Micro-surfacing is a widely used pavement preventive maintenance technology used all over the world, due to its advantages of fast construction, low maintenance cost, good waterproofness, and skid-resistance performance. This study evaluated the fine aggregate morphology and surface texture of micro-surfacing by AIMS (aggregate image measurement system), and explored the effect of aggregate morphology on skid-resistance of single-grade micro-surfacing. Sand patch test and British pendulum test were also used to detect skid-resistance for comparison with the image-based method. Wet abrasion test was used to measure skid-resistance durability for feasibility verification of single-grade micro-surfacing. The results show that the effect of Form2D on the skid-resistance of micro-surfacing is much stronger than that of angularity. Combining the feasibility analysis of durability and skid-resistance, 1.18–2.36 grade micro-surfacing meets the requirements of durability and skid-resistance at the same time. This study also determined that, compared with British pendulum test, the texture result obtained by sand patch test fits better with results of image method.

This research aimed to investigate the effect of fine aggregate particles on mechanical properties of fly ash-based geopolymer mortar. In this work, seven kinds of river sand particles were designed based on different fine aggregate characteristics. The fineness modulus was adopted to quantitatively describe the gradation of sands. The fluidity, compressive, flexural, and tensile strengths of geopolymer mortar with different sand gradations were analyzed by laboratory tests. Furthermore, the composition and morphology of fly ash-based geopolymer mortar was analyzed by X-ray diffraction (XRD) and scanning electron microscopy (SEM). The reasonable gradation range and filling effect of sand were obtained. The results show that fluidity and compressive and flexural strengths of geopolymer mortar both improve with the increase of the fineness modulus, while specific surface area and voidage are opposite. The tensile strength of mortar largely lies on the interface properties between the geopolymer binder and fine aggregates. When the pass rate of the key sieving size 1.18 mm is 75–95%, the pass rate of the key sieving size 0.15 mm is 15–25%, the fineness modulus is 2.2–2.6 and the appropriate filling coefficient of geopolymer paste is around 1.0–1.15, the comprehensive performance of geopolymer mortar is the best. This research paper could provide a basis for the design of geopolymer mortar based on fly ash, and it is of great significance for its popularization and application.

Styrene butadiene rubber latex (SBR), waterborne epoxy adhesive (WE) and colloidal silica sol (SiO₂) were used to prepare modified bitumen emulsion for cold mix asphalt. The modification effects of the individual modifiers and the combination of these modifiers were investigated by using bonding strength and dynamic shear rheological property. Test results showed that the modifier dosage helped to balance the performance of modified bitumen emulsion by improving its bonding strength without compromising its rheological properties. The critical dosage at which the peak bonding strength occurred was 4%, 12% and 4% for SBR, WE and SiO₂ respectively. Improved rheological performance on the master curves was well distinguished, in particular, by increased complex modulus and reduced phase angle at the low frequency region. Abrupt changes, especially on phase angle occurred when the modifier dosage was beyond 12%. The measured ratio between bonding strength and complex shear modulus could vary ranging from 10⁻² to 10². Highly-modified bitumen emulsion with good adhesion, rheology and compatibility can be prepared by using the combination of SBR, WE and SiO₂. It is important to carefully select the type and dosage of modifier for a particular combination to optimize the performance of modified bitumen emulsion.

Fiber can absorb asphalt binder and therefore reinforce and stabilize the asphalt mixture structure and also prevent the asphalt from the leaking, which occurs in the process of mixing and transport. In this study, three kinds of fiber (polyester fiber, polypropylene fiber, and lignin fiber) are used to evaluate the relationship between the fiber types and mechanic performance of SMA-13 fiber asphalt mixture, which is specially designed for field tests of high-speed vehicles on pavements. The micro-surface characteristics of fiber and aggregates were studied by SEM and image analysis. Marshall stability and splitting strength were used to measure the properties of the asphalt mixture. In addition, a field test, including measures for curve-section edge, curve-section center, straight-section edge, and straight-section center, was conducted to evaluate the skid resistance of the high-speed vehicles that test field pavement. The results show that the Marshall stabilities of asphalt mixture with three kinds of fibers have been improved, whereas the stability of asphalt mixture prepared by polypropylene fiber and polyester fiber particularly increased before immersion. Among the three kinds of fiber asphalt mixtures, the polyester fiber asphalt mixture has enhanced water susceptibility. Skid resistance in the field test indicated that high skid resistance and good surface-texture depth were achieved.

This paper aims to investigate the fatigue cracking evolution of cold recycled asphalt mixtures with asphalt emulsion (CRME) under different curing times. The fatigue cracking model of CRME based on damage mechanics and fracture mechanics was analyzed according to the fatigue loading curve. Firstly, the fatigue cracking evolution of CRME was studied through an SCB strength test and SCB fatigue test. Then, the fatigue damage mechanics were used to establish a nonlinear fatigue cracking model, and the damage degree of CRME at the initial cracking point was determined. The Paris formula was used to characterize the law of fatigue crack propagation. Finally, the microstructure of CRME was observed by scanning electron microscopy (SEM) with the backscattering method. The results indicate that the initial cracking point appears at around 60% of the fatigue life according to the SCB fatigue test by means of image analysis. The damage variable was obtained through the cracking model, and the value of the damage variable was determined as 0.06–0.17 at the initial cracking point. In addition, the Paris formula showed that the crack growth of CRME can be reflected by the stress intensity factor and correlative parameters. Moreover, cement hydration products were mixed with the asphalt membrane to form a denser spatial structure during the curing process, which may provide higher fatigue performance of CRME. This research may provide a theoretical reference for studying the fatigue cracking behavior of CRME.