中国海事航海图书的历史与发展

航海图书是航海使用的各种数据和资料出版物的统称,是船舶安全航行的基本保证.中华人民共和国海事局作为官方航海图书资料出版发行机构,代表国家参与《1974年国际海上人命安全公约》(International Convention for the Safe-ty of Life at Sea 1974,SOLAS 1974)...     

AIS船舶污染风险定量评估模型

针对目前海上船舶污染风险评估模型的不足,本文提出一种基于船舶自动识别系统(AIS)的海上船舶污染风险定量评估数学模型。该模型的特点是对特定海域船舶污染历史事故进行统计分析,通过AIS中的信息对船舶事故频率进行建模及数值计算;并且模型考虑到事故海域资源类型,船舶种类、大小、风险程度以及污染事故等级等因素,使污染风险评估更科学化和定量化。     

利用ArcGIS转换HPD源数据库中航海物标空间数据

我国海事测绘部门自2008年开始引进CARIS HPD海道产品数据库系统,其空间数据共享转换方法一直是无法解决的难题。本文从CARIS HPD物标源数据库和Shapefile文件数据存储结构入手,详细阐述了CARIS HPD航海物标源数据空间信息获取方法和ArcGIS Shapefile文件生成方式,并提出将物标空间数据从HPD源数据库转换至Shapefile文件的解决方案。     

海上导航信息远程传输监控技术研究与应用

将北斗通信技术、船舶自动识别系统技术、航标遥测遥控技术以及GPS差分技术进行有效结合,研制了海上导航信息远程传输监控系统,对我国中、远海海域装有AIS设备的船舶进行跟踪与监控、可疑船舶的辨认、船舶的岸基调度、航标遥测遥控、GPS差分信息远程播发等。相比单一技术的应用,海上导航信息远程传输监控系统不受天气条件限制,无需人员定期出海维护,具有设备集成度高、导航差错率低、功能全面、成本效益好等特点。     

中国海南省三沙市行政建制特点与海洋资源开发

行政区是地方政权存在的地域,中国在海南省成立的三沙市,是中国陆地面积最小、海域面积最大、人口在市一级行政机构中最少的地级市。三沙市成立最重要的目的是为了维护国家海洋权益、保护南海岛礁、开发南海丰富的海洋渔业资源、深海石油和天然气资源、海洋旅游资源以及水下文物资源等。在阐述三沙市的历史沿革、区位、政区规模以及政区形态特征等基础上,分析了三沙市的渔业资源、油气资源和旅游资源等,以图、表的形式反映了中国提出的油气招标区块的数量、面积和深度。最后提出三沙市应以旅游、水产、油气、水下文物等为重点发展的海洋产业,开发过程中必须重视海洋生态建设和环境保护,使资源开发达到持续、绿色发展的要求。     

关于中国古代"海上丝绸之路"最早始发港研究述评

通过广东近年有关中国古代海上丝绸之路始发港的研究,得出比较一致的意见是:①番禺(广州)虽是岭南有名的大都会,但并非最早始发港;②中国西汉对外海上贸易和交通中心在北部湾,故其沿海地区的合浦、徐闻和日南(今越南境内)成为海丝路的最早始发港;至吴晋以后海上贸易中心始转移到番禺;③合浦与徐闻同为始发港,但合浦的自然条件更为优越,其地位比徐闻更为重要,汉时也比徐闻繁荣.     

海权的国际法释义——以《联合国海洋法公约》的相关规定为中心

海权是国家主权的自然延伸,是一种具有权利义务内容的法权;海权是国家在海洋中享有的基本权利,是一种安全权和自卫权;海权还是主权国家的发展权。随着国际海洋新秩序的确立,国际社会应该重新认识和定位海权。我国政府应维护我国的海权,推动我国海洋事业的发展。     

INTERDECADAL CHANGE OF DIABATIC FORCING OVER KEY REGION OF THE MARITIME CONTINENT AND ITS POSSIBLE RELATIONS WITH THE EAST ASIAN SUMMER MONSOON ANOMALIES

The Maritime Continent(MC) is an important region where the Tropical Pacific and the Indian Ocean interact with each other via "the atmospheric bridge" and a key region for the interaction between the Asian and Australian monsoons. Using the NCEP/NCAR and CMAP monthly mean reanalysis over the period of 1979-2012, the interdecadal variations of diabatic forcing over the key region of the Maritime Continent and its possible relations with the East Asian summer monsoon have been investigated in the present paper. Our results show that climate variations in the Maritime Continent is particularly significant in the area of 95-145°E, 10°S-10°N, which is thus defined as the key area of the MC(i.e., KMC area). Without the input of latent heat release in the atmosphere, distinct interdecadal change of diabatic heating is found to exist from 1979 to 2012; it intensified before 1980 s and peaked in the late 1980 s and weakened after this period. By analyzing each individual component that contributes to the diabatic heating in the KMC area, surface latent heat flux and net long-wave radiation in the atmosphere are found to be the two dominant components. With negative diabatic heating anomalies over KMC, there will be more precipitation on islands and less precipitation over sea, and more rainfall around the equator, which is in correspondence with the convergence center around the equator in the KMC area. Along the meridional-vertical section averaged between 115-120 ° E, the well-defined vertical circulation anomalies are observed with the ascending branches over KMC and the area around 30°N respectively, and the descending branch over the South China Sea. Water vapor transports from the Bay of Bengal and South China Sea to eastern China to benefit the positive precipitation anomalies. The meridional-vertical circulation in East Asia plays a critical role in linking the interdecadal variability of diabatic heating over the KMC and East Asian summer monsoon anomalies.     

全球高端航运服务业的时空演化及影响因素分析

发展高端航运服务业是港口城市产业转型的重要着力点。基于劳合社海事企业名录,利用连锁网络、回归模型等,研究1982—2018年全球高端航运服务业节点城市和城际联系的空间演变及影响因素。结果表明:(1)全球高端航运服务业骨架由"T"字型向"大三角形"转变,网络重心不断东移,欧洲、地中海和亚太地区构成的东西向市场是其发展主线。(2)节点城市的网络地位提升与该城市和前序城市建立的联系强度有密切关系,与覆盖的市场范围联系不大。(3)高端航运服务业的区位选择主要受资本、技术和市场的共同影响,其布局临近客户和市场,倾向于知识密集型的产业集聚。(4)集装箱吞吐量和地区宏观经济对高端航运服务业布局的显著性增强,人口数量、港口和行政中心的显著性消失。     

Geodetic Datum of Indonesian Maritime Boundaries: Status and Problems

Indonesia has maritime boundaries with 10 countries namely: Australia, Timor Leste, Papua New Guinea (PNG), Palau, Philippines, Vietnam, Thailand, Malaysia, Singapore, and India. Many treaties have been ratified concerning these boundaries. Unfortunately, many coordinates of boundary points mentioned in the treaties are not clear in relation to their geodetic datum. The uncertainty in geodetic datum of boundary points introduces complications and problems in spatial management of Indonesia's maritime boundaries, since it can displace the boundary lines from their assumed true location. This study investigates the possible original geodetic datums for the maritime boundaries between Indonesia and neighboring countries, in the case they are not explicitly stated in the treaties. The displacements of boundaries in WGS84 datum are generally in the order of a few hundred meters, i.e., about 200 to 400 m, depending on the assumed original geodetic datum being considered. These boundary displacements are spatially advantageous for Indonesia in some cases and also disadvantageous in others. The study will sum up with some conclusions and recommendations.