丝瓜小说网

手机浏览器扫描二维码访问

第73章 心照不宣的感情（第2页）

孙荣然心里很替鲁隽高兴的，但又有种莫名的伤感，两个人也许就这样永远分开了，人生的确有时分合不能自主的。

他虽然伤感，但还是明白自己的位置的，只是在信中有点难以启齿和鲁隽说自己的这种生活的。

再回头一想自己本就是农家出身的，鲁隽也是知道的，何必假装自己很富贵气的呢，还不如把田间的一些趣事写给她看看，或许她也有兴趣听一种完全不一样的生活呢。

小主，这个章节后面还有哦，请点击下一页继续阅读，后面更精彩！

于是孙荣然在信里写了许多田间的劳作生活，包括双抢这些的劳动的，写了自己希望鲁隽能抓住机会的，过了语言关顺利出国留学的。

就这样，书信在孙荣然和鲁隽间来往，在孙荣然和汤慧雅间来往，这个暑假似乎很短了，很快就到了新学期开学的日子了。

孙荣然虽然知道鲁隽这个学期是不会再来学校上课的了，他好希望还是能见到她的身影的。

当然这是不可能的，但鲁隽的信却是即时到了学校里了，她讲了她现在日语学习的近况，并问了孙荣然现在学校的一些课程，她希望孙荣然能安心于英语专业的学习的，虽然喜欢文学写作这些的，但不能荒废了自己这个专业的，千万别挂科的，既然选择了这路就一定要坚持的。

孙荣然回信告诉她学校的一些情况，感谢她对自己的关心，他会记住她跟他说的这些话的，自然会好好学习的，也希望鲁隽能够顺利成功的。

两个人就这样书信来往地相互关心和鼓励着。

下半年汤慧雅的来信在逐渐减少，孙荣然也没有在意，他依然还是和以前一样给她每信必回的，但汤慧雅突然在一封信中告诉孙荣然自己的父母亲给她物色了一个男朋友，说这个男朋友家境很好，父亲是当官的，他本人也是在邮电器材厂跑业务的，经济条件很是优越的，问孙荣然她该怎么办。

孙荣然心里泛起一种酸楚，他知道他是不可能和人家匹敌的，更何况那男的肯定是入了汤慧雅父母的法眼的了，哪怕他现在戳破这层纸，现身在汤慧雅家中也入不了汤慧雅父母的法眼的。

更何况自己的学业还没完成的，也不可能去谈这事的，若去谈了，岂不让现在的同学们笑话了。

唉，不属于自己的终究不是自己的，也许这就是天意的。

他在心里纠结了一番后，便给汤慧雅回信表示这是好事的，要相信父母的眼睛的，也是缘分天定的，祝愿她能找到自己的人生伴侣的。

回信很短，孙荣然想不出能再说些什么了，他也不想表达心中的那种失落和遗憾的。

这封信之后，整整好几个月不再收到汤慧雅的信了，日子似乎少了一点什么，但孙荣然一直在心里提醒自己：你没资格！

你没资格！

心里才好过一点，好在鲁隽还常给他来信问这问那的，孙荣然情感的转移还是快的。

只是隔了几个月孙荣然收到了汤慧雅的最后一封信告诉他，她准备和那个男人结婚了。

至此，孙荣然便和汤慧雅断了书信来往。

天气和孙荣然的心一样，几次冷空气来过之后，一天比一天冷的，真正的冬天来临了。

树上只剩下光秃秃的枝干了，只有几只鸟儿停留在树枝上打着盹，似乎也在感叹这本可遮风挡雨的树叶怎么一下子就没了呢。

天灰蒙蒙的，似乎蒙了一层纱或是哪个偷懒的没把天空之镜认真擦亮的。

这种天让人心里更感到压抑，再加上那份透骨的冷让人站也不是，坐也不是，手是不敢伸出来的，连脖子都比平时似乎缩短了许多。

孙荣然似乎也别无有兴致去的地方了，只有学校图书馆那的阅览室尚能觅得一些温度的，于是他便独自拿着自己的《AdvancedEnglish》课本去阅览室坐了下来慢慢啃着了。

孙荣然整个人都投入在了AndrewNeil写的BritanniaRuestheWaves中了。

Britainu0027smerchantnavyseldomgrabstheheadlinesthesedays;itisalmostaforgottenindustry.Yetshippingistheessentiallifelineforthenationu0027seconomy.Ninety-ninepercentofourtradeinandoutofthecountrygoesbyship—andoverhalfofitinBritishships.ShippingisalsoasignificantBritishsuccessstory.Itearnsover￡1000millionayearinforeignexchangeearnings:withoutourmerchantfleet，thebalanceofpaymentswouldbepermanentlyindeficit，despiteNorthSeaoil.But，todaythisvitalBritishindustryismoreinperilthaneverbefore.Onalmostallthemajorsearoutesoftheworld，theBritishfleetrisksbeingelbowedoutbystiffforeignpetition.Thethreatesfromtwomaindirections:fromtheRussiansandtheEasternbloccountrieswhoarenowinthemiddleofamassiveexpansionoftheirmerchantnavies，andcarvingtheirwayintotheinternationalshippingtradebyseverelyundercuttingWesternshippingpaines;andfromthemerchantfleetsofthedevelopingnations，whoarebentontakingoverthelionu0027sshareofthetradebetweenEuropeandAfrica，AsiaandtheFarEast--routesinwhichBritainhasabibstake.Today，theBritishfleetnolongerdominatesthehighseas:ourshareoftheworldu0027smerchantfleethasfallenfrom40percenttoaroundeightpercent.But，intermsoftonnage，theBritishmerchantnavyhascontinuedtoexpand，itcannowcarryovertwo-thirdsmorethanitcouldin1914，and，almostaloneamongourtraditionalindustries，shippinghasremainedamajorsuccessstory.UnliketherestofBritishindustry，ship-ownersinvestedbig.Intheearly1960s，theshippingpaniescashedinongovernmentgrantsandtaxconcessions.Between1966and1976，Britishshippinglinesinvestedatarateofover￡1millionaday.Bytheearly1970s，itseemedthat，some-whereintheworld，anewBritishshipwasbeinglaunchedeveryweek.TheresultisthatBritainhasaverymodernfleet:theaverageageofourmerchantshipsisonlysixyears，andoverhalfthefleetisunderfiveyearsold.Forsometimenow，Britishshippingmanagershavestayedaheadofthepetitionbyinvestinginthemostsophisticatedships.TheothermajorfactorwhichhasplayedakeyroleinthedominanceoftheBritishmerchantnavyisaninstitutioninventedbytheBritishwellover100yearsago:the‘conferenceu0027.Inthemiddleofthe19thcentury，petitionbetweensailing-shipsandsteam-shipsbecameout-throat，andpricecuttingruinedmanylong-establishedpanies.Sotheshipownersgottogethertoestablishamoresettledsystem，andtheysetupasystemofpricefixing.Inotherwords，everypossibletypeofcargohadaprice，whichallownersagreedtocharge.Itwas，infact，acartel，thoughtheBritishshipownersgaveitthemoredignifiednameofa’conferenceu0027.Thesystemhascertainlystoodthetestoftime.Today，thereareabout300conferencesgoverningthetrade-routesoftheworld，andtheBritishstillplayamajorrole.Byreducingpetition，shippingconferenceshavetakensomeoftheriskoutofthedodgybusinessofmovinggoodsbysea.Theymakeitharder，perhaps，tomakeabigkillingingoodtimes，becauseyouhavetosharethetradewithotherconferencemembers.Buttheymakeiteasiertoweatherthebadtimes，becausethereisnomad，petitivescramblefortheavailabletrade.Bytheearly1970s，badtimeswerejustaroundthecorner.Theworldshipbuildingboomreacheditspeakin1973，butthatwastheyearoftheArab-lsraeliwar，whichwasfollowedrapidlybythequadruplingofoilprices.By1974，theindustrialisedworldhadbegunitsslideintotheworstdepressionsincethe1980s，andtheshippingindustryhadentereditslongyearsofcrisis.Thefirsttobeaffectedweretheoil-tankerfleets.Asoildemandwascutback，charterratesplummeted，andtheestuariesoftheworldbecamejammedwiththesteadilyincreasingnumbersofmoth-balltankers.NorwayandGreecesufferedmost.Britishshipownershadnotbeesoinvolvedinthetankerboominthefirstplace，sotheywerenotsobadlyaffected.By1976，theslumphadbeguntobiteintothebulk-carriertrade.Bulkcarriersareshipsthatcarrydrycargoofoneparticularkind，suchassugar，coalorwheat，withironorebeingbyfarthemostimportant.Butwiththeworldsteelindustrydeepinthedoldrums，whoneededironorecarriers?Withitsbigbulk-carrierfleet，theBritishshippingindustrynowbegantofeelthepinch.Eventhoughtheslumpspreadfastintomostshippingsectors，theBritishfleetwasstillalongwayfrombankruptcy.Theoneareawhichhasweatheredtheeconomicstormsbestisthatcontrolledbytheconferences:thescheduledfreight-linerservices--andthatiswhereBritainu0027sfleetisstronglyentrenched.Liner-freightvesselsofferpeoplewhowanttosendgoodsbyseaaregular，scheduledshippingservice;theyfollowagreedroutes，or‘linesu0027，andcallatportsonagreeddates.Forexample，ifIwanttosendashipmentofsparetractorpartsfromTaiwantoBangkok，allIhavetodoiscontacttheFarEastFreightConference，andthatwillbeabletotellmewhenthenextlinershipwillbecallingatTaiwan，theexactdateonwhichitwillgettoBangkok，andthegoingfreightrate.Itisanideal‘parcelu0027serviceforpeoplewithcargoesthatarenotbigenoughtomakeitworthcharteringawholeship.Itisalsoaplusfortheshipownersnottobedependentononlyonecustomer.Linershipscarryallsortsofdifferentcargoes--mainlyfinishedmanufacturedgoods--so，ifthereisaslumpinoneparticularindustry，providedthereisstillbuoyancyinotherindustries，thelinerfleetscanstillsurvive.Thatgivesthemadistinctadvantageoveroiltankersorbulkcarriers，becausethelatteraredependentononeortwobasicrawmaterials.ThatiswhyBritainhasremainedrelativelystrong.MuchofBritainu0027slinerfleetrarelyseesaBritishport.Ourshipsareextensivecross-traders;thatis，theycarrygoodsbetweenforeigncountries.Britishpaniesarebig，forexample，ontheJapan-to-Australiarun，andonthegrowingtraderoutesbetweentheFarEastandtheMiddleEast，aroundthePersianGulf.Untilrecently，thoserouteswerehighlyprofitablefortheBritishpanies，andamajorsourceofforeigncurrencyforBritain.TheyarealsotheroutesonwhichtheThirdWorldandtheRussiansareouttomakethebiggestinroads.MostemergingcountriesintheThirdWorldareouttocarryabiggershareoftheirtradeintheirownships.Developingcountriesregardamerchantnavyassomethingofastatussymbol--thenextthingtogoforafteranationalairline.Singaporehasexpandedtheirfleetby6000percentinthelast15years，Indiaby400percent.ThechallengefromtheThirdWorldhasalwaysbeenforeseenbyourshippingpanies.Pu0026O，forexample，whilestillouttoincreasethetotalfreightitcarries，isplanningforagradualreductioninitspercentageshareofthetradewiththenewshippingpowersoftheThirdWorld.ButPu0026Ohasnointentionofthrowinginthetowel.Thekeytacticbehinditsstrategyofholdingontotherichestsliceofthetradehasbeentomoveup-market--togowheretheThirdWorldcannotfollow:intohigh-technologyinvestment.Containers，forexample，wereanAmericaninvention，butitwasBritishshipownerswhoputupthemoneytopioneertheinternationaldeep-seacontainerservice.Containerssavetime，becausetheloadingisdoneinthefactoryorwarehouse，ratherthanonthedockside，andtheyareverysecureagainsttheft;exceptforacodenumberontheoutside，thereisnoindicationofwhatisinsidethebox.Tocashinonthecontainerrevolution，youneedasophisticatedsystemofroadsandrailways，somethingthatmostThirdWorldcountriesdonothave:Andcontainershipsareexpensive，around￡50millioneach.Pu0026Ou0027shigh-technology，high-investmentstrategy，however，isfarfrombeingthewholeanswertotheThirdWorldthreat.ThedevelopingcountriesarenotouttopetewithWesternfleetsbymercialmeans;theywanttoimposeasetofruleswhichwillguaranteethemamajorsliceoftheshippingtrade.ThisdemandhasfoundofficialexpressionintheUnitedNationsConferenceonTradeandDevelopment，UNCTAD.TheUNCTADlinercodelaysdownthatbetweentwotradingpartners，80percentofthefreightshouldbesplitequallybetweentheirrespectivemerchantfleets.Thatleavesonly20percenttogointothenumerouscross-traders，allfightingforashare，anditisonthesecross-tradesthatBritishlinerpaniesearn40percentoftheirrevenue.NotenoughcountrieshaveratifiedtheUNCTADcodeyettobringitintoforce.Butifitdoesbeeuniversal，itcouldstrikeasevereblowtoBritainu0027slinertrade.TheIronCurtaincountriesrepresentanevengreaterandmoreorganisedthreattothefutureofBritainu0027slinerships，anditisathreatthatismuchmoredifficulttocounter.Russiahasexpandeditscargo-linerfleetfarfasterthanthegrowthineitheritsowntradeorworldtradewouldjustify.Today，ithasthelargestlinerfleetintheworldandanotheronemilliontonsshouldeintoservicebefore1980.Andwithitspolicyofexcessivelylowfreightrates，theRussianmerchantnavyhasalreadymademajorinroadsintoWesterntrade.Russianowcarries95percentofitsseabornetradewiththeEECinitsownships.Moreimportant，itisbitingdeeplyintothemajorcross-tradingroutesoftheworld.Easternbloccountries--Russia，withPolandandEastGermany-havealreadycaptured20percentofthecargotrafficonthebusysea-lanesoftheNorthAtlantic，almost25percentofthetradebetweenEuropeandSouthAmericaandjustabou，tthesamepercentageofthetradebetweenEuropeandEastAfrica.，HowcantheRussiansaffordtoundercutbyupto40percent?Well，Sovietshipsarenotnecessarilyouttomakeaprofit，inoursenseoftheword.Thenameofthesame，forRussianships，ishardcurrency.TheSovietUnionisbeingmoredependentonWesternimports--fromgraintotechnology--buttheWestwillnotacceptroublesinpayment.SoRussianeedshardcurrencies，tikethedollar，themarkortheyen，evensterling，topayforitsimports.ItisthesecurrenciesRussianshipsearnascross-traders.Itdoesnotmatterverymuchiftheyareoperatingataloss;thatcanbemadeupbytheSovietgovernmentinroubles.ButthereismoretoitthanthatfortheRussians.TheSovietmercantilemarineobviouslyactsasasupporttotheSovietnavy，verymuchasWesternfleetsusedtodo.Butthereareimportantdifferences.TheSovietmerchantfleet，whichhasnowbeenalmost20yearsingrowing，hasdevelopedthekindsofshipswhichwouldcertainlyexpandtheSovietreachwellbeyonditsperimeters.Forexample，muchoftheheavyequipmentfortheCubansandAngolanswasbroughtinSovietmerchantships.SothismercantilemarinecapabilityiscertainlyagreatadvanceintheSovietabilitytoprojecttheirpoweratsomedistancefromtheirownfrontiers.AndthisisalsopartofageneralSoviethydrographicpolicytomaptheoceansoftheworld，togettoknowtheportsand，aboveall，todeepencontactswiththestateswithwhomtheRussiansaredevelopingclosetradingties.HowcanWesternshipownersreacttoundercuttingof40percentthatwoulddrivethemoutofbusinessiftheydidthesame?Thereisalimit，ofcourse，towhatanyBritishgovernmentcandoonitsown.Shippingisanessentiallyinternationalbusiness，andBritaincanonlycounterthechallengesofthedevelopingworldandtheRussiansataninternationallevel.Butwhomcouldwecountonforsupport?TheEECissodividedaboutshippingthatitisalmostpowerlesstoact.Takethechallengeofthedevelopingworld.TheFrenchdonotmindtheUNCTADcodeonlinershippingbecauseitwouldhelpthemtoincreasetheirshareofthelinertrade;thesameistruefortheGermansandtheBelgians.SoBritaincannotrelyonconcertedEECactiononthatissue.AsfarastheRussiansareconcerned，Britain，alongwithWestGermanyandDenmark，hasbeencallingforacoordinatedresponse;themonitoringofRussianshipmovementsandrestrictionsonthenumberofRussianshipsallowedtocallatEECports.But，lastJune，theFrench，becauseoftheirRussianties，blockedplansalongtheselines.ItwillbeNovemberbeforethequestionisconsideredagain.BritishshipownersaresofarhappywiththestrengthoftheBritishgovernmentattemptstoforcetheEECintoaction.TheybelievethattheTradeDepartment，whichlooksaftershipping，understandstheirproblems.Buttheyarefarlesssureaboutothergovernmentministers，especiallythoseinthepowerfulIndustryDepartment，whichoverseesshipbuilding.ShipownersfearthatsavingjobsinBritainu0027sailingshipyardseswellbeforesavingitsmerchantfleet.Britishshipyard，sarecurrentlychurningout24vesselsforPoland.ThePoleswereluredtoBritainbythegiftofa￡28millionsubsidyandthepromisethatBritishshipbuilderswouldraiseallthecredit;sowhileourshippingfleetisunderattackfrommunistships，ourgovernmentisusingBritishtaxpayersu0027moneytoouttheirshipbuildingcosts.Wearedoingthesamefordevelopingcountriesu0027fleets.IndiaisnowamajorThirdWorldshippingpower，yetBritainistobuildsixshipsfortheIndians--fornothing.Intheend，Britishpaniescouldbedrivenoutofshippingaltogether.Some，suchasPu0026O，havealreadymovedintootherfields，fromhousebuildingtooil.Smallershippinglinesdonothavetheresourcestodiversify.Theyfaceextinction.Andwhentheygo，sodoesahugesliceofthefewtraditionalindustriesworthkeeping.小主，这个章节后面还有哦，请点击下一页继续阅读，后面更精彩！

文章对英国航运业的分析还是比较中肯的，对英国一百年前曾经辉煌的海运业为何能够称雄于世界的原因进行了总结，也对现在受到的来自两方面的威胁进行了剖析，也预言了英国海运公司最终将有可能被完全挤出海运行业。

孙荣然边阅读课文边给一些生词查着英文词典并在一旁写上注释，心里也有着很多的感悟。

是啊，世界的发展总是在竞争中往前进步，正如帆船与汽船之间的竞争虽然当时是非常激烈的，但最终肯定是能跟上时代进步的站在这个历史舞台上的了。

人也一样，只有能够适应这个时代潮流，适应这个世界发展的人才能立足于社会的。

正在孙荣然埋头投入在文章学习中的时候，一个熟悉的身影坐在了孙荣然的身边，一只手靠在桌子上托着脸腮，歪着头看着孙荣然。