Stable isotope study of the Archaean rocks of the Vredefort impact structure,central Kaapvaal Craton,South Africa

The Vredefort dome in the Kaapvaal Craton was formed as a result of the impact of a large meteorite at 2.02 Ga. The central core of Archaean granitic basement rocks is surrounded by a collar of uplifted and overturned strata of the Witwatersrand Supergroup, exposing a substantial depth section of the Archaean crust. Orthogneisses of the core show little variation in whole-rock δ ¹⁸O value, with the majority being between 8 and 10‰, with a mean of 9.2‰ (n = 35). Quartz and feldspar have per mil differences that are consistent with O-isotope equilibrium at high temperatures, suggesting minimal interaction with fluids during subsequent cooling. These data refute previous suggestions that the Outer Granite Gneiss (OGG) and Inlandsee Leucogranofels (ILG) of the core represent middle and lower crust, respectively. Granulite-facies greenstone remnants from the ILG have δ ¹⁸O values that are on average 1.5‰ higher than the ILG host rocks and are unlikely, therefore, to represent the residuum from the partial melting event that formed the host rock. Witwatersrand Supergroup sedimentary rocks of the collar, which were metamorphosed at greenschist-to amphibolite-facies conditions, generally have lower δ ¹⁸O values than the core rocks with a mean value for metapelites of 7.7‰ (n = 45). Overall, through an ∼20 km thick section of crust, there is a general increase in whole-rock δ ¹⁸O value with increasing depth. This is the reverse of what is normal in the crust, largely because the collar rocks have δ ¹⁸O values that are unusually low in comparison with metamorphosed sedimentary rocks worldwide. The collar rocks have δD values ranging from −35 to −115‰ (average −62‰, n = 29), which are consistent with interaction with water of meteoric origin, having a δD of about −25 to −45‰. We suggest that fluid movement through the collar rocks was enhanced by impact-induced secondary permeability in the dome structure. Electronic supplementary material The online version of this article (doi:) contains supplementary material, which is available to authorized users.     

泌阳凹陷安棚油田深层系成岩作用研究及其在成岩圈闭预测中的应用

深层系一般指沉积盆地中埋藏深度在2 500～2 700 m以下的地层,其储集物性普遍很差,但在一定条件下,深部溶蚀作用可产生优质储层,形成成岩圈闭.然而这种成岩圈闭的预测一直是一个难题.安棚油田位于河南泌阳凹陷东南部,勘探成果表明,在该油田深层系下第三系核桃园组核三段下部(简称(核三下)席状的扇三角洲砂体中存在成岩圈闭.本次通过定量的成岩作用研究和成岩阶段划分,对成岩圈闭的形成机理和分布进行了探讨.研究表明,该区核三下的砂体经历了压实、胶结、溶蚀等多种成岩作用,不同的成岩作用发生于不同的埋藏深度.2 700～3 100 m之间以胶结强烈为特征,属于胶结带.3 100～3 900 m之间以次生溶蚀孔隙发育为特征,尤其是3 200～3 600 m之间, 属于深部溶蚀带.本区核三下砂体自南而北埋藏深度逐渐变浅,其上倾方向处于胶结带的部分由于强烈胶结而变成致密层,可封堵油气,而下倾方向处于溶蚀带的部分由于次生溶蚀孔隙发育而成为良好储层,从而形成成岩圈闭.根据不同埋藏深度、不同成岩阶段孔隙发育和保存的特征,可预测成岩圈闭分布。     

重油凝胶色谱制备样品中痕量镍的分析研究

研究表明微波密闭消解法对重油凝肢色谱制各样品的前处理，不造成易挥发有机金属化合物的损失，对样品无污染。采用消解前定容，配合石墨炉二次进样富集样品，可以测定样品中低至10^—9级的镍。方法应用于镍在渣油中随相对分子质量分布分析中，标准样品对照数据吻合好，相对标准偏差(RSD，n＝11)为8％。     

软土路基沉降与软土层厚度及填土高度的关系分析

本文就路基沉降观测资料进行深入分析,总结出路基沉降与软土层厚度及填土高度的关系和规律,并分析了原因,推导出计算路基沉降的公式,提出了判断填土速率快慢和填土高度变化大小的新方法。     

Long lifetimes of β-glucosidase,leucine aminopeptidase,and phosphatase in Arctic seawater

The active lifetime of extracellular enzymes is a critical determinant of the effectiveness of enzyme production as a means for heterotrophic marine microbes to obtain organic substrates. Here, we report lifetimes of three classes of extracellular enzyme in Arctic seawater. We also investigated the relative importance of photochemical processes and particle-associated processes in inactivating extracellular enzymes. Enzyme inactivation in filtered seawater was slow, with apparent half-lives of enzyme activities on the order of hundreds of hours. The presence of particles (including cells) did not significantly change inactivation rates, suggesting that the long half-lives observed in filtered seawater were realistic for enzymes in unfiltered seawater. Phosphatase and leucine aminopeptidase were susceptible to photoinactivation, but only under high intensity UV-B and UV-C illumination; there was no evidence for increased inactivation rates under natural illumination at our study site in Ny Ålesund, Svalbard. Comparison of inactivation rates of commercially-obtained enzymes from non-marine sources with the extracellular enzymes naturally present in Arctic seawater suggests that the natural enzymes contain structural features that confer longer lifetimes, consistent with observations reported by others from a range of field sites that cell-free enzymes can contribute a substantial fraction of total hydrolytic activity in the water column.     

Free allocation in the 3rd EU ETS period: assessing two manufacturing sectors

This article provides an analysis of the EU Emissions Trading Scheme (ETS) and the harmonized benchmark-based allocation procedures by comparing two energy-intensive sectors with activities in three Member States. These sectors include the cement industry (CEI) and the pulp and paper industry (PPI) in the UK, Sweden, and France. Our results show that the new procedures are better suited for the more homogeneous CEI, in which the outcome of stricter allocation of emissions allowances is consistent between Member States. For the more heterogeneous PPI – in terms of its product portfolios, technical infrastructures, and fuel mixes – the allocation procedures lead to diverse outcomes. It is the lack of product benchmark curves, and the alternative use of benchmark values that are biased towards a fossil fuel-mix and are based on specific energy use rather than emission intensity, which leads to allocations to the PPI that do not represent the average performance of the top 10% of GHG-efficient installations. Another matter is that grandfathering is still present via the historically based production volumes. How to deal with structural change and provisions regarding capacity reductions and partial cessation is an issue that is highly relevant for the PPI but less so for the CEI.

Policy relevance

After an unprecedented amount of consultation with industrial associations and other stakeholders, a harmonized benchmark-based allocation methodology was introduced in the third trading period of the EU ETS. Establishing a reliable and robust benchmark methodology for free allocation that shields against high direct carbon costs, is perceived as fair and politically acceptable, and still incentivizes firms to take action, is a significant challenge. This article contributes to a deeper understanding of the challenges in effectively applying harmonized rules in industrial sectors that are heterogeneous. This is essential for the debate on structural reformation of the EU ETS, and for sharing experiences with other emerging emissions trading systems in the world that also consider benchmark methodologies.     

International and national climate policies for aviation: a review

Aviation constitutes about 2.5% of all energy-related CO₂ emissions and in addition there are non-CO₂ effects. In 2016, the ICAO decided to implement a Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) and in 2017 the EU decided on faster emission reductions in its Emissions Trading System (EU ETS), which since 2012 includes the aviation sector. The effects of these policies on the expected development of air travel emissions from 2017 to 2030 have been analyzed. For the sample country Sweden, the analysis shows that when emissions reductions in other sectors are attributed to the aviation sector as a result of the EU ETS and CORSIA, carbon emissions are expected to reduce by ?0.8% per year (however if non-CO₂ emissions are included in the analysis, then emissions will increase). This is much less than what is needed to achieve the 2°C target. Our analysis of potential national aviation policy instruments shows that there are legally feasible options that could mitigate emissions in addition to the EU ETS and CORSIA. Distance-based air passenger taxes are common among EU Member States and through increased ticket prices these taxes can reduce demand for air travel and thus reduce emissions. Tax on jet fuel is an option for domestic aviation and for international aviation if bilateral agreements are concluded. A quota obligation for biofuels is a third option.

Key policy insights

• Existing international climate policies for aviation will not deliver any major emission reductions.

• Policymakers who want to significantly push the aviation sector to contribute to meeting the 2°C target need to work towards putting in place tougher international policy instruments in the long term, and simultaneously implement temporary national policy instruments in the near-term.

• Distance-based air passenger taxes, carbon taxes on jet fuel and quota obligations for biofuels are available national policy options; if they are gradually increased, and harmonized with other countries, they can help to significantly reduce emissions.