Economic development and non-marine initiatives at American seaports

Public Port Authorities engage in a multimedia of activities under the guise of economic development that may be only marginally linked to the disposition of frieght or passengers. The mix of economic functions is determined as a result of shifts in marine cargo throughput, competition for shorefront land with other non-water-dependent users, the level of power and control wielded by Port personnel, and the legal mandate granted to the Port Authority. These non-marine functions often play an important role both for the Port itself and for the port community, regardless of the size of the port.     

Challenges and opportunities for transportation: Implementation of the clean air act amendments of 1990 and the intermodal surface transportation efficiency act of 1991

The Federal Clean Air Act Amendments of 1990 (CAAA) may be the most powerful of all environmental laws affecting transportation. They are intended to significantly affect transportation decision-making, not only to achieve air quality goals but also to affect broader environmental goals related to land use, travel mode choice, and reductions in vehicle miles traveled. The CAAA require greater integration of transportation and air quality planning, and assign a greater responsibility to transportation plans and programs for reducing mobile source emissions. By expanding the requirements for determining the conformity of transportation plans, programs, and projects with State Implementation Plans for air quality, and by expanding the use of highway funding sanctions to enforce those requirements, the CAAA ensure a continuing linkage between transportation and environmental goals.While the CAAA give transportation and air quality decision-makers the mandate to better coordinate their respective planning processes, the Intermodal Surface Transportation Efficiency Act of 1991 offers the tools to help carry out that mandate. Consequently, this paper summarizes the transportation and air quality provisions of both of these Acts and their relationships.     

Land use implications of sea level rise: A case study at myrtle beach,South Carolina

Abstract

the prospect of global warming and consequent sea level rise will have important implications for coastal communities. this article examines the land use implications of alternate sea level rise scenarios on the city of myrtle beach, south carolina. current trends as well as high and low sea level rise scenarios are superimposed on the city's beach profile and near shore contours to estimate the type and value of land development likely to be impacted.

It is found that losses associated with accelerated sea level rise would be particularly high in the city's hotel district and that overall property loss could range from 21 to 60% of the city's total property value. to lessen these potential losses, coastal communities such as myrtle beach must choose among one of three policy options including: (1) barricade the beach, (2) raise the land, and (3) implement a strategic retreat. specific alternatives within each of these options are explored in turn. the article concludes that successful development plans will incorporate ground rules sensitive to and consistent with dynamic coastal processes.     

Mature hub ports in the free trade environment,the way forward from a global supply chain perspective: an Asian case

Asia-Pacific countries with divergent economic and political backgrounds developed a regime of bilateral free trade agreements in response to globalization. Challenged by the 1997 and 2008 financial crises, this Asian trade regime has remained intact, although the most powerful stakeholders have changed positions, as indicated by the strong emergence of China in the past decade. Efforts of key trading partners to tackle non-tariff barriers (e.g., rule of origin and customs formalities) in the region have yielded little progress thus far. Instead of aiming at a regional consensus on non-tariff barriers by all member states, a global supply chain (GSC) approach is recommended. Mature hub ports at strategic locations with advanced institutional measures could set up international trade facilitation centers co-locating multinational customs formalities. This GSC approach may also be adopted to construct a GSC hub development model that explains the transformation of hub ports.     

Challenges to apprehension and prosecution of East African maritime pirates

The coast of East Africa, the Gulf of Aden and nearby waters of the Indian Ocean stand as the most pirate-ridden area of the seas at this time and naval forces from many nations have descended upon the region to ensure the safe passage of commercial vessels; yet piracy for ransom continues. The US, the North Atlantic Treaty Organization (NATO) and now the European Union deploy their navies to disrupt raids, intercept and capture pirates attacking ships passing through the region. However, apprehending pirates is only effective if they can also be brought to a court capable of adjudicating their guilt. Increasingly, the captured suspects are being disarmed and released, lacking a reliable nearby littoral state to prosecute them. In this region, with few viable states either willing or capable of holding piracy trials, apprehending pirates meets only part of the challenge of abating the practise. What is needed is a court system capable of adjudicating these cases; yet a thicket of both law and custom limits the ability of seagoing states to adequately arrest and hand over to reliable prosecution high seas pirates. This article addresses the problems inherent in abating piracy by these means off the coast of East Africa.     

欧洲客车设计案例剖析--伊利萨尔客车

旅游客车制造业是一个既专业又特殊的行业。乍一看,它理应归属于汽车制造业;但从产品的实际情形以及相对较小的年产量来看,它又应归属于手工艺品行业;在这里可以看到,机械制造结合了手工艺,汽车造型融入了建筑艺术。这篇文章概述了伊利萨尔旅游客车的设计过程:从与客户的第一次     

Interannual variability of the shelf-slope front position between 75° and 50° W

The shelf-slope front (SSF) is a continuous shelf-break front running from the Tail of the Grand Banks to Cape Hatteras, North Carolina, separating colder and less-saline continental shelf waters from warmer and more saline slope waters. Time series containing mean monthly SSF positions were produced along each of 26 longitude lines between 75° and 50°W by workers located at Bedford Institute of Oceanography by digitizing individual frontal charts and computing mean monthly latitudinal positions over a 29-year (1973–2001) period. After removing seasonal variability at each longitude, interannual variability (IAV) of the SSF position at each longitude was computed as the annual mean of all monthly SSF position anomalies for each year over the 29-year period. Despite some missing data, a longitude-time plot reveals alternating bands of offshore (late-1970s, late-1980s, late-1990s) and onshore (early-1980s, early-1990s, early-2000s) annual mean SSF anomaly values, exhibiting a period of approximately 10 years. Annual mean SSF anomaly amplitudes are largest in the east, with maxima of O (± 100 km) located east of 60° W for years when data are available. Empirical orthogonal function (EOF) modes 1–4 (accounting for > 90% of the variance) form a set of basis functions that describe the SSF anomaly data and allow reconstruction of the entire data set since missing data are relatively few (14%). A complex empirical orthogonal function (CEOF) analysis using the “reconstructed” data reveals a wavelength scale of approximately 20° of longitude, a distance nearly equal to the entire study domain, along with steady, westward phase propagation of SSF anomalies over approximately the same distance. Speed calculations for the westward-propagating features yield a value of approximately 1.2 to 2.4 cm s^− 1 (1 to 2 km d^− 1), with annual mean SSF anomalies thus requiring about 4 years to propagate from the Tail of the Grand Banks in the east to Cape Hatteras, North Carolina, in the west. This propagation speed and the timing of the SSF positional anomalies at the Tail of the Grand Banks for the 29-year study period are in agreement with speeds computed for the propagation of quasi-decadal salinity anomalies through the Labrador Sea and the time of their arrival at the Tail of the Grand Banks. The small westward SSF anomaly propagation speed is an order of magnitude smaller than the associated currents, in agreement with a highly damped flow-through system originating from both Davis Strait and the West Greenland Current as discussed by other workers. Observations from both southern and northern portions of the study domain, within both continental shelf and slope waters, show that interannual changes in the volume of shelf water along with shelf water bulk properties exhibit a strong relationship with IAV of the SSF position over long time periods.     

Internal tidal currents in the Gaoping (Kaoping) Submarine Canyon

Data from five separate field experiments during 2000–2006 were used to study the internal tidal flow patterns in the Gaoping (formerly spelled Kaoping) Submarine Canyon. The internal tides are large with maximum interface displacements of about 200 m and maximum velocities of over 100cm/s. They are characterized by a first-mode velocity and density structure with zero crossing at about 100 m depth. In the lower layer, the currents increase with increasing depth. The density interface and the along-channel velocity are approximately 90° out-of-phase, suggesting a predominant standing wave pattern. However, partial reflection is indicated as there is a consistent phase advance between sea level and density interface along the canyon axis.     

Cycling provision separated from motor traffic: a systematic review exploring whether stated preferences vary by gender and age

In this paper, we represent a systematic review of stated preference studies examining the extent to which cycle infrastructure preferences vary by gender and by age. A search of online, English-language academic and policy literature was followed by a three-stage screening process to identify relevant studies. We found 54 studies that investigated whether preferences for cycle infrastructure varied by gender and/or by age. Forty-four of these studies considered the extent of separation from motor traffic. The remainder of the studies covered diverse topics, including preferred winter maintenance methods and attitudes to cycle track lighting. We found that women reported stronger preferences than men for greater separation from motor traffic. There was weaker evidence of stronger preferences among older people. Differences in preferences were quantitative rather than qualitative; that is, preferences for separated infrastructure were stronger in some groups than in others, but no group preferred integration with motor traffic. Thus, in low-cycling countries seeking to increase cycling, this evidence suggests focusing on the stronger preferences of under-represented groups as a necessary element of universal design for cycling.