分类： 地球科学 >> 地理学 提交时间： 2021-01-22 合作期刊: 《干旱区科学》
摘要： Desertification is one of the most serious environmental problems in the world, especially in the arid desert regions. Combating desertification, therefore, is an urgent task on a regional or even global scale. The Taklimakan Desert in China is the second largest mobile desert in the world and has been called the ''Dead Sea'' due to few organisms can exist in such a harsh environment. The Taklimakan Desert Highway, the longest desert highway (a total length of 446 km) across the mobile desert in the world, was built in the 1990s within the Taklimakan Desert. It has an important strategic significance regarding oil and gas resources exploration and plays a vital role in the socio-economic development of southern Xinjiang, China. However, wind-blow sand seriously damages the smoothness of the desert highway and, in this case, mechanical sand control system (including sand barrier fences and straw checkerboards) was used early in the life of the desert highway to protect the road. Unfortunately, more than 70% of the sand barrier fences and straw checkerboards have lost their functions, and the desert highway has often been buried and frequently blocked since 1999. To solve this problem, a long artificial shelterbelt with the length of 437 km was built along the desert highway since 2000. However, some potential problems still exist for the sustainable development of the desert highway, such as water shortage, strong sandstorms, extreme environmental characteristics and large maintenance costs. The study aims to provide an overview of the damages caused by wind-blown sand and the effects of sand control measures along the Taklimakan Desert Highway. Ultimately, we provide some suggestions for the biological sand control system to ensure the sustainable development of the Taklimakan Desert Highway, such as screening drought-resistant species to reduce the irrigation requirement and ensure the sound development of groundwater, screening halophytes to restore vegetation in the case of soil salinization, and planting cash crops, such as Cistanche, Wolfberry, Apocynum and other cash crops to decrease the high cost of maintenance on highways and shelterbelts.
分类： 生物学 >> 植物学 >> 应用植物学 提交时间： 2020-05-31 合作期刊: 《干旱区科学》
摘要： 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.
分类： 环境科学技术及资源科学技术 >> 环境科学技术基础学科 提交时间： 2020-04-23 合作期刊: 《干旱区科学》
摘要： Tamarix taklamakanensis, a dominant species in the Taklimakan Desert of China, plays a crucial role in stabilizing sand dunes and maintaining regional ecosystem stability. This study aimed to determine the water use strategies of T. taklamakanensis in the Taklimakan Desert under a falling groundwater depth. Four typical T. taklamakanensis nabkha habitats (sandy desert of Tazhong site, saline desert-alluvial plain of Qiemo site, desert-oasis ecotone of Qira site and desert-oasis ecotone of Aral site) were selected with different climate, soil, groundwater and plant cover conditions. Stable isotope values of hydrogen and oxygen were measured for plant xylem water, soil water (soil depths within 0–500 cm), snowmelt water and groundwater in the different habitats. Four potential water sources for T. taklamakanensis, defined as shallow, middle and deep soil water, as well as groundwater, were investigated using a Bayesian isotope mixing model. It was found that groundwater in the Taklimakan Desert was not completely recharged by precipitation, but through the river runoff from snowmelt water in the nearby mountain ranges. The surface soil water content was quickly depleted by strong evaporation, groundwater depth was relatively shallow and the height of T. taklamakanensis nabkha was relatively low, thus T. taklamakanensis primarily utilized the middle (23%±1%) and deep (31%±5%) soil water and groundwater (36%±2%) within the sandy desert habitat. T. taklamakanensis mainly used the deep soil water (55%±4%) and a small amount of groundwater (25%±2%) within the saline desert-alluvial plain habitat, where the soil water content was relatively high and the groundwater depth was shallow. In contrast, within the desert-oasis ecotone in the Qira and Aral sites, T. taklamakanensis primarily utilized the deep soil water (35%±1% and 38%±2%, respectively) and may also use groundwater because the height of T. taklamakanensis nabkha was relatively high in these habitats and the soil water content was relatively low, which is associated with the reduced groundwater depth due to excessive water resource exploitation and utilization by surrounding cities. Consequently, T. taklamakanensis showed distinct water use strategies among the different habitats and primarily depended on the relatively stable water sources (deep soil water and groundwater), reflecting its adaptations to the different habitats in the arid desert environment. These findings improve our understanding on determining the water sources and water use strategies of T. taklamakanensis in the Taklimakan Desert.
分类： 环境科学技术及资源科学技术 >> 环境科学技术基础学科 提交时间： 2020-04-23 合作期刊: 《干旱区科学》
摘要： 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.
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