The modernization effort, which began in 2012, aims to replace the entire marine terminal facility.The first milestone was reached in 2022 with the completion of a new petroleum and cement offloading dock. The next phase involves demolishing and reconstructing cargo docks, ensuring their resistance to seismic events while still meeting contemporary industry standards. “It’s going to be a program that will cost about 2 billion dollars, maybe a little bit more before it’s done. But it’s a total replacement of the entire marine terminal facility structure that we have here, and it’s a really big deal for Alaska. It’s probably the largest infrastructure program the State of Alaska has ever seen!” Ribuffo exclaims. Unlike expansion projects driven by potential or immediate commercial growth, this initiative is a practical necessity. As the backbone of the state’s supply chain, the port maintains continuity in delivering essential goods. So, due to Alaska’s steady population and relatively small manufacturing base for export, the port’s maintenance represents protection from seismic events, both physical and economic. EFFICIENT OPERATIONAL MODELS AND RELATIONSHIPS Despite its responsibilities, the port operates with a lean staff of just 23 personnel. Of these, 13 focus on maintenance, while the remaining team oversees operations, finance, engineering, business development, and security. Functionally, the operation can best be described as a landlord-port model in which private-sector operators manage commercial activities. In contrast to many ports with independent boards, the Don Young Port of Alaska integrates into the broader municipal framework.“If we need HR, legal, or similar support, we reach out to the municipality of Anchorage’s general government staff to provide those services for us, “Ribuffo states. This structure presents both advantages and 149 BUSINESS VIEW MAGAZINE VOLUME 12, ISSUE 03 DON YOUNG PORT OF ALASKA
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