降雨条件下道路边坡地下水渗流分析

降雨是影响道路边坡稳定的主要因素之一,根据岩土饱和-非饱和渗流理论,考虑降雨入渗的影响,利用有限元方法,对强降雨条件下公路边坡地下水渗流场动态进行了数值模拟,得到了边坡地下水压力水头、总水头变化、流速的变化规律,为道路边坡的稳定性分析和滑坡预测提供重要的分析数据。     

严寒地区路堑边坡破坏机理及稳定计算分析

内蒙古省际通道新林北至扎兰屯段一级公路修建过程中,一些局部路堑边坡出现了较严重的边坡滑塌现象。目前公路行业的路基设计施工规范中尚没有涉及高寒地区路堑边坡的设计施工方法,也缺乏此类地区路堑边坡的稳定性设计评价标准。为此在进行了大量调研工作的基础上,对路堑边坡的破坏机理进行了分析,提出了确保公路路堑边坡稳定的有效措施及相应的计算方法,成果可为其他类似工程借鉴参考。     

基于路网结构的旅游景点可达性分析——以南京市区为例

运用旅游景点可达性方法来定量地研究城市旅游空间结构,开发基于最短时间路径选择算法的旅游景点可达性计算与分析信息系统,基于南京市区的公路路网结构,对南京市区旅游景点可达性做了实证研究,生成了景点可达性的分值扩散图、时间等值线图、旅游景点服务范围图和以乡镇为基本计算单元的景点可达性图.通过对生成图表的分析,笔者发现:南京市区旅游景点整体可达性较好,80.59%的区域景点可达性在40min之内,但其内部差异也比较明显,中心主城区景点可达性较好,外围地区特别是边界地区景点可达性较差,最差地区为103min39s,通过对乡镇为基本计算单元的整体景点可达性的等级分析,发现南京市区景点可达性在地域分布上呈现以主城区为中心的圈层空间结构.在上述分析的基础上,将南京市区分为主城区、近郊区、远郊区三个区域,根据三个地区各自特点制定了相应的景点可达性优化目标,并给出了优化措施.     

武汉都市圈路网空间通达性分析

以武汉都市圈为例.通过距离算法、拓扑算法和空间句法模型,构建系列通达性数理模型.定量分析武汉都市圈路网发育的空间结构性规律:武汉都市圈路网整体发育水平和通达性格局保持高度相关性和一致性.空间差异显著;通达性遵循距离衰减律,空间收敛整体效应明显.呈现三大等级圈层和"中心-外围"结构:高等级路网发育不均衡.引起时空距离通达性圈发生"摄动"变形,呈西北-东南向倾斜的"Y"字形结构:拓扑连接等通达性圈更是出现"破碎化",交通轴线网络呈"轴一辐"式和"鱼骨刺"状空间伸展序:同时,路网发育的等级差异性也导致整个网络伺服效率和应对"拥堵"能力的低下,并形成沿长江东西向、沿京广南北向两条带状集成核.成为整个路网的第一等级交通轴线,控制整个都市圈网络连接性,强化交通轴线交汇处-武汉市的中心性优势:路网通达性这种等级空间格局与圈域城镇体系、交通设施和社会经济发展状况密切相关.尤其是与高速公路为代表的高等级路网发育水平,表现出复杂的共轭协调关系.     

利用多元LBP特征自动提取城市道路边界

车载移动测量系统可采集高精度道路三维点云数据,为道路边界自动化提取提供了支撑.为解决车载激光点云中城市道路边界点云提取困难问题,本文引入局部二值模式LBP(Local Binary Pattern),针对各类城市道路边界特征,设计了高度LBP、高程离散度LBP和空间形状LBP3种改进算子;构建多元LBP特征语义识别模型...     

黄土软岩公路隧道防排水合理结构型式研究

针对甘肃省及临近地区干旱、半干旱黄土地区工程地质、水文地质特点,实地调查该地区已建隧道渗漏水情况,分析该地区隧道渗漏水成因。以天巉二级汽车专用公路9座隧道为依托,应用工程类比法提出适合该地区的涌水类型划分方法,涌水类型划分为滴渗、淋淌、股水和突水4种,并分析了影响隧道防排水结构设计的因素和防排水设计原则。在此基础上,提出了防排水设计的4种合理结构型式及其适用条件。研究结果为天巉公路、巉柳公路防排水设计与施工提供了有效指导。     

车载GPS道路信息采集和更新系统研究

介绍了车载道路信息采集和更新系统 (CRICUS)的设计和研究进展。该系统利用 3S集成技术采集道路信息并生成数字道路网数据库。初步实验表明 ,该系统的定位精度可达 1m。     

公路涎流冰的成冰机理与新型防治措施研究

建立了粗、细粒土冻结模型, 分析了扰动三层体内部的析冰原理, 提出密闭水体的冻结-压力循环, 该循环是涎流冰发育的机理. 对饱水粗颗粒土与饱水细颗粒土的冻结模型比较表明, 饱水粗粒土在密闭体系中的冻结; 就其产生的水压力而言, 实质上就是密闭水体的冻结, 也就是水冻结成冰体积膨胀受限而产生力的问题. 这种体积膨胀产生的力导致约束结构(如薄弱层)的整体性破坏. 在公路边坡数值模拟分析的基础上, 提出边坡薄弱层破坏导致渗水是形成坡积冰的主要原因之一, 薄弱层破坏处是病害最严重的位置. 根据病害形成原理和成因分析, 并提出渗井与仰斜式排水管相结合的复合防治措施, 工后效果良好.     

Rill length and plot‐scale effects on the hydrogeomorphologic response of gravelly roadbeds

Although unpaved roads are well‐recognized as important sources of Hortonian overland flow and sediment in forested areas, their role in agriculturally‐active rural settings still lacks adequate documentation. In this study, we assessed the effect of micro‐catchment size, slope, and ground cover on runoff and sediment generation from graveled roadbeds servicing a rural area in southern Brazil. Fifteen replications based on 30‐min‐long simulated rainfall experiments were performed at constant rainfall intensities of 22–58 mm h^?1 on roadbeds with varying characteristics including ~3–7 m² micro‐catchment areas, 2–11° slopes, 2–9.7‐m‐long shallow rill features, and 30–100% gravel cover. The contributions of micro‐catchment size and rill length were the most important physical characteristics affecting runoff response and sediment production; both the size of the micro‐catchment and the length of the rills were inversely related to sediment loss and this contradicts most of the rill erosion literature. The effect of micro‐catchment size on runoff and sediment response suggests a potentially problematic spatial‐scale subjectivity of experimental plot results. The inverse relationship between rill length and sediment generation is interpreted here as related to the predominance of coarse fragments within rills, the inability of the shallow flows generated during the simulations to erode this sediment, and their role as zones of net sediment storage. Copyright © 2015 John Wiley & Sons, Ltd.     

Soil carbon storage following road removal and timber harvesting in redwood forests

Soil carbon storage plays a key role in the global carbon cycle and is important for sustaining forest productivity. Removal of unpaved forest roads has the potential for increasing carbon storage in soils on forested terrain as treated sites revegetate and soil properties improve on the previously compacted road surfaces. We compared soil organic carbon (SOC) content at several depths on treated roads to SOC in adjacent second‐growth forests and old‐growth redwood forests in California, determined whether SOC in the upper 50 cm of soil varies with the type of road treatment, and assessed the relative importance of site‐scale and landscape‐scale variables in predicting SOC accumulation in treated road prisms and second‐growth redwood forests. Soils were sampled at 5, 20, and 50 cm depths on roads treated by two methods (decommissioning and full recontouring), and in adjacent second‐growth and old‐growth forests in north coastal California. Road treatments spanned a period of 32 years, and covered a range of geomorphic and vegetative conditions. SOC decreased with depth at all sites. Treated roads on convex sites exhibited higher SOC than on concave sites, and north aspect sites had higher SOC than south aspect sites. SOC at 5, 20, and 50 cm depths did not differ significantly between decommissioned roads (treated 18–32 years previous) and fully recontoured roads (treated 2–12 years previous). Nevertheless, stepwise multiple regression models project higher SOC developing on fully recontoured roads in the next few decades. The best predictors for SOC on treated roads and in second‐growth forest incorporated aspect, vegetation type, soil depth, lithology, distance from the ocean, years since road treatment (for the road model) and years since harvest (for the forest model). The road model explained 48% of the variation in SOC in the upper 50 cm of mineral soils and the forest model, 54%. Copyright © 2015 John Wiley & Sons, Ltd.