西非外海滞航加油的一些体会

2009年7月底,GB轮0904航次在安哥拉的卢安达港卸货时欲安排在港添加燃油,但由于港口当局不允许在靠泊码头和内外锚地加油,经船东与加油商联系后,加油船ANUK ETEMERALD指定我轮到西非外海会遇点08°27′S/012°48′E附近离开西非沿岸约30海里处滞航进行加油操作。     

海盗威胁缘何连连升级

2009年,全球海盗袭击事件仍在继续且持续上升,特别是索马里水域.虽然各国海军行动有声有色,但似乎越打越猖獗.据国际海事局海盗报告中心最新统计数据,截止5月12日,2009年全球海盗袭击次数达114起,已经超过2008年的111起,其中亚丁湾和索马里沿海海盗袭击次数都已超过2008年全年.除此之外,西非、拉美等水域的海盗活动也愈演愈烈.东南亚特别是马六甲海峡的海盗在收敛一段时间后也有抬头迹象.海盗问题已经成为严重威胁海上安全的最大毒瘤.     

Merchant fleet development by legislation: lessons from West and Central Africa

In the late 1960s and early 1970s, several developing maritime nations began to invoke their 'legitimate right' to carry, in their own vessels, cargo generated by their own import and export trades as one way to reverse their underdevelopment and dependency on traditional maritime nations. Consequently, they embarked on the establishment and development of national merchant fleets by means of cargo reservation legislation and flag discrimination practices. West and Central African states have pursued a vigorous policy of merchant fleet development for over two decades. This study examines some of the cargo reservation policies and flag discrimination practices in West and Central Africa and concludes that these two measures alone are insufficient to build up a significant merchant marine. Merchant fleet development depends equally on the resolution of problems such as shortage of ship finance or capital, disruptive bureaucratic politics among the state agencies concerned with shipping, low volume of trade, and contradictory and ambivalent fiscal and macroeconomic policies in these countries that impede the development of the maritime sector.     

Comparisons of urban transport sustainability: Lessons from West and North Africa

The diagnosis for urban transport sustainability depends on the context of different regions worldwide. We focus in this paper on West and North Africa which reveal similarities but also structural differences which are explored further. The importance of paratransit in its various forms is strongly observed in sub-Saharan Africa and to a lesser extent in North Africa. The attempts to regulate and organise this sector have been difficult; one interesting experience in Dakar occurred during a programme of fleet renewal. In parallel it is observed that there are positive but insufficient experiences of public transport authorities in some cities (Dakar, Abidjan) and similar projects postponed in other cities because of the institutional problems. One also observes the constant difficulties of designing sustainable schemes for bus companies. An answer to this crisis has been found in North Africa, through investment in new mass transport systems. However, mass transport projects in West Africa are very weak in comparison. The gap between public transport costs and income levels there remains a major obstacle to sustainable mobility exacerbated by the poverty of a significant part of the urban population in West Africa. Two other critical factors are also identified affecting sustainable mobility requirements, namely, the urban sprawl and increasing energy costs. Finally the conclusion recommends the use of research and expertise networks in order to help the design and the implementation of suited solutions.     

Exchange of carbon by an upwelling filament off Cape Ghir (NW Africa)

We have studied the physicochemical and biological structure of a permanent filament off Cape Ghir (31°N) and estimated the transport of organic matter associated with it. The seaward filament exported coastal upwelled water, with low temperature and salinity and high organic matter, to the open ocean even in the absence of upwelling-favorable conditions. The estimated flux of excess organic carbon (the nonrefractory pool) expressed in annual basis yielded a value of 3.1×10⁹ kg C, from which 90% was transported as dissolved organic carbon. This flux represents about 63% of the average annual primary production for the region of study. We conclude that the net-offshore transport may contribute to the enrichment of offshore oligotrophic waters throughout the year, partly explaining the metabolic imbalance found in open ocean waters of the subtropical Northeast Atlantic.     

西非铝矾土进口海运供应链风险评估

在分析从西非到我国终端客户的铝钒土进口海运供应链(Bauxit Import Maritime Supply Chain,BIMSC)内部和外部影响因素的基础上,采用故障模式与影响分析(Failure Mode and Effects Analysis,FMEA)和模糊贝叶斯网络(Fuzzy Bayesian Network,FBN)相结合的方法,建立BIMSC风险评估方法的概念框架。采用FMEA辨识潜在的失效模式,并剖析失效原因和后果;根据失效模式潜在的因果关系建立贝叶斯网络;利用三角模糊数处理表征风险参数的不确定性,评估BIMSC风险水平,并进行敏感性分析,确定风险因子排序。研究结果表明,港口操作中的违规操作、违规指挥、货物易流态化和安全管理问题是主要的风险因素。     

Coastal Resources as an Engine of Economic Growth and Reduction of Poverty in West Africa: Policy Considerations

This article synthesizes lessons and outcomes from the second international Coastal Zone Asia-Pacific conference (CZAP) on “Improving the Quality of Life in Coastal Areas,” held in Brisbane in September 2004. The conference theme was chosen as a follow-up from the first CZAP that identified priority actions in response to the increasing recognition of social issues in coastal management, particularly those aiming to improve the state of the coastal areas in the Asia-Pacific region. The second CZAP explored the “quality of life” theme by placing emphasis on rectifying coastal poverty, sustaining livelihoods, and protecting cultural heritage. Mechanisms to address these issues were explored through international agreements, participatory research, capacity building, and education, as well as the continuing need for integrated planning, environmental management, and effective monitoring and evaluation. A post-conference survey showed that the second CZAP resulted in 122 initiatives (82 underway and another 40 planned) to progress the improvement of quality of life in coastal areas. These initiatives ranged from the establishment of a unit that is responsible for river basin and coastal zone management by the Thua Thien Hue provincial government in Vietnam, to a collaborative on-ground livelihoods project between NGOs, government, and financial institutions on coastal zone management facilitated by the Asian Development Bank. However, the authors argue that two key challenges for ICM in the Asia-Pacific region remain. These challenges relate to the effective monitoring and evaluation of ICM initiatives, as well as matching future ICM initiatives to emergent priority areas.     

Hydrographic cruises off northwest Africa: the Canary Current and the Cape Ghir region

We present hydrographic data for several sections located along the African coastline and off Cape Ghir, carried out at times of weak surface winds (October 1995 and September 1997). The main sections are near the continental slope, at mean distances between 100 and 150 km from the coastline. North of Cape Ghir (31°N) the geostrophic transport (referenced to 650 m) of North Atlantic Central Water through these sections is 3.7 and 2.0 Sv for 1995 and 1997, respectively. This confirms that a major fraction of the water transport by the Canary Current flows east, into the continental slope off northwest Africa, at latitudes above Cape Ghir. Most of this flow continues south past Cape Ghir, along the coast and probably through the eastern passages of the Canary Archipelago. A significant fraction, however, may escape through surface Ekman transport (0.3–0.5 Sv during the early fall season) and by offshore flow at Cape Ghir (1.1 Sv in September 1997, referenced to 650 m). Despite the weak winds the Cape Ghir filament was clearly visible, characterized by localized coastal upwelling associated to a cyclonic shallow structure and cold (and fresh) waters stretching offshore as a very shallow feature (50–100 m deep). The satellite images show that the surface temperature field is highly variable, in rapid response to the surface winds, always with a core region of relatively cold water and commonly with one or two associated eddies. Our results support the existence of two recirculation cells in the area: a horizontal one that connects the interior eastern boundary currents with the coastal region and a vertical one related to both wind-induced and filament upwelling. The data also show a salinity subsurface maximum at the root of the filament, linked to water inflow from northern latitudes, and a subsurface anticyclonic eddy over the Agadir canyon, likely related to the poleward slope undercurrent.     

The drag on an airplane taking off from a floating runway

The motions of an infinitely long, two-dimensional runway subjected to the dynamic moving load imposed by an airplane taking off are investigated. The runway is assumed to be floating in an inviscid fluid and is initially at equilibrium before the plane takes off. The deformation of the runway resulting from the take-off is wave-like and moves in the same direction as the plane. The maximum drag occurs when the plane catches up with the first wave. Three different runway configurations were considered: a baseline and ones which were ten and one hundred times more flexible than the baseline. For these runways, the added drag to the aircraft was very small, ranging from 1% for the stiffest to 10% for the most flexible runway.     

Applying cost—benefit analysis to marine safety measures

Cost-benefit analysis (CBA) provides a framework for consistent and rational decision-making. It can greatly assist the appraisal of marine safety and environmental measures, such as those recommended by the Donaldson Report. Combined with other techniques e.g. risk assessment, and noting the particular features of the maritime context, CBA is a valuable aid to thinking. The Department of Transport's emergency towing study is using it to weigh up the pros and cons of deploying tugs to protect the U.K. coast from oil and chemical pollution.     

一位从海路赴“西天”取经的“唐三藏”

<正>唐三藏西天取经的故事经小说《西游记》的传播,几百年来在中国可谓家喻户晓,妇孺皆知,然而,在距这位著名的唐僧稍晚的武则天时代,也出了一位赴印度求法的三藏法师。同样是历经磨难取回真经,不同的是,前一位唐三藏走的是陆路,而这一位唐三藏走的是海路;更为不同的是,由于种种原因,这一位三藏法师并没有如他的前辈一样被广为传诵,而是在相当长的一段时期内被湮没在历史的尘埃中。     

建设第三条西煤东运大通道带来的思考

从2003年到2005年年初，由于国民经济的高速发展对能源的需求日益提高，以及受大秦铁路扩能改造、车皮紧张等因素影响，煤炭运输瓶颈突显，尤以北煤南运、西煤东调持续紧张。为了缓解趋于饱和的煤炭运输压力，保障我国沿海地区煤炭需求和外贸出口需要，新建西煤东运第三通道呼之欲出。     

Hydrographic structure and zooplankton abundance and diversity off Paita, northern Peru (1994 to 2004) — ENSO effects, trends and changes

The objective of the present study was to verify possible spatial, seasonal, and inter-annual changes in the zooplankton off Paita (northern Peru), an upwelling area located closely to the limits of cold Humboldt Current and warm Equatorial Surface Waters. Zooplankton was sampled at subsurface on 53 occasions from August 1994 to December 2004 at four stations located 2 to 30 km offshore with a WP-2 net (300 µm). Extremely high surface water temperatures combined with low salinities were observed during the 1997/98 El Niño up to 29.0 °C) and in April 2002 (up to 25.0 °C). Temperatures more than 2 °C above monthly average were also observed in October 1994, in April 2000, and in November 2004. Significant trends were observed for oxygen concentration (increase) and several horizontal and vertical gradients. Among the copepods (72% of all individuals), the most abundant species were Paracalanus parvus (28%), Acartia tonsa (26%), and Calanus sp. (10%). The strong 1997–98 El Niño (EN) event led to drastic changes in species composition that were reversed during the 1998–99 La Niña (LN) event. Community parameters such as total abundance, diversity, equitability and species richness displayed marked variations associated with the 1997–98 EN and long-term trends. Long-term trends were significant for several vertical and horizontal temperature and oxygen gradients, indicating an increase in upwelling intensity at the shelf during the study period. 10-year-trends were also significant for total zooplankton abundance (increase) and community evenness (J, decline). Our data confirmed the importance of the weak EN in 2002/03 for the study region. Within the trend of increasing zooplankton abundance, a sharp step or shift was observed from 1999 to 2000. When using sequential t-tests to detect shifts in (x + 1) transformed abundance data, a significant rupture was found between the last sampling in 1999 and the first sampling in 2000. Also, a substantial decrease in diel variability occurred after 1999, probably due to changes in vertical migration patterns. The considerable increase in zooplankton abundance over the study period, the ENSO effect, and the 1999–2000 transition are discussed with regard to synchronicity with other zooplankton time series. The present study contributes with the first evidence from an important area located in the Humboldt Current for synchronous trends and changes that were previously observed elsewhere in the Pacific. Our results demonstrated the importance of long-term zooplankton monitoring studies in upwelling areas, and confirms the idea of dramatic changes in pelagic ecosystem structure occurring in the East Pacific.     

论“西电东送”工程中的航运开发建设

介绍在水电枢纽开发建设时,一定要本着河流资源综合开发利用的原则,大力建设和发展航运,做到航运与水电开发并举。     

The lurch towards formalisation: Lessons from the implementation of BRT in Johannesburg,South Africa

The City of Johannesburg, South Africa, implemented the first phase of its Bus Rapid Transit (BRT) system named Rea Vaya between 2009 and 2011. The system design and organisational arrangements drew heavily on precedents from South America, especially insofar as BRT is used as an instrument for securing the transformation and formalisation of a fragmented and problematic informal public transport industry. Despite the inevitable transition problems, the formalisation scheme appears to be generally successful – an outcome that surprised many analysts as it follows a long history of mistrust, resistance, and unsuccessful interventions between government and the minibus taxi industry. The paper offers an analysis of the reasons for the successful transformation of participating taxi operators, by using a life-cycle analogy. We argue that the minibus-taxi industry in South Africa has reached a state of stasis and maturity, with limited opportunities for further growth in its present form. BRT, as it is implemented locally, offers opportunities for re-invention – for moving onto new a potential growth trajectory – by overcoming the binding constraints of informality and by opening up new markets to operators. The life-cycle analysis also offers some insights into critical success factors that, if not met in the long run, could jeopardise the longevity and scalability of the formalisation project. The paper concludes with insights regarding the planning and management of BRT systems to maximise their potential for leveraging the formalisation of informal operators, both in South Africa and in other developing countries.     

从吃草的羊到吃草的象--透析中国造船业10年全球第三的量变过程

我国的造船工业自上世纪90年代中后期首次超过德国，成为世界第三造船大国，至今处于世界第三的位置已有10年。在这一发展历程中，“老三”的地位和性质发生了怎样的变化？[编者按]     

2009—2010年度全球海员人力资源研究述评

在全面回顾2009-2010年度全球海员人力资源研究的概况后,对多家研究机构的研究报告作出分析和评论,在此基础上提出中国的航海教育应对国际海员市场的变化、走以质取胜之路的策略与建议。