Construction and Building Materials 282 (2021) 122734

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Material design and performance analysis of the anti-ice and antiskid

wear layer on pavement
Zhongshi Pei a, Junyan Yi a,⇑, Yunlu Li a,b, Pengjian Cheng a, Yiming Zhu a,c, Decheng Feng a,⇑
a
School of Transportation Science and Engineering, Harbin Institute of Technology, 73 Huanghe rd Nangang district, Harbin 150090, China
b
Head office headquarters, China Construction Bank, Beijing 100033, China
c
Zhejiang Provincial Institute of Communications Planning, Design& Research Co., Ltd, Hangzhou 310000, China

h i g h l i g h t s

A kind of epoxy asphalt with excellent properties was produced.

Ceramsite was used to replace 30–50% of stone in the wear layer.

The wear layer can accelerate the ice melting.

The antiskid performance of pavement can be improved with wear layer application.

a r t i c l e i n f o a b s t r a c t

Article history: A design method for an anti-ice and antiskid wear layer on pavement is presented in this paper. A kind of
Received 8 September 2020 bonding material with excellent properties has been developed that can maintain a good bonding ability
Received in revised form 28 December 2020 in high and low temperature environments and has good UV aging resistance. Porous high-strength shale
Accepted 12 February 2021
aggregates are used to replace portions of stone, and the functional characteristics of the ice inhibition of
Available online 24 February 2021
the wear layer are realized by soaking in saturated salt water. The results show that after adding ceram-
site, the freezing point of pavement can be reduced by approximately 5 °C at most and the ice melting
Keywords:
rate can be increased by approximately 30%. After continuous soaking for ten days, salt can still be pre-
Road engineering
Wear layer
cipitated from the aggregate, which can inhibit the formation of an ice film to a certain extent. As the pro-
Anti-ice portion of ceramsite increases, the polishing resistance of the pavement increases. Under conditions of
Antiskid flooding and freezing, the BPN of the aggregate mixed with ceramsite is approximately 50% higher than
Ceramsite that of andesite aggregate. The wear layer can provide a good anti-ice and antiskid performance, which is
Bonding material helpful for traffic safety under wintry conditions.
Ó 2021 Elsevier Ltd. All rights reserved.

1. Introduction
Road transportation is a complex system that integrates
humans, vehicles, roads, and the environment. With more in-
depth research, people are paying more attention to travel quality
and safety, especially travel under adverse conditions, such as ice,
snow, rain, and fog, and changeable extreme temperature condi-
tions [1,2]. More than 80% of China is affected by freezing and snow
conditions. Ice on roads reduces the friction coefficient, which
greatly increases the probability of traffic accidents [3]. Many
countries around the world invest significant manpower, material
and financial resources every year to deal with the negative
impacts of ice and snow hazards. However, ice and snow condi-
⇑ Corresponding authors.
E-mail addresses: yijunyan@hit.edu.cn (J. Yi), fengdecheng@hit.edu.cn (D. Feng).
tions are still among the main causes of traffic accidents [4–6].
Therefore, scholars have carried out systematic and extensive
research on ice and snow problems on roads.
At present, there are two kinds of technical methods to solve
the problem of ice and snow on the road surface, passive snow
removal technology and active snow removal technology. Passive
snow removal technology includes seeding snow melting agents
and gravel and manual and mechanical snow removal [7,8]. Among
them, deicing agents are among the most commonly used snow
removal methods because of their low price and convenience.
However, corrosion and pollution are big drawbacks of deicing
agents [9,10]. Seeding gravel not only improves the skid resistance
of pavement but is also easy to clean; however, it seriously affects
driving comfort. Manual snow removal and mechanical snow
removal are very expensive, and ice in pavement gaps is not easy
to remove, which also causes safety hazards.

https://doi.org/10.1016/j.conbuildmat.2021.122734
0950-0618/Ó 2021 Elsevier Ltd. All rights reserved.
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

Active snow removal technology is gradually developing. The
use of heat pipe methods, microwave heating methods, infrared
heating methods, and conductive concrete methods can be used
to eliminate ice and snow through energy transformation [11–
13]. These technologies are mainly applied in airport pavements
and have achieved good results. However, it is difficult to imple-
ment these methods because they require special construction,
and is not suitable for large-scale use in highway engineering
[14,15]. The coating method is to spread hydrophobic materials
on the road surface to increase the contact angle between water
molecules and surface materials, which not only prevents water
from penetrating into pavement gaps but also prevents surface
moisture from accumulating and condensing into ice [16,17]. How-
ever, the coating method may affect the lateral friction coefficient
of pavement under normal conditions. Self stress snow removal
pavement adds elastic materials, such as rubber particles, into
pavement materials and makes use of the large deformation capac-
ity of these elastic materials to promote the impact of the traffic
load to break ice and snow and to inhibit the formation of snow
and ice on the road surface [18]. The durability of this technology
requires further verification. Salt storage type pavement is a tech-
nology that involves storing salt or anti-ice components in pave-
ment materials via special processing that is slowly released
when encountering snow and ice water [19,20]. This technology
has achieved good results and has good reference significance
and promotion prospects.
On the other hand, with the increase of highway service life, an
increasingly number of highway surface functions are lost. Cracks
not only weaken driving comfort but also promote the entry of
moisture into the pavement structure and aggravate pavement
damage. At the same time, a decrease in the skid resistance perfor-
mance of the road surface also seriously threatens driving safety
performance. Using a thin wearing layer can increase the friction
force of pavement, improve the seepage condition of pavement
and prolong the service life of pavement [21,22]. Therefore, the
thin wearing layer technology has become more widely used in
pavement maintenance engineering. In higher latitude areas, if
snow removal technology and a thin wearing layer can be com-
bined, a new anti-ice and antiskid wear layer structure can be
developed. At the same time, pavement maintenance can reduce
the effects of ice and snow on pavement performance to improve
road service life and traffic safety.
In this context, a design method for the anti-icing and antiskid
wear layer is proposed in this study. A kind of bonding material
with excellent properties was prepared by a specific process. Light-
weight and high-strength ceramsite was used to replace a portion
of stone, and the aggregate was soaked in saturated sodium chlo-
ride solution to store salt in the pores of the aggregate. Pull-off
tests, UV aging tests, wheel type polishing tests, indoor ice melting
tests, and salting-out tests were designed to evaluate the durabil-
ity, skid resistance and ice removal performance of the anti-ice and
antiskid wear layer. The purpose of this study is to put forward a
new type of antiskid and anti-ice pavement functional layer that
is easy to build and maintain and provides a new idea for ice
removal and maintenance in pavement engineering.
which will allow it to withstand erosion due to the driving load and
natural conditions on the surface of the road. Ceramsite material
which can be prepared from shale or shale soil through the method
of granulation meets the above requirements, so it is a good choice
for the aggregate [23–25]. At present, the reserves of shale and
shale soil are relatively rich, and with the upgrading of production
technology and equipment, the price of ceramsite is also decreas-
ing year by year, generally 400–550 RMB per ton. Besides, because
of the environmental policy, there are fewer and fewer high-
quality stones available for roads in China, especially for the road
surface. In many areas, the price of stone for pavement has
increased 3–5 times, reaching 300–500 RMB per ton. The price of
ceramsite is close to the price of high-quality stone, and the use
of ceramsite in road engineering will not have a great impact on
the project cost.
However, only using ceramsite as the aggregate does not meet
the requirements of pavement performance, so it is necessary to
use a mixture of ceramsite and ordinary stone.
2.1.1. Ceramsite
The ceramsite used in this paper was produced in Henan Pro-
vince, China, and is a high strength shale gravel ceramsite. The
technical indicators of the ceramsite were tested following a Chi-
nese Specification-Lightweight aggregates and its test methods
(GB/T 17431.2-2010). The indicators are shown in Table 1.
2.1.2. Stone material
Commonly used andesite was used in conjunction with ceram-
site. In the surface treatment and seal structure of the pavement,
stone with a diameter of 4.75–9.5 mm (S12) is the most widely
used. Therefore, this paper chose 4.75–9.5 mm andesite rock mate-
rial to carry out the experiment. The properties of andesite are
shown in Table 2.
2.1.3. Design scheme of the aggregate
The crushing value and abrasion value are the main technical
indexes used to evaluate the performance of the aggregate. The
mass ratio of ceramsite and andesite was taken as a variable. The
crushing value and abrasion value were tested following a Chinese
Specification (JTG E42-2005). The results are presented in Figs. 1
and 2. According to the Chinese Specification (JTG F40-2004), the
aggregate crushing value and abrasion value of the surface of a
high-grade highway should not be <26% and 28%, and that of other
grade highway should not be<30% and 35%. To ensure good perfor-
mance of the aggregate, according to the crushing value and abra-
sion value, a preliminary formulation for the aggregate ratio is
shown in Table 3.
Table 1
Technical indexes of ceramsite.
Technical indexes Measured Criteria Testing method
value

2. Materials design Density (kg/m3) 559 500– GB/T 17431.2-

1000 2010-7
Cylinder compressive 4.3 >2.0 GB/T 17431.2-
2.1. Aggregate strength (MPa) 2010-9
Water absorption (%) 5.5 <10 GB/T 17431.2-
The anti-ice and antiskid wear layer proposed in this paper has 2010-11
special requirements for the aggregate, which must meet a balance Mud content (%) 0.2 <3 GB/T 17431.2-
2010-14
for porosity and strength. It is necessary for the aggregate to pos-
Sulfide and sulfate content (%) 0.01 <1 GB/T 17431.2-
sess porosity to achieve the time-release of snow-melting materi- 2010-17
als during use as well as to have a certain strength and durability,
2
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

Table 2 Table 3
Technical indexes of andesite. Ratio of the aggregates.

Technical indexes Measured value Criteria (High- Testing Test groups Mass ratio (ceramsite: andesite)
(4.75–9.5 mm) grade highway) method
A 100% ceramsite
Surface layer
B 1:0.5
Apparent relative 2.783 2.60 JTG E42- C 1:1
density (kg/m3) 2005-T 0304 D 1:2
Water absorption 1.30 2.0 JTG E42- E 1:3
(%) 2005-T 0304 F 100% andesite
Crushing value (%) 12.56 26 JTG E42-
2005-T 0316
Los Angeles 15.3 28 JTG E42-
abrasion value 2005-T 0317 only maintain a good bonding performance in a low temperature
(%) environment but should also have good high temperature resis-
tance. Therefore, a material that can ensure a good bonding perfor-
mance in high and low temperature environments is needed to
50 bond the aggregate firmly to the road surface. The resin asphalt
seems to have a good bonding performance and is widely used in
bridge deck pavement engineering [26,27]. However, it has not
40.51
been widely used in road engineering. One of the main reasons is
40
that the cost of resin asphalt is high. Besides, the quality of resin
asphalt materials available on the market is uneven. Considering
Crushing Value (%)

30.61 the cost and technical requirements of the wearing layer, a kind
30 of bonding material suitable for wear layers was developed in this
23.85 paper.
20.99
20 18.01
2.2.1. Asphalt
12.56 Base asphalt (90#) is used as the basic material, and its techni-
10 cal indicators are shown in Table 4.

2.2.2. Epoxy resin

0
The resin used in this paper was CYD-128 epoxy resin, which is
1:0 1:0.6 1:1.2 1:2.4 1:5 0:1
liquid at room temperature and reacts with a curing agent to form
Ceramsite:Andesite (Mass Ratio)
a three-dimensional network thermosetting material.
Fig. 1. Crushing value of the aggregate.

2.2.3. Curing agent

In this paper, the CYDHD-593 curing agent was used, which is
35 32.9 commonly used with CYD-128 resin.

30
2.2.4. Maleic anhydride
24.1 In previous studies on the chemical modification of asphalt,
Abrasion Value (%)

25
maleic anhydride has attracted much attention as an important
20.6 reagent. Maleic anhydride can react with asphalt and directly
20 improve the compatibility between asphalt and resin. Maleic anhy-
15.3 dride contains a carbon–carbon double bond that can participate in
15 free radical reactions. Carbon-carbon double bonds can be added to
asphalt molecules at high temperature, allowing maleic anhydride
10 to be grafted to one end of asphalt molecules. As for the reaction
mechanism, the industry agrees that the Dies-Alder reaction is
5 involved [28]. In the follow-up reaction, asphalt is not only filled
with epoxy resin as a filler but is also involved in the curing process
of epoxy resin as a reactant, which helps to improve the compati-
0
1:0 1:1 1:2 0:1 bility of post-reaction resin asphalt systems. At the same, the addi-
Ceramsite:Andesite (Mass Ratio) tion of maleic anhydride to asphalt reduces the elongation at break
of the material, so the amount of maleic anhydride used should not
Fig. 2. Abrasion value of the aggregate. be excessively high.
Previous studies have shown that the conversion rate between
asphalt and maleic anhydride for 200 min can reach about 60% at
2.2. Bonding material 160 °C [29]. Therefore, there is a part of the residual maleic anhy-
dride in asphalt. After the full reaction of maleic anhydride with
Modified asphalt is generally used as a bonding material in asphalt, the sample was found to have a large number of white par-
wear layers and sealing layers of pavement. However, the anti- ticles uniformly distributed in asphalt from the SEM image, as
ice and antiskid wear layer studied in this paper is generally used shown in Fig. 3. According to existing research results, the white
in middle and high latitudes, and the bonding material should not particles are free maleic anhydride postreaction [30].
3
Z. Pei, J. Yi, Y. Li et al.
Table 4
Technical indexes of base asphalt.
Technical indexes Test result
Penetration (25 °C, 100 g, 5 s)/0.1 mm 86.5
Extension (5 cm/min, 15 °C)/(cm) >100
Softening point (R&B)/°C 45.1
Viscosity 60 °C/(Pas) 121
135 °C/(Pas) 0.46
(a) SEM image of 800 times (b) SEM image of 2400 times
Fig. 3. SEM images of maleated asphalt.
2.2.5. Glycerol
Free maleic anhydride in asphalt is not only a substance with an
irritating odor, but its heating and volatilization lead to the forma-
tion of pores in the system and hurt the mechanical properties of
the material. To eliminate the negative effects of free maleic anhy-
dride, glycerol is used to neutralize the free anhydride in asphalt.
Maleic anhydride reacts with glycerol to form glyceryl maleate,
and lipids have no adverse effect on the curing reaction of asphalt
and epoxy resin. The reaction formula of maleic anhydride alcohol-
ysis is shown in Fig. 4.
2.2.6. Defoamer
The function of a defoamer is to inhibit the generation of bub-
bles or eliminate bubbles already produced during material prepa-
ration and improve the stability and durability of the bonding
materials.
2.2.7. Preparation of the bonding materials
The preparation of the bonding materials was mainly divided
into three processes. The first process was the maleation of asphalt,
which requires the full reaction of maleic anhydride with asphalt
at 160 °C. The second process was to add glycerol to the mixture
to remove free maleic anhydride. The last process was to add a cur-
ing agent and defoamer at the same time to the semifinished pro-
duct and obtain component C via high-speed shearing. After
components D (epoxy resin) and C were mixed according to speci-
fic proportions, a high-performance bonding material was
obtained. According to the exploratory experiments and economic
analysis, the detailed proportion of each component was deter-
mined [27], which was asphalt: maleic anhydride:glycerol:curing
agent:defoamer:resin = 80:4.4:1.8:20:0.3:100. The preparation
process is shown in Fig. 5.
Fig. 4. Reaction formula of maleic anhydride and glycerol.
4
Construction and Building Materials 282 (2021) 122734
Criteria Testing method
80–100 JTG T0604-2011
>100 JTG T0605-2011
 44 JTG T0606-2011
- JTG T0625-2011
– JTG T0625-2011
Maleic Anhydride
Maleic Anhydride
(c) SEM image of 8000 times
2.3. Other materials
2.3.1. SBS-modified asphalt
Based on the good performance of SBS-modified asphalt, it is
often used as a bonding material in pavement surface layers and
wear layers. Therefore, the performance of SBS-modified asphalt
is compared to that of self-made bonding materials. The technical
specifications of SBS-modified asphalt are shown in Table 5.
2.3.2. Saturated sodium chloride solution
The anti-icing mechanism of the wear layer is mainly the
absorption of sodium chloride by porous ceramsite, which is grad-
ually released during use of the road to achieve icing inhibition.
The saturated brine, whose solubility of sodium chloride in 100 g
of water is 36 g, was prepared at 25 °C. And the saturated brine
was placed in a storage tank and sealed for storage for subsequent
testing.
3. Experimental plan
3.1. Performance test of the bonding materials
The performance of the bonding material is related to the ser-
vice life of the wear layer. Among the properties of the bonding
material, the most important ones are adhesion and aging resis-
tance. Therefore, pull-off tests, ultraviolet aging tests, and infrared
spectroscopy tests were designed to evaluate the road performance
of the bonding materials.
3.1.1. Pull-off test
The AT-M drawing instrument produced by the PosiTest Com-
pany was used. And the manual hydraulic pump equipped with
the instrument is designed to provide continuous and smooth
pressure for each pressing down. The anchor head size is 20 mm
with a pull rate of 100 psi. The test material was uniformly
smeared on the cutting surface of the prepared asphalt mixture,
and the coating amount was 1.2 kg/m2, as shown in Fig. 6. In addi-
tion, the cutting surface of the mixture was polished with sandpa-
per, and the debris was blown off of the surface. The self-made
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

Fig. 5. Preparation process of the bonding material.

Table 5
Technical Indexes of SBS-modified Asphalt.

Technical indexes Test result Criteria Testing method

Penetration (25 °C, 100 g, 5 s) /0.1 mm 70.6 60–80 JTG T0604-2011
Extension (5 cm/min, 5 °C) /(cm) 32.1 >30 JTG T0605-2011
Softening point (R&B)/°C 75.5  55 JTG T0606-2011
Viscosity 60 °C/(Pas) 732 - JTG T0625-2011
135 °C/(Pas) 2.09 – JTG T0625-2011

(a) Drawing instrument (b) Test base (c) Drawing anchor head

Fig. 6. Pull-off test.

bonding material was tested after curing at 100 °C for 0.5 h. The 3.2. Ice inhibition tests of the wear layer
temperatures of the drawing test were set to 15 °C, 20 °C, and
60 °C. 90# base asphalt and SBS-modified asphalt were used as 3.2.1. Analysis of the ice inhibition mechanism
the contrast test group. Salt precipitation can reduce the freezing point of a solution,
and colligative properties of solution is the quantitative law
describing this phenomenon. For a dilute solution of nonelec-
trolytes, the freezing point decreases with the increasing molar
3.1.2. Ultraviolet aging test
concentration of the solution, and there is a good positive correla-
The surface of the road is directly exposed to the natural
tion between the decreasing value of the freezing point and the
environment and is most vulnerable to solar radiation. However,
molar concentration of the solution. Ionization of the electrolyte
polymeric materials can easily undergo photochemical reactions
leads to a deviation in the dependence on the concentration of
under UV irradiation, which can significant affect material per-
the solution and does not satisfy the corresponding quantitative
formance. Therefore, the aging resistance of the adhesive mate-
relationship. In this case, the isotonic coefficient is generally intro-
rials was evaluated by using indoor ultraviolet accelerated aging
duced to reflect this deviation [32,33]. The specific calculation
equipment. The instrument was a self-developed ultraviolet
method is shown in formula (1).
aging acceleration device, as shown in Fig. 7 [31]. The ultravio-
let light source used a UVA–340 lamp tube, and the radiation
intensity was 60–70 W/m2, which is approximately three times DT fp ¼ kfp  m  i ð1Þ
the maximum daily radiation intensity in Harbin. The test tem-
perature was controlled at 60–65 °C, which is equivalent to the
where 4Tfp is the decreasing value of the freezing point; kfp is the
highest temperature of the road surface in summer. 90# base
freezing point decrease constant, which is 1.853 for water; m is
asphalt and SBS-modified asphalt were used as the contrast test
the molar concentration of the solution; and i is the iso-osmotic
group.
coefficient, which is 2 for a sodium chloride solution.
According to the formula, the concentration of sodium chloride
solution needed to reduce the solution of the road surface to the
3.1.3. Fourier transform infrared spectroscopy experiment (FTIR) corresponding freezing point is calculated, and then, the amount
Fourier transform infrared spectroscopy (FTIR) was used to ana- of precipitated salt needed to achieve this effect is calculated.
lyze the microscopic changes of the bonding materials before and Table 6 shows the concentration of the chloride solution required
after UV aging to evaluate the aging resistance of the materials. when the freezing point of the road surface decreases by 5 °C.
5
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

(a) Appearance of ultraviolet aging equipment (b) Test process

Fig. 7. Ultraviolet aging equipment.

Table 6 (2) The specimen was prepared by the above method and then
Mass concentration of the NaCl solution corresponding to the decrease of the freezing frozen at 10 °C for more than 6 h, allowing it to be com-
point.
pletely frozen. The sample is shown in Fig. 9. The sample
4Tfp (℃) Molar concentration of the Mass concentration of was then placed at 25 °C ± 1 °C around the water-
NaCl solution (molkg1) the NaCl solution (%) absorbing material, allowing the water-absorbing material
0.5 0.130 0.786 to absorb the melted ice water in time. Using five-minute
1 0.270 1.573 time intervals, the sample mass was measured by a high pre-
1.5 0.400 2.359
cision electronic balance, and the ice melting mass at each
2 0.540 3.145
2.5 0.670 3.391 time interval was determined. Then, the cumulative ice
3 0.810 4.718 melting mass percentage was obtained. Based on the cumu-
3.5 0.940 5.504 lative ice melting mass percentage, the ice melting rates of
4 1.080 6.290 the specimens with different aggregate ratios were deter-
4.5 1.210 7.077
5 1.340 7.863
mined. When the first melting cycle was complete, the spec-
imen was dried in an oven, and the second melting cycle test
was carried out according to the above steps. The continuous
ice melting effect of different specimens was evaluated by
3.2.2. Indoor freezing test
the above tests.
To analyze the ice melting performance of the wear layer, a lab-
oratory test was designed to determine the ice inhibition perfor-
mance. To facilitate the smooth progress of the experiment, a 3.2.3. Salt precipitation testing
self-made 10 cm  10 cm pedestal was made, and an wear layer Considering that the wear layer is soaked by ice water and rain
was laid on the pedestal plate. According to the technical standards water during its use, salt will be lost quickly. To determine the salt
of a gravel seal, the amount of cementing material needed was loss of the wear layer under wetting conditions, a salt precipitation
determined to be 1.2–1.3 kg/m2. The aggregate was soaked in a sat- test was designed. The specimen was prepared similar to the spec-
urated sodium chloride solution for 24 h before use and dried. The imen preparation described Section 3.2.2 and was placed in a metal
aggregate was fully mixed according to different mass ratios and vessel of a certain size and completely submerged in 250 mL of dis-
evenly laid on the substrate, and a roller was used to roll the aggre- tilled water. The content of chloride ions in the solution was peri-
gate evenly. Then, the sample was kept at 100 °C for 0.5 h, and the odically monitored using a NCL-AL rapid determination
wear layer was fabricated. instrument, and the quality of sodium chloride that precipitated
from the solution was obtained (the ambient temperature was
(1) First, the specimens were surrounded with custom-made 25 °C ± 1 °C). The test process is shown in Fig. 10.
PVC plastic. Then, 80 mL of distilled water was spread on The NCL-AL chloride ion content analyzer back-calculates the
the surface of each specimen to seal it to prevent leakage, ion concentration according to the potential difference in the solu-
as shown in Fig. 8. The specimens were frozen at 1 °C, tion. NaCl solutions of 0.001 mol/L, 0.01 mol/L, and 0.1 mol/L were
5 °C and 10 °C for 4 h, and the surface freezing of the prepared as calibration solutions, and the calibration solutions
specimens with different aggregate ratios was observed. with different concentrations and corresponding potential differ-

Fig. 8. Prepared specimen. Fig. 9. Frozen specimens.

6
Z. Pei, J. Yi, Y. Li et al.
(a) Immersed specimens
Fig. 10. Salt precipitation test.
ences were used to fit the linear relationship between the loga-
rithm of the concentration and potential difference. Then, the dif-
ferent solution concentrations were calculated according to the
potential difference obtained by the test so that the quality of
the sodium chloride precipitated by the test piece during that time
period could be obtained.
To evaluate the precipitation and change law of the ice-
suppressing salt in the sample, the abovementioned sample was
continuously observed for many days. Two hundred-fifty milliliters
of distilled water was injected every day, the potential difference of
the solution was measured after 24 h of soaking, the chloride ion
concentration of the solution was obtained, and the mass of salt
that precipitated on the test piece that day was calculated. Thus,
the salt change of the wear layer under a continuous immersion
environment was obtained.
3.3. Test of the skid resistance of the wear layer
The antiskid performance of the wear layer in different environ-
ments is also particularly important to its application. The British
Pendulum Number (BPN) is typically used to characterize the skid
resistance of pavement and can be measured by a British Pendu-
lum tester. In general, newly built pavement can meet the require-
ments of antiskid technical standards. However, under the
repeated action of a vehicular load, the texture of the road surface
aggregate is gradually polished, and the skid resistance of the road
surface decreases. At the same time, in rainy and snowy weather,
the road surface is covered with water film or ice film, which
reduces the skid resistance, threatening traffic safety. In this study,
the antiskid performance of the wear layer was characterized by
the BPN.
3.3.1. Wheel polishing test
The experiment was carried out using the accelerated polishing
system made by the research group. The system was composed of a
tire grinder, temperature control device, pressure measurement
and speed regulation device [34]. The polishing instrument and
test process are shown in Fig. 11. According to the research results
of Xie, under different tire pressures, the long-term antiskid perfor-
mance of road surfaces first decreases and then tends to gradually
stabilize, and the stable final value has little difference. According
to past experience using the instrument, the tire ground pressure
was 0.2 MPa, the amount of spraying water was 35 ± 5 mL/min,
and the dosage of carborundum was 8 ± 2 g/min. The size of the
specimen was 30 cm  30 cm, and the specimen was prepared
according to the abovementioned method. The experiment was
carried out at 20 °C ± 1 °C, and the specimen was polished at a
speed of 60 times/min. The pendulum value of the specimen was
regularly measured to analyze the attenuation of the surface skid
resistance of the specimen.
7
Construction and Building Materials 282 (2021) 122734
(b) Chloride ion content analyzer
3.3.2. Anti sliding performance test
The British Pendulum tester is easy to debug and operate, and
often used to measure the BPN of the road surface to characterize
its antisliding performance, as shown in Fig. 12. In this study, the
sliding resistance of the specimen surface under different condi-
tions was measured by a British Pendulum tester.
4. Results and discussion
4.1. Pull-off test results of bonding materials
To verify the bond strength of the homemade material, 90#
base asphalt and SBS-modified asphalt were selected for compar-
ison, and their pull-off strengths at different temperatures (60 °C,
20 °C and 15 °C) were measured. The results are shown in Fig. 13.
The test data show that 90# base asphalt has the lowest pull-off
strength, the SBS-modified asphalt has a good effect, and the
homemade bonding material has the highest pull-off strength.
The pull-off strength of the homemade bonding material is about
six times higher than that of base asphalt and three times higher
than that of modified asphalt. This results show that the home-
made bonding material has a better bonding performance than
the SBS-modified asphalt in high and low temperature environ-
ments, indicating that the aggregate adheres to pavement better
using the homemade bonding material.
4.2. UV aging resistance of bonding materials
In the process of using the asphalt mixture, it is affected by
ultraviolet aging. Ultraviolet aging not only makes asphalt hard
and brittle but also makes the adhesion between asphalt and the
aggregate worse, resulting in the aggregate gradually falling off
the road surface. In this paper, the samples to be tested were
placed in an accelerated UV aging chamber for 15 consecutive
days. FTIR was used to analyze the materials before and after aging.
90# base asphalt and SBS-modified asphalt were selected for com-
parison. The infrared spectral data of the materials before and after
the aging test are shown in Figs. 14–16.
For 90# base asphalt, after UV aging, a carbonyl group (C@O)
was produced at 1703 cm1 and the aromatic ring (C@C) vibration
was enhanced at 1602 cm1. The absorption peak of ACH2-O-CH2-
was observed at 1150–1060 cm1, which tended to increase after
aging. The hydrogen bond absorption band also increased at
3200–3500 cm1. The CAH stretching vibration at 2922 cm1
and 2856 cm1 decreased after asphalt aging.
For SBS-modified asphalt, after UV aging, the carbonyl group
(C@O) increased at 1700 cm1, the aromatic ring (C@C) vibration
increased at 1601 cm1, and the hydrogen bond absorption band
at 3200–3500 cm1 also increased, which were similar to that of
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

(a) Type of tire (b) Polishing test process

Fig. 11. Accelerated polishing test.

than the other materials, and its UV aging resistance was relatively
more stable.

4.3. Analysis of the ice suppression performance of the wear layer

4.3.1. Results of the indoor freezing test

The specimens were fabricated on a self-made 10 cm  10 cm
substrate. 80 mL of distilled water was evenly spread on the sur-
face of the test piece and frozen at 1 °C, 5 °C, and 10 °C for
4 h, and the freezing effects were observed. The results are shown
in Table 7.
From the freezing test results, it can be seen that group A of cer-
amsite shows a significant freezing point reduction, and no freez-
Fig. 12. British Pendulum tester.
ing occurs at 5 °C. A small amount of freezing occurs in groups
B and C, partial freezing occurs in groups D and E, and total freezing
occurs in group F. However, at 1 °C, all the test groups with cer-
-15 20 60 amsite did not completely freeze. It can be seen that the anti-icing
20
18.37
aggregate mixed with ceramsite plays a role in ice suppression. In
addition, if the amount of water is reduced, the freezing tempera-
ture of the specimen will be lower.
Pullout Strength (Mpa)

15
11.65 4.3.2. Results of ice melting test
80 mL of distilled water was evenly spread on the surface of the
10 specimen, and then, the specimen was frozen at 10 °C for more
6.91 than 6 h and was taken out after being completely frozen. The
5.92 specimen was melted at 25 °C ± 1 °C, placed around the absorbent
4.75 material, and weighed in five-minute intervals, and the amount of
5
2.73 melted ice was calculated.
1.91 During the first ice melting cycle, the cumulative ice melting
0.71 mass percentage of the specimen is shown in Fig. 17. The ice melt-
0 ing rate of the specimen with ceramsite was faster than the spec-
Homemade Material SBS 90 # imens without ceramsite. It took approximately 70 min to
complete the first cycle of ice melting for the F group (andesites).
Fig. 13. Pull off test results at different temperatures.
However, in group A (ceramsite), the melting time was approxi-
mately 45 min, and the ice melting rate of group A was 33% higher
than that of group F. With decreasing ceramsite content, the ice
90# asphalt. In addition, the sulfoxide group (S@O) significantly melting rate decreased. The ice melting effect of groups with cer-
increased at 1030 cm1. amsite was better than that of group F.
For the homemade bonding material, the carbonyl group (C@O) At the end of the first cycle, the specimen was dried and the sec-
increased at 1698 cm1 after UV aging, and the CAH stretching ond ice melting cycle was tested according to the same procedure.
vibrations at 2922 cm1 and 2856 cm1 decreased after aging. The test results are shown in Fig. 18. The ice melting data of each
The vibration absorption peak of a methyl group at 1454 cm1 group in the second cycle were similar to those in the first cycle.
was weakened, and the aromatic ring at 722 cm1 was decreased. Comparing the two groups of ice melting data (seen in Fig. 19),
However, these trends were relatively weak. the ice melting rate in the second ice melting cycle slightly
The infrared spectra of the homemade bonding material and decreased, and the ice melting time of group A was extended to
SBS-modified asphalt had specific peaks. Before and after UV aging, 50 min. The ice melting rates of the other groups slightly
the three kinds of bonding materials had similar trends and unique decreased, and the total ice melting time was not extended. The
characteristics [35,36]. In general, after UV aging, the spectrum of ice melting rate of group A was 28% higher than that of group F.
the homemade bonding material had a smaller changing trend And the ice melting effect of other groups was better than that of
8
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

105
100

3335
Transmittance (%) 95

1069

718
747
869
1703

812
1602
90

1377
85

1455
80

2855
75
70
65 Virgin

2922
60 Aged
4000 3500 3000 2500 2000 1500 1000 500
-1
Wave Number (cm )

Fig. 14. Infrared spectra of 90# base asphalt before and after UV aging.

100
3261
Transmittance (%)

80

1700
1601
60

1030
1304

965

698
860
812
722
747
1373
40
Virgin

1455
2922

2855

20 Aged

4000 3500 3000 2500 2000 1500 1000 500

Wave Number (cm-1)

Fig. 15. Infrared spectra of SBS-modified asphalt before and after UV aging.

100
1698
Transmittance (%)

90
1605

694
1374

80
722
1207
1180
2855

1454
1505

1243

70
825
2922

60
Virgin
Aged
4000 3500 3000 2500 2000 1500 1000 500
-1
Wave Number (cm )

Fig. 16. Infrared spectra of the homemade bonding material before and after UV aging.

Table 7
Results of the freezing test.

Temperature A (100% ceramsite) B (1:0.5) C (1:1) D (1:2) E (1:3) F (100% andesite)

1 °C Unfrozen Unfrozen Unfrozen Unfrozen Partial freezing Total freeze
5 °C Unfrozen A small part of freezing A small part of freezing Partial freezing Most freeze Total freeze
10 °C Total freeze Total freeze Total freeze Total freeze Total freeze Total freeze

9
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

group F. It can be seen that the addition of ceramsite had an effect

Cumulative mass percentage of ice melting (%)

100
A on ice melting.
B Then, five ice melting tests were carried out on groups A and F.
80
C It was found that the complete ice melting time of group A was

70 min
D approximately 50 min and the complete ice melting time of group
E F was approximately 70 min, and the ice melting capacity did not
60 F
significantly decrease. As the function of ice suppression mainly
comes from the salt stored in the aggregate, to further analyze

45 min
the attenuation of the ice suppression performance of wearing
40
with time, salt precipitation test analysis of wear layer is carried
out in next section.
20
4.4. Test results of salt precipitation

0 Samples each group were immersed in a vessel containing

250 mL of distilled water, and the ion concentration was regularly
0 10 20 30 40 50 60 70
monitored by a chloride ion content analyzer to determine the
Time (min)
mass of sodium chloride that precipitated from the solution. Dur-
Fig. 17. Change in ice melting mass with time in the first cycle. ing the first day of immersion, precipitation of salt from the solu-
tion was observed at an interval of one hour, and the rusults are
as shown in Fig. 20.
It can be seen from the figure that there was almost no salt in
group F. With increasing ceramsite content, the amount of salt pre-
Cumulative mass percentage of ice melting (%)

100
A cipitation also increased. Group A had the largest amount of
B sodium chloride. In all groups, the salting out amount was most
80 C significant in the first hour and then tended to stabilize. According
70 min

D to the salting precipitation quality of groups A–E, the addition of

E ceramsite played an important role in the anti-icing effect.
60 F To continue to evaluate salt precipitation, the above specimens
were continuously observed for many days. Two hundred-fifty
50 min

milliliters of distilled water was injected every day, and the chlo-
40
ride ion concentration of the solution was measured after soaking
for 24 h. The mass of salt that precipitated out of the test piece was
obtained, and the results are shown in Fig. 21.
20
It can be seen from the figure that the salt loss of the test groups
mixed with ceramsite was large during the first two days of
0 immersion, but from the third day on, the quality of salt precipi-
tated daily gradually reached a stable level. From the eighth day
0 10 20 30 40 50 60 70
on, the quality of daily salt precipitation was basically stable,
Time (min)
approximately 0.05–0.06 g. Considering the size effect of the spec-
Fig. 18. Change in the ice melting mass with time in the second cycle. imen, in this case, approximately 5–6 g of salt will be precipitated
every day when converted into 1 m2 specimens. It is assumed that
the thickness of the ice film is 0.1 mm at the beginning of ice for-
mation [37,38]. Referring to the mass concentration in Table 6, the
salt that precipitated from the specimen can reduce the ice film
Cumulative mass percentage of ice melting (%)

100
A1 formation temperature on the aggregate surface to approximately
A2 4 °C. In this case, It is suitable for the area where the road surface
C1 is easy to produce thin ice and dark ice.
80
70 min

C2
F1 4.5. Analysis of the antisliding performance of the wear layer
50 min

60 F2
4.5.1. Results of the antisliding performance after polishing
45 min

The accelerated polishing system introduced in Section 2.3 was

40
used to carry out the wheel type Accelerated Polishing test.
According to the test results of the aggregate crushing value and
abrasion value, when the mass ratio of ceramsite to andesite was
20 1: 0.5, it did not meet the technical requirements of a high-grade
highway. Therefore, groups A, C, D, E, and F were selected for the
polishing and sliding resistance tests. During the test, the BPN of
0 the test piece was measured at each interval, and the results are
shown in Table 8.
0 10 20 30 40 50 60 70 According to research on a large number of asphalt mixture pol-
Time (min) ishing tests, the decay law of the BPN conforms to formula (2) [34].
According to the calculation method of the formula, the polishing
Fig. 19. Comparison of the data of two ice melting cycles (A, C, F). test data are fitted, and the results shown in Fig. 22 are obtained.

10
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

0.9

Mass of accumulated precipitated salt (g)

0.8 A
B
0.7 C
D
0.6 E
0.5 F

0.4

0.3

0.2

0.1

0.0

-0.1
0 1 2 3 4 5 6
Time (h)
Fig. 20. Accumulated salting out quality on the first day.
Mass of accumulated precipitated salt (g)

0.8 A
0.7 B
C
0.6 D
0.5 E
F
0.4
0.3
0.2
0.1
0.0

1 2 3 4 5 6 7 8 9 10
Day
Fig. 21. Daily salt precipitation.

Table 8
The BPN under different polishing times.

Times (min) Polishing times A (100% ceramsite) C (1:1) D (1:2) E (1:3) F (100% andesite)
0 0 67 69 63 65 68
10 600 66 66 62 64 66
20 1200 65 65 61 62 64
30 1800 65 64 61 59 63
40 2400 64 62 60 58 61
50 3000 63 61 59 57 60
60 3600 63 60 59 55 58
80 4800 62 60 58 56 56
100 6000 62 59 58 56 55
120 7200 62 59 57 56 54

y ¼ A  eBx þ C ð2Þ F showed a downward trend. During the test, the inner pores of
ceramsite were gradually exposed after wear, which improved
It can be seen from the chart that the BPN decay of group A was
the antisliding performance. Therefore, after adding ceramsite,
the slowest. Group F had a higher BPN when it was not polished,
the wheel burnishing resistance of the specimen was improved,
but the BPN decayed fastest in the test process. Among them, the
which helped improve the antisliding performance of the test piece
BPN of groups A and C were always larger than that of group F.
in the middle and later periods.
However, in groups D and E, the BPN were less than that in group
F at the initial stage. With increasing polishing time, the amplitude
of the BPN attenuation was less than that of group F, and after 4.5.2. Results of antisliding performance under different environmental
reaching a certain number of polishings, the BPN exceeded that conditions
of group F. In general, after 7200 polishing tests, the BPN of groups Due to the effects of rain, ice and snow during use, the road sur-
A, C, D, and E gradually tended to be stable, while the BPN of group face will become increasingly wet and slippery, and its antisliding
11
Z. Pei, J. Yi, Y. Li et al. Construction and Building Materials 282 (2021) 122734

70
A: y=5.89×e-3.30x+61.18, R2=0.9674
68 C: y=10.62×e-4.24x+58.30, R2=0.9803
D: y=7.13×e-2.32x+55.84, R2=0.9749
66 E: y=10.85×e-5.23x+55.06, R2=0.9234
Pendulum Value (BPN) F: y=18.97×e-1.98x+49.17, R2=0.9936
64

62

60

58

56

54

0 1000 2000 3000 4000 5000 6000 7000

Times of Polishing
Fig. 22. Pendulum value fitting results.

performance will decline, which will lead to potential safety haz-
ards. Therefore, four groups of antisliding tests under different
influencing factors were designed. Due to the small amount of cer-
amsite in Group E, its anti-ice performance was not as obvious as
that of Groups C and D. Group A, C, D, and F specimens were
selected for subsequent tests. First, 30 cm  30 cm specimens were
prepared. Then, a specimens was immersed in a water tank and
removed immediately after wetting as the specimen under the
normal temperature wetting condition. The specimens were
soaked in the pool for 1 h and then removed as the specimens
under the normal temperature immersion condition. After soaking
in the water tank for 1 h, the specimens were placed into refriger-
ators at 5 °C and 10 °C for more than 4 h and removed as the
specimens under freezing conditions. The specimens under the dif-
ferent conditions were tested at 20 ± 1 °C to analyze the skid resis-
tance of pavement. The test results are shown in Table 9.
It can be seen from the table that the BPN of every group were
similar under the different wetting conditions. With the gradual
deterioration of the environment, the BPN undergo different
degrees of decline, and the reduction of the BPN of F group is the
largest. Under immersion, the BPN of group A almost did not
decrease, while that of group F decreased significantly. The reason
is that there are many pores in ceramsite and some water is
absorbed into the pores, so the influence of water on the antisliding
performance is weakened in group A. At 5 °C, the BPN of group A
is approximately 50% higher than that of group F. Because the spec-
imens of group A are not frozen, B and C are partially frozen, and
group F is completely frozen, there are significant difference of
the BPN among the groups. Additionally, at 10 °C, the surfaces
of the four groups of specimens are completely frozen, so the
BPN are greatly reduced. However, the specimen with ceramsite
is still much higher than that of group F, and the BPN of group A
is approximately 40% higher than that of group F. This finding
shows that the antisliding performance of the road surface can
be improved by adding ceramsite in bad environments.
5. Analysis and recommendations on the field applications of
the wear layer
5.1. Construction time
For the homemade bonding material, there is curing reaction in
the use process, so the main index to be investigated is its dry time.
Dry time refers to the initial solidification of the bonding material,
loss of fluidity and initial solidification of the surface. Table 10
shows the drying time of the homemade bonding material. It is
suggested that the temperature should not be lower than 20 °C
when using the bonding material. If the temperature is too high,
it is necessary to strictly control the construction time and reason-
ably arrange the construction process. The construction of the wear
layer mainly refers to the requirements of the sealing coat. The
method of on-site rapid construction is mainly adopted, using ded-
icated synchronous gravel sealers, road rollers, and loaders. After
spreading the asphalt binder and crushed stone, road rollers are
used to stabilize the pressure in time, which not only ensures that
there is enough time for on-site construction but also enables the
wear layer to achieve better performance effects.
5.2. Aggregate ratio
According to the analysis of performance of the wear layer, it is
suggested that the mass ratio of ceramsite to andesite should be
set between 1:1 and 1:2. The stone is not limited to andesite,
and limestone, basalt and so on can be used. If the stone have high

Table 9
BPN under different conditions.

Serial number Wetting condition Immersion condition Freezing conditions

5 °C 10 °C
A (100% Ceramsite) 67 65 62 55
C (1:1) 69 64 54 52
D (1:2) 63 59 52 48
F (100% Andesite) 68 54 41 39

12
Z. Pei, J. Yi, Y. Li et al.
Table 10
Drying time of the homemade bonding material (min).
Temperature 40 °C 60 °C 100 °C
Bonding material 75 40 15
crushing and abrasion value, It is suggested to use a proportion
close to 1:1. On the contrary, it can be close to 1:2. The amount
of aggregate can be determined according to the technical standard
of seal coat and practical experience.
5.3. Recommendations on the field applications of the wear layer
The anti-icing and antiskid wear layer can enhance the antiskid
performance of pavement in various seasons and can also take into
account the maintenance function. Moreover, later maintenance of
the wear layer is convenient, and salt supplementation can be car-
ried out by spraying a sodium chloride solution according to the
anti-ice effect. This structural layer is suitable for sections that
are prone to produce dark ice and traffic accidents, such as the
entrance and exit of tunnels and long longitudinal slope sections.
This structural layer can also be widely used in provincial high-
ways. Due to the length of provincial trunk roads, it is difficult to
mobilize a large number of human and material resources for
timely snow and ice removal. In light and moderate snow, many
traffic accidents often occur in these areas. If the anti-icing and
antiskid wear layer can be applied on a long provincial highway,
it can greatly reduce the workload of the management department
in snowy and icy weather and improve the highway safety
performance.
6. Conclusions and recommendations
A design method for the anti-icing and antiskid wear layer is
proposed in this paper. The method of immersing aggregates in
saturated brine is used to improve the melting ability of the wear-
ing layer. Based on the performance test of the bonding material
and the wear layer, the following conclusions are obtained:
(1) The self-made resin asphalt binder has good bonding perfor-
mance and anti-aging performance compared with the com-
monly used SBS asphalt and 90# asphalt, which can be
considered as a bonding material for the wear layer.
(2) The recommended ratio of ceramsite to stone can be
between 1:1 and 1:2, and the recommended construction
temperature can be controlled not lower than 20 °C.
(3) The anti-icing performance of the wear layer is improved
with the increase of the ceramsite content. The freezing
point of the road surface can be reduced to 5 °C at most,
and the ice melting rate can be increased by up to 30%.
Under the condition of continuous immersion for ten days,
the asphalt mixture still has the effect of inhibiting the pro-
duction of ice film.
(4) Under bad weather conditions, the anti-skid performance of
the wear layer can be significantly improved with the incor-
poration of ceramsite in the mixture. Especially in the freez-
ing condition of 5 °C, the BPN of the road surface can be
increased by about 50% at most.
It is convenient to supplement the lost salt and maintain longer
lasting anti-ice effects. However, the material design and test anal-
ysis proposed in this paper mostly focused on indoor tests. In the
next step, it is recommended to build a test road section to further
verify the practical effects of the wear layer.
13
Construction and Building Materials 282 (2021) 122734
CRediT authorship contribution statement
Zhongshi Pei: Data curation, Formal analysis, Investigation,
Resources, Writing - original draft, Writing - review & editing. Jun-
yan Yi: Formal analysis, Methodology, Project administration,
Supervision, Writing - original draft, Writing - review & editing.
Yunlu Li: Data curation, Formal analysis. Pengjian Cheng: Investi-
gation. Yiming Zhu: Investigation. Decheng Feng: Methodology,
Project administration, Resources, Supervision.
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
Acknowledgments
This work was financially supported by the National Natural
Sciences Foundation of China (No. 51878229) and the Heilongjiang
Transportation Science and Technology Plan Project (Development
of high-performance liquid asphalt in cold regions).
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