Characteristic and optimization of ferrite-rich sulfoaluminate-based composite cement suitable for cold region tunnels

To develop suitable grouting materials for water conveyance tunnels in cold regions,firstly,this study investigated the performance evolution of ferrite-rich sulfoaluminate-based composite cement(FSAC grouting material)at 20 and 3℃.The results show that low temperature only delays the strength development of FSAC grouting material within the first 3 d.Then,the effect of four typical early strength synergists on the early properties of FSAC grouting material was evaluated to optimize the early(£1 d)strength at 3℃.The most effective synergist,Ca(HCOO)_(2),which enhances the low-temperature early strength without compromising fluidity was selected based on strength and fluidity tests.Its micro-mechanism was analyzed by XRD,TG,and SEM methods.The results reveal that the most suitable dosage range is 0.3 wt%−0.5 wt%.Proper addition of Ca(HCOO)_(2)changed the crystal morphology of the hydration products,decreased the pore size and formed more compact hydration products by interlocking and overlapping.However,excessive addition of Ca(HCOO)_(2)inhibited the hydration reaction,resulting in a simple and loose structure of the hydration products.The research results have reference value for controlling surrounding rock deformation and preventing water and mud inrushes during the excavation in cold region tunnels.

Effect of the W-beam central guardrails on wind-blown sand deposition on desert expressways in sandy regions

Many desert expressways are affected by the deposition of the wind-blown sand,which might block the movement of vehicles or cause accidents.W-beam central guardrails,which are used to improve the safety of desert expressways,are thought to influence the deposition of the wind-blown sand,but this has yet not to be studied adequately.To address this issue,we conducted a wind tunnel test to simulate and explore how the W-beam central guardrails affect the airflow,the wind-blown sand flux and the deposition of the wind-blown sand on desert expressways in sandy regions.The subgrade model is 3.5 cm high and 80.0 cm wide,with a bank slope ratio of 1:3.The W-beam central guardrails model is 3.7 cm high,which included a 1.4-cm-high W-beam and a 2.3-cm-high stand column.The wind velocity was measured by using pitot-static tubes placed at nine different heights(1,2,3,5,7,10,15,30 and 50 cm)above the floor of the chamber.The vertical distribution of the wind-blown sand flux in the wind tunnel was measured by using the sand sampler,which was sectioned into 20 intervals.In addition,we measured the wind-blown sand flux in the field at K50 of the Bachu-Shache desert expressway in the Taklimakan Desert on 11 May 2016,by using a customized 78-cm-high gradient sand sampler for the sand flux structure test.Obstruction by the subgrade leads to the formation of two weak wind zones located at the foot of the windward slope and at the leeward slope of the subgrade,and the wind velocity on the leeward side weakens significantly.The W-beam central guardrails decrease the leeward wind velocity,whereas the velocity increases through the bottom gaps and over the top of the W-beam central guardrails.The vertical distribution of the wind-blown sand flux measured by wind tunnel follows neither a power-law nor an exponential function when affected by either the subgrade or the W-beam central guardrails.At 0.0H and 0.5H(where H=3.5 cm,which is the height of the subgrade),the sand transport is less at the 3 cm height from the subgrade surface than at the 1 and 5 cm heights as a result of obstruction by the W-beam central guardrails,and the maximum sand transportation occurs at the 5 cm height affected by the subgrade surface.The average saltation height in the presence of the W-beam central guardrails is greater than the subgrade height.The field test shows that the sand deposits on the overtaking lane leeward of the W-beam central guardrails and that the thickness of the deposited sand is determined by the difference in the sand mass transported between the inlet and outlet points,which is consistent with the position of the minimum wind velocity in the wind tunnel test.The results of this study could help us to understand the hazards of the wind-blown sand onto subgrade with the W-beam central guardrails.