The ongoing climate warming is expected to increase thermokarst activity and their impacts by inducing permafrost degradation and active layer deepening. A retrogressive thaw slump, which represents the most dynamic thermokarst landform, was investigated in the Richardson Mountains-Peel Plateau region. The exposed material at the thaw slump represents an opportunity to characterize the cryostratigraphy of the uppermost 5 m of permafrost. Analyses of the stratigraphy, sedimentology, isotope geochemistry and radiocarbon dating is presented. Six sites were also identified on an elevation-vegetation gradient to provide complementary data on thaw layer thickness. Summer air temperatures, vegetation cover type, mesoscale conditions modifying the snowpack, timing of the snow accumulation and winter air temperature inversions are identified as the main drivers of thaw layer thickness in the region. The physical and chemical parameters of the massive ground ice exposed at the thaw slump are characteristic of buried glacier ice that experienced water infiltration and partial refreezing. The layer between the massive ground ice units and the thaw layer in the thaw slump is identified as a relict thaw layer and represents the period of maximum active layer deepening. It dates to the Holocene thermal maximum, which represents a period of important thermokarst activity that resulted in widespread paleo-thaw unconformities across northwestern Canada. Association of the region’s thaw slump activity with paleoclimatic parameters provide indication that the combination of formerly glaciated continuous permafrost, hummocky rolling moraine terrain, stream-incised relief, and massive ground ice, coupled with major rainfall events, represents a set of condition that is favourable to thaw slump activity.

In this study, the freeze-thaw performance and other engineering properties of different cementitious mixtures containing Type I/II portland cement, Type IL (10) portland Limestone cement (PLC) and Coarse Ground cement (CG-P) with or without partial replacement of fly ash (Class F) were examined. The goal was to develop a concrete mixture with better or similar freeze-thaw durability without adversely affecting other engineering properties of concrete. Crucial engineering properties reviewed include compressive strength, splitting tensile strength, workability, the degree of hydration, setting time, shrinkage and resistivity. The study was divided into two parts, one consisting of mechanical testing of engineering properties including the freeze-thaw test. The second part consisted of microstructure study which involved detection and quantification of micro-cracks/defects using μ-CT and fluorescence microscopy. The results showed that the portland limestone cement in combination with fly ash demonstrated better or similar durability in comparison to the conventional portland cement concrete mixtures.

This study examines gully erosion in northeast Tennessee hillslopes in the Southern Appalachian Valley and Ridge physiographic province, where a thick sequence of red clay Ultisols (Acrisol, according to the World Reference Base for Soil) overlies dolomite and limestone bedrock. The role of freeze-thaw processes in gully erosion was examined weekly from 6/3/2012 to 9/17/2014 using a network of n = 78 erosion pins in three geomorphic areas: channels, interfluves, and sidewalls. Freeze-thaw days were identified using meteorological data collected on site. When freeze-thaw days occurred, erosion and deposition increased and gully conditions were more dynamic. When daily temperature did not plunge below freezing, more stable gully conditions persisted. Ordinary Least Square regression models of erosion pin length using freeze-thaw events explained significant portions of variability in channels (R² = 0.113, p < 0.01), interfluves (R² = 0.141, p < 0.01), and sidewalls (R² = 0.263, p < 0.01). Repeat analysis on only the winter-spring months minimally improved the sidewall model (R² = 0.272, p < 0.01). Erosion in interfluves exhibited a lagged effect, and was best correlated to freeze-thaw events during the prior period while erosion in channels and sidewalls was related to freeze-thaw events in the current week. Of the three geomorphic areas studied, sidewall erosion was best modeled by freeze-thaw events which contribute to widening of gullies through mobilization of sediment and mass wasting. This research demonstrates that freeze-thaw processes are a significant contributor to erosion in gully channels, interfluves, and especially sidewalls, and therefore temperature variability should be considered in erosion studies in similar climates.

Although the use of pervious concrete is expanding, only a limited number of scholarly papers have been published on the resistance of pervious concrete to deterioration under frost action. Based on this need for additional research on the durability of pervious concrete in cold regions, the objective of this research was to evaluate the resistance of pervious concrete to degradation during freeze-thaw cycling under different soil clogging and water saturation conditions. The laboratory research associated with this project involved three primary measures of pervious concrete performance, including freeze-thaw durability, compressive strength, and permeability. Testing associated with freeze-thaw durability involved two levels of soil clogging, two water saturation conditions, and two curing durations in a full-factorial experimental design. Field testing involved measurements of stiffness, permeability, and compressive strength at a single site in Orem, Utah. The factor of water saturation and the interaction between the factors of curing condition and clogging condition played significant roles in testing throughout the entire course of freeze-thaw testing. Regarding the factor of water saturation, specimens that were completely submerged in water during freeze-thaw testing were damaged at a notably faster rate than those specimens that were tested in a moist but unsaturated condition for both curing conditions. Regarding the interaction between the factors of curing condition and clogging condition, the effect of clogging on the number of freeze-thaw cycles to failure depended upon the curing condition. A comparison of in situ modulus values, core modulus values, and core compressive strengths associated with clogged locations and unclogged locations in the field indicated no significant differences in structural properties in the clogged and unclogged locations. Although the results of this research suggest that pervious concrete similar to that evaluated in this study can be successfully used in cold regions under essentially ideal conditions, further laboratory and field research should be performed to more carefully examine the effect of moisture content on the freeze-thaw durability of moist but unsaturated specimens. Also, given that clogging can reduce the freeze-thaw durability of pervious concrete, the efficacy of maintenance procedures available for cleaning partially clogged pervious concrete slabs should be investigated. Long-term monitoring of and supplementary experimentation on the pervious concrete slab tested in this research should be considered for these purposes. More conclusive data about the performance of pervious concrete in cold regions will be derived from such field tests.

Yes / Experimental and theoretical investigations on the flexural performance of steel reinforced ECC-concrete composite beams subjected to freeze–thaw cycles are presented in this paper. Four groups of reinforced composite beams with different ECC height replacement ratios subject to 0, 50, 100 and 150 cycles of freeze–thaw were physically tested to failure. Experimental results show that the bending capacity decreases with the increase of freeze–thaw cycles regardless of ECC height replacement ratios. However, the ultimate moment, stiffness and durability of ECC specimens and ECC-concrete composite specimens are greater than those of traditional concrete specimens, owing to the excellent tensile performance of ECC materials. With the increase of ECC height, the crack width and average crack spacing gradually decrease. According to materials’ constitutive models, compatibility and equilibrium conditions, three failure modes with two boundary failure conditions are proposed. Simplified formulas for the moment capacity are also developed. The results predicted by the simplified formulas show good agreement with the experimental moment capacity and failure modes. A parametric analysis is conducted to study the influence of strength and height of ECC, amount of reinforcement, concrete strength and cycles of freeze–thaw on moment capacity and curvature ductility of ECC-concrete composite beams.

Retrogressive thaw slumps (RTSs) are thermokarst landforms that develop on slopes in permafrost regions when thawing permafrost causes the land surface to collapse. RTSs are an indicator of climate change and pose a threat to human infrastructure and ecosystems in the affected areas. As the availability of ready-to-use high-resolution satellite imagery increases, automatic RTS mapping is being explored with deep learning methods. We employed a pre-trained Mask-RCNN model to automatically map RTSs on Banks Island and Victoria Island in the western Canadian Arctic, where there is extensive RTS activity. We tested the model with different settings, including image band combinations, backbones, and backbone trainable layers, and performed hyper-parameter tuning and determined the optimal learning rate, momentum, and decay rate for each of the model settings. Our final model successfully mapped most of the RTSs in our test sites, with F1 scores ranging from 0.61 to 0.79. Our study demonstrates that transfer learning from a pre-trained Mask-RCNN model is an effective approach that has the potential to be applied for RTS mapping across the Canadian Arctic.

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The introduction of the use of Tire Pressure Control Systems (TPCS) to improve the productivity of the Canadian trucking industry is gaining momentum. The imposition of seasonal load restrictions (SLR) on the thaw-weakened secondary roads interrupts the transportation of raw materials to processing facilities For the forestry industry in particular, this has very significant impacts on productivity and costs. FPInnovations-Feric Division (Feric) has investigated the potential for TPCS-equipped trucks to travel with full, legal loading during the SLR period without accelerating road wear and tear. The TPCS monitors and adjusts the inflation pressure of the trucks’ tires while driving and allows the operator to optimize the inflations for changes in loading, travel speed, or road quality encountered in the trip. This thesis describes an investigation to determine whether TPCS can be used to mitigate traffic generated damage to secondary roads and also reduce the need to implement load restrictions. The project involves a partnership with the Ontario Ministry of Transportation Ontario (MTO), Forest Engineering Research Institute of Canada (FERIC), Ontario Ministry of Natural Resources (MNR) and the Centre for Pavement and Transportation Technology (CPATT) located at the University of Waterloo. The thesis will describe the methodology, design, and instrumentation of the two test sites which are located in Dryden, Ontario and Chapleau, Ontario. In addition, repeated Portable Falling Weight Deflectometer (PFWD) testing is being carried out at these sites and the initial results of this examination and associated impacts of the environment and traffic on the road will be presented. This study also involves looking into the reliability of using the portable FWD, offering a lower cost alternative instead of the trailer mounted FWD to monitor pavement strength for the identification the SLR period. The use of innovative sensors and data collection techniques are proving to be very informative and are advancing pavement engineering knowledge. Moreover, the thesis is aimed at exploring the possibilities of achieving the current objectives of the government DOTs such as TPCS potential for addressing the timber industry in crisis, reduced road maintenance budgets, and global warming increasing road damage.