Monitoring Differential Subsidence along the Beijing–Tianjin Intercity Railway with Multiband SAR Data

Min Shi, Beibei Chen, Huili Gong, Xiaojuan Li, Wenfeng Chen, Mingliang Gao, Chaofan Zhou and Kunchao Lei
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Min Shi: Key Laboratory of Mechanism, Prevention and Mitigation of Land Subsidence, MOE, Capital Normal University, Beijing 100048, China
Beibei Chen: Key Laboratory of Mechanism, Prevention and Mitigation of Land Subsidence, MOE, Capital Normal University, Beijing 100048, China
Huili Gong: Key Laboratory of Mechanism, Prevention and Mitigation of Land Subsidence, MOE, Capital Normal University, Beijing 100048, China
Xiaojuan Li: Key Laboratory of Mechanism, Prevention and Mitigation of Land Subsidence, MOE, Capital Normal University, Beijing 100048, China
Wenfeng Chen: Key Laboratory of Tibetan Environmental Changes and Land Surface Processes, Institute of Tibetan Plateau Research, Chinese Academy of Sciences (CAS), Beijing 100101, China
Mingliang Gao: Key Laboratory of Mechanism, Prevention and Mitigation of Land Subsidence, MOE, Capital Normal University, Beijing 100048, China
Chaofan Zhou: Key Laboratory of Mechanism, Prevention and Mitigation of Land Subsidence, MOE, Capital Normal University, Beijing 100048, China
Kunchao Lei: Beijing Institute of Hydrogeology and Engineering Geology, Beijing 100195, China

IJERPH, 2019, vol. 16, issue 22, 1-17

Abstract: High-speed railways have strict standards of infrastructure deformation and post-construction settlement. The interferometric synthetic aperture radar (InSAR) has the ability to detect ground deformation with a high accuracy and wide coverage and is becoming a useful tool for monitoring railway health. In this study, we analyzed the Beijing–Tianjin Intercity Railway (BTIR) track using InSAR time-series analysis with different data sets. First, by using RADARSAT-2 images, we examined the areas along the BTIR with significant subsidence. Then, we characterized these areas by means of X-band TerraSAR-X data. We adopted the expectation (Ex) and entropy (En) method, combined with GIS spatial analysis, to analyze the ground settlement differences on both sides of the railway. The results show that the area with the most severe differential settlement occurs between 12 and 20 km along the railway and within 120 to 20 m on both sides of the Chaoyang–Tongzhou section (CTS). Thereafter, we analyzed the reasons for the large difference in this area by considering different factors, e.g., regional land subsidence, groundwater level changes, and the dynamic load. In addition, we studied the impact of regional subsidence on the safe operation of the BTIR. The results show that the maximum different settlement along the BTIR is within the safe range, according to the high-speed railway design standard between 2010 and 2015. This study aims to provide technical support for assessing the impact of subsidence on the safety of railway operations.

Keywords: high-speed railway; subsidence; different settlement; InSAR (search for similar items in EconPapers)
JEL-codes: I I1 I3 Q Q5 (search for similar items in EconPapers)
Date: 2019
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