Search Results (13)

Seasonal lake-ice runways provide low-carbon winter infrastructure for cold-region logistics, yet direct links between ice flexural mechanics and runway design remain scarce. To address this gap, we investigated seasonal ice from Huhenuoer Lake and proposed a mechanics-based methodology for determining key design parameters. On 14 March 2024, an ice block was hoisted and tested in a cold laboratory after several days. Full-depth investigation revealed that throughout the entire-depth range, the ice consists exclusively of columnar ice with a mean density of 0.89 g/cm³ and a mean grain size of 15.88 mm. Subsequently, four-point bending tests gave an average effective flexural elastic modulus of 3.31 GPa and flexural strength of 2813 kPa. Furthermore, statistical analysis showed both properties decrease with temperature and are lower in higher-porosity specimens. Based on these results, we established a systematic procedure to derive design flexural strength, effective flexural elastic modulus, and ice thickness. When applied to the potential Huhenuoer Lake-ice runway, this method yields values of 2800 kPa, 3.24 GPa, and 30 cm for the An-2 (design flexural strength, design effective flexural elastic modulus, and design ice thickness, respectively); the same method can be used to obtain the corresponding values for other aircraft. As lake ice is locally sourced, recyclable, and temporary, it can serve as a low-carbon material for construction purposes. Full article

The study of ice runways has significant practical importance. Regarding inland lake ice, while little of the practicality of ice runways during the ice formation period was explored in the published articles, the analysis of the time period and suitable locations may be used. This study focused on Huhenuoer Lake, located in Chen Barag Banner in northeastern China. The time-dependent law of ice growth in this lake has been investigated over a study period from 2023 to 2024. Utilizing the drilling approach, the ice thickness, recorded at each site on 29 February 2024, has surpassed 100 cm. On 14 March 2024, the recorded ice thickness at site #2 reached a record high of 139 cm. Second, to assess the project’s ease of use and safety, we used the Stefan equation to model the lake’s ice growth processes, resulting in a fitted Stefan coefficient of 2.202. For safety considerations, the Stefan coefficient used for the construction of the ice runway was set at 1.870. We investigated the distribution of lake ice and concluded that the lake ice runway should be established in the north. We established the relationship between ice thickness, cumulative snowfall, and negative accumulated temperature by integrating the fitting technique with the Stefan model. Utilizing the P-III method, the minimum value of the maximum negative accumulated temperature for the 50-year return period is 2092.46 °C·d, while the maximum cumulative snowfall for the 50-year period is 58.4 mm. We can apply these values to the aforementioned relationship to derive the ice thickness patterns across varying return periods. Finally, the study provides recommendations for the construction of the ice runway at Huhenuoer Lake. This study introduces ice field research and an ice growth model into the analysis of lake ice runway operations to provide technical assistance for ice runways. Full article

Runway icing presents a significant challenge to aviation safety, especially in saline environments, where comprehending the icing mechanisms and predicting the icing onset are crucial for efficient airport operations. This study developed a specialized experimental apparatus to examine the mechanisms of airport pavement icing under controlled conditions. The apparatus, comprising an environmental chamber, a data acquisition system, and a scaled pavement structure, allowed for detailed simulations of various environmental factors. The experiments specifically examined the effects of the air temperature (−3 °C to −20 °C), wind speed (2 m/s to 6 m/s), and deicing salt concentration (0% to 80%) on the icing process. The results demonstrated that higher wind speeds and lower temperatures significantly accelerated the pavement surface cooling, leading to earlier icing onset. Under the most extreme conditions, the pavement reached critical icing temperatures within 15 min. In contrast, higher deicing salt concentrations delayed the icing onset by up to 67 min and 33 s at an 80% concentration, effectively lowering the pavement surface temperature. A comparison of the experimental data with the theoretical predictions showed initial consistency, although the discrepancies increased over time. This study culminated in the development of a simplified prediction model, which was validated against the experimental results, offering a practical tool for airport operators to manage runway safety during winter conditions. Full article

The “bare runway” principle aims to ensure passenger and employee safety by making runways more usable during winter conditions, allowing for easier removal of contaminants like snow and ice. Maintaining runway operations in winter is essential, but it involves considerable cost and environmental impacts. Greater knowledge about the de-icing and anti-icing performance of runway de-icing products (RDPs) optimizes operations. The ice melting test, as per the AS6170 standard, gauges the rate at which an RDP dissolves an ice mass to determine RDP effectiveness. Here, we introduce a novel integrated methodology for assessing RDP-related ice melting. We combine laboratory-based procedures with infrared thermography and Raman spectroscopy to monitor the condition of RDPs placed on ice. The plateau of maximum efficiency, marked by the most significant Raman peak intensity, corresponds to the peak minimum temperature, indicating optimal RDP performance. Beyond this point, RDP efficacy declines, and the system temperature, including melted contaminants and RDP, approaches ambient temperature. Effective RDP performance persists when the ambient temperature exceeds the mixture’s freezing point; otherwise, a freezing risk remains. The initial phases of RDP–ice contact involve exothermic reactions that generate brine, followed by heat exchange with surrounding ice to encourage melting. The final phase is complete ice melt, leaving only brine with reduced heat exchange on the surface. By quantifying these thermal and chemical changes, we gain a deeper understanding of RDP-related ice melting, and a more robust assessment can be provided to airports using RDPs. Full article

In cold climates, the use of de-icing chemicals in the winter can lead to groundwater contamination, especially when used in large quantities, such as at airports. Oslo Airport, Gardermoen, is situated on Norway’s largest rain-fed aquifer. Potassium formate is used to remove ice from runways and propylene glycol from airplanes; the organic parts are degradable. Most of the wells to monitor the spread of de-icing chemicals in the underlying aquifer have well screens near the groundwater level, while the runways and the source of de-icing chemicals are near the groundwater divides, where vertical flow is expected. The objective of this study is to demonstrate the importance of layers and time-varying recharge on the spreading of contaminant plumes in an aquifer near a groundwater divide. This is done with numerical modelling. The model results show increased vertical transport of the added tracer in the presence of horizontal layers, both continuous and discontinuous, in the aquifer. With certain distributions of hydraulic conductivity, K_s, we demonstrate that deeper monitoring wells are required. With the scenarios modelled here, time-varying recharge has a weaker effect on plume distribution. Measured concentrations of potassium and total organic carbon show the cyclic effect of seasonally varying recharge of contaminants, and an asymptotic accumulation of concentration over time, that is consistent with the model runs. In conclusion, groundwater monitoring systems near a groundwater divide should include multi-level samplers to ensure control of the vertical plume movement. Full article

As one of the best indicators of the periglacial environment, ice-wedge polygons (IWPs) are important for arctic landscapes, hydrology, engineering, and ecosystems. Thus, a better understanding of the spatiotemporal dynamics and evolution of IWPs is key to evaluating the hydrothermal state and carbon budgets of the arctic permafrost environment. In this paper, the dynamics of ground surface deformation (GSD) in IWP zones (2018–2019) and their influencing factors over the last 20 years in Saskylakh, northwestern Yakutia, Russia were investigated using the Interferometric Synthetic Aperture Radar (InSAR) and Google Earth Engine (GEE). The results show an annual ground surface deformation rate (AGSDR) in Saskylakh at −49.73 to 45.97 mm/a during the period from 1 June 2018 to 3 May 2019. All the selected GSD regions indicate that the relationship between GSD and land surface temperature (LST) is positive (upheaving) for regions with larger AGSDR, and negative (subsidence) for regions with lower AGSDR. The most drastic deformation was observed at the Aeroport regions with GSDs rates of −37.06 mm/a at tower and 35.45 mm/a at runway. The GSDs are negatively correlated with the LST of most low-centered polygons (LCPs) and high-centered polygons (HCPs). Specifically, the higher the vegetation cover, the higher the LST and the thicker the active layer. An evident permafrost degradation has been observed in Saskylakh as reflected in higher ground temperatures, lusher vegetation, greater active layer thickness, and fluctuant numbers and areal extents of thermokarst lakes and ponds. Full article

Poor braking performance on runways during winter is one of the most significant factors causing runway excursions. The International Civil Aviation Organization (ICAO) proposed a standardized method, named the Global Reporting Format (GRF), to establish runway surface conditions based on human observers. The GRF includes the description of most winter conditions. This work aimed at reproducing the GRF winter conditions in the laboratory, and to monitor the effect of the surface conditions, both without surface treatment and with surface treatment using liquid runway de-icing products (RDP) in both de-icing and anti-icing modes, using the British Pendulum Tester (BPT). The reproduction of the GRF winter conditions was possible in the laboratory since the BPT results correlated well with the GRF ratings. The worst conditions retained snow on ice. Wet conditions obtained with water and RDPs (potassium formate KFO, potassium acetate KAC and hybrid glycol-KAC HYB) behave similarly, indicating that RDPs alone on a runway for prevention are not any more dangerous than just water. The range from wet to dry, equivalent to a British Pendulum Number (BPN) from ~40 to ~50, was considered as good conditions on the runway. All the RDPs tested in the study improved the BPN from untreated conditions. In most of the conditions, the RDPs improved the BPN to values in the range of favorable conditions. KFO and KAC reacted almost in the same way for each condition. However, the HYB was better in conditions with ice. The obtained results demonstrated that simulated laboratory winter conditions could be used to determine the efficiency of RDPs in both de-icing and anti-icing modes. Full article

Thaw consolidation of degrading permafrost is a serious hazard to the safety and operation of infrastructure. Monitoring thermal changes in the active layer (AL), the proportion of the soil above permafrost that thaws and freezes periodically, is critical to understanding the conditions of the top layer above the permafrost and regulating the construction, operation, and maintenance of facilities. However, this is a very challenging task using ground-based methods such as ground-penetrating radar (GPR) or temperature sensors. This study explores the integration of interferometric measurements from high-resolution X-band Synthetic Aperture Radar (SAR) images and volumetric water content (VWC) data from SoilGrids to quantify detailed spatial variations in active layer thickness (ALT) in Iqaluit, the territorial capital of Nunavut in Canada. A total of 21 SAR images from COSMO Sky-Med (CSK) were first analyzed using the freely connected network interferometric synthetic aperture radar (FCNInSAR) method to map spatial and temporal variations in ground surface subsidence in the study area. Subsequently, we built an ALT retrieval model by introducing the thaw settlement coefficient, which takes soil properties and saturation state into account. The subsidence measurements from InSAR were then integrated with VWC extracted from the SoilGrids database to estimate changes in ALT. For validation, we conducted a comparison between estimated ALTs and in situ measurements in the airport sector. The InSAR survey identifies several sites of ground deformation at Iqaluit, subsiding at rates exceeding 80 mm/year. The subsidence rate changes along the runway coincide with frost cracks and ice-wedge furrows. The obtained ALTs, ranging from 0 to 5 m, vary significantly in different sediments. Maximum ALTs are found for rock areas, while shallow ALTs are distributed in the till blanket (Tb), the intertidal (Mi) sediments, and the alluvial flood plain (Afp) sediment units. The intersection of taxiway and runway has an AL thicker than other parts in the glaciomarine deltaic (GMd) sediments. Our study suggests that combining high-resolution SAR imagery with VWC data can provide more comprehensive ALT knowledge for hazard prevention and infrastructure operation in the permafrost zone. Full article

Despite the positive aspects of the intensive development of aviation, airports are considered large-scale polluters. Pollution caused by runoff water (stormwater) is one of the major problems related to airport operations. The aim of this study was to characterize the potential toxic impact on aquatic life from runoff water discharges from four international airports in Europe. Samples of stormwater were collected at airports with different capacities of passenger movement in four seasons of the year from 2011 to 2013. Within the ecotoxicological analyses, a battery of biotests incorporating organisms of different trophic levels (Microtox^® test, Thamnotoxkit F™) were used. A relatively high number of runoff water samples collected at the investigated airports in Europe was recorded as having very high acute hazard (16.8%), acute hazard (27.7%), and slight acute hazard (18.1%) levels. The results of the research indicate that winter and autumn present a greater toxic threat than the rest of the year. The highest number of toxic samples was observed for samples collected in the de-icing area, the runway and the vicinity of airport terminals. The ecotoxicological assessment applied in this research can be used as a tool for assessing the environmental effect of airports. Full article

Large volumes of pavement de-icing and anti-icing fluids, collectively termed de-icing agents, are used at airports to facilitate wintertime safe air travel. After use, most of the them get typically mixed with storm water runoff and may enter soil and waters near the airports. Wastewater resulting from airports’ winter operations is contaminated mainly with nitrogen and carbon compounds. Previous research results have shown that the use of biofilters filled with lightweight aggregates prepared from fly ash from sewage sludge thermal treatment (FASST LWA) could be an effective method for removing nitrogen and organic compounds at low temperatures, i.e., 0–8 °C. For this to be possible, it is necessary to maintain a proper ratio between the amounts of carbon and nitrogen in the treated wastewater, through the simultaneous application of de-icing agents containing urea and carbon compounds. Biofilter technology is part of the concept of sustainable development. Their filling is made of waste materials and one of the pollutants (organic compounds) present in the wastewater is used to remove other pollutants (nitrogen compounds). In this study, technological systems for the treatment of wastewater containing airport runway de-icing agents with biofilters were proposed, which allow for the treated wastewater to be discharged into natural waters, soil, and sewerage network. Full article

The paper aims to detect the main changes that occurred in the area surrounding the Mario Zucchelli Station (MZS) through analysis of multi-temporal remote sensing integrated by geophysical measurements. Specific attention was directed at realizing an integrated geomorphological study of the Boulder Clay Glacier, a partially debris-covered glacier belonging to the Northern Foothills (Victoria Land, Antarctica). This area was recently chosen as the location for the construction of a new semi-permanent gravel runway for MZS logistical airfreight operations. Photogrammetric analysis was performed by comparing three historical aerial photogrammetric surveys (carried out in 1956, 1985, and 1993) and Very High Resolution (VHR) GeoEye-1 satellite stereo-image coverage acquired in 2012. The comparison of geo-referenced orthophoto-mosaics allowed the main changes occurring in some particular areas along the coast nearby MZS to be established. Concerning the study of the Boulder Clay Glacier, it has to be considered that glaciers and moraines are not steady-state systems by definition. Several remote sensing and geophysical investigations were carried out with the main aim of determining the general assessment of this glacier: Ground Penetrating Radar (GPR); Geodetic Global Positioning System (GPS) network; multi-temporal satellite Synthetic Aperture Radar (SAR) interferometry. The analysis of Boulder Clay Glacier moraine pointed out a deformation of less than 74 mm y⁻¹ in a time span of 56 years, value that agrees with velocity and deformation data observed by GPS and InSAR methods. The presence of unexpected brine ponds at the ice/bedrock interface and the deformation pattern observed in the central part of the moraine has to be monitored and studied, especially under the long-term maintenance of the future runway. Full article

The basic factors determining the efficiency of the removal of nitrogen and carbon compounds from airport wastewater containing de-icing agents are low temperature and the C/N ratio (carbon to nitrogen ratio). Biofilm reactors (biofilters) create better conditions for nitrification and denitrification than suspended biomass reactors. The scope of the study included determination of the influence of the C/N ratio in the wastewater on nitrification, denitrification and organic compound removal in biofilm reactors depending on the temperature. The experiment was performed in 24 circular laboratory biofilters with LECA (Light Expanded Clay Aggregates) filling. The study was divided into three series differing in organic carbon loading. In each series, carried out at the same hydraulic retention time, biofilters were operated at 25, 8, 4 or 0 °C. The study showed the effective removal of nitrogen compounds across a very wide temperature range. The applied filling and properly selected operating parameters of the reactors resulted in effective simultaneous nitrification and denitrification. The highest efficiency of nitrogen removal at 0 °C (34.57 ± 4.54%) was obtained at the C/N ratio of 0.5 gC/gN. The efficiency of denitrification (the lowest at the temperature of 0 °C) increased as the temperature and C/N ratio increased in the wastewater. Full article

Hundreds of people are killed or injured annually in the United States in accidents related to ice formation on roadways and bridge decks. In this paper, a novel embedded sensor system is proposed for the detection of black ice as well as wet, dry, and frozen pavement conditions on roads, runways, and bridges. The proposed sensor works by detecting changes in electrical resistance between two sets of stainless steel poles embedded in the concrete sensor to assess surface and near-surface conditions. A preliminary decision algorithm is developed that utilizes sensor outputs indicating resistance changes and surface temperature. The sensor consists of a 102-mm-diameter, 38-mm-high, concrete cylinder. Laboratory results indicate that the proposed sensor can effectively detect surface ice and wet conditions even in the presence of deicing chlorides and rubber residue. This sensor can further distinguish black ice from ice that may exist within concrete pores. Full article