## 1 Introduction  
The roller-compacted concrete pavement (RCCCP) is more cost-effective than the conventional type (PCC) due to its construction simplicity and less expensive than the asphalt pavement. However, the main problem preventing it from being extensively used as pavement in direct contact with traffic, especially in high-speed roads, is frictional (and sometimes low abrasion) resistance due to the lack of proper and durable texture. Rollers smooth the RCCP surface, omit the macro-texture, and increase the hydroplaning and accident potential. However, for a satisfactory riding quality, the pavement surface should maintain its proper texture and skid resistance which, according to ACI, is affected by both the concrete micro-texture (provided by the fine aggregate type/hardness) and the macro-texture (formed on freshly placed or cut in hardened concrete [1]). Macro-textures provide mechanical resistance against skidding, while micro ones highly affect the frictional resistance against the vehicle tires [2]; both are essential for safe driving on concrete pavements. The texture of the concrete pavement surface should not only provide adequate friction, especially in wet conditions but also minimize the tire-pavement interaction noise. This surface can have longitudinally oriented texture (e.g., longitudinal timing, brooming, grooving, turf drag, diamond grinding, and NGCS), transversely oriented textures (e.g., transverse timing, brooming, and grooving), or textures with no particular orientation (e.g., porous concrete and exposed aggregate finishes) [3]. When experiencing severe rubbing action from vehicles' wheels, concrete pavements need to maintain adequate texture to have a high skid resistance for proper vehicular control [3]. For a rigid pavement, this resistance is the capacity to resist the rubbing-/cutting-/sliding [4; 5]. Factors affecting it for the rigid pavement micro-texture are the concrete compressive strength, aggregate type/properties, cement content, W/C ratio, and curing conditions [6; 7; 8; 9; 10; 11; 12], and those affecting that of the surface macro-texture are shape, depth, density per unit pavement surface area, and direction [13; 14]. The micro-texture abrasion resistance is generally related to the concrete compressive strength, hardness, and type of fine aggregates; harder aggregates resist wear better than softer ones [15]. To provide proper skid resistance on pavements, at least 25% by mass of fine aggregates should be silicous [16]. [PERSON] et al. studied the relationship between the concrete surface microstructure and abrasion resistance and showed that the latter depends largely on the surface zone pore structure and microhardness [17]. The strength at any point of the transition zone depends on the volume and size of the existing voids, and silicous aggregates and limestone can reduce this size when calcium silicate and conqualuminate hydrates are formed, respectively [18]. Many studies have reported that adding low amounts of high siliceous additives such as silica fume, fly ash, and so on can improve the concrete compressive strength and abrasion resistance [4; 6; 19; 20]. The CCAA (Cement Concrete & Aggregates Australia) research has shown that the abrasion resistance depends on the compressive strength but is independent of the sand used [21]. [PERSON] et al. showed that increasing the limestone micro-fines from 4.3% to 20% by mass of the manufactured sand would improve the abrasion resistance. They concluded that the latter is improved in the PCC (Portland cement concrete) when the surface roughness is increased and the crushing value and Los Angeles abrasion value of sand particles are reduced; they did not find any evident relation regarding the siliceous content of sand [22]. As regards the abrasion resistance [22], most studies are now carried out on limestone manufactured sand and are seemingly gathering proper information by investigating different combinations of natural/manufactured siliceous/calcareous sands.