中国梦,其实并不是一个梦——读鲁迅散文《五猖会》有感

胖大汉用鼻尖将'高照'高高顶起,孩子穿着红衣戴着枷锁扮成犯人,还有骑马的'塘报',还有踩高跷的、抬大轿的……如果大街上有这一干诡异的人们在游行表演,这确实是件令观者异常兴奋的事。可惜我从来没有看到过这样的场景,从未感受过这样的狂欢。而小时候的鲁迅,却见过这'迎神赛会'。只是,他还是感觉盛况不够,不太过瘾。而当难得有机会去感受下东关的五猖会,却烦恨父亲非让他背出《鉴略》来。

笔记二则

说来还真有点特别鲁迅幼年入塾,先读《鉴略》,塾师是本家叔祖周玉田。读这部开蒙书,鲁迅自述中提到过,出于他的祖父周福清的主张,在他的二弟、三弟的回忆文章里俱皆叙及,当可信得。何以要用《鉴略》启蒙?段国超的《鲁迅家世》(修订版,教育科学出版社1998年版)中说:'在教育子孙为学读书的问题上,周福清还颇有一点特别——‘反传统’,主张治学先从治史入手。'(第80页)此言倒真的'有一点特别',开蒙被当作'治学'。

The identification of global strategic shipping pivots and their spatial patterns

In concert with developments in global trade and energy resource transportation, there has been a marked increase in reliance on overseas shipping. Unimpeded marine transportation has therefore become a key issue which influences national maritime interests including the security of trade and energy resources. A strategic shipping pivot thus performs a vital controlling function for global shipping networks. In this study strategic shipping pivots are defined and subdivided into sea hubs, channels and areas. We then develop a model to identify strategic shipping pivots on a global scale. The results show that, depending on differences in location, function, and type, the concept of strategic shipping pivot permits the identification of both spatial and structural differentiation with respect to strategic hubs, corridors, and seas. Now 44 strategic hubs have formed across the globe. These hubs have become the control centers of local shipping network organization. At the same time, seven strategic corridors containing most shipping routes and transportation capacity connect important sea areas, and permit a high-degree of control over the transport of strategic materials. The strategic seas, the Caribbean, the Mediterranean, Southeast Asia, and the Pacific provide vital import and export pathways, so that the formation of strategic shipping pivots is mainly influenced by factors such as physical geographical conditions, the spatial distribution of socio-economic activities, business organization, technical progress, geopolitical patterns and geopolitical disputes. Physical geographical conditions provide the potential foundations for strategic shipping pivots, while the spatial distribution of socio-economic activities and communications determine the strategic value of these points. Finally, business organization, technical progress, and geopolitical disputes all function to strengthen the strategic mechanisms and the mutagenicity of strategic shipping pivots.

A fine-grained perspective on the robustness of global cargo ship transportation networks

The robustness of cargo ship transportation networks is essential to the stability of the world trade system. The current research mainly focuses on the coarse-grained, holistic cargo ship transportation network while ignoring the structural diversity of different sub-networks. In this paper, we evaluate the robustness of the global cargo ship transportation network based on the most recent Automatic Identification System（AIS） data available. First, we subdivide three typical cargo ship transportation networks（i.e., oil tanker, container ship and bulk carrier） from the original cargo ship transportation network. Then, we design statistical indices based on complex network theory and employ four attack strategies, including random attack and three intentional attacks（i.e., degree-based attack, betweenness-based attack and flux-based attack） to evaluate the robustness of the three typical cargo ship transportation networks. Finally, we compare the integrity of the remaining ports of the network when a small proportion of ports lose their function. The results show that 1） compared with the holistic cargo ship transportation network, the fine-grain-based cargo ship transportation networks can fully reflect the pattern and process of global cargo transportation; 2） different cargo ship networks behave heterogeneously in terms of their robustness, with the container network being the weakest and the bulk carrier network being the strongest; and 3） small-scale intentional attacks may have significant influence on the integrity of the container network but a minor impact on the bulk carrier and oil tanker transportation networks. These conclusions can help improve the decision support capabilities in maritime transportation planning and emergency response and facilitate the establishment of a more reliable maritime transportation system.Abstract： The robustness of cargo ship transportation networks is essential to the stability of the world trade system. The current research mainly focuses on the coarse-grained, holistic cargo ship transportation network while ignoring the structural diversity of different sub-networks. In this paper, we evaluate the robustness of the global cargo ship transporta- tion network based on the most recent Automatic Identification System （AIS） data available. First, we subdivide three typical cargo ship transportation networks （i.e., oil tanker, container ship and bulk carrier） from the original cargo ship transportation network. Then, we design statistical indices based on complex network theory and employ four attack strategies, in- cluding random attack and three intentional attacks （i.e., degree-based attack, between- ness-based attack and flux-based attack） to evaluate the robustness of the three typical cargo ship transportation networks. Finally, we compare the integrity of the remaining ports of the network when a small proportion of ports lose their function. The results show that 1） com- pared with the holistic cargo ship transportation network, the fine-grain-based cargo ship transportation networks can fully reflect the pattern and process of global cargo transportation 2） different cargo ship networks behave heterogeneously in terms of their robustness, with the container network being the weakest and the bulk carrier network being the strongest; and 3） small-scale intentional attacks may have significant influence on the integrity of the con- tainer network but a minor impact on the bulk carrier and oil tanker transportation networks.These conclusions can help improve the decision support capabilities in maritime transportation planning and emergency response and facilitate the establishment of a more reliable maritime transportation system.