塔里木北缘库鲁克塔格地区新元古代花岗岩LA-ICP-MS锆石U-Pb年龄、地球化学特征及其构造意义

采用LA-ICP-MS法分析了塔里木北缘库鲁克塔格一带二长花岗岩锆石U-Pb年龄,获得该二长花岗岩岩体的年龄为(832.3 ±3.3) Ma(MSWD =2.8,n=24).岩石地球化学特征显示,二长花岗岩属于准铝质高钾钙碱性系列,为Ⅰ型花岗岩.微量元素富集大离子亲石元素(LILE) Ba、K、Sr、U等,亏损高场强元...     

苏门答腊中部Panti早始新世S型花岗岩地球化学特征及其新特提斯构造意义

苏门答腊地处特提斯构造域与印度洋岛弧系统之内,区内广泛发育中-新生代火成岩.这些火成岩对特提斯构造带的延伸及界定具有重要意义,但目前对于苏门答腊岛的研究程度较低.本文选取苏门答腊岛中部Panti地区的花岗岩进行了岩相学、锆石年代学、锆石原位Hf同位素和全岩地球化学研究.年代学研究表明,Panti花岗岩锆石U-Pb年龄为...     

新城市贫困空间居住满意度及其影响因素——基于西安市企业社区的实证

研究新城市贫困空间居住满意度,对深入认识城市贫困群体生活状况,提升居住质量,完善居住区理论具有重要意义.论文以西安市主城区典型老旧企业社区为例,基于1010份问卷数据,构建居住满意度结构方程模型,探究居民居住满意度及其影响因素;引入重要性—绩效理论(importance-performance analysis,IPA...     

东营凹陷牛38井沙三段高分辨率旋回地层研究

自然伽玛测井资料取自山东省东营市胜利油田的牛38井。该井的沙河街组划分为四个段,其中沙三段依据含艾氏鱼群组合的鲱科化石和沉积物旋回堆积速率(AR)等研究,可与北美始新统绿河组进行对比。根据上世纪90年代沙三段古地磁研究结果,井深3263m处C18n.1n/C18n.1r界线调整为38.975MaBP。通过频谱分析和数字滤波计算,得出了沙三段几个界线的年龄值,其中,在沙三下、中亚段界线算出的36.9MaBP,岁差旋回幅度有明显变化,这一变化与Palike(Palikeetal.,2001)在ODP71线1052孔中发现的类似图像(36.7Ma)可比较。     

四川盆地复合盆山体系的结构构造和演化

盆山体系研究是当前大陆动力学探索的热门。四川盆地周缘为造山带所围绕,盆地与造山带存在着耦合关系。系统地分析四川盆地和周缘造山带组成的盆山体系的结构和演化特征对深入认识四川盆地的构造和油气分布规律具有重要的意义。通过构造剖面的解释、沉积充填特征和陆源碎屑物源的分析以及同位素年代学的分析,研究了四川盆地盆山体系的结构、构造变形特征和演化历史。四川盆地与周缘造山带均以冲断褶皱带相耦合,构造变形在平面上和纵向上具有明显的分带性和层次性的特点。提出了"复合盆山体系和亚盆山体系"的概念,并认为四川盆地及周缘造山带组成了一个复合盆山体系,并由多个次一级的亚盆山体系所组成,各亚盆山体系是互相影响、互相叠加、互相干扰联合的。这在一定程度上丰富了盆山体系的认识。     

2003-2017年北京市地表热力景观时空分异特征及演变规律

利用2003-2017年MODIS地表温度数据,分别从数量、形状和结构角度揭示北京市不同季相和昼夜间地表热力景观时空分异特征,并进一步通过热力等级变化图谱及质心迁移轨迹揭示城市热力景观空间演变规律,探究热力景观等级转换生态过程。结论如下：① 城市地表热力景观季节和昼夜空间特征差异显著;② 中温区在城市热环境中占主导地位。白天中温区是最不稳定的热力景观等级;夜间次低温区和次高温区不稳定性增加;③ 地表热力景观等级变化以稳定型占主,反复变化型和前期变化型次之。地表热力景观等级通常呈现逐级递增或递减规律,山区呈现逐级降温趋势,北部城郊—山地交错地带表现出次低温和中温的反复转向,南部地区有一定的升温趋势;④ 2003-2017年高温区面积增大且质心向城市中心集中,低温区质心向城市外围扩散。生态涵养发展区对北京市地表热力景观质心迁移贡献率最高。热力景观时空分异特征及演变规律可为有效缓解城市热岛效应提供管理决策支持。     

贫困村空间分布及影响因素分析——以乌蒙山连片特困区为例

针对目前贫困分布研究以大尺度为主而缺乏对小尺度的关注和致贫因素分析忽略个体效应或背景效应的不足,基于空间贫困视角,以乌蒙山片区为研究区域、贫困村为研究对象,运用空间点模式分析方法探究贫困村空间分布特征,并设计多层线性回归模型从贫困村和县域两个层面综合定量剖析贫困影响因素。研究发现：① 贫困村的空间聚集特征较为明显,总体分布呈现大分散小集中、散点-极核-轴带-团块并存的空间格局。② 贫困村的贫困程度受多层因素的显著影响。其中,村级影响因素为：人口密度、通路率、劳动力比例、遭受自然灾害频次、安全饮用水比例;县级影响因素为：人均地方生产总值、高中阶段毛入学率、植被覆盖率。③ 农村贫困来源于贫困村与县域的双重作用。因此在精准扶贫工作中,政府及相关部门可针对不同尺度对象有针对性地施策,合理配置扶贫资金。     

Reverse-Time Migration of Converted S-Waves of Varying Densities

Ocean-Bottom Node(OBN) acquisitions provide both non-converted and converted reflection energy. There is a clear advantage to independently imaging both P-and S-waves, as they provide more information collectively than either does alone. In many conventional converted-wave pre-stack migration algorithms, density is treated as a constant, which is not the real-life case on earth. S-wave velocity and density information is crucial for hydrocarbon detection because it helps in the identification of porefilling fluids. In this paper, we focused on the effect of density on imaging, and developed a method of reverse-time migration(RTM) on converted s-waves of varying densities(VD-RTMCS). Phase correction was required prior to pre-stack migration to avoid constructive interference between data from adjacent sources. Synthetic data examples showed that when density variations were included, image profiles showed advantages in signal-to-noise ratio, vertical resolution and imaging of complex structures.     

Spatial variation of the relationship between transport accessibility and the level of economic development in Qinghai-Tibet Plateau,China

As an important component of China' transportation systems, for a long time, the insufficient performance of transport in QinghaiTibet Plateau(QTP) was a bottleneck restricting the economic growth and social development in this area. Nevertheless, the implementation of the western development strategy has accelerated the preliminary construction of comprehensive transport network since 2000. Due to the large area and significant geographical heterogeneity, there is a growing need to understand the relationship between transportation and economic development based on the perspective of spatial difference. By using GIS-based raster analysis and Geographically Weighted Regression(GWR) model, we investigated the spatial-temporal distribution of highway, railway and airport accessibility, respectively, and estimated the correlation and heterogeneity between transport accessibility and the level of economic development. Results revealed that:(1) Transport accessibility in the QTP improved by 53.38% in the past 15 years, which is specifically embodied in the improvement of both highway and railway.(2) Accessibility presented prominent differentiation in the space, increasing from west to east and reducing with the rise of elevation, specifically, the best accessibility area of the highway is below 4000 m above sea level, while the area with an altitude of over 4000 m has the lowest aviation time cost.(3) In general, the long weighted average time cost to critical transport facilities posed significantly negative effect on county economic growth in QTP, more positively, the adverse effect gradually weakened over time.(4) Obvious heterogeneity exists at the influence of different transport accessibility factors on the level of economic development, reflecting both in the horizontal space and altitudinal belt. Therefore, region-specific policies should be addressed for the sustainable development of transport facilities as well as economy in the west mountain areas.