MARPOL附则Ⅰ修正案对油船运输市场的影响

2002年11月的“威望”号轮事故的发生促使国际海事组织(IMO)第50届特别海上环境保护委员会通过了对《73／78防污公约》附则Ⅰ的修正案,修订了淘汰单壳油船的时间表(第13G条),并增加了限制单壳油船载运重油的新规定(第13H条)。于2005年4月5日生效的该修正案对全球油船运输业产生了重大的影响。     

声明

国际海事组织(IMO)第50届特别海上环境保护委员会通过了对《1973年国际防止船舶造成污染公约的1978年议定书》(简称《73／78防污公约》)附则修正案，修订了淘汰单壳油船的时间表(第13G条)，并增加了限制单壳油船载运重油的新规定(第13H条)。该修正案于2005年4月5日生效。     

关于执行《73/78防污公约》新修订的第13G条和新增第13H条的通知

国际海事组织(IMO)第50届特别海上环境保护委员会通过了对《1973年国际防止船舶造成污染公约的1978年议定书》(简称《73/78防污公约》)附则I修正案,修订了淘汰单壳油船的时间表(第13G条),并增加了限制单壳油船载运重油的新规定(第13H条)。该修正案于2005年4月5日生效。我国是《     

IMO单壳油船淘汰计划——MARPOL 73/78附则Ⅰ/13G(经MEPC.95(46)修正)分析

IMO环保会以MEPC.95(46)号决议通过了MARPOL73/78附则Ⅰ/13G条修正案,并于2002年9月1日生效.新13G规定了单壳油船的淘汰时间表.对于分别要求在2005年和2010年以后继续营运的第1类和第2类单壳油船,必须通过"船舶状况评估计划"(CAS)检验.本文对新13G条作了详尽分析,并简单介绍了CAS要求.     

IMO单壳油船淘汰计划——MARPoL73／78附则1／13G（经MEPC．95（46）修正）分析

IMO环保会以MEPC．95(46)号决议通过了M雎uPOL73／78附则1／13G条修正案，并于2002年9月1日生效。新13G规定了单壳油船的淘汰时间表。对于分别要求在2005年和2010年以后继续营运的第1类和第2类单壳油船，必须通过“船舶状况评估计划”(CAs)检验。本文对新13G条作了详尽分析，并简单介绍了CAS要求。     

单壳油船的淘汰对石油运输市场的影响

国际海事组织海洋环境保护会第50次会议通过的MARPOL修正案．决定单壳油船提前5年于2010年前淘汰．这一修正案将会对全球油船运输市场产生重大影响。     

巨型油船:市场需求势头不减

当今的世界油船市场上,由于国际规则方面的油船双壳化要求,以及单壳油船被强制淘汰,表现依旧比较活跃,巨型油船(VLCC)、苏     

成品油船将以大灵便型为主

近年来成品油海运量呈增长趋势，船东为保证船队的运力而侧重订购大灵便型成品油船。据克拉克松研究公司统计，由于单壳油船被加速淘汰，大灵便型成品油船运力增长速度明显加快。2003年世界共有105艘大灵便型成品油船交付并投入运营，2004年交付并投入运营的数量将增长到134艘。未来几年内成品油船尤其是大灵便型成品油船仍会有大量的新船需求。根据国际海事组织(IMO)加速单壳油船淘汰新规则，2007年年底前占现有大灵便型成品油船船队运力20％的单壳船必须被更新。     

非标船禁入三峡库区

为减少船舶对库区水环境的污染,确保长江沿线饮用水安全,从2013年1月1日零点开始,长江海事部门停止对单壳油船、单壳化学品船等非标准船舶办理进入三峡库区签证和过闸手续,也就是说,单壳油船、单壳化学品船及生活污水排放达不到规范要求的客船(含载     

观察

交通运输部近日与财政部、工业和信息化部、国家发改委联合出台了《促进老旧运输船舶和单壳油船报废更新实施方案》，决定自即日起至2012年6月30日，往现有老旧运输船舶强制报废和单壳油船限期淘汰制度的基础上，采取中央财政补贴方式，鼓励老旧运输船舶和单壳油船提前报废更新。     

协调版共同结构规范对32万吨巨型油船的影响评估

以32万吨巨型油船（VLCC）为例，通过描述性规定与直接强度计算，对比分析协调版共同规范与油船共同规范的差异，评估新规范对目前巨型油船结构可能带来的影响。     

Replacement of very large and ultra large crude carriers

The technical and economic conditions of World War II that led to the building of Liberty vessels and compared with those that led to the building of the present very large and ultralarge crude carries (VLCCs and ULCCs) for the purpose of revealing similarities that could indicate when a massive replacement of the existing large tankers is to be expected. The Liberties were replaced within a relatively short time by ships of twice their efficiency and in a situation where transport demand was growing and insurance premiums for old vessels greatly increased. International rules and regulations played on great role. The development of tankers has not produced ships that from an economical point of view are markedly better than previously existing vessels; the demand for tankers has not increased during the last 15 years; the insurance coasts of existing tankers have increased only moderately; and the introduction of new international and national rules for tanker design have made it worthwhile to conserve existing vessels. Although there is a similarity in age distribution between the Liberties and the VLCCs and ULCCs, the situation of the two categories of vessel is otherwise so different that a demand for a VLCC and ULCC replacement of the same magnitude as was experienced for the Liberties cannot be expected.     

OCIMF MEG4新要求对油船系泊设计影响浅析

石油公司国际海事论坛最新发布的《系泊设备指南(第四版)》,对系泊设备布置和船对船设备布置提出了新的要求。该文通过对相关新要求的梳理解读,并结合设计实例,分析了新要求对油船系泊设计的主要影响,相关研究内容可供后续类似船舶设计参考。     

旧油船改造FPSO适用性分析

旧油船在FPSO改造中具有投资省、周期短、快速响应等优势,在国外具有广阔的应用市场。该文通过对改造前油船的类型、市场价格、适用海域等因素进行分析,总结其适用性选择策略,对国内旧油船改造FPSO有所裨益。     

Is there potential for a two-tier tanker market?

The simulations performed show that demand for quality tankers has to increase by 30% for a two-tier tanker market to emerge. The two-tier freight structure will only last for 3-5 years due to contracting induced by higher freight rates. This means that OPA does not by itself result in higher freight rates for tankers that comply with the requirements. If Western Europe also closes their trades to substandard tankers, a two-tier market emerges and quality tankers obtain a premium. The paper presents a simulation model for international tanker markets. The non-linear complementary equilibrium model solves for a sequence of static equilibria in segmented tanker freight markets, shipbuilding and scrapping markets. Freight markets are segmented according to quality requirements for tankers. The model specifies three tanker classes and one quality tankers can operate both market segments.     

On the nature and sorces of controversy in the economic analysis of the liner shipping industry†

The simulations performed show that demand for quality tankers has to increase by 30% for a two-tier tanker market to emerge. The two-tier freight structure will only last for 3–5 years due to contracting induced by higher freight rates. This means that OPA does not by itself result in higher freight rates for tankers that comply with the requirements. If Western Europe also closes their trades to substandard tankers, a two-tier market emerges and quality tankers obtain a premium. The paper presents a simulation model for international tanker markets. The non-linear complementary equilibrium model solves for a sequence of static equilibria in segmented tanker freight markets, shipbuilding and scrapping markets. Freight markets are segmented according to quality requirements for tankers. The model specifies three tanker classes and one—quality tankers—can operate both market segments.     

Supply and demand of new oil tankers

This paper examines the world-wide supply and demand for new oil tankers. A simultaneous supply and demand model is developed and estimated using two-stage least squares techniques and empirical data from 1972 to 1983. The relationships between tanker newbuilding orders and prices, and other relevant market factors are analysed. Major factors affecting the tanker new building market are identified. The results indicate that: oil price and second-hand tanker price are predominant factors influencing future newbuilding demand; a moderate decrease in laid-up tonnage would not induce a significant increase in newbuilding orders; shipbuilding capacity is a more influential factor for the short-run supply of new tankers than shipbuilding cost. Technological change has also played an important role in the market.     

《MARPOL73/78》2004年修正案有关船上油污应急计划规定的对策分析

《73/78防污公约》2004年修正案在"船上油污应急计划"中增加条款规定"所有载重量为5000吨或以上的油船均应可以立即使用岸基破损稳性和剩余结构强度电脑计算程序",修正案生效后,我国政府立即响应,发出了执行新的修正案的通知(海船舶[2006]629号)。为了能够切实履行公约修正案,本文在研究了公约的背景、国外履约的情况及我国现状的基础上,提出了相应对策及海事管理建议。     

小型液货船惰性气体系统最新动向

防止油船和化学品船火灾及爆炸事故一直是IMO关注的问题,同时也是油轮公司和化学品船公司日常安全管理的重点之一。液货船(包括油船、化学品船和液化气体船)在海上航行或在货物操作期间,可能发生各种不可预测的因素,存在着很多巨大的火灾或爆炸危险性。为确保安全,避免航行及货物操作期间各种不可预测因素的影响,只有在液货船,如油船上安装惰性气体系统,并对船员作全面培训,才能减少甚至防止事故的发生。     

THE UNEXPECTED YARD OF SHIPREPAIR INDUSTRY COSCO ZHOUSHAN Shipyard

It was July 8th 2004 when the email on screen showing one of my company tankers was strutted by another tanker at the waterway outside of Quanzhou, without any other choices, followed by one of the underwriters'suggestion, the vessel was tugged to COSCO (Zhoushan) Shipyard, a brand new shipyard for repairing.