基于B-L曲线的河-海划界研究

入海河口是河流向海洋过渡的区域,作为海岸带的一部分,具有独特性与复杂性,基于岸线形态的海岸地貌学指标与众多河口参数具有密切的联系与影响,而以地形节点作为河-海划界方案具备可行性与可操作性。在河流中心线上某点处,定义河流宽度(B)和沿河流中心线到口门处距离(L)的B=f(L)函数来实现河-海划界的定量划分,并对不同类型河口使用该函数曲线寻找地形节点进行河-海划界。结果表明:沙坝或堵塞型河口其地形节点处的河流展宽速率在-0.5~0之间;河道状河口及河网状三角洲其地形节点处的河流展宽速率在0.5~1.2之间;河口湾型河口的地形节点处的河流展宽速率在0.6~1.5之间;喇叭形三角洲河口其地形节点处的河流展宽速率在1.3~4.5之间;鸟足状三角洲和扇形三角洲的入海河口段的河流展宽速率在0~0.2之间,建议以口门处作为地形节点。应用此方法对我国大陆入海河流进行河-海划界,并进行中国大陆河口岸线长度量算,取得良好效果。     

The development of ship registration policy in China: Response to flags of convenience

In order to expand registered fleet tonnage and strengthen ship management, China began to introduce a special tax-free ship registration (STFSR) policy in July 2007. However, more than eight years following its implementation, the policy ended in complete failure at the end of 2015. This paper comprehensively evaluates the main content and implementation process of the Chinese STFSR policy, analyzes the effects of the policy, and summarizes the concrete reasons for the policy's failure and lessons to be learnt. A new governance framework is being designed and future directions are being developed to explore how the government can implement a successful ship registry policy. This research is intended to provide new ideas and information to the Chinese shipping industry's policymakers and stakeholders in order to handle the “flagging out” problem, thereby mitigating the current adverse situation of ship flagging overseas while strengthening the management of ship operation.     

长江航运气象预报预警服务系统设计与应用

为面向长江航运开展可视化气象保障服务,本文设计了天气通航等级来表征天气对航运的影响,给出了应用沿江气象实况监测、网格预报、服务预警信息,计算航运调度管理和船舶行程规划两种服务场景下天气通航等级的具体算法和应用天气通航等级开展智能航运气象服务的方法,介绍了基于天气通航等级的长江航运气象预报预警服务系统的总体设计、主要产品、系统功能和主要特点,并结合航运气象服务发展,探讨了系统未来的改进方向。     

大力开发整治射阳河之浅见

分析苏北里下河地区排水入海的最大干河－－射阳河在本流域中的地位和作用，目前河道淤积，工程老化和水污染严重等现状，以及射阳河蕴藏着的河海联运，水源充足，自然和人文景观众多潜在优势；阐述了整治和综合开发利用射阳河的重要性和迫切性；提出了整治和开发利用的３条总体原则，大体思路及保证顺利实施的关键措施。     

青岛国际航运中心构想

当今世界海洋运输特别是集装箱运输迅猛发展，急需海港同步发展。青岛具有优良港口资源和地理区位优势及广阔丰富的经济腹地，可持续发展为国际航运中心。     

CO2 abatement goals for international shipping

The Paris Agreement, which entered into force in 2016, sets the ambitious climate change mitigation goal of limiting the global temperature increase to below 2°C and ideally 1.5°C. This puts a severe constraint on the remaining global GHG emissions budget. While international shipping is also a contributor to anthropogenic GHG emissions, and CO₂ in particular, it is not included in the Paris Agreement. This article discusses how a share of a global CO₂ budget over the twenty-first century could be apportioned to international shipping, and, using a range of future trade scenarios, explores the requisite cuts to the CO₂ intensity of shipping. The results demonstrate that, under a wide range of assumptions, existing short-term levers of efficiency must be urgently exploited to achieve mitigation commensurate with that required from the rest of the economy, with virtually full decarbonization of international shipping required as early as before mid-century.

Key policy insights

• Regulatory action is key to ensuring the international shipping sector’s long-term sustainability.

• For the shipping industry to deliver mitigation in line with the Paris Agreement, virtually full decarbonization needs to be achieved.

• In the near term, immediate and rapid exploitation of available mitigation measures is of critical importance.

• Any delay in the transition will increase the risk of stranded assets, or diminish the chances of meeting the Paris Agreement's temperature commitments.

     

Across the pond: container shipping on the North Atlantic in the era of globalisation

This paper describes the development of containerisation in one of the most important theatres of maritime trade, the North Atlantic. As the original hearth of containerisation, it has been an area of experimentation and evolution for a technology that has burst around the world. Although over the last decade the Atlantic has been superceded by the Pacific Ocean as the major market focus for containers, it still is an important market arena. The emergence of global shipping networks is tending to favour the Atlantic once again. The paper provides an analysis of these recent developments. This revised version was published online in July 2006 with corrections to the Cover Date.     

河口河槽季节性冲淤变化及其对河流来水来沙响应的统计分析——以长江口南槽为例

利用长江口南槽1989年12个月的实测地形图和大通站相应的水沙资料,采用GIS技术和数理统计技术分析了南槽的地形变化与河流来水来沙的关系。结果表明:南槽水深与大通站各月平均流量、输沙率和含沙量之间有明显的相关性,说明河口冲淤对流域水沙变化有敏感响应;河槽的响应具有1~1.5月的滞后性。     

The diminishing age gap between polar cruisers and their ships: A new reason to codify the IMO Guidelines for ships operating in polar waters and make them mandatory?

Ice, harsh weather, severe cold, and remoteness increase the risks of navigating the Arctic. Robust ships and shipboard systems to support routine operations and effectively respond to accidents and emergency situations are necessary. In spite of these challenges, the cruise ship industry is reportedly preparing to expand its passenger capacity, destinations, and operating season in the Arctic. An examination of the Arctic cruise ship fleet shows that the most capable ships are approaching the end of their service lives and may be replaced during the next decade. A window of opportunity is open for the international community to act on concerns about the safety of cruise ships in Polar Regions by codifying and making mandatory the International Maritime Organization's Guidelines for ships operating in Polar waters. A mandatory code would provide regulatory guidance to ship-builders at a critical point in the process of procuring new Arctic cruise ships and ensure that suitably constructed and outfitted ships would serve Arctic cruisers.     

海运连通性与中国国际贸易增长——基于联合国LSBCI数据的分析

基于联合国班轮航运双边连通性指数(LSBCI)数据,刻画了2006—2020年中国海运连通性的特征,采用拟泊松极大似然估计(PPML)考察了海运连通性对中国国际贸易的影响及作用机制。结果表明:2006—2019年中国海运连通性水平稳步提升,2020年出现骤降,整体存在明显的空间差异性特点。海运连通性具有显著贸易增长效应,在替换因变量和考虑滞后影响等稳健性检验后仍成立。海运连通性通过降低双边贸易成本和增强双边市场引力两个渠道来实现中国国际贸易增长。海运连通性的贸易增长效应在“一带一路”沿线内外、不同时段和不同收入水平等方面具有显著的异质性特征。