临河至策克铁路防风治沙措施设计方案初步研究

临河至策克规划铁路沿途经过著名的巴丹吉林、乌兰布和两大沙漠。在沙漠地区修建铁路,一方面沙漠地区的自然条件十分恶劣,同时又有一些有利因素,如地形开阔、坡度平缓、河流稀少、不占农田等。在铁路规划初步选线过程中,依据修建风沙地区铁路工程的实践经验,以及风沙地区铁路选线设计原则,绕避对铁路危害较大的戈壁风沙流、大风区风沙流及高大流动沙丘,使铁路沙害减轻到最小程度。鉴于本线建成初期的运营状况,在保证运营安全的前提下,减少初期投资,待铁路建成运营后,结合我国沙漠综合治理措施,在工程治沙防护的基础上,分步骤实施植物固沙,从根本上解决铁路沙害问题。     

内蒙古大塔-何家塔铁路风沙路基综合防护体系

内蒙古大塔-何家塔铁路全线风沙路基长61.5 km,占正线长度的48.7%,风沙危害已严重威胁到线路的正常运营,并制约了区域矿产资源的外运。通过对当地气候条件、植被类型、沙丘分布等因素的调查,确定了植物防护和工程防护相结合的综合治理方案。选用沙柳、柠条、杨柴、胡杨多种植物,采取高立式沙障、HDPE网方格、沙柳活沙障树枝方格、水冲沙柳种植和灌木植物防护带多措施并举,在半固定沙丘和流动沙丘区段,依据风沙路基的不同危害程度,采用不同层次的风沙防护措施,构建了具有严密性、整体性的防沙体系。实践证明,活沙障与植物防护林带等措施形成了完整的绿色防护体系,阻沙、固沙作用显著,大大降低了风沙上道等危害铁路的可能性,保障了铁路的安全运营,为同类地区沙漠铁路的风沙治理工作积累了宝贵经验。     

包兰铁路沙坡头段防护体系研究综述

包兰铁路是中国第一条穿越沙漠的铁路,其中沙坡头段风沙危害最严重,防护体系对铁路的建设和安全运营至关重要.在综合分析相关文献的基础上,从研究区防沙措施及效果、防护体系结构特征、合理宽度设计等方面,总结了 60余年来包兰铁路沙坡头段防护体系的研究成果,并指出防护体系当前存在的问题(生态环境脆弱,局部地段土壤水分条件恶化、人...     

半隐蔽式麦草方格沙障防护带宽度的探讨

建国以来,随着经济建设事业的发展,业已修筑的和正在修筑的通过沙漠地带的铁路有:包(头)兰(州)线、干(塘)武(威)线、乌(达)吉(兰泰)线、通(辽)让(湖路)线、沙(城)通(辽)线等等。由于风沙危害,沙漠铁路两刚必须进行防护,以防止流沙掩埋线路,危及行车安全。经过多年实践,除在适宜地段采用植物措施取得了较好的成效外,应用最广的工程防沙措施就是半隐蔽式麦草方格(1×1米)沙障。     

基于缓解沙漠高速公路风沙危害的路基参数优化——以榆靖高速公路为例

在沙漠地区修筑高速公路时,风沙对公路路基的危害是公路安全和运营的最大影响因子之一。为了寻求最适合沙漠地区高速公路风沙危害最经济的理论路基断面形式,通过对榆（林）靖（边）沙漠高速公路各种路基实测数据应用数学模型进行定量分析,查明了影响路基沙害程度的主要参数,提出了减少路基沙害程度的设计理念,并对不同路基形式的沙害程度进行了比较,给出了路基沙害程度较小的路基断面形式及参数值。研究成果对今后在沙漠地区修筑高速公路设计及施工具有一定的指导意义。     

荒漠,半荒漠地区建设铁路中风沙流防护体系的研究

荒漠、半荒漠地带铁路沙害的基本特征是沙侵道床、埋没轨道、磨蚀设备。因不同地带生态条件不同，引起铁路沙害可划分为四类九级。铁路沙害防护标准高，要求路基不风蚀、道床不污染、线路不积沙。根据沙害类型和生态条件，分有灌溉条件与无灌溉条件两种情况建立相适宜的经济防护体系，由前沿阻沙带、植物固沙带、铁路本体防护三部分组成     

柴达木盆地沙漠公路设计流量公式研究

在中国水文分区中,沙漠地区一般被划分为非产流区,在公路设计中仅设置少量桥涵来满足路基、路面的排水要求,而不考虑洪峰流量,对非产流区也不提供设计流量公式。然而,在青海省柴达木盆地几条沙漠公路的实际运营中,却发现路基水毁频繁,经济损失严重。针对这种特殊水文现象,我们从设计理念、路基填料、暴雨、植被覆盖度等几个方面分析了水毁原因,发现暴雨是引发水毁的主要外因。因此将2012年最新的青海省公路系统柴达木区流量公式与两种小流域暴雨流量公式进行计算比较,通过分析计算偏差,对柴达木区流量公式进行了适度修正,最终得到能满足公路测量设计要求的柴达木盆地沙漠公路设计流量公式。     

腾格里沙漠东南缘铁路沿线流沙固定的原理与措施

本文研究地区位于腾格里沙漠东南缘,为温带草原化荒漠。包头至兰州铁路六次穿越腾格里沙漠,延长线达40公里。尤以中卫县沙坡头地区自然条件严酷,铁路线两侧全为高大密集的格状流动沙丘。如何固定这段线路两侧流沙,使铁路免遭风沙危害,成为列车运行畅通中极待解决的重大课题。沙坡头沙漠科学研究站经30年(1956-1986年)定位研究和实践,初步解决了以下几个问题:1.植物固沙的可行性程度; 2.适宜的固定植物种及其合理配置; 3.植物固沙的基本指标; 4.以"固"为主,"固阻"结合的铁路防护体系的可行性方案。这为我国西北沙漠地区今后铁路建设提供了一个沙害整治模式,在科学上和实践中均有重要意义。     

戈壁地区铁路防沙林带的防护效应

兰新铁路在途经玉门戈壁地区由于风沙流活动,使路基积沙,通车安全受威胁。为了防治铁路沙害,自1969年开始于铁路两侧营建防风沙林带以来,效果较好。铁路沙害被控制(见表1),建林前后沙害明显减轻。为弄清防护林带原理和改进防护效能,在路段主风一面(左侧)的林带内外,布置了防风沙效应的观测进行研究。     

不同盐度洪水对盐湖路基溶蚀影响的室内研究

对不同盐度洪水与铁路路基盐作用进行了相图分析。通过静、动态浸蚀岩盐试验，获得不同浓度卤水浸泡不同组成岩盐过程的溶蚀速度，盐溶解量及盐抗压强度变化的规律。为铁路岩盐路基的防洪及采取防护措施提供科学依据。     

铁路防沙工程方案的模糊综合评价

风沙灾害是威胁沙漠铁路安全运营的主要因素,科学合理的防沙工程可减小风沙危害和保护生态环境,但目前关于铁路防沙工程的评价方法还不多见.为了对防沙工程方案进行科学合理地评价,在分析铁路防沙工程影响因素的基础上,将其划分为工程设计因素和地理环境因素,利用提取的主影响因子建立铁路防沙工程模糊综合评价模型,将指数标度法与区间标度...     

Qinghai-Tibet Expressway experimental research

As one part of the National Highway Network Planning in China, the Qinghai-Tibet Expressway （QTE） from Golmud to Lhasa will be built in the interior of the Qinghai-Tibet Plateau （QTP） across about 630 km of permafrost lands. Due to the problematic interactions between the engineering foundations and permafrost, the frozen-soil roadbed of the QTE will be subjected to the more intense thermal disturbances due to the wider black surface. The design and construction for long-term thermal and mechanical stability will face more severe challenges than those in ordinary highways and railways in the same region. In order to provide scientific support for cold regions engineering practices, the QTE Experimental Demonstration Project （EDP） was constructed in situ in the vicinity of the Beilu＇he Permafrost Station in the interior of the QTP. In this paper, the anticipated problems of the proposed QTE project are enumerated, and the structures of the test sections for QTE EDP are described. Through numerical simulations, it was found that the heat transfer processes occurring in each specific road structure are significantly different. The heat accumulation in the highway embankment is mainly due to the black bituminous pavement, but in the railway embankment with its gravel surfaces, it mainly comes from the side slopes. As a result, the net heat accumulation of the highway embankment is three times higher than that in the railway. In expressway, the heat accumulation is further increased because of the wider pavement so that significantly more heat will be accumulated in the roadbed beneath the centerline area. Thus, the thermal stability of the fro- zen-soil roadbed and the underlying permafrost of the QTE can be seriously threatened without proper engineering measures protection against thawing. Based on research and practical experiences from the operating Qinghai-Tibet Railway （QTR） and the Qinghai-Tibet Highway （QTH）, combined with the predicted characteristics of heat transfer in an expressway embankment, nine kinds of engineering measures for mitigating the thaw settlement of foundation soils through the cooling the roadbed soils were built and are being tested in the EDP. The design of the monitoring system for the EDP and the observed parameters were also described.     

兰新高铁大风区风况特征及防风工程设计分区

兰新高铁是世界上穿越最长风区、防风工程规模最大的铁路。大风严重威胁高铁的运营安全,查明兰新高铁沿线大风分布特征及危害特性极为重要和迫切。利用气候分析、天气诊断及实测校验等方法,结合兰新高铁沿线大风观测资料,找出了微地貌、特定气候导致的局部特大风速区段,确定了沿线大风风速、风向在平面、剖面方向的时空变化规律。基于地形、风力、大风频率及危害程度,将兰新高铁线路划分为五大风区的防风工程设计分区,即：大风极少区、大风低发区、大风一般区、大风易发区和大风频繁区。大风区线路应以降高度、小夹角、大半径为主要选线原则。防风工程的设计,应以大风工程分区为基础,评估不同工程风区环境下的列车安全特性,建立以大风工程分区匹配为主导,适合不同风区,结合设置条件的系统工程对策。     

Applying the AHP-FUZZY method to evaluate the measure effect of rubble roadbed engineering in permafrost regions of Qinghai-Tibet Plateau: a case study of Chaidaer-Muli Railway

This article attempts to investigate the measure effect of rubble roadbed engineering in permafrost regions of Qinghai-Tibet Plateau. As a case study, Chaidaer-Muli Railway is used to evaluate the measure effect of rubble roadbed engineering in permafrost regions. The AHP(Analytic Hierarchy Process) method is thus employed to establish the evaluation indicator system. The evaluation factor is selected by analyzing the mutual relation between the permafrost environment and roadbed engineering. Thus, a hierarchical structure model is established based on the selected evaluation indices. Each factor is weighted to determine the status in the evaluation system, and grading standards are built for providing a basis for the evaluation. Then, the fuzzy mathematical method is introduced to evaluate the measure effect of rubble roadbed engineering in permafrost regions along the Chadaer-Muli Railway. Results show that most of the permafrost roadbed is in a preferable condition(b) along the Chaidaer-Muli Railway due to rubble engineering measures. This proportion reaches to 86.1%. The proportion in good(a), general(c) and poor states(d) are 0.0%, 7.5% and 6.4%, respectively, in all the evaluation sections along the Chaidaer-Muli Railway. Ground-temperature monitoring results are generally consistent with AHP-FUZZY evaluation results. This means that the AHP-FUZZY method can be applied to evaluate the effect of rubble roadbed engineering measures in permafrost regions. The effect evaluation of engineering measures will provide timely and effective feedback information for further engineering design. The series of engineering measures will more effectively protect permafrost stability.     

Roadbed, embankment, tower support and culvert stability problems on permafrost

The history of railway and highway construction in permafrost zones in Russia, the United States, Canada, and China spans more than 110 years. Nonetheless, no railway track or highway has yet been built in such area that is impervious to deformation caused by subsidence resulting from the thawing of ice-rich subgrade soils. This paper presents data on the roadbed states of the Transbaikalian and the Baikal-Amur Railways as well as the Russian "AMUR" Chita-Khabarovsk Highway. It also discusses the feasibility of roadbed stability maintenance using methods based on the reduction of the mean annual ground temperature and roadbed preservation in a permafrost state by means of the natural cooling and heating factors ratio regulation resulting in a reduction of the heat generation in the roadbed and the adjoining area accompanied by an increase of heat consumption with help of the sun-precipitation protective sheds (awnings), rock covers, dolomite powder (reflective paint), cooling tube and thermosyphons as well as tower supports and corrugated pipe culverts stability.     

流沙固定过程中土壤-植被系统演变

包兰铁路横穿腾格里沙漠沙坡头段,全长45 km,年降水量186 mm;流动沙丘相对高度20 m,以每年4 m的速度向东南方向移动。无灌溉条件下、工程措施与生物措施相结合的防沙固沙工程体系始建于1956年,近半个世纪以来该体系确保了包兰铁路畅通无阻。几十年的土壤植被系统演变正影响着整个防护体系。植被在从人工系统向自然系统的演变中经历了覆盖度从增加到减少的自疏过程、从灌木到半灌木到草本的变化;土壤从流动风沙土向钙积旱成土发育,地表生物结皮发育;降水在生态系统中的再分配过程已经彻底改变,新的水分平衡格局明显影响现有防沙固沙体系。     

神延铁路路基植物护坡植苗及灌溉技术初探

针对神延铁路边坡坡度大、表层土质坚实问题和尽量减少对坡面破坏性施工的要求,在植物护坡工程中,用自制缝植锹植苗,自制注水器灌溉,保证了护坡工程的顺利实施。结果表明:采用植苗锹进行缝植,一是能满足陡坡作业要求。锹板坚固锋利,用脚踏可穿透包坡的硬粘土层以减小对坡面的破坏程度;二是提高工效,缝隙植苗一次性完成;三是缝隙深度可达40cm,能完成植苗深栽20cm以下的工程设计要求。采用注水灌溉,一是克服了坡度陡坡面光滑,不利水分下渗,植苗补水不到位,灌溉操作难度大的困难;二是注水器可插入土壤深度15~ 20cm以下对苗木根系处进行补水,抑制了土壤表层水分的蒸发,提高了有限水利用率;三是延长补水周期,降低拉水投入成本,增强植苗的抗旱能力。经采用上述技术措施,栽植的灌木紫穗槐(Amorpha fruticosa)苗木平均成活率达85%以上,边坡覆盖度超过90%,根系多分部在土壤20~ 40cm深处,主根平均长度50cm。