大通河源区冻土地温模拟与分类特征分析

以大通河源区为研究区域,分析了植被对多年冻土分布的影响.以等效高程为基础,根据实测的多年冻土地温数据和植被调查数据,建立了不同植被类型条件下的冻土地温-等效高程关系模型.借助于TM遥感数据、DEM数据和GIS技术模拟了大通河源区植被覆盖区的多年冻土地温分布特征.以地温数据为基础,参照青藏高原多年冻土分带方案,对多年冻土的分类特征进行了研究.结果表明:大通河源区多年冻土年均地温为-8.66～1.72℃,多年冻土和季节冻土的面积比例分别为95%和5%,其中极稳定型、稳定型、亚稳定型、过渡型和不稳定型多年冻土各类型的面积比例依次为1%,12%,31%,35%和16%.     

Development of highway constructing technology in the permafrost region on the Qinghai-Tibet plateau

The Qinghai-Tibet Highway passes through the Qinghai-Tibet plateau hinterland from north to south, from Kunlun Mountain to Tanggula Mountain. The average altitude is above 4500 m and permafrost covers more than 700 km length of area with high elevation and high temperature. The climate of the plateau is capricious and the surroundings along the road are bad, where the mean annual atmosphere temperature is -2 to -7℃ and the oxygen content is inadequate, which is less than 50% of the sea level, while the solar radiation is higher than 3600 kJ/m2. The basic characteristics of the plateau surroundings are the permafrost, coldness with litter oxygen, and fragile ecosystem. As the air temperature warms all over the world, the permafrost on the plateau responds quickly. The average temperature of permafrost is up by 0.2―0.3℃ in recent 20 years, and the island-permafrost dwindles with a high rate, and the high temperature permafrost degrades quickly, and the temperature of the low temperature permafrost increases remarkably. These gradually cause the highway engineering diseases in the permafrost region. The Qinghai-Tibet highway has experienced much maintenance and rebuilding for 50 years after it was built, and the continual observation and investigation have been made for more than 30 years. This road is the longest test engineering for permafrost research work in China. It is no doubt that it is also the greatest engineering project in plateau permafrost region. The Ministry of Communication in China initiated the research project "Research on a series of technologies for highway constructing in the permafrost regions" in 2002, which was to meet the challenges from the effect of climatic warming on the permafrost. The project systematically studied the permafrost engineering theories, methods for survey and design, engineering stabilization measures, preventing of the road disasters and maintaining, environment protection and the techniques to prolong the road engineering life in the cold surroundings with high altitude and less oxygen. This article describes a series of technologies for highway constructing according to the special surroundings in the plateau, including some innovative achievements and the research and development of permafrost engineering.     

Prediction of permafrost changes in Northeastern China under a changing climate

Northeastern China has the second largest expanse of permafrost in China,primarily known as Xing'an-Baikal permafrost.Located on the southeastern edges of the Eurasian cryolithozone,the permafrost is thermally unstable and ecologically sensitive to external changes.The combined impacts of climatic,environmental,and anthropogenic changes cause 3-dimensional degradation of the permafrost.To predict these changes on the southern limit and ground temperature of permafrost in Northeastern China,an equivalent lat...     

Changes in permafrost environments caused by construction and maintenance of Qinghai-Tibet Highway

The sideward permafrost along the Qinghai-Tibet Highway (QTH) contains massive ground-ice and is at a relatively high temperature. Under the influence of the steady increase of human activities, the permafrost environment has been changed greatly for a long time. At present, the permafrost becomes warm and rapidly degenerates, including the decline of the permafrost table, rising of the ground temperature, shortening of the length of frozen section, and extension of range of melting region. Some thaw hazards (e.g. thaw slumping and thermokarst pond) have widely occurred along both sides of the roadbed. In addition, due to the incomplete construction management, the vegetation adjacent to the highway is seriously damaged or eradicated, resulting in the land desertification and ecosystem out of balance. The dust, waste and garbage brought by drivers, passengers, maintenance workers, and transportations may also pollute the permafrost environment.     

多年冻土区铁路拼装式涵洞基础稳定性研究

根据青藏铁路清水河试验段两座拼装式涵洞工程近3年的监测结果,研究多年冻土区铁路涵洞下地基温度变化与涵洞基础沉降变形之间的关系.研究表明,多年冻土区涵洞工程在路基修筑的整个期间内,其基础会发生较大变形,且冻胀抬升变形量总值小于融化下沉变形量总值;涵洞建成初期,中部基础下沉速率较大,但2个冻一融循环后,涵洞中部的总下沉量较出入口过渡段的总下沉量小;涵洞出入口多渡段基础下地温差异与阳光照射有关,但这种地温差异对基础沉降变形的影响并不显著;路基和涵洞施工完成后对涵洞下地基冻土层具有明显的保护作用.     

Automatic testing system design and data analysis of permafrost temperature in Qinghai-Tibet Railway

Aimed at the characteristics of permafrost temperature influencing the safety of Qinghai-Tibet Railway and its on-line testing system, comparing the achievement of permafrost study nationwide with those worldwide, an automatic testing system of permafrost temperature, containing a master computer and some slave computers, was designed. By choosing high-precise thermistors as temperature sensor, designing and positioning the depth and interval of testing sections, testing, keeping and sending permafrost temperature data at time over slave computers, and receiving, processing and analyzing the data of collecting permafrost temperature over master computer, the change of the permafrost temperature can be described and analyzed, which can provide information for permafrost railway engineering design. Moreover, by taking permafrost temperature testing in a certain section of Qinghai-Tibet Railway as an instance, the collected data of permafrost temperature were analyzed, and the effect of permafrost behavior was depicted under the railway, as well as, a BP model was set up to predict the permafrost characteristics. This testing system will provide information timely about the change of the permafrost to support the safety operation in Qinghai-Tibet Railway.     

Innovative designs of permafrost roadbed for the Qinghai-Tibet Railway

Under global warming scenarios, the passive method of simply increasing the thermal resistance by raising the embankment height and using insulating materials has been proven ineffective in warm and ice-rich permafrost areas and therefore could not be used in the Qinghai-Tibet Railway engineering. Instead, a proactive "cooled-roadbed" approach was developed and used to lower the ground temperature in order to maintain a perennially frozen subgrade. The concept that local and site-specific factors play an important role in the occurrence and disappearance of permafrost has helped us to devise a number of measures to cool down the roadbed. For example, we adjust and control heat transfer by using different embankment configurations and fill materials. The Qinghai-Tibet Railway project demonstrates that a series of proactive roadbed-cooling methods can be used to lower the temperature of permafrost beneath the embankment and to stabilize the roadbed. These methods include solar radiation control using shading boards, heat convection control using ventilation ducts, thermosyphons, air-cooled embankments, and heat conduction control using "thermal semi-conductor" materials, as well as combinations of above mentioned three control measures. This road-bed-cooling approach provides not only a solution for engineering construction in sensitive permafrost areas but also a countermeasure against possible global warming.     

青藏铁路多年冻土地区110kV输变电工程地基基础设计有关问题的探讨

介绍了青藏铁路沿线多年冻土的分布类型和特性,阐述了多年冻土对输变电工程地基与基础的危害及破坏机理,并对多年冻土地区输变电工程建(构)筑物的地基处理方法和基础设计原则等问题进行了探讨,提出了若干设计建议,可供多年冻土地区输变电工程和建筑工程地基基础设计参考.     

多年冻土地区工程桩桩侧冻结力数值分析

依据侧向冻结力试验无厚度的非线性接触面单元模拟桩土界面,采用双曲线非线性模型冻土本构关系编制三维非线性有限元程序.数值分析得P-s曲线与现场静载试验P-s曲线吻合程度良好,结果表明:桩周冻土温度、桩径、桩长强烈影响着桩侧冻结力的分布状态,得到桩侧冻结力的分布影响规律;增大桩径是提高工程桩承载力、减小沉降量的有效措施;增大设计桩长对提高工程桩承载力贡献较小.     

新筑冻土路堤温度场的变化过程

采用有限单元法，通过综合考虑各种边界条件及模拟路堤修筑的蓄热作用，对路堤修筑后温度场逐年变化过程进行了计算研究，得到了不同高度路基温度场年稳定变化的年限及逐年变化较大的年限、融土核存在及变化规律，指出浅层土温度分布的非对称性有冬季强、夏季弱的特点，通过最低和最高温度的比较发现，深层土温度变化滞后于表层土及气温约5个月。     

动载下冻土区温度变化对桩基受力影响数值分析

为了研究温度变化对冻土区桩基础在地震荷载下特性的影响本文运用MIDAS/GTS有限元数值分析软件讨论了地震作用下不同温度对单桩基础受力性能的影响,并通过数值计算得出不同模型状况下的特征值、相对位移和弯矩曲线,并与实际值进行对比分析。结果表明,地震下温度升高会使桩基础反应变大,桩基础更容易失稳破坏。     

Study on ground temperature change and characteristic response of engineering geology of permafrost along Qinghai-Tibet Railway

Along with the global warming in the recent scores of years, comparatively bigchanges have taken place in the weather and other environmental conditions of thepermafrost area in the Qinghai-Tibet Plateau, and very big changes have also occurred inthe engineering geological conditions of the permafrost area. Based on a large volume offield survey data, this paper discusses the regularities of horizontal and verticaldistribution of permafrost, with its focus of analysis on the temperature changecharacteristics of the soil in different frozen-soil zones, as well as presents simulation analysis and research for the engineering geologic characteristic response changes thatwould occur in the future when the temperature of the frozen soil in different zones risesby 1 and 2.6℃ respectively, which will have a tremendous impact on the stability of constructional work.     

青藏铁路列车行驶冻土场地路基振动荷载研究

基于青藏铁路现场振动监测成果检验自编列车-轨道耦合动力学仿真程序的正确性,并研究在实测里程高低不平顺与宽轨缝脉冲性激扰条件下的青藏铁路客车行驶引起冻土场地路基振动的振动荷载特性。研究表明,自编程序仿真结果与青藏铁路现场监测成果吻合良好,程序理论正确结论可信;列车行驶振动荷载随路基阻尼的增大而略微减小,随路基模量、列车行驶速度的增大而增大,随轨缝的增宽而线性增大;振动荷载优势频段主要在移动轴重作用率内,转向架作用率处振动能量最大,轨枕振动对列车行驶振动荷载影响较小;路基的冻融状态、轨缝宽度与列车行驶速度对冻土路基振动荷载影响不能忽略;并定量给出青藏铁路路基振动荷载最大值与列车行驶速度之间的函数关系。此项研究对于列车行驶引起冻土场地环境振动分析与振陷预测具有重要意义,且为轨道交通工程设计和铁路运营安全分析提供可靠的理论依据。     

河流砾-砂过渡带位置变化的控制因素及其指示意义

河流自山区流至下游盆地过程中,当所搬运的碎屑物在磨损和分选作用下逐步变细至中粗卵砾尺度时,河床沉积在一段相对短的距离内从砾石迅速转变为砂,这一粒度陡变的河段被称为砾-砂过渡带(Gravel-sand Transition,GST)。河流砾-砂过渡带现象具有时间和空间的普遍性。砾-砂过渡带被埋藏在地层中成为砾岩-砂岩过渡带,沉积盆地充填碎屑中的砾岩-砂岩过渡带的位置变化所反映的砾-砂过渡带时空演化历史对区域构造与气候变化有明确的指示意义。基于已有文献,对地质演化时间尺度下砾-砂过渡带的位置变化控制因素及其地质指示意义进行梳理和展望。对世界范围沉积盆地内砾-砂过渡带时空演化历史的重建表明,盆地沉降速率、沉积物供给量与供给沉积物初始粒度分布是控制砾-砂过渡带在盆地内相对位置的主要因素,且不同盆山关系下砾-砂过渡带空间变化具有不同的地质意义。盆山相对位置固定背景下,盆地沉积序列内砾-砂过渡带在垂直造山带方向上的水平迁移反映山脉隆升等构造活动或气候变化引起的盆地沉降速率、沉积物供给量变化; 盆山相对汇聚背景下,前陆盆地内砾-砂过渡带向前陆方向的持续迁移反映盆地基底与造山带之间的汇聚过程,砾-砂过渡带迁移速率是约束地壳缩短速率的有效指标。     

青藏直流联网工程±500kV输电线路的工程问题分析

青海至西藏±500kV直流联网工程为我国首次在青藏高原多年冻土区全线铺设的高等级输电线路,该工程建设完成将对西藏经济与社会的发展起到重要的保障和支撑作用。由于输电线路将跨越青藏高原多年冻土区,冻土特有的工程问题将对工程设计、施工和安全运营产生重要影响。为保证工程建设的顺利进行项目组就其中的冻土、冻土工程等问题进行了较为系统的研究,并进行沿线的冻土调查和现场的试验研究。研究结果表明：输电线路布设与青藏公路基本相同,其中高含冰量冻土约占多年冻土线路段的59%,低含冰量冻土约占多年冻土线路段的25%;输电线路的主要工程问题为冻胀融沉、冻拔问题,不良冻土现象、气候变暖、冻土退化等问题会对线路工程稳定性产生影响;笔者还就输电线路选线选位原则、冻土勘察方法与原则、冻土区工程施工方法的选择等关键问题开展了系统研究。研究成果将为即将开工的±500kV青藏直流联网工程塔基定点、设计和施工以及线路选择提供科学依据。     

泛北极多年冻土及重大线性工程稳定性状况

泛北极是中国“一带一路”倡议的主要合作示范区域,已有的重大线性工程及新的基础设施建设均面临着与多年冻土相关的冻融灾害及工程病害问题。在全球气候变暖及人类活动增强的背景下,泛北极多年冻土主要呈现地温升高、活动层厚度增加趋势,且低温多年冻土地温升高更加明显,20世纪70年代以来年平均地温(MAGT)升温最高可达3 ℃; 自北向南多年冻土活动层厚度增加,且增厚趋势趋于明显,在俄蒙边境地区活动层厚度增速为3～5 cm·年^-1。多年冻土退化诱发系列与热喀斯特过程相关的地质灾害,主要包括热喀斯特滑坡与热喀斯特湖,且灾害数量急剧增加,如加拿大Banks Island地区1984～2015年热喀斯特滑坡数量增加了约60倍。在多年冻土退化、热稳定性降低的背景下,泛北极铁路、公路和管道等重大线性工程出现了沉陷、裂缝等不同类型、不同程度的病害,整体上多年冻土区道路工程病害率大于30%。热融灾害及工程病害的发育均与气候及岩土、冻土条件相关,但工程病害还与工程运营期限、工程结构形式密切关联。对比泛北极道路、管道等线性工程状况及其与工程结构的关系,以及病害特征和防治措施效果,表明基于保护冻土的“主动冷却”设计原则依然是多年冻土区工程设计的主导思想。     

大小兴安岭多年冻土分布特征及其灾害成因分析

在充分梳理相关资料的基础上,分连续多年冻土区、不连续多年冻土区、岛状多年冻土区3种类型分析了大小兴安岭多年冻土的分布特征;然后从气候、地貌、植被、地质、人为活动5个方面归纳出该区多年冻土的保存条件;最后结合实例对大小兴安岭多年冻土灾害的表现形式、形成原因以及防治对策进行了阐释和论述。     

考虑前期影响雨量的NLPM-AMN模型

建立了一种考虑前期影响雨量和采用人工神经网络的非线性扰动模型。模型结构与NLPM-API模型相似,不同之处在于采用人工神经网络模拟输入扰动项与输出扰动项之间的相互关系。采用牧马河和鲇鱼山水库流域的日降雨径流资料对模型进行了率定和校核。结果表明,所建模型与线性扰动模型、NLPM-AMN模型和NLPM-API模型相比,两个流域在率定期的模型效率系数增长幅度分别为10.84%,1.54%,10.6%和21.59%,0.67%,10.11%;在检验期的模型效率系数增长幅度分别为5.56%,0.97%,4.41%和11.86%,1.76%,7.97%。所有的评价指标均优于其他模型。     

基于MODIS雪盖数据的叶尔羌河流域积雪再分析

高原高寒干旱山区积雪融水是大多数河流的重要补给源,对当地社会经济发展、生态环境等起着举足轻重的作用。以叶尔羌河流域为对象,基于2001-2016年的MOD10A2积雪产品,采用GIS空间分析提取叶尔羌河山区的积雪面积,应用线性趋势分析法,分析不同高程带积雪面积年内及年际变化规律。结果表明：1）流域积雪面积年内变化表现为“积累-消减-积累-消融”的二次过程,春秋季以积累为主,夏季以消融为主,冬季因为风吹雪迁移及升华,积雪面积表现为消减现象;2）以200 m间隔划分流域高程带,1-2月积雪覆盖率随高程呈现一致的平缓上升和下降规律。3、4、11、12月在A区（<3 600 m）呈现微弱上升趋势,B区和C区（3 600～6 000 m）呈现显著上升趋势,D区（>6 000 m）呈现下降趋势。5～10月积雪覆盖率在A区处于消融状态,B区（3 600～4 800 m）积雪覆盖率呈现平缓上升趋势;C区（4 800～6 000 m）积雪覆盖率上升趋势显著,D区积雪覆盖率呈现下降趋势;3）A、B区积雪覆盖率年内变化呈现单峰曲线,积雪的主要补给期在秋、冬季。C、D区积雪覆盖率年内变化曲线呈现“M”型,积雪覆盖率为“积累-消减-积累-消融” 的二次过程,冬季因为风吹雪迁移至低海拔山区或升华造成积雪消减,D区因为海拔高,夏季积雪覆盖率为80%左右;4）积雪面积年际变化呈现下降趋势,秋、冬季下降趋势最为明显;5）低海拔区（A、B、C区）内积雪覆盖率年际变化呈现微弱下降趋势;高海拔区（D区）内积雪覆盖率年际变化不大,呈现微弱的上升趋势。     

青藏高原东部地区水文气候变化趋势分析

青藏高原是众多河流的发源地,为了解该地区水文气候变化的情况,对其东部地区雅鲁藏布江(奴下站)、怒江(嘉玉桥站)、澜沧江(昌都站)、通天河(直门达站)、雅砻江(泸宁站)、黄河(唐乃亥站)共6个流域自20世纪80年代以来的年气温、年降雨和年径流的变化趋势进行研究,分析了年径流对气候变化的响应。结果表明:6个流域的年气温和年降雨基本呈较明显的上升趋势;年径流受气温和降雨的共同影响,奴下站、嘉玉桥站和泸宁站呈一定的上升趋势,昌都站、直门达站和唐乃亥站呈一定的下降趋势。区域内径流多年平均变化率与冰雪面积比例大致呈正相关关系:年径流呈现上升趋势的流域,冰雪面积比例较大,受降雨增加和融雪增加的影响偏大;年径流呈下降趋势的流域,冰雪面积比例较小,受气温上升导致蒸散发增大使径流减少的影响偏大。这些研究结果将对青藏高原地区防洪抗旱、水资源的合理配置和开发、区域水资源可持续利用等具有重要的作用和意义。