Pavement skid resistance is one of the most important factors affecting road safety, and pavement texture morphology significantly influences this property. Therefore, it is crucial to investigate the relationship between pavement texture and skid resistance. This article provides an overview of recent research advancements in key areas, including the anti-skid mechanisms of asphalt pavements, factors affecting pavement anti-skid performance, methods for characterising and evaluating pavement anti-skid performance, and the relationship between the macroscopic and microscopic texture of pavements and their anti-skid performance. Based on a comparative analysis of the intrinsic mechanical interactions between asphalt pavements and rubber tyres, it was determined that the surface texture characteristics of the asphalt pavement are the most critical factor influencing its anti-skid performance. These include both macroscopic and microscopic texture parameters, which, together with the service environment, collectively influence the pavement’s anti-skid performance. The existing texture characteristics, based on the anti-skid performance of asphalt pavements, as detected by various methods and evaluated using established models, are summarised here. Finally, this article discusses the relationship between texture characteristic parameters and asphalt pavement anti-skid performance from both macro- and microtexture perspectives. This synthesis serves as a valuable reference and basis for further research and development in enhancing asphalt pavement skid resistance.

Porous asphalt mixtures play a pivotal role in enhancing pavement drainage capacity and traffic safety, where the performance of asphalt binder constitutes a determining factor. This study introduces an innovative advancement through the development of a high-viscoelastic modifier and corresponding modified asphalt based on SBS-modified asphalt, coupled with optimized preparation protocols. The optimal composition and dosage of the modifier were systematically determined through standardized tests including penetration, ductility, softening point, and bending beam rheometer (BBR) analysis. A comprehensive evaluation of road performance was conducted on two porous asphalt mixtures, namely conventional SBS-modified asphalt versus the novel high-viscoelastic modified asphalt (designated as 10-A). Experimental protocols encompassed high-temperature rutting resistance tests, low-temperature beam bending tests, freeze–thaw splitting tests, two-point bending fatigue tests, accelerated abrasion tests, and dynamic friction tester (DFT) measurements. The results demonstrate that the 10-A-modified mixture exhibits superior high- and low-temperature performance. Notably, its fatigue resistance and skid resistance showed minimal divergence from conventional SBS-modified asphalt, attributable to physicochemical crosslinking interactions among antioxidants, resins, and stabilizers. This research elucidates the synergistic mechanism of components within the 10-A modifier system. The proposed high-viscoelastic asphalt formulation meets the technical requirements for functional drainage asphalt mixtures while providing material-level support for implementing sponge city initiatives.

Asphalt is widely used as a binder in pavement engineering. The temperature-dependent phase transition behavior of asphalt binders critically influences pavement performance. This study comprehensively evaluates phase transition characteristics to establish robust performance indicators. Dynamic mechanical analysis (DMA) was employed to characterize 30 neat asphalt binders across a broad temperature range. Phase transition temperatures and moduli were derived from complex and loss modulus curves. Correlations with saturate, aromatic, resin, and asphaltene (SARA) fractions and conventional properties (penetration, viscosity, ductility) were statistically analyzed. The results revealed significant performance variations among binders of identical penetration grades. T_g effectively differentiated low-temperature behavior, overcoming empirical limitations. High-temperature indicators (T₂, E₂₀) strongly correlated with viscosity (R² > 0.96). SARA analysis showed that saturates reduced T_g (r = −0.566) while asphaltenes increased E₂₀ (r = 0.804). Multiple regression models confirm synergistic interactions among SARA fractions, although low-temperature indices exhibit a weaker dependence on composition. DMA-derived phase transition parameters provide physically meaningful performance indicators, superior to conventional metrics. Incorporating T_g and T₂/E₂₀ into grading systems can enhance asphalt selection for thermal susceptibility, advancing pavement durability design.

Extending the service life of asphalt pavement and cutting maintenance costs are two reasons self-healing technologies have drawn growing attention. Based on 66 studies published between 2011 and 2026, this review covers four engineered self-healing technologies: induction heating, microwave heating, microcapsule-based healing, and microbial-induced calcium carbonate precipitation (MICP). Quantitative comparisons are made for the first three; microbial healing is discussed separately because only four studies were found. Induction heating has been tested in the field and can reach healing efficiencies of up to 96.5% (maximum reported value). Microcapsule-based healing has a reported peak efficiency that approached 100% under optimal conditions, but can only be used once. Microwave heating heats more evenly across the pavement depth but has not been tested in the field. Microbial healing is at an early stage, with modest strength recovery (UCS, unconfined compressive strength, up to 47%). This review argues that evaluation fragmentation—the use of different indicators, test conditions, and material formulations across studies—makes it difficult to compare technologies and hinders field use. A standardized dual-index evaluation framework is proposed, along with three research priorities: adopting standardized protocols, monitoring existing field trials over the long term, and conducting full life-cycle cost analysis.

Polyurethane (PU) is widely used in construction, transportation, automotive products, decorative materials, and related industries because its molecular structure can be tailored to diverse service requirements. This versatility has stimulated growing interest in polyurethane-modified asphalt for pavement engineering. This review examines the chemical structure, reaction mechanisms, and principal synthesis routes of polyurethane-modified asphalt and discusses polyurethane-modified emulsified asphalt, polyurethane composite-modified asphalt, and polyurethane-modified asphalt mixtures. Engineering applications in permeable pavements, bridge and tunnel surfacing, as well as crack and pothole repair are also considered. The review further addresses green in situ polymerization, high-content polyurethane systems, waterborne polyurethane, interfacial adhesion, bio-based formulations, recycled asphalt mixtures, and life-cycle performance. The available evidence indicates that polyurethane can improve high-temperature stability, durability, fatigue resistance, mechanical strength, adhesion, and aging resistance. In suitable formulations, it can also reduce production temperatures and construction-related emissions. Economic feasibility, unresolved technical issues, and future research priorities are discussed at the end of the review.