Air and road surface temperature variations during weather change

Postgård, U; Lindqvist, Sven

doi:10.1017/s1350482701001062

Cited by 9 publications

(11 citation statements)

References 15 publications

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“…At shaded stations the RST changed even more slowly than air temperature. Postgård & Lindqvist (2001) also showed that it took more than six hours for the RST to adjust to the new conditions for their studied case at the beginning of March when the front arrived late during the evening. This effect ought to be greater when the front arrives closer to noon since temperature differences between shaded and sun-exposed stations are larger.…”

Section: Introductionmentioning

confidence: 93%

“…More studies need to be made on the transition between different categories since changes in weather can create the risk of a lag effect at the road surface (Gustavsson & Bogren, 1990;Gustavsson, 1991;Wood & Clark, 1999;Bogren et al, 2000a;Postgård & Lindqvist, 2001). In order to analyse how great this lag effect can be and to consider a worst-case scenario, weather changes from clear to overcast conditions were studied (Postgård & Lindqvist, 2001) since large temperature differences can develop along the road during clear day conditions. It was shown that the changes in RST can be up to 3.5 hours slower than changes in air temperature during the passage of a warm front if the front was preceded by clear weather.…”

Section: Introductionmentioning

confidence: 99%

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Adjustment time for road surface temperature during weather changes

Postgård¹

2001

Meteorological Applications

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The object of this study is to examine the possibility of developing a model that can determine road surface adjustment times to new conditions after weather changes. Situations where the weather changes from clear to overcast conditions are studied in order to produce a worst‐case scenario. One hypothesis tested is that the decrease in road surface temperature (RST) differences between shaded and sun‐exposed stations on clear days can be used to determine the reduction in RST difference on days with weather changes. A relationship that describes the variation in RST difference as a function of time of day and season is developed. For clear days a fourth‐order polynomial can describe the relationship between RST differences and time of day. The coefficient in the polynomial depends on maximal solar elevation. Validation of the model for clear days showed that the deviation between modelled and measured values varied between 0.3 and $0.5\ ^{\circ}\hbox{C}$. It was also possible to use the clear day relationship to predict the decrease in RST differences for situations with weather changes, but during these situations the deviations between modelled and measured values were higher and also tended to show a positive bias. Copyright © 2001 Royal Meteorological Society

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Section: Introductionmentioning

confidence: 93%

Section: Introductionmentioning

confidence: 99%

Adjustment time for road surface temperature during weather changes

Postgård¹

2001

Meteorological Applications

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“…Previous studies have never addressed this particular weather condition, but air and road surface temperatures have been studied separately. Postgård & Lindqvist (2001) list factors affecting adjustment times of air and road surface temperature during frontal passages in this area. Except for previous weather, the time when the front arrives is important.…”

Section: Discussionmentioning

confidence: 99%

“…The preceding weather condition is another factor that could be standardised, for example by using cluster analysis to group variables into similar situations. Both Wood & Clark (1999) and Postgård & Lindqvist (2001) found that precipitation itself affects the road surface temperature by changing the thermal properties of the surface. In the present study, this effect is built-in but it can, of course, affect the distribution of RRI.…”

Section: Discussionmentioning

confidence: 99%

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Regional influence on the occurrence of road slipperiness during winter precipitation events

Eriksson

2001

Meteorological Applications

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There is a severe risk of road icing and slipperiness when rain or sleet falls on a frozen road surface. Traffic can be severely affected, with a higher frequency of road accidents. These conditions usually occur during warm frontal passages when cold weather and low road surface temperatures are replaced by warmer air and precipitation. Two case studies from southern Sweden show the spatial and temporal distribution of rain or sleet on a frozen road surface. The influence of regional‐scale characteristics is demonstrated. Air temperature governs the spatial distribution when temperatures around −10°C precede the event. Weather stations in an open environment experience slippery conditions first. If temperatures are just below zero before the front arrives, road surface temperature becomes the crucial factor. Weather stations in locations screened by forest or road cuts are the first to register this event. The methodology presented in this paper can be used to increase knowledge of the spatial and temporal patterns of road slipperiness in an area. As a result, forecasts and maintenance activities can be improved and there is a better understanding of the relationship between synoptic events and road slipperiness. Copyright © 2001 Royal Meteorological Society

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