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No.13-05

GHG

GHG

2013

2014 4

2013 GHGGHG

IMO GHG

EEDI (MRV )

GHG GHG SG

GHG GHG LNG EEDI WG

GHG GHG / WG

GHG GHG SWG Small WG

GHG GHG MRV WG

1. ...................................................................................................................... 1

1.1 ........................................................................................................................................................ 1 1.2 .................................................................................................................................................... 1

2. IMO ................................................................................................................................................. 2

2.1 IMO 65 MEPC65 ................................................................................. 2 2.2 IMO 66 MEPC66 ............................................................................... 27

3. ........................................................................................................................................ 56 4. MEPC66 GHG ........................................................................................ 58

4.1 ............................................................................................................................................................... 58 4.2 MEPC 65 .................................................................................................. 58 4.3 LNG EEDI

LNG EEDI WG .................................................................................................................. 60 4.4 WG ................................... 61 4.5 ............... 61 4.6 level2 SWG ................. 62 4.7 WG ....................................... 62 4.8 MRV WG ................................................................................... 63

5. ..................................................................................................................................................................... 65

............................................................................................................................................................................ 66

01 LNG CG 02 MEPC 66/4/7 Amendments to the EEDI Calculation and Certificatio guidelines for LNG

carriers 03 MEPC 66/INF.36 Example of calculating attained EEDI for LNG carriers 04 MEPC 66/4/4 Work progress on revision of ISO 15016:2002 05 MEPC 66/INF.7 Additional information on revision of ISO 15016:2002 06 MEPC 66/4/6 Further details of possible metric options to develop further technical and

operational measures for enhancing the energy efficiency of international shipping 07 MEPC 66/4/14 Further technical and operational measures for enhancing the energy

efficiency of international shipping comments on document MEPC 66/4/6 and on document MEPC66/4/19

08 MEPC 66/4/19 Further technical and operational measures for enhancing the energy efficiency of international shipping established an Energy Efficiency Data Collection System

1

1. 1.1

2011 IMO 62 MEPC62 CO2

EEDI SEEMP MARPOLVI 2013 1 EEDI

EEDI

EEDI LNG RoRoEEDI EEDI Reference line IMO

EEDI

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2 IMO

2.1 IMO 65 MEPC65 2013 5 13 17

IMO

2.1.1. Part 1

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( ) MEPC64 MEPC 65/4/1 ( ) IMO IMO

MEPC 65/4/25 ( ) MEPC 65/4/33

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23

d. MARPOL 4for the effective implementation enhancing effective

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( ) a. UNFCCC

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d. of non-discrimination and no more favourable treatment

5

applied to States as appropriate within of (a) (b)

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WG f. IMO UNFCCC

disclaimerMEPC 58/4/16 disclaimer

(a)

g. WG IMO UNFCCC

developed States and developing States with the ability to do so (a)

All member States with the ability to do so

(b) 23 in particular developing States

h. WG 3 MEPC 65/J/8

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44 20 b. WG WG

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d.

e. WG CBDR

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( ) WG WG

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Head of delegation WG .

( ) EC EC

BEING AWARE of the principles of non-discrimination and no more favourable treatment under the Convention on the IMO and the MARPOL Conventions, and of the principles, including common but differentiated responsibilities and respective capabilities, within the United Nations Framework Convention on Climate Change and Kyoto Protocol, ( )

. Head of delegation MEPC

a. WGWG

CBDR 44 3 EEDI MRV 4

b.

7

c. 4 WG

. WG ( ) WG MEPC CBDR

1

( ) WG WG WGWG .

( ) .

( ) WG BEING AWAREACKNOWLEDGING

a. ACKNOWLEDGING ( )

( ) WG ACKNOWLEDGING BEING AWARE

TAKING COGNIZANCE TAKING COGNIZANCE of the principles and provisions of the Convention on the IMO and the MARPOL Convention, in particular the principles of non-discrimination and no more favourable treatment, and the principles and provisions of the United Nations Framework Convention on Climate Change and its Kyoto Protocol, a. b.

( ) WG 4 WG . 4

( ) CBDR red line

( ) . WG

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WG .

( ) ( )

8

BEING COGNIZANT of the principles of the Convention on the IMO and the MARPOL Convention, including the principles of non-discrimination and no more favourable treatment, and the principles of the United Nations Framework Convention on Climate Change and its Kyoto Protocol, including the principles of common but differenciated responsibilities and respective capabilities, ( ) principles applicable to Parties within the UNFCCC red line

UNFCCC principle IMO principle

( ) WG WP ( ) WG

4 (3) WG . WG MEPC 4 18 30

( ) IMO NFT UNFCCC CBDRBEING

COGNIZANT BEING COGNIZANT of the principles of the Convention on the IMO, including the principle of non-discrimination, as well as the principle of no more favoourable treatment of the MARPOL and other IMO Conventions, BEING COGNIZANT ALSO of the principles of the UNFCCC and its Kyoto Protocol, including the principles of common but differenciated responsibilities and respective capabilities, ( ) principles of the UNFCCC principle within the UNFCCC

( ) ( ) ( ) CBDR CBDR

IMO ( ) ( ) CBDR

CBDR

( ) ( ) of under ( ) WG

( ) of guiding ( ) of enshrined in ( ) enshrined in

( ) IMO UNFCCC enshrined in ( ) enshirined in

guided by ( )

9

( ) guided UNFCCC ( ) guided ( ) MEPC of enshrined in ( ) IMO UNFCCC ( ) BEING COGNIZANT of the principles in the UNFCCC and its Kyoto Protocol, including the principles of common but differenciated responsibilities and respective capabilities Reaffirming the principles of non-discrimination and no more favourable treatment, which apply to Convention on the IMO and the MARPOL Convention, respectively, ( ) ( ) BEING COGNIZANT of the IMO Convention principles, including the principle of non-discrimination, as well as the MARPOL and other IMO Convention principle of no more favourable treatment, BEING COGNIZANT ALSO of the UNFCCC and its Kyoto Protocol principles, including the principle of common but differenciated responsibilities and respective capabilities, ( )

( ) ( ) of enshrined in

5 WG

( ) enshrined in ( )

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( ) GHG

( ) .

( ) statement statement

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( ) EU coordination statement EU

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(4) WG . MEPC MEPC 65/J/10

( ) MEPC 65/J/10 ( )

10

. statement ( ) statement

a. 23 UNFCCC

IMOUNFCCC

MEPC66WG

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IMO ( ) statement a. GHG

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GHG ( ) statement a. UNFCCC "cognizance of" IMO

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KOICAstatement ( ) statement ( ) statement a. IMO give and take

( ) statement

11

a. UNFCCC

( ) 23

( ) statement a.

IMO

( ) statement a. UNFCCC commit ( ) statement a. IMO

( ) IMO

MEPC (5) 4 14:30 .

( ) MEPC 65/4/19 MEPC 64/5/7

( ) IMarEST MEPC 65/INF.3/Rev.1

( ) MEPC 65/4/30

3 ( ) CSC MEPC 65/4/34 MEPC 65/4/35 .

( )

( )

( ) MRV Monitoring , Reporting and Verification MBM

( )

CG ( )

IMO MRVUNFCCC MRV

MRV MRV3

( )

12

( )

CG ( )

( ) ( ) CG

( )

CG

( ) ( ) ( ) IACS a. b. c. ( )

CG ( )

CG 4WG

( )

2.1.2 Part 2 GHG 4 (1) WG .

( ) TOR develop finalize

( ) WG MEPC 64/4/6 MEPC 64/4/25 EEDIWG

. Cruise passenger ship having non-conventional propulsion ( ) CLIA MEPC 65/4/6 Cruise passenger ship EEDI

( ) CLIA Cruise passenger ship EEDI Reference line Attained EEDI ( ) a. WG

13

b.

WG

c. CLIA

WG d. SOLAS InterferryRoRo e. CLIA Interferry RoRo

f. cargo space baggage space

commercial cargo InterferryRoRo cargo space g. ITTC deck passenger h. WG

( ) EEDI a. CLIA phase0 2016 phase

b. phase0 phase

c. ICS 0% phase0

phase0 CLIAICS

d. phase1 0 phase3 CLIA 30%phase2 e. CLIA phase3

WG

f. phase1,2,3( ) phase1 5 phase2 20% phase3

30% WG ( ) Reference line a. 8.6 Ppti=0 8.7 Attained EEDI CO2 3.1144

b. CLIA 8.6 c. WG

14

d. SFCAE GHG study CLIA 215(g/KWh)190(g/KWh)

e. 190(g/KWh) 215(g/kWh) f. CLIA 215(g/KWh) CLIA g. GHG Study2009 SFC

190(g/KWh) GHG Study190(g/KWh) h. ICS CESA CLIA IHS Fairplay dataCLIA CLIA i. CLIA referenc line IHS Fairplay data

j. IHS Fairplay k. IHS Fairplay l. ICS Annex2 m. n. Option1:215(g/KWh) Option2:190(g/KWh) Option3

o. SFC option1 215(g/kWh)

p. (SFC )

q. option2 r. CLIA MEPC63 215(g/kWh)190(g/kWh) 2009GHG Study

s. GHG study 5MW 190(g/kWh) 1MW 5MW200(g/kWh) 1MW 215(g/kWh) t. Option1:215(g/KWh) Option2:190(g/KWh) Option3

5MW 190(g/kWh) 1MW 5MW 200(g/kWh) 1MW 215(g/kWh)

u. SFCSFC

v. SFC Option3

190

w. WG SFC Option3 x. CLIA option3 reference line

a,c CLIA

y. CLIA SFCAE=215(g/KWh)

15

z. SFC 500-100KWSFC Marine Diesel oil ISO cindition SFC

187(g/KWh) 5% margin EEDI SFC 50%loadSFC=215(g/KWh)

aa. CLIA ICSCLIA WG CLIA 65/4/6

SFCAE=215(g/KWh) ( ) Attained EEDI a. CLIA fs

WG b. SFCAE SFCAE

NOx ICS75%MCR SFC c. CLIA Cruise 85% 85% d. 75%

e. NOx ICS

f. NOX SFCAE, SFCMESFCAE MCR50% SECME MCR75% g. WG 75% h. CLIA 75% i. Capacity Cruise passenger ship Capacity Gross Tonnage

j. Peff Ppti

CLIA PeffCLIA

. LNG ( ) MEPC 65/4/12 ( ) MEPC 65/4/13 ( ) BOG a. LNG BOG BOG

DFDEBOG

b. cargo handling LNG BOGcargo handling

c. BOG BOG

d. e. BOG

MEPC LNG EEDI

16

( ) MPP a. 70%MCR 66%MCR 66%MCR

IHS Fairplay data

( ) attained EEDI

SIGTTO ( )

LNG2018 WG

WG a, c)EEDI LNG

( ) a. BOG cargo handling

b. Direct Drive Diesel BOG

c. crude oil tanker

EEDI d. SIGTTO LNG

e. EEDI Option1 f. SIGTTO g. Attained EEDIreference line h. BOG i. LNG reference line advantage

reference line BOG

j. LNG reference line advantage

k. BOG reference lineBOG kWreference line

l.

m. attained EEDI Direct drive dieselattained EEDI

17

n. SIGTTO MEPC64 LNG reference line gas carrier

LNG LNG reference lineBOG LNG

o. BOG reference lineDFDE

p. Boil off rate(BOR)

q. r. reference line

BOGattained EEDI

s. ( ) a. SIGTTO WG

DFDE

SIGTTO MEPC65/4/13

b. SIGTTO c. DFDE reference line

d. WG e. LNG DFDE MPP Installed power WG

66%MCR reference line f. gas carrier g. SIGTTO LPG LNG gas carrier reference line h. reference line

phase1 required EEDI

i. gas carrier reference line j. LNG LPG required EEDI reference line k.

WG gas carrier reference line l. reference line

a, c)

(2) . EEDI

18

. CG CG MEPC 65/4/3fw

WG . LNG WG

. RoRo /RoRo

( ) MEPC 65/4/4

( ) MEPC 65/4/18 fjRoRo

EEDI EEDI

( ) RoRo /RoRo ( )

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( )

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( ) (fj) EEDI

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( )

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( ) IACS MEPC 65/4/14

19

( ) MEPC 65/4/16 ( ) IACS, IEE SEEMP 400GT

( ) IACS, SEEMP

( ) ( ) WG . WG . EEDI

( ) IACS MEPC 65/4/31 ( ) IACS IPR

CESA ( ) CSC IACS ( ) ( ) EEDI IMO

( ) EEDI IMO

( ) .

( ) IMO ( ) CSC GHG 1/10

standard2 Tiered approach

ISO (3) WG . Ice breaking cargo ship

( ) EEDI 2knot1m 500kPa

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20

( ) WG Annex VI 2

. RoRo /RoRo

( ) WG ( ) 1998 2010

( ) 2

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( ) terminology

MEPC 65/4/3 fwITTC

. ( ) WG ( ) attained EEDI

( )

( ) ( ) ( ) ( ) WG .

( ) MEPC 65/4/28 MEPC64 Level1Level2 Level1

Option ( ) IACS Level1

Option1 Level1,2,3 BF5

( ) phase3 Level1 Level2

phase1 ( ) Option3

( ) 20,000DWT phase0

21

( ) IACS EEDI

( ) 3m IACS ( ) Level1 ( ) RINA

( ) phase0

phase1

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( ) ITTC BF6

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a. 6m

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( ) 3.4bis Option3 WG

advance speedahead speed forward speed a. CESA advance b. IACS c. d. IACS RINA e. WG ( ) 3.17 rotational speed engineWG ( ) 3.14 advance ratio of the propeller, J

WG J

22

( ) RINA 3.14 KT open water propeller propeller open water (7) R ( ) 3.17 WG

( ) RINA 3.18 0.9%AR ( ) 0.9%AR 3.6

( ) IACS 3.6 ( ) 3.18 WG ( ) RINA MEPC 65/4/3 8 CG

.

( ) Administration

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( )

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IEEC SEEMP ( ) Circ.795

( ) WG ( ) MEPC 65/4/16 MARPOL Annex VI 19

WG .

( ) MEPC 65/4/15 ITTC ISO 15016

23

ISO 15016 ITTC ( ) ISO MEPC 65/4/23 ISO 15016:2002

( ) MEPC 65/4/26 ISO ITTC

( ) ITTC MEPC 65/INF.7

ITTC ISO ISO ( ) ITTC 5double runs 11-double run double run 3double runs contract power (4) ITTC

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( ) CFSFC Option1 [10] LNG

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24

2 ( ) LNG EEDIEEDI ( )

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( ) option2 ( ) INTERTANKO option2 option2 20%

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INTERFERRY

( ) ( ) WG

.

( ) MEPC 65/4/24 RoRo attained EEDI EEDI required EEDI

attained EEDIattained EEDI

( ) IACS IEEC

( )

( )

( ) WG

(5) . WG MEPC 65/WP.10 Annex 8

ISO 2014 ISO 15016

25

2.1.3 GHG 5 (1) GHG . CSC

( ) CSC 2MEPC 65/5/4

( ) . GHG TOR: Terms of Reference

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b. MARPOL

VI c. d.

e.

f. g.

h. TOR 5 i. j. ( ) CO2 a. CO2 b. GHG c. CO2 GHG

d. CO2 e.

26

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( ) Steering Committee a.

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IMO

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f. 7 g.

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27

2014IPCC 5 AR5

e. MEPC66 f. IPCC 5 2015 MEPC68

g. TOR MEPC66 ( ) MEPC 65/5/2 75IMO Update-EW 7

Update-EW ( ) IPCC AR5 ( ) IMO IPCC

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(2) MBM: Market Based Measures . MBM WTO

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UNFCCC

2.2 IMO 66 MEPC66 2014 3 31 4 4

IMO

2.2.1. 4.1 EEDI

35

2.2.2. 4.1

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2.2.3. (MEPC.229(65)) 4

56

3.

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1 2014 2 14 1.

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2 2014 3 11 1. MRV MEPC66

2.

58

4. MEPC66 GHG 4.1

GHG 2011 62 MEPC62MARPOL VI EEDI Energy Efficiency Design Index

SEEMP Ship Energy Efficiency Management Plan2013 1 1

EEDI SEEMP 2012 3MEPC 63 GHG

EEDI LNG EEDI

EEDI EEDI IMO

LNG EEDI

2014 3~4 MEPC66

LNG Required EEDI Attained EEDI MEPC65

IMO EEDI MBMMBM MEPC64

MBM MEPC65

MRV(Monitoring Reporting and Verification)

4.2 MEPC65 2013 5 MEPC65 MEPC66

MEPC65 2. 1.LNG EEDI

Reference line MARPOL Attained EEDI

SIGTTOEEDI

59

2.fw

fw MEPC66

3. ITTC ISO

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informal group CG SIGTTO, IACS

61

01 MEPC 66/4/7 02 MEPC 66/INF.3603 MEPC 66

4.4 WG 2011 MEPC62 EEDI MARPOL

EEDI

MARPOL VI 24.5 MEPC65 20,000DWT

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the

rele

vant

par

ts.

Anne

x 3

Para

4.

3.11



4.

3.11

. In

our

vie

w, t

his

wou

ld m

ake

the

EED

I ver

ificat

ion

proc

ess

unne

cess

arily

com

plex

. IA

CS c

onsid

ers

that

the

prop

ulsio

n m

otor

is th

e pr

ime

mov

er fo

r the

pro

pelle

r for

die

sel

elec

tric

powe

red

LNG

car

riers

in th

e sa

me

way

that

the

mai

n di

esel

eng

ine

is th

e p

rime

mov

er fo

r pro

pelle

r for

con

vent

iona

l pr

opul

sion

syst

ems.

IAC

S al

so n

otes

that

for c

onve

ntio

nal

prop

ulsio

n sy

stem

s th

e ex

istin

g EE

DI c

alcu

latio

n gu

idel

ines

do

not in

clude

the

effic

ienc

ies

of re

duct

ion

gear

nor

inte

rmed

iate

be

arin

gs n

or s

tern

tube

bea

rings

. Th

eref

ore

it wou

ld b

e in

cons

isten

t with

the

exist

ing

guid

elin

es if

a cr

edit w

as g

iven

spec

ifical

ly to

redu

ctio

n ge

ar e

fficie

ncy

as p

ropo

sed.

As to

the

verif

icatio

n pr

oces

s of

w

e w

ould

like

to k

eep

thes

e op

tions

as

squa

re b

rack

ets

Anne

x 3

Para

4.

3.3.

5

.5

shaf

t pow

er a

nd R

PM o

f the

m

ain

engi

ne, s

haft

pow

er o

f pro

pelle

r sh

aft [

and

the

com

pone

nts

to c

alcu

late

(i) i

n ac

cord

ance

with

par

agra

ph 4

.3.1

1 (fo

r LN

G c

arrie

rs h

avin

g di

esel

ele

ctric

pr

opul

sion

syst

em),

or s

haft

pow

er o

f st

eam

turb

ine

(for L

NG

car

rier h

avin

g st

eam

turb

ine

prop

ulsio

n sy

stem

)].

<Nor

way

> th

e la

st p

art "

and

the

com

pone

nts

..." s

houl

d be

put

in s

quar

e br

acke

ts a

s it d

epen

ds o

n re

taini

ng 4

.3.1

1, w

hich

is in

squ

are

brac

kets

.

67

Switc

h Bo

ard

Prop

ulsion

m

otor

Gea

r

Freq

. C

ON

V.

P AE

G G

Dies

el en

gine

FFO

Se

rv.

Tk

Freq

. C

ON

V.

P AE

G G

FFO

Se

rv.

Tk

P GEN

E

P GEN

E

P GEN

E

P GEN

EFO

C

FOC

Dies

el en

gine

Dies

el en

gine

Dies

el en

gine

Prop

ulsion

m

otor

gene

rato

r

Elec

trica

l effic

ienc

y G

ear e

fficie

ncy

*MPP

shaft is

66%

of to

tal M

CR o

f eng

ines o

n av

erag

e.

Dies

el e

lect

ric p

ropu

lsio

n sy

stem

MPP

shaf

t

P ME+

P AE

Dies

el en

gine

FFO

Se

rv.

Tk

FOC

Dire

ct d

iese

l driv

e pr

opul

sion

sys

tem

P M

E=0.

75 M

CR

68

Anne

x 2

Para

2.

12.2

2 fo

r gas

car

riers

hav

ing

dire

ct d

iese

l dr

iven

prop

ulsio

n sy

stem

co

nstru

cted

or a

dapt

ed a

nd u

sed

for

the

carri

age

in b

ulk

of liq

uefie

d na

tura

l gas

, the

follo

win

g cu

bic

capa

city

corre

ctio

n fa

ctor

f cLN

G

shou

ld a

pply:

f cL

NG =

R -0

.56

whe

re, R

is c

apac

ity

ratio

of

dead

wei

ght o

f the

shi

p (to

nnes

) as

dete

rmin

ed b

y pa

ragr

aph

2.4

divid

ed

by th

e to

tal c

ubic

capa

city

of th

e ca

rgo

tank

s of

the

ship

(m3 ).

<Nor

way

>

In th

e ca

lcula

tion

guid

elin

e, p

arag

raph

2.1

2.2

on th

e cu

bic

corre

ctio

n fa

ctor

for g

as c

arrie

rs c

arry

ing

LNG

. We

belie

ve th

is se

ctio

n ne

eds

to b

e re

tain

ed fo

r the

mom

ent a

s LN

G c

arrie

rs

cont

ract

ed b

efor

e th

e en

try in

to fo

rce

of th

ese

corre

spon

ding

M

ARPO

L Am

endm

ents

will

still

be re

gard

ed a

s ga

s ca

rrier

s.

The

guid

elin

es a

re e

xpec

ted

to b

e ad

opte

d at

MEP

C 6

6, w

hile

th

e en

try in

to fo

rce

date

for t

he M

ARPO

L Am

endm

ents

are

fu

rther

dow

n th

e lin

e.

--> a

ccep

ted

We

wou

ld lik

e to

kee

p or

igin

al te

xt.

<IAC

S> <

Denm

ark>

<SIG

TTO

> pa

ragr

aph

2.12

.2 o

n th

e cu

bic

corre

ctio

n fa

ctor

for g

as c

arrie

rs

carry

ing

LNG

has

to re

mai

n in

the

calcu

latio

n gu

idel

ine

as L

NG

carri

ers

cont

ract

ed b

efor

e [e

ntry

into

forc

e] w

ill st

ill be

rega

rded

as

a g

as c

arrie

r. <S

PAIN

> Ag

rees

with

oth

ers

rega

rdin

g th

e ne

ed to

reta

in th

e cu

bic

corre

ctio

n fa

ctor

s (2

.12.

2) in

the

calcu

latio

n gu

idel

ines

, as

the

will

be L

NG

Car

riers

con

tract

ed b

efor

e th

ese

prop

osed

am

endm

ents

ent

er in

to fo

rce.

An

nex

2 Pa

ra

2.7.

1

SFC

ME(

i)_se

atrial

<Den

mar

k><S

IGTT

O>

Den

mar

k do

also

sup

port

usin

g 75

% M

CR

E2

cycle

mod

e fo

r D

FDE

and

MPP

shaf

t pro

pose

d by

Jap

an.

SIG

TTO

wou

ld a

lso s

uppo

rt us

ing

the

75%

E2

cycle

mod

e in

stea

d of

50%

whe

n ca

lcula

ting

SFC(

DFD

E).

Takin

g no

te o

f pro

vided

com

men

ts, w

e w

ould

like

to d

iscus

s th

is pa

rt at

the

WG

of

MEP

C66

<SPA

IN>

We

still

have

con

cern

s on

the

MPP

(sha

ft). A

t thi

s po

int in

time

we

are

incli

ned

to u

se th

e m

ost s

impl

e so

lutio

n th

ough

we

can

prov

ide

furth

er in

put in

a fe

w d

ays.

W

e pr

efer

to g

o al

way

s hig

her t

han

50%

of t

he M

CR.

69

C

omm

ents

from

mem

bers

and

resp

onse

by

cood

enat

or (R

ound

2)

Page

, Pa

ragr

aph

Hea

ding

, Sub

head

ing

and/

or D

raft

text

C

omm

ents

C

oord

inat

or’s

resp

onse

to th

e co

mm

ents

Pr

opos

ed a

men

dmen

t/del

etio

n to

Dra

ft te

xt

Rat

iona

le

Anne

x 2

Para

2.3

.3

Cap

acity

is d

efin

ed a

s fo

llow

s:

.1

For b

ulk

carri

ers,

tank

ers,

gas

ta

nker

scar

riers

, LNG

car

riers

, ro-

ro c

argo

shi

ps, r

o-ro

pas

seng

er

ship

s, g

ener

al c

argo

shi

ps,

refri

gera

ted

carg

o ca

rrier

and

co

mbi

natio

n ca

rrier

s, d

eadw

eigh

t sh

ould

be

used

as

Cap

acity

.

<Spa

in>

<IAC

S>

It is

prop

osed

to a

dd th

e ty

pe o

f ro

-ro c

argo

shi

p (v

ehicl

e ca

rrier

) to

the

subp

arag

raph

.1

as fo

llow

s:

“.1 F

or b

ulk

carri

ers,

tank

ers,

ga

s ta

nker

scar

riers

, LN

G

carri

ers,

ro-ro

car

go

ship

s(ve

hicle

car

riers

), ro

-ro

carg

o sh

ips,

ro-ro

pas

seng

er

ship

s, g

ener

al c

argo

shi

ps,

refri

gera

ted

carg

o ca

rrier

and

co

mbi

natio

n ca

rrier

s,

dead

wei

ght s

houl

d be

use

d as

C

apac

ity.

Beca

use

ther

e ar

e se

pera

te

defin

itions

of r

o-ro

car

go s

hip

and

ro-ro

car

go s

hip(

vehi

cle

carri

er) ,

if ro

-ro c

argo

shi

p (v

ehicl

e ca

rrier

) is

not

men

tione

d he

re, t

hen

ther

e w

ould

be

ambi

guou

s ab

out

ro-ro

car

go s

hips

men

tione

d in

oth

er te

xts

such

as

Para

.8 .3

for

f jRo-

Ro, w

heth

er

vehi

cle c

arrie

r is

inclu

ded

or

not.

--> a

ccep

ted

Anne

x 2

Para

2.

5.1

Def

initio

n of

MPP

Shft(i

) <S

pain

> 

M

PPSh

ft(i) is

the

shaf

t pow

er a

t th

e ou

tput

flang

e of

the

prop

ulsio

n m

otor

. O

r, pr

efer

ably,

M

PPSh

ft(i) is

the

rate

d ou

tput

of

the

prop

ulsio

n m

otor

.

Whi

lst th

e in

cons

isten

cy o

f de

finitio

ns is

add

ress

ed

belo

w, p

leas

e re

fer t

o ov

erar

chin

g co

mm

ents

on

Anne

x 3,

4.3

.11.

M

PPSh

ft(i) s

houl

d be

def

ined

as

the

shaf

t pow

er a

t the

out

put

flang

e of

the

prim

e m

over

(i.e

., Pr

opul

sion

Mot

or) i

n or

der t

o be

con

siste

nt w

ith th

e de

finitio

n of

PM

E. N

ote

that

P M

E is

defin

ed a

s th

e sh

aft

pow

er a

t the

out

put f

lang

e of

--> k

eep

thes

e op

tions

in s

quar

e br

acke

ts

We

cons

ider

that

our

pro

posa

l and

the

prop

osal

by

Spai

n an

d IA

CS

are

esse

nstia

lly e

qual

. D

iese

l ele

ctric

pro

pulsi

on s

yste

m is

eq

uipp

ed w

ith g

ener

ator

, mot

or a

nd

redu

ctio

n ge

ar, a

nd p

ropu

lsion

pow

er is

tra

nsm

itted

from

eng

ine

to p

rope

ller

elec

trica

lly a

nd m

echa

nica

lly, w

here

as

Die

ret d

iese

l pro

pulsi

on s

yste

m is

usu

ally

dire

ctly

conn

ecte

d to

pro

pelle

r.

(Ple

ase

see

belo

w ill

ustra

tion.

)

Def

initio

n of

(i)

(i) is

the

tota

l effic

ienc

y fro

m

dies

el e

ngin

e to

sha

ft po

wer

of

the

prop

elle

r sha

ft(i).

At t

he

desig

n st

age,

(i) m

ay b

e

70

assu

med

is to

be

take

n as

the

prod

uct o

f gea

r effic

ienc

y an

d el

ectri

cal e

fficie

ncy

of

gene

rato

r, in

verte

r and

mot

or,

whi

ch a

re s

pecif

ied

by th

e m

anuf

actu

rer.

the

mai

n en

gine

, and

th

eref

ore

mec

hani

cal

effic

ienc

y of

redu

ctio

n ge

ar,

inte

rmed

iate

bea

rings

and

st

ern

bear

ings

are

not

in

clude

d.

If M

PPSh

ft(i) is

def

ined

as

the

shaf

t pow

er

afte

r tra

nsm

issio

n ge

ar, t

he g

ear l

oss

shou

ld b

e ta

ken

into

acc

ount

in th

e de

finitio

n of

.

(i) i

s to

tal e

fficie

ncy

from

die

sel e

ngin

e to

sh

aft p

ower

of t

he p

rope

ller s

haft(

i). A

t th

e de

sign

stag

e,

(i) may

be

assu

med

to

be th

e pr

oduc

t of g

ear e

fficie

ncy

and

elec

trica

l effic

ienc

y of

gen

erat

or, in

verte

r an

d m

otor

, whi

ch a

re s

pecif

ied

by

man

ufac

ture

r.

<Nor

way

> <S

pain

> 

is

the

wei

ghte

d av

erag

e ef

ficie

ncy

of th

e ge

nera

tor(s

)

See

com

men

ts b

elow

and

on

Anne

x 3,

4.3

.11.

Anne

x 3

Para

4.

3.11

(i) <N

orw

ay>

<Spa

in>

<IAC

S>

Prop

ose

to d

elet

e.

If th

e FC

wer

e sim

ple

to v

erify

it co

uld

repl

ace

verif

icatio

n of

PM

E an

d SF

C fo

r all s

hip

type

s. H

owev

er, a

t the

time

whe

n th

e fir

st

guid

elin

es w

ere

deve

lope

d th

e fo

cus

was

on

usin

g pa

ram

eter

s th

at a

lread

y w

ere

verif

ied

unde

r a s

tand

ardi

zed

proc

edur

e, i.e

. in

the

EIAP

P ce

rtific

ate

and

NO

x te

chni

cal fi

le.

From

GHG

1/2

/1 b

y D

enm

ark:

“Thi

s do

cum

ent p

ropo

ses

the

assig

nmen

t of a

man

dato

ry d

esig

n C

O2

inde

x to

new

shi

ps b

y de

finin

g an

atta

ined

des

ign

CO

2 in

dex

base

d on

a fe

w w

ell

defin

ed p

aram

eter

s, w

hich

can

be

esta

blish

ed a

nd c

onfir

med

ea

rly in

the

desig

n st

age…

” Th

e m

easu

rem

ent o

f Vre

f was

con

sider

ed c

halle

ngin

g, a

nd h

as

requ

ired

signi

fican

t wor

k.

At th

e m

omen

t we

prop

ose

that

we

use

the

curre

nt m

etho

d fo

r LN

G v

esse

ls as

for a

ll oth

er s

hip

type

s, u

sing

MPP

and

ge

nera

tor e

fficie

ncy,

rath

er th

an tr

y to

inclu

de th

e m

echa

nica

l ef

ficie

ncy

as w

ell th

roug

h m

easu

rem

ent o

f FC

at s

ea tr

ial.

--> k

eep

thes

e op

tions

in s

quar

e br

acke

ts

We

cons

ider

that

the

P ME s

houl

d be

ve

rifie

d in

som

e w

ay.

In th

e ca

se o

f the

dire

ct d

iese

l pro

pulsi

on

syst

em, it

is d

one

by u

sing

the

valu

e of

M

CR

spe

cifie

d on

the

EIAP

P ce

rtific

ate.

O

n th

e ot

her h

and,

for t

he d

iese

l ele

ctric

pr

opul

sion

syst

em, M

PPSh

ft(i) a

nd

are

not

ce

rtifie

d, th

eref

ore,

thes

e es

sent

ial

elem

ents

for c

alcu

latio

n of

PM

E sho

uld

be

verif

ied

at s

ea tr

ial in

som

e w

ay.

We

thin

k th

at th

e ve

rifica

tion

of th

e es

sent

ial e

lem

ents

for c

alcu

latio

n of

PM

E is

nece

ssar

y fo

r the

equ

ivale

nce

with

dire

ct

dies

el p

ropu

lsion

sys

tem

, eve

n w

hen

MPP

Shft(i

) is d

efin

ed a

s th

e sh

aft p

ower

at

the

outp

ut fla

nge

and

the

gear

loss

is

exclu

ded

from

the

defin

ition

of

.

71

Switc

h Bo

ard

Prop

ulsion

m

otor

Gea

r

Freq

. C

ON

V.

P AE

G G

Dies

el en

gine

FFO

Se

rv.

Tk

Freq

. C

ON

V.

P AE

G G

FFO

Se

rv.

Tk

MPP

shaf

t

(by J

apan

)

P GEN

E

P GEN

E

P GEN

E

P GEN

EFO

C

FOC

Dies

el en

gine

Dies

el en

gine

Dies

el en

gine

Prop

ulsion

m

otor

gene

rato

r

Elec

trica

l effic

ienc

y G

ear e

fficie

ncy

*MPP

shaft is

66%

of to

tal M

CR o

f eng

ines o

n av

erag

e.

Dies

el e

lect

ric p

ropu

lsio

n sy

stem

MPP

shaf

t

(by S

pain

and

IACS

)

Dies

el en

gine

FFO

Se

rv.

Tk

FOC

Dire

ct d

iese

l driv

e pr

opul

sion

sys

tem

P M

E=0.

75 M

CR

P ME+

P AE

72

Page

, Pa

ragr

aph

Hea

ding

, Sub

head

ing

and/

or D

raft

text

C

omm

ents

C

oord

inat

or’s

resp

onse

to th

e co

mm

ents

Pr

opos

ed a

men

dmen

t/del

etio

n to

Dra

ft te

xt

Rat

iona

le

Anne

x 2

Para

2.

5.6.

1 2.

5.6.

2

25

0)

75.0(

025

.01

)(

1)

(

nPTI

ii

PTI

nME

ii

ME

AE

PMCR

P

<K

orea

> M

CR

ME(

i) sh

ould

be

corre

cted

as

P ME(

i) for D

FDE

LNG

C.

--> a

ccep

ted

(The

com

men

t is v

alid

.) W

e w

ould

like

to a

dd:

”For

ships

hav

ing d

iesel

electr

ic pr

opuls

ion

syste

m, P

ME(

i) sho

uld b

e us

ed in

stead

MC

RM

E(i)

for P

AE) c

alcula

tion.

”

Anne

x 2

Para

2.

7.1

In c

ase

that

inst

alle

d en

gine

(s) h

ave

no

appr

oved

NO

x Te

chni

cal F

ile te

sted

in

gas

mod

e, th

e SF

C o

f gas

mod

e sh

ould

be

cer

tified

by

the

verif

ier

<Spa

in>

<IAC

S>

In c

ase

that

inst

alle

d en

gine

(s)

have

no

appr

oved

NO

x Te

chni

cal

File

test

ed in

gas

mod

e, th

e SF

C

of g

as m

ode

shou

ld b

e ce

rtifie

d su

bmitte

d [s

pecif

ied]

by

the

Man

ufac

ture

r /Sh

ipya

rd a

nd

conf

irmed

[end

orse

d] b

y th

e ve

rifie

r

To o

ur o

pini

on, t

he

certi

ficat

ion

of S

FC is

not

ve

rifie

r’s re

spon

sibilit

y. T

he

phra

ses

“SFC

spe

cifie

d by

th

e m

anuf

actu

rer”

alre

ady

used

in o

ther

par

agra

phs

in

2.7.

1. It

sho

uld

be th

e sa

me

appr

oach

. Th

is re

quire

s a

certi

ficat

ion

proc

edur

e wh

ich is

out

of

scop

e fo

r thi

s gr

oup.

The

case

inst

alle

d en

gine

(s) h

ave

no

appr

oved

NO

x Te

chni

cal F

ile te

sted

in

gas

mod

e m

ight

rare

ly ha

ppen

s, b

ut w

e ha

ve n

ot h

ad c

onvic

tion

whe

ther

this

pres

crip

tion

is ne

cess

ary

or n

ot.

(see

also

IAC

S’s

com

men

t at R

ound

1:

”It se

ems,

this

does

not

corre

spon

d wi

th p

ara

4.2.

3 of

201

3 G

uideli

nes o

n su

rvey

and

ce

rtifica

tion,

whe

re S

FC o

f gas

fuel

shou

ld be

us

ed. T

he A

men

dmen

ts to

the

NOx T

echn

ical

Code

200

8 (C

irc. L

ette

r No.

3370

) hav

e no

t am

endm

ent r

efer

to S

FC o

f gas

fuel

sepa

rate

ly re

cord

ing in

NO

x Tec

hnica

l File

upo

n re

sults

of

testi

ng o

n a

test

bed.

” )

Whi

le w

e ke

ep th

is pr

escr

iptio

n in

squ

are

brac

ket,

we

wou

ld lik

e to

invit

e th

is CG

m

embe

rs to

adv

ise u

s wh

ethe

r it is

po

ssib

le c

ase

that

eng

ines

hav

e no

ap

prov

ed N

Ox

Tech

nica

l File

test

ed in

ga

s m

ode

wher

e ga

s fu

el is

prim

ary

fuel

.

Anne

x 3

Para

4.

2.4

In th

e ca

se th

at g

as fu

el is

det

erm

ined

as

prim

ary

fuel

in a

ccor

danc

e w

ith

para

grap

h 4.

2.3

and

that

inst

alle

d en

gine

(s) h

ave

no a

ppro

ved

NOx

Tech

nica

l File

test

ed in

gas

mod

e, th

e SF

C o

f gas

mod

e sh

ould

be c

ertifi

ed b

y th

e ve

rifie

r.

<Spa

in>

<IAC

S>

In th

e ca

se th

at g

as fu

el is

de

term

ined

as

prim

ary

fuel

in

acco

rdan

ce w

ith p

arag

raph

4.2

.3

and

that

inst

alle

d en

gine

(s) h

ave

no a

ppro

ved

NO

x Te

chni

cal F

ile

test

ed in

gas

mod

e, th

e SF

C o

f ga

s m

ode

shou

ld b

e ce

rtifie

d su

bmitte

d [s

pecif

ied]

by

the

Man

ufac

ture

r /Sh

ipya

rd a

nd

conf

irmed

[end

orse

d] b

y th

e ve

rifie

r. <N

orw

ay>

This

requ

ires

a ce

rtific

atio

n pr

oced

ure

whi

ch is

out

of s

cope

for

this

grou

p, b

ut is

cer

tain

ly ve

ry im

porta

nt fo

r the

gui

delin

es fo

r all

ship

type

s. I

s th

is ou

t of s

cope

for t

he w

ork

on L

NG

car

riers

?

73

Anne

x 2

Para

2.

7.1

SFC

ME(

i) <K

orea

> Fo

r DFD

E LN

GC

, the

pow

ers

for p

ropu

lsion

and

aux

. load

s ar

e co

me

out f

rom

sam

e en

gine

. So

SFC

ME(

i)+AE

(i) to

be

used

for

EED

I for

mul

a. T

he e

ngin

e lo

ad fo

r SFC

ME(

i)+AE

(i) sh

ould

be

obta

ined

at t

he e

ngin

e ra

ting

of P

ME +

PAE

from

the

NO

x Te

chni

cal F

ile.

--> a

ccep

ted

We

corre

cted

the

brac

ket o

f SFC

ME(

i) pr

opos

ed b

y Ko

rea

at R

ound

1, a

s fo

llow

s:

”[For

eng

ines

cer

tified

to th

e E2

test

cyc

les

and

used

for d

iese

l ele

ctric

pro

pulsi

on

syst

ems

(for L

NG

car

riers

), be

caus

e P M

E an

d P A

E are

com

e ou

t fro

m th

e sa

me

engi

nes,

SFC

ME(

i)+AE

(i)_ele

ctric,

whi

ch is

the

engi

ne S

pecif

ic Fu

el C

onsu

mpt

ion

at th

e en

gine

ratin

g of

PM

E+P A

E obt

aine

d by

lin

ear i

nter

pola

tion

betw

een

pow

ers

of its

to

rque

ratin

g re

cord

ed in

the

test

repo

rt in

clude

d in

a N

Ox

Tech

inca

l File

, sho

uld

be u

sed

for E

EDI f

orm

ula.

]”

Anne

x 2

Para

2.

12.2

f c (C

ubic

capa

city

corre

ctio

n fa

ctor

) for

ga

s ca

rrier

s ha

ving

dire

ct d

iese

l driv

en

prop

ulsio

n sy

stem

con

stru

cted

or

adap

ted

and

used

for t

he c

arria

ge in

bul

k of

lique

fied

natu

ral g

as, t

he fo

llow

ing

cubi

c ca

pacit

y co

rrect

ion

fact

or f c

LNG

shou

ld a

pply:

<Kor

ea>

The

draf

t sho

uld

be a

men

ded

as fo

llow

to in

clude

all p

ropu

lsion

sy

stem

of L

NG

car

rier :

fo

r gas

car

riers

hav

ing

dire

ct d

iese

l driv

en p

ropu

lsion

sys

tem

co

nstru

cted

or a

dapt

ed a

nd u

sed

for t

he c

arria

ge in

bul

k of

liq

uefie

d na

tura

l gas

, the

follo

win

g cu

bic

capa

city

corre

ctio

n fa

ctor

f cLN

G s

houl

d ap

ply:

--> d

elet

e wh

ole

para

grap

h 2.

12.2

Th

is co

mm

ent is

ver

y he

lpfu

l for o

ur

cons

ider

ing.

The

cub

ic ca

pacit

y co

rrect

ion

fact

or f c

LNG w

as in

tend

ed to

equ

alise

the

cond

ition

of c

apac

ity b

etw

een

LNG

ca

rrier

s an

d ot

her g

as c

arrie

rs, a

nd th

at

was

not

inte

nded

to a

pply

only

to d

irect

di

esel

pro

pulsi

on ty

pe, o

f cou

rse.

As

the

EED

I ref

eren

ce lin

e fo

r LN

G c

arrie

rs w

ill be

sep

aret

ed fr

om o

ther

gas

car

rier b

y th

e am

endm

ent o

f MAR

POL

Anne

x VI

, we

cons

ider

this

cubi

c ca

pacit

y co

rrect

ion

fact

or f c

LNG w

ould

not

be

nece

ssar

y an

y m

ore.

74

Anne

x 3

P7

4.3.

8 T

he s

ubm

itter s

houl

d de

velo

p po

wer

cur

ves

base

d on

the

mea

sure

d sh

ip s

peed

and

the

mea

sure

d ou

tput

of

the

mai

n en

gine

at s

ea tr

ial.

<Spa

in>

<IAC

S>

It is

prop

osed

to a

dd p

ower

cur

ve d

evel

opm

ent f

or L

NG

car

rier

in 4

.3.8

, sin

ce 4

.3.7

is a

men

ded

to in

clude

sha

ft po

wer

m

easu

rem

ents

for L

NG

car

rier:

“4.3

.8 T

he s

ubm

itter s

houl

d de

velo

p po

wer

cur

ves

base

d on

th

e m

easu

red

ship

spe

ed a

nd th

e m

easu

red

outp

ut o

f the

mai

n en

gine

, sha

ft po

wer

of p

rope

ller s

haft

(for L

NG c

arrie

rs h

avin

g di

esel

ele

ctric

pro

pulsi

on s

yste

m) o

r ste

am tu

rbin

e ou

tput

(for

LN

G c

arrie

r hav

ing

stea

m tu

rbin

e pr

opul

sion

syst

em) a

t sea

tri

al.”

--> a

ccep

ted

Anne

x 4

P3

N

ew re

gula

tion

43

“For

shi

ps, c

onst

ruct

ed o

n or

afte

r [da

te

of e

ntry

into

forc

e] m

eans

”

<Spa

in>

<IAC

S>

It is

prop

osed

to a

men

d R

egul

atio

n 43

as

follo

ws:

“4

3 F

or S

hips

con

stru

cted

on

or a

fter [

date

of e

ntry

into

forc

e]

mea

ns a

shi

p:

…

--> a

ccep

ted

Anne

x 4

P3

38

LN

G c

arrie

r <S

pain

> Ag

ree

with

the

defin

ition.

-->

acc

epte

d

<IAC

S>

It is

prop

osed

to a

men

d th

e de

finitio

n of

LNG

car

rier

as fo

llow

s:“3

8 LN

G c

arrie

r mea

ns a

car

go s

hip

cons

truct

ed o

r ada

pted

an

d us

ed fo

r the

car

riage

in b

ulk

of liq

uefie

d na

tura

l gas

(L

NG

). ,c

onst

ruct

ed o

n or

afte

r [da

te o

f ent

ry in

to fo

rce]

”

75

Com

men

ts fr

om m

embe

rs a

nd re

spon

se b

y co

oden

ator

(Rou

nd 1

) Pa

ge,

Para

grap

h H

eadi

ng, S

ubhe

adin

g an

d/or

Dra

ft te

xt

Com

men

ts

Coo

rdin

ator

’s re

spon

se to

the

com

men

ts

Prop

osed

am

endm

ent/d

elet

ion

to D

raft

text

R

atio

nale

Anne

x 1

P1

)3(

02.0

and/

or;

)2(

1000

0.33

and/

or;

)1(

and/

or;

250

)75.0

(02

5.0

1)

(

1

)(

),(

1)

(

1)

(

nME

ii

ME

nME

i

iME

gasmode

iME

reliquefy

reliquefy

LNG

nPTI

ii

PTI

nME

ii

ME

AE

P

PSFC

RCOP

BOR

apacity

CargoTankC

PMCR

P

<Den

mar

k>

Form

ula

2 is

prob

lem

atic

with

resp

ect t

o un

its. I

t will

be c

orre

ct

if the

con

stan

t 0.3

3 w

hich

is th

e co

effic

ient

of d

esig

n po

wer

pe

rform

ance

CO

P com

p is

repl

aced

by

CO

P com

p whe

re th

e un

its fo

r CO

P com

p sha

ll be

stat

ed.

See

here

from

Ann

ex 2

: .2

Fo

r ship

s hav

ing co

mpr

esso

r(s) w

hich

are

used

for s

upply

ing

high-

pres

sure

d ga

s der

ived

from

boil

-off

gas t

o th

e ins

talle

d en

gines

(typ

ically

inte

nded

for 2

-stro

ke d

ual fu

el en

gines

): nME

i

iME

gasmode

iME

comp

PSFC

COP

1

)(

),(

1000

Whe

re:

CO

P com

p is t

he co

effic

ient o

f des

ign p

ower

per

form

ance

of

com

pres

sion

and

fixed

value

of 0

.33

shou

ld be

use

d fo

r. If

subm

itter..

.

--> a

ccep

ted

(The

com

men

t is v

alid

.) Th

e un

its o

f the

con

stan

t 0.3

3 ar

e h

kgkW/

.

We

wou

ld lik

e to

add

the

units

of c

onst

ant

0.33

in th

e fo

rmul

a in

par

agra

ph 2

.5.6

.3.2

of

the

EED

I Cal

culta

tion

Gui

delin

es.

Anne

x 1

P1

P AE

<Kor

ea>

In o

rder

to p

reve

nt a

ny c

onfu

sion

for E

EDI c

alcu

latio

n, D

FDE

LNG

C h

avin

g re

-lique

fact

ion

plan

t can

not c

onsid

er th

e ad

ditio

nal p

ower

for r

etur

ning

re-liq

uefie

d BO

G to

the

LNG

ta

nk.

Beca

use

basic

ally

DFD

E LN

GC

havin

g re

-lique

fact

ion

plan

t de

cided

s w

heth

er to

use

d re

-lique

fact

ion

plan

t or n

ot

acco

rdin

g to

fuel

oil a

nd g

as p

rice.

The

refo

re it

wou

ld b

e im

poss

ible

to e

xpec

t of f

acto

r Rre

lique

fy b

efor

e de

liver

y. A

nd

mos

t DFD

E LN

GC

doe

s no

t hav

e re

-lique

fact

ion

plan

t.

We

thin

k th

at th

e co

ncer

n of

Kor

ea is

re

solve

d by

the

desc

riptio

n of

”des

igne

d to

be

use

d in

nor

mal

ope

ratio

n an

d es

sent

ial to

m

aint

ain

the

LNG

car

go ta

nk p

ress

ure

belo

w th

e m

axim

um a

llow

able

relie

f val

ve” i

n pa

ragr

aph

2.5.

6.3.

1.

In c

ase

that

a re

-lique

fact

ion

plan

t is in

stal

led

on L

NG

car

riers

, if th

e pl

ant is

not

nec

essa

ry

to m

aint

ain

the

LNG

car

go ta

nk p

ress

ure

belo

w th

e m

axim

um a

llow

able

relie

f val

ve,

the

pow

er fo

r re-

lique

fact

ion

does

not

hav

e to

be

take

n in

to a

ccou

nt.

But,

if the

pla

nt is

not

nec

essa

ry to

mai

ntai

n

Anne

x 2

Para

2.

5.6.

3.1

For s

hips

hav

ing

re-liq

uefa

ctio

n sy

stem

<K

orea

> Th

e te

xt “r

e-liq

uefa

ctio

n sy

stem

” sho

uld

be m

odifie

d to

Ref

er to

the

abov

e.

76

“con

vent

iona

l die

sel e

ngin

e w

ith re

-lique

fact

ion

plan

t” th

e LN

G c

argo

tank

pre

ssur

e be

low

the

max

imum

allo

wab

le re

lief v

alve

in

acco

rdan

ce w

ith p

ara

7.1.

1 of

the

ICG

Cod

e,

the

pow

er fo

r re-

lique

fact

ion

shal

l be

take

n in

to a

ccou

nt.

So, w

e th

ink

this

para

grap

h sh

ould

not

be

mod

efie

d.

Anne

x 1

P5

P ME F

orm

ula

<Nor

way

> 

<De

nmar

k>

P ME i

s de

fined

as

0.83

*MPP

/ . H

owev

er,

is d

efin

ed a

s a

func

tion

of M

PP.

Sim

plifie

d th

is yie

lds:

1.

PM

E is

not d

epen

dent

on

MPP

. If t

his

is in

tent

iona

l (?)

M

PP s

houl

d be

rem

oved

. 2.

The

equ

atio

n un

nece

ssar

ily c

ompl

ex a

nd c

ould

be

stat

ed a

s 83

% *(

PDF

DE(j) -

PAE

). Th

ere

are

som

e sim

plific

atio

ns in

this,

suc

h as

FC

/SFC

=P w

here

the

cond

ition

of S

FC a

nd F

C m

ay d

iffer.

P DFD

E is

defin

ed

agai

n as

a fu

nctio

n of

PM

E, w

hich

mak

es fo

r circ

ular

re

fere

nce

in th

e eq

uatio

n? T

here

see

m to

be

a m

istak

e –

for e

xam

ple

in th

e de

finitio

n of

or M

PP,

– b

ut I

fail t

o se

e w

hat t

his

is an

d ca

n no

t pro

pose

impr

ovem

ents

. 3.

The

re is

a m

ix of

mai

n en

gine

(i) a

nd d

uel fu

el e

ngin

es

(j) w

hich

I ca

n no

t fig

ure

out t

he re

leva

nce

of.

N

ote

that

FC

will

be v

ery

hard

to v

erify

and

sho

uld

be

avoi

ded

or it

has

to b

e cle

arly

defin

ed. I

n ad

ditio

n th

e te

rm

“rele

vant

con

ditio

n” fo

r PDF

DE is

not

cle

arly

defin

ed

anyw

here

.

--> re

view

ed th

e co

ncep

t of

and

corre

cted

th

e de

finitio

n an

d th

e fo

rmul

a W

ith re

gard

to c

omm

ent 1

, 2 a

nd N

ote,

w

e ha

d m

ixed

the

tota

l effic

ienc

y

calcu

late

d by

usin

g th

e ac

tual

val

ue

mea

sure

d at

sea

tria

l with

the

elec

trica

l ef

ficie

ncy

whi

ch is

ava

ilabl

e va

lue

at d

esig

n st

age.

But

we

are

of th

e vie

w th

at th

e P M

E ne

ed to

be

actu

ally

certi

fied

valu

es a

s it i

s th

e m

ajor

com

pone

t of E

EDI.

In o

rder

to

calcu

late

act

ual P

ME,

the

acct

ual v

alue

of

Fuel

Con

sum

ptio

n(oi

l mod

e), P

AE a

nd P

engin

e sh

ould

be

mea

sued

at s

ea tr

ial.

We

wou

ld lik

e to

cor

rect

par

agra

ph 2

.5.1

of

the

EED

I Cal

culta

tion

Gui

delin

es a

nd

para

grap

h 4.

3.3

of th

e EE

DI C

ertifi

catio

n G

uide

lines

, fur

ther

mor

e, a

dd a

new

pa

ragr

aph

rega

rdin

g to

reca

lcula

tion

of

(4

.3.1

1).

With

rega

rd to

com

men

t 3, (

i) is

the

num

ber o

f pro

pelle

r sha

ft, w

here

as (j

) is

the

num

ber o

f die

sel e

ngin

e on

boa

rd to

ge

nera

te e

lect

ric p

ower

.

77

<SIG

TTO

> It

appe

ars

that

MPP

Shaf

t can

cels

out o

f PM

E(i) c

alcu

latio

n w

hen

the

(ele

ctric

al)

form

ula

is ap

plie

d. I

s th

is co

rrect

(sam

e qu

estio

n N

orw

ay h

as a

sked

)?

An

nex

1 P1

and

P6

SFC

DFDE

<N

orw

ay>

<IAC

S>

In th

e E2

cyc

le th

e 75

% m

ode

has

the

high

est w

eigh

t and

sh

ould

be

used

inst

ead

of 5

0%. T

his is

also

mor

e in

line

with

ex

pect

ed e

ngin

e lo

ad. W

ith lo

wer

load

, few

er e

ngin

es w

ill be

ru

n in

stea

d to

kee

p th

e lo

ad a

t an

optim

al le

vel. T

his

is th

e ad

vant

age

of d

iese

l-ele

ctric

pro

pulsi

on a

nd th

e EE

DI

fram

ewor

k sh

ould

pro

mot

e ef

ficie

nt s

olut

ions

. Usin

g 50

%

may

lead

to s

ub-o

ptim

izatio

n of

fuel

con

sum

ptio

n an

d sh

ould

be

avo

ided

. For

shi

ps w

ith d

evia

ting

P AE 7

5% is

also

to b

e us

ed in

stea

d fo

r 50%

.

--> k

eep

thre

e op

tions

in s

quar

e br

acke

ts

In o

ur v

iew,

acc

ordi

ng to

the

agre

emen

t at

MEP

C65

, the

ave

rage

pro

porti

on o

f MPP

to

the

outp

ut o

f DFD

E is

66%

MC

R, s

o it

seem

s th

at th

ere

exist

not

a fe

w en

gine

s op

erat

ed b

elow

66%

of f

ull e

ngin

e lo

ad.

Ther

efor

e, 5

0% lo

ad o

f MC

R m

ight

be

close

r to

the

engi

ne lo

ad o

f act

ual o

pera

tion

than

75%

load

of M

CR

. O

n th

e ot

her h

and,

with

rega

rd to

Kor

ean

prop

osal

, we

shou

ld c

onsid

ered

wha

t is th

e pe

rcen

tage

of e

ngin

e lo

ad th

at is

use

d to

de

term

ine

the

SFC

for D

FDE

by

inte

rpol

atio

n.

We

wou

ld lik

e to

kee

p th

ere

optio

ns in

sq

uare

bra

cket

s, a

nd w

elco

me

mor

e co

mm

ents

in th

e ne

xt R

ound

2.

Anne

x 2

Para

2.

7.1

For e

ngin

es c

ertifi

ed to

the

E2 te

st c

ycle

s an

d us

ed f

or d

ual

fuel

die

sel

elec

tric

prop

ulsio

n sy

stem

s, th

e en

gine

Spe

cific

Fuel

Con

sum

ptio

n (S

FCDF

DE(i))

is

that

re

cord

ed in

the

test

repo

rt in

clude

d in

a

NO

x te

chni

cal f

ile fo

r the

eng

ine(

s) a

t 50

per

cent

of

MC

R po

wer

of i

ts t

orqu

e ra

ting.

<Nor

way

> 

Pr

opos

e to

del

ete

text

Th

e E2

cyc

le is

alre

ady

stat

ed to

be

mea

sure

d at

75

%. T

here

sho

uld

not b

e a

diffe

renc

e fo

r DFD

E sy

stem

s (s

ee c

omm

ents

to

com

paris

on s

heet

)

Anne

x 1

P1

SFC

DFDE

<K

orea

> SF

C a

t DF

dies

el e

ngin

e lo

ad c

orre

spoi

ndin

g to

MPP

shaf

t sh

all b

e us

ed fo

r EED

I cal

cula

tion

and

can

be o

btai

ned

by

linea

r int

erpo

ratio

n be

twee

n po

wer

s of

its to

rque

ratin

g re

cord

ed in

the

test

repo

rt in

clude

in a

NO

x Te

chin

cal F

ile.

Beca

use

SFC

at 5

0% M

CR

lead

s to

wor

se re

sult t

han

actu

al.

Typi

cally

, DF

dies

el e

ngin

e lo

ad is

ove

r 80

% b

y m

eans

of

com

bina

tion

of D

F en

gine

s. 5

0% lo

ad s

ugge

sted

by

Japa

n is

quite

far f

rom

real

ope

ratio

n of

DFD

E LN

GC.

78

An

nex

2 Pa

ra

2.7.

1

..., t

he e

ngin

e Sp

ecific

Fue

l Con

sum

ptio

n (S

FCDF

DE(i))

is t

hat

reco

rded

in t

he t

est

repo

rt in

clude

d in

a N

Ox

tech

nica

l file

for

the

engi

ne(s

) at

50

per

cent

of

MC

R

pow

er o

f its

torq

ue ra

ting.

<Kor

ea>

To b

e re

vised

as

belo

w.

..., t

he e

ngin

e Sp

ecific

Fue

l C

onsu

mpt

ion

(SFC

DFDE

(i)) is

th

at o

btai

ned

by lin

ear

inte

rpol

atio

n be

twee

n po

wer

s of

its to

rque

ratin

g re

cord

ed in

th

e te

st re

port

inclu

ded

in a

N

Ox

Tech

inca

l File

.

Ref

er to

the

abov

e.

Anne

x 1

P1 a

nd

P6

SFC

DFDE

<S

IGTT

O>

Is th

e us

e of

175

g/kW

h co

nsist

ent w

ith o

rigin

al E

EDI

deve

lopm

ent?

Spe

cifica

lly, t

he 1

90g/

kWh

stat

ed fo

r SFC

ME

(D

irect

Driv

e D

iese

l) an

d in

clude

d in

MEP

C.2

31(6

5) re

flect

s a

10%

mar

gin

in th

e R

efer

ence

Lin

e C

alcu

latio

n. D

oes

usin

g 17

5g/k

Wh

undu

ly di

sadv

anta

ge D

iese

l-Ele

ctric

pro

pulsi

on?

The

diffe

renc

e be

twee

n 17

5 (g

/kW

h) a

nd

190

(g/k

Wh)

com

es fr

om th

e di

ffere

nce

of

fuel

, nam

ely

HFO

or B

oil-o

ff ga

s as

prim

ary

fuel

. To

use

175

(g/k

Wh)

as

SFC

for

oper

atin

g DF

DE

in g

as m

ode

whe

n ca

lcula

ting

EED

I val

ue fo

r the

Ref

eren

ce

Line

was

agr

eed

at M

EPC

65.

But in

cas

e of

cal

cula

ting

EED

I of in

divid

ual

ship

to b

e ap

plie

d th

e EE

DI r

egul

atio

n, th

e pr

imar

y fu

el a

nd th

e SF

C s

houl

d be

de

term

ined

in a

ccor

danc

e w

ith p

ara

4.2.

3 of

th

e EE

DI C

ertifi

catio

n G

uide

lines

and

par

a 2.

7 of

the

EED

I Cal

cula

tion

Gui

delin

es.

M

ultip

le

“dua

l fuel

”

<Nor

way

> 

An

nex

1 “F

or L

NG c

arrie

rs h

avin

g du

al fu

el d

iese

l ele

ctric

pro

pulsi

on”.

Wha

t abo

ut s

ingl

e fu

el d

iese

l ele

ctric

pro

pulsi

on?

For

exam

ple

a pu

re g

as fu

elle

d en

gine

wou

ld b

e co

nsid

ered

sin

gle

fuel

. Wou

ld th

ey b

e ex

empt

from

cal

cula

ting

the

EEDI

? An

nex

2

“Due

l fuel

die

sel e

lect

ric” a

ltern

ative

ly “D

ual fu

el o

r gas

fuel

led

--> re

view

ed th

e na

mes

for c

ateg

orie

s of

th

ree

prop

ulsio

n ty

pes

We

are

not in

tend

ing

that

LN

G c

arrie

rs

havin

g th

e pu

rely

gas-

fuel

ed e

ngin

e ar

e no

t su

bjec

t for

the

EED

I reg

ulat

ion.

W

e w

ould

like

to c

lear

ify th

e ca

tego

rizat

ion

of

LNG

car

riers

in te

rms

of p

ropu

lsion

type

and

to

sug

gest

follo

win

g th

ree

cate

gorie

s:

79

dies

el e

lect

ric”

The

mai

n po

int h

ere

is us

ing

re-liq

uefie

d ga

s as

fuel

and

this

can

be d

one

with

pur

e ga

s en

gine

s as

wel

l. The

first

al

tern

ative

is p

refe

rred

as it

inclu

des

singl

e liq

uid

fuel

led

dies

el

elec

tric

syst

ems

as w

ell, b

ut n

eed

to e

nsur

e th

at th

is m

etho

d is

valid

for t

his

prop

ulsio

n ty

pe a

s w

ell.

(i)

Die

rct D

iese

l Driv

e pr

opul

sion

syst

em

(ii) D

iese

l Ele

ctric

pro

pulsi

on s

yste

m

(iii) S

team

Tur

bine

pro

pulsi

on s

yste

m

<SIG

TTO

> Th

is te

rm s

houl

d be

def

ined

. In

pra

ctica

lity, L

NG

car

riers

are

ty

pica

lly b

uilt a

s tri

-fuel

, abl

e to

bur

n HF

O, D

istilla

te, a

nd

LNG

/gas

or a

com

bina

tion

of liq

uid

and

gas.

Anne

x 1

P3-P

4 BO

R /

CO

P <S

IGTT

O>

he d

escr

iptio

n pr

ovid

ed (2

.5.6

.3.2

) spe

cifie

s co

mpr

esso

rs fo

r su

pplyi

ng h

igh-

pres

sure

d ga

s. B

elie

ve w

e ne

ed to

be

flexib

le

in o

ur w

ordi

ng b

ecau

se s

ome

curre

nt d

esig

ns u

tilize

hig

h-pr

essu

red

pum

ps w

ith v

apor

izers

as

oppo

sed

to u

sing

com

pres

sors

.

We

cons

ider

that

ene

rgy

cons

umpt

ion

whi

ch

is ch

arac

teris

tic o

f LN

G c

arrie

s sh

ould

be

take

n in

to a

ccou

nt a

s an

ele

men

t of P

AE. B

ut

if it is

sm

all e

noug

h to

neg

lect

, we

thin

k th

at it

is no

t nec

essa

ry to

be

take

n in

to a

ccou

nt.

Inde

ed, c

ompa

rison

of a

ppro

ximat

e en

ergy

co

nsum

ptio

n re

late

d to

han

dlin

g LN

G (B

oil-

off g

as) a

re fo

llow

ings

; (i)

re

-lique

fact

ion

of B

OG

: 2,

000

kW ~

3,

000

kW

(ii) c

ompr

esso

r to

supp

ly hi

gh-p

ress

ured

ga

s de

rived

from

BO

G to

2-s

troke

gas

-fu

eled

eng

ine:

1,5

00 k

W ~

2,0

00 k

W

(iii) c

ompr

esso

r to

supp

ly lo

w-p

ress

ured

gas

de

rived

from

BO

G to

4-s

troke

gas

-fuel

ed

engi

ne:

400

kW ~

500

kW

(iv

) pum

p to

sup

ply

high

pre

ssur

ed L

NG

fuel

de

rived

from

liqui

d st

ate

LNG

to 2

-stro

ke

gas-

fuel

ed e

ngin

e: 1

00 k

W

Anne

x2

Para

2.

5.6.

3.2

For s

hips

hav

ing

com

pres

sor(s

) whi

ch

are

used

for s

uppl

ying

high

-pre

ssur

ed

gas

deriv

ed fr

om…

<SIG

TTO

> Se

e An

nex

1 co

mm

ents

. Be

lieve

we

need

to b

e fle

xible

to

inclu

de a

pplic

atio

n of

hig

h-pr

essu

re p

umps

/vap

orize

rs in

lieu

of c

ompr

esso

rs in

the

fuel

gas

sup

ply

syst

em.

80

We

cons

ider

that

the

ener

gy d

rivin

g pu

mp

of

(iv) t

ype

mig

ht b

e ne

glig

ible

, but

don

’t int

end

to e

xclu

de s

uch

type

of t

echn

olog

y.

An

nex

1 P6

D

RAF

T Pa

ra 2

.7.1

Fo

r eng

ines

certi

fied

to th

e E2

test

cycle

s an

d us

ed fo

r dua

l fuel

die

sel e

lect

ric p

ropu

lsion

sy

stem

s, th

e en

gine

Spec

ific F

uel

Cons

umpt

ion (S

FCDF

DE(i))

is th

at re

cord

ed in

th

e te

st re

port

includ

ed in

a N

Ox t

echn

ical fi

le

for t

he e

ngin

e(s)

at 5

0 pe

r cen

t of M

CR

po

wer

of it

s tor

que

ratin

g.

<IAC

S>

It se

ems,

this

does

not

cor

resp

ond

with

par

a 4.

2.3

of 2

013

Gui

delin

es o

n su

rvey

and

cer

tifica

tion,

whe

re S

FC o

f gas

fuel

sh

ould

be

used

. The

Am

endm

ents

to th

e NO

x Te

chni

cal

Cod

e 20

08 (C

irc. L

ette

r No.

3370

) hav

e no

t am

endm

ent r

efer

to

SFC

of g

as fu

el s

epar

atel

y re

cord

ing

in N

Ox

Tech

nica

l File

up

on re

sults

of t

estin

g on

a te

st b

ed.

--> re

view

ed th

e re

latin

g pa

ragr

aph

(The

co

mm

ent is

val

id.)

Mos

t of D

ual F

uel e

ngin

es s

uppl

ied

to s

hips

w

ould

hav

e be

en o

btai

ned

EIAP

P Ce

rtific

ate

of N

Ox

Tier

III s

tand

ard

thro

ugh

test

ing

in

gas

mod

e. B

ut th

ere

mig

ht b

e so

me

dual

fu

el e

ngin

es o

f whi

ch S

FC in

gas

mod

e ar

e no

t spe

cifie

d in

NO

x Te

chni

cal F

ile, a

nd

ther

efor

we

wou

ld lik

e to

pro

pose

am

endm

ents

to p

arag

raph

2.7

.1 o

f the

EED

I C

alcu

latio

n G

uide

lines

and

to p

arag

raph

4.

2.4

of th

e EE

DI C

ertifi

catio

n G

uide

lines

.

Anne

x 2

P3,

Not

e Th

is fo

rmul

a m

ay n

ot b

e ab

le to

app

ly to

di

esel

-ele

ctric

pro

pulsi

on, t

urbi

ne

prop

ulsio

n or

hyb

rid p

ropu

lsion

sys

tem

ex

cept

for c

ruise

pas

seng

er s

hip

havin

g no

n-co

nven

tiona

l pro

pulsi

on a

nd L

NG

ca

rrier

.

<IAC

S>

This

text

sho

uld

be c

hang

ed

to th

e fo

llow

ing:

Th

is fo

rmul

a m

ay n

ot b

e ab

le

to a

pply

to d

iese

l-ele

ctric

pr

opul

sion,

turb

ine

prop

ulsio

n or

hyb

rid p

ropu

lsion

sys

tem

ex

cept

for c

ruise

pas

seng

er

ship

s ha

ving

non-

conv

entio

nal p

ropu

lsion

and

LN

G c

arrie

rs h

avin

g di

esel

el

ectrc

pro

pulsi

on.

Dra

ft te

xt is

am

bigu

ous.

-->

acc

epte

d (T

he c

omm

ent is

val

id.)

Anne

x 2

For L

NG

car

riers

: “In

cas

e th

at s

haft

<IAC

S>

This

will

expl

icitly

sho

w th

at

--> a

ccep

ted

(The

com

men

t is v

alid

.)

81

Para

2.

5.1

gene

rato

rs …

……

…in

the

next

pa

ragr

aph”

It

is su

gges

ted

that

this

sent

ence

is in

trodu

ced

unde

r 2.

5.2

Shaf

t Gen

erat

or, p

rior t

o O

ptio

ns 1

and

2.

the

shaf

t gen

erat

or

cont

ribut

ions

are

trea

ted

diffe

rent

ly fo

r LN

G c

arrie

rs

with

turb

ine

prop

ulsio

n.

Anne

x 2

Para

2.

5.6.

3

“For

LNG

car

riers

the

follo

win

g te

rms

shou

ld b

e ad

ded

to a

bove

PAE

form

ula

in a

ccor

danc

e w

ith s

hips

’ equ

ipm

ent.

In

case

that

re-liq

uefa

ctio

n sy

stem

or

com

pres

sor(s

) use

d fo

r sup

plyin

g pr

essu

red

gas

deriv

ed fr

om b

oil-o

ff ga

s to

the

inst

alle

d en

gine

s ar

e no

t des

igne

d to

be

used

in n

orm

al o

pera

tion

and

are

not e

ssen

tial to

mai

ntai

n th

e LN

G c

argo

ta

nk p

ress

ure

belo

w th

e m

axim

um

allo

wab

le re

lief v

alve

set

ting

of a

car

go

tank

in n

orm

al o

pera

tion,

the

rele

vant

te

rm is

not

nec

essa

ry to

be

inclu

ded.

”

<Nor

way

> 

“F

or L

NG

car

riers

with

a re

-liq

uefa

ctio

n sy

stem

or

com

pres

sor(s

), de

signe

d to

be

use

d in

nor

mal

ope

ratio

n an

d es

sent

ial to

mai

ntai

n th

e LN

G c

argo

tank

pre

ssur

e be

low

the

max

imum

al

low

able

relie

f val

ve s

ettin

g of

a

carg

o ta

nk in

nor

mal

op

erat

ion,

the

follo

win

g te

rms

shou

ld b

e ad

ded

to a

bove

PAE

fo

rmul

a in

acc

orda

nce

with

1,

2 or

3 a

s be

low

.

Sim

plific

atio

n of

text

(e

dito

rial)

--> a

ccep

ted

(The

com

men

t is v

alid

.)

Anne

x 2

Para

2.

5.6.

3.1

and

.2

whi

ch is

spe

cifie

d by

the

man

ufac

ture

r an

d en

dors

ed b

y a

com

pete

nt a

utho

rity.

<N

orw

ay>

<IAC

S>

This

term

sho

uld

mor

e co

nsist

ent w

ith w

hat is

pr

evio

usly

used

. Wha

t/who

is

a “C

ompe

tent

Aut

horit

y”?

W

hat e

ntai

ls “e

ndor

se”?

--> a

ccep

ted

(The

com

men

t is v

alid

.) W

e w

ould

like

to c

hang

e th

at to

: ”A

noth

er va

lue ca

lculat

ed b

y the

man

ufac

ture

r and

ve

rified

by t

he A

dmini

strat

ion o

r an

orga

nizat

ion

reco

gnize

d by

the

Adm

inistr

ation

may

be

used

.”

Anne

x 2

Para

2.

5.6.

3.1

CO

P coo

ling i

s th

e co

effic

ient

of d

esig

n pe

rform

ance

of r

e-liq

uefa

ctio

n an

d fix

ed

valu

e of

1/6

sho

uld

be u

sed

for.

If su

bmitte

r pre

fers

to u

se b

ette

r CO

P coo

ling

valu

e th

an 1

/6, t

he v

alue

spe

cifie

d by

the

man

ufac

ture

rs a

nd e

ndor

sed

by a

co

mpe

tent

aut

horit

y m

ay b

e us

ed.

<Nor

way

> 

C

OP c

oolin

g is

the

desig

n pe

rform

ance

of r

e-liq

uefa

ctio

n an

d sh

ould

be

0.17

. Ano

ther

va

lue

spec

ified

by th

e m

anuf

actu

rer a

nd e

ndor

sed

by a

com

pete

nt a

utho

rity

may

Edito

rial s

impl

ificat

ion.

Su

bjec

t to

com

men

t abo

ve

on e

ndor

se a

n co

mpe

tent

au

thor

ity

--> a

ccep

ted

(The

com

men

t is v

alid

.) W

e w

ould

like

to p

ropo

se th

e va

lue

0.16

6 to

be

con

siste

nt w

ith th

at in

MEP

C64

/4/2

6.

82

be u

sed.

An

nex

2 Pa

ra

2.5.

6.3.

2

CO

P com

p is

the

coef

ficie

nt o

f des

ign

pow

er p

erfo

rman

ce o

f com

pres

sion

and

fixed

val

ue o

f 0.3

3 sh

ould

be

used

for.

If su

bmitte

r pre

fers

to u

se b

ette

r CO

P coo

ling

valu

e th

an 0

.33,

the

valu

e sp

ecifie

d by

th

e m

anuf

actu

rers

and

end

orse

d by

a

com

pete

nt a

utho

rity

may

be

used

.

<Nor

way

> 

C

OP c

omp is

the

desig

n pe

rform

ance

of c

ompr

esso

r an

d sh

ould

be

0.33

. Ano

ther

va

lue

spec

ified

by th

e m

anuf

actu

rer a

nd e

ndor

sed

by a

com

pete

nt a

utho

rity

may

be

use

d.

As a

bove

-->

acc

epte

d (T

he c

omm

ent is

val

id.)

We

wou

ld lik

e to

cha

nge

that

to:

”Ano

ther

value

calcu

lated

by t

he m

anuf

actu

rer a

nd

verifi

ed b

y the

Adm

inistr

ation

or a

n or

ganiz

ation

re

cogn

ized

by th

e Ad

mini

strat

ion m

ay b

e us

ed.”

Anne

x 2

Para

2.

5.6.

3.2

and

.3

This

term

is fo

r car

riers

hav

ing

dire

ct

dies

el d

riven

pro

pulsi

on s

yste

m o

r dua

l fu

el d

iese

l ele

ctric

pro

pulsi

on s

yste

m.

<Nor

way

> 

R

emov

e la

st s

ente

nce

in

each

par

agra

ph a

nd re

plac

e st

art w

ith “F

or s

hips

with

dire

ct

dies

el d

riven

pro

pulsi

on

syst

em o

r dua

l fuel

die

sel

elec

tric

prop

ulsio

n sy

stem

, ha

ving

com

pres

sor(s

)…”

Edito

rial s

impl

ificat

ion

The

last

sen

tenc

es a

re in

tend

ed to

hel

p us

ers’

unde

rsta

nd.

We

wou

ld lik

e to

reta

in

them

, unl

ess

they

lead

to m

isund

erst

andi

ng

or c

onfu

sing.

Anne

x 2

Para

2.

5.6.

3

Onl

y fo

r shi

ps h

avin

g st

eam

turb

ine

prop

ulsio

n sy

stem

and

of w

hich

ele

ctric

po

wer

is p

rimar

ily s

uppl

ied

by tu

rbin

e ge

nera

tor c

lose

ly in

tegr

ated

into

the

stea

m a

nd fe

ed w

ater

sys

tem

s, P

AE m

ay

be tr

eate

d as

0(z

ero)

inst

ead

of ta

king

into

acc

ount

ele

ctric

load

in c

alcu

latin

g SF

CSt

eam

Turb

ine.

<Nor

way

> 

Fo

r shi

ps h

avin

g st

eam

tu

rbin

e pr

opul

sion

syst

em a

nd

of w

hich

ele

ctric

pow

er is

pr

imar

ily s

uppl

ied

by tu

rbin

e ge

nera

tor c

lose

ly in

tegr

ated

in

to th

e st

eam

and

feed

wat

er

syst

ems,

PAE

may

be

treat

ed

as 0

(zer

o) in

stea

d of

takin

g in

to a

ccou

nt e

lect

ric lo

ad in

ca

lcula

ting

SFC

Stea

mTu

rbine

.

Rem

oved

“onl

y” –

edi

toria

l

--> a

ccep

ted

(The

com

men

t is v

alid

.)

Anne

x 2

Page

9

Foot

note

With

rega

rd to

the

fact

or o

f 0.0

2, it

is as

sum

ed th

at th

e en

ergy

to c

ompr

ess

the

BOG

for s

uppl

ying

to th

e in

stal

led

4-

<Nor

way

> 

Pr

opos

e to

del

ete.

Al

tern

ative

ly:

This

info

rmat

ion

is no

t ne

eded

in th

e gu

idel

ines

its

elf.

Alte

rnat

ive is

onl

y

--> a

ccep

ted

(The

com

men

t is v

alid

.) Th

is in

form

atio

n is

inte

nded

to h

elp

user

s’

83

in p

ara

2.5.

6.3.

3 st

roke

dua

l fuel

eng

ines

is n

eede

d 2%

m

ore

than

in c

ase

of s

team

turb

ine.

“W

ith re

gard

to th

e fa

ctor

of

0.02

, it is

ass

umed

that

the

ener

gy n

eede

d to

com

pres

s th

e BO

G fo

r sup

plyin

g th

e in

stal

led

a 4-

stro

ke d

ual fu

el

engi

nes

is ne

eded

2%

mor

e th

an in

cas

e of

a s

team

tu

rbin

e.”

edito

rial c

hang

es.

un

ders

tand

and

we

wou

ld lik

e to

reta

in th

em,

unle

ss th

ey le

ad to

misu

nder

stan

ding

or

conf

usin

g. T

akin

g in

to a

ccou

nt th

e co

mm

ent,

we w

ould

like

to c

orre

ct th

e se

nten

ce a

s fo

llow

s:

With

rega

rd to

the

facto

r of 0

.02,

it is

assu

med

that

th

e ad

dition

al en

ergy

nee

ded

to co

mpr

ess B

OG

for

supp

lying

to a

4-s

troke

dua

l fuel

engin

e is

appr

oxim

ately

equ

al to

2%

of P

ME,

com

pare

d to

the

ener

gy n

eede

d to

com

pres

s BO

G fo

r sup

plying

to a

ste

am tu

rbine

.

Anne

x 2

Para

2.6

As

for s

hips

hav

ing

dual

fuel

die

sel

elec

tric

or s

team

turb

ine

prop

ulsio

n sy

stem

s, V

ref is

the

rele

vant

spe

ed a

t 83

% o

f MPP

mot

or o

r MC

RSt

eam

Tubin

e re

spec

tivel

y

<Nor

way

> 

As

For

shi

ps h

avin

g du

al fu

el

dies

el e

lect

ric o

r ste

am

turb

ine

prop

ulsio

n sy

stem

s,

V ref is

the

rele

vant

spe

ed a

t 83

% o

f MPP

shaf

t or

MC

RSt

eam

Turb

ine re

spec

tivel

y

With

rega

rds

to s

ea m

argi

n th

ere

shou

ld n

ot b

e a

diffe

rent

iatio

n be

twee

n du

al

and

singl

e fu

el e

ngin

es.

MPP

Shaf

t is u

sed

in p

revio

us

text

– s

houl

d be

con

siste

nt.

Spel

ling

erro

r (m

issin

g r i

n tu

rbin

e). I

f the

redu

ced

mar

gin

is va

lid fo

r hyb

rid

syst

ems

as w

ell th

e te

rm

non-

conv

entio

nal p

ropu

lsion

sh

ould

be

used

(in

line

with

de

finitio

n in

MAR

POL

Anne

x VI

Reg

2.).

--> a

ccep

ted

(The

com

men

t is v

alid

.)

Anne

x 3

Para

4.

2.2.

8

Non

e <S

IGTT

O>

Add

a de

finitio

n fo

r BO

R.

-->

acc

epte

d (T

he c

omm

ent is

val

id.)

Anne

x 3

Para

4.

2.7.

7,

4.3.

3.5,



N

o pr

opos

al.

Also

dep

ende

nt o

n co

mm

ents

to

cal

cula

tion

guid

elin

es.

See

com

men

ts to

pa

ram

eter

s in

com

paris

on

shee

t tab

le. T

here

are

no

deta

ils o

n ho

w to

ver

ify th

e

--> a

ccep

ted

(The

com

men

t is v

alid

.) W

e co

nsid

er th

at it

is ne

eded

to a

dd n

ew

para

4.3

.11

and

to a

men

d pr

esen

t 4.3

.7,

84

4.3.

7 an

d 4.

3.11

pr

opos

ed p

aram

eter

s. W

hat

cons

ider

atio

ns h

ave

been

gi

ven

to th

e pr

actic

alitie

s an

d to

tality

of v

erific

atio

n sc

ope?

Va

lues

to “b

e en

dors

ed b

y a

com

pete

nt a

utho

rity”

. Wha

t ve

rifica

tion

scop

e do

es th

is im

ply

in p

ract

ical te

rms?

Is

ther

e an

inte

ntio

nal

diffe

renc

e be

twee

n “v

erific

atio

n” a

nd “m

easu

red

and

appr

oved

”?

4.3.

11 a

nd 4

.3.1

2 w

ith k

eepi

ng c

onsis

tenc

y w

ith c

urre

ntly

desc

ribed

pro

cedu

res.

Anne

x 3

Para

4.

3.7

MPP

Shaf

t(i) a

nd

Elec

trical(

i) for

LNG

car

riers

ha

ving

dual

fuel

die

sel e

lect

ric p

ropu

lsion

sy

stem

sho

uld

be m

easu

red

and

appr

oved

by

verif

ier b

ecau

se th

e va

lues

ar

e no

t des

crib

ed in

thei

r EIA

PP

certi

ficat

e. M

CR

Stea

mTu

rbine

for L

NG

carri

ers

havin

g st

eam

turb

ine

prop

ulsio

n sy

stem

sho

uld

also

be

mea

sure

d an

d ap

prov

ed b

y ve

rifie

r bec

ause

they

hav

e no

EIA

PP c

ertifi

cate

.

<IAC

S>

MPP

Shaf

t(i) a

nd

Elec

trical(

i) for

LN

G c

arrie

rs h

avin

g du

al fu

el

dies

el e

lect

ric p

ropu

lsion

sy

stem

sho

uld

be m

easu

red

and

appr

oved

by

verif

ier

beca

use

the

valu

es a

re n

ot

desc

ribed

in th

eir E

IAPP

ce

rtific

ate.

MC

RSt

eam

Turb

ine fo

r LN

G c

arrie

rs h

avin

g st

eam

tu

rbin

e pr

opul

sion

syst

em

shou

ld a

lso b

e m

easu

red

and

appr

oved

by

verif

ier b

ecau

se

they

hav

e no

EIA

PP

certi

ficat

e.

4.3.

3 al

read

y st

ated

that

ve

rifie

r sho

uld

conf

irm ..

.

Anne

x 2

Para

2.

8.3

, whe

re th

e Fr

oude

’s nu

mbe

r….is

de

fined

as

<IAC

S>

, whe

re F

roud

e nu

mbe

r…..is

de

fined

as:

For

mul

a fo

r Fn

L

Para

met

ers

B s a

nd d

s are

no

t def

ined

The

com

men

ts m

ight

be

valid

, but

we

thin

k ou

r pro

posa

l sho

uld

not c

onta

in

amen

dmen

ts n

ot re

latin

g to

EED

I of L

NG

ca

rrier

s.

85

and

B s a

nd d

s are

……

……

..

Anne

x 2

Para

2.

8.3

and

2.8.

4

.3 F

or ro

-ro…

……

. fj is

cal

cula

ted

as

follo

ws:

.4

The

fact

or f j

for g

ener

al c

argo

sh

ips…

….

<IAC

S>

Inse

rt sh

ort p

ara

on th

e ne

ed

for f

j fact

or in

2.8

.3 a

nd 2

.8.4

Inse

rt sh

ort p

ara

on th

e ne

ed

for f

j fact

or in

2.8

.3 a

nd 2

.8.4

Anne

x 2

Para

2.

8.4

Form

ula

for b

lock

coe

fficie

nt, C

b 

R

epla

ce p

aram

eter

T w

ith T

s as

def

ined

bel

ow th

e fo

rmul

a

Dra

ft pa

ram

eter

in fo

rmul

a an

d de

finitio

n ar

e no

t co

nsist

ent

An

nex

3 Pa

ra

4.3.

9.2

Figu

re 2

: An

Exam

ple

of P

ossi

ble

Ship

Spe

ed

Adju

stm

ent

<Den

mar

k>

The

figur

e no

t cor

rect

. The

co

rrect

met

hod

is de

scrib

ed in

M

EPC

64/

INF.

6, A

nnex

2

cont

aini

ng re

com

men

datio

ns

from

ITTC

. A fig

ure

from

this

pape

r sho

win

g th

e co

rrect

co

rrect

ion

proc

edur

e

Th

e co

mm

ents

mig

ht b

e va

lid, b

ut w

e th

ink

our p

ropo

sal s

houl

d no

t con

tain

am

endm

ents

not

rela

ting

to E

EDI o

f LN

G

carri

ers.

Anne

x 3

Appe

ndix

1 § 2

Figu

re 2

.1

<Den

mar

k>

The

wor

ding

for t

he v

ertic

al

axis

shal

l not

be

BHP/

kW b

ut

pow

er/k

W

Th

e co

mm

ents

mig

ht b

e va

lid, b

ut w

e th

ink

our p

ropo

sal s

houl

d no

t con

tain

am

endm

ents

not

rela

ting

to E

EDI o

f LN

G

carri

ers.

86

Page

, Pa

ragr

aph

Hea

ding

, Sub

head

ing

and/

or D

raft

text

C

omm

ents

C

oord

inat

or’s

resp

onse

to th

e co

mm

ents

Anne

x 4

Para

4

Para

grap

h 19

.3 is

am

ende

d as

follo

ws:

<N

orw

ay>

<IAC

S>

The

amen

dmen

t is re

dund

ant a

s “C

onst

ruct

ed o

n or

afte

r” ar

e in

the

defin

ition

of L

NG

car

rier (

Reg

2.3

8). T

here

will

be n

o LN

G c

arrie

rs c

onst

ruct

ed b

efor

e Ei

F, p

er d

efin

ition.

The

defin

ition

mig

ht b

e re

dund

ant f

or L

NG

ca

rrier

s, b

ut th

e de

scrip

tion

of “c

onst

ruct

ed

on o

r afte

r” is

need

ed fo

r cru

ise p

asse

nger

sh

ips

havin

g no

n-co

nven

tiona

l pro

pulsi

on.

An

nex

4 R

eg.2

, Pr

opos

ed

new

pa

ra 4

3.3

Def

initio

n of

shi

ps c

onst

ruct

ed o

n or

afte

r [d

ate

of e

ntry

into

forc

e]

<Nor

way

> 

Th

e w

ordi

ng “4

8 m

onth

s af

ter”

shal

l be

adde

d as

the

follo

win

g:

48.3

the

del

ivery

of w

hich

is o

n or

afte

r 48

mon

ths

afte

r [da

te

of e

ntry

into

forc

e].

--> Y

es, it

was

a ty

po.

<IAC

S>

Is th

is a

typo

whe

re it

shou

ld re

ad 4

8 m

onth

s af

ter e

ntry

into

fo

rce?

Anne

x 4

Para

6

Reg.

2.3

8 an

d 2.

43

New

regu

latio

n 2

.43

Def

initio

n of

LN

G c

arrie

r

<Nor

way

> 

If

this

is pr

opos

ed th

en th

e de

finitio

n of

LN

G c

arrie

r sho

uld

be

amen

ded

acco

rdin

gly:

L

NG

car

rier m

eans

a c

argo

shi

p co

nstru

cted

or a

dapt

ed a

nd

used

for t

he c

arria

ge in

bul

k of

lique

fied

natu

ral g

as (L

NG),

and

cons

truct

ed o

n or

afte

r [da

te o

f ent

ry in

to fo

rce]

--> a

ccep

ted

(The

com

men

t is v

alid

.)

<IAC

S>

If th

e ne

w p

arag

raph

43

has

been

inse

rted

in R

eg.2

as

draf

ted,

ther

e is

not n

eces

sary

to h

ave

the

defin

ition

“LN

G

carri

er” s

pecia

lly u

nder

sub

para

grap

hs 3

8.1;

38.

2 an

d 38

.3 a

s it w

ill be

cov

ered

by

the

prop

osed

def

initio

n “s

hips

con

stru

cted

on

or a

fter”

(43.

1; 4

3.2

and

43.3

). It

is p

ropo

sed

to d

elet

e 38

.1; 3

8.2

and

38.3

and

to le

ave

the

defin

ition

“LN

G c

arrie

r” as

follo

ws:

38

LN

G c

arrie

r m

eans

a c

argo

shi

p co

nstru

cted

or a

dapt

ed

87

and

used

for t

he c

arria

ge in

bul

k of

lique

fied

natu

ral g

as

(LN

G).

An

nex

4 Pa

ra 5

2.

38 L

NG

Car

rier

<SIG

TTO

> H

ow d

o w

e pr

opos

e to

han

dle

mul

ti-ga

s ca

rrier

s?

Spec

ifical

ly, v

esse

ls de

signe

d to

car

ry L

NG/L

PG/L

EG

(eth

ylene

). T

ypica

lly s

mal

ler s

ized

vess

els.

The

re a

re a

ha

ndfu

l of v

esse

ls al

read

y in

exist

ence

and

man

y m

ore

curre

ntly

in d

esig

n/co

ntra

ct.

Will

prim

ary

fuel

hav

e to

be

decla

red

as p

art o

f the

IAPP

? Pe

rhap

s IA

CS

can

advis

e –

mos

t like

ly if w

e do

not

spe

cify,

IA

CS

will

need

to d

evel

op a

UI.

--> w

elco

me

othe

r com

men

ts

We

cons

ider

that

suc

h m

ulti g

as c

arrie

r w

hich

is s

uppo

sed

to c

arry

LN

G s

wou

ld

also

be

inclu

ded

in th

e de

finitio

n of

LNG

ca

rrier

, but

we

wou

ld lik

e th

e m

embe

r of t

his

info

rmal

CG

to c

omm

ents

on

this

mat

ter.

It m

ight

be

nece

ssar

y to

cla

rify

the

defin

ition

of G

as c

arrie

r (re

g. 2

.26)

and

LNG

car

rier

(reg.

2.3

8).

With

rega

rd to

prim

ary

fuel

, the

dec

lara

tion

is no

t req

uire

d in

this

EEDI

regu

latio

n, b

ut it

shou

ld b

e de

cided

in a

ccor

danc

e w

ith

para

grap

h 4.

2.3

of th

e EE

DI C

ertifi

catio

n G

uide

lines

.

88

　添付資料２

97

verified limited Power or ( MCRME(i) – PPTO(i) )

without shaft generator(s)with shaft generator(s)

MCRME(i)

PME(i)

vref

verified limited Power or ( MCRME(i) – PPTO(i) )

without shaft generator(s)with shaft generator(s)

MCRME(i)

PME(i)

vref

121

　添付資料３

129

　添付資料４

137

　添付資料５

228

Less Efficient

More Efficient

4

243

添付資料８

107-0052

2-10-9

03-5575-6425 03-5114-8940

http://www.jstra.jp/

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