城市绿化树木碳氧平衡效应研究

本文通过实测广州市内几种常见绿化树木的光合强度和呼吸强度以及叶面积指数，计算城市绿地吸收二氧化碳和释放氧气的能力。得出各种树木的叶片光合强度。由于各树木的叶面积指数不同，绿地的吸碳放氧能力也不同。据此，从人类呼吸的基本需要考虑，探讨了城市地定额指标问题。     

土地利用变化对城郊农业区生态效益的影响——以四川省南充市高坪区为例

借鉴生态效益综合评价的有关理论和数学模型,以四川省南充市高坪区为例,选取生物多样性指数、植被覆盖指数、水土保持效益指数、土壤改良指数、涵养水源指数、拦截径流指数和湿度指数7个指标作为评价因子,建立生态效益评价体系,对该区域1996和2005年2个时期综合生态效益进行评估和比较.结果表明,该区域综合生态效益值分别为7.85和7.95,2005年比1996年略为升高;基于GIS的图层叠置、分割等分析功能,就区域土地利用变化对其内部生态效益造成的变化进行了分析,该区域可被划分为生态效益显著增强区、增强区、保持区、减弱区和显著减弱区5个等级.     

江西赣州西坑银矿地质特征

西坑银矿为20世纪80年代在检查验证化探异常时发现的,后经详查评价确定为中低温热液充填交代形成的硅化破碎蚀变岩型银矿床,其银资源储量达中型规模。因其矿体硫化物少,蚀变弱,肉眼难于辨别,但银品位富等特点而倍受找矿界的关注。本文介绍了矿床的发现过程,成矿地质特征和找矿标志。     

福建省“尤德地体”的成矿特征和找矿远景

“尤德地体”位于闽中裂谷带南端 ,与紫金山金矿处于同一成矿带。在“尤德地体”中 ,目前已发现元古界麻源群变质岩和侏罗系长林组、南园组 ,火山岩中均存在韧性剪切带型矿床和热液交代充填矿床。区域构造、地层含矿性、物化探重砂异常等表明其找矿前景很好。找矿工作重点应紧扣层控矿床 ,大断裂带 ,斑岩型金矿和红土型金矿     

环太平洋陆缘成矿带区段对比及中国东南找矿思路

环太平洋陆缘弧系按其演化历史不同可分为挤压型、盆岭型和裂解型三种。不同类型弧系的不同区段金属成矿分带互有差别,甚至相反,其主要原因在于:1.构造演化历史不同,板块俯冲的势态不同;2.火山岩系列和火山岩组合,花岗岩成因类型及其发育程度和分布特征不同;3.地壳厚度和结构、基底杂岩的性质、基底构造特点和基底所赋存时代较老的金属矿化不同。在对比环太平洋成矿带各区段金属成矿特征的基础上,提出中国东南Au、Cu找矿的战略目标应在浙中闽西,江南古陆南缘和长江中下游;矽卡岩型Pb-Zn-Ag矿在浙闽沿海火山岩区有一定远景;裂谷式火山构造洼地可成为浅成热液贵金属和有色金属矿化的远景地段。     

江南复合混杂岩带基本特征

江南复合混杂岩带是扬子板块与华夏板块长期活动所致，构造极为复杂。江南大地构造重新划分为三个1级构造单元：扬子板块、江南复合混杂岩带及华夏板块。江南复合混杂岩带又可进一步划分II级构造单元5个(宜丰一景德镇一歙县构造混杂岩亚带、万年构造单元、赣东北蛇绿混杂岩亚带、怀玉构造单元及丰城一鹰潭一龙游构造混杂岩亚带)；各构造单元之间以构造(蛇绿)混杂岩亚带或韧性剪切带相拼接。沿宜丰一景德镇一歙县发育一条构造花岗岩浆带；而沿赣东北断裂带形成了该区重要的燕山期构造岩浆带及Cu、Au、Ag、Pb、zn及金刚石等成矿带。     

Revisit ocean thermal energy conversion system

The earth, covered more than70.8% by the ocean, receives most of itsenergy from the sun. Solar energy istransmitted through the atmosphere andefficiently collected and stored in thesurface layer of the ocean, largely in thetropical zone. Some of the energy isre-emitted to the atmosphere to drive thehydrologic cycle and wind. The wind fieldreturns some of the energy to the ocean inthe form of waves and currents. Themajority of the absorbed solar energy isstored in vertical thermal gradients nearthe surface layer of the ocean, most ofwhich is in the tropical region. Thisthermal energy replenished each day by thesun in the tropical ocean represents atremendous pollution-free energy resourcefor human civilization. Ocean ThermalEnergy Conversion (OTEC) technology refersto a mechanical system that utilizes thenatural temperature gradient that exists inthe tropical ocean between the warm surfacewater and the deep cold water, to generateelectricity and produce other economicallyvaluable by-products. The science andengineering behind OTEC have been studiedin the US since the mid-seventies,supported early by the U.S. Government andlater by State and private industries.There are two general types of OTECdesigns: closed-cycle plants utilize theevaporation of a working fluid, such asammonia or propylene, to drive theturbine-generator, and open-cycle plantsuse steam from evaporated sea water to runthe turbine. Another commonly known design,hybrid plants, is a combination of the two.OTEC requires relatively low operation andmaintenance costs and no fossil fuelconsumption.OTEC system possesses a formidablepotential capacity for renewable energy andoffers a significant elimination ofgreenhouse gases in producing power. Inaddition to electricity and drinking water,an OTEC system can produce many valuableby-products and side-utilizations, such as:hydrogen, air-conditioning, ice,aquaculture, and agriculture, etc. Thepotential of these by-products, especiallydrinking water, aquaculture andmariculture, can easily translate intobillions of dollars in businessopportunities. The current status of theOTEC system definitely deserves to becarefully revisited. This paper willexamine recent major advancements intechnology, evaluate costs andeffectiveness, and assess the overallmarket environment of the OTEC system anddescribe its great renewable energypotential and overall benefits to thenations of the world.     

High-risk behaviors while driving: A population-based study from Iran

Objective: Traffic injuries are becoming one of the most important challenges of public health systems. Because these injuries are mostly preventable, the aim of this study is to evaluate the four main high-risk behaviors while driving.

Methods: This cross-sectional study was conducted on a random sample from the population of Mashhad, Iran, in 2014. A checklist and a previously validated questionnaire for the transtheoretical stages of change model (TTM) were used for data collection. Statistical analyses were performed using SPSS 11.5 software with P <.05 statistically significant.

Results: Totally 431 individuals were included with a mean age of 30 ± 11.3 years. Forty-three percent (183) were male. The TTM model revealed that participants were mostly in pre-actional phases regarding not using a cell phone while driving (80%), fastening the driver's seat belt (66%), front seat belt (68%), and rear seat belt (85%) The penalty was a protective factor only for using cellphone (odd ratio [OR] = 0.82, 95% confidence interval [CI], 0.68–0.98). Lower education (OR = 0.12, 95% CI, 0.01–0.94) and male gender (OR = 0.35, 95% CI, 0.14–0.83) were indicative of lower rates of fastening the front and rear seat belts.

Conclusion: The stages of change model among study participants is a proper reflection of the effectiveness of the current policies. More serious actions regarding these high-risk behaviors should be considered in legislation.     

Rating child passenger safety laws relative to best practice recommendations for occupant protection

Background: State laws regarding child passenger protection vary substantially.

Objectives: The objective of this study was to develop a scoring system to rate child passenger safety laws relative to best practice recommendations for each age of child.

Methods: State child passenger safety and seat belt laws were retrieved from the LexisNexis database for the years 2002–2015. Text of the laws was reviewed and compared to current best practice recommendations for child occupant protection for each age of child.

Results: A 0–4 scale was developed to rate the strength of the state law relative to current best practice recommendations. A rating of 3 corresponds to a law that requires a restraint that is sufficient to meet best practice, and a rating of 4 is given to a law that specifies several options that would meet best practice. Scores of 0, 1, or 2 are given to laws requiring less than best practice to different degrees. The same scale is used for each age of child despite different restraint recommendations for each age. Legislation that receives a score of 3 requires rear-facing child restraints for children under age 2, forward-facing harnessed child restraints for children aged 2 to 4, booster seats for children 5 to 10, and primary enforcement of seat belt use in all positions for children aged 11–13. Legislation requiring use of a “child restraint system according to instructions” would receive a score of 1 for children under age 2 and a 2 for children aged 2–4 because it would allow premature use of a booster for children weighing more than 13.6 kg (30 lb).

Conclusions: The scoring system developed in this study can be used in mathematical models to predict how child passenger safety legislation affects child restraint practices.     

Airbag deployment–related eye injuries

Objective: We studied the correlation between airbag deployment and eye injuries using 2 different data sets.

Methods: The registry of the Finnish Road Accident (FRA) Investigation Teams was analyzed to study severe head- and eyewear-related injuries. All fatal passenger car or van accidents that occurred during the years 2009–2012 (4 years) were included (n = 734). Cases in which the driver's front airbag was deployed were subjected to analysis (n = 409). To determine the proportion of minor, potentially airbag-related eye injuries, the results were compared to the data for all new eye injury patients (n = 1,151) recorded at the Emergency Clinic of the Helsinki University Eye Hospital (HUEH) during one year, from May 1, 2011, to April 30, 2012.

Results: In the FRA data set, the unbelted drivers showed a significantly higher risk of death (odds ratio [OR] = 5.89, 95% confidence interval [CI], 3.33–10.9, P = 2.6E-12) or of sustaining head injuries (OR = 2.50, 95% CI, 1.59–3.97, P = 3.8E-5). Only 4 of the 1,151 HUEH patients were involved in a passenger car accident. In one of the crashes, the airbag operated, and the belted driver received 2 sutured eye lid wounds and showed conjunctival sugillation. No permanent eye injuries were recorded during the follow-up. The calculated annual airbag-related eye injury incidence was less than 1/1,000,000 people, 4/100,000 accidents, and 4/10,000 injured occupants.

Conclusions: Airbag-related eye injuries occurred very rarely in car accidents in cases where the occupant survived and the restraint system was appropriately used. Spectacle use did not appear to increase the risk of eye injury in restrained occupants.