Frost damage is one of the main factors affecting the stability of canal slopes in cold regions. To alleviate the damage, laying protective layers during the construction process has become an indispensable measure. In this study, two slope models were constructed using polyester geotextiles (slope I) and composite geomembranes (slope II) as the protective layer. Additionally, the insulation board in the control group were laid on specific to examine their anti-frost effect. The temperature, frozen depth, and frost deformations of slope models during the freeze-thaw process were recorded and analyzed. Results suggest that the temperature of slope II is relatively lower than that of slope I in the freezing process. The temperature reduction at all monitoring sections of slope II are larger than that of slope I. The slope I exhibits a significant decrease in maximum frozen depth and maximum frost deformation. In particular, the with the maximum frost deformation is independent of the type of protective layer, which all occurs in the middle of the slopes. The maximum frost deformations of slope models are 33.60 mm and 37.69 mm, respectively after laying the polyester geotextiles and composite geomembranes. Therefore, the polyester geotextiles have more advantages in reducing frost deformation than composite geomembranes. Additionally, if the insulation board and polyester geotextiles are laid together inside the slope, the maximum frost deformation can be further reduced to 9.72 mm. This study will help in the design and construction of canal slopes in cold regions.

The embankment dimension affects heat exchange area on embankment surface and the heat transfer condition of embankment, and thus affect the water, heat and deformation characteristics of embankment in permafrost regions. In this study, based on the theories of heat transfer, frozen soil mechanics and frozen soil physics, a mathematical model of water-heat transfer and coupling deformation for embankment is deduced to analyze the influence of embankment dimension on its water, heat and deformation characteristics. The calculation results show that widening embankment causes the heat accumulation effect in the middle of embankment, which affects the thawing depth, warming rate and thawing rate of permafrost, and increases the unfrozen water content, displacement and thawing period of underlying soil. The extension of the thawing period shortens the freezing period, resulting in the reduced frost heave deformation, which is offset by creep deformation over time. Increasing embankment height can reduce the thawing depth, warming rate and thawing rate of permafrost, but can promote the formation of residual thawed layer. The frost heave hardly occurs after the residual thawing layer is formed, resulting in less frost heave deformation on embankment surface.

Affected by global warming, permafrost thawing in Northeast China promotes issues including highway subgrade instability and settlement. The traditional design concept based on protecting permafrost is unsuitable for regional highway construction. Based on the design concept of allowing permafrost thawing and the thermodynamic characteristics of a block-stone layer structure, a new subgrade structure using a large block-stone layer to replace the permafrost layer in a foundation is proposed and has successfully been practiced in the Walagan-Xilinji of the Beijing-Mohe Highway to reduce subgrade settlement. To compare and study the improvement in the new structure on the subgrade stability, a coupling model of liquid water, vapor, heat and deformation is proposed to simulate the hydrothermal variation and deformation mechanism of different structures within 20 years of highway completion. The results show that the proposed block-stone structure can effectively reduce the permafrost degradation rate and liquid water content in the active layer to improve subgrade deformation. During the freezing period, when the water in the active layer under the subgrade slope and natural ground surface refreezes, two types of freezing forms, scattered ice crystals and continuous ice lenses, will form, which have different retardation coefficients for hydrothermal migration. These forms are discussed separately, and the subgrade deformation is corrected. From 2019 to 2039, the maximum cumulative settlement and the maximum transverse deformation of the replacement block-stone, breccia and gravel subgrades are -0.211 cm and +0.111 cm, -23.467 cm and -1.209 cm, and -33.793 cm and -2.207 cm, respectively. The replacement block-stone subgrade structure can not only reduce the cumulative settlement and frost heave but also reduce the transverse deformation and longitudinal cracks to effectively improve subgrade stability. However, both the vertical deformation and transverse deformation of the other two subgrades are too large, and the embankment fill layer will undergo transverse deformation in the opposite direction, which will cause sliding failure to the subgrades. Therefore, these two subgrade structures cannot be used in permafrost regions. The research results provide a reference for solving the settlement and deformation problems of subgrades in degraded permafrost regions and contribute to the development and application of complex numerical models related to water, heat and deformation in cold regions.