King Canute muses in the South Seas: Why aren’t Pacific Islands transitioning to low carbon sea transport futures?

Transition to low carbon sea transport is a logical response to the extreme dependency of the Pacific Islands region on imported fossil fuel, its significant vulnerability to the effects of climate change and the critical shipping needs of Pacific Island countries (PICs). Building on previous work in low carbon sea transport in the Pacific, this paper further considers the barriers to achieving such transition by assessing, through a ‘post-Paris Agreement’ lens, the Intended Nationally Determined Contributions (INDCs) submitted by PICs and contrasting these to the near total lack of investment and planning for low carbon transition in the transport sector with the parallel occurrence in the electricity sector where ~USD 2 billion of donor investment is deployed or queued despite electricity using only ~20% of fossil fuel across the region. Consistent with recent international studies, inadequate and inappropriate financing and policy have been identified as dominant transition barriers for low carbon sea transport development in PICs. This paper further examines the regional level barriers to policy development, and finds them inhibited by the silo nature of the major regional actors. The implications that the Paris Agreement has for climate financing to support the essential research and capacity development needed to underpin a successful low carbon sea transport transition strategy at any useful scale and speed are also considered in this paper.     

A review of sustainable sea-transport for Oceania: Providing context for renewable energy shipping for the Pacific

This paper summarises research and options for sustainable sea transport in Oceania with a focus on domestic shipping. This debate is situated initially within the context of the current Pacific domestic shipping scenario, a region of minute economies connected by some of the longest sea transport routes in the world. All current options are fossil fuel powered and increasingly uneconomic and unsustainable. Many routes are marginal or unviable and a vicious cycle of old ships replaced with old ships prevails. Although a central and essential issue of many Pacific communities, the option of pursuing sustainable sea transport is currently invisible within the policy space at all levels. Various renewable energy options are possible and increasingly available. Recent research finds that these have strong potential for providing benefits across multiple wellbeings. The barriers to pursing this agenda are complex and poorly understood but are perceptual and institutional more than technological. A small number of critical experiments during the last oil crisis provide critical lessons and direction.     

海域使用动态综合评价理论与技术方法探讨

作为国家海域动态监视监测管理系统建设与业务化运行的最终目标,海域使用动态综合评价对提高海域管理水平,促进政府科学决策起到至关重要的作用。而长期以来,对海域使用的综合评价缺乏统一规范的标准,导致海域使用评价存在较大差异,不能客观反映实际情况。通过探讨海域使用动态综合评价的内容与方法技术,规范海域使用综合评价工作,为提高海洋开发、控制、综合管理能力,服务海域管理决策提供参考,进而为我国海洋经济协调持续发展发挥作用。     

Turning the Tide: the need for sustainable sea transport in the Pacific

This paper reports on progress in developing a regional research and education strategy for Pacific Island countries and communities wishing to transition to a low carbon sea transport future. Sea transport is an absolute necessity for most such communities. All current services are fossil fuel based and are becoming increasingly unaffordable and unsustainable. The countries in the Pacific region are the most dependent on imported fossil fuels in the world, importing more than 95% of needs. Such dependency is having a crippling effect on national budgets and major impacts on key productive sectors. The region's transport issues are unique; small and vulnerable economies scattered at the ends of some of the longest transportation routes in the world and arguably the most challenging to maintain per capita and per sea mile. Alternatives to current fossil fuel powered sea transport have been almost totally ignored in recent regional and national debates and the issue has been largely invisible within the policy and donor strategy space at all levels despite concerted efforts over more than two decades to transition Pacific countries' electricity sector fossil fuel use. The University of the South Pacific has been collaborating with a network of stakeholders and knowledge partners since 2012 to advance this agenda, building off previous doctoral research and the resultant Sustainable Sea Transport Talanoa 2012. Prasad et al. (2013) set out the basis for a catalytic research program following from the consensually agreed outputs of SSTT 2012 and this paper records the progress made since.     

从河口发育过程探讨河海界线

当河口三角洲逐渐向海洋伸展时,必定会对河口附近的海洋进行改造,从而改变口外海滨某些海洋要素,据此可作为河海界线的判断标准,即在常态状况下,某些要素的改变,是否已经改变了口外海滨本来的属性,如果已经改变,应界定为河流,如仍以海洋属性(包括动力、海水理化性质、沉积、地形等)为主,则仍界定为海洋.河口是河流和海洋相互连接的枢纽地带,在这里主要动力有径流(河流属性)、潮汐、海流和波浪(海洋属性)等.在它们的作用下,通过泥沙运移,塑造各种地貌形态,反过来,地貌形态又改变了水动力的属性.从河口地貌学的角度,河口可以分为3部分,即近口段、河口段和口外海滨段.近口段是在原来的口外海滨或河口段,经历三角洲外伸,沙洲并岸,河槽束狭,河槽成型、加深等阶段,逐渐形成的.从近口段的演化过程看出,该段属于河流.口外海滨段虽然受到河流影响,但是其仍然表现为海洋属性,因此,属于海洋无可置疑.河口段介于近口段和口外海滨段之间,该区段受径流和潮流的共同作用而造成自然要素的不连续,这种不连续表现在河口形态,底床形态,潮汐特征,水团(盐度、絮凝体)、浊度及沉积物特性等方面.河口形态的变化比较直观.潮波从外海传入河口口门后,因受到地形的影响而改变,包括潮汐性质、潮差,甚至变形破碎形成涌潮.所以在河海界线上,潮波变形造成的最大潮差、最大流速、乃至潮波破碎形成涌潮的位置具有一定意义.河口段存在最大浊度带,其内界与最大絮凝体位置相当.根据我国现行定义的海陆界线为平均大潮高潮位线,从平面上看河海界线时,沉积相是一个重要指标,即只有出现三角洲平原相时,才说明河口对海洋改造已基本完成.     

南海深水井喷溢油输移扩散的数值模拟研究

文章以假设发生在南海北部深水油气勘探开发海域的1 279 m深水井喷溢油事故为例,采用深海溢油输移扩散模型,以2020年冬季(1月)和夏季(7月)三维流场和海面风场为主要环境动力,数值模拟研究未实施和实施海底消油剂处理情景下的溢油在海洋环境中的输移扩散全过程。模拟结果显示：不同深度的海流对溢油输移轨迹有着显著的影响;深水环境中,流速较小,井喷形成的浮射流能够向上输移较长距离;随着水深变浅,流速增强,流向多变,水中不同粒径的油滴以摇摆或螺旋轨迹向上浮升;在表层海流和冬季或夏季盛行风的共同作用下,海面油膜主要往下风向方向漂移扩散;实施海底消油剂处理措施后,水中油滴扩散范围较未处理时的更大,其中微小粒径油滴将在深水环境中长时间悬浮输移。结果可为今后南海深海溢油输移扩散规律的深入研究提供参考。     

Assessing the contribution of recreational sea angling to the English economy

Sea angling has been shown to be a high value activity with significant expenditure by individuals on their sport. Deriving estimates of the economic contribution of recreational sea angling is important in a number of related policy contexts, from tourism management and economic development policy, to the sustainable management of inshore fish stocks. This paper reveals some of the challenges in understanding the economic effects associated with recreational sea angling, and provides estimates of the economic value of recreational sea angling in England. The results were derived from research undertaken in England in 2011-13, which was conducted as part a wide ranging government-funded study, Sea Angling 2012, that estimated sea angler catches, spending and activity. Recreational sea angling made a significant contribution to the economy, supporting just over £2 billion of total spending, and 23,600 jobs in England in 2012-13. The implications of these results are discussed in the context of the management of recreational sea angling in England.     

Spatial management measures for disease mitigation as practiced in Scottish aquaculture

Aquaculture is an increasingly important economic activity in coastal waters. The fluid environment means spatial management is an important tool for protecting fish health. Scottish aquaculture (largely Atlantic salmon) uses a range of different types of area to group farms for different management or reporting purposes related to fish health. Farm Management Areas are defined by local knowledge and used by industry for co-operation among groups of farms, including in the management of sea lice. Disease Management Areas, defined using a simple but robust model, are used by the Scottish Government for control of notifiable diseases. Particle dispersal models are used to assess areas affected by treatment residue around farms, and to manage maximum allowable area biomass for environmental protection. Sophisticated models of sea lice transport have been developed to help inform management of this key parasite. Large regional areas are used for a variety of purposes, such as a policy presumption against new farms covering the entire east and north coasts of Scotland, and five reporting areas for official production statistics. Scottish aquatic environments are shared by many interest groups and spatial management is proving essential for sustainable development by aquaculture and other users.     

Strengths and weaknesses of short sea shipping

The past, present and expected future growth rates of freight transport have led the European Union to promote a common transport policy supporting the shift of goods from road to sea, thereby making use of the latter's underused available capacity. Therefore, the provision of a door-to-door transport service, where a sea-leg is introduced, requires both the complementarity of the other modes of transport and the implementation of the concept of mode interoperability. The latter provides for the smooth transfer of goods since wastes, which are represented in terms of friction costs, are eliminated or reduced to a minimum. However, to implement that shift it is necessary to appreciate the strengths and weaknesses of short sea shipping (SSS), so that the right strategies are identified, though a list of possible measures to utilise this mode has already been identified. A new approach to SSS is also introduced to clarify some concepts attached to it.     

上海近海一次低压控制下春季海雾空间差异分析

根据海上浮标实测数据和再分析数据,发现2016年4月20-23日长江口航道附近南北海雾存在的显著空间差异主要受到水汽以及风场的影响。分析表明:(1)本次海雾过程高空受低压槽控制近地面处低压过境,切变线东移导致低空风向的迅速转变,此后受到暖锋影响,导致短时小雨过程的发生;(2)此次海雾过程受风场的影响较大,盛行南风时水汽充足,湿度较大,容易产生海雾,受西北风主导时,则容易出现海雾消散的情况;(3)长江口外北部站点和南部站点存在显著空间差异性,北部站点能见度明显好于南部站点,并且在此次海雾过程中北部站点先于南部站点出现一次能见度好转的情况,这是由于低压过境导致风向骤变,北部未获得充分的水汽供给所致。此次低压槽天气过程在长江口南北产生区域差异显著的海雾,对这种典型风向骤变过程分析有助于为航运密集的长江口海雾预报提供参考。     

沿海滩涂围垦开发中渔民失海问题的研究

滩涂围垦在缓解人地矛盾、促进社会经济发展的同时,也使当地渔民面临失海问题。根据江苏沿海滩涂围垦现状的最新统计结果,结合江苏"908专项"调查成果,分析滩涂围垦基本情况及盐城滩涂围垦开发利用现状;通过实地调研,总结滩涂围垦开发对渔民的影响。最后针对渔民用海补偿、民生就业、社会保障三大问题,提出相应建议对策:提高用海补偿标准,建立经济补偿制度,提取自留地;提供技能培训,拓宽就业渠道;建立失海渔民最低生活保障政策,构建渔民社会养老保险制度,提高渔民医疗保险政策,完善渔民就业保障政策。     

南极海冰边缘区密集度的年际变化与西风的Ekman输运

为了揭示南极海冰年际变化的机制,利用南极海冰边缘区密集度和海面风资料,选择南极海冰边缘区海冰密集度年际变化较大的5个海区进行统计分析.研究表明：南半球冬季在这5个海区海冰密集度年际变化与南侧西风的年际变化有较密切的关系,南半球冬季南极海冰边缘区南侧西风形成向北的Ekman输运对海冰边缘区的海冰密集度有重要的影响,这种影响在南太平洋和南大西洋比在南印度洋东部更明显.     

Seasonal variability of the barotropic and baroclinic motion in the Tsushima-Korea Strait

The aim of this study is to elucidate the seasonal variation in the volume transport through the Tsushima-Korea Strait using the sea level difference across the Strait. The sea level difference associated with the baroclinic motion is estimated from the geostrophic current profile, which is calculated as its vertical integrated transport is zero, using the CTD data from 1988 to 1990. The sea level difference associated with the barotropic motion is estimated by subtracting the sea level difference associated with the baroclinic motion from the observed one. The range (maximum-minimum) of the seasonal variation in the volume transport is evaluated about 0.7 Sv on the average, using the sea level difference associated with the barotropic motion. It is one third of the seasonal variation in the volume transport which is estimated from observed sea level difference on the assumption that no baroclinic component exists. Such analyses also indicate that the volume transport was at a maximum in early winter and at a minimum in early spring from 1988 to 1990. The negative correlation is also found between the volume transport through the eastern channel and that through the western channel. Moreover, it is noticed that the seasonal variation in the surface current velocity in the Strait largely contains baroclinic motions which are locally caused in the Tsushima-Korea Strait.     

我国深远海智慧养殖工厂体系化建设的关键问题探讨

深远海智慧养殖工厂是全新生产模式,同时是推进渔业转型升级、拓展蓝色经济发展空间、保障国家粮食安全的重要途径。文章基于深远海智慧养殖理论研究与实践发展脉络,辨析深远海智慧养殖工厂的概念、典型模式以及发展优势,并从种苗体系化、装备体系化、产业体系化、政策体系化4个方面分析我国深远海智慧养殖工厂体系化建设的关键问题。研究成果试图回答怎样构建深远海智慧养殖工厂支撑体系的问题,从而加快推动深远海养殖范式的转变。     

黄海夏季海雾的边界层结构特征及其与春季海雾的对比

利用海上浮标站、高分辨率数字式探空仪等多种观测手段和三维中尺度模式,对2008年7月7~11日1次夏季黄海海雾过程的边界层结构特征进行了观测分析与数值模拟,并将结果与春季的黄海海雾个例进行对比。结果表明:(1)夏季海洋大气边界层(MABL)中无强逆温层,静力稳定度较春季下降,有利于湍流的发展。加之水汽量较大,容易形成比较厚的雾(500 m);春季低空有明显逆温层,水汽供应量较少,但强稳定的层结可以使水汽局限于比较低的空中,形成比较薄的雾层(200 m)。(2)在夏季风控制下,青岛近海海洋大气边界层(MABL)中高、低层气块均来自海洋上空,温湿属性差异不大,使得温度垂直差异较小;春季MABL中高、低层气块分别来自陆地和海洋,来自陆地的暖、干气流和海洋的冷却效应导致强逆温层和雾区上方干层的出现。(3)夏季海雾的含水量大,水汽在凝结成雾的过程中放出更多的凝结潜热,雾中的海表面气温(SAT)明显高于海表面水温(SST);春季雾顶强烈的长波辐射冷却和湍流混合使雾中气温明显下降,雾中SAT与SST更加接近,甚至出现SAT小于SST。以上结果有助于对海雾形成机制的认识。     

南海东北部峡谷体系的地貌特征与发育控制因素

海底峡谷在全球陆缘广泛分布,是浅海沉积物向深海运移的主要通道,对于理解深海浊流触发机制、深海沉积物的搬运模式、深海扇的发育历史和深海油气资源勘探等均具有重要意义。本文基于高分辨率高精度的多波束测深数据,首次对南海东北部海底峡谷体系进行了研究,精细刻画了高屏海底峡谷、澎湖海底峡谷、台湾浅滩南海底峡谷和东沙海底峡谷等4条大型海底峡谷的地貌特征并分析其发育控制因素。海底坡度、构造运动、海山与海丘是影响南海东北部峡谷群走向与特征的重要因素,其中,海底坡度对于峡谷上游多分支与"V"字特征有显著的控制作用;构造运动是控制高屏海底峡谷走向的因素,澎湖海底峡谷的走向则与菲律宾海板块与欧亚板块碰撞有关,东沙海底峡谷的走向则与东沙运动相关,台湾浅滩南海底峡谷上段受NW向断裂构造的控制;海山的阻挡作用造成峡谷局部走向和特征改变。海底峡谷群输送大量陆源沉积物到深海盆并形成大面积的沉积物波,海山和沉积物波的发育导致东沙海底峡谷下段"回春"和转向。     

“冰上丝绸之路”航线开发利用系统建设研究

北冰洋冰层融化导致的航线变化将对我国航运及国际海运贸易产生重大影响。我国积极回应俄罗斯“冰上丝绸之路”共建邀约,旨在将北极开发合作与“一带一路”倡议连接,其建设重点是对“冰上丝绸之路”海上运输通道的开发利用。为推进我国对冰上丝绸之路航线的开发利用进程,构建了“冰上丝绸之路”航线开发利用系统,包括以航运为中心的应用子系统、以战略管理为中心的开发子系统、以专家为中心的咨询子系统和以协调为中心的发展子系统。在构建各子系统框架的基础上,提出了“冰上丝绸之路”航线开发利用系统的结构、功能以及关键技术。     

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。     

Variability of Sea Surface Circulation in the Japan Sea

Composite sea surface dynamic heights (CSSDH) are calculated from both sea surface dynamic heights that are derived from altimetric data of ERS-2 and mean sea surface that is calculated by a numerical model. The CSSDH are consistent with sea surface temperature obtained by satellite and observed water temperature. Assuming the geostrophic balance, sea surface current velocities are calculated. It is found that temporal and spatial variations of sea surface circulation are considerably strong. In order to examine the characteristics of temporal and spatial variation of current pattern, EOF analysis is carried out with use of the CSSDH for 3.5 years. The spatial and temporal variations of mode 1 indicate the strength or weakness of sea surface circulation over the entire Japan Sea associated with seasonal variation of volume transport through the Tsushima Strait. The spatial and temporal variations of mode 2 mostly indicate the temporal variation of the second branch of the Tsushima Warm Current and the East Korean Warm Current. It is suggested that this variation is possibly associated with the seasonal variation of volume transport through the west channel of the Tsushima Strait. Variations of mode 3 indicate the interannual variability in the Yamato Basin.     

近海海面上水汽向上输送的季节性差异

本文分析了雷达观测结果，发现近海海面上的水汽向上输送随季节而变化，由于季节的变化和不同的天气情况，海表面大气现象在雷达中有不同的显示，根据这些显示得到了不同的信息，由此而得出春秋两季海表面水汽向上输送量的不同。