Ground temperature and deformation analysis for an expressway embankment in warm permafrost regions of the Tibet plateau

Liu, Jiankun; Tai, Bowen; Fang, Jianhong

doi:10.1002/ppp.2007

Cited by 29 publications

(14 citation statements)

References 37 publications

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“…e lower permafrost of the shady side warmed but only slightly. e consumption of cold storage in the lower permafrost is the prerequisite for the thermal stability of the permafrost of the shady side, which means that this stability is not sustainable [48]. In the future, continued climate warming will eventually lead to the degradation of permafrost on the shady side, whether in upper or lower layers.…”

Section: Discussionmentioning

confidence: 99%

Experimental and Numerical Analyses of the Thermal Regime of a Traditional Embankment in Permafrost Regions

Yang

Chen

Shou-hong

et al. 2021

Advances in Materials Science and Engineering

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Traditional embankment is widely used in the permafrost regions along the Qinghai-Tibet Railway (QTR) because of its simple construction and lower cost. However, this form of embankment has insufficient ability to resist external thermal disturbance. To clarify the thermal characteristics of traditional embankment under climate warming, the ground temperature change process of section K1068 + 750 of the QTR was analysed in this study. Based on the field monitoring data from 2006 to 2019 and the established heat transfer model, the past and future changes of permafrost thermal regime under the embankment were analysed. The results show that the degradation of permafrost under the embankment is faster than that under the undisturbed site due to the combined of embankment construction and climate warming. The sunny-shady slope effect related to embankment orientation makes the distribution of permafrost temperature under embankment asymmetric. In the long term, permafrost degrades both under the undisturbed site and embankment. The continuous degradation of permafrost causes the settlement and deformation of embankment, especially the asymmetric degradation of permafrost on sunny side and shady side will cause longitudinal cracks on the embankment. Therefore, timely application of strengthening measures which can slow down the degradation of permafrost and adjust the uneven ground temperature on the sunny and shady sides under the embankment is of great significance to the safety of the traditional embankment.

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Section: Discussionmentioning

confidence: 99%

Experimental and Numerical Analyses of the Thermal Regime of a Traditional Embankment in Permafrost Regions

Yang

Chen

Shou-hong

et al. 2021

Advances in Materials Science and Engineering

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“…The analysis shows that the cooling effect of the crushed-rock structures on the embankment mainly occurs in the shallow permafrost. The rise of the APT beneath the embankment consumes the cold storage of the lower permafrost and causes the deep permafrost to warm up (Liu et al, 2019).…”

Section: Discussion Thermal Stability Of Permafrost Beneath Natural Sites and Embankmentsmentioning

confidence: 99%

The Thermal and Settlement Characteristics of Crushed-Rock Structure Embankments of the Qinghai-Tibet Railway in Permafrost Regions Under Climate Warming

et al. 2021

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The temperature difference at the top and bottom of the crushed-rock layer can drive the heat convection inside. Based on this mechanism, crushed-rock structures with different forms are widely used in the construction and maintenance of the Qinghai-Tibet Railway as cooling measures in permafrost regions. To explore the stability of different forms of crushed-rock structure embankments under climate warming, the temperature and deformation data of a U-shaped crushed-rock embankment (UCRE) and a crushed-rock revetment embankment (CRRE) are analysed. The variations in temperature indicate that permafrost beneath the natural sites and embankments is degrading but at different rates. The thermal regime of ground under the natural site is only affected by climate warming, while that under embankment is also affected by embankment construction and the cooling effect of the crushed-rock structure. These factors make shallow permafrost degradation beneath the embankments slower than that beneath the natural sites and deep permafrost degradation faster than that beneath the natural sites. Moreover, the convection occurring in the crushed-rock base layer during the cold season makes the degradation of permafrost beneath the UCRE slower than that in the CRRE. The faster degradation of permafrost causes the accumulated deformation of the CRRE to be far greater than that of the UCRE, which may exceed the allowable value of the design code. The analysis shows that the stability of the UCRE meets the engineering requirements and the CRRE needs to be strengthened in warm and ice-rich permafrost regions under climate warming.

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“…He et al [18][19][20][21][22] explored the influence of the ballast layer, gravel size and thickness, boundary, and other factors on the temperature field of frozen soils based on laboratory experiments. Harris et al [23][24][25][26][27][28] used data measured during field tests to analyze the effects of the gravel layer, ventilation pipes, and insulation layer on the temperature field of natural foundations and highway subgrade. Niu et al [29][30][31][32][33] discussed the influence of the gravel layer, ventilation pipes, insulation layer, thermal pipes, and sun shielding on the temperature of railway subgrade.…”

Section: Introductionmentioning

confidence: 99%

Study of Temperature Field and Structure Optimization for Runways in Permafrost Regions

Liu¹,

Chen²,

Zhou³

et al. 2022

Computer Modeling in Engineering &Amp; Sciences

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Pavement construction in permafrost regions is complicated by the fact that the permafrost properties are influenced by the temperature and are extremely unstable. The numerical model for runway structures in permafrost regions is applied to analyze the time-space characteristics of the temperature field and the depth of the frozen layer. The influence of the installation layer is studied to enable structural optimization of the runway. Numerical results show that the temperature stabilization depth, low-and high-temperature interlayer response ranges, and maximum depth of the frozen layer are greater in runway engineering than in highway and railway engineering. The time history curves for the pavement and natural surface are similar, and the development of freezing and thawing is approximately linear. The pavement and natural surface have similar thawing rates, but the freezing rate of the natural surface is faster than that of the pavement. The depth of the frozen layer and the time of the frozen are greater for the natural surface than for the pavement. The installation layer helps to stabilize the temperature of the subgrade and reduces the freezing and thawing rates. This study provides technical support for the design and maintenance of runways in permafrost regions. KEYWORDSTemperature; the depth of the frozen layer; structure optimization; runway; permafrost

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Ground temperature and deformation analysis for an expressway embankment in warm permafrost regions of the Tibet plateau

Cited by 29 publications

References 37 publications

Experimental and Numerical Analyses of the Thermal Regime of a Traditional Embankment in Permafrost Regions

Experimental and Numerical Analyses of the Thermal Regime of a Traditional Embankment in Permafrost Regions

The Thermal and Settlement Characteristics of Crushed-Rock Structure Embankments of the Qinghai-Tibet Railway in Permafrost Regions Under Climate Warming

Study of Temperature Field and Structure Optimization for Runways in Permafrost Regions

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