全球海事界的盛会——第十三届中国国际海事展览会

12月6日，作为亚洲最具权威的海事展览会，第13届中国国际海事展览会在上海新国际博览中心隆重开幕！虽然最近上海气温骤降，但两年一届的中国国际海事展览会依然吸引了来自全球海事业界的众多人士，大家齐聚上海，现场气氛火爆。[编者按]     

Microbial food web responses to light and nutrients beneath the coastal Arctic Ocean sea ice during the winter–spring transition

We measured the abundance and biomass of phototrophic and heterotrophic microbes in the upper mixed layer of the water column in ice-covered Franklin Bay, Beaufort Sea, Canada, from December 2003 to May 2004, and evaluated the influence of light and nutrients on these communities by way of a shipboard enrichment experiment. Bacterial cell concentrations showed no consistent trends throughout the sampling period, averaging (± SD) 2.4 (0.9) × 10⁸ cells L^− 1; integrated bacterial biomass for the upper mixed layer ranged from 1.33 mg C m^− 3 to 3.60 mg C m^− 3. Small cells numerically dominated the heterotrophic protist community in both winter and spring, but in terms of biomass, protists with a diameter > 10 µm generally dominated the standing stocks. Heterotrophic protist biomass integrated over the upper mixed layer ranged from 1.23 mg C m^− 3 to 6.56 mg C m^− 3. Phytoplankton biomass was low and variable, but persisted during the winter period. The standing stock of pigment-containing protists ranged from a minimum value of 0.38 mg C m^− 3 in winter to a maximal value of 6.09 mg C m^− 3 in spring and the most abundant taxa were Micromonas-like cells. These picoprasinophytes began to increase under the ice in February and their population size was positively correlated with surface irradiance. Despite the continuing presence of sea ice, phytoplankton biomass rose by more than an order of magnitude in the upper mixed layer by May. The shipboard experiment in April showed that this phototrophic increase in the community was not responsive to pulsed nutrient enrichment, with all treatments showing a strong growth response to improved irradiance conditions. Molecular (DGGE) and microscopic analyses indicated that most components of the eukaryotic community responded positively to the light treatment. These results show the persistence of a phototrophic inoculum throughout winter darkness, and the strong seasonal response by arctic microbial food webs to sub-ice irradiance in early spring.     

The role of Mediterranean short sea shipping in the EU transport chain: The case of Greece

The European Community has provided valuable support to short sea shipping through various programs and legislation. This paper analyses the situation while focusing on the Mediterranean Sea and suggests solutions for addressing the short sea shipping problems in this special region. The biggest challenge for all sides in the comingyears will be the replacement of the existing fleet. The study presented herein gives an insightful and collective picture of the situation, while focusing on the Greek owned short sea vessels.     

The importance of Öresund and the Drogden Sill for Baltic inflow

Based on high resolution current and salinity measurements from the Flinten and Drogden Channels, this paper assesses the relative importance of major Baltic inflows on ‘everyday' flow conditions of highly saline water (S>17 PSU) through the Öresund for a period of 43 months. During years with no major Baltic inflows, 1994–1996, it is found that the Öresund on average supplies 1.2 Peta-grams (Pg) of salt net/year to the Baltic, while inflow above 17 PSU is in the order of 2.3 to 4.0 Pg/year. Sixty percent of this inflow is in the salinity range 17–23 PSU; the remainder has a higher salinity. It is, thus, concluded that normal and regularly occurring flow in the Öresund plays a much larger role in supplying salt to the Baltic than is usually assumed.     

The impact of climate change and weather on transport: An overview of empirical findings

This paper presents a survey of the empirical literature on the effects of climate change and weather conditions on the transport sector. Despite mixed evidence on many issues, several patterns can be observed. On a global scale especially shifts in tourism and agricultural production due to increased temperatures may lead to shifts in passenger and freight transport. The predicted rise in sea levels and the associated increase in frequency and intensity of storm surges and flooding incidences may furthermore be some of the most worrying consequences of climate change, especially for coastal areas. Climate change related shifts in weather patterns might also cause infrastructure disruptions. Clear patterns are that precipitation affects road safety by increasing accident frequency but decreasing severity. Precipitation also increases congestion, especially during peak hours. Furthermore, an increased frequency of low water levels may considerably increase costs of inland waterway transport. Despite these insights, the net impact of climate change on generalised costs of the various transport modes are uncertain and ambiguous, with a possible exception for inland waterway transport.     

Quantifying erosion rates and stability of bottom sediments at mussel aquaculture sites in Prince Edward Island,Canada

Downward fluxes of organic biodeposits under suspended mussel culture cause benthic impacts such as microbial mat production. Quantifying sediment erosion in these coastal ecosystems is important for understanding how fluxes of organic matter and particulates contribute to benthic–pelagic coupling. Critical shear velocity (u?), erosion rates and particle size distributions of resuspended sediment were measured at two sites; an impacted muddy site with extensive mussel culture (site 1), and a coarser sandier site with less mussel influence (site 2), using a new method for assessing sediment erosion at Tracadie Bay, Prince Edward Island in August 2003. Shear forces were generated by vertically oscillating a perforated disc at controlled frequencies. These forces correspond to shear velocity, using a re-designed and calibrated Particle Erosion Simulator. Undisturbed sediment cores obtained by divers and grab (sub-cored using a Plexiglas? cores) were exposed to shear stress to compare differences between collection methods. Microbial mats were present at site 1 which initially biostabilized sediment against erosion due to ‘armoring’ of the sediment, but onset of erosion was abrupt once these mats failed. Erosion sequences at site 2 (without mat cover) were smoother resulting in less material being eroded. Mean mass of material eroded was 47 and 23 g m^? 2 min^? 1 at sites 1 and 2 respectively. Mat area cover and shear velocity was strongly related. Critical shear velocities varied between 1.70 and 1.77 cm s^? 1, with no obvious differences between location or collection method, so sediments from these two contrasting sites had identical mean critical shear velocities. Significant differences existed in the concentrations of chlorophyll a, colloidal and bulk carbohydrates, between mats and bare sediment from site 1. Particle sizes measured by videography of resuspended sediment at different shear velocities ranged from 100 μm (the minimum diameter capable of being detected by the system), to large mat fragments of 1700 μm for both sites. These results provide evidence of the relevance of using a portable erosion device to indicate how sediment erodability is affected by mussel–microbial relationships.     

关于发布铁路工程建设2007年度辅助材料价差系数的通知

各铁路局、集装箱、投资公司，各铁路公司（筹备组）： 现发布铁路工程建设2007年度辅助材料价差系数（见附件），作为以铁道部《铁路基本建设工程设计概（预）算编制办法》（铁建设[2006]113号，以下简称“113号文”）、《铁路工程建设材料基期价格（2005年度）》（铁建设[2006]129号，以下简称“129号文”）为依据编制工程设计概（预）算时，将辅助材料价格由基期年（2005年）调整到编制年（2007年）的依据。     

电气化动力总成——它会带来什么?

<正>德尔福公司与上海汽车集团股份有限公司("上海汽车")达成协议,将为上海汽车开发的中度混合动力车提供混合动力技术。这一协议的签署具有开创性的重要意义,它将目前中国市场最大的整车制造商上海汽车与德尔福公司的     

Comparative analysis of vehicle brake data in the ministry of transport test on the roller brake tester and on flat ground

This study performs a comparison between what occurs when braking on a Ministry of Transport (MOT) brake tester and on flat ground. The tire pressure is changed, but the other parameters remain constant. The results from this research and from the in-depth comparative study conducted by the mechanical engineering staff in the mechanical laboratory at the Miguel Hernández University in Elche have led to the following main conclusions: By varying the tire pressure, false results can be obtained with the MOT brake tester, which means that, if the tires are inflated at a low pressure but the brakes are in good condition, the vehicle will not pass the MOT. Conversely, if the brakes are in poor condition but the tire pressure is higher than what is recommended by the manufacturer, a false pass is produced. This article shows that the MOT brake testing equipment is often wrong and inexact, and the data and graphs presented prove that the tire pressure is a determining factor when assessing the condition of brakes.