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facturers have to overcome on the production line. Not only do they have to deal with the mandated technology evolution, they also have to Þ nd a way to build them in a timely and economical manner. The beneÞ ts go both ways as builders and designers can provide feedback to the manufacturers to address any challenges that have been ex- perienced, aside from the holes in the product range. In the rush to get product out the door, there have un- fortunately been costly errors. Given the long lead time for engines, it is absolutely critical that the engines are delivered as ordered and in working condition. The room for error is slim to none, as starting the engines is one of the Þ nal steps in the vessel construction process. When drawings are inac- curate, or engines are delivered with a different sized oil pan, or when plumbing connections that used to be standard are now suddenly no longer supplied, there are delays and the onus immediately falls upon the builder to make it right. One vesselÕs delivery was delayed by nearly 30 days because of something as small as a mis-wiring in the manufactureÕs engine wire harness. Overall, most engine suppliers are re- sponsive and work quickly to resolve any shortcomings. SEEING TRIPLEIt might appear like you will be stuck with you old boat forever, now that hopes of a sistership are gone and the thought of a Tier IV engine and keeping your urea tanks Þ lled seems downright oppressive. There may be an alter- native that offers considerable merit, given the right applica- tion. Currently, EPA Tier IV standards will only apply to en- gines greater than 600 kW (805 hp). Some customers may choose to produce the power they need through quantity at the lower horsepower levels. There are no regulations against installing three Tier III engines rated at 800 hp in lieu of twin Tier IV engines rated at 1200 hp with an SCR system. ENGAGED , MOVING AHEADIndustry has found EPAÕs progressive rollout schedule to be onerous, forcing some engine manufactures to push product out before it is really proven, reÞ ned, and ready to be supported. The research and development teams are so focused on EPA compliance that tunnel vision has become consequential and we have seen little to no developments regarding other engine technologies; speciÞ cally hybrid or LNG solutions. Does the advent of Tier IV mean the end is in sight? Propulsion manufacturers will continue to focus on compliance with the regulations, but success comes with innovation and manufacturers will be looking to make ad- vancements outside the scope of the law. These manufactur- ers are also careful not to lose sight of the individual needs of their customers. At Scania, Hamilton Jet, and certainly at factories elsewhere, during the very Þ rst stage in the pro- duction process paperwork is physically attached to the unit to identify who the customer is. Like your new boat, these units are only made to order. Take the time to visit your boat builder and discuss what propulsion systems are available to keep your new vessel powered and moving ahead. BOATBUILDING COLUMNJoe 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 jhudspeth@allamericanmarine.comScania builds every engine speciÞ cally to a customerÕs individual order. Quality is a primary focus and any member of the production team is empowered to stop the production line if something is not right. Hamilton Jet has added larger jets to their product range, including the HT1000 in order to keep up with the demands of the marketplace and changes in engine technology. July 201424 MNMN July14 Layout 18-31.indd 24MN July14 Layout 18-31.indd 246/18/2014 3:35:21 PM6/18/2014 3:35:21 PM
