M/V LeConte
Chief Steward
~ I believe in Ferries! ~
Posts: 147
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Post by M/V LeConte on Nov 4, 2008 12:56:58 GMT -8
Chenega captain to accept lifesaving award at Big Apple gala
(JUNEAU, Alaska) – The Alaska Marine Highway System (AMHS) ferry Chenega and its crew will be honored Friday night during an estimated 800-attendee gala in New York City.
Chenega’s skipper, Capt. Samuel Daniels, will attend the Admiral of the Ocean Sea award dinner ceremony where he will accept the Honored Seafarer Award on behalf of the ship, AMHS and the State of Alaska.
AMHS and the Chenega crew are being honored for the rescue Chenega’s crew performed June 8 after they plucked two men and a boy out of the frigid waters of Prince William Sound near Southcentral Alaska.
The award presentation and dinner is hosted and coordinated by the United Seamens Service (USS). The USS is an organization that has promoted the welfare of seamen since 1942 and supplies seagoing libraries to the American Merchant Marine, the U.S. Navy, the U.S. Coast Guard, and to seafarers of allied nations through its affiliate, the American Merchant Marine Library Association, Public Library of the High Seas since 1921.
“Each member of Team Chenega has every reason to be incredibly proud of their lifesaving actions and the value they place on the lives of others who travel Alaska’s dangerous waters,” said Leo von Scheben, Commissioner, Department of Transportation and Public Facilities.
Chenega’s Fast Rescue Boat (FRB) crew sped to the boaters who were clinging to debris to remain afloat. Chenega’s crew rescued 28-year-old Luke Renner of Homer and Andy Renner, 31, and his eight-year-old son Owen, both of Palmer, on that Alaska summer day. Their 22-foot pleasure boat reportedly sank after the vessel’s bow was struck by several waves.
“I was so amazed at how fast the crew got to us,” said Luke Renner. “I’ll be booking reservations on the ferries from now on.”
Chenega’s crew also rescued four kayakers in September who found themselves in stormy seas and 30-knot winds off the shores of Whittier, Alaska.
For more information, contact Roger W. Wetherell, Chief Communications Officer at (907) 465-8994 or by email to roger.wetherell@alaska.gov
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Post by plansea on Dec 13, 2009 21:18:07 GMT -8
Chenega at Ketchikan December 2009  |
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Post by plansea on Dec 19, 2009 14:50:17 GMT -8
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Post by plansea on Dec 19, 2009 14:58:59 GMT -8
M/V Chenega at Ketchikan December 2009   |
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Post by Low Light Mike on Dec 18, 2010 9:46:43 GMT -8
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Post by alaskanmohican on Dec 18, 2010 14:13:10 GMT -8
The above article about sums up what is happening. The fast ferries are quite popular when they work, but as has been pointed out in other threads, they really are summertime vessels, they just aren't that well suited for the harsh winter weather of the coast of Alaska. A few remarks about the article, Jim Beedle points out that if the wet deck, and thereby the cardeck, were built higher, the ferries could handle larger waves. While this is true, it should also be noted that the fast ferries car decks are already higher above the water line than the other ferries. This has meant that the fast ferries are limited to the ports they can actually serve. Ramps have to be motified to be able to handle a fast ferry. If a FVF docks using it's side door, most ramps can handle this because the car deck itself slopes down near the door. I don't have a picture that shows this, however in the one below if you look at the silver rub rail, you'll notice that is dips down by the side door. The rub rail is at the same level as the car deck.  Now the stern door on the FVF's is at the same level as the car deck and does not slope down, this is why some ramps need to be modified to handle the higher deck. So whats my point, I don't remember. Oh yes, building the wet decks at the level they did was more of a compromise so that not all of the ports the FVF's would serve would need to be modified, just some of them. So really when the FVF's were built, the limitations were known, and ways of overcoming or at least reducing the limitiation were also known, but compromises were made to keep costs in check not only during construction of the ships, but facilities needed to support them. How effective have these compromises been, well that's what the debates about the FVF's are really about. And just one other note about the above article, the Chenega has had to take shelter in a bay due to waves and wind, however she has not had to overnight in a bay, each time she is able to either continue on after a delay, or return to her departure port. To be honest every vessel to serve the Prince William Sound area has had to run for shelter several times each winter, the only exception being the Kennicott. The sound just gets some severe weather coming off the Gulf of Alaska. |
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Post by Name Omitted on Dec 18, 2010 19:14:48 GMT -8
To be honest every vessel to serve the Prince William Sound area has had to run for shelter several times each winter, the only exception being the Kennicott. Not a supprise to me. I've been on the Kennicott across the gulf in better than 20 foot seas. She handles weather well. None of the conventional hulls can do the narrows in and out of Sitka on a running tide (the fast ferries can). Most of our ferries, if they miss slack tide, get a further 6 hours off of their schedule. Kennicott just heads south on the outside of Baranoff Island. She's ugly, but she IS capable. |
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Post by EGfleet on Jan 27, 2011 15:55:57 GMT -8
Fast ferry engine problems head to court
Matt Miller and Ed Schoenfeld KFSK JUNEAU, ALASKA (2011-01-27) A lawsuit over the fast ferries engines is expected to be heard by a Juneau jury in March of next year. Meanwhile, state officials continue to seek a technical solution that might take them to Spain. The Alaska Marine Highway System filed suit last March against Robert Derecktor, Incorporated – the east coast shipyard that built the Fairweather and Chenega – and MTU Friedrichshafen – the German manufacturer of the engines. Ferry officials believe the engines were flawed. They allege defects and deficiencies in the engine blocks, cylinder liners, excessive engine vibration, damaged gear reduction units, and prematurely spent components. Production of the Model 595 engine has also been discontinued and ferry officials say they’re not getting enough parts. They accuse the ferries’ builders of not fulfilling the contract, warranty, and service obligations. MTU denies the allegations while Derecktor has also filed a counter-claim against the State. The shipyard claims that the Marine Highway System is refusing to release the warranty bond on the Chenega and still owes them over $820,000 for contract retentions and repair work. Both plantiffs and defendants in the case are in the midst of setting production deadlines for documents as part of the discovery process. Previous pre-trial benchmarks were postponed in anticipation of a negotiated settlement in the case. The technical solution to fast ferry engine problems might lie near the mouth of the Mediterranean. State officials say a ship is having the same problems as the fast ferries Fairweather and Chenega. All the ships use the same engines. Marine Highway General Manager John Falvey says the Spanish ferry is testing a modified engine. "They’ve run that boat now for a few years and they continue to adjust the cylinders, modify the cylinders. And at some point we hope to get to Spain and take a look at that test engine, to open the engine up and see what the German engineers think could possibly might solve the problem," he says. All have sustained engine damage state officials say is inherent in the design. The Fairweather, built in 2004, could be sidelined soon if a solution is not found. The Chenega, built later, has a little more time. Options include replacing the engines with newer models or boring out cylinders and inserting custom-made sleeves. Alaska’s ferry system has been working with MTU, which has paid for the work so far. Falvey says the system is also looking elsewhere. "We do have a project underway right now to look at other engine options. There may be other engines besides MTU’s that may be more suitable," he says. The Juneau-based Fairweather is undergoing short-term engine repairs this winter in Ketchikan. It’s tied up through April. The Cordova-based Chenega is operating in Prince William Sound. The state is also seeking a legal solution to fast ferry problems. A trial, involving M-T-U and Connecticut’s Derecktor Shipyard, is scheduled for March of 2012. The Fairweather and Chenega were delivered in 2004 and 2005 as part of a $68 million contract with Derecktor. They are both 235-foot long aluminum-hulled catamarans, each can carry 250 passengers and 35 vehicles, and have a standard service speed of 32-knots. The Fairweather normally operates between Sitka, Petersburg, Juneau, Haines, and Skagway. The Chenega usually operates between Cordova, Valdez, and Whittier. kfsk.org/modules/local_news/index.php?op=sideBlock&syndicated=true&ID=1626
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Post by alaskanmohican on Jan 29, 2011 15:37:35 GMT -8
Options include replacing the engines with newer models or boring out cylinders and inserting custom-made sleeves. What I find interesting about the bold part was that this was already done to the Chenega last winter, this was why she was late entering service in Summer 2010. The ship was tied up in Ketchikan while the engines were removed and shipped to Kent, WA. According to my notes this same procedure has also already been done to the Fairweather the previous winter. I don't have any information on where the FWX engines were sent, but would assume it was to the same factory in Kent as there is a MTU authorized U.S. factory there. I believe it is the Detroit Deisel facility they use. |
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Post by darkfred on Feb 2, 2011 9:33:17 GMT -8
Ahhh.......Yea.
Full story is a bit more involved. It involves the federal DOT.
But basically the block problem is due to the material of the block and the firing pulse of the combustion chamber. What is basically going on is called cavitation erosion. It is happening in one part of the block. an area that is closest to the head block interface and has coolant in it.
What the spanish ferry has done is insert interference fit sleeves over this area. this makes it so the coolant is not in contact with the block in the area of the high pressure (50,000psi plus) firing pulse that is sent through the coolant passages closest to the head block liner interface.
The state and MTU in my opinion are just doing short sighted measures to just get by. The defects from the erosion end up causing problems with the liners. the liners start cracking after about 4000 hours of run time. Then blocks are machined again to get rid of the defects and larger liners are installed. So that is the process you are seeing with the fast ferries.
The federal DOT is involved because they basically paid for the fast ferries by funding grants to the state. The Fed told the state to work out the problem with the current engines with MTU, rather then replace them.
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Post by alaskanmohican on Feb 2, 2011 22:41:32 GMT -8
^^ Ah, that explains things a bit more. Actually that explains things better than I've heard before, thanks for the info.
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Post by alaskanmohican on Aug 16, 2011 1:18:03 GMT -8
Found this Youtube video about the Chenega. It gives a brief glimpse of the interior and nice tour of the bridge.
link:
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Post by alaskanmohican on Sept 24, 2011 23:48:38 GMT -8
Here are some pics of the Chenega, courtesy of my brother. Chenega docked at Valdez.  Loading the Chenega in Cordova.  The car deck.  A view of the closed stern door. Chenega loads through the stern at Cordova and Whittier.  The starboard side door closed. Chenega loads through this door in Valdez. Neither the Chenega or Fairweather have port side doors.  Stairs down to the car deck.  Passenger deck amidships.  This is where you can buy foodstuffs. The FVF's don't have a galley or cafeteria, instead they have this area where you can buy sandwiches, soups, etc.  Computer work station area if you have a laptop or just want some privacy for writing.  Forward lounge.  A different angle of the forward lounge.  The solarium on the stern of the ship.  Another view of the solarium.  And for the last picture, the builders plaque.  |
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Post by lmtengs on Sept 25, 2011 0:40:24 GMT -8
Amazing photos, keep 'em coming!
I've never seen pics of the FVF's interiors before. I quite like them.
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Post by alaskanmohican on Sept 25, 2011 23:23:02 GMT -8
Amazing photos, keep 'em coming! I've never seen pics of the FVF's interiors before. I quite like them. Thank you, I like the FVF interiors as well, they really are quite comfortable. I think that the new Alaska Class ships would be doing well if they were to have a similar interior motif and seating styles. |
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SolDuc
Voyager 
West Coast Cyclist
SolDuc and SOBC - Photo by Scott
Posts: 2,055
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Post by SolDuc on Dec 15, 2014 21:32:15 GMT -8
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Post by Low Light Mike on Jul 7, 2016 18:11:30 GMT -8
Chenega to be laid-up in Seattle. - AMHS can't afford to operate it. News Story Here |
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Post by northwesterner on Jul 7, 2016 21:39:32 GMT -8
Chenega to be laid-up in Seattle. - AMHS can't afford to operate it. News Story HereThe mismanagement of that system is criminal. I'm without words. |
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Post by Cascadian Transport on Jul 8, 2016 3:35:06 GMT -8
Chenega to be laid-up in Seattle. - AMHS can't afford to operate it. News Story HereYet another example of a high speed ferry failure. This leaves me wondering whether it is even possible to operate a viable high speed ferry service. It sure doesn't seem like it is... |
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KE7JFF
Chief Steward
Posts: 106
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Post by KE7JFF on Jul 8, 2016 5:14:27 GMT -8
Chenega to be laid-up in Seattle. - AMHS can't afford to operate it. News Story HereYet another example of a high speed ferry failure. This leaves me wondering whether it is even possible to operate a viable high speed ferry service. It sure doesn't seem like it is... I think the problem with a lot of the HSC ferries is that people don't just buy off the shelf designs that are proven....there's some bonehead that tries to tell a naval architect that you need a different kind of boat for NW waters! |
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Post by WettCoast on Jul 8, 2016 9:23:19 GMT -8
Yet another example of a high speed ferry failure. This leaves me wondering whether it is even possible to operate a viable high speed ferry service. It sure doesn't seem like it is... I think the problem with a lot of the HSC ferries is that people don't just buy off the shelf designs that are proven....there's some bonehead that tries to tell a naval architect that you need a different kind of boat for NW waters! I think the issue here is the cost of operating high speed ferries. AMHS continues to run the Chenega's sister, the FVF Fairweather. It operates (or at least did) the Juneau to Sitka route. I was told that the high fuel cost was offset by savings on crewing costs as a round trip from Juneau to Sitka could be completed in one 12 hour shift with no need for extra crew to be aboard to cover for 24 hour service as would be the case for a conventional ferry. |
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Post by Starsteward on Jul 8, 2016 15:50:22 GMT -8
As I doubt BC Ferries would even dare to consider purchasing the 'Chenega', perhaps George Goundar of Goundar Shipping, Fiji, might be interested, if the price was right?
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KE7JFF
Chief Steward
Posts: 106
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Post by KE7JFF on Jul 9, 2016 9:29:56 GMT -8
I think the problem with a lot of the HSC ferries is that people don't just buy off the shelf designs that are proven....there's some bonehead that tries to tell a naval architect that you need a different kind of boat for NW waters! I think the issue here is the cost of operating high speed ferries. AMHS continues to run the Chenega's sister, the FVF Fairweather. It operates (or at least did) the Juneau to Sitka route. I was told that the high fuel cost was offset by savings on crewing costs as a round trip from Juneau to Sitka could be completed in one 12 hour shift with no need for extra crew to be aboard to cover for 24 hour service as would be the case for a conventional ferry. Yeah, the cost issue is what intrigues me; I was looking at an Austral Ship HSC ferry (like used with the Lake Express, the Rochester Ferry, and the Hawaii Superferry) and noticed they seem to have reasonable costs compared to other boats and have higher reliability issues. |
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Post by Name Omitted on Jul 15, 2016 5:34:44 GMT -8
I think the issue here is the cost of operating high speed ferries. AMHS continues to run the Chenega's sister, the FVF Fairweather. It operates (or at least did) the Juneau to Sitka route. I was told that the high fuel cost was offset by savings on crewing costs as a round trip from Juneau to Sitka could be completed in one 12 hour shift with no need for extra crew to be aboard to cover for 24 hour service as would be the case for a conventional ferry. I suspect the issue is not in the operation of the high speed ferries themselves, but in the funding and procurement of vessels in a public setting. In a politically driven public setting, the question is "do people want high speed ferries." In a private setting, the question is "will people PAY enough to maintain an operate a high speed ferry?" High speed ferries work commercially around the world, but in limited situations and very specific market conditions. The process of getting private financing probably kills more high speed ferry projects than it enables, but there are still several commercially viable vessels out there. |
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