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1.
藏东南冰湖溃决泥石流灾害及其发展趋势 总被引：9，自引：3，他引：6
冰湖溃决泥石流是高山冰湖溃决洪水引起的突发性泥石流,是一种自然灾害现象.西藏冰湖溃决泥石流集中分布于东南部的雅鲁藏布江、波曲及朋曲流域等.冰湖溃决泥石流常形成灾害链对藏东南社会、经济危害严重.分析了气温和降水对冰湖溃决和及其所形成的泥石流的影响,认为冰湖的溃决大部分是由于异常气候条件造成的,冷湿的气候有利于冰川的积累,当气候转为湿热和干热或气温突然升高0.6～1.2 ℃时最易引起冰湖溃决泥石流.通过对西藏地区气候变化的研究,对未来50 a藏东南冰湖溃决泥石流的发展趋势作了预测探讨.一般来讲,气温升高,冰川融水的增加有个临界点,当过了临界点后其冰川融水将会减少,冰湖溃决可能性减少,冰湖溃决泥石流也将减少.也就是说,未来西藏东南部冰湖溃决泥石流的发展趋势,将呈倒"U"字型.冰湖溃决泥石流的发生更多地依赖于突发性的降雨增多. 相似文献
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冰湖溃决泥石流形成的临界条件 总被引：2，自引：0，他引：2
随着全球气候的变暖, 在世界上许多高山峡谷区的冰湖溃决及其溃决洪水引发的泥石流, 经常对下游居民及其他基础设施造成极为严重的危害. 使用水槽试验的方法, 从单宽流量和库容、沟道纵坡、堆积物粒径3个方面探讨了冰湖溃决泥石流形成的影响因素和临界条件. 结果显示: 冰湖溃决泥石流形成与否不仅与溃决洪水提供的能量有关, 还与参与泥石流活动的沟床物质特性紧密相关. 通过对试验数据的分析, 当泥石流形成的特征参数K>2.66时, 冰湖溃决洪水可以演化为泥石流. 该种方法可以对危险性冰湖的预测提供理论参考. 相似文献
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本文分析了主要由冰滑坡和冰崩入湖导致的冰湖溃决的机理和条件.进而,从气候条件、水文条件、终碛堤、冰湖规模、冰滑坡、沟床特征和固体物质补给等方面分析了冰湖溃决泥石流的形成条件和特点,归纳出冰湖溃决泥石流沿程演化的6种模式:溃决洪水-稀性泥石流、溃决洪水-黏性泥石流、溃决洪水-稀性泥石流-黏性泥石流、溃决洪水-黏性泥石流-稀性泥石流、溃决洪水-稀性泥石流-黏性泥石流-稀性泥石流和溃决洪水-黏性泥石流-稀性泥石流-洪水.针对冰湖溃决泥石流突发性强、频度低、洪峰高、流量大、流量过程暴涨暴落、破坏力强和灾害波及范围广等特点,提出了7点减灾对策. 相似文献
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冰湖溃决型泥石流是高原山区特殊的地质灾害,以西藏聂拉木县嘉龙湖为例,建立了一套冰湖溃决型泥石流危险性评价方法.以喜马拉雅山区1970—2015年气温波动频次和聂拉木冰湖溃决历史事件预测了未来10年嘉龙湖溃决的时间概率.利用遥感影像识别嘉龙湖上方不稳定冰体的范围和规模,采用美国土木工程师协会推荐公式和修正的三峡库区涌浪计算方法分析了冰川滑坡产生的涌浪规模,从涌浪波压力和越顶水流推力两方面预测了冰碛坝发生失稳的可能性.采用FLO-2D模拟冰湖溃决泥石流的运动过程,以最大流速和泥深表达了嘉龙湖溃决泥石流的危险程度.评价结果表明:2002年嘉龙湖溃决事件与当年气温偏高有关,未来嘉龙湖发生溃决概率高;冰川滑坡激起涌浪能够翻越坝顶,并引起坝体快速侵蚀而溃决;冰湖溃决泥石流对聂拉木县城河道两侧54栋建筑造成威胁.评价方法实现了冰湖溃决型泥石流危险性的定量分析,评价结果对聂拉木县城泥石流防灾具有现实意义. 相似文献
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以西藏朋曲流域达仓沟为研究对象,结合现场调查及遥感解译,总结了达仓沟流域的孕灾背景,再现了冰湖溃决泥石流特征,并在此基础上对该沟溃决泥石流发展趋势进行了分析。研究表明,流域现有冰川8条,冰湖11个,历史上至少爆发过3次大型冰湖溃决泥石流,其中最大的1956年冰湖溃决泥石流沟口峰值流量3 862 m~3/s,流速8. 06 m/s;目前流域内冰川呈现不断缩小的趋势,3处冰湖存在溃决风险,具备了形成泥石流的陡峻地形和丰富松散固体物质的充分条件,发生冰湖溃决泥石流可能性大。 相似文献
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巴曲冰湖溃决型泥石流紧邻川藏铁路某车站,可能对其建设及运营产生威胁。首先基于现场调查和遥感解译查明了巴曲泥石流的基本特征,采用规范公式计算了巴曲暴雨泥石流的动力学参数。然后采用无量纲堵塞指数（DBI）评价了巴曲沟内7个主要冰湖堰塞坝的稳定性。评价结果表明:巴曲1#冰湖堰塞坝的DBI值处于非稳定区,3#、4#和6#堰塞坝的DBI值处于非稳定区与稳定区之间,存在发生冰湖溃决的风险。最后,采用快速物质运动模拟软件（RAMMS）单相流数值方法,模拟分析了巴曲沟在4个极端场景下的冰湖溃决演进过程。模拟结果显示:巴曲冰湖溃决后的演进过程分为开始-汇流-冲出-停积四个阶段,共历时约4.5 h。在1#—4#及6#冰湖堰塞体全部溃决工况下,冰湖溃决泥石流在沟口的最大流速为5.92 m/s,最大深度为4.35 m,最大流量为1 954.42 m3/s,为暴雨型泥石流的5.1倍。除此之外,4个场景下冰湖溃决洪水的影响范围都经过拟建车站,泥石流最大深度分别为1.91,3.36,1.53,4.35 m。因此在车站设计时需采取排导槽或导流堤等工程措施进行防护治理。上述研究结果可为川藏铁路选线及青藏高原东部地区的冰湖溃决型泥石流防治提供参考。 相似文献
7.
气温对西藏冰湖溃决事件的影响 总被引：2，自引：0，他引：2
西藏冰湖溃决是多因素引发的突发事件。由于溃决冰湖多位于高海拔、人烟稀少的地方,对于其独特的地貌因素、构造成分提取十分困难,所以作者仅研究气温这一易获取的重要因素对西藏冰湖溃决的影响。冰湖溃决与气候的波动变化有着密切联系,在全球平均地表温度持续上升的背景下,研究气温对于西藏冰湖溃决的影响,是十分重要的。考察了西藏的14次溃决事件,结合邻近12个溃决冰湖的9个气象站的年值气象资料和日值气象资料进行分析,发现冰湖溃决是年均温剧烈波动后区域响应的结果,波动越大,冰湖溃决发生的几率越大。还研究了溃决当年和溃决前一年的正积温值(T) 和积温增长速度（积温拟合曲线指数a),发现溃决事件发生当年的正积温值和积温增长速度普遍大于溃决的前一年。根据正积温值与积温拟合曲线指数,建立幂函数曲线公式来界定易溃决事件和不易溃决事件。根据上述分析,推荐选择长序列的正积温值与积温曲线指数,作为考量指标以研究西藏冰湖溃决事件。 相似文献
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冰湖溃决洪水具有范围广、持续时间长、危害大并经常伴随有泥石流发生等特点。目前针对冰湖溃决洪水动力演化特征的定量研究相对匮乏。为此,对次仁玛错冰湖溃决洪水灾害演化特征进行研究,以实地调查及多期遥感影像为基础,并采用泥沙输移模型和水动力模型耦合方法揭示冰湖溃决洪水侵蚀演化特征。模型基于精度为12.5 m的数字高程(DEM)地形数据,模拟反演1981年次仁玛错冰湖溃决洪水动力演化过程,与实测结果进行对比,验证模型的适用性和可行性,并对冰湖再次溃决进行预测分析,定量评价冰湖溃决洪水在演进过程中流深、流速、侵蚀和沉积特征。溃决洪水在演进过程中对章藏布支沟冰碛物及下游沟岸松散坡积物进行冲刷侵蚀,高含沙洪水逐渐演化为稀性泥石流,在707滑坡处流深8~10 m,最大流速13.7 m·s^(-1),侵蚀深度8~9 m。稀性泥石流在主沟沉积形成堰塞坝,坝高9~11 m,短暂堵塞波曲河。稀性泥石流对樟木口岸下游滑坡群坡脚进行冲刷侧蚀,侵蚀深度约10~13 m,易引发大规模次生灾害,稀性泥石流到达水电站处,淤埋水电站进水口,导致水电站失效。整体来看,溃决洪水在演进过程中,洪水对上游沟床及沟岸进行强烈的侵蚀夹带,洪峰流量增强,在中游,稀性泥石流对沟岸进行侧蚀,在沟道狭窄处流速增大,下切侵蚀增强,在沟道宽阔处,流速降低,固体物质沉积,整体达到冲淤平衡,洪峰流量随距离逐渐衰减,至下游,沟道地形开阔,流速放缓,稀性泥石流逐渐沉积,同时对沟道两岸进行侧蚀,整体为沉积。模型可以良好地揭示冰湖溃决洪水灾害侵蚀演化动力特征。 相似文献
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H N Bhalme R S Reddy D A Mooley Bh V Ramana Murty 《Journal of Earth System Science》1981,90(3):245-262
The literature on influences of solar activity on the Indian weather and climate is reviewed since the discovery of sunspot cycle. Fluctuations in solar activity are undoubtedly a factor affecting weather and climate. Although the results of some of the studies are conflicting, Indian weather and climate is, in general, inversely related to sunspots. However, the areal extent of floods in India seems to expand and contract in phase with the Hale double sunspot cycle, suggesting that the flood rhythm is in some manner controlled by long-term solar activity related to solar magnetic effects. All the evidences of solar influences on weather and climate may have practical implications in improving long-range forecasting of weather and climate, once the physical coupling mechanisms and their modification by other factors are clearly understood. Some of the promising plausible physical mechanisms for explaining solar effects on weather and climate are also discussed. 相似文献
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Stanley A. Changnon 《Natural Hazards》2007,43(3):295-301
A market place designed to provide a variety of weather-sensitive institutions with products for dealing with their risks
from weather-climate hazards has been developing in recent years. Shifts in demographics, growing population, and greater
wealth across the U.S., coupled with de-regulation of utilities and expansion of global economics, have increased corporate
vulnerability to weather/climate extremes. Availability of long-term quality climate data and new technologies have allowed
development of weather-risk products. One widely used by electric-gas utilities is weather derivatives. These allow a utility
to select a financially critical seasonal weather threshold and for a price paid to a provider, to get financial payments
if this threshold is exceeded. Another new product primarily used by the insurance industry is weather risk models. These
define the potential risks of severe weather losses across a region where little historical insured loss data exists. Firms
develop weather-risk models based on historical storm information combined with a target region’s societal, economic, and
physical conditions. Examples of the derivatives and weather-risk models and their uses are presented. These various endeavors
of the new weather market exhibit the potential for dealing with shifts in weather risks due to a change in climate. 相似文献
14.
Climate change and increased risk for the insurance sector: a global perspective and an assessment for the Netherlands 总被引：2，自引：0，他引：2
Climate change is projected to increase the frequency and severity of extreme weather events. As a consequence, economic losses
caused by natural catastrophes could increase significantly. This will have considerable consequences for the insurance sector.
On the one hand, increased risk from weather extremes requires assessing expected changes in damage and including adequate
climate change projections in risk management. On the other hand, climate change can also bring new business opportunities
for insurers. This paper gives an overview of the consequences of climate change for the insurance sector and discusses several
strategies to cope with and adapt to increased risks. The particular focus is on the Dutch insurance sector, as the Netherlands
is extremely vulnerable to climate change, especially with regard to extreme precipitation and flooding. Current risk sharing
arrangements for weather risks are examined while potential new business opportunities, adaptation strategies, and public–private
partnerships are identified. 相似文献
15.
中国气象科学技术发展战略研究 总被引：4，自引：1，他引：3
依据《中国气象事业发展战略研究重大科学技术问题卷》［1］的概述,主要从天气学理论与预报技术、气候系统与全球变化、人工影响天气、大气化学、大气物理学,以及综合探测技术与外场观测试验等方面,分析气象科学发展的背景、现状和社会需求,指出气象科学发展中需要了解的关键科学和技术问题,并制定中国气象科学技术长期发展目标和确定重点研究领域,其中特别强调了与中国区域天气、气候和气候变化问题关系密切的气象科学问题,并在气象科学理论体系的建立、天气预报和气候预测手段的改进、全球气候系统观测的实施、多学科的交叉融合等方面提出措施和建议。 相似文献
16.
Juha Schweighofer 《Natural Hazards》2014,72(1):23-40
Similarly to other modes of transport, inland waterway transport has to deal with weather events, affecting navigation conditions and the infrastructure on inland waterways. Most significant extreme weather events result from high precipitation, droughts and temperatures below zero degrees Celsius. Heavy rainfall, in particular in association with snow melt, may lead to floods resulting in suspension of navigation and causing damage to the inland waterway infrastructure as well as the property and health of human beings living in areas exposed to flooding. Long periods of drought may lead to reduced discharge and low water levels, limiting the cargo-carrying capacity of vessels and increasing the specific costs of transportation. Temperatures below zero degrees Celsius over a longer period may cause the appearance of ice on waterways, leading to suspension of navigation and possible damage to infrastructure, for example, buoys. Neither extreme weather events as well as climate change are new phenomena nor is their general occurrence expected to change suddenly. However, due to climate change, extreme weather events may change positively or adversely in severity and frequency of occurrence, depending on the respective weather event and the location of its occurrence. This paper gives an overview of the impact of extreme weather events on inland waterway transport in Europe, focussed on the Rhine–Main–Danube corridor, followed by a discussion on how climate change will change these events and their impacts. 相似文献
17.
陆面作为大气运动的下边界,通过动量、热量及物质交换与大气发生复杂的相互作用。陆面过程被认为是影响天气气候的关键过程之一。关于陆面过程对气候的影响已经开展了大量较为深入的研究,相比之下,针对陆面过程对天气的影响研究并没有受到足够的重视。近年来,陆面过程与天气研究也开始受到了越来越多的关注。本文从陆面基本要素、下垫面构成、陆面诱发的局地环流3个方面,回顾了土壤湿度、地形、土地利用、山谷-平原环流等要素和过程对强对流、暴雨、台风、高温热浪等天气事件影响研究的相关进展,以期为今后的研究提供参考。需要指出,尽管此方面的研究已取得了一定进展,但关于陆面过程对天气,尤其是极端(高影响)天气的影响及机制还有待深入研究,进而从陆面过程的角度来理解重要天气形成、发生和发展的机理,从而为数值模式发展和天气预报业务提供更有力的科学支撑。 相似文献
18.
Until recently, research on potential economic impacts of climate change and extreme weather events on transport infrastructure was scarce, but currently this area is rapidly expanding. Indeed, there is a growing international interest, including the European area, regarding the impacts of extreme weather and climate change on the management of various transportation modes. This paper reviews briefly the present status regarding the knowledge of financial aspects of extreme weather impacts on transportation, using recent research findings from Europe, and proposes some new views in cost-benefit analysis, project appraisal and asset value protection for the management of transport systems under extreme weather risks. Quite often, risk management is understood as a response to truly extreme impacts, but this constitutes a misunderstanding. Some values are more extreme than others, and in the context of extreme weather, some weather phenomena are more extreme in their intensity and resulting impacts. An analysis of the level of costs and risks to societies, as a result of extreme weather, reveals that the risks in different European Union member states deviate substantially from each other. Also, the preparedness of different societies to deal with extreme weather events is quite variable. Extreme weather and climate change costs and risks represent a new type of item, which has to be dealt with in project appraisal. Although a fully established procedure does not exist, some fundamental ideas of cost-benefit analysis under extreme weather scenarios are presented in this paper, considering accident costs, time costs and infrastructure-related costs (comprising physical damages to infrastructures and increased maintenance costs). Cost-benefit analysis is usually associated with capital investments, but the original idea of cost-benefit analysis is not restricted to investment appraisal. Therefore, activities such as enhanced maintenance, minor upgrades, adoption of new designs, improved information services and others may be subject to cost-benefit analysis. Extreme weather and climate change costs and risks represent a new type of item, which apparently has to be dealt with also in project appraisal. A fully established procedure does not exist, although some basic principles have been introduced in analytical format. There is a lack of models to estimate extreme weather impacts and consequences and how to adapt to those costs. Optimising the efforts in maintenance and new design standards is even further away, but constitutes an overwhelming task. In this respect, new approaches and ways of thinking in preserving asset’s residual value, return periods, sustainability and equity and formal methods supplementing cost-benefit analysis are put forward. The paper concludes with a call for the need for more integrated management of transport systems. In particular, it is recognised that the different stages of transport system planning pose their own challenges when assessing the costs and benefits of policy measures, strategies and operational decisions. 相似文献
19.
再论洞穴石笋的沉积速率 总被引：6，自引：0，他引：6
通过对滇、黔、湘、桂洞穴石笋大型剖面的综合研究、,以代表性剖面和典型时（笋）段系统测年和沉积速率研究为例,初步认为,石笋沉积速率大小是气候演变、暖气候、冷气候的识别指标之一,沉积速率为10mm／100a以上是冰后（间冰）期温暖气候的沉积,趋于10mm／100a或以下者,是温暖期气候的冷转变,或冷期（阶）的沉积;1mm／100a左右是冰期寒冷气候的沉积,趋于1mm／100a或以上者是冰期寒冷气候的暖转变或间冰期的沉积;沉积速率极小,往往是冷气候显示,甚至是沉积间断,或是气候和地质、灾害事件的突变点。沉积速率具多变性,引用和识别时应避免以单一速率推算长时（笋）段年序和确定气候或地质事件的年代,不宜跨旋回计速,以避免遗漏沉积间断和气候、地质、灾害事件。石笋沉积间断很普遍,特别是寒冷的冰期气候间断更频繁,观测和测年表明,沉积间断时间累计占成笋期的28．92％～76．26％,全新世温暖气候的沉积间断时间累计,只占成笋期的13．80％以上。 相似文献
20.
大气动力学方程组全局分析的研究进展 总被引：5，自引：1，他引：4
把天气预报问题提成初值问题的反问题,可以使用多时刻的历史资料去补充和完善数值预报模式。借助于几何直观可以对大气动力学方程组的极限解集进行全局定性分析,运用胞 概念和方法可以对大气的数值模式的整体特征进行了全局分析和借助概率论的语言进行统计描述。还给出“气候”这个模糊概念的严格的数学定义及定量研究大气可预测性问题的途径。全局分析是研究气候不同于简单初值问题的另一条道路。综述了这方面研究的最新进展。 相似文献