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1
Comtois, Claude, and James Wang. "Géopolitique et transport." Études internationales 34, no. 2 (September 30, 2004): 213–27. http://dx.doi.org/10.7202/009172ar.
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Résumé L'étude démontre comment la géographie des transports dans le détroit de Taïwan influence les représentations spatiales de la région. Le contexte de l’étude offre un aperçu de l’évolution des discours politiques tant en Chine qu’à Taïwan. Une analyse des changements dans les réseaux maritimes extra-régionaux et intra-régionaux entre 1990 et 2000 permet de souligner la transformation des espaces maritimes et continentaux de la Chine et de Taïwan. L’interprétation de ces changements démontre l’emboîtement des partenariats entre les transporteurs chinois et taïwanais en termes de réglementations maritimes, participation aux alliances maritimes, sélection de ports d’appel et choix de routes. L’analyse démontre l’influence qu’exerce la géographie des transports sur la géographie politique.
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Lv, Yan. "Maritime Transport Services in ASEAN-China Free Trade Area-Liberalization and Challenges." Asian Journal of Social Science Studies 4, no. 3 (September 20, 2019): 1. http://dx.doi.org/10.20849/ajsss.v4i3.634.
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Maritime transport, as an international transportation, plays an imperative role in global trades. At present, the negotiation on maritime transport sector faces with difficulties. This brief article tries to indicate the challenges of maritime service trade liberalization in CHINA-ASEAN free trade area; to find out the ways to promote maritime trade liberalization.
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Pinochet, Javier, Jean-Charles Leclerc, Antonio Brante, Claire Daguin-Thiébaut, Christian Díaz, Florence Tellier, and Frédérique Viard. "Presence of the tunicate Asterocarpa humilis on ship hulls and aquaculture facilities in the coast of the Biobío Region, south central Chile." PeerJ 5 (August 14, 2017): e3672. http://dx.doi.org/10.7717/peerj.3672.
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Non-native ascidians are important members of the fouling community associated with artificial substrata and man-made structures. Being efficient fouling species, they are easily spread by human-mediated transports (e.g., with aquaculture trade and maritime transports). This is exemplified by the ascidian Asterocarpa humilis which displays a wide distribution in the Southern Hemisphere and has been recently reported in the Northern Hemisphere (NW Europe). In continental Chile, its first report dates back from 2000 for the locality of Antofagasta (23°S). Although there was no evidence about the vectors of introduction and spread, nor the source, some authors suggested maritime transport by ship hulls and aquaculture devices as putative introduction pathways and vectors. In the present study, we report for the first time the presence of A. humilis on the hull of an international ship in a commercial port in Concepción bay (36°S), south central Chile. We also found one individual associated to a seashell farm, 70 km far from Concepción bay. Further individuals were subsequently identified within Concepción bay: one juvenile settled upon international harbor pilings and a dozen individuals along aquaculture seashell longlines. For the first specimens sampled, species identification was ascertained using both morphological criteria and molecular barcoding, using the mitochondrial gene cytochrome c oxidase subunit I (COI) and a nuclear gene (ribosomal RNA 18S). The nuclear 18S gene and the mitochondrial gene COI clearly assigned the specimens to A. humilis, confirming our morphological identification. Two haplotypes were obtained with COI corresponding to haplotypes previously obtained with European and Northern Chilean specimens. The present study thus reports for the first time the presence of A. humilis in the Araucanian ecoregion, documenting the apparent expansion of this non-native tunicate in Chile over 2,000 km, spanning over three ecoregions. In addition we reveal the potential implication of the international maritime transport as a vector of spread of this species along the Eastern Pacific coast, and the putative role of aquaculture facilities in promoting local establishments of non-native tunicates.
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Mindur, Leszek. "Development of maritime container transport in Southeast Asia." Transport Economics and Logistics 78 (December 21, 2018): 43–57. http://dx.doi.org/10.26881/etil.2018.78.04.
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The article presents the role of marine container transport in the present-day world economy, taking into consideration the position of China, Japan, South Korea and India in the global system of containerized cargo transport. Transshipments in the largest container ports of Asia in the period 1990–2016 are discussed. The container ship tonnage in China, Japan, South Korea and India is analyzed in the studied period. The main institutions financing the transport infrastructure development in the Europe-Asia transport corridors are described.
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Akbar, Muhammad. "BELT AND ROAD INITIATIVE (BRI) AND ITS IMPLICATION ON MARITIME SECURITY IN ASIA PACIFIC: CASE STUDY ON CHINA-AUSTRALIA TRADE COOPERATION." Jurnal Asia Pacific Studies 3, no. 1 (July 5, 2019): 1. http://dx.doi.org/10.33541/japs.v3i1.1031.
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Belt and Road Initiative (BRI) or One Belt One Road (OBOR) first introduced by Xi Jinping on September 2013 in Kazakhstan, when he stated “Silk Road Economic Beltâ€, specifically. One month later, he stated the term “Maritime Silk Road†in Indonesia. OBOR is both a concept and a work plan that designed by China to connect towards Eurasia, Africa, and Oceania. The connections are both distance and political influence. China’s bargaining position on Australia is considered strong enough, and vice versa. Australia is important for China for its iron ore that exported to China. China will not put their position at a stake considering its 60% dependency of iron ore from Australia, based on the research by Professor Rory Medcalf from Australia National University (Medcalf 2017, 110). The complexity of the struggle for power in this region is increasing since Australia has been the ally of The United States of America (USA) to whom China is declaring Trade War. China’s expenditure and development of the Navy growing increasingly reflects the higher attention on maritime security. Political condition in Asia Pacific will be effected by this condition with the growing influence of the superpower of the South China Sea, the People’s Republic of China. This paper will explore about sea power in Asia Pacific and its relations with the growing and more advanced China-Australia relations.
Keywords: OBOR (One Belt One Road), Maritime Security, Sea Power, Asia Pacific.
Abstrak
Istilah Belt and Road Initiative (BRI) atau dikenal juga dengan jargon One Belt One Road (OBOR) pertama kali digaungkan oleh Xi Jinping pada bulan September 2013 di Kazakhstan, ia mengucapkan “Silk Road Economic Beltâ€, secara spesifik. Sebulan kemudian, Ia menyinggung konsep “Maritime Silk Road†dalam kunjungannya ke Indonesia (Davies, 2016, 218). OBOR adalah sebuah konsep, sekaligus juga workplan yang dirancang sedemikian rupa oleh China untuk mendekatkannya dengan Eurasia, Afrika, dan Oceania. Dekat dalam artian keterhubungan melalui kemudahan transportasi, dan dekat secara pengaruh (political influence). Tulisan ini akan mengambil studi kasus kerja sama perdagangan yang dilakukan antara China dan Australia. Posisi tawar China terhadap Australia cukup kuat, dan begitu pula sebaliknya. Australia diunggulkan dengan komoditi biji besi yang diekspor ke China, sehingga membuat China memiliki ketergantungan terhadap Australia. Professor Rory Medcalf dari Australia National University (ANU) mengatakan bahwa China tidak akan mempertaruhkan hubungan perdagangannya dengan Australia, mengingat dependensi China terhadap impor biji besi dari Australia sebesar 60% (Medcalf 2017, 110). Australia adalah sekutu Amerika Serikat (AS) yang kini sedang dalam kondisi perang dagang dengan China, membuat hubungan diantara negara-negara ini menjadi kompleks. Anggaran belanja pertahanan dan percepatan pertumbuhan Armada Laut China cenderung meningkat, sehingga dapat disimpulkan adanya keseriusan dalam hal peningkatan keamanan maritim (maritime security). Kondisi politik regional di kawasan Asia Pasifik akan terdampak atas kedigdayaan maritim China di kawasan. Tulisan ini akan membahas mengenai Sea Power di kawasan Asia Pasifik dan kaitannya dengan hubungan dagang China-Australia yang semakin intens.
Kata kunci: OBOR (One Belt One Road), Keamanan Maritim, Sea Power, Asia Pacific
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Péron-Doise, Marianne. "La Route maritime de la soie dans l’océan Indien : Une nouvelle conception de la puissance maritime par la Chine." Études internationales 49, no. 3 (May 23, 2019): 569–92. http://dx.doi.org/10.7202/1059936ar.
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L’océan Indien, porte d’accès à l’énergie et voie essentielle du transport maritime international, a toujours été important pour la Chine. Avec le projet Route maritime de la soie, il se positionne comme l’incubateur d’une nouvelle conception chinoise de la puissance maritime. Cette vision à dominante géoéconomique et le concept de « connectivité maritime » qui la sous-tend ne se traduisent pas par le développement de partenariats et de coopérations avec les États littoraux, car elle se heurte à un système maritime anarchique, dominé par des visions traditionnelles de la sécurité et des rivalités de puissances. Dans ce contexte compétitif, l’approche chinoise se cantonne à un rapport de force économique vis-à-vis de ses partenaires et à la mise en place d’infrastructures à usage dual, civil et militaire qui reflète l’ambivalence de sa posture.
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Akimov, Alexander. "ASIAN MARITIME TRANSPORT IN ASIA: A BRIEF STATISTICAL ESSAY." Eastern Analytics, no. 3 (2020): 15–27. http://dx.doi.org/10.31696/2227-5568-2020-03-015-027.
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The article describes the state of the Asian merchant marine fleet as of 2018. The main trends of international Maritime trade are described, the composition of the fleet by types of vessels is characterized, and the main directions of trade by groups of goods transported by different types of vessels are shown. The transition of leadership in tonnage from tankers to bulk carriers is revealed, due to the reduction of the role of oil in sea transportation and the formation of flows of raw materials and coal for the ferrous metallurgy to China. The largest container ports in the world are shown, among which East Asian ports predominate. Two leading flag of convenience countries in Asia have been identified – Hong Kong and Singapore. In the global shipbuilding industry, three East Asian countries – China, Japan, and the Republic of Korea – account for 90 % of ship production.
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To, Wai-Ming, and Peter Lee. "China’s Maritime Economic Development: A Review, the Future Trend, and Sustainability Implications." Sustainability 10, no. 12 (December 19, 2018): 4844. http://dx.doi.org/10.3390/su10124844.
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China has experienced unprecedented economic growth and structural change in the past decades. This paper reviews the development of China’s maritime economy for the period of 2002 to 2017. According to official data from China’s government, the total production value of China’s maritime economy increased from RMB 1068 billion in 2002 to RMB 7761 billion in 2017, thus contributing to about 10 percent of China’s total gross domestic product. This paper applies four-parameter logistic models to identify the associated trends and predicts the near-future values for the total, primary, secondary, and tertiary sectors of China’s maritime economy. It is projected that China’s total maritime economy will reach RMB 8894 billion in 2019. Besides, the growth of China’s maritime economy has been and will be dominated by the growth in the tertiary sector, particularly of China’s coastal tourism and transport industries. Specifically, China’s coastal tourism increased from RMB 147.8 billion in 2002 to RMB 1463.6 billion in 2017. In terms of spatial development, the east and north-east coasts of China experience more rapid maritime economic growth than the south-east coast. The implications for the sustainability of China’s maritime economy are presented.
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Tianming, Gao, Vasilii Erokhin, Aleksandr Arskiy, and Mikail Khudzhatov. "Has the COVID-19 Pandemic Affected Maritime Connectivity? An Estimation for China and the Polar Silk Road Countries." Sustainability 13, no. 6 (March 22, 2021): 3521. http://dx.doi.org/10.3390/su13063521.
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In light of about 80% of international freight traffic carried by sea, maritime supply chains’ stability is pivotal to global connectivity. For over a year now, the transboundary mobility of vessels and cargoes has been restricted by diverse forms of the COVID-19 containment measures applied by national governments, while the lockdowns of people, businesses, and economic activities have significantly affected the growth prospects of various maritime connectivity initiatives. This study investigates how the pandemic-related public health, trade, and market factors have shifted the connectivity patterns in the Polar Silk Road (PSR) transport corridor between China, South Korea, Japan, Russia, and four economies of Northern Europe. The causality links between the Shipping Connectivity Index (SCI) and the number of COVID-19 cases and deaths, trade volumes with China and the rest of the world, and price indexes of minerals, fuels, food, and agricultural products are revealed separately for eight countries and thirty-five ports. The study algorithm is built on the consecutive application of the Augmented Dickey-Fuller (ADF) and the Phillips-Perron (PP) stationarity tests, the Autoregressive Distributed Lag (ARDL) method, the Fully-Modified Ordinary Least Squares (FMOLS) and the Dynamic Ordinary Least Squares (DOLS) robustness checks, and the Toda-Yamamoto causality test. Tight trade-connectivity links are recorded in all locations along the China-PSR transport corridor in 2015–2019, but in 2020, the relationships weakened. Bidirectional influences between the number of COVID-19 cases and connectivity parameters demonstrate the maritime sector’s sensitivity to safety regulations and bring into focus the role of cargo shipping in the transboundary spread of the virus. The authors’ four-stage approach contributes to the establishment of a methodology framework that may equip stakeholders with insights about potential risks to maritime connectivity in the China-PSR maritime trade in the course of the pandemic.
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Chen, H., X. C. Cao, C. Y. Zhou, J. Wang, Y. Qin, and M. Chen. "LNG Transport and Management at South China Sea." MATEC Web of Conferences 319 (2020): 05003. http://dx.doi.org/10.1051/matecconf/202031905003.
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As China’s research on LNG maritime transport is still in its infancy, there are few papers in relevant areas. Based on the description of the oil and gas contained in the South China Sea and the geographical location of the oil, the paper compares the natural gas liquefaction with nature, compares the three modes of natural gas transportation, and describes the influencing factors of LNG marine transportation.Secondly, Hainan Province was used as a case of transportation terminal to conduct market analysis and economic evaluation. Finally, considering of the unique resource background and geographical location of the South China Sea, suggestions are made to use effective, clean and comparative cheap energy.
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Rajkovic, Radoslav, Nenad Zrnic, Đorđe Stakic, and Borut Mahnic. "The Costs of Container Transport Flow Between Far East and Serbia Using Different Liner Shipping Services." Logistics & Sustainable Transport 6, no. 1 (November 1, 2015): 34–40. http://dx.doi.org/10.1515/jlst-2015-0009.
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Abstract Liner shipping is the most efficient mode of transport for goods. International liner shipping is a sophisticated network of regularly scheduled services that transports goods from anywhere in the world to anywhere in the world at low cost and with greater energy efficiency than any other form of international transportation. Liner shipping connects countries, markets, businesses and people, allowing them to buy and sell goods on a scale not previously possible. Today, the liner shipping industry transports goods representing approximately one-third of the total value of global trade. Ocean shipping contributes significantly to international stability and security. Considering the large and constant struggle in the market in terms of competitive pricing of products, a very important and indispensable role represents the container transport with a clear task to define the final price of the product. This paper analyzes the costs of container transport flow between Far East and Serbia, using different liner shipping services, observing the six world’s largest container operators (Maersk Line, Mediterranean Shipping Company, CMA CGM, Evergreen Line, China Ocean Shipping Company and Hapag-Lloyd) and inland (truck-rail-river) transport corridors. These corridors include distance between selected Mediterranean ports (Koper, Rijeka, Bar, Thessaloniki, Constanta) and Serbia. As a result, in this paper is considered a mathematical model that provides a comparative analysis of transportation costs on the different routes. It is observed already existing transport routes and it is also given hypothetical review to the development of new transport routes. The main goal of this research is to provide an optimal route with lowest transportation cost during container transport. Selection of the best route in the intermodal network is a very difficult and complex task. The costs in all modes of transport and the quality of their services are not constant parameters and changes depending on a number of conditions and characteristics. The analysis of this model within combined maritime and land-based networks would prove helpful for the study of logistics chains, the hinterland-foreland continuum, intermodal transport systems, and market competitiveness.
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Tong-jiang, Su, and Wang Peng. "CARRIER'S LIABILITY UNDER INTERNATIONAL MARITIME CONVENTIONS AND THE UNCITRAL DRAFT CONVENTION ON CONTRACTS FOR THE INTERNATIONAL CARRIAGE OF GOODS WHOLLY OR PARTLY BY SEA." TRANSPORT 24, no. 4 (December 31, 2009): 345–51. http://dx.doi.org/10.3846/1648-4142.2009.24.345-351.
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The UNCITRAL Draft Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea was approved on Thursday, 3 July 2008 and would then be presented to the General Assembly of the United Nations for endorsement later this year. Many innovative features contained in the Draft Convention fill the perceived gaps in existing transport regimes. Carrier's liability compared with international maritime conventions and the Draft Convention as well as China Maritime Code is discussed in the paper. It is pointed out that although the Draft Convention plays a very important role in the development of international private maritime law regime, the entry into the force of the Draft Convention is not optimistic.
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Sagareishvili, Nino. "The role of maritime logistics and supply chain in stimulating the export of agricultural products." MATEC Web of Conferences 339 (2021): 01008. http://dx.doi.org/10.1051/matecconf/202133901008.
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The article discusses the role of sustainable transport systems in competitiveness of Georgian agri-food products. Georgian agri-food products are less competitive on international markets. The country has FTAs with its partners that should make Georgian goods more competitive, at least in terms of price. Transport and logistics is one of the main parts of export, therefore, they have an impact on competitiveness of exported goods. Georgia trades with its neighbour countries, with the EU, China, etc. The EU and China represent huge markets and Georgian government targets to increase export in both directions, but there is a long distance between Georgia and its target markets, therefore it needs a developed transport and logistics system. On the other hand, portions of exported Georgian agri-food products are primary production, which have a shorter lifetime period, that’s why they should be transported in a short period of time, with specific machines. Without development of the transport system it is impossible to achieve sustainable export of agri-food products into Georgia’s target markets. Investments in the system, with tangible strategy and holistic approach can create a sustainable transport system that will increase competitiveness of Georgian agri-food products in international markets.
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Yu, Hongchu, Zhixiang Fang, Feng Lu, Alan T. Murray, Zhiyuan Zhao, Yang Xu, and Xiping Yang. "Massive Automatic Identification System Sensor Trajectory Data-Based Multi-Layer Linkage Network Dynamics of Maritime Transport along 21st-Century Maritime Silk Road." Sensors 19, no. 19 (September 27, 2019): 4197. http://dx.doi.org/10.3390/s19194197.
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Automatic Identification System (AIS) data could support ship movement analysis, and maritime network construction and dynamic analysis. This study examines the global maritime network dynamics from multi-layers (bulk, container, and tanker) and multidimensional (e.g., point, link, and network) structure perspectives. A spatial-temporal framework is introduced to construct and analyze the global maritime transportation network dynamics by means of big trajectory data. Transport capacity and stability are exploited to infer spatial-temporal dynamics of system nodes and links. Maritime network structure changes and traffic flow dynamics grouping are then possible to extract. This enables the global maritime network between 2013 and 2016 to be investigated, and the differences between the countries along the 21st-century Maritime Silk Road and other countries, as well as the differences between before and after included by 21st-century Maritime Silk Road to be revealed. Study results indicate that certain countries, such as China, Singapore, Republic of Korea, Australia, and United Arab Emirates, build new corresponding shipping relationships with some ports of countries along the Silk Road and these new linkages carry significant traffic flow. The shipping dynamics exhibit interesting geographical and spatial variations. This study is meaningful to policy formulation, such as cooperation and reorientation among international ports, evaluating the adaptability of a changing traffic flow and navigation environment, and integration of the maritime economy and transportation systems.
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Shibasaki, Ryuichi, Hirofumi Arai, and Kentaro Nishimura. "Impacts of Eurasian Transport Connectivity enhancement on Russia." E3S Web of Conferences 135 (2019): 02001. http://dx.doi.org/10.1051/e3sconf/201913502001.
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As China has promoted the Belt and Road Initiative (BRI) since 2014 and some CIS countries including Russia established Eurasian Economic Union (EAEU) in 2015, the trans-Eurasian land transport has gained attentions. Under this background, this paper examines two questions. The first question is how significantly the recent strategic policies such as BRI and EAEU could shift container cargo from maritime shipping and land transport. The other is how much the shift could affect Russian Far East. To answer these questions, the authors estimated their impacts on cargo volume using the intermodal network simulation model. The simulation results indicate that the cargo volume shifted would be about 10 percent of the total container flows between Asia and Europe, under our assumptions. Although the land transport has potential to increase cargo volume several times as the current level, the maritime shipping will be still a dominant mode in the intercontinental cargo transport. In addition, the simulation revealed possible negative impacts on Primorye region of Russia, while the shift will advance.
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Xie, Baoxia, Xianlong Zhu, and Adam Grydehøj. "Perceiving the Silk Road Archipelago: Archipelagic relations within the ancient and 21st-Century Maritime Silk Road." Island Studies Journal 15, no. 2 (2020): 55–72. http://dx.doi.org/10.24043/isj.118.
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This paper analyses the ancient Maritime Silk Road through a relational island studies approach. Island ports and island cities represented key sites of water-facilitated transport and exchange in the ancient Indian Ocean and South China Sea. Building our analysis upon a historical overview of the ancient Maritime Silk Road from the perspective of China’s Guangdong Province and the city of Guangzhou, we envision a millennia-long ‘Silk Road Archipelago’ encompassing island cities and island territories stretching across East Asia, Southeast Asia, South Asia, West Asia, and East Africa. Bearing in mind the complex movements of peoples, places, and processes involved, we conceptualise the ancient Maritime Silk Road as an uncentred network of archipelagic relation. This conceptualisation of the ancient Maritime Silk Road as a vast archipelago can have relevance for our understanding of China’s present-day promotion of a 21st-Century Maritime Silk Road as part of the Belt and Road Initiative. We ultimately argue against forcing the Maritime Silk Road concept within a binary perspective of essentialised East-West conflict or hierarchical relations and instead argue for the value of a nuanced understanding of relationality.
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Milewski, Dariusz, and Beata Milewska. "The efficiency of a supply chain with the use of maritime transport on the example of the apparel industry." SHS Web of Conferences 58 (2018): 01019. http://dx.doi.org/10.1051/shsconf/20185801019.
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The paper presents the problem of the impact of the competitiveness of maritime transport on the efficiency of global supply chains on the example of the apparel industry. With the use of a model developed by the authors, simulations of the profitability of the sourcing in low-costs countries (Bangladesh, China) have been conducted. The model takes into account the specificity of the apparel industry, parameters of cargo, value of goods, and demand characteristics. If freight rates for maritime transport services were to increase significantly, the profitability of production in the Far East compared to local or regional production would be lower particularly for cheaper products. The level of these freight rates is not the main factor of the efficiency of this strategy. Simulations revealed, that changes of costs of production has greater impact on this profitability. In the garment market the possibility of quick response to demand is often more important than costs. The calculations were made on the basis of data obtained from Polish companies, which order production in countries with low production costs and transport garment in containers by sea and from transport and logistics operators.
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Guo, Liquan, and Zhongzhen Yang. "Relationship Between Shipping Accessibility and Maritime Transport Demand: the Case of Mainland China." Networks and Spatial Economics 19, no. 1 (March 29, 2018): 149–75. http://dx.doi.org/10.1007/s11067-018-9393-2.
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Yang, Hualong, and Xuefei Ma. "Uncovering CO2 Emissions Patterns from China-Oriented International Maritime Transport: Decomposition and Decoupling Analysis." Sustainability 11, no. 10 (May 17, 2019): 2826. http://dx.doi.org/10.3390/su11102826.
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Given that most commodity transportation depends on the maritime industry, the growing economy and increasing international trade volume are expected to accelerate the development of shipping activities and thus increase associated CO2 emissions. In order to identify the driving factors of CO2 emissions from China’s international shipping and find efficient mitigation strategies, this paper first estimates the CO2 emissions and presents the CO2 emissions features from 2000 to 2017. Second, the Logarithmic Mean Divisia Index (LMDI) method is applied to decompose the changes in CO2 emissions. Finally, the decoupling index is introduced to quantitatively examine the decoupling relationship between economic growth and CO2 emissions. The factors affecting the decoupling relationship are analyzed according to the LMDI results. The results indicate that CO2 emissions in maritime transport activities have experienced rapid growth during the study period. Economic growth appears to be the principal factor driving the CO2 emissions growth, whereas the overall effects of energy intensity and the commodity structure play a significant role in inhibiting CO2 emissions. The decoupling state over the study period has experienced four decoupling stages, with a distinct tendency towards weak decoupling. Economic activity has proven to be the most significant indicator influencing the decoupling relationship during the study period.
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Andrej Dávid, Andrea Galieriková, Jiří Tengler, and Vlatka Stupalo. "The Northern Sea Route as a New Route for Maritime Transport between the Far East and Europe." Communications - Scientific letters of the University of Zilina 23, no. 2 (April 1, 2021): A74—A79. http://dx.doi.org/10.26552/com.c.2021.2.a74-a79.
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Asian countries such as China, Malaysia, India or Bangladesh belong to the largest producers of consumer goods in the world that is mainly transported by container vessels to other parts of the world. One of the busiest maritime trade route is the route between Europe and Asia. It leads through the North Pacific, Indian and the North Atlantic Oceans and their seas. There is also an alternative trade route that runs along the coast of the Russian Federation across the Arctic Ocean. On one hand the ice in this area is gradually declining due to global warming, on the other hand the duration of navigation times is being extended for several months of the year. One of the advantages of this route is the reduction of sailing times between Asian and European maritime ports. The basic goals of the paper are to focus on the current transport situation on this trade route and a new trade route that leads along the coast of Russia.
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Dorokhin, S. V., V. A. Zelikov, A. S. Subhonberdiev, E. V. Titova, and N. N. Popova. "Analysis of the imрact of foreign ecocomiс factors on the develoрment of transit transрort in the territorу of The EEU." Proceedings of the Voronezh State University of Engineering Technologies 82, no. 1 (May 15, 2020): 419–25. http://dx.doi.org/10.20914/2310-1202-2020-1-419-425.
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Globalization of world markets, the formation of global supply chains, current economic trends allow us to count on further growth in world trade. The main challenge to the transport complex of the EAEU is the realization of the possibilities for reorienting part of the transported goods between the largest world markets for transportation through the territory of the EAEU. It should be noted that the attraction of transit freight traffic will remain relevant even with a decrease in world trade due to any economic changes, as it is not only about attracting additional freight traffic due to an increase in trade volumes, but also the redistribution of the structure of the existing freight traffic due to an increase in the share of the EAEU. All EAEU member states are interested in developing the transit transport market in Europe-Asia traffic and vice versa. Considering that almost all transit is container traffic, container rail transport will be mainly considered. The transportation of containers by road was not considered in the framework of the preparation of the report, due to the practical absence of such transportation across the Union from one external border to another. The existing container transportation by road is mainly a component of multimodal transportation, one of the links along with rail and water transportation. The task of the EAEU is to ensure an increase in transit traffic between the PRC and the EU, following the land route through the territory of the Union. The transit route from China to Europe through the Union has several advantages: it is faster than the sea route via the Suez Canal and cheaper than air transportation from China to Europe. Thus, there are all the prerequisites for the reorientation of part of the cargo flow to transportation through Eurasian transit corridors. The main share of container transportation in the world is in maritime transport. Due to its characteristics, maritime transport will continue to play a key role in the Europe-Asia transport market. However, there are two factors that are currently pushing for the diversification of communications and the opening of new land connections between Europe and Asia.
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Kiyoul, Lee. "Analysis of potential e-commerce transit demand to maritime transport among Korea, China and Japan." KMI International Journal of Maritime Affairs and Fisheries 10, no. 2 (December 2018): 13–24. http://dx.doi.org/10.54007/ijmaf.2018.10.2.13.
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Liu, Lijun, Yuanqiao Wen, Youjia Liang, Fan Zhang, and Tiantian Yang. "Extreme Weather Impacts on Inland Waterways Transport of Yangtze River." Atmosphere 10, no. 3 (March 12, 2019): 133. http://dx.doi.org/10.3390/atmos10030133.
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The impact of extreme weather events on the navigation environment in the inland waterways of the Yangtze River is an interdisciplinary hotspot in subjects of maritime traffic safety and maritime meteorology, and it is also a difficult point for the implementation of decision-making and management by maritime and meteorological departments in China. The objective of this study is to review the variation trends and distribution patterns in the periods of adverse and extreme weather events that are expected to impact on inland waterways transport (IWT) on the Yangtze River. The frequency of severe weather events, together with the changes in their spatial extension and intensity, is analyzed based on the ERA-Interim datasets (1979–2017) and the GHCNDEX dataset (1979–2017), as well as the research progresses and important events (2004–2016) affecting the navigation environment. The impacts of extreme weather events on IWT accidents and phenomena of extreme weather (e.g., thunderstorms, lightning, hail, and tornadoes) that affect the navigation environment are also analyzed and discussed. The results show that: (1) the sections located in the plain climate zone is affected by extreme weather in every season, especially strong winds and heat waves; (2) the sections located in the hilly mountain climate zone is affected particularly by spring extreme phenomena, especially heat waves; (3) the sections located in the Sichuan Basin climate zone is dominated by the extreme weather phenomena in autumn, except cold waves; (4) the occurrence frequency of potential flood risk events is relatively high under rainstorm conditions and wind gusts almost affect the navigation environment of the Jiangsu and Shanghai sections in every year; (5) the heat wave indices (TXx, TR, and WSDI) tend to increase and the temperature of the coldest day of the year gradually increases; (6) the high occurrences of IWT accidents need to be emphasized by relevant departments, caused by extreme weather during the dry season; and (7) the trends and the degree of attention of extreme weather events affecting IWT are ranked as: heat wave > heavy rainfall > wind gust > cold spell > storm. Understanding the seasonal and annual frequency of occurrence of extreme weather events has reference significance for regional management of the Yangtze River.
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Martínez-López, Alba, and Manuel Chica. "Joint Optimization of Routes and Container Fleets to Design Sustainable Intermodal Chains in Chile." Sustainability 12, no. 6 (March 12, 2020): 2221. http://dx.doi.org/10.3390/su12062221.
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This paper introduces a decision support tool for sustainable intermodal chains with seaborne transport, in which the optimization of a multi-objective model enables conflicting objectives to be handled simultaneously. Through the assessment of ‘door-to-door’ transport in terms of costs, time, and environmental impact, the most suitable maritime route and the optimized fleet are jointly calculated to maximize the opportunities for success of intermodal chains versus trucking. The resolution of the model through NSGA-II algorithms permits to obtain Pareto fronts that offer groups of optimized solutions. This is not only useful to make decisions in the short term, but also to establish long-term strategies through assessment of the frontiers’ behavior obtained when a sensitivity analysis is undertaken. Thus, consequences of transport policies on intermodal performance can be analyzed. A real-life case is studied to test the usefulness of the model. From the application case, not only the most suitable Motorway of the Seas with their optimized fleets are identified for Chile, but also significant general findings are provided for both policy makers and heads of ports to promote the intermodal option regardless of their geographical locations.
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Hung, Chih-wen, Ho-Jiunn Lin, and Huang-Hsiung Hsu. "Madden–Julian Oscillation and the Winter Rainfall in Taiwan." Journal of Climate 27, no. 12 (June 5, 2014): 4521–30. http://dx.doi.org/10.1175/jcli-d-13-00435.1.
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Abstract This study discusses major impacts of the Madden–Julian oscillation (MJO) on the winter (November–April) rainfall in Taiwan. The results show that Taiwan has more rainfall in MJO phases 3 and 4 (MJO convectively active phase in the Indian Ocean and the western part of the Maritime Continent), and less rainfall in phases 7 and 8 (the western Pacific warm pool area). Mechanisms associated with the MJO are suggested as follows. 1) The tropics to midlatitude wave train: when the MJO moves to the middle Indian Ocean, a Matsuno–Gill-type pattern is induced. The feature of this tropical atmospheric response to the MJO diabatic heating is a pair of upper-level anomalous anticyclones symmetric about the equator to the west of the heating. The northern anomalous anticyclone over the Arabian Sea and northern India induces a northeastward-propagating wave train to the midlatitudes. The wave pattern consists of a cyclonic anomaly centered at East Asia that enhances the winter rainfall in Taiwan. 2) Increase of moisture supply from the South China Sea: when the MJO convection approaches Sumatra and Java of the Maritime Continent, the eastward penetration of equatorial convection enhances a low-level southerly flow that transports the moisture northward to Taiwan and southern China. As a consequence, with the increase of moisture supply from the south, more winter monsoon rainfall is observed in Taiwan.
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Larçon, Jean-Paul, and Corinne Vadcar. "EU-Asia Connectivity: France’s Three Largest Cities and China’s Belt and Road." China and the World 03, no. 01 (March 2020): 2050001. http://dx.doi.org/10.1142/s2591729320500017.
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The concept of connectivity has over the past decades become central to economic competitiveness, especially in a world of value chains. It now tends to have both a strategic dimension - in a renewed geopolitical context - and a sustainable dimension - with global warming. This is particularly true in the EU-Asia relationship. The strengthening of this connectivity, particularly in the case of transport infrastructure (maritime, rail, air and submarine), provides opportunities for trade in goods, services and data but also human interactions between the two regions. But it goes further with the Chinese Belt and Road Initiative (BRI). While Europe has for several decades paid considerable attention to connectivity within its political borders, nothing was preparing it to the impact of this multifaceted initiative. This is particularly evident for the three largest French metropolitan areas (Paris, Lyon and Marseille), which show different degrees of connectivity with China, depending on whether it is a maritime, rail, air or submarine route. While it is not possible to simplify the connectivity with China of each city to only one aspect, it nevertheless appears that Paris has a powerful advantage on the air route, Lyon potentially on the rail route and Marseille on the submarine route.
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Jiang, Xingwen, Jianchuan Shu, Xin Wang, Xiaomei Huang, and Qing Wu. "The Roles of Convection over the Western Maritime Continent and the Philippine Sea in Interannual Variability of Summer Rainfall over Southwest China." Journal of Hydrometeorology 18, no. 7 (July 1, 2017): 2043–56. http://dx.doi.org/10.1175/jhm-d-16-0292.1.
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Abstract Floods and droughts hit southwest China (SWC) frequently, especially over the last decade. In this study, the dominant modes of summer rainfall anomalies over SWC on the interannual time scale and the possible causes are investigated. Interannual variability of the summer rainfall over SWC has two dominant modes. The first mode features rainfall increases over most of SWC except central Sichuan, and the second mode exhibits wet conditions in the north but dry conditions in the south. The suppressed convection over the Philippine Sea affects the first mode by inducing anomalous anticyclones over the western North Pacific and to the south of the Tibetan Plateau, which transport more water vapor to eastern Tibet and eastern SWC and hence favor above-normal rainfall there. The enhanced convection over the western Maritime Continent could generate similar atmospheric circulation anomalies associated with the suppressed convection over the Philippine Sea but with a northward shift, resulting in significant increases in rainfall over northeastern SWC but weak decreases in rainfall over southeastern SWC. As a result, the rainfall anomalies over SWC tend to be different between El Niño–Southern Oscillation decaying and developing phases because their different impacts on the convection over the Philippine Sea and the western Maritime Continent. Meanwhile, the sea surface temperature in the tropical southeastern Indian Ocean also plays an important role in variability of the rainfall over SWC because of its significant impact on the convection over the western Maritime Continent.
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Hilario, Miguel Ricardo A., Ewan Crosbie, Michael Shook, Jeffrey S. Reid, Maria Obiminda L. Cambaliza, James Bernard B. Simpas, Luke Ziemba, et al. "Measurement report: Long-range transport patterns into the tropical northwest Pacific during the CAMP<sup>2</sup>Ex aircraft campaign: chemical composition, size distributions, and the impact of convection." Atmospheric Chemistry and Physics 21, no. 5 (March 15, 2021): 3777–802. http://dx.doi.org/10.5194/acp-21-3777-2021.
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Abstract. The tropical Northwest Pacific (TNWP) is a receptor for pollution sources throughout Asia and is highly susceptible to climate change, making it imperative to understand long-range transport in this complex aerosol-meteorological environment. Measurements from the NASA Cloud, Aerosol, and Monsoon Processes Philippines Experiment (CAMP2Ex; 24 August to 5 October 2019) and back trajectories from the National Oceanic and Atmospheric Administration Hybrid Single Particle Lagrangian Integrated Trajectory Model (HYSPLIT) were used to examine transport into the TNWP from the Maritime Continent (MC), peninsular Southeast Asia (PSEA), East Asia (EA), and the West Pacific (WP). A mid-campaign monsoon shift on 20 September 2019 led to distinct transport patterns between the southwest monsoon (SWM; before 20 September) and monsoon transition (MT; after 20 September). During the SWM, long-range transport was a function of southwesterly winds and cyclones over the South China Sea. Low- (high-) altitude air generally came from MC (PSEA), implying distinct aerosol processing related to convection and perhaps wind shear. The MT saw transport from EA and WP, driven by Pacific northeasterly winds, continental anticyclones, and cyclones over the East China Sea. Composition of transported air differed by emission source and accumulated precipitation along trajectories (APT). MC air was characterized by biomass burning tracers while major components of EA air pointed to Asian outflow and secondary formation. Convective scavenging of PSEA air was evidenced by considerable vertical differences between aerosol species but not trace gases, as well as notably higher APT and smaller particles than other regions. Finally, we observed a possible wet scavenging mechanism acting on MC air aloft that was not strictly linked to precipitation. These results are important for understanding the transport and processing of air masses with further implications for modeling aerosol lifecycles and guiding international policymaking to public health and climate, particularly during the SWM and MT.
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Li, Linyue, and Han Zhu. "Analysis on Trade Effect of Green Barriers and on Agricultural Product Export and Maritime Transport in China." Journal of Coastal Research 115, sp1 (August 27, 2020): 477. http://dx.doi.org/10.2112/jcr-si115-132.1.
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Verschuur, Jasper, Elco E. Koks, and Jim W. Hall. "Global economic impacts of COVID-19 lockdown measures stand out in high-frequency shipping data." PLOS ONE 16, no. 4 (April 14, 2021): e0248818. http://dx.doi.org/10.1371/journal.pone.0248818.
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The implementation of large-scale containment measures by governments to contain the spread of the COVID-19 virus has resulted in large impacts to the global economy. Here, we derive a new high-frequency indicator of economic activity using empirical vessel tracking data, and use it to estimate the global maritime trade losses during the first eight months of the pandemic. We go on to use this high-frequency dataset to infer the effect of individual non-pharmaceutical interventions on maritime exports, which we use as a proxy of economic activity. Our results show widespread port-level trade losses, with the largest absolute losses found for ports in China, the Middle-East and Western Europe, associated with the collapse of specific supply-chains (e.g. oil, vehicle manufacturing). In total, we estimate that global maritime trade reduced by -7.0% to -9.6% during the first eight months of 2020, which is equal to around 206–286 million tonnes in volume losses and up to 225–412 billion USD in value losses. We find large sectoral and geographical disparities in impacts. Manufacturing sectors are hit hardest, with losses up to 11.8%, whilst some small islands developing states and low-income economies suffered the largest relative trade losses. Moreover, we find a clear negative impact of COVID-19 related school and public transport closures on country-wide exports. Overall, we show how real-time indicators of economic activity can inform policy-makers about the impacts of individual policies on the economy, and can support economic recovery efforts by allocating funds to the hardest hit economies and sectors.
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Yang, Fan, Yanan Qiao, Wei Wei, Xiao Wang, Difang Wan, Robertas Damaševičius, and Marcin Woźniak. "DDTree: A Hybrid Deep Learning Model for Real-Time Waterway Depth Prediction and Smart Navigation." Applied Sciences 10, no. 8 (April 16, 2020): 2770. http://dx.doi.org/10.3390/app10082770.
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Timely and accurate depth estimation of a shallow waterway can improve shipping efficiency and reduce the danger of waterway transport accidents. However, waterway depth data measured during actual maritime navigation is limited, and the depth values can have large variability. Big data collected in real time by automatic identification systems (AIS) might provide a way to estimate accurate waterway depths, although these data include no direct channel depth information. We suggest a deep neural network (DNN) based model, called DDTree, for using the real-time AIS data and the data from Global Mapper to predict waterway depth for ships in an accurate and timely way. The model combines a decision tree and DNN, which is trained and tested on the AIS and Global Mapper data from the Nantong and Fangcheng ports on the southeastern and southwestern coast of China. The actual waterway depth data were used together with the AIS data as the input to DDTree. The latest data on waterway depths from the Chinese maritime agency were used to verify the results. The experiments show that the DDTree model has a prediction accuracy of 91.15%. Therefore, the DDTree model can provide an accurate prediction of waterway depth and compensate for the shortage of waterway depth monitoring means. The proposed hybrid DDTree model could improve marine situational awareness, navigation safety, and shipping efficiency, and contribute to smart navigation.
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Pinochet, Javier, Reinaldo Rivera, Paula E. Neill, Antonio Brante, and Cristián E. Hernández. "Spread of the non-native anemone Anemonia alicemartinae Häussermann & Försterra, 2001 along the Humboldt-current large marine ecosystem: an ecological niche model approach." PeerJ 7 (July 4, 2019): e7156. http://dx.doi.org/10.7717/peerj.7156.
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The geographical expansion of invasive species depends mainly on its dispersal potential, and the abiotic and biotic factors affecting it. Knowing the invasive dynamic of non-native species, as well as its behavior at different natural or anthropogenic scenarios, is fundamental for planning conservation management policies and control plans. The invasive sea anemone Anemonia alicemartinae in habits from the north (18°S) to the south-central (36°S) coast of Chile and its distribution range has expanded by approximately 1,928 km in the last 50 years. Previous works have proposed that human-mediated southward transport associated with regional-scale maritime activities could explain its rapid spread. To evaluate this hypothesis, we used ecological niche models (ENM) to evaluate the potential colonization of the southernmost area of South America. Additionally, we conducted a post hoc analysis to evaluate the relationship between the prediction of the ENM and human activity measured as the number of landings of ships in ports. The models were built based on presence records of A. alicemartinae, and oceanographic variables. Results showed that sea surface salinity and annual sea surface temperature (variance) are the best predictor variables to explain the distribution of A. alicemartinae. There was a positive and significant relationship between the geographical distribution of the sea anemone predicted by the ENM and the number of landings, as a proxy of anthropogenic activity. The most susceptible areas to invasion were those that showed the highest variability in both oceanographic predictors. These areas included the Biobío region, Chiloé´s inland sea, Aysén, and Chacabuco regions, which together comprise two biogeographical provinces. These results sustain the proposed hypothesis and, overall, the results suggest that along with the characteristics of the life history of A. alicemartinae, oceanographic conditions and maritime transport as vector contribute to the southern range expansion of this invasive cryptogenic species in the Humboldt-current large marine ecosystem.
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Minárik, Marek, and Denisa Čiderová. "The new “global”: the role of cargo maritime transport of goods with focus on the transportation corridor between Southeast Asia and Northwestern Europe." SHS Web of Conferences 92 (2021): 09010. http://dx.doi.org/10.1051/shsconf/20219209010.
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Research background: Our research is framed by the new institutional theory reflected in: the property rights theory [1] and transfer of ownership of goods and the transaction costs theory that might be associated with economic exchange theory. Overall, we need to consider occurrence of deglobalization and the COVID-19 crisis, which recently not just decelerated growth of the world economy, but even put it to a halt; one might conclude that (de)globalization [2] and the COVID-19 crisis are behind the new “global” [3]. Purpose of the article: We investigate the impact of connectivity between selected countries by cargo maritime transport on costs to import of 1 TEU container transporting a specific commodity in a specific transportation corridor. Methods: Our research is based on a regression analysis creating a model of UNCTAD statistics; the Liner shipping connectivity index (LSCI); and the WEF Global Competitiveness Index (GCI). We consider the Belt and Road Initiative (BRI) that converges with the global maritime transportation corridor between (Southeast) Asia/China – Northwestern Europe/EU (the North Sea Region) in this respect, bearing in mind the 2017 round of the International Comparison Program recently released by the World Bank. Findings & Value added: Our research reveals correlation of the costs to import of 1 TEU container vis-à-vis the quality and intensity of liner shipping connections and the quality of the business environment determining the transaction costs in import price. Value added of the paper is our focus on sustainable development reinvigorated by prestigious international organisations and European Union institutions.
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Yuan, Chaoxia, Junqi Liu, Jing-Jia Luo, and Zhaoyong Guan. "Influences of Tropical Indian and Pacific Oceans on the Interannual Variations of Precipitation in the Early and Late Rainy Seasons in South China." Journal of Climate 32, no. 12 (May 28, 2019): 3681–94. http://dx.doi.org/10.1175/jcli-d-18-0588.1.
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Abstract Because of the seasonal northward migration of the East Asian summer monsoon, the mean-state atmospheric circulation in South China (SC) is remarkably different between the early (May–June) and late (July–August) rainy seasons. This study presents distinct teleconnections between the SC precipitation in the two periods and the sea surface temperatures (SSTs) in the tropical oceans. In the early rainy season when the major monsoon rain belt is located in SC, the increased local precipitation is related to the tropical Indian Ocean Basin warming. The basin warming induces an anomalous anticyclone in the South China Sea–western North Pacific (SCS-WNP). The related southwesterly anomalies transport more moisture to SC and lead to more moisture convergence and precipitation there. In the late rainy season when the major monsoon rain belt migrates northward to the Yangtze River valley, the precipitation increase in SC can be caused by the dipole SST anomalies in the tropical Pacific with the cold anomalies near the Maritime Continent and warm ones near the date line. The dipole SST anomalies generate an anomalous cyclone in the WNP with its center more northward than that of the anomalous anticyclone in the early rainy season. The related northeasterly anomalies along its northwestern flank reduce the climatological northward transport of moisture flux out of SC, and increase the moisture convergence and precipitation there. The distinct teleconnections between the SC precipitation and the tropical SSTs in the early and late rainy seasons can be well reproduced in the sensitivity experiments by an atmospheric general circulation model.
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Qiu, Shuang, and Wen Zhou. "Variation in Summer Rainfall over the Yangtze River Region during Warming and Hiatus Periods." Atmosphere 10, no. 4 (April 2, 2019): 173. http://dx.doi.org/10.3390/atmos10040173.
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Variation in summer precipitation over the Yangtze River region during a global warming period (1976−1997) and a hiatus period (1998−2013) are investigated in this study. The results show that during the warming period, precipitation over both the Yangtze River region and South China shows an increasing trend, attributable to increasing ascending motion, a decreasing East Asian westerly jet (EAWJ), and a decreasing temperature gradient. During the hiatus period, the rainfall belt moves from the Yangtze River region to the Huang-Huai River region in association with the northward displacement of the EAWJ, attributable to the increasing trend in the temperature gradient at high latitudes. Empirical orthogonal function (EOF) analysis is one of the widely used methods in atmospheric science. It is also known as principal component analysis (PCA). The second EOF mode of summer precipitation can represent the variation in rainfall over the Yangtze River region. During the warming period, rainfall over the Yangtze River region is controlled by a dipole mode of water vapor transport, induced by SST cooling in the Maritime Continent, which can lead to a strong Pacific–Japan teleconnection; warming SST in the east-central tropical Pacific can also strengthen this pattern. During the hiatus period, the Pacific–Japan pattern is weak, and the water vapor transport pattern over the western subtropical Pacific changes from a dipole structure to a weak monopole structure.
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Zhuang, Moran, and Anmin Duan. "Revisiting the Cross-Equatorial Flows and Asian Summer Monsoon Precipitation Associated with the Maritime Continent." Journal of Climate 32, no. 20 (September 12, 2019): 6803–21. http://dx.doi.org/10.1175/jcli-d-18-0749.1.
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Abstract This study uses an atmospheric general circulation model to examine the relative effects of Maritime Continent (MC) orography, surface roughness, and land–sea contrast on the three cross-equatorial flows (CEF) north of Australia, including the South China Sea (SCS), Celebes-Moluccas (CM), and New Guinea (NG) CEFs, and Asian monsoon precipitation during boreal summer. Four experiments are conducted: with islands, with islands without orography, with islands with ocean roughness and no orography, and with ocean only in the MC region. At the approximately 1° horizontal resolution of these sensitivity experiments, results indicate that the land–sea contrast and orography in the MC have complicated impacts on the CEFs. The land–sea contrast creates the three CEFs. The orography is dominant in deepening, concentrating, and strengthening the CM CEF and modulating the longitudinal location of the NG CEF. For the intensity and depth of the SCS and NG CEFs, the surface roughness over the flat MC and orography are both important. In addition, the MC modulates the monsoon rainfall in tropical Asia. The decreased rainfall (by roughly 57% and 21.4% over South Asia and the SCS, respectively) is dominated by the reduced moisture availability resulting from the presence of the land–sea contrast, thereby intercepting the westward propagating quasi-biweekly convection. The surface roughness over the MC is key in reducing precipitation through reducing moisture convergence over Sumatra, Borneo, and northeastern New Guinea. However, the orography controls the intense precipitation over southwestern New Guinea and the adjacent seas through enhancing the moisture transport carried by the CM and NG CEFs.
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Kong, Hao, Jintai Lin, Ruixiong Zhang, Mengyao Liu, Hongjian Weng, Ruijing Ni, Lulu Chen, Jingxu Wang, Yingying Yan, and Qiang Zhang. "High-resolution (0.05° × 0.05°) NO<sub><i>x</i></sub> emissions in the Yangtze River Delta inferred from OMI." Atmospheric Chemistry and Physics 19, no. 20 (October 15, 2019): 12835–56. http://dx.doi.org/10.5194/acp-19-12835-2019.
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Abstract. Emission datasets of nitrogen oxides (NOx) at high horizontal resolutions (e.g., 0.05∘×0.05∘) are crucial for understanding human influences at fine scales, air quality studies, and pollution control. Yet high-resolution emission data are often missing or contain large uncertainties especially for the developing regions. Taking advantage of long-term satellite measurements of nitrogen dioxide (NO2), here we develop a computationally efficient method of estimating NOx emissions in major urban areas at the 0.05∘×0.05∘ resolution. The top-down inversion method accounts for the nonlinear effects of horizontal transport, chemical loss, and deposition. We construct a two-dimensional Peking University High-resolution Lifetime-Emission-Transport model (PHLET), its adjoint model (PHLET-A), and a satellite conversion matrix approach to relate emissions, lifetimes, simulated NO2, and satellite NO2 data. The inversion method is applied to the summer months of 2012–2015 in the Yangtze River Delta (YRD; 29–34∘ N, 118–123∘ E) area, a major polluted region of China, using the NO2 vertical column density data from the Peking University Ozone Monitoring Instrument NO2 product (POMINO). A systematic analysis of inversion errors is performed, including using an independent test based on GEOS-Chem simulations. Across the YRD area, the summer average emissions obtained in this work range from 0 to 15.3 kg km−2 h−1, and the lifetimes (due to chemical loss and deposition) range from 0.6 to 3.3 h. Our emission dataset reveals fine-scale spatial information related to nighttime light, population density, road network, maritime shipping, and land use (from a Google Earth photo). We further compare our emissions with multiple inventories. Many of the fine-scale emission structures are not well represented or not included in the widely used Multi-scale Emissions Inventory of China (MEIC).
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Khodoskina, О. A., A. A. Igraieva, and V. Y. Naumova. "RESULTS AND PROSPECTS FOR THE DEVELOPMENT OF THE BELARUSIAN-CHINESE COOPERATION THE SILK ROAD ECONOMIC BELT." Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport, no. 6(90) (April 8, 2021): 15–22. http://dx.doi.org/10.15802/stp2020/225258.
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Purpose. The most ambitious economic and geopolitical project at present is the New Silk Road initiative, which can radically modify transport and cash flows in Eurasia and around the world. It includes the Silk Road Economic Belt and 21st Century Maritime Silk Road projects and involves the creation of an extensive infrastructure network on the way from the western borders of China through the countries of Central Asia and Iran to Europe. Therefore, the purpose of this work is a detailed comprehensive study and analysis of the development of the Belarusian-Chinese cooperation on the Silk Road Economic Belt project, as well as determination of its further prospects. Methodology In the course of the study, we used statistical, territorial-sectoral and retrospective analysis with elements of economic and mathematical modeling of the functioning of economic systems. Findings. The Republic of Belarus has become the most important link in the creation of the Silk Road Economic Belt. It has a unique geographical advantage, extremely convenient economic and cultural conditions, being a key country in Eastern Europe, located at the junction of the European Union, and the Eurasian Economic Union. The country attracts with a developed transport infrastructure, a high level of education and professional resources. The New Silk Road project is focused primarily on railway communication. The main potential for the Republic of Belarus in transit traffic is associated with the use of containers. It is containerized cargo transportation that is actually the only way to transport goods in Eurasian transit. Originality. At this stage of project development, the construction of a full-scale functional, effective model that would allow predicting the results of the implementation of a specific subproject with the required accuracy is currently impossible. However, at the present stage, the originality is the so-called «problem statement» based on the obtained analytical data. They allow identifying existing problems during project implementation, formulating possible solutions and using them during economic analysis of the efficiency of other international projects of the analytical type (solving analytical economic problems). Practical value. The article discusses the prospects and difficulties of the development of transportations by express container trains of goods and cargo from the People's Republic of China (PRC) to the Republic of Belarus. To overcome the imbalance in foreign trade with China, measures were proposed to solve this problem; attention was paid to the project for the construction of Eurasia high-speed highway (HSR), which should connect China with Western Europe through Russia and Belarus.
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Malle, Silvana. "Russia and China in the 21st century. Moving towards cooperative behaviour." Journal of Eurasian Studies 8, no. 2 (July 2017): 136–50. http://dx.doi.org/10.1016/j.euras.2017.02.003.
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Political and economic rapprochement is taking place between Russia and China in a number of fields: energy, arms production, trade in national currencies and strategic projects in transport and supporting infrastructure. This development, fostered by Western policies and actions, including sanctions related to Ukraine, appears to be strengthening despite reservations related to uneasy precedents, contrasting visions and uncertain economic projections. Chinese policies aiming at European markets via the revival of the Silk Road assist this development. The One Belt-One Road is projected as an alternative, or supplement, to the maritime routes made unsafe by contiguous countries’ unrest, criminality and the assertive control of the seas by the United States. While Russia, promoting friendly investment structures, moves eastwards to develop the Russian Far East bordering China, the latter expands westwards engaging in laborious negotiations with Central Asian countries and costly investments in infrastructure and logistics. In each area, the article maintains that both countries, despite economic and political competition and fear of losing control, have interest in cooperation and discusses the areas where this is taking place, albeit slowly and with difficulty. Whether economic cooperation can develop into a strategic alliance including defence is discussed in the light of joint military exercises, arms trade and plans to broaden the scope of the Collective Security Treaty Organisation, the Shanghai Cooperation Organisation (of which India and Pakistan have recently become members), and the Common ASEAN Community. This path is difficult and marred by members’ conflicting interests. But some positive outcomes should not be ruled out.
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Iskakov, Gabit A. Iskakov, and Zhandos K. Kegenbekov Kegenbekov. "Role of Kazakhstan in a Belt and Road Initiative project." Russian Journal of Water Transport, no. 67 (June 15, 2021): 94–101. http://dx.doi.org/10.37890/jwt.vi67.198.
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The idea of the New Silk Road project (also Belt and Road Initiative – BRI) was first pitched in 2013 by the President of the People's Republic of China (PRC) Xi Jinping. This project contains the Silk Road Economic Belt as well as the 21st Century Maritime Silk Road. The main goal of this project is the creation a modern transport infrastructure in Eurasia, in order to optimize shipping of goods between Asia and Europe. Since then, this project was in an active development that involves building and optimization of the transport infrastructure, integration of the project into the economy of the involved countries, signing agreements and deals between the countries and also improving the relationship between PRC and countries-participants of this project. Because this project is considered global and international for Eurasia, Kazakhstan views it as an important for the political and economical state of the country. The geographic position of the country makes it one of the most important participants of the project. This factor makes it important to identify other reasons behind this idea of Kazakhstan being an important destination of economical investment of PRC. Other important objectives are role and involvement of Kazakhstan in the development of the BRI project. This article reviews the Belt and Road Initiative project, how Kazakhstan is involved in this project and its role in it in the economical, political and logistical areas. The results of the implementation of the project is also present in this article.
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Houweling, Henk, and Mehdi Parvizi Amineh. "I. The Geopolitics of Power Projection in US Foreign Policy: From Colonization to Globalization." Perspectives on Global Development and Technology 2, no. 3 (2003): 339–89. http://dx.doi.org/10.1163/156915003322986316.
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AbstractThis Chapter studies continuity and innovation in the geopolitics of America in projecting power beyond legally recognized borders. Exporting cultural symbols expressing what America has on offer plays as crucial a role in the opening of societies beyond borders as commodity exports and the activities of the CIA and the US Air Force do. The historical part summarizes early experience and aims at uncovering continuity in the foreign policy of getting America offshore. The hypothesis is that the US objective of inserting power and influence in West and CEA is to deny to a single state, other than the US itself, or coalition of powers not including the US, the capability to set conditions for accessing the energy resources of West and CEA. Our argument is that such a dominating coalition of actors not including the US, would arise from the creation of overland energy and other transportation links among the industries of Western Europe, Russia, Turkey, Northeast Asia, and China, leading to economic unification of Eurasia. Economic unification by creating overland energy and transport links of much of Eurasia would deprive the US navy of its power to interdict supplies of oil and food to core industrial areas of Eurasia and Japan. The reassertion of Russian power in the Caucasus and Central Asia should therefore be prevented. The EU and Japan should be prevented from developing autonomous military power and be kept dependent on maritime transported energy and food supplies. China should not host pipelines connecting energy resources of West Asia and CEA with the industries of Japan and Korea, whose unification and economic and strategic merger with China should be prevented. Iraq, Iran, and the Saudi Kingdom should be reformed into powers friendly of the US. Energy unification by overland transport systems, leading to economic unification between industries of these entities, would give major powers of the Asian landmass the potential for setting conditions for the US state and non-state actors to access the resources on the largest of world's islands. Such a power shift between the world's continents would reduce the Western Hemisphere to a rather dependent offshore island between the Atlantic and Pacific Oceans.
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Hanumanthu, Sreeharsha, Bärbel Vogel, Rolf Müller, Simone Brunamonti, Suvarna Fadnavis, Dan Li, Peter Ölsner, et al. "Strong day-to-day variability of the Asian Tropopause Aerosol Layer (ATAL) in August 2016 at the Himalayan foothills." Atmospheric Chemistry and Physics 20, no. 22 (November 24, 2020): 14273–302. http://dx.doi.org/10.5194/acp-20-14273-2020.
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Abstract. The South Asian summer monsoon is associated with a large-scale anticyclonic circulation in the upper troposphere and lower stratosphere (UTLS), which confines the air mass inside. During boreal summer, the confinement of this air mass leads to an accumulation of aerosol between about 13 and 18 km (360 and 440 K potential temperature); this accumulation of aerosol constitutes the Asian Tropopause Aerosol Layer (ATAL). We present balloon-borne aerosol backscatter measurements of the ATAL performed by the Compact Optical Backscatter Aerosol Detector (COBALD) instrument in Nainital in northern India in August 2016, and compare these with COBALD measurements in the post-monsoon time in November 2016. The measurements demonstrate a strong variability of the ATAL's altitude, vertical extent, aerosol backscatter intensity and cirrus cloud occurrence frequency. Such a variability cannot be deduced from climatological means of the ATAL as they are derived from satellite measurements. To explain this observed variability we performed a Lagrangian back-trajectory analysis using the Chemical Lagrangian Model of the Stratosphere (CLaMS). We identify the transport pathways as well as the source regions of air parcels contributing to the ATAL over Nainital in August 2016. Our analysis reveals a variety of factors contributing to the observed day-to-day variability of the ATAL: continental convection, tropical cyclones (maritime convection), dynamics of the anticyclone and stratospheric intrusions. Thus, the air in the ATAL is a mixture of air masses coming from different atmospheric altitude layers. In addition, contributions from the model boundary layer originate in different geographic source regions. The location of the strongest updraft along the backward trajectories reveals a cluster of strong upward transport at the southern edge of the Himalayan foothills. From the top of the convective outflow level (about 13 km; 360 K) the air parcels ascend slowly to ATAL altitudes within a large-scale upward spiral driven by the diabatic heating in the anticyclonic flow of the South Asian summer monsoon at UTLS altitudes. Cases with a strong ATAL typically show boundary layer contributions from the Tibetan Plateau, the foothills of the Himalayas and other continental regions below the Asian monsoon. Weaker ATAL cases show higher contributions from the maritime boundary layer, often related to tropical cyclones, indicating a mixing of clean maritime and polluted continental air. On the one hand increasing anthropogenic emissions in the future are expected due to the strong growth of Asian economies; on the other hand the implementation of new emission control measures (in particular in China) has reduced the anthropogenic emissions of some pollutants contributing to the ATAL substantially. It needs to be monitored in the future whether the thickness and intensity of the ATAL will further increase, which will likely impact the surface climate.
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Hung, Chih-wen, and Huang-Hsiung Hsu. "The First Transition of the Asian Summer Monsoon, Intraseasonal Oscillation, and Taiwan Mei-yu." Journal of Climate 21, no. 7 (April 1, 2008): 1552–68. http://dx.doi.org/10.1175/2007jcli1457.1.
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Abstract This study reveals the close relationship between the first transition of the Asian summer monsoon (ASM), the tropical intraseasonal oscillation (TISO), and the mei-yu in Taiwan, which occurs climatologically between mid-May and mid-June. For about half of the years in 1958–2002, the first transition of the Asian summer monsoon can be classified as a sharp onset, which is characterized by an abrupt reversal of the monsoon flow from northeasterly to southwesterly. The evolution of the large-scale monsoon circulation and convection in the sharp-onset years is characterized by an eastward-propagating TISO from eastern Africa and the western Indian Ocean to the Maritime Continent. Upon the arrival of the TISO in the Maritime Continent, a sharp onset of the ASM occurs, and a channel supplying moist air in the lower troposphere is well established across the Indian Ocean to the South China Sea (SCS). This channel consists of the Somali jet, transporting the moisture from the Southern Hemisphere to the Northern Hemisphere, and the southwesterly monsoon, delivering the moisture across the Indian Ocean to the SCS and the western North Pacific. This efficient and persistent transport of moisture to the SCS and surrounding areas presumably provides a favorable condition for the maintenance of the mei-yu front and the development of convective systems. This also marks the onset of the Taiwan mei-yu season. Because a strong TISO signal, which tends to occur concurrently with the sharp onset of the ASM, is often observed prior to the onset of the first transition and Taiwan mei-yu, a close monitoring of the TISO can be informative for the weather forecasters in Taiwan to project the initiation of the Taiwan mei-yu.
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Ponanan, Klairung, and Wachira Wichitphongsa. "Railway's Impacts on Modal Shift Potential Towards Intermodal Transportation: A Case Study in Lao PDR." 11th GLOBAL CONFERENCE ON BUSINESS AND SOCIAL SCIENCES 11, no. 1 (December 9, 2020): 123. http://dx.doi.org/10.35609/gcbssproceeding.2020.11(123).
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Chinese government has developed transport infrastructure rapidly under Belt and Road Initiative (BRI) strategy. The BRI strategy is China's economic development strategies for expanding trade and cultural influence towards countries in western and eastern regions, including ASEAN. The development of BRI strategy is consists of two main components i.e., (i) the Silk Road Economic Belt, follows the historical overland Silk Road through Central Asia, Iran, Turkey and eventually to Europe, and (ii) the Maritime Silk Road, originates in the South China Sea, passing through the Malacca Strait, the Indian Ocean, and the Red Sea and extending into the Mediterranean Sea (Chris & Elizabeth, 2015). Due to the BRI strategy, more than 6000 trains made the journey from China to Europe in 2018, which is an increase of 72% compared to 2017. China has sent more than 11,000 freight trains to Europe and back since the BRI strategy was announced in 2013. Railway networks have been constructed under the BRI strategy for connecting 48 Chinese cities with 42 cities in Europe through Asia. There are many railway infrastructures under the BRI strategy. The China – Laos railway (Vientiane–Boten railway) is one of project under the Silk Road Economic Belt that has been developed for serving as a key infrastructure for the economic corridor between the two countries. In nearly future, this railway will be helped to boost trade, investment and tourism for Lao PDR. and south China's Guangxi Zhuang Autonomous Region. The Vientiane–Boten railway, especially transportation time will attract both travelers and Logistics Service Providers (LSP), which can be reduced time of journey compared with road mode. In this paper, modal shift potential of travelers and freight on Kunming-Bangkok Highway (R3A), AH2, AH8, AH9, AH10, AH12, AH13, and AH18 have been investigated by considering behavioral aspects of long distance travel. Keywords: Mode Split Model, Modal Shift, Vientiane–Boten railway, Travel Behaviour
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Huseynow, Rusif. "Azerbaijan – Kazakhstan relations: current situation and prospects." Przegląd Politologiczny, no. 3 (September 15, 2017): 139–60. http://dx.doi.org/10.14746/pp.2017.22.3.11.
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Azerbaijan and Kazakhstan should not be seen as two states which are close because of their Soviet past. In fact, the titular ethnic groups of Azerbaijan and Kazakhstan – Azerbaijanis and Kazakhs – come from a greater Turkic family. Azerbaijani-Kazakh brotherhood takes its roots from the very origins of the Turkic peoples that spread from the Altai Mountains and has been cemented by the Islamic factor. Maintaining maritime borders through the Caspian Sea, Azerbaijan and Kazakhstan are important nations for one another. Azerbaijan is seen as a bridge for Kazakhstan to access Turkey and Europe, while Kazakhstan offers Azerbaijan routes to Central Asia and China. The two countries attach great importance to their mutual relations, both bilateral and within various international organizations. These relations have only increased and not experienced any downturns or problems in the past 25 years. Kazakhstan recognized the territorial integrity of Azerbaijan, which is an important deal for Azerbaijan in its current conflict with neighboring Armenia. The countries even reached an agreement on the legal status of the Caspian Sea quite rapidly, while similar accords are still absent with other littoral countries. They are both interested in developing an East-West transport and energy corridor, enjoying a favorable geopolitical location that could serve as a bridge between the continents.
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Jiang, Xingwen, Yueqing Li, Song Yang, Kun Yang, and Junwen Chen. "Interannual Variation of Summer Atmospheric Heat Source over the Tibetan Plateau and the Role of Convection around the Western Maritime Continent." Journal of Climate 29, no. 1 (December 22, 2015): 121–38. http://dx.doi.org/10.1175/jcli-d-15-0181.1.
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Abstract The impacts of summer atmospheric heat source over the Tibetan Plateau (TP) on regional climate variation have attracted extensive attention. However, few studies have focused on possible causes of the interannual variation of atmospheric heat source over the TP. Total heat (TH) is generally composed of three components: surface sensible heat, latent heat release of condensation (LH), and radiative convergence. In this study, it is found that interannual variation of summer TH is dominated by LH in the central and eastern TP. The atmospheric circulation patterns associated with the TH over the TP in June are different from those in July and August. Large TH is accompanied by a cyclone centered over the South China Sea in June, which is replaced by an anticyclone in July and August. The interannual variation of July–August TH over the central and eastern TP is significantly affected by convection around the western Maritime Continent (WMC) that modulates the LH over the southeastern TP. Enhanced WMC convection induces an anticyclone to the south of the TP, which favors water vapor transport to the southeastern TP and thus an increase in precipitation. Enhanced convection over the southeastern TP may exert a positive feedback on local precipitation through pumping more water vapor from the southern boundary. Both observations and model simulations indicate that the enhanced WMC convection can induce the anticyclone to the south of the TP and convection–circulation is important for maintenance of the anticyclone.
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Maró, Zalán Márk, Attila Jámbor, and Áron Török. "Possible routes of the chinese new silk road - can the V4 countries benefit?" Review on Agriculture and Rural Development 8, no. 1-2 (May 26, 2019): 168–74. http://dx.doi.org/10.14232/rard.2019.1-2.168-174.
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The Ancient Silk Road was created 2100 years ago during the Han Dynasty (I-II century BC) to promote trade between China and Europe. The road was more than 7,000 km long and served as a catalyst for development for many centuries. After the 15th century, the Silk Road – and, at the same time, China's dominant role – lost its significance due to geographical discoveries. The dramatic fall in technology and the cost of transportation has led to the Silk Road being forgotten today.
The New Silk Road Initiative (also named ‘One Belt, One Road’ concept) has been China's greatest economic effort ever, with the main objective of stimulating economic development in Asia, Europe and Africa. It consists of two parts: the Belt will rely on major cities along the route that will carry some kind of central economic and commercial functions; while the Road is based on large ports, which together will result in a safe and efficient logistics route.The concept would affect 64% of the world's population (4.4 billion people) and would cover 30% of the world's GDP ($ 21 trillion). In recent years, China's economic growth has slowed down, and Chinese goods have become more and more expensive to rely on their main competitive advantage, the low price. This trend points to the need to examine the possibilities of making the transport of goods more efficient. Asia-Europe rail trade accounts for between 3% and 3.5% of total trade between the continents. It follows that 95-96% of the trade between the two continents is carried out at sea. The exact routes of the New Silk Road Initiative have not yet been fully defined but will consist of several land and sea transport routes. We made a systematic literature review to identify the possible paths of the New Silk Road. The initial search obtained 1.739 entries across all databases, which ended up in 49 relevant publications, but in this study we used only 17 publications due to the specificity of the topicAccording to the majority of the literature, the New Silk Road would consist of three general land routes. The first land route from China to Central Asia and Russia would reach Europe through the Baltic Sea. The second route would run through Central-, West Asia, the Persian Gulf to the Mediterranean and Central Europe. This route would affect the V4 countries, especially Hungary. The third route would run through Southeast and South Asia to the Indian Ocean. The Maritime Silk Road would start from the coasts of China through the South China Sea and the Indian Ocean to Africa and Europe; as well as from the Chinese coastal ports through the South China Sea to the Pacific Ocean.
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Dziewiałtowski-Gintowt, Bartosz. "One Belt, One Road between Three Seas: China’s soft-power policy towards ‘new’ EU members." Rocznik Instytutu Europy Środkowo-Wschodniej 17, no. 3 (December 2019): 93–114. http://dx.doi.org/10.36874/riesw.2019.3.6.
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China’s soft-power practice in its international activity boils down to four areas: culture, education, diplomacy, and economy. The most important element of China’s soft-power policy seems to be the Belt and Road Initiative (BRI). Announced in 2013, the BRI is a complex, long-term and large-scale strategic political and economic project by the Chinese government with an infrastructure character. In this way, China is seeking to invest its capital surpluses in resurrecting the ancient Silk Road to create railroad and maritime networks with its most important trading partner – the European Union. In these circumstances, in September 2015, the presidents of Central and Eastern EU member states announced the establishment of the separate Three Seas Initiative (TSI), a political and economic project bringing together 12 EU states, including 11 ‘new’ members and Austria. These entities constitute an informal bloc of states between the Adriatic, Baltic and Black seas, though without a permanent secretariat but with rotating leadership. In addition to the lack of a formal structure, the TSI region, located mainly in the EU’s eastern part, is characterized by a weaker infrastructure network than Western Europe, lower GDP (except Austria), and high dependence on gas supplies from Russia (except Croatia). To overcome these disparities, the TSI has developed a catalogue of 48 investment priorities in three economic areas: energy, transport, and digitalisation. China’s soft-power policy towards the ‘new’ EU members may be decided by the American patronage of the TSI and the fact that one of the flagship projects is the North-South Gas Corridor, which will enable the sale of American LNG in Central Europe, which has been dependent on gas supplies from Russia, China’s partner in the BRI. In the context of the US-China trade war, White House planners recognise Central Europe as both a peripheral and key area for their policy and seek to strengthen the Three Seas project, which may lead to limiting areas of cooperation under the ‘17+1’ format, involving CEE countries and China. On the other hand, the development of better energy, transport and digital connections in the EU’s east clearly intersects with China’s idea of building a New Eurasian Land Bridge under the BRI to connect the most economically developed edges of Eurasia. The new US strategy towards the countries of the CEE seems to boil down to involvement in specific energy-related projects. Instead of blocking or diminishing BRI-related infrastructure projects in China, they seem in fact to complement the Chinese activity in the CEE. Increased investment by American enterprises in the region may allow the administration in Washington to maintain control of Chinese infrastructure investments, and the US involvement may even lead to the participation of American companies in projects originally started by Beijing.
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Reid, Jeffrey S., Nofel D. Lagrosas, Haflidi H. Jonsson, Elizabeth A. Reid, Samuel A. Atwood, Thomas J. Boyd, Virendra P. Ghate, et al. "Aerosol meteorology of Maritime Continent for the 2012 7SEAS southwest monsoon intensive study – Part 2: Philippine receptor observations of fine-scale aerosol behavior." Atmospheric Chemistry and Physics 16, no. 22 (November 15, 2016): 14057–78. http://dx.doi.org/10.5194/acp-16-14057-2016.
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Abstract. The largest 7 Southeast Asian Studies (7SEAS) operations period within the Maritime Continent (MC) occurred in the August–September 2012 biomass burning season. Data included were observations aboard the M/Y Vasco, dispatched to the Palawan Archipelago and Sulu Sea of the Philippines for September 2012. At these locations, the Vasco observed MC smoke and pollution entering the southwest monsoon (SWM) monsoonal trough. Here we describe the research cruise findings and the finer-scale aerosol meteorology of this convectively active region. This 2012 cruise complemented a 2-week cruise in 2011 and was generally consistent with previous findings in terms of how smoke emission and transport related to monsoonal flows, tropical cyclones (TC), and the covariance between smoke transport events and the atmosphere's thermodynamic structure. Biomass burning plumes were usually mixed with significant amounts of anthropogenic pollution. Also key to aerosol behavior were squall lines and cold pools propagating across the South China Sea (SCS) and scavenging aerosol particles in their path. However, the 2012 cruise showed much higher modulation in aerosol frequency than its 2011 counterpart. Whereas in 2011 large synoptic-scale aerosol events transported high concentrations of smoke into the Philippines over days, in 2012 measured aerosol events exhibited a much shorter-term variation, sometimes only 3–12 h. Strong monsoonal flow reversals were also experienced in 2012. Nucleation events in cleaner and polluted conditions, as well as in urban plumes, were observed. Perhaps most interestingly, several cases of squall lines preceding major aerosol events were observed, as opposed to 2011 observations where these lines largely scavenged aerosol particles from the marine boundary layer. Combined, these observations indicate pockets of high and low particle counts that are not uncommon in the region. These perturbations are difficult to observe by satellite and very difficult to model. Indeed, the Navy Aerosol Analysis and Prediction System (NAAPS) simulations captured longer period aerosol events quite well but largely failed to capture the timing of high-frequency phenomena. Ultimately, the research findings of these cruises demonstrate the real world challenges of satellite-based missions, significant aerosol life cycle questions such as those the future Aerosol/Clouds/Ecosystems (ACE) will investigate, and the importance of small-scale phenomena such as sea breezes, squall lines, and nucleation events embedded within SWM patterns in dominating aerosol life cycle and potential relationships to clouds.
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Lim, Young-Kwon, and Kwang-Yul Kim. "ENSO Impact on the Space–Time Evolution of the Regional Asian Summer Monsoons." Journal of Climate 20, no. 11 (June 1, 2007): 2397–415. http://dx.doi.org/10.1175/jcli4120.1.
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Abstract This study investigates how ENSO affects the space–time evolution of the Asian summer monsoon (ASM) precipitation and synoptic variables on a 5-day resolution over the entire ASM area. Cyclostationary EOF and regression methods were used to investigate the detailed evolution features associated with ENSO during the prominent life cycle of the ASM (21 May–17 September). This ENSO mode is identified as the third largest component (next to the seasonal cycle and the intraseasonal oscillations with a 40–50-day period) of the ASM rainfall variation. The ENSO mode reveals that the individual regional monsoons over the ASM domain respond to ENSO in a complex manner. 1) Under the El Niño condition, the early monsoon stage over India, the Bay of Bengal, and the Indochina peninsula is characterized by rainfall deficit, along with a delayed monsoon onset by one or two pentads. This is the result of weakened diabatic heating over the Asian continent and meridional pressure gradient over the Indian Ocean, causing a weak low-tropospheric westerly monsoonal flow and the ensuing moisture transport decrease toward the regional monsoon areas. Onsets of the subsequent regional monsoons are delayed successively by this poorly developed ASM system in the early stage. 2) The Walker circulation anomaly persistently induces an enhanced subsidence over the Maritime Continent, resulting in a drought condition over this region for the entire ASM period. 3) The Hadley circulation anomaly linked to the Walker circulation anomaly over the Tropics drives a rising motion over the subtropical western Pacific, resulting in a wetter south China monsoon. The negative sea level pressure anomaly over the subtropical western Pacific associated with this anomalous Hadley circulation provides an unfavorable condition for the moisture transport toward East Asia, causing drier monsoons over north China, Japan, and Korea regions. 4) This negative sea level pressure anomaly intrudes into India, the Bay of Bengal, and the Indochina peninsula during late July and early August, developing a brief wet period over these regions. In contrast, the physical changes including the onset variation and the monsoon strength addressed above are reversed during La Niña events. In reality, the observed ASM rainfall anomaly does not necessarily follow the ENSO-related patterns addressed above because of other impacts contributing to the rainfall variations. Although the impact of ENSO is moderately important, a comparison with other impacts demonstrates that the rainfall variations are controlled more by regional-scale intraseasonal oscillations.