编者的话

年终专稿之二:<企业资产重组中的新格局>指出,全球性金融危机不仅为国内车企提供了绝佳机会,同进也为能在此次危机中安然过渡的企业提供了机遇.     

FLICKER INDEX METHOD FOR EVALUATING FLICKER IN COLOR PDPs

Motionartifacts ,thenumberofvisiblegraylevelsandlargeareaflickerarethemainissuesaf fectingimagequalityincolorPDPs[1] .Thehighlyflickeringimagescausemoreseverefatigueofbrainthanofeyes[2 ] .Inordertoreduceflickereffectively ,theframerateand/orhorizontalfrequencyaredoubledtopreventlargeareaflickerinsuchCRTtelevisionsets.However ,itisundesirabletoadoptframerateconversiontechnologyincolorPDPswhenaddressdisplayseparated (ADS)drivingmethodisused[1] .Athigherframerate ,lesstimeisavailableperframe…     

Antecedents of safety-compliant behaviour on offshore service vessels: a multi-factorial approach

Procedure violations are commonly identified as an essential causal factor in maritime accidents. This also applies to the Norwegian offshore service vessel sector. This illustrates that there is a need to study compliance and non-compliance in a broad context and to explore the factors that affect the propensity to act in accordance with prevailing procedures. The aim of the present study was therefore to examine the antecedents of safety-compliant behaviour among workers on offshore service vessels operating on the Norwegian Continental Shelf. With reference to a survey of 1108 offshore service vessel workers, this was done by analysing the relationship between a set of predictor variables and a self-report measure of safety-compliant behaviour. Using binary logistic regression analysis, the present study revealed that the safety climate and the vessel workers’ age were positively related to safety compliance, whereas job experience and perceived procedure vagueness were negatively related to safety compliance. Theoretical and managerial implications are discussed. In sum, the findings indicate that shipowners, captains and other stakeholders within the offshore service vessel industry should consider a broad multi-factorial approach to increase safety compliance.     

Future cost scenarios for reduction of ship CO2 emissions

International shipping is a significant contributor to Global Greenhouse Gas (GHG) emissions, responsible for approximately 3% of global CO₂ emissions. The International Maritime Organization is currently working to establish GHG regulations for international shipping and a cost effectiveness approach has been suggested to determine the required emission reductions from shipping. To achieve emission reductions in a cost effective manner, this study has assessed the cost and reduction potential for present and future abatement measures based on new and unpublished data. The model used captures the world fleet up to 2030, and the analysis includes 25 separate measures. A new integrated modelling approach has been used combining fleet projections with activity-based CO₂ emission modelling and projected development of measures for CO₂ emission reduction. The world fleet projections up to 2030 are constructed using a fleet growth model that takes into account assumed ship type specific scrapping and new building rates. A baseline trajectory for CO₂ emission is then established. The reduction potential from the baseline trajectory and the associated marginal cost levels are calculated for 25 different emission reduction measures. The results are given as marginal abatement cost curves, and as future cost scenarios for reduction of world fleet CO₂ emissions. The results show that a scenario in which CO₂ emissions are reduced by 33% from baseline in 2030 is achievable at a marginal cost of USD 0 per tonne reduced. At this cost level, emission in 2010 can be reduced by 19% and by 24% in 2020. A scenario with 49% reduction from baseline in 2030 can be achieved at a marginal cost of USD 100 per tonne (27% in 2010 and 35% in 2020). Furthermore, it is evident that further increasing the cost level beyond USD 100 per tonne yield very little in terms of further emission reduction. The results also indicate that stabilising fleet emissions at current levels is obtainable at moderate costs, compensating for fleet growth up to 2030. However, significant reductions beyond current levels seem difficult to achieve. Marginal abatement costs for the major ship types are also calculated, and the results are shown to be relatively homogenous for all major ship types. The presented data and methodology could be very useful for assisting the industry and policymakers in selecting cost effective solutions for reducing GHG emissions from the world fleet.     

The reform of Chinese state-owned ship crewing agencies and implications for China’s seafaring labour export

ABSTRACT

With the economic reform in China, the international shipping industry and some academics anticipated, as early as the 1990s, that Chinese seafarers would flood the world’s seafaring labour market. However, China’s seafarer export has been far lower than these expectations. This article seeks to explain this lack of development through research into the management strategies of two major ship crewing agencies in China, which have been reformed to different degrees, and the experience of the seafarers who work for them. To examine this question, 86 interviews of managers and seafarers were conducted in two Chinese state-owned crewing agencies (SCAs) between 2008 and 2013. The studies demonstrate that despite the economic reform in China, the SCAs were still supported and constrained by institutions at higher levels, instead of becoming independent, market-oriented economic entities, which constrained the development of foreign manning business. This partly explains the limited rate of increase of China’s seafarer export.     

Safety outcomes of internationalization of domestic road haulage: a review of the literature

Abstract

The European Union (EU) promotes gradual lifting of restrictions on foreign hauliers involved in domestic road transport of goods (cabotage), and a major deregulation was scheduled in 2014. Due to complaints from several member states facing competition from new EU-countries with lower labour costs, this process was postponed until 2015. An important aspect related to such a deregulatory reform includes potential consequences for transport safety and accident risk factors. The main aims of the current paper are therefore to examine the potential transport safety outcomes of increasing internationalization of domestic road haulage, and to examine potential accident risk factors of foreign hauliers. This is done by reviewing the research literature. This paper shows that the heavy goods vehicle (HGV) accident risk varies with a factor of up to 10 in European countries, and that the accident risk of foreign HGVs is approximately two times higher than that of domestic HGVs in the studied European countries. The paper points to several risk factors and concludes that better data on accident risk and risk factors must be gathered in order to enable European authorities to correctly analyse and respond to this important traffic safety challenge.     

Coming Soon to a Fjord Near You: Future Jellyfish Scenarios in a Changing Climate

Over the last decades, a dense population of the deep-sea/oceanic scyphozoan jellyfish Periphylla periphylla has established itself as top predator in the Trondheimsfjord in Norway, which has caused the traditional fisheries in this fjord to suffer. This was, however, not the first fjord this jellyfish invaded, and data suggest that it will not be the last one, either. With warmer temperatures, the jellyfish is moving northward in Norway, but not all fjords are created equal, and it is not thriving or taking up residence just anywhere. The current article explores three fjords in which Periphylla periphylla has become the top predator and outcompeted former ones. The main question of interest is why the jellyfish becomes dominant in one fjord and not another. The next question is which other Norwegian fjords further north exist with similar characteristics where we therefore would expect Periphylla periphylla to proliferate in the future. The latter is important from a policy and adaptation perspective for the local community of people, since the proliferation of the species unmistakably leads to fewer fish for commercial harvest and potentially less attractive waters for tourism purposes. Results show that three northern fjords, the Skjerstadfjorden the Holandsfjorden, and Stordjupna in the Vestfjord appear to be particularly vulnerable to a future Periphylla periphylla invasion.     

Ventilation of bottom water in the North Sea–Baltic Sea transition zone

The transition zone between the North Sea and the Baltic Sea is a highly dynamic region where a general estuarine circulation forms a regional scale frontal system from northern Kattegat to the Arkona Sea. This system is characterized by an upper low saline out?owing Baltic water mass from the in?owing saline Skagerrak bottom water to the Kattegat and Belt Sea area. Large and rapid ?uctuations of the frontal system are caused by barotropic transports, forced by changing sea level difference between northern Kattegat and the western Baltic Sea, and this results in high variability of the hydrographic conditions and also in frequent in- and out?ow events to the Baltic. The dynamics in the region are here analyzed by a regional model of the transition zone, covering the area from the northern Kattegat to the Arkona Sea. The model is validated against water level, temperature and salinity measurements from the region, and the transports through the Danish straits are related to previous estimates and empirical relations. A sensitivity study quantify the role of bathymetry, the tidally induced mixing and the in?owing Skagerrak bottom water for ventilating the bottom water with Skagerrak water or surface water.Furthermore, the dynamics in the region is analyzed with tracers representing the age of the water. The distribution of age tracers with different boundary conditions are analyzed, and the role of advection and mixing for ventilating the bottom water is quanti?ed in terms of the water age. It is shown that the Great Belt area is a very dynamical area where bottom water is ventilated with surface water. The interannual variation of the ventilation of bottom water in the period 2001–2003 is analyzed by various age tracers and related to observed oxygen conditions, and it is shown that the extreme hypoxic event in the autumn 2002 in the southern Kattegat, the Great Belt and in the western Baltic Sea coincide with an unusual low vertical ventilation rate in the Great Belt area, but normal advection rates of bottom water from the northern Kattegat. This indicates that during this particular event, and probably in general, ventilation of bottom water in the Great Belt has signi?cant in?uence on oxygen conditions in the southern part of the region and for ventilation of bottom waters in the western Baltic Sea. In contrast, the central Kattegat is primarily ventilated by advection of bottom water from the Skagerrak. An age tracer representing the ventilation rate of bottom water with either Skagerrak water or surface water is shown to be inversely correlated to the observed oxygen distribution in the region.     

Acceptance of disincentives to driving and pro-environmental transport intentions: the role of value structure,environmental beliefs and norm activation

Transportation - In order to facilitate pro-environmental transport mode use it is important to promote acceptance for disincentives to driving and intentions to use public transport. The present...