CLIMATIC AND HYDROLOGICAL FACTORS OPERATING IN THE AREA OF LEADING LINE FOR CONSTRUCTION OF BRIDGE «SAKHALIN–CONTINENT»

• Main Authors: Vyacheslav A. Melkiy, Alexey A. Verkhoturov, Vladimir M. Pishchalnik, Vitaliy V. Bratkov
• Format: Article
• Language: Russian
• Published: Tomsk Polytechnic University 2020-09-01
• Series: Известия Томского политехнического университета: Инжиниринг георесурсов
• Subjects: hydrometeorological conditions; space images; thematic mapping; ice conditions; coastal abrasion; geodetic support; geoinformation technologies
• Online Access: http://izvestiya.tpu.ru/archive/article/view/2813/2307
• ISSN: 2500-1019; 2413-1830

The expediency of transportation on the TRANS-Siberian railway is not in doubt for any of our contemporaries now, and its importance for development of Siberia and the Far East is quite obvious. However, this attitude to this transport artery was not formed immediately. Let us recall at least the fact that the Tomsk merchant class insisted that the road passed through Aleksandrovsk (now Novosibirsk). The decision of Tsar Alexander III on construction of the railway played crucial role. The built road contributed to the development of the cities through which it was laid. The situation with the decision on organization of the free movement from the mainland to Sakhalin seems to us similar to the one that was in front of laying of the line across Siberia. The issue will have to be addressed sooner or later. The laying of the highway to the island will give a powerful impetus to the social and economic development of the territories adjacent to the road and railway, which will pass through the bridge. In this article, we research specifics of climatic and hydrological factors that determine choice of type of hydraulic structures in the Nevelskogo Strait. The relevance of the research is dictated by the need for comprehensive review of the conditions that determine the choice of the Tatar Strait crossing line by the bridge. After taking into account the influence of geological and geomorphological factors, we turn our attention to climatic, weather and hydrological processes that will have a permanent impact on construction and operation. The aim of the research is to link together and analyze the data that characterize features of atmospheric and hydrosphere processes in narrow part of the Tatar Strait and conduct scientific research that will complement for engineering research and help identify based on simulation safest opening for construction of hydro-technical utilities that will connect opposite banks. Materials and methods. The materials for the study were cartographic materials, data of remote sensing of the Earth, information on climatic and weather conditions, data of hydrological, meteorological, Oceanographic observations, information obtained as a result of research works and engineering surveys in which the authors participated, as well as information from literary sources. Mapping in the geographic information environment allowed creating thematic maps reflecting the dynamics of hydrometeorological processes. The obtained information was used in construction of models of water circulation, formation and degradation of ice cover in the Nevelskoy Strait with the use of geoinformation technologies. The authors took a direct part in research of the leading line «Novy» in 2001. As result of the research of the features of hydrometeorological conditions within the water area of the Nevelskogo Strait and its coasts, based on satellite monitoring data, observations at nearby weather stations, as well as confirmed by information obtained during engineering surveys, it was found that in area of the Nevelskoy Strait, adverse natural phenomena should be taken into account when choosing technical design solutions for selecting type of bridge or tunnel construction from mainland to Sakhalin. The spatial and temporal distribution of radiance in the area is due to astronomical reasons, decrease in duration of the sunshine in De-Kastri and Pogibi compared to Nikolaevsk-on-Amur is associated with frequent fogs that occur during atmospheric processes on border of land and sea. Extreme values of air temperature in Pogibi were registered at the Pogibi weather station – maximum of 27,3 °C and a minimum of –44,0 °C. Index of continentality is very high (amplitude – 71,3 °C), which can be explained by the influence of air masses removal from mainland in winter period. The important indicator for projecting – duration of frost-free period-ranges in Pogibi from 88 to 186 days (average – 137). Daily precipitation totals during warm period reached maximum values of 88 mm in October, 81 mm in August, and 78 mm in July. Snow cover in Pogibi lasts from 153 to 216 days. Winds of ≥30 m/s occur annually in spring and autumn, sometimes exceeding 40 m/s. Fogs in described area are observed throughout year. Snowstorms in strait and on its coastal are very common. Any increase in wind in winter is accompanied by blizzard transfer of snow. Thunderstorms occur 4–5 times a year. Dust storms are rare. Horizontal water circulation in the Northern part of strait is anticyclical in winter, and cyclonic circulation is active from May to September. In general, in spring water movement speed on surface is 2–7 cm/s and in summer it decreases to 1–4 cm/s. Changes in sea level in the Tatar Strait are in the range of 3,2–4,0 m. Duration of ice period at time moderate types of winters is 201 days. Collar ice in Pogibi in late March – early April averages 160 cm and varies from 119 to 190 cm depending on type of winter. Due to the strong tidal currents, the solid ice cover in channel of the middle part of strait is formed very rarely and on short time. The result of the increased ice cover dynamics is multiple layers of young ice up to 30 cm thick. Coastals in southern part of Strait are resistant to abrasion processes and practically do not collapse. The area enclosed between liding lines Lazarev cape – cape Pogibi in the North and cape South – cape Tyk – in the South has the most favorable conditions for the construction of bridge. Climatic and hydrological conditions throughout have relative similarity, which allowed us distinguish it when zoning as independent unit. The performed research allows us give an advantage to leading line «Novy» (cape Nevelskogo – cape Lakh).