1. Standards for existing ships
現有船舶標準

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.
新船比現有船只的平均相似類型，一般有較低的能源強度。規模在其另一端有一個容器，主要是舊的，它們的大小和類型的數，是相對能源密集型的。

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.
發行現有船舶的證書，就需要其他的程序，比新船更昂貴，更遠遠遜色一些。

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.  
一些現有船舶不符合證書要求以正常速度航行，可能仍能滿足要求。與機械“評為”因此，只有降低速度可以達到，或者其他機械修改

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.
這樣的證書，但是，有一條南北走向的配置文件，可能使其難以接受。

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.
現有船舶的證書不收緊的要求隨著時間的推移只會有過幾年的效果，無論如何大部分船只擊中已在幾年報廢。

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#分頁標題#e#
這是不可能的現有船舶證書，幾乎可以成為成本效益作為新建筑證書。此外，監測和實施將是困難的。

2. Standards for new constructions
  新建筑標準

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.
針對新建筑的標準比現有船舶的設計標準會更容易定義和監控（逃稅控制）。新船的標準才逐漸為世界船隊的平均排放水平的影響。

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.
為了不妨礙創新的設計進度，標準應該涉及到的功能，并且不指定技術。對于每個新船的船東和造船的任務將達到或超過標準，結合不同的設計參數，規定他們自己的自由裁量權。

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認證船舶相對于其他標準，這種方法不會是新的。這也是正常的做法，造船保證他們提供的船舶的燃油效率。

3. Control of standards
控制標準

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.
新船的設計標準，很可能最容易被控制，并經獨立驗證機構，如船旗國海事主管機關，船級社，通常遵循施工過程。#p#分頁標題#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.
人們可能認為必要的行政能力，港口國控制存在于所有附件一國家。

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國家的國際航行船舶開始或結束的十分之九，行政這樣國際海事組織（IMO）采取措施控制溫室氣體排放量應該是不錯的。

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.
如果船舶的技術性能標準的目標，幾艘船可以不考慮這些要求建成，即使他們只保持非附件一國家。大多數船只必須能夠交易附件I國家在他們的一生中，如通過所有權變更。

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.
這種方法使船東沒有獎勵，超出定額標準，以提高效率。可以建立這樣的激勵機制，使船東獲得的學分超過標準。這將在下一節中討論。