From the Business Green Blog:
But a report published this week by the European Commission’s Joint
Research Centre (JRC) appeared to torpedo the EU’s plans, warning that EU
countries would be unable to enforce restrictions on ships flying flags of
convenience from outside the bloc.
Moreover, international shipping law affirms that “states shall not
discriminate in form or in fact against vessels of any other state”, which
means nations attempting to prevent non-compliant ships from docking or
passing through territorial waters could face legal action.
“There is currently no strong legal basis for the EU to exercise
extra-territorial jurisdiction, and this is likely to give non-EU states and
industry bodies grounds for challenging carbon emissions reduction measures
adopted by the EU for maritime transport,” the report concludes.
It goes on to analyse the best metho... (more)
From Digital Ship:
The European Maritime Safety Agency (EMSA) has awarded a contract to
Deltamarin for a study on tests and trials of the Energy Efficiency Design
Index (EEDI), as developed by IMO.
The main objective of the contract is to provide EMSA with a technical study
on the EEDI, in order to refine the EEDI application for certain categories
of RoRo ships (volume and weight carriers) and to identify the potential
application of the EEDI or any alternative method to improve energy
efficiency of purpose built vessels from a technical and design point of
The Energy... (more)
When France Helices installs an SDS on a vessel, we always include operator
training as paart of the package. Operating a vessel at 30 knots is a very
different skillset than operating a vessel at over 50 knots.
Well, there are many reasons, but one of the things that often confuses crews
new to the SDS is the concept of drive trim. The trim of the drives is
critical when operating the SDS. Remember in an earlier article that we
stated that one of the functions of surface drives is to provide lift.
The SDS literally lifts the stern of the vessel out of the water, thus
The following paper was presented by France Helices’ president a while
back. It discusses the difference between cavitation and electrolysis and the
impact of both on propellers and propulsion. These two phenomena are often
confused and it is important to learn to recognize the difference between
them, so that the cause of problems can be determined and adequate fixes can
be made. We have translated this version from the original French version. We
hope you find it interesting.
I have often had the opportunity to see during my career that there was some
blurring in... (more)
On January 1, the MARPOL Tier II NOX regulations went into effect. From this
date onward, marine diesel engines may emit no more than
7.7~14.4.0 g/kWh of NOX, depending on rating. Tier III goes into effect on
January 1, 2016, five years from now, with NOX limits of
Though Tier II requirements have been known for a while, very little was
written about the implementation date of the regulations. Some vessels are
“grandfathered” into the regulations, whereas most other must comply.
Some ship owners are letting the engine maker deal with the problem, taking
the op... (more)