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Article

Study on the Reflective Principle and Long-Term Skid Resistance of a Sustainable Hydrophobic Hot-Melt Marking Paint

by
Jun Chen
1,
Rui Li
2,*,
Yang Zhang
3,
Yi Wu
2 and
Haiqi He
2,4
1
Jinhua Wucheng District Highway and Transportation Management Center, Jinhua 321000, China
2
Key Laboratory for Special Area Highway Engineering of Ministry of Education, Chang’an University, Xi’an 710064, China
3
Jinhua Highway and Transportation Management Center, Jinhua 321000, China
4
Science and Engineering, Laval University, Quebec City, QC G1V 0A9, Canada
*
Author to whom correspondence should be addressed.
Sustainability 2023, 15(13), 9950; https://doi.org/10.3390/su15139950
Submission received: 30 May 2023 / Revised: 16 June 2023 / Accepted: 20 June 2023 / Published: 22 June 2023
(This article belongs to the Section Sustainable Materials)
Browse Figures
Versions Notes

Abstract

:
Road marking is very important for driving safety and reducing the accident rate as a basic component of highway construction. However, traditional road marking paints are prone to be worn after short-term application and have poor durability and reflective performance. To address these problems, the marking paint was modified using the organic polymer material polytetrafluoroethylene to create a durable hydrophobic hot-melt marking paint. The factors affecting the reflective performance of marking lines are analyzed, and artificial accelerated abrasion tests were carried out to analyze the skid resistance and marking retroreflection coefficient of hydrophobic coatings. Results show that the texture of the glass beads and the quality of the coating plays a major role in the reflective performance of the marking line. The friction coefficient value of the modified marking paint is 4.62% higher than that of the traditional hot-melt marking paint. The retroreflection performance of the marking paint with 4% hydrophobic material is 8.45% higher than the initial value of the retroreflection coefficient of the traditional hot-melt marking paints. This sustainable hydrophobic hot-melt marking paint is safer and more durable than traditional pavement marking paints, which may save follow-up maintenance resources and cost from the sustainable aspect.

1. Introduction

The road transportation sector has witnessed substantial growth in tandem with the rapid development of the economy and society. However, this progress has given rise to notable challenges such as the need for effective road traffic channelization, the escalating volume of traffic, and the increasing weight of vehicle axles [1]. Together with the rising road mileage, the demand for road marking paint has also increased significantly [2]. Road marking is essential for driving safety and reducing accident rates as a basic component of highway construction [3]. Road marking is mainly used in the sidewalk, lane dividers, and some arrows, which can play a certain guiding, prompting, and warning role for pedestrians and drivers [4], to achieve the purpose of guiding and controlling traffic.
However, the coating in the road surface layer of the marking to withstand the role of wheel wear and tear has increased sharply with the increase in car ownership, so it is easy to cause road marking pollution, blackening, cracking, lack of wear resistance, and a series of problems [5,6], indirectly affecting the use of the marking function, the driver’s “guide” role reduced [7]. If there is dust above the marking, the retroreflection coefficient will be reduced by about 10%, and the dust will gradually collect within 6 years [8]. Road marking line performance is associated with the occurrence of accidents up to about 70%, and marking retroreflectivity performance and traffic risk are closely related [9]. Studies have shown that when the marking retroreflectivity coefficient is increased by 10–100 mcd, the traffic risk is reduced by up to 0.9~8.6% [10]. Therefore, road markings can only have excellent daytime visibility and nighttime reflective performance to play a good role in declining the probability of accidents and vehicle congestion [11].
Hot-melt marking paints are frequently used in highways, special sections, and hazardous areas because they have quick drying times (3~5 min), excellent durability, and wear resistance [12]. However, the marking paint will be aging and will chromaticity decline with the increase in use time, so the visibility of the marking decreases, affecting the use of the marking effect and road tidiness [13]. The maintenance cost of the pavement will increase if a new marking paint is reapplied. Therefore, some scholars have started to develop self-cleaning road marking paints that the marking paints have some self-cleaning and anti-fouling ability [14]. Maryam et al. [15] prepared a new traffic marking paint based on acrylic resin and anatase nanoparticles, taking advantage of the excellent film-forming properties, adhesion, good stability, non-yellowing properties of acrylic resin, and the easy activation of titanium dioxide (TiO2) nanoparticles by solar and UV irradiation. It has the ability to be applied to solid surfaces to obtain self-cleaning and decontamination effects. Yang et al. [16] successfully prepared a highly transparent coating by grafting a glass container with polydimethylsiloxane, and the coating can exhibit extreme repellency to various liquids without causing significant changes to the smooth surface. The liquid-like coating can effectively prevent the adhesion of various liquids and inhibit the formation of bacterial biofilms without the use of detergents for cleaning. Jiang et al. [17] synthesized two ultrafine titanium dioxide nanocrystals, which can be prepared by a simple spraying method, and showed excellent optical and photocatalytic properties in self-cleaning and surrounding environment remediation. Liu et al. [18] prepared a marking paint with a good self-cleaning effect by adding modified fluorosilicone resin to alkyl methacrylate and utilizing the superamphiphobic property of fluorosilicone resin. The method can greatly reduce the surface free energy of the marking paint, and the prepared marking paint has a long service life and a good use effect. Mirabedini et al. [19] used the orthogonal design method to explore the influence of several key factors of coating raw materials, such as film formers, fillers, titanium dioxide, and plasticizers, on the physical, mechanical, and optical properties of the hot-melt marking line, and the performance of the designed coating was improved significantly. The development of marking paint is inseparable from the development of materials. In the future, road marking paint will develop in the direction of environmental protection, cleanliness, long-term effect, and intelligence [20].
In this study, hydrophobic asphalt pavement markings are prepared by adding hydrophobic modified polymeric materials to hot-melt marking paints. The selected hydrophobically modified polymer material is polytetrafluoroethylene (PTFE), which is a fluoropolymer, classified among thermoplastics [21]. Due to their affordability, toughness, ease of production, and recycling potential, high-performance commodity polymers are in demand [22]. The reflective principle of the marking paint is studied, and the long-term skid resistance performance of the hydrophobic asphalt pavement marking paint is evaluated. The long-term skid resistance performance of the hydrophobic asphalt pavement marking was assessed using an accelerated abrasion test. This test aimed to simulate the abrasive impact of road vehicles on the marking by measuring the abrasion value and retroreflective coefficient of road marking paints after different abrasion times. The causes of discoloration, poor reflectivity, cracks, peeling, and other issues in the utilization of current pavement markings were analyzed. Subsequently, specific solutions were proposed to address these problems, focusing on raw material selection, construction processes, and timely repairs during later stages.

2. Methodology

2.1. Materials

The C5 petroleum resin from Dongguan was selected as the film-forming material in this study. The pigment selected is rutile titanium dioxide, and its technical index is listed in Table 1. Dioctyl phthalate (DOP), polyethylene wax, and EVA are chosen as coating additives to improve the construction performance and product quality to a certain extent and to improve the fluidity and weathering resistance of coatings. The polyethylene wax is produced by Wuxi Yatai Company, the performance index test results are shown in Table 2, and the physical diagram is shown in Figure 1a. Glass beads are used as the reflective material of the coating, the origin is Xuzhou City, Jiangsu Province, China, and its basic performance index is shown in Table 3, and Figure 1b is the physical diagram. The selected hydrophobic material is polytetrafluoroethylene, produced in the city of Dongguan, and the basic indicators are shown in Table 4.

2.2. Preparation Methods

The hot-melt marking paint is prepared by a twin-screw extruder. The twin-screw extruder consists of three parts: the driving part, the processing part, and the extrusion part. The processing part is composed of a screw element and six pressure-resistant and individually temperature-controlled cylinders. The six cylinders are pressure-resistant to achieve precise temperature control, and the third and fourth cylinders in the feeding process are the main reaction zones. First and foremost, the various raw materials in the formula are precisely weighed and placed into a container for pre-mixing. This step ensures even mixing of the materials, resulting in high uniformity of the marking paint that is well-prepared for use. Then, we start the equipment and set the temperature of the six temperature control zones. The temperature of the first and second zone is set to 130 °C, the temperature of the main reaction zone is set to 210 °C, the temperature of the fifth and sixth zone is set to 190 °C, the speed of the main machine is set to 50 RPM, the speed of the feeding end is set to 10 RPM. We put the mixed raw materials into the feeding port for the preparation of the marking paint, and put the prepared paint into the crusher. The speed of the crusher is set to 2000 RPM, the time is set to two minutes, and the prepared marking paint is shown in Figure 2.
The hot-melt marking paint, when prepared, is in the form of solid powder at room temperature. As the temperature increases and reaches the melting point of the thermoplastic resin in the coating, it transforms into a liquid state suitable for application on the road surface. Generally, the paint can cure and achieve a solid state with sufficient strength within 3 min, allowing for reaching the condition of through traffic.
The melting process is mainly carried out in the hot-melt axe, and the temperature of the melt system is generally controlled from 180 °C to 220 °C.

2.3. Accelerated Wear Test

The accelerated wear test uses a four-wheel accelerated loading wear tester made by the laboratory of Chang’an University to simulate the abrasive effect of traffic load on the pavement markings on the highway. The four-wheel accelerated loading wear tester simulates tires made of polyurethane and contains four tires with a width of 45 mm, the tires rotate at high speed around the central axis driven by a motor. The four-wheel loading wear tester is shown in Figure 3a, and the marking line is coated on the rutting plate, as shown in Figure 3b. Four rutting plates were manufactured for experimental purposes. Among them, two plates were coated with hydrophobic hot-melt markings, while the remaining two plates were coated with conventional hot-melt markings.
The parameters of the wear meter were set to vertical load 1.4 Mpa, tire speed 5000 r/h, and tire linear speed about 84.78 km/h, which was in accordance with the average speed of the vehicle. After the parameters were set, the surface of the rutting plate coated with the marking paint was cleaned and the friction coefficient BPN of the four pieces of coated marking part was measured separately. Four pieces of rutting plate were put into the abrasion instrument and the screws were tightened to fix the rutting plate to prevent the plate from shaking during the test and affecting the test results. When the instrument stops rotating, the rutting plate is taken out and the friction factor BPN is measured. After the measurement, the test is repeated 10 times, and the BPN value after each cycle is recorded.

2.4. Retroreflective Coefficient Test

The amount of glass beads sprinkled should be moderate, as too much or too little is not conducive to maximizing the reflection effect of glass beads [23,24]. When the number of glass beads is too small, the reflection points formed are insufficient, concentrated retroreflection cannot be formed, and the reflection brightness is weak [25,26]. If there are too many glass beads, they appear to be agglomerated, produce too dense refraction, diverge from the direction of incidence, and are difficult to form a return reflection, increasing the cost. At the same time, the glass beads also simply fall off the surface of the marking, and the reflection effect is poor [27]. Therefore, by controlling the spreading amount of glass beads at 0.37~0.45 kg/m3, the reflective effect of the marking line is better [28].
The embedding level of glass beads in the marking line is influenced by the spreading duration, and the embedding level greatly impacts the retroreflection coefficient of the marking line [29]. A low embedding degree will reduce the marking line’s visibility at night. The embedding degree of glass beads is mainly related to the spreading time of glass beads, the viscosity of the paint, and the specific gravity of glass beads [30]. Ideally, a specific gravity of 2.3 g/cm3 is recommended for glass beads.
Testing the retroreflective brightness coefficient of the marking is an indispensable part of verifying the nighttime visibility of the marking [31]. Retroreflective technology makes full use of vehicle lights to change the direction of vehicle lights through the surface structure of the marking paint, thereby optimizing the visual recognition of markings at night. The influence of traffic regulations can be strengthened, so that drivers can judge road conditions and obtain guidance information in a timely manner.
The retroreflection performance test is carried out with a retroreflection coefficient tester. First, we preheat the instrument for 10 min, and select a white sample for instrument calibration according to the color of the paint. Then, we measure the retroreflective luminance coefficient value of each coating, and take the average value of three sets of tests for each coating as the final luminance coefficient value.

2.5. Long-Term Skid Resistance Test

Due to the special use environment of road marking paint, the evaluation of whether the nature of the marking paint is excellent requires the coating to meet the road marking a line with performance basis but also requires the marking coating to have a certain anti-skid ability. Evaluation of road surface skid resistance performance methods is divided into traditional contact measurement methods and non-contact measurement methods. Table 5 summarizes the advantages and disadvantages of several measurement methods and evaluation indexes. In this study, the pendulum method was selected to evaluate the anti-skid performance of marking lines.
The test was carried out by a BM-III type pendulum instrument to determine the skid resistance performance of road marking paint. In order to simulate the real-use environment of the marking, the rutting plate of AC13 asphalt mixture was prepared according to the Application Handbook of Standard Test Methods of Bitumen and Bituminous Mixture (JTGE720-2011) [32] wheel milling method. Before coating, the surface of the rutting plate was cleaned with a brush to ensure that there was no dust and debris in the construction depth of the rutting plate, and the upper and lower coating agents were applied. After the lower coating agent is cooled, the coating is melted with a scraper, the size is 15 cm × 15 cm, and the thickness is 2 mm. One glass bead is scattered on top of it, and the control scattering amount is 0.37~0.45 kg/m. After using the pendulum friction coefficient meter to test the skid resistance performance of the coating, the test part is wetted by spraying water before measurement, and three randomly selected beads are used on top of the rutted plate coated with the coating. Three test points were randomly selected above the rutting plate, and each test point was measured five times.

3. Results and Discussions

3.1. Retroreflective Properties of Hydrophobic Hot-Melt Marking Paint

Figure 4 depicted the variety of retroreflection coefficients of the modified and the traditional hot-melt marking paint. By comparing the retroreflective brightness coefficients of the two coatings, the retroreflective performance of the coating with 4% hydrophobic material is more excellent. And the initial value of the retroreflective coefficient is 8.45% higher than that of the traditional hot-melt road marking. The retroreflection coefficient of the modified marking line decreased by approximately 12.5% when the test was over, while the retroreflection coefficient of the traditional marking line decreased by 15.82%. The decrease in retroreflective performance of the marking line can be attributed to the increasing number of abrasion cycles, causing a loss of glass beads. This observation signs the enhanced wear resistance of the modified marking line in comparison to the traditional marking line. Based on the test data presented in Figure 4, it can be seen that under identical conditions the modified hot-melt marking paint exhibits superior durability compared to the traditional hot-melt marking paint. This attribute contributes to a reduction of the expenses associated with road marking paints replacement, thus promoting the sustainable application of road marking paints. Additionally, the retroreflection performance of the marking lines is enhanced, enabling enhanced visibility for drivers and thereby improving overall driving safety.

3.2. Long-Term Skid Resistance of Hydrophobic Hot-Melt Marking Paint

The test is based on the long-term skid resistance performance decay curve of the marking paints during the abrasion process to determine the skid resistance performance of the marking paint in the actual application of nighttime reflection performance. Figure 5 shows the decay curve of the friction factor BPN with the number of wears when the marking paint is accelerated in the simulated pavement wear.
Figure 5 shows that the decay process of the friction factor of the hot-melt marking paint is divided into three stages. The first stage in the hot-melt marking paint construction, bearing vehicle load before the friction factor value of the marking reached a peak, the value is called the initial friction coefficient of the marking paint BPN0. Test results show that in the 0 to 4000 times the friction factor value decline rate is faster, and the traditional marking paint friction factor value is higher than the initial value of BPN0 which decreased by 15.38%. This is because the anti-skid particles in the marking line in this stage, such as the surface of the glass beads, are compacted, anti-skid particles are in direct contact with wheel crushing and environmental factors, and skid resistance performance decays rapidly.
The second stage of the friction factor value decline rate trend slowed down and overall is still in a downward trend. The stage of anti-skid particles and marking paint by wheel wear at the same time, with the increase in the number of wear, anti-skid particles, and other materials in the marking at the same time by the pressure of dense polished, skid resistance performance gradually reduced. In the third stage of the marking resistance rubber wheel wear a certain number of times, with the number of wear increases, the friction factor value tends to level off, no longer with the wear increases and decreases. This stage is the leveling off stage, the friction factor of the leveling off stage is BPN1, which is because the marking line coating is worn out, and the tire directly wears the surface layer of the road.
The skid resistance performance of the modified hot-melt marking paint was compared to that of the traditional hot-melt marking paint. The analysis revealed that the friction factor of the modified marking paint surpassed that of the traditional paint by 4.62%. Moreover, as the abrasion times increased, the friction factor of the modified coating consistently exceeded that of the traditional coating. Consequently, the skid resistance performance exhibited an improvement in the modified marking paint. In addition, in order to improve the skid resistance performance of the marking paint, the main consideration is from the first two stages, and the performance of the marking paint before the friction factor is stabilized needs to be considered.

3.3. Construction and Maintenance Methods

Discoloration in the construction of the road marking paint may be attributed to factors such as the molten paint being exposed to high temperatures for an extended duration and the occurrence of the coking phenomenon at the bottom of the hot-melt axe [33]. The common solution is to strictly control the melting temperature during the construction of the marking, timely clean up the residual debris within the hot-melt axe, the choice of standards, quality, and no defects in the marking products. If the reflective performance is bad, it may be because of improper operation of the construction personnel, uneven spreading of glass beads, improper control of spreading speed, or the construction temperature is too low, and the viscosity is not enough to lead to poor fluidity of the coating [34]. There are also reasons for raw material quality, uneven texture of glass beads, and poor particle size distribution [35]. The general solution is to strengthen the construction training of construction technicians, control of raw materials selection is reasonable, and the road timely correction and clean sweeping measures can make the marking with a better night reflectivity.
The service life of road marking is one to two years, which is significantly less than the service life of asphalt pavement. Therefore, in order to improve the service life of marking, the purpose can be achieved by strengthening the post observation of marking and improving the maintenance level. Markings in service should meet the following requirements, good night visibility, color purity, location, and shape in line with the corresponding standards [36].
The night reflectivity testing should be performed within 6 months of the actual inspection of the markings. An existence of oil or car marks above the markings, need to use alcohol and other polar solvents for local cleanup, and then rinse clean with water to keep the markings clean. Refine maintenance management for different locations and different functions of the markings to establish a differentiated maintenance program, increase the busy sections, and more vehicle contact with the maintenance of the markings of the capital investment, and increase personnel input. Maintenance management work regularly removes the dust on the surface of the marking, and research shows that the use of this method can be marked retroreflective coefficient increased by about 10%.

4. Conclusions

The hydrophobic polymer material polytetrafluoroethylene was prepared to improve the retroreflective performance and anti-fouling performance of traditional markings. The optimal method for modifying road markings is proposed. The reflective principle of road marking paints was introduced and the influencing factors affecting the reflectivity of marking paints were proposed. The long-term skid resistance performance of the hydrophobic asphalt pavement marking paint was evaluated. The main conclusions can be summarized as follows:
(1)
Polytetrafluoroethylene was used as the hydrophobic polymer material to modify the road marking paint. PTFE has good hydrophobic properties, as well as excellent thermal stability and aging resistance. After using PTFE as a polymer material to modify the marking paint, the durability and reflective performance of the marking paint is improved.
(2)
The skid resistance performance and retroreflective performance of the marking paints were measured by accelerated abrasion test to simulate the abrasive effect of road vehicles on the marking. The results show that the friction factor of the modified marking paint is 4.62% higher than that of the traditional hot melt marking paint. And the friction factor of the modified coating is always higher than that of the traditional coating in the process of gradually increasing the amount of wear, and the skid resistance performance is improved.
(3)
In the test of the retroreflection coefficient, the initial values of the retroreflection coefficient of both marking paints meet the specification requirements, and the value of the retroreflection coefficient gradually decreases with the increase in abrasion times. By comparing the retroreflection brightness coefficients of the two coatings, the retroreflection performance of the marking paint with 4% hydrophobic material is more excellent. And the initial value of the retroreflection coefficient is increased by 8.45% compared with the traditional hot melt marking paint.

Author Contributions

Conceptualization, J.C., R.L. and Y.Z.; methodology, J.C. and R.L.; software, J.C.; validation, J.C. and Y.Z.; formal analysis, J.C.; investigation, J.C.; resources, Y.W. and H.H.; data curation, Y.W. and H.H.; writing—original draft preparation, J.C.; writing—review and editing, R.L., Y.Z. and H.H.; visualization, R.L.; supervision, Y.W. and H.H.; project administration, Y.Z.; funding acquisition, R.L. All authors have read and agreed to the published version of the manuscript.

Funding

This work was supported by the Science and Technology Planning Project of the Zhejiang Provincial Department of Transportation (grant number 2021041). The authors gratefully acknowledge their financial support.

Institutional Review Board Statement

Not applicable.

Informed Consent Statement

Not applicable.

Data Availability Statement

Not applicable.

Conflicts of Interest

The authors declare no conflict of interest.

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Sustainability 15 09950 g001 550
Figure 1. Materials: (a) polyethylene wax; (b) glass beads.
Figure 1. Materials: (a) polyethylene wax; (b) glass beads.
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Figure 2. Line marking paint after crushing.
Figure 2. Line marking paint after crushing.
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Figure 3. Accelerated wear test: (a) four-wheel wear tester; (b) rutting plate.
Figure 3. Accelerated wear test: (a) four-wheel wear tester; (b) rutting plate.
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Figure 4. Retroreflection coefficient decay curve.
Figure 4. Retroreflection coefficient decay curve.
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Figure 5. Friction factor decay curve.
Figure 5. Friction factor decay curve.
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Table
Table 1. Rutile titanium dioxide technical requirements and experimental results.
Table 1. Rutile titanium dioxide technical requirements and experimental results.
Test ItemsUnitTechnical RequirementsTest Results
Mass fraction of water-soluble matter%≤0.60.453 ± 0.009
Mass fraction of volatiles at 105 °C%≤0.50.372 ± 0.007
Mass fraction of TiO2%≥9093.7 ± 0.4
Mass fraction of sieve residue%≤0.10.046 ± 0.002
Table
Table 2. Polyethylene wax technical indicators and test values.
Table 2. Polyethylene wax technical indicators and test values.
Performance IndexTest MethodUnitTest Results
ViscosityATM D3236cPs27.3 ± 0.3
DensityATM D1505g/cm30.94 ± 0.04
Softening pointATM D3954°C116 ± 1
Whiteness indexATM E313-65 ± 0.5
Table
Table 3. Glass beads technical index.
Table 3. Glass beads technical index.
Test ItemsTechnical IndicatorsTest Results
Rounding rate≥80%87 ± 0.8
Refractive indexRi ≥ 1.90>1.9
Particle size distribution0 (S > 6000)0
50~90 (300 < S ≤ 600)73.56 ± 0.09
5~50 (150 < S ≤ 300)24.60 ± 0.06
0~5 (S ≤ 150)1.84 ± 0.02
Table
Table 4. Basic properties of polytetrafluoroethylene.
Table 4. Basic properties of polytetrafluoroethylene.
Product PropertiesPTFE-090
AppearanceWhite slightly powdery
Particle sizeDv505~9
Dv9025 ± 1
Melting point3200 ± 2
Table
Table 5. Skid resistance measurement method.
Table 5. Skid resistance measurement method.
Test MethodsAdvantagesDisadvantagesEvaluation Indicators
Contact measurement methodsSand laying methodEasy and fast operationFixed-point measurement, subject to human subjective influenceDepth of construction
Pendulum methodEasy to operateBritish pendulum value (BPN)
Drainage methodSuitable for porous and rainy anti-skid roadsFixed-point measurement, influenced by environmental humidityDepth of construction
Non-contact measurement methodsTrailer tribometer methodContinuous measurement, high efficiencyHigh equipment priceFriction factor
Laser measurement methodHigh precision and fastTexture parameters such as tectonic depth
Industrial CT scanHigh precisionTexture 3D digital information
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Chen, J.; Li, R.; Zhang, Y.; Wu, Y.; He, H. Study on the Reflective Principle and Long-Term Skid Resistance of a Sustainable Hydrophobic Hot-Melt Marking Paint. Sustainability 2023, 15, 9950. https://doi.org/10.3390/su15139950

AMA Style

Chen J, Li R, Zhang Y, Wu Y, He H. Study on the Reflective Principle and Long-Term Skid Resistance of a Sustainable Hydrophobic Hot-Melt Marking Paint. Sustainability. 2023; 15(13):9950. https://doi.org/10.3390/su15139950

Chicago/Turabian Style

Chen, Jun, Rui Li, Yang Zhang, Yi Wu, and Haiqi He. 2023. "Study on the Reflective Principle and Long-Term Skid Resistance of a Sustainable Hydrophobic Hot-Melt Marking Paint" Sustainability 15, no. 13: 9950. https://doi.org/10.3390/su15139950

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