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。     

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.     

某电子方舱舱内热环境的模拟研究

目的以某电子方舱为研究对象,分析在现有结构条件下,空调所提供的冷量能否满足舱内电子设备正常工作要求和人员舒适要求。方法分析和研究舱内的传热问题,采用FLUENT软件,并结合κ-ε两方程紊流模型与SIMPLE算法对方舱内的热环境进行三维数值模拟。结果在保证空调送风温度和速度不变的前提下,送风角度分别为30°和0°时,都能基本保证电子设备正常工作要求和舒适性要求。当送风角度为30°时,方舱降温效果较好。结论通过分析得到方舱制冷系统设计的不足之处,并提出了改进制冷系统冷气通路的方法,对今后方舱的制冷系统设计改进具有指导意义。     

“一带一路”重点地区全要素能源效率-测算、分解及影响因素分析

将“一带一路¹”国内重点地区作为研究对象,从“一带”和“一路”角度分析重点地区全要素能源效率.遵循测算、分解及影响因素分析的研究路径,考虑水体和大气污染两方面的三种非期望产出,采用超效率SBM模型测算重点地区2005-2015年的全要素能源效率,以Malmquist指数分解全要素能源效率变动,通过Tobit模型对10种影响因素进行回归分析.研究发现：2005-2015年,“一带一路”重点地区全要素能源效率未见进步.以经济带划分的全要素能源效率存在差异,“一路”地区全要素能源效率最高,“一带一路”重点地区总体次之,“一带”地区最低,分别稳定在0.96,0.82和0.76的水平;大部分重点地区的Malmquist指数大于1,显示生产效率进步,可能存在“回弹效应”;经济发展、产业结构、对外开放和能源价格可以促进重点地区全要素能源效率提高,研究开发、政府干预、生产要素比没有带来正面影响,工业污染显示显著负影响.最终.     

Restraint use in the Eastern Province of the Kingdom of Saudi Arabia

Objectives: This study set out to examine seat belt and child restraint use in the Dammam Municipality of the Kingdom of Saudi Arabia, based on the premise that an increase in seat belt use would significantly reduce personal injury in traffic crashes. It was expected that local data would help identify intervention strategies necessary to improve seat belt use in the region.

Methods: The research involved 2 methodologies. First, 1,389 face-to-face interviews were conducted with male and female adults in regional shopping plazas regarding their own and their children's restraint use in their vehicles and reasons for these attitudes and beliefs. Second, 2 on-road observation studies of adult and child restraint use were conducted by trained observers. Occupants of approximately 5,000 passenger vehicles were observed while stopped at representative signalized traffic intersections.

Results: The findings showed front seat belt use rates of between 43 and 47% for drivers and 26 to 30% for front seat passengers; rear seat belt use rates were lower. While there seemed to be some knowledge about the purpose and reasons for restraining both adults and children in suitable restraints, this failed to be confirmed in the on-road observations.

Conclusions: Reasons for these rates and findings are discussed fully, and recommendations for improving seat belt use in the Dammam Municipality are included.     

Predicting vehicle belt fit for children ages 6–12

Objective: To predict shoulder belt fit and lap belt fit as a function of child age, vehicle seat characteristics, and belt geometry.

Methods: In a previous study, the lap belt and shoulder belt fit of 44 children aged 5–12 were measured in a simulated vehicle seat while varying cushion length, cushion angle, seatback angle, and belt anchorage geometry. A regression model was developed to predict lap belt fit and shoulder belt fit as a function of vehicle parameters and child stature. These regression models were applied to the stature distribution of 6- to 12-year-olds using a range of vehicle geometry data to predict the proportion of children expected to achieve good belt fit in the second-row, outboard seating positions of 46 vehicles when not using belt-positioning boosters.

Results: Across the ranges observed in vehicles, lap belt angle had the strongest effect on lap belt fit, although vehicle cushion length also contributed. Shoulder belt fit was most strongly affected by D-ring location. Vehicles with the geometric conditions most suitable for children are estimated to provide good lap belt fit for 25% of children aged 6 to 12. In 20% of vehicles, the shoulder belt is too far inboard for the target child population; 20% of vehicles are estimated to have shoulder belt fit too far outboard for children ages 6 to 12.

Conclusions: Based on this geometric analysis, the rear seats of most vehicles are unlikely to provide good lap belt fit for up to 75% of children ages 6–12. Shoulder belt fit is outside the target range for 40% of children. Consequently, children under 12 years of age are likely to experience markedly poorer belt fit when transitioning out of a booster seat.