Wear 382–383 (2017) 1–7

Contents lists available at ScienceDirect

Wear
journal homepage: www.elsevier.com/locate/wear

Durability of epoxy-bonded TiO2-modified aggregate as a photocatalytic MARK

coating layer for asphalt pavement under vehicle tire polishing
⁎
D. Wanga,d, Z. Lengb, , H. Yub, M. Hübenc, J. Kollmanna, M. Oesera,d
a
Institute of Highway Engineering Aachen, RWTH Aachen, Germany
b
Department of Civil and Environmental Engineering, Hong Kong Polytechnic University, Hong Kong
c
Fraunhofer-Institute for Molecular Biology and Applied Ecology, Germany
d
Sino-European Research Center for Advanced Transportation Infrastructure Technology, Würselen, Germany

A R T I C L E I N F O A B S T R A C T

Keywords: A new approach to construct photocatalytic air-purifying asphalt pavements coated with TiO2 modified
Epoxy-bonded aggregate aggregate was developed and its feasibility and performance were evaluated. Two methods, namely the surface
Photocatalytic asphalt pavement coating and pore filling methods, were adopted to produce the TiO2 modified aggregate. Their photocatalytic
Titanium dioxide (TiO2) efficiency and mechanical performance under vehicle tire polishing, applied by an Aachen Polishing Machine
Wearing resistance
(APM), were investigated and compared. Results indicated that it is feasible to build durable photocatalytic
pavement using the new approach and material spreading process reported in this study. Both TiO2 modification
methods provided the spreading aggregate with excellent and comparable NO degradation rates before
polishing; however, the pore filling method provided better long-term NO degradation efficiency. The spreading
aggregate modified by either method showed excellent long-term skid resistance and surface texture properties
after vehicle tire polishing.

1. Introduction To achieve satisfactory air-purifying performance, TiO2 particles

Roadside air pollution caused by automobile exhausts is a serious
environmental concern, especially in high population-density cities.
Nitrogen oxides (NOX), one of the most hazardous components in
vehicle emission, are harmful to both the atmospheric environment and
human health. Conventionally, various measures such as using cleaner
fuel and installing gas-cleaning equipment in vehicle exhaust systems
have been implemented to counteract this issue by reducing the
emissions from vehicle. Recently, studies have been conducted on
photocatalytic pavements which can assist in the degradation of NOx
into harmless substances [1–3]. The air-purifying function of photo-
catalytic pavements is achieved by incorporating or coating the
pavement with catalysts, in most cases titanium dioxide (TiO2), which
are capable of degrading nitric oxide (NO) and nitrogen dioxide (NO2)
under ultraviolet (UV) irradiation [2–5]. Before being applied in
photocatalytic pavement, TiO2 had been used as a self-cleansing
material in many fields due to its air purifying function [6,7]. Under
UV irradiation, TiO2 generates powerful oxidizing agents, which have
the strong capability of oxidizing NOX to nitric acid (HNO3), which is
the final product of the degradation process. Trace amounts of HNO3
have limited effects on the pavement performance, and can be easily
washed away by rainwater [4,6,7].
should be exposed to UV light and in direct contact with NOX
pollutants. Correspondingly, it is important for the coating materials
of photocatalytic pavements to have sufficient contact area among TiO2
particles, pollutants and sunlight and to have sufficient resistance
against vehicle tire polishing. In addition, it is necessary to ensure that
the incorporation of TiO2 particles does not compromise the original
mechanical performance of pavements, such as skid resistance and
other mechanical properties related to wear due to traffic.
Currently, different methods have been attempted to apply TiO2
particles onto both asphalt and concrete pavements, such as: a) mixing
TiO2 with water solution or asphalt emulsion and then spraying them
onto road surface [3,8], b) Using nano-TiO2 particles as asphalt
modifier [9–11], c) incorporating TiO2 to crumb rubber surface and
then spraying the TiO2-crumb rubber mixture onto pavement surface
during the construction process [12], and d) coating asphalt pavement
surface with asphalt emulsion containing micro pores embedded with
nano-TiO2 particles [13]. However, so far none of abovementioned
methods provide sufficient NOX removal efficiency and durability
allowing for a wider practical application.
In Germany, the process of bonding spreading aggregate to pave-
ment surfaces with epoxy has been used as an effective surface
treatment method to enhance smoothness, improve friction, and reduce

⁎
Corresponding author.

http://dx.doi.org/10.1016/j.wear.2017.04.004
Received 18 October 2016; Received in revised form 31 March 2017; Accepted 3 April 2017
Available online 05 April 2017
0043-1648/ © 2017 Elsevier B.V. All rights reserved.
D. Wang et al.
Fig. 1. Surface treatment of asphalt pavement with epoxy-bound spreading material.
tyre-road noise of pavements (Fig. 1) [14]. Inspired by this treatment
method, this study aims to develop a new method to construct
photocatalytic pavements by incorporating TiO2 particles into the
spreading aggregate. As this form of modification consists of applying
TiO2 modified material onto existing pavement surfaces, it is of upmost
importance to systematically evaluate the durability of spreading
materials in terms of both photocatalytic functionality and mechanical
properties under tire polishing. To achieve this objective, TiO2 modified
aggregates were prepared with two different processes, namely the
surface coating method and the void filling method. The TiO2 modified
aggregates were then bonded onto asphalt pavement surface to provide
the photocatalytic functionality in addition to other functions, such as
skid resistance. Since there is no direct contact between TiO2 and
asphalt in these two methods, the asphalt surface is protected from the
photocatalytic processes. Moreover, high durability of photocatalytic
function is expected, because TiO2 particles in the aggregate may keep
rising even the aggregate particles are polished. To quantify the
durability and polishing resistance of the photocatalytic TiO2 modified
aggregate layer, a unique custom-designed Aachen Polishing Machine
(APM) was applied to simulate the polishing effect of vehicle tires in the
laboratory. Both the NOx removal efficiencies and the skid resistances
of the photocatalytic pavements prepared with the new approach
before and after APM polishing were measured to evaluate and
compare the performances of two methods to modify aggregate with
TiO2.
2. Materials and testing program
2.1. Photocatalyst
The photocatalytic efficiency of TiO2 containing materials is
dependent on various factors, such as TiO2 content, UV irradiation
intensity, and TiO2 type. In this study, an anatase type TiO2, labelled as
VU7, was used, because previous studies have shown that VU7 provided
the highest NO-decomposition rate among various common types of
TiO2 available in Germany [15,16]. Table 1 shows the basic properties
of VU7.
2.2. Test sample preparation
2.2.1. Preparation of TiO2 modified aggregate
In this study, the photocatalytic coating layer was prepared by
spreading TiO2-modified aggregate onto a thin layer of epoxy resin at
asphalt pavement surface. As Fig. 2 shows, two methods were adopted
to prepare the TiO2 modified aggregate, namely the surface coating
method and pore filling method. In the surface coating method, the neat
aggregate is mixed with cement, water and 4 M% TiO2 in a rotating
drum, leading to aggregate coated with TiO2-cement film. In the pore
filling method, a porous aggregate, basalt lava, which has a void
content of approximately 25 vol%, was used. The basal lava aggregate
Table 1
Basic properties of the selected TiO2.
Label Mineralogical type Grain size Surface area pH TiO2 content
(nm) (BET) (m2/g) (M%)
VU7 Anatase 15 90 1.5 99
2
Wear 382–383 (2017) 1–7
was first submerged in a 4 M% TiO2 cement suspension below atmo-
spheric pressure for one hour to allow TiO2 cement to penetrate into the
surface pores of the aggregate. Before complete curing of the cement
mortar, the excessive cement was manually removed from the aggre-
gate surfaces by means of brushes, after which the aggregate was oven
dried at 105 °C to constant mass.
The different methods underwent systematic investigations with
regard to their mechanical strength, polishing resistance and wear/
abrasion resistance, confirming that the modified aggregate complies
with the respective requirements as shown in Table 2. The impact
crushing tests applies a defined crushing energy onto the unbound
aggregate, after which the sample is passed through five sieves with
defined mesh sizes. The percentage value remaining on each mesh is
calculated, and the impact crushing value is calculated as the average
value remaining on each mesh. The impact crushing value should be
below the threshold value of 18. The polished stone value (PSV)
represents the polishing resistance of aggregate and is required to be
higher than 51. The chipping due to freeze-thaw-cycles (FTCs) repre-
sents the resistance of aggregate towards freeze-thaw-cycles. After ten
FTCs, the mass loss is recorded and is required to be below 1 M% (F1).
2.2.2. Coating asphalt pavement with TiO2 modified aggregate
After the TiO2 modified aggregates were prepared, they were
bonded onto asphalt pavement surface with epoxy as a coating layer.
A test section was designed and constructed at the Institute of Highway
Engineering at Aachen, Germany, with a small-scale paver and a rolling
compactor, as shown in Fig. 3. The surface of the asphalt pavement was
first coated with epoxy resin, and then the TiO2-modified aggregate,
2–5 mm in size, was spread and compacted on top of it. The amount of
epoxy was controlled so that it could embed half of the diameter of the
largest TiO2-modified aggregate. Finally, the excessive loose aggregate
was cleaned using a broom after the epoxy resin hardened. The whole
process of coating asphalt pavement with TiO2 modified aggregate is
illustrated in Fig. 4.
2.3. Testing program
2.3.1. NOx degradation efficiency
To measure the NOx degradation efficiency, the custom-designed
testing system as shown in Fig. 5 was used, and the dimensions of the
testing samples were 10 cm×5 cm×1 cm [17]. As aforementioned, the
NOx degradation efficiency of TiO2 is dependent on the test conditions
and might be affected by various factors. For example, one previous
study which used the same type of TiO2, VU7, in paving blocks
investigated the effects of UV intensity, wind speed, and humidity on
the NOx degradation efficiency of the paving blocks [18]. It was found
that the NOx degradation efficiency increases with the increase of UV
intensity and wind speed. In general, higher humidity led to lower NOx
degradation efficiency. But the decrease in NOx degradation efficiency
was not significant when the humidity was lower than 60%, and
became significantly faster when the humidity was above 60%. As a
result, it was recommended to control the humidity for laboratory NOx
degradation efficiency tests within the range of 50% to 60%. To ensure
that the NOx degradation efficiency test results conducted by different
researchers are comparable, ISO 22197-1 has been developed, which
specifies the standard test conditions and procedure, which have been
followed in this study as described in the following paragraphs.
All test samples were first cleaned by a brush with water. Then they
were slowly shaken in ultra-high quality (UHQ) water for 1 h while
being irradiated at an intensity of 700 W/m2. After that, they were
dried at 60 °C for 1 h, and stored in a dehydrator for testing.
A xenon-lamp was used to irradiate the sample placed in the testing
chamber. As Fig. 6 shows, the radiant energy was 304 W/m2 within the
wavelength range relevant to the photocatalysis (300–400 nm). Such
radiation intensity was selected because it is close to the sun radiation
intensity at mid-latitudes. When the test started, a moisturized mixture
D. Wang et al. Wear 382–383 (2017) 1–7

(a) (b)
Fig. 2. TiO2 modified aggregate prepared by means of: (a) coating method; (b) filling method.

Table 2
Mechanical properties of spreading material and requirements.
Requirements Surface coating
method
Impact crushing according to EN 1097-2 11.5
(reference value: SZ18)
Polished stone value (PSV) according to 58
EN 1097-8
(reference value: 51)
Chipping after freeze-thaw-cycling F1
according to EN 1367-1
(Reference value: F1)
of synthetic air and NO was injected into the testing chamber at a rate
of 1 L/min, while the amount of NO regulated at 1 ppm. During the
tests, the relative humidity and the temperature of the chamber were
controlled between 50 and 60% and between 25 and 30 °C, respec-
tively. The NO content in the outflow gas mixture was measured
continuously, based on which the NO degradation efficiency was
determined.
2.3.2. Simulation of vehicle tire polishing
For the spreading materials used in the coating layer, it is important
to ensure their durability in terms of both mechanical properties and
photocatalytic function under vehicle tire polishing. To assess the
durability of the spreading materials, 225 mm-diameter cores were
extracted from the test section described in Section 2.2.2, and then
subjected to the polishing load applied by APM. All core samples were
polished for 300 min, which corresponds to the cumulative loading of
traffic over 8–15 years.
As Fig. 7 shows, APM is an accelerated polishing machine, which
applies shear loading to the test plates with real tires. The test plates are
fixed on a sled which moves horizontally during testing, while the two
polishing tires rotate around the vertical axis at the same time, causing
Pore filling
method
superimposed load to the test plates. 200 kg loads are applied to the
tires with a tire pressure of 0.2 MPa. The movement of the sled and the
17.8 rotations of the tires are designed in a way so that the entire test plate
surface is subjected to equal polishing effect. In addition, quartz powder
55
is applied during the tests as a polishing agent together with water [19].
The test plates were subjected to a polishing period of 300 min in this
F1 study, because the previous studies indicated that after 300 min of
polishing, the test samples would reach equilibrium, and it was found
that 300 min of APM polishing corresponded to the cumulative loading
of traffic over 8–5 years [20,21].
2.3.3. Surface characteristics of aggregate coating layer
In addition to the NO degradation efficiency, the following surface
characteristics were quantified before and after the APM polishing:
1) Skid resistance: the pendulum test (SRT) was conducted in accor-
dance with EN 13036-4 to measure the skid resistance (Fig. 8a);
2) Dynamic skid resistance: the Wehner/Schulze (PWS) test was
conducted 60kmin accordance with EN12697-49 (Fig. 8b);
3) Macro-surface texture/ horizontal drainage capability: the outflow
test was conducted in accordance with EN 13036-3 (Fig. 8c).
3. Result analysis and discussion
3.1. NO degradation efficiency
Fig. 9 presents the decomposing rates of NO for typical samples
prepared by the surface coating and pore filling methods before

Fig. 3. Asphalt mixture paving of test section: (a) test section before asphalt paving; (b) paving of asphalt mixture; (c) compaction of asphalt mixture.

3
D. Wang et al. Wear 382–383 (2017) 1–7

Fig. 4. Application of the epoxy resin and spreading material: (a) application of epoxy resin; (b) application of spreading materials and removal of excess aggregate; (c) final asphalt
pavement surface treated with spreading material.

polishing. As it shows, initially the NO decomposition rate was zero and

it increased sharply after UV irradiation was applied to the test sample.
After around 10 min, an equilibrium state was reached inside the
chamber, with an NO degradation rate of approximately 41.5% for both
samples. It is evident that without tire polishing, both methods were
effective in degrading NO, and the difference in NO degradation
efficiency between the two modification methods is very minor.

3.2. Durability/polishing resistance of photocatalytic properties

The NO decomposition test results of the samples after polishing are

shown in Fig. 10. As expected, regardless of the TiO2 modification
methods, the 300-min APM polishing significantly reduced the NO-
decomposition rates of both samples. For the samples prepared with the
surface coating method and the pore filling methods, the NO decom-
position rates dropped to approximately 10% and 15% respectively Fig. 6. Spectral power distribution of the xenon-lamp light.

after polishing. The reduction is mainly due to the fact that continuous
polishing removed part of the active TiO2-modified mortar at the top
surface of the aggregate. Between the two methods, the pore filling
method exhibited a NO-decomposition rate 50% higher than that of the
surface coating method. The microscopies of the TiO2 modified
aggregates after polishing (Fig. 11 and Fig. 12) clearly show that there
were many residual TiO2 particles embedded in the pores of the
polished basalt lava, which were not affected by the tyre polishing.
These embedded TiO2 particles contribute to the increased durability of
the photocatalytic performance of the TiO2 modified aggregate pre-
pared with the pore filling method.
It is worth noting that 4 M% TiO2 content was used in this study for
all cement mortars. Previous studies conducted by the researchers of
this study have shown that an increased content of the TiO2 to 7 or
10 M% may further increase the NO-decomposition rates, while main-
taining satisfactory mechanical performance of the aggregate [15]. This
study has shown that applying spreading aggregate modified with
cement mortar containing 4 M% TiO2 is capable of reducing the total
NO-emissions from traffic by 10–15% under the most unfavourable
polishing circumstances, which can already make significant contribu-
tion to the roadside air quality improvement and emission control.
3.3. Durability of mechanical properties
In addition to the NO decomposition efficiency, it is important to
ensure the durability of the mechanical performance of the spreading
aggregate.
Skid resistance tests were conducted on the modified spreading
material to ensure that safety in traffic is not compromised after the
polishing process. However, the high abrasiveness of the spreading
material prevented measurements with the SRT as well as the PWS as it
severely wears and even damages the rubber on the measuring devices.
The polishing process removes ragged edges and protrusions and
consequently smoothens the micro texture leading to a decreased skid
resistance.

Fig. 5. Measurement of NO degradation efficiency: (a) Sunset radiation apparatus and Horibo NO analyzer; (b) test specimen (10 cm×5 cm×1 cm).

4
D. Wang et al. Wear 382–383 (2017) 1–7

Fig. 7. Aachen polishing machine (APM).

Fig. 8. Tests to measure surface characteristics of asphalt pavements with epoxy-bonded spreading material: (a) pendulum test; (b) W/S test; (c) outflow test.

50 As Table 3 shows, after the polishing under the most unfavourable

circumstances, the SRT and PWS values of the samples prepared with
40 both modification methods exceed the minimum threshold values
NO-degradation [%]

specified in the regulation of the German Road and Transportation

30 Research Association [22,23], indicating durable and satisfactory skid
resistance of the testing samples. These two tests represent the skid
20 resistances of a testing surface at relatively low vehicle speed (approxi-
Surface Coating Method mately 10 km/h) and high vehicle speed (60 km/h), respectively. The
10 outflow test results show that the outflow times of samples prepared
Pore Filling Method
with both methods are 1 s, which is far below the maximum value of
0 30 s [22], implying sufficient surface texture depth after polishing. In
0 10 20 30 40 50 60 summary, the post-polishing test results indicated that the spreading
Irradiation duration [min] aggregate modified by both the surface coating and pore filling methods
Fig. 9. Reduction of nitric oxide before simulated polishing. have excellent mechanical durability in terms of both skid resistance
and surface texture depth.

50
4. Conclusions
Surface Coating Method

40
Within the scope of this study, a new method to construct photo-
NO-degradation [%]

Pore Filling Method

catalytic air-purifying asphalt pavements coated with TiO2 modified
aggregate was developed and its feasibility and performance were
30
evaluated. Two methods, namely the surface coating and pore filling
methods, were adopted to modify aggregate, and their durability
20
performances in terms of both photocatalytic efficiency and mechanical
performance under vehicle tire polishing were investigated and com-
10
pared. The following points summarize the major findings of this study:

0
0 10 20 30 40 50 60 • It is feasible to build durable photocatalytic pavement with the
Irradiation duration [min] developed method and designed spreading material in this study.

Fig. 10. Reduction of nitric oxide after polishing.

• Both TiO modification methods, i.e., the surface coating method
2
and pore filling method, provided spreading aggregate with ex-

5
D. Wang et al. Wear 382–383 (2017) 1–7

Fig. 11. Polishing effect on TiO2 modified aggregate (surface coating method): before (left) and after (right) polishing.

Fig. 12. Polishing effect on TiO2 modified aggregate (pore filling method): before (left) and after (right) polishing.

Table 3
Results of pendulum test, W/S test, and outflow test after 300-min polishing.
Requirements Surface coating method Pore filling method
Pendulum test (SRT) 65.4 ( ± 0.3) 68.8 ( ± 0.7)
(> 65)
Wehner/schulze (PWS) 0.491 0.493
(> 0.45)
Outflow time 1 1
(< 30 s)
cellent NO degradation rates before polishing (both approximately
40%). However, the pore filling method provided a better NO
degradation efficiency after 300-min APM polishing than the surface
coating method (15% in compassion to 10%).
• Aggregate modified with both methods exhibit excellent long-term
skid resistance and surface texture properties after vehicle tire
polishing.
• Field testing indicated that the method allows for the surface
treatment to be completed within a few hours, enabling early traffic
opening and thereby reducing the limiting influence on traffic flow.
In future study, it is recommended to further optimize the TiO2
composition so as to shift the photocatalytic effect to lower and more
abundant frequencies (as opposed to UV) for an even higher NO
decomposition rate. In addition, the feasibility of using synthetic
aggregate, such as high strength ceramsite and blast furnace slag, as
the spreading aggregate to carry TiO2 cement mortar should also be
investigated due to their high mechanical strength. Finally, life cycle
cost analysis and environmental impact assessment should be con-
ducted to quantify the sustainability of the method developed in this
study.
Acknowledgement
The work underlying this project was carried out under FE 09.0146/
2010/HRB on behalf of the Federal Ministry of Transport and Digital
Infrastructure in Germany, represented by the Federal Highway
Research Institute. The funding support of the Germany/Hong Kong
Joint Research Scheme (G-PolyU506/15) is also highly appreciated.
References
[1] C.H. Ao, S.C. Lee, Indoor air purification by photocatalyst TiO2 immobilized on an
activated carbon filter installed in an air cleaner, Chem. Eng. Sci. 60 (2005)
103–109.
[2] M.M. Ballari, H.J.H. Brouwers, Full scale demonstration of air-purifying pavement,
J. Hazard. Mater. 254 (2013) 406–414.
[3] M. Chen, Y. Liu, NOX removal from vehicle emissions by functionality surface of
asphalt road, J. Hazard. Mater. 174 (1) (2010) 375–379.
[4] A.G. Agrios, P. Pichat, State of the art and perspectives on materials and
applications of photocatalysis over TiO2, J. Appl. Electrochem. 35 (7) (2005)
655–663.
[5] J. Zhao, X. Yang, Photocatalytic oxidation for indoor air purification: a literature
review, Build. Environ. 38 (5) (2003) 645–654.
[6] A. Fujishima, Electrochemical photolysis of water at a semiconductor electrode,
Nature 238 (1978) 37–38.
[7] M. Chen, J. Chu, NOx photocatalytic degradation on active concrete road surface-
From experiment to real-scale application, J. Clean. Prod.. 19 (2011) 1266–1272.
[8] C. Brovelli, M. Crispino, Photocatalytic suspension for road pavements: investiga-
tion on wearing and contaminant effects, J. Mater. Civil. Eng.. 25 (2012) 548–554.
[9] M. Hassan, L.N. Mohammad, S. Asadi, H. Dylla, S. Cooper, Sustainable photo-
catalytic asphalt pavements for mitigation of nitrogen oxide and sulfur dioxide
vehicle emissions, J. Mater. Civil. Eng. 25 (3) (2012) 365–371.
[10] M. Hassan, H. Dylla, S. Asadi, L.N. Mohammad, S. Cooper, Laboratory evaluation of
environmental performance of photocatalytic titanium dioxide warm-mix asphalt
pavements, J. Mater. Civil. Eng. 24 (2011) 599–605.
[11] L. Mohammad, M. Hassan, S. Cooper, Mechanical characteristics of asphaltic
mixtures containing titanium-dioxide photocatalyst. J. Test. Eval., vol. 40(6),
pp. 1–8.
[12] W. Liu, S. Wang, J. Zhang, J. Fan, Photocatalytic degradation of vehicle exhausts on
asphalt pavement by TiO2/rubber composite structure, Constr. Build. Mater. 81
(2015) 224–232.
[13] Z. Leng, H. Yu, A novel method of coating titanium dioxide onto asphalt pavements
based on breath figure process for air-purifying purpose, J. Mater. Civil. Eng. 28 (5)

6
D. Wang et al.
(2015) 04015188.
[14] D. Wang, A. Schacht, X. Chen, P. Liu, M. Oeser, B. Steinauer, Innovative treatment
to winter distresses using a prefabricated rollable pavement based on a textile-
reinforced concrete, J. Perform. Constr. Facil. C4014008 (2014). http://dx.doi.org/
10.1061/(ASCE)CF.1943-5509.0000719.
[15] D. Wang, Z. Leng, M. Hüben, M. Oeser, B. Steinauer, Photocatalytic pavements with
epoxy-bonded TiO2-containing spreading material, Constr. Build. Mater. 107
(2016) 44–51.
[16] EN 196-1 (2005). Methods of Testing Cement – Part 1: Determination of Strength,
2005.
[17] ISO 22197-1. Fine Ceramics (Advanced Ceramics, Advanced Technical Ceramics) –
Test Method for Air Purification Performance of Semiconducting Photocatalytic
Materials – Part 1: Removal of Nitric Acid, 2008.
[18] 〈http://www.eurovia.de/media/1125918/viafocus_20_noxer_l_rm_und_abgase_
Wear 382–383 (2017) 1–7
absorbierende_schallschutzwand.pdf〉 (Accessed on 30 Mar 2017).
[19] D. Wang, A. Schacht, X. Chen, M. Oeser, B. Steinauer, Machbarkeitsstudie für die
innovative Bauweise "Vorgefertigte und aufrollbare Straße”, Bautechnik 90 (10)
(2013) 614–621.
[20] D. Wang, X. Chen, C. Yin, H. Stanjek, M. Oeser, B. Steinauer, Influence of freeze-
thaw on the polishing resistance of coarse aggregates on road surface, Constr. Build.
Mater. 64 (2014) 192–200.
[21] D. Wang, X. Chen, C. Yin, M. Oeser, H. Stanjek, B. Steinauer, Study of micro-texture
and skid resistance change of granite slabs during the polishing with the aachen
polishing machine, Wear 318 (2014) 1–11.
[22] The Guideline for the Assessment of Road Skid Resistance in Wet Condition,
German Road and Transportation Research Association, 2012.
[23] S. Huschek, Die Griffigkeitsprognose mit der Verkehrssimulation nach Wehner/
Schulze, Bitumen, S. 14-18, 01/200.