海校用双语授课
2012.10.05
一：本期头条
Bilingual MET (Maritime Education and Taining) in China 最近在Maritime Professional半月刊上看到一篇 “世界海校应该用那种语言授课” 的文章. (全文请看本网站 SRT#36 ).结论是因航海属世界性专家们建议用双语 (英语和本国语)授课. 根据作者从2001年开始中国教育部已实行双语大学教课以应对挑战. 上海海大于2011年开办双信驾台航海系统课程…
According to the authors, as early as 2001, the Chinese ministry of Education had implemented bilingual education in universities and colleges as a way to “cultivate the international talents to meet the educational challenge of the future”. In 2011, the Shanghai Maritime University launched a bilingual Bridge Navigational Systems course. In this course, teachers are selected who are at least Second Mates and who have significant seagoing experience. They are also selected to have proficiency and academic knowledge of the subject both in English and Chinese.
“[The] teaching syllabus is also developed in both languages. Students … are provided with both the Chinese textbook and original English one including the English electronic slides. The academic knowledge in class is introduced in full English firstly and then repeated in Chinese if students [have any] doubt. Assessment is conducted in English.”
So clearly there is a good deal of English used in the course, and the students are supported with materials both in their native language and English. I find it particularly interesting that assessments were conducted in English. This, no doubt, was an instrumental factor in providing the necessary incentive and motivation for students to make use of, and pay attention to, the English language materials even though this would have required more effort on their part.
Although the authors do not present any empirical evidence of the program’s success, they do provide the following:
“According to the assessment results and the participation activities of the students in class, it is concluded that students were well motivated and expressed high enthusiasm to attend this class since their maritime English and academic knowledge were also further improved compared to the students’ instructed in full Chinese language.”
Xiamen meet focusses on how to restore 'orderly' market 上月26日中远于厦门召开世界航运高峰会议. 会中中远归咎公司之巨亏于 “无秩序之市场”, 号召船东和货主应齐心经营回归到”有条理之市场”.
Cosco held its annual World Shipping (China) Summit in the south-eastern port city of Xiamen this year, and no one could accuse the organisers of a lack of focus.
Company speakers stuck closely to the theme of “Sharing an Orderly Market” and did their best to get the invited international guests to do the same — not always with equal success.
Cosco Group chairman Captain Wei Jiafu, whose retirement was announced last year, blames his company’s troubles in large part on disorderly markets. The symptoms of this disorder includes not only a glut of tonnage but also “vicious competition”
shipowner and customer. following the global financial crisis, as well as the actions of “certain cargo owners” who have chosen to become shipowners — unwisely, according to Captain Wei.
The veiled reference to Brazilian mining player Vale was unveiled progressively by a number of speakers, until finally the still unresolved controversy over the Valemax fleet of very large ore carriers (VLOCs) became the explicit topic of one panel session.
Cosco’s view on how to fix the disorderly market emphasises co-operation among shipowners and between
Sept. 26, 2012
China – Australia Maritime Safety Exchange Program 中澳两国海上安全部门于澳大利亚举行三个月交流和学习
Tuesday, September 25, 2012
Australian Maritime Safety Authority (AMSA) welcomes 6 delegates from the China Maritime Safety Administration in a 12-week maritime safety exchange program.
The group had a very busy first week in Canberra, where they were able to meet with AMSA's Executive and most of the divisions at AMSA’s head office where they were briefed by AMSA's CEO Mr Graham Peachey on upcoming changes to Australian maritime legislation and future priority issues for AMSA. Mr Peachey and the delegates also discussed the mutual benefits of maintaining a close relationship for the two agencies.
During the week, they learned about Australia’s systems of vessel tracking and pilotage, ship safety, ship inspection and registration and manning qualifications. They were also briefed on AMSA’s work relating to the International Maritime Organization, the Maritime Labour Convention, the Polar Code, machinery of government issues and technical cooperation.
Later on, the six delegates were joined by some Marine Standards team members for a day visit to Googong Foreshores where the delegates toured the London Bridge Homestead, enjoyed an Aussie barbeque lunch and saw several kangaroos and a wombat.
This week the delegates will be spending two days with the Rescue Coordination Centre, where they will learn about Australian search and rescue resources, beacon registration, response scenarios and other daily activities. They will spend the rest of the week with the Department of Infrastructure and the Australian Transport Safety Bureau.
Big ships have yard operators scratching head 超大型货箱船给码头管理者带来头痛.
Aug 18, 2012, 6:19AM EST
Ports have been preparing for the arrival of megaships for the last few years, but now that they are pouring into service, the challenge of handling these vessels has become more apparent.
The rapidly increasing size of container vessels is posing an increasing headache for the terminals that have to accommodate the ships.
Off-loading half of a 10,000-plus TEU vessel requires plenty of coordination between ship and shore. On busy terminal days, many ports are finding they do not have enough container cranes to put on a ship. That means the larger the ship, the more boxes need to be handled, and the longer the ship needs to stay alongside.
This is a growing problem for the big exports ports of Asia and the gateway ports in the US and Europe. Even if the container moves per hour are boosted it can still take three days to clear a ship if only two cranes are used, which is about two days too long.
There is a limit to the number of cranes that can be installed on a berth so crane developers are working on ways to increase the load per crane. Some terminals use cranes that can load or off-load two containers at once, and there are cranes in the pipeline that will be able to handle four boxes in one move.
Of course that is great for handling empties, but not possible for loaded boxes. At least not yet.
But it is not just about moving boxes on and off a ship. The bigger the vessel the more boxes need to be in the yard and ready to be loaded, and more trucks and yard space needs to be available for the off-loaded containers.
Mega ships offer the carriers economies of scale, but only if the boxes arrive to be loaded. The ships require huge numbers of containers to be trucked or railed to the yards to meet the weekly services, putting pressure on all aspects of the landside operations.
Yet space is at a premium at ports across the world and increasing the size of yards is not simply a matter of buying and fencing off a new chunk of real estate.
Then there is how the yard itself is configured. All import and export boxes must be stacked at their own separate berths and according to the various shipping services and the destinations.
It is something every port deals with every week, but it remains a complex operation that requires superb juggling skills from the terminal managers.
BIMCO eLearning Diploma Programme (BeDP) BIMCO开办电子课程, 该课程己被上海海大和大连海大之法学院接受为硕士所需之学分. 课程费用为1495欧元(不合税).
Tuesday, 25 September 2012 | 11:00
BIMCO has linked up with leading maritime multi-media training provider Videotel Marine International to produce and launch a brand new BIMCO eLearning Diploma Programme (BeDP).
BeDP will enable students to build on their knowledge, acquire increased professional competencies and ongoing personal development at their own time and place. It is a new and exciting educational tool which will deliver the best possible lectures, covering all aspects of the contemporary maritime industry.
The web-based training brings together content, curriculum, quizzes and examinations, putting them at the student’s fingertips. Online course meetings are held at designated times with tutors providing targeted guidance and instruction. Training onsite via e-learning does away with classroom costs, travel and hotel expenses, making training that much more affordable. Each training module represents approximately three months’ training – about 30-40 study hours – followed by a final, written examination leading to the award of a BIMCO Certificate. Four certificates can be combined to achieve the BIMCO Diploma.
其他新闻:
1. -9月27日为客轮 “泰坦尼”号沉没100周年纪念.
2. -BIMCO将于上海开设办事处.
3. -8月份亚欧航线货运下降 11%, 各船公司均准备减少航班应付 low season.
二：造船 (Shipbuilding)
1. -中国为提高原油进口内闰轮负责运载之百分比准备投资45亿美元建造 50条VLCC 30万吨级油轮. 目前全球共有600条VLCC, 其中中国公司仅占百分之十.
三：港口 (Terminal)
1. -英国 Southampton港口投资 2.43亿美元挖深航道和增加码头设施准备迎接 13,000-teu货箱船的到来.
四：海难 (Casualty)
1. -本月一日香港南丫岛渡轮撞沉小客轮造成39人死亡惨剧.
2. - “Ocean Gem” (2010) 14,400-dwt上月24日于印度 Krishnapatnam港卸货时发现船长失踪. 该轮属香港 Prosperity Steamship公司所有.
3. -挪威籍 “Norgas Cathinka” (2009) 5,820-cbm LNG船上月26日于印尼 Bakauheni港外海撞沉一条印尼渡轮8名乘客死亡.
五：买卖/租贷 (S/P & Chartering)
1. S & P
-“Azul Frontier” (2003) 177253-dwt usd 21.40M, Swiss Marine
-“New Emerald” (1996) 45554-dwt usd 7.50M, Greek
-“Clipper Grace” (2007) 30548-dwt usd 11.30M, Greek
2. DEMO
-“Phoenix” (1990) 151277-dwt usd 420/ldt, Indian
-“GS Beauty” (1983) 139560-dwt usd 381/ldt, Indian
-“Grand Anemi” (1988) 76650-dwt usd 355/ldt, Indian
-“Panamax Leader” (1989) 66758-dwt usd 320/ldt, Chinese
-“Ocean King” (1983) 47409-dwt usd 415/ldt, Indian
-“Vivian” (1983) 41829-dwt usd 415/ldt, Indian
3. 本星期远东 2002年造二手船平均价值:
种类 油轮 干散货轮 集装箱轮 (teu)_
船型 VLCC Suezmax Aframax Cape Pmax Supramax Handy Pmax Handy Fmax_
吨位(万) 31 16 11 18 7..5 5 3 4000 1400 750
升降(百分比) -o.8% -0.4% -3.1% -2.3% -2.7% -2.7% -3.3% -0.5% -1.1% -0.0%
4. Daily Summary of Baltic Exchange Dry Indices 2012.10.05
Baltic Exchange Dry Index BD 875 (+ 30)
Baltic Exchange Capesize Index BPI 1932 (+ 59)
Baltic Exchange Panamax Index BPI 598 (+ 54)
Baltic Exchange Supramax Index BSI 795 (- 7)
Baltic Exchange Handysize Index BHSI 444 (- 1)
5. TIMECHARTER
-“Piet” (2011) 93183 dwt dely dop Huangzhu 15/17 Sept. trip via China redel India, int.fertlizer, $4000 daily – Sivabulk
-“Flipper” (1999) 73296 dwt dely Taiwan 22/27 Sept trip via No.Pac redel S’pore-Jpn range $4000 daily – Cargill
-“Sea Lord” (1995) 69128 dwt dely W.Australia 21/24 Sept trip redel China $4500 daily+$150000 bb – NCS
-“Sophia Z.” (2009) 57700 dwt dely aps US Gulf prompt trip redel S’pore-Jpn range $18500 daily – Cargill
-“Therase Selmar” (2006) 55682 dwt dely Fengcheng spot trip via Indonesia redel India $8450 daily -- cbr
-“Ocean Hawk” (2011) 37193 dwt dely Shantou prompt 2/3 laden legs redel S’pore-Jpn range $7500 daily – Pac Basin
6. PERIOD
-“Blue Manaslu” (2011) 179000-dwt 4-8 months usd 9500/daily Louis Dreyfus
-“Avra” (2001) 75000-dwt 10-16 months usd 6500/daily Norden
-“Panamax Trader” (1990) 69338-dwt 2-3 months usd 9250/daily Phaethon
7. ORE
-“Su-Oh” (1997) 160000/10%, Narvik/青島 15/30 Sept usd 22.00 fio, sc/30000shinc -- Cosbulk
-“ZOSCO Taizhou” (2010) 160000/10%, Dampier/青島 01/05 Oct. usd 7.20 fio. sc/30000shinc -- Rio Tinto
-“Glory China” (2010) 160000/10%, Tubarao/青島 24/26 Sept usd 19.50 fio. sc/30000shinc -- Vale
-Tbn 160000/10%, Saldana Bay/青島 12/15 Oct. usd 13.00 fio, sc/30000sc -- Kumba
-Tbn 150000/10%, Pointe Noire/China 11/20 Oct. usd 23.00 fio 35000/30000shinc -- Cosbulk
-Tbn 160000/10%, Esperance/青島 03/12 Oct. usd 10.00 fio sc/30000sc -- Pacific Bulk
六：2012/10/05 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 645 658 955 970
鹿特丹 625 650 ----- 975
休士顿 640 690 ----- 1045
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备注: tbn = to be named ldt = light d/weight ton
usd = u.s.dollar mtpa = million ton per annum
cbm =cubic meter tpa =million metric ton per annu
