The firm was founded by my grandfather, Tom Crowley, in 1892. In time, it grew to become an international transportation company with the name of Crowley Maritime Corporation. In 1997, I purchased the Red and White Fleet ( RWF ). Hence, my foremost cousin, Tom Crowley, Jr, is running Crowley and I am running Red and White Fleet. today, the entirely fiscal differences between the two companies are the zero. Give us a ‘by the numbers’ insight on Red and White.
We have a sum of four vessels in our flit. Less than 1 million passengers embark on our cruises annually.
Reading: Red and White and Green All Over
You are known for being passionate about the environment. And, you have made no secret of the fact that you want to build new vessels with zero environmental signatures. Where are you on that journey?
Our goal – which we will achieve – is to be operating zero pollution vessels. As of today, we are failing in our environmental goals because our entire fleet is not however zero contamination. It is unmanageable and/or impossible for me to say ‘ The Red and White Fleet is an environmentally sensitive and we operate cleaner vessels. ’ Many stakeholders use the environmental discussion as a commercialize ploy to show that they are cleaner or an environmentally sensitive clientele. In truth, a occupation is either ‘ zero pollution ’ or is not ‘ zero befoulment. ’ You are a member of the PVA’s GreenWaters Program. Your firm boasts a long history of environmental commitment – beyond simple propulsion itself – in your daily operations. It sounds good, but what does that really entail?
We support the PVA ’ randomness GreenWater Program as it is a very dear industry program. It is relatively easy to achieve many of these goals but RWF is hush not zero befoulment, so the Red and White Fleet silent has a long way to go on its travel to become zero contamination. 
Tom Escher ( Photo : crimson and White Fleet )
Do you employ a so-called ‘safety management system?’
Yes. We have an in-house safety management system ( SMS ) that has taken its roots and social organization from many other SMS programs. Red and White is an early adopter of alternative fuels, among other things. Which alternative fuels do you now employ and which ones are being investigated?
Since we are a belittled company, it is unmanageable for us to spend big dollars on exploring the many electric potential fuels in the world. We are looking are looking at electric, hydrogen, etc. however, I am aspirant that in the about future, there will be a significant discovery for a new, different zero contamination power system for ships. The Golden State wants all ports to be ‘carbon neutral’ by 2030. Red and White is on its way to doing just that, but of course it comes at a cost. How do you manage to stay competitive?
It is identical difficult. Yes, there is a dollar cost, but let ’ s not forget the human health monetary value. We believe that RWF offers the best sightseeing and vessel process on San Francisco Bay. At the like time, if the consumer wants another type of serve ; then that is their choice. Can a firm go green for the right reasons and fatten the bottom line at the same time?
Bottom telephone line is crucial. Humans are authoritative. Business continuity is authoritative. These differences must work together or there will be larger ball-shaped problems.
Read more: Maritime search and rescue – Documentary
What do your vessels run on now?
We have been operating on 100 % renewable diesel produced by Neste MY, and we are getting full results. Your Enhydra is certainly not an average tour vessel. Can you share the main challenges in its construction, how has the vessel performed post-delivery and ‘lessons-learned’ to date?
First, we had merely bang-up vessel operation, great hold from All american english Marine and great support from BAE. This vessel involves very different operations for the captains, and extra train was necessary as we rolled out this new technology. For model, dumb operations involve the victor to look at the monitors and not listen to the diesel engines. Almost clamant strangle response times, require a gentle touch with controls. extra train was besides required for our maintenance teams, who, to their ultimate recognition, were very quick to catch on. nowadays, everyone notices and comments on the cleanliness of the engine spaces, which still shine like the day we took manner of speaking of the vessel. In terms of service, passengers immediately recognize no diesel odors, no exhaust, a quieten operational ride, no soot on the vessel, and many other relate improvements. Red and White Fleet’s lithium ion battery hybrid vessel brought 20% fuel efficiencies over conventional diesel engine propulsion systems. You’ve said you can and intend to do better. Are we there yet?
We are performing with 35 % efficiencies over conventional diesel – the 20 % was the master goal ; 35 % is our actual results. Red and White intends to eventually bring the first hydrogen fuel cell powered vessel into service in the San Francisco Bay Area. When will that happen and how will you pay for it?
We are presently working with another company and the California Air Resources Board ( CARB ) to build a high-speed hydrogen fuel cell ferry to operate on San Francisco Bay. This vessel, named the Water Go Round, will show the maritime industry that hydrogen fuel cell vessels are a world and zero pollutes here today. I suggest you go to Sandia National Lab ’ s web site as they have completed a feasibility study on both electric and hydrogen fuel cell vessels, including large containerships. There is very good data in that Sandia study. The U.S. Department of Transportation insists that it focuses on rebuilding, repairing and revitalizing our transportation infrastructure. Yet, there are many U.S. flag operators – specifically those in the passenger vessel game – at an enormous disadvantage because today’s interpretation of the MARAD Capital Construction Program (CCF) excludes these operators from all the benefits of this well-intentioned program. Why is this happening?
Let ’ s be truthful : the CCF is an exclusive club chiefly intended for big deep-sea vessel operators and, of path, others who have the lobby dollars to control the decisiveness makers. MARAD ’ s web site insists, “ … we work unvoiced to maintain the overall health of the U.S. Merchant Marine. ” If that is truthful, then why does MARAD not support all U.S. flag vessels in utilizing the CCF ? H. Clayton Cook ( a recognized and well known CCF expert ) and I are bequeath to meet with MARAD ( again ) at any time to shift the CCF from an ‘ exclusive club ’ to a CCF open to all U.S. flag operators. industry knows that this will create new shipyard jobs, add more U.S. ease up vessels and build a stronger merchant marine. sadly, RWF does not have any lobby dollars to pressure MARAD, so the CCF remains and single club chiefly for large deep-sea vessel operators. If any of your readers interested in a more inclusive CCF and building a stronger U.S. Merchant Marine, please have them contact me. 
The 128-foot, 600-passenger Enhydra is the first aluminum hulled, lithium-Ion battery circuit board loanblend vessel built in the U.S. ( photograph : All American Marine )
This year, the U.S. EPA proposed to delay implementation of Tier 4 marine diesel engines “in certain high-speed commercial vessels.” What are your immediate thoughts on this proposal?
If you are a ball-shaped engine manufacturer, why would your company decide to make/modify engines to meet tier 4 engine requirements as needed by CARB ? actually, it is probably less expensive for engine manufacturers to drag their feet and spend lobbying dollars for one state and delay the execution of the rules. Again, are we back to touting merely ‘ cleaner solutions ’ to keep the public happy, or should we proceed with a zero contamination finish ? EPA ’ s latest proposal therefore casts doubt whether federal decision makers honestly care about contamination or are merely providing lip serve.
Supposedly, and for boat-builders, Tier 4 engine size and weight present challenges. Do these challenges warrant further delay? Do these challenges impact your firm’s operations?
It is the job of boat-builders and naval architects to “ calculate it out. ” alternatively, they can go forbidden of occupation while person else will. The Maine Lobstermen’s Association supports EPA’s proposed delay, saying “the current Tier 4 marine diesel engine emission standard is a mismatch for the Maine lobster fleet.” But, what about ferries and passenger vessels; does the same hold true?
The mission of EPA is to protect homo health and the environment. many businesses and citizens respect and admire the EPA. however, in many cases, a soon as the execution of proposed standards has an effect on a business or individual, then there is a need to ‘ kick the can down the road. ’ In this specific case, some of the reasoning presented to the EPA seems to be that the technology is ‘ simply not available or feasible, ’ or possibly the tested excuse of ‘ the decade-old premise of how the market would respond has proven to be incorrect. ’ And, of course, who could forget, ‘ it is a question of whether there are likely to be enough sales to justify the manufacture ’ s investment, etc. ’ As a vessel owner and operator, many of the EPA actions have a fiscal impingement on businesses and I accept this extra cost because I am highly implicated about human health and the environment. As I understand it, the EPA is creditworthy to lead the way and the populace is relying on the EPA to do their job. We consequently urge the EPA not to amend the nominate standards as there is no more room to ‘ kick the can down the road. ’ For operators in small bays and fixed routes, DEF for SCR Tier 4 implementation is not a problem. The supply chain can be set in quite easily. Towboat operators on the rivers say that’s not the case. In these remote areas, sometimes there is no (DEF) distribution network. Can this problem be overcome in the short term to avoid pushing the environmental concerns ‘can’ down the road?
Stop. Please stop : companies must stop providing lip service for ‘ blank ’ operations and then be bold adequate to make changes to zero contamination operations. In early words, spend your lobbying dollars on zero contamination engines .
