No.13-05 GHG GHG 2013 2014 4
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
IMO
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2 IMO
2.1 IMO 65 MEPC65 2013 5 13 17
IMO
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4 (1) WG . 1
( ) MEPC64 MEPC 65/4/1 ( ) IMO IMO
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(a) IMO IMO
23
d. MARPOL 4for the effective implementation enhancing effective
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5
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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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d. WG ,WG ( ) a.
44 20 b. WG WG
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6
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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
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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
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( ) . WG
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WG .
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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
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( ) ( ) of under ( ) WG
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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
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10
. statement ( ) statement
a. 23 UNFCCC
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11
a. UNFCCC
( ) 23
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IMO
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( ) 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 .
( )
( )
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IMO MRVUNFCCC MRV
MRV MRV3
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12
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( ) TOR develop finalize
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. 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
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b. phase0 phase
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WG
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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
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WG b. SFCAE SFCAE
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d. e. BOG
MEPC LNG EEDI
16
( ) MPP a. 70%MCR 66%MCR 66%MCR
IHS Fairplay data
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l.
m. attained EEDI Direct drive dieselattained EEDI
17
n. SIGTTO MEPC64 LNG reference line gas carrier
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o. BOG reference lineDFDE
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phase1 required EEDI
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a, c)
(2) . EEDI
18
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WG . LNG WG
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19
( ) MEPC 65/4/16 ( ) IACS, IEE SEEMP 400GT
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( ) .
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standard2 Tiered approach
ISO (3) WG . Ice breaking cargo ship
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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
( )
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Option ( ) IACS Level1
Option1 Level1,2,3 BF5
( ) phase3 Level1 Level2
phase1 ( ) Option3
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21
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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
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WG .
( ) MEPC 65/4/15 ITTC ISO 15016
23
ISO 15016 ITTC ( ) ISO MEPC 65/4/23 ISO 15016:2002
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24
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ISO 2014 ISO 15016
25
2.1.3 GHG 5 (1) GHG . CSC
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26
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27
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56
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58
4. MEPC66 GHG 4.1
GHG 2011 62 MEPC62MARPOL VI EEDI Energy Efficiency Design Index
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EEDI SEEMP 2012 3MEPC 63 GHG
EEDI LNG EEDI
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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
> <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
<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
% *(
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
> <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
“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
> <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
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,
<I
ACS>
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 <I
ACS>
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
> <I
ACS>
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
> <I
ACS>
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
.
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