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Sciences in Cold and Arid Regions ›› 2018, Vol. 10 ›› Issue (6): 447–457.doi: 10.3724/SP.J.1226.2018.00447

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  • 收稿日期:2018-04-24 接受日期:2018-08-22 出版日期:2018-12-01 发布日期:2018-12-29

Applying the AHP-FUZZY method to evaluate the measure effect of rubble roadbed engineering in permafrost regions of Qinghai-Tibet Plateau: a case study of Chaidaer-Muli Railway

Wei Cao,Yu Sheng*(),Ji Chen,JiChun Wu   

  1. State Key Laboratory of Frozen Soil Engineering, Northwest Institute of Eco-Environment and Resources, Chinese Academy of Sciences, Lanzhou, Gansu 730000, China
  • Received:2018-04-24 Accepted:2018-08-22 Online:2018-12-01 Published:2018-12-29
  • Contact: Yu Sheng E-mail:sheng@lzb.ac.cn
  • Supported by:
    This work was supported by the National Natural Science Foundation of China (Nos. 41501079 and 91647103), the self-determined Project Funded by State Key Laboratory of Frozen Soil Engineering (No. SKLFSE-ZQ-43), the Foundation for Excellent Youth Scholars of NIEER, CAS.

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Abstract:

This article attempts to investigate the measure effect of rubble roadbed engineering in permafrost regions of Qinghai-Tibet Plateau. As a case study, Chaidaer-Muli Railway is used to evaluate the measure effect of rubble roadbed engineering in permafrost regions. The AHP (Analytic Hierarchy Process) method is thus employed to establish the evaluation indicator system. The evaluation factor is selected by analyzing the mutual relation between the permafrost environment and roadbed engineering. Thus, a hierarchical structure model is established based on the selected evaluation indices. Each factor is weighted to determine the status in the evaluation system, and grading standards are built for providing a basis for the evaluation. Then, the fuzzy mathematical method is introduced to evaluate the measure effect of rubble roadbed engineering in permafrost regions along the Chadaer-Muli Railway. Results show that most of the permafrost roadbed is in a preferable condition (b) along the Chaidaer-Muli Railway due to rubble engineering measures. This proportion reaches to 86.1%. The proportion in good (a), general (c) and poor states (d) are 0.0%, 7.5% and 6.4%, respectively, in all the evaluation sections along the Chaidaer-Muli Railway. Ground-temperature monitoring results are generally consistent with AHP-FUZZY evaluation results. This means that the AHP-FUZZY method can be applied to evaluate the effect of rubble roadbed engineering measures in permafrost regions. The effect evaluation of engineering measures will provide timely and effective feedback information for further engineering design. The series of engineering measures will more effectively protect permafrost stability.

Key words: measure effect evaluation, rubble roadbed engineering, permafrost regions of Qinghai-Tibet Plateau, AHP-FUZZY method, Chaidaer-Muli Railway

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Subsystem Indicator Good (a) Preferably (b) General (c) Poor (d)
A1 (°C) ≤?4.5 ?3.5 to ?4.5 ?3.0 to ?3.5 ≥?3.0
A A2 (%) ≥70 30–70 10–30 ≤10
A3 Hardly influenced Influenced Greatly influenced Strongly influenced
A4 Gravelly soil Sand gravel Mealy sand Silty clay
B1 (°C) ≤?2.0 ?2.0 to ?1.0 ?1.0 to ?0.5 ≥?0.5
B B2 S D F B, H
B3 (m) ≤1.0 1.0–2.0 2.0–3.0 ≥3.0
C1 (m) ≤3 3–4 4–5 ≥5
C C2 (cm) 30–40 20–30 10–20 ≤10
C3 (m) ≥2 1–2 0.5–1 ≤0.5
C4 (MP) ≥60 30–60 5–30 ≤5

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Evaluation grade Good Preferably General Poor
a 0.8 0.2 0.0 0.0
b 0.1 0.8 0.1 0.0
c 0.0 0.1 0.8 0.1
d 0.0 0.0 0.2 0.8

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Indicator A B C Weight
A 1 1/2 1/3 0.17
B 2 1 1 0.39
C 3 1 1 0.44

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Indicator A1 A2 A3 A4 Weight
A1 1 2 1/3 1/2 0.17
A2 1/2 1 1/3 1/2 0.12
A3 3 3 1 2 0.45
A4 2 2 1/2 1 0.26

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Indicator B1 B2 B3 Weight
B1 1 1 2 0.39
B2 1 1 3 0.44
B3 1/2 1/3 1 0.17

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Indicator C1 C2 C3 C4 Weight
C1 1 1/3 1/2 1/3 0.11
C2 3 1 2 2 0.42
C3 2 1/2 1 1 0.22
C4 3 1/2 1 1 0.25

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Serial number Mileage range A B C Evaluation results
A1 A2 A3 A4 B1 B2 B3 C1 C2 C3 C4
1 K34+100–36+620 c a c d c d b a a b b b
2 K37+677–38+050 c a c a c d b c a b b c
3 K39+550–43+536 c a d a c d b d a b b b
4 K43+930–44+000 d a c a d c b d a b b b
5 K46+600–47+750 d a c a d d b a a b b d
6 K48+057–49+840 d a c d d d b a a b b d
7 K52+815–53+825 c a b d c c b d a b b b
8 K72+000–74+960 b b c a c c c d a b b c
9 K81+780–85+740 b b d a b c c b a b b b
10 K87+360–88+520 b a b a b d b c a b b b
11 K89+200–89+600 b a b b b d b c a b b b
12 K93+700–94+100 b a d a b c b a a b b b
13 K94+300–95+100 b a c a b b b b a b b b
14 K98+500–100+700 b a c b b c b c a b b b
15 K100+900–101+500 b a c a b d b c a b b b
16 K102+400–103+200 b a c a b d b b a b b b
17 K103+500–104+400 b a d c b d b d a b b b
18 K104+900–105+600 b a d a b d b b a b b b
19 K105+900–106+400 b a d b b d b b a b b b
20 K107+600–109+100 b a c a b d b a a b b b
21 K109+900–110+200 b a c a b d b a a b b b
22 K110+700–121+400 b a d a b d b d a b b b
23 K122+300–124+400 a a d a b a b d a b b b
24 K124+900–132+300 a a c a b d b a a b b b
25 K135+700–141+300 a a c a b d b a a b b b

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Characteristic indicator a b c d
Permafrost table raising (m) ≥0.5 0.1–0.5 ?0.1 to 0.1 ≤?0.1
Ground temperature descending (°C) ≥0.2 0.1–0.2 0.0–0.1 ≤0.0
Temperature field symmetry (°C) ≤0.3 0.3–0.5 0.5–0.7 ≥0.7
Roadbed deformation Almost no cracks Fewer cracks Much cracks More cracks

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Serial number Mileage range Evaluate results
Fuzzy evaluation value Actual monitoring value
M1 M2 M3 M4
1 DK39+800 b b b a a
2 DK40+000 b b b a a
3 DK74+000 b b b a a
4 DK123+150 b a b b a
5 DK123+250 b b c a a
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