粪大肠菌群多管发酵测定法的改进研究

对地表水和废水中粪大肠菌群目前通用的多管发酵检测方法进行优化。将水样接种至乳糖蛋白胨培养液后,在44.5℃±0.5℃培养箱中培养24h记录结果,并与优化前的方法进行对比。结果表明,改进后的方法在时间上比改进前节省了约24~48小时,但两者在结果上无统计学意义的差别。多管发酵改进法可以用于地表水和废水中粪大肠菌群的检测。     

低温试验能力验证中的不确定度分析评估

本文简述电气领域如何评定测量不确定度过程,并结合CNAS T0346低温试验能力验证计划,识别和具体分析低温试验中各测量不确定度的来源,对各种影响因素进行评价,论述人、机、料、法、环、测各环节对测量结果的影响,给出了低温试验测量结果不确定度的评估过程。     

耐热乳杆菌的分离及在食物垃圾乳酸发酵中的应用

食物垃圾在我国城市生活垃圾中占有较大比重.发酵食物垃圾生产乳酸是实现其资源化的有效方法.从厌氧发酵的食物垃圾中分离到一株耐热乳酸菌TY50,根据形态、生理生化特征和16S rDNA序列,确定该菌株属于乳杆菌属的干酪乳杆菌组群(Lactobacillus casei group),其最高生长温度为52℃.TY50发酵食物垃圾生产乳酸的最佳同液比为1:12,最适温度为45 ℃.在pH 5.5～6.0条件下,发酵食物垃圾产生36.29 g/L的乳酸,乳酸体积产牢和转化率(乳峻/垃圾干重)分别达到1.01 g/(L·h)和0.44.     

影响马尾松毛虫虫灾发生类型因素的重要性分析

运用列联表分析方法探讨了小班的林地起源、优势树种、地理、生长等因素对小班的马尾松毛虫虫灾发生类型的影响。分析结果表明：小班的海拔高度和坡度是决定小班的马尾松虫灾发生类型的关键因素。小班的优势种结构、平均树高及郁闭度对小班的马尾松毛虫虫灾发生类型也有较大的影响。图12表1参2     

山西省湿地的基本特征及保护

论述了山西省湿地的基本环境特征 ,指出了存在的问题 ,并提出了山西省湿地生态系统保护利用的科学对策     

pH值调控柠檬酸污泥厌氧发酵产酸及碳源潜力研究

以柠檬酸废水厌氧颗粒污泥为接种物,在不同pH值调控条件下开展柠檬酸生产废水剩余活性污泥厌氧发酵产酸研究.通过对发酵液挥发性脂肪酸(VFAs)、有机质、氮磷和污泥脱水性能的分析,探讨了柠檬酸污泥厌氧产酸机制.结果表明,pH≥10的碱性条件更有利于有机质的溶出从而促进VFAs的产生.三维荧光光谱分析发现在恒定pH值下腐殖酸(HA)和富里酸(FA)会大量溶出降低VFAs的产量.初始pH=10是柠檬酸污泥厌氧产酸的最佳p H值,发酵4d的VFAs浓度最高达(6681.47±126.82)mgCOD/L,是文献报道中市政污泥产酸量的近2倍,其中乙酸占比49.8%,发酵后产酸功能菌Chloroflexi、Bacteroidota的相对丰度分别由初始的9.52%、10.87%增至16.84%、14.39%,污泥归一化毛细吸水时间(nCST)为(11.34±0.27)s·L/g,脱水性能良好,发酵液TP浓度为(20.45±0.33) mg/L.研究表明,利用柠檬酸剩余活性污泥碱性厌氧发酵产酸作为污水处理过程中的外加碳源具有较大潜力.     

化学药品原料药制造业自行监测技术指南设计研究

通过分析化学药品原料药制造业的基本情况、产品种类和生产工艺,以及自行监测技术指南编制的目的和基本要求,梳理出确定监测点位和对应多项污染物排放标准为目前该行业自行监测技术指南编制工作的难点。根据以上分析,提出将指南按工艺类型拆分、监测点位和废气监测指标的确定、监测频次的优化、生产记录内容的设定列为指南编制工作的重点。     

秸秆生产燃料乙醇的研究进展

秸秆的化学成分复杂,主要由纤维素、半纤维素和木质素三大部分组成。经过预处理、发酵和脱水可生成燃料乙醇,秸秆乙醇化技术已经备受关注。针对预处理、发酵和脱水3个过程的多种化学或生物技术的研究进展进行了分析,同时也指出其不足。秸秆预处理中的超临界技术虽然设备制造成本高,但在秸秆资源化中与传统技术相比显示了独特的优势,具有反应迅速、无需催化剂、无产物抑制等优点。     

Safe speed limits for a safe system: The relationship between speed limit and fatal crash rate for different crash types

Objective: The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data.

Method: Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels.

Results: A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes.

Conclusions: The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design.     

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles

Objective: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles.

Methods: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011–2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles.

Results: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes.

Discussion: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.