环境风险可接受水平的经济确定法方法探讨

环境风险可接受水平是指一定条件下人们可接受的具有环境风险项目的事故发生概率，即判断建设项目是否可行的环境风险标准。目前我国对环境风险可接受水平还没有成熟的确定方法。现从经济学角度对环境风险可接受水平进行探讨，在低、较高和极高环境风险行业中，前者不需确定环境风险可接受水平，项目可开展；后者需确定一个在经济上合理的区间；最后的不存在环境风险可接受水平，应否决建设项目。     

对推进地（市）级地震紧急救援工作的探讨

本文从制定完善的地震紧急救援预案、加强地震速报、建立专业化的地震紧急救援队伍、建立地震紧急救援工作数据信息库和充分利用现代高科技手段服务于地震紧急救援工作五个方面对推进地（市）级地震紧急救援工作进行了深入探讨，提出了地（市）级地震紧急救援工作的努力方向和工作方法。     

轴流通风机A声级估算的探讨

本文导出了轴流风机整机噪声的估算公式,经验证估算值在风机额定工况和部分调速范围运转时符合实际。同时对不同估算公式进行了分析。     

滇池汛期超限制水位调控的实践与研究

基于对滇池海口闸水资源管理多年的工作实践，深入分析了滇池存在的蓄泄矛盾，结合滇池实际情况，提出合理调控滇池汛限水位，探索可持续发展的水资源管理策略。     

上海市中心城区空气中可吸入颗粒物污染水平和变化状况

2005年对上海市闸北区空气中可吸入颗粒物(PM10--空气动力学当量直径小于10μm的颗粒物的总称)的污染状况进行了一年的连续监测.结果表明:全年各月PM10污染均以2级为主,占总样本数的67.6%;其次是1级占20.0%,3级占11.0%,4级占1.4%.全年空气质量状况最好的为9月份,最差为11月份.PM10浓度与CO和NO2浓度呈现出显著的相关性,说明机动车尾气是该区域PM10的主要来源;PM10污染程度还明显地受到降水、气温、气压、风向、风速、相对湿度等气象条件以及北方沙尘暴的影响.     

抽水对地壳形变观测影响的研究

抽水引起地面沉降问题早已引起世界各国的关注，是目前世界上许多取用地下水的国家共同面临的严重环境保护问题。我国地面沉降研究工作的开展已有10多年的历史，主要方法是利用沉降模型进行模拟推测，其弊端较多。由于缺少地下水水位和地面沉降的实际观测资料，难以进行细致的研究．蓟县地震台进行地形变监测已有十几年的历史，在长期的地形变观测中，不仅能监视到抽水引起地面倾角的地变化（经换算可得地面垂直方向的变化），还能监视地面因抽水引起地面水平方向的变化．为具体研究人工抽水与地壳形变的关系进行抽水实验。     

A CONSERVATION ASSESSMENT OF CENTRAL AMERICAN VEGETATION AND ECOREGIONS

Acomprehensive,standardized,andthematicallyappropriatemapofCentralAmericanvegetationandlandcovertypeswasdevelopedbyclassifyingtheremotesensedimagery(AVHRR)1km²     

县级固体废物管理现状及综合利用研究

通过县级固体废物管理现状现状调查,并在调查的基础上结合岫岩县实际,对县级产生固体废较多的采矿废石、玉石尾矿、生活垃圾进行综合利用研究,为下一步推动县级循环经济创造必要的条件.     

天津芦苇湿地影响碳储量关键参数的模拟优化

采用室内模拟试验的方法,研究了水位、氮沉降、电导率等单因素对土壤呼吸的影响,以及三因素对土壤碳储量交互影响的响应面优化,并得到了土壤碳储量最大的最优方案。结果表明:对于单因素试验而言,过高或过低的水位及氮沉降梯度均会对土壤呼吸造成不利影响,而电导率的增加对土壤呼吸呈显著抑制作用,当水位、氮沉降、电导率分别为-9 cm、20 g/m2、0.3 d S/m时,土壤90 d累积呼吸总量最大,分别为84.95μmol/(m2·s)、92.88μmol/(m2·s)和85.70μmol/(m2·s);响应面优化分析中,北大港芦苇湿地碳储量的最优方案为水位-5.49 cm,电导率3.52 ds/m,氮沉降13.40 g/m2,在此条件下预测的理论碳储量最大值为8.62 g/kg。该优化方案可为天津滨海湿地资源的合理开发利用及湿地保育政策的制定等提供参考。     

Can variations in visual behavior measures be good predictors of driver sleepiness? A real driving test study

Objective: The primary purpose of this study was to examine the association between variations in visual behavior measures and subjective sleepiness levels across age groups over time to determine a quantitative method of measuring drivers' sleepiness levels.

Method: A total of 128 volunteer drivers in 4 age groups were asked to finish 2-, 3-, and 4-h continuous driving tasks on expressways, during which the driver's fixation, saccade, and blink measures were recorded by an eye-tracking system and the subjective sleepiness level was measured through the Stanford Sleepiness Scale. Two-way repeated measures analysis of variance was then used to examine the change in visual behavior measures across age groups over time and compare the interactive effects of these 2 factors on the dependent visual measures.

Results: Drivers' visual behavior measures and subjective sleepiness levels vary significantly over time but not across age groups. A statistically significant interaction between age group and driving duration was found in drivers' pupil diameter, deviation of search angle, saccade amplitude, blink frequency, blink duration, and closure duration. Additionally, change in a driver's subjective sleepiness level is positively or negatively associated with variation in visual behavior measures, and such relationships can be expressed in regression models for different period of driving duration.

Conclusions: Driving duration affects drivers' sleepiness significantly, so the amount of continuous driving time should be strictly controlled. Moreover, driving sleepiness can be quantified through the change rate of drivers' visual behavior measures to alert drivers of sleepiness risk and to encourage rest periods. These results provide insight into potential strategies for reducing and preventing traffic accidents and injuries.