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 δ18O 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 δ18O 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 δ18O 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 δ18O value with increasing depth. This is the reverse of what is normal in the crust, largely because the collar rocks have δ18O 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. 相似文献
Marine Protected Areas (MPAs) often fail to meet ecological, social or economic objectives due to lack of effective management by government institutions. Partly in response to this failure, a number of marine reserves managed by the private sector, Hotel Managed Marine Reserves (HMMRs), have recently been established. In this study, we investigate changes to the social and economic conditions faced by local fishermen, following the establishment of two small reserves adjacent to a hotel in Vietnam, as well as their perceptions of the reserves' ability to produce spillover. The findings are used to gauge management performance and effectiveness of the HMMRs. Two surveys with different survey designs, targeting fishermen with different fishing techniques, produced conflicting results. Fishermen mainly dependent on beach seining mostly opposed the HMMRs and the prospect of more protected areas being established. Fishermen using other fishing techniques were generally in favor of the HMMRs, welcoming more protection and confirming spillover of fish, including large food fishes. 相似文献
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. 相似文献
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.
Two methods, both using data from fixed-interval-length hydraulic tests and geological mapping on different scales, have been
utilised to estimate transmissivity distributions of individual fractures. Individual fracture properties are of importance
in estimating transport of water and solutes; they influence the spreading of grout when sealing tunnels. One of the methods
is non-parametric, while the other is based on combinatorics and the multiplication principle. The study verified the usefulness
of both methods for estimating the probability of conductive and non-conductive fractures, and the transmissivity distributions.
Data for estimating transmissivity distributions originate from flow logging of a borehole in Sweden. Fracture frequency data
are from core logging and images using a borehole image processing system (BIPS). Estimated transmissivity distributions,
based on flow log data from 3-m sections (test scale length, L: 3 m, and step length, dL: 3 m), were compared with transmissivities
obtained directly from detailed, overlapping flow logging which identify individual conductive fractures (test scale, L: 0.5 m,
step length, dL: 0.1 m). The latter data are considered to be an acceptable approximation of the individual fracture transmissivities;
the agreement, compared with the calculated transmissivity distributions based on 3-m section data, is good for both methods.
Resumen Se han utilizado dos métodos, ambos procesando datos de pruebas hidráulicas de longitud e intervalo fijo y mapas geológicos
en distintas escalas, para estimar las distribuciones de transmisividad de fracturas individuales. Las propiedades de fracturas
individuales son de importancia para estimar el transporte de agua y solutos; las propiedades influyen en la propagación de
lechada al sellar túneles. Uno de los métodos es no paramétrico mientras que el otro se basa en el principio de multiplicación
y combinatorio. El estudio verifica la utilidad de ambos métodos para estimar la probabilidad de fracturas conductivas y no
conductivas y las distribuciones de transmisividad. Los datos para estimar las distribuciones de transmisividad se originan
del registro de flujo de un pozo en Suecia. Los datos de frecuencia de fracturas provienen de registros de núcleo e imágenes
usando un Sistema de Procesamiento de Imágenes de Pozo (BIPS). Se compararon las distribuciones estimadas de transmisividad
basadas en datos del registro de flujo en secciones de 3 m (longitud de escala de la prueba L: 3 m, y escalón de longitud
dL: 3 m), con transmisividades obtenidas directamente de registros detallados de flujo superpuesto el cual identifica fracturas
conductivas individuales (escala de la prueba, L: 0.5 m, escalón de longitud, dL: 0.1 m). Los últimos datos se consideran
una aproximación aceptable de las transmisividades de fracturas individuales; la consistencia, comparada con las distribuciones
de transmisividad calculada basadas en datos de sección de 3 m, es buena para ambos métodos.
Résumé Deux méthodes ont été testées afin d’estimer la distribution des transmissivités de fractures unitaires; toutes deux utilisent
des données issues de tests hydrauliques effectués à intervalles réguliers et de cartographies géologiques à plusieurs échelles.
La connaissance des propriétés des fractures unitaires est importante pour estimer le transport d’eau et de solutés; elles
influencent en outre l’étalement du coulis lors du scellement des tunnels. La première méthode est non-paramétrique, et la
seconde repose sur l’analyse combinatoire et le principe de multiplication. Cette étude a vérifié l’utilité des deux méthodes
pour estimer la probabilité d’occurrence de fractures conductrices et non-conductrices, et la distribution des transmissivités.
Les distributions des transmissivités ont été estimées à partir de diagraphies effectuées sur un forage situé en Suède. Les
densités de fracturation proviennent de carottages et d’imagerie BIPS (Borehole Image Processing System). Les distributions
estimées des transmissivités, basées sur des diagraphies de flux effectuées sur des sections de 3 m (échelle du test L:3 m;
pas dL:3 m), ont été comparées aux transmissivités obtenues sur des diagraphies de flux détaillées et se chevauchant, identifiant
les fractures conductrices unitaires (échelle du test L: 0.5 m ; pas dL: 0.1 m). Il est admis que ces dernières données représentent
une approximation satisfaisante des transmissivités des fractures unitaires; les deux méthodes sont en accord avec les distributions
des transmissivités calculées à partir des données acquises sur des sections de 3 m.