Ferries in Transition

Private Runs, New Boats on Horizon

Washington Business Magazine – February 2006

by Paul Schlienz and Shawn Sullivan

Washington's ferry system, the largest in the United States, is a crucial link in the state’s transportation system. Without ferries, the San Juan Islands would languish in isolation, the easy passage over the Puget Sound between Seattle and the Kitsap Peninsula would be impossible, and there would be no surface link between Washington and Vancouver Island. In short, western Washington would be a completely different place.

Washington State Ferries came into existence with the state's buyout of Puget Sound Navigation in 1951. Originating in the early 1900s, Puget Sound ferry service was initially provided by a number of companies using small steamers known as the "Mosquito Fleet."

By 1929, the ferry industry had consolidated into two companies: Puget Sound Navigation Co. and Kitsap County Transportation Co. A strike in 1935 forced Kitsap County Transportation Co. out of business and left the Puget Sound Navigation Co., commonly known as the Black Ball Line, with primary control of ferry service on Puget Sound.

As Washington's ferries enter their second century, it is a system in transition. Will the system’s 54 year-old governmental monopoly hold, or will private ferry operators be allowed to provide transportation options on the Puget Sound? And how soon will the system’s aging vessels be replaced with new ferries?

A war has been raging for three years between WSF, Kitsap Transit, Argosy Cruises and Clipper Navigation. Each has its own agenda, plan and ideas for how the ferry system should operate.

The turmoil stems from one ferry run between Vashon Island, Southworth and West Seattle — the run with the most daily riders. Washington State Ferries believes one boat traveling from Seattle to Vashon, then to Southworth and back to Seattle would service riders the best. "A ferry from Seattle to Southworth is a no," Mike Anderson, WSF director said. "It would take too much away from our ridership."

Kitsap Transit Argosy Cruises and Clipper Navigation all disagree with WSF’s aversion to a Seattle-Southworth run.

"The people in Southworth are fodder to support the smaller number of riders in Vashon," Richard Hayes, director of Kitsap Transit, said.

Kitsap Transit wants to see the state implement a public-private partnership between county transit authorities and private ferry operators. By having two smaller boats running from Seattle to Vashon and from Seattle to Southworth, Kitsap Transit has the blessing of both the riders in Southworth, and, more importantly, the blessing of Seattle’s city council.

"Seattle doesn’t want any additional car ferries," Hayes said. "We have aligned ourselves with Seattle and private interests to live within the Growth Management Act."

Why the huge fight between WSF and Kitsap Transit?

"The state's unions feel like they are in trouble because private ferry runs might be successful," Hayes said. "Unfortunately, the unions have enough power in the House to keep us from getting what we want."

Both private ferry operators agree with Kitsap Transit's belief that unions are significant part of the problem.

"No one begrudges fair pay for fair work, but this is out of hand," Argosy Cruises owner John Blackman said. "When it comes to operating passenger-only ferry services, the private sector can do it more efficiently — which ultimately keeps fares lower and riders happy."

Clipper Navigation is concerned by WSF's inability to recognize high demand areas. "Washington operates the largest ferry system, but the most populated areas separated by water do not have a ferry service," Clipper Navigation President Darrell Bryan said.

The battle over passenger ferry service should conclude in the Legislature this year, but which organization will get its way remains a mystery. Key players in both the Senate and the House will have the final say. Let's just hope legislators keep the best interest of taxpayers in mind when they finally decide.

Building ferries for the Washington fleet has been controversial as well. For example, the most recent debate centers around replacing the Steel Electric boats, built in 1927 and carrying 75 cars and 800 passengers. The boats, built the same year Charles Lindbergh made the first trans-Atlantic flight, are relegated to less traveled routes such as the Port Townsend-Keystone run connecting the Kitsap Peninsula with Whidbey Island. Along with being antiquated, the Steel Electrics have single compartment hulls which make them particularly susceptible to sinking.

J.M. Martinac, a Tacoma shipbuilder, proposed replacing the aging Steel Electric boats. Martinac's first proposal called for five state-of-the-art, 130-vehicle, 1,200-passenger Island-class ferries which it would build and lease to the state.

That proposal was rejected by the ferry system and the Legislature. Martinac, a union yard, then proposed to provide the designs to the state and competitively bid on the boats. That proposal never reached critical mass even though the long-time Tacoma shipbuilder believes it can show that their proposal saves taxpayers and ferry riders money and provides safer boats to the fleet sooner.

Martinac also contends its new ferries could safely navigate in and out of the Keystone Harbor even at low tide and believes it can save the state from spending $53 millions to relocate the Whidbey Island dock and $38 million in maintenance needed for the Steel Electrics.

WSF engineers have their own plans. Last year WSF announced it would acquire four new ferries.

"The new ferries will fit in the mid-range of the ferry fleet," said Dave Humphreys, WSF’s vessel project engineer for new construction. "They will have capacity for 1,200 passengers and 130 to 144 autos, depending on the Legislature’s budget, and will be interchangeable on different routes. Although you won’t see them on the Seattle routes, they will be operating in the San Juan Islands and on routes like Mukilteo to Clinton."

The new vessels are planned to be the cleanest, most comfortable, safest and most environmentally-friendly ferries that have ever sailed Washington’s waters.

Even if the two watertight compartments are flooded, the vessels will remain stable. Driving or walking on to a ferry will become safer and more accessible thanks to lower slope ramps. In addition, wider lanes and higher clearances will improve vehicle loading and accommodate large trucks.

"Our new ferries will be designed to be very fast in loading and unloading vehicles," Laurens Zuidweg, WSF’s director of vessel engineering, said.

The ferries will have better heating and ventilation, and more internal seating. The two passenger decks have sheltered observation areas, which will protect passengers from the weather as they observe the great scenery that is visible from every ferry route.

Initially, it was expected that new construction to build the new ferries, estimated to cost approximately $284 million, would begin in 2006, and that the first new ferries would go into service in 2008. This timetable, however, has been delayed, because the ferry system has gone back to the Legislature and requested funding for five new ferries instead of the four that were originally proposed. Currently, the Legislature is considering this request.

If the Legislature agrees to the ferry system’s proposal, the contract for constructing the new ferries will be awarded in July 2007. Delivery of the first of the new ferries will then be slated for December 2009, with the remaining four vessels following one at a time in eight-month intervals.

With the critical importance of ferries to Washington’s transportation system, one can only hope that the Legislature will act quickly so our aging ferry fleet can be replaced with new, seaworthy vessels as soon as possible.

Washington's ferries have served this state well through the years. It is essential that the system remains absolutely first rate.

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