上海海洋邮轮旅游的发展策略研究

海洋邮轮旅游产业在现代旅游业的发展中有极大的潜力。近些年来,邮轮旅游产业被誉为"漂浮在黄金水道上的黄金产业"。随着中国经济的发展,我国邮轮旅游业迅速兴起,使多级邮轮市场开始向中国倾斜,成为带动中国经济发展的新动力。文章首先对比了邮轮旅游业国内外的研究现状和理论分析方法,并介绍了上海海洋邮轮旅游业目前的发展现状;其次用"SWOT"分析法的角度讨论了上海邮轮旅游业面临的机会和威胁;最后针对上海海洋邮轮旅游产业,分别从改善环境、扩大宣传、丰富航线和完善港口设施等方面提出了邮轮旅游业的长期发展方向。     

Chemical contamination of a coral reef by the grounding of a cruise ship in Bermuda

Bulk metal analyses of surficial sediments collected around the Norwegian Crown cruise ship grounding site in Bermuda indicated significant but localized contamination of reef sediments by copper and zinc, caused by the stripping of the tri-butyltin (TBT)-free antifouling (AF) paint (Intersmooth 460) from the underside of the hull. Highest copper and zinc values were found in heavily compacted and red-pigmented sediments inside the impact scar and were comparable to levels found close to slip ways of local boat yards where AF paints from hull stripping and cleaning processes are washed into the sea. The re-distribution of AF contaminated sediments by storms and deposition on nearby reefs constitutes a significant ecological risk that could delay recovery processes and reduce the effectiveness of remediation efforts. Whilst the ecotoxicological effects of AF paint particles interspersed with sediment is unknown, and in need of further study, it is argued that the significance of AF paint contamination of grounding sites has been overlooked.     

全球邮轮船型参数发展趋势研究

近年来,随着世界邮轮旅游发展的强劲势头及亚太新兴市场的崛起,中国邮轮旅游市场也在蓬勃发展。通过对全球知名邮轮官网与Berlitz中收录的2019年全球在营293艘邮轮关键参数进行统计,对邮轮船型进行参数拟合研究,得到全球邮轮船型发展的特点与趋势。结合2019年在华市场运营邮轮与我国邮轮港口接待条件分析,发现目前中国中高端邮轮市场有待填补,“小而精”邮轮或将成为一个重要方向,成为潜在有利市场。     

Relative risk assessment of cruise ships biosolids disposal alternatives

A relative risk assessment of biosolids disposal alternatives for cruise ships is presented in this paper. The area of study encompasses islands and marine waters of the Caribbean Sea. The objective was to evaluate relative human health and ecological risks of (a) dewatering/incineration, (b) landing the solids for disposal, considering that in some countries land-disposed solids might be discharged in the near-shore environment untreated, and (c) deep ocean disposal. Input to the Bayesian assessment consisted of professional judgment based on available literature and modeling information, data on constituent concentrations in cruise ship biosolids, and simulations of constituent concentrations in Caribbean waters assuming ocean disposal. Results indicate that human health and ecological risks associated with land disposal and shallow ocean disposal are higher than those of the deep ocean disposal and incineration. For incineration, predicted ecological impacts were lower relative to deep ocean disposal before considering potential impacts of carbon emissions.     

Late Pleistocene and Holocene cool‐water carbonates of the Western Mediterranean Sea

Post‐glacial, neritic cool‐water carbonates of the Western Mediterranean Sea were examined by means of hydroacoustic data, sediment surface sampling and vibrocoring to unravel geometries and to reconstruct sedimentary evolution in response to the last sea‐level rise. The analysed areas, located on the Alboran Ridge, in the Bay of Oran, and at the southern shelf of the island of Mallorca, are microtidal and bathed by oligotrophic to weakly mesotrophic waters. Seasonal water temperature varies between 13 °C and 27 °C. Echosounder profiles show that the Bay of Oran and the southern shelf of Mallorca are distally steepened ramps, while the Alboran Ridge forms a steep‐flanked rugged plateau around the Alboran Island. In the three areas, an up to 10 m thick post‐glacial sediment cover overlies an unconformity. In Oran and Mallorca, stacked lowstand wedges occur in water depths of 120 to 130 m. On the Alboran Ridge and in the Bay of Oran, highstand wedges occur at 35 to 40 m. Up to 5 m long cores of upper Pleistocene to Holocene successions were recovered in water depths between 40 and 81 m. Deposits contain more than 80% carbonate, with mixed carbonate‐volcaniclastics in the lower part of some cores in Alboran. The carbonates consist of up to 53% of aragonite and up to 83% of high magnesium calcite. Radiocarbon dating of bivalve shells, coralline algae and serpulid tubes indicates that deposits are as old as 12 400 cal yr bp . The carbonate factories in the three areas are dominated mostly by red algae, but some intervals in the cores are richer in bivalves. A facies rich in the gastropod Turritella, reflecting elevated surface productivity, is restricted to the Mallorca Shelf. Rhodoliths occur at the sediment surface in most areas at water depths shallower than 70 m; they form a 10 to 20 cm thick veneer overlying rhodolith‐poor bioclastic sediments which, nonetheless, contain abundant red algal debris. This rhodolith layer has been developing for the past 800 to 1000 years. Similar layers at different positions in the cores are interpreted as reflecting in situ growth of rhodoliths at times of reduced net sedimentation. Sedimentary successions in the cores record the post‐glacial sea‐level rise and the degree of sediment exposure to bottom currents. Deepening‐upward trends in the successions are either reflected by shallow to deep facies transitions or by a corresponding change of depth‐indicative red algae. There are only weak downcore variations of carbonate mineralogy, which indicate that no dissolution or high magnesium to low magnesium calcite neomorphism occurs in the shallow subsurface. These new data support the approach of using the Recent facies distribution for interpretation of past cool‐water, low‐energy, microtidal carbonate depositional systems. Hydroacoustic data show that previous Pleistocene transgressive and highstand inner ramp deposits and wedges were removed during sea‐level lowstands and accumulated downslope as stacked lowstand wedges; this suggests that, under conditions of high‐amplitude sea‐level fluctuations, the stratigraphic record of similar cool‐water carbonates may be biased.     

Geographic limits to global labor market flexibility: The human resources paradox of the cruise industry

The cruise industry enjoys arguably the most flexible and globalized of all labor markets. Yet, in an apparent paradox, cruise lines face a potential labor shortage, despite the fact that the bulk of their labor is sourced from the Global South where a large labor surplus would seemingly make recruitment a simple process. This paper examines this paradox in greater detail with a focus on the tension that exists between the industry’s demand for a flexible labor force, and the need for workers who maintain the skills required of a cruise ship job. It is argued that the contemporary geography of global labor recruitment is constrained by the particular political, economic and cultural circumstances of individual source countries that make certain cohorts less attractive or available as a workforce. In practice the need for skill and flexibility are not always reconcilable and cruise lines have found that there is a geographic limit to labor market flexibility. The article is based on interviews with various stakeholders involved in either working on cruise ships or in recruiting workers. Special emphasis is placed on Filipino cruise ship workers and labor recruiters as a means to discuss labor recruitment for the entire industry.     

Design of the roll stabilization controller, using fin stabilizers and pod propellers

Ships experience roll motion due to waves in a seaway. Therefore, fin stabilizers are installed to stabilize such roll motion. A fin stabilizer is effective at reducing the roll motion at moderate speeds but not at low speeds. Recently, pod propellers have been used with fin stabilizers for roll stabilization. In the paper, a MIMO (multi-input multi-output) optimal control system that has two control inputs such as fin stabilizers and pod propellers is designed. The LQR (linear quadratic regulator) control algorithm is applied to reduce the roll motion of cruise ships in regular waves. Also, the nominal plant and the frequency-weighted LQR are applied to reduce the roll motion in irregular waves. The roll motion of cruise ships is effectively reduced when the fin and pod propeller are used as the control actuators at low speeds. The optimal control gain is easily found when the frequency-weighted LQR is applied.     

A Comparison of Sea Surface Fluxes over Southern Indian Ocean Cruise Expedition Observation and NCEP Reanalysis

Surface layer atmospheric and ocean observations have been collected along the cruise track from a special scientific expedition to Antarctica. Bulk estimates of surface momentum flux, sensible heat flux and latent heat flux have been computed applying bulk algorithms from the data collected along cruise track during the time period January 27 to March 31, 2006, and compared the results with National Centre for Environmental Prediction (NCEP) reanalysis. Underestimation of surface momentum flux in roaring forties (40°S–50°S) area of Indian Ocean is seen from NCEP reanalysis. Systemic differences in sensible and latent heat fluxes between observed and NCEP reanalysis have been found. Along the cruise track, the average sensible (latent) heat flux was 9.45 Wm^?2 (67.46 Wm^?2) and 3.75 Wm^?2 (64.45 Wm^?2) from the direct measurement and NCEP reanalysis, respectively. The NCEP reanalysis is being widely used in numerical modeling studies, and the discrepancies shown in the NCEP reanalysis in present study will be of immense use to the modeling community of the Indian Ocean in general and Southern Indian Ocean in particular.     

基于飞行阶段的精细化航空二氧化碳排放因子研究

航空运输是交通领域CO₂排放增长最快速的部门。文中选择中国民航使用频率较高的超大型、大型、中型和小型飞机的典型机型,基于不同飞机在起飞、爬升、巡航、接近和滑行阶段引擎油耗速率、运行时间和油耗量的变化,计算航空飞机CO₂排放因子。同时结合各机型碳排放因子、额定载客量与客座率评估旅客搭乘不同飞机时的人均CO₂排放量（即单位客运周转量CO₂排放因子)。结果显示,超大型飞机、大型飞机、中型飞机和小型飞机在其航程区间内的平均CO₂排放因子分别为49.8、31.7、16.2和8.5 kg CO₂/km;满载条件下单位客运周转量CO₂排放因子均值分别为102.6、95.2、81.7和112.4 g CO₂/(人∙km)。起飞和爬升阶段引擎油耗速率约为巡航阶段油耗速率的2.6~3.4倍和2.0~2.8倍,飞机CO₂排放因子随飞行里程的提高而降低。航空运输是高碳客运方式,相同里程条件下,航空单位客运周转量CO₂排放因子显著高于高铁、道路机动车等其他客运方式。提升燃油效率、减少短途航运、合理安排航线以提高客座率并减少中途转机是降低航空碳排放量的有效途径。     

Using a macroalgal δ15N bioassay to detect cruise ship waste water effluent inputs

Green macroalgae bioassays were used to determine if the δ¹⁵N signature of cruise ship waste water effluent (CSWWE) could be detected in a small harbor. Opportunistic green macroalgae (Ulva spp.) were collected, cultured under nutrient depleted conditions and characterized with regard to N content and δ¹⁵N. Samples of algae were used in controlled incubations to evaluate the direction of isotope shift from exposure to CSWWE. Algae samples exposed to CSWWE exhibited an increase of 1-2.5‰ in δ¹⁵N values indicating that the CSWWE had an enriched isotope signature. In contrast, algae samples exposed to field conditions exhibited a significant decrease in the observed δ¹⁵N indicating that a light N source was used. Isotopically light, riverine nitrogen derived from N₂-fixing trees in the watershed may be a N source utilized by algae. These experiments indicate that the δ¹⁵N CSWWE signature was not detectable under the CSWWE loading conditions of this experiment.