Marine Traffic

Friday, November 20, 2009

Notice of Proposed Rulemaking: Coast Guard and STWC Convention

Wednesday, November 18th, 2009

Implementation of the 1995 Amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978.

In the Federal Register published today, the Coast Guard proposes to amend its regulations to fully incorporate the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended (STCW Convention), as well as the Seafarer’s Training, Certification and Watchkeeping Code (STCW Code) in the requirements for the credentialing of United States merchant mariners as found in 46 CFR Parts 10, 11, 12, and 15. The proposed regulations can be accessed via the Internet by clicking HERE. The changes proposed incorporate lessons learned from implementation of the STCW Convention and STCW Code through the interim rule and attempt to clarify those regulations that have generated confusion in the past.

Comments and related material must either be submitted to the Coast Guard’s online docket via http://www.regulations.gov on or before February 16, 2010 or reach the Docket Management Facility by that date. Comments sent to the Office of Management and Budget (OMB) on collection of information must reach OMB on or before February 16, 2010.

If you have questions on this notice of proposed rulemaking (NPRM), call or email Mark Gould, Maritime Personnel Qualifications Division, U. S. Coast Guard, telephone 202–372–1409, e-mail Mark.C.Gould@uscg.mil. If you have questions on viewing or submitting material to the docket, call Renee V. Wright, Program Manager, Docket Operations, telephone 202–366–9826


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Tuesday, November 10, 2009

Foreign Flagged Ferry for Pacific NW Route - Marinelink.com

The Washington State Department of Transportation Ferries Division, operating as Washington State Ferries (WSF) issued this Request for Information (RFI) to determine the availability of a foreign flagged ferry for an international ferry route, as follows:

WSF is the world’s largest ferry system based on the number of vehicles carried each year and the third largest in the world based on the 23,000,000 passengers served each year. WSF operates mostly domestic ferry routes in Puget Sound, Washington USA, but also operates a ferry route from Anacortes, Washington to Sidney, B.C. Canada (the “International Route”).

WSF is seeking information on the purchase/sale availability of a foreign flagged ferry that WSF would operate on the International Route, contingent upon no intermediate stops in the San Juan Islands or elsewhere in the U.S. Direct sailing time would be approximately two hours one way. The ferry should have the following characteristics, and any exceptions should be so noted:
• Able to complete two Anacortes, WA – Sidney, B.C. round trips per day
• 1,200 passengers
• 90-160 vehicles
• Minimum 14 knots, 18 knots desirable
• Either double-ended or have enough power to maneuver into dock
• Single-ended vessel would need to have vehicle deck drive-around capabilities (always stern load)
• Built to current SOLAS standards
• Meets USCG 100% life raft capability
• Overhead passenger loading fit up
• American With Disabilities Act (ADA) compliant
• Passenger elevator from vehicle deck on each end
• Freeboard of 6-8 feet for transfer span fit up
• Draft 17-20 feet for winter weather stability for a standard displacement hull
• Able to fit into existing docks (approximately 24-foot opening between wing walls that extend aft approximately 30-feet at angles of 34◦ to 40◦ from transfer span centerline
• Current USCG approved SOLAS Pilothouse Electronic suite
• Diesel powered using #2 marine diesel fuel
• Supportable non-obsolete equipment with reliable parts availability
• Sufficient fuel capacity to enable refueling no more frequently than every 3-4 days
• Adequate water capacity, using no evaporator(s), support the 1200 passenger capacity
• Adequate sewage holding capability – no Marine Sanitation Devices (MSDs)
• Sized for American vehicles. WSF standards 18.5’ long/8.5’ wide/8.5’ tall. 3’ walkway in between. At least partial 14-foot overhead clearance for tall vehicles
• Vehicle Deck: strong enough to support 80,000 lb vehicle weights

Interested parties should send a description of proposed vessels to the address listed below. The responses are non-binding. This RFI will also be posted on the following WSF web site: www.wsdot.wa.gov/ferries/contracts


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Sunday, November 1, 2009

Washington State Ferry workers support Public Sydney Ferries - Maritime union of Australia








Workers on Washington State ferries have expressed solidarity with the workers at Sydney Ferries in the battle to maintain Sydney Ferries in public hands. Ferry workers on Seattle's ferry wharves have put on Save our Sydney Ferries t-shirts on the job and their Union, the Inlandboatman's Union (IBU) which is the marine Division of the International Longshore and Warehouse Union (ILWU), has declared that the fight of Sydney Ferry workers is their fight too.

n the last week Seattle's ferry workers and ferry workers in British Colombia Canada have come out and declared solidarity with the campaign to maintain Sydney's ferries in public ownership. The negative effects of privatisation of ferries in British Columbia are still being felt since they were privatised in 2003. President of the British Colombia Ferry and Marine Workers Union, Richard Goode has written to Assistant National Secretary Warren Smith highlighting the negatives of ferry privatisation in the Canadian experience.

IBU president Alan Cote recognises that Washington's public ferry system is only one step away from privatisation also and that privatisation in Sydney may well have eventual impacts upon US ferry workers.

The campaign to maintain Sydney Ferries in public ownership continues and there has been broad public support for maintaining ferries in public ownership. "The private mentality is for profit and not public service", said MUA Assistant National Secretary Warren Smith. "Privatisation will mean higher fares, the public will pay. It will mean less services as unprofitable routes will be slashed. If they are not slashed private operators will have their hand out for public funds. The public will pay in the end. With a public operation at least there is some public accountability."

Wednesday, October 21, 2009

State ferry system challenged by aging fleet, funding source

PAULA HAMMOND AND DAVID H. MOSELEY


In response to the recent coverage of Washington State Ferries in The News Tribune, we want to share our challenges to maintain the state’s marine highway system and the efforts we are making to meet those challenges moving for-ward.

A major challenge is replacing our aging fleet. The average age of the operating fleet is 35 years old. Our oldest vessel is the Rhododendron, which was built in 1947. It serves the Point Defiance-Tahlequah route.

With the retirement of the 1927-built Steel Electric ferries in late 2007, we learned our lesson that these vessels do not last forever and that we must retire and replace our vessels when their useful life is over.

We are beginning to meet this challenge with construction of our first new ferry in more than a decade. Todd Pacific Shipyards is presently constructing the first new 64-car ferry and will build two additional 64-car ferries for the system. The first ferry is scheduled to go into service on the Port Townsend-Keystone route in the late summer of 2010, with the second and third ferries coming online in 2011 and 2012.

We’ve achieved significant cost efficiencies with the second and third ferries, thanks, in part, to a streamlined construction management process.

Another challenge facing the ferry system is responding to the U.S. Coast Guard crew endurance requirements to combat crew fatigue.

During the last year, we worked collaboratively with our employees to meet these new requirements, which necessitated a rework of crewing and sailing schedules. We were able to achieve this milestone within the existing budget and in large part without a loss of service to our customers.

In some places, we even managed to improve service. For example, the Point Defiance-Tahlequah route benefited from the addition of two round-trip sailings, and the Bremerton-Seattle route benefited from the addition of one round-trip sailing.

The most formidable challenge facing the ferry system is a lack of a sustainable funding source. The long-range plan identifies a $3 billion gap over the next 20 years. During this time, we have to replace nine vessels just to keep service where it is today.

We’ve tightened our belt at the ferry system by reducing staff and expenditures where possible, and we continue to seek efficiencies throughout the system.

This is where we need to come together. We have great appreciation for every one of our customers and everyone who has welcomed us during the last year at more than 50 community meetings. Their suggestions, concerns and comments have helped shape many of the decisions made recently at the ferry system, including the long-range plan.

We now need to work with our ferry-served communities, the governor and legislators to secure a financially sustainable future for the ferry system on which nearly 23 million people depend each year.

Paula Hammond is secretary of the state Department of Transportation. David H. Moseley is assistant secretary of transportation, Ferries Division


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A ferry named Chetzemoka will sail Port Townsend waters again

OLYMPIA -- The campaign to name the Port Townsend-Keystone ferry now under construction after Chetzemoka, the Klallam chief who befriended 19th century settlers, was won today when the state Transportation Commission agreed to the idea.

The 64-car ferry is currently being built at Todd Pacific Shipyards in Seattle.

The Chetzemoka will be the first new Washington State Ferry to go into service in a decade.

But it won't be the first ferry to carry the name of the Klallam chief. The first Chetzemoka sailed under private ownership between Port Townsend and Edmonds from 1938 to 1947.

A campaign led by the Jefferson County Historical Society to name the new ferry Chetzemoka was mounted over the summer.


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Monday, October 19, 2009

Diverse group voices opposition to I-1033 - The Columbian

Local workers at Chamber gathering decry revenue cap
Thursday, October 15 | 10:48 p.m.


BY ANDREA DAMEWOOD
COLUMBIAN STAFF WRITER

They came from diverse backgrounds: a businessmen, a firefighter, several health care workers and an education advocate.

But they all had the same thing to say: Vote no on Initiative 1033.

The group gathered at the Greater Vancouver Chamber of Commerce on Thursday to warn voters that I-1033 — aimed at slowing the growth of state and local governments — will have disastrous effects in ways they may not have considered.

"The passage of 1033 would result in at least one closure of a fire station," said Mark Johnston, president of the Vancouver Firefighters Union. "People are going to die needlessly, their houses are going to burn down."

I-1033 would cap revenue for state, county and city general funds at the rate of inflation plus population growth. Revenue above the cap would be used to reduce property taxes. Voters could separately approve additional revenue sources that go over the growth cap.

Vancouver city officials said last week that should I-1033 pass, the total shortfall to the city's budget could reach up to $58.2 million by 2015.

The measure, opponents say, intentionally misleads voters.

"Would I like to have my property taxes lowered? Yes, of course I would," said Carrie VanZant, clinic manager at Community Health Centers. "But not at this price."

A spokesman for Southwest Washington Medical Center and an in-home caregiver also spoke out against I-1033.

They said the initiative will reduce state payments to medical providers, cutting services to those who need them the most — the elderly, poor and disabled.

"The entire health safety net would be jeopardized," Southwest Washington Medical Center spokesman Chad Dillard said.

Washington State PTA legislative director Jeanette Muck said she's terrified that her children's class sizes will continue to skyrocket if the measure passes.

But I-1033 sponsor Tim Eyman said governments have already adjusted to a 1 percent cap on property tax growth passed in 2001's Initiative 747, and they will learn to live within their means again.

"Pre-election scare tactics never match up with post-election reality," Eyman said.

However, I-1033 will place limits on all revenue, not just property taxes.

Under such tough restraints, cities will not be ready to accommodate business when the economy turns around, Greater Vancouver Chamber of Commerce president Kim Capeloto said.

He added that several chambers of commerce have come out against I-1033, including those in Seattle, Camas-Washougal, Tacoma-Pierce County, Bremerton, Everett and Renton.

However, the Washington chapter of the National Federation of Independent Business announced Thursday that it supports I-1033.

A poll last week of 548 likely voters conducted for Seattle's King 5 News found that 45 percent of those polled intended to support the measure, 32 percent said they would vote against it, and 22 percent remained undecided.

But the opposition said they are bolstered by a last-minute influx of $1.5 million into the "no" campaign, bringing their coffers to $2.5 million.

They also said it's not too late to spread their message to Clark County voters, whose ballots will arrive in mailboxes soon.

"It's just a bad idea," Capeloto said.


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Can a snake be a service animal? Yes, but rules are getting a new review - SeattleTimes



By Nancy Bartley
Seattle Times



When Daniel Greene has a seizure coming on, he says a hug can help stop it.

As he walks through the small Agate Store near Shelton, a nearly 5-foot boa constrictor coiled around his neck, even a customer walking within a foot of him doesn’t notice the snake. It’s a different matter, however, at Burger King.

Greene, 46, approaches the counter, but the manager orders him and his snake off the property before he can place his order. Redrock the boa, Greene says angrily, is a service snake who alerts him to pending seizures by giving him a hug. The snake had been seeking the dark confines of Green’s coat sleeve. At that moment, Redrock pulls his head out and stiffens.

“He’s alerting me,” Greene says. “I need to sit down.” But instead, he walks across the parking lot toward a pet store, speaking comforting words to the snake and kissing its head.

As a service snake, Redrock is protected under the Americans with Disabilities Act (ADA). But the Department of Justice (DOJ) again is trying to define service animals, and Redrock may lose his status, which at least in theory allows him to accompany Greene into stores, restaurants, theaters and other public places.

The DOJ was overwhelmed with thousands of comments about service animals last year when it announced plans to modify the definition to exclude wild animals, including reptiles, rabbits, farm animals, amphibians, ferrets and rodents. The guidelines also would have eliminated as service animals those whose sole function is to provide emotional support, comfort, therapy, companionship, therapeutic benefits, or to promote emotional well-being.

The outcry was intense -- with some 4,500 messages, more response than has been received for any other DOJ topic in recent memory, spokesman Alejandro Miyar said. After President Obama took office, he asked that all proposed rule-making stop until new DOJ appointees could review the proposals. The new assistant attorney general for civil rights came on board Oct. 7.

“We are now in the process of reviewing the proposed ADA regulations and the public comments that the department received,” Miyar said. “We anticipate that we will issue final ADA rules this year.”

“Just doing his job”

Greene plans to be among those fighting for his right to public access for his service snake. Five months ago, he said, he had grand-mal seizures more frequently than he does now. He said Redrock’s slight hugs at the first sign of a pending seizure allow him to remove himself from a stressful setting, take medication or do whatever he needs to either avoid a seizure, or find a place where he is less likely to be hurt if he has one.

Greene said he can’t explain how the snake knows he has a seizure coming on, but he theorized it might be a slight drop in temperature. Reptile experts are reluctant to give an opinion, but even dogs’ ability to predict seizures has been met with considerable skepticism.

Greene got Redrock as a pet two years ago and said he was carrying it around his neck when he noticed that the snake would sniffen when Greene was experiencing seizure symptoms. He said he trained the snake by taking it into public settings.

Greene said the seizures return unchecked when Redrock is not draped around his neck -- such as at night when the snake is in its cage. He admitted others in public are uncomfortable when they see the snake, and that even his doctor won’t allow it in her office.

Greene said he doesn’t mind leaving a store if asked politely, but that he takes umbrage when anyone suggests Redrock is anything but a service animal deserving accommodation under the law.

“The animal is just doing his job. He’s not hurting anyone,” he said. “He’s not strangling me.”

He said, however, that it’s important “to be stronger than the snake” in case he needs to pull Redrock off.

Controversy over access

The public long has become accustomed to guide dogs for the blind, first used in 1929. But when the use of dogs for other types of help for the disabled -- such as alerting deaf people to sounds, pulling wheelchairs and helping with mobility issues -- became common after enactment of the 1990 Americans with Disabilities Act, controversy over access came with it.

The controversy intensified as other species entered the service-animal ring, and as “emotional-support animals,” those designated to help someone suffering from some form of mental illness, have become common.

Courts and human-rights commissions from East Coast to West Coast have dealt with access complaints pertaining to a service iguana, ferrets, a duck, goats and miniature horses, to name a few. The species are so varied that the Department of Transportation (DOT) mentioned some by name: spiders, for example, in regulations banning them from flying in aircraft cabins.

That the DOT mentioned spiders by name “means somewhere along the line, somebody brought ... a service spider on the aircraft,” wrote Candy Harrington, editor of Emerging Horizons, a magazine for disabled travelers, in her blog. “I have to say in all honesty, that if the person seated next to me whipped out a service spider, I would be teaching that arachnid to play dead ... faster than the airlines can raise their excess-baggage charges.”

However, “I know a lot of people with service animals, and they really do provide a service. In most cases they allow folks to be more independent. But when you throw in the unusual or exotic service animals, that tends to discredit folks with standard service animals. They have a hard enough time gaining access to public accommodations, and it’s even harder when business owners read about the unusual service animals,” Harrington said. Ginger Luke owns the Rickshaw Restaurant in North Seattle and founded Ginger’s Pet Rescue, which places abandoned dogs, including some who become service animals. She’s skeptical about nontraditional service animals.

One day she found a customer dining with a cat.

“The cat was just sitting there on the table like a centerpiece, watching the woman eat chow mein,” Luke said. While stunned, she noted the cat was well-behaved. She told the woman that cats weren’t allowed in the restaurant, and was told the cat was a service animal. Fearing she might be accused of discrimination, Luke let the cat stay, but wondered what it would do when the noise from karaoke started.

No training required

Business owners can’t deny access, ask the nature of the person’s disability or demand extra money to accommodate the animal, the DOJ says.

The Delta Society, a Bellevue-based information agency on service animals, says businesses legally can ask several questions before allowing admission to someone with a service animal: What does this animal do to help you with your disability? And how was this animal trained?

The existing law has no standards of service-animal training, requires no animal identification or certification and doesn’t define what a service animal can be. But if businesses and public agencies fail to accommodate a disabled person’s service animal, they sometimes are sued.

Having some form of identification -- available for purchase through a number of Web sites or by creating some yourself, which Greene did regarding his snake -- often makes access easier, experts say.

“We have a number of individuals who have service animals” on board the passenger decks of ferries, said Marta Coursey, spokesman for the Washington State Ferries. The service animals vary from dogs to ferrets, birds and a hedgehog. With the exception of the staff’s need to occasionally soothe another travelers’ fears, those passengers with unusual service animals generally do fine, she said.

JoAnn Turnbull of the Delta Society says nontraditional service animals do have their place. One deaf woman had a service goat to alert her to sounds when she was outdoors and to help brace her if she was on the ground and needed to get up. But the woman had no desire to take the goat to dinner, Turnbull said.

“A service animal should be almost invisible,” Turnbull said. “If you are eating at a restaurant, you shouldn’t know a service animal is there.”

As for Greene, he said he needs Redrock wherever he goes. As he walked across a Shelton parking lot, still fuming over his ejection from Burger King, he stopped to talk with a group of teens, asking them to avoid the restaurant because it discriminated against him and his snake.

“May I ask what kind of service the snake does for you?” one teen asked, keeping his distance as Redrock coiled and uncoiled around Greene’s neck.

As he does again and again for dozens of skeptics, Greene began to explain.


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Saturday, October 17, 2009

Todd Shipyards Corporation Announces Ferry New Construction Award by Washington State Department of Transportation

SEATTLE--(Business Wire)--
Todd Shipyards Corporation (NYSE:TOD) announced that its wholly owned
subsidiary, Todd Pacific Shipyards Corporation ("Todd" or the "Company"), was
awarded a $114.1 million contract from Washington State Department of
Transportation, Ferries Division ("WSF") for the construction of two 64-Auto
Ferries with an option for a third.

Todd is currently constructing the lead vessel in the new class to be used on
the Puget Sound ferry route between Port Townsend and Keystone. The current
award is for the construction of vessels two and three in the class. As part of
this award, WSF has an option for the construction of a fourth vessel in the
class for $50.8 million, which must be exercised no later than May 31, 2011.

The contract will commence once the Company has received a Notice to Proceed
from WSF. The contract contemplates delivery of the second vessel in the class
18 months after Notice to Proceed, and the third vessel nine months after that
delivery. The competition to build the 64-Auto Ferry was open to all shipyards
located in the state of Washington.

"The selection of Todd to build the ferries, especially when combined with our
on-going work for the United States Navy, United States Coast Guard and
commercial customers, looks like a win on several fronts. Todd will be a very
stable employer for at least the next couple of years, and in the process help
train a new generation of trades people through our apprenticeship programs. We
get the opportunity to build quality vessels for our state and earn a fair
return in the process," Steve Welch, Todd CEO, said.

Todd performs repair and maintenance work on commercial and federal government
vessels and provides new construction and industrial fabrication services for a
wide variety of customers. Its customers include the U.S. Navy, the U.S. Coast
Guard, NOAA, the Washington State Ferry system, the Alaska Marine Highway
System, and various other commercial and governmental customers. Todd Shipyards
Corporation has operated a shipyard in Seattle since 1916.

Forward-Looking Statements

Statements contained in this Report, which are not historical facts or
information, are "forward-looking statements." Words such as "believe,"
"expect," "intend," "will," "should," and other expressions that indicate future
events and trends identify such forward-looking statements. These
forward-looking statements involve risks and uncertainties, which could cause
the outcome to be materially different than stated. The Company cautions that
any forward-looking statement reflects only the belief of the Company or its
management at the time the statement was made. Although the Company believes
such forward-looking statements are based upon reasonable assumptions, such
assumptions may ultimately prove to be inaccurate or incomplete. The Company
undertakes no obligation to update any forward-looking statement to reflect
events or circumstances after the date on which the statement was made.
Furthermore, market trends are subject to changes, which could adversely affect
future results. See additional discussion in our Annual Report on Form 10-K for
the fiscal year ended March 29, 2009, and other factors detailed from time to
time on our other filings with the Securities and Exchange Commission.

Todd Shipyards Corporation
Hilary Pickerel
Shareholder Relations
206-623-1635 Ext. 106



Copyright Business Wire 2009


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Tuesday, October 13, 2009

Ferry on a costly fast track - Tacoma News Tribune

Transportation: Changes made to original design, shorter schedule have more than doubled cost of vessel

Washington taxpayers are paying way too much money to design and build the vessels that will join the state ferry fleet, partly because state officials are in a hurry to get them built and partly because of a long-standing and costly practice of tinkering with boat designs.

Those are the views of state Rep. Larry Seaquist, D-Gig Harbor, a retired U.S. Navy captain and member of the House Transportation Committee, the legislative group that writes the transportation budget and oversees the ferry system.

“They have this culture of designing things in-house,” Seaquist said of Washington State Ferries. By custom-designing its own ferries instead of buying vessels “off the shelf,” the agency drives up the costs, he said.

David Moseley, assistant transportation secretary for ferries, acknowledged that the cost of a 64-car vessel now under construction will be pretty high because the state wants to get that first vessel into service by mid-2010. Construction is on a fast track, 18 months instead of 24.

But he disputes the notion that the ferry system has gone overboard on its designs. Moseley said the design of the 64-car ferry is based mostly on an existing vessel, the Island Home, which is now used on the East Coast.

That 76-vehicle, 1,200-passenger ferry cost $32 million to build and was launched in 2007 by the Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority.

The first ferry of the Washington fleet expansion will cost more than double that: $65.3 million.

It will cost an additional $20 million to outfit the $65 million ferry, for a total cost of $85 million, Seaquist said.

Moseley points out that the design had to be modified, tailored to Puget Sound waters and state ferry terminals. The state is ordering two or three more vessels of the same design. Multiple vessels would give the state some economies of scale, lowering the average cost for each boat by spreading costs over several vessels, Moseley said.

“I’m hopeful that the bids we get on the next round will be much better than that,” he said.

Pierce County has more than a passing interest in the construction and deployment of the 64-car ferries.

For one, the county has lent its own ferry, the Steilacoom II, to the state to fill in on some ferry routes while the new ferries are being built.

Secondly, one of the new 64-car ferries eventually will be assigned to the state’s Point Defiance-Tahlequah run between Tacoma and Vashon Island. It will replace the 48-car Rhododendron, which was built in 1947 and is the oldest vessel in the fleet.

The state ferry system has been in a bind since November 2007. That’s when state Transportation Secretary Paula Hammond ordered all four of the 80-year-old Steel Electric-class ferries pulled out of service because engineers said they were unsafe. Those ferries have since been sold and now are in use in Mexico, Moseley said.

Seaquist said it was a mistake to take all four of those boats out of service at once. The state should have tried to salvage at least one of them so there wouldn’t be so much urgency to fast-track construction of their replacements, he said.

“When they got rid of the Steel ferries, they were stuck needing to replace those boats immediately,” he said. “And they seized on the design of the Island Home ferries from Martha’s Vineyard.”

He and Moseley agreed that fast-track construction is making the boat much more expensive.

“We’re about to buy one of the most expensive ferries in history, and then we’re going to go out and buy two more of them,” Seaquist said. “We’re throwing away taxpayer money here.”

That first 64-car vessel is being built by Todd Pacific Shipyard in Seattle and at three other locations, including Jesse Engineering in the Tacoma Tideflats. The Tacoma company is building the fore and aft modules and will be sending them north by barge to Seattle later this month for assembly.

Todd brought the other shipyards on board because of the fast-track schedule to replace the Steel Electric ferries.

“It was a tight schedule,” Jesse Engineering president Jeff Gellert said. “They had to spread the work around.”

Seaquist said he also is concerned about the design of another vessel, a 144-car ferry that will be used on cross-Puget Sound runs such as the Bremerton-Seattle route.

“They’ve gone through $52 million just to design the ferry, and now we’re paying Todd Shipyards to do more detailed designs,” said Seaquist, whose 26th Legislative District includes Bremerton and Southworth, communities for which the ferry system is a vital element of life.

He said private ferry builders pad their construction bids to cover the risks they are taking by agreeing to build off someone else’s plans, Seaquist said.

“We’ve heard a lot of the criticism in how we manage the design of boats,” said Moseley, who took over the helm of the ferry system only 18 months ago.

Moseley and an executive for Todd Pacific gave a status report on the 64-car ferry construction to lawmakers earlier this month. That included all the design changes that had to be made to the Island Home designs to adapt the vessel to Puget Sound.

Among the changes:

• The shape of the hull was changed to fit Washington ferry terminals.

The Island Home carries 76 cars and 650 passengers. The new ferry will carry 64 cars and 750 passengers.

• The length of the ship was increased by 19 feet.

Bicycle holding areas were added and the air conditioning system was eliminated.

• The sizes of the fuel, fresh water and sewage tanks were increased to minimize delays for loading and unloading.

Seaquist said Washington State Ferries made so many changes to the design that the vessel no longer can be considered “off the shelf.” It’s a brand new class of vessel and carries with it additional costs, he said.

Those costs will worsen an already bad budget situation for the ferries, he said.

The Legislature has budgeted $115 million to design and build 64-car ferries during the 2009-2011 budget cycle. Lawmakers assume there will be at least three such boats. They also earmarked $2.5 million for finish design work on the 144-car ferry.

An additional $69.4 million is budgeted for 2011-13 to finish the three smaller boats. There also is $78 million in the budget, either to build a fourth 64-car vessel or to apply toward the 144-car ferry.

The long-range plan assumes that an additional $249 million would be spent on ferry construction in 2013-15, but lawmakers don’t know where most of that money would come from.

They will have only about $30 million on hand.

Moseley told members of the Senate Transportation Committee earlier this month that he doesn’t expect a decision to be made on whether to build a fourth 64-car ferry or the first 144-car ferry until the 2011 legislative session.

“We need both,” he said. “But my crystal ball is still fuzzy.”

Joseph Turner: 360-786-1826

joe.turner@thenewstribune.com

blog.thenewstribune.com/politics

Ferry facts

Four companies are working on different sections of the 64-car ferry for Washington State Ferries in order to finish the vessel in 18 months. State officials plan to put the boat into service in mid-2010.

Capacity Length

274 feet

Beam Draft Speed Cost (for first one) First ferry takesSecond also startsThird ferry takes

Port Townsend-on Port Townsend- Point Defiance-

Keystone routeKeystone routeTahlequah run


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Friday, October 9, 2009

Open Bids, More New Ferries for WSDOT - Marinelink.com

The Washington State Department of Transportation’s Ferries Division (WSF) took the next step in the process to build new ferries, opening bids this morning, October 8, on a contract to construct up to three new 64-car vessels. Todd Pacific Shipyards submitted the only bid.
Bids were solicited for construction and delivery of two 64-car ferries with an optional third vessel. Todd’s proposed bid price for the first two vessels in the contract was $114m. The WSF engineer’s estimate is $109.9m.
The timeline for vessel construction is approximately 20 months each for the first two vessels. The decision to exercise the option to add the construction of a third vessel will be made no later than May 31, 2011.
“This is another example of the significant progress we have made toward rebuilding our aging fleet to meet the growing needs of our ferry system,” said Paula Hammond, Washington Transportation Secretary. “While we still need to identify funding to sustain the system for the long term, I am looking forward to seeing these ferries operating on the Puget Sound in just a few short years.”
The formal bid opening was held at 11 a.m. at Ferries Division headquarters in Seattle. WSF intends to award the contract within ten days, after evaluating to ensure it meets contract requirements.


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Thursday, October 8, 2009

Canada Improves Security on Domestic Ferries - Marinelink.com

Canada's Transport Minister John Baird announced proposed regulations to improve security for domestic ferry services. Under the proposed regulations, operators would be required to have security plans in place to help detect security threats and take preventive measures against security incidents affecting domestic ferries and facilities.

These measures are designed to safeguard ferry operators and their employees, adjacent communities, ferry workers and the Canadian public. The new security requirements would affect eight domestic ferry operators, 20 ferry routes and 32 ferry facilities, most of which are already voluntarily complying with the proposed regulations.

"Domestic ferries are an essential link in the transportation system and these proposed regulations would reinforce Canada's ongoing commitment to the safety and security of Canadians," said Baird. "These measures are an important component of our government's overall strategy to promote a safe, secure, and efficient transportation system that contributes to Canada's economic development."

Currently, Canada regulates internationally bound passenger ferries, as stipulated in the Marine Transportation Security Regulations. Since Canadian domestic ferries move more than 40 million passengers and 17 million vehicles annually, and employ close to 7,000 people, it is important to establish a regulatory security regime for this industry. In addition, the proposed regulations would also enhance Canada's security preparations for the Vancouver 2010 Olympic and Paralympic Games, as several of the ferry routes are close to game venues.

The proposed regulations were pre-published in the Canada Gazette, Part I on September 19, 2009. A 30–day comment period began on that date, during which time interested parties may provide their views to Transport Canada. After proper consideration is given to the comments received, Transport Canada will proceed to obtain final approval and publication in the Canada Gazette, Part II, at which time the regulations will come into force.


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Captain Throws It All In To Buy His “Retirement” Dream

Captain Throws It All In To Buy His “Retirement” Dream

Monday, October 5, 2009

Ferries System Owes Millions in Back Pay to Engine Room Employees - Kitsap Sun

By Ed Friedrich
Friday, October 2, 2009


Washington State Ferries must pay its engine room workers about $2 million for two years of watch turnovers.

A watch turnover is when a departing crew discusses engine room issues with an incoming crew. It takes only a few minutes, but the collective bargaining agreement stipulates that overtime of less than 15 minutes must be paid as 15 minutes of double time. The crews had never been paid for turnovers before.

The Marine Employees’ Commission (MEC), which resolves disputes between ferry workers and management, ruled on July 24 that the ferry system must compensate engine room employees for unpaid watch turnovers dating back to April 9, 2007. The sides have 90 days from July 24 to calculate the amount owed each employee and resolve the issue. If they can’t, WSF must pay $1.9 million plus interest to the union for the period of April 9, 2007 to March 31, 2009, for any watch turnovers since then, and attorneys’ fees.

“It’s a pretty complicated thing to calculate because we didn’t keep records exactly of the watch turnover time because we weren’t paying it,” said Jean Baker, WSF’s deputy chief of finance and administration. “ This is not compensable anywhere else in the marine industry, so we’re trying to set the standard here on how to do this.”

About 400 employees will receive back pay, she said.

Ben Davis, staff chief engineer on the MV Tacoma, and several other Marine Engineers’ Beneficial Association members initially filed a class-action lawsuit in Pierce County Superior Court in August 2004. They prevailed, and WSF was ordered to pay wages for watch turnovers plus interest, attorneys’ fees and double damages.

The state appealed, arguing that the grievance should have been handled by the MEC. The state Court of Appeals agreed and threw out the case. In doing so, however, it ruled that “watch changes are a regular, essential and required work activity for which the state must compensate under the CBA. And whether watch changes are work or whether watch changes must be compensated is not an issue for future grievance or arbitration.”

The grievance moved to the MEC, which had little choice but to go along with the appeals court. The commissioners weren’t happy about being put in that position, although they might have arrived at the same conclusion. They wrote that the appeals court “overstepped its bounds and directed us, in advance of arbitration, as to what our findings should be. We strongly believe it was inappropriate of the court to have given advance instructions to the Commission on the interpretation of the collective bargaining agreement.”

When contacted, Linda Hoverter, MEC special assistant, avoided the appeals court issue except to say, “It is unusual, but they do that sometimes.”

Karol Kingery, MEBA branch agent, said the union followed the appeals court’s direction and found the result “reasonable.”

“We took their edict that it had to be bargained and did exactly what we were supposed to do,” he said. Washington State Ferries argued that watch turnovers are part of routine duties for which engine room employees are paid well. The top 10 staff chief engineers earned from $141,000 to $169,000, including mileage, last year. Davis, who filed the lawsuit, pulled down $108,000. At the other end, the 10 lowest-paid oilers made $56,000 to $59,000.

Labor costs make up the majority of the ferry system’s operating budget. Over the next two years, it will spend $264 million, or 67 percent of the budget, on personnel, according to WSF spokeswoman Joy Goldenberg.

Ferries director David Moseley said he knows of no other operation that pays extra for watch turnovers.

“Past practice, not just within Washington State Ferries but within the maritime industry, has been that engine room crews do a quick watch turnover for a few minutes at the end of each watch and the beginning of each watch,” he said. “That’s what the standard has been in the maritime industry for a very long time.”

BC Ferries spokeswoman Deborah Marshall said WSF’s neighbor to the north pays one officer-in-charge 10 minutes of regular pay for what it calls “handovers.”

Turnovers at Woods Hole Steamship Authority, which runs ferry service in Massachusetts, are completed during the regular shifts, said General Manager Wayne Lamson.

Officials at the Staten Island Ferry in New York City didn’t respond about how it handles changeovers.

The union was awarded attorneys’ fees for the MEC process but not for the lawsuit. Its request for double damages also was denied.

The MEC arrived at the $1.9 million figure from calculations made by the union based on 15 minutes of overtime per shift per employee. The union submitted figures for three time periods — $1.9 million to April 9, 2007, 60 days before the grievance was filed; $4.2 million back to Aug. 11, 2004, when the lawsuit was filed; and $6.7 million, going back three years before the lawsuit. WSF didn’t offer any alternatives.

“We did not put a proposal on the table on what the back pay would be because our position was the back pay was not warranted,” Moseley said. “The MEC found differently than that.”


Read more: http://www.kitsapsun.com/news/2009/oct/02/ferries-system-owes-millions-in-back-pay-to-room/#ixzz0T5No5aTZ


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Wednesday, September 30, 2009

Two Shipyards Compete for Kingston Ferry Contract - Kitsap Sun

By Ed Friedrich
Tuesday, September 29, 2009


KINGSTON — Two Puget Sound shipyards are vying to build a passenger-only ferry for the Port of Kingston.

Representatives from All American Marine of Bellingham and Kvichak Marine Industries of Seattle attended a mandatory pre-proposal conference Tuesday morning at the port’s office.

The port requested bids on Sept. 4 for an aluminum catamaran capable of carrying 150 people between Kingston and downtown Seattle. The trip, at 25 knots, would take about 35 minutes. Bids are due on Oct. 16. Port commissioners expect to issue a notice to proceed on about Dec. 2 and have the boat on the water within a year.

Art Parker from Kvichak, and All American’s Joe Hudspeth, Gene Quanz and Del McAlpine clarified proposal expectations with Marty Robbins, who is managing the ferry project for the port. During the two-hour meeting, they discussed such things as crewing, bonding, acceptance trials, progress payments, freeboard at the docks and fueling.

“As pre-proposal conferences go, this is the best one I’ve ever done,” Robbins said. “No one ever wants to talk. Everyone wants to keep their cards close to their vests.”

The port owns a loading dock in Kingston, has an agreement with the state to use a terminal in Seattle, received a $3 million grant from the Federal Transportation Administration to buy a boat, and got $150,000 from the state Legislature this year to help with first-year operating costs. A new boat is expected to cost at least $2 million.

All American Marine has built more than 100 aluminum boats since it was founded in 1987. Its early mainstay was the “bow-picker” used in Alaska commercial fisheries. Ten years ago it moved into the high-tech catamaran business in partnership with New Zealand naval architect Nic deWaal. All American is building Kitsap Transit a 118-passenger, ultra low-wake catamaran for $5.3 million.

Kvichak has built aluminum boats since 1981 for law enforcement, firefighting, passenger ferries and commercial use. It recently teamed with Nichols Brothers Boat Builders to deliver two high-speed catamarans to the Water Emergency Transportation Authority in San Francisco. They cruise at 25 knots, seat 149 passengers inside and 49 outside, and carry 35 bikes.

“We’ve got two good shipyards here to bid on it, and the port is going to get a good boat at the end of the day,” Robbins said.

Robbins lives in Silverdale but spends every other week in Vallejo, Calif., where he is general manager of the city’s Baylink ferry system. It runs four 34-knot, 300-passenger ferries between Vallejo and San Francisco. Three were built by Dakota Creek Industries in Anacortes.

If that isn’t enough, Robbins is the project manager for overhauling and repowering Washington State Ferries’ former fast ferries, the Chinook and Snohomish, for Golden Gate Ferries.

Golden Gate bought them from Washington state for a total of $4 million. The Snohomish’s name was changed to the Napa. It took over temporarily for the Del Norte on the Larkspur-San Francisco route in June when the Del Norte went in for new engines.

The Chinook remains at Eagle Harbor on Bainbridge Island. Golden Gate Ferries is taking bids on refurbishing it and the former Snohomish, including expanding them from 350 to 450 passengers, Robbins said. The Chinook will be towed to a Washington or California shipyard. After that, the Snohomish will be worked on at the same place.

All three boats were built by Dakota Creek Industries


Read more: http://www.kitsapsun.com/news/2009/sep/29/two-shipyards-compete-kingston-ferry-contract/#ixzz0Sbko9oY2


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Tuesday, September 22, 2009

The rust bucket Hyak - Kitsap Sun

Demeroutis VP Labor Relations at Crowley - marinelink.com

Crowley Maritime Corporation announced that effective October 1, Steve Demeroutis will assume the role of vice president, labor relations, replacing Jerry Dowd who is retiring after 25 years of service. Demeroutis is domiciled in Jacksonville and reports to Bill Pennella, vice chairman and executive vice president.

In his new position, Demeroutis will be responsible for the development and implementation of Crowley's overall labor strategy. He will also oversee contract negotiations, union relationships and the day-to-day administration of collective bargaining agreements throughout the entire Crowley organization and will have functional responsibility for labor relations for all Crowley subsidiaries. Reporting to Demeroutis will be both East and West Coast labor functions.

Demeroutis joined Crowley in 2007 as director, labor relations. He has more than 15 years of experience in labor relations including his prior position as vice president, United Inland Group of the International Organization of Masters, Mates and Pilots. He served as a trustee for several different employee health and benefits plans and has conducted educational seminars for the International Foundation of Employee Benefit Plans. He received his Master's license in 1986 and sailed as Master and First Class Pilot with the Washington State ferries.


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Ensenada Harbor

OPED - Kitsap Sun

MY TURN | Ferry Riders Should Be Grateful for Taxpayers' Help


BELFAIR — Reader submitted

This commentary is solely my opinion and not that of the Washington Transportation Commission (of which I am a member) or any elected official; I am not an elected official, nor am I likely to ever be one.

Your paper frequently publishes news and commentary regarding the Washington State Ferries (WSF) and the news articles are generally pretty accurate. Your opinion pieces are sometimes on track, but last Wednesday’s community columnist — complaining about ferry service, high rates, inadequate taxpayer subsidy, and ill treatment of Bremerton — needs some help connecting the dots. Let me try.

First, most of us on the west side of Puget Sound chose to live here. There are many reasons for our choice — our job, favorable surroundings, family ties, and, for many, the lower cost of housing. Second, crossing water, whether by bridge or by ferry, costs much more than crossing land. Watercraft that move people and automobiles are so expensive to operate that the general public could not afford fares high enough to safely run the system as a private operation. That is why the State took over the ferry system from Black Ball in the 1950s. Third, the ferry system received a large state subsidy from the Motor Vehicle Excise Tax (MVET) until voters, including a large majority on the Kitsap Peninsula, made clear in supporting I-695 they did not want to pay that tax. Voter decisions have consequences. Repeal of the MVET cost WSF 58 percent of its operating support and 70 percent of its capital support. It has struggled ever since.

With that kind of loss, the State had to make changes. It could reduce service, it could increase fares, or it could shift money from funds primarily used to build and maintain highways. It chose to do a little of all those things. Fares have increased substantially — perhaps as much as 70 percent over the last 10 years — an increase which doesn’t cover the fuel cost inflation we have experienced over much shorter periods of time. WSF also has received an increased share of gas taxes over the last 10 years. That is testament to the effectiveness of elected representatives from this area in the State Senate and House — most members of the Legislature are not from ferry-dependent counties. Every dollar that goes to the ferry system could have been spent on highway projects in large population centers like Spokane, Seattle, or Vancouver, USA .

Is the ferry system receiving its “fair share”? State fuel tax revenue received by the Department of Transportation (WSDOT) funds construction and major repairs to all state highways, bridges and other state transportation facilities. That is the WSDOT Capital Budget. Of that capital budget about 6 percent ($285 million), is allocated for ferries and terminals over the next 2 years (2009-2011). In addition to the Capital Budget WSDOT has an Operations and Maintenance budget, which also comes primarily from fuel taxes. Of the total statewide WSDOT operations and maintenance budget fully 37 percent ($400 million) is allocated to ferries. That is a lot of money and a large portion of the entire transportation budget. Yet it is not enough.

WSF has just enough fully functioning ferries to serve the existing schedule. Any glitch causes a reshuffling and those routes with the most demand will get first crack at the most ferry capacity. Fares are high, but don’t cover even 70 percent of operating costs — the remainder of operating costs and all capital costs (i.e. money for building ferries and retrofitting terminals) comes from fuel taxes.

Contrary to the belief of some, the Transportation Commission is a group concerned about keeping the system running in the absence of sufficient money coming from elsewhere. And that is true even though 4 of the 7 members do not live in the Puget Sound area — indeed, only 2 of us ride ferries frequently.

It is time for people to get real. Transportation, like any other public or private service, costs money. Ferries cost more than most any other form of surface transportation. People on this side of the water have long opposed another bridge. Voters who want lower taxes need to recognize there are consequences of lower taxes. Every day people consciously or unconsciously decide whether the benefits they enjoy from living on the west side of the water are worth the inevitable transportation costs and inherent inconveniences. Looking for scapegoats is a time honored human endeavor — however, it does interfere with rational thinking and, worse, it produces no answers. People on this side of the water or who live on islands should enjoy their beautiful surroundings, experience the area opportunities, appreciate the cheaper housing, recognize their taxes are relatively low, appreciate the benefits of lower population, and be thankful that other taxpayers are helping them.


Read more: http://www.kitsapsun.com/news/2009/sep/20/my-turn-ferry-riders-should-be-grateful-for-help/#ixzz0RrB2V0Xw


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Sunday, September 20, 2009

State Exploring the Idea of Selling Naming Rights for Ferries - Kitsap Sun

State transportation officials are appraising whether the corporate zeal to buy naming rights might extend to ferry boats and terminals.

From Safeco Field to Kitsap Sun Pavilion, sports venues are known for the company names they take on. Washington State Ferries, facing a $3.5 billion shortfall over the next 22 years, wants to get in on the act.

A long-term ferry financing study completed in February for the state Transportation Commission concluded that “ancillary” revenues, including vessel and terminal naming rights, wouldn’t put much of a dent in operating costs, but should be explored anyway “given the magnitude of WSF’s financial crisis and the need to identify new sources of revenue.”

The study recommended that a detailed analysis be performed. The Legislature put a proviso in the budget in April directing the Transportation Commission to conduct one, and in August it chose TB-Rogstad Consulting for the job.

Traci Brewer-Rogstad, principal and executive director of the company, said a report is due to the Legislature in January and she wants to present it to the Transportation Commission at its Oct. 21-22 meeting.

Time is short, Brewer-Rogstad said, because there’s a 64-car ferry being built at Todd Shipyards in Seattle and it doesn’t have a name. It will be delivered to the Port Townsend-Keystone route next summer.

Naming rights would mean more than just getting a company’s name painted on the hull, said Brewer-Rogstad, a former Washington State Ferries executive. One idea is to continue with the traditional Native American names and attach a sponsorship to them. For a certain number of years, for example, a ferry could be named the MV Illahee sponsored by Puget Sound Energy, or the Illahee sponsored by Detroit, which is building the new boat’s engines. Blocks of space on the boat could be guaranteed to the company for advertising, its name could go on the WSF Web site and schedules.

“You’re no longer just selling a name but marketing a package,” said Brewer-Rogstad, whose firm is earning about $5,000 for the study. “They get their name out there on multiple venues. It’s just not on a boat going to Port Townsend, which is very low-profile.” Selling ferry sponsorships is uncharted territory. The only thing close is a trio of Oklahoma City boats. The city, in exchange for locally based Devon Energy paying $2 million to build the 50-passenger boats, allowed the company’s name on them for 15 years. They weren’t meant to be marketing tools.

“The primary motivation was to provide the funds necessary to build the boats so the boats would be able to play a role in enhancing continued development of this river,” Devon spokesman Chip Minty said. “They move up and down the Oklahoma River, which is an emerging focal point in Oklahoma City for development.”

The Devon Discover, Devon Explorer and Devon Pioneer aren’t ferries but tour boats aimed at tourists, Minty said.

Ferries wouldn’t land a company’s name on TV, radio and in the newspapers as regularly as stadiums do, which is main appeal, said Chris Foy, president of General Sports Alliances, a Denver sports marketing firm that specializes in naming rights.

“When you look at an entity such as a ferry boat, you have a significant void in the editorial media coverage traditionally tied to naming rights platforms,” he said. “Unless the boat sinks, there would not be any kind of media coverage.”

Still, ferries could be attractive because of the high traffic volume, Foy said, and they provide an interesting platform for promotional opportunities, like a VIP club.

The tradition of giving ferries Indian names goes back to at least the 1930s. The state, which took over the ferry system from Puget Sound Navigation Company in 1951, agreed to continue the practice in 1958 after catching flak from Native Americans and history buffs for naming its first new boat the Evergreen State.

Sen. Tim Sheldon, D-Potlatch, sponsored a bill last legislative session that included tribes among those that should be consulted about new ferry names. It also added that “when naming or renaming state ferry vessels, the commission shall consider selling the naming rights and make recommendations to the legislature.”

The House didn’t like that part, and the bill never got passed.

“In Olympia they had trouble with the bill,” Sheldon said. “Some legislators thought this cheapens a state icon. I don’t think so. It’s just a business decision and riders will appreciate it if we can lower their cost and get them a newer and better terminal or better service.”
By Ed Friedrich
Saturday, September 19, 200



Count Rep. Sherry Appleton, D-Poulsbo, among those against selling ferry naming rights. Putting advertising inside the boats was one thing, but this would be too much.

“This is Puget Sound, this is where people come to get on our ferries,” she said. “It’s huge for tourism, it’s huge for commuters. To name ferries or have them sponsored by a corporation is just not what people really want.”

Sheldon said the Muckleshoot Tribe in Auburn is interested in having a ferry named after it. Tribe Chief Executive Officer Jerry Henke couldn’t be reached last week for comment.

Russell Steele, CEO of the Suquamish Tribe, said naming rights is an interesting concept, but not something the tribe would pursue at this point.

“Most people on the ferries are the same people every day, and I think the people of Kitsap County know who we are,” Steele said. “We do other things to reach out to new markets already. At this point I don’t think it’s something we’d consider.”


Read more: http://www.kitsapsun.com/news/2009/sep/19/state-exploring-the-idea-of-selling-ferry-naming/#ixzz0RgRyJhYX


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Thursday, September 17, 2009

PAM DZAMA | Fed Up With the State's Ferry Follies - Kitsap Sun

For those dependent on the Washington State Ferries system as a critical transit link to work or an appointment east of Kitsap County, frustration and dissatisfaction with the system is never far away.

It didn’t fail to disappoint recently when the Wenatchee, coming from Bainbridge Island, failed to slam on the brakes in time to avoid colliding with the Coleman Dock in Seattle. That incident set up the standard chain of events which moved the 144-car Hyak, usually operating in Bremerton, to Kingston. And the 208-car Puyallup, normally in use in Kingston, to Bainbridge Island.

Kingston has the most vehicle traffic in the Puget Sound area, so I don’t understand why the larger Puyallup was sent to Bainbridge and replaced with the smaller Hyak. Maybe there’s just something really special about Bainbridge Island.

Of course Bremerton took the brunt of the travel mess. WSF tried to alleviate the transit dilemma by adding two private passenger-only ferries to augment the one remaining car ferry, but for those dependent on vehicles, it hardly solved the problem. Maybe it’s a conspiracy spawned by the green lobby who want everyone out of their cars and into alternative modes of transportation.

A recent letter to the editor from a rider on the Bremerton ferry quoted a WSF spokeswoman as indicating Bremerton commuters were “getting accustomed to being resilient in their travel patterns.” He correctly labeled that comment as propaganda and went on to say riders weren’t “resilient” but instead were hostages. He’s right — as is another writer who referred to the Bremerton run as the “redheaded stepchild” of the ferry system.

Bremerton riders suffer through this poor service. But how long will their employers continue to tolerate tardiness before they find someone who’s not a prisoner to the ferry system?

I’m glad WSF was able to return all vessels to their respective runs before the long Labor Day weekend. Under normal circumstances, the ferry waits are lengthy for this holiday and it would have been even worse in Kingston if the Puyallup hadn’t been returned.

At the same time the ferry system was moving boats around Puget Sound like chess pieces on a board, the state Transportation Commission held a meeting in Silverdale to obtain input about implementing the Legislature’s recommended 2.5 percent fare increase in October — in addition to a 10 percent super surcharge next summer. There was near-unanimous opposition to the surcharge and thankfully the Commission didn’t adopt it.

Understandably, those of us dependent on the ferry system are fed up with an unelected commission dreaming up funding schemes which invariably sock it to the riders. From 2000 through 2007 fares increased 70 percent. This latest super-surcharge tactic was the commission’s interpretation of “pricing strategies” planning authorized by the Legislature in 2007 when ferry fares were frozen.

The idea of creating various “pricing strategies” was supposed to alter riders’ behavior and ultimately reduce capital costs. Did it occur to anyone that residents have limited options if they want to leave the peninsula?

Another brilliant idea floated by the WSF is a reservation system for ferries. A pilot project is to be developed this fall. The Kingston/Edmonds route was chosen to be the guinea pig for this proposal. The reservations are supposed to lessen congestion, which is always a problem in Kingston. While there are normally backups in Edmonds, the traffic doesn’t go through the middle of town as it does in Kingston.

Of course, this whole concept runs afoul of the mandate in our Washington Constitution which specifically stipulates that the ferries are part of the highway system and should be treated as such. Reservations aren’t needed to access any bridge, road or highway in the state.

A reservation system is currently in place on the Port Townsend route. But comparing its 370,000 cars per year to Kingston’s 2,278,000 is like comparing apples to oranges.

There are a myriad of unanswered questions regarding the reservations. Will they be flexible enough to accommodate the needs of riders, as opposed to the convenience of the system? How much will it cost, and wouldn’t it be more cost-effective to add capacity to the system? What happened to the efficiency that was supposed to be generated by the “Wave-2-Go” cards that are still being hand-swiped by ticket-takers in booths? Exactly how much did that technological “advance” cost the system and the public?

While there has been mismanagement of the ferry system over the years, the ultimate responsibility for adequately funding it falls on the Legislature. Until Olympia acts, I’m afraid we’ll be held hostage to ever-escalating fares and the nautical equivalent of Super Glue, WD-40 and duct tape while the system finds ways to solve its various problems.

Pam Dzama can be reached at pdzama@gmail.com.


Read more: http://www.kitsapsun.com/news/2009/sep/16/pam-dzama-fed-up-with-the-states-ferry-follies/#ixzz0ROkhhVSi


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Catamaran replaces Vashon-Seattle foot ferry - Vashon Beachcomber

By AMELIA HEAGERTY
Vashon-Maury Island Beachcomber Reporter
Sep 16 2009, 7:00 AM
Commuters who ride the Vashon-downtown Seattle foot ferry will board a catamaran on Sept. 28, a new vessel leased by King County to operate the route from now on.

The 21-year-old catamaran, the Melissa Ann, is coming to the Puget Sound from Hawaii, where it operated as a commuter ferry for Honoluluans for a year.

The new vessel arrives the same day that the King County Ferry District takes over operations of the ferry route. Beginning Monday, Sept. 28, the 77-foot catamaran, emblazoned with the King County Water Taxi logo, will shuttle riders between Vashon and Pier 50 in downtown Seattle in a 22-minute crossing.

The route, which operates only on weekdays, will also have an extra morning and afternoon sailing, with schedules slightly altered to accommodate the extra crossings.

“Vashon riders have been asking for additional sailings, and we feel great about being able to add one,” said Kris Faucett, a spokesperson for the newly formed county ferry district, which operates one other route, the water taxi between West Seattle and Pier 55 downtown.

“We hope it’ll provide people with more opportunities to take the boat,” she added.

The King County Ferry District is leasing the Melissa Ann from Four Seasons Marine Services based in Seward, Alaska, at a cost of $35,000 per month, said Susan Whitmore, communications specialist for King County’s marine division.

The new vessel carries 150 passengers and 18 bicycles and can travel at speeds up to 32 miles per hour. The crossing, which currently takes 30 minutes, will be eight minutes shorter aboard the Melissa Ann.

The Melissa Ann was built in 1988 as a passenger vessel for the U.S. Army, but has since spent 2006-2007 as the Bremerton-Seattle passenger ferry, and then served as a commuter ferry in Honolulu, Whitmore said.

After retirement from the Vashon-Seattle route, the two Washington State Ferries passenger-only vessels that served the run for years — the Skagit and the Kalama — will likely be sold, said Marta Coursey, communications director for the ferry system.

Besides being faster than the Skagit and Kalama, the Melissa Ann is also quieter, rides more smoothly and has more seating options, Faucett said. Riders can sit in theater-style seats or at bench seats facing tables, and there is also some outdoor seating on the boat’s upper deck. The Melissa Ann also has restrooms and a heating and air conditioning system.

“There’s a little bit for everybody,” Faucett said.

Fares for the passenger-only route will change Sept. 28 also, from $8.70 for a round trip, charged as riders leave Seattle, to $4.50 each way (or $3.75 if riders pay with a transit pass). There will be no surcharge for bicycles.

New fare box machines will be installed at the Vashon and Pier 50 docks, Whitmore said. The machines will not give change. Beginning Oct. 1, Washington State Ferries fares will no longer be accepted.

Beginning Sept. 28, the Melissa Ann will sail from Vashon at 6:10 a.m., 7:10 a.m. and 8:15 a.m. in the morning, and 4:58 p.m. and 5:58 p.m. in the evening. The catamaran will depart from Pier 50 downtown at 5:38 a.m., 6:38 a.m. and 7:40 a.m. mornings and will leave at 4:30 p.m., 5:30 p.m. and 6:30 p.m. in the evenings.

King County Metro bus schedules on both sides will be coordinated with the sailing schedules.

Open house

The Melissa Ann will visit Vashon for an open house from 2 to 4 p.m. Saturday, Sept. 26, at the north-end ferry terminal.

Vashon-Maury Island Beachcomber Reporter Amelia Heagerty can be reached at aheagerty@vashonbeachcomber.com or 206-463-9195.


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Monday, September 7, 2009

Port Townsend's future ferry on schedule, builder says - Peninsuladailynews.com


By Jeff Chew
Peninsula Daily News


Construction of the Port Townsend-Keystone route's $65.5 million ferry of the future is at full throttle, with the vessel's pilot house structures nearing completion on Whidbey Island and hull keel units well under way, representatives of Todd Pacific Shipyard's project team said Tuesday.

While Nichols Brothers Boat Builders work on the pilot houses and the superstructure that will include the passenger cabin above the deck, Nichols is doing the work at the company's shipyard in Freeland on Whidbey Island.

At the same time, Todd workers in their building berth at Harbor Island in Seattle are fabricating the ferry's steel hull with bottom units and the box keel units. About 80 feet of keel has been laid.

Everett Shipyard is building the vessel's mezzanine section and curtain plates, the sides of the vessel.

Jesse Engineering in Tacoma is building bow parts.

Combined, the shipbuilding companies are racing to meet the June 30, 2010, deadline set by Washington State Ferries and the state Department of Transportation, which hope to have the completed vessel on the water for sea trials by August.

On schedule

"It's an exceptionally challenging schedule, but as of right now, Todd and all of our subcontractors are on schedule," said John Lockwood, Todd's marketing and business development director.

"Around January, the hull will be taken out of our building berth, and the superstructure grand block will be placed onto the ship and welded in place."

Todd has also begun work on the vessel's piping system, he said.

"It really is exciting to see the ship taking shape here in the building hall," he said.

Such "modularized construction" is the way ship construction is done today, according to Lockwood.

"Right now, we're just building the first ship of a class, and we hope to build more in the future. That just remains to be seen."

He said that "the lead ship of a class is always the toughest one" because it sets a model for future vessels of its kind and requires more refinement.

The Port Townsend-Keystone route was left with one boat, the 50-car Steilacoom II leased from Pierce County after state Transportation Secretary Paula Hammond in November 2007 retired the 80-year-old Steel Electric ferries, saying their pitted and corroded hulls made then unsafe.

Work on the new ferry began in May after it was designed to ply the waters of Admiralty Inlet.

The ship builders were allotted about 12 months to complete the job under Gov. Chris Gregoire's decision to build the new ferry on a fast track.

Greg Farrar, Nichols Brothers project manager, said the company's "grand modules," those sections of the vessel's upper superstructure, will be completed for towing to Todd Shipyard in mid- to late-January.

"It will leave in three great big, huge pieces and they'll hire cranes and set them in place [on the hull] and fit them and weld them into place," Farrar said.

Farrar said the aluminum pilot house structures, about 16 feet deep and 62 feet long and about 15 feet tall, are about a week away from being completed.

"We are getting ready to mock up the console for instrumentation" inside the pilot houses, with ferry system officials overseeing it, he said.

"It's kind of like what is on the ferry between Clinton and Mukilteo, except it stretches across the entire superstructure," Farrar said.

The mast structures will be installed atop the pilot houses, adding up to another 22 feet, he said.

About 50 skilled workers have helped construct Nichols portion of the project, he said.

The deck panels are being built at Everett Shipyard, and the superstructure will be erected above those panels. Farrar said each of three deck panels is 38 to 40 feet long and 62 feet wide.

Cost

Todd's lone bid on the 64-car vessel proposal in December 2008 came in $40 million over budget to build two Island Home-style ferries for the Port Townsend-Keystone route.

Todd proposed bid is $124,450,559 for two vessels and $65,487,328 for one, with Todd Chief Executive Officer Steve Welch explaining that the tight deadline and rising expense of materials drove the price up.

The state settled for one ferry to expedite construction.

The state originally budgeted $84.5 million for the two-ferry project, but this legislative session ended with money budgeted for two 64-car ferries earmarked for the Port Townsend-Keystone run.

Port Townsend will still get a second ferry and a third 64-car ferry is planned for use elsewhere in the system, state officials have said.

The Steilacoom II -- which Farrar said Nichols Brothers built, but not with Admiralty Inlet's harsh sea conditions in mind -- is known to be left at the dock by high winds and heavy seas across Admiralty Inlet. That ferry was built for the much calmer waters of Steilacoom and Anderson and Ketron islands in Pierce County.

________

Port Townsend-Jefferson County Editor Jeff Chew can be reached at 360-385-2335 or at jeff.chew@peninsuladailynews.com


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Friday, September 4, 2009

Ferries, Union Make Deal on 'Touring Watches' - KitsapSun

By Ed Friedrich
Friday, September 4, 2009



Washington State Ferries management and labor unions reached an agreement late Thursday that will allow less cumbersome schedules for deck crews while following the Coast Guard’s new safety rules.

Effective Sept. 30, the Coast Guard will prevent ferry deck crews from working more than 12 hours in a 24-hour period. That will put an end to touring watches, which allow deck hands to work two shifts of up to 16 total hours if they take at least a six-hour break in between — like eight hours on, eight off, eight on. Ferries that tie up at Friday Harbor are the only exceptions.

Touring watches enabled deck hands to work two shifts back-to-back and not have to travel home and back between each one. The Coast Guard feared that crews weren’t getting enough rest, but banning touring shifts could be even worse if they’re driving long distances.

The agreement was reached after a last-gasp marathon negotiating effort Thursday.

Thes agreement allows WSF to use 10-hour watches, add service to the Point Defiance-Tahlequah route and make more stops in the San Juan Islands.

“I want to thank our union partners for working so diligently with us to achieve this agreement,” said Washington State Ferries director David Moseley. “We are going to do everything we can to implement the improved crewing schedules at the beginning of the fall schedule (Sept. 27). Logistically that will be very difficult, but both WSF and the unions agreed that we are going to do everything in our joint powers to achieve that goal.”


Read more: http://www.kitsapsun.com/news/2009/sep/04/ferries-union-make-deal-on-touring-watches/#ixzz0QCrl3VVa


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Monday, August 24, 2009

Found on youtube

UPDATE | Nichols will get stimulus money - South Whidbey Record

By ROY JACOBSON


South Whidbey Record Reporter


Aug 22 2009, 8:00 AM


Nichols Brothers Boat Builders will get nearly a million dollars in federal stimulus funds as one of 10 small shipyards in the state to receive grants.

The Freeland firm will get $841,077 from the Maritime Administration to use for improvements at the yard, Len York, Nichols Brothers chief executive, said Thursday.

The money, from the American Recovery and Reinvestment Act, is part of nearly $7.4 million awarded to shipyards in the state, and $98 million awarded to 70 shipyards nationally by the federal Maritime Administration.

York said the money would be used to upgrade equipment and to build portable coverings under which anticipated future projects can be built.

He said the stimulus money would not mean new jobs immediately, except for local subcontracting work, but that it would “support the upcoming projects that will lead to new hiring.”

“We’re going to be hiring soon,” York said. He said the number of new jobs hasn’t been determined, but “with the new business we’ll be bringing in, we’ll be growing our job base fairly substantially in the next 90 days.”

York said workers would be brought back gradually as the workload increases.

Last fall, 30 Nichols employees were laid off when the company lost a contract to build a new ferry for a California buyer.

Archie Nichols, shipyard superintendent, said that another 20 or so were temporarily laid off last month due to a slack in the workload, but that some of those layoffs were voluntary.

Nichols said the remaining employees were told this past week that there would be no further layoffs. The company currently employs about 130.

“We’re planning to bring all those people back who want to come back as soon as we get a couple more weeks down the road,” Nichols said. “We’re going to be full-tilt by Oct. 1,” he predicted.

York said Nichols Brothers continues to work its way through other projects, and that word “is about a week away” on financing for a barge contract that would be worth $25 million.

The firm hopes to get backing from the Import-Export Bank for the five barges, each of which would cost $5 million. The barges would be used in a Panama Canal dredging project.

The company also recently delivered the fifth in a series of $10-million large tugboats, and the San Francisco buyer has said it may order two additional tugs.

Nichols Brothers also recently delivered the second of four twin-hulled passenger ferries being built for the San Francisco Bay Area’s Water Emergency Transit Authority.

Two more of the $8.8 million, 116-foot catamarans are on order, and are expected to be delivered late next year. A deal for two additional catamarans is being discussed.

Meanwhile, the firm is preparing a joint bid with Todd Pacific Shipyard on two more 64-car ferries for the state of Washington, with an option for a third.

The contract is expected to be awarded in October, with construction to begin within six weeks.

Nichols Brothers and Todd are already building a similar ferry under a $65 million contract awarded this past December for delivery next summer. The new vessel will be assigned to the Keystone-Port Townsend route.

Todd also received more than $1.9 million in Maritime stimulus money, the biggest award in the state.

The stimulus packages were announced by Washington Democratic Sen. Patty Murray, chairwoman of the Transportation and Housing Appropriations Subcommittee overseeing funding for the Department of Transportation and the Maritime Administration.

She included $100 million in the Recovery Act to improve small shipyards and create jobs. The bill was signed into law by President Obama on Feb. 17.

The grants will be distributed through the Maritime Administration’s Supplemental Grants for Assistance to Small Shipyards program.

“Our small shipyards are a critical piece of our domestic maritime industry, and of Washington state’s economy,” Murray said.

Washington received the most stimulus grants of any state. Other shipyards that will get funds are Kvichak Marine Industries, Inc. in Seattle, $1.1 million; Foss Marine Company’s Seattle yard, $621,761; Lake Union Drydock Company in Seattle, $184,217; and SAFE Boats International in Port Orchard, $1 million.

South Whidbey Record Reporter Roy Jacobson can be reached at rjacobson@southwhidbeyrecord.com or 360-221-5300.


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Remember When - Kitsap Sun

In 1934 (75 Years Ago)

Federal and local officials will meet this week to discuss new work relief programs for the fall and winter months.

Four counties, including Kitsap, make up District 2 of the Washington Emergency Relief Administration. The others are Clallam, Jefferson and King.

With current relief activities mostly focused on food vouchers, officials at the meeting are expected to draw up plan to provide full employment through projects similar to the old Civil Works Administration.

Enriched by contracts to build two new destroyers, Puget Sound Navy Yard officials forecast an era of continued prosperity.

They also said the civilian work force is larger than it has been since the World War period. Plans for the new destroyers likely won’t reach the yard for weeks, but hiring efforts are beginning now.

In 1959 (50 Years Ago)

With remodeling under way, Bremerton City Hall is operating today out of various interim locations.

As jackhammers start refurbishing of the current City Hall on Fourth Street downtown, most city offices have set up shop at the old Citizens Bank building at Second and Washington. The only mishap during the move occurred when a piece of concrete fell and damaged police telephone wires, causing a brief phone outage.

Navy ships undergoing repairs at private Pacific Northwest shipyards idled by the machinists strike may be brought to PSNS for completion of work, a Navy spokesman said today.

Such a shift would be dependent on the duration of the strike and how urgently the ships are needed, he said.

In 1984 (25 Years Ago)

It was a meeting that state ferry officials will not soon forget.

They came to Kingston on Wednesday prepared to unveil a precariously balanced budget proposal for 1985 to 1987 and to warn that the ferry system is headed for a sea of red ink.

But a frustrated crowd of more than 40 were upset about other issues besides finances. They complained about such things as schedule changes and the lack of a walkway for foot passengers at the Edmonds foot terminal.

In 1999 (10 Years Ago)

The state Supreme Court is being asked to delay a court order that would slow the fast-ferry Chinook and increase commuting time on the Seattle-Bremerton run.

If the state ferry system’s last-ditch court effort is unsuccessful, the Chinook will be slowed Tuesday to 12 knots in Rich Passage and what had been a 35-minute crossing will take about 50 minutes.

The court order stems from a lawsuit filed by Rich Passage landowners arguing the Chinook’s wake damages their propert
y.

Compiled from Daily News Searchlight and Kitsap Sun archives by Ann Horn


Read more: http://www.kitsapsun.com/news/2009/aug/23/remember-when/#ixzz0P7tEMqHd


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Saturday, August 15, 2009

No ferries if flu hits Whidbey - The Whidbey Examiner



By Sue Ellen White
For the Examiner

Access to ferries could be limited or closed in the event of a flu pandemic, according to a draft Washington State Ferries planning document.

The draft memo, which outlines employee flu prevention and operational options, states that in "areas of declared isolation/quarantine and emergency" ferry routes could be reduced, limited or canceled and that public access to ferry facilities could be limited or closed.

Ferry officials could not provide information on criteria for taking those actions but said that on Sept. 22, the governor's cabinet agencies will be meeting for a pandemic flu planning exercise.

Captain Kelly J. Mitchell, a senior port captain and one of a group issuing the WSF memo, said criteria for the ferry restrictions listed in the document have not yet been developed.

"This is a work in progress," Kelly said. "There is a big interagency plan dealing with a pandemic situation. As a state agency we will assist and make services available based on that direction."

Communities such as the San Juans and Whidbey have limited medical facilities and depend heavily on the ferries for transport to larger medical facilities and to receive everyday supplies from off-Island.

Though Mitchell stated that services have not been denied in case of need, in 1998 a dying woman, Kathleen Lee-Geist, was denied priority boarding at Anacortes as she sought to return to her home in the San Juans for the final time. Workers said she and her husband had failed to follow ferry regulations for priority loading. She had to wait two hours to board and died two days later.

Mitchell said that since that time, ferry policies have been revised.

"Washington State Ferries are not in the business of quarantine or isolation. We would work with any agency to meet the need with the service that we provide," Mitchell said.

He said, for example, that sailings could be limited if state officials feel it necessary to limit general travel due to a pandemic or if a large number of crew members were ill and unable to work. He did not address the need for transporting supplies to the Island via ferry, saying that there is a bridge over Deception Pass.

Dr. Roger Case, Island County's chief health official, said planning for an event such as pandemic flu has been going on for several years and that there is a defined chain of command and regular communication.

"We've been meeting with state police, FBI, state ferries. They are all working together in a statewide mitigation planning," he said. "The Department of Health would talk to State Department of Transportation. Their directions will come from the state Department of Health."

Case said that in the event people need off-Island medical care, they would be transported.

"They can't close highways," Case said of the ferry agency. "If [people] need hospitals here, they'll stay here. If they need to be transported, it will be business as usual, just more of it."


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Monday, August 10, 2009

Updated Merchant Mariner Medical Eval Forms

The Coast Guard is releasing a new version of the CG-719 K (Merchant Mariner Credential Medical Evaluation Report) and CG-719 K/E (Merchant Mariner Evaluation of Fitness for Entry Level Ratings) forms to facilitate obtaining objective medical information which will enable the Coast Guard to make accurate and timely fit for duty determinations which will reduce risk to maritime safety. These forms more clearly align the Merchant Mariner Credentialing process with the policies set forth by Navigation and Vessel Inspection Circular 04-08, “Medical and physical evaluation guidelines for merchant mariner credentials.” These new forms are designed to be used in conjunction with the NVIC, particularly enclosure 3, to facilitate obtaining objective medical evidence of an applicant’s physical condition as it relates to their ability to perform duties as a merchant mariner. Mariners and physicians are highly encouraged to use the NVIC in conjunction with the new forms to provide as much documentation of an applicant’s physical condition as possible. If these forms are properly and completely filled out and additional information mandated/requested by the NVIC/Instructions is provided, mariners, even those with medical conditions, should expect to see reduced processing times for their applications.

Timeline:
These forms will be available via the NMC website (www.uscg.mil/nmc/) for familiarization purposes on or before September 1, 2009. The Coast Guard is working to create both a printable user guide and to embed instructions in the electronic version of the form in order to assist both the mariner and physicians in completing the forms.

The forms will be available for use on October 1, 2009. The previous version of the forms 719K, Rev (01/02), and K/E, Rev (10/02), will no longer be available from the Coast Guard after that date.

Physical Exams completed on or after January 1, 2010 must be on the new form, Rev (01/09). Physicals completed and signed prior to January 1, 2010 will continue to be accepted with applications submitted after that date (must be dated within one year of application).

The CG-719 K/E should be used only by mariners seeking an entry level credential. This form is limited to applicants for the following rating endorsements: Ordinary Seaman, Wiper, or Steward’s Department (food handler).

The CG-719K should be used for all other endorsement applications.