IEEE Geoscience and Remote Sensing Magazine - September 2022 - 102

TABLE 2. PREVIOUS STUDIES ON PERMAFROST ENGINEERING INFRASTRUCTURES USING InSAR.
PERMAFROST
ENGINEERING
QTR
QTR
QTR
QTR
QTR
QTR
QTR
QTH
Airport
Transmission Tower
STUDY SITES
Beiluhe
Beiluhe
Beiluhe
Tanggula
Yangbajing
Wudaoliang
Beiluhe
INSAR
METHOD
PSI
SBAS
PSI
SBAS
SBAS
MTInSAR
Gonghe-Yushu TSS-InSAR
Canada
Canada
Transmission tower QTP
TSS: temporary scatterers stacking.
DInSAR
Stacking
MTInSAR
SAR DATA SET OBSERVATION PERIOD
Envisat
Envisat
Envisat
Envisat
ALOS-1
August 2003 to May 2007
IPTA and SBAS ALOS-1, Envisat November 2004 to December 2010 −20-20
April 2003 to July 2010
−8-2
TerraSAR-X,
Sentinel-1A
TerraSAR-X
Radarsat-2
TerraSAR-X
TerraSAR-X
February 2007 to September 2009 −10-0
May 2007 to September 2010
May 2007 to March 2009
July 2014 to March 2017
May 2015 to August 2015
May 2012 to September 2012
August 2012 to October 2013
June 2014 to August 2016
-
-
-
-
−50-10
−2-0
−20-0
DEFORMATION
RATE (MM/YEAR) REFERENCE
[49]
[15]
[81]
[48]
[34]
[82]
[36]
−20-3
[83]
[43]
[84]
[85]
92°55′0″E
N
92°56′0″E
92°57′0″E
poses a hidden danger to the normal operation of the railway
and the safety of passengers [80].
In the QTP region, the monitoring of permafrost engineering
is mainly for the stability of the QTR. Other permafrost
engineering facilities, such as the QTH, airport,
and transmission tower, have also been focused on and
observed. Table 2 shows the mainly permafrost engineering
facilities detected by InSAR methods.
Tan and Xie [86] analyzed and compared the deforma0
0.25 0.5 1 1.5
km
(a)
N
-20
mm/year
5
tion characteristics of six points in different permafrost
roadbeds along the QTR, and the results showed that
settlement is the main presentation of railway deformation.
Chen et al. [15] used the InSAR method based on
IPTA and a small baseline strategy to estimate the surface
movement and observed that the deformation along the
QTR is approximately in the range of −20 to +20 mm/year.
This considerable surface change also implies that human
activities have had a momentous influence on this permafrost
environment [23]. In the follow-up research on
the QTP, many scholars improved the traditional deformation
monitoring technique or proposed new methods
[35], [36].
Wang et al. [35] improved the PSI method and applied
0 0.25 0.5 1 1.5
km
92°55′0″E
92°56′0″E
(b)
FIGURE 6. The deformation of the QTR with (a) Sentinel-1A and
(b) TerraSAR-X in the Beiluhe permafrost section. (Source: Reproduced
from Zhang et al. [36] with modifications.)
infrastructures within the permafrost zone, and the instability
of the permafrost around the railway leads to the
instability of the roadbed along the railway line, which
102
-20
mm/year
92°57′0″E
5
it to deformation monitoring. In addition, the shadow
and sun slope effects caused by the relationship with
sunshine that contribute to the evident deformations
in the study area show left and right asymmetry, which
can be observed by InSAR. Zhang et al. [36] used a new
analysis method (full-rank matrix SBAS-InSAR time-series
analysis) to analyze the QTR and found that geological
hazards cause large deformations near the railway
and usually occur at the corners. Apart from the QTR,
studies have been conducted on the QTH using InSAR
[72], [83]. In other permafrost regions, the research of
permafrost engineering is more focused on the influence
of permafrost on the infrastructure of nearby cities or
villages. Short et al.[43] used the DInSAR method with
IEEE GEOSCIENCE AND REMOTE SENSING MAGAZINE SEPTEMBER 2022
34°50′0″N
34°50′0″N
34°50′0″N
34°50′0″N
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