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TitreGeophysical investigation and InSAR mapping of permafrost and ground movement at the airport of Iqaluit
AuteurLeBlanc, A -M; Short, N; Oldenborger, G A; Mathon-Dufour, V; Allard, M
SourceCold regions engineering 2012: Sustainable infrastructure development in a changing cold environment, ASCE 2012; 2012 p. 644-654
Année2012
Séries alt.Secteur des sciences de la Terre, Contribution externe 20120038
Réunion15th International Conference on Cold Regions Engineering; Quebec; CA; août 19-22, 2012
Documentlivre
Lang.anglais
Mediapapier
ProvinceNunavut
SNRC25N/10
Lat/Long OENS-68.5667 -68.5333 63.7667 63.7333
Sujetstélédétection; pergélisol; glace fossile; levés géophysiques; géoradar; résistivité électrique; interpretations de résistivité; stabilité des pentes; géophysique; géologie des dépôts meubles/géomorphologie; géologie de l'ingénieur
Illustrationslocation maps; photographs
ProgrammeGestionn aire de programme - sciences de changements climatiques, Géosciences de changements climatiques
Résumé(disponible en anglais seulement)
The history of Iqaluit airport has been punctuated with noticeable settlement and frost cracking problems affecting the asphalt and the embankments. In order to characterize the permafrost conditions on which the performance of the engineering infrastructure depends, field campaigns were conducted and combined with remote sensing data. Electrical resistivity imaging (ERI) and ground penetrating radar (GPR) surveys were used to support surface observations made in the field and from air photos and provide extended spatial and vertical knowledge. The interferometric synthetic aperture radar (InSAR) mapping provided short term ground surface movement information. Interpretation from the GPR profile suggests the presence of ice wedges below the embankment that are associated with some of the settlement and frost cracking problems affecting the runway. Based on the geophysical interpretation, the thawing front, around a depth of 3 m, has reached the natural ground, and therefore, settlement due to melting ice wedges will probably continue. ERI also revealed a large-scale conductive anomaly at a depth of approximately 6 m below the asphalted surface of the runway and this feature might eventually lead to settlement problems. Within this area, the InSAR map showed greater downward ground surface movement over the course of one summer than the surrounding areas, with values around 4.5 and 6.6 cm. In general and at the scale of the InSAR data, the runway embankment shoulders appear quite stable. Although the InSAR data provided a good correlation with the terrain units, the ground truth measurements have shown slightly higher values of downward movement.
GEOSCAN ID291407