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由Tommot到Niznhy Bestyakh铁路建设和运行的主要难题是横贯高含冰量冻土区域。自2007年以来,监测研究已经由麦尔尼科夫冻土研究所在该铁路试验段进行。其中一个监测计划的主要目标是评估不同设计的堤防地面热状况。观测巷道中使用高、低和零堤防热管及保温绝缘材料。实地研究表明,每年高路堤的散热效果要小于低路堤。阴影边坡下方的土壤趋于低温,而更多的边坡下方的多年冻土上限是由于地表水的增温效应降低所导致。冬季冻土路堤材料导致其冻胀,其上升的速度使其形成更高的堤防。夏季,零堤的位置处于切除活跃层会导致常年解冻区域的发展,有着较厚的填充和更深层次季节性融化。热虹吸和绝缘材料使得上坡护堤和下坡护堤产生轻微冷却效果。悬雪棚并未证明可以有效地降低地面温度。建议采取额外措施,以降低地面温度,减少巷道的季节性融化。
The main challenge for the construction and operation of the railway from Tommot to Niznhy Bestyakh is the trans-ice-rich permafrost region. Since 2007, monitoring studies have been conducted by the Interim Institute of Frozen Mirelnik in the railway trial section. The main objective of one of the monitoring programs is to assess the ground surface thermal conditions of different designs of embankments. Observation of roadway use of high, low and dike heat pipe insulation and insulation materials. Field research shows that the heat dissipation effect of high embankments each year is less than that of low embankments. The soil below the shaded slopes tends to cool, while the more permafrost caps below the slopes are due to the lower warming effects of surface water. Winter permafrost embankment material causes its frost heave, and its rate of increase makes it a higher embankment. In summer, the location of the dike at the excised active level leads to the development of perennial thawed areas with thicker fills and deeper seasonal meltdown. Thermal siphon and insulation make slight cooling effect on the uphill berm and downhill berm. Snow canopy has not proved effective in reducing the surface temperature. It is recommended that additional measures be taken to reduce the surface temperature and reduce the seasonal melting of the roadway.