十七、83道班移动冰丘及灾害效应.pdfVIP

十七、83 道班移动冰丘及灾害效应 在青藏公路83 道班东侧，青藏铁路以大桥通过二道盆南活动断裂，部分桥墩设置在断 裂破碎带；桥基施工诱发上涌泉水，冬季产生厚层冰幔和移动冰丘，命名为83 道班移动冰 丘。在2002 年1-2 月铁路大桥施工前，青藏公路83 道班东侧沿二道盆南活动断裂虽然发育 冲沟、溪流、冰丘和冰幔，但冰幔和冰丘的规模较小，在设计铁路大桥附近不存在厚大冰层 和较大冰丘。在2002-2003 年铁路大桥建设期间，部分桥墩建于二道盆南断裂破碎带，桥墩 地下基础工程施工深入地下≥10 米深度，穿透断裂破碎带的富水构造和地下水通道，诱发大 流量上涌泉水，冬季形成厚度≥50cm 的大面积地表冰层，沿部分桥墩冬季形成高达2.5m 的 较大移动冰丘（吴珍汉等，2004 ，2005 ）。2004 年3 月，已经部分消融的冰丘锥顶尚抵达路 轨下方的横梁，冬季最寒冷时期的冰丘锥顶可能抵达并顶托路轨；部分墩台由于地下冰层的 冻胀和顶托作用，发生透入性横向破裂，影响墩台的工程质量。但2004 年夏季铁路建成通 车后，运料列车通过83 道班东侧铁路大桥，导致断裂破碎带桥基震动，阻断了泉水上涌通 道，大幅度减小了断裂破碎带桥墩周围的上涌泉水流量，起到了消除了断裂破碎带桥基施工 诱发地质灾害隐患的效果。 PART 17 83RD STATION MIGRATING PINGO AND ITS HAZARD EFFECTS Some bridge piers were constructed in fault zone in east of the 83rd station of the Highway in south of Erdaogou basin. No pingos formed along railway line before the construction bridge piers in early 2002. However, construction of bridge piers in fault zone lead to large volume of upward rushing spring water in summer and autumn of 2003, which resulted in thick ice sheet and big, high migrating pingo in the coming winter, i.e. the 83rd station migrating pingo. Ice sheet was as thick as 50cm and migrating pingo is as high as 2.5m, reaching to cross beam beneath rails in March of 2004. In cold winter top of the pingo must have been higher and seriously threatened the safety of railway. Fortunately, running train across the railway bridge resulted in pier vibration in fault zone which closed pathway of underground water in breccia, leading to sharply decrease of upward rushing spring water beneath railway bridge in east of 83rd station. Such process evidently reduced geological hazards of the 83rd station migrating pingo. 典尚设计-路桥效果图、三维动画 图213 青藏公路83 道班平面地质图 图例说明：1-全新世冲积物；2- 隐伏断裂破碎带；3-2002 年2 月冰丘；4-2004 年3 月厚层冰幔；5-2004 年 3 月移动冰丘；6-等高线（m ） Fig.213 Quaternary geological map of 83rd