Page 19: of Marine News Magazine (January 2017)

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Emergency Transportation Authority, WETA) have seen At the lower end of the Tier IV horsepower spectrum, a value in operating greener vessels and have pushed the re- fast ferry may not prove to be so fast with all the additional quirement for Tier IV technology even before the EPA has weight. For some operations to prove viable, schedule is approved and released certi? cation for compliant engines. paramount and every knot counts. Worse yet, one paying

Complying with Tier IV comes at cost premium both for passenger may lose their seat for every 185 pounds of ex- initial implementation and operation. haust after-treatment equipment brought on board based

The larger, heavier, more complex system of a propul- upon weight sensitivity and stability calculations. Even if sion engine with an exhaust after-treatment system gen- the these issues are resolved, the operator will still need to erates some new challenges that ferry operators have yet source urea-based Diesel Emission Fluid (DEF) to keep to face. When it comes to high speed or high horsepower the ferry running and the supply chain for this product is ferry procurement, decisions will have to be made with not yet readily available at some local fuel docks.

regard to deciding whether pursuing a Tier IV solution is

ERRY ANTASY even a viable option. F F

For now, the ferry market is robust, and it is growing.

The strength of this sector has provided a safe harbor for some builders who have been heavily impacted by the downturn of the offshore oil market. Such injections of favorable market conditions for building passenger ferries don’t necessarily translate into an open invitation for all boat builders. Constructing passenger ferries is a complex process and the know-how involved with complying with

U.S. Coast Guard inspections isn’t easily achieved; certain- ly not right out of the gate.

For example, the Coast Guard, from time to time, is ful- ly capable of throwing even the most experienced builders for a loop. Recently, some inspectors issued an objection to a boat builder that required all the survival craft on a particular vessel to be replaced with larger, more expensive equipment. It took the builder some initiative, time – and the advocacy of the Passenger Vessel Association – to show the inspectors a copy of their own agency’s policy letter that proved the builder was in full compliance.

All of that said; building these purpose-built, people mov- ing vessels can prove pro? table and provide proli? c projects to keep yards full, but sustainable success will only be found for shipyards and operators who work together to ensure that right vessel design is constructed in the right manner.

Joe Hudspeth is Vice President of Business

Development at All American Marine,

Inc., a manufacturer of high speed passen- ger ferries, excursion vessels, and work boats, in Bellingham, WA. Hudspeth has been involved with maritime sales, marketing and product development since 2000. He currently serves as a regional co-chairman for the Passenger Vessel Association and participates on several committees concerned with marine industry issues.

Reach him at [email protected]

Courtesy: Vigor www.marinelink.com MN 19

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