关于猫颌下腺神经支及其节前神经元的观察

用逆行溃变（Kohnstamm,1902;Yagita,et al.,1909;Torvik,1957）局部电刺激中枢（Chatfield,1942;Magoun et al.,1942;Wang,1943）等方法进行唾液中枢的定位,所得到结果很不一致。近年Satomi（1979）等用辣根过氧化酶（HRP）浸泡猫中间一面神经或鼓索神经,观察了脑干中逆行标记细胞的分布。但用HRP直接浸泡支配猫颌下腺的神经分支尚未见报道。此外,只见到关于鼓索神经纤维类别和数量的分析的光学显微镜研究（Foley,1945）,用光镜和电镜相结合分析颌下腺神经支中的纤     

植物水分来源稳定氢氧同位素偏移研究进展

稳定氢氧同位素技术能有效计算植物根系水分吸收量,确定植物水分来源贡献,评估植物水分利用策略,是生态水文学探究大气-植被-土壤系统水分传输过程机制的有效工具。然而土壤与木质部水稳定氢氧同位素比值(δ²H和δ¹⁸O)偏移造成植物水分来源贡献率计算偏差,引起氢氧同位素结果差异的原因尚不明晰。该文首先简要介绍氢氧稳定同位素比值偏移现象,其次沿水分在土壤-植物-大气连续体中的传输路径构建梳理框架,系统阐述了3个界面(植物-大气界面、土壤-大气界面和根系-土壤界面)与2个空间(植物体和土壤层)中引起δ²H与δ¹⁸O偏移的自然效应,同时概述了土壤与木质部样品提取与测定技术中引起δ²H与δ¹⁸O偏差的人为效应。最后,根据现有研究进展提出主要问题,从获取同位素时空数据,微尺度同位素偏移原因,提取与测定技术的优化三方面指出未来的发展方向。     

Technoecological analysis of energy carriers for long‐haul transportation

Long‐haul transportation demand is predicted to increase in the future, resulting in higher carbon dioxide emissions. Different drivetrain technologies, such as hybrid or battery electric vehicles, electrified roads, liquefied natural gas and hydrogen, might offer solutions to this problem. To assess their ecological and economic impact, these concepts were simulated including a weight and cost model to estimate the total cost of ownership. An evolutionary algorithm optimizes each vehicle to find a concept specific optimal solution. A model calculates the minimum investment in infrastructure required to meet the energy demand for each concept. A well‐to‐wheel analysis takes into account upstream and on‐road carbon dioxide emissions, to compare fully electric vehicles with conventional combustion engines. Investment in new infrastructure is the biggest drawback of electrified road concepts, although they offer low CO₂ emissions. The diesel hybrid is the best compromise between carbon reduction and costs.     

Effects of stocking density during live transportation on haematological parameters of Siberian sturgeon (Acipenser baerii,Brandt, 1869)

In this study, we investigated the effects of different stocking densities water quality and blood parameters during the transportation of the Siberian sturgeon (Acipenser baerii). Experiments were carried out in high-density polyethylene tank with three different stocking densities (50, 100 and 150 kg/m³) for 20 h. Ammonium nitrogen (NH₄-N) and nitrite nitrogen (NO₂-N) were measured in the water samples. The erythrocyte, leucocyte, haematocrit (HCT), haemoglobin (Hb), cortisol, and sodium ion (Na⁺) were measured in blood samples. Ammonium nitrogen and nitrite nitrogen concentrations in the water have increased in parallel with the stocking density depending on the time. In the highest stocking density, the maximum levels of NH₄-N and NO₂-N at the 16^th h reached 2.64 mg/L and 4.74 mg/L, respectively. Erythrocyte, leucocyte, HCT, and Hb values did not differ significantly between the experimental groups (p > .05). The results showed that fish could be transported safely for 20 h in 15℃ water temperature at 50 kg/m³ stocking density; however, stocking density of 100 kg/m³ and over could threaten fish welfare and health as from 16^th h.     

Periodicity of extinction and recolonization of the West Indian topshell Cittarium pica in the Quaternary of Bermuda (Gastropoda: Trochoidea)

Hermit‐crab transported shells of the West Indian top shell Cittarium pica occur in numerous terrestrial fossil deposits on Bermuda, which is the most remote outpost of this Caribbean species. Cittarium is so far known only from deposits of interglacial ages corresponding to marine isotope stages (MIS) 11, 9, 5e, and 1 (Holocene). In at least the cases of MIS 11 and 5e, Cittarium appears at the very beginning of the interglacial. The species is definitely absent from well‐stratified cave deposits of the last glacial (MIS 4–2). It is hypothesized that colder sea‐surface temperatures (SSTs) during glacial periods caused Cittarium to be extirpated on Bermuda, and that it has made at least four independent colonizations of the island in the past 400 000 years. Because of the limited larval life of Cittarium, the window for colonization may be a very narrow period at the onset of interglacials when the SST has risen sufficiently to make Bermuda habitable but the velocity of the Gulf Stream is still sufficiently rapid to transport viable larvae from the Bahamas. © 2013 The Linnean Society of London, Biological Journal of the Linnean Society, 2013, 110 , 235–243.     

Effects of supplementing two levels of magnesium aspartate and transportation stress on pork quality and gene expression of 𝛍-calpain and calpastatin of finishing pigs

The objective of this study was to investigate the effects of supplementing swine finishing diets with two levels of magnesium aspartate (MgAsp) and short-term transportation stress on blood parameters, pork quality and the mRNA abundance of μ-calpain and calpastatin in muscles of finishing pigs. Thirty-six crossbred finishing pigs (mean BW 90 kg) were assigned randomly to 0, 1000, or 2000 mg supplemental Mg from MgAsp per kg of diet for five days before slaughter. Then six pigs from each dietary treatment were subjected either to no transportation stress (NTS) or 2 h of transportation stress (TS). Transportation stress resulted in higher concentrations (p < 0.01) of serum calcium, glucose and cortisol, lower pH (p < 0.01), higher Warner-Bratzler shear force (WBSF) (p < 0.05) and higher calpastatin mRNA abundance (p = 0.05) of longissimus muscle (LM) compared with NTS treatments. Supplementation of MgAsp in TS treatments increased serum Mg concentration (p < 0.05) at 2000 mg of Mg/kg, reduced drip loss (p < 0.05) and improved pork quality colour (p < 0.05) at 2000 mg of Mg/kg, and decreased 1-day and 3-day WBSF (p < 0.05) at 1000 mg of Mg/kg compared with TS treatments fed the control diet. It is concluded that supplementation of MgAsp improves water-holding capacity and pork colour, and alleviates the negative effects of transportation stress on meat tenderness.     

A Carbon Footprint of High‐Speed Railways in China: A Case Study of the Beijing‐Shanghai Line

A carbon footprint (CF) assessment of Chinese high‐speed railways (HSRs) can help guide further development of the world's longest HSR network. In this research, a hybrid economic input‐output and life cycle assessment (EIO‐LCA) method was applied to estimate the CF of the Beijing‐Shanghai HSR line. Specific CFs were analyzed of different subsystems of the line, different stages of production, and three calculation scopes. Results showed that the annual CF of the Beijing‐Shanghai HSR is increasing, whereas the per‐passenger CF constantly declined between 2011 and 2014. Scope 1 emissions account for an average of 4% of the total annual CF, Scope 2 contribute 71%, and Scope 3 comprise 25%. Among the different stages, operation contributes the largest (71%), followed by construction (20%) and maintenance (9%). In the construction stage, the bridges have the largest CF, followed by trains, and then rails. A trade‐off exists between the increase in carbon emissions due to construction of bridges and the reduction in operation emissions affected by leveling changes in terrain. The Beijing‐Shanghai HSR line has a relatively higher per‐passenger CF than eight other HSR lines, which is largely due to China's coal‐based carbon‐intensive energy mix of electricity generation, high proportion of bridges, higher operating speed, and heavier train body. In the future, cleaner electricity supply options, more efficient raw material production, and improvement of trains are keys to reducing the CF of Chinese HSRs.     

Modeling urban landscape dynamics: A review

Reviewed here is the historical development of urban growth models, showing how different disciplines and diverse theories have come together over time to produce the models used today. This review is divided into two sections, the first section reviews the early models that are rooted in transportation and land-use planning and form the foundation on which nearly all modeling efforts are based. These models are already well documented in the literature and an overview here is sufficient. In the second section, an exploration is made into the theories and approaches that have been integrated into urban modeling efforts. The concepts are outlined and one or more contemporary examples are highlighted. These theories and approaches represent the major areas of development that exist in published work.     

Allocation of energy use in petroleum refineries to petroleum products

Aim, Scope, and Background  Studies to evaluate the energy and emission impacts of vehicle/fuel systems have to address allocation of the energy use and emissions associated with petroleum refineries to various petroleum products because refineries produce multiple products. The allocation is needed in evaluating energy and emission effects of individual transportation fuels. Allocation methods used so far for petroleum-based fuels (e.g., gasoline, diesel, and liquefied petroleum gas [LPG]) are based primarily on mass, energy content, or market value shares of individual fuels from a given refinery. The aggregate approach at the refinery level is unable to account for the energy use and emission differences associated with producing individual fuels at the next sub-level: individual refining processes within a refinery. The approach ignores the fact that different refinery products go through different processes within a refinery. Allocation at the subprocess level (i.e., the refining process level) instead of at the aggregate process level (i.e., the refinery level) is advocated by the International Standard Organization. In this study, we seek a means of allocating total refinery energy use among various refinery products at the level of individual refinery processes. Main Features  We present a petroleum refinery-process-based approach to allocating energy use in a petroleum refinery to petroleum refinery products according to mass, energy content, and market value share of final and intermediate petroleum products as they flow through refining processes within a refinery. The approach is based on energy and mass balance among refining processes within a petroleum refinery. By using published energy and mass balance data for a simplified U.S. refinery, we developed a methodology and used it to allocate total energy use within a refinery to various petroleum products. The approach accounts for energy use during individual refining processes by tracking product stream mass and energy use within a refinery. The energy use associated with an individual refining process is then distributed to product streams by using the mass, energy content, or market value share of each product stream as the weighting factors. Results  The results from this study reveal that product-specific energy use based on the refinery process-level allocation differs considerably from that based on the refinery-level allocation. We calculated well-to-pump total energy use and greenhouse gas (GHG) emissions for gasoline, diesel, LPG, and naphtha with the refinery process-based allocation approach. For gasoline, the efficiency estimated from the refinery-level allocation underestimates gasoline energy use, relative to the process-level based gasoline efficiency. For diesel fuel, the well-to-pump energy use for the process-level allocations with the mass- and energy-content-based weighting factors is smaller than that predicted with the refinery-level allocations. However, the process-level allocation with the market-value-based weighting factors has results very close to those obtained by using the refinery-level allocations. For LPG, the refinery-level allocation significantly overestimates LPG energy use. For naphtha, the refinery-level allocation overestimates naphtha energy use. The GHG emission patterns for each of the fuels are similar to those of energy use. Conclusions  We presented a refining-process-level-based method that can be used to allocate energy use of individual refining processes to refinery products. The process-level-based method captures process-dependent characteristics of fuel production within a petroleum refinery. The method starts with the mass and energy flow chart of a refinery, tracks energy use by individual refining processes, and distributes energy use of a given refining process to products from the process. In allocating energy use to refinery products, the allocation method could rely on product mass, product energy contents, or product market values as weighting factors. While the mass- and energy-content-based allocation methods provide an engineering perspective of energy allocation within a refinery, the market-value-based allocation method provides an economic perspective. The results from this study show that energy allocations at the aggregate refinery level and at the refining process level could make a difference in evaluating the energy use and emissions associated with individual petroleum products. Furthermore, for the refining-process-level allocation method, use of mass — energy content- or market value share-based weighting factors could lead to different results for diesel fuels, LPG, and naphtha. We suggest that, when possible, energy use allocations should be made at the lowest subprocess level — a confirmation of the recommendation by the International Standard Organization for life cycle analyses. Outlook  The allocation of energy use in petroleum refineries at the refining process level in this study follows the recommendation of ISO 14041 that allocations should be accomplished at the subprocess level when possible. We developed a method in this study that can be readily adapted for refineries in which process-level energy and mass balance data are available. The process-level allocation helps reveal some additional energy and emission burdens associated with certain refinery products that are otherwise overlooked with the refinery-level allocation. When possible, process-level allocation should be used in life-cycle analyses.