青藏高原隆升的非线性动态有限元仿真研究

根据青藏高原的地质特征建立分析模型，采用3维动态有限元方法，在计算仿真板块速度场的基础上，计算在青藏高原的隆升过程中该地区地壳岩石的等效应力和位移随时间的变化，计算仿真得到的速度场与1998年GPS观测的速度场吻合良好；与过去一贯的假设相反，计算结果反映出地壳应力场不是静态的，而是此起彼伏，不断变化的，应力值最大且变化最剧烈的地区在克什米尔地区、鄂尔多斯地区和鲜水河－小江断裂带，与地震多发区域吻合。     

对青藏东北缘现今块体划分、运动及变形的初步研究

利用2维非连续变形分析方法（DDA），以位移代替围压作为边界约束力，研究青藏东北缘现今块体划分及其运动变形。根据该地区地质构造及地震活动，以GPS点测量位移作为模拟结果约束点，得出了较合理的块体划分模型和随时间演化的主应变分布图，并把应变高值区与近几年来发生的5级以上地震作对比，得出了研究区内地震危险性可能较大的区域。另外，对模拟的甘青块体与阿拉善块体的边缘带断裂左旋运动做了大概计算。     

THE POSITION AND ROLES OF PORTS AND RAILWAYS IN THE EURASIA LAND BRIDGE TRANSPORTATION IN NORTHEAST CHINA

This paper systematically analyzes and proves the favorable factors of utilizing the ports and the railways in Northeast China for the Asia-Europe land bridge transportation. It will be more beneficial to Dalian Port and HaDa (Harbin-Dalian) and Binzhou (Harbin-Manzhouli) railways in Northeast China to the Siberia railway in Russia than 1) to other ports and the corresponding railways in China, 2) to the Nakhodka Port in Russia and the corresponding railways and 3) to the Chongjin Port in North Korea and the corresponding railways. This paper also puts forward the reform measures to adopt the ports and the railways in the northeast region in China for the land bridge transportation and the problems in transportation policies and management systems.     

Approach to Mountain Hazards in Tibet, China

Tibet is located at the southwest boundary of China. It is the main body of the Qinghai-Tibet Plateau, the highest and the youngest plateau in the world. Owing to complicated geology, Neo-tectonic movements, geomorphology, climate and plateau environment, various mountain hazards, such as debris flow, flash flood, landslide, collapse, snow avalanche and snow drifts, are widely distributed along the Jinsha River (the upper reaches of the Yangtze River), the Nu River and the Lancang River in the east, and the Yarlungzangbo River, the Pumqu River and the Poiqu River in the south and southeast of Tibet. The distribution area of mountain hazards in Tibet is about 589,000 km^2, 49.3% of its total territory. In comparison to other mountain regions in China, mountain hazards in Tibet break out unexpectedly with tremendously large scale and endanger the traffic lines, cities and towns, farmland, grassland, mountain environment, and make more dangers to the neighboring countries, such as Nepal, India, Myanmar and Bhutan. To mitigate mountain hazards, some suggestions are proposed in this paper, such as strengthening scientific research, enhancing joint studies, hazards mitigation planning, hazards warning and forecasting, controlling the most disastrous hazards and forbidding unreasonable human exploring activities in mountain areas.     

试论城市地貌环境与城市道路系统的关系*——以四川省几个城市为例

本文分析了城市地貌环境对城市道路系统的影响,认为地貌过程不仅影响了城市道路的建设和管理,而且是城市道路系统布局和发展的重要控制因素。以四川省几个城市为例,分析了山地城市、丘陵城市和平原城市道路系统的不同特点。     

地壳演化与成矿作用——以川滇地洼系“四层楼”铜矿床序列为例

提出川滇地洼系“四层楼”铜矿床序列的形成与陆壳演化的成生联系,是与本区陆壳由前地槽—地槽—地台—地洼演化各阶段与之相匹配的成矿作用的产物.与此同时,并总结了本区“四层楼”铜矿床序列的成矿作用具有明显的继承性、新生性、旋回性及层控性四大特点和多因复成矿床的成矿模式.     

贵州和四川盆地云量的气候研究

贵州和四川盆地是我国云量最多的地区,素有“天无三日晴”和“蜀犬吠日”之说,盆地西缘的雅安古时还有“雅州天漏”的谚语。从全球日照百分率分布推知,川黔地区也是世界上天气最阴沉的地区之一。川黔之阴一向为国内外气象界所注意,本文根据1951—1980     

U–Pb SHRIMP zircon geochronology and T–t–d history of the Kampa Dome, southern Tibet

Structural, petrographic and geochronologic studies of the Kampa Dome provide insights into the tectonothermal evolution of orogenic crust exposed in the North Himalayan gneiss domes of southern Tibet. U–Pb ion microprobe dating of zircons from granite gneiss exposed at the deepest levels within the dome yields concordia ²⁰⁶Pb/²³⁸U age populations of 506 ± 3 Ma and 527 ± 6 Ma, with no evidence of new zircon growth during Himalayan orogenesis. However, the granite contains penetrative deformation fabrics that are also preserved in the overlying Paleozoic strata, implying that the Kampa granite is a Cambrian pluton that was strongly deformed and metamorphosed during Himalayan orogenesis. Zircons from deformed leucogranite sills that cross-cut Paleozoic metasedimentary rocks yield concordant Cambrian ages from oscillatory zoned cores and discordant ages ranging from ca. 491–32 Ma in metamict grains. Since these leucogranites clearly post-date the metasedimentary rocks they intrude, the zircons are interpreted as xenocrysts that are probably derived from the Kampa granite. The Kampa Dome formed via a series of progressive orogenic events including regional ~ N–S contraction and related crustal thickening (D₁), predominately top-to-N ductile shearing and crustal extension (D₂), top-to-N brittle–ductile faulting and related folding on the north limb of the dome, localized top-to-S faulting on the southern limb of the dome, and crustal doming (D₃), and continued N–S contraction, E–W extension and doming (D₄). Structural and geochronologic variability amongst adjacent North Himalayan gneiss domes may reflect changes in the magnitude of crustal exhumation along the North Himalayan antiform, possibly relating to differences in the mid-crustal geometry of the exhuming fault systems.     

藏南白垩系黑-红层沉积岩有机质组成分布特征

对藏南江孜县床得剖面白垩系黑层和红层沉积岩进行的有机地球化学研究表明,黑层有机碳含量高于红层5～10倍,红层和黑层饱和烃主峰碳数分别为nC25和nC23;黑层和红层沉积有机质的母质来源都以水生植物和菌藻类等低等生物为主,陆源有机质的输入非常有限;但饱和烃的分布和主峰碳数的差异可能反映了有机母源物质在种群方面的差异,而这种差异可能主要是水体温度存在差异造成的,即红层发育时期水体温度可能高于黑层沉积时期.而在高温度条件下,水生生物和陆生植物的生长发育受到限制,造成原始有机质产率和有机质沉积保存量低可能是红层沉积岩形成的主要原因.     

Assessment of frozen-ground conditions for engineering geology along the Qinghai–Tibet highway and railway, China

The Qinghai–Tibet Highway and Railway (the Corridor) across the Qinghai–Tibet Plateau traverses 670 km of permafrost and seasonally frozen-ground in the interior of the Plateau, which is sensitive to climatic and anthropogenic environmental changes. The frozen-ground conditions for engineering geology along the Corridor is complicated by the variability in the near-surface lithology, and the mosaic presence of warm permafrost and talik in a periglacial environment. Differential settlement is the major frost-effect problem encountered over permafrost areas. The traditional classification of frozen ground based on the areal distribution of permafrost is too generalized for engineering purposes and a more refined classification is necessary for engineering design and construction. A proposed classification of 51 zones, sub-zones, and sections of frozen ground has been widely adopted for the design and construction of foundations in the portion of the Corridor studied. The mean annual ground temperature (MAGT), near-surface soil types and moisture content, and active faults and topography are most commonly the primary controlling factors in this classification. However, other factors, such as local microreliefs, drainage conditions, and snow and vegetation covers also exert important influences on the features of frozen ground. About 60% of the total length of the Corridor studied possesses reasonably good frozen-ground conditions, which do not need special mitigative measures for frost hazards. However, other sections, such as warm and ice-rich or -saturated permafrost, particularly in the sections in wetlands, ground improvement measures such as elevated land bridges and passive or proactive cooling techniques need to be applied to ensure the long-term stability of thermally unstable, thick permafrost subsoils, and/or refill with non-frost-susceptible soils. Due to the long-history of the construction and management of the Corridor by various government departments, adverse impacts of construction and operation on the permafrost environment have been resulted. It is recommended that an integrated, executable plan for the routing of major construction projects within this transportation corridor be established and long-term monitoring networks installed for evaluating and mitigating the impact from anthropogenic and climatic changes in frozen-ground conditions.