At least 13 active fault zones have developed in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,and there have been undergone 17 MS≥7.0 earthquakes,the largest earthquake is 1950 Chayu MS 8.5 ea...At least 13 active fault zones have developed in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,and there have been undergone 17 MS≥7.0 earthquakes,the largest earthquake is 1950 Chayu MS 8.5 earthquake,which has very strong seismic activity.Therefore,carrying out engineering construction in the Sichuan-Tibet transport corridor is a huge challenge for geological technological personnel.To determining the spatial geometric distribution,activity of active faults and geological safety risk in the Sichuan-Tibet transport corridor.Based on remote sensing images,ground surveys,and chronological tests,as well as the deep geophysical and current GPS data,we investigated the geometry,segmentation,and paleoearthquake history of five major active fault zones in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,namely the Xianshuihe,Litang,Batang,Jiali-Chayu and Lulang-Yigong.The five major fault zones are all Holocene active faults,which contain strike-slip components as well as thrust or normal fault components,and contain multiple branch faults.The Selaha-Kangding segment of the Xianshuihe fault zone,the Maoyaba and Litang segment of the Litang fault zone,the middle segment(Yigong-Tongmai-Bomi)of Jiali-Chayu fault zone and Lulang-Yigong fault zone have the risk of experiencing strong earthquakes in the future,with a high possibility of the occurrence of MS≥7.0 earthquakes.The Jinsha River and the Palong-Zangbu River,which is a high-risk area for geological hazard chain risk in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor.Construction and safe operation Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,need strengthen analysis the current crustal deformation,stress distribution and fault activity patterns,clarify active faults relationship with large earthquakes,and determine the potential maximum magnitude,epicenters,and risk range.This study provides basic data for understanding the activity,seismicity,and tectonic deformation patterns of the regional faults in the Sichuan-Tibet transport corridor.展开更多
The EWTC （East-West Transport Corridor） in the Southem part of the Baltic Sea Region includes more effective testing area of new business models for collaborative logistics flows. Since the EWTC is a corridor requir...The EWTC （East-West Transport Corridor） in the Southem part of the Baltic Sea Region includes more effective testing area of new business models for collaborative logistics flows. Since the EWTC is a corridor requiring transport mode interchanges due to crossing the Baltic Sea, development of intermodal transport solutions making different transport modes fully integrated along the corridor is a key issue for the EWTC. To meet an increased global transport demand, ports and intermodal terminals need to make sure that their facilities are prepared for growth. Thus, for ports in the EWTC it is important to offer the services necessary for handling the maritime freight services （container ships, RoRo ships, railway ferries） demanded by transporters and transport buyers. IT services are needed to support transportation activities along the corridor. This is especially important for the EWTC due to its physical nature, interchange points, multi-language and cross boarder interaction. Information on a constantly updated traffic situation and interchange status, tracking of goods, booking and confirmation services, intelligent truck parking and services opening faster border crossing routes would ensure more efficient transportation and handling thereofi It is expected that the outcomes of the recently completed eMAR project will help to develop a modem Klaipeda Seaport community system as well as effective management architecture along the EWTC based on the CSW （Corridor Single Window） approach.展开更多
As the efforts to modernize the Lobito Transport Corridor in Angola advance, people＇s lived experiences are shaped by the interactions between official ＂developments from above＂ efforts and a myriad of inventive, o...As the efforts to modernize the Lobito Transport Corridor in Angola advance, people＇s lived experiences are shaped by the interactions between official ＂developments from above＂ efforts and a myriad of inventive, often messy, adaptations that could be seen as ＂developments from below＂. As a result of a combination of a variety of adaptive strategies （of coping and accumulating） pursued by diverse kinds of rural and urban Angolans and of official projects to improve transport infrastructure and services, a transformation of society is in progress. Beyond the obvious utilitarian function, the transport system provides a window on many socio-economic and political facets of the region. From an assessment of the dynamics, effects, impacts and linkages, the modernization of the Lobito Corridor can be made part of a sustainable development and poverty-reduction strategy in the development process. Nevertheless, those dynamics have not induced maximum multiplier effects in terms of increased employment and income earning opportunities of the poor despite their improved mobility. The transport economy is a site of capital accumulation and change where social stratification goes in parallel with increased socio-economic inequality and precarious conditions in the labor transport market. To some extent the government is bound to reinforce long continuities by improving infrastructure. People then adapt to this framework and it partly serves but partly constrains development. In this context, an improved regulatory and institutional framework for the transport system （top-down approach） and an integration of the non-formal dynamics that have been developed within the real transport system with the formal ones （bottom up-top approach） is essential.展开更多
The landlocked countries are the one without access to the sea and can be assimilate as countries around the world with a disadvantage of geography situation location. Chad and the Central African Republic are two of ...The landlocked countries are the one without access to the sea and can be assimilate as countries around the world with a disadvantage of geography situation location. Chad and the Central African Republic are two of the 40 landlocked countries around the world that transport 80% of their goods by road and rail, and as much as almost more than 50% of their passengers through a transit country with a transit transport system which is crucial for their trade and exchanges. The study aims to introduce the importance to have a good and efficiency transport network infrastructure in Central Africa to facilitate the trade for the landlocked countries of Central Africa (Chad and the Central African Republic), member of CEMAC trade area and proposes some measures that can be adopt</span><span style="font-family:"">ed</span><span style="font-family:""> to improve their conditions and ameliorate the trade for those countries.展开更多
New Lamu Port infrastructure initiative has potential to improve the economies of East Africa East africa is gearing up to construct a trade lifeline that is set to be one of the largest transport projects in africa. ...New Lamu Port infrastructure initiative has potential to improve the economies of East Africa East africa is gearing up to construct a trade lifeline that is set to be one of the largest transport projects in africa. In early February, Kenya, Ethiopia and south sudan launched construction of展开更多
The Sichuan-Tibet transportation corridor is prone to numerous active faults and frequent strong earthquakes.While extensive studies have individually explored the effect of active faults and strong earthquakes on dif...The Sichuan-Tibet transportation corridor is prone to numerous active faults and frequent strong earthquakes.While extensive studies have individually explored the effect of active faults and strong earthquakes on different engineering structures,their combined effect remains unclear.This research employed multiple physical model tests to investigate the dynamic response of various engineering structures,including tunnels,bridges,and embankments,under the simultaneous influence of cumulative earthquakes and stick-slip misalignment of an active fault.The prototype selected for this study was the Kanding No.2 tunnel,which crosses the Yunongxi fault zone within the Sichuan-Tibet transportation corridor.The results demonstrated that the tunnel,bridge,and embankment exhibited amplification in response to the input seismic wave,with the amplification effect gradually decreasing as the input peak ground acceleration(PGA)increased.The PGAs of different engineering structures were weakened by the fault rupture zone.Nevertheless,the misalignment of the active fault may decrease the overall stiffness of the engineering structure,leading to more severe damage,with a small contribution from seismic vibration.Additionally,the seismic vibration effect might be enlarged with the height of the engineering structure,and the tunnel is supposed to have a smaller PGA and lower dynamic earth pressure compared to bridges and embankments in strong earthquake zones crossing active faults.The findings contribute valuable insights for evaluating the dynamic response of various engineering structures crossing an active fault and provide an experimental reference for secure engineering design in the challenging conditions of the Sichuan-Tibet transportation corridor.展开更多
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 plannin...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.展开更多
The risk of reactivated ancient landslides in the Sichuan–Tibet transportation corridor in China is significantly increasing,primarily driven by the intensification of engineering activities and the increased frequen...The risk of reactivated ancient landslides in the Sichuan–Tibet transportation corridor in China is significantly increasing,primarily driven by the intensification of engineering activities and the increased frequency of extreme weather events.This escalation has resulted in a considerable number of fatalities and extensive damage to critical engineering infrastructure.However,the factors contributing to the reactivation and modes of destruction of ancient landslides remain unknown.Therefore,it is imperative to systematically analyze the developmental characteristics and failure modes of reactivated ancient landslides to effectively mitigate disaster risks.Based on a combination of data collection,remote sensing interpretation,and field investigations,we delineated the developmental attributes of typical ancient landslides within the study area.These attributes encompass morphological and topographic aspects,material composition,and spatial structure of ancient landslides.Subsequently,we identified the key triggers for the reactivation of ancient landslides,including water infiltration,reservoir hydrodynamics,slope erosion,and excavation,by analyzing representative cases in the study area.Reactivation of ancient landslides is sometimes the result of the cumulative effects of multiple predisposing factors.Furthermore,our investigations revealed that the reactivation of these ancient landslides primarily led to local failures.However,over extended periods of dynamic action,the entire zone may experience gradual creep.We categorized the reactivation modes of ancient landslides into three distinct types based on the reactivation sequences:progressive retreat,backward thrusting,and forward pulling–backward thrusting.This study is of great significance for us to identify ancient landslides,deepen our understanding of the failure modes and risks of reactivated ancient landslides on the eastern margin of the Tibetan Plateau,and formulate effective disaster prevention and mitigation measures.展开更多
Identifying the ecological vulnerability of the sensitive and fragile ecosystem of the Ya’anQamdo section along the southern route of the Sichuan-Tibet transport corridor is of paramount importance to reduce environm...Identifying the ecological vulnerability of the sensitive and fragile ecosystem of the Ya’anQamdo section along the southern route of the Sichuan-Tibet transport corridor is of paramount importance to reduce environmental damage resulting from infrastructure construction.This paper divided the Ya’an-Qamdo transport section into 22subzones according to their ecological environment characteristics.Based on the vulnerability evaluation model established by the fuzzy matter-element analysis method,the eight main assessment indicators of ecological vulnerability were windstorm,rainstorm,snowstorm,extreme temperature,extreme air pressure,geological hazard,natural conditions,and social resources.The rating and ranking of vulnerability in each subzone were based on the weight of the judgment indicators.Scientific processes were used to verify the rationality of both the indicators themselves and their weights.The results of this study show that subzone 9,located in the subalpine cold and humid forest and scrubland zone,is the most vulnerable,and subzone 1,located in the low-to mid-land warm and humid forest zone,is the least vulnerable.The conclusion of the study suggests that targeted measures of ecological protection should be formulated before development and construction of major transportation infrastructure.Construction should evade the most vulnerable areas,and in-depth research on ecological restoration should be carried out in low-to midvulnerability areas so that the ecological environment along the route can be protected effectively for sustainable economic and social development.展开更多
基金supported by the National Natural Science Foundation of China(42177184)the Balance Research Funds of the Chinese Academy of Geological Sciences(60)the China Geological Survey(DD20221816)。
文摘At least 13 active fault zones have developed in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,and there have been undergone 17 MS≥7.0 earthquakes,the largest earthquake is 1950 Chayu MS 8.5 earthquake,which has very strong seismic activity.Therefore,carrying out engineering construction in the Sichuan-Tibet transport corridor is a huge challenge for geological technological personnel.To determining the spatial geometric distribution,activity of active faults and geological safety risk in the Sichuan-Tibet transport corridor.Based on remote sensing images,ground surveys,and chronological tests,as well as the deep geophysical and current GPS data,we investigated the geometry,segmentation,and paleoearthquake history of five major active fault zones in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,namely the Xianshuihe,Litang,Batang,Jiali-Chayu and Lulang-Yigong.The five major fault zones are all Holocene active faults,which contain strike-slip components as well as thrust or normal fault components,and contain multiple branch faults.The Selaha-Kangding segment of the Xianshuihe fault zone,the Maoyaba and Litang segment of the Litang fault zone,the middle segment(Yigong-Tongmai-Bomi)of Jiali-Chayu fault zone and Lulang-Yigong fault zone have the risk of experiencing strong earthquakes in the future,with a high possibility of the occurrence of MS≥7.0 earthquakes.The Jinsha River and the Palong-Zangbu River,which is a high-risk area for geological hazard chain risk in the Ya'an-Linzhi section of the Sichuan-Tibet transport corridor.Construction and safe operation Ya'an-Linzhi section of the Sichuan-Tibet transport corridor,need strengthen analysis the current crustal deformation,stress distribution and fault activity patterns,clarify active faults relationship with large earthquakes,and determine the potential maximum magnitude,epicenters,and risk range.This study provides basic data for understanding the activity,seismicity,and tectonic deformation patterns of the regional faults in the Sichuan-Tibet transport corridor.
文摘The EWTC （East-West Transport Corridor） in the Southem part of the Baltic Sea Region includes more effective testing area of new business models for collaborative logistics flows. Since the EWTC is a corridor requiring transport mode interchanges due to crossing the Baltic Sea, development of intermodal transport solutions making different transport modes fully integrated along the corridor is a key issue for the EWTC. To meet an increased global transport demand, ports and intermodal terminals need to make sure that their facilities are prepared for growth. Thus, for ports in the EWTC it is important to offer the services necessary for handling the maritime freight services （container ships, RoRo ships, railway ferries） demanded by transporters and transport buyers. IT services are needed to support transportation activities along the corridor. This is especially important for the EWTC due to its physical nature, interchange points, multi-language and cross boarder interaction. Information on a constantly updated traffic situation and interchange status, tracking of goods, booking and confirmation services, intelligent truck parking and services opening faster border crossing routes would ensure more efficient transportation and handling thereofi It is expected that the outcomes of the recently completed eMAR project will help to develop a modem Klaipeda Seaport community system as well as effective management architecture along the EWTC based on the CSW （Corridor Single Window） approach.
文摘As the efforts to modernize the Lobito Transport Corridor in Angola advance, people＇s lived experiences are shaped by the interactions between official ＂developments from above＂ efforts and a myriad of inventive, often messy, adaptations that could be seen as ＂developments from below＂. As a result of a combination of a variety of adaptive strategies （of coping and accumulating） pursued by diverse kinds of rural and urban Angolans and of official projects to improve transport infrastructure and services, a transformation of society is in progress. Beyond the obvious utilitarian function, the transport system provides a window on many socio-economic and political facets of the region. From an assessment of the dynamics, effects, impacts and linkages, the modernization of the Lobito Corridor can be made part of a sustainable development and poverty-reduction strategy in the development process. Nevertheless, those dynamics have not induced maximum multiplier effects in terms of increased employment and income earning opportunities of the poor despite their improved mobility. The transport economy is a site of capital accumulation and change where social stratification goes in parallel with increased socio-economic inequality and precarious conditions in the labor transport market. To some extent the government is bound to reinforce long continuities by improving infrastructure. People then adapt to this framework and it partly serves but partly constrains development. In this context, an improved regulatory and institutional framework for the transport system （top-down approach） and an integration of the non-formal dynamics that have been developed within the real transport system with the formal ones （bottom up-top approach） is essential.
文摘The landlocked countries are the one without access to the sea and can be assimilate as countries around the world with a disadvantage of geography situation location. Chad and the Central African Republic are two of the 40 landlocked countries around the world that transport 80% of their goods by road and rail, and as much as almost more than 50% of their passengers through a transit country with a transit transport system which is crucial for their trade and exchanges. The study aims to introduce the importance to have a good and efficiency transport network infrastructure in Central Africa to facilitate the trade for the landlocked countries of Central Africa (Chad and the Central African Republic), member of CEMAC trade area and proposes some measures that can be adopt</span><span style="font-family:"">ed</span><span style="font-family:""> to improve their conditions and ameliorate the trade for those countries.
文摘New Lamu Port infrastructure initiative has potential to improve the economies of East Africa East africa is gearing up to construct a trade lifeline that is set to be one of the largest transport projects in africa. In early February, Kenya, Ethiopia and south sudan launched construction of
基金supported by the National Natural Science Foundation of China(Grant Nos.41825018,41977248,42207219)the Second Tibetan Plateau Scientific Expedition and Research Program(STEP)(Grant No.2019QZKK0904)。
文摘The Sichuan-Tibet transportation corridor is prone to numerous active faults and frequent strong earthquakes.While extensive studies have individually explored the effect of active faults and strong earthquakes on different engineering structures,their combined effect remains unclear.This research employed multiple physical model tests to investigate the dynamic response of various engineering structures,including tunnels,bridges,and embankments,under the simultaneous influence of cumulative earthquakes and stick-slip misalignment of an active fault.The prototype selected for this study was the Kanding No.2 tunnel,which crosses the Yunongxi fault zone within the Sichuan-Tibet transportation corridor.The results demonstrated that the tunnel,bridge,and embankment exhibited amplification in response to the input seismic wave,with the amplification effect gradually decreasing as the input peak ground acceleration(PGA)increased.The PGAs of different engineering structures were weakened by the fault rupture zone.Nevertheless,the misalignment of the active fault may decrease the overall stiffness of the engineering structure,leading to more severe damage,with a small contribution from seismic vibration.Additionally,the seismic vibration effect might be enlarged with the height of the engineering structure,and the tunnel is supposed to have a smaller PGA and lower dynamic earth pressure compared to bridges and embankments in strong earthquake zones crossing active faults.The findings contribute valuable insights for evaluating the dynamic response of various engineering structures crossing an active fault and provide an experimental reference for secure engineering design in the challenging conditions of the Sichuan-Tibet transportation corridor.
基金supported by the National Natural Science Foundation of China(42277180)China Geological Survey Project(DD20221816)+1 种基金National Key Research and Development Program of China(2021YFB2301403-5)State Key Laboratory of Resources and Environmental Information System.
文摘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.
基金supported by the National Natural Science Foundation of China(No.42207233,41731287)the National Key Research and Development Program of China(No.2021YFC3000505)the China Geological Survey projects(No.DD20221816)。
文摘The risk of reactivated ancient landslides in the Sichuan–Tibet transportation corridor in China is significantly increasing,primarily driven by the intensification of engineering activities and the increased frequency of extreme weather events.This escalation has resulted in a considerable number of fatalities and extensive damage to critical engineering infrastructure.However,the factors contributing to the reactivation and modes of destruction of ancient landslides remain unknown.Therefore,it is imperative to systematically analyze the developmental characteristics and failure modes of reactivated ancient landslides to effectively mitigate disaster risks.Based on a combination of data collection,remote sensing interpretation,and field investigations,we delineated the developmental attributes of typical ancient landslides within the study area.These attributes encompass morphological and topographic aspects,material composition,and spatial structure of ancient landslides.Subsequently,we identified the key triggers for the reactivation of ancient landslides,including water infiltration,reservoir hydrodynamics,slope erosion,and excavation,by analyzing representative cases in the study area.Reactivation of ancient landslides is sometimes the result of the cumulative effects of multiple predisposing factors.Furthermore,our investigations revealed that the reactivation of these ancient landslides primarily led to local failures.However,over extended periods of dynamic action,the entire zone may experience gradual creep.We categorized the reactivation modes of ancient landslides into three distinct types based on the reactivation sequences:progressive retreat,backward thrusting,and forward pulling–backward thrusting.This study is of great significance for us to identify ancient landslides,deepen our understanding of the failure modes and risks of reactivated ancient landslides on the eastern margin of the Tibetan Plateau,and formulate effective disaster prevention and mitigation measures.
基金sponsored by the National Natural Science Foundation of China under the project“Research on Urban Spatial Coupling Mechanism Between Urban Epidemic Spreading and Vulnerability and Planning Response in Chengdu-Chongqing Area”(Grant No.52078423)“Research on Coupling Mechanism of Production-Life-Ecology Space and Planning Methods–Case Studies in Earthquake Disaster Areas of Sichuan”(Grant No.51678487)the Major Program of Sichuan Provincial Scientific Research under the Project of“Research and Demonstration of Resilient Collaborative Planning and Design for Park Cities”(Grant No.2020YFS0054)。
文摘Identifying the ecological vulnerability of the sensitive and fragile ecosystem of the Ya’anQamdo section along the southern route of the Sichuan-Tibet transport corridor is of paramount importance to reduce environmental damage resulting from infrastructure construction.This paper divided the Ya’an-Qamdo transport section into 22subzones according to their ecological environment characteristics.Based on the vulnerability evaluation model established by the fuzzy matter-element analysis method,the eight main assessment indicators of ecological vulnerability were windstorm,rainstorm,snowstorm,extreme temperature,extreme air pressure,geological hazard,natural conditions,and social resources.The rating and ranking of vulnerability in each subzone were based on the weight of the judgment indicators.Scientific processes were used to verify the rationality of both the indicators themselves and their weights.The results of this study show that subzone 9,located in the subalpine cold and humid forest and scrubland zone,is the most vulnerable,and subzone 1,located in the low-to mid-land warm and humid forest zone,is the least vulnerable.The conclusion of the study suggests that targeted measures of ecological protection should be formulated before development and construction of major transportation infrastructure.Construction should evade the most vulnerable areas,and in-depth research on ecological restoration should be carried out in low-to midvulnerability areas so that the ecological environment along the route can be protected effectively for sustainable economic and social development.
