Frequently Asked Questions (FAQ)

What is the E-Craft (expeditionary craft) or M/V Susitna?

This revolutionary ship is possibly the most complex commercial ship to be built in the last 100 years. It embodies five new technologies. Among them: it is the world’s first ice breaking catamaran. It is the world’s first ship able to transition from a SWATH high speed hull to a barge–and back. We believe this ship's agility is key to fulfilling a new Navy strategic plan.

How significant is this ship for the U.S. Navy?

The E-Craft or Susitna Ferry supports two focus areas within the Navy's strategic plan: platform mobility and fleet force sustainment. Unlike any existing vessel, E-Craft is able to balance three critical performance characteristics: speed, range, and payload. Other naval ships can only fulfill two. The E-Craft was not only pursued by the U.S. Navy but has been lauded in several public forums. “The (E-Craft) could become the Navy's next generation of ships,” according to Chief of Naval Research Rear Admiral William E. Landay III. The E-Craft will strengthen the Navy in the littoral or near shore aspect of naval defense. Admiral Gary Roughead,Chief of Naval Operations, in his comments to the House Armed Services Committee underscored the importance of innovation in littoral assets with the statement, “Our new strategy addresses all required capabilities equally, but some capabilities require immediate attention, in particular our littoral capabilities.”

What is the significance of a shipbuilder in Ketchikan assembling this prototype?
The M/V Susitna is being built by Alaska Ship & Drydock in Ketchikan. The ferry project creates up to 80 specialized jobs in Alaska. The new skills and technology in shipbuilding advance not only the manufacturing capability of ships in Alaska, but of expertise in the United States. American shipyards have not kept pace with the best shipbuilders in the world. This project is at the forefront of shipbuilding technology. Advanced shipbuilding practices developed for the E-Craft include extensive use of semi-automated welding, an innovative hydraulic table for forming curved hull panels, and a weld positioner, a large device that rotates heavy steel modules 360 degrees to optimize weld position and improve ergonomics. Better ergonomics, faster production.
What are the benefits of a Navy prototype ending up as a Mat-Su ferry?

The Navy will collect data for five years of operations while the Mat-Su Borough operates the vessel in the harsh conditions of Cook Inlet. This gives the Navy real-world data and relieves the federal government of operational and maintenance costs as well as vessel storage and disposal costs that come with typical prototypes. The Navy will install and maintain a $2.5 million Science and Technology data gathering system in the E-Craft for this purpose.

Typically, prototypes end up on the scrap heap. In this case, American taxpayers will receive a double value. This ship will lead a second life as a commercial ferry, transporting thousands of passengers to jobs and recreation. The Navy will receive scientific data on operations and maintenance, something they’ve never gotten before. The innovative business planning of this project has created a regional partnership that shares benefits with national defense strategies, domestic marine transportation needs, and regional economic development initiatives.

Why are the waters of the Knik Arm and Cook Inlet important test waters?

The Knik Arm presents the marine architect with some of the most challenging littoral conditions in North America. The tide is the second most extreme in North America, receding from -6 feet and swelling to 35 feet. Knik Arm temperatures range from below freezing (28F) to 60 F degrees. In winter, brash ice and two-foot thick pan ice is pushed by winds with gusts up to 70 knots. Waves average 3.5 to 4 feet. Tidal currents run up to 8 knots with nominal currents at 4.75 knots, reversing twice daily. Silty sediment is suspended in the water in summer. Ship Co-Inventor Lew Madden describes Cook Inlet, with its extreme tides and broken ice, as a unique lab for the ship. “You could operate this ship as a military ship in one whole war and not stress it as much as in Cook Inlet.”

Was the E-Craft ever rejected by the Navy?

No. The Navy never rejected this project. The landing craft program called the LCU(R) Landing Craft Utility Replacement was not pursued. It is an entirely different program.

What are other important attributes/details of the ship?

The ferry is one half the length of a ship the Navy may be interested in acquiring. The Susitna ferry has seats for 114 passengers and spaces for 20 vehicles. At some time in the future both the numbers of passengers and vehicles may be increased.  Its length is almost 200 feet and the fuel capacity could allow it to travel over 2400 nautical miles at 13 knots.  It can break ice in the forward direction and travel through broken ice in the astern direction. Construction of the E-Craft began in late 2006. The ship will be launched in 2009, and delivered in 2010.

Why is the “ferry to nowhere” a misleading label?
This worn-out catch phrase echoes the “bridge to nowhere” and is not applicable to a ferry serving the three most populated areas of Alaska: Anchorage population 283,938, Mat-Su 83,000, and Kenai 53,000. The ferry will form a vital transportation link between these municipalities as well as other Alaska communities in Upper Cook Inlet. It’s a wonder why these waters weren’t connected by ferry service before.
The ferry terminal at Port MacKenzie hosted its first reception last summer to celebrate new business with Taiwan. Tyonek is requesting ferry service for passenger, freight, and vehicle transport to Anchorage. Fairbanks sportfishermen are interested in cutting short their trip to the Kenai by riding the ferry. Additionally, nine miles up the road from Port MacKenzie is the future site of the state's new $250 million medium-security prison. The Port itself is the site of a proposed $300 million rail extension. The Mat-Su Borough's growth rate has surpassed national averages for years. The Mat-Su is the 28th fastest growing county in the nation.
How will the Mat-Su benefit?
The ferry is going to change the nature of Cook Inlet. By providing transportation across the two miles of water that separates the Matanuska-Susitna Borough from the financial and population center of Anchorage, many opportunities emerge.
The ferry will accelerate economic growth at the deep-water port at Point MacKenzie, a port already engaged in international commerce. The ferry will play a supporting role in the construction of a new $250 million state medium security prison by shuttling construction materials and workers to the site, nine miles up the road. The prison will create 350 jobs. Construction begins summer 2009.
A $300 million rail connection is entering the environmental impact statement phase at Port MacKenzie. The new line would connect with the mainline of the Alaska Railroad for parts north. Once gas pipeline construction gets underway, a study shows it will be most cost effective to ship large construction materials through Port MacKenzie, north up the rail line. The ferry will be enlisted to shuttle some materials across the two miles of Knik Arm. This project has national significance, given our nation’s shortage of natural gas supplies.
Point MacKenzie is a jumping off point for outdoor recreation, both summer and winter. And just a hundred yards off the ferry landing, snowmachine enthusiasts can begin on a single trail that opens up to hundreds of miles of sweeping country. A trail system with warming huts is part of the plan for Nordic skiers and snowmachine enthusiasts. In summer months, trails will be built for mountain bikers and space planned for motorized uses such as model airplane flying. Anchorage residents can enjoy living the urban life, while also escaping on a fifteen minute boat ride to the Mat-Su for the fun. Presently, outdoor recreationalists must drive more than two hours to reach trails and salmon in the Point MacKenzie and Little Susitna areas.
Until now, the on-the-water location of both the Mat-Su and Anchorage wasn’t developed to its potential. Rarely do ships with tourists visit Anchorage, despite it being the financial capital of the state. This smaller ferry could ply the waters with dinner cruise passengers aboard. Over the shoulder of a caterer serving fresh Alaska salmon, a passenger can take in the surrounding Chugach range reflected on saltwater. Cruises could also travel to the Kenai and back.
Kenai, itself, is a draw for sportfishing and personal use fishing. Residents in the Mat-Su must drive hundreds of miles to drop a line or put in a net. Many drive back sleep¬impaired on an already dangerous curving narrow highway. In time, the ferry could transport fishermen and family vehicles and all to the fishing spots. After the groups harvest their fish, they could ride back and relax on a returning ferry.
The ferry is a resource greatly needed in the earthquake terrain of Alaska. In 1964, North America’s biggest recorded quake shook here. When the next overdue, big one, hits, the ferry will be rigged up with emergency response communications equipment. It could be the only viable link if the one highway to Anchorage breaks up. In another dismal scenario, the ferry could act as a quick rescue boat should any large passenger airlines fall into icy Cook Inlet.
What is the Navy's new sea basing strategy and why does E-Craft technology support it?
Seabasing is the establishment of a base offshore in order to be able to project power ashore. The ability of sea basing to be operationally effective is dependent on developing a high speed vessel capable of carrying large payloads at high speeds in high sea states with good stability across the last mile. The last mile is that stretch of maritime geography stretching from a pre-positioned sea base located approximately 100 nautical miles off shore, through the surf, and onto the beach.
A June 2004 Navy League article identified four priorities for successful Sea Basing. One of those priorities was “developing and buying the right “connectors” — aircraft and vessels — to move fighting units and their equipment and supplies from the sea base to shore.” This last mile covers the most energetic, chaotic, and inhospitable region in the world: where the sea meets the shore. Existing equipment for operating in this energetic and chaotic environment is inadequate to support today's War on Terror. This is the key to the Navy's interest in the E-Craft. It is the first-of-a-kind littoral connector vessel. Consisting of an innovative multi-functional ship with an advanced concept hull that raises and lowers, the E-Craft is capable of high speed, high sea states, and shallow water operations, as well as long distances. No other Navy asset has this capability.
As a sea basing connector to the shore, E-Craft must have high speed, high payload capacity, be able to operate in almost all sea states. These are operating characteristics that would normally require a deep draft vessel. A typical sea-based connector must also transit to shallow water and beach itself requiring a flat bottom, shallow draft hull. These are contradictory requirements and present the design challenge and justification for this science and technology project. The solution to the contradicting design requirements is to design a vessel that can transform itself into multiple modes of operation:
  • High Speed: Catamaran
  • High Sea State: Small Waterplane Area Twin Hull (SWATH)
  • High Capacity: Monohull, SWATH
It will offer operational flexibility and logistic delivery efficiencies far beyond the Navy’s current capability.
Lastly, in times of military conflict the lives of soldiers and marines are put in peril. The E-Craft’s unique ability to serve unimproved beachheads will allow wounded military personnel to be removed from harm’s way and be provided critical medical treatment very quickly; some estimates suggest one hour sooner than is possible today. Thus E¬Craft will greatly enhance the survivability of our critically wounded soldiers and marines.