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Abstract. In this paper, the method of melting ice with carbon fibre heating wire (CFHW) buried in concrete pavement is presented to avoid the adverse effects of snow-melting chemicals. The melting ice effect, pavement temperature and energy distribution are analysed. It is shown that, with the air temperature of -5℃ and 0.4 m/s wind speed, the time of melting 6.5 mm thick ice on pavement is 8. , respectively. The pavement temperature can be divided into three stages at the depth of 0.5 cm, including temperature rising process, constant temperature process and rapid temperature increase process. The greater the heat flux, the less the time it takes to melt ice, the lower the total energy needed to melt ice. This work is important for choosing how much heat flux to melt ice.

The deterioration of Portland cement pervious concrete (PCPC) subjected to wet-dry cycles in the simulated acid rain solution was investigated; 4% silica fume (SF) and 8% fine aggregate (FAG) were used to replace part of cement and the coarse aggregates (weight by weight), respectively. The wear resistance, the compressive, and flexural strength of PCPC were measured. The results show that after 12 wet-dry cycles in acid rain solution the compressive strength and the flexural strength of control PCPC are decreased by 30.7% and 40.8%. The final compressive strength of PCPC with 4% SF and PCPC with 8% FAG is increased by 6.9% and 30.3%, and the final flexural strength is increased by 25.4% and 72.3%, respectively. The wear loss of PCPC is decreased by 58.8% and 81.9% when 4% SF and 8% FAG is added to PCPC, respectively. The microstructures of PCPC with wet-dry cycles are also discussed.

In this paper, the method of melting snow on airport pavement with carbon fibre grille reinforced composites is presented to avoid the adverse effects of snow-melting chemicals. The strength and resistance of different composites are analysed. The field snow-melting experiments of pavement in which carbon fibre grilles are embedded in different depths are conducted when the snow is heavy. The temperatures along the depth of pavement are analysed at different times. It is shown that, with an input power of 300 W m −2 , the 2.6 cm thick snow can be melted within 4 hours, which is just for melting snow at this condition. The snow-melting of 5 cm embedded depth of carbon fibre grille is better. The findings indicate that the method of melting snow on airport pavement containing the grille made of carbon fibre heating wires and steel bar is feasible in the snowy weather condition.

In the paper, the method of deicing and melting snow by the carbon fiber heating wire (CFHW) embedded in the airport asphalt pavement is proposed to improve the security of airport operation. The field experiment of deicing and melting snow on the airport asphalt pavement is conducted. Deicing and melting snow, asphalt pavement temperature, ice-free area ratio, and snow-free area ratio are analyzed. Electrical power with 350 W/m2 is input to the airport asphalt pavement for deicing and melting snow by the CFHW. In the experiment, 3 mm ice can be melted, and the average infrared ray temperature (IRT) of the airport asphalt pavement surface can achieve an increment of 13.0°C in 2.5 hours when the air temperature is from −7.5°C to −2.2°C. Snow with 3.2 mm precipitation can be melted in 2 hours when the air temperature is from −4.8°C to −3.5°C, and the asphalt pavement temperature can achieve an increment of 5.9°C at the depth of 0.5 cm. The results show that the method of deicing and melting snow on the airport asphalt pavement by the CFHW is practicable in the cold zone.