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John Miele

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Right before MEPC 61, there was quite a bit of press regarding the potential establishment of Cap and Trade in the shipping industry. If Cap and Trade were to be established, what would be the potential bottom line impact of such a scheme on ship owners’ daily operations? Carbon Positive publishes an interesting web site, previously mentioned several times here on Clean Air at Sea, http://www.carbonpositive.net/ . Take a look at their home page, and scroll down a bit. On the bottom right, they have prices listed for carbon credits as applicable to industry in several markets where Cap and Trade regulations are in existence. Which figures should ship owners pay particular attention? The EU market indices. As CO2 regulations will most likely hit the EU first, these are the most relevant. Now, a VLCC operating without CO2 controls emits in excess of 100,000 tons of CO... (more)

Procdure for operating with surface drives

Though, overall, surface drives are relatively simple pieces of equipment, operating a vessel equipped with these drives requires slightly different procedures than operating a vessel with a stern drive or water jets. As part of our project proposals, France Helices always includes a substantial amount of crew training, in particular with military and police vessels, since crews and personnel frequently rotate. Indeed, a big part of the training of our agents and dealers is related not only to diagnosing propulsion problems, but also to keeping our customers well trained in the ... (more)

Can surface drive be used with a single engine?

When we released our SDS1 model at the beginning of the year, we started receiving a number of inquiries related to using surface drives on a vessel with only one engine (and shaft). Is this practical? The short answer is “No”, and here’s why: Propulsion is a matter of physics, with one force being applied to counteract another force. We always prefer to install surface drives in pairs, either two or four shafts. The reason why is that the contra-rotating propellers steer the boat straight and true. Without this counteracting force, the vessel will constantly be trying to pull ... (more)

What is the difference between cavitation and electrolysis?

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. Introduction I have often had the opportunity to see during my career that there was some blurring in... (more)

Welcome to Tier II NOX Regulations

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  g2.0~3.4 /kWh. 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)