This experimental study examines the influence of different sources and lengths of carbon fiber (CF) on the volumetric properties, volume resistivity, and heat-generation efficiency of electrically conductive asphalt concrete (ECAC). This type of concrete has applications to pavement anti-icing and deicing in critical areas such as airfields where having surfaces free of ice and snow is of paramount importance. This study revealed that increasing CF length decreased the ECAC air void, voids in the mineral aggregate, and increased voids filled with asphalt. The source of CF influenced the electrical conductivity and heat-generation capability of ECAC and decreasing the CF length resulted in volume resistivity reduction and enhancement of heat-generation efficiency. The analyses results obtained from volume resistivity and heat-generation characterizations performed on ECAC cylindrical specimens were used for fabricating ECAC slabs. It was demonstrated that ECAC slab can melt a dense layer of ice under harsh winter conditions simulated in the laboratory environment.

This study evaluates the influence of polymer-modification on the induction heating capability of asphalt mastic in a microwave field, and investigates how effectively this approach can be utilized for ice melting and self-healing purposes. To this end, different asphalt mastic mixtures with different polymer-modification and mixing procedures were tested under microwave field exposure for induction heating capability, ice-melting ability, and self-healing capacity. The mixtures were made through warm-mix and hot-mix procedures with four bituminous binders, including virgin (unmodified) asphalt and the same binder modified with three types of polymers. The results showed the effectiveness of microwave induction heating of asphalt mastic for both crack-healing and deicing purposes. The binder type was found to influence the ice melting and crack healing rates, such that using a warm-mix asphalt binder resulted in a more efficient heat generation and conduction than using a virgin asphalt binder. While polymer-modification undermined induction-heating, ice-melting, and self-healing performances, SBS-modified asphalt binders exhibited better performance than the other polymer-modified binders.

Electrically-heated pavements have attracted attention as alternatives to the traditional ice/snow removal practices. Electrically conductive polymer-carbon composite coatings provide promising properties for this application. Based on the concept of joule heating, the conductive composite can be utilized as a resistor that generates heat by electric current and increases the surface temperature to melt the ice and snow on the pavement surface. This research investigates the feasibility of applying an electrically conductive composite coating made with a Polyurethane (PU) binder and micrometer-scale carbon fiber (CMF) filler as the electrical heating materials on the surface of Portland cement concrete (PCC) pavements. PU-CMF composite coatings were prepared using different volume fractions of CMF, applied on the PCC surfaces, and evaluated in terms of volume conductivity, resistive heating ability, durability, and surface friction properties at the proof-of-concept level. A conceptual cost analysis was performed to compare this method with other heated pavement systems with respect to economic viability. Percolative behavior of CMF in PU matrix was captured and most desirable CMF dosage rates in terms of each performance parameter were investigated. Two percolation transition zones were identified for CMF in PU matrix at dosage rate ranges of 0.25-1% and 4-10%. The composites exhibited their most desirable performance and properties at CMF dosage rates greater than 10% and smaller than 15%.

Application of super ice/water-repellent materials on pavement surfaces has increasingly drawn attention as a smart and cost-effective method for ice and snow removal. This study focused on fabricating and evaluating icephobic coatings on asphalt concrete pavements for obtaining ice- and snow-free biomimetic icephobic surfaces. After a statistical design, the layer by layer (LBL) method was used for spray depositing the polytetrafluoroethylene (PTFE) on the asphalt concrete at variable dosages of PTFE and different spray times. The degree of hydrophobicity/icephobicity of the coated asphalt concrete was characterized through measuring the water contact angles. Statistical analysis proved the significance of design variables. In addition, skid resistance measurements on the PTFE coated surfaces were compared with those from uncoated surfaces to evaluate the effect of PTFE coating on pavement slipperiness of asphalt surface. A slight decrease in skid resistance of the PTFE coated surface was negligible in comparison to the drastic reduction in skid resistance caused by presence of ice/snow.

Sustainable super water/ice-repellent pavements are gaining attention as a smart solution for mitigating problems associated with winter pavement maintenance of roadways and airfields. Such smart pavements can facilitate surface drainage and prevent or curb ice formation or snow accumulation. While a conventional method for melting ice and snow is the use of deicing chemicals, such materials can transfer to the surface of nanotechnology-based pavements and influence their water/ice-repellency by changing the chemistry of water or ice. This study focused on characterizing the degree of hydrophobicity of Portland cement concrete (PCC) nano-coated with polytetrafluoroethylene/polyetheretherketone (PTFE/PEEK). A layer-by-layer (LBL) spray deposition technique was used for spraying the binding agent and water-repellent materials. The liquid-repellency was characterized by measuring the static liquid contact angles (LCAs) and calculating the works of adhesion (WA). The liquid types used included distilled water and two types of deicing chemicals prepared by dissolving salts in distilled water. Data analysis results revealed that salt contamination improves the water-repellency of nano-coated surfaces.