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WASHINGTON STATE
ington state home to 85 per-
cent of the Bering Sea fishing
fleet have netted their share of
industry dollars while sitting on
committees where change could
be made, or blocked.
Net of influence
One of the top recipients of
industry largesse is Sen. Patty
Murray, D-Wash. She has re-
ceived about $60,000 from fish-
ing interests since 2003. Murray
and her staff declined requests to
comment for this story.
Murray chairs a subcommit-
tee that overseas maritime
spending and controlled the
Coast Guards budget until a
post-9/11 reorganization.
Former Murray aide Justin
LeBlanc is now a lobbyist for fish-
ing boat owners in the Pacific
Northwest, and has lobbied on
their behalf for industry-friendly
changes to pending safety rules.
LeBlanc said shipowners are
committed to the safety of their
crews.
I know that the Pacific
Northwest and particularly the
Seattle-based industry is far
more proactive about safety than
other areas of the country, he
said.
LeBlanc has lobbied the
House on safety, representing
boat owners concerned that
some new regulations would be
unfair.
The devil is in the details,
he said.
Of course, Murray is not the
only lawmaker who has a close
relationship with the fishing in-
dustry.
Since 2003, employees of
just one company, Seattle-based
Trident Seafood, have made
more $170,000 in federal politi-
cal contributions.
Recipients included Murray,
Sen. Ted Stevens, R-Alaska, and
Rep. Rick Larsen, D-Wash.
The industry also has re-
tained dozens of Washington,
D.C., lobbyists and paid them
millions of dollars to influence
government decisions. At least
10 of those lobbyists are, like Le-
Blanc, former congressional or
executive branch officials
charged with regulating the in-
dustry, according to data from
the nonpartisan Center for Re-
sponsive Politics.
All of those relationships give
the industry the loudest voice on
safety.
If only one side of the issue
is being vocal and theyre using
money and insider connections
to raise their own volume, then
its easy for Congress to ignore
the other side, said Massie
Ritsch of the center, a campaign-
finance watchdog group.
Warnings ignored
The result has been decades
of inaction by Congress. Despite
repeated requests that fishing
vessels be inspected for seawor-
thiness, the fishing fleet remains
the only large group of boats
where inspection isnt required,
even though it operates in some
of the most dangerous seas.
Thats even though fisher-
men die on the job at 30 times
the average rate, making fishing
one of Americas deadliest jobs,
according to a congressional re-
port.
Stronger fishing vessel safety
rules were first put forward in
the 1930s, and have been backed
by the Coast Guard since then.
But Coast Guard inspectors still
lack the authority to check ves-
sels for structural or engineering
problems such as those consid-
ered possible causes of the Alas-
ka Ranger sinking.
A 2006 Coast Guard study
said safety problems will contin-
ue until Congress acts.
We can expect approximate-
ly 127 . . . vessels to be lost each
year in the future, unless a sub-
stantial regulatory shift concern-
ing the vessels material condi-
tion and machinery can be im-
plemented, according to the
studys authors.
Those conclusions were
brought to Congress last April,
where they were presented to a
subcommittee on which Reps.
Brian Baird, D-Wash., and Larsen
sit.
At that hearing, Jerry Dzu-
gan, executive director of the
Alaska Marine Safety Education
Association, said the current sys-
tem is akin to telling airline pas-
sengers to pack a parachute.
The fishing vessel safety act
focuses on survivability after a
vessel loss, Dzugan said, ac-
cording to his written statement.
By anyones definition, this is a
reactive, rather than proactive,
approach to casualties.
Without inspection
In the face of congressional
inaction, the Coast Guard has
launched an initiative to inspect
vessels such as the Alaska Rang-
er.
The move, which hasnt yet
come to fruition, marks the only
major step forward in fishing
safety since 1988.
That year, Congress passed a
law requiring that boat owners
pack survival suits and life rafts.
Safety advocate Barry and her
husband, a former ambassador,
pushed for the change after their
sons death aboard the Aleutian
Enterprise.
The law is credited with sav-
ing hundreds of fishermen from
an icy death, and widely viewed
as a success by those inside and
outside the industry. But it does
nothing to prevent unsafe boats
from heading to sea.
The Coast Guards expansion
of its authority beyond the 1988
law involves head and guts
boats, including the Alaska
Ranger.
On head and guts boats,
the crew removes the fish heads,
guts the fish and sometimes per-
forms additional processing. His-
torically considered fishing
boats, the Coast Guard now clas-
sifies them as seafood proces-
sors, subject to inspection.
The original deadline for the
safety initiative was January, but
the Coast Guard extended the
deadline. As a result, the Alaska
Ranger was never certified to the
Coast Guards new standards,
said Capt. Steve Hudson, direc-
tor of the Coast Guards new li-
censing program.
Hudson said that under the
new inspection regime, about 60
head and guts processors even-
tually will be inspected for sea-
worthiness. So far only 12 boats
have been brought up to Coast
Guard standards.
The creative regulatory ma-
neuver was prompted by two Be-
ring Sea disasters involving
head and guts processing
boats. A total of 18 crew mem-
bers died in the 2001 and 2002
sinkings.
As a result, the Coast Guards
Hudson said, boat owners were
offered a choice: they could stop
processing and lose revenue or
volunteer to join the Coast Guard
safety compliance program.
Owners who opted into the
program were given a lengthy
checklist to complete. Hudson
said many of the vessels still need
a significant amount of work be-
fore theyll be in compliance.
Safer boats by 2018
The new safety program
does not apply to the thousands
of fishing vessels that do little or
no processing.
A current proposal backed by
Larsen and by Sen. Maria Cant-
well, D-Wash., would expand the
agencys inspection authority to
include fishing boats.
However, the new powers
wouldnt be granted to Coast
Guard inspectors until 2018, ex-
cept on new boats. Even then,
many smaller boats such as those
that dock at Seattles Fishermens
Terminal would still be exempt.
The proposal largely mirrors
a bill introduced 16 years ago by
then-Rep. John Miller, R-Wash.
Miller introduced that bill af-
ter documents surfaced showing
hed helped the owner of the at-
sea processor Aleutian Enterprise
avoid an inspection of another
boat owned by the company. His
bill, the Fishing Safety, Conserva-
tion and Productivity Improve-
ment Act of 1992, never made it
out of committee.
BOATS: Fishing
industry spends
heavily to lobby
Congress
FROM A1
P-I reporter Daniel Lathrop
can be reached at 206-448-8157
or daniellathrop@seattlepi.com.
SINKINGS
SEATTLE P-I Source: U.S. Coast Guard and P-I archives
For decades, U.S. Coast Guard leaders have asked for the authority to check fishing vessels for seaworthiness.
But much of the nation's 82,000-boat-strong fishing fleet continues to sail without inspection because of
congressional inaction.
1941: The Fishing Vessel Safety Bill would set
standards for watertight bulkheads, captain
qualifications and life-saving equipment. It is
scuttled at the start of World War II.
1971: A revision to federal law enables the
Coast Guard to set standards for all
uninspected craft except for fishing vessels.
The same year, a Coast Guard panel finds that
safety exemptions are in part to blame for the
fishing industrys poor safety record.
1972-1976: The Coast Guard repeatedly
requests the authority to inspect fishing vessels.
Congress and the Department of Commerce
block the proposals.
1984: Congress adopts rules setting basic
life-safety standards for large fish-processing
vessels. Most vessels are exempted.
1988: Under pressure from the parents of Peter
Barry, Congress requires fishing vessels to carry
life rafts and survival suits. Contrary to the
Barrys requests, the law doesnt mandate boat
inspections.
1991: The National Research Council publishes
a report urging that a system of vessel
inspections be put in place. Legislation to make
those recommendations into law dies in
committee.
1999: Findings of a Coast Guard panel prompt
changes in fishery management, but the Coast
Guards authority to inspect vessels for
seaworthiness is not expanded.
2006: A second Coast Guard panel finds that
vessels would continue to sink at a rate of
about 127 a year unless new rules are put in
place.
2008: Congress is considering a change in law
that would require an inspection regime similar
to the one proposed in 1991. The new
regulations would not take effect until 2018.
1983: The fishing vessels Altair
and Americus sink in the Bering
Sea, killing 14. Coast Guard
investigators conclude design
standards are needed, but the
agencys commandant turns to
an industry group pushing
voluntary compliance.
1985: The Western Sea sinks in
the Bering Sea. Six crewmen are
killed, including Peter Barry.
Barrys parents go on to demand
that fishing vessels carry life rafts
and survival suits.
1990: The Aleutian Enterprise
capsizes and sinks, killing nine.
Following the sinking, memos
written by Rep. John Miller,
R-Wash., surface showing Miller
pressured the Coast Guard not to
inspect another boat belonging
to the Aleutian Enterprises
owner.
2001: The fish processor Arctic
Rose sinks in the Bering Sea in
part because of problems with a
watertight hatch, taking all 15
members of its crew with it.
2002: The at-sea processor
Galaxy (below) sinks following a
freak explosion. Three crew
members are killed; the other 23
survived only because of
extraordinary heroism on the
part of their rescuers.
2008: The Alaska Ranger sinks
off of the Aleutian Islands, killing
five of the 47 crew members
aboard the Seattle-based
processor.
1940
1950
1960
1970
1980
1990
2000
CHANGES IN THE LAW
A HISTORY OF INACTION
Fishing industry donations
received 2003 to present
Source: Federal Election Commission
BIG FISH
Top recipients from fishing
industry donors identified by the
P-I. Donors gave directly to
candidates or through industry
political action committees.
$33,750*
SEATTLE P-I
*Donations to Sen. Ted Stevens
include money donated to his
campaign as well as a political action
committee he controls.
Sen. Lisa Murkowski (R-Alaska)
Rep. Don Young (R-Alaska)
Sen. Patty Murray (D-Wash.)
Sen. Maria Cantwell (D-Wash.)
Sen. Ted Stevens (R-Alaska)
$35,850
$60,300
$65,608
$85,828
From top: Aleutian Enterprise, Americus and the Arctic
Rose are all vessels that sank at sea, costing the lives of
many of their crew members.