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Citation |
Nuijten ADW, Hoff I, Høyland KV. Transp. Res. Rec. 2018; 2672(12): 220-231. |
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Affiliation |
Department of Civil and Environmental Engineering, Norwegian University of Science and Technology, Trondheim, Norway 2Norwegian University of Science and Technology, Sustainable Arctic Marine and Coastal Technology (SAMCoT), Centre for Research-based Innovation (CRI), Trondheim, Norway Corresponding Author: Address correspondence to Anne D. W. Nuijten: annenuijten@gmail.com |
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Copyright |
(Copyright © 2018, Transportation Research Board, National Research Council, National Academy of Sciences USA, Publisher SAGE Publishing) |
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DOI |
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PMID |
unavailable |
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Abstract |
Heated pavements are used as an alternative to removing snow and ice mechanically and chemically. Usually a heated pavement system is automatically switched on when snowfall starts or when there is a risk of ice formation. Ideally, these systems run based on accurate predictions of surface conditions a couple of hours ahead of time, for which both weather forecasts and reliable surface temperature predictions are needed. The effective thermal conductivity of the snow layer is often described as a function of its density. However the thermal conductivity of a snow layer can vary considerably, not only for snow samples with a different density, but also for snow samples with the same density, but with a variation in the liquid water content. In this paper a physical temperature and surface condition model is described for snow-covered roads. The model is validated for an entire winter season on a heated pavement in Norway. Two different models to describe the thermal conductivity through the snow layer were compared. Language: en |