The Shannan wide valley section of the Sichuan–Tibet Railway is located in the middle reaches of the Yarlung Zangbo River, where sand hazard is severe. A wind tunnel simulation experiment was conducted by establishing a subgrade model and performing field observation to carry out research on the dynamic environment of blown sand and the sand hazard formation mechanism of subgrade in the Shannan wide valley. Observation results showed that the sand-moving wind of the Shannan wide valley was chiefly derived from the ENE direction, and the resultant sand transport direction was WSW. Wind speed, the frequency of sand-moving wind, the sand drift potential, and the maximum possible sand transport quantity were relatively high in the spring. Meanwhile, the dynamic of the wind-blown sand flow was further enhanced in the spring, particularly influenced by the flow action of the Yarlung Zangbo River. Thus, sand hazard mainly occurred in the spring. The Sichuan–Tibet Railway subgrade evidently changed the wind speed, the wind-blown sand flow field, and conditions of transport and accumulation. Within the distance of 5 times the model height in the windward direction and at the subgrade top center to 20 times the model height of the leeward direction was the wind speed deceleration zone, resulting in sand particle sediments. A wind speed acceleration zone appeared on the subgrade windward slope shoulder, resulting in wind-blown sand flow erosion. This study provides a scientific basis for sand hazard prevention and control in the Sichuan–Tibet Railway.

Bridges and subgrades are the main route forms for expressways. The ideal form for passing through sandy areas remains unclear. This study aims to understand the differences in the influence of expressway bridges and subgrades on the near-surface blown sand environment and movement laws, such as the difference in wind speed and profile around the bridge and subgrade, the difference in wind flow-field characteristics, and the difference in sand transport rate, to provide a scientific basis for the selection of expressway route forms in sandy areas. Therefore, a wind tunnel test was carried out by making models of a highway bridge and subgrade and comparing the environmental effects of wind sand on them. The disturbance in the bridge to near-surface blown sand activities was less than that of the subgrade. The variation ranges of the wind speed of the bridge and its upwind and downwind directions were lower than those of the subgrade. However, the required distance to recover the wind speed downwind of the bridge was greater than that of the subgrade, resulting in the sand transport rate of the bridge being lower than that of the subgrade. The variation in the wind field of the subgrade was more drastic than that of the bridge, but the required distance to recover the wind field downwind of the bridge was greater than that of the subgrade. In the wind speed-weakening area upwind, the wind speed-weakening range and intensity of the bridge were smaller than those of the subgrade. In the wind speed-increasing area on the top of the model, the wind speed-increasing range and intensity of the bridge were smaller than those of the subgrade. In the wind-speed-weakening area downwind, the wind speed weakening range of the bridge was greater than that of the subgrade, and the wind speed-weakening intensity was smaller than that of the subgrade. This investigation has theoretical and practical significance for the selection of expressway route forms in sandy areas.

The desert-steppe transition zone at the southern edge of the Hobq Desert features complex topography and frequent wind/sand activities. To explore the impact of different underlying surfaces and topography on the wind-sand environment in this area, field measurements were conducted to analyze the temporal and spatial variations of sand-moving wind conditions and sand drift potential. The results indicate that the average wind speed, sand-moving wind frequency, sand drift potential and sand transport rate in this area were higher in spring and winter than in summer and fall temporally. Spatially, different underlying surfaces and topographic conditions, the characteristics of the average wind speed, sand-moving wind frequency, sand drift potential and sand transport rate were as follows: quicksand surface > grassland surface > shrub surface, and top of slope > quicksand surface > middle of slope. The predominant annual wind directions and sand-moving wind directions were W, WNW and NW. The sand drift direction was towards the E or ESE in winter and spring. This study provides a theoretical basis and scientific support for the development of targeted sand control measures in the desert-steppe transition zone at the southern edge of the Hobq Desert, thereby maintaining regional ecological sustainability.

Sand disasters significantly restrict ecological restoration and the development of sustainable transport infrastructure in desert areas, and the impact of varying subgrade width and roughness caused by different types and uses of routes on the wind-sand environment is still unclear. To address this, four typical subgrade widths were studied, and wind tunnel experiments were carried out using models. Near the ground surface (at heights < 8.3 cm), a 3.5 cm wide subgrade had a greater effect on the windward wind speed compared with three other widths. The distance required for wind speed recovery on the leeward of the 3.5 cm wide subgrade was greater than that for the three other widths. The 3.5 cm wide subgrade had a larger effect range and extent on the leeward wind flow field compared with the three other widths. The distance needed for the leeward wind flow field to recover at the 3.5 cm wide subgrade was also greater than that for the three other widths. The sand transport rates for the 14, 26, and 41 cm wide subgrades were similar and showed a consistent trend. However, the sand transport rate for the 3.5 cm wide subgrade was more variable and was lower than that for the three other widths at near-ground surface heights but higher at intermediate heights. Width has a minor effect on the wind-sand environment around the subgrades compared to roughness. The research findings provide insights into the relationship between the subgrade width, roughness, and wind–sand environment, offering guidance for mitigating sand disasters along transportation routes. It provides theoretical support for optimizing transportation infrastructure design, promoting green and low-carbon construction, and promoting ecological restoration around the routes.