Surfactants are frequently used to improve the engineering performances of foamed bitumen. Additionally, the foaming process can also perform a significant influence on the foam characteristics and rheological properties of foamed bitumen. However, rare research investigates the synergistic effect of both surfactant and foaming process on the engineering properties of foamed bitumen. To fill the gap, this research investigated the synergistic effect of surfactant and foaming process on the foaming characteristics and rheological properties of foamed bitumen. Based on the experimental results, the synergistic effect shows a significant effect on improving the half-life of foamed bitumen, which reached up to 69 s when 6% foaming Evotherm-DAT content was used. In addition, the foaming temperature also has a significant effect on the foaming characteristics. This study shows that the best foaming conditions can be achieved when the foaming temperature and Evotherm-DAT content are 170 °C and 8%, respectively. Based on the study of synergistic effect, the engineering performances of surfactant foamed bitumen were further characterized in this research, for instance, the enhancement in high-temperature performance and fatigue resistance, and the improvement in workability. Generally, the results of this study have greatly promoted the application of surfactant foam bitumen in the engineering practice.

Ultra-thin wearing course (UTWC) as an asphalt overlay is widely used in pavement maintenance for extending pavement service life. Researchers focused on improving and evaluating its performance, yet few researchers compare the performance of typical UTWCs. Moreover, some traditional asphalt mixture tests are improper for UTWC due to the thicknesses of UTWC, which is thinner than the traditional asphalt overlay. This study further evaluated the advantages and disadvantages of typical UTWCs. A series of tests were conducted to compare the comprehensive performance of three typical UWTC products, including SMA-10, Novachip-B, and GT-10. Moreover, this study improved the rutting test to evaluate its rutting performance more accurately. Rutting specimens of 20 mm thick and 50 mm thick composite specimens (20 mm UTWC + 30 mm Portland cement concrete slabs) were prepared. Two types of PCC slabs were used, including unprocessed PCC slabs and PCC slabs with preset cracks. The test results showed that Novachip-B showed the best water stability and weakest raveling resistance, while GT-10 showed the best fatigue and anti-skid performance. The rutting performance of UTWCs was reduced because of the influence of preset cracks. The rutting depth of GT-10 was only 60–90% of that of others, showing the comprehensive performance of GT-10 was better than that of others. These results provide a significant reference for the research and application of UTWC.

Stone matrix asphalt (SMA) mixture has been widely used in pavement engineering for its preferable in-service performance. However, deterioration of SMA pavement in skid resistance is apparent under traffic loading. There remains lacking attention on skid resistance attenuation of SMA pavement, which in turn is important for skid durability design in practice. Hence, this study aims to perform a thorough investigation to reveal the skid resistance attenuation law of SMA pavement. Multiple types of SMA-13 mixtures prepared by different material designs were selected to conduct a kneading test that simulates real surface states of in-service SMA pavement. Pressure-sensitive film and a 3D laser scanner were utilized for evaluating anti-skid performance and skid durability. The finite element (FE) method is introduced to simulate vehicle braking distance for skid-resistance evaluation. The results show that skid resistance attenuation of SMA pavement consists of two stages: In the first stage, the skid resistance of SMA pavement experiences a short enhancement, followed by a long-term weakening stage. Abundant surface texture of SMA helps to mitigate the impact of traffic load on skid resistance. The FE analysis and pressure-sensitive film results demonstrate the potential of skid durability design of SMA pavement based on the skid resistance attenuation law.

Fatigue failure in asphalt pavements, caused by continuous loading, primarily occurs at the interface between the asphalt binder and the aggregate (adhesive failure) or within the asphalt binder itself (cohesive failure). This study conducted variable stress fatigue tests on asphalt binders to investigate the fatigue damage evolution mechanism that aligns most closely with actual road conditions. By altering test conditions such as stress amplitude and loading frequency, the study summarized the patterns of change in the fatigue performance parameters of binder samples and analyzed their fatigue life. The research methods employed are of significant value for refining the existing asphalt fatigue evaluation systems. Indicators such as dissipated energy ratio, cumulative dissipated energy ratio, rate of change in dissipated energy, and the G-R constant n × G_n* were used as criteria for fatigue failure. The fatigue life of samples under different stress levels was calculated, and the applicability of each dissipated energy fatigue indicator was evaluated. The evaluation indicators, like dissipated energy ratio and cumulative dissipated energy ratio, failed under large stress outside the non-linear viscoelastic range, whereas the rate of change in dissipated energy and the G-R constant n × G_n* accurately determined the fatigue life of samples in fatigue tests at all stress levels, covering a broader range of applicable stresses. In variable stress fatigue tests, the rate of change in dissipated energy and the G-R constant were used as indicators for determining fatigue failure. Under a small-to-large loading mode, the second stage of the sample’s fatigue life was too short, causing the G-R constant curve to not reach its peak, and hence it could not accurately determine the sample’s fatigue life. Under a large-to-small loading mode, there are sufficient loading cycles before fatigue failure occurs, allowing the G-R constant curve to reach its peak, demonstrating that the G-R constant remains applicable in this loading mode. Under both small-to-large and large-to-small loading modes, the fatigue failure point of the samples could be determined based on the rate of change in dissipated energy curve. It is recommended to use the rate of change in dissipated energy as the failure criterion for samples in variable stress fatigue tests on asphalt binders.