福州港深不港址选择刍议

介绍了两种有代表性的福州港深水址方案：福清弯深水港址方案，闽江口深水港址方案。对这两种方案进行了对比分析，并建议对福清湾深水港址方案进行两项前期工作。     

对码头增设滚装功能技术方案的探讨

文章介绍一般码头增加滚装装卸功能的主要几种技术实现方案,并对几种技术方案进行了比较分析,得出了各自的优缺点,提出了推荐采用方案。     

日照港煤堆场皮带机节电研究

针对日照港煤堆场皮带机运输系统中多条皮带机长期在低效率状态下运行这一现状,分析了电机的运行情况,提出了2种节电改造方案,并对2种方案进行了技术和效益对比分析,最后选择了最佳方案,取得了良好效果。     

船舶低硫燃油系统的应用分析

介绍低硫燃油的特性及其关键技术,分析低硫燃油市场供应情况,结合工程应用实际,提出了4种应用方案,经过对比分析,提出了一种面向工程实际的推荐方案。     

钢悬链线立管延长使用寿命方案研究

通过对南海某在位半潜平台钢悬链线立管的疲劳分析,确定了触泥点和平台悬挂点为立管疲劳损伤的关键区域,在此基础上提出了半潜平台移位、改变立管长度和增加立管浮力3种立管延寿方案。对这3种方案进行了强度和疲劳分析。结果表明,3种方案均可将立管疲劳寿命延长一倍,并同时满足极限海况下的强度要求。对3种方案进行敏感性分析,得出了各方案的有效性和适用性,可为深水钢悬链线立管延寿方案设计提供参考。     

龙门吊驱动装置联接销轴的修理

文章就某船龙门吊大车行走驱动装置的联接销轴与铜套的配合间隙超出极限的现象,分析比较了几种修理方案,并重点分析介绍了其中一种方案的工艺方法。     

基于排队论的突发性事件中应用医疗救援小组的优选研究

论文针对大规模突发性事件所带来的医疗问题进行了分析,提出了两种医疗方案,并运用排队轮模型对两种方案进行评价,得出结论。该方案有较好的实用性,而且简单易行,容易推广。     

门座起重机全铰连接结构的特点及分析

对新近开发的多用途门座起重机上采用的一种新颖结构形式－－结构全铰连接方案析特点进行了分析。分析结果表明，该方案是一种值得推广应用的结构形式。     

感应电机通风槽板优化设计研究与试验验证

以感应电机特定通风槽板的不同结构方案为研究对象,对其实际流动传热特性进行分析,建立了数值仿真模型,进行了流场与温度场的耦合仿真计算。依据仿真结果,对每一种通风槽板结构方案进行了优化设计。同时,对不同种类的通风槽板优化后方案的综合性能进行了比较分析与评价,并就其在电机冷却系统中的可实施性进行了分析;选取其中2种方案,进行了流动、冷却等方面的试验研究,通过对仿真结果与试验数据的对比分析,验证了电机通风槽板的优化设计方案的实际性能。     

浅谈天线合路器的设计方案

天线合路器是一种多无线电台共享同一负载天线的集成电路,本文主要对天线合路器的四种实现方案进行了介绍,对四种实现方案进行了原理和技术难点的分析,并总结出更适合在目前技术水平条件下实现大功率状态的天线合路器方案。     

联合作战计划和执行系统

全球指挥控制系统(GCCS)实施当前美国海军网络中心战信息基础设施的联合计划网络。联合作战计划和执行系统(JOPES)支持GCCS实现联合计划。JOPES有两类计划：时间不限的精密预案计划生成作战计划、方案计划或职能计划；时间敏感的危机行动计划生成作战命令或战役方案。前者在和平时期创建的作战计划是后者的计划基础，加速应付危机的能力。     

射频识别和全球定位系统联合的船舶监控系统

提出一种新设计的船舶监控系统——组合应用射频识别和全球定位系统的信息.详细论述了联合监控系统在解决船舶航行和停泊时的监控及实时信息采集的原理、功能和效果.根据射频识别技术和全球定位系统的技术特点,采用点状分布的射频识别设备记录船只停靠码头的时间,利用全球定位系统监控船只航行,使海洋航运企业对船只监控和人员管理更科学有效.     

开放式数据挖掘系统模型

目前国内已经出现了少量的数据挖掘相关产品。国内数据挖掘软件无论从数量还是质量上比较，都与国外软件存在着较大的差距。随着数据仓库技术的普及，数据挖掘应用的需求越来越强烈，如何缩短这种差距，研发数据挖掘软件产品成为国内业界的一个重要问题。通过引用目前国际通用数据挖掘标准技术来构建开放式的数据挖掘系统模型，该系统模型从可扩展性、可重用性、易用性等方面得到了加强。     

印尼某电厂码头水工建筑物设计

印尼某电厂项目码头水工建筑物包括码头、防波堤和护岸等主要组成部分。在该项目水工建筑物的设计过程中,综合考虑当地的自然条件、施工能力和材料来源等因素,不断优化结构选型和结构断面。根据不同使用要求,护岸分别采用直立式和斜坡式2种结构型式,推荐的设计方案节省投资、施工方便,可供同类工程设计参考。     

Impact of regulation on the performances of long-distance transport services: A comparison of the different approaches in Sweden and Norway

Despite the many socio-economic similarities between Sweden and Norway, differences in jurisdiction, organisation, cooperation, and financing of long-distance passenger train and coach services have led to the development of four distinctively different ways of serving the markets. This paper describes how the train and coach markets have developed in the two countries, with emphasis on regulatory and industrial structure and a couple of performance variables.Looking at passenger rail, both countries separated infrastructure from operation over a decade ago. However, while Norwegian rail is characterised by an almost monopoly supplier, rail services in Sweden are partly decentralised to the responsibility of county authorities and are widely subjected to competitive tendering. The rest of the network is about to be opened up for on-the-track competition. Swedish Rail (SJ) has spent the last decades consolidating its core business (passenger rail) and sold out its other businesses. In contrast, the Norwegian state rail (NSB) has expanded its business to become a major bus operator and property owner, with extensions also into the Swedish market.The coach industry was more recently deregulated in both countries. The Swedish coach market is dominated by privately owned companies operating services to and from Stockholm. In Norway, state-owned NSB is a major coach operator on medium distance routes, and is also the largest partner of Nor-Way Bussekspress which totally dominates long-distance coach services. Further, the Norwegian coach market is characterised by cross-ownership and cooperation which has enabled an extensive route network which covers most of Norway.We find distinct differences in achievements in the two modes and in the two countries. Swedish rail services have succeeded in winning market shares and in renewing and developing both infrastructure and service levels to a greater extent than the Norwegian model. On the other hand, the Norwegian coach market seems to be more developed and efficient compared to its Swedish counterpart.The paper concludes with a discussion on the possible links between the different approaches and the performance observed, with the aim to stimulate further and more detailed research on some important issues.     

Wind-triggered events of phytoplankton downward flux in the Northeast Water Polynya

Phytoplankton carbon fluxes were studied in the Northeast Water (NEW) Polynya, off the eastern coast of Greenland (79° to 81°N, 6° to 17°W), during summer 1993. The downward flux of organic particles was determined during 54 days using a sediment trap moored at a fixed location, below the pycnocline (130 m). The hypothesis of the present study is that wind events were ultimately responsible for the events of diatoms downward flux recorded in the trap.Wind conditions can influence the vertical transport of phytoplankton by affecting (1) the environmental conditions (e.g. hydrostatic pressure, nutrient concentrations, and irradiance) encountered by phytoplankton during their vertical excursion, and (2) the aggregation and disaggregation of phytoplankton flocs. The first mechanism affects the physiological regulation of buoyancy, whereas the second one affects the size and shape of settling particles.Using field data (wind velocity, density profiles and phytoplankton abundance), we assessed the potential aggregation and the vertical excursion of phytoplankton in surface waters. The results show that, upstream from the trap, wind and hydrodynamic conditions were sometimes favourable to the downward export of phytoplankton. Lag-correlation between time series of wind and phytoplankton downward flux shows that flux events lagged wind events by ca. 16 days. Given that the average current velocity in the top 100 m was ca. 10 cm s⁻¹, a lag of 16 days corresponded to a lateral transport of ca. 130 km, upstream from the sediment trap, where phytoplankton production was lower than at the location of the trap. According to that scenario, 21% to 60% of primary production was exported to depth during wind events. If we had assumed instead a tight spatial coupling between the material collected in the trap and the relatively high phytoplankton production at the location of the trap, we would have concluded that <7% of primary production was exported to depth. The difference between the two scenarios has great implications for the fate of phytoplankton. Our results stress the importance of investigating the spatial coupling between surface and trap data before assessing the pathways of phytoplankton carbon cycling.     

An analysis of trends in passenger and freight transport energy consumption in India

This primary objective of this paper is to examine the causes for the change in energy consumption in the transport sector in India. The pattern of energy consumption and their causes for change are benchmarked against select countries. A mathematical model that decomposes changes in energy consumption to various factors has been used. The changes in the energy consumption are attributed to growth in transport volume, structural change or modal shift, and energy intensity. The analysis is conducted for passenger and freight transport separately. Results indicate that the growth in transport volume has been the main cause for increase in energy consumption for both passenger and freight transport in India despite the decline in energy intensity of various transport modes. Though not surprising for a growing economy like India, this poses a challenge for the future. Currently, India is a low carbon economy.     

Broaching prediction in the light of an enhanced mathematical model,with higher-order terms taken into account

 We have attempted to develop a more consistent mathematical model for capsizing associated with surf-riding in following and quartering waves by taking most of the second-order terms of the waves into account. The wave effects on the hull maneuvring coefficients were estimated, together with the hydrodynamic lift due to wave fluid velocity, and the change in added mass due to relative wave elevations. The wave effects on the hydrodynamic derivatives with respect to rudder angles were estimated by using the Mathematical Modelling Group (MMG) model. Then captive ship model experiments were conducted, and these showed reasonably good agreements between the experiments and the calculations for the wave effects on the hull and the rudder maneuvring forces. It was also found that the wave effects on restoring moments are much smaller than the Froude–Krylov prediction, and the minimum restoring arm appears on a wave downslope but not on a wave crest amidship. Thus, an experimental formula of the lift force due to the heel angle of the ship is provided for numerical modelling. Numerical simulations were then carried out with these second-order terms of waves, and the results were compared with the results of free-running model experiments. An improved prediction accuracy for ship motions in following and quartering seas was demonstrated. Although the boundaries of the ship motion modes were also obtained with both the original model and the present one, the second-order terms for waves are not so crucial for predicting the capsizing boundaries themselves. Received: June 20, 2002 / Accepted: October 10, 2002 Acknowledgments. This research was supported by a Grant-in-Aid for Scientific Research of the Ministry of Education, Culture, Sports, Science and Technology of Japan (No. 13555270). The authors thank Prof. N. Rakhmanin of the Krylov Ship Research Institute for providing the Russian literature, as well as Mr. H. Murata of NHK (Japan Broadcasting Corporation) for translating it into Japanese. Address correspondence to: N. Umeda (e-mail: umeda@naoe.eng.osaka-u.ac.jp)     

岛屿自动综合原则和方法研究

自动制图综合是地图学的核心技术之一，随着信息社会和计算机制图技术的飞速发展，自动综合方法的研究成为制图自动化技术亟待解决的问题。在分析岛屿的制图特点的基础上，提出了岛屿自动综合的原则和方法，并给出了实际应用的例子。     

On the relation of structure, perception and activity in marine planktonic copepods

The goal of this paper is to illustrate how in juvenile and adult subtropical marine planktonic copepods various structures or morphological features function in concert to detect prey and predators. Without motion by either food (e.g. flagellate, ciliate) or feeder (e.g. feeding current) or both (e.g. Acartia spp. and ciliate) few feeding activities will occur. Through motion a food particle is either perceived mechanically or chemically to be followed by appendage activities. A combination of mechano- and chemosensors on their cephalic appendages (and probably on other extremities) serve juvenile and adult copepods to perceive signals. Perception is followed by alternation of motion and sensing by these appendages, or by no motion at all (e.g. behavior by Eucalanus pileatus when perceiving a weak hydrodynamic signal). Non-moving and extended sensors (setae) are best suited for mechanical/hydrodynamic perceptions in those copepods which lack a feeding current and hardly move. Numerous mechanosensors arranged in three dimensions on the first antennae (A1) are required to perceive the precise location of moving prey at a distance (e.g. Oithona feeding on ciliates but also sinking particles). Those copepods which create a weak or intermittent feeding current can supplement nutrition with carnivory, which requires perception by the A1 (e.g. Centropages velificatus adults). These two groups require, in addition to perception of prey motion/location, rapid motion by their appendages (A1, second maxillae M2, etc.) to capture the prey. Nauplii, which satiate at far lower food levels than adults, have one of several means of food acquisition: encounter through forward motion, perception through feeding current, or perception of a moving food particle. The nearly continuous motion of most calanoid nauplii makes them vulnerable to predation because all three pairs of appendages are usually moving. Opposite are nauplii of cyclopoid and a few calanoid species which move only occasionally. Copepodid stages and adults use non-moving and often extended setae on the tips of their A1 to perceive predators at a distance. This structure and their pronounced escape motion may reduce their vulnerability to predation as compared to nauplii.