北京市不同主干道绿地群落对大气PM2.5浓度消减作用的影响

为研究城市道路两侧不同绿化带宽度及不同植物群落配置模式对消减大气中PM2.5浓度的作用,选择北京市四环主干道旁3种典型植物群落配置类型作为试验监测点,对0 m、6 m、16 m、26 m、36 m不同绿带宽度下PM2.5浓度分布与变化进行监测,并对其消减能力进行计算,分析PM2.5浓度变化与道路车流量、绿化带宽度及植物群落配置模式之间的关系。结果表明：（1）PM2.5浓度的日变化与车流量的日变化特征一致,道路绿地空气中PM2.5浓度的日变化呈现双峰单谷型特征,即早晚高、白天低,PM2.5浓度在8：00-10：00的交通早高峰期间增加,而后开始下降,到12：00-14：00左右达到最低值,之后呈持续上升状态,直至晚高峰19：00浓度达一天中的最大值。（2）不同植物群落配置模式对大气中PM2.5浓度的消减作用不同,群落内郁闭度高的多复层结构绿地对PM2.5消减作用优于郁闭度低的单层配置绿地模式;（3）分别对3类空气质量条件下,道路绿地对PM2.5消减作用进行评价。无污染或轻度污染（PM2.5〈100μg·m-3）环境下,绿地对PM2.5消减作用明显,26 m及36 m的绿带处消减作用最强,最高可达12.22%;中度污染（101μg·m-3201μg·m-3）天气条件下3种绿地对PM2.5的消减作用均不明显。     

辽河干流消落区沉积物重金属污染特征研究

通过测定辽河干流消落区10个断面中0~5cm、5~15cm、15~30cm深沉积物中重金属Pb、Cu、Zn、Cd含量,揭示消落区干－湿交替下沉积物重金属的污染特征.采用原子吸收分光光度计测定重金属含量,并采用地质累积指数与潜在生态危害指数评估重金属污染状况.结果表明,除Cd外,Cu、Zn与Pb的含量均值分别为31.4mg/kg、28.14mg/kg、43.75mg/kg,均低于中国土壤环境质量标准I级土壤标准;Cd含量均值1.438mg/kg,是中国土壤环境质量标准I级土壤标准的7.19倍,是辽河水系沉积物平均值的1.29倍,辽宁省土壤背景值的13.31倍,表明研究区Cd污染严重.地质累积指数评价表明,Pb、Cu、Zn的污染程度低于1级,Cd达2级中度污染以上,在通江口达3.92,为5级强污染;据潜在生态危害评价,达牛渡口上游干流潜在生态危害指数为强以上,通江口生态危害指数最高,且生态危害主要来源于Cd.相关性分析表明,Pb、Cu与Zn间相关性极显著,可能有相同的污染源,Cd有单独的污染源.     

辽宁沿海地区用水效率与经济的耦合协调发展评价

论文构建辽宁沿海经济带用水效率与经济耦合协调发展评价指标体系,首先运用改进的突变模型对2001—2010 年辽宁沿海经济带用水效率和经济发展各子系统进行状态评估,其次运用耦合协调模型对辽宁沿海经济带各市用水效率与经济发展的耦合协调度进行评价。研究结果表明：①辽宁沿海经济带整体用水效率与经济发展耦合度水平从0.437 提高到0.498,呈缓慢提高状态,但一直处于拮抗阶段。用水效率水平与经济发展水平差距不断减小,耦合协调度从0.254 增大到0.408,呈增大趋势但仍处于中低度协调水平;②辽宁沿海经济带各市用水效率与经济发展都处于上升趋势,其中用水效率最好的为大连市,用水效率评估值已达到0.887,其次为锦州、营口和葫芦岛,丹东和盘锦市用水效率处于最低水平,分别为0.604和0.535。经济发展水平最高的为大连市,其次为营口和盘锦市,丹东、锦州和葫芦岛较差; ③各市耦合度均处于拮抗阶段,并且处于上升趋势。大连市和营口市耦合协调度2010年已分别达到0.457 和0.401,已从低度协调进入中度协调且呈不断上升趋势,丹东、锦州、盘锦和葫芦岛均处于低度协调阶段,呈波动式上升。各市的经济发展滞后于水资源利用效率的提高,导致耦合协调度一直处于中低度协调水平;④辽宁沿海经济带耦合度和协调度的区域差距在不断减小,经济带协同发展趋势越加明显。     

“蛇形”带式输送机转向稳定性研究

“蛇形”带式输送机在转弯过程中,失稳情况十分常见,对其转弯稳定性的研究可以避免生产事故,提高生产效率。根据实际工况中“蛇形”带式输送机的受力情况,得到转弯过程中各小车的运动方程,结合转向油缸对于小车转弯的影响,得到油缸和小车转弯角度之间的关系,建立起转弯过程动力学模型。运用实验设备进行实车实验,利用MATLAB/Simulink软件对“蛇形”带式输送机系统转弯过程进行了仿真分析,研究了“蛇行”带式输送系统在不同转向条件下的工作状态。将实验结果和仿真结果进行对比分析,得出“蛇形”带式输送机转弯的临界条件,为“蛇形”带式输送机稳定域估计提供依据。     

Occupant responses in conventional and ABTS seats in high-speed rear sled tests

Objective: This study compared biomechanical responses of a normally seated Hybrid III dummy on conventional and all belts to seat (ABTS) seats in 40.2 km/h (25 mph) rear sled tests. It determined the difference in performance with modern (≥2000 MY) seats compared to older (<2000 MY) seats and ABTS seats.

Methods: The seats were fixed in a sled buck subjected to a 40.2 km/h (25 mph) rear sled test. The pulse was a 15 g double-peak acceleration with 150 ms duration. The 50th percentile Hybrid III was lap–shoulder belted in the FMVSS 208 design position. The testing included 11 <2000 MY, 8 ≥2000 MY, and 7 ABTS seats. The dummy was fully instrumented, including head accelerations, upper and lower neck 6-axis load cells, chest acceleration, thoracic and lumbar spine load cells, and pelvis accelerations. The peak responses were normalized by injury assessment reference values (IARVs) to assess injury risks. Statistical analysis was conducted using Student's t test. High-speed video documented occupant kinematics.

Results: Biomechanical responses were lower with modern (≥2000 MY) seats than older (<2000 MY) designs. The lower neck extension moment was 32.5 ± 9.7% of IARV in modern seats compared to 62.8 ± 31.6% in older seats (P =.01). Overall, there was a 34% reduction in the comparable biomechanical responses with modern seats. Biomechanical responses were lower with modern seats than ABTS seats. The lower neck extension moment was 41.4 ± 7.8% with all MY ABTS seats compared to 32.5 ± 9.7% in modern seats (P =.07). Overall, the ABTS seats had 13% higher biomechanical responses than the modern seats.

Conclusions: Modern (≥2000 MY) design seats have lower biomechanical responses in 40.2 km/h rear sled tests than older (<2000 MY) designs and ABTS designs. The improved performance is consistent with an increase in seat strength combined with improved occupant kinematics through pocketing of the occupant into the seatback, higher and more forward head restraint, and other design changes. The methods and data presented here provide a basis for standardized testing of seats. However, a complete understanding of seat safety requires consideration of out-of-position (OOP) occupants in high-speed impacts and consideration of the much more common, low-speed rear impacts.     

新疆绿洲经济带生态功能区划的初步研究——以新疆沙雅县为例

对新疆绿洲经济带生态功能区划进行研究,不仅可以为新疆的生态环境建设、环境治理和制定环境保护规划奠定扎实的基础,也为新疆的生态效益、经济效益和社会效益协调发展提供理论依据。以新疆沙雅县为例,根据沙雅县地理环境、生态环境特征,以《生态功能区划暂行规程》及城市生态功能区划原理为指导,在新疆省级三级生态功能区划的基础上,对沙雅县进行第四级生态功能区的划分,共划分出9个四级生态功能区,并针对每个生态功能提出了相应的生态服务功能及建设、保护发展方向。     

Attitudes toward a primary seat belt law among adults in a rural state with a secondary seat belt law

Problem

Enforced primary seatbelt laws can reduce morbidity and mortality associated with motor-vehicle crashes. Constituent support is an important factor associated with legislator voting behavior toward injury prevention laws. Little is known about attitudes toward a primary seat belt law among adults in rural states without a primary seat belt law.

Methods

Data from the Behavioral Risk Factor Surveillance System (BRFSS) survey, a telephone survey of a representative sample of adults in Montana, were used to assess attitudes toward a primary seat belt law.

Results

Sixty-one percent of respondents supported a primary seat belt law. Using multiple logistic regression analyses, women (AOR 1.87; 95% CI 1.49-2.36), persons aged 65 years and older (1.45; 1.06-1.96), American Indians (2.71; 1.55-4.75), those with health insurance (1.51; 1.07-2.14), and those who reported always wearing their seat belt (4.05; 3.14-5.21) were more likely to support a primary seat belt law than respondents without these characteristics.

Conclusions

The majority of adults in a rural state support a primary seat belt law.     

Taxi driver seat belt wearing in Nanjing, China

Objective

To determine and validate patterns of seat belt use and attitudes of taxi drivers on wearing a seat belt following national and provincial seat belt legislation in 2004-2005. Design: Roadside daylight seat belt observation and interview survey methods were used, as well as observations from inside taxis during routine trips and a taxi driver focus group. The setting was Nanjing, Jiangsu Province, PR China in April of 2006 and 2007.

Main outcome measures

Prevalence of seat belt use and attitudes to wearing a seat belt were determined, as were vehicle and driver characteristics, and comparisons with other motor-vehicle driver's seat belt use and attitudes.

Results

Taxi drivers interviewed were predominantly male and aged 30-39 years. They spent more hours per week in their vehicles and had more driving experience than other drivers. Over half (56.2%) of taxi drivers interviewed reported that they always wore seat belts, while observation of taxi drivers showed lower wearing rates (i.e., roadside observation was 43.8%, and observation from inside taxis was 36.2%). Belt tampering was a practice of 12-15% of taxi drivers. “Fine avoidance, safety, high speed and long trips” were given as important reasons for wearing and “feeling trapped and uncomfortable” for not wearing. Seat belt reminder signs in taxis were common (82.6% of taxis), but did not appear to impact on driver seat belt use.

Conclusion

The four research methods found taxi drivers to have consistently low “correct wearing” rates.

Impact on industry

As in several other countries, taxi drivers are particularly resistant to seat belt use. Innovative strategies, including occupational health and safety approaches, may be required to achieve increased levels of seat belt use.     

江西省会昌县淘锡坝大型锡矿床构造控矿机制探讨

淘锡坝锡矿床是近年探明储量达大型的锡矿床,是一种新的锡矿类型-隐爆层间裂隙带型。文章介绍了该矿床的地质特征和矿化特征,对矿区的构造进行了重点解剖,对构造控矿机理进行了探讨,提出火山机构及北东向断裂是矿区的控岩构造,控制了白垩纪成矿花岗岩体的侵入就位。而火山岩中大范围的隐爆层间裂隙带是良好的容矿构造,矿体赋存其中呈似层状,局部膨大形成厚达数十米的"锡矿包"。通过研究构造与矿化富集的内在联系,总结了该矿床的成矿规律。     

高压脉冲放电裂解带式压榨活性污泥高干度脱水机制

利用高压脉冲放电裂解作用机制,将胞内水经济的释放出来,再结合带式压榨工艺对城市剩余活性污泥进行高干度脱水处理,并通过实验研究对其作用机制及相关参数进行较为深入的探讨,获得了较满意的效果。该研究为城市剩余活性污泥高干度脱水提供一种新的思路与方法。