Previous research has shown that the temperature of underlying permafrost decreases after the ground surface is covered with sand. No significant conclusions have yet been drawn that explain why this happens, because the heat transfer mechanism effects of the sand layer on the underlying permafrost remain unclear. These mechanisms were studied in the present work. We found that the upward shortwave radiation flux of the Qinghai-Tibet Plateau ground surface with a sand layer covering was higher than that of the surface without sand; thus, the atmospheric heat reflected by the sand layer is greater than that reflected by the surface without sand. Therefore, the net radiation of the surface with the sand layer is lower than that of the surface without sand, which reduces the heat available to warm the sand layer. Because sand is both a porous medium and a weak pervious conductor with poor heat conductivity, less heat is conducted through the sand layer to the underground permafrost than in soil without the sand deposition layer. This phenomenon results in a decrease in the ground temperature of the permafrost under the sand layer, which plays a key role in protecting the permafrost.

The Lhasa–Linzhi Railway is located in the sandy area of the South Tibet valley, with high elevation and cold temperature. The Xierong section is a bridge section where blown sand hazards are severe. However, the disaster-causing mechanism of blown sand hazards in this section is currently unclear, thereby hindering targeted sand prevention and control. To address this problem, the wind dynamic environment of and causes of sand damage in this section are investigated through the field observation of the locale and a wind tunnel simulation experiment. Results show that the dominant sand-moving wind direction in the Xierong section is SSE. The wind speed, frequency of sand-moving wind, sand drift potential (DP), and maximum possible sand transport quantity (Q) in this section are relatively high during spring (March to May) and low during other seasons. The yearly resultant sand transport direction (RDD, RA) is SW. The angle between the route trend of this section and the sand transportation direction is 30°–45°, and the sand source is located in the east side of the railway. During spring, sand materials are blown up by the wind, forming blown sand flow and movement from the NE to SW direction. Increased wind speed area is formed between the top of the slope shoulder of the windward side of the bridge and the downwind direction of 3H, causing blown sand erosion. Meanwhile, weakened wind speed areas are formed within the distance of -3H at the upwind direction and from the downwind direction of the 3H to 20H of the bridge. These areas accumulate sand materials at the upwind and downwind directions of the bridge, thereby resulting in blown sand hazards. This research provides a scientific basis for the prevention and control of sand damage in the locale.

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