salvage, emergency lightering, rescue towing, and
marine firefighting became effective for tank vessels on 11 February 2011.75 These
requirements will be incorporated by reference for non-tank vessels (NTV) with fuel
capacity over 2500 barrels (105,000 gals) when final federal regulations for vessel
73 The U.S. Coast Guard Sector Anchorage Homeport site provides the operating procedures, operating checklist, and a
voyage plan for vessels. https://homeport.uscg.mil/mycg/portal/ep/portDirectory.do?tabId=1&cotpId=16
74 Cape International (2008). Cook Inlet Mooring Study: Berth Design, Mooring Arrangements, and Port Management.
Section 7.
75 See USCG regulations: 33 CFR 155.5050(i)(1)
46
response plans (VRP) are published, sometime in 2012. The basic requirements of the
regulations are:
Vessels must have contracts for SMFF resource providers for each Captain of the
Port (COTP) zone in which they operate. The resource provider must certify that
they can implement the vessels pre-fire plan76. SMFF resource providers must
generally meet 15 criteria.77
Vessels must identify by name, emergency towing vessels capable of towing the
vessel, in any condition of loading, in winds up to 40 knots.
SMFF resource providers must be capable of being on scene within certain
timeframes. For example, a vessel needing assistance within 50 miles of
Anchorage must certify that:

Emergency towing will be on scene within 18 hours

Emergency lightering will be on scene within 24 hours
Marine firefighting professional will be on scene within 12 hours
Trained external marine firefighting team (other than ships crew) will be on
scene within 12 hours
External marine firefighting systems will be on scene within 18 hours
If a vessel is at a pier, on-site fire assessment must be underway within 2 hours.
External firefighting teams and firefighting systems must be on scene in 4 hours.
76 Content for vessel pre-fire plans are found in NFPA 1405, Chapter 9.
77 33 CFR 155.4050 and Encl (5) to Navigation Vessel Inspection Circular (NVIC) 2-10.
47
48
5. Cook Inlet Vessel Traffic
Forecast: 2011-2020
A. Future Fleet Makeup and Vessel Design

A review of the characteristics of the fifteen (15) vessels operated by seven companies
that make up 81% of the Cook Inlet large vessel transits in 2010, (Table 5) suggests that
there may be some changes to the fleet makeup over the next ten years, as older vessels
are phased out due to end of service life or regulatory changes. Fuel tank double hull
configurations will be built into new ships (see Section 4. H.), impacting potential spill
severities.
Ro-Ro Ferries
Alaska Marine Highway System (AMHS) operates one of the oldest ships in Cook Inlet,
the Tustumena, which was built in 1973. The ocean class roll-on/roll-off, single-hull
ferry operates between Cook Inlet, Kodiak, and the
Aleutian Islands. It has a fuel oil capacity of 72,000
U.S. flagged tank ships
gallons of marine diesel, carried in five double
bottom compartments. The largest compartment is
calling at Nikiski and
capable of holding nearly 20,000 gallons. AMHS has
scheduled port calls by
no plans to replace this vessel or the newer Kennicott
Horizon Lines, TOTE and
during this decade.
AMHS will continue to
Container Ships
represent the majority of
In 2010 Horizon Lines operated four container ships
ship traffic in Cook Inlet
in Cook Inlet. The oldest vessel, Horizon Consumer,
throughout the decade.
built in 1973, accounted for 8.5% of the Horizon Line
port calls to Anchorage. The remaining port calls
were made by Horizon ships built in 1987. These
ships have persistent oil fuel capacities of approximately 250,000 to 500,000 gallons
carried primarily in single hull fuel tanks (double bottoms).78The Horizon Consumer
has a fuel oil capacity (41,526 barrels, 498,312 gallons) that is nearly double that of the
newer container ships. It is reasonable to assume that the nearly forty year-old Horizon
Consumer will be retired or limited in its Alaska trade during the remainder of the study
period.
Cruise Ships
Holland Americas Amsterdam was responsible for 75% of the cruise ship traffic in Cook
78 Double bottom fuel tanks, which are below the lower-most dry ship bottom or deck, should not be confused with
double hulls.
49
Inlet during 2010. This ship, built in 2000, has a persistent oil fuel capacity of 800,000
gallons in double bottoms. With the exception of the Princess Line Coral Princess, which
made one port call to Homer in 2010, the other cruise ships are smaller, with less fuel
capacity. Cruise ship traffic will likely remain at 2010 levels throughout the decade.
The cruise ships, if replaced, are expected to be of more recent construction, reflecting
upgrades within the cruise ship industry as a whole.
Tank Ships
Fifty-five percent (55%) of the 2010 oil tank ship traffic was attributed to five
U.S. flagged ships managed by two operators (Lightship Tankers and OSG Ship
Management). These tank ships, which called at the Nikiski and Drift River terminals,
were double hull ships. The oldest vessels were built in 1998 (Seabulk Pride and
Seabulk Arctic). The newest vessel (Overseas Martinez) was built in 2010.
Review of the foreign tank ship spot charters calling at Nikiski and Anchorage in 2010
revealed no significant difference between these ships and the five U.S. vessels used for
the majority of the Nikiski and Drift River activity. The factor of most significance is a
cargo load limitation of 500,000 barrels. Therefore, the typical tank ship entering Cook
Inlet over the next 10 years should be a double hull ship between 50,000 and 80,000
DWT, carrying less than 500,000 barrels of oil as cargo.
Tank Barges
Only one single hull tank barge still operates in Cook Inlet. That barge will be replaced
by 2015 as required by regulations. Although the majority of tank barges will be moved
by traditional tug/hawser pull, articulated tug and barge (ATB) use will increase. By
2012, operators estimate that 10-25% of the oil transported by tank barge will be
carried on ATBs, with that proportion increasing over the next several years.
B. Overall Vessel Traffic Forecast

Over the 10-year time period from 2011-2020, it is reasonable to forecast that vessel
traffic remains flat or shows moderate increases (1.5-2.5% annually), due to population
growth and post-recession improvements to the economy (See Figure 10).
While it is likely that flat or moderate increases will occur over the ten-year forecast
period, there are a few possible scenarios that could cause dramatic increases to the
volume and composition of Cook Inlet vessel traffic. These include:
Increased global demand for Alaska coal, oil, gas and minerals coupled with fully
developed facilities at Port MacKenzie and Ladds Landing could increase Cook
Inlet bulk carrier ship traffic considerably, by up to 200 vessels per year.
Depending on the route of the Alaska gas pipeline, construction materials for
this project could attract 25 50 cargo ship calls to the Port of Anchorage or Port
MacKenzie.
The reported recent discovery of additional gas reserves in Cook Inlet, coupled
with potential increased demand, could lead to the reopening of the Nikiski LNG
facility and add 36 or more gas ship calls at Cook Inlet.
50

Figure 10. Forecast Growth in Cook Inlet Vessel Traffic.
51
52
6. References
Alaska Railroad Corp Annual Report. (2009). Seward Coal Loading Facility. http://www.
akrr.com/pdf/2010%20Seward%20Coal%20Loading%20Facility.pdf.State of Alaska,
Department of Natural Resources, Division of Mining, Land and Water. http://dnr.
alaska.gov/mlw/mining/largemine/chuitna/index.htm.
Anchorage Economic Development Corporation. (AEDC). 2011 Economic Development
Forecast. http://www.aedcweb.com/.
Memo Dec 19, 2009 from Director of State of Alaska, Department of Natural Resources,
Division of Oil and Gas. http://www.dog.dnr.alaska.gov/ResourceEvaluation/
Documents/DOG_Cook_InletGas_Study_Transmittal_Memo_011209.pdf.
State of Alaska, Department of Natural Resources, Division of Oil and Gas. (July 2011).
Cook Inlet Oil and Gas Activity 2011. http://www.dog.dnr.alaska.gov/products/maps/
cookinlet/2011/CI_OG_ActivityM ap_071811.pdf.
State of Alaska, Department of Natural Resources, Division of Oil and Gas. 2009 annual
report. http://www.dog.dnr.alaska.gov/Publications/Documents/AnnualReports/
Section1_
2009.pdf.
State of Alaska, Division of Spill Prevention and Response. (11 Jan 2011). Places of Refuge
for Alaska. http://www.dec.state.ak.us/spar/perp/ppor/home.htm.
Anchorage Economic Development Corporation (ADEC). 2011 Economic Development
Forecast. http://www.aedcweb.com/ .
Port of Anchorage Intermodal Expansion Project: https://www.portofanchorage.org/
fa_list.html#what-is-the-purpose-of-this-multi-year-expansion-project-at-the-port-ofanchorage.
Bluemink, E. (29 July 2010). Anchorages Economic Soft Spots are Starting to Recover.
Anchorage Daily News.
Cape International. (2008). Cook Inlet Mooring Study: Berth Design, Mooring
Arrangements, and Port Management Section 7.
Cape International & Nuka Research and Planning. (2006) Vessel Traffic Study: Report
to CIRCAC.
Cook Inlet Subarea Contingency Plan for Oil and Hazardous Substance Spills and Releases,
Change 1 (June 16, 2003). www.akrrt.org.
53
Cruise Line Agency of Alaska (CLAA) records.

DNV-ERM West. (2010). Aleutians Islands Risk Assessment: Phase A Task 1 Semi-
quantitative Vessel Traffic Study. http://www.aleutiansriskassessment.com/
documents/2010.09.03_FinalEP007543 AIRAPhaseATask1eReport.pdf.
Eshleman, Christopher. (11 Feb 2010) Port MacKenzie Rail Extension Could Benefit
Fairbanks Industry. http://www.newsminer.com/view/full_story/6115034/articlePort-MacKenzie-rail-extension-could-benefit-Fairbanks-industry.
HDR Anchorage. (2006). Knik Arm Crossing: Final Marine Navigation Report.
International Energy Agency. (2011). World Energy Outlook. http://www.iea.org/weo/docs/
weo2011/WEO2011_GoldenAgeofGasReport.pdf.
Matanuska-Susitna Borough Planning and Land Use Department. (11 Oct 2010) Port
MacKenzie Master Plan Update.
Metz, Paul. (2007). Economic Analysis of Rail Link Port MacKenzie to Willow, Alaska.
Mulherin. (2001). Marine Ice Atlas for Cook Inlet, Alaska, Technical Report.
Resource Development Council for Alaska, Inc. Alaskas Oil and Gas Industry.
http://www.akrdc.org/issues/oilgas/overview.html.
Totem Ocean Trailer Express, Inc. Shipping Cargo, Freight and Vehicles To and From
Alaska. Retrieved from www.totemocean.com.
Transportation Research Board of the National Academies. (2008) Risk of Vessel Accidents
and Spills in the Aleutian Islands (TRB Special Report; 293). http://onlinepubs.trb.org/
onlinepubs/sr/sr293.pdf.
Usibelli Coal Mine. http://www.usibelli.com/Company.asp.
U.S. Army Corps of Engineers. (2011) Chuitna Coal Project Supplemental Environmental
Impact Statement. http://www.chuitnaseis.com/index.html.
U.S. Army Corps of Engineers. (1995). Hydraulic Design Guidance for Deep-Draft Navigation
Projects, Engineer Manual 1110-2-1613, Washington DC.
U.S. Army Corps of Engineers. (1999). Coastal Engineering Manual, Part 5, Chapter 5,
Washington, DC.
54
7. Appendices
Appendix A: Composite Maps of Cook Inlet Vessel Activity Broken out by Vessel Category, Region,
and Quarter (2010) ................................................................................................................................. 57
Appendix B: Potential Places of Refuge Maps for Cook Inlet Major Marine Facilities.............................. 63
Appendix C: Glossary of Maritime Terms Used in this Study........................................................................ 73
Appendix D: Acronyms...................................................................................................................................81
55
56
Appendix A: Composite Maps of

Cook Inlet Vessel Activity Broken out by
Vessel Category, Region, and Quarter (2010)
57
58
ALL OF COOK INLET
Passenger
Tug
Tanker
Cargo
Vessel Type
First Quarter (Jan-Mar)
Second Quarter (Apr-Jun)
Third Quarter (Jul-Sep)
Fourth Quarter (Oct-Dec)
59
60
Tug
Tanker
Cargo
Passenger
UPPER COOK INLET
Vessel Type
Tug
Tanker
Cargo
Passenger
MIDDLE COOK INLET
Vessel Type
61
62
Tug
Tanker
Cargo
Passenger
LOWER COOK INLET
Vessel Type
Appendix B: Potential Places of

Refuge Maps for Cook Inlet Major Marine Facilities
63
64
Port MacKenzie,01-D & 19-L, viewed from the northeast.
The Port of Anchorage, 02-D, viewed from the southwest.
Cook Inlet SCP: PPOR, Part One
The approach to the Port Of Anchorage and Port Mackenzie viewed from the south.
The Port of Anchorage and surrounding facilities viewed

from the northwest.
Cook Inlet Subarea
GRS
D#
M#
A#
Existing GRS
Airport
Crane
Dock/pier
Mooring
Anchorage
This is not intended for navigational use.
Map
Boat Harbor
Boat Ramp
Map 01
Cook Inlet
PPOR
Soundings in fathoms
June 2008
NUKA Research & Planning Group, LLC.
Public Use Cabins
Private Cabins
Fish Hatchery
Legend
The Cook Inlet Tug & Barge Pier, 39-S , and the Small Boat
launch Ramp viewed from the west.
NOTE: Port of Anchorage

is undergoing major
expansion to be
Center of map at 61 14.94 N Lat., 149 54.65 W Lon.
65
Potential Places of Refuge for Cook Inlet Subarea
66
Port MacKenzie Director

907.746.7414
1200 ft.
Maximum Vessel Draft
Swing Room/Dock Face

N/A
Dock
2800 ft.
50 ft.
36 Feet on approach
36 Feet at dock face
Approach from SW
Mud
1500 ft.
50 ft.
46 Feet in the swing area
Approach from SW
Port of Anchorage Operation Director-907.343.6200
Anchorage-high current, vessel

likely to drag
6113.94N 14955.85W
20-L
Port of AnchorageAnchorage
N/A
500 ft.
30 ft.
20 Feet at the dock face
Approach from the S
Port MacKenzie Director

907.746.7414
Dock
Sand/Silt
3600 ft.
30 ft.
Approach from the SW,N
Anchorage-high current,
vessel likely to drag
Port of Anchorage Operation
Director-907.343.6200
Light draft, up to 20,000 Gross Tons
6115.51N 14956.13W
19-L
Port MacKenzie - Freight

Dock
Sea ice
Borough Manager
Dept. of the InteriorRegional

Environmental Officer
Matanuska-Susitna
Borough
Native Allotments
Site Information for Cook Inlet PPOR Map 01
250 ft.
Dock
N/A
375 ft.
10 ft.
8 Fathoms in the swing area
5.75 Fathoms in the swing area
Approach from the SW
Alaska Basic Industries907.277.7023
100 ft.
Tidal Dependent
Pier goes dry at low water
Pier goes dry at low water
Cook Inlet Tug&Barge907.277.7611
6113.46N 14954.55W
39-S
Cook Inlet
Tug & Barge-Pier
Gravel Ramp Adjacent

Private Mobile Crane
Waterfront Private Facilities
Geographic Response Strategies

Closest Alternative Places of Refuge
(same sized vessel)
Ability to Boom Vessel

PPOR 01-03-D Knik
Anchorage: 1.3 nm.
Response and Salvage Resource Considerations
Anchorage-2
19-L
Port MacKenzieFreight Dock
Anchorage- 0.5
20-L
Port of AnchorageAnchorage
37-S
Anchorage
Terminal Dock
None
Cook Inlet Beluga Whales are a "Species of Concern"

Ship Creek, Fish CreekNo
nearby
Ship Creek, Fish Creek-nearby
Anchorage- 0
38-S
Anderson Terminal Dock
Sheltered from storms from the E
Exposed to swell from the SW & N
Spawning salmon, seals, beluga whales, seabird & eagle nesting, waterfowl & shorebird concentration
Anchorage- 0.2
Ship Creek, Fish Creek-nearby
Anchorage- 0
03-D
Knik Anchorage
COOK INLET PPOR-01 Northern Area Site Considerations
Large pan ice conditions can occur from November-March
Port of Anchorage
Dock Complex
02-D
Minimal protection
Exposed anchorage
Fog can occur during all seasons
Sheltered from W storms
Exposed to southern swell
Nearest Mooring- Nikiski Bay PPOR-02-39-S
39-S
Cook Inlet
Tug & Barge-Pier
PPOR 01-03-D Knik

Anchorage: 0.5 nm.
PPOR 01-19-L Port

MacKenzie: 1.3 nm.
No-High Current Area
Private Mobile Crane
Gravel Ramp Adjacent
PPOR 01-38-S Anderson

Terminal Dock: 0.25 nm.
NUKA Research & Planning Group,
NCI-01,02
PPOR 01-37-S Anchorage
Cranes and Port Facilities
Anchorage Small Boat Harbor
PPOR 01-38-S Anderson

High recreational use area- sport fishing, wildlife viewing, tourism
NCI-01,02
PPOR 01-02-D Port of
PPOR 01-20-L Port of
Anchorage: 0.5 nm.
Anchorage-Anchorage: 1.3 nm.
Anchorage Small Boat Harbor

Cranes and Port
Port of Anchorage
Facilities
nearby
If suspected cultural artifacts are encountered, notify the State Historic Preservation Office and the land managers. Review adjacent GRS (if applicable) for information on historic properties.
Enhanced salmon runs and Salmon Hatchery in
None
None
Enhanced salmon runs and Salmon Hatchery in Ship Creek
Ship Creek
None
No
Anchorage-2
Waterfront Public Facilities/Parks
Tourism/Recreation
Subsistence
Mariculture
Historic Properties
Fisheries
Other Stakeholder Considerations
Sensitive Areas
Threatened & Endangered Species
Fish & Wildlife
Natural Resource Considerations
Communities distances-nm
Human Health & Safety
01-D
Port MacKenzieDeep Water Dock
Sheltered from storms from the E
NOTE: Sensitive resource information can be found on other maps which can be accessed through the sensitive area
section of the Cook Inlet Subarea Contingency Plan: http://www.akrrt.org/cookinletplan/cookinletplantoc.shtml
S = Shallow Draft Vessel, 300 GT and less
L = Light Draft Vessel, up to 20,000 GT
D = Deep Draft Vessel, greater than 20,000 GT
Site ID Number and Vessel Size Classification
Mayor
Contact
Municipality of
Anchorage
Landowner (yr-2007)
COOK INLET PPOR-01

Northern Area Stakeholders
NOTE: Port of Anchorage is

undergoing major expansion
to be completed year 2012.
ID Number
Sheltered from W storms
Shelter from Severe Storms
Fog
Exposed to southern swell
Sea Conditions
Strong tidal currents occur in Northern Cook Inlet

Mean High Water- 28.1 (Higher- 28.8) , Mean Low Water- 2.2 (Lower- -6.0)
Winter-northerly, Summer-southerly, southeasterly
Tides
10 ft.
6113.93N 14954.49W
38-S
Shallow draft, 300 Gross Tons and less
North Star Terminal & Stevedore

Co. 907.272.7537
6113.73N 14954.49W
37-S
Anchorage
Terminal Dock
Nearest Anchorage-Light Point Anchorage PPOR-02-21-L
Currents
Nearest Alt. Anchorage- Redoubt

Bay-Anchorage PPOR02-07-D
Nearest Mooring-Kachemak Bay#1 Mooring-PPOR-03-10-D
Nearest Anchorage-Knik Anchorage PPOR-01-03-D
Prevailing Winds
Anchorages
Moorings
Docks/Piers
6114.80N 14953.67W
03-D
Knik Anchorage
COOK INLET PPOR-01 Northern Area Physical and Operational Characteristics
Nearest Alt. Dock-PPOR-01- Nearest Alt. Dock-PPOR-01- Nearest Alt. Dock-PPOR-01-02-D Nearest Alt. Dock-PPOR-01- Nearest Dock- PPOR-01-19-L Nearest Alt. Dock-PPOR-01-38-S Nearest Alt. Dock-PPOR-01-37-S Nearest Alt. Dock-PPOR-01-3802-D Port of Anchorage
01-D Port MacKenzie
Port of Anchorage
20-L Port of Anchorage
Port MacKenzie
Anchorage Terminal Dock
S Anderson Terminal Dock
50 ft.
Maximum Water Depth
Bottom Type
31 Feet on approach
Minimum Water Depth
Approach from S,NE
6114.43N 14953.31W
02-D
Port of Anchorage
Dock Complex
Deep draft, greater than 20,000 Gross Tons
6115.55N 14955.95W
01-D
Navigational Approach
Contact
Type of Berthing
Maximum Vessel Size
Location
ID Number
Port MacKenzie Deep Water Dock
The Port of Nikiski, 04-06-D, and the general area of the

Light Point Anchorage, 22-L, viewed from the northeast.
Tyonek Dock, 21-L, viewed from the east.
The Port of Nikiski, 04-06-D, viewed from the southwest.
The Drift River Terminal, 08-D, viewed from the southeast.
Cook Inlet Subarea
D#
M#
A#
Map 02
Cook Inlet
PPOR
June 2008
Boat Harbor
Mooring Buoy
Public Use Cabins

Airport
Helicopter Pad
Private Cabins
Crane
Map
Dock/pier
Existing GRS
Fish Hatchery
GRS
Mooring
Anchorage
Legend
Nikiski Bay and OSK dock, 40&41-S, viewed from the

southwest.
67
68
40 ft.
1310 ft.
Maximum Water Depth
1135 ft.
54 feet at face
Rocky
6000 ft.
35 ft.
Kenai District Recorder
Private Landownerscontact Alaska State

Lands Recorder Office
Closest Alternative Places of

Refuge (same sized vessel)
Nikiski- 0.0
05-D
Nikiski-LNG Dock
06-D
NikiskiAgrium Dock
Sheltered from N storms
None
No
None
PPOR 02-04-D
Nikiski-KPL Dock:
0.4 nm.
PPOR 02-04-D
Nikiski-KPL Dock:
0.5 nm.
None in the immediate area

PPOR 02-05-D
Nikiski-LNG Dock:
0.4 nm.
Sheltered from storms from the W
Minimal protection
Nikiski-23, Kenai-24
08-D
Drift River Terminal/

Christie Lee Platform
Tyonek-1.5, Anchorage-28
21-L
Tyonek Dock
Nearest Mooring- PPOR-02-40-S Nikiski Bay
Kenai-8
22-L
41-S
None in the immediate area.
None
PPOR 02-08-D Drift

River Terminal: 4 nm
PPOR 02-22-L Light Point

Anchorage: 35 nm
CCI-19
No- high currents in area

PPOR 02-07-D
Redoubt Bay
Anchorage: 4 nm
CCI-14,15,16
None
Alaska State Critical Habitat Area nearby
High recreational use area- sport fishing, hunting
Salmon, intertidal harvest, seals
PPOR 02-40-S:
PPOR 02-40-S:
PPOR 02-21-L Tyonek PPOR 02-41-S OSK
Nikiski Bay Mooring: Nikiski Bay Mooring:
Dock: 35 nm
Docks: 0.5 nm
0.5 nm
7 nm
None in the immediate area
None
No
None
42-S
Rig Tender Dock
Nikiski- 0.0
Shorebirds, eagle nesting, beluga whales
Nikiski- 0.5
40-S
Exposed to S-NE swell

Sheltered from N,E storms
OSK Dock
Sheltered from S storms
Exposed to W-E swell
Nikiski Bay
Sheltered from S,E storms
Adjacent to State Critical Habitat Area-Kalgin Island
Salmon set net, ground fish
Area designated as a State Critical Habitat AreaRedoubt Bay
NA
10 ft.
600 ft.
Exposed to SE-N swell
Light Point Anchorage
Cook Inlet Beluga Whales are a "Species of Concern" (yr 2007)
Salmon spawning, harbor seals, beluga whales, waterfowl and shorebird

concentrations
Nikiski-26, Kenai-27
07-D
Redoubt BayAnchorage
COOK INLET PPOR-02 Central Area Site Considerations
Large pan ice conditions can occur from November-March
Fog can occur during all seasons.
Exposed to S,NE swell
400 ft.
32 feet at dock face
Approach from NW,W,S
Nearest Alt. Dock- PPOR-02- Nearest Alt. Dock- PPOR-02- Nearest Alt. Dock- PPOR-0241-S OSK Dock
42-S-Rig Tender Dock
41-S-OSK Dock
Sand
1100 ft.
10 ft.
Approach from the N
Dock Manager
907.776.5551
Dock-tidally limited
Dock Manager
907.776.5551
42-S
Rig Tender Dock
6041.22N 15123.95W
None in the immediate area.
Silt, Gravel
54 feet in the swing area
10 ft.
6044.45N 15118.71W
41-S
OSK Dock
Approach from the N,W
CISPRI Operations
907.776.5129
Mooring
6045.70N 15116.97W
40-S
Nikiski Bay
Nearest Anchorage PPOR-02-07-D Redoubt Bay Anchorage
Exposed to S swell
Shorebirds, eagle nesting, beluga whales
04-D
Tourism/Recreation
Subsistence
Mariculture
Historic Properties
Fisheries
Sensitive Areas
Fish & Wildlife
ID Number
Nikiski-Kenai
Pipeline Co. Dock
Sheltered from N,E storms
Exposed to S-NE swell
Dept. of the InteriorRegional

Environmental Officer
President
Chief Executive Officer
Regional Supervisor
Natural Resource
Manager
Mayor
Contact
Native Allotments
Kenai Peninsula
Borough
Alaska Department of
Natural Resources
Alaska Dept of Fish and
Game
Tyonek Native
Corporation
Salamatof Native
Association
Landowner (yr-2007)
COOK INLET PPOR-02

Central Area Stakeholders
Sea ice
Fog
Sea Conditions
Tides
This area contain very strong alongshore currents
Nearest Alt.Anchorage PPOR01-03-D Knik Arm Anchorage
Nearest Mooring PPOR-03-09-D Kachemak Bay Mooring #1
Winter-northerly, Summer-southerly, southeasterly
NA
NA
3600 ft.
20 ft.
Approach from the S,E,N
NA
Anchorage-likely to drag
anchor
Nearest Alt. Dock- PPOR-02-04-D-Nikiski Refinery Dock
1000 ft.
18 ft.
Approach from the S
Tyonek Native Corp.

907.272.0707
Currents
Nearest Anchorage PPOR-02-07-D Redoubt Bay Anchorage
6029.06N 15128.40W
22-L
Light Point Anchorage
6102.54N 15109.79W
21-L
Tyonek Dock
830 ft.
45 ft.
54 feet at face
32 feet on E. approach, 36 feet

in swing area
Approach from the S,E,NE
Facility Manager
907.776.8929
Dock
6033.23N 15208.16W
08-D
Drift River Terminal/

Christie Lee Platform
Approach from the S, E
NA
Nearest Alt. Dock- PPOR- Nearest Alt. Dock- PPOR-02- Nearest Alt. Dock- PPOR- Nearest Alt. Dock- PPOR-02-0802-05-D-Nikiski LNG Dock 04-D-Nikiski Refinery Dock 02-05-D-Nikiski LNG Dock
D-Drift River Terminal
NA
1050 ft.
45 ft.
49 feet at the dock face
Operations Manager
907.776.8121
Anchorage
6029.95N 15211.32W
07-D
Prevailing Winds
Anchorages
Moorings
Docks/Piers
Bottom Type
42 feet on approach
Minimum Water Depth
45 ft.
6040.27N 15123.50W
06-D
Redoubt Bay-Anchorage
COOK INLET PPOR-02 Central Area Physical and Operational Characteristics

Nikiski-Agrium Dock
Operations Manager
907.776.5413
Dock
6040.65N 15123.81W
05-D
Approach from NW,W,S
Facility Manager
907.776.8333
6040.96N 15123.94W
04-D
Nikiski-LNG Dock
Contact
Type of Berthing
Maximum Vessel Size
Location
ID Number
Nikiski-Kenai Pipeline
Co. Dock
The Homer Deep Water Dock, 13-D, viewed from the northeast.
The Homer Spit with the port facility and Small Boat Harbor viewed from the northeast.
Cook Inlet Subarea
GRS
D#
M#
A#
Existing GRS
Airport
Crane
Dock/pier
Mooring
Anchorage
Map
Boat Ramp
Boat Harbor
Map 03
Cook Inlet
PPOR
June 2008
Public Use Cabins
Private Cabins
Fish Hatchery
Legend
The Pioneer Dock, 12-D, viewed from the northeast.
The Homer Barge Basin, 43-S, viewed from the northeast.
69
70
Natural Resource
Manager
Alaska Department of Natural

Resources
City Manager
Dept. of the InteriorRegional Environmental

Officer
Homer District Recorder
City of Homer
English Bay Corporation
Native Allotments
Private Landowners-contact
Alaska State Lands Recorder
Office
Homer-0.0
13-D
Homer Deep Water

Dock
Homer-6, Anchor Point-8, Seldovia-12
14-D
Kachemak Bay-Bluff Point
Sea otters, seals, waterfowl & shorebird concentrations, eagle nesting
12-D
Pioneer Dock
43-S
Homer Barge Basin
Salmon
Weather dependent
None
Weather dependent
PPOR 03-44-S Homer PPOR 03-43-S Homer PPOR 03-43-S Homer
Fish Dock: 8 nm.
Barge Basin: 1.5 nm.
Barge Basin: 3 nm.
Yes
Northern Enterprise Boat Yard-70 ton travel lift, Homer Barge Basin,
private cranes
Salmon
Enhanced salmon runs on Homer Spit Lagoon
45-S
Northern Enterprises
PPOR 03-11-D Homer Spit Anchorage: 11

nm.
None
Homer Harbor- Kachemak Bay Estuarine Research Reserve, Kachemak Bay State Critical Habitat Area
Northern Enterprise Boat Yard-70 ton travel lift, Homer Barge Basin, private cranes
Closest Alternative Places of Refuge PPOR 03-10-D Kachemak PPOR 03-09-D Kachemak PPOR 03-09-D Kachemak
PPOR 03-13-D Homer PPOR 03-12-D Pioneer
(same sized vessel)
Bay Mooring #2: 0.3 nm.
Bay Mooring #1: 0.3 nm.
Bay Mooring #1: 0.3 nm. Deep Water Dock: 0.2 nm.
Dock: 0.2 nm.
None
Salmon, groundfish
High recreational use area- sport fishing, kayaking, anchorage, excursion boats, wildlife viewing
Enhanced salmon runs on Homer Spit Lagoon
Subsistence
Tourism/Recreation
Salmon, groundfish
Mariculture
Historic Properties
Fisheries
Homer-0.0
44-S
Homer Fish Dock
Sheltered from storms
Protected from swell
Tidal currents in this area run 1.5-4.0 kt.
Nearest Alt.Anchorage-PPOR-04-22-L Kasitna Bay
Steller's Eider may be present, Steller's sea lions forage in the area, Cook Inlet Beluga Whales are a "Species of Concern" (yr 2007)
11-D
Homer Spit Anchorage
COOK INLET PPOR-03 Homer Spit Site Considerations
Grey ice may form in protected waters/harbors during colder periods in winter
Sheltered N-E storms
NA
Nearest Alt. Dock-PPOR-03-42-S Homer Barge Basin
Kachemak Bay is designated a Most Environmentally Sensitive Area (MESA-53) and as Kachemak Bay Estuarine Research Reserve
Homer-0.2
10-D
Kachemak Bay
Mooring #2
Current runs north and out of

Kachemak Bay
(1-1.5 kt)
Mean High Water- 17.5 (Higher18.3) , Mean Low Water- 1.7
(Lower- -7.0)
Exposed S-NW
Nearest Alt. Dock-PPOR03-43-S Homer Fish Dock
12 ft.
100 ft.
15 ft.
383 ft
10 ft.
300 ft.
0 ft.
Tidally Limited
Manager-907.235,8234
15 ft. at dock face
3.2 Fathoms at dock face
Enter harbor through channel
Nearest Alt. Mooring-PPOR-03-09-D Kachemak Bay Mooring #1

Nearest Alt. Anchorage-PPOR-0311-Homer Spit Anchorage
5940.06N 15125.99W
45-S
Northern Enterprises
3 Fathom on approach
Dock
Harbor Master-907.235.3160
Sensitive Areas
09-D
Sand/Mud/Clay
Nearest Alt. Dock-PPOR-03-12
Pioneer Dock
NorthStar Terminal &

Stevedore 907.235.6008
Approach from E
5936.12N 15125.01W
44-S
Homer Fish Dock
5936.99N 15126.89W
43-S
Homer Barge Basin
Fish & Wildlife
ID Number
Kachemak Bay
Mooring #1
Sheltered from S-W storms
Exposed to E swell
Ebb currents set vessels off

dock, Flood sets on dock
Fog can occur during all seasons.
Tidal current can set

vessels E on ebb and
flood
Nearest Alt. Anchorages PPOR-03-11-Homer Spit

Anchorage
Nearest Alt. Dock-PPOR03-12-D Pioneer Dock
NA
4200 ft.
45 ft.
110 ft. in swing area
Approach from S-NW
NA
Anchorage
Winter winds are generally northeasterly, Summer winds are generally southwesterly
Nearest Alt. Anchorages PPOR-0412-Bluff Point Anchorage
40 ft.at dock face
40 ft.at dock face
324 ft.(820 w dolphins)
35 Ft.
469 ft. (750 w dolphins)
40 ft.at dock face
40 ft.at dock face
Approach from the S,E
Harbor Master-907.235.3160

Officer
Alaska Maritime National

Wildlife Refuge
Alaska Dept of Fish and Game Regional Supervisor
Kenai District Ranger
Alaska State Parks
Contact
COOK INLET PPOR-03 Homer Spit Area

Stakeholders
Mud
3600 ft.
60 ft.in swing area
60 ft.in swing area
NA
Anchorage
5937.96N 15141.78W
14-D
13-D
5936.17N 15124.72W
Kachemak Bay-Bluff Point
Homer Deep Water Dock
Dock
5936.32N 15124.98W
12-D
Pioneer Dock
5937.49N 15123.59W
11-D
Homer Spit
COOK INLET PPOR-03 Homer Spit Physical and Operational Characteristics
Nearest Dock-PPOR-03-12-D Homer Deep Water Dock
3600 ft.
60 ft.
120 ft in swing area
90 ft in swing area
Approach from SW
Cook Inlet Tug & Barge

907.277.7611
Nearest Alt. Anchorages PPOR-03-11-Homer Spit Anchorage
Landowner (yr-2007)
NA
Nearest Alt. Mooring-PPOR-0310-D Kachemak Bay Mooring #2
Sea ice
Fog
Sea Conditions
Tides
Currents
Prevailing Winds
Anchorages
Moorings
Docks/Piers
Bottom Type
3600 ft.
120 ft in swing area
Maximum Water Depth
90 ft in swing area
Cook Inlet Marine

907.235.8086
5936.88N 15124.37W
5937.14N 15124.16W
Mooring
10-D
Kachemak Bay Mooring #2
09-D
Minimum Water Depth
Contact
Type of Berthing
Maximum Vessel Size
Location
ID Number
Kachemak Bay Mooring #1
Bluff Point Anchorage, 14-D, viewed from the south.
Seldovia City Pier, 24-L, viewed from the west.
Seldovia Bay viewed from the northwest.
Kasitsna Bay, 23-L, viewed from the north.
Cook Inlet Subarea
D#
M#
A#
Public Use Cabins

Boat Harbor
Crane
Airport
Map 04
Cook Inlet
PPOR
June 2008
Private Cabins
Map
Dock/pier
Existing GRS
Fish Hatchery
GRS
Mooring
Anchorage
Legend
Port Graham Bay viewed from the northwest.
71
72

35 ft.
900 ft.
Mud
Maximum Water Depth
Bottom Type
SE Williwaws occur
Regional Supervisor
Alaska Dept of Fish and Game
1200 ft.
50 ft.
Approach from W
NA
Mooring
5913.15N 15144.89W
28-L
Port Chatham
NA
150 ft.
10 ft
10 ft. at dock face
10 ft. at dock face
Approach from the NW
Port Graham Corp. 907.283.2212
Dock
5921.21N 15150.13W
46-S
Port Graham Log Transfer Dock
Nearest Alt. Dock-PPOR-04-26-L Port Graham Cannery
Winter winds are generally northeasterly, Summer winds are generally southwesterly
President

Officer
Homer District Recorder
English Bay Corporation
Port Graham Corporation
Native Allotments
Private Landowners-contact Alaska

State Lands Recorder Office
Closest Alternative Places of

Refuge (same sized vessel)
Yes
PPOR 04-24-L Seldovia CityPier:
8 nm.
KB-10,11,12
Port Graham- 0.75
27-L
Port Graham Bay
Salmon, groundfish
Designated as Sensitive Areas
Port Graham-21
28-L
Port Chatham
Seldovia Small Boat Harbor Harbor
PPOR 04-25-L Seldovia Bay:

0.7 nm.
PPOR 04-24-L Seldovia City Pier:

0.7 nm.
KB-15,16,17
None noted
Enhanced salmon runs in Port Graham Bay

Salmon, intertidal harvest, groundfish, seals
PPOR 04-27-L Port Graham Bay:

.03 nm
PPOR 04-26-L Port

Graham Cannery: 19 nm.
CISE-20,21
None
None
None
PPOR 04-26-L Port Graham

Cannery: 0.5 nm.
KB-19,20,21
Cannery facilities
Small Boat Pier at Port Graham
Enhanced salmon runs in Port

Graham Bay
PPOR 04-26-L Port Graham

Cannery: .03 nm
KB-19,20,21
Weather dependent
Cannery facilities are privately owned
Small Boat Pier at Port Graham
High recreational use area - sport fishing, kayaking, anchorage, excursion boats
Enhanced salmon runs in Seldovia Slough
Port Graham- 0.2
46-S
Port Graham Log Transfer Dock
Alaska DOT operates a public dock

nearby
University of Alaska operates a
floating dock at the site
Oyster farms nearby
Port Graham- 0.0
26-L
Spawning salmon, sea otters, seals, waterfowl concentration, shorebird concentration, eagle nesting
Seldovia- .75
25-L
Port Graham Cannery
COOK INLET PPOR-04 Kachemak Bay Area Site Considerations

Seldovia Bay
Exposed to swell from NW

Sheltered. Williwaws from SE Sheltered from E-W, SE Williwaws occur
Exposed to E swell
Chugach Passage has

significant tidal currents
Mean High Water- 17.2
Mean High Water- 16.2 (Higher- 16.9) ,
(Higher- 18) , Mean Low WaterMean Low Water- 1.6 (Lower- -7.0)
1.7 (Lower- -7.0)
Steller's Eider may be present, Steller's sea lions forage in the area, Cook Inlet Beluga Whales are a "Species of Concern" (yr 2007)
Seldovia- 0.0
24-L
Seldovia City Pier
Grey ice may form in protected waters/harbors during colder periods in winter
Fog can occur during all seasons
Sheltered from E-W, SE Williwaws occur
Exposed to swell from NW
Mean High Water- 16.2 (Higher- 16.9) , Mean Low Water- 1.6
(Lower- -7.0)
Kachemak Bay is designated a Most Environmentally Sensitive Area (MESA-53)
Homer-8.0, Seldovia- 9.0
Tourism/Recreation
Subsistence
Mariculture
Historic Properties
Fisheries
Sensitive Areas
Threatened & Endangered

Species
Fish & Wildlife
23-L
Kasitsna Bay
Sheltered from E-W
Exposed to swell from the N
City Manager
City of Seldovia
Dept. of the InteriorAlaska Maritime National Wildlife Refuge Regional Environmental

Officer
Natural Resource Manager
Alaska Department of Natural

Resources
Contact
Kenai District Ranger
Alaska State Parks
Landowner (yr-2007)
COOK INLET PPOR-04 Kachemak Bay Area

Stakeholders
ID Number
Protected from swell
Sea ice
Sand
1200 ft.
35 ft.
72 ft. in the swing area
42 ft. in the swing area
Mean High Water- 17.2 (Higher- 18) , Mean Low Water- 1.7 (Lower- -7.0)
Fog
NA
140 ft.
12 ft.
15 ft at dock face
15 ft at dock face
NA
Anchorage
5921.44N 15149.66W
27-L
Port Graham Bay
Port Graham Corp. 907.283.2212
Dock-Tug Assisted
Nearest Dock-PPOR-04-24-L Seldovia City Pier
Clay
1200 ft.
25 ft.
NA
Anchorage
5921.06N 15149.57W
26-L
Port Graham Cannery
Nearest Alt. Anchorage-PPOR- Nearest Alt.AnchorageNearest Alt.Anchorage-PPOR- Nearest Alt.Anchorage-PPOR-04-27- Nearest Alt.Anchorage-PPOR- Nearest Alt.Anchorage-PPOR- Nearest Alt.Anchorage-PPOR-04-27-L
03-11-Homer Spit Anchorage PPOR-04-25-L Seldovia Bay
04-23-L Kasitsna Bay
L Port Graham Bay
04-25-L Seldovia Bay
04-27-L Port Graham Bay
Port Graham Bay
Sea Conditions
Tides
Currents
Prevailing Winds
Anchorages
Moorings
NA
250 ft.
20 ft.
24 ft at dock face
24 ft at dock face
25-L
5925.62N 15143.82W
Approach from the N
City Manager 907.234.7643
Nearest Alt. Dock-PPOR-03-12 Pioneer Dock
Docks/Piers
Minimum Water Depth
NA
Dock-Tug Assisted
5926.43N 15143.25W
5928.52N 15133.46W
Anchorage
24-L
Seldovia Bay
COOK INLET PPOR-04 Kachemak Bay Area Physical and Operational Characteristics
Seldovia City Pier
23-L
Contact
Type of Berthing
Maximum Vessel Size
Location
ID Number
Kasitsna Bay
Appendix C: Glossary of Maritime

Terms Used in this Study
73
74
Glossary
20-foot equivalent: See Twenty Foot Equivalent Unit (TEU)
40-foot equivalent: See Forty Foot Equivalent Unit (FEU)
Tank Ship and Bulk Carrier Class Size
Class
Seawaymax
Length
Beam
Draft
Typical Min
DWT
Typical Max
DWT
226 m (741 ft)
24 m (79 ft)
7.92 m (26.0 ft)
10,000 DWT
60,000 DWT
Panamax
228.6 m (750 ft)
32.3 m (106 ft)
12.6 m (41 ft)
60,000 DWT
80,000 DWT
Aframax
253.0 m (830.1 ft)
44.2 m (145 ft)
11.6 m (38 ft)
80,000 DWT
120,000 DWT
40,0000
50,000 DWT
16 m (52 ft)
120,000 DWT
200,000 DWT
20 m (66 ft)
200,000 DWT
315,000 DWT
320,000 DWT
550,000 DWT
Handymax
150200 m (492656 ft)
Suezmax
VLCC
(Malaccamax)
ULCC
470 m (1,540 ft)
60 m (200 ft)
Aframax: An Aframax ship is an oil tanker smaller than 120,000 metric tonnes and with
a breadth above 32.31 m. Aframax class tankers are largely used in the basins of the
Black Sea, the North Sea, the Caribbean Sea, the China Sea and the Mediterranean.
Non-OPEC exporting countries may require the use of tankers because the harbors and
canals through which these countries export their oil are too small to accommodate
very-large crude carriers and ultra-large crude carriers.
Advance Notice of Arrival (ANOA): Required by federal regulations for vessels entering
U.S. waters. The notice is usually required to be given to the US Coast Guard 72 hours
in advance.
Alaska Marine Highway System (AMHS): The State of Alaska owns and operates 11 rollon/roll-off (Ro-Ro) passenger/vehicle ferries that provide service from Bellingham, WA to
Alaska via the Inside Passage. The vessels also call at 3 ports in Prince William Sound
and two ports in lower Cook Inlet (Homer, Seldovia). Vessels calling at Homer and
Seldovia also provide service to Kodiak and the Aleutian chain.
Articulated Tug and Barge: A configuration of tug and barge using locking pins that allow
movement between them.
Automatic Identification System (AIS): AIS is an automated tracking system used
on ships and by Vessel Traffic Services (VTS) for identifying and locating vessels by
electronically exchanging data with other nearby ships and VTS stations. In general,
federal regulations (33 CFR 164.46) and International Maritime Organizations (IMO)
International Convention for the Safety of Life at Sea (SOLAS) require AIS to be fitted
aboard vessels of 300 gross tons or more, all tank ships, self-propelled vessel of 65 feet
or more in length, vessels engaged in commercial service, most towing vessels, dredges,
and certain classes of passenger vessels.
Barge: A large, flat-bottomed vessel used to carry cargo from a port to shallow-draft
waterways. Barges have no locomotion and are pushed by towboats. Barges carry
dry bulk (grain, coal, lumber, gravel, etc.) and liquid bulk (petroleum, vegetable oils,
molasses, etc.).
75
Barrel: Unit measurement of oil (42 gallons).

Berth: (verb) To bring a ship to a berth. (noun) The wharf space at which a ship docks. A
wharf may have two or three berths, depending on the length of incoming ships.
Break bulk cargo: Non-containerized general cargo stored in boxes, bales, pallets or
other packaged units to be loaded onto or discharged from ships or other forms of
transportation (See also: bulk cargo and container). Examples include iron, steel, and
machinery.
Bulk cargo: In the context of this study, bulk cargo is dry, loose cargo that is loaded in
volume directly into a ships hold (e.g., grain, cement, or coal).
Bunker Oil: Common reference for heavy fuel oil used by ships.
Call Sign: Vessel unique alpha-numeric radio call sign.
Cape-class (cape-size) ships: Cape-class or the more common term, cape-size ships, are
cargo ships originally too large to transit the Suez Canal (i.e., larger than both Panamax
and Suezmax vessels). To travel between oceans, such vessels used to have to pass
either the Cape of Good Hope or Cape Horn. In effect, cape-size reads as unlimited.
Cape-size vessels are typically above 150,000 long tons deadweight (DWT), and ships
in this class include oil tankers in the Very Large Crude Carrier (VLCC) and Ultra Large
Crude Carrier (ULCC) classes; supertankers and bulk carriers transporting coal, ore,
and other commodity raw materials. The term cape-size is most commonly used to
describe bulk carriers rather than tankers. A standard cape-size bulker is around
175,000 DWT, although larger ships (normally dedicated to ore transportation) have
been built up to 400,000 DWT.
Cargo: The freight (goods, products) carried by a ship, barge, train, truck or plane.
Common carrier: Trucking, railroad or barge lines that are licensed to transport goods or
people nationwide are also known as common carriers.
Container: A box made of aluminum, steel or fiberglass used to transport cargo by ship,
rail, truck or barge. Common dimensions are 20 x 8 x 8 (called a TEU or twenty-foot
equivalent unit) or 40 x 8 x 8, called an FEU. Variations are collapsible containers,
tank containers (for liquids) and rag tops (open-topped containers covered by a
tarpaulin for cargo that sticks above the top of a closed box). In the container industry,
containers are usually called boxes.
Cook Inlet Potential Places of Refuge (PPOR): Leaking or disabled vessels may require
a sheltered location with adequate water depth to repair or lighter the vessel in order
to minimize the amount of spilled product. PPOR are pre-identified sites that may aid
decision-makers in responding to vessels in distress.
Corps of Engineers: This department of the U. S. Army is responsible for flood protection
and providing safe navigation channels. The Corps builds and maintains the levees,
flood walls and spillways that keep major rivers out of low lying communities. The
Corps is vital to keeping navigation channels open by dredging sand, silt and gravel that
accumulate on river and harbor bottoms.
Cutters: U.S. Coast Guard vessels, usually over 65-feet in length.
76
Dead Weight Tonnage (DWT): Maximum weight of a vessel including the vessel, cargo and
ballast.
Deadhead: When a vessel returning from a delivery has no return freight on the return, it is
said to be in deadhead.
Deck barge: Transports heavy or oversize cargoes mounted to its top deck instead of inside
a hold. Machinery, appliances, project cargoes and even recreational vehicles move on
deck barges.
Deep-draft harbor: According to 33 USCS 2241 (1), the term deep-draft harbor means a
harbor which is authorized to be constructed to a depth of more than 45 feet.
Deep-draft navigation, as defined by the U.S. Army Corp of Engineers, refers to channel
depths greater than 4.5 m (15 ft). Shallow-draft implies channel depth being less than
4.5 m (15 ft), in terms of navigation. (USACE 1994, 1995, 1999).
Depth: Used here as the charted depth of a channel or other operating area within Cook
Inlet.
Destination port: See port-of-call.
Double bottom fuel tanks: Fuel tanks which are below the lower-most dry ship bottom or
deck. Double bottom fuel tanks should not be confused with double hulls.
Double hull: With reference to cargo or fuel oil on vessels, double hulls are an extra watertight hull around a tank, consisting of the primary tank enclosure, void space and
secondary enclosure or double hull.
Draft/draught: The depth of a loaded vessel in the water, taken from the level of the
waterline to the lowest point of the hull of the vessel. A vessels draft should not be
referred to as a vessels depth.
Dredge: A waterborne machine that removes unwanted silt accumulations from the bottom
of a waterway. Typically, dredge barges are used and attended by a tug.
Drilling Rig Tenders: Vessels assigned to service and support offshore drilling rigs.
Sometimes referred to as offshore supply vessels, though not the only vessels in this
class (or type).
Dry bulk: Minerals or grains stored in loose piles, moving without mark or count.
Dry cargo ships: Cargo ships that carry bulk or packaged goods.
Fish Processors: Vessels capable of accepting and processing catch from fishing vessels.
Freight: Merchandise hauled by transportation lines.
General cargo ships: Ships whose cargo consists of both containerized and breakbulk
goods, in contrast to bulk cargo. See: breakbulk, container, dry bulk.
77
Gross tons or tonnage (GT): In brief, the sum of container, breakbulk and bulk tonnage.
GT refers to the volume of all ships enclosed spaces measured to the outside of the
hull framing. It is a measurement of the enclosed spaces within a ship expressed in
tons a unit which was actually equivalent to 100 cubic feet. GT is not a consistent
reflection of vessel size, particularly when comparing between different vessel types.
The calculation of gross tonnage is complex but important given that fees, registration
requirements and, as seen here, regulatory standards are based on gross tonnage.
The 300 gross ton threshold was used in this study because it is a common vessel size
threshold for many federal and State regulations including: demonstrating financial
responsibility in the event of an oil spill (33 CFR 138; 18 AAC 75), requirements for
spill plans (18 AAC 75), advance notice of arrival (33 CFR 160), and requirements for
automatic identification systems (AIS) (46 USC 70114).
Handymax Class Ships: Handymax is a naval architecture term for bulk carrier and tank
ship size of 40,000 to 50,000 DWT. The term is not defined for maximum route (as
Panamax and Suezmax is), but used to establish shipping capacity. A Handymax ship
is typically 150200 m (492656 ft) in length.
Hawser: As referenced in this report, a rope capable of towing a barge.
Heavy fuel oil: Persistent oil used by large ships, generally intermediate fuel oil (IFO).
Home port: Port from which a cruise ship loads passengers and begins its itinerary, and to
which it returns to disembark passengers upon conclusion of the voyage. Sometimes
referred to as the embarkation port and/or turn around port.
IMO Number: A ships unique international identity number.
In Ballast: As referenced in this report, a ship sailing without cargo.
Intermodal shipment: When more than one mode of transportation is used to ship cargo
from origin to destination, it is called intermodal transportation. For example, boxes of
hot sauce from Louisiana are stuffed into metal boxes called containers at the factory.
That container is put onto a truck chassis (or a railroad flat car) and moved to a port.
There the container is lifted off the vehicle and lifted onto a ship. At the receiving port,
the process is reversed. Intermodal transportation uses few laborers and speeds up the
delivery time.
International Maritime Organization (IMO): An agency of the United Nations that
specializes in measures to improve safety and security of international shipping and
reducing marine pollution from ships.
Innocent passage: Passage allowed by admiralty law for a vessel to pass through the
territorial waters of another nation-state, subject to certain restrictions. The UN
Convention on the Law of the Sea defines innocent passage as:
Passage is innocent so long as it is not prejudicial to the peace, good order or
security of the coastal State. Such passage shall take place in conformity with this
Convention and with other rules of international law.
Integrated Tug and Barge: A rigid, locked-together configuration of tug and barge that
makes them essentially one vessel.
Jack-up drilling rig: See MODU
78
Laden: Carrying cargo.

Length Overall (LOA): Linear measurement of a vessel from bow to stern.
Light Draft Ports: Ports with water depths of 15 feet or less at the dock or wharf, also
known as shallow draft ports.
Lightering: Transferring oil from a vessel not moored at a wharf or dock.
Long ton: A long ton equals 2240 pounds.
Marine Exchange of Alaska: (www.mxak.org) A non-profit maritime organization
established to serve the Alaska maritime community by providing information,
communications and services to ensure safe, secure, efficient and environmentally
responsible maritime operations.
Maritime: (adjective) Located on or near the sea, commerce or navigation by sea. The
maritime industry includes people working for transportation (ship, rail, truck and
towboat/barge) companies, freight forwarders and customs brokers; stevedoring
companies; labor unions; chandlers; warehouses; ship building and repair firms;
importers/exporters; and pilot associations.
Maritime Mobile Service Identity (MMSI): A series of nine digits which are sent in digital
form over a radio frequency channel in order to uniquely identify ship stations, coast
stations, coast earth stations, and group calls.
Master: The officer in charge of the ship. Captain is a courtesy title often given to a master.
Mean low water (MLW): Lowest average level that water reaches on an outgoing tide.
Mean high water (MHW): Highest average level that water reaches on an outgoing tide.
Milk Run: As used in this report, a voyage that makes several stops in Cook Inlet.
Mobile offshore drilling unit (MODU): Commonly known as a jack-up drilling rig, MODUs
can be towed to and positioned over site for exploratory drilling of the ocean floor. Once
positioned, the MODUs legs are lowered to the sea floor and the drilling unit is jacked
up above the sea surface to provide a stable work and drilling platform.
Moorage: Typically, a place away from a wharf or dock where a vessel can connect to a
mooring buoy. This is not the same as an anchorage which is a designated area that a
vessel can use its anchor to hold position.
Mooring dolphin: A cluster of pilings to which a boat or barge ties up.
Nautical mile: Equal to 1.15 statute miles or approximately 2000 yards.
Non-tank Vessels (NTV): Vessels 300 gross tons and above that do not carry oil as cargo.
Offshore Supply Vessels (OSV): Vessels that service offshore drilling rigs and drilling
platforms. Typically, these vessels have large, open work decks for transporting drilling
pipe and other equipment.
79
Oil: Means oil of any kind and in any form, whether crude, refined, or a petroleum byproduct, including but not limited to petroleum, fuel oil, gasoline, lubricating oils, oily
sludge, oil refuse, oil mixed with other wastes, crude oils, liquefied natural gas, propane,
butane, or other liquid hydrocarbons regardless of specific gravity; AS 46.04.900
Oil, non-persistent: From 33 CFR 155.1020, non-persistent or Group I oil is a petroleumbased oil that, at the time of shipment, consists of hydrocarbon fractions; (1) At least
50% of which by volume, distills at a temperature of 340 degrees C (645 degrees F);
and (2) At least 95% of which by volume, distills at a temperature of 370 degrees C (700
degrees F). Examples include: jet fuel, kerosene, gasoline, diesel fuel, No. 2 fuel, home
heating oil, marine diesel.
Oil, persistent: Persistent oil is a petroleum based oil that does not meet the distillation
criteria for a non-persistent oil. Persistent oils include crude oil, lubricating oil, heavy
fuel oil, bunker oils (Bunker A, Bunker B, Bunker C), intermediate fuel oil (IFO), No. 4
fuel, No. 5 fuel, No. 6 fuel, transmix, residual oils/fuel, waste oil.
Persistent product: See persistent oil.
Panamax class ships: A ship that can just pass through the locks of the Panama Channel.
Panama Canal maximum ship dimensions are 965-ft length, 106-ft beam, and 39.5-ft
draft.
Pier: A structure which juts out into a waterway from the shore, used for mooring vessels
and cargo handling. Sometimes called a finger pier.
Pilot: A licensed navigational guide with thorough knowledge of a particular section of a
waterway, whose occupation is to steer ships along a coast or in and out of a harbor.
Local pilots board the ship to advise the captain and navigator of local navigation
conditions (difficult currents; hidden wrecks, etc.).
Port: This term is used both for the harbor area where ships are docked and for the agency
(port authority), that administers the use of public wharves and port properties.
Portage: Carriage of goods, equipment, or vessels from one water body, across land, to
another water body.
Port call: As used in this report, a stop at a Cook Inlet port by any vessel.
Port-of-call: Port at which a cruise ship makes a stop along its itinerary. Calls may range
from five to 24 hours. Sometimes referred to as transit port and destination port.
(See also: home port)
Product, oil: Within the context of this study, oil products refer to refined oil, specifically
non-persistent fuel oil (diesel, avgas, gasoline, kerosene).
Reefer: A container with refrigeration for transporting frozen foods (meat, ice cream, fruit,
etc.). Reefer may also refer to a cargo ship capable of transporting refrigerated cargo
(refrigerated cargo ship).
Resident vessels: As used in this report, vessels that remain in Cook Inlet for most of the
year.
80
Ro-Ro: Short for roll-on/roll-off. A Ro/Ro ship is designed with ramps that can be lowered
to the dock so cars, buses, trucks or other vehicles can drive into the belly of the ship,
rather than be lifted aboard.
Round-turns: Vessels drifting or moving slowly in a circle while awaiting a dock or favorable
conditions (tide, weather) to continue a voyage.
Shallow-draft navigation: as defined by the U.S. Army Corps of Engineers, channel depths
less than 4.5 m (15 ft for navigation). Deep-draft refers to channel depths greater than
4.5 m (15 ft) for navigation. (USACE 1994, 1995, 1999).
Short ton: A short ton equals 2,000 pounds. Lifting capacity and cargo measurements are
designated in short tons.
Single Hull: A tank vessel that does not have a void space between the tank and hull. The
tank wall and the hull are the same.
Spot Charters: A vessel contracted for a specific, single delivery or pick-up. A spot charter
vessel may call at Cook Inlet once and not return.
Stevedores: Labor management companies that provide equipment and hire workers
to transfer cargo between ships and docks. Stevedore companies may also serve as
terminal operators. The laborers hired by the stevedoring firms are called stevedores or
longshoremen.
Tank barges: Used for transporting bulk liquids, such as petroleum, chemicals, molasses,
vegetable oils and liquefied gases.
Terminal: The place where cargo is handled is called a terminal (or a wharf).
Tonnes: A unit of mass and common expression for metric tons, equal to 1000 kilograms
or 2200 pounds. Internationally, tonnes or metric tons is the most common unit for
measuring amounts of fuel oil or the size of a ship in dead weight.
Topped-off: As used in this report, a cargo tank kept full of oil.
Towboat: A snub-nosed boat with push knees used for pushing barges. A small towboat
(called a push boat) may push one or two barges around the harbor. A large towboat is
used to push from 5 to 40 barges in a tow and is called a line boat. (See also tugboat)
Tramp, tramper or tramp ship: A ship operating with no fixed route or published schedule.
Transient vessels: In contrast to resident vessels, transient vessels make calls or pass
through Cook Inlet. These vessels are operated the majority of time elsewhere.
Transit port: When the majority of cargoes moving through a port arent coming from or
destined for the local market, the port is called a transit (or through) port.
Transits: As used in this report, voyages to locations within Cook Inlet.
Transponder: An AIS device that receives a radio signal and automatically transmits a
different, unique, identifying signal.
Transshipment: The unloading of cargo at a port or point where it is then reloaded,
sometimes into another mode of transportation, for transfer to a final destination.
81
Tugboat or tug: Strong v-hull shaped boat used for maneuvering ships into and out of port
or to pull barges by hawser.
Twenty Foot Equivalent Unit (TEU): A unit of measurement equal to the space occupied
by a standard twenty foot container. Used in stating the capacity of container vessel or
storage area. One 40 ft. Container is equal to two TEUs. See container.
U. S. Army Corps of Engineers: See Corps of Engineers.
Vessel: A ship, boat or barge.
Vessel operator: A firm that charters vessels for its service requirements, which are
handled by their own offices or appointed agents at ports of call. Vessel operators also
handle the operation of vessels on behalf of owners.
Vessel Response Plans (VRP): Required by both USCG and ADEC, VRPs detail how the
vessel operator will respond to an oil or chemical spill.
Wharf: The place at which ships tie up to unload and load cargo. The wharf typically has
front and rear loading docks (aprons), a transit shed, open (unshedded) storage areas,
truck bays, and rail tracks.
82
Appendix D: Acronyms
AAC Alaska Administrative Code

ABS American Bureau of Shipping
ADEC Alaska Department of Environmental Conservation
AEDC Anchorage Economic Development Corporation
AIS Automated Information System
AMHS Alaska Marine Highway System
ANOA Advance Notice of Arrival
ATB Articulated Tug and Barge
avgas Aviation fuel
bbls - Barrels
bcf billion cubic feet
CFR Combined Federal Register (US regulations implementing US law)
CI Cook Inlet
CIRCAC Cook Inlet Regional Citizens Advisory Council
CL Christy Lee platform (also known as Drift River terminal)
CLAA Cruise Line Agency of Alaska
COFR Certificate of Financial Responsibility
COTP Captain of the Port
DWT Dead Weight Tonnage
FEU Forty Foot Equivalent Unit
GoA Gulf of Alaska
GT Gross tons, tonnage
IEA International Energy Agency
83
IFO Intermediate Fuel Oil

IMO International Maritime Organization
ISM International Safety Management Code
ISO International Organization for Standardization
ITB Integrated Tug and Barge
KPL Kenai Pipeline and marine terminal (Tesoro facility and refinery in Nikiski)
LNG Liquid Natural Gas
LOA Length Overall
LSD Low-sulfur Diesel Fuel
MARPOL International Convention for the Prevention of Pollution from Ships
MHW Mean High Water
MLW Mean Low Water
MMSI Maritime Mobil Service Identity
MODU Mobile Offshore Drilling Unit
MXAK Marine Exchange of Alaska
MatSu Matanuska Susitna Borough
NM Nautical Miles
NTV Non-tank vessel
Non-OPEC Nonmember of the Organization of the Petroleum Exporting Countries
OSV Offshore Supply Vessel
PoA Port of Anchorage
PPOR Potential Places of Refuge
Ro/Ro Roll-on/Roll-off
SMFF New Salvage and Marine Firefighting Resources
SOLAS Safety of Life at Sea
STCW International Convention on Standards of Training, Certification, and Watchkeeping
for Seafarers
SWAPA Southwest Alaska Pilots Association
TEU Twenty Foot Equivalent Unit
TOTE Totem Ocean Trailer Express
UCM Usibelli Coal Mine
ULCC Ultra Large Crude Carriers
84
USACE United States Army Corps of Engineers

USC United States Code (federal law)
USCG United States Coast Guard
VLCC Very Large Crude Carriers
VRP Vessel Response Plan
VTS Vessel Traffic Services
85
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Report to Cook Inlet Risk Assessment Advisory Panel

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Front cover photo credit: Kathleen Clark George