英国格拉斯哥大学课程dissertation资料 (University of Glasgow)：现有船舶标准，新建筑标准及控制标准
1. Standards for existing ships
现有船舶标准
New ships generally have lower energy intensity than the average for existing vessels of similar type. At the other end of the scale there are a number of vessels, mainly old, that are relatively energy intensive for their size and type. They account for a disproportionately high share of the
GHG emissions from world sea transport. One could consider establishing a minimum standard that existing vessels would have to meet. This standard would have to be much less strict than a standard for new ships. The “cut off rate” for existing ships might e.g. intend to hit the 10 to 15 percent of fleet segments with the poorest energy efficiency.
新船比现有船只的平均相似类型，一般有较低的能源强度。规模在其另一端有一个容器，主要是旧的，它们的大小和类型的数，是相对能源密集型的。
Issuing a certificate for existing vessels would require other procedures, far more costly and less certain, than for new ships. The oldest vessels would not always be the ones to be hit by the requirements. Some old ships may come out favourably for instance due to low normal speed.
发行现有船舶的证书，就需要其他的程序，比新船更昂贵，更远远逊色一些。
A number of existing vessels that would not meet certificate requirements sailing at normal speed, could still meet the requirements with the machinery “de-rated” so that only a reduced speed could be achieved, or other machinery modifications. This would often be a better proposition for their owners than scrapping. A measure where one consciously aims at obtaining slow steaming through de-rating of energy intensive, older vessels may possibly be the best solution available for existing vessels.
一些现有船舶不符合证书要求以正常速度航行，可能仍能满足要求。与机械“评为”因此，只有降低速度可以达到，或者其他机械修改
A certificate for existing ships, if successful, could lead to some accelerated scrapping, and thereby somewhat increased newbuilding demand, at least for a period. Such a certificate would, however, have a north-south profile that might make it less acceptable.
这样的证书，但是，有一条南北走向的配置文件，可能使其难以接受。
A certificate for existing ships that does not tighten requirements over time would only have effect over a few years, as most of the vessels hit by it would have been scrapped in a few years anyhow. Such a scheme might not be worth while setting up. If requirements were to be tightened over the years, it would create a permanent regime of forced obsolescence.
现有船舶的证书不收紧的要求随着时间的推移只会有过几年的效果，无论如何大部分船只击中已在几年报废。
It is unlikely that a certificate for existing ships could become nearly as cost effective as a certificate for new constructions. Besides, it would be difficult to monitor and implement.#p#分页标题#e#
这是不可能的现有船舶证书，几乎可以成为成本效益作为新建筑证书。此外，监测和实施将是困难的。
2. Standards for new constructions
新建筑标准
Standards directed towards new constructions would be easier to define and monitor (control for evasion http://ukthesis.org/ygsslwdx/ ) than design standards for existing ships. Standards for new ships would only gradually have an effect on the average emissions level for the world fleet. A rough estimate is that approximately half the world fleet would be covered within ten years of introduction of standards.
针对新建筑的标准比现有船舶的设计标准会更容易定义和监控（逃税控制）。新船的标准才逐渐为世界船队的平均排放水平的影响。
If fuel consumption is used as a proxy for emissions, a standard based on fuel consumption per cargo ton-mile would have to be a function of ship size and type. This differentiation is probably the greatest challenge for standards-based approaches. The authority establishing the standard for fuel use/efficiency would have to have substantial ship design expertise as well as insight into the economics of sea transport. The design parameters involved in setting standards would include: engine power, hull shape, main engine efficiency, total propulsive plant effi-ciency, and overall vessel design speed. The time value of typical cargoes for a given ship type/size would have to be taken into account. In order not to discourage innovative design progress, the standard should relate to function and not specify technology. For each newbuilding the task of the ship owners and shipbuilders would be to meet or exceed the standard, combining various design parameters at their own discretion.
为了不妨碍创新的设计进度，标准应该涉及到的功能，并且不指定技术。对于每个新船的船东和造船的任务将达到或超过标准，结合不同的设计参数，规定他们自己的自由裁量权。
The IMO currently certifies ships with respect to other standards, so this approach would not be new. It is also normal practice for shipbuilders to guarantee the fuel efficiency of ships they deliver.
目前IMO认证船舶相对于其他标准，这种方法不会是新的。这也是正常的做法，造船保证他们提供的船舶的燃油效率。
3. Control of standards
控制标准
Design standards for new vessels could probably most easily be controlled and verified by independent verification bodies such as flag state maritime administrations and the classification societies, who usually follow the construction process. If a convention on design standards is ratified by all IMO member states, comprising nearly all maritime nations, this should be straightforward.
新船的设计标准，很可能最容易被控制，并经独立验证机构，如船旗国海事主管机关，船级社，通常遵循施工过程。#p#分页标题#e#
However, it may also be necessary to control the ships during their lifetime to ensure that the standards are maintained. Besides, not all countries are IMO members and all member states may not ratify the convention. In order for the standard to become global, port state control seems required, where the port state is authorised to control compliance with convention standards also for ships of other flags than those of ratifying IMO members. One may assume that the necessary administrative capacity for port state control exists in all Annex I countries.
人们可能认为必要的行政能力，港口国控制存在于所有附件一国家。
Since about nine-tenths of international voyages start or end in Annex I countries, administration this way of IMO-adopted measures to control GHG emissions should be good.
由于在附件I国家的国际航行船舶开始或结束的十分之九，行政这样国际海事组织（IMO）采取措施控制温室气体排放量应该是不错的。
If the standards target the technological properties of the ship, few ships could be built without regard to such requirements even if they are only maintained by non-Annex I countries. Most ships must be able to trade to Annex I countries over their lifetime, e.g. through change of ownership. Even if a regulatory regime did not formally include non-Annex I parties, or if one could not reasonably expect them to abide by it, most international maritime transport could be covered. However, such a regime may lead to the construction of a “non-Annex I fleet” with relatively high emissions. The possibilities of such development should be further investigated.
如果船舶的技术性能标准的目标，几艘船可以不考虑这些要求建成，即使他们只保持非附件一国家。大多数船只必须能够交易附件I国家在他们的一生中，如通过所有权变更。
Imposing design standards on new ships would involve a straightforward requirement that new constructions meet a specified emissions standard in order to be certified. The standard should be stricter than the reference case or baseline standard which is assumed would apply in the absence of any perceived need to address GHG emissions. This approach gives ship owners no incentives to improve efficiency beyond the fixed standards. Such incentives could be established by allowing ship owners to earn credits from exceeding the standards. This will be discussed in the next section.
这种方法使船东没有奖励，超出定额标准，以提高效率。可以建立这样的激励机制，使船东获得的学分超过标准。这将在下一节中讨论。