River-controlled permafrost dynamics are crucial for sediment transport, infrastructure stability, and carbon cycle, yet are not well understood under climate change. Leveraging remotely sensed datasets, in-situ hydrological observations, and physics-based models, we reveal overall warming and widening rivers across the Tibetan Plateau in recent decades, driving accelerated sub-river permafrost thaw. River temperature of a representative (Tuotuohe River) on the central Tibetan Plateau, has increased notably (0.39 degrees C/decade) from 1985 to 2017, facilitating heat transfer into the underlying permafrost via both convection and conduction. Consequently, the permafrost beneath rivers warms faster (0.37 degrees C-0.66 degrees C/decade) and has a similar to 0.5 m thicker active layer than non-inundated permafrost (0.17 degrees C-0.49 degrees C/decade). With increasing river discharge, the inundated area expands laterally along the riverbed (16.4 m/decade), further accelerating permafrost thaw for previously non-inundated bars. Under future warmer and wetter climate, the anticipated intensification of sub-river permafrost degradation will pose risks to riverine infrastructure and amplify permafrost carbon release.

Research in geocryology is currently principally concerned with the effects of climate change on permafrost terrain. The motivations for most of the research are (1) quantification of the anticipated net emissions of CO2 and CH4 from warming and thaw of near-surface permafrost and (2) mitigation of effects on infrastructure of such warming and thaw. Some of the effects, such as increases in ground temperature or active-layer thickness, have been observed for several decades. Landforms that are sensitive to creep deformation are moving more quickly as a result, and Rock Glacier Velocity is now part of the Essential Climate Variable Permafrost of the Global Climate Observing System. Other effects, for example, the occurrence of physical disturbances associated with thawing permafrost, particularly the development of thaw slumps, have noticeably increased since 2010. Still, others, such as erosion of sedimentary permafrost coasts, have accelerated. Geochemical effects in groundwater from trace elements, including contaminants, and those that issue from the release of sediment particles during mass wasting have become evident since 2020. Net release of CO2 and CH4 from thawing permafrost is anticipated within two decades and, worldwide, may reach emissions that are equivalent to a large industrial economy. The most immediate local concerns are for waste disposal pits that were constructed on the premise that permafrost would be an effective and permanent containment medium. This assumption is no longer valid at many contaminated sites. The role of ground ice in conditioning responses to changes in the thermal or hydrological regimes of permafrost has re-emphasized the importance of regional conditions, particularly landscape history, when applying research results to practical problems.

This study assesses the vulnerability of Arctic coastal settlements and infrastructure to coastal erosion, Sea-Level Rise (SLR) and permafrost warming. For the first time, we characterize coastline retreat consistently along permafrost coastal settlements at the regional scale for the Northern Hemisphere. We provide a new method to automatically derive long-term coastline change rates for permafrost coasts. In addition, we identify the total number of coastal settlements and associated infrastructure that could be threatened by marine and terrestrial changes using remote sensing techniques. We extended the Arctic Coastal Infrastructure data set (SACHI) to include road types, airstrips, and artificial water reservoirs. The analysis of coastline, Ground Temperature (GT) and Active Layer Thickness (ALT) changes from 2000 to 2020, in addition with SLR projection, allowed to identify exposed settlements and infrastructure for 2030, 2050, and 2100. We validated the SACHI-v2, GT and ALT data sets through comparisons with in-situ data. 60% of the detected infrastructure is built on low-lying coast (< 10 m a.s.l). The results show that in 2100, 45% of all coastal settlements will be affected by SLR and 21% by coastal erosion. On average, coastal permafrost GT is increasing by 0.8 degrees C per decade, and ALT is increasing by 6 cm per decade. In 2100, GT will become positive at 77% of the built infrastructure area. Our results highlight the circumpolar and international amplitude of the problem and emphasize the need for immediate adaptation measures to current and future environmental changes to counteract a deterioration of living conditions and ensure infrastructure sustainability.

The Peel Plateau, NT, Canada, is an area underlain by warm continuous permafrost where changes in soil moisture, snow conditions, and shrub density have increased ground temperatures next to the Dempster Highway. In this study, ground temperatures, snow, and thaw depth were monitored before and after tall shrub removal (2014). A snow survey after tall shrub removal indicated that snow depth decreased by a third and lowered winter ground temperatures when compared with control tall shrub sites. The response of ground temperatures to shrub removal depended on soil type. The site with organic soils had cooler winter temperatures and no apparent change in summer temperatures following shrub removal. At sites with mineral soil, moderate winter ground cooling insufficiently counteracted increases in summer ground heat flux caused by canopy removal. Given the predominance of mineral soil along the Dempster, these observations suggest tall shrub removal is not a viable short-term permafrost management strategy. Additionally, the perpendicular orientation of the Highway to prevailing winter winds stimulates snow drift formation and predisposes the site to warmer permafrost temperatures, altered hydrology, and tall shrub proliferation. Subsequent research should explore the effectiveness of tall shrub removal at sites with colder winter conditions or different snow accumulation patterns.

Subsurface processes significantly influence surface dynamics in permafrost regions, necessitating utilizing diverse geophysical methods to reliably constrain permafrost characteristics. This research uses multiple geophysical techniques to explore the spatial variability of permafrost in undisturbed tundra and its degradation in disturbed tundra in Utqia & gdot;vik, Alaska. Here, we integrate multiple quantitative techniques, including multichannel analysis of surface waves (MASW), electrical resistivity tomography (ERT), and ground temperature sensing, to study heterogeneity in permafrost's geophysical characteristics. MASW results reveal active layer shear wave velocities (Vs) between 240 and 370 m/s, and permafrost Vs between 450 and 1,700 m/s, typically showing a low-high-low velocity pattern. Additionally, we find an inverse relationship between in situ Vs and ground temperature measurements. The Vs profiles along with electrical resistivity profiles reveal cryostructures such as cryopeg and ice-rich zones in the permafrost layer. The integrated results of MASW and ERT provide valuable information for characterizing permafrost heterogeneity and cryostructure. Corroboration of these geophysical observations with permafrost core samples' stratigraphies and salinity measurements further validates these findings. This combination of geophysical and temperature sensing methods along with permafrost core sampling confirms a robust approach for assessing permafrost's spatial variability in coastal environments. Our results also indicate that civil infrastructure systems such as gravel roads and pile foundations affect permafrost by thickening the active layer, lowering the Vs, and reducing heterogeneity. We show how the resulting Vs profiles can be used to estimate key parameters for designing buildings in permafrost regions and maintaining existing infrastructure in polar regions.

With global warming and its amplified effect on the Tibetan Plateau, the permafrost on the Tibetan Plateau has been significantly degraded, manifested by decreased permafrost thickness, increased active layer thickness, thermokarst, and surface subsidence, causing severe damage to infrastructure. To better understand and assess the future stability of the Qinghai-Tibet Railway, we used a laterally coupled version of the one-dimensional CryoGrid3 land surface model to simulate the thermal regimes of the railway subgrade under current climate conditions. By modeling ground subsidence (i.e., by simulating the melting of excess ice) we provide estimates of future subgrade stability under low (Representative Concentration Pathway 2.6 [RCP2.6]) and high (RCP8.5) climate warming scenarios. Our modeled results reveal satisfactory performance with respect to the comparison of measured and modeled ground thermal regimes. Under current climate conditions, we infer that mostly thaw-stable conditions as maximum thaw depths do not reach the embankment base. The sunny side of the embankment (southeast-facing) reveals being more vulnerable to suffering from thaw settlement or thermal erosion than the shady side (northwest-facing). The extent of future railway failure due to thawing permafrost will depend on the magnitude of the warming. For conditions typical of Beiluhe (situated on continuous permafrost in the central Tibetan Plateau), the railway embankment might largely maintain safe operation until the end of the century under a scenario of climate stabilization. In contrast, under strong warming the railway subgrade is likely to destabilize from the 2030s onwards and embankment subsidence is initiated at mid-century through the melting of excess ice.

The presence of taliks (perennially unfrozen zones in permafrost areas) adversely affects the thermal stability of infrastructure in cold regions, including roads. The role of heat advection on talik development and feedback on permafrost degradation has not been quantified methodically in this context. We incorporate a surface energy balance model into a coupled groundwater flow and energy transport numerical model (SUTRA-ice). The model, calibrated with long-term observations (1997-2018 on the Alaska Highway), is used to investigate and quantify the role of heat advection on talik initiation and development under a road embankment. Over the 25-year simulation period, the new model is driven by reconstructed meteorological data and has a good agreement with near surface soil temperatures. The model successfully reproduces the increasing depth to the permafrost table (mean absolute error <0.2 m), and talik development. The results demonstrate that heat advection provides an additional energy source that expedites the rate of permafrost thaw and roughly doubles the rate of permafrost table deepening, compared to purely conductive thawing. Talik initially formed and grew over time under the combined effect of water flow, snow insulation, road construction and climate warming. Talik formation creates a new thermal state under the road embankment, resulting in acceleration of underlying permafrost degradation, due to the positive feedback of heat accumulation created by trapped unfrozen water. In a changing climate, mobile water flow will play a more important role in permafrost thaw and talik development under road embankments, and is likely to significantly increase maintenance costs and reduce the long-term stability of the infrastructure.

This is an attempt to predict the potential economic impacts on public infrastructure upon degrading permafrost which is losing its bearing capacity. Climate change-related increases in costs (economic losses or damage) are estimated for several climate futures by 2050 separately for 39 municipalities located in the Russian Arctic permafrost domain. The hypothetical changes in mean annual ground temperature are inferred from air and ground temperature trends and monitoring data, with reference to forecasts of the Climate Center of the Russian Meteorological Service (Roshydromet) and climate change scenarios (representative concentration pathways RCP2.6, RCP4.5, and RCP8.5). The calculations were performed for twelve possible cases with different air ground temperature assumptions, with regard to the difference between the ground and air mean annual temperatures. This difference, or temperature shifts, due to radiation, snow, vegetation, and atmospheric precipitation effects, was estimated either by means of calculations proceeding from possible changes of climate variables or by summation of known values reported from different Arctic areas. The economic losses were evaluated as maximum and minimum values at extreme values of permafrost parameters, separately for each case. The buildings and facilities on permafrost were assumed to have pile foundations with friction piles. The permafrost thaw impact was meant as the loss of the soil capacity to bear the support structures for the infrastructure leading to deformation and failure. The impact was considered significant if the change exceeded the safety margin according to the Russian Building Code. The greatest damage is expected to housing stock and buildings and structures of main economic sectors. The monetary value of the residential infrastructure was estimated using a specially compiled inventory database including address, age, and surface area of 23.900 houses in 39 selected Russian Arctic municipalities over a total area of 44.600 km(2). The estimation of fixed assets stemmed from the assumption that their monetary value is proportional to the gross output in the respective economic sector, which, in its turn, correlates with the payroll total corrected for mean industry coefficients for different regions of Russia. The potential damage may reach up to US$ 132 billion (total) and similar to US$ 15 billion for residential infrastructure alone, which generally agrees with other estimates.

Society could sustain the impact of climate change by adapting to the change and mitigating risks from adverse effects of increasing changes, so that it can continue maintaining its prospect and improving wellbeing. Nevertheless, climate change is more or less affecting society's functions at different scales, including both individuals and communities. In this review, we discuss the relationship between society and climate change in China from the aspects of the needs at different socioeconomic developing stages. The relationship as well as the current spatial pattern and future risks of the climate change impacts on societies are summarized. The complexity of social and climatic systems leads to the spatial heterogeneity of climate impacts and risks in China. To more effectively leverage increasing knowledge about the past, we advocate greater cross-disciplinary collaboration between climate adaption, poverty alleviation and Nature-based Solutions (Nbs). That could provide decision makers with more comprehensive train of thoughts for climate policy making.

China has built the world's largest high-speed railway (HSR) network, which has fueled regional economic growth. Mounting photovoltaics (PV) on the roofs of HSR station houses and platforms can potentially provide electricity for high-speed trains, change the energy mix, and reduce emissions. Therefore, it is crucial to assess the technical potential and economic environmental performance of PV for the HSR infrastructure. In this study, the PV potential of 973 stations of 108 HSR lines in China was studied in conjunction with geographic infor-mation system (GIS). The results showed that the PV capacity that can be deployed in China's HSR stations at horizontal and optimum tilt angles was 4.36 GW and 2.81 GW, with a total power generation capacity of 108.55 TWh and 74.88 TWh, respectively, which presented a huge power generation potential. The economic analysis showed that the All-consumption scenario and optimum tilt angle had better economic profits than the All-feed-into-grid scenario and the horizontal angle, respectively. Moreover, the use of PV could reduce carbon emissions by HSR stations by 79,895.73 kilotons and 55,112.53 kilotons at horizontal and optimum tilt angles, respec-tively. The study revealed that the combination of PV and HSR infrastructure was a good strategy for sustainable transportation and carbon neutrality goals.