Marine Traffic

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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