The advantages of asphalt pavement in terms of driving comfort, construction efficiency, and ease of maintenance have established it as the predominant choice for high-grade pavements at present. However, being highly sensitive to temperature and stress, asphalt performance is significantly influenced by external environmental conditions and loading, making it susceptible to various distress phenomena. Particularly in high-latitude regions, asphalt pavement cracking severely limits asphalt pavement’s functional performance and service lifespan under cold climatic conditions. To enhance the low-temperature cracking resistance of asphalt pavement in cold regions, tools such as VOS viewer 1.6.20 and Connected Papers were utilized to systematically organize, analyze, and summarize relevant research from the past 40 years. The results reveal that temperature shrinkage cracks and thermal fatigue cracks represent the primary forms of asphalt pavement distress in these regions. Cracking in asphalt pavement in cold regions is primarily influenced by structural design, pavement materials, construction technology, and climatic conditions. Among these factors, surface layer stiffness, base layer type, and the rate of temperature decrease exert the most significant impact on cracking resistance, collectively accounting for approximately 45.4% of all cracking-related factors. The low-temperature performance of asphalt pavement can be effectively improved through several strategies, including adopting full-thickness asphalt pavement with a skeleton-dense structure or reduced average particle size, incorporating functional layers, appropriately increasing the thickness of the upper layer and the compaction temperature of the lower layer, utilizing continuous surface layer construction techniques, and applying advanced materials. High-performance modifiers such as SBR and SBS, nanomaterials with good low-temperature performance, and warm mixing processes designed for cold regions have proven particularly effective. Among various improvement methods, asphalt modification has demonstrated superior effectiveness in enhancing the deformation capacity of asphalt and its mixtures, significantly boosting the low-temperature performance of asphalt pavements. Asphalt modification accounts for approximately 50% of the improvement methods evaluated in this study, with an average improvement in low-temperature performance reaching up to 143%. This paper provides valuable insights into the underlying causes of cracking distress in asphalt pavements in cold regions and offers essential guidance for improving the service quality of such pavements in these challenging environments.

This study investigated the effects of polypropylene fibre (PF) reinforcement on the mechanical behaviour of clay soil. Using clay soil and polypropylene fibres from China’s Inner Mongolia and Hebei Provinces, respectively, a series of soil samples with 0%, 1.5%, 2.25%, and 3% PF content by soil weight were subjected to compaction, shear strength, consolidation, California bearing ratio, and microstructure analyses. The study results indicate improved compaction, shear strength, consolidation, and the bearing ratio of the PF-stabilised clay soil. As the PF content increased, its maximum dry density increased and its optimum moisture content decreased; its angle of internal friction increased and its cohesion coefficient decreased; and its void ratio, consolidation coefficient, and hydraulic conductivity all decreased. Comparing the unstabilised (0% PF) and stabilised (3% PF) clay soil, the void ratio, consolidation coefficient, and hydraulic conductivity decreased from 0.96 to 0.93, from 2.52 to 2.34 cm²/s, and from 1.12 to 1.02 cm/s, respectively. The optimum PF content was determined to be 3% by the weight of the soil, as this quantity resulted in the best improvement in soil properties.