30 FOGHORN stronger position to discuss findings, propose alternatives to full plate replacement, and support a repair proposal. WHY THIS MATTERS: THE BIGGER PICTURE The PPAT story is significant on several levels. For individual operators, it means having a scientifically grounded tool to monitor hull condition between inspec- tions, document findings proactively, and avoid the cost of unnecessary plate replacements. For small passenger vessel operators running on thin margins, the difference between a justified repair and an unnecessary one can be substantial. For the inspection process, the tool introduces greater consistency. When both the operator and the Coast Guard inspector are working from the same underlying methodol- ogy—SSC-394—there is a shared framework for evaluating borderline cases. The days of a decision resting entirely on one person’s judgment call are not over, but they are being supplemented by data. For the PVA/Coast Guard relationship, the PPAT is a model for how the Quality Partnership is supposed to work. The QP—established in 1996 under the Coast Guard’s Preven- tion Through People initiative and still meeting twice year- ly—exists precisely to address issues like this one: problems with real operational and safety implications that don’t fit neatly into the rulemaking process. As Christensen noted in his May 2026 Foghorn Safety Matters column, the QP “is a long-standing forum whereby senior PVA and Coast Guard leadership meet twice a year to discuss issues of mutual concern and seek non-regulatory solutions.” The PPAT is exactly that kind of solution. FROM THE EXECUTIVE DIRECTOR A Tool Built by Operators, for Operators In his column in the May 2026 issue of Foghorn, PVA Executive Director John Groundwater highlighted the PPAT as a direct example of what the QP partnership is meant to produce. Working group contributors felt strongly that there needed to be a way for operators to not only measure existing hull condition, but to build that assessment capability directly into ongoing preventative maintenance programs. The PPAT delivers exactly that. As Groundwater emphasized, the tool does not replace the judgment of a qualified marine surveyor or a Coast Guard inspector, but it gives operators the data to have a better, more informed conversation when the inspector does ar- rive. Operators who incorporate the PPAT into their regu- lar maintenance routines will be able to propose defensible alternatives to full plate replacement when circumstances permit, backed by methodology, not just intuition. The PPAT icon is prominently featured on the upper right- hand corner of the PVA homepage at passengervessel.com, and the full tool is at passengervessel.com/ppat. A CALL TO ACTION Use the Tool, Share the Feedback The PPAT is now available to everyone—no membership re- quired, no software to install, and it is no cost to use it. Every assessment run through the tool, and every piece of feedback returned to PVA, strengthens the case for its broader formal adoption within the Coast Guard inspection framework. If your vessel is subject to drydock inspection under Coast Guard regulations and there is hull pitting that may draw attention, run an assessment before your next inspection. Document the results. If you’re in an appeal or reconsid- eration process involving pitted hull plate condition, the PPAT can provide methodology-backed data to support a sound repair or monitoring proposal. The tool is at passengervessel.com/ppat. Seven years of work—from a member concern raised at a meeting to a completed web tool—went into making it available. Use it. FOGHORN FOCUS Every assessment run through the tool, and every piece of feedback returned to PVA, strengthens the case for its broader formal adoption within the Coast Guard inspection framework.
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