## 5 Application of Self-Sensing Materials for
### Deicing and Snow Melting  
Harsh weather conditions during winter pose a significant challenge for the construction and maintenance of transportation infrastructures in cold regions. Neglecting specific measures can lead to numerous problems when constructing concrete pavements during the winter season. The freeze-thaw cycles are one of the primary deteriorating factors for cementitious composites in these cold regions. In winter, the water present in the pores of concrete freezes, leading to expansion and consequently causing cracks in the concrete [246]. The presence of ice and snow on pavement surfaces, especially at airports, reduces safety, leading to serious consequences and accidents. In response, anti-icing and deicing technologies are employed in cold regions to address harsh weather conditions. To melt ice and snow from pavement surfaces and create a suitable environment for constructing new pavement during winter, an anti-icing and deicing system must be established to provide a warm environmental condition [247]. Typically, the removal of ice and snow from pavement surfaces can be achieved through two methods: passive and active de-icing/snow melting techniques [248]. In the passive technique, ice and snow are removed from the pavement surface after formation using various methods, including chemical thawing, mechanical shoveling, and manual cleaning [249]. However, these methods are time-consuming, labor-intensive, costly, and, most importantly, ineffective, causing disruptions in traffic flows and, in some cases, the deterioration of layers and groundwater pollution. For these reasons, active de-icing and snow melting techniques are widely used to prevent the accumulation of ice and snow on pavement surfaces. Various conventional techniques, such as outer heat resources, thermal insulation materials, superhydrophobic materials, and providing warm sheds, have been widely used for active anti-icing systems [250]. However, conventional active anti-icing systems incur additional costs and environmental concerns due to the burning of fossil fuels. To address the disadvantages of conventional active anti-icing and de-icing techniques, a contemporary method named Electromagnetic Induction Heating Technology (EIHT) has been investigated to melt ice and snow from pavement surfaces [251]. To implement EIHT technology, electrically conductive fillers are incorporated into conventional pavement [252]. Introducing electrically conductive fillers into cementitious composites can provide the essential heating feature required for active de-icing and snow melting techniques. Therefore, the heating performance of self-sensing pavement is directly related to its electrical conductivity, which is influenced by the conductive fillers [253]. To achieve this, various conductive fillers, as previously explained, can be employed in the fabrication of self-heating pavement. For instance, the electrically conductive concrete pavement (ECON) was produced by incorporating CFs into conventional concrete pavement, as seen in Figure 24a [254]. The thermal performance of the developed conductive pavement after 1 min and 60 min of connection to an electrical power source is shown in Figure 24b. Figure 24b demonstrates an increasing temperature of ECON over time, indicating its capability to melt ice and snow. According to the thermal conductivity analysis, the optimal ECON pavement contained 0.75-1 wt.%. CF. The developed ECON concrete pavement was then utilized in the construction of an airport pavement [255]. In a separate study, [PERSON] et al. [256] constructed a heating pavement by installing electrically conductive concrete blocks infused with CNTs at specific intervals. The findings presented that the heating pavement developed with CNT doping is effective in melting ice and snow. Similarly, incorporating stainless steel wires (SSWs) into the cementitious composite yielded promising de-icing and snow melting performance [257].