IMO 2008-2
PSPC是IMO关于新建船舶压载舱防护涂层性能标准
PSPC是IMO关于新建船舶压载舱防护涂层性能标准。
该标准包括涂料、涂层性能标准及造船涂装全过程质量控制要求两部分，要求海水压载舱防护涂层具有预期15年使用寿命，从防护涂层膜厚、涂装施工质量控制、防护涂层性能基本要求、涂层质量评定验收、涂层资格认可试验方法、设备等各环节进行全面控制。
该标准适用于2008年7月1日后签订建造合同、2009年1月1日开始建造及2012年交付使用的所有500吨以上船舶。
目前船舶压载舱涂层主要采用环氧类硬涂层涂装。
根据国外船舶涂料实验室的检测结果，厚膜环氧硬质涂层有良好的附着力和耐模拟摇摆试验舱加速试验性，PSCP将环氧压载舱涂料作为涂料类型加以规定。
相比我国标准，PSPC增加了冷凝试验、耐阴极保护性{HotT ag}、涂层柔韧性要求，且在涂层比重、附着力、与底漆配套等项目上作了更加细致的要求，尤其是耐盐雾、耐盐水、冷凝试验均要通过180天模拟舱试验严格检测。
将环氧压载舱涂料作为涂料类型加以规定，PSPC强制执行将对我国船舶制造成本、制造周期、资源消耗等带来重大影响，且涉及船舶业多方利益，船舶涂料供应商将承担更多责任和保证。
中国环氧树脂行业协会专家介绍表示，压载舱防护涂料在今后开发中，应首先满足附着力和耐模拟摇摆舱腐蚀试验要求，涂层应为硬干、致密状态。
针对PSPC对预处理钢板表面可溶性盐含量较严格的要求，准备压载舱涂料在不同表面盐含量时涂层抗起泡力的技术数据；目前环氧型压载舱涂层质地坚硬但脆性较大，应开发既符合附着力和耐腐蚀加速试验要求又具有一定耐冲击性的涂层。
据中国环氧树脂行业协会专家了解，一些船舶事故是由于压载舱腐蚀导致船体强度下降而造成，压载舱防护涂层是影响船舶安全运营的重要因素。
船舶压载舱保护涂料最大的威胁是在水下开裂，而这种开裂只有一种可能就是海水腐蚀，因此对压载舱进行防腐蚀涂装是非常重要的措施。
免受腐蚀困挠的压载舱能够保证船舶在海上安全行驶，延长船舶的使用寿命。
2008年数学奥林匹克竞赛
2008年数学奥林匹克竞赛
2008年数学奥林匹克竞赛，即第49届国际数学奥林匹克竞赛（IMO 2008），于2008年7月10日至22日在西班牙马德里举行。
来自103个国家及地区的549名学生参加了这次比赛。
在这次比赛中，中国队以217分获得团体总分第一名，其中两名队员牟晓生和韦东奕获得了满分（共3个满分）。
韦东奕更是在比赛中用纯代数的方法，只用2个小时就解出了一道难度最大的平面几何题。
此外，俄罗斯队和美国队分别取得团体第二和第三的成绩。
韩国、伊朗和泰国也取得了较好的成绩。
国际数学奥林匹克竞赛每年选在不同的国家和地区举行，是为全球高中学生举办的世界最高水平的数学赛事。
自1986年以来，中国队已累计14次获得国际奥林匹克数学竞赛团体总分第一名。
2008年imo预选题组合
2008年imo预选题组合（原创版）目录1.2008 年 imo 预选题背景2.题目组合概况3.题目组合的具体内容4.题目组合的难度分析5.题目组合的备考建议正文【1.2008 年 imo 预选题背景】2008 年国际数学奥林匹克竞赛（IMO）的预选题组合是 IMO 官方发布的一套模拟试题，供参赛选手在比赛前进行练习和准备。
IMO 是世界上最具影响力的数学竞赛之一，每年都有来自世界各地的数百名中学生参加，因此这套预选题组合的权威性和重要性不言而喻。
【2.题目组合概况】2008 年 imo 预选题组合共有六道题目，分为两个难度等级，每个难度等级各有三道题目。
第一难度等级的题目较为基础，主要测试选手的基本数学知识和技能；第二难度等级的题目较为复杂，需要选手具备一定的数学思维和解题能力。
【3.题目组合的具体内容】以下是 2008 年 imo 预选题组合的具体内容：第一难度等级：1.求一个正整数的所有约数之和。
2.求一个三角形的面积。
3.求一个等差数列的前 n 项和。
第二难度等级：1.求一个正整数的所有约数之和，并分析其性质。
2.求一个三角形的面积，并分析其性质。
3.求一个等差数列的前 n 项和，并分析其性质。
【4.题目组合的难度分析】从题目组合的具体内容来看，第一难度等级的题目相对简单，主要涉及基本数学概念和公式，如约数、三角形面积和等差数列求和等。
而第二难度等级的题目则较为复杂，需要选手运用一定的数学思维和解题技巧，如分析约数和、三角形面积和等差数列求和的性质等。
【5.题目组合的备考建议】对于准备参加 2008 年 imo 的学生，以下是一些建议：1.扎实掌握基本数学知识和技能，加强对基础知识的理解和运用能力。
2.多做练习题，提高解题速度和准确率，特别是对于第二难度等级的题目，要注重分析题目的性质和条件。
3.注重团队合作和交流，多与同学和老师探讨解题思路和方法，提高自己的解题能力和应变能力。
关于国际航空及海上搜救手册(IAMSAR)第III卷
No. 130（Rev.0）March 27, 2009关于国际航空及海上搜救手册（IAMSAR）第III卷2008修正案即将生效的通知本社船舶验船师、各有关船公司：由国际民航组织（ICAO）和国际海事组织（IMO）共同组成的联合工作组已经完成国际航空及海上搜救手册（IAMSAR）第I、II、III卷2008修订案；根据国际海事组织第85届海安会颁布的第MSC.1/Circ.1289通函，IMO按决议A.894(21)规定的程序采纳了上述IAMSAR手册修订案并决定自2009年6月1日起生效执行。
IAMSAR手册2008修正案主要修订内容为新增了远程医疗辅助服务（TMAS－Telemedical Assistance Service）相关内容，具体修订细节请参见所附海安会通函MSC.1/Circ.1289。
IAMSAR手册第I、II卷供岸上搜救中心使用，而第III卷供船舶或飞机配备、使用。
按照SOLAS第V章第21条，船上应配备最新的IAMSAR手册第III卷。
在此提醒各船公司注意上述海安会通函要求，确保公司所属船舶在2009年6月1日前配备经MSC.1/Circ.1289修正的IAMSAR手册第III卷；如因外部因素暂时无法购置到最新版本，建议船长可按MSC.1/Circ.1289内容自行对现船上配备的IAMSAR第III卷进行修订作为替代措施以避免修正案生效后PSC检查可能遇到的麻烦。
我社验船师在2009年6月1日以后进行船舶安全设备相关检验时，应对船舶是否已配备该手册最新版本进行验证。
请本社船舶验船师和各船公司对本通告予以关注！中国船级社营运入级处2009年3月27日INTERNATIONAL MARITIME ORGANIZATIONE 4 ALBERT EMBANKMENTLONDON SE1 7SRTelephone: 020 7735 7611Fax: 020 7587 3210IMORef. T2-OSS/1.4 MSC.1/Circ.12899 December 2008ADOPTION OF AMENDMENTS TO THE INTERNATIONAL AERONAUTICAL AND MARITIME SEARCH AND RESCUE (IAMSAR) MANUAL1 The Maritime Safety Committee (MSC), at its eighty-fifth session (26 November to 5 December 2008), having been informed that the International Civil Aviation Organization (ICAO) had approved the amendments to the IAMSAR Manual prepared by the Joint ICAO/IMO Working Group on Harmonization of Aeronautical and Maritime Search and Rescue, and that they had been endorsed by the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR) at its twelfth session (7 to 11 April 2008), adopted the annexed amendments in accordance with the procedure laid down in resolution A.894(21).2 The Committee decided that the amendments should enter into force on 1 June 2009.***MSC.1/Circ.1289ANNEXSECTION 1AMENDMENTS TO IAMSAR MANUAL – VOLUME I1 Abbreviations and Acronyms- Add the following text on page viii:“TMAS…Telemedical Assistance Service”2 Glossary- Add the following text on page xi:“Telemedical Assistance Service (TMAS) A medical service permanently staffedby doctors qualified in conducting remote consultations and well versed in theparticular nature of treatment on board ship.”3 Chapter1- Replace the existing paragraph 1.4.1 with the following:“1.4.1 Any SAR system should be structured to provide all SAR services:- Receive, acknowledge, and relay notifications of distress from alertingposts;- Coordinate search response;- Coordinate rescue response and delivery of survivors to a place ofsafety; and- Provide medical advice, initial medical assistance or medicalevacuation.”- Delete paragraph 1.4.3.24 Chapter- Add the following text in paragraph 2.1.2 after “– SAR facilities, including SRUs with specialized equipment and trained personnel, as well as other resources whichcan be used to conduct SAR operations;”:“- medical advice and medical assistance and evacuation services;”- Add the following text in paragraph 2.3.7 to Required column as the last two items: “ability to coordinate provision of medical adviceability to coordinate provision of medical assistance or evacuation”MSC.1/Circ.1289ANNEXPage 2- Add a new paragraph 2.5.6:Add new heading Medical Advice and Medical Assistance“2.5.6 The International Convention on Maritime Search and Rescue provides for parties to the Convention to provide, on request from Masters of ships,medical advice and initial medical assistance and, as required, to makearrangements for medical evacuations for patients. An RCC should establisha relationship with a maritime Telemedical Assistance Service (TMAS) toensure that medical advice can be provided to Masters at sea within itsSRR 24 hours a day. The RCC should have the means to coordinate medicalassistance and evacuation in consultation with a TMAS. It is desirable tohave a doctor or paramedic who has been briefed by the TMAS on board theevacuation craft. The RCC may establish contractual arrangements with asuitably recognized medical authority to provide this Telemedical AssistanceService. A sample text of a contractual arrangement between an RCC and aTMAS is at Appendix N.”- Amend in paragraph 2.7.1 “Medical assistance” to read “Medical facilities”45 Chapter- Replace the existing paragraph 4.2.3 with the following:“4.2.3 Publications which can be used to assist in overcoming language barriers and communication difficulties between vessel and aircraft crews, survivors andSAR personnel include the International Code of Signals, the IMO StandardMarine Communication Phrases (Assembly resolution A.918(22)), Annex 10to the Convention on International Civil Aviation, and PANS ATM(ICAO Document 4444). These documents should be included inRCC libraries and be understood by the staff who should be able tocomprehend and transmit messages using these phrases. Ships should carrythese documents. SRUs should carry the International Code of Signals.”- Add at the end of paragraph 4.7.1 the following:“RCCs should be able to communicate 24 hours a day with a designated TelemedicalAssistance Service (TMAS) to coordinate the provision of medical advice andmedical assistance and to arrange for medical evacuations from vessels at sea.”66 Chapter- Replace existing paragraph 6.4.3 from the title “Using SAR Committees to Improve SAR Services” to “…by efforts such as the following:” with the following:“6.4.3 An effective process for SAR coordination is the establishment and use of SAR Coordinating Committees (SCCs) comprising SAR system stakeholders.These can be established at SAR agency, national, or regional level and,ideally, at all three levels. SAR agency SCCs should deal with localoperational SAR issues and have the ability to refer matters higher ifMSC.1/Circ.1289ANNEXPage 3 required. Committees established at a national level may consider strategicSAR policy matters and should have the ability to take matters to theirrespective governments for consideration. Regional SCCs should be able torefer SAR matters of a regional nature to their incorporated nationalcommittees for consideration. The establishment of these SAR committeescan improve and support the SAR system in a number of ways, including:- develop and recommend national strategic policy to their respectivegovernments;”C7 Appendix- Amend C.1.1 (g) to read: Health Departments. Hospital and first aid facilities, ambulances and medical stations in remote areas, Telemedical Assistance Services(TMAS).G8 Appendix- replace existing paragraph G.7.1 in section G.7 with:“G 7.1 The primary systems now used for SOLAS compliance are Cospas-Sarsat and Inmarsat.”- add new paragraph G.7.5 after G 7.4, as follows:“G.7.5 New satellite systems are emerging which can relay distress alerts. Many vessels are equipped with systems that provide comprehensive onlineconnections to Internet, voice, facsimile and data communications for suchfunctions as online E-mail, Short Message System (SMS), video conferencingand medical examination and reporting. These commercial satellite systemsare not primarily designed for alerting but may be used for subsequentSAR communications between ships or aircraft and RCCs or RSCs, or as alink to the On Scene Coordinator.”H9 Appendix- Replace the existing text with the following:“National Self-Assessment on Search and RescueChapter 1 – GENERAL SYSTEM CONCEPT1. Is the Government party to the following Conventions:(i) Convention on International Civil Aviation, 1944?(ii) International Convention on Maritime Search and Rescue, 1979?(iii) International Convention for the Safety of Life at Sea(SOLAS), 1974, as amended?(iv) Convention on the High Seas, 1958?(v) United Nations Convention on the Law of the Sea (UNCLOS), 1982?MSC.1/Circ.1289ANNEXPage 42. Has the State established an entity, which provides on a 24-hour basis, searchand rescue (SAR) services within its territories to ensure that assistance isrendered to persons in distress?(a) If no, has the State arranged with another State or group of States toprovide SAR services?3. Which government agencies have authority and responsibility forcoordination of aeronautical SAR?4. Where is this authority and responsibility described (law, regulation,agreement, etc.)?5. Is the same agency responsible for coordinating aeronautical SAR over bothland and sea?6. Which government agencies have authority and responsibility forcoordination of maritime SAR?7. Where is this authority and responsibility described? (law, regulation,agreement, etc.)?8. Has the State established a joint RCC to coordinate aeronautical and maritimeSAR operations?9. Does the State ensure the closest practicable coordination between the centreswhere separate aeronautical and maritime rescue coordination centres (RCCs)serve the same area?10. Has the State ensured the closest practicable coordination between therelevant aeronautical and maritime authorities to provide for the mosteffective and efficient SAR services?11. Does the State have a national SAR Plan, which describes the roles of allgovernment and non-government organizations which have resources that cansupport SAR?12. Have there been any problems encountered when working with RCCs outsideyour region?If so, have steps been taken to solve these problems?13. Have ICAO and IMO been provided with up-to-date information on yourRCCs, RSCs, SAR resources and areas of responsibility?MSC.1/Circ.1289ANNEXPage 5 Chapter 2 – SYSTEM COMPONENTS14.(i) Does your State have both aeronautical and maritime SAR regions (SRRs) orSAR subregions (SRSs) established?14.(ii) Do the geographical limits of your State’s aeronautical and maritime SRRs orSRSs coincide?14.(iii) If your State has an aeronautical Flight Information Region (FIR), does youraeronautical SRR have the same limits?15. Have the aeronautical SRR or SRS limits been formally agreed to byneighbouring countries or jurisdictions?16. Have the maritime SRR or SRS limits been formally agreed to byneighbouring countries or jurisdictions?17. Are there any gaps, overlaps, or size or shape problems with national SRRsor SRSs?18. Has the State established a RCC in each search and rescue region (SRR)?19. Do your RCCs regularly work with other RCCs outside your region?20. Do provisions exist to keep maritime SAR authorities informed ofaeronautical distress situations, and to coordinate SAR responsibility to themwhen an aircraft has an actual or potential ditching at sea?21. Has the State made arrangements for the use of SAR units and other availablefacilities to assist any aircraft or vessels or their occupants that are, or appearto be, in a state of emergency?22. Are RCC(s) or RSC(s) assigned to perform other tasks which might detractfrom their ability to handle SAR responsibilities?23. Are emergency plans and recovery resources in place at all airports locatednear water for rescue of survivors in the water?24. Do facilities that serve as alerting posts for receiving aeronautical andmaritime distress information operate on a 24-hour basis?25. Does each RCC and RSC have full information about the capabilities (range,number of persons they could rescue, alert status, launch authority point ofcontact, etc.) for all the primary rescue units in their area of responsibility?26. Does each RCC or RSC have an operations manual which providesprocedures and guidance material for handling all foreseeable SAR situations?MSC.1/Circ.1289ANNEXPage 627. Do your RCC(s) and RSC(s) use international systems that assist SAR,e.g., AMVER, Cospas-Sarsat, computer assisted search planning?28. Can your RCC(s) monitor progress of a SAR response and adjust searchplanning if necessary?29. Can the RCC(s) or RSC(s) order the deployment of all primary SAR units?(a) If not, does the coordination for use of SAR resources take place in atimely manner?30. To what extent have voluntary SAR resources, including privately-ownedaircraft and boats, fishing vessels, industry-owned helicopters and boats andprofessional organizations been organized?31. Do the RCCs and RSCs operation manuals include guidance on use ofvoluntary SAR resources?32. Do SAR units in your State have special equipment for medical evacuations?Chapter 3 – TRAINING, QUALIFICATION, CERTIFICATION AND EXERCISES33. Has the State ensured that each RCC and RSC has a sufficient workforceskilled in SAR coordination and operational functions?34. Have written job descriptions been developed for all staff?35. Has the State ensured that each RCC and, if appropriate, RSC established atraining policy and programme for its staff?36. Is each RCC or RSC staff fully trained to do the following:(i) Recognize the stages and phases of a SAR mission?(ii) Determine search datum, search areas, and probability of success?(iii) Account for aerospace and ocean drift?(iv) Develop search action plans and rescue action plans?resources?Allocate(v)(vi) Arrange air escorts, ships and other assistance for aircraft situationsinvolving potential ditching?(vii) Carry out international SAR obligations?MSC.1/Circ.1289ANNEXPage 737. Does the State provide for regular training of its SAR personnel and arrangeappropriate SAR exercises?38. Do crews of primary rescue units participate in regular SAR-related trainingor exercises?39. Is there a formal planning and evaluation process for these exercises?40. Do your RCCs or RSCs carry out exercises involving other RCCs and RSCsand rescue units on a regular basis?41. Does each element in the SAR organization regularly evaluate its stafftraining status and take steps to correct all identified training needs?42. Are training records or files maintained for the RCC staff?43. Are complete records (sufficient to reconstruct the incident) maintained of allSAR events?44. Are SAR case records used to analyse and improve the SAR system?45. Do SAR case records satisfy legal requirements?Chapter 4 – COMMUNICATIONS46. Are there rapid, reliable means for communications between RCCs andbetween RCCs and RSCs?47. Does your national landline communications system provide full coverage ofyour State and rapid, reliable service?48. Do your RCC(s) and RSC(s) have reliable radio communications capabilitiescovering their entire area(s) of responsibility for working with ships, aircraftand SAR units?49. Do your RCC(s) or RSC(s) use satellite communications?50. Do the RCC(s) have continuous and capable English language capabilities?51. Are RCC personnel involved in the conduct of radiotelephonycommunications proficient in the use of the English language?52. Which categories of aircraft and ships registered in your State are required tocarry 121.5 MHz radio distress beacons, 406 MHz beacons, or EPIRBs?53. Are 406 MHz beacon registrations maintained in a database?54. Is the database maintained for ELT, EPIRB and PLB 406 MHz distressbeacons?MSC.1/Circ.1289ANNEXPage 855. Is that database available on a 24-hour basis to SAR authorities?56. Has the State designated an H24 SAR point of contact (SPOC) for the receiptof Cospas-Sarsat distress data?57. Has the State made arrangements for further distribution from the SPOC tothe proper authorities of the ELT, EPIRB and personal locator beacon (PLB)distress beacon alerts?58. Is the Aeronautical Fixed Telecommunication Network (AFTN) orAeronautical Fixed Network (AFN) co-located or readily accessible to yourRCC(s) and RSC(s)?59. Is your State implementing the provisions of the IMO Global MaritimeDistress and Safety System (GMDSS)?60. Do the RCC and RSC operations manuals include procedures for establishingcommunications with civil ships and aircraft?61. Do ships and aircraft that are used for SAR have communications andelectronic direction-finding capabilities covering all frequencies likely to beused?62. Do ships and aircraft that are used for SAR have accurate navigationsystems?63. What means are most often used to notify your RCC(s) or RSC(s) of adistress?64. What means are used to alert and inform rescue units of a distress, and todirect them?65. Do all SAR units have mutually compatible communications?66. Is your State planning to change communications or direction-findingcapabilities in any of the following areas?(i) Medium frequency (MF)(ii) High frequency (HF)VHF-FM(iii)VHF-AM(iv)UHF(v)Telephone(vi)Telex(vii)(viii)communicationsSatellite67. Do your RCC(s) and RSC(s) have procedures for providing timely andcompetent medical assistance and advice to ships?Chapter 5 – SYSTEM MANAGEMENT68. Which national agencies or organizations are responsible for:(i) Aircraft registration and safety?(ii) Air traffic safety?(iii) Investigation of aviation accidents and incidents?(iv) Maritime vessel registration and safety?(v) Investigation of maritime accidents and incidents?(vi) Regulation and enforcement of radio frequency usage?(vii) Serving as the national SAR point of contact for receipt ofCospas-Sarsat alert data?(viii) Personal Locator Beacon usage?(ix) SAR on the ground?(x) Managing national civil emergencies?defense?National(xi)(xii) Providing paid SAR resources?(xiii) Providing volunteer SAR resources?(xiv) State law enforcement?(xv) Emergency medical advice and care?evacuations?Medical(xvi)(xvii) Supporting participation by ships in ship reporting systems, such asthe Automated Mutual-assistance Vessel Rescue (AMVER) system?69. Is there a formal national SAR Coordinating Committee to coordinate theactions of the organizations indicated in answers to question 70?70. Has the State designated as SAR units elements of public or private servicessuitably located and equipped for SAR operations?71. Does the State coordinate its SAR organization with those of neighbouringStates?72. Has each RCC in the State prepared detailed plans of operation for theconduct of SAR operations within its SRR?73. Does your State have formal SAR agreements for inter-agency coordinationand for co-operation with neighbouring countries?74. Do the RCC(s) and RSC(s) coordinate with hospitals to receive all personnelevacuated due to medical emergencies?75. Have formal procedures been developed for providing medical assistance andadvice and for making medical evacuation decisions?76. Does your State maintain a statistical database on SAR events?Chapter 6 – IMPROVING SERVICES77. Does the State permit, subject to such conditions as may be prescribed by itsown authorities, entry into its territory of SAR units of other States for thepurpose of searching for, and the rescue of, survivors of aviation andmaritime incidents and accidents?78. Does the State authorize its RCCs to provide, when requested, assistance toother RCCs, including assistance in the form of aircraft, vessels, orequipment?79. Has the State arranged for all aircraft, vessels and local services and facilitieswhich do not form part of the SAR organization to co-operate fully with thelatter in SAR and to extend any possible assistance to the survivors ofaviation and maritime accidents?80. Does your State send delegates to participate directly in meetings of IMO andICAO that deal with SAR issues?81. How do your SAR managers stay informed on decisions, and outcomes ofmeetings conducted by ICAO and IMO?”J10 Appendix- Add new paragraph (a) in “2. OBJECTIVES”as follows:“a) Provide a standing national forum that can develop and recommend national strategic SAR policy for government consideration.”- Then renumber subsequent subparagraphs.11 Insert new Appendix N- Insert the following text:NAppendix“SAMPLE CONTRACT BETWEEN RCC AND TMASFOR THE PROVISION OF MEDICAL ADVICE AND ASSISTANCETO MASTERS OF SHIPS AT SEA1 Roles and functions of the Telemedical Assistance Service (TMAS) Providerand the Rescue Coordination Centre (RCC)1.1 GeneralInternational Convention on Maritime Search and Rescue 1979 gives the ability 1.1.1Thefor parties to the Convention to provide on request from Masters of ships, medicaladvice, initial medical assistance or arrange medical evacuations for patients.1.1.2 The RCC is responsible for search and rescue services which include theorganization of medical advice and assistance. The RCC has designated one or moreproviders of this service (Organization) at (Location) is one of the designated(Country) Telemedical Assistance Service (TMAS).1.1.3 The procedures and practices defined in this document establish Procedures andPractices, including lines of responsibility for both the TMAS Provider and theRescue Coordination Centre in the coordination and provision of medical adviceand assistance to ships at sea and the provision of medical advice to the RCC insupport of search and rescue.1.1.4 Further guidance on Medical Assistance at Sea, Importance of the Role ofTelemedical Assistance Services; and Medical Assistance at Sea and maritime radiocommunications can be found in IMO MSC/Circ.960.and responsibilities1.2 Roles1.2.1 Masters of ships1.2.1.1 The Masters of ships are ultimately responsible for the health and safety of crew andpassengers on board their ships.1.2.2 Maritime Communications Station1.2.2.1 The maritime communications station is responsible for:a. responding to any request for medical advice or assistance;b. providing an effective communications interface between Masters of ships atsea and the TMAS; andc. in the event of a MEDEVAC being required, requesting and passing allnecessary information to the RCC.1.2.3 Telemedical Assistance Service (TMAS)1.2.3.1 The TMAS is responsible for the following functions:a. Be available 24 hours per day, 7 days a week to receive requests from vesselsat sea and/or the RCC for the provision of medical advice;b. Making prompt medical assessments of remote patients and providing promptadvice to ships’ Masters in relation to medical treatment to be administered tothose patients, generally by non-medical personnel;c. Providing prompt medical specialist advice when required;d. Where it is essential for the safety of the patient, taking into account allcircumstances, making recommendations to ship Masters and to the RCC forevacuation of patients to shore-based facilities or to another vessel;e. Advising the RCC of any special medical requirements or constraints thatmay affect the type and equipment fit of the proposed recovery platform forevacuation of patients to shore-based facilities or to another vessel;f. Providing briefing to the paramedic or doctor who may accompany theMEDEVAC vehicle, to provide continuity of medical attention and alsoconsult on evacuation procedures and constraints;g. When a patient is to be evacuated to a shore-based medical facility or theMaster of a ship has decided to divert to a port, consulting with the RCC andthe evacuating craft and recommending a medical facility to which the patientshould be evacuated. Make appropriate arrangements with the medicalfacility to receive the patient;h. Ensuring, through liaison as required, that the receiving hospital is briefedabout the patient’s condition and treatment;i. As necessary for the purpose of communicating with a ship’s Master or crew,arranging access to interpreter services where possible. – Note that thisinterpreter service may be arranged by the RCC;j. Providing medical advice to the RCC with respect to the prospects for survival/injury of persons subject to search and rescue in both land and seaenvironments; andk. Providing statistical information, to the RCC, on an annual basis in relation to the services performed.1.2.4 Rescue Coordination Centre1.2.4.1 The RCC is responsible for the following functions:a. Ensuring that ships’ Masters have the necessary information available to beable to contact the TMAS;b. Coordinating any MEDEVAC when requested, assisted by medical adviceprovided from the TMAS;c. Arranging of surface (water and land) or air assets necessary to conduct aMEDEVAC to achieve delivery to the medical facility recommended bythe TMAS. As an integral part of the evacuation, the RCC will, wherepossible, organize to have paramedics on board the recovery platform;d. Where evacuation is required and requested, coordinating with the ships’Masters for meeting or receiving the rescue platform and patient transferarrangements;e. Where the TMAS recommends the patient is landed urgently, and the Masterrequests assistance, the RCC will advise the ship’s Master and the TMAS ofsuitable port(s) based on operational assessment only; andf. As necessary for the purpose of communicating with a ship’s Master or crew,arranging access to interpreter services where possible.2 Practices and Procedures2.1 General2.1.1 The TMAS can expect to receive requests for assistance from:a. any ships in surrounding waters; andb. Country-flag and foreign ships outside that country’s designated Search andRescue Region.2.1.2 This section addresses procedures to be adopted in response to three mainconditions:a. medical advice to ships;b. diversion of a ship to another port; andc. MEDEVAC.2.1.3 When the TMAS receives a request for medical assistance it must:a. promptly undertake a remote medical assessment of the patient; andb. promptly provide appropriate medical advice to the ship’s Master on thetreatment to be administered (generally by non-medical personnel).2.1.4 Where the condition of the patient is such as to warrant more urgent and specializedcare, the TMAS may also decide to make a recommendation to a ship’s Master that:a. the patient should be landed urgently/as soon as possible to enable moreexpert treatment of the patient; orb. the patient should be evacuated immediately/as soon as possible to aland-based medical facility.2.2 Medical advice to ships2.2.1 On receipt of a request for medical advice from a ship’s Master, the TMAS willconsult with the ship’s Master as necessary and provide the appropriate medicaladvice.2.2.2 Requests for medical advice received directly by or on-passed to, the TMAS fromships do not require referring or reporting to the RCC unless evacuation is recommended.2.2.3 In the event that the TMAS suspects that the medical problem may have bordercontrol implications:a. TMAS. The TMAS must inform the RCC of the:.1 Name of the ship;.2 Name(s) of the affected person;.3 the medical condition; and.4 probable port of arrival.b. The RCC. The RCC must inform the appropriate border control agencies.2.3 Diversion of a ship to port2.3.1 In those cases where it is determined by the ship’s Master, after medicalconsultation with the TMAS that diversion to a port other than the next port of callis or may be necessary:2.3.2 The TMAS must inform the RCC that diversion is or may be undertaken.2.3.3 The RCC must, on request from the Master of the ship, render necessary assistanceto the Master of the ship. This may include advice as to available ports and advising the ship’s agent, port, medical and border control authorities at the port ofdiversion.2.4 MEDEVAC2.4.1 The decision to MEDEVAC a patient is a matter for the ship’s Master to decide onthe basis of medical advice that is provided by the TMAS. Consideration must begiven to other factors, including the environmental conditions (weather, sea state,etc.) that may prevail at the time of possible extraction and the ship’s geographicallocation. The availability and type of recovery platform(s) may also affect thestrategy or decision to MEDEVAC. Accordingly, close and ongoing consultationmay be required between the ship’s Master, the ship’s agent, the TMAS, the RCC,the operating agency/crew of the rescue platform and the receiving medical facility.2.4.2 Medical evacuations are generally undertaken by helicopter, possibly supported bya fixed wing aircraft. The TMAS must take into account that such evacuations canbe carried out only when the ship is within helicopter’s flying range from land andonly when a suitably equipped helicopter is available. It may be possible underconditions of extreme medical urgency for surface and air assets to be used (ship asa staging landing platform plus helicopter), however the availability of such assetscannot be assumed or guaranteed.2.4.3 Where the ship’s Master requires a MEDEVAC, and need of it is supported by theTMAS, the ship’s Master may communicate with the RCC directly or through aMaritime Communications Station without further reference to the TMAS. In thisevent the Maritime Communications Station or the RCC will ascertain informationwhich may include:。
2008IMO
2008年国际数学奥林匹克（第49届IMO ）第一天１．已知H 是锐角三角形ABC 的垂心，以边BC 的中点为圆心，过点H 的圆与直线BC 交于12,A A 两点；以边CA 的中点为圆心，过点H 的圆与直线CA 交于12,B B 两点；以边AB 的中点为圆心，过点H 的圆与直线AB 交于12,C C 两点． 证明：六点121212,,,,,A A B B C C 共圆．（俄罗斯提供） 证明：00,B C 分别是边CA ，AB 的中点．设以边0B 为圆心，过点H 的圆与以0C 为圆心，过点H 的圆的另一个交点为'A ，则00'A H C B ⊥．由于00,B C 分别是边CA ，AB 的中点，所以00C B BC ，从而'A H BC ⊥，于是点'A 在AH 上． 由切割线定理：1212'AC AC AA AH AB AB ⋅=⋅=⋅，所以，1212,,,B B C C 四点共圆．分别作1212,B B C C 的垂直平分线，设它们相交于点O ，则O 是四边形1212B B C C 的外心，且1212OB OB OC OC ===．同理可得，1212OA OA OB OB ===，所以，121212,,,,,A A B B C C 六点都是在以O 为圆心，1OA 为半径的圆上，故六点121212,,,,,A A B B C C 共圆．2．（1）设实数,,x y z 都不等于1，满足1xyz =，求证：()()()2222221111x y z x y z ++≥---．（2）证明：存在无穷多组三元有理数组(),,x y z ，,,x y z 都不等于1，且1xyz =，使得上述不等式等号成立．（奥地利提供）证明：（1）令1x a x =-，1yb y =-，1zc z =-，则1a x a =-，1b y b =-，1c z c =-． 由题设条件1xyz =得()()()111abc a b c =---，即 1ab bc ca a b c ++=++-，()()()()()22222222111 1.a b c a b c ab bc ca a b c a b c a b c ++=++-++=++-++-=++-+≥所以 从而()()()2222221111x y z x y z ++≥---．（2）令()()2221,,,,1k k x y z k k k k ⎛⎫-=-- ⎪ ⎪-⎝⎭，k 是正整数，则(),,x y z 是三元有理数组，,,x y z 都不等于1，且对于不同的正整数k ，三元有理数组(),,x y z 是互不影响的．此时()()()222222111x y z x y z ++---()()()()()()2222222222432221111232111k k k kk k k k k k k k k k kk --=++-+-+-+-+-+==-+从而命题得证．3．证明：存在无穷多个正整数n ，使得21n +有一个大于2n 的素因子．（立陶宛提供） 证明：设(20)m ≥是一个整数，p 是()!1m +的一个素因子，则20p m >≥．令整数n 满足02pn <<，且()!mod n m p ≡±． 于是0n p n p <<-<，且()21m od n p ≡-，（1） 故()()2222444mod p n p pn n p -=-+≡-，所以()224p n p -≥-，222p n n n≥≥>+．（2）由（1），（2）便知，命题成立．第二天4．求所有的函数()():0,0,f+∞→+∞，满足对所有的正实数,,,w x y z，wx yz=，都有()()()()()()22222222f w f x w zy zf y f z++=++．（韩国提供）解：令1w x y z====，得()()()211f f=，所以()11f=．对任意0t>，令,1,w t x y z====，得()()()221122f t tf t t++=，去分母整理得()()()()10tf t f t t--=，所以，对每个0t>，()f t t=，或者()1f tt=．（*）若存在(),0,b c∈+∞，使得()f b b≠，()1f cc≠，则由（*）知，,b c都不为1，且()1f bb=，()f c c=．令,,w b x c y z===()2222122c b cbf bc bc++=，所以()()2222c b cf bcb b c+=+．因为()f bc bc=，或者()1f bcbc=．若()f bc bc=，则()2222c b cbcb b c+=+，得4,1b c c b==，矛盾!若()1f bcbc=，则()22221c b cbc b b c+=+，得242,1b c b c==，矛盾!所以，或者()(),0,f x x x=∈+∞，或者()()1,0,f x xx=∈+∞．经检验，()(),0,f x x x=∈+∞，和()()1,0,f x xx=∈+∞都满足要求．5．设n 和k 是正整数，k n ≥，且k n -是一个偶数．2n 盏灯依次编号为1,2,...,2n ，每一盏灯可以“开”和“关”．开始时，所有的灯都是“关”的．对这些灯可进行操作只改变其中的一盏灯的开关状态（即“开”变成“关”，“关”变成“开”），我们考虑长度为k 的操作序列，序列中的第i 项就是第i 次操作是被改变开关状态的那盏灯的编号．设N 是k 次操作后使灯1,,n ⋅⋅⋅是“开”的，灯1,,2n n +⋅⋅⋅是“关”的状态的所有不同的操作序列的个数．设M 是k 次操作后使灯1,,n ⋅⋅⋅是“开”的，灯1,,2n n +⋅⋅⋅是“关”的，但是灯1,,2n n +⋅⋅⋅始终没有被开过的所有不同的操作序列的个数．求比值NM．（法国提供） 解：所求的比值为2k n-．引理：设t 是正整数，如果一个t 元0,1数组()12,,,t a a a ⋅⋅⋅{}()12,,,0,1t a a a ⋅⋅⋅∈其中共有奇数个0，那么称其为“好的”．则好数组共有12t -个．事实上，对于相同的12,,,t a a a ⋅⋅⋅，在t a 取0,1时得到的两个数组中的奇偶性不同，则恰好有一个为“好的”，于是我们可将总共2t个不同的可能数组两两配对，每对数组中仅有t a 不同，则每对恰好有一个好数组，故好数组占总体的一半，即有12t -．引理得证．称k 次操作后灯1,,n ⋅⋅⋅是“开”的，灯1,,2n n +⋅⋅⋅是“关”的状态的操作序列的全体记为A 类型；k 次操作后使灯1,,n ⋅⋅⋅是“开”的，灯1,,2n n +⋅⋅⋅是“关”的，但是灯1,,2n n+⋅⋅⋅始终没有被开过的操作序列的全体记为B 类型．对于任意一个B 类列b ，将有如下性质的A 类列a 全部与它对应：“a 的各元素在模n 的意义下对应相同”（例如，2,4n k ==时，()2,2,2,1b =可对应如()4,4,2,1a =， ()2,2,2,1a =，()2,4,4,1a =等），那么由于b 是B 类列，其中1,,n ⋅⋅⋅的个数必定为全为奇数，而a 是 A 类列，又要求a 中1,,n ⋅⋅⋅的个数全为奇数，且1,,2n n +⋅⋅⋅的个数全为偶数．于是对于任意的{}1,2,,i n ∈⋅⋅⋅，设b 中有i b 个i ，则a 必须且只需满足：对任意{}1,2,,i n ∈⋅⋅⋅，b 中是i 的i b 个元所在的位上在a 中都是i 或者n i +，且i 有奇数个（自然n i +就有偶数个），那么由引理及乘法原理，b 中恰可对应1122i nb k ni --==∏个不同的a ，而每个A 中的元a 均有B 中的一元（唯一的一个元）b （它是把a 的各位变成它除以n 的最小正余数）可以对应它，从而必有2k nA B -=，即2k n N M -=．又易知0M ≠（因为操作列()1,2,,,,,n n n B ⋅⋅⋅⋅⋅⋅∈），所以2k n NM-=．6．在凸四边形ABCD 中，BA BC ≠．1ω和2ω分别是ABC 和ADC 的内切圆．假设存在一个圆ω与射线BA 相切（切点不在线段BA 上），与射线BC 相切（切点不在线段BC 上），且与直线AD 和直线CD 都相切． 明：圆1ω和2ω的两条公切线的交点在圆ω上．（俄罗斯提供） 证明：先证两个引理：引理1：设ABCD 是凸四边形，圆ω与射线BA （不包括线段BA ）相切，与射线BC （不包括线段BC ）相切，且与直线AD 和直线CD 都相切．则AB AD CB CD +=+.引理1的证明：设直线AB,BC,CD,DA 分别与圆ω相切于P,Q,R,S ，如图1，则AB AD CB CD +=+()()AB AD DS CB CD DR AB AS CB CR AB AP CB CQ BP BQ⇔++=++⇔+=+⇔+=+⇔=从而引理1得证．引理2：设三个圆：123,,O O O 的半径两两不等，则它们的外位似中心共线．引理2的证明：设3X 是1O 与2O 的外位似中心，2X 是3O 与1O 的外位似中心，1X 是2O 与3O 的外位似中心，i r 是i O （1,2,3i =）的半径，由位似的性质知131232O X rr X O =-，这里13O X 表示有向线段13O X ，如图2所示．同理212313O X rr X O =-，323121O X r r X O =-，所以1332321122313213211O X O X r O X r r r r r X O X O X O ⎛⎫⎛⎫⎛⎫=---=- ⎪ ⎪ ⎪⎝⎭⎝⎭⎝⎭ ， 由梅内劳斯定理知，123,,X X X 三点共线．图 1图 23如图3，设U,V 分别是圆1ω,2ω与AC 的切点． 则222AD AC CD AC AD CDAV +--==+22()2AC CB AB AC CB AB CU -=++-==由引理１所以，ABC 的关于顶点B 的旁切圆3ω与边AC 的切点亦为V ． 因此，2ω与3ω内切于点V ，即V 为2ω与3ω的外位似中心．设K 是1ω与2ω的外位似中心（即两条外公切线的交点），由引理2知，K,V ,B 三点共线． 完全类似可得K,D,U 三点共线．因为BA BC ≠，所以，U V ≠（否则，由AV CU =知，U V =是边AC 的中点，与BA BC≠矛盾）．因此，直线BV 与DU 不重合． 故K BV DU =⋂．于是，只需证明直线BV 与DU 的交点K 在圆ω上． 作圆ω的一条平行于AC 的切线l （靠近边AC 的那条），设l 与圆ω切于点T ．下证：B,V,T 三点共线．如图4，设l 与射线BA,BC 分别交于点11,A C ．则圆ω是11BAC 的关于顶点B 的旁切圆，T 是其与11AC 的切点．而圆3ω是BAC 关于点B 的旁切圆，圆3ω与AC 切于点V ．由11AC AC 知，BAC 与11BAC 以B 为中心位似，而V ,T 分别是对应旁切圆与对应边的切点，因此，V ,T 是这一对位似形中的对应点．而B 是位似中心，故B,V ,T 三点共线． 同理可证D,U,T 三点共线． 从而，命题得证．B图 4。
2008国际数学奥林匹克名单
2008国际数学奥林匹克名单2008国际数学奥林匹克（IMO）是在西班牙巴塞罗那举办的。
以下是该年奥赛的参赛名单：1. 阿根廷：Juan Pablo Arce2. 澳大利亚：Peter Casidy, Hung Y. Nguyen, Dominic Y. Yeo, 陈琮琪 (Cedric Cheng)3. 奥地利：Jakob Danner4. 孟加拉国：Ashikur Rahman, Mohammad Mahbubul Hasan5. 比利时：Sylvie Roques6. 巴西：Christian Massimo Pessanha Henriques, Luciano Pereira Goncalves7. 保加利亚：Plamena Bratanova8. Canada：Marc A. Renault, Bobby Shen9. 中国：Dohun Kim, Jieyu Liao, Ying Zhang, Ziyu Yao, Chaoyi Zhu10. 哥伦比亚：Juan Esteban Calle11. 克罗地亚：Leo Mršić12. 塞浦路斯：Kuriakos Papadopoulos13. 捷克：Martin Bobowski14. 丹麦：Magnus Find Schougaard15. 埃及：Maher Athmouni, Sherif Mohamed Tawfik16. 爱沙尼亚：Martin Randmets17. 菲律宾：Jim Marvin S. Lim18. 芬兰：Otto Rajala19. 法国：Chen Qiyuan20. 希腊：Hristo Dimitrov21. 香港：Ip Siu Hung22. 匈牙利：Barn abás Verőci, Dominik Zsembinszki23. 冰岛：Sigrún Hafsteinsdóttir24. 印度：Surath D. Dalal, Tathagata Basu25. 印度尼西亚：Dedy Christopher A., Muhammad Rizki Prananto26. 爱尔兰：Fenner, Holly, King-Tong Lau27. 以色列：Tom Kalvari, Yuval Wigderson28. 意大利：Andrea Cuneo, Simone Zaccagnini29. 日本：Katsuhisa Yamanaka, Kenji Kozeki, Kento Nakamura, Masashi Shinohara, Ryohei Miyadera30. 哈萨克斯坦：Zhassulan SHIMOV, Denis VOLOVITCH31. 韩国：Jaeyoon Kim, Junyeong Kim, Seungjoon Lee, Yongsu J. Hahn32. 黎巴嫩：Naji Boustany33. 利比亚：Mohammed Ezzat Mehrez El Sakhawy, Mohamed Khaled Mohamed Salem El Shall34. 立陶宛：Sigitas Rimkevičius35. 卢森堡：Michèle Cheng36. 马来西亚：Win Li Xun, Soh Wai Ching37. 挪威：Christian Løthner38. 巴基斯坦：Furqan Shahid Jafri, Muhammad Saad39. 巴拿马：Stephany Georine Hwee Ong, Abraham Paz40. 荷兰：Kees van der Veen41. 波兰：Jarosław Wroński, Mateusz Michałek, MaciejWiśniowski42. 葡萄牙：Miguel Angelo Teixeira de Sousa43. 罗马尼亚：Cosmin Pohoata44. 俄罗斯：Alexey Balitskiy, Andrey Yurkovsky, Maxim Zaripov45. 斯洛伐克：Matúš Harminc46. 南非：Nicholas Charles Campher, Nirbhay Mehta47. 西班牙：Francisco Arjona, Jorge García Miró, ImmaGonzález48. 斯里兰卡：Adeepa Seneviratne49. 瑞典：Johan Walin50. 瑞士：Marco H. Tschopp51. 叙利亚：Emad Alawieh, Ahmad Jabbari52. 台湾：Tong-Ming Chang, Tan Nguyen53. 泰国：Varayuth Lerdsuwankij, Praphon Angtrakool54. 土耳其：Caner Kavasoglu, Sabiha Tasdizen, Arda Apak55. 哈萨克斯坦：Azis Shaikhislam56. 乌克兰：Egor Klochko, Sergei Petunin57. 英国：David Arthur, Daniel Groslouis, Geoffrey Breakwell58. 美国：Zhiming Wang, Allen Liu, Tiankai Liu59. 乌兹别克斯坦：Konstantin Kanukh60. 越南：Ha Vu Nam Dinh。
船舶稳性—船舶稳性衡准要求
二、IMO对船舶稳性的要求
《IMO稳性规则》对船舶完整稳性
的七项基本衡准：
1．GM≥0.15m
初稳性
2. A0~30 ≥0.055m.rad
3. A0~X≥0.090m. Rad
动稳性
x=min(40°,θf)
4. A30~X≥0.030m.rad
二、IMO对船舶稳性的要求
GM GZ
KGc = KM - GMc
KGc曲线
应用
GM ≥ GMc KG ≤ KGc
一、《规定规则》的要求
（4）稳性特殊要求 客船、木材船、液货船、集装箱船、拖船、高速船等。
整个航程满足稳性要求； 压载问题
一、《规定规则》的要求
（5）注意事项：
1）四点要同时满足或GM≥GMc 2）基本要求适用于杂货船、油轮 3）经自由液面修正
GZmax A2 A1
57.3
0
15
30
40
θ
二、IMO对船舶稳性的要求
5. GZ|θ=30°≥ 0.20m
6.Θsmax > 30°至少25°
大倾角稳性
二、IMO对船舶稳性的要求
7．天气衡准 （船长LBP≥24m的船舶） 图中面积b≥a lw1——稳定风压力臂 θ0——lw1对应静倾角 lw2——突风力臂 lw2=1.5lw1 θ2=min(θf,50°,θc) θc——lw2为GZ曲线第二个交点
imo汽车船排放标准
imo汽车船排放标准
IMO（国际海事组织）是负责制定国际海事法规的联合国专门机构。
IMO的船舶排放标准主要包括大气污染物排放标准和温室气体
排放标准。
1. 大气污染物排放标准，IMO的大气污染物排放标准主要包括
氮氧化物（NOx）、硫氧化物（SOx）、颗粒物等。
其中，IMO已经
实施了国际海洋组织第6号法规（简称MARPOL附则VI），规定了
船舶的排放标准。
根据该法规，船舶在全球的Emission Control Areas（ECA）内必须遵守更为严格的排放标准，包括限制硫含量和NOx排放。
2. 温室气体排放标准，IMO也致力于减少船舶温室气体的排放。
2018年，IMO通过了《国际海洋组织国际航运温室气体排放减少战略》（简称IMO GHG战略），旨在到2050年将全球航运业的温室气
体排放量减少至2008年水平的一半，并力争实现零排放。
总的来说，IMO的船舶排放标准旨在通过法规和政策的制定，
推动航运业降低大气污染物和温室气体的排放，保护海洋环境和人
类健康。
同时，IMO也在不断修订和更新相关标准，以适应全球环保的要求和发展趋势。
IMO文件包括的所有船舶完整稳性规则-2008英文版
广
州
番
粤 禺
新
造
船
有
限
公
司
专
用
MSC 85/26/Add.1 ANNEX 2 Page 2 ANNEX INTERNATIONAL CODE ON INTACT STABILITY, 2008 (2008 IS CODE) CONTENTS PREAMBLE INTRODUCTION 1 Purpose 2 Definitions PART A – MANDATORY CRITERIA
新
造
船
有
限
公
司
专
用
Determination of lightship parameters Application Preparations for the inclining test Plans required Test procedure Inclining test for MODUs Stability test for pontoons
新
造
专
用
Recommended design criteria for certain types of ships Fishing vessels Pontoons Containerships greater than 100 m Offshore supply vessels Special purpose ships Mobile offshore drilling units (MODUs)
I:\MSC\85\26-Add-1.doc
MSC 85/26/Add.1 ANNEX 2 Page 3 Chapter 3 – 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 Chapter 4 – 4.1 Guidance in preparing stability information Effect of free surfaces of liquids in tanks Permanent ballast Assessment of compliance with stability criteria Standard conditions of loading to be examined Calculation of stability curves Stability booklet Operational measures for ships carrying timber deck cargoes Operating booklets for certain ships Stability calculations performed by stability instruments Stability instruments
历届数学奥林匹克参赛名单
1985-2012年国际数学奥林匹克中国参赛人数按地区、学校统计国际数学奥林匹克(International Mathematical Olympiad，简称IMO)是世界上规模和影响最大的中学生数学学科竞赛活动。
由罗马尼亚罗曼(Roman)教授发起。
1959年7月在罗马尼亚古都布拉索举行第一届竞赛。
我国第一次派学生参加国际数学奥林匹克是1985年，当时仅派两名学生，并且成绩一般。
我国第一次正式派出6人代表队参加国际数学奥林匹克是1986年。
2012年第53届国际数学奥林匹克竞赛将于今年7月4日至16日在阿根廷马德普拉塔（Mar del Plata , Argentina）举行。
入选国家队的六名学生是：（按选拔成绩排名）陈景文（中国人民大学附属中学)、吴昊（辽宁师范大学附属中学）、左浩（华中师范大学第一附属中学）、佘毅阳（上海中学）、刘宇韬（上海中学）、王昊宇（武钢三中）---------------------------------------------------------历届IMO的主办国，总分冠军及参赛国（地区）数为：年份届次东道主总分冠军参赛国家（地区）数1959 1 罗马尼亚罗马尼亚71960 2 罗马尼亚前捷克斯洛伐克51961 3 匈牙利匈牙利 61962 4 前捷克斯洛伐克匈牙利71963 5 波兰前苏联81964 6 前苏联前苏联91965 7 前东德前苏联81966 8 保加利亚前苏联91967 9 前南斯拉夫前苏联131968 10 前苏联前东德121969 11 罗马尼亚匈牙利141970 12 匈牙利匈牙利141971 13 前捷克斯洛伐克匈牙利151972 14 波兰前苏联141973 15 前苏联前苏联161974 16 前东德前苏联181975 17 保加利亚匈牙利171976 18 澳大利亚前苏联191977 19 南斯拉夫美国211978 20 罗马尼亚罗马尼亚171979 21 美国前苏联231981 22 美国美国271982 23 匈牙利前西德301983 24 法国前西德321984 25 前捷克斯洛伐克前苏联341985 26 芬兰罗马尼亚421986 27 波兰美国、前苏联371987 28 古巴罗马尼亚421988 29 澳大利亚前苏联491989 30 前西德中国501990 31 中国中国541991 32 瑞典前苏联561992 33 俄罗斯中国621993 34 土耳其中国651994 35 中国香港美国691995 36 加拿大中国731996 37 印度罗马尼亚751997 38 阿根廷中国821998 39 中华台北伊朗841999 40 罗马尼亚中国、俄罗斯812000 41 韩国中国822001 42 美国中国832002 43 英国中国842003 44 日本保加利亚822004 45 希腊中国852005 46 墨西哥中国982006 47 斯洛文尼亚中国1042007 48 越南俄罗斯932008 49 西班牙中国1032009 50 德国中国1042010 51 哈萨克斯坦中国1052011 52 荷兰中国101------------------------------------------------------------------历届国际数学奥林匹克中国参赛学生分省市、分学校统计按学校排名（TOP16)1 武汉钢铁三中 152 湖南师大附中 113 华南师范大学附中 104 北大附中 94 人大附中 96 湖北黄冈中学 86 上海中学 88 上海华东师大二附中 5 8 东北育才学校 510 华中师大一附中 410 复旦大学附中 410 深圳中学 410 东北师范大学附中 4 14 上海向明中学 314 长沙市一中 314 哈尔滨师范大学附中 3 以下略。
第49届国际数学奥林匹克(IMO)试题及解答 (1)
324006 浙江省衢州 高级中学 吴光耀
严密 性是数学 的三大特 点之一 ，数学计 算 与教学证明的严密性，既是数学科学的特点，又 可以训练思维，使学生细心周密，而这些素质又 指导学生去思考生活、工作中的问题，使他们养 成周密稳重的习惯，有助于提高基本素质．
下面的前二个问题是学生在进行研究性学 习时出现的．
。
2
，( 借) <丝掣( 2) ． 舒任意n，6∈I，口<6，当A>0时恒有
剖析：这里( 1) 与( 2) 等价是有条件的，并不 是对任意的函数，( z) 都成立的．如反例：
当J =Q( 有理数) ，A为无理数时，则对于任
意 的 口 ， 6， ∈ Q， 厂 (z)=z2， 有 竿 尝 ∈ Q， 所 以
第4题解答( 吴天琦) 解，令们=z —y—z =1，得( ，( 1) ) 2= ，( 1) ，所以 ，( 1) 一1．
‘ 紫 一 等 ， 对任意f >o，令训=￡，T—l ，y=2一以，
得
去分母整理得( ∥‘(￡) 一1) (／’( ￡) 一￡) =0， 所以，对每个f >0，
，( ￡) =f ，或者厂( f ) 一÷．
01 旦 ， 这 里 的 丽 表 示 有 向 线 估 x3，如图2所
应：“口的各元素在模挖的意义下对应相同”( 例 如竹一2，忌一4时，6一( 2，2 ，2，1) 可对应如口一 ( 4，4，2，1) ，Ⅱ一(2，2，2，1)， 口一(2，4， 4，1)等) ， 那么由于6是 B类列，其中1，2，…，挖的个数必 定全为奇数，而d是A类列，又要求口中l ，…，咒 的个数全为奇数，且以+1 ，…，2以的个数全为偶 数．于是对任意的i ∈{1，2，…，行} ，设6中有6i 个i ，则口必须且只需满足对任意的i ∈{1，2， …，行) ，6中是i 的6i 个元所在位上在n中都是i 或者挖+i ，且i 有奇数个( 自然行+i 就有偶数 个) ，那么由引理及乘法原理，6恰可对应
船舶重大改装实施指南 2008
ห้องสมุดไป่ตู้
1.3.1 船舶重大改装系指现有船舶一个或多个重大特征实质性改变的修理、改造和改 装。重大特征包括如下类别： （1） 船舶主尺度； （2） 船型； （3） 船舶分舱水平； （4） 船舶承载容量； （5） 乘客居住处所； （6） 延长船舶营运寿命。 1.3.2 船舶重大改装类别的举例及其涉及的标准见下表1.3.2：
北 京 Beijing
出 版 说 明
随着 IMO 单壳油船淘汰计划的实施，单壳油船改装为散货船、矿砂船和双壳
油船的市场日益增长，为避免改装船舶降低其安全标准，CCS 在全面总结船舶重 大改装实践经验基础上，充分考虑 IMO 船舶重大改装应用解释，制定并颁布《船 舶重大改装实施指南》 。该指南主要内容包括船舶重大改装的定义及其类别，改 装检验的性质，以及各类别重大改装的图纸审查、适用的规范和公约要求，以及 重大工程施工控制要求，以指导船舶改装的设计、施工和检验。
中国船级社
2008 年 11 月
目
第1章 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 第2章 2.1 2.2 2.3 第3章 3.1 3.2 3.3 第4章 4.1 4.2 4.3 第5章 5.1 5.2 5.3 第6章 6.1 6.2 6.3 6.4 6.5 6.6
2008年imo预选题组合
2008年imo预选题组合一、了解IMO国际数学奥林匹克竞赛国际数学奥林匹克（International Mathematical Olympiad，简称IMO）是世界上最具影响力的青少年数学竞赛活动。
自1959年起，每年举办一次。
我国自1985年开始参加IMO，取得了优异的成绩。
IMO竞赛对学生的数学素养、思维能力和创新精神有很高的要求，因此吸引了全球众多优秀中学生参加。
二、分析2008年IMO预选题组合的特点1.题目难度：2008年IMO预选题组合的题目难度较高，需要参赛者具备扎实的基本功、灵活的思维和较强的数学素养。
2.题目类型：组合题目在IMO竞赛中占有一定比例，主要包括组合计数、组合几何、组合恒等式等。
2008年IMO预选题组合涵盖了这些类型。
3.解题技巧：题目要求参赛者运用图论、排列组合、不等式等知识进行解答，考查了参赛者的综合能力。
三、应对此类题目的策略和技巧1.熟练掌握基本概念和公式：熟练掌握组合数学的基本概念和公式，如排列组合公式、二项式定理等，是解决组合题目的基础。
2.善于寻找规律：在解题过程中，要善于从已知条件中寻找规律，运用归纳、演绎等方法进行推导。
3.灵活运用图论知识：熟练掌握图论的基本概念和算法，如遍历、最短路径、最小生成树等，能帮助解决部分组合题目。
4.提高解题速度：在训练过程中，要注意提高解题速度，培养自己的应试能力。
四、提高数学竞赛能力的建议1.扎实掌握基本知识：熟练掌握中学阶段的数学基本知识和技能，为解决高难度题目奠定基础。
2.培养数学思维能力：通过参加数学竞赛、培训班等形式，提高自己的数学思维能力。
3.多做真题：多做往届IMO和国际、国内各级数学竞赛真题，总结经验，提高解题技巧。
4.参加团队训练：加入数学竞赛团队，与其他优秀选手交流学习，共同提高。
5.保持良好的心态：面对竞赛压力，保持良好的心态，发挥自己的最佳水平。
长江口报告制
《长江口船舶定线制〔2008〕》长江口船舶定线制由2个警戒区、5条分隔带及5条通航分道组成，并与其相关的锚地和引航作业点共同构成完整的船舶交通体系。
一、警戒区〔一〕A警戒区。
为以下六点依次连线围成的水域：〔1〕31°06′″N 122°29′″E；〔2〕31°07′″N 122°30′″E；〔3〕31°07′″N 122°33′″E；〔4〕31°05′″N 122°33′″E；〔5〕31°05′″N 122°30′″E；〔6〕31°06′″N 122°29′″E。
〔二〕B警戒区。
为以下六点依次连线围成的水域：〔7〕31°00′″N 122°29′″E；〔8〕31°00′″N 122°30′″E；〔9〕31°00′″N 122°33′″E；〔10〕30°58′″N 122°33′″E；〔11〕30°58′″N 122°30′″E；〔12〕30°59′″N 122°29′″E。
二、分隔带〔一〕A分隔带。
A警戒区东侧以下四点依次连线围成的水域为A分隔带，该分隔带宽度为0.5海里，长度为1.94海里：〔29〕31°06′″N 122°33′″E；〔30〕31°06′″N 122°35′″E；〔31〕31°05′″N 122°35′″E；〔32〕31°05′″N 122°33′″E。
〔二〕B分隔带。
警戒区B东侧以下四点依次连线围成的水域为B分隔带，该分隔带宽度为，分隔带中心线长度为2海里：〔35〕30°59′″N 122°33′″E；〔36〕30°59′″N 122°35′″E；〔37〕30°58′″N 122°35′″E；〔38〕30°59′″N 122°33′″E。
IMO出版新IMDG规则（2008年版）
IMO出版新IMDG规则（2008年版）
佚名
【期刊名称】《水上消防》
【年(卷),期】2009()1
【摘要】IMO出版了新的《国际海上危险货物运输规则》（IMDG），此规则是对海上运输过程中危险货物装卸和海洋污染物处理的标准型指导。
新版中包括修正案34—08的变更，已于2008年5月召开的海安会上通过。
规则的各项条款涉及到行业内的方方面面。
制造商，包装商，承运人．接驳航线服务以及港口当局如在术语，包装，分类，积载，隔离和应急反应行动等方面有疑问．IMDG均可以提供可靠答案。
IMDG规则新的修正案从2010年1月起具有强制性，但各国政府可以从2009年1月1日开始志愿实施此修正案。
【总页数】1页(P42-42)
【关键词】IMO;出版;危险货物运输;污染物处理;修正案;货物装卸;运输过程;应急反应
【正文语种】中文
【中图分类】U692.22;G232
【相关文献】
1.2008中国数字出版风云之新拐点新征程：数字出版将迎来新一轮发展浪潮——2008我国数字出版发展现状及阶段性特征分析 [J], 陈少华
2.IMO出版ISM规则2010版 [J],
3.IMO出版新的IMDG规则（2008年版） [J],
4.IMO出版最新2008年版本船舶定线制 [J], 刘昭青
5.IMDG规则第37—14修正案等四部IMO法律文书2016年1月1日正式生效[J], 代英杰;韩佳霖
因版权原因，仅展示原文概要，查看原文内容请购买。
国际数学奥林匹克竞赛试题及解答
国际数学奥林匹克竞赛试题及解答国际数学奥林匹克竞赛（International Mathematical Olympiad，简称IMO）是世界范围内最高水平的数学竞赛之一。
每年有来自各个国家和地区的优秀学生参加，他们在这场激烈的竞赛中展示他们的数学才能。
以下将介绍一些历年IMO试题，并为您提供解答。
2008年IMO试题：1. 证明方程 x^2 + y^2 + z^2 = 2008x + 2009y + 2010z 只有有限多个整数解。
解答：我们可以将方程改写为 (x-1004)^2 + (y-1004.5)^2 + (z-1005)^2 = 2.5^2 + 3.5^2 + 5^2。
因此，方程的解可看作是(1004, 1004.5, 1005)平移后和(2.5, 3.5, 5)放缩后的结果。
由于放缩的倍数是有限的，因此方程只有有限多个整数解。
2012年IMO试题：2. 设 a_1, a_2, ..., a_n 是 n 个正整数的序列，并且满足 a_i * a_{i+1} = a_n + a_{n-i} 对于所有的1 ≤ i ≤ n-1。
证明：n 是一个完全平方数。
解答：考虑给定的方程 a_i * a_{i+1} = a_n + a_{n-i}，将其展开后整理得到a_i * (a_{i+1} - a_{n-i}) = a_n - a_{n-i}。
根据方程左右两边为整数，我们可以得到 a_{i+1} - a_{n-i} 是 a_i 的一个因子。
由于 a_1, a_2, ..., a_n 都是正整数，所以 a_{i+1} - a_{n-i} 的取值范围有限。
当 i = 1 时，我们可以推导出 a_2 - a_{n-1} 是 a_1 的因子。
同理，对于 i = 2, ..., n-1，我们可以推导出 a_{i+1} - a_{n-i} 也是a_1 的因子。
因此，a_1 的所有因子均出现在 a_2 - a_{n-1} 中。
《装备制造技术》2008年总目次
基 于改进 遗传 算法优化 的模糊 神经网
络在火灾探 测中 的应用 氢型白土对食用植物 油氧化 稳定性 的 作用 实验 硬齿 面滚齿 与磨齿表 面质量 对 比试 验 陆敏明 ４ ４ －５
喷油器与增 压柴油机 匹配 的燃烧分析 余红东 ， ３ ４ 等 －
张丽杰 ， ４ ４ 等 －２
的 ４ Ｖ汽车 发电系统 的磁场定 向控 制 ２
基 于 Ｃ Ｔ Ａ和 Ａ Ａ ＡＩ Ｄ ＭＳ的 二 级 斜 齿 轮
４５ —
４８ — ４ １ —１
电 线通信中 电磁兼容问题浅析
ＤＬ Ｎ Ｓ孤子 的绝 热 参 数 演 化 空 间并 联 ４ Ｒ Ｒ（ Ｒ） 构 的 分 析 与 一Ｐ Ｒ 机
叶天汉 ， 等 黄斌全
田建 平 ， 等
４ １ —３
４ １ —５
可重构汽车车身焊接央具 的研究
快 走 丝 线 切 割 机 床 断丝 原 因分 析 与对
策
椭 圆宏程序在数控 车削中的应用与研究 成 立 种新型砂轮切 割机 的研制
４ ｌ 一７
４２ —Ｏ
李德荣 ， ２ ２ 等 —２
杨 旭 娟 ， ２ ２ 等 —４
燃汽轮发电机组锥 型转 子扭 转振动研究 李 志和 ， 等 ４ ３ —２
液压 激振器的动力学 分析 与仿 真 直线 电机关键技术 问题及其 解决办法
探讨 基 于 Ａ Ｓ Ｓ的 长 虹 Ｓ ２ ３ ６型 电视 机 ＮＹ Ｆ １６
张 琦， 等 ４ ３ —５
蒋 良华 马国鹭 ， 等 ４ ３ —７ ４＿ －Ｏ ４
ቤተ መጻሕፍቲ ባይዱ
液粘传动系列装置 的研究 降低非道路用柴油机 Ｎ ｘ和 Ｐ Ｏ Ｍ排放
的试验研究
imo减碳目标
imo减碳目标【原创实用版】目录1.IMO 减碳目标的背景和意义2.IMO 减碳目标的具体内容3.IMO 减碳目标的实施和挑战4.我国应对 IMO 减碳目标的措施正文一、IMO 减碳目标的背景和意义随着全球气候变暖和温室气体排放的日益严重，国际社会越来越关注海运业的碳排放问题。
国际海事组织（IMO）作为全球海事领域的重要机构，积极推动行业减排，提出了一系列的减碳目标。
这些目标的设定对于全球海运业的可持续发展具有重要意义。
二、IMO 减碳目标的具体内容IMO 减碳目标主要包括以下几个方面：1.短期目标：到 2025 年，全球海运业的碳排放强度要降低 4%；到2030 年，碳排放强度要降低 7%。
2.中期目标：到 2050 年，全球海运业的碳排放强度要在 2008 年的基础上减少 50%。
3.远期目标：在本世纪内，努力实现海运业的碳排放趋于零。
三、IMO 减碳目标的实施和挑战为实现这些减碳目标，IMO 采取了一系列措施，包括但不限于：推动绿色技术的研发和应用，加强船舶能效管理，推广低碳航行路线等。
然而，在实施过程中仍然面临诸多挑战，如技术更新成本高、行业竞争加剧、法规政策调整等。
四、我国应对 IMO 减碳目标的措施作为全球海运大国，我国一直积极响应 IMO 的减碳目标，采取了一系列措施应对挑战：1.政策引导：出台了一系列政策，鼓励船舶企业采用绿色技术和低碳航行路线，提高船舶能效。
2.研发支持：加大研发投入，推动绿色船舶技术的研究与应用，提高我国船舶行业的国际竞争力。
3.国际合作：积极参与国际海事组织和其他国际组织的合作，共同应对全球海运业碳排放问题。
总之，IMO 减碳目标对于全球海运业的可持续发展具有重要意义。
- 1、下载文档前请自行甄别文档内容的完整性，平台不提供额外的编辑、内容补充、找答案等附加服务。
- 2、"仅部分预览"的文档,不可在线预览部分如存在完整性等问题,可反馈申请退款(可完整预览的文档不适用该条件!)。
- 3、如文档侵犯您的权益，请联系客服反馈,我们会尽快为您处理(人工客服工作时间：9:00-18:30)。
Tier II(4)Subject to regulation 3 of this Annex, the operation of a marine diesel engine which is installed on a ship constructed on or after 1 January 2011 is prohibited, except when the emission of nitrogen oxides (calculated as the total weighted emission of NO2) from the engine is within the following limits, where n = rated engine speed (crankshaft revolutions per minute):(a) 14.4 g/kWh when n is less than 130 rpm*n(-0.23) g/kWh when n is 130 or more but less than 2,000 rpm(b) 44(c) 7.7 g/kWh when n is 2000 rpm or more.Tier III(5) (a) Subject to regulation 3 of this Annex, the operation of a marine diesel enginewhich is installed on a ship constructed on or after 1 January 2016:(i) is prohibited except when the emission of nitrogen oxides (calculated asthe total weighted emission of NO2) from the engine is within thefollowing limits, where n = rated engine speed (crankshaft revolutionsper minute):(a) 3.4 g/kWh when n is less than 130 rpm*n(-0.2) g/kWh when n is 130 or more but less than 2,000 rpm(b) 9(c) 2.0 g/kWh when n is 2,000 rpm or more.(ii)is subject to the standards set forth in subparagraph (i) of this paragraph when the ship is operating in an Emission Control Area designated underparagraph (6) of this regulation; and(iii)is subject to the standards set forth in paragraph (4) of this regulation when the ship is operating outside of an Emission Control Area designated underparagraph (6) of this regulation.(b)Subject to the review set forth in paragraph (11) of this regulation, the standardsset forth in subparagraph (i) of paragraph (5)(a) of this regulation shall notapply to:(i) a marine diesel engine installed on a ship with a length (L) lessthan 24 metres when it has been specifically designed, and is used solely,for recreational purposes; or(ii) a marine diesel engine installed on a ship with a combined nameplate diesel engine propulsion power of less than 750 kW if it is demonstrated,to the satisfaction of the Administration, that the ship cannot comply withthe standards set forth in subparagraph (i) of paragraph (5)(a) of thisregulation because of design or construction limitations of the ship.(6) For the purpose of this regulation, an Emission Control Area shall be any sea area, including any port area, designated by the Organization in accordance with the criteria and procedures set forth in Appendix III to this Annex.Marine Diesel Engines Installed on a Ship Constructed Prior to 1 January 2000(7) (a) Notwithstanding subparagraph (a)(i) of paragraph (1) of this regulation,a marinediesel engine with a power output of more than 5,000 kW and a per cylinderdisplacement at or above 90 litres installed on a ship constructed on or after 1January 1990 but prior to 1 January 2000 shall comply with the emission limits setforth in subparagraph (d) of this paragraph, provided that an Approved Method forthat engine has been certified by an Administration of a Party and notification ofsuch certification has been submitted to the Organization by the certifyingAdministration. A marine diesel engine for which an Approved Method has beencertified and notification submitted to the Organization, shall be:(i) certified on board that it operates within the limits set forth inparagraph (d) of this regulation, or(ii) certified on board, in accordance with any other method set forth in the NO x Technical Code, that it operates within the limits set forth inparagraph (3), (4), or (5)(a)(i) of this regulation.(b) Subparagraph (a) shall apply no later than the first renewal survey thatoccurs 12 months or more after deposit of the notification in subparagraph (a). Ifa shipowner of a ship on which an Approved Method is to be installed candemonstrate to the satisfaction of the Administration that the Approved Methodwas not commercially available despite best efforts to obtain it, then thatApproved Method shall be installed on the ship no later than the next annualsurvey of that ship which falls after the Approved Method is commerciallyavailable.(c) With regard to a ship with a marine diesel engine with a power output of morethan 5,000 kW and a per cylinder displacement at or above 90 litres installed on aship constructed on or after 1 January 1990 but prior to 1 January 2000, the IAPPCertificate shall for a marine diesel engine to which subparagraph (a) of thisparagraph applies, indicate that an Approved Method has been applied or that anApproved Method does not yet exist or is not yet commercially available asdescribed in subparagraph (b) of this regulation.(d) Subject to regulation 3 of this Annex, the operation of a marine diesel enginedescribed in subparagraph (a) is prohibited, except when the emission of nitrogenoxides (calculated as the total weighted emission of NO2) from the engine iswithin or does not exceed the following limits, where n = rated engine speed(crankshaft revolutions per minute):(i) 17.0 g/kW when n is less than 130 rpm(ii) 45.0*n(-0.2) g/kWh when n is 130 or more but less than 2000 rpm(iii) 9.8 g/kWh when n is 2000 rpm or more(e) Certification of an Approved Method shall be in accordance with chapter 7 of theNO x Technical Code and shall include verification:(i) by the designer of the base marine diesel engine to which the ApprovedMethod applies that the calculated effect of the Approved Method will notdecrease engine rating by more than 1.0%, increase fuel consumption bymore than 2.0% as measured according to the appropriate test cycle setforth in the NO x Technical Code or adversely affect engine durability orreliability, and(ii) that the cost of the Approved Method is not excessive, which is determined by a comparison of the amount of NO x reduced by theApproved Method to achieve the standard set forth in subparagraph (d) ofthis paragraph and the cost of purchasing and installing suchApproved Method.2Alternatives(8)Notwithstanding paragraphs (3), (4), (5) and (7) of this regulation, the operation of a marine diesel engine is permitted when an exhaust gas cleaning system, approved by the Administration in accordance with the NO x Technical Code, is applied to the engine to reduce onboard NO x emissions at least to the limits specified in paragraphs (3), (4), (5)(a)(i), and (7)(d) of this regulation.Certification(9) The certification, testing, and measurement procedures for the standards set forth in this regulation are set forth in the NO x Technical Code.(10) The procedures for determining NO x emissions set out in the NO x Technical Code are intended to be representative of the normal operation of the engine. Defeat devices and irrational emission control strategies undermine this intention and shall not be allowed. This regulation shall not prevent the use of auxiliary control devices that are used to protect the engine and/or its ancillary equipment against operating conditions that could result in damage or failure or that are used to facilitate the starting of the engine.Review(11) Beginning in 2012 and completed no later than 2013, the Organization shall review the status of the technological developments to implement the standards set forth in subparagraph (a)(i) of paragraph (5) of this regulation and shall, if proven necessary, adjust the time periods set forth in that subparagraph.2The cost of an Approved Method should not exceed 375 SDR/metric ton NOx calculated in accordance with the Cost-Effectiveness formula below:Ce = Cost of Approved Method * 106P(kW)*0.768 * 6000h/yr * 5 years * DELTA NOx(g/KWh)Regulation 14Sulphur Oxides (SO x) and Particulate Matter (PM)General requirements(1) The sulphur content of any fuel oil used on board ships shall not exceed the following concentrations:(a) 4.50% m/m prior to 1 January 2012;(b) 3.50% m/m on and after 1 January 2012; and(c) 0.50% m/m on and after 1 January 2020.(2) The worldwide average sulphur content of residual fuel oil supplied for use on board ships shall be monitored taking into account guidelines developed by the Organization.3 Requirements within Emission Control Areas(3) For the purpose of this regulation, Emission Control Areas shall include:(a) the Baltic Sea area as defined in regulation 1.11.2 of Annex I, the North Sea asdefined in regulation 5(1)(f) of Annex V; and(b) any other sea area, including port areas, designated by the Organization inaccordance with criteria and procedures set forth in appendix III to this Annex. (4) While ships are operating within an Emission Control Area, the sulphur content of fuel oil used on board ships shall not exceed the following limitations:(a) 1.50% m/m prior to 1 March 2010;(b) 1.00% m/m on and after 1 March 2010; and(c) 0.10% m/m on and after 1 January 2015.(5) The sulphur content of fuel oil referred to in paragraph (1) and paragraph (4) of this regulation shall be documented by the supplier as required by regulation 18 of this Annex.(6) Those ships using separate fuel oils to comply with paragraph (4) of this regulation and entering or leaving an Emission Control Area set forth in paragraph (3) of this regulation shall carry a written procedure showing how the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service system to be fully flushed of all fuel oils exceeding the applicable sulphur content specified in paragraph (4) of this regulation prior to entry into an Emission Control Area. The volume of low sulphur fuel oils in each tank as well as the date, time, and position of the ship when any fuel-oil-change-over operation is completed prior to the entry into an Emission Control Area or commenced after exit from such an area, shall be recorded in such log-book as prescribed by the Administration.3MEPC.82(43), “Guidelines for Monitoring the World-wide Average Sulphur Content of Residual Oils Supplied for Use On Board Ships”.(7) During the first twelve months immediately following amendment to the present Protocol designating a specific Emission Control Area under paragraph (3)(b) of this regulation, ships operating in an Emission Control Area designated under paragraph (3)(b) of this regulation are exempt from the requirements in paragraphs (4) and (6) of this regulation and from the requirements of paragraph (5) of this regulation insofar as they relate to paragraph (4) of this regulation.Review Provision(8) (a) A review of the standard set forth in subparagraph (c) of paragraph (1) of thisregulation shall be completed by 2018 to determine the availability of fuel oil tocomply with the fuel oil standard set forth in that paragraph and shall take intoaccount the following elements:(i)the global market supply and demand for fuel oil to comply withsubparagraph (c) of paragraph (1) of this regulation that exist at the timethat the review is conducted,(ii)an analysis of the trends in fuel oil markets; and(iii)any other relevant issue.(b) The Organization shall establish a group of experts, comprising of representativeswith the appropriate expertise in the fuel oil market and appropriate maritime,environmental, scientific, and legal expertise, to conduct the review referred to insubparagraph (a) of paragraph (8) of this regulation. The group of experts shalldevelop the appropriate information to inform the decision to be taken by theParties.(c) The Parties, based on the information developed by the group of experts, maydecide whether it is possible for ships to comply with the date in subparagraph (c)of paragraph (1) of this regulation. If a decision is taken that it is not possible forships to comply, then the standard in that subparagraph shall become effective on1 January 2025.Regulation 15Volatile Organic Compounds (VOCs)(1) If the emissions of VOCs from a tanker are to be regulated in a port or ports or a terminal or terminals under the jurisdiction of a Party, they shall be regulated in accordance with the provisions of this regulation.(2) A Party regulating tankers for VOC emissions shall submit a notification to the Organization. This notification shall include information on the size of tankers to be controlled, the cargoes requiring vapour emission control systems, and the effective date of such control. The notification shall be submitted at least six months before the effective date.(3) A Party which designates ports or terminals at which VOCs emissions from tankers are to be regulated shall ensure that vapour emission control systems, approved by that Party takinginto account the safety standards for such systems developed by the Organization4, are provided in any designated port and terminal and are operated safely and in a manner so as to avoid undue delay to a ship.(4) The Organization shall circulate a list of the ports and terminals designated by Parties to other Parties and Member States of the Organization for their information.(5) A tanker to which paragraph (1) of this regulation applies shall be provided with a vapour emission collection system approved by the Administration taking into account the safety standards for such systems developed by the Organization5, and shall use this system during the loading of relevant cargoes. A port or terminal which has installed vapour emission control systems in accordance with this regulation may accept tankers which are not fitted with vapour collection systems for a period of three years after the effective date identified in paragraph (2) of this regulation.(6) A tanker carrying crude oil shall have on board and implement a VOC management plan approved by the Administration. Such a plan shall be prepared taking into account the guidelines6 developed by the Organization. The plan shall be specific to each ship and shall at least:(a) provide written procedures for minimizing VOC emissions during the loading, seapassage, and discharge of cargo;(b) give consideration to the extra VOC generated by crude oil washing;(c) identify a person responsible for implementing the plan; and(d) for ships on international voyages, be written in the working language of themaster and officers and, if the working language of the master and officers is notEnglish, French, or Spanish, include a translation into one of these languages. (7) This regulation shall also apply to gas carriers only if the type of loading and containment systems allow safe retention of non-methane VOCs on board or their safe return ashore.7 Regulation 16Shipboard Incineration(1) Except as provided in paragraph (4)of this regulation, shipboard incineration shall be allowed only in a shipboard incinerator.(2) Shipboard incineration of the following substances shall be prohibited:(a) residues of cargoes subject to Annexes I, II and III of the present Convention orrelated contaminated packing materials;4MSC/Circ.585, Standards for vapour emission control systems.5MSC/Circ.585, Standards for vapour emission control systems.6Resolution MEPC.[xx][(57)], “Guidelines for the Development of a VOC Management Plan”.7MSC.30(61), “International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in(b) polychlorinated biphenyls (PCBs);(c) garbage, as defined by Annex V of the present Convention, containing more thantraces of heavy metals;(d) refined petroleum products containing halogen compounds;(e) sewage sludge and sludge oil either of which are not generated on board the ship;and(f) exhaust gas cleaning system residues.(3) Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard incinerators for which IMO Type Approval Certificates* have been issued.(4) Shipboard incineration of sewage sludge and sludge oil generated during normal operation of a ship may also take place in the main or auxiliary power plant or boilers, but in those cases, shall not take place inside ports, harbours and estuaries.(5) Nothing in this regulation either:(a) affects the prohibition in, or other requirements of, the Convention on thePrevention of Marine Pollution by Dumping of Wastes and Other Matter, 1972, asamended, and the 1996 Protocol thereto, or(b) precludes the development, installation and operation of alternative designshipboard thermal waste treatment devices that meet or exceed the requirementsof this regulation.(6) (a) Except as provided in subparagraph (b) of this paragraph, each incinerator on aship constructed on or after 1 January 2000 or incinerator which is installed onboard a ship on or after 1 January 2000 shall meet the requirements contained inappendix IV to this Annex. Each incinerator subject to this shall be approved bythe Administration taking into account the standard specifications for shipboardincinerators developed by the Organization**; and(b) The Administration may allow exclusion from the application of subparagraph (a)of this paragraph to any incinerator which is installed on board a shipbefore 19 May 2005, provided that the ship is solely engaged in voyages withinwaters subject to the sovereignty or jurisdiction of the State the flag of which theship is entitled to fly.(7) Incinerators installed in accordance with the requirements of paragraph (6)(a) of this regulation shall be provided with a manufacturer’s operating manual which is to be retained with the unit and which shall specify how to operate the incinerator within the limits described in paragraph (2) of appendix IV of this Annex.*Type Certificates issued in accordance with resolution MEPC.59(33) or MEPC.76(40).**(8) Personnel responsible for the operation of an incinerator shall be trained to implement the guidance provided in the manufacturer’s operating manual as required by paragraph (7) of this regulation.(9) For incinerators installed in accordance with the requirements of paragraph (6)(a) of this regulation the combustion chamber gas outlet temperature shall be monitored at all times the unit is in operation. Where that incinerator is of the continuous-feed type, waste shall not be fed into the unit when the combustion chamber gas outlet temperature is below 850°C. Where that incinerator is of the batch-loaded type, the unit shall be designed so that the combustion chamber gas outlet temperature shall reach 600°C within five minutes after start-up and will thereafter stabilize at a temperature not less than 850°C.Regulation 17Reception Facilities(1) Each Party undertakes to ensure the provision of facilities adequate to meet the:(a) needs of ships using its repair ports for the reception of ozone depletingsubstances and equipment containing such substances when removed from ships;(b) needs of ships using its ports, terminals or repair ports for the reception of exhaustgas cleaning residues from an approved exhaust gas cleaning system, without causing undue delay to ships, and(c) needs in ship breaking facilities for the reception of ozone depleting substancesand equipment containing such substances when removed from ships.(2) If a particular port or terminal of a Party is − taking into account the guidelines to be developed by the Organization − remotely located from, or lacking in, the industrial infrastructure necessary to manage and process those substances and therefore cannot accept such substances, then the Party shall inform the Organization of any such port or terminal so that this information may be circulated to all Parties for their information and any appropriate action. Each Party that has provided the Organization with such information shall also notify the Organization of its ports and terminals where reception facilities are available to manage and process such substances.(3) Each Party shall notify the Organization for transmission to the Members of the Organization of all cases where the facilities provided under this regulation are unavailable or alleged to be inadequate.Regulation 18Fuel Oil Availability and QualityFuel Oil Availability(1) Each Party shall take all reasonable steps to promote the availability of fuel oils to comply with this Annex and inform the Organization of the availability of compliant fuel oils in its ports and terminals.(2) (a) If a ship is found by a Party not to be in compliance with the standards forcompliant fuel oils set forth in this Annex, the competent authority of the Party isentitled to require the ship to:(i) present a record of the actions taken to attempt to achieve compliance; and(ii) provide evidence that it attempted to purchase compliant fuel oil in accordance with its voyage plan and, if it was not made available whereplanned, that attempts were made to locate alternative sources for such fueloil and that despite best efforts to obtain compliant fuel oil, no such fueloil was made available for purchase.(b) The ship should not be required to deviate from its intended voyage or to delayunduly the voyage in order to achieve compliance.(c) If a ship provides the information set forth in subparagraph (a) of this paragraph, aParty shall take into account all relevant circumstances and the evidence presentedto determine the appropriate action to take, including not taking control measures.(d) A ship shall notify its Administration and the competent authority of the relevantport of destination when it cannot purchase compliant fuel oil.(e) A Party shall notify the Organization when a ship has presented evidence of thenon-availability of compliant fuel oil.Fuel Oil Quality(3) Fuel oil for combustion purposes delivered to and used on board ships to which this Annex applies shall meet the following requirements:(a) except as provided in subparagraph (b):(i) the fuel oil shall be blends of hydrocarbons derived from petroleumrefining. This shall not preclude the incorporation of small amounts ofadditives intended to improve some aspects of performance;(ii) the fuel oil shall be free from inorganic acid;(iii) the fuel oil shall not include any added substance or chemical waste which:(1) jeopardizes the safety of ships or adversely affects the performanceof the machinery, or(2) is harmful to personnel, or(3) contributes overall to additional air pollution; and(b) fuel oil for combustion purposes derived by methods other than petroleumrefining shall not:(i) exceed the sulphur content set forth in regulation 14 of this Annex;(ii) cause an engine to exceed the NO x emission limits set forth in paragraphs (3), (4), (5)(a)(i), and (7)(d) of regulation 13;(iii) contain inorganic acid; and(iv) (1) jeopardize the safety of ships or adversely affects the performanceof the machinery; or(2) be harmful to personnel, or(3) contribute overall to additional air pollution.(4) This regulation does not apply to coal in its solid form or nuclear fuels.(5) For each ship subject to regulations 5 and 6 of this Annex, details of fuel oil for combustion purposes delivered to and used on board shall be recorded by means of a bunker delivery note which shall contain at least the information specified in appendix V to this Annex. (6) The bunker delivery note shall be kept on board the ship in such a place as to be readily available for inspection at all reasonable times. It shall be retained for a period of three years after the fuel oil has been delivered on board.(7) (a) The competent authority of a Party may inspect the bunker delivery notes onboard any ship to which this Annex applies while the ship is in its port or offshoreterminal, may make a copy of each delivery note, and may require the master orperson in charge of the ship to certify that each copy is a true copy of such bunkerdelivery note. The competent authority may also verify the contents of each notethrough consultations with the port where the note was issued; and(b) The inspection of the bunker delivery notes and the taking of certified copies bythe competent authority under this paragraph shall be performed as expeditiouslyas possible without causing the ship to be unduly delayed.(8) (a) The bunker delivery note shall be accompanied by a representative sample of thefuel oil delivered taking into account guidelines developed by the Organization.8The sample is to be sealed and signed by the supplier’s representative and themaster or officer in charge of the bunker operation on completion of bunkeringoperations and retained under the ship’s control until the fuel oil is substantiallyconsumed, but in any case for a period of not less than twelve months from thetime of delivery.(b) If the Administration requires the representative sample to be analysed, it shall bedone in accordance with the verification procedure set forth in appendix VI todetermine whether the fuel oil meets the requirements of this Annex.8Refer to MEPC.96(47), “Guidelines for the sampling of fuel oil for determination of compliance with Annex VI of MARPOL 73/78”.(9) Parties undertake to ensure that appropriate authorities designated by them:(a) maintain a register of local suppliers of fuel oil;(b) require local suppliers to provide the bunker delivery note and sample as requiredby this regulation, certified by the fuel oil supplier that the fuel oil meets therequirements of regulations 14 and 18 of this Annex;(c) require local suppliers to retain a copy of the bunker delivery note for at leastthree years for inspection and verification by the port State as necessary;(d) take action as appropriate against fuel oil suppliers that have been found to deliverfuel oil that does not comply with that stated on the bunker delivery note;(e) inform the Administration of any ship receiving fuel oil found to benon-compliant with the requirements of regulation 14 or 18 of this Annex; and(f) inform the Organization for transmission to Parties of all cases where fuel oilsuppliers have failed to meet the requirements specified in regulation 14 or 18 ofthis Annex.(10) In connection with port State inspections carried out by Parties, the Parties further undertake to:(a) inform the Party or non-Party under whose jurisdiction a bunker delivery note wasissued of cases of delivery of noncompliant fuel oil, giving all relevantinformation; and(b) ensure that remedial action as appropriate is taken to bring noncompliant fuel oildiscovered into compliance.(11) For every ship of 400 gross tonnage and above on scheduled services with frequent and regular port calls, an Administration may decide after application and consultation with affected States that compliance with paragraph (6) of this regulation may be documented in an alternative manner which gives similar certainty of compliance with regulations 14 and 18 of this Annex.APPENDIX IForm of IAPP Certificate8)(RegulationINTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATEIssued under the provisions of the Protocol of 1997 as amended, to amend the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 related thereto (hereinafter referred to as "the Convention") under the authority of the Government of:............................................................................................................................................................(full designation of the country) by........................................................................................................................................................(full designation of the competent person or organizationauthorized under the provisions of the Convention)Particulars of ship*Name of ship……………………………………………………………………………………….. Distinctive number or letters……………………………………………………………………….. Port of registry……………………………………………………………………………………… Gross tonnage………………………………………………………………………………………. IMO Number+Type of ship:tankership other than a tanker* Alternatively, the particulars of the ship may be placed horizontally in boxes.+ In accordance with IMO ship identification number scheme adopted by the Organization by resolution A.600(15).。