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The settlement is “unprecedented in its sheer scope of funds, geographic reach and market-moving potential. This type of thing just doesn’t happen.”

Joe Annotti, senior program manager with consultants Gladstein, Neandross & Assoc. vessel, and it may not be possible to re- work for every vessel, he notes, pointing moving from a 1980s car to 2017.” needed. These old workhorses can gen- place the existing engine with a current out such requirements would have pre- Cleaner engines that run more smooth- erate as much as 40 times the emissions tier engine.” Manufacturers like Cat and vented his vessels going to Puerto Rico ly and generate less noise are a plus for of a Tier 4 engine, which coincidently,

Cummins, Inc., sell alternatives to a new for FEMA to assist with sealift after the your crew and passengers. It’s a plus for is exactly the problem wrought by VW’s engine for these instances – kits or sys- September 2017 hurricane. the riverways and oceanic highways, and deception.

tems that upgrade to T2 or T3 that can be surrounding communities on land and in The newer diesel engines radically done inside the engine room. the water. Fewer emissions of all kinds, reduce a vessel’s NOx emission (see

Why do it?

The maintenance needs of modern Because the pros far outweigh the cons, leads to less smog and acid rain, fewer charts) even more so than projects in- engines are still unclear. This isn’t your says just about everyone tracking emis- health problems, and less eutrophication. volving many more trucks, busses or father’s power plant. Tier 4 engines, sions. It’s better for the environment, it’s - the excessive depositing of nutrients even multitudes of more cars. To recap. says McAllister are “delicate and com- better for the health of your employees, into waterways. “The EPA estimates that a handful of marine projects is cheaper plicated.” New engines, even upgrades, and it’s better for your business. “You every dollar in any diesel cleanup gener- to fund, easier to manage and track. tend to involve more electronics and can get a new engine for what it costs to ates up to $13 in public health bene? ts,” There is simply no comparison in terms software, which McAllister says can’t rebuild an old engine, and you get a bet- says GNA’s Annotti. of the cost-effectiveness, speed and NOx be repaired by a traditional mechanic. ter operating vessel,” says port engineer Mitigation projects can earn envi- reduction impact of upgrading diesel “Repairs can end up being much more Mario Dezelic, a 31-year veteran of the ronmental credits that owners can use clunkers on ferries and tugs. Marine en- involved than readjusting some mechan- Port Jefferson ferry. or sell. And are required in California, gine upgrades and the states’ settlement ical aspect of the engine. So engineers Besides the desire or pressure to run which has laid down a timetable by mandate are a match made in heaven: on our tugs have to be half IT people.” a green operation, an upgrade alone can which vessels have to upgrade through States should be lining up to give free

Adds port engineer Mario Dezelic, a 31- add 23 years to the life of an engine, says the various EPA Tiers in order to do busi- money to tug and ferry operators. year veteran of the Port Jefferson ferry, CAT’s Holt, who explained that CAT’s ness in its waters. The only state to enact “The days of the ‘shade tree mechanic’ certi? ed upgrade kits that can take a its own emissions regulations, they are

Fish or Cut Bait are gone. Now people go onboard with “dirty, noisy, smoking” 1996 pre-T1 me- unlikely to be the last. Other states are Operators that don’t try to take advan- a laptop.” chanically-based engine, keep the same building Tier requirements into bids. tage of this unique, once-in-a-lifetime

That nice new dashboard feeding off engine block, change out the major com- Andy Kelly, marketing communications opportunity may down the road ? nd new sensors means more information ponents and make it conform to a much manager, Global Marine, Cummins, themselves forced to cut emissions. about the status of the engine and its cleaner 2006 T2 engine standard, and Inc., says a requirement in a New York Manufacturers have already pushed myriad related equipment, leading to operate at that standard for the next 23 state RFP that engines had to be Tier 3 or diesel engine emissions down to near more engine checks. Problems may re- years. Keep the rest of the vessel ship- T4 lead Norfolk Tug Co. to repower four zero with Tier 4 technology. As the quire more vendor assistance in order to shape, and your workhorse is good for to ? ve vessels. movement toward all-electric and zero- diagnose and correct the malfunction, another generation of dependable perfor- emission vehicles grows, and that tech-

Carpe Diem!

says McAllister. mance. nology and capacity starts to catch up

And the state paying for reduced emis- “You get a fully electronic, computer- There seems to be near-universal with demand, it’s going to become harder sions will want to make sure it gets those ized engine with incredible control over agreement that along with locomotives, for tug, tow and ferry operators to ignore bene? ts. Be aware that some incentive the vessel from a handling, acceleration replacing the engines of tugs and ferries the fact they are rapidly sailing alone in programs come with geographic restric- performance and engine fault codes per- old enough to have carried your parents, the haze. The expectation among trans- tions, cautions McAllister. That won’t spective,” Holt says adding, “It’s like if not your grandparents, is urgently portation consultants, industry organiza-

Source: EPA www.marinelink.com 43

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