Ice and snow reduce the road surface coefficient of friction, leading to economic losses and jeopardizing driving safety. Salt-storage asphalt pavements often fail to extend pavement life effectively. This limitation is caused by insufficient slow-release performance in the de-icing technology. In this study, a slow-release salt storage asphalt mixture was developed to mitigate the hazards posed by ice and snow on roadways. The pavement performance and ice and snow melt inhibition performance of slow-release salt storage asphalt mixtures were investigated. Fuzzy analysis was employed to optimize the dosage of these aggregates. Results show that the salt within the asphalt matrix was observed to dissolve, migrate, and diffuse effectively. The impact on pavement performance varied with different aggregate dosages. Fuzzy analysis was employed to evaluate pavement performance and ice and snow suppression and an optimal dosage of 40% was determined. At this dosage, the salt storage asphalt mixture showed enhanced pavement performance and effective ice and snow melting inhibition. These findings support the development of active de-icing and snow removal technologies, improving driving safety on icy roads during winter.

This study aims to systematically evaluate the balancing mechanism between road performance, carbon emissions, and economic cost when selecting asphalt materials for severe cold regions, filling the gap in multi-criteria decision-making for composite chemical modifications. To address alternating temperatures, heavy traffic, and modified asphalt transport difficulties, this study presents a novel evaluation framework focusing on the performance–environmental–cost nexus of a desulfurized rubber powder composite SBS-modified asphalt mixture, which provides a clear technological breakthrough for high-ratio scrap tire recycling in seasonal frost zones. Two reference mixtures serve as comparisons: a conventional rubber powder composite SBS (styrene–butadiene–styrene triblock)-modified asphalt mixture (CR-SBS) and an SBS-modified asphalt mixture (SBS). A comparative experiment was conducted between the two materials and the SBS-modified asphalt mixture (ACR-SBS) compounded with desulfurized rubber powder. High-temperature stability was tested by the rutting test, low-temperature crack resistance by the beam bending test, and water stability by the immersion Marshall and freeze–thaw splitting tests. Life cycle carbon emissions and economic costs were quantified from raw material acquisition to construction. The results show that desulfurized rubber powder composite with ACR-SBS delivers the most superior overall road performance. However, it also generates the highest life cycle carbon footprint. Its total carbon emission reaches 162,800 kgCO₂eq, which is 13.7% (19,600 kgCO₂eq) higher than SBS (143,200 kgCO₂eq) and 7.7% (11,600 kgCO₂eq) higher than CR-SBS (151,200 kgCO₂eq). The total cost of ACR-SBS is 391,000 CNY, which is 1.5% (6000 CNY) higher than SBS (385,000 CNY) and 1.3% (5000 CNY) lower than CR-SBS (396,000 CNY). These findings provide a basis for the selection of high-performance, low-carbon, and economical composite-modified asphalt in severe cold regions.

This study aims to evaluate the adhesion performance of the recycled asphalt mastic (RAM)–limestone filler interface and the contribution ratio (CR) of mineral filler to the adhesion performance of the RAM–limestone filler interface. Using the pull-off test and surface free energy theory, the impacts of aged asphalt binder dosage, resurfacing dosage, and filler–asphalt binder ratio (F/A) on the grip capacity of the RAM–limestone filler contact were examined. The CR of mineral filler to the adhesion performance of the RAM–limestone filler interface under different influencing factors was calculated. Results show that the bonding strength and adhesion work of the RAM–limestone filler interface reach their best when the aged asphalt binder dosage is 20%. As the rejuvenator dosage increases, the RAM–limestone filler interface’s adhesion performance declines. As the amount of mineral filler increases, the bonding strength of the RAM–limestone filler interface first rises and subsequently falls. When the dosage of aged asphalt binder is 20%, the mineral filler’s CR to the RAM–limestone filler interface’s adhesion performance is at its highest. The impact of mineral filler on the RAM–limestone filler interface’s adhesion performance can be lessened by increasing the amount of rejuvenator. The greatest CR of mineral filler to the adhesion performance of the RAM–limestone filler interface occurs when the F/A is 1.4.

The utilization of industrial solid waste is crucial for sustainable development. This study developed a novel composite cementitious material (OSSC-GGBS) using oil shale semi-coke and slag as cement substitutes. A multi-objective optimization method was employed to determine the optimal formulation of OSSC-GGBS. Fourier Transform Infrared Spectroscopy (FTIR), Scanning Electron Microscopy (SEM-EDS), Thermogravimetric Analysis (TG-DTG-DSC), and pH testing. Finally, the synergistic effects of oil shale semi-coke and slag on the mechanical properties of this composite material were thoroughly investigated. Results indicate that the composite cementitious material exhibits optimal performance when the mass ratio of oil shale semi-coke to slag is 3:7, cement content is 15%, water glass modulus is 1.4, and water glass content is 10%. Microscopic analysis revealed that the synergistic interaction between oil shale semi-coke and slag optimized the microstructure of OSSC-GGBS. Its hydration products primarily consisted of C-S-H gel, Ca(OH)₂, and AFt, forming a dense and stable microstructure. Simultaneously, under alkali-activated conditions, oil shale semi-coke and slag synergistically participated in hydration reactions and secondary pozzolanic reactions. This significantly promoted the formation of cementitious products such as calcium silicate hydrate (C-S-H) and calcium aluminate hydrate (C-A-H). These products filled internal pores to form a network skeleton, thereby optimizing the microstructure.