略谈航道整治初设原型观测内容及技术要点

航道整治初步设计原型观测是为进行物理建模所进行的测绘活动,其包括水道地形、水文泥沙及水位观测,本文对该项目内容进行了总结并以中游某河段为例对其观测要求进行了说明,以方便相关工程测量工作人员进行参考。     

基于机器学习的长江重庆航道雾情特征提取

基于2018—2020年长江沿线26个自动气象监测站的逐5 min能见度监测数据、重庆海事管辖水域资料和长江航道基础地理信息,利用K-Means、DTW、PCA等机器学习算法,分析了长江重庆航道雾情的时空分布、时序形态等特征。结果表明：长江重庆航道雾情过程高发区域是涪陵-忠县水域,长寿及上游水域次之;江面雾情过程较高频率出现在夏季的6月、7月,冬季较之偏少,大部分的雾情过程时长均在1 h内,多在夜间生成及结束;不同时间长度的雾情过程具有不同的时序形态特征,当时长不足27 h时,主要表征能见度下降过程的信号,超过27 h的过程则主要表征能见度回升阶段信号,“象鼻形”先期振荡信号随着雾情过程时长的加大而进一步增强。     

水运工程多波束测深作业要求的研究

对水运工程多波束测深作业要求中一系列的技术问题进行了深入研究.以满足波束脚印无缝衔接和探寻水底目标物为约束,分别给出了测船最大限速的计算式.通过数值分析探讨了目前几种常用多波束仪器测线布设的理论宽深比和实际宽深比.对影响多波束测深精度的五个重要参数:横摇偏角、纵摇偏角、艏摇偏角、时延、声速剖面等分别做了详细介绍,并且给...     

Physical Modeling of Localized Scour for the Yangtze Estuary Waterway Improvement Project,Phase Ⅰ

In order to examine the effectiveness of engineering protection against localized scour in frontof the south groin-group of the Yangtze Estuary Waterway Improvement Project,Phase I,an undistort-ed physical model on a geometric scale of 1:250 is built in this study,covering two groins and their adacentestuarine areas.By use of rinsing fix-bed model as well as localized mobile-bed model,the experiment isundertaken under bi-directional steady flow.According to the experimental results,waterway dredgingleads to the increase in steram velocity,the increase being larger during the ebb than during the flood.Con-struction of the upstream groin has some influence on the flow patterns near the downstream groin.Local-ized scour in front of the groin-heads is controlled mainly by ebb flow.In the case of a riverbed composedentirely of silt,the depths of localized scour in front of the two groin-heads are 27 m and 29 m,respectively.In reality,the underneath sediment of the prototype riverbed is clay whose threshold ve     

长江口12.5米深水航道南坝田挡沙堤加高工程总平面方案研究

长江口12.5米深水航道2010年贯通后,发挥了巨大社会经济效益,同时航道回淤量大、维护压力大、维护费用高的问题突出。本研究基于北槽四边界水沙通量观测成果,分析提出了北槽航道回淤泥沙来源;针对回淤原因,在已建减淤工程经验总结的基础上,提出了本次减淤的研究思路,优化了减淤工程方案的比选指标体系;采用三维潮流泥沙数模、清水动床物模、经济技术综合分析等手段,通过"加高范围"、"加高高程"及"加高位置"比选,研究推荐了减淤工程方案。利用实测回淤量分析了工程减淤效果。研究结果表明,南导堤越沙是洪季北槽的重要泥沙来源,对北槽高浓度含沙量场有一定贡献。提出了可通过加高北槽南侧的导堤,实现减少通过南导堤越堤进入北槽的泥沙量,从而减小北槽含沙量水平,同时改善北槽下段流态,降低水沙横向输移,进而降低航道回淤的减淤思路。研究推荐的长江口12.5米深水航道减淤工程为南坝田挡沙堤加高工程及先期工程方案。先期工程位于S4～S9丁坝坝田,在现有南坝田挡沙堤的基础上加高S4～S8区段,并延长至S9丁坝,工程全长约23.8 km,高程+3.5 m。工程于2015年11月开工建设,2016年7月主体工程完工,工程减淤效果显著,2016—2018年年均减淤量约954×105m3/a,近三年已节省航道维护疏浚费用约5亿元。     

基于三维GIS的数字航道若干关键技术研究

提出了基于三维GIS的数字航道的整体技术框架，研究了其中涉及的关键技术，开发了原型系统并进行了一定的应用实验。     

长江立体化综合交通运输走廊的空间组织模式

长江经济带建设作为国家战略,为了推动其社会经济发展必须依托“长江黄金水道”完善综合交通运输体系。本文首先构建了沿河型立体化综合交通走廊的空间模式,从空间系统、节点结构、职能分工、运输组织、对外联系等视角刻画其主要特征;分析了长江综合交通运输走廊的发展情景;揭示了长江综合交通走廊的建设现状和重大瓶颈问题与需求。在此基础上,重点探讨了长江立体化综合交通走廊的空间组织模式,包括走廊主轴与航道网络、港口布局与战略物资运输系统、职能分工与辐射网络、综合交通枢纽等级结构与开放性运输组织等方面。     

流域减沙对长江口典型河槽及邻近海域演变的影响

基于2001-2015年长江口系列的水下地形和水文测验等资料,研究了流域减沙对长江口典型河槽及邻近海域演变的影响。结果表明:三峡工程建成后的近10多年,流域年均输沙量处于1.35亿t左右的较低水平。受其影响,长江口口内的南支、南港和北港上段的含沙量2008年之后明显下降,河槽冲刷、容积扩大,河槽形态向相对窄深方向演化。而拦门沙河槽的上游侧和口外侧近年来亦有所冲刷,拦门沙浅滩长度缩短。长江口水下三角洲前沿位于北港口外和南北槽口外有两个冲刷区,2007年之后年平均冲刷厚度达0.1 m左右,年侵蚀沙量达0.71亿m3。流域减沙对长江口河槽演变的影响尚在进行中,可能改变长江口水下三角洲向海淤涨的历史演变模式。     

A grassed waterway and earthen dams to control muddy floods from a cultivated catchment of the Belgian loess belt

Muddy floods, i.e. runoff from cultivated areas carrying large quantities of soil, are frequent and widespread in the European loess belt. They are mainly generated in dry zero-order valleys and are nowadays considered as the most likely process transferring material eroded from cultivated hillslopes during the Holocene to the flood plain. The huge costs of muddy flood damages justify the urgent installation of control measures. In the framework of the ‘Soil Erosion Decree’ of the Belgian Flemish region, a 12 ha-grassed waterway and three earthen dams have been installed between 2002–2004 in the thalweg of a 300-ha cultivated dry valley in the Belgian loess belt. The measures served their purpose by preventing any muddy flood in the downstream village, despite the occurrence of several extreme rainfall events (with a maximum return period of 150 years). The catchment has been intensively monitored from 2005–2007 and 39 runoff events were recorded in that period. Peak discharge (per ha) was reduced by 69% between the upstream and the downstream extremities of the grassed waterway (GWW). Furthermore, runoff was buffered for 5–12 h behind the dams, and the lag time at the outlet of the catchment was thereby increased by 75%. Reinfiltration was also observed within the waterway, runoff coefficients decreasing by a mean of 50% between both extremities of the GWW. Sediment discharge was also reduced by 93% between the GWW's inflow and the outlet. Before the installation of the control measures, specific sediment yield (SSY) of the catchment reached 3.5 t ha^− 1 yr^− 1 and an ephemeral gully was observed nearly each year in the catchment. Since the control measures have been installed, no (ephemeral) gully has developed and the SSY of the catchment dropped to a mean of 0.5 t ha^− 1 yr^− 1. Hence, sediment transfer from the cultivated dry valley to the alluvial plain should dramatically decrease. Total cost of the control measures that are built for a 20 year-period is very low (126 € ha^− 1) compared to the mean damage cost associated with muddy floods in the study area (54 € ha^− 1 yr^− 1). Similar measures should therefore be installed to protect other flooded villages of the Belgian loess belt and comparable environments.     

航道数字高程模型建立中的分区技术研究

针对航道的带状区域特征,提出了建立航道数字高程模型的一种分区技术,首先对航道进行分区,各分区再生成DEM,最后对各分区DEM进行无缝连接,提高了航道数字高程模型的建立速度。