Construction method for building and monitoring operation of ice road in cold region

Abstract

The present application relates to the construction of ice road in cold region and operation monitoring. The construction method of ice road in cold region, S1 ice road survey and site selection, including underwater topographic survey, ice road location selection, ice layer state investigation, road route planning; S2 ice road construction and acceptance, including ice surface pretreatment, ice layer reinforcement, grading dynamic load test and quality inspection and acceptance; S3 whole cycle monitoring and control: including whole cycle ice dynamic monitoring data collection, vehicle operation whole process control data collection and control platform, S4 whole cycle safety and ecological environmental protection control, including whole process safety control and whole process ecological environmental protection control, into construction period, operation period, demolition period. The present application has the advantages of process standardization, strong practicality, based on engineering actual construction experience, formed "ice road survey and site selection, ice road construction and acceptance, whole cycle ice dynamic monitoring and digital control, whole process safety and ecological environmental protection collaborative control" whole process standardized operation guidance.

Description

Technical Field

[0001] This invention belongs to the field of ice track technology, specifically relating to the construction and operation monitoring of ice tracks in cold regions. Background Technology

[0002] In frigid regions, winter temperatures are extremely low. When carrying out water-related projects such as waterway improvement, dike reinforcement, and bank protection during winter construction, they generally face the challenge of ships being unable to enter shallow waters or near-shore construction areas.

[0003] To overcome the challenges of restricted ship operations, some projects have attempted to use ice bridges as the core means of ensuring passage during winter construction. For example, Chinese patent CN119824778A discloses an ice bridge and construction method for cross-river transportation in cold regions, which involves multi-layer ice reinforcement and wooden frame support. The structural design of the ice bridge can adapt to extreme temperature changes in cold regions, significantly improving the load-bearing capacity and stability of the ice bridge.

[0004] Given the dynamic changes in ice characteristics in frigid regions due to temperature, water level, and load, traditional manual inspection methods suffer from problems such as delayed monitoring data, untimely risk identification, and passive control measures. Furthermore, is ice condition monitoring technology generally applicable to ice tracks? For example, Chinese patent CN116109147B describes an AI-based automatic ice condition monitoring system for cold regions. This system performs real-time or indirect data collection and analysis to accurately grasp the hydrological distribution and changes within the region. This allows for the classification of hydrological types in different areas of the monitored cold region, improving the targeting of monitoring and enabling rational control based on the hydrological distribution and changes in each area.

[0005] However, such ice crossings still suffer from problems such as insufficient safety redundancy, delayed early warning of hidden dangers, and rough on-site management in terms of systematic design, standardized processes, and full-cycle monitoring. They are difficult to effectively guarantee the safety of transporting heavy-duty equipment and materials, and are prone to causing safety accidents such as ice collapse and casualties. This has become a common technical bottleneck restricting the continuous construction of water-related projects in frigid regions during winter. Summary of the Invention

[0006] The purpose of this invention is to solve common industry problems faced by water-related projects in frigid regions during winter ice construction, such as the complex bearing characteristics of natural ice, damage caused by unreasonable ice path layout due to superimposed loads, difficulty in timely control of dynamic changes in ice conditions, and difficulty in coordinating safety management and ecological protection. This invention provides a construction method for ice path construction and operation monitoring in cold regions, integrating five core technologies: quantitative control of ice bearing capacity, optimization of cyclical road routes, layered freezing and grid reinforcement of composite ice, intelligent monitoring of ice conditions throughout the entire cycle, and collaborative management of safety and environmental protection throughout the entire process. This method overcomes the core technical bottlenecks in the construction of 50t-class heavy-duty transportation channels for water-related projects during the ice-bound period in frigid regions, achieving the construction goals of safe, controllable, economical, efficient, and environmentally friendly ice path engineering.

[0007] The technical solution adopted by this invention to solve the above problems is: a construction method for ice crossing construction and operation monitoring in cold regions, including ice crossing survey and site selection, ice crossing construction and acceptance, full-cycle monitoring and control, and full-cycle safety and environmental protection control. S1 ice passage survey and site selection, including underwater topographic survey, ice passage location selection, ice layer condition survey, and road route planning; S2 ice track construction and acceptance, including ice surface pretreatment, ice layer reinforcement, graded dynamic load test and quality inspection and acceptance; Ice surface pretreatment ensures uniform pouring and no leakage; ice layer reinforcement is carried out: a composite ice layer structure is adopted. After the bottom layer of ice (≥50cm) is poured and cured, the pine pole grid skeleton is arranged at a position slightly below the neutral axis of the composite ice body. The pine pole grid is laid and tied, and the upper layer of ice (≥50cm) is poured and cured. After the ice track construction is completed, a four-level static and dynamic load bearing capacity test will be carried out. The passing standard is that after a 50t fully loaded vehicle passes through, the cumulative deformation of the ice surface is ≤3mm, with no new cracks or abnormal noises. After the test is passed, acceptance will be organized. S3 Full-Cycle Monitoring and Control: Includes full-cycle dynamic monitoring data collection of ice conditions, full-process vehicle operation control data collection and control platform. The full-cycle ice condition dynamic monitoring data acquisition system uses multi-source terminals to collect real-time four-dimensional integrated monitoring data, including meteorological parameters, subglacial hydrological environment, ice layer parameters, and load parameters. All real-time monitoring data is then integrated into the ice track intelligent management and control platform. All heavy-duty vehicles entering the ice track must be equipped with Beidou + GPS dual-mode vehicle-mounted intelligent terminals to monitor vehicle trajectory, location, speed, and dwell time in real time, with the data transmitted back to the ice track intelligent management and control platform. The platform provides centralized data display, intelligent analysis, automatic early warning, coordinated management, and verification and cancellation. S4 full-cycle safety and environmental protection control includes full-process safety management and full-process environmental protection management, which is integrated into the construction, operation and demolition phases.

[0008] Preferably, the S1 ice passage survey and site selection: (1) Underwater topographic survey: Before the ice-covering period, a full-coverage underwater topographic and water depth measurement was carried out on the pre-selected ice passage route. The measurement network was set up at 5m×5m in the conventional area, and the density was increased to 1m×1m in the ice passage area, shoals and sections of abrupt topographic changes. The plane positioning error was controlled to be ≤5cm and the water depth error to be ≤10cm. The riverbed topography and water depth contour map was accurately drawn to determine the thalweg, shoals, clearing ditches and the protection range of the dikes, so as to provide a basis for the route site selection. (2) Selection of ice channel location: Based on the calculation of ice body anti-buoyancy stability, ice channels should be selected in gentle areas with water depth ≥2.5m, straight route, shortest transport distance, and riverbed slope ratio ≤3%, as well as shoals, flood channels, abrupt topographic changes and ecologically sensitive areas. (3) Ice layer condition survey: After the ice thickness on the ice surface is greater than 30cm during the ice-sealing period, the drilling method is used to conduct a full-element survey of the ice layer condition in the pre-selected route area. One survey section is set up every 50m along the pre-selected route. The density is increased to one section every 10m in the ice road pre-selection area, thin ice area, and clear ditch edge. Three drilling detection points are set up in each section to mainly detect ice layer thickness, ice layer bearing capacity, ice layer stability and subglacial hydrology. (4) The road route planning mentioned above: Based on the ice thickness, terrain, and heavy-load transportation requirements, a road layout of heavy-load outbound and empty-load return is adopted, with straight lanes, a minimum turning radius of ≥30m at the connection point, and a longitudinal slope of ≤3%. The ice road is 60m wide and has three lanes: a heavy-load lane on the upstream side, located in areas with ice thickness ≥150cm and a lane width ≥8m; an empty-load return lane in the middle, located in areas with ice thickness ≥100cm and a lane width ≥8m; and an emergency lane on the downstream side, located in areas with ice thickness ≥150cm and a lane width ≥8m, with the same design standards as the middle heavy-load lane. Standardized passing points are set up every 100m along the ice road, and emergency shelters and rescue material storage points are set up every 200m.

[0009] Preferably, the construction and acceptance of the S2 ice track are as follows: (1) Ice surface pretreatment: a pre-processing step before ice layer pouring, which ensures uniform pouring and no leakage by adding snow dike construction and anti-seepage membrane laying; (2) The ice layer reinforcement: a composite ice layer structure is adopted. After the bottom layer of ice (≥50cm) is poured and cured, the pine pole grid skeleton is arranged at the position slightly below the neutral axis of the composite ice body. The pine pole grid is laid and tied, and the upper layer of ice (≥50cm) is poured and cured. (3) The graded static and dynamic load test: After the ice road construction is completed, a four-level graded static and dynamic load bearing capacity test is carried out. The deformation and crack development of the ice surface are monitored throughout the process. The qualified standard is that the cumulative deformation of the ice surface after a 50t fully loaded vehicle passes through is ≤3mm, and there are no new cracks or abnormal noises. The test graded parameters and qualified standards are shown in Table 5.2-1. (4) Quality inspection and acceptance: After the test is qualified, the construction, supervision, construction and design units shall be organized to carry out special completion acceptance. The acceptance content includes three categories: material acceptance, physical quality acceptance and document acceptance. The pass rate of all main control items is 100%, and the pass rate of general items is ≥95%. Only after the completion acceptance documents are signed can it be officially put into operation. Preferably, the construction and acceptance of the S2 ice track are as follows: The core parameters of the 150t graded load test are as follows:

[0010] Preferably, the construction and acceptance of the S2 ice channel includes: quality inspection and acceptance, material acceptance, verification of quality certificates and test reports for materials such as pine poles, iron wire, and geomembrane; physical quality acceptance, actual measurement of ice channel width, ice layer thickness, pine pole grid spacing, checking for hollow areas, delamination, and cracks in the ice layer, whether the snow embankment and geomembrane are intact, and whether the safety protection and signage system is complete; and document acceptance, verification of the completeness and traceability of documents such as construction plans, technical briefing records, process quality inspection forms, testing records, and safety monitoring records.

[0011] Preferably, the S3 full-cycle monitoring and control: The S3 full-cycle monitoring and control: The full-cycle dynamic monitoring of ice conditions includes the quantitative deployment of the monitoring system and the monitoring of all elements. The monitoring system is quantitatively deployed based on the length of the ice track, ice stability zoning, and distribution of risk points, including cross-sectional deployment, point deployment, and mobile monitoring. (1) Cross-section layout: One regular monitoring cross-section is set up every 50m along the ice track. Risk points such as thin ice areas, ice track reinforcement sections, bank slope connection sections, and bends are densified to one cross-section every 10m. (2) Monitoring point layout: Three ice thickness monitoring points are set up at each monitoring section, located at the center line of the lane and the wheel track on both sides respectively; two ice surface displacement monitoring points are set up at the edges of both sides of the lane; one automatic ice water level monitoring station is set up every 200m along the entire line; and one set of meteorological and environmental monitoring equipment is set up along the entire line to collect meteorological parameters such as temperature, wind speed, and snowfall in real time. (3) Mobile monitoring: Aerial survey drones are used to conduct daily aerial inspections of the entire line to identify potential hazards such as ice cracks, melt pools, and drainage ditches; vehicle-mounted ice thickness detectors are used to monitor changes in ice thickness along the line in real time as vehicles pass by, in order to supplement blind spots of fixed monitoring points; The comprehensive monitoring includes meteorological parameters, subglacial hydrological environment, ice layer parameters, and load parameters; (1) Meteorological parameter monitoring: Meteorological parameters such as temperature, wind speed, wind direction, and snowfall are collected in real time through meteorological stations and the data is updated every 10 minutes; the correlation between temperature and the mechanical properties of ice is established to predict the impact of extreme weather such as warming, strong winds, and blizzards on the stability of ice tracks in advance and issue meteorological warnings in advance; (2) Subglacial hydrological environment monitoring: Real-time monitoring of subglacial water level, flow velocity, and water temperature changes using submersible water level gauges, with data updated every 30 minutes. The focus is on monitoring the risks of ice breakage and warping caused by water level fluctuations, as well as the potential for thinning of the ice layer at the bottom due to water erosion. When the daily water level fluctuation exceeds 0.5m, intensified monitoring is immediately initiated. (3) Ice layer parameter monitoring: The ice layer thickness detector and borehole sampling are used for dual verification. The ice thickness is measured once a week along the entire line. During transportation operations, key points are re-inspected every 4 hours. In severe weather, the frequency is increased to once every 2 hours. RTK is used to measure ice surface displacement and deformation daily. UAVs are used to inspect and identify the development of ice surface cracks. The three core indicators of ice thickness attenuation rate, displacement deformation rate and crack propagation rate are monitored. (4) Load parameter monitoring: Intelligent weighing and speed limit detection access control is set up at the entrance of the ice track to monitor vehicle load and speed in real time; all heavy-duty vehicles are equipped with Beidou vehicle-mounted intelligent terminals to monitor vehicle trajectory, location and driving status in real time.

[0012] Preferably, the S3 full-cycle monitoring and control: the data collection for the entire vehicle operation process is carried out by setting up an intelligent weighing and speed limit detection access control system at the entrance of the ice track, equipped with high-definition license plate recognition, axle load dynamic weighing, and radar speed measurement equipment, to monitor the total load, axle load, and driving speed of vehicles entering the ice track in real time, and the data is connected to the control platform in real time.

[0013] Preferably, the S3 full-cycle monitoring and control: the control platform has a built-in three-level early warning threshold model, with precise setting of graded early warning thresholds, real-time monitoring data comparison, and comprehensive analysis based on operating conditions. The built-in three-level meteorological early warning model includes: Level 1 Warning: The daily average temperature is forecast to rise above -10℃ or the temperature rise is ≥3℃ for two consecutive days. The monitoring frequency of ice thickness and ice cracks will be increased to once every 4 hours. Drivers are advised to slow down and take precautions to keep ice roads warm. Level II Warning: If the daily maximum temperature is forecast to be close to 0℃ or rise for 3 consecutive days or more, or if there is a strong wind of level 6 or above or a blizzard, immediately restrict the passage of heavy-duty vehicles, increase monitoring frequency to once every 2 hours, and prepare for the closure of ice roads and the evacuation of personnel and equipment. Level 3 Warning: In extreme weather conditions where the forecast daily maximum temperature is ≥0℃, the daily temperature rise is ≥8℃, or the visibility is less than 50m, the ice road shall be immediately closed, all vehicle traffic shall be prohibited, and on-site personnel and equipment shall be evacuated to a safe area; after the extreme weather, traffic may only resume after the entire line has passed inspection and acceptance.

[0014] Preferably, the S4 full-cycle safety and environmental protection control includes: The aforementioned full-process security control: During the construction period, the condition of the ice body will be monitored throughout the process. An ice surface inspection will be carried out every 2 hours. If any abnormalities such as ice cracks, unusual noises, or ice subsidence occur, work will be stopped immediately, and personnel and equipment will be evacuated to a safe area in an orderly manner. Construction can only resume after the hazard investigation and handling are completed and the inspection is passed. During operation, dynamic monitoring is conducted throughout the entire cycle to track the ice track's operational status in real time. A three-tiered early warning mechanism is implemented to respond in stages, and traffic control measures are dynamically adjusted to achieve proactive risk prediction and timely handling. A 24-hour emergency duty system is established, with emergency duty points set up at the ice track's starting and ending points and key sections. Dedicated safety management teams and standardized emergency rescue facilities are provided. Standardized procedures for handling emergencies such as vehicle breakdowns, people falling into the water, and ice collapses are developed, and no fewer than one emergency drill is conducted each month to ensure an emergency response time of ≤15 minutes, comprehensively covering all safety risks during operation. During the demolition period, if the daily maximum temperature is consistently above 0℃, the surface of the ice layer becomes brittle, or the ice thickness decreases by more than 30%, the ice passage should be immediately closed, and personnel and equipment should be strictly prohibited from entering. Demolition work should be started in advance, and demolition work should not be carried out when the ice surface is not strong enough during the melting period. The ice condition should be monitored in real time during the demolition process. If any abnormalities such as ice cracking or brittleness occur, the work should be stopped immediately, and personnel and equipment should be evacuated to a safe area to ensure safety throughout the entire demolition process. The entire process of ecological and environmental protection management: During the construction period, the construction scope will be strictly limited, with the construction boundary control accuracy within ±50cm. Priority will be given to laying ice channels in non-ecologically sensitive areas of the river. All construction wastewater and domestic sewage will be collected, treated, and discharged in compliance with standards. It is strictly forbidden to discharge any sewage or discard any materials into the river. All construction machinery will be equipped with oil leak prevention devices to avoid oil leakage and pollution of the river water. The natural ice body of the river will be used as the main channel, eliminating the need for large-scale earthwork filling operations. During operation, dedicated personnel will conduct daily environmental inspections along the entire line, promptly cleaning up scattered materials and domestic waste to ensure daily production and disposal, with a 100% solid waste recycling rate. All vehicles entering the ice track will undergo environmental testing, and emergency anti-seepage material storage points will be set up every 200 meters along the ice track. In the event of an oil leak, anti-seepage, collection, and disposal measures will be taken immediately. High-noise operations at night will be avoided to prevent impact on the habitat of surrounding aquatic organisms. During the dismantling period, all materials on the ice channel were 100% cleaned up and disposed of on the shore. After the dismantling was completed, a combination of manual and drone methods was used to conduct a full-line inspection of the river channel to ensure that there were no obstacles to flood control and no solid waste left behind. At the same time, the original appearance of the riverbank and vegetation cover were restored to avoid long-term impacts on flood control and the ecological environment.

[0015] This invention innovatively integrates a complete set of technologies, including "iceway survey and site selection, iceway construction and acceptance, full-cycle dynamic monitoring and digital management of ice conditions, and full-process safety and ecological environmental protection collaborative control," effectively solving the problem of heavy-load transportation in shallow waters and nearshore areas during the ice-covered period, and realizing the safe, efficient, and green advancement of iceway construction.

[0016] This invention features scientific site selection and layout optimization: Using water depth, ice stability, economical transport distance, and riverbed topography as core indicators, it prioritizes areas with uniform river depth (≥2.5m), straight routes, and riverbed slopes (≤3%) that are flat and straight. It innovatively adopts a three-lane layout: heavy-load outbound + empty-load return + emergency lane. Standardized passing points, emergency alternative routes, and a full-line warning sign system are provided. Furthermore, the overall ice track width and traffic zone division are optimized based on actual engineering conditions, with safety margins reserved on both sides. This achieves optimal transport routes, controllable temporary construction costs, and avoids oncoming traffic conflicts and the risk concentration issues associated with single-route traffic from the outset. It balances the economic efficiency of construction with the safety of ice track traffic, increasing transport efficiency by 60% compared to the traditional single-lane two-way traffic mode, and reducing the oncoming traffic safety risk to zero.

[0017] This invention features intelligent digital management and dynamic monitoring: addressing the construction challenges of ice heave-thaw cycles, uneven natural ice thickness, and insufficient local load-bearing capacity in frigid regions, it leverages the mechanical properties of freshwater ice materials in cold areas. Building upon existing snow removal and ice-reinforcement techniques and ice surface anti-slip pad technology, it employs a layered freezing reinforcement process during construction. Using elastic thin-plate theory, it quantitatively verifies the ice's load-bearing capacity under 50t heavy-load conditions and designs safety redundancy. Simultaneously, it clarifies practical parameters such as layer pouring thickness and freezing interval time, effectively solving the problems of uneven natural ice strength and structural stability degradation under freeze-thaw cycles. This comprehensively ensures the structural safety and heavy-load traffic capacity of ice tracks throughout their entire operating cycle.

[0018] This invention is suitable for severe cold and features reliable technology: Addressing the construction challenges of ice heave-thaw cycles, uneven thickness of natural ice layers, and insufficient local load-bearing capacity in frigid regions, this invention leverages the mechanical properties of freshwater ice materials in cold areas. Building upon existing snow removal and ice-frozen layer reinforcement technology and ice surface anti-slip pad technology, a layered freezing reinforcement process is adopted during construction. Quantitative calculations of ice load-bearing capacity and safety redundancy design are completed using elastic thin-plate theory. Practical parameters such as layer pouring thickness and freezing interval are clearly defined, effectively solving the problems of uneven natural ice layer strength and structural stability degradation under freeze-thaw cycles. This comprehensively ensures the structural safety and heavy-load traffic capacity of ice tracks throughout their entire operating cycle.

[0019] This invention provides full-cycle management and safety assurance: it constructs a comprehensive safety and environmental management system covering the construction, operation, and demolition phases, supported by complete specialized emergency plans, standardized emergency rescue facilities, and a dedicated safety management team, forming a full-chain safety management model of "prevention before the event – ​​control during the event – ​​handling after the event." Based on engineering practice, it refines graded load control and graded emergency response, clarifies speed limits and "one vehicle per lane" traffic rules, comprehensively preventing various safety risks in all aspects of ice transportation and operations, and achieving "zero" safety production liability accidents throughout the entire construction process.

[0020] This invention is eco-friendly, green, and low-carbon: using natural river ice as the main channel, it eliminates the need for large-scale earthwork filling. The entire construction process strictly implements environmental and water conservation control measures, leaving no solid waste after ice melt. This minimizes the disturbance to the river's hydrological conditions and aquatic ecosystem during winter construction. Based on engineering practice, it further clarifies the precision of construction boundary control, ensures the recycling of anti-slip cushion sand and gravel during ice melt, and collects and treats all construction wastewater and domestic sewage, strictly prohibiting the dumping of any materials into the river. Compared to traditional temporary access roads and island-building cofferdams, it reduces earthwork by more than 95%, significantly reduces fuel consumption and carbon emissions from construction machinery, and achieves coordinated development of engineering construction and ecological protection.

[0021] This invention features standardized processes and strong practicality: based on actual engineering construction experience, it establishes strict technical specifications and testing standards for the materials required for ice track construction, and clarifies the key points, inspection requirements, and quality standards for each construction procedure. This forms a standardized operation guide for the entire process, including "ice track survey and site selection, ice track construction and acceptance, full-cycle dynamic monitoring and digital management of ice conditions, and full-process safety and ecological environmental protection collaborative control," which can be quickly replicated and applied in similar projects. Attached Figure Description

[0022] Figure 1 This is a process flow diagram of the present invention.

[0023] Figure 2 This is a flowchart of the dynamic monitoring and intelligent management of ice conditions throughout the entire ice track cycle of the present invention.

[0024] Figure 3 This is a schematic diagram of the layout of the ice track monitoring points of the present invention.

[0025] In the diagram: 1-Center line of the heavy-load lane, 2-Center line of the empty lane, 3-Center line of the emergency lane, 4-Separation zone between the heavy-load lane and the empty lane, 5-Connecting passage between the heavy-load lane and the empty lane, 6-Ice road guardrail, 7-Emergency refuge zone, 8-Separation zone between the empty lane and the emergency lane, 9-Connecting passage between the empty lane and the emergency lane, 10-Ice thickness monitoring point, 11-Ice displacement monitoring point, 12-Integrated automatic weather station, 13-Automatic water level monitoring station under ice, 14-Intelligent weighing and speed limit detection access control. Detailed Implementation

[0026] The construction method of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments, but the present invention is not limited to the specific parameters of the embodiments.

[0027] Construction methods for building and monitoring ice wading tracks in cold regions, such as... Figure 1 As shown, this includes ice track survey and site selection, ice track construction and acceptance, full-cycle monitoring and management, and full-cycle safety and environmental protection control. S1 describes ice passage surveying and site selection, including underwater topographic surveying, ice passage location selection, ice layer condition assessment, and road route planning. The underwater topographic survey involves conducting a full-coverage underwater topographic and depth measurement of the pre-selected ice passage route before the ice freezes. In conventional areas, a 5m×5m survey network is set up, while in ice passage areas, shoals, and sections with abrupt topographic changes, the network is densified to 1m×1m. The horizontal positioning error is controlled to be ≤5cm and the depth error to be ≤10cm. A precise contour map of the riverbed topography and depth is drawn to determine the thalweg, shoals, clearing channels, and the protection range of the dikes, providing a basis for route site selection.

[0028] Ice layer condition assessment: After the ice thickness exceeds 30cm during the ice-covered period, a comprehensive survey of the ice layer condition will be conducted in the pre-selected route area using borehole drilling. One survey section will be set up every 50m along the pre-selected route, and the density will be increased to one section every 10m in the pre-selected ice road area, thin ice area, and clearing ditch edge. Three borehole detection points will be set up at each section. The main detection items are as follows: (1) Ice thickness: The total thickness of natural ice at each point was measured, and the effective bearing ice layer and the ineffective loose ice layer were distinguished to establish a record of ice thickness along the entire line.

[0029] (2) Ice bearing capacity: Based on the measured ice thickness, the ice bearing capacity of each point is verified by combining the theoretical calculation formula of ice thickness-bearing capacity, and the bearing capacity compliance area, weak area, and no-passage area are divided. (3) Ice stability: Investigate the distribution of ice surface cracks, distinguish between surface micro-cracks and through cracks, detect the freeze-thaw stratification of the ice layer, and eliminate unstable areas with ice layer voids and honeycomb-like loose structures. (4) Subglacial hydrology: Simultaneously measure the subglacial water level and flow velocity at each point, investigate the distribution range of clearing channels, and mark the risk areas of ice layer detachment from the bank slope.

[0030] The location selection for the ice channel is as follows: Based on the calculation of the ice's anti-buoyancy stability, priority should be given to selecting gentle areas with a water depth ≥ 2.5m, a straight route, the shortest transport distance, and a riverbed slope ratio ≤ 3%. Site selection in shallow waters (< 1.5m), flood channels, abrupt topographic changes, and ecologically sensitive areas is strictly prohibited. The anti-buoyancy stability calculation formula is as follows: In the formula: Kf – Anti-buoyancy stability safety factor, required to be ≥1.05; γw — specific weight of water, taken as 10 kN / m³; hw — Depth of water beneath the ice, in meters; γi—specific weight of ice, taken as 9 kN / m³; h—Total thickness of the ice layer, in meters; q — Uniformly distributed load on the vehicle, in kN / m².

[0031] Calculations show that when the water depth under the ice is ≥2.5m, the anti-buoyancy safety factor meets the specifications and can effectively avoid the risk of ice detachment and warping caused by water level fluctuations.

[0032] The road route planning is as follows: Figure 3 As shown: Based on the ice thickness, terrain, and heavy-load transportation requirements, a road layout of heavy-load outbound + empty-load return is adopted, with straight lanes, a minimum turning radius of ≥30m at the connection point, and a longitudinal slope of ≤3%. The ice road is 60m wide, with an anti-slip paving surface. The straight sections are 2-3cm thick, while the curves are thickened to 3-5cm. There are three lanes: heavy-load lane 1, empty-load lane 2, and emergency lane 3. Standardized passing points are set up every 100m along the ice road, and emergency shelter zones and rescue material storage points are set up every 200m. Every 500m, a connecting passage 5 between the heavy-load lane and the empty lane is set up in the separation zone 4 between the heavy-load lane and the empty lane, and every 500m, a connecting passage 9 between the empty lane and the emergency lane is set up in the separation zone 8 between the empty lane and the emergency lane, forming a closed-loop emergency road network; safety ropes and reflective warning tapes are installed along both sides of the lanes; and anti-slip ramps and guardrails are installed at the connection section between the lane and the bank slope. S2 ice track construction and acceptance, including ice surface pretreatment, ice layer reinforcement, graded dynamic load test and quality inspection and acceptance; Ice surface pretreatment: This step is a preparatory process before ice layer pouring. By adding snow dike construction and laying impermeable membranes, it ensures uniform pouring and no leakage. The key operational points are as follows: (1) Use loaders in conjunction with manual labor to remove snow and floating ice from the ice surface. The flatness of the ice surface should be ≤5cm / 2m. In areas where the natural ice thickness is less than 50cm, use clean fresh water from the river to replenish the ice layer by layer, pouring 20-30cm at a time, and then pouring the next layer after it freezes. (2) Clear snow from both sides along the center line of the ice track, with a width greater than or equal to the designed pouring width. Pile the snow on both sides as the base of the snow embankment and do not dump snow into the river. The snow embankment is built in layers, with each layer being 30cm thick and the top surface being ≥1m wide. The inner side is vertical and the outer side has a slope ratio of 1:2. (3) Lay a 0.15mm impermeable membrane on the inner side of the snow dike, bury the bottom 50cm into the ice surface and compact it, with a total length of 1.5m on each side. The membrane overlap should be ≥20cm and compacted with sandbags to ensure no leakage.

[0033] The ice layer reinforcement and strengthening: (1) Curing with a 50cm layer of ice at the bottom. The bottom 50cm ice layer was poured in two stages. Clean fresh water from the river was drawn using a pump and evenly sprayed along the inner side of the snow embankment, controlling the water flow rate to prevent the geomembrane from shifting due to impact. The first 20cm layer was poured and cured for 3 days; the second 30cm layer was poured and cured for 4 days. During the curing period, the work area was closed off, and personnel and equipment were strictly prohibited from stepping on it. The ice temperature and freezing condition were monitored daily, and the curing environment temperature was kept stable below -15℃ to ensure that the ice surface was hard enough to leave no traces when walked on.

[0034] (2) Pine poles are laid and tied in a grid pattern. ① Pine poles are cut to 6m lengths, with flat and vertical cuts, end face tilt deviation ≤2°, and length deviation ±5mm; 8# iron wire is cut to a length deviation of ±10mm, with a flat cut and no burrs; ② The lower layer of wooden poles shall be laid perpendicular to the direction of water flow, and shall be marked with lines at intervals of 0.5×0.5m, with a deviation of ≤±2cm and an overlap length of ≥1m between adjacent wooden poles; the upper layer of wooden poles shall be laid perpendicular to the lower layer to form a grid, with staggered joints, and shall not be concentrated on the same cross section; ③ All intersections and overlaps, as well as the longitudinal and transverse wooden poles of the upper and lower layers, are bound and tightened with two strands of No. 8 double-strand iron wire to ensure that the wooden poles are not loose or shifted, with a 100% binding qualification rate, forming an overall framework.

[0035] (3) Curing with an upper 50cm layer of ice ① Sprinkle water twice above the pine pole grid to pour a 50cm ice layer, strictly control the water flow to avoid displacement of the wooden poles, level and compact after pouring, and ensure that the flatness deviation is ≤5cm / 10m, and finally form a composite ice body with a total thickness of 150cm (including the bottom ice layer), which meets the load-bearing capacity requirements of 50t heavy-duty vehicles. ② During the curing phase, the first 20cm ice layer should be cured for 3 days, and the second 30cm ice layer should be cured for 5 days. The ambient temperature should be ≤-15℃. If the temperature rises, cover with 50mm insulation felt in time to prevent freeze-thaw, and check the ice thickness regularly to ensure it meets the standard. ③ Anti-slip paving on ice surface: 2-3cm thick for straight sections and 3-5cm thick for curves. After static pressure bonding, daily inspection should be carried out.

[0036] The graded static and dynamic load test: After the ice track construction is completed, a four-level graded static and dynamic load bearing capacity test is carried out. The deformation and crack development of the ice surface are monitored throughout the process. The qualified standard is that the cumulative deformation of the ice surface is ≤3mm after a 50t fully loaded vehicle passes through, with no new cracks or abnormal noises. The test graded parameters and qualified standards are shown in Table 1.

[0037] Table 1. Core parameters for the 150t graded load test.

[0038] The quality inspection is as follows: After the test is passed, the construction, supervision, construction and design units will be organized to carry out a special completion acceptance. The acceptance includes three categories: material acceptance, physical quality acceptance and document acceptance. The pass rate of all key control items is 100%, and the pass rate of general items is ≥95%. Only after the completion acceptance documents are signed can the project be officially put into operation.

[0039] (1) Material acceptance: Verify the quality certificates and test reports of materials such as pine poles, iron wire, and geomembrane; (2) Physical quality acceptance: Measure the width of the ice path, the thickness of the ice layer, and the spacing of the pine pole grid; check whether there are hollow areas, delamination, or cracks in the ice layer; check whether the snow embankment and the impermeable membrane are intact; and check whether the safety protection and signage system is complete. (3) Document Acceptance: Verify the completeness and traceability of documents such as construction plans, technical briefing records, process quality inspection forms, testing records, and safety monitoring records.

[0040] S3 full-cycle monitoring and control: such as Figure 2 As shown, this includes full-cycle dynamic monitoring data collection of ice conditions, and a management and control platform for the entire vehicle operation process. The entire cycle of ice condition dynamic monitoring data collection integrates four-dimensional monitoring: meteorological parameters, subglacial hydrological environment, ice layer parameters, and load parameters. The meteorological parameters are monitored as follows: (1) Real-time monitoring of meteorological conditions An integrated automatic weather station (12 units) is installed at the entrance of the ice track to collect real-time data on key meteorological parameters such as daily average temperature, instantaneous temperature, wind speed and direction, snowfall, and visibility. Data collection is conducted every 10 minutes and simultaneously connected to the ice track's intelligent management platform. Data storage is maintained for at least 6 months. Dedicated personnel record the weather station data daily, combining it with short- and medium-term weather forecasts issued by the local meteorological department to plot temperature change curves and establish a correlation log between temperature and ice mechanical properties. Special attention is paid to tracking early warnings for extreme weather events such as continuous warming, extreme low temperatures, and severe blizzards.

[0041] (2) Meteorological analysis and graded early warning Based on real-time monitoring data and weather forecasts, a special analysis of the impact of meteorological conditions on ice track stability is conducted, and a three-level meteorological early warning and control system is implemented, which is linked with the ice stability early warning system. ① General weather warning: If the daily average temperature is forecast to rise above -10℃ or the temperature rise is ≥3℃ for two consecutive days, the monitoring frequency of ice thickness and ice cracks will be increased to once every 4 hours. Drivers are reminded to slow down and prepare for ice road insulation and protection. ② Severe weather warning: If the forecast daily maximum temperature is close to 0℃ or rises for 3 consecutive days or more, or there is a strong wind of level 6 or above or a blizzard, immediately restrict the passage of heavy-duty vehicles, increase monitoring frequency to once every 2 hours, and make preparations for closing ice roads and evacuating personnel and equipment. ③ Severe weather warning: If the forecast indicates a daily maximum temperature of ≥0℃, a single-day temperature rise of ≥8℃, or visibility of less than 50m, the ice road shall be closed immediately, all vehicle traffic shall be prohibited, and on-site personnel and equipment shall be evacuated to a safe area; after the extreme weather, traffic may only resume after the entire line has passed inspection and acceptance.

[0042] The monitoring of the subglacial hydrological environment and ice displacement: (1) Monitoring of subglacial water level and hydrological parameters One automatic water level monitoring station is set up every 200m along the ice channel. Submersible water level gauges are used to monitor the water level, water temperature, and flow velocity parameters under the ice in real time. The data collection frequency is set to once every 30 minutes, and the data is simultaneously connected to the control platform. The monitoring data is manually reviewed once a day. The height difference between the water surface and the bottom of the ice layer is measured by drilling holes in the ice layer to check for the risk of ice breakage and warping. When the water level fluctuation exceeds 0.5m in a single day or the water temperature under the ice layer continues to rise above 0℃, the monitoring is immediately intensified, and data is collected once every 10 minutes. At the same time, the ice thickness and ice stability of the entire line are checked, the impact of water level fluctuations on the ice bearing capacity is analyzed, and traffic control measures are adjusted in a timely manner.

[0043] (2) Monitoring of ice displacement and deformation The GNSS-RTK measurement system was used to monitor ice surface displacement and deformation. One monitoring section was set up every 50m along the ice track. One ice displacement monitoring point was set up on each side edge of the track at each section, and a fixed monitoring target was set up. The monitoring points in the thin ice area, the reinforced section, the slope connection section, the turning point and other risk points were increased to one section every 10m.

[0044] ① Before the ice track is officially put into operation, the initial coordinates of each monitoring point will be collected as the baseline value; ② During normal operation, the displacement of the entire line shall be measured once a day. During heavy-load transportation operations, key points shall be remeasured once every 4 hours. When the cumulative displacement in a single day exceeds 5mm, the frequency shall be increased to once every 1 hour. ③ Focus on monitoring the horizontal displacement and vertical settlement deformation of the ice body. When the cumulative vertical settlement in a single day is greater than 10 mm or the horizontal displacement is greater than 15 mm, immediately trigger a level II warning, close the corresponding section, and carry out a special investigation on the stability of the ice body.

[0045] The ice layer parameters are monitored throughout the entire cycle: (1) Ice thickness monitoring ① Ice thickness monitoring is carried out using a dual verification method of "non-destructive testing with an ice thickness detector + actual measurement by drilling sampling," strictly adhering to the following frequency and location requirements: ② After the ice track is completed and accepted but before it is officially put into operation, conduct full-coverage ice thickness testing along the entire line. Set up one monitoring section every 50m along the line, and set up 3 ice thickness monitoring points 10 (center line of the lane and wheel track on both sides) at each section. Establish an initial ice thickness ledger for the entire line and divide the ice thickness into areas that meet the standards, weak areas, and key control areas. ③ During normal operation, ice thickness is checked once a week along the entire line. During heavy-load transportation operations, key points (weak areas, reinforced sections, wheel tracks) are re-inspected every 4 hours. During warming periods and after severe weather, the frequency is increased to once every 2 hours. ④ After each test, update the ice thickness logbook across the entire line simultaneously, calculate the ice thickness attenuation rate by comparing it with the initial value, and immediately trigger an early warning when the ice thickness attenuates by more than 10% compared with the design value, and implement corresponding handling measures in accordance with the requirements of the three-level early warning control.

[0046] (2) Monitoring of ice cracks and integrity ① A combination of "drone aerial inspection and manual foot patrol" is used to monitor ice cracks: ② Conduct a full-line aerial inspection once a day using aerial survey drones, with a resolution of no less than 5cm / pixel, to identify potential hazards such as ice surface cracks, melt pools, and drainage ditches, draw up a crack distribution log, and record the location, length, width, and extension trend of the cracks; ③ Arrange dedicated personnel to conduct a full-line manual foot inspection every day, focusing on verifying the hidden danger points identified by drones, marking cracks with red paint, measuring the width and length of cracks with a steel ruler, and distinguishing between surface micro-cracks and through cracks. ④ When a single crack is detected to be longer than 5m and wider than 2mm and shows a tendency to expand, a level II warning is immediately triggered, the hazard section is closed, and measures such as geotextile covering, steel plate laying, and ice layer reinforcement are taken to deal with it; when a through crack, melting pool, or ditch hazard occurs, a level III warning is immediately triggered, the ice road is closed, and all traffic is prohibited.

[0047] (3) Monitoring of ice layer freeze-thaw rate Ice freeze-thaw rate monitoring is conducted twice daily, at 8:00 AM and 8:00 PM. The thickness of the surface loose thawed layer and the thickness of the bottom water-eroded layer are measured using borehole drilling to determine the effective bearing capacity of the ice layer. After removing ineffective layers, the ice's bearing capacity is re-verified. If the daily erosion thickness exceeds 2 cm or the effective ice thickness is lower than the minimum design value for the corresponding operating conditions, passage is immediately restricted, and reinforcement measures are implemented or the ice passage is closed.

[0048] Real-time monitoring and control of the load parameters: (1) Intelligent monitoring of vehicle parameters A smart weighing and speed limit detection access control system (14) is installed at the entrance of the ice track, equipped with high-definition license plate recognition, axle load dynamic weighing, and radar speed measurement equipment. This system monitors the total load, axle load, and speed of vehicles entering the ice track in real time, and the data is transmitted to the management platform. Strictly enforced graded load control requirements are implemented. For ice tracks designed to a 50t standard, vehicles exceeding 50t in total weight or 25t in single axle load are strictly prohibited from entering. The speed limit is 10km / h under normal operating conditions and 8km / h under temperature rise warning conditions. Overloaded or speeding vehicles are strictly prohibited from entering the ice track; the system automatically triggers an audible and visual alarm, and the access control system will refuse entry.

[0049] (2) Full-process control of vehicle operation All heavy-duty vehicles entering the ice track must be equipped with a Beidou + GPS dual-mode vehicle-mounted intelligent terminal to monitor the vehicle's trajectory, location, speed, and dwell time in real time. The data is transmitted back to the control platform every 5 seconds to achieve visualized control of the entire vehicle operation process.

[0050] ① Strictly implement the "one lane, one vehicle, one-way traffic" system. Each lane is only allowed to travel in one direction. At the same time, the number of vehicles traveling in a single lane shall not exceed 2, and the minimum safe distance between vehicles traveling in the same direction shall be ≥50m. ② The platform monitors the vehicle's driving status in real time. When violations such as crossing the line, speeding, illegal parking, or driving against the flow of traffic occur, it immediately sends a warning message to the driver and on-site management personnel to stop the violations in time and eliminate safety hazards.

[0051] (3) Control of total ice surface load Establish a dynamic ledger of total ice surface load, and count the number of vehicles and total load on the ice surface in real time to ensure that the uniformly distributed load on the ice surface does not exceed the design limit; it is strictly forbidden for multiple vehicles to park in the same section of the ice track, and vehicles are strictly prohibited from staying in non-designated areas for a long time. Emergency shelter areas are only allowed to allow temporarily parked vehicles with malfunctions, and the stay time shall not exceed 30 minutes.

[0052] The aforementioned digital intelligent platform enables closed-loop management: It is equipped with a customized digital intelligent management platform for ice tracks. All monitoring data is accessed in real time, achieving closed-loop management of the entire process from "data collection - intelligent analysis - automatic early warning - coordinated response - verification and cancellation". Key operational points are as follows: ① The platform displays real-time monitoring data, vehicle operation status, and early warning information for the entire line. It uses electronic maps to visually mark the locations of potential hazards, monitoring sections, and emergency facilities, achieving "one map" control of the ice track operation status. ② The platform has a built-in three-level early warning threshold model. The level of early warning threshold is accurately set, and the real-time monitoring data is compared and analyzed in a comprehensive manner according to the working conditions. When the monitoring data reaches the early warning threshold, the corresponding level of early warning is automatically triggered and pushed to the project leader, on-site management personnel and drivers through SMS, platform pop-up window, sound and light alarm and other means, clearly specifying the early warning location, triggering conditions and handling requirements. ③ Establish an early warning and response log, and record the responsible person, response measures, response results, and review status for each early warning message throughout the entire process. Once the response is completed and the review is passed, the message is closed to ensure closed-loop management of risk response and that the risk response time does not exceed 30 minutes. ④ Generate a daily ice track operation and control report, summarizing the day's monitoring data, vehicle traffic conditions, early warning and response status, meteorological and hydrological information, analyzing the ice track stability change trend, optimizing the control measures for the next day, and achieving refined control of the entire ice track operation cycle.

[0053] S4 full-cycle safety and environmental protection control includes full-process safety management and full-process environmental protection management, which runs through the entire life cycle of ice track construction, operation and dismantling. It strictly follows the core goal of "zero safety accidents and zero ecological disturbance", implements the requirements of a phased, full-process and quantitative safety and environmental protection collaborative management system, and integrates safety management and environmental protection requirements into the entire process of construction and operation management of each process, so as to achieve the coordinated unity of engineering construction safety and ecological protection.

[0054] Safety and environmental management during the ice track construction period: The core control objectives during the construction period are to prevent safety risks such as ice collapse, frostbite, machinery overturning, and falls into water, while simultaneously controlling environmental risks such as river pollution, shoreline vegetation damage, and disturbance of aquatic habitats. The following control measures will be strictly implemented: (1) Safety and environmental protection acceptance inspections before operation Before ice track construction, a special calculation and on-site verification of the ice bearing capacity of the work area must be completed. Personnel and equipment can only enter the site if the effective thickness of the natural ice layer is ≥0.35m. Simultaneously, the environmental boundary of the construction area must be marked, using reflective markers to define the construction scope. The boundary control accuracy must be ±50cm. Working outside the designated area is strictly prohibited, and ecologically sensitive areas such as fish spawning grounds, overwintering grounds, and drinking water source protection areas must be avoided. Before work begins, a comprehensive safety and environmental protection technical briefing must be conducted for all personnel, with complete signatures on the briefing record. Workers can only start work after passing an assessment. Complete safety protection facilities and environmental control materials must be provided. 100% of personnel working near water must be equipped with life jackets, safety ropes, and anti-slip and cold-weather gear. The construction area must be equipped with impermeable membranes, oil collection devices, and solid waste collection bins. Construction is strictly prohibited if the inspection fails to meet the requirements.

[0055] (2) Refined safety management throughout the entire construction process ① Strictly implement standardized operating procedures. Each process, including layered pouring, snow embankment construction, grid binding, and drilling inspection, must be supervised by a dedicated safety officer. Single-person operation on ice is strictly prohibited. Workers must wear life jackets and anti-slip and cold-proof equipment. When working near water, safety ropes must be attached. Anti-slip mats must be placed on the work surface. Running and playing on the ice is strictly prohibited. ② Machinery operating on ice must undergo low-temperature resistance testing, be replaced with low-temperature resistant oil, and have anti-skid chains installed on the tires; machinery operation must be directed by a designated person, with a speed limit of 5km / h, and sudden braking and sharp turns are strictly prohibited. The distance between the machinery and the edge of the ice surface must be ≥3m, and the safe distance between multiple machines operating must be ≥20m. ③ Monitor the ice condition throughout the construction period and conduct an ice surface inspection every 2 hours. If any abnormalities such as ice cracks, unusual noises, or ice subsidence occur, work must be stopped immediately, and personnel and equipment must be evacuated to a safe area in an orderly manner. Construction can only resume after the hazard investigation and handling are completed and the inspection is passed. ④ Strictly implement low-temperature prevention and control measures, set up emergency heating points on site, limit continuous work time on ice to no more than 2 hours, rotate workers, and strictly prohibit fatigue work; equip with frostbite first aid medicines and emergency rescue equipment to prevent the risk of frostbite from low temperatures; ⑤ Temporary construction power supply shall strictly implement the "three-level power distribution and two-level protection" system, use cold-resistant and waterproof cables, and equip power tools with leakage protection devices with leakage current ≤30mA and action time ≤0.1s. Unauthorized wiring and connection are strictly prohibited to prevent the risk of electric shock.

[0056] (3) Closed-loop environmental protection management throughout the entire construction process ① Water pollution prevention and control: All construction wastewater and domestic sewage are collected in closed storage tanks, transferred to sewage treatment plants for treatment to meet standards before being discharged. It is strictly forbidden to discharge any sewage or discard any materials into the river. All construction machinery is equipped with oil spill prevention trays and is equipped with emergency oil spill collection materials. In the event of an oil spill, seepage prevention, collection and disposal measures will be taken immediately. It is strictly forbidden for oil to enter the river water. ② Solid waste management: All solid waste generated during construction, such as sawdust, wire ends, geomembrane scraps, and domestic waste, shall be placed in special collection bins to ensure daily collection and disposal. 100% of the waste shall be recycled and disposed of on land. Recyclable materials shall be reused. It is strictly forbidden to dump any waste into the river. ③ Low-disturbance construction control: Using the natural ice body of the river as the main channel, large-scale earthwork excavation and filling operations are strictly prohibited; snow embankment construction adopts on-site piling of snow on the ice, without dumping snow into the river, to minimize the disturbance to the riverbed topography and river hydrology; strictly control the operating range of construction machinery, and strictly prohibit crushing or damaging the vegetation on both sides of the river to protect the habitat of aquatic organisms; ④ Noise and dust control: Select low-noise construction equipment, arrange work time reasonably, avoid high-noise operations from 22:00 to 6:00 the next day, and reduce the impact on the habitat of surrounding wild animals; snow removal adopts wet operation, strictly control dust pollution, and strictly prohibit the burning of all kinds of waste on the ice surface.

[0057] The standardized safety management and control during the ice track operation period: ① Improve the safety signage system along the entire route. Reflective marker posts are installed every 50 meters along the icy path to mark lane boundaries. Warning signs indicating load limits, speed limits, no overtaking, and emergency telephone numbers are installed at entrances. Warning lights and directional signs are installed at turns, thin ice areas, and slope connection sections. Highly visible reflective signs are installed in emergency shelter areas and rescue material storage points. The signage system complies with the requirements of GB5768-2009 standard and has a 100% integrity rate. ② Strictly enforce the regulations for ice track traffic management, implement the "one vehicle per track, one-way traffic" system, and strictly prohibit overloading, speeding, overtaking, sudden braking, and sharp turns. Parking in non-designated areas of the ice track is strictly prohibited, and social vehicles and unauthorized personnel are strictly prohibited from entering the ice track. Vehicles entering the ice track must be equipped with anti-skid chains and emergency supplies such as triangular blocks, anti-skid sand, and emergency tow ropes. Drivers must pass the special ice driving training and assessment before they can work. ③ Establish a 24-hour emergency duty system, set up duty posts at the beginning and end of the ice track, equip them with full-time safety management personnel and emergency rescue teams, and conduct patrols and inspections every 2 hours along the entire line, focusing on checking the condition of the ice surface, the integrity of the signage system, and the vehicle traffic conditions, promptly stopping illegal passage and investigating and dealing with safety hazards; ④ Safety protection and control along the ice track: Safety ropes and reflective warning tapes are installed along both sides of the ice track to prevent personnel and vehicles from approaching the edge of the ice track; anti-slip ramps and guardrails are installed at the connection between the ice track and the shore slope, and safety protection facilities are installed on the access road to the island to prevent the risk of personnel and vehicles falling; all personnel working on the ice must wear life jackets at all times and are strictly prohibited from approaching the edge of the ice or cracked areas without protective measures.

[0058] The aforementioned routine environmental protection management during the operation period: ① Environmental Management of Material Transportation: All materials such as sand, gravel, and boulders transported on the ice road must be transported in enclosed vehicles with tarpaulins covering the cargo compartments to prevent materials from scattering along the route; daily environmental inspections of the entire line are conducted by designated personnel to promptly clean up scattered materials and domestic waste, ensuring daily production and disposal, and achieving a 100% solid waste recycling rate; ② Vehicle environmental management: Vehicles entering the ice road must undergo environmental testing and meet exhaust emission standards. Vehicles leaking oil are strictly prohibited from entering the ice road. Emergency anti-seepage material storage points are set up every 200m along the ice road, equipped with emergency supplies such as oil-absorbing mats, anti-seepage membranes, and collection buckets. In the event of a vehicle oil leak, the vehicle must be stopped immediately, and anti-seepage, collection, and disposal measures must be taken to prevent oil pollution from entering the river water. ③ Ecological and environmental protection management: Strictly control the working time and construction intensity during the operation of the ice track to avoid high-noise operations at night affecting the habitat of surrounding aquatic organisms; it is strictly forbidden to discard any materials or discharge sewage on the ice surface or in the river channel, and it is strictly forbidden to damage the vegetation and wetland ecosystem on both sides of the river channel; in the vicinity of ecologically sensitive areas such as fish overwintering sites, set up no-honking and speed limit signs, and strictly control construction disturbances.

[0059] The aforementioned emergency response and collaborative management: Establish standardized emergency response procedures for emergencies such as vehicle breakdowns, people falling into water, ice collapses, and oil leaks. Conduct at least one joint safety and environmental protection emergency drill per month to ensure that emergency response personnel are proficient in the procedures. Ensure that sufficient emergency rescue and environmental protection emergency supplies are available on site, and that the emergency response time does not exceed 15 minutes. When handling emergencies, implement safety rescue and environmental protection control measures simultaneously to avoid secondary environmental pollution accidents.

[0060] Safety and environmental management during the demolition period: Special preparations are required. When the daily maximum temperature is consistently above 0℃, the ice surface melts, and the ice thickness decreases by more than 30%, the ice path will be immediately closed, warning signs will be posted, and personnel and equipment will be strictly prohibited from entering. Dismantling operations will commence in advance, and dismantling work will be strictly prohibited when the ice surface's bearing capacity is insufficient during the melting period. Before dismantling operations, a specific dismantling plan and emergency response plan will be prepared, and all personnel will receive safety and environmental protection technical briefings, clarifying the dismantling sequence, work scope, safety protection measures, and environmental disposal requirements. A specific calculation of the ice bearing capacity in the work area will be conducted. Dismantling operations will only be carried out in areas where the effective ice thickness meets the requirements for personnel and small equipment operations. In areas where the requirements are not met, long-arm equipment will be used for operations on the bank slope. Personnel and heavy equipment are strictly prohibited from entering the ice surface during the melting period. Before dismantling, the quantity of materials along the entire ice path will be inventoried, a material recovery ledger will be established, and sufficient personnel, equipment, and solid waste collection and transfer facilities will be provided to ensure the complete recovery of dismantled materials.

[0061] Safety management throughout the entire demolition operation process ① The demolition work shall be carried out in an orderly manner in strict accordance with the following order: non-load-bearing first, load-bearing first, equipment first, facilities first, from the bank slope to the center of the river, and from downstream to upstream. First, remove the safety signs and anti-slip mat sand and gravel, then remove the pine pole reinforcement layer, snow embankment and impermeable membrane, and finally carry out ice surface clearing. Reverse operation and disorderly demolition are strictly prohibited. ② All workers must wear life jackets and non-slip shoes at all times. When working near water, they must be secured with safety ropes. Working alone is strictly prohibited. A dedicated safety officer must be stationed at the work site to monitor the work throughout the entire process. The condition of the ice must be monitored in real time. If any abnormalities such as ice cracking, melting, or unusual noises occur, work must be stopped immediately, and personnel and equipment must be evacuated to a safe area. ③ The demolition work shall be carried out mainly by small manual equipment, and heavy machinery shall be strictly prohibited from entering the ice surface during the ice melting period; if machinery must be used, it shall be carried out in the stable area of ​​the bank slope, and long-arm equipment shall be used for remote operation. The distance between the machinery and the edge of the ice surface shall be ≥5m, and a dedicated person shall be in charge of the operation. Overloading and operation beyond the scope of the machinery shall be strictly prohibited. ④ During the demolition operation, ice conditions and weather conditions shall be monitored daily. If the weather forecast indicates rising temperature or rainfall, the demolition operation shall be stopped immediately and all personnel and equipment shall be evacuated to a safe area. Demolition operations are strictly prohibited at night or in severe weather with visibility of less than 50m.

[0062] The demolition operation is subject to closed-loop environmental protection management. ① Full recycling and control of demolition materials: The demolition operation strictly adheres to the principle of full recycling and zero residue. All materials, such as ice anti-slip mats, pine poles, wires, impermeable membranes, and reflective signs, are 100% cleaned up and brought ashore, and stored separately as recyclable and non-recyclable. Recyclable materials are transferred to warehouses for recycling, while non-recyclable waste is transferred to compliant waste disposal sites. It is strictly forbidden to discard any materials into the river or leave them on the ice. ② River flood control and ecological protection management: During the demolition process, it is strictly forbidden to dump any materials into the river channel, and it is strictly forbidden to damage the riverbank, vegetation and wetland ecosystem; after the demolition is completed, a combination of manual cleaning and drone aerial inspection will be used to carry out a full-coverage inspection of the entire river channel to ensure that there are no flood control obstacles and no solid waste left behind, and at the same time restore the original appearance of the riverbank and vegetation cover; ③ Demolition Acceptance and Control: After the demolition work is completed, the construction, supervision and environmental protection departments will be organized to carry out a special joint safety and environmental protection acceptance inspection. The focus will be on verifying that there are no materials left in the river channel, the original ecological appearance of the shoreline has been restored and there are no obstacles to flood control. Only after the acceptance is qualified can all demolition control work be completed to ensure that the disturbance of the river ecological environment caused by the construction project is minimized.

[0063] This invention is widely applicable to frigid regions, specifically river basins with extreme minimum winter temperatures ≤ -20℃ and stable ice-covered periods of ≥ 3 months. It comprehensively covers the entire process of winter construction for various water-related projects, including inland waterway improvement, water conservancy hub construction, dike reinforcement, bank protection engineering, and river ecological restoration. It addresses the design, construction, dynamic monitoring during operation, daily maintenance, and environmentally friendly dismantling during the ice-melting period for 50t-class heavy-duty transport ice channels and ice channels crossing cleared ditches, meeting the demands of routine heavy-duty vehicle transportation. Verified through engineering practice, this invention is technically mature and reliable, providing standardized and replicable technical support for similar temporary ice passage projects in frigid regions.

Claims

1. A construction method for the construction and operation monitoring of ice wading roads in cold regions, characterized in that, This includes ice track surveying and site selection, ice track construction and acceptance, full-cycle monitoring and management, and full-cycle safety and environmental protection control. S1 ice passage survey and site selection, including underwater topographic survey, ice passage location selection, ice layer condition survey, and road route planning; S2 ice track construction and acceptance, including ice surface pretreatment, ice layer reinforcement, graded dynamic load test and quality inspection and acceptance; Ice surface pretreatment ensures uniform pouring and no leakage; ice layer reinforcement is carried out: a composite ice layer structure is adopted. After the bottom layer of ice (≥50cm) is poured and cured, the pine pole grid skeleton is arranged at a position slightly below the neutral axis of the composite ice body. The pine pole grid is laid and tied, and the upper layer of ice (≥50cm) is poured and cured. After the ice track construction is completed, a four-level static and dynamic load bearing capacity test will be carried out. The passing standard is that after a 50t fully loaded vehicle passes through, the cumulative deformation of the ice surface is ≤3mm, with no new cracks or abnormal noises. After the test is passed, acceptance will be organized. S3 Full-Cycle Monitoring and Control: Includes full-cycle dynamic monitoring data collection of ice conditions, full-process vehicle operation control data collection and control platform. The full-cycle ice condition dynamic monitoring data acquisition multi-source terminal collects meteorological parameters, subglacial hydrological environment, ice layer parameters, and load parameters in real time, and integrates all real-time monitoring data into the ice channel digital management and control platform. All heavy-duty vehicles entering the ice track must be equipped with a Beidou + GPS dual-mode vehicle-mounted intelligent terminal to monitor the vehicle's trajectory, location, speed, and dwell time in real time. The data is then transmitted back to the ice track's intelligent management and control platform. This platform is used for centralized data display, intelligent analysis, automatic early warning, coordinated management, and verification and cancellation. S4 full-cycle safety and environmental protection control includes full-process safety management and full-process environmental protection management, which is integrated into the construction, operation and demolition phases.

2. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, The S1 ice passage survey and site selection (1) Underwater topographic survey: Before the ice-covering period, a full-coverage underwater topographic and water depth measurement was carried out on the pre-selected ice passage route. The measurement network was set up at 5m×5m in the conventional area, and the density was increased to 1m×1m in the ice passage area, shoals and sections of abrupt topographic changes. The plane positioning error was controlled to be ≤5cm and the water depth error to be ≤10cm. The riverbed topography and water depth contour map was accurately drawn to determine the thalweg, shoals, clearing ditches and the protection range of the dikes, so as to provide a basis for the route site selection. (2) Selection of ice channel location: Based on the calculation of ice body anti-buoyancy stability, ice channels should be selected in gentle areas with water depth ≥2.5m, straight route, shortest transport distance, and riverbed slope ratio ≤3%, as well as shoals, flood channels, abrupt topographic changes and ecologically sensitive areas. (3) Ice layer condition survey: After the ice thickness on the ice surface is greater than 30cm during the ice-sealing period, the drilling method is used to conduct a full-element survey of the ice layer condition in the pre-selected route area. One survey section is set up every 50m along the pre-selected route. The density is increased to one section every 10m in the ice road pre-selection area, thin ice area, and clear ditch edge. Three drilling detection points are set up in each section to mainly detect ice layer thickness, ice layer bearing capacity, ice layer stability and subglacial hydrology. (4) The road route planning mentioned above: Based on the ice thickness, terrain, and heavy-load transportation requirements, a road layout of heavy-load outbound and empty-load return is adopted. The lanes are arranged in a straight line, with a minimum turning radius of ≥30m and a longitudinal slope of ≤3% at the point of connection to the shore. The overall width of the ice road is 60m, with three lanes: a heavy-load lane on the upstream side, located in areas with ice thickness ≥150cm and a lane width ≥8m; an empty-load return lane in the middle, located in areas with ice thickness ≥100cm and a lane width ≥8m; and an emergency lane on the downstream side, located in areas with ice thickness ≥150cm and a lane width ≥8m, with the same design standards as the central heavy-load lane. Standardized passing points are set up every 100m along the ice road, and emergency shelters and rescue material storage points are set up every 200m.

3. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, Construction and acceptance of the S2 ice track (1) Ice surface pretreatment: a pre-processing step before ice layer pouring, which ensures uniform pouring and no leakage by adding snow dike construction and anti-seepage membrane laying; (2) The ice layer reinforcement: a composite ice layer structure is adopted. After the bottom layer of ice (≥50cm) is poured and cured, the pine pole grid skeleton is arranged at the position slightly below the neutral axis of the composite ice body. The pine pole grid is laid and tied, and the upper layer of ice (≥50cm) is poured and cured. (3) The graded static and dynamic load test: After the ice road construction is completed, a four-level graded static and dynamic load bearing capacity test is carried out. The deformation and crack development of the ice surface are monitored throughout the process. The qualified standard is that the cumulative deformation of the ice surface after a 50t fully loaded vehicle passes through is ≤3mm, and there are no new cracks or abnormal noises. The test graded parameters and qualified standards are shown in Table 5.2-1. (4) Quality inspection and acceptance: After the test is qualified, the construction, supervision, construction and design units shall be organized to carry out special completion acceptance. The acceptance content includes three categories: material acceptance, physical quality acceptance and document acceptance. The pass rate of all main control items is 100%, and the pass rate of general items is ≥95%. Only after the completion acceptance documents are signed can the project be officially put into operation.

4. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, The construction and acceptance of the S2 ice track, and the core parameters of the 150t graded load test:

5. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, During the construction and acceptance of the S2 ice track, the quality inspection and acceptance process includes: material acceptance, verification of quality certificates and test reports for materials such as pine poles, wire, and geomembrane; physical quality acceptance, measurement of ice track width, ice layer thickness, and pine pole grid spacing, inspection for hollow areas, delamination, and cracks in the ice layer, and verification of the integrity of the snow embankment and geomembrane, as well as the completeness of the safety protection and signage system; and document acceptance, verification of the completeness and traceability of documents such as construction plans, technical briefing records, process quality inspection forms, testing records, and safety monitoring records.

6. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, The S3 full-cycle monitoring and control: The full-cycle dynamic monitoring of ice conditions includes the quantitative deployment of the monitoring system and the monitoring of all elements. The monitoring system is quantitatively deployed based on the length of the ice track, ice stability zoning, and distribution of risk points, including cross-sectional deployment, point deployment, and mobile monitoring. (1) Cross-section layout: One regular monitoring cross-section is set up every 50m along the ice track. Risk points such as thin ice areas, ice track reinforcement sections, bank slope connection sections, and bends are densified to one cross-section every 10m. (2) Monitoring point layout: Three ice thickness monitoring points are set up at each monitoring section, located at the center line of the lane and the wheel track on both sides respectively; two ice surface displacement monitoring points are set up at the edges of both sides of the lane; one automatic ice water level monitoring station is set up every 200m along the entire line; and one set of meteorological and environmental monitoring equipment is set up along the entire line to collect meteorological parameters such as temperature, wind speed, and snowfall in real time. (3) Mobile monitoring: Aerial survey drones are used to conduct daily aerial inspections of the entire line to identify potential hazards such as ice cracks, melt pools, and drainage ditches; A vehicle-mounted ice thickness detector is used to monitor changes in ice thickness along the route in real time as vehicles pass by, in order to supplement blind spots of fixed monitoring points; The comprehensive monitoring includes meteorological parameters, subglacial hydrological environment, ice layer parameters, and load parameters; (1) Meteorological parameter monitoring: Meteorological parameters such as temperature, wind speed, wind direction, and snowfall are collected in real time through meteorological stations and the data is updated every 10 minutes; the correlation between temperature and the mechanical properties of ice is established to predict the impact of extreme weather such as warming, strong winds, and blizzards on the stability of ice tracks in advance and issue meteorological warnings in advance; (2) Subglacial hydrological environment monitoring: Real-time monitoring of subglacial water level, flow velocity, and water temperature changes using submersible water level gauges, with data updated every 30 minutes. The focus is on monitoring the risks of ice breakage and warping caused by water level fluctuations, as well as the potential for thinning of the ice layer at the bottom due to water erosion. When the daily water level fluctuation exceeds 0.5m, intensified monitoring is immediately initiated. (3) Ice layer parameter monitoring: The ice layer thickness is measured by a dual verification method of "ice layer thickness detector + borehole sampling". The ice thickness is measured once a week along the entire line. During transportation operations, key points are re-inspected every 4 hours. In severe weather, the frequency is increased to once every 2 hours. RTK is used to measure ice surface displacement and deformation daily. UAVs are used to inspect and identify the development of ice surface cracks. The three core indicators of ice thickness attenuation rate, displacement deformation rate and crack propagation rate are monitored. (4) Load parameter monitoring: Intelligent weighing and speed limit detection access control is set up at the entrance of the ice track to monitor vehicle load and speed in real time; all heavy-duty vehicles are equipped with Beidou vehicle-mounted intelligent terminals to monitor vehicle trajectory, location and driving status in real time.

7. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, The S3 full-cycle monitoring and control: The vehicle operation process control data collection, an intelligent weighing and speed limit detection access control system is set up at the entrance of the ice track, equipped with high-definition license plate recognition, axle load dynamic weighing, and radar speed measurement equipment, to monitor the total load, axle load and driving speed of vehicles entering the ice track in real time, and the data is connected to the control platform in real time.

8. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, The S3 full-cycle monitoring and control system: The control platform has a built-in three-level early warning threshold model. The tiered early warning thresholds are precisely set, real-time monitoring data is compared, and comprehensive analysis is performed based on operating conditions. The built-in three-level meteorological early warning model includes: Level 1 Warning: The daily average temperature is forecast to rise above -10℃ or the temperature rise is ≥3℃ for two consecutive days. The monitoring frequency of ice thickness and ice cracks will be increased to once every 4 hours. Drivers are advised to slow down and take precautions to keep ice roads warm. Level II Warning: If the daily maximum temperature is forecast to be close to 0℃ or rise for 3 consecutive days or more, or if there is a strong wind of level 6 or above or a blizzard, immediately restrict the passage of heavy-duty vehicles, increase monitoring frequency to once every 2 hours, and prepare for the closure of ice roads and the evacuation of personnel and equipment. Level 3 Warning: In extreme weather conditions where the forecast daily maximum temperature is ≥0℃, the daily temperature rise is ≥8℃, or the visibility is less than 50m, the ice road shall be immediately closed, all vehicle traffic shall be prohibited, and on-site personnel and equipment shall be evacuated to a safe area; after the extreme weather, traffic may only resume after the entire line has passed inspection and acceptance.

9. The construction method for building and monitoring ice crossings in cold regions according to claim 1, characterized in that, The S4 full-cycle safety and environmental protection control. The aforementioned full-process security control: During the construction period, the condition of the ice body will be monitored throughout the process. An ice surface inspection will be carried out every 2 hours. If any abnormalities such as ice cracks, unusual noises, or ice subsidence occur, work will be stopped immediately, and personnel and equipment will be evacuated to a safe area in an orderly manner. Construction can only resume after the hazard investigation and handling are completed and the inspection is passed. During operation, dynamic monitoring is conducted throughout the entire cycle to track the ice track's operational status in real time. A three-tiered early warning mechanism is implemented to respond in stages, and traffic control measures are dynamically adjusted to achieve proactive risk prediction and timely handling. A 24-hour emergency duty system is established, with emergency duty points set up at the ice track's starting and ending points and key sections. Dedicated safety management teams and standardized emergency rescue facilities are provided. Standardized procedures for handling emergencies such as vehicle breakdowns, people falling into the water, and ice collapses are developed, and no fewer than one emergency drill is conducted each month to ensure an emergency response time of ≤15 minutes, comprehensively covering all safety risks during operation. During the demolition period, if the daily maximum temperature is consistently above 0℃, the surface of the ice layer becomes brittle, or the ice thickness decreases by more than 30%, the ice passage should be immediately closed, and personnel and equipment should be strictly prohibited from entering. Demolition work should be started in advance, and demolition work should not be carried out when the ice surface is not strong enough during the melting period. The ice condition should be monitored in real time during the demolition process. If any abnormalities such as ice cracking or brittleness occur, the work should be stopped immediately, and personnel and equipment should be evacuated to a safe area to ensure safety throughout the entire demolition process. The entire process of ecological and environmental protection management: During the construction period, the construction scope will be strictly limited, with the construction boundary control accuracy within ±50cm. Priority will be given to laying ice channels in non-ecologically sensitive areas of the river. All construction wastewater and domestic sewage will be collected, treated, and discharged in compliance with standards. It is strictly forbidden to discharge any sewage or discard any materials into the river. All construction machinery will be equipped with oil leak prevention devices to avoid oil leakage and pollution of the river water. The natural ice body of the river will be used as the main channel, eliminating the need for large-scale earthwork filling operations. During operation, dedicated personnel will conduct daily environmental inspections along the entire line, promptly cleaning up scattered materials and domestic waste to ensure daily production and disposal, with a 100% solid waste recycling rate. All vehicles entering the ice track will undergo environmental testing, and emergency anti-seepage material storage points will be set up every 200 meters along the ice track. In the event of an oil leak, anti-seepage, collection, and disposal measures will be taken immediately. High-noise operations at night will be avoided to prevent impact on the habitat of surrounding aquatic organisms. During the dismantling period, all materials on the ice channel were 100% cleaned up and disposed of on the shore. After the dismantling was completed, a combination of manual and drone methods was used to conduct a full-line inspection of the river channel to ensure that there were no obstacles to flood control and no solid waste left behind. At the same time, the original appearance of the riverbank and vegetation cover were restored to avoid long-term impacts on flood control and the ecological environment.

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