The performance of a skid resistance fog seal is studied to develop a high bond performance road skid resistance fog seal. Accordingly, a fog seal is developed based on the bond strength, permeability, and aging resistance. To develop the skid resistance fog seal herein, the skid resistance particle types and dosages are optimized according to the skid and wear resistance properties. The fog seal performance is then verified. Furthermore, the road performance of the skid resistance fog seal is studied, and the optimal amount of the skid resistance fog seal is proposed. Finally, the influence of the construction process on the skid and wear resistance is investigated. The results show that the self-made skid resistance fog seal has better bond strength, permeability, and aging resistance. The 0.6 kg/m² skid resistance fog seal exhibits the best skid and wear resistance and water penetration performance, while the skid resistance fog seal constructed by the premix process has the best skid and wear resistance properties.

The vertical vibration compaction method (VVCM), heavy compaction method and static pressure method were used to form phyllite specimens with different degrees of weathering. The influence of cement content, compactness, and compaction method on the mechanical properties of phyllite was studied. The mechanical properties of phyllite was evaluated in terms of unconfined compressive strength (R_c) and modulus of resilience (E_c). Further, test roads were paved along an expressway in China to demonstrate the feasibility of the highly weathered phyllite improvement technology. Results show that unweathered phyllite can be used as subgrade filler. In spite of increasing compactness, phyllite with a higher degree of weathering cannot meet the requirements for subgrade filler. With increasing cement content, R_c and E_c of the improved phyllite increases linearly. R_c and E_c increase by at least 15% and 17%, respectively, for every 1% increase in cement content and by at least 10% and 6%, respectively, for every 1% increase in compactness. The higher the degree of weathering of phyllite, the greater the degree of improvement of its mechanical properties.

Double‐layer paving technology, which is a new technology for construction asphalt pavements, has received increasing research attention for several years. However, few studies have focused on the effect of asphalt pavement layer thickness and mixture‐type combinations on the fatigue properties of a double‐layer pavement. Therefore, the fatigue properties of the double‐layer and traditionally paved asphalt pavements were studied in this work. The effects of two paving technologies, three mixture combinations, and two asphalt layer thickness combinations on the fatigue properties of asphalt pavements were studied through bending beam tests, and a fatigue equation of different asphalt pavements was established using the two‐parameter Weibull distribution. Subsequently, the fatigue lives of different pavements were compared and analyzed under the same cyclic load. Results indicate that the flexural strength and fatigue life of the double‐layer pavement increased by at least 10% and 54%, respectively, compared with those of a traditionally paved pavement structure. The goodness of fit of the equation established using the Weibull distribution exceeded 0.90. For the traditional paving technology, compared with the pavement structure combination of 4‐cm AC‐13 surface layer/6‐cm AC‐20 bottom layer, the fatigue life of a 3‐cm AC‐13 surface layer/7‐cm AC‐20 bottom layer can be increased by at least 8%, while the fatigue lives of other pavement structures are reduced significantly. The results also indicate that the fatigue life of the double‐layer pavement structure with the 3‐cm AC‐13 surface layer/7‐cm AC‐20 bottom layer can be increased by at least 114% compared with that of the traditionally paved pavement structure (4‐cm AC‐13 surface layer/6‐cm AC‐20 bottom layer). Additionally, the fatigue lives of other pavement structures can be improved. To effectively improve the fatigue life of an asphalt pavement, a double‐layer pavement structure with the 3‐cm AC‐13 surface layer/7‐cm AC‐20 bottom layer combination is recommended.

To analyze the antierosion performance of cement‐improved loess (CIL), several influencing factors have been investigated based on two different compaction methods, which include the quasi‐static compaction method (QSCM) and the vertical vibration compaction method (VVCM). Then, a prediction model for the cumulative erosion mass loss (CEML) has been established. The effects of erosion on the strength deterioration of CIL were also studied. The results show that, compared with QSCM, specimens compacted using the VVCM have better antierosion performance. As the cement content and the compaction coefficient are increased by 1%, the antierosion performance is increased by 16% and 6.2%, respectively. The eroding time has a significant effect on the antierosion performance of CIL, and the CEML increases linearly with an increase in the eroding time. The compressive strength of CIL decreases significantly due to erosion, and based on the average deterioration degree of the specimens, the design criteria for strength of CIL are proposed, which can provide reference for the design of CIL.

In this paper, based on the thermosetting properties, bonding performance, high‐temperature water damage resistance, and aging resistance properties of epoxy‐emulsified asphalt, the best formulation of epoxy emulsified asphalt as a skid resistance fog sealing asphalt is studied. Through accelerated wheel wear and other tests, the effects of the ratio of the amount of skid resistance particles to the amount of epoxy emulsified asphalt, the total amount of skid resistance fog seal asphalt, and the construction process on the skid resistance durability of the skid resistance fog seal were studied. The results show that the epoxy emulsified asphalt formula code A₈₀ (E₂) (emulsified asphalt : water‐based epoxy = 80 : 20) is the best formula; when the proportion of emery and epoxy emulsified asphalt is 1 : 1, the British Pendulum Number (BPN) reduction rate of the skid resistance fog seal‐test piece worn 100,000 times was 27.4%. Compared with the same period, the reduction rate was reduced by 4.6% on average, with the smallest mass loss rate and the best skid resistance durability. When the total amount of skid resistance fog seal asphalt is 1.2 kg/m², the BPN reduction rate of the skid resistance fog seal specimen worn 100,000 times was 27.4%, which is an average reduction of 5.8% over the same period, and the mass loss rate is the smallest, and the skid resistance durability optimal. When using the premixed process, the BPN of the specimen was reduced by 13.2% after abrasion of 100,000 times. Compared with the “one asphalt and one sand” and “double asphalt and one sand” molded specimens, the mass loss rate was reduced by 15.0%, 4eU&7.2%, showing the best skid resistance performance. The results can provide guidance for the design and construction of AC‐13 and other pavement skid resistance fog seals.

In order to simulate the on-site compaction conditions of a Stone Matrix Asphalt (SMA) mixture, The Vertical Vibration Testing Method (VVTM), Superpave Gyratory Compactor (SGC), and Marshall method are used to test the SMA-13 mixture, and the physical and mechanical properties of the asphalt mixture designed by these three methods are tested. Subsequently, the influences of the molding method on the mechanical properties are compared. The influence of vibration compaction time on the volume parameters of the SMA mixture is studied. Following the heavy traffic compaction standards, the vibration compaction time of the SMA mixture is determined. The results show that the densities of the heavy Marshall specimen, VVTM specimen, and SGC specimen are 1.018 times, 1.019 times, and 1.015 times greater than that of the standard Marshall specimen, respectively. The passing rate of the 4.75 mm aggregate of the standard Marshall specimen is 29.9%, and that of the VVTM specimen and SGC specimen is 31.1% and 30.5%, respectively, while that of the heavy Marshall specimen is 34.5%. The mechanical strength of the specimen can be greatly improved as the density increases. On the other hand, by the same compaction work, the mechanical strength of the VVTM specimens can be increased by at least 7% compared with the heavy Marshall specimen. The mechanical strength of the VVTM specimen is increased by at least 22% compared with the standard Marshall specimen. The results also show that under the optimal asphalt-aggregate ratio and the same compaction work, the compressive strength and shear strength of the VVTM specimens are increased by at least 6% and 9%, respectively, compared with the Marshall specimens. In summary, the performance of the asphalt mixture designed by the VVTM is superior, providing a wider choice for future asphalt mixture design.