驳施雅风“冰臼”“负球状风化”成因论

施雅风院士最近撰文指出笔者等近年来在中国东部发现的若干"冰臼"并非冰川遗迹,而是花岗岩经"负球状风化"而成。然而,他所谓的"负球状风化说"与当地的气候环境条件和客观存在的事实完全相悖。冰臼是地表负地形之一,现今是"堆积区"而不是"侵蚀区",以现代常见的侵蚀作用产生冰臼的所谓"风说"、"壶说"、"风雨说"、"差异风化说"、"负球状风化"等,都是不可能的。这些假说是对过去业己形成冰臼群进行不同成因推断,是对冰臼群成因的最大误解。冰臼只能由大量冰川融水沿冰川裂隙自上向下,以滴水穿石的方式形成滚流水钻,强烈冲击下伏基岩产生。从河流流水动力学特点上看,急流旋涡主要产生水平力为主,而冰臼的形成主要是垂直力才有可能产生,因此河流流水也是无法产生冰臼的。     

State of the art and practice of pavement anti-icing and de-icing techniques

Pavement snow and icing are worldwide problems, but effective countermeasures are just beginning to be developed in China. The two most common snow and ice removal methods are mechanical clearance and chemical melting, and the advantages and disadvantages of each approach are discussed here, including environmental and structural damage caused by corrosive snow melting agents. New developments in chemical melting agents and mechanical equipment are discussed, and an overview of alternative thermal melting systems is presented, including the use of geothermy and non-geothermal heating systems utilizing solar energy, electricity, conductive pavement materials, and infrared/microwave applications. Strategic recommendations are made for continued enhancement of public safety in snow and ice conditions.     

Determination of allowable subgrade frost heave with the pavement roughness index in numerical analysis

Frost heave is an upward swelling of soil during cryogenic conditions in cold regions. It is caused by the accumulation of ice crystals in subgrade soil, which grow upwards when freezing temperatures penetrate into the subgrade. This study establishes the allowable soil subgrade frost heave based on the roughness standard of asphalt pavement in China, and aims to balance the pavement design and frost heave resistance of subgrades in cold regions. We formulated a mechanical model of pavement supported by the boundary conditions of differential frost heave, based on the elastic layered system theory. The differential soil subgrade frost heave was modeled as a sinusoidal function, and the allowable frost heave and the roughness index were modeled as the displacement boundaries for the top and bottom of the pavement structure. Then the allowable frost heave was back-calculated according to the roughness standard. Numerical results show that the allowable frost heave depends on the pavement structure, material properties, the highway grade, and other factors. In order to ensure that the actual soil subgrade frost heave is lower than the allowable frost heave, pavement structures and materials need to be selected and designed carefully. The numerical method proposed here can be applied to establish the frost heave resistance of subgrade when the pavement structure and materials are determined.     

Weichselian sediments at Foss‐Eikeland,Jæren (southwest Norway): sea‐level changes and glaciation history

The Jæren area in southwestern Norway has experienced great changes in sea‐levels and sedimentary environments during the Weichselian, and some of these changes are recorded at Foss‐Eikeland. Four diamictons interbedded with glaciomarine and glaciofluvial sediments are exposed in a large gravel pit situated above the post‐glacial marine limit. The interpretation of these sediments has implications for the history of both the inland ice and the Norwegian Channel Ice Stream. During a Middle Weichselian interstadial, a large glaciofluvial delta prograded into a shallow marine environment along the coast of Jæren. A minor glacial advance deposited a gravelly diamicton, and a glaciomarine diamicton was deposited during a following marine transgression. This subsequently was reworked by grounded ice, forming a well‐defined boulder pavement. The boulder pavement is followed by glaciomarine clay with a lower, laminated part and an upper part of sandy clay. The laminated clay probably was deposited under sea‐ice, whereas more open glaciomarine conditions prevailed during deposition of the upper part. The clay is intersected by clastic dykes protruding from the overlying, late Weichselian till. Preconsolidation values from the marine clay suggest an ice thickness of at least 500 m during the last glacial phase. The large variations in sea‐level probably are a combined effect of eustasy and glacio‐isostatic changes caused by an inland ice sheet and an ice stream in the Norwegian Channel. Copyright © 2002 John Wiley & Sons, Ltd.     

水泥混凝土路面施工质量管理

加强混凝土路面施工全面质量管理,一定要严格按国家有关规范和评定标准施工和验收。加强水泥混凝土路面施工管理和质量控制,对加快道路建设步伐,提高工程质量,节省投资,更好地服务于社会经济发展具有十分重要的意义。     

Stormwater capture and antecedent moisture characteristics of permeable pavements

An approach based on individual rainfall events is introduced to mathematically describe the hydrologic responses and estimate the stormwater capture efficiencies of permeable pavement systems (PPSs). A stochastic model describing the instantaneous dynamic water balance of a PPS is established, from which the probability distribution of the antecedent moisture content of the PPS at the beginning of a rainfall event is analytically derived. Based on this probability distribution and the event‐based approach, an analytical equation that can be used for estimating the stormwater capture efficiencies of PPSs is also derived. The derived analytical equation is verified by comparing its results with those from continuous simulations for a wide range of PPSs with different sizes and underlying soils and operating under various climate conditions. It was found that the antecedent moisture contents of PPSs at the test locations are usually fairly close to zero, suggesting that PPSs at these locations are always almost empty at the start of a rainfall event. The derived analytical equation accounts for many key processes influencing the behaviour and operation of PPSs; it may serve as an easy‐to‐use tool that is essential for the planning and design of PPSs.     

基于图像局部均值标准差算法的沥青路面裂缝检测

通过分析沥青路面的特性,本文提出了一种适用于沥青路面裂缝检测的图像处理算法。通过计算图像局部像素均值、横向与纵向相邻局部像素均值的均值以及两均值的标准差,结合滤波以及基于像片晒相原理的匀光操作来抑制图像背景的噪声出现,缓解灰度不均匀现象,突出沥青裂缝特征。采用分块图像处理方案,实现路面影像的裂缝提取。实验结果表明,本算法对裂缝线性特征敏感,检测效果较好。     

Laboratory and field performance of recycled aggregate base in a seasonally cold region

The objective of this project was to characterize the freeze-thaw properties of recycled concrete (RCA) and asphalt (RAP) as unbound base and to assess how they behaved in the field for nearly 8 years. This paper includes an examination of existing information, laboratory studies of freeze-thaw behavior, and evaluation of data from MnROAD field-test sections in a seasonally cold region, i.e., in Minnesota, USA. Test sections were constructed using recycled materials in the granular base layers at the MnROAD test facility. One test section included 100% RAP, another 100% RCA, a third one a 50/50 blend of RCA/natural aggregate, and a fourth one only natural aggregate (Class 5) as a control. The stiffness (i.e., elastic modulus) was monitored during construction and throughout the pavement life by the Minnesota Department of Transportation, along with the variation of temperatures and moisture regimes in the pavement to determine their effects on pavement performance. The resilient modulus of each material was determined by bench-scale testing in accordance with NCHRP 1-28a, as well as by field-scale tests incorporating a falling-weight deflectometer. Specimens were subjected to as many as 20 cycles of freeze-thaw in the laboratory, and the change in their resilient modulus was measured. In the field-test sections constructed with the same materials as the base course, temperature, moisture, and field modulus (from falling-weight deflectometer tests) were monitored seasonally for nearly 8 years. From the temperatures in the base course layer, the number of freeze-thaw cycles experienced in the field was determined for each test section. Inferences were made relative to modulus change versus freeze-thaw cycles. Conclusions were drawn for long-term field performances of the recycled base (RAB) in comparison to natural aggregate.     

The role of urban surfaces (permeable pavements) in regulating drainage and evaporation: development of a laboratory simulation experiment

Permeable pavements and similar stormwater control devices have not been exploited in the UK, in part because their adoption has been hindered by a lack of detailed knowledge of their hydrological performance. This paper describes a research programme that produced detailed information on the hydrological behaviour of a car park surface. The study involved the construction of full‐scale permeable pavement model car park structures and a rainfall simulator for use in the laboratory. A monitoring procedure was developed in order to measure inputs and changes in drainage, storage and evaporation over short and long time‐scales (2 hours to 3 months). A range of simulated rainfalls, which varied in intensity and duration, was applied to the model car park surfaces. Hydrological processes were monitored over an 18‐month period. Results demonstrated that evaporation, drainage and retention in the structures were strongly influenced by the particle size distribution of the bedding material and by water retention in the surface blocks. In general, an average of 55% of a one‐hour duration, 15 mm h⁻¹ rainfall event could be retained by an initially air‐dry structure. Subsequent simulations demonstrated that 30% of a one‐hour duration, 15 mm h⁻¹ rainfall event could be stored by an initially wet structure (with a minimum time interval between rainfall applications of 72 hours). Copyright © 1999 John Wiley & Sons, Ltd.