Potential seismic landslide hazard and engineering effect in the Ya’an-Linzhi section of the Sichuan-Tibet transportation corridor, China

The Sichuan-Tibet transportation corridor is located at the eastern margin of the Qinghai-Tibet Plateau,where the complex topography and geological conditions,developed geo-hazards have severely restricted the planning and construction of major projects.For the long-term prevention and early control of regional seismic landslides,based on analyzing seismic landslide characteristics,the Newmark model was used to carry out the potential seismic landslide hazard assessment with a 50-year beyond probability 10%.The results show that the high seismic landslide hazard is mainly distributed along large active tectonic belts and deep-cut river canyons,and are significantly affected by the active tectonics.The low seismic landslide hazard is mainly distributed in the flat terrain such as the Quaternary basins,broad river valleys,and plateau planation planes.The major east-west linear projects mainly pass through five areas with high seismic landslide hazard:Luding-Kangding section,Yajiang-Xinlong(Yalong river)section,Batang-Baiyu(Jinsha river)section,Basu(Nujiang river)section,and Bomi-Linzhi(eastern Himalaya syntaxis)section.The seismic action of the Bomi-Linzhi section can also induce high-risk geo-hazard chains such as the high-level glacial lake breaks and glacial debris flows.The early prevention of seismic landslides should be strengthened in the areas with high seismic landslide hazard.

Characteristics and changes of permafrost along the engineering corridor of National Highway 214 in the eastern Qinghai-Tibet Plateau

Due to a series of linear projects built along National Highway 214,the second"Permafrost Engineering Corridor"on the Qinghai-Tibet Plateau has formed.In this paper,by overcoming the problems of data decentralization and standard inconsistency,permafrost characteristics and changes along the engineering corridor are systematically summarized based on the survey and monitoring data.The results show that:1)Being controlled by elevation,the permafrost is distributed in flake discontinuity with mountains as the center along the line.The total length of the road section in permafrost regions is 365 km,of which the total length of the permafrost section of National Highway 214 is 216.7 km,and the total length of the permafrost section of Gong-Yu Expressway is 197.3 km.The mean annual ground temperature(MAGT)is higher than−1.5℃,and permafrost with MAGT lower than−1.5℃ is only distributed in the sections at Bayan Har Mountain and E'la Mountain.There are obvious differences in the distribution of ground ice in the different sections along the engineering corridor.The sections with high ice content are mainly located in Zuimatan,Duogerong Plain and the top of north and south slope of Bayan Har Mountain.The permafrost thickness is controlled by the ground temperature,and permafrost thickness increases with the decrease of the ground temperature,with the change rate of about 37 m/℃.2)Local factors(topography,landform,vegetation and lithology)affect the degradation process of permafrost,and then affect the distribution,ground temperature,thickness and ice content of permafrost.Asphalt pavement has greatly changed the heat exchange balance of the original ground,resulting in serious degradation of the permafrost.Due to the influence of roadbed direction trend,the phenomenon of shady-sunny slope is very significant in most sections along the line.The warming range of permafrost under the roadbed is gradually smaller with the increase of depth,so the thawing settlement of the shallow section with high ice-content permafrost is more significant.

Spatial distribution of supra-permafrost groundwater in the Qinghai-Tibet Engineering Corridor using inversion models

Supra-permafrost groundwater(SPG)is a key factor that causes damage to highways and railways in the Qinghai-Tibet Engineering Corridor(QTEC).It is difficult to monitor SPG in the field due to their complex formation mechanisms and movement characteristics.Traditional single-site field monitoring studies limit the spatial and temporal precision of SPG spatial distribution.To determine the moisture content of shallow soils and the SPG distribution along the QTEC,this work employed the temperature vegetation dryness index and remote sensing models for groundwater table distribution models.The accuracies of the models were validated using mea-surements obtained from different sites in the corridor.In the permafrost zones of the QTEC,72%,22%and 6%of the SPG were located at depths of 0.5-1,<0.5 and>1 m,respectively.Meanwhile,79.4%of the area along the Qinghai-Tibet Highway(QTH)(Xidatan-Tanggula)section contained SPG.In these sections with SPG,37.9%have an SPG table at depths of 0.5-0.8 m.This study preliminarily explored the SPG distribution in the QTEC with a 30 m resolution.The findings can help improve the spatial scale of SPG research,provide a basis for the analysis of the hydrothermal mechanisms,and serve as a guide in the assessment of operational risks and road structure designs.

Experimental and numerical interpretation on composite foundation consisting of soil-cement column within warm and ice-rich frozen soil

Affected by climate warming and anthropogenic disturbances, the thermo-mechanical stability of warm and ice-rich frozen ground along the Qinghai-Tibet engineering corridor(QTEC) is continuously decreased, which may delay the construction of major projects in the future. In this study, based on chemical stabilization of warm and icerich frozen ground, the soil-cement column(SCC) for ground improvement was recommended to reinforce the foundations in warm and ice-rich permafrost regions. To explore the validity of countermeasures mentioned above, both the original foundation and the composite foundation consisting of SCC with soil temperature of -1.0℃ were prepared in the laboratory, and then the plate loading tests were carried out. The laboratory investigations indicated that the bearing capacity of composite foundation consisting of SCC was higher than that of original foundation, and the total deformation of original foundation was greater than that of composite foundation, meaning that overall stability of foundation with warm and ice-rich frozen soil can be improved by SCC installation. Meanwhile, a numerical model considering the interface interaction between frozen soil and SCC was established for interpretating the bearing mechanism of composite foundation. The numerical investigations revealed that the SCC within composite foundation was responsible for the more applied load, and the applied load can be delivered to deeper zone in depth due to the SCC installation, which was favorable for improving the bearing characteristic of composite foundation. The investigations provide the valuable guideline for the choice of engineering supporting techniques to major projects within the QTEC.

气候变化情景下青藏工程走廊融沉灾害风险性区划研究

气候变暖会加剧青藏工程走廊多年冻土区融沉灾害的发生,威胁重大工程的安全运营.选取冻土体积含冰量和活动层厚度变化量为指标,借助ArcGIS软件,采用融沉指数模型对青藏工程走廊融沉灾害做出了区划.结果表明:在未来50 a,青藏工程走廊内融沉灾害在A1B和A2情景下主要为中高风险性,在B1情景下主要为中低风险性.高风险区主要分布在楚玛尔河高平原、五道梁和开心岭等高温高含冰量冻土区.

青藏工程走廊多年冻土场地地震动加速度峰值特征研究

根据青藏工程走廊北麓河及楚玛尔河场地地震危险性分析结果,合成年超越概率为1.97%、1.00%、0.21%、0.10%、0.04%、0.02%的人造基岩地震波作为输入地震动,结合场地钻孔剖面及波速资料,和已有的冻土动力学研究成果,建立一维模型,通过等效线性化方法进行场地地震反应分析计算,研究了青藏工程走廊多年冻土场地地震动加速度峰值特征及影响因素.研究结果表明,北麓河场地与楚玛尔河场地的人造基岩地震波峰值及持时均存在显著差异,北麓河场地峰值大、持时短,以近震影响为主,楚玛尔河场地峰值小、持时长,以中远震影响为主;多年冻土区场地,夏季场地地震动加速度峰值显著大于冬季,活动层融化对场地地震动加速度峰值有明显的放大效应;冬季场地冻结后,场地地震动加速度峰值随冻土波速增大而减小,最大减小幅度为6.1%,随动剪切模量比减小、阻尼比增大而减小,最大减小幅度为8.9%.活动层的融化有利于放大场地地震动加速度峰值,重大冻土工程抗震设防应予以重视.

分幅距离对青藏高速公路分离式路基动力响应的影响

为研究地震波作用下分离式路基的动力响应特性,结合现场钻孔资料,以标准断面的分离式路基为研究对象,采用二维非线性动力有限元非关联流动法,建立2幅坡脚距离分别为5,10,15和20 m的路基模型。通过施加50 a超越概率2%,10%和63%的地震波,得到分幅距离变化对路基地震动力响应的影响效应。研究结果表明:路基表面的Mises应力值大小受坡脚距离变化影响较大,对天然地表与坡脚影响微小,而对剪应力S12值大小的影响规律与此相反;随着坡脚距离的增加,路基表面与天然地表的水平峰值位移呈现先升高后降低的变化规律,在10 m坡脚距离的参考点水平峰值位移出现极大值。研究结果为青藏工程走廊内的路基选型布线与抗震设计提供一定参考。

青藏工程走廊水环境安全保护等级区划研究

采用模糊数学综合评判法和突变级数法对青藏工程水环境安全的保护等级进行分区评价与研究,结果表明:青藏工程走廊带沿线水环境分为一级、二级和三级保护区3个区域,其中一级区范围为青藏高速公路拉萨—安多段,二级区范围为青藏高速公路安多—茶错段,三级区范围为青藏高速公路茶错—格尔木段;青藏工程走廊水环境安全保护路段共计408.92 km,安全保护等级高,占路线全长的35.56%。建议拉萨—安多全段,以及安多—茶错段部分路(桥)面通过工程措施和非工程措施相结合的方式实现路(桥)面径流污染控制,有效降低路(桥)面径流对走廊带水环境的影响。