Analysis of the Cooling Mechanism of a Crushed Rock Embankment in Warm and Lower Temperature Permafrost Regions along the Qinghai-Tibet Railway

Based on data monitored in situ and theoretical analysis,the characteristics of the temperature field and mechanism of thermal conduction of a crushed rock embankment were studied along the Qinghai-Tibet Railway.The results of experi-ments in the field revealed that the cooling effect of a crushed rock embankment is influenced mainly by the natural con-vection in winter and shield effect in summer,the ventilation of crushed rocks,and the ground temperature regime be-neath the embankment.Consequently,these three factors should be taken into account in numerical simulations,but it is as a result of natural convection only.

Thermal stability of permafrost under U-shaped crushed rock embankment of the Qinghai-Tibet Railway

The U-shaped crushed rock embankment(UCRE),of which widely utilized in the permafrost regions along the Qinghai-Tibet Railway,has the capability to rapidly reduce the ground temperature of the underlying permafrost.However,there remains uncertainty regarding the adaptation of UCRE to climate change and its long-term cooling trend.This study focuses on nine UCRE monitoring sites along the Qinghai-Tibet Railway to analyze the dynamic variations of the ground temperature underlying permafrost from 2006 to 2020.The efficiency of UCRE in stabilizing permafrost temperature in different permafrost zones is evaluated by considering the permafrost table,ground temperature,and MAGT,as well as the temperature difference between the top and bottom of the crushed rock layer and the ground temperature variation index(GTVI).The results show that UCRE is suitable for application in extremely unstable warm permafrost regions where the MAGT is higher than-0.5℃.Moreover,UCRE effectively diminishes the disparity in permafrost thermal stability between the sunny and shaded shoulders of the embankment.The short-term and long-term effect of cooling permafrost is experiencing a change related with permafrost stability.Notably,in stable cold permafrost regions with MAGT lower than-1.5℃,the long-term cooling effect of UCRE on permafrost seems to gradually di-minishes,but UCRE continues to fulfill the role of stabilizing the underlying permafrost thermal state over the long-term.These results show that UCRE can quickly restore and stabilize the thermal state of permafrost in the early stages of construction,and adapt to the influence of future climate change.The findings provide important guidance for understanding the variations of permafrost thermal stability beneath the embankment in permafrost regions,as well as for improving the embankment stability and operational safety of the Qinghai-Tibet Railway.

Porosity of crushed rock layer and its impact on thermal regime of Qinghai-Tibet Railway embankment

It has been proven that crushed rock layers used in roadbed construction in permafrost regions have a cooling effect. The main reason is the existence of large porosity of the rock layers. However, due to the strong winds, cold and high radiation conditions on the Qinghai-Tibet Plateau(QTP), both wind-blown sand and/or weathered rock debris blockage might reduce the porosity of the rock layers, resulting in weakening the cooling effect of the crushed rock layer(CRL) in the crushed rock embankment(CRE) of the Qinghai-Tibet Railway(QTR) in the permafrost regions. Such a process might warm the underlying permafrost, and further lead to potential threat to the QTR's integrity and stability. The different porosities corresponding to the different equivalent rock diameters were measured in the laboratory using water saturation method, and an empirical exponential equation between porosity and equivalent rock diameter was proposed based on the measured experimental data and an important finding is observed in our and other experiments that the larger size crushed rock tends to lead to the larger porosity when arbitrarily packing. Numerical tests were carried out to study impacts of porosity on permafrost degradation and differential thaw depths between the sunny and shady shoulders. The results show that the decrease in porosity due to wind-blown sand or weathered rock debris clogging can worsen the permafrost degradation and lead to the asymmetric thermal regime. In the traditional embankment(without the CRL within it), the largest differential thaw depth can reach up to 3.1 m. The optimized porosity appears in a range from 34% to 42% corresponding to equivalent rock diameter from 10 to 20.5 cm. The CRE with the optimized porosities can make underlying permafrost stable and 0 ℃ isotherms symmetric in the coming 50 years, even under the condition that the climate warming can lead to permafrost degradation under the CRE and the traditional embankment. Some practical implications were proposed to benefit the future design, construction and maintenance of CRE in permafrost regions.

Thermal Characteristics of the Embankment with Crushed Rock Side Slope to Mitigate Thaw Settlement Hazards of the Qinghai-Tibet Railway

Permafrost （perennially frozen ground） appears widely in the Golmud-Lhasa section of the Qinghai-Tibet railway and is characterized by high ground temperature （≥1℃） and massive ground ice. Under the scenarios of global warming and human activity, the permafrost under the railway will gradually thaw and the massive ground ice will slowly melt, resulting in some thaw settlement hazards, which mainly include longitudinal and lateral cracks, and slope failure. The crushed rock layer has a thermal semiconductor effect under the periodic fluctuation of natural air. It can be used to lower the temperature of the underlying permafrost along the Qinghai-Tibet railway, and mitigate the thaw settlement hazards of the subgrade. In the present paper, the daily and annual changes in the thermal characteristics of the embankment with crushed rock side slope （ECRSS） were quantitatively simulated using the numerical method to study the cooling effect of the crushed rock layer and its mitigative ability. The results showed that the ECRSS absorbed some heat in the daytime in summer, but part of it was released at night, which accounted for approximately 20% of that absorbed. Within a year, it removed more heat from the railway subgrade in winter than that absorbed in summer. It can store approximately 20% of the ＂cold＂ energy in subgrade. Therefore, ECRSS is a better measure to mitigate thaw settlement hazards to the railway.