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| 个人信息 |
| 姓 名： |
郭译员 [编号]:1365 |
性 别： |
女 |
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| 擅长专业： |
经贸、环保、船舶等 |
出生年月： |
1986/5/1 |
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| 民 族： |
汉族 |
所在地区： |
北京 北京 |
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| 文化程度： |
硕士 |
所学专业： |
英汉同传 |
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| 毕业时间： |
40360 |
毕业学校： |
北京外国语大学 |
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| 第一外语： |
英语 |
等级水平： |
专八 |
|
|
| 口译等级： |
同传 |
工作经历： |
5 年 |
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|
| 翻译库信息 |
| 可翻译语种： |
英语、德语 |
|
|
| 目前所在地： |
北京 北京 |
| 可提供服务类型： |
笔译、口译 |
| 每周可提供服务时间： |
口译最好为周末，如时间较短周中也可。笔译任何时间均可 |
| 证书信息 |
| 证书名称： |
高等学校英语专业八级 |
|
| 获证时间： |
2008/5/1 |
|
| 获得分数： |
66 |
|
|
| 证书名称： |
德语专业八级 |
|
| 获证时间： |
2008/5/1 |
|
| 获得分数： |
70 |
|
|
| 工作经历 |
| 工作时期： |
2009/7/1--2009/8/1 |
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| 公司名称： |
贵阳中水恒远科技发展有限公司 |
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| 公司性质： |
国营企业 |
| 所属行业： |
咨询/顾问 |
| 所在部门： |
技术部 |
|
| 职位： |
实习 |
| 自我评价： |
完成相关文件翻译工作，负责与外国工作人员的交流协调 |
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|
| 笔译案例信息 |
| 案例标题： |
Draft Ship Recycling Convention – towards safe & sound recycling |
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| 原文： |
Draft Ship Recycling
Convention – towards safe & sound recycling
At the 58th session of the MEPC, held in London from 6 – 10 October 2008, a draft Convention on the Safe and
Environmentally Sound Recycling of Ships (draft Convention) was finalized and adopted. In developing the
draft Convention, the International Maritime Organization (IMO) has co-operated with the International Labour
Organization and the relevant bodies of the Basel Convention.
This article will attempt to outline the
relevant content of the draft Convention
as it was prepared by MEPC 58
and address possible measures to be taken by
shipowners before the draft Convention
comes into force.
Ship Recycling means the activity of complete
or partial dismantling of a ship at a Ship
Recycling Facility in order to recover components
and materials for reprocessing and
re-use, whilst taking care of hazardous and
other materials. It includes associated operations
such as storage and treatment of components
and materials on site, but not their
further processing or disposal in separate
Ship Recycling Facilities.
Early steps
The international work aimed at improving
ship recycling has been long underway. The
industry itself began to look into this in 1999
where an Industry Working Party on Ship
Recycling was established as response to the
growing concerns about the ship recycling
industry expressed by governments, environmental
groups and the industry itself.
Ships sold for recycling may contain environmentally
hazardous substances such as
asbestos, heavy metals, hydrocarbons, and
ozone depleting substances etc. and the concerns
expressed were aimed at the safety provisions
for workers in addition to the environmental
controls at recycling yards.
In August 2001 the Industry Working Party
published an industry Code of Practice on
Ship Recycling that among others urges the
use of a standard ship recycling contract,
such as the BIMCO standard contract for the
sale of vessels for demolition and recycling
(DEMOLISHCON), in order to promote safe
operating and environmentally friendly practices
during recycling.
DEMOLISHCON, which was adopted in
2001 by the BIMCO Documentary Committee,
represented a significant improvement
compared to other contracts used in the recycling
industry at that time. By referring to the
guidelines of the IMO on ship recycling, DEMOLISHCON
emphasizes the importance
of safety of workers and protection of the environment,
while taking into account the obligations
that may be feasible for the sellers
and buyers to adhere to.
In March 2000 at about the same time as the
industry started its work on recycling, IMO
began to discuss the subject. IMO guidelines
on ship recycling were developed and finalized
at the MEPC 49th session in July 2003,
and finally adopted by the 23rd IMO Assembly
in November-December 2003. The interested
reader will find the IMO Guidelines on
Ship Recycling in in Resolution A.962(23),
as amended by Resolution A.980(24).
Later, concerns were raised that guidelines
would not be sufficient to ensure the working
and environmental conditions at many of the
world’s ship recycling facilities. At its 53rd
session in July 2005, the MEPC subsequently
agreed that IMO should develop a new instrument
on recycling of ships with a view to
providing legally binding and globally applicable
ship recycling regulations for international
shipping and for recycling facilities.
BIMCO, being convinced that that ship recycling,
properly handled, is the most environmentally
friendly way of disposing ships at
the end of their economic lives, has been very
active in the work carried out at the IMO and
in the Industry Working Party.
The Draft Convention
The draft Convention aims to ensure that
Ship Recycling is carried out in a safe and
environmentally sound manner without compromising
the safety and operational efficiency
of ships and the operation of ship recycling
facilities. The convention will
provide globally applicable regulations for
ship recycling and for recycling activities.
In the long term perspective, the convention
will provide ships which can be dismantled
in a safe way and which have been
built using less hazardous materials. It furthermore
will ensure safe and environmentally
sound management of all hazardous
materials and wastes removed when the
ship has been dismantled. The will be
reached in various ways.
The shipowner will, in the future, need to include
consideration on ship recycling issues
already when designing or when purchasing
a new ship:
- A new-building will have to be designed
in a way that facilitates environmentally
sound and safe recycling and the uncomplicated
removal of hazardous materials
when dismantled.
- In the construction phase, the aim of the
convention will be achieved by minimizing
the amount of hazardous substances
used in the construction of the new ship
and its equipment.
- During the operational phase of the ship,
the object is to minimize the use of new
hazardous materials during repair and
new installations.
Furthermore, the draft Convention seeks to
ensure that on board hazardous substances
can be correctly handled by high standard
Ship Recycling Facilities that focus on safety
and protection of the environment. The
standard of the Ship Recycling Facilities will
be continuously improved; for example by
training programmes for workers, incident
reporting and control measures carried out
by authorities.
The draft Convention provides legislation for:
- Design, construction, operation and preparation
of ships in order to facilitate safe
and environmentally sound recycling;
- Operation of ship recycling facilities in a
safe and environmentally sound manner;
- Establishment of an appropriate enforcement
mechanism for ship recycling by reporting
requirements; and
- Two new certificates: An International
Certificate on Inventory of Hazardous
Materials and an International Ready for
Recycling Certificate.
Application
The draft Convention only applies to ships
with a gross tonnage of 500 and above operating
in foreign trade. These ships will have to
carry a valid International Certificate on Inventory
of Hazardous Materials during their
operational lives. Furthermore an International
Ready for Recycling Certificate will have to
be issued before recycling can take place.
The draft Convention does not apply to warships
and ships operating only in waters subject
to the sovereignty or jurisdiction of the
State whose flag the ship is entitled to fly.
Parties and Non-parties
When a flag state becomes party to the convention
its ships can only use an authorized
Ship Recycling Facility in a State that is party
to the convention. A Ship Recycling Facility
in a party State can, on the other hand,
only recycle a ship from a State that is party
to the draft Convention.
What about a ship from a State that is not
party to the convention then? As is customary
in other IMO conventions, a “no more
favourable treatment of non-party ships”
clause has been included. A non-party ship
will only be able to use a Ship Recycling Facility
in a State party to the convention if the
non-party ship lives up to the requirements
of the draft Convention.
Hazardous materials
The draft Convention includes a register of
hazardous materials, which will be prohibited
to use (includes materials such as asbestos,
and polychlorinated biphenyls二苯基 (PCBs)
etc.) when building a new ship or repairing
an existing ship.
The register will be updated accordingly by
technical groups established by the IMO.
In order for Ship Recycling Facilities to
know where a specific hazardous material
can be found on board the ship and in what
quantities, ships will be required to carry an
Inventory of Hazardous Materials. Newbuildings
will be provided with an Inventory
of Hazardous Materials when leaving the
shipbuilding yard and before they start trading,
while existing ships will have to develop
the Inventory of Hazardous Materials, as far
as it is practically possible, not more than
five year after the Convention has entered
into force or before the ship is going to be
recycled, if this is earlier.
The Inventory of Hazardous Materials consists
of three different parts:
- Part I identifies the hazardous materials (e.g.
lead and mercury compounds) contained
in ship’s structure and equipment, their location
and approximate quantities.
- Part II states the operationally generated
wastes containing hazardous materials.
- Part III deals with the ship’s stores.
Part I of the Inventory of Hazardous Materials
shall be properly maintained and updated
throughout the operational life of the ship,
reflecting new installations containing hazardous
materials. Prior to recycling, the ship
shall furthermore add wastes and materials
in part II, and stores in part III.
Port State Control
Port State control officers will have the right
to inspect the ship for the purpose of determining
whether the ship is in compliance
with the draft Convention. Normally the inspection
will be limited to verifying the International
Certificate on Inventory of Hazardous
Materials or the International Ready
for Recycling Certificate.
If a ship does not carry a valid certificate or
there are clear grounds for believing that the
condition of the ship or its equipment does not
correspond with the particulars of the certificates
or the Inventory of Hazardous Materials
a detailed inspection may be carried out.
The responsibilities
of the various stakeholders
In the draft Convention the following four
stakeholders are mentioned:
- The “Competent Authority” placed in a
ship recycling State and responsible for
the duties related to the Ship Recycling
Facility;
- The “Ship Recycling Facility” which
means a defined area that is a site, yard or
facility used for the recycling of ships;
- The “Administration” that is the Government
of the State whose flag the ship is
entitled to fly, or under whose authority it
is operating (flag state); and
- The “Shipowner” i.e. the company registered
as the owner of the ship or the company
owning the ship or any other organization
or person such as the manager, or the
bareboat charterer, who has assumed the
responsibility for operation of the ship
from the owner of the ship. Shipowner also
includes those who have ownership of the
ship for a limited period pending its sale or
handing over to a Ship Recycling Facility.
The draft Convention does not make an exception
for cash buyers, as intermediaries are
included in the definition of Shipowner. In
the draft Convention a Shipowner has the
same obligations regardless of the length of
the ownership. When purchasing the ship a
new International Certificate on Inventory of
Hazardous Materials or an International
Ready for Recycling Certificate will have to
be issued based on the up-to-date Inventory
of Hazardous Materials thus ensuring that
the ship can be made ready for recycling by
the new Shipowner.
According to the draft Convention the stakeholders
will have a number of responsibilities.
In the following only responsibilities
that may be of interest to the Shipowner will
be mentioned.
Competent Authority
The Competent Authority shall establish
legislation, regulations, and standards that
are necessary to ensure that Ship Recycling
Facilities are designed, constructed, and operated
in a safe and environmentally sound
manner.
Each Ship Recycling Facility will have to be
authorized after it has been ensured that they
comply with the requirements of the draft
Convention, such as establishment and effective
use of inspection, monitoring and enforcement
provisions. The authorization
shall be carried out by the Competent Authority
and shall include verification of documentation
and a site inspection. Such a
mechanism may also include an audit scheme
to be carried out by the Competent Authority,
and the results of these audits should be communicated
to IMO.
Ship Recycling Facility
In order to prepare and plan the work, a Ship
Recycling Plan which specifies how the ship
is to be recycled depending on its particulars
and its Inventory of Hazardous Materials shall
be developed by the Ship Recycling Facility.
The Ship Recycling Facility shall inter alia
ensure that all hazardous materials mentioned
in the Inventory of Hazardous Materials are
identified, labelled, packaged and removed by
properly trained and equipped workers.
Before recycling can take place, the Ship Recycling
Plan has to be approved by the Competent
Authority. In case of non-approval
both the Ship Recycling Facility and the ship
owner will have to be informed. It is possible
to divide the work between more than one
Recycling Facility if, for example, one of the
facilities is not able to receive a certain hazardous
material. It is recommended that the
ship owner use only one facility that is able to
handle all the hazardous materials, carry out
appropriate gas-freeing etc., as the administrative
burden of using more than one Ship
Recycling Facility increases significantly.
An authorized Ship Recycling Facility will
have establish management systems, procedures
and techniques which do not pose health
risks to people and which will prevent, reduce,
minimize and to the extent practicable eliminate
adverse effects on the environment.
When the recycling of a ship is completed in
accordance with the requirements of the draft
Convention, a Statement of Completion shall
be issued by the Ship Recycling Facility and
reported to its Competent Authority and shall
be copied to the Administration. This represents
the final step in the recycling process.
Administration
The main responsibility of the Administration
lies with the certification of ships. The
ship will be subject to surveys throughout its
entire operational life.
An initial survey must take place before an
International Certificate on Inventory of
Hazardous Materials can be issued. Without
the certificate the ship will not be allowed to
operate.
If, during its operational life, a ship installs
equipment etc. containing hazardous materials,
the Inventory of Hazardous Materials will
have to be updated accordingly. A ship will be
subject to renewal surveys at intervals not exceeding
five years aimed at verifying Part I of
the Inventory of Hazardous Materials.
The Administration will carry out a final survey
before the ship can be taken out of service
and before the recycling can be started.
The final survey shall verify that the three
parts of the Inventory of Hazardous Materials
has been finalized and checked in accordance
with the requirements, and that the Ship
Recycling Plan has been approved by the
Competent Authority. After the final survey
the Administration will issue a Ready for Recycling
Certificate. This certificate will normally
be valid for three months.
Ship owner
In the operational period the ship owner will
have to take effective measures to ensure that
the ship complies with the prohibition of
hazardous materials registered in the Convention
when repairing the ship or installing
new materials. Part I of the Inventory of Hazardous
Materials will likewise have to be
kept up to date.
Before recycling can take place, Parts I, II
and III of the Inventory of Hazardous Materials
will have to be finalized. A ship without
an Inventory of Hazardous Materials will
have to develop and complete the Inventory
of Hazardous Materials in the initial phase of
preparing for recycling.
Preparation in order to facilitate safe and environmentally
sound recycling starts by selecting
and initiating a co-operation with a
Ship Recycling Facility. The ship will provide
information relating to the ship for the
development of the Ship Recycling Plan to
the Ship Recycling Facility. At this stage, it
must be made clear that the Ship Recycling
Facility has been authorized by the Competent
Authority and that the hazardous materials
on board can be properly handled at that
particular facility.
Following the completion of the Inventory of
Hazardous Materials, the ship owner must
notify the Administration of his intent to recycle
the ship in order to be certified as ready
for recycling through a final survey. The final
survey should verify that the Inventory of
Hazardous Materials is in accordance with
the requirements of the draft Convention and
that the Ship Recycling Plan developed by
the Ship Recycling Facility has been approved
by the Competent Authority.
Approval of the Ship Recycling Plan can be
made either by a tacit or explicit approval
procedure, depending on the legislation in
the recycling state. When the ship owner receives
the approved Ship Recycling Plan
from the Ship Recycling Facility, this will
have to be made available for inspection by
the Administration.
Acquisition of the International Ready for
Recycling Certificate shall be reported to the
Ship Recycling Facility which then reports
this to the Competent Authority, together
with the planned start of the Ship Recycling.
Furthermore, prior to entering the Ship Recycling
Facility, the ship must minimize the
amount of cargo residues, remaining fuel oil,
and wastes remaining on board.
Entry into force
The text of the draft Convention will now be
circulated for consideration and adoption by
a diplomatic conference to be held in Hong
Kong from 11-15 May 2009.
The conference will address proposals to
amend the draft text and will decide on the
entry into force criteria for the Convention.
IMO conventions normally contain the following
different entry into force conditions:
- A minimum number of states that needs to
ratify the convention; and
- A minimum percentage of the gross tonnage
of the world’s combined merchant
shipping States.
In this particular case it is also important to
ensure that sufficient authorized recycling
capacity is available before the Convention
comes into force by including a third criterion
addressing available high standard ship
recycling capacity.
Furthermore, IMO is developing a series of
guidelines aimed at the handling of the Inventory
of Hazardous Materials and Ships
Recycling under the draft Convention by use
of a correspondence group, which expect to
finalize its work at MEPC 59 in July 2009.
Interim measures
The process of ratification may take several
years to complete and until then, a shipowner
is faced with a gap between the adoption of
the Convention and its global entry into
force. This period is often referred to as the
“interim period”.
During this interim period, ship owners are
encouraged to follow the interim measures
for “Shipowners Intending to Sell Ships
for Recycling” developed by Industry Working
Party on Ship Recycling, which inter alia
recommends:
- Yard selection: When selling ships for recycling,
owners are encouraged to select
only those yards which have stated they
are willing to undertake operations compatible
with the measures recommended
by the Industry Working Party.
- Inventory of Hazardous Materials: Owners
are encouraged to complete part 1 of
the Inventory of Hazardous Materials for
all ships in their fleet and to complete parts
2 and 3 during sales and prior to delivery
to the ship recycling facility.
- Gas freeing: As a precaution against explosions
during the recycling process
owners should ensure that Gas-Free-For-
Hot-Work provisions are included in their
contract of sale and, to the extent possible,
that the recycling facility to which they
are selling the ship conducts gas-freeing
in its operations.
- Ship recycling plan: Owners are encouraged
to provide the ship recycling facility
with as much information as possible, in
particular an inventory of hazardous materials,
to facilitate the development of the
ship recycling plan.
- Reporting to Flag State: As soon as possible
after the delivery of the ship to the
recycling yard, owners are encouraged
to inform their flag administration that
they have taken steps in accordance with
the recommendations in the interim
measures and to request appropriate acknowledgement.
Both the Interim Measures for Shipowners
Intending to Sell Ships for Recycling and the
industry Code of Practice on Ship Recycling
can be found at the following web page:
http://www.marisec.org/recycling.
DEMOLISHCON in the interim period
In the interim period shipowners are furthermore
recommended to use DEMOLISHCON.
The suggestion in DEMOLISHCON
to exchange information in respect of the
recommendations of the IMO Guidelines
and for both the shipowner and the recycling
facility to in the best possible way to try to
comply with these recommendations is an
additional means to ensure that a ship is recycled
in a safe and environmental safe way
in the interim period.
DEMOLISHCON urges those entities entering
into a contract for the sale of a vessel for
recycling to consider the working practices
and facilities in the recycling yard to ascertain
that safe and environmentally sound
practices are being conducted in respect of
recycling.
This may be possible where the sale is between
the registered owners of the vessel and
the yard. However, where intermediaries
are involved, which is most often the case,
the owners are unlikely to know the final
destination of the vessel at the time of the
sale and will, therefore, be unable to ascertain
that appropriate standards are conducted
in the Ship Recycling Facility as regards
safety and environment.
When drafting DEMOLISHCON it was realised
that the only way to overcome this
problem would be if the sellers were allowed
to visit the relevant ship recycling facility
and thus this realization was incorporated
into the standard contract. When the Convention
has come into force this will no longer
be of concern:
In accordance with the draft Convention, the
ship owner will be in direct contact with the
Ship Recycling Facility when the Ship Recycling
Plan is to be prepared. The ship owner
has the right to request documentation of its
authorization when considering recycling a
ship at the Ship Recycling Facility.
The known identity of the Ship Recycling
Facility, together with the fact that it has been
authorized by a Competent Authority, should
normally be sufficient for the ship owner. l l
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| 译文： |
《拆船公约草案》——安全无害的拆船公约
2008年10月6日至10日，海上环境保护委员会（MEPC）第58次会议在英国伦敦国际海事组织（IMO）总部召开，一致通过了《安全与环境无害化拆船国际公约（草案）》（以下简称《公约草案》）。国际海事组织与国际劳工组织、巴塞尔公约的相关机构共同拟定了该公约草案。
本文旨在对海上环境保护委员会第58次会议上通过的《公约草案》做概括性介绍，并在《公约草案》正式生效之前为船主出售报废船只提供切实可行的参考方案。
拆船指的是在拆船厂部分或全部拆解船只，将船只有用零部件和材料回收用于再加工和再生产，妥善处理有害和无回收价值的材料以及相关操作，如船只零部件和材料就地储存和处理等等，但不包括在其它拆船厂的继续加工和处理。
初期准备
国际社会旨在提高报废船只循环再利用的工作早已展开。鉴于各国政府、环保组织和拆船业越来越关注船舶循环产业，拆船业开始重视提高报废船只的循环再利用回收再利用率，并于1999年正式成立拆船工作组。
但是，进行拆解的船只可能含有对环境有害的物质，如石棉、重金属、碳氢化合物、消耗臭氧层物质等。因此，人们的关注点都集中在拆船厂能否在进行拆解作业时保障工人安全并且控制治理环境污染。
2001年8月，拆船工作组公布了《拆船法令》。同其它相关法律一样，《拆船法令》旨在促进实行标准拆船合同，如波罗的海国际海事公会（BIMCO）为报废船只买卖制定的标准合同（DEMOLISHCON），保障拆船过程对健康与环境安全无害。
《报废船只买卖标准合同》是波罗的海国际海事公会（BIMCO）起草委员会于2001年批准通过的，和同时期的其它拆船合同相比具有很大优越性。《报废船只买卖标准合同》参考了《国际海事组织船舶资源回收准则》，强调工人健康安全和环境保护的重要性，并且研究制定了对报废船只买卖双方都必须遵守的责任义务。
2000年3月，拆船业开始着手于报废船只的循环再利用，与此同时，国际海事组织也就此话题展开讨论。《国际海事组织船舶资源回收准则》于2003年7月在海上环境保护委员会第49次会议上起草通过，并在2003年11月~12月召开的第23届国际海事组织大会上得到最终批准。对《船舶资源回收准则》感兴趣的读者可参阅A.962(23)决议及其修订版A.980(24)决议。
然而不久就有人指出，《船舶资源回收准则》不足以保证世界各地拆船厂都达到工作安全和环境无害的标准。因此，在2005年7月的第53次会议上，海上环境保护委员会一致同意了国际海事组织制定新的拆船公约，为国际航运和拆船业提供合理可行的规章准则作为法律保障。
波罗的海国际海事公认为，循环利用报废船只是船只完成商业使命后最环保的处理方法，该组织也一直积极参与国际海事组织和拆船工作组的各项工作。
《公约草案》
《公约草案》旨在保证：在不影响工人健康安全、船只拆解效率和拆船设备运作的前提下，最大限度实现拆解作业的安全与环境无害化。《公约草案》将会在全球范围内为船只拆解和循环再利用提供可行规则，从长远角度来看，公约还会促进易于安全拆解的船只的生产、减少有害材料的使用并保证正确安全处理有害材料和无回收价值的材料。
今后，船主在设计购买新船时需要考虑拆船循环再利用问题：
——新船的设计要有利于安全拆解并且在拆解过程中不会造成环境污染，拆解后的有害材料要易于处理。
——船只建造阶段必须符合《公约草案》的要求，将船只及建造船只所需设备中的有害物质含量降到最低。
——船舶投入使用后，最大限度减少维修和安装新设备过程中有害材料的使用。
除此之外，《公约草案》还提出船上的有害材料应尽快到注重安全和环境保护的高标准拆船厂进行妥善处理。而拆船厂的标准也将进一步提高，如相关机构对工人进行安全培训、事故通知报告和污染控制措施等。
《公约草案》包括如下内容：
——船只的设计、建造、运营和拆解前的准备都必须有利于安全与环境无害化拆解。
——拆船作业及拆船设施必须保证安全与环境无害。
——提交拆船报告，就拆船过程建立相应的执法机制。
——两份新证书：《国际有害材料清单证书》和《国际拆船批准证书》。
公约适用范围
《公约草案》仅适用于500吨位以上（含500）的外贸商用船只。上述船只在运营使用期间必须随时携带有效的《国际有害材料清单证书》，而《国际拆船批准证书》仅在船只拆解前发出。《公约草案》并不适用于战舰和仅在本国水域范围内行驶的船旗国船只。
缔约国和非缔约国
一国一旦签署《公约草案》成为缔约国，该国在公约适用范围内的船只就只能在本国和其它缔约国授权的拆船厂进行拆解。也就是说，《公约草案》缔约国的拆船厂只能拆解加入《公约草案》的国家的船只。
至于那些非缔约国的船只，按照国际海事组织的其它公约条款，“不能享受优惠待遇”。如果非缔约国的船只符合公约适用范围，也必须在缔约国的拆船厂进行拆解。
有害材料
《公约草案》包括一份《有害材料清单》，凡清单中列出的有害材料（如石棉、多氯联苯等）在船只的建造和维修过程中都禁止使用。
《有害材料清单》会根据国际海事组织技术组提供的信息不断更新，为便于拆船厂掌握船上的有害材料种类及数量，公约适用范围内的所有船只必须随时携带《国际有害材料清单证书》。新建船只必须在出厂之后投入运营之前拟定《有害材料清单》；而已投入使用的船只要尽快拟定《有害材料清单》，期限不得超过公约生效之后5年；将在公约生效之后5年内报废的船只，应在报废之前拟定《有害材料清单》。
《有害材料清单》必须包括以下三个部分：
——第一部分指出船只结构、设备中有害材料的种类、位置和数量。
——第二部分标明船只使用过程中产生废物中的有害材料。
——第三部分应显示船只储藏货物中的有害材料。
《有害材料清单》中的三个部分都应在船只使用周期内不断更新，及时反映在报废之前安装设备、堆积废物及储藏货物后新产生的有害材料。
港口国监控
港口国监控官员有权检查过往船只，以保证船只符合《公约草案》各项条款。通常情况下，检查仅限于核对《国际有害材料清单证书》和《国际拆船批准证书》。
如果船只未携带有效证件，或者有明显证据表明船只或其设备不符合《国际有害材料清单证书》、《国际拆船批准证书》及《有害材料清单》的具体细则，港口国监控官员有权对船只进行进一步检查。
各利益攸关方的责任
《公约草案》规定了以下四类利益攸关方：
——在缔约国设立的官方权威机构，承担拆船业各项相关职责；
——拆船厂，即一块专门用于拆船作业的场地；
——主管机关，即船旗国政府或其所在国家（船旗国）；
——船主，包括注册成为船只所有人的公司、拥有自己船只的公司、其它机构和个人如从船只所有人手中承担船只运营责任的管理人、光船承租人等以及在船只再次出售和报废之前特定时期内的船只所有人。按照《公约草案》的规定，船主还包括中间商和现金购船者。所有船主无论其所有权期限长短，一律承担相同责任。出售新船时，必须同时提供根据最新有害材料清单颁发的《国际有害材料清单证书》和《国际拆船批准证书》，为新船主提供拆船准备保证。
根据《公约草案》所有利益攸关方都必须承担一系列责任，下面就分别对各利益攸关方的责任进行介绍。
官方权威机构
官方权威机构应制定相关立法、规章和标准，为拆船厂实现设计、建造和运营的安全与环境无害化提供必要保障。
所有造船厂都应得到国家授权，保证遵守《公约草案》的各项条款，包括建立高效的检查、监督及执法机制等。授权应来自官方机构，包括文件核查、现场调查、由官方机构实施的审计方案以及将审计结果递交国际海事组织。
拆船厂
为更好地准备拆船作业，拆船厂应根据船只具体情况制定出明确详细的船只拆解计划并拟定《有害材料清单》。除此之外，拆船厂必须保证清单中列出的所有有害材料都由训练有素、配备齐全的工人进行合理分类、贴标签、打包和转移。
进行拆船作业之前，拆船计划必须经由官方机构批准。一旦拆船计划未得到批准，官方机构会立刻通知拆船厂和船主。船只拆解作业可交与一家以上的拆船厂来做，例如一家拆船厂无法处理某种有害材料，便可将这种有害材料交给另一家拆船厂进行处理。鉴于在一家以上的拆船厂拆解船只不便于管理，建议船主仅选择一家能够处理全部有害材料、合理除气排气的拆船厂。经官方机构授权的拆船厂须建立不会对健康安全造成危害的管理体制，制定相应拆船程序，引进相应拆船技术。这些管理体制、拆船程序和拆船技术应该尽可能地减轻、甚至避免对环境产生的负面影响。
按照《公约草案》各项条款，全部完成拆解作业之后，拆船厂应发布《完成声明》，一式两份分别交与官方机构主管机关。这时，拆船工作各步骤才全部完成。
主管机关
主管机关的主要职责是对船只进行认证。船只要在运营期间随时接受调查。第一次检查必须在获得《国际有害材料清单证书》之前展开，没有该证书船只不允许投入运营。
如果船只在使用周期内安装了含有有害材料的设备，《有害材料清单》必须相应地进行更新。船只在五年之内应该接受重新核查，即对《有害材料清单》第一部分进行核查。此外，主管机关要在船只结束运营使命进行拆解之前展开最后一次检查。最后一次检查中，主管机关必须根据《公约草案》对《有害材料清单》的全部三个部分进行彻底清查和最后认定，并且确认船只的拆解计划已得到官方机构的批准。此次检查完毕后，主管机关将授予船只《国际拆船批准证书》，该证书的有效期通常为三个月。
船主
在船只运营期间，船主必须采取有效措施，保证在船只维修和安装新设备时没有使用《公约草案》列出的有害材料；一旦使用，《有害材料清单》第一部分就必须进行相应的更新。
船只进行拆解之前，《有害材料清单》的全部三个部分都必须经过最终认定，没有《有害材料清单》的船只则须在拆解准备工作的初始阶段拟定《有害材料清单》。
为保证拆解作业的安全与环境无害化，船主的准备工作应从选择拆船厂进行拆船合作开始。船主要为拆船厂提供船只的相关信息，帮助拟定船只拆解计划。船主必须确定，该拆船厂得到了官方机构的授权并且有能力处理船只本身及船只携带的所有有害材料。
完成《有害材料清单》的认定之后，船主必须尽快通知主管机关进行最终核查，以获取《国际拆船批准证书》。主管机关必须根据《公约草案》对《有害材料清单》的三个部分进行最后认定，并且确定拆船厂拟定的船只的拆解计划已得到官方机构的批准。
船只拆解计划的批准程序可详细明了也可心照不宣，但必须遵循所在国家的相关法律法规。拆船厂拟定的船只拆解计划一旦得到批准，船主即可向主管机关申请最终核查。
船主取得《国际拆船批准证书》后应首先通知拆船厂，继而通知官方机构，共同计划开展拆船作业。另外，船只进入拆船厂之前必须将船上货物残留物、燃油残余物及垃圾残留物降到最低。
正式生效
《公约草案》的内容还在继续探讨之中，草案将于2009年5月11日~15日在香港举行的外交会议上正式批准生效。
此次会议将讨论关于修订《公约草案》的提议并且制定《公约》生效的具体细则。根据国际海事组织的各项公约规定，协议生效须满足如下条件：
——对《公约》投赞成票的国家必须达到一定比例及
——对《公约》投赞成票国家的商船航运总吨位必须达到一定比例。
在此特定条件下，必须另外制定高水平船只拆解能力准则，保证在《公约》正式生效之前拆船作业的能力达到规定标准。
除此之外，国际海事组织相关工作小组正在拟定一系列指导准则，旨在《公约草案》框架下处理《有害材料清单》和船只拆卸。2009年7月，海上环境保护委员会第59次会议将对工作组拟定的指导准则做最后决定。
过渡时期措施
《公约》从起草到最后通过需要几年时间，《公约草案》的通过和最终全球生效之间的时间段即为过渡时期。
拆船工作组为过渡期间的拆船回收再利用制定了一系列准则，鼓励船主自觉遵守该准则，并且提出以下几点建议：
——拆船厂的选择：在出售报废船只时，建议船主选择愿意遵循过渡期间准则的拆船厂。
——《有害材料清单》：鼓励船主为其所有船只制定《有害材料清单》第一部分，《清单》第二、第三部分应在船只运营期间及报废之前完成。
——排气除气：为避免拆解过程中出现爆炸现象，船主应在船只买卖合同中写入“热工前除气”条款，并且尽可能保证拆船厂的拆解作业中包括排气除气程序。
——船只拆解计划：鼓励船主为拆船厂提供尽可能详细的船只信息，特别是《有害材料清单》，以帮助拟定船只拆解计划。
——通知船旗国政府：在将报废船只出售给拆船厂之后，鼓励船主尽快通知船旗国政府。船旗国政府须根据过渡期间的准则建议采取相应措施并要求船主做出适当回应。
以上关于过渡期间拆船回收再利用的准则均来自网页http://www.marisec.org/recycling。
《报废船只买卖标准合同》
过渡期间继续鼓励船主使用《报废船只买卖标准合同》，建议船主及拆船厂双方根据国际海事组织拟定的指导准则交换信息、洽谈协商、共同遵守拆船工作组提出的几点建议，保证过渡期间报废船只的安全与环境无害化拆解。
《报废船只买卖标准合同》的出台要求船主及拆船厂根据拆船厂的设备条件和作业经验签订相应的船只买卖合同，确保在拆解过程中实现安全与环境无害化。
以上建议在注册在案的船主和拆船厂之间具有可行性。一旦有中间商介入，船主通常情况下不愿去了解船只的最终归宿，因此也就无法确认拆船厂是否符合安全与环境无害化拆解标准。
波罗的海国际海事公会在起草《报废船只买卖标准合同》时已考虑到以上问题，认为唯一的解决之道就是允许船主参观相关拆船厂，这样船主就可以把拆船厂是否符合安全与环境无害化拆解标准写进报废船只买卖标准合同。《安全与环境无害化拆船国际公约》正式生效后，这一问题即可迎刃而解。
根据《公约草案》，船主就拟定船只拆解计划和拆船厂进行直接联系。出售报废船只时，船主有权要求拆船厂出示授权许可。如果拆船厂经证实确实拥有官方机构的授权委托，并且符合安全与环境无害化拆解标准，船主就可以与该拆船厂合作拆解船只。
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| 案例标题： |
Vietnam rising |
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| 原文： |
Vietnam rising
The country embarks on an aggressive infrastructure plan as suppliers rush in
BY ALAN M. FIELD
Less than a decade ago, Dung Quat Bay, halfway between Ho Chi Minh City and Da Nang, was known for its pristine beaches and panoramic scenery. Today, that idyllic landscape is being transformed into an economic zone dominated by massive projects that will collectively cost nearly $20 billion. Within two or three years, there will be a four-berth container terminal, a heavy equipment assembly plan (South Korea’s Doosan Group), a steel mill (Taiwan’s Tycoons Group), an oil refinery and a shipyard, all on the bay.
“I was overwhelmed by the size of the construction,” said Harold Westerman, vice president of Moffatt & Nichol, the maritime planning and engineering firm, who visited Dung Quat recently. “It was quite amazing.”
Lured by cheap labor, cheap land and tax benefits, more global companies are moving at least part of their global operations to Vietnam. For many, the rising cost of doing business in China is a key factor.
In a recent report by Booz Allen Hamilton, nearly one out of five global companies surveyed said they already had concrete plans to relocate at least some of their China-based operations to other countries. Vietnam was the top-rated alternative to China, ranked first by 63 percent of companies, compared with 37 percent who favored India.
John Wheeler, director of trade development at the Georgia Ports Authority and a frequent visitor to Vietnam, said many global companies now worry about fluctuations in the Chinese yuan and about political uncertainties in China. “A lot of people are going to Vietnam to reduce their risks,” he said. Labor rates in Vietnam remain lower than in China, and the local population is well-educated and motivated to work. For the GPA, Vietnam was one of its fastest-growing destinations for export containers in fiscal 2008, up 247 percent to 11,149 TEUs, compared with 3,209 TEUs a year earlier.
For several years, Vietnam has been the fastest-growing economy in Southeast Asia, with annual growth exceeding 7 percent. In the first six months of 2007, more than 500 new investment projects worth a total $5.2 billion were recorded. By then, a total of $20.3 billion in foreign capital was committed for new projects, up from only $12.7 billion a year earlier.
Although much of that capacity supplies other countries in Asia and the country’s growing domestic market, Vietnam’s trade surplus with the U.S. continues to widen. In 2007, U.S. imports from Vietnam shot up 24 percent to $10.6 billion, while U.S. exports to Vietnam totaled just $1.9 billion.
Nowhere has the impact of Vietnam’s competitiveness been felt more than in the apparel sector, where Vietnam has become the second-largest supplier for U.S. importers. Imports from Vietnam are growing at an annual rate of 30 percent, and now claim a 6.4 percent share of all apparel imports. That’s far behind China’s 33.9 percent of the import market, but well ahead of Vietnam’s nearest competitors — Bangladesh and Honduras.
The unit value of Vietnamese apparel imports rose to $3.42 in August, from $3.40 in December 2006, a sign that Vietnamese exports are moving up the value chain, unlike most imports from India and Pakistan.
Importers of Vietnamese apparel got more good news late last month, when the U.S. Department of Commerce announced that its monitoring program of apparel imports had concluded that there was insufficient evidence to warrant an anti-dumping investigation against Vietnamese suppliers, despite charges from some competitors.
“This final investigation reveals that prices of Vietnamese apparel are in line with, and in most cases even exceed, other major suppliers, including Central America,” said David Spooner, assistant secretary for import administration.
The end of the monitoring program, which began when Vietnam entered the World Trade Organization in January 2007, effectively eliminated a dark cloud hanging over Vietnam’s apparel sector.
Yet Vietnam’s long-term future as a low-cost supplier of manufactured goods remains at risk, largely because of the country’s deficient transportation infrastructure, which raises overall logistics costs too much for Vietnam to compete unless its wages remain low. Only one-fifth of the country’s roads are paved. Those roads that serve its seaports urgently need to be upgraded.
Although most of the major container lines already serve Vietnam, they operate independently rather than as a part of partnerships. For example, OOCL and NYK Line offer services at Ho Chi Minh City, but not as part of the Grand Alliance. But the vessels are not particularly large. There are no deep-water ports in Vietnam, so containerized trade must be transshipped in and out of the country via such ports as Hong Kong, Singapore and Busan.
Given such challenges, it’s not surprising that when global oil prices spiked last summer, some global executives began to talk openly about relocating some Vietnam-based operations to the Western Hemisphere — especially to Central America and possibly Mexico.
The good news is that Vietnam’s government “has clearly recognized that transportation infrastructure is an important component of economic development,” said Walter Kemmsies, Moffatt & Nichol’s chief economist. Vietnam is spending 4 to 8 percent of its GDP on infrastructure, much of it on massive new port development projects. Among the important projects under way:
-- A $1.6 billion deep-water port at Lach Huyen, which is expected to become the country’s gateway, will be capable of handling 80,000-metric-ton vessels and 50 million to 60 million tons of goods a year.
-- Vung Tau, Phase 1, in Southern Vietnam, a joint venture between Saigon Port and PSA International, which will have four berths totaling nearly 4,000 feet and 12 quay cranes. Its estimated annual capacity will reach 2.2 million TEUs.
-- DP World’s new port at Hiep Phuoc, near Ho Chi Minh City, which was supposed to open in 2009, but will likely be delayed. Upon completion, the terminal will have capacity to handle 1.5 million TEUs a year.
The Ministry of Transportation also has a $360 million plan to dredge and widen waterways in all 13 provinces in the Mekong River Delta so that larger ships will be able to navigate them.
The net result: Within the next 18 to 36 months, larger vessels will finally begin to serve Vietnam when the three deep-water ports are completed. “If you look at current container volumes in Vietnam, you are almost doubling capacity,” said Dean Davison, port operations specialist at Moffatt & Nichol. “But the expansion is not unwarranted because there are going to be better economies of scale from these operations.”
Other challenges to Vietnam’s long-term competitiveness may take longer to overcome, and require political change. Jonathan Fee, a partner at the Alston & Bird international law firm, said political tensions are rising because of widespread public awareness that poverty is increasing.
And while exports are strong, productivity is declining because wages are rising. “Growth and inflation have outpaced policy, regulation and wages,” Fee said. “The result is labor unrest.” Longer term, Vietnam’s political stability could be threatened, because the government “is hamstrung by the implicit challenge of potentially stronger unions,” he said.
In the latest report of Global Integrity, a nonprofit organization that tracks governance and corruption trends worldwide, Vietnam won a perfect 100 grade for its anti-corruption law, whose text meets the highest global principles. In practice, however, the country has often failed to translate those principles into action, the report said. It rated as weak Vietnam’s anti-corruption agency and its standards for rule of law and law enforcement. Extortion and bribery are illegal but commonplace, according to the report.
Those shortcomings may not detract from Vietnam’s appeal, however, if the country can upgrade its infrastructure enough to remain attractive to global companies.
Alan Field can be contacted at afield@joc.com.
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越南的崛起
越南基础设施建设步伐矫健，外商投资纷至沓来
作者：艾伦•菲尔德（Alan M. Field）
在几年前，位于胡志明市和岘港市中间的金兰湾还因其原始沙滩和宜人景色闻名遐迩。而现如今，田园诗般的风景已不复存在，取而代之的是高速发展的经济开发区。金兰湾聚集了众多大型投资项目，投资总额达到近200亿美元。两三年之内，韩国斗山集团的一项重机械装配计划将在金兰湾启动实施，台湾聚亨集团投资的钢铁厂也将建成，另外，一个四泊位的集装箱码头、一个石油加工厂和一家造船厂也会在金兰湾地区落户。
国际知名港口顾问规划公司Moffatt & Nichol的副总经理哈罗德•韦斯特曼最近参观了金兰湾，他表示：“金兰湾的建设规模如此之大，着实令人震惊。”
越南优惠的税收政策以及低廉的劳动力和土地成本吸引了全球越来越多的公司——至少是公司的全球运作部门。对于的很多公司来说，在华投资成本提高是促使它们将投资目的地转向越南的重要原因。
博思艾伦咨询公司在最新发表的一份报告中指出，在所有接受调查的全球公司中，20%的公司表示已经制定出具体计划将至少一部分设在中国的运营项目转至其它国家。63%的公司愿意将投资目的地转向越南，其次有37%的公司倾向于印度。
美国佐治亚港务局贸易部总经理约翰•威尔勒曾多次来到越南，他指出，很多全球公司都开始对人民币汇率浮动和中国政局不稳定表示担忧，为降低风险，这些公司纷纷把目光投向越南。和中国相比，越南工资率较低，居民受教育程度和工作积极性较高。在佐治亚港务局看来，越南是2008财政年度增长最快的集装箱出口目的地，比去年的 3209 TEU（国际标准箱单位）增长了247%，达到11 149 TEU。
近几年，越南已成为东南亚经济增长最快的国家，GDP年均增长率始终保持在7%以上。2007年前六个月，越南新增投资项目500多个，总投资额达到52亿美元。新建项目中的外资投入也从去年的127亿美元增加到了现在的203亿美元。
虽然很大一部分外资也流入到了亚洲的其它国家，但是越南对美国的贸易顺差依然在增大。2007年，越南对美国出口额猛增24个百分点，达到106亿美元，而美国对越南出口额仅增长了19亿美元。
在服装产业，越南一直拥有强大的竞争力。越南已成为美国第二大服装出口商，并保持着每年30%的增长率。现在，越南在全球服装出口市场中占据了6.4%的份额，虽然还远远落后于中国的33.9%，但是和它的近邻孟加拉国相比，越南的优势十分明显。
越南服装进口的单位价值从2006年12月的3.40美元增长到了今年8月份的3.42美元，由此可见，和印度、巴基斯坦不同，越南的服装出口带动了整条价值链的增值。
上个月，越南服装的进口商得到了更好消息：美国商务部宣布，虽然一些行业竞争者提出了诉讼，但是，没有足够证据授权对越南服装供应商进行反倾销调查；因此，撤销服装进口监督计划。
美国商务部进口管理局副秘书大卫•斯普纳说道：“最终调查结果显示，越南服装价格与其它国家服装出口价格基本持平，甚至高于很多重要服装出口商的价格，包括中美洲出口商的价格。”
服装进口监督计划于2007年1月启动，那时越南刚刚加入世界贸易组织。现在，撤销监督计划使越南服装业重新充满生机。
然而，从长远角度来看，单纯依靠降低成本的商品生产模式存在着很大的风险，这主要是因为越南运输领域基础设施建设不够完善。尽管越南国内工资水平较低，但这仍会造成整体物流成本上升和企业竞争力下降。越南全国仅有五分之一的道路由水泥或沥青铺成，而那些对出口运输至关重要的道路亟待修缮。
虽然越南的主要集装箱运输线路都已投入使用，但是这些线路的相互联系并不密切。例如，东方海外货柜航运有限公司和日本邮船商社都为胡志明市提供物流服务，但这两家公司并未结成联盟。除此之外，由于越南没有深水港，到达越南的船只多为中小型货船，大型集装箱船必须在香港、新加坡、釜山等港口转船。
考虑到这些问题，我们就不难想象当去年夏天石油价格一路飙升时，有些全球公司就已公开表示要把在越南的业务转移到西半球，特别是中美洲和墨西哥。
当然也有好消息。Moffatt & Nichol首席经济学家沃尔特•克姆西斯指出：“越南政府已经清楚地认识到交通运输方面的基础设施建设对经济发展起着至关重要的作用。”现在，越南政府将4%-8%的国内生产总值投入到基础设施建设之中，其中大部分为港口建设项目。这些重要项目包括：
——投资16亿美元的莱县深水港建设。莱县港将成为越南的重要门户，每年的船舶吞吐量将达到80千公吨，货物吞吐量5-6千万吨。
——越南南部头顿省一期工程。西贡港与新加坡国际港务集团旗下全资子公司PSA合资成立的SP-PSA国际港口公司将在头顿港新建4个停泊位和12架码头起重机，预计年集装箱装卸量将达到220万TEU。
——芽皮县港口建设项目。迪拜环球港务集团在胡志明市芽皮县投资建设港口，码头总吞吐量将达到每年150万TEU。该港口预计2009年投入使用，但可能会延期。
越南交通部已制订了一项3.6亿美元的投资计划，用于湄公河流域13个省的航道疏浚和拓宽工作，以保证大吨位船舶顺利通过。
在一年半至三年的时间内，莱县、头顿省、芽皮县的深水港建设和湄公河流域的航道疏浚拓宽工作均可完工，届时，大型船只也可以在越南装卸货物。Moffatt & Nichol港口运营专家迪安•戴维森表示，越南实际的集装箱装卸量并没有想象中的那样巨大，但是由于海运的迅速发展，贸易规模也在逐渐扩大，港口吞吐量不断增长这一事实无庸置疑。
由此可见，越南运输领域基础设施建设将在未来几年内实现质的飞跃。然而在长期市场竞争下，越南所面临的其它方面的挑战就不是短时间内能够克服的，这需要政治上的改变。奥斯顿•伯德律师事务所合伙人乔纳森•菲认为，越来越多的人意识到贫困正在蔓延，因此，越南紧张的政治局势也在不断升温。
虽然出口依然强劲，但是由于工资水平的上涨，生产力实际上在下降。乔纳森•菲表示，政策制定、工资水平和法律监管跟不上经济增长和通货膨胀的速度，工人得不到应有的休息。长此以往，越南将受到更有潜力的经济体的冲击，对越南的政治稳定造成威胁。
国际廉政组织是研究国家治理和腐败问题的非营利组织，该组织在最近发布的年度评估报告中为越南的反腐败法打出了满分，认为越南反腐败法达到了全球最高标准。遗憾的是，越南并未将法律条文付诸实践。根据国际廉政组织的评估，越南反腐败机构建设亟待提高，执法标准的制定还很不完善，勒索行贿现象十分普遍。
以上这些问题虽然不能掩盖越南在吸引外资上的巨大潜力，但是，越南政府必须加快基础设施建设，才能继续保持对外商投资的吸引力。
作者邮箱：afield@joc.com.
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