Preventive Maintenance Technology For Asphalt Pavement: Feng Li Jinyan Feng Youxin Li Siqi Zhou

Springer Tracts on Transportation and Traffic
Feng Li
Jinyan Feng
Youxin Li
Siqi Zhou
Preventive
Maintenance
Technology
for Asphalt
Pavement
Springer Tracts on Transportation and Traffic
Volume 16
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Feng Li Jinyan Feng Youxin Li
• • •
Siqi Zhou
Preventive Maintenance
Technology for Asphalt
Pavement
123
Feng Li Jinyan Feng
Beihang University Beihang University
Beijing, China Beijing, China
Youxin Li Siqi Zhou

Beihang University Beihang University
Beijing, China Beijing, China
ISSN 2194-8119 ISSN 2194-8127 (electronic)

Springer Tracts on Transportation and Traffic
ISBN 978-981-15-6205-1 ISBN 978-981-15-6206-8 (eBook)
https://doi.org/10.1007/978-981-15-6206-8
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Foreword
I am very glad to see the publication of a book on the current situation and
development trend of pavement preventive maintenance technology for asphalt
pavement in China. Asphalt pavement is the main pavement form of high-grade
highway and urban road in China. With the rapid development of road construction
in China, the importance of pavement preventive maintenance for asphalt pavement
is increasingly prominent. In the past two decades, China has carried out a large
number of preventive maintenance technology engineering applications and made
significant progress in maintenance decision-making methods and maintenance
implementation rules, making outstanding contributions to maintaining and
increasing the value of asphalt pavement in China.
Up to now, there are no systematic and comprehensive books on asphalt
pavement maintenance technology and engineering application in China.
Preventive Maintenance Technology for Asphalt Pavement (Li Feng etc. Singapore:
Springer press, 2019.12) of the press, filled the theoretical methods and engineering
application in the field of blank, to perfect and develop the preventive maintenance
theory method, the preventive maintenance technology applied in the area of
countries along the way, has important theoretical significance and practical value.
Pavement Preventive Maintenance (PPM) refers to the planned and
cost-effective measures taken on the pavement or ancillary facilities with sufficient
carrying capacity to maintain the pavement system, delay damage, maintain or
improve the functional condition of the pavement. Preventive maintenance is a kind
of new curing technology concept, road maintenance department at the beginning
of the road pavement structure or good pavement disease occurs, namely to
maintenance, damages of delay further into a more profound development, to
prolong the service life of pavement, improve the quality of the road, the operation
way to extend long or overhaul period goal.
Professor Li Feng and his team has been committed to the promotion and
application in China research and use of asphalt pavement maintenance, as a
technical director completed in Beijing and Jilin province asphalt pavement pre-
ventive maintenance technology guide written work, as the person in charge
completed the formulation of crack treatment material series standards of the
v
vi Foreword
Ministry of transport, as the leading researchers concluded the ministry of transport

the writing of the technical specification for regeneration of asphalt pavement
technology engineering application of preventive maintenance and more provinces
and cities and so on. This book systematically summarizes their essential research
achievements in the theoretical methods and engineering applications of asphalt
pavement preventive maintenance over the past ten years. The book consists of
three chapters, including an introduction to preventive maintenance technology,
technical guide and implementation rules of preventive maintenance technology.
The main technical features of this book are:
• Systemic: involved in preventive maintenance technology, including crack
filling, fog seal, thin overlay, chip seal, fiber seal, slurry seal, the
micro-surfacing, mastic seal, ultra-thin overlay, in-place hot recycling for
asphalt pavement, the original pavement disease treatment, etc. Basically, the
book covers the typical asphalt pavement preventive maintenance and tech-
nology of China and reflects the technical level of China’s asphalt pavement
preventive maintenance.
• Practicability: This book describes the specific decision-making process of
preventive maintenance, the indoor-test requirements of preventive maintenance
materials, and the detailed steps of the construction process of preventive
maintenance technology, which can be used to guide the engineering application
of asphalt pavement maintenance technology in various countries.
• Innovation: It reflects the innovative achievements of preventive maintenance
technology of asphalt pavement in China in recent years and describes the latest
development trend of preventive maintenance technology, which can be used for
reference by countries along the Belt and Road Initiative (BRI).
The in-depth research on the preventive maintenance technology of asphalt
pavement will accelerate the development of pavement maintenance technology
and meet the demand for pavement service life and driving quality. This book
reflects the critical progress made in the theoretical research and engineering
application of the preventive maintenance technology of asphalt pavement in China.
It is hoped that more researchers will carry out research in the field of asphalt
pavement maintenance technology in the future and strive to promote the further
development of the theory and practice of pavement preventive maintenance.
December 2019 Prof. Lijun Sun

School of Transportation Engineering
Tongji University
Shanghai, China
Preface
Construction and maintenance are the two main themes of highway development.
Highway construction is the premise, while maintenance and management are the
guarantees. If we do well in maintenance and management, the service life of the
highway will be extended, meanwhile reducing the consumption of resources and
energy, which is the most effective way to accumulate wealth. Strengthening
maintenance and management, improving the rate of good roads, giving full play to
the maximum benefit of highway stock assets, and promoting the optimization
of the entire road network structure are essential means to consolidate construction
achievements, serve the public, adapt to economic development, and it is also a
meaningful way to achieve sustainable development.
In the recent 30 years, highway construction has been the primary task of
highway development in China [1]. After the large-scale construction, the mileage
of China’s highways increased from 888,000 km in 1980 to 4,846,000 km in 2018.
Starting from scratch, the mileage of China’s expressways has reached 143,000 km
by the end of 2018 [2–3]. Approved by China’s State Council, the National
Development and Reform Commission issued the National Highway Network Plan
(2013–2030) in May 2013. According to the plan, a national arterial highway
network with reasonable layout, perfect functions, wide-coverage, and safety will
be built by 2030, so that the capital will radiate to the provincial capitals,
inter-provincial will be connected, and the prefecture-city high-speed connections
and county to county national highways will be covered. This indicates that China’s
road construction will not stop the pace, but also suggests that the road maintenance
work will become more and more oppressive and vital [4].
After decades of leapfrog development, China’s highway construction has made
remarkable achievements. At the same time, with the extension of highways’ ser-
vice life, a large number of highways in China have entered the maintenance period.
As the primary pavement type in China, asphalt pavement is facing unprecedented
maintenance pressure [5]. In recent years, a large number of high-grade highways
built in the early stage of our country have entered the maintenance period with
problems such as early pavement damage continuing to arise. Highway mainte-
nance has become increasingly prominent due to excessive debt, backward
vii
viii Preface
maintenance technology, and insufficient maintenance funds [6]. The importance of

highway maintenance has become increasingly noteworthy. Highway maintenance
has begun to receive the same treatment as highway construction. On the basis of
extensive investigation and research, this book summarizes the current status of
maintenance decision-making and preventive technical points of asphalt pavement
in China, analyzes and prospects the development trend of Pavement Preventive
Maintenance technology of asphalt pavement in China, and puts forward technical
guidelines and implementation rules for Pavement Preventive Maintenance of
asphalt pavement for reference by relevant professionals at home and abroad [7]. In
particular, it can be used as a reference for road infrastructure maintenance projects
of those countries along the Belt and Road Initiative.
Beijing, China Feng Li

Jinyan Feng
Youxin Li
Siqi Zhou
Contents
1 Introduction to the Pavement Preventive Maintenance

Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 1
1.1 The Purpose and Significance of Pavement Preventive
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 1
1.2 Implementation Background of the Pavement Preventive
Maintenance Technology . . . . . . . . . . . . . . . . . . . . . . . . ...... 3
1.3 The Present Situation of the Pavement Preventive
Maintenance Technology Abroad . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3.1 Preventive Maintenance System . . . . . . . . . . . . . . . . . . . 4
1.3.2 Pavement Condition Evaluation . . . . . . . . . . . . . . . . . . . 6
1.3.3 Maintenance Section Division . . . . . . . . . . . . . . . . . . . . . 7
1.3.4 Service Performance Prediction . . . . . . . . . . . . . . . . . . . . 8
1.3.5 Determination of Maintenance Timing . . . . . . . . . . . . . . . 9
1.3.6 Maintenance Strategy Formulation . . . . . . . . . . . . . . . . . 10
1.3.7 Maintenance Effect Evaluation . . . . . . . . . . . . . . . . . . . . 12
1.4 Present Situation of the Pavement Preventive Maintenance
Technology in China . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 13
1.5 Pavement Preventive Maintenance Technology and Its
Development Trend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.5.1 Crack Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.5.2 Fog Seal and Sand Fog Seal . . . . . . . . . . . . . . . . . . . . . . 23
1.5.3 Slurry Seal and Micro-surfacing . . . . . . . . . . . . . . . . . . . 25
1.5.4 Chip Seal and Fiber Seal . . . . . . . . . . . . . . . . . . . . . . . . 28
1.5.5 Thin Overlay and Ultra-Thin Overlay . . . . . . . . . . . . . . . 33
1.5.6 In-Place Hot Recycling for Asphalt Pavement
Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 34
1.5.7 Development Trend of Pavement Preventive
Maintenance Technology . . . . . . . . . . . . . . . . . . ...... 35
ix
x Contents
2 Technical Guide for the Pavement Preventive Maintenance . . . . . . . 37

2.1 General Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.1.2 Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.2 Terms and Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.2.1 Pavement Preventive Maintenance . . . . . . . . . . . . . . . . . 37
2.2.2 Maintenance Benefit in Cycle . . . . . . . . . . . . . . . . . . . . . 38
2.2.3 Maintenance Cost in Cycle . . . . . . . . . . . . . . . . . . . . . . . 38
2.2.4 Optimal Time of PPM . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.2.5 Crack Filling and Sealing . . . . . . . . . . . . . . . . . . . . . . . . 38
2.2.6 Crack Seal Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.2.7 Fog Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.8 Sand Fog Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.9 Mastic Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.10 Slurry Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.11 Micro-surfacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.2.12 Chip Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.2.13 Fiber Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.2.14 Thin Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.2.15 Ultra-Thin Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.2.16 In-Place Hot Recycling for Asphalt Pavement
Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.2.17 Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.3 Expectation Level of Pavement Maintenance . . . . . . . . . . . . . . . . 41
2.3.1 Evaluation Index of Pavement Technical Conditions . . . . 41
2.3.2 Evaluation Index of Technical Condition of Urban
Road Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 42
2.4 Preventive Maintenance Decision . . . . . . . . . . . . . . . . . . . . .... 43
2.4.1 General Provisions . . . . . . . . . . . . . . . . . . . . . . . . . .... 43
2.4.2 Evaluation Criteria for Road Conditions Suitable
for Preventive Maintenance . . . . . . . . . . . . . . . . . . .... 43
2.4.3 Appropriate Time of the Pavement Preventive
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... 44
2.4.4 Cost-Benefit Analysis of Maintenance
Countermeasures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
2.4.5 Selection of Preventive Maintenance Measures . . . . . . . . 47
2.5 Post-evaluation of Preventive Maintenance Effect . . . . . . . . . . . . . 47
2.6 Cost-Benefit Analysis of Life Cycle . . . . . . . . . . . . . . . . . . . . . . . 47
2.6.1 Periodic Maintenance Costs . . . . . . . . . . . . . . . . . . . . . . 47
2.6.2 Benefit Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.6.3 Benefit-Cost Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Contents xi
3 Crack Filling and Crack Seal Band . . . . . . . . . . . . . . . . . . . . . . . . . 55

3.1 Crack Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.1.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.1.2 Construction Machinery . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.1.3 Construction Procedure and Matters Needing
Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.1.4 Applicable Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 56
3.1.5 Test Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
3.1.6 Quality Inspection and Acceptance . . . . . . . . . . . . . . . . . 64
3.2 Crack Seal Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
3.2.1 Material Science . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
3.2.5 Test Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
4 Fog Seal and Mastic Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.1 Fog Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.1.1 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.2 Mastic Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
4.2.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
4.2.2 Technical Requirements for Mastic Mixture . . . . . . . . . . . 76
4.2.3 Mastic Slurry Spraying Construction . . . . . . . . . . . . . . . . 76
5 Chip Seal and Fiber Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
5.1 Chip Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
5.1.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
5.1.2 Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
5.1.3 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . ......... 82
5.1.6 Applicable Conditions . . . . . . . . . . . . . . . . . ......... 83
5.1.7 Quality Inspection and Acceptance . . . . . . . . ......... 83
xii Contents
5.2 Fiber Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

5.2.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
5.2.2 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
6 Slurry Seal and Micro-surfacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
6.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
6.2 Mixture Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
6.3 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
6.4 Construction Quality Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
6.5 Quality Inspection and Acceptance . . . . . . . . . . . . . . . . . . . . . . . 100
7 Thin Overlay and Ultra-Thin Overlay . . . . . . . . . . . . . . . . . . . . . . . 103
7.1 Thin Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
7.1.1 General Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
7.2 Ultra-Thin Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
7.2.1 General Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
7.3 Ultra-Thin Overlay (Type I) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
7.3.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
7.3.2 Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
7.3.3 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
7.4 Ultra-Thin Overlay (Type II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
7.4.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
7.4.2 Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
7.4.3 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
7.5 Ultra-Thin Overlay (Type III) . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
7.5.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
7.5.2 Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
7.5.3 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
8 In-Place Hot Recycling for Asphalt Pavement . . . . . . . . . . . . . . . . . 129
8.1 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
8.2 Construction Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
8.3 Construction Process and Precautions . . . . . . . . . . . . . . . . . . . . . 129
8.4 Paved Test Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
8.5 Regeneration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
8.6 Suitable Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
8.7 Quality Inspection and Acceptance . . . . . . . . . . . . . . . . . . . . . . . 131
Contents xiii
9 Original Road Surface Disease Treatment . . . . . . . . . . . . . . . . . . . . 133

9.1 The Basic Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
9.2 Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
9.3 Test Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
9.4 Local Road Damage Treatment Process . . . . . . . . . . . . . . . . . . . . 137
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Chapter 1
Introduction to the Pavement Preventive
Maintenance Technology
1.1 The Purpose and Significance of Pavement Preventive

Maintenance
According to the definition of the Highway Standards Committee of American Asso-

ciation of State Highway and Transportation Officials, Pavement Preventive Main-
tenance refers to the planned adoption of some cost-effective measures for the well-
structured pavement or ancillary facilities without increasing the bearing capacity of
pavement structure, in order to achieve the purpose of maintaining pavement system,
delaying the damage, maintaining or improving the functional condition of pavement
[8].
Pavement Preventive Maintenance is a new concept of maintenance technology,
which means the road maintenance department should maintain the pavement when
it is in good condition or in the early stage of pavement diseases, so as not to develop
further pavement diseases, prolong the service life of the pavement, maintain the
intact rate and smoothness of the road, improve the quality of the road, reduce the
cost of road life, and extend the repair or overhaul period of the road. Pavement
Preventive Maintenance is a new working method and practical technique, empha-
sizing prevention, which is totally different from the traditional road maintenance
principle of “Repair as soon as it broke.”
Pavement Preventive Maintenance of roads is conducive to reducing the life-
cycle cost of roads. The life-cycle cost of the road should consider not only the
initial construction cost and the service life of the pavement structure but also the
cost of various maintenance schemes that may be adopted in the scheduled analysis
period, including different combinations of various maintenance and reconstruction
measures. The performance of a road with qualified quality decreases by 40% within
75% of its service life [9]. This stage is called the preventive maintenance stage.
If it is not maintained in time, the performance will continue to decrease by 40%
within 12% of its follow service life, resulting in a significant increase in mainte-
nance costs. Through hundreds of thousands of kilometers of different grades of
highway tracking research and a large number of maintenance practices, Crafo, an
© Springer Nature Singapore Pte Ltd. 2021 1

F. Li et al., Preventive Maintenance Technology for Asphalt Pavement, Springer Tracts
on Transportation and Traffic 16, https://doi.org/10.1007/978-981-15-6206-8_1
2 1 Introduction to the Pavement Preventive Maintenance Technology
American company, concluded a new pavement solution that was proved to be able
to save 3–10 yuan of later corrective maintenance funds for every 1 yuan spent on
preventive maintenance. The most important achievement of the SHRP (Strategic
Highway Research Program) program in the United States also points out that Pave-
ment Preventive Maintenance can save 45–50% of the maintenance cost by 3–4 times
Pavement Preventive Maintenance in the whole pavement life cycle [10].
With the continuous development of the economy, and the continuous improve-
ment of people’s living standards, higher requirements for the travel environment
are desired by people. The “reactive maintenance,” which means people are not
going to take any measures to prevent the pavement until it is seriously damaged,
can no longer meet the needs of current economic development and road traffic. We
must change our practical ideas and take precautions. Pavement Preventive Mainte-
nance measures should be taken when it is in good condition or in the early stage of
pavement diseases to ensure road’s integrity and traffic safety.
Traditional road maintenance and nursing concepts and modes are not in harmony
with the current situation of traffic. The road traffic in the more developed areas
of China is characterized by large traffic volume and small per capita road area.
Maintenance is not considered until the road is damaged. At this time, the road
has been structurally damaged and needs to be treated at the base course. The long
maintenance time occupies the road and causes traffic congestion. In addition, before
maintenance, the speed of vehicles is greatly restricted due to poor road conditions
and bumpy traffic, and the original traffic flow provided by the road cannot be fully
developed, which is easy to cause congestion. Pavement Preventive Maintenance
mostly plays the role of road reinforcement through the way of road’s surface course
treatment, which is convenient and fast and has little impact on traffic. Through
Pavement Preventive Maintenance, measures are taken to restore road capacity before
the quality of road driving decreases significantly, providing road users with the more
mobile, less crowded, safer, more comfortable, and durable pavement.
More and more road management departments have implemented the reform of
management and maintenance separation. When the maintenance units are trans-
formed into enterprises, economic benefits instead of social benefits become their
primary goal to maximize profits. Driven by economic interests, maintenance enter-
prises often take a neglected attitude towards those early road diseases that just
appeared so that they are able to reduce maintenance expenditure, but only repair
those diseases that have developed into deep-seated and have to be repaired [11].
The benefits of the maintenance funds cost are relatively low, so it will cause the
goal that the government invests maintenance funds in keeping pavement in good
condition is harder to achieve. Abandoning the traditional concept of “Repair as soon
as it is broken”, Pavement Preventive Maintenance technology is carried out to repair
the diseases at the early stage of road damage, which not only guarantees the road’s
integrity and smoothness, but also extends the service life of the road, and effectively
reduces the maintenance and repair cost, and will certainly receive significant social
and economic benefits.
1.2 Implementation Background of the Pavement Preventive … 3
1.2 Implementation Background of the Pavement

Preventive Maintenance Technology
By the end of 2008, the total mileage of highway in China had reached 603,000 km,
achieving 70% of the construction and planning goals, effectively improving the
quality of public services, playing an inestimable positive role in the development of
national economy, and also marking the arrival of the era of long-term and large-scale
highway maintenance.
While expressways play an active and effective role, people inevitably find that
with the increase of road age and traffic volume, many service functions of express-
ways are gradually degrading, which makes the desire to maintain the current service
level of the expressway have also become a luxury due to the lack of adequate main-
tenance funds. According to the Canadian government’s projection, the shortage of
funds for the maintenance of public infrastructure in Canada will reach $57 billion.
In 1997, the US Congress reported that 48.7% of interstate highways and 60% of
urban expressways in the United States were in “qualified” to “poor” road condi-
tions [12]. However, even if the level of road condition remained unchanged at
that time, the maintenance funds needed far exceeded the actual funds put into use.
According to the statistics of the Ministry of Communications, by the end of 2006,
the asphalt concrete pavement of high-grade highways in China had reached more
than 220,000 km, and the repair and renovation sections accounted for 13% of the
total mileage, about 28,000 km each year.
Each highway management department is painfully aware that the actual cost
of maintenance and repair is often a drop in the bucket compared with the cost of
maintenance and repair required. There is a massive contradiction between the limited
maintenance funds and the deteriorating road service level. How to effectively solve
this contradiction, and how to use insufficient funds to create maximum maintenance
benefits, has gradually become the most urgent problem to be solved by highway
management departments in the stage of large-scale maintenance of the road network.
Pavement Preventive Maintenance technology has shown outstanding advantages
in solving this problem. Without improving the pavement structure capacity [13],
it delays pavement damage, maintains or improves the existing traffic conditions
of the pavement, and postpones expensive overhaul and reconstruction activities by
prolonging the service life of the original pavement. The early damage of asphalt
pavement of high-grade highway in China is severe. The most effective way to prevent
the expansion of early diseases of asphalt pavement is to implement Pavement Preven-
tive Maintenance. However, Pavement Preventive Maintenance of asphalt pavement
in China has not received due attention. In terms of technology research, technology
reserve, and technology application, it is still in the initial stage, lacking technical
means in production practice, so it is imperative and urgent to carry out the Pavement
Preventive Maintenance technology research of asphalt pavement for domestic use
of asphalt pavement, especially for the use of high-grade highway asphalt pavement.
1.3 The Present Situation of the Pavement Preventive

Maintenance Technology Abroad
The Pavement Preventive Maintenance involves a systematic and complex mainte-

nance system [14], covering road surface condition evaluation, maintenance road
segmentation, use performance prediction, maintenance measures selection, mainte-
nance timing determination, maintenance effect evaluation, and maintenance strategy
formulation, etc.
1.3.1 Preventive Maintenance System
The term “preventive maintenance” first appeared in the late 1980s, and it was
put forward by two famous scholars—Blum and Phang [15]. The concept of pre-
maintenance opened the prelude for many countries to conduct in-depth research on
the pre-maintenance system. As early as the 1960s, the highway network in devel-
oped countries has been built and has entered the maintenance period in an all-round
way. In the practice of high-class highway maintenance, the basic experience of
developed countries is to carry out preventive maintenance [16]. Through Pavement
Preventive Maintenance technology, pavement’s service function can be improved,
the time of the pavement maintenance can be prolonged, and the road maintenance
costs and user costs can be reduced. The advanced international concept of main-
tenance and nursing is to advocate the choice of appropriate time and means for
preventive maintenance. Advanced maintenance organizations often use preventive
maintenance means to maintain the pavement to prevent accidents in the future,
reduce maintenance costs, and keep the pavement in good service, but generally,
they do not do any extensive renovation.
Arizona’s highway department [17] conducted a comparative study on the
following three maintenance methods:
1. After the asphalt concrete pavement is paved, there is no intermediate mainte-
nance or maintenance. After 20-year-serving, it will be renovated.
2. After ten years of repair maintenance of asphalt concrete pavement, and then
make an asphalt concrete overlay.
3. According to the concept and requirements of preventive maintenance, regular
preventive maintenance is carried out on the asphalt concrete pavement that has
been paved according to the pavement test results. The research results show that:
Based on the third option (preventive maintenance), the direct engineering costs
of the first option were 63% higher, and those of the second option were 55%
higher. In addition, the long-term good service condition of the road brought by
preventive maintenance cannot be compared with the other two schemes.
In 1999, the US AASHTO Pavement Preventive Maintenance research group
LTPP (LEAD STATES TEAM ON PAVEMENT PRESERVATION) conducted a
1.3 The Present Situation of the Pavement Preventive Maintenance … 5
survey of Pavement Preventive Maintenance in 40 states and Puerto Rico. The

contents of the survey include whether there is a preventive maintenance plan, the
time when the preventive maintenance plan is established, the annual preventive
maintenance fund, and what preventive maintenance method is adopted and under
what circumstances the preventive maintenance is used. The survey results show
that:
1. 36 of the 41 states surveyed have established Pavement Preventive Mainte-
nance systems, accounting for 85% of the total number surveyed. Two states
are establishing Pavement Preventive Maintenance systems, and 41 states are
using different kinds of Pavement Preventive Maintenance methods for pave-
ment maintenance. In 1996, 26% of the 43 states surveyed had sound preven-
tive maintenance systems, 56% had Pavement Preventive Maintenance systems,
while 19% did not.
2. Nearly half (17 states) of the states that already have established Pavement
Preventive Maintenance systems and put it in use for more than ten years.
3. Preventive maintenance funds in the states of the United States come from the
annual construction budget. Although they are not earmarked funds, they are
given priority.
4. Twenty-six states have established Pavement Preventive Maintenance technology
guidelines for Pavement Preventive Maintenance and are continually being
revised and improved; four states are in the process of developing Pavement
Preventive Maintenance technology guidelines.
5. More than half of the States (25) use Pavement Preventive Maintenance tech-
nology when the pavement condition is good. Although some states also use
Pavement Preventive Maintenance technology for poor pavement conditions due
to insufficient funds, they still believe that Pavement Preventive Maintenance
must be strictly limited to good and fair pavement conditions [18].
From the results of the AASHTO Pavement Preventive Maintenance Research
Group [19], we can see that Pavement Preventive Maintenance technology has been
widely popularized in various states of the United States, and a set of pavement
preventive maintenance methods suitable for different occasions has been formed.
In many places, Pavement Preventive Maintenance technology guidelines ideal for
local conditions have also been established.
According to the survey report of the AASHTO Advisory Committee on March
2006, 91.3% of 34 states and five provinces in the United States and Canada partic-
ipated in the survey [20], and 69.6% of States and provinces established technical
guidelines for Pavement Preventive Maintenance technology. However, the report
also points out that most of these states (provinces) are based on the experience of
engineers when formulating Pavement Preventive Maintenance technology schemes
[21], and there is no quantifiable method to help the highway management depart-
ments design the Pavement Preventive Maintenance technology schemes. There-
fore, it is necessary to establish a scientific and quantifiable preventive maintenance
decision-making system on the basis of an in-depth study of relevant theories in deci-

sion science, so as to promote the further development and application of preventive
maintenance technology.
There are two kinds of maintenance timing judgment methods commonly used
abroad. One method [22] is to establish the trigger values of some road performance
indicators, obtaining the data of road performance indicators by road performance
prediction or field testing. When people find that once the road performance indicators
reach their trigger values, it is necessary to take preventive maintenance measures at
this time. The application of this method is often embodied in the decision tree and
decision matrix of pavement preventive maintenance measures selection. Another
method is to track and investigate the application effect of pavement preventive
maintenance measures, compare the application effect of maintenance measures in
a different time, and then determine the most effective application time. According
to this experience, in the process of formulating maintenance strategies in the future,
people can determine the application time of some maintenance measures in advance.
The NCRP P14-14 project funded by the Federal Highway Administration
(FHWA) of the United States studied the optimal timing of pavement preventive main-
tenance implementation and proposed a method to determine the optimal timing of
pavement preventive maintenance implementation based on cost-benefit calculation
and an assistant analysis tool [23]. However, this method only chooses one preven-
tive maintenance measure, calculates the benefit-cost ratio of the measure when it
is applied at different times and does not consider the application of other types
of maintenance measures. It is suggested that a variety of preventive maintenance
measures should be selected for comparison in specific use.
1.3.2 Pavement Condition Evaluation
The evaluation of road surface condition is the qualitative and quantitative evalua-
tion and measurement of the functionality of the active road surface. It is the basis
and premise for determining road maintenance needs and formulating the correct
maintenance strategy. The research on pavement condition evaluation in the United
States started earlier. The pavement performance evaluation model of the world’s first
system is the PSI (Present Serviceability Index) pavement performance evaluation
model proposed by the United States. The PSI model is based on subjective scoring
and field investigation of road surface disease, and the relationship model between
the scoring system and the road surface disease is fitted by multiple regression [24].
As one of the important research results of the road test, the PSI evaluation model
is the first successful example of the highway management industry to cite expert
scores to establish subjective and objective connections and has a profound impact
on the development of road management technologies in other countries around the
world [25].
Inspired by the PSI model, the MCI (Maintenance Control Index) evaluation
model was developed in Japan in 1981 [26], and it differed significantly from the PSI
index. In the MCI model, the pavement flatness index has a lower weight, while the
crack and rutting index have higher weights, which is entirely opposite to the US PSI
model. In addition, the MCI model requires that all members of the expert group be
road management personnel, and members are more concerned with indicators that
directly reflect changes in road conditions. Therefore, unlike the PSI model from the
perspective of road users, the MCI model is based on the evaluation model of the
road manager.
In 2007, Greek scholars investigated the database of pavement crack disease and
analyzed it with the evolutionary neural network model [27]. Take full consideration
of external factors such as pavement structure, climate factors, and road age, the
damage degree of cracks was divided into five grades. The damage condition of the
road surface was evaluated.
As the research progresses, more detailed and microscopic road surface data and
more sensitive performance evaluation indicators and evaluation methods continue
to emerge. At the same time, road condition detection vehicle, laser flatness meter,
drop hammer deflection tester, anti-slip performance test vehicle and road radar and
other fast non-destructive testing techniques and gray theory, BP neural network,
fuzzy algorithm, etc. have strong data processing capabilities and The generalization
of high-precision mathematical methods facilitates the evaluation of road conditions
from a microscopic perspective.
1.3.3 Maintenance Section Division
Due to the vast differences in the spatial characteristics and disease characteristics
of the road sections, when judging the performance evaluation and maintenance
requirements of the road sections, it is necessary to divide the similar parts of the
roads to be studied, and to distinguish and grasp the differences by distinguishing the
spatial characteristics of different road sections. Essential characteristics such as the
type, extent, and severity of the disease on the road section and targeted maintenance
of these road sections.
The traditional road surface management system considers that the road sections
with the same external conditions can form the same road section, and the same
road sections have the same maintenance requirements. However, due to the large
variability of highway engineering, the disease characteristics of the road sections
with the same external conditions are likely to have vast differences. Therefore, the
traditional road segmentation method has more considerable limitations.
In 1995, Rabi and Haris [28] used nonparametric clustering analysis and dynamic
programming to study the division of conservation road segments. However, due to
the complexity of this method, it has not been adequately applied. In 2006, Shalaby
and Reggie [29] studied that it is unreasonable to use the subjectively set classifica-
tion criteria for disease severity to evaluate the road surface condition. The method
of maximum likelihood classification is proposed to judge the road surface condition
of each road section. And according to this, the road sections are classified. Thomas
[30] believes that the point of change in the flatness measurement column is unde-
terminable and has no distribution law so that it can be effectively applied to the
division of maintenance sections of different features. In 2007, Weed et al. [31] used
statistical hypothesis testing to segment road segments. This method is relatively
simple and efficient.
1.3.4 Service Performance Prediction
The scientific and accurate maintenance of the pavement puts forward the require-
ments for the attenuation process of the pavement performance and the prediction
of the expected service life. The research on pavement performance prediction is
carried out. The early prediction model is mainly an equation established by the
statistical and processing of past empirical data. This model has significant errors. In
1951, Carey and Rick first proposed the concept of pavement performance predic-
tion in the study of the test section of the pavement preventive maintenance plan
developed by AASHTO in the United States [32]. Subsequent scholars proposed
a prediction model of road surface life cycle based on the AASHTO prediction
model, which was mainly used to predict the fatigue cracks on the asphalt pave-
ment and the effect of the rut on the asphalt pavement. This method was put into
practical use in South Dakota, USA. The traditional probability model is based on
the Markov process theory. With the deepening of research, the improved Markov
model has been widely used. Madanat and Ben-Akiva established a hidden Markov
model in 1994 to consider measurement errors in road condition detection. Pablo
Luis Durango established an adaptive-controlled Markov model in 2002 to update
the model structure based on real-time supplemental road condition detection data to
improve prediction accuracy [33]. Yang established the usual Markov chain method
in 2005 to overcome the shortcomings of intense subjectivity and significant data
demand when developing the transfer matrix. Markov stochastic process theory has
made a significant contribution to predicting pavement performance accurately, but
because the Markov stochastic process assumes that the “future” and “past” road
conditions are independent of each other under known diseases of the current road
conditions [34]. And considering that the state transition matrix has stability, this
assumption is quite different from the attenuation mode of pavement performance,
so the Markov process is not valid at the project level.
Modern mathematical methods have also shown excellent application results in
pavement performance prediction. The neural network model is used to predict road
surface flatness, crack development, and road service capability index PSI [35].
Fuzzy theory is used to predict road performance in combination with subjective
road damage weights. Cluster regression analysis is used to predict the development
of flexible pavement cracks, and it has been proved that the prediction accuracy at
the project level is far superior to the Markov model [36]. The genetic algorithm is
used to combine expert experience and pavement performance data, and to update
the predictive model structure based on real-time road condition detection data. The
competitive risk model predicts the service life of the pavement based on the type
and severity of different pavement diseases [37].
1.3.5 Determination of Maintenance Timing
The road use and economy of preventive maintenance measures depend on the condi-
tion of the original road surface when the test is applied. The road surface conditions
are different at all stages of the life of the road surface [38]. Only when appropriate
maintenance measures are applied at the right time. The best benefits of this measure
can be achieved.
In the existing research abroad, the selection methods of preventive maintenance
time of pavement mainly include the exercise quality index method, the implementa-
tion period method based on each measure, the road condition triggering method, the
cost-benefit evaluation method, the sorting method, and the life cycle cost evaluation
method. The more commonly used methods for judging the timing of maintenance
can be roughly classified into two types [39]. One method is to establish a trigger
value of some road performance indicators, and obtain data of a road performance
index through road performance prediction or field detection, and find that once the
road performance index reaches its trigger value, it is considered to be taken at this
time [40]. Preventive maintenance measures, the application of this method is often
reflected in the decision tree and decision matrix of the choice of preventive main-
tenance measures. Another method is to track the application effect of preventive
maintenance measures, compare the application effect of conservation measures at
different times, determine the application time of the most maintenance effect, and
then based on this experience, formulate the maintenance strategy in the future. In
the process, the application time of a certain conservation measure is predetermined.
Both of the above methods are based on subjective experience to determine the
timing of conservation, with obvious limitations. Peshkin et al. [41] proposed a
method for judging the optimal maintenance timing in 2004 by determining the best
cost-benefit ratio of the maintenance measures over the life cycle of the pavement.
This method calculates the cost-benefit ratio of maintenance measures at different
points in the life cycle of the road and considers that the time to generate the best
cost-effective ratio is the most appropriate maintenance opportunity. The main ideas
are [42]:
1. Select road condition indicators: Select one or several road condition indicators
as indicators to judge the timing of maintenance. These indicators should be
measurable and quantifiable, and the road surface condition and preventive
maintenance measures should be clear. Change these three characteristics.
2. Select the trigger value: Select the trigger value of the application timing of the
preventive maintenance technology for each road condition indicator, and the
trigger value means the upper and lower limits of the application timing of the
maintenance.
3. Calculate the area of the zero-maintenance attenuation curve: Use the upper
and lower limits of the pavement performance degradation curve and the trigger
value to calculate the area of the performance attenuation curve between the
upper and lower limits of the trigger value when no preventive maintenance
measures are taken.
4. Determine the service life of the original road when zero maintenance: When
the attenuation curve of an indicator reaches the lower limit of the trigger value
as early as possible, it is the expected service life of the original road surface.
5. Determining the service life of the pavement after using preventive maintenance
measures: When the performance decay curve of a certain indicator’s preventive
maintenance measures reaches the trigger value at the earliest, it is the expected
service life of the preventive maintenance measure.
6. Calculate the area of the road surface performance degradation curve after using
preventive maintenance measures.
7. Calculate the benefits of each indicator: The area difference of the performance
attenuation curve of preventive maintenance measures and zero maintenance
measures.
8. Calculating the total benefit: Calculate the total benefit by multiplying the
weight of each indicator by the benefit of each indicator, where the weight
is based on experience.
9. Calculating the total cost: Including the owner cost and user cost.
10. Calculate the benefit-to-cost ratio. This method of judging the timing of conser-
vation has strong practical value and is suitable for popularization and appli-
cation. However, in the specific implementation process, there are still some
limitations in the implementation. For example, when the weight of the road
condition indicator is judged, the subjectivity is strong, and the life cycle cost
analysis is not considered when the factor variability is considered.
The US Federal Highway Administration (FHWA) funded the NCHRP P14-14
project conducted an analysis of the best timing for preventive maintenance imple-
mentation and proposed a cost-benefit calculation method to determine the optimal
timing for preventive maintenance implementation and assisted analysis tool [43].
However, this method only selects a preventive maintenance measure, calculates
the benefit-cost ratio of the measure when applied at different times, and does not
consider the application of other types of conservation measures. It is recommended
to select multiple preventive maintenance measures for a specific use.
1.3.6 Maintenance Strategy Formulation
Strategy formulation is based on specific information and experience. After a series of

processes such as asking questions, setting goals, collecting data, formulating plans,
analyzing and evaluating, making choices, and accepting feedback, the most satis-
factory solution is finally selected [44]. The decision-making methods in decision
science can be divided into three categories: qualitative method, quantitative method,
and comprehensive method combining qualitative and quantitative. The qualitative
approach is a solution process and approach that is selected through experiences,
such as subjective empowerment, decision tree, decision matrix, and expert system
[45]. Quantitative methods are methods that use specific mathematical optimization
models for decision makings, such as linear programming, integer programming,
and dynamic programming [46]. Due to the complexity and randomness of decision-
making problems, it is challenging to solve various types of decision-making prob-
lems with qualitative or quantitative methods alone. Therefore, a comprehensive
decision-making method combining qualitative and quantitative results is generated,
such as the analytic hierarchy process, fuzzy theory, neural network. And genetic
algorithms, etc. At this stage, the main features of preventive maintenance technology
are that the functions of alternative maintenance technologies are relatively simple,
the risk of failure of the application of maintenance technology is significant, and the
accumulation of long-term performance data of various maintenance technologies is
far from sufficient [47]. These characteristics lead to the failure of the commonly used
pavement management system to solve the decision-making problem of preventive
maintenance technology effectively. At the same time, it has caused certain obstacles
to the application of modern decision-making methods in preventive maintenance
technology decision-making.
At present, the most commonly used decision-making methods for preventive
maintenance techniques are decision trees or decision matrix methods [48]. A deci-
sion tree is a graphical approach to the selection of preventive maintenance measures.
It provides a simple and concise mapping of various alternative conservation options,
possible natural states, and trigger values for multiple countries on a single chart for
management review. Decision-making situation, analysis of the decision-making
process. Highway management departments in many countries in the United States
have established decision trees or decision matrices for the selection of preventive
maintenance measures, such as Ontario, Georgia, and California. The use of decision
trees or decision matrices is often accompanied by the cost-effectiveness calculation
of conservation measures [49]. By calculating the benefit costs of the selected conser-
vation measures, the most cost-effective conservation measures can be selected as
the best maintenance plan. The decision tree or decision matrix method can increase
the economics of the choice of conservation measures, but there are many factors to
consider when establishing a decision tree or decision matrix, and the variability of
various factors is large. When a certain factor changes, the decision tree or decision
matrix established must be adjusted to adapt to the new conditions. Therefore, this
method is poorly portable and is not convenient to be promoted and applied as a
unified method [50].
In the field of traditional conservation technology research, some more advanced
mathematical methods, such as expert systems, neural networks, etc., are also used
to make conservation technology decisions [51]. The expert system is a computer
program with intelligent features. It builds a knowledge base composed of a large
number of experts and imitates the thinking of human experts to solve problems in
specific fields. However, the expert system is less efficient in solving complex prob-
lems, and it cannot solve the problem of factor variability. The neural network has
also been applied in the choice of maintenance measures due to its inherently supe-
rior adaptability and learning ability. The establishment of expert systems and neural
networks requires a database of conservation technology decisions formed by a large
number of experts’ subjective experience [52]. The process of establishment is not
only cumbersome but also subjectively influenced by subjective factors. The lack of
scientific and quantifiable methods for preventive maintenance technology decision-
making is a major obstacle encountered in the development of current preventive
maintenance technologies. Researching scientific and applicable conservation tech-
nology decision-making methods will contribute to the systematic preventive main-
tenance strategy. Establish and promote the promotion of preventive maintenance
techniques [53].
1.3.7 Maintenance Effect Evaluation
A comprehensive evaluation of the application effects of conservation measures will

help to accumulate maintenance experience and comprehensively understand the
characteristics of various means to guide the development of more scientific and
rational maintenance plans [54].
Statistical regression analysis or T-test can be used to evaluate the effectiveness
of a preventive maintenance measure or to compare the effects of different preven-
tive maintenance measures [55]. This method of evaluation of maintenance effects
helps to understand the preventive maintenance measures of road performance. The
research on the SPS test section in 2003 found that the flatness, rutting, and fatigue
cracks were used as the evaluation indicators [56]. The most effective conservation
measures were arranged in the order of thin layer cover, gravel seal, slurry seal, and
seal. Among them, the thin layer cover is the only one of the four measures that
have a significant effect on the long-term effect of the pavement flatness. The gravel
seal and the slurry seal have a certain influence on the long-term effect of the road
surface condition, and the seal is on the road surface. The long-term effects of the
situation did not show any influence. A study by Prapaitraku [57] in 2008 showed
that there was no significant difference between the rheological properties of the
top asphalt and the rheological properties of the untreated asphalt at the top of the
pavement after two years of use. Another evaluation method is to use the prolonged
maintenance time of the original pavement to evaluate the service life, but the uncer-
tainty in the pavement life prediction will adversely affect the application effect of
this method. Her evaluation methods include subdividing the maintenance effect into
short-term maintenance effects and long-term maintenance effects. After taking the
maintenance measures within one or two years, the road performance jump or the
pavement performance decay rate is delayed to calculate the short-term maintenance
effect, and the calculation is taken at the same time [58]. The difference between the
road performance curve and the coordinate axis when the maintenance measures and
the maintenance measures are not taken, and the benefit-cost ratio of the two methods
in the life cycle of the road surface is analyzed to judge the long-term maintenance
effect.
1.4 Present Situation of the Pavement Preventive

Maintenance Technology in China
Pavement maintenance first needs maintenance decision-making to determine

whether the pavement needs to be maintained when to carry out maintenance and
what technology to use for maintenance. At present, there are two main factors
affecting the decision-making of highway pavement maintenance in China: one is a
maintenance concept, the other is maintenance funds.
For expressways, part of the expressway management departments throughout
the country have established a pavement maintenance management system, and the
maintenance funds of some expressways in coastal areas are relatively adequate,
objectively, it is able to make scientific maintenance decisions. However, the actual
situation is not very optimistic. We are still used to passive maintenance methods
in highway pavement maintenance work. The main manifestations are that small
diseases can not be cured, and small money can not be spared. We are tired of running
and fighting fires after the deterioration of pavement diseases. To reverse the current
passive situation of Expressway maintenance, we need to completely abandon the
old concept of maintenance, promote the implementation of pavement preventive
maintenance, and achieve the purpose of prolonging pavement life, improving pave-
ment service function and saving maintenance costs by spending more small money
and doing maintenance early.
For ordinary highways, due to the lack of maintenance work and the problem
of the maintenance funds being occupied has not been fundamentally solved, the
problem of insufficient maintenance funds is very prominent. Maintenance decision-
making mostly aims at ensuring “continuous road” and implements the principle of
“bad road first.” This practice of giving priority to the maintenance of bad roads
is very unscientific. Because of the priority of bad road maintenance and the high
consumption of maintenance funds of unit mileage, we have no funds to maintain
the roads in good condition, and the good road will gradually become a bad road,
forming a vicious circle.
Therefore, for maintenance decision-making, we should vigorously promote the
concept of preventive maintenance, to constantly maintain good pavement, so that
they are always in a better road condition, rather than constantly to repair poor
pavement. For a long time, pavement maintenance in China is passive maintenance,
far from preventive maintenance; more precisely, it is passive maintenance. The focus
of maintenance work has turned to extinguish “fires” like fire brigades. There are
many reasons for this. There are management reasons, technical reasons, financial
reasons, and subjective reasons.
From the maintenance concept, in recent years, China’s road administration

departments have gradually realized the importance and urgency of preventive main-
tenance. We hope that the pavement maintenance work will be changed from “con-
tinuous maintenance of bad roads” to “continuous maintenance of good roads,” and
a lot of pavement preventive maintenance technology has been used in the pavement
maintenance work, having achieved a lot of ideal results. However, from the perspec-
tive of maintenance management, there is no long-term mechanism of preventive
maintenance in China.
From technical standards, according to the definition of maintenance in current
norms of our country, the maintenance of asphalt pavement can be divided into minor
maintenance, medium maintenance, overhaul, and special projects. The minor repair
project includes routine maintenance and minor repair, the former mainly includes
road surface cleaning and snow removal, the latter mainly includes repairing road
surface diseases such as flooding, congestion, cracks, pits, ruts, pockmark and so
on; the middle repair project mainly includes the whole section of the seal, overlay
and treatment of serious diseases. Therefore, the current classification of pavement
maintenance is based on the size of the project and the type of the project, rather than
on the demand of the pavement, let alone the concept of preventive maintenance. In
this case, we can only wait until the road breaks down, and a large area of diseases
show up before dealing with them. Pavement maintenance often misses the best time.
Finally, we have to go directly into the maintenance stage of the “open belly” type.
The maintenance method can only be a single maintenance method, such as road
surface excavation, milling, and a planer, which has a great impact on traffic.
From maintenance funds, the actual cost of pavement maintenance in China and
even in the world is far lower than the maintenance cost required. In this situation,
pavement maintenance management departments often invest the limited mainte-
nance funds in the worst-performing sections of the road, so we often choose to
keep it work rather than keep it work well. Without preventive maintenance, the road
condition drops rapidly and joins the ranks of road sections to be repaired, forming
a vicious circle.
From the perspective of preventive maintenance technology, with the promo-
tion of the Highway Science Research Institute of the Ministry of Communications,
Southeast University and local highway management departments, the research on
preventive maintenance technology of pavement, such as micro-surfacing, slurry
seal, fog seal, ultra-thin overlay and crack pouring, is very active and its applica-
tion in our country’s high-class highway maintenance practice is more and more
extensive. Chang’an University and Tongji University have studied the preventive
maintenance timing of asphalt pavement, respectively, and put forward the method
to determine the preventive maintenance opportunity of Asphalt Pavement Based on
life cycle cost. According to the characteristics of the Highway Preventive Mainte-
nance project, a calculation model of the effect-cost ratio is established to determine
the optimal preventive maintenance time, and the cost composition and calculation
method in the life cycle are given. Quantitative analysis of the effect is carried out,
1.4 Present Situation of the Pavement Preventive Maintenance … 15
and the method of quantifying the effect is put forward. By calculating the effect-cost
ratio, the best scheme is to determine the time of preventive maintenance with the
maximum effect-cost ratio.
Since the beginning of the twenty-first century, preventive maintenance tech-
nology of asphalt pavement has been carried out in various parts of China, and many
local pavement maintenance technical guidelines have been compiled. In 2003, the
Shanghai Highway Administration Office, in conjunction with Tongji University,
conducted a continuous study on preventive maintenance technology, and compiled
the Shanghai Highway Industry Regulations “Technical Regulations for Preventive
Maintenance of Highway Asphalt Pavement.” In 2004, Guangdong Highway Co.,
Ltd. and South China University of Science and Technology carried out a set of
technical research on preventive maintenance and asset preservation of asphalt pave-
ment, and compiled Guangdong Highway Industry Regulation “Technical Manual
for Preventive Maintenance of Guangdong Higher Asphalt Pavement.” In 2006, the
Shandong Highway Bureau, organized by the Ministry of Communications, took
the lead in summing up some experience and achievements in preventive mainte-
nance in China. The study found that in the selection of preventive maintenance
technology and materials, most of the provinces surveyed are based on experience
to determine when and what preventive maintenance measures to take, and lack of
systematic preventive maintenance decision-making methods and preventive mainte-
nance planning methods. In 2014, the Road Administration Bureau of Beijing Traffic
Committee issued the Technical Guidelines for Preventive Maintenance of Asphalt
Pavement in Beijing, and in 2016, Jilin Province Transport Department issued the
Technical Guidelines for Preventive Maintenance of Asphalt Pavement in Highway.
These two technical guidelines were issued in cooperation with the Highway Science
Research Institute of the Ministry of Transportation and standardized the preventive
maintenance of asphalt pavement in Beijing and Jilin Province, respectively.
From the research aspect of the preventive maintenance system, domestic research
is carried out later. Still, it has achieved positive results in all aspects and promoted
the development of local preventive maintenance system in the direction of scientific
and refined.
In terms of road surface condition evaluation, the Ministry of Communications
promulgated the Interim Measures for the Inspection and Assessment of Highway
Maintenance Quality (JTJ803-79) in 1979 according to the actual conditions of road
maintenance. The “good road rate” was used as a performance evaluation indicator
for individual use. The rate was obtained according to the proportion of the “excel-
lent” and “good” sections of the maintenance mileage; in 1985, the Ministry of
Communications promulgated the “Technical Specifications for Highway Mainte-
nance” (JTJ073-85), which was revised in 1996 and 2009; The “Highway Mainte-
nance Quality Inspection and Evaluation Standard” (JTJ075-94) was promulgated
in the year; in 2002, the “Highway Maintenance Quality Inspection Method (Trial)”
was promulgated; in 2007, the “Highway Technical Status Assessment Standard”
(JTGH20-2007) was published. The road surface is evaluated by the comprehensive
evaluation standard PQI. Under the guidance of these norms and standards, some
modern mathematical methods, such as BP neural networks and fuzzy algorithms,
are gradually introduced into China. He et al. discussed the performance evaluation
system of asphalt pavement based on fuzzy neural network and considered that this
method is not affected by subjective factors. Xin et al. proceeded from the investi-
gation of the content and process of highway asphalt road condition survey, evalu-
ated each individual index of pavement performance, used the weighted geometric
mean to calculate the comprehensive evaluation index of pavement performance,
and increased the anti-sliding production as an indicator to form a A new method for
evaluating the performance of pavement use. Wang et al. assessed the disease condi-
tions of asphalt pavement cracking, rutting and repairing damage area, and used
crack rate, rut depth, and repair damaged area as evaluation indicators of pavement
disease conditions, and established the deflection value of the road segment. For the
evaluation criteria of the signs, the appropriate range of various flatness evaluation
indicators is derived.
At the same time, an evaluation criterion based on the longitudinal friction coeffi-
cient PFC (Profile Friction Coefficient) was established, and the structural depth TD
(Texture Depth) and the surface stone polishing value PSV (Polished Stone Value)
reflecting the surface structure of the road surface were evaluated as anti-sliding eval-
uation. The indicators and corresponding evaluation criteria are proposed. Liu used
the principal component analysis method to comprehensively evaluate the perfor-
mance of asphalt pavement, and determined the comprehensive evaluation system
of production. In order to grasp the decay law of emulsified asphalt cold reclaimed
pavement technology, Xu et al. analyzed the pavement damage index PCI (Pavement
Condition Index), road ride quality RQI (Riding Quality Index), and pavement rut
depth index RDI (Rutting Depth Index) varies with traffic load and time. Zheng used
the fuzzy evaluation method to evaluate the pavement performance comprehensively,
and used the geometric weighting method to calculate the PQI value of the compre-
hensive evaluation index, and used the analytic hierarchy process to determine the
weight value of each sub-indicator.
In terms of the division of maintenance road sections, the traditional road segmen-
tation method of the domestic road surface management system is divided into equal-
length segments by the mileage pile as the boundary of the road section. The advan-
tage of this method is that the concept is simple and easy to operate, but it does
not meet the actual road surface conditions and cannot meet the needs of scientific
prevention and maintenance. Nowadays, more and more road segmentation studies
tend to be variable-length segments. On the basis of analyzing the shortcomings of the
road segmentation technology in the current pavement management system, Wang
Jia introduced a clustering method of sequence samples and merged the minimum
primary unit sections with similar performance attributes without changing the order
of the highway mileage stations. A unit road section, in order to reduce the workload
while ensuring the accuracy of the road section segmentation. Zeng et al. proposed
three different clustering methods and analyzed the applicable conditions of each
clustering method. The system clustering method is suitable for distinguishing small
samples of corrective maintenance road sections and preventive maintenance road
sections. The dynamic clustering rule is applicable. In the division of preventive main-
tenance road sections, the orderly clustering method facilitates continuous operation,
which can reduce construction costs and improve construction quality, so it is more
in line with the needs of road managers and maintenance construction units.
In terms of performance prediction, in 2000, Xi’an Highway Research Institute
conducted long-term observations on the performance of pavement performance on
the test sections of the West Third Line and the West Line, to determine the decay law
of pavement performance. The Highway Science Research Institute of the Ministry of
Communications analyzed the effects of loads, climatic conditions, pavement mate-
rials, and structures on the long-term performance of pavements based on long-term
observations of pavement use. Wang et al. proposed an improved grey prediction
model based on factors such as flatness, deflection, and friction coefficient. When
using the model prediction equation to predict the performance of individual indi-
cators, the time response is the gray prediction model expression. After testing and
correcting the model indicators and parameters, it can be used for empirical predic-
tion, and the model can be applied to three different stages: short, medium, and long.
In view of the damage rate of road performance, Jiang established a cluster analysis
model based on traffic volume, ambient temperature, and humidity. Yu et al. applied
the artificial neural network to the pavement performance prediction model. This
method can incorporate external variability factors such as the environment that are
difficult to consider into the model, and can continuously correct itself, with high
fault tolerance, and can easily carry out the selected performance indicators. Effec-
tive forecasting. In the study of the preventive maintenance evaluation index system,
Zhang et al. proposed the road driving quality, pavement structure strength, road
surface condition index, and anti-sliding performance index as indicators for preven-
tive maintenance. They adopted the gray Markov model to test the data. Insufficient
road surface prediction, and through the quantitative standard maintenance effect,
the cost-benefit method based on the prevention and maintenance timing judgment
method is given. Cui and other considerations of the actual situation in different
regions, taking the asphalt pavement in Yunnan as an example, through the investi-
gation and analysis of the construction data, traffic flow conditions, road performance
test data and maintenance conditions of the local road sections, combined with the
operational research planning method to correct the HDM-4 The model is used to
verify the accuracy of the model through regression analysis, and the equation for
the performance prediction of asphalt road in Yunnan is constructed.
Zhang et al. corrected the decay equation proposed by Sun, and analyzed the vari-
ation of asphalt pavement performance after implementing the measures of micro-
surfacing under different materials by regression fitting analysis, and analyzed the
economy and quality under various treatment schemes by the equivalent annual cost
method. Benefit. Xu et al. used the cold reclaimed pavement as the analysis object and
studied according to the standard decay equation of asphalt pavement. It was pointed
out that when the road traffic volume increased continuously, the index PCI value
of pavement damage and the road surface flatness index RQI value showed the first
fast. The slow change rule, and when the PSSI (Pavement Structure Strength Index)
value is lower than 85, the PCI value decreases significantly. Zhang et al. analyzed
the road surface inspection data of some expressways in Beijing, and divided the
road surface into three situations: no maintenance, minor repair, and overhaul, and
established different damage index prediction models. Some scholars have suggested
using the residual curve to predict whether maintenance is needed. The main idea is to
determine the proportion of new road sections or rebuilt sections that need to be main-
tained each season through the records of the existing road construction, operation,
maintenance, and reconstruction of the management department. Use this to make
predictions. Although there are many types of research on pavement performance
prediction models, they are basically single prediction models. On the one hand, the
models are usually based on database creation, which has higher requirements on
data and does not have generalization. On the other hand, the creation of models does
not combine the performance decay rules of pavement use. The prediction accuracy
needs to be improved.
In terms of the timing of conservation, most domestic research scholars use the
cost-benefit assessment method to determine the optimal preventive maintenance
time. Wei et al. processed the performance data of asphalt pavement in Tianjin
and used the cost-benefit ratio calculation model to determine the optimal preven-
tive maintenance time. The method was mainly through the selection of pavement
performance evaluation indicators and the determination of the controllable benefit
baseline. Calculate the corresponding cost by combining the decay curve of the pave-
ment performance evaluation index with the benefits area enclosed by the minimum
controllable benefit baseline under the conditions that the pavement does not take
any preventive maintenance measures and the corresponding preventive maintenance
measures are taken. Benefit ratio. Wang et al. used the different pavement preven-
tive maintenance measures to compare the performance degradation of pavement
performance indicators before and after construction, and established the optimal
maintenance timing prediction model based on the cost-benefit analysis method, and
proposed four decision indicators and 5 Decision-making principles.
In terms of maintenance strategy formulation, Ling, etc., based on the relatively
mature research methods and achievements from abroad, according to the principle of
pre-nurturing countermeasures selection, it is believed that the maintenance counter-
measures should include the formulation of pre-maintenance measures, cost-benefit
analysis of pre-nurturing measures, and project-level pre-nurturing. There are three
aspects to the selection of measures. This study considers technical, economic, and
engineering factors to determine the method of selecting preventive conservation
measures, which is scientific and rational. Li et al. applied the fuzzy optimiza-
tion theory to establish and solve the preventive maintenance optimization model
of asphalt pavement based on the current fuzzy optimization theory. The optimal
countermeasures were determined according to the calculation of the model, which
effectively reduced the uncertainty of subjective factors. Improve the efficiency of
strategy development. Yu et al. took the highway maintenance strategy problem in
the provincial level as the research object, established the main framework of the
decision-making optimization research of the highway maintenance management
system and the road maintenance fund allocation optimization model, discussed the
algorithm of the model, and combined The status quo of highway maintenance in
Sichuan Province, a case study of maintenance management decision-making. Yu

and others adopted the basic principles of goal planning to establish a network-
level decision model. Based on the practical problems existing in the maintenance
management of highway asphalt pavement, Zhang and others carried out research on
the investigation, performance evaluation, performance prediction, and maintenance
decision of high-grade highway asphalt pavement, and proposed a comprehensive
evaluation model of asphalt pavement based on weighted geometric mean. At the
same time, according to the road maintenance decision tree, a set of highway asphalt
pavement maintenance measures was established, and the pavement was divided into
60 states, and feasible maintenance measures corresponding to various states were
formulated.
Regarding the evaluation of maintenance effect, Ren et al. proposed the recom-
mendations for the selection of benefit indicators and the baseline reference values
for the pre-conservation analysis of asphalt concrete pavements in China, as well
as the recommended values for the control indicators and control standards for
the pre-conservation time range. He proposed the calculation method of pre-
conservation benefit standardization and benefits index and analyzed the reason-
able pre-conservation cost analysis index, which provided a reference for the cost-
benefit analysis of asphalt pavement preventive maintenance. Wang et al. based on
the predictive maintenance model of asphalt concrete pavement performance, the
pre-preventive performance prediction model was established based on the asphalt
concrete pavement behavior equation. At the same time, the area enclosed by the
pavement performance decay curve was used to approximate the preventive mainte-
nance. Benefits, the cost-benefit ratio is the best choice for preventive maintenance
measures and timing. Li and others believe that compared with the growth model,
linear model, logarithmic model, an exponential model, the cubic model has higher
regression accuracy and can capture the road performance degradation curve. There-
fore, it is recommended to use the cubic model to simulate the development of road
rutting.
1.5 Pavement Preventive Maintenance Technology and Its

Development Trend
Pavement Preventive Maintenance is to prevent the further expansion of minor pave-

ment diseases, to slow down the worsening of pavement performance, and prolong
the service life of the pavement. It is usually used for the pavement with no damage
or only signs of minor diseases and distress. At present, the common preventive
maintenance technologies in our country mainly include crack treatment, fog seal,
slurry seal, micro-surfacing, chip seal, ultra-thin overlay, thin overlay, etc. Different
from traditional milling and planer overlaying technology, preventive maintenance
technology usually has a layer thickness of no more than 3 cm after construction, so
it is also called “0–3 technology”, as shown in Table 1.1.
Table 1.1 Layer thickness of traditional maintenance technology and preventive maintenance
technology
Types of maintenance technology Thickness (cm) Technical name of maintenance
Traditional maintenance technology 4 Milling-planing and repaving asphalt
course (AC-13, SMA-13 etc.)
Preventive maintenance technology 3 Thin overlay (SMA-10, OGFC-10
etc.)
2 Ultra-thin overlay
1 Slurry seal, micro-surfacing, chip seal
0 Crack treatment, fog seal
1.5.1 Crack Treatment
1. Crack Seal
A technology of sealing asphalt pavement cracks with special materials (sealant)
and special equipment (slotting machine, road crack-seal machine). The main func-
tion of the Crack Seal is to seal the cracks and prevent water from infiltrating into
the pavement structure. The construction procedures of crack treatment are usually
carried out in four steps: grooving and enlarging, clearing cracks, filling cracks and
maintenance, as shown in Fig. 1.1. Figure 1.2 shows the pavement effect after crack
treatment.
The first step is slotting and enlarging (if necessary). According to the crack
marking, adjust the width and depth of the slotting machine, and cut the uniform
U-shaped groove in the centerline of the crack. The ratio of groove depth to width
should not exceed 2:1. The groove should be at least 1 cm wide and 1.2 cm deep.
The second step is to clear the cracks. Clean up loose particles, dust, and debris in
the cracks to ensure the strong bond between the filling material and the crack wall.
Clean up the residue in the cracks to ensure the strong bond between the sealants and
the crack wall. Generally, the method of compressed air is used to clean up cracks.
The third step is filling. The special road crack-seal machine is used for this
operation. In order to prevent the wheel from sticking to the sealants, sometimes
after filling the sealants, sand will be also sprayed on it.
The fourth step is maintenance. After filling the cracks, according to the
temperature, traffic will be opened after cooling the pavement for 10–20 min.
2. Crack Seal Band
In recent years, crack treatment has been paid more and more attention, and “Filling
every crack” has become the maintenance strategy of asphalt pavement in most
provinces of China. Crack treatment technology has developed from traditional modi-
fied asphalt and modified emulsified asphalt filling to slotting filling with special
sealant at the present stage. Maintenance materials, equipment, and technology have
made great progress. With the increasing traffic volume, the traffic pressure caused
by maintenance operations is also increasing. Therefore, a fast non-destructive repair
1.5 Pavement Preventive Maintenance Technology and Its Development … 21
a. Slotting and Expanding b. Cracking Cleaning
c. Crack Seal d. Maintenance
Fig. 1.1 Construction steps of the crack treatment
Fig. 1.2 Pavement after the crack treatment

technology (Crack Seal Band technology) for cracks is being gradually promoted and
applied in China. Traditional slotting and jointing technology need slotting, clearing,
jointing, maintenance and other processes, which is time-consuming and labor-
consuming. Crack Seal Band technology does not need slotting, and the construc-
tion efficiency can be increased by 2–4 times by using sealant directly to the crack
position of pavement. It has little impact on the traffic environment and can avoid the
occurrence of secondary diseases. It has good application prospects (Figs. 1.3 and
1.4).
Fig. 1.3 Crack seal band

construction
Fig. 1.4 Pavement after

crack seal band construction
1.5.2 Fog Seal and Sand Fog Seal
1. Fog Seal
A preventive maintenance technology of asphalt pavement is introduced, which uses

special fog seal material to spray on the surface of asphalt pavement to seal some
micro-cracks and voids of asphalt pavement, so as to waterproof, prevent further
aging of pavement and improve the appearance of pavement. The Fog Seal is usually
constructed by asphalt spreader (Fig. 1.5). After construction, the pavement is black
(Fig. 1.6). Fog seal can reduce the pavement seepage coefficient to some extent, but
it is harmful to the anti-skid performance of the pavement. After construction, the
seepage coefficient and anti-skid performance should be tested (Figs. 1.7 and 1.8).
Fig. 1.5 Fog seal

construction
Fig. 1.6 Pavement after fog

seal construction
Fig. 1.7 Detection of

percolation coefficient
Fig. 1.8 Anti-skid

performance testing
2. Sand Fog Seal

In the early stage, emulsified asphalt was the main function of Fog Seal, which
was to seal fine pore and improve the water sealing effect of pavement. With the
development of fog seal technology, Reductant Seal (regenerant seal) and Sand Fog
Seal have appeared one after another. The performance of old asphalt can be partly
restored by using asphalt reductant in reducing agent seal (regenerative agent seal),
which plays the role of asphalt reduction. The sand-containing fog seal material is
mixed with clay and other fillers in the original fog seal material, which improves the
skid resistance and wears resistance of the Fog Seal (Fig. 1.9). Fog Seal technology
is developing from the original single water sealing function to the multi-functional
direction of restoring asphalt performance and improving pavement skid resistance.
Fig. 1.9 Sand fog seal
1.5.3 Slurry Seal and Micro-surfacing
1. Slurry Seal
Slurry seal paver is used to mix emulsified asphalt, coarse and fine aggregates, fillers,
water, and additives in accordance with the design ratio and then form a thin layer of
slurry mixtures on the original pavement. It has the characteristics of fast construc-
tion, low cost, wide use, and energy consumption. During the Eighth Five-Year Plan
period, the “Emulsified Asphalt Slurry Seal Complete Technology” was listed as a
key new technology promotion project in China. At present, Slurry Seal is widely
used in highway construction and maintenance engineering. The main functions of
Slurry Seal are to seal the infiltration of surface water, to provide anti-skid surface, to
slightly improve the smoothness of the road surface, and to improve the appearance
of the road surface. The effect of the slurry seal construction site and pavement after
construction are shown in Figs. 1.10 and 1.11.
Fig. 1.10 Slurry seal

construction

slurry seal construction
2. Micro-surfacing
Modified emulsified asphalt, coarse and fine aggregates, fillers, water, and additives
are mixed into slurry mixture by micro-surfacing paver to pave the original pavement
according to the design ratio, and the thin layer technology with high skid resistance
and durability of traffic is quickly opened. Micro-surfacing can effectively prevent
surface water seepage, improve the anti-wear and anti-skid performance of pave-
ment, and complete the repair of rutting at the same time. After Micro-surfacing
construction, traffic can be opened within 1–2 h, which can minimize the impact of
construction on traffic. The effect of Micro-surfacing construction site and pavement
after construction is shown in Figs. 1.12 and 1.13. Micro-surfacing can be used for
pavement rutting repair, bridge deck, and tunnel construction, as shown in Figs. 1.14,
1.15 and 1.16.
Micro-surfacing is a technical upgrade version of the Slurry Seal. The two tech-
nologies are similar, but the equipment and material requirements of Micro-surfacing
Fig. 1.12 Micro-surfacing

construction
Fig. 1.13 Pavement

(expressway) after
micro-surfacing
Fig. 1.14 Rutting filling
Fig. 1.15 Bridge deck

construction
Fig. 1.16 Tunnel

construction
are higher than Slurry Seal, and its performance is also better than the Slurry Seal.
Entering the United States in the 1980s, it has now become one of the main road
maintenance methods in many countries, such as the United States, Canada, Europe
and so on. Since 2000, Micro-surfacing Technology has been studied and popular-
ized in China. It has been widely used in highway pavement maintenance projects.
The amount of Micro-surfacing used in China is about 30 million m2 every year.
The main problem of Micro-surfacing technology is that the noise is large, which
affects the driving comfort. For this reason, the application of low noise micro-
surfacing technology has been developed in China in recent years. In 2013, Beijing
Road Administration adopted low-noise micro-surfacing technology to carry out
preventive maintenance of six roads with a total area of 366,000 m2 . After the opening
of the vehicle, the field noise test was carried out. The test results show that for the
outside noise, the noise after the micro-surfacing of the pavement is less than that
before the pavement. From the driving feeling and the field observation, the driving
noise is still greater than that of other sections, but it is acceptable.
1.5.4 Chip Seal and Fiber Seal
1. Chip Seal
Chip Seal is a kind of technology that uses a layer-by-layer method to construct,

directly spraying asphalt binder and crushed stone with single particle size, and then
forming a thin layer after rolling. The asphalt in the chip seal is covered by continuous
film on the surface of the underlying layer, so it can effectively prevent the surface
from seepage underwater and reduce the damage of pavement water. It has good
following deformation ability and can adapt to relatively poor underlying stratum
conditions. The stone in the gravel seal is directly exposed on the road surface, so it
has excellent skid resistance and abrasion resistance.
The construction of Chip Seal can be divided into synchronous gravel seal and
step gravel seal (Figs. 1.17 and 1.18). In traditional Chip Seal construction, asphalt
spraying and stone distribution are carried out by different equipment. In recent
years, synchronous gravel sealing equipment has been widely used, which integrates
asphalt spraying and stone spreading into construction equipment. It shortens the
distribution interval between asphalt and stone to the greatest extent and greatly
improves construction efficiency. After the gravel is spread, it needs to be rolled by
a pneumatic roller (Fig. 1.19) to form a dense and rough gravel surface (Fig. 1.20).
In addition, Chip Seal can also be used for interlayer bonding of asphalt pavement
or waterproof bonding layer of bridge deck (Fig. 1.21). Unlike Chip Seal used for
road surface as abrasion layer, the area of gravel on waterproof bonding layer surface
accounts for about 2/3 and that of asphalt bonding material for about 1/3 (Fig. 1.22),
which is beneficial to interlayer bonding between overlay and waterproof bonding
layer.
Fig. 1.17 Synchronous

construction of chip seal
Fig. 1.18 Sub-step chip seal

construction
Fig. 1.19 Rolling after

spreading gravel

chip seal construction
Fig. 1.21 Chip seal for

waterproof bonding layer
Fig. 1.22 Surface appearance of waterproof bonding layer after construction
The chip seal is a layer-by-layer construction method with low price, simple
construction equipment, simple construction technology, and fast construction speed.
Because of its high-cost performance, gravel seal technology has been widely used
in Europe and the United States. For example, in Australia, about 250,000 km
of highway use chip seal as wear layer, accounting for nearly one-third of the
total mileage of highway. The construction area of gravel seal in France is about
350 million m2 every year. The gravel seal technology is also very suitable for
China’s national conditions. Besides expressways, gravel seal technology is suitable
for preventive maintenance, construction, and reconstruction of other highways.
2. Fiber Seal
Fiber Seal refers to a new type of pavement rapid maintenance technology, which
uses synchronous Fiber Seal construction equipment, sprays two layers of asphalt
binder and one layer of glass fiber at the same time, then spreads gravel on it, and
forms a new wear layer (Fig. 1.23) or stress absorption intermediate layer (SAMI)
(Fig. 1.24) after rolling.
Fig. 1.23 Application of fiber chip seal in asphalt surface abrasion layer
Fig. 1.24 Fiber chip seal for stress absorbing layer
In the construction of fiber seal, glass fibers, which have been broken and cut
by special technology, distribute randomly and evenly in the upper and lower
layers of uniformly sprayed asphalt binder, overlap each other, and form network
winding structure with asphalt mixture, which effectively improves the comprehen-
sive mechanical properties of the seal, such as tensile, shear, compressive and impact
strength. It is similar to adding a protective mat with high elasticity and strength
between the new road base and the surface layer or on the basis of the original road
surface. It is especially suitable for the construction of old asphalt pavement (or new
roadbed), interlayer stress absorption intermediate layer and old asphalt pavement
wear-resistant layer. It plays an effective protective role in the construction and main-
tenance of new and old asphalt pavement and can prolong its maintenance cycle and
service life. The construction of fiber seal is shown in Fig. 1.25, and the pavement
effect after spreading asphalt binder and fiber is shown in Fig. 1.26.
Compared with the gravel seal, the fiber seal has a better ability to prevent reflective
cracks due to the addition of glass fibers. It is widely used in stress absorption layer
Fig. 1.25 Construction of

fiber seal

spreading asphalt binder and
fiber
between layers, wear-resistant layer of new/old asphalt pavement, lower seal layer
of highways of all grades, old cement pavement modification and waterproof layer
of bridges, etc.
1.5.5 Thin Overlay and Ultra-Thin Overlay
1. Thin Overlay
The Thin Overlay is a kind of overlay with thinner thickness than the traditional one
(usually more than 40 mm in thickness). Tts, cracks, ruts, etc. to a certain extent, and
prolong the hot-mix asphalt concrete overlay with compacted thickness of 30 mm
(+5 mm) is usually called thin overlay. The main functions of the thin overlay are to
improve the smoothness, restore the surface roughness, control the original surface
damage of the pavement (such as service life of the pavement).
2. Ultra-Thin Overlay
The ultra-thin overlay is a technical upgrade version of thin overlay. The ultra-thin
overlay can greatly reduce the cost of pavement maintenance under the premise of
achieving the same performance of pavement, so it has gradually replaced the tech-
nology of thin cover. Ultra-thin overlays commonly used in China can be divided into
three categories: 1. Ultra-thin overlays with modified emulsified asphalt and graded
asphalt (represented by Shell Novachip); 2. Ultra-thin overlays with warm mixing
technology and dense-graded asphalt; 3. Ultra-thin overlay with rubber asphalt.
Figure 1.27 shows the construction site of an ultra-thin overlay.
The traditional overlay is over 4 cm thick. The thin overlay and the ultra-thin
overlay are thinner than the traditional overlay. Thin and ultra-thin overlays are not
usually used as pavement structural layer, but as wearing layer. When the surface
function meets the requirements, the thinner the thickness, the better the economy.
Fig. 1.27 Ultra-thin overlay construction
Fig. 1.28 Pavement after ultra-thin overlay construction
With the progress of technology, some new materials, equipment, and technology
have been applied to mask engineering, which has promoted the development of the
mask technology to a thinner and thinner direction. At present, the thinnest thickness
of ultra-thin overlay can be achieved at about 12 mm. Figure 1.28 shows the pavement
effect after an Ultra-thin overlay construction. It can be seen that the thickness of the
Ultra-thin overlay is only half the height of RMB coin.
1.5.6 In-Place Hot Recycling for Asphalt Pavement Surface
It refers to the technology of regenerating old asphalt pavement in the range of

20–30 mm by using special in situ thermal regeneration equipment, heating and
loosening asphalt pavement, mixing a certain amount of new asphalt, new aggregate,
new asphalt mixture or regenerative agent in situ, and through hot mixing, paving,
Fig. 1.29 Construction of in-place hot recycling for asphalt pavement surface
rolling and other processes (Fig. 1.29). It is suitable for preventive maintenance of
Expressway Asphalt Pavement and disease treatment of original pavement in front
of cover.
Since the late 1990s, China has introduced nearly 10 sets of In-place Hot Recy-
cling paving machine units from Japan, Germany, Canada, Finland, and other
countries. Beijing-Tianjin-Tang Expressway, Beijing-Shijiazhuang Expressway,
Chengdu-Chongqing Expressway, Beijing-Fuzhou Expressway, and Shanghai-
Nanjing Expressway have all implemented In-place Hot Recycling with unequal
area. At present, the cumulative implementation area of In-place Hot Recycling in
China is more than 10 million m2 . The main functions of In-place Hot Recycling
are repairing surface diseases, restoring pavement smoothness and realizing In-place
Hot Recycling of old asphalt layer materials.
1.5.7 Development Trend of Pavement Preventive

Maintenance Technology
In recent years, the concept of Pavement Preventive Maintenance has become increas-
ingly popular, and the application of preventive maintenance technology has become
increasingly common. Meanwhile, preventive maintenance technology innovation
and technology introduction is being carried out in various places in order to reduce
engineering costs, reduce the impact of construction on traffic, and improve road
use effect. According to the need of preventive maintenance of highway asphalt
pavement in China, the development trend of preventive maintenance technology in
recent years can be summarized as follows:
1. Crack treatment is developing towards fast and non-destructive
2. Fog Seal is advancing towards Multi-function
3. Micro-Surfacing is advancing towards low noise
4. Chip Seal is advancing towards Fiber Seal
5. Ultra-thin Overlay is advancing towards Super-thin Overlay.
Chapter 2
Technical Guide for the Pavement
Preventive Maintenance
2.1 General Provisions
2.1.1 Purpose
In order to standardize and guide the preventive maintenance of asphalt pavement,

improve the maintenance technology of asphalt pavement, maintain and improve the
performance of pavement, prolong the overhaul period of pavement, and reduce the
maintenance cost of the whole life cycle of pavement, this guide is formulated.
2.1.2 Limitation
This guideline is suitable for preventive maintenance of asphalt pavement of

expressway, First, Second and Third-Class Highway. Other roads can use this guide
for reference.
2.2 Terms and Symbols
2.2.1 Pavement Preventive Maintenance
Pavement Preventive Maintenance is a pavement maintenance measure that does

not disturb the pavement structure and does not change the strength of the pave-
ment structure on the pavement without damage or only signs of minor diseases
and diseases, which is for the sake of improving the whole maintenance benefit in

38 2 Technical Guide for the Pavement Preventive Maintenance
cycle of pavement, preventing the occurrence of pavement diseases or the further

expansion of minor diseases, delaying the attenuation of pavement performance, and
maintaining and improving pavement performance.
2.2.2 Maintenance Benefit in Cycle
According to the pavement preventive maintenance mode, Maintenance Benefit in

Cycle is the economic and social benefits generated by the pavement preventive main-
tenance during the period between new construction and overhaul or two overhauls
of pavement.
2.2.3 Maintenance Cost in Cycle
According to the preventive maintenance mode, Maintenance Cost in Cycle is

the maintenance costs that occur during the period between new construction and
overhaul or two overhauls of the pavement.
2.2.4 Optimal Time of PPM
During the period from new construction to overhaul or two overhauls, the Optimal
Time of PPM is the preventive maintenance implementation time point with the
maximum benefit-cost ratio can be obtained.
2.2.5 Crack Filling and Sealing
Crack Filling and Sealing is a technique of filling cracks in asphalt pavement with
special sealant.
2.2.6 Crack Seal Band
Crack Seal Band is a technology of using a joint band to stick cracks in asphalt
pavement.
2.2 Terms and Symbols 39
2.2.7 Fog Seal
Fog Seal is a kind of pavement preventive maintenance technology, which sprays

special fog seal material on the surface of asphalt pavement, closes some micro-
cracks and voids of asphalt pavement, plays a waterproof role, prevents further aging
of pavement, and improves the appearance of pavement.
2.2.8 Sand Fog Seal
Sand Fog Seal refers to the original fog seal material mixed with adding clay, clay
and other fillers, which improves the anti-slip performance and wear resistance of
the fog seal.
2.2.9 Mastic Seal
It is a pavement preventive maintenance technology which uses special modified

emulsified asphalt and fine aggregate to evenly spray or scrape to the surface of
asphalt pavement, seal the micro cracks and pores of asphalt pavement, stabilize the
loose aggregate on the surface of old pavement, improve the waterproof performance
of old pavement and slow down the aging rate of pavement.
2.2.10 Slurry Seal
Slurry Seal is a thin layer technology that uses special mechanical equipment to
spread emulsified asphalt, coarse and fine aggregates, fillers, water, and additives
into slurry mixture on the original pavement according to the design ratio.
2.2.11 Micro-surfacing
Micro-surfacing is a thin layer technology with high skid resistance and durability,
which uses special mechanical equipment to spread polymer modified emulsified
asphalt, coarse and fine aggregates, fillers, water and additives into slurry mixture
according to the design ratio on the original pavement, and quickly restores the traffic.
2.2.12 Chip Seal
Chip Seal is a technology that uses aggregates of near single particle size and asphalt
binder that meets the requirements in accordance with the laying method.
2.2.13 Fiber Seal
Fiber Seal is a technology that uses Construction Equipment for Synchronized Fiber
Seal, spraying two layers of asphalt binder and one layer of glass fiber at the same
time, then spreading gravel on it, and forming a new wearing surface or stress
absorbing membrane interlayer (SAMI) after rolling.
2.2.14 Thin Overlay
Thin Overlay is an asphalt overlay technology with a thickness of 30 mm (+5 mm)

on the original asphalt pavement.
2.2.15 Ultra-Thin Overlay
Ultra-thin Overlay is an asphalt overlay technology with a thickness of 20 mm

(+5 mm) on the original asphalt pavement.
2.2.16 In-Place Hot Recycling for Asphalt Pavement Surface
In-place Hot Recycling for Asphalt Pavement Surface is a technology of regenerating

old asphalt pavement in the range of 20–30 mm by using special in situ thermal
regeneration equipment, heating and loosening asphalt pavement, mixing a certain
amount of new asphalt, new aggregates, new asphalt mixture or regeneration agent
in situ, and through hot mixing, paving, rolling and other processes.
2.2.17 Symbols
Symbols used in this guide and their meanings are listed in Table 2.1.
2.3 Expectation Level of Pavement Maintenance 41
Table 2.1 Symbols and their meanings

Number Symbols Meanings
2.2.1 PPM Pavement preventive maintenance
2.2.2 AADT Annual average daily traffic
2.2.3 PQI Pavement quality index
2.2.4 PCI Pavement condition index
2.2.5 RQI Road quality index
2.2.6 RDI Rutting depth index
2.2.7 SRI Sliding resistance index
2.2.8 PSSI Pavement structural strength index
2.2.9 IRI International roughness index
2.2.10 PBI Preventive benefit index
2.2.11 EUAC Equivalent uniform annual cost
2.2.12 BCR Benefit-cost ratio
2.2.13 EAC Equivalent annual cost
2.3 Expectation Level of Pavement Maintenance
2.3.1 Evaluation Index of Pavement Technical Conditions
The evaluation of asphalt pavement technical condition is expressed by Pavement

Quality Index (PQI) and Pavement Condition Index (PCI), Road Quality Index (RQI),
Rutting Depth Index (RDI), Skid Resistance Index (SRI) and Pavement Structural
Strength Index (PSSI). The range of PQI and corresponding sub-index is 1–100.
Asphalt pavement technology is divided into five grades: Excellent, Good,
Medium, Secondary and Inferiority. The grade of technical condition of asphalt
pavement is determined according to the standard specified in Table 2.2.
The performance index (PQI) of asphalt pavement is calculated by Formula (2.1).
PQI = wPCI PCI + wRQI RQI + wRDI RDI + wSRI SRI (2.1)
Formula:
wPCI —The weight of PCI in PQI is calculated in Table 2.3.
wRQI —The weight of RQI in PQI is calculated in Table 2.3.
wRDI —The weight of RDI in PQI is calculated in Table 2.3.
wSRI —The weight of SRI in PQI is calculated in Table 2.3.
Table 2.2 Standard for evaluating the technical condition of asphalt pavement
Rating level Excellent Good Medium Secondary Inferiority
PQI and sub-indicators at all levels ≥90 ≥80, <90 ≥70, <80 ≥60, <70 <60
Table 2.3 Weight coefficient of PQI index of asphalt pavement

Evaluating indicator Highway, first-class highway Second and third-class highways
wPCI 0.35 0.60
wRQI 0.40 0.40
wRDI 0.15 –
wSRI 0.10 –
2.3.2 Evaluation Index of Technical Condition of Urban

Road Surface
The evaluation contents of urban road technical condition include road driving
quality, road damage condition, road structure strength, road anti-sliding ability and
comprehensive evaluation. The corresponding evaluation indexes are Road Quality
Index (RQI), Pavement Condition Index (PCI), Rebound Deflection Value of Road
Surface, Anti-sliding Coefficient (BPN or SFC) and Pavement Quality Index (PQI).
The technical conditions of urban road pavement are divided into four grades: A,
B, C and D. The technical condition grade of urban road pavement shall be determined
according to the standards specified in Table 2.4.
Pavement Quality Index (PQI) of Urban road pavement is calculated according
to Formula (2.2)
PQI = T × ω1 × RQI + PCI × ω2 (2.2)
Formula:
PQI—Pavement Quality Index, the value range is 0–100;
T—RQI score conversion coefficient, T is 20;
Table 2.4 Evaluation standard for technical condition of urban road surface
Evaluating A B
indicator Expressway Artery road Branch road Expressway Artery road Branch road
and and
secondary secondary
artery road artery road
PQI ≥90 ≥85 ≥80 ≥75, <90 ≥70, <85 ≥65, <80
Evaluating C D
indicator Expressway Artery road Branch road Expressway Artery road Branch road
and and
secondary secondary
artery road artery road
PQI ≥65, <75 ≥60, <70 ≥60, <65 <65 <60 <60
2.3 Expectation Level of Pavement Maintenance 43
Table 2.5 Asphalt pavement

Highway grade PCI RQI RDI
maintenance expectation level
Expressway ≥95 ≥95 ≥95
First-class highway ≥93 ≥93 ≥93
Second-class highway ≥90 ≥90 –
Third-class highway ≥90 ≥85 –
ω1 , ω2 —is the weight of RQI and PCI respectively; for expressway or trunk road,
ω1 is 0.6, ω2 is 0.4; for the secondary artery road or branch road, ω1 is 0.4, ω2 is 0.6.
Pavement Quality Index (PQI), Pavement Condition Index (PCI), Road Quality
Index (RQI) and Rutting Depth Index (RDI) should meet the requirements of
Table 2.5.
2.4 Preventive Maintenance Decision
2.4.1 General Provisions
For the roads that need the preventive maintenance, depending on the different main-
tenance objectives, Crack Sealing, Crack Seal Band, Fog Seal, Chip Seal, Fiber Seal,
Slurry Seal, Micro-surfacing, Thin Overlay, Ultra-thin Overlay, In-place Hot Recy-
cling for Asphalt Pavement Surface and other technologies are selected for preventive
maintenance.
Taking 1 km road section as a unit, preventive maintenance decision-making is
made taking into account traffic volume, road age, main maintenance objectives,
original pavement technical status, maintenance funds, and other factors.
The basic requirement of preventive maintenance for road conditions is that the
strength of pavement structure meets the requirement, the condition of pavement is
good and the pavement is relatively flat.
Pavement adopting preventive maintenance measures should conform to the
corresponding macro and micro road condition standards for preventive maintenance.
Before preventive maintenance, the local diseases of the original pavement should
be pretreated.
2.4.2 Evaluation Criteria for Road Conditions Suitable

for Preventive Maintenance
PSSI and PCI are two indicators for judging the appropriate road condition for
preventive maintenance. Among them, PSSI is the test index and PCI is the judgment
Table 2.6 Comprehensive

Road grade Expressway, first class Second and third class
indicators for preventive
highway highway
maintenance
PSSI ≥90 ≥85
PCI ≥90 ≥85
index. That is, on the premise that PSSI meets the requirements, PCI is used as the
criterion to judge whether the pavement needs preventive maintenance.
The macro-technical conditions of pavement suitable for preventive maintenance
are pavement structural strength PSSI (>85), pavement damage index PCI (>85), as
shown in Table 2.6.
When the function of water sealing and anti-skid of the original pavement is
insufficient, the appropriate technology can be selected for preventive maintenance
of the pavement.
On the premise that the macro road condition standard meets the requirement of
preventive maintenance, it is necessary to judge whether the individual index meets
the micro road condition standard of preventive maintenance.
1. Transverse crack and longitudinal crack belong to a slight degree;
2. Rutting depth less than 15 mm;
3. Surface irregularities such as overcrowding and subsidence are mild.
When there are one or more of the following conditions in the local pavement,
the disease should be pre-treated before preventive maintenance to meet the Micro-
condition standard of preventive maintenance.
1. Pavement with moderate or more cracks;
2. There are serious transverse cracks and longitudinal cracks in the pavement (crack
width exceeds 3 mm);
3. Rutting due to instability of asphalt concrete;
4. There are some serious phenomena on the surface of asphalt concrete pavement,
such as overcrowding and pushing;
5. Poor subgrade condition;
6. Poor drainage conditions or humidity-related damage of pavement.
2.4.3 Appropriate Time of the Pavement Preventive

Maintenance
When the relevant data are sufficient, the optimal preventive maintenance time is
determined according to the process shown in Fig. 2.1.
For preventive maintenance mode, the preventive maintenance time can be
determined according to the technical condition, referring to Table 2.7.
2.4 Preventive Maintenance Decision 45
Conventional Maintenance Preventive maintenance road
Time range of preventive
Selection of preventive
Predicting the Decline Trend of Road
Calculating the preventive maintenance
Calculating EUAC for Each Scheme
Calculating the BCR of each
Best preventive
Fig. 2.1 The process of determining the optimal preventive maintenance time
Table 2.7 Recommended time for application of preventive maintenance measures

Measures Crack Fog Chip Slurry Thin
sealing/crack seal/sand seal/fiber seal/micro-surfacing overlay/ultra-thin
seal band fog seal overlay/in-place
seal/mastic hot recycling for
seal asphalt pavement
surface
Time Immediate 2–3 3–5 3–5 3–6
(year)
Note The time in this table refers to the opening time after new construction, last overhaul or
preventive maintenance of the pavement
2.4.4 Cost-Benefit Analysis of Maintenance

Countermeasures
The unit cost of pavement preventive maintenance measures is determined according

to the cost of immediate materials and construction.
Table 2.8 Service life of preventive maintenance measures

Type Life expectancy (year)
Crack sealing/crack seal band 2–4
Fog seal/sand fog seal/mastic seal 1–2
Chip seal/fiber seal 3–4
Slurry seal/micro-surfacing 3–5
Thin overlay/ultra-thin overlay/in-place hot recycling for asphalt 4–5
pavement surface
The service life of preventive maintenance measures can be determined according

to practical experience, which can be determined with reference to Table 2.8.
Equivalent Annual Cost method (EAC) is widely used because of its simplicity.
The calculation equation is as follows:
EAC = unit cost/life expectancy
On the basis of cost-benefit analysis, further analysis is needed for specific

projects, considering construction, climate, and other factors comprehensively.
The PCI decay equation of conventional maintenance is determined, and the
suitable time range for preventive maintenance is determined by the decay equa-
tion and preventive maintenance standard of PCI, and the preventive maintenance
time comparison scheme is selected according to the same time interval or road
maintenance plan.
Determine the decay equation of the road condition index of conventional main-
tenance and preventive maintenance time comparison schemes. For surface overlay
preventive maintenance measures, PCI, RQI, and SRI should be included; for non-
surface overlay preventive maintenance measures, only PCI can be selected as a road
condition index.
For surface paving preventive measures, the area under PCI, RQI and SRI decay
curves and the area under PCI, RQI and SRI decay curves of conventional main-
tenance were calculated respectively, and the preventive maintenance benefit index
(PBI) was calculated; for non-surface paving preventive maintenance measures, the
area under PCI, RQI, and SRI decay curves was calculated. The area under PCI decay
curve increased by preventive maintenance relative to conventional maintenance is
the preventive maintenance benefit index PBI.
Calculate the Equivalent Uniform Annual Cost (EUAC) of daily maintenance,
preventive maintenance and intermediate repair of each time plan in the pavement
life cycle.
Calculate the cost-benefit ratio of preventive maintenance of each time plan, and
finally, take the time point corresponding to the time plan with the largest BCR value
as the best time for preventive maintenance.
2.4 Preventive Maintenance Decision 47
2.4.5 Selection of Preventive Maintenance Measures
The preventive maintenance engineering technology of pavement mainly includes

Crack Sealing, Crack Seal Band, Fog Seal, Sand Fog Seal, Chip Seal, Fiber Seal,
Slurry Seal, Micro-surfacing, Thin Overlay, Ultra-thin Overlay, In-place Hot Recy-
cling for Asphalt Pavement Surface and so on. It encourages the popularization and
application of new technology, new materials, new technology, and new equipment.
What preventive maintenance measures should be taken should be determined
according to road conditions, traffic volume, funds, and cost-effectiveness. The
specific application can refer to the measures recommended in Tables 2.9 and 2.10.
2.5 Post-evaluation of Preventive Maintenance Effect
The post-evaluation mechanism of the preventive maintenance effect should be estab-

lished, the road performance of preventive maintenance section should be tracked and
observed, and the preventive maintenance effect of pavement should be summarized.
All the data of the pavement technical condition of preventive maintenance section
should be collected, and the test basis is the relevant provisions of the industry
standard of the People’s Republic of China, JTG E60.
The evaluation of pavement technical condition is expressed by pavement perfor-
mance index PQI and corresponding sub-index. The calculation methods of each
index shall be implemented in accordance with the provisions of the Industry Stan-
dard of the People’s Republic of China “Evaluation Standard for Highway Technical
Conditions” (JTG H20).
PCI is the main evaluation index for the preventive maintenance effect of pave-
ment, and the main basis is whether the actual road effect achieves the anticipated
goal of preventive maintenance.
The preventive maintenance test road should be evaluated. If the preventive main-
tenance effect is not good, the lessons should be summarized, the reasons should be
analyzed, and the preventive maintenance effect is good. The experience should be
summarized and popularized.
2.6 Cost-Benefit Analysis of Life Cycle
2.6.1 Periodic Maintenance Costs
The cost items that need to be considered include daily maintenance fees, preventive
maintenance fees, and repair fees. In the actual analysis, if there is no data, only
one or several items can be selected, but the preventive maintenance fee must be
included.
48
Table 2.9 Preventive maintenance measures applicable to all grades of roads

Road grade Preventive maintenance measures
Crack Fog seal/sand fog Chip seal/fiber seal Slurry seal Micro-surfacing Thin In-place hot
sealing/crack seal seal/mastic seal overlay/ultra-thin recycling for
band overlay asphalt pavement
surface
Express, first ★ × × ★ ★
class highway
Second and third ★ ★ ★ ★ ★ ★ ×
class highway
Note ★—recommend, —prudent use, ×—not recommended
2 Technical Guide for the Pavement Preventive Maintenance
Table 2.10 Recommendation form for the application of preventive maintenance measures
Pavement leading damage types Severity Crack Fog seal/sand fog Chip Slurry Micro-surfacing Thin
sealing/crack seal/mastic seal seal/fiber seal overlay/ultra-thin
seal band seal overlay/in-place hot
recycling for
asphalt pavement
Crack type Crazing Sight × × ★
Moderate × × × × ×
Severe × × × × × ×
Massive cracks Sight × × ★
Severe × × × × × ×
2.6 Cost-Benefit Analysis of Life Cycle
Longitudinal Sight ★ × ★ ★ ★ ★
crack Severe ★ × × × × ×
Transverse crack Sight ★ × ★ ★ ★ ★
Severe ★ × × × × ×
Deformation Rutting Sight / × ★ ★ ★ ★
class Severe / × × × ×
Loose class Loose Sight / ★ ★ ★ ★
Severe / × × × ×
Other classes Pan oil / / × ★ ★ ★ ★
Polish / / × ★ ★ ★ ★
Pothole Sight / × × × × ×
Severe / × × × × ×
Settlement Sight / × × × × ×
Severe / × × × × ×
Other Sealing water / / ★ ★ ★ ★ ★
49
(continued)
Table 2.10 (continued)
50
Pavement leading damage types Severity Crack Fog seal/sand fog Chip Slurry Micro-surfacing Thin
sealing/crack seal/mastic seal seal/fiber seal overlay/ultra-thin
seal band seal overlay/in-place hot
recycling for
asphalt pavement
Restoration of / / × ★ ★ ★ ★
skid resistance
PCI >90 / ★ ★ ★ ★ ★
85–90 / ★ ★ ★
<85 / × × × × ×
Traffic Sight / ★ ★ ★ ★ ★
Moderate / ★ ★ ★ ★ ★
Severe / ★ ★
Particularly / × ×
severe
Note ★—recommend, —prudent use, ×—not recommended
2 Technical Guide for the Pavement Preventive Maintenance
2.6 Cost-Benefit Analysis of Life Cycle 51
Fig. 2.2 Schematic diagram of a calculation model for EUACj
Because the maintenance period of each comparison scheme is different, the

EUAC method is used to calculate the cost of each comparison scheme.
In calculating EUAC, for any preventive maintenance scheme j, the cost analysis
period is selected [0, Xej] because the cost items considered are all in the period from
the new construction or the latest major (medium) repair to the next mid-repair. The
computational model of EUACj is shown in Fig. 2.2. According to the computational
model, the computational process can be divided into the following two steps:
Step 1: Calculate the total present value of all maintenance costs during the cost
analysis period and choose the time of new road construction or the latest major
(medium) repair at zero point. The calculation formula is as follows:

PWj = Ci (1 + d )−t (2.3)
PWj —The total present value of maintenance costs incurred by the jth preventive
maintenance time plan during its cost analysis period;
Ci —A maintenance cost incurred in the future t-time;
d —Interest rate (e.g. 4%, d = 0.04) can be chosen according to the local economic
development level;
t—The time (year) of future maintenance.
The second step is to convert the present value of each maintenance expense into
the equivalent average annual cost (EUAC). The calculation formula is as follows:

d (1 + d )nj
EUAC j = PWj (2.4)
(1 + d )nj − 1
Among them:
EUACj —The equivalent average annual cost of the jth preventive maintenance
program;
nj—nj = Xej . The length of the cost analysis period of the jth preventive
maintenance scheme.
2.6.2 Benefit Analysis
2.6.2.1 Benefits of Routine Maintenance
Conventional maintenance refers to the method of routine maintenance instead of

preventive maintenance when the pavement is in good condition, until the condition
of the pavement decreases to an unacceptable level. The benefits of conventional
maintenance can be expressed by the area under the performance curve of the pave-
ment. Benefit area of conventional maintenance refers to the area surrounded by the
baseline (offline) calculated by the decay curve of each benefit analysis index and its
benefit during the benefit analysis period.
2.6.2.2 Benefits of Preventive Maintenance
The benefit of preventive maintenance can be expressed by the area under the pave-
ment performance curve increased by preventive maintenance relative to conven-
tional maintenance. The benefit area of preventive maintenance refers to the area
surrounded by the analysis index decay curve under conventional maintenance, the
analysis index decay curve under preventive maintenance and the benefit calculation
baseline during the benefit analysis period.
2.6.2.3 Standardization of Preventive Maintenance Benefits
The benefits of preventive maintenance are mainly manifested in the comprehensive

improvement of PCI, RQI, and SRI after preventive maintenance of pavement. There-
fore, the periodic maintenance benefit is characterized by the standardized preventive
benefit of each benefits analysis index according to the weighted value of its weight
coefficient, that is, the preventive benefit index. Abbreviated as PBI, the calculation
formula is as follows:
PBIj = γ1 SBj (PCI ) + γ2 SBj (RQI ) + γ3 SBj (SRI ) (2.5)
In the equation:
PBIj —The preventive maintenance benefit index of any scheme j;
SBj (PCI)—Standardized benefits of PCI;
2.6 Cost-Benefit Analysis of Life Cycle 53
SBj (RQI)—Standardized benefits of RQI;

SBj (SRI)—Standardized benefits of SRI;
γ1 , γ2 and γ3 —Benefit weight coefficients of PCI, RQI and SRI respectively.
Standardization benefits of PCI, RQI, and SRI are achieved by using the
percentage of the benefit area of preventive maintenance to the benefits area of
conventional maintenance, respectively, SBj (PCI), SBj (RQI) and SBj (SRI).
For example, for a preventive maintenance scheme j, the standardized benefits of
PCI, SBj (PCI), can be calculated by the following formula:
Aj (PCI )
SBj (PCI ) = (2.6)
A0 (PCI )
Formula:
Aj (PCI )—Preventive maintenance benefit area of PCI;
A0 (PCI )—The benefit area of routine maintenance of PCI.
2.6.3 Benefit-Cost Ratio
After calculating the preventive maintenance benefit index and its equivalent annual
cost EUACj of any maintenance scheme according to the above method, the benefit-
cost ratio can be further calculated.
As shown below. According to the cost-benefit method, the best maintenance
scheme is the one with the highest benefit-cost ratio.
PBIj
BCRj = (2.7)
EUACj
Formula:
BCRj —The benefit-cost ratio of the jth preventive maintenance scheme;
PBIj —The preventive maintenance benefit index of the jth preventive maintenance
scheme;
EUACj —The equivalent annual cost of the jth preventive maintenance program.
Chapter 3
Crack Filling and Crack Seal Band
3.1 Crack Filling
3.1.1 Material
1. Classification
Sealants can be divided into the heating type and normal temperature type. Heating
type sealants are the most commonly used sealants for asphalt pavement at present.
2. Type
Heating sealants can be divided into five types: high-temperature type, common
type, low-temperature type, and severe cold type. They are suitable for areas where
the lowest temperature is not less than 0, −10, −20 and −30 °C.
3. Heating sealant shall meet the requirements of Table 3.1.
3.1.2 Construction Machinery
The equipment is needed for the construction of grouting joints (Table 3.2).
3.1.3 Construction Procedure and Matters Needing Attention
1. Heating Sealant
(a) Traffic guidance, take necessary construction safety measures.
(b) Crack widening (if necessary). The slotting machine is used to trim the
cracks into a suitable shape. The ratio of depth to width should not exceed
2:1. The slotting should be at least 10 mm wide and 12 mm deep.
56 3 Crack Filling and Crack Seal Band
Table 3.1 Requirements of heating sealant

Number Performance High-temperature Common Low Cold Severe
criteria type type temperature type cold type
type
1 Cone ≤70 50–90 70–110 90–150 120–180
penetration
0.1 mm
2 Softening ≥90 ≥80 ≥80 ≥80 ≥70
point °C
3 Flowability ≤3 ≤5 ≤5 ≤5 –
mm
4 Elastic 30–70 30–70 30–70 30–70 30–70
recovery rate
%
5 Cryogenic 0 °C, 25%, 3 −10 °C, −20 °C, −30 °C, −40 °C,
tensile cycles, pass 50%, 3 100%, 3 150%, 3 200%, 3
cycles, cycles, pass cycles, cycles,
pass pass pass
Table 3.2 Crack filling construction equipment

Equipment Function
Slotting machine Remove loose materials and trim or expand cracks into desired shapes
Seam cleaner Removal of residues in and around cracks
Heater Drying and heating cracks to make better bonding between filling materials
and crack walls
Seaming machine Storage, heating and pumping of sealant and crack filling
(c) Crack clearance. Clean up loose particles, dust, and debris in the cracks to
ensure the strong bond between the filling material and the crack wall.
(d) Crack heating (if necessary). Heaters are used to heat cracks and surrounding
pavement.
(e) Pavement sealing. The sealant is injected into the crack groove body with a
special sealing machine.
(f) Open traffic after 10–15 min of maintenance.
3.1.4 Applicable Conditions
Crack Filling is suitable for pavement with good surface condition and satisfying
structural strength. There are no blocky cracks or tortoise cracks. The allowable
pavement damage includes longitudinal cracks and transverse cracks of light and
heavy degree.
3.1 Crack Filling 57
3.1.5 Test Method
1. Sample Preparation
(a) Sampling
Samples for sealant test should be randomly sampled from factory ware-
houses. When sampling from the packing box, attention should be paid not
only to the upper part of the lower part, so as to avoid affecting the test
results due to the uneven upper and lower parts. Each sample was sampled
at least 1 kg.
(b) Heating
The metal container with sealant is placed in the oven for 2–4 h, and the
setting temperature of the oven is the filling temperature of the sealant. After
removal, continue to heat on the furnace with asbestos mesh and stir with
glass rod for 3–5 min. Be careful not to exceed the safe heating temperature
of sealant.
2. Cone Penetration
(a) Instrument and equipment
Instruments and equipment for testing include:
(i) Cone penetration tester: The asphalt penetration tester is used to
replace the standard needle of the original instrument with the standard
cone;
(ii) Standard cone: A cone made of magnesium or other suitable materials
and a detachable steel tip. Its size and tolerance are shown in Fig. 3.1.
The total mass of the standard cone is 102.5 g (+0.05 g), and the
mass of the cone rod is 47.5 g (+0.05 g). The outer surface should be
polished to make it very smooth. Rockwell hardness HRC54–HRC60,
surface roughness Ra 0.2–Ra 0.3 µm;
(iii) Flat-bottomed glassware: No less than 1 L in capacity and no less than
80 mm in depth. There is a stainless steel tripod bracket inside, which
can stabilize the sample dish;
(iv) Sample dish: Inner diameter 70 mm, depth 45 mm;
(v) Constant temperature water tank: Capacity is not less than 10 L, the
accuracy of temperature control is 0.1 °C. A shelf with a hole shall be
provided in the flume, which shall not be less than 100 mm under the
water surface and not less than 50 mm from the bottom of the flume;
(vi) Thermometer: Accuracy is 0.1 °C.
(b) Test procedure
The experimental steps are as follows:
(i) The sealant that will reach the filling temperature should be poured
into the sample dish. The height of the specimen should exceed the
expected cone penetration value of 10 mm, and attention should be
Fig. 3.1 Standard cone size

and shape diagram. Unit in
millimeters
paid to eliminating bubbles. After preparation, the specimens were

cooled at room temperature for 2 h and then transferred into a constant
temperature water tank at 25 +0.5 °C for 2 h.
(ii) Adjust the Penetrometer to make it level, check the connecting rod and
guide rail to confirm that there is no water and other foreign bodies,
no obvious friction.
(iii) Remove the sample dish at constant temperature and place it on the
tripod bracket in the flat-bottomed glass dish. Water should not be
filled in the glass dish.
(iv) Place the flat-bottomed glass dish with the specimen on the platform
of the Penetrometer, slowly lower the connecting rod, observe with the
reflecting mirror or light at the appropriate position, make the standard
cone tip contact with the surface of the specimen, fix the connecting
rod with a button, pull down the gear rod and contact the top of the
connecting rod, and adjust the dial pointer to zero.
(v) When the penetration time of the standard cone is 5 s, the stop button
fixes the standard cone connecting rod, pulls down the gear rod and
contacts the end of the connecting rod, and records the penetration
depth (0.1 mm).
Note: When the automatic Penetrometer is used, the timing starts at
the same time as the standard cone drops into the specimen, and stops
automatically at 5 s.
(c) Test result

The distance between measuring points should not be less than 25 mm and
the edge of measuring points should not be less than 13 mm.
One of the three parallel test results of the same specimen meets the accuracy
requirement of the repeatability test, that is, when the average value does
not exceed 8%, the average value is taken as the cone penetration test result.
3. Softening Point
According to the softening point test of T0606 asphalt in JTG E20.
4. Flow Test
(i) Tin-plated sheet: Test-Level tin-plated sheet conforming to GB/T
2520, with tin plating amount of 11.2/11.2, hardness grade TH52 +
SE, surface treatment according to GB/T 9271 requirements (manual
grinding), size specification 200 mm × 150 mm × 0.28 mm;
(ii) Brass formwork: the inner dimension of the formwork is 60 mm ×
40 mm × 3.2 mm (accurate to <0.1 mm);
(iii) Electrothermal drying oven: automatic control constant temperature;
(iv) Triangular frame: the angle with the horizontal direction is 75° ± 1°,
as shown in Fig. 3.2;
(v) Others: vernier calipers, scrapers, etc.
(b) Test procedure
(i) Three mould frames are arranged side by side on the tin plate, and a
layer of glycerol talc powder separant is coated on the inner surface of
Fig. 3.2 Flow test schematic

diagram. Unit in millimeters
Explain:
1-Sealant;
2 - tinplate;
3- tripod
the mould. The sealant heated to the pouring temperature was poured
into three mold frames and cooled at room temperature for at least
0.5 H.
(ii) Scrape the sealant higher than the test die with a hot scraper so that
the sealant surface is even with the test die surface. After cooling at
room temperature for at least 2 h, the die frame was removed and three
specimens of 60 mm × 40 mm × 3.2 mm were made.
(iii) Place the tinplate and the specimen on the triangle rack, place it in the
oven at 60 (+1 (+)) for 5 h, take out the specimen, measure the length
of each specimen (accurate to 0.1 mm), subtract the original length,
and the difference is the flow value, in millimeters (mm).
(c) Test result
One of the three parallel test results meet the accuracy requirement of
repeatability test, that is, when the average value does not exceed 15%
of the average value, the average value is taken as the flow test result.
5. Elastic Recovery Rate
(i) Elasticity tester: using asphalt Penetrometer, the standard needle of the
original instrument was removed and replaced with penetrating ball.
The size of the penetrating ball is shown in Fig. 3.3. The penetrating
ball mass is 27.5 g (+0.05 g), and the total mass of penetrating ball
plus connecting rod is 75.0 g (+0.1 g).
(ii) Flat-bottomed glassware: No less than 1 L in capacity and no less than
80 mm in depth. There is a stainless steel tripod bracket inside, which
can stabilize the sample dish.
Fig. 3.3 Dimension and

shape of penetrating ball.
Unit in millimeters
(iii) Sample dish: inner diameter 70 mm, depth 45 mm.

(iv) Others: stopwatch, thermometer, constant temperature water tank, etc.
(b) Test procedure
(i) Prepare the specimen and adjust the Penetrometer according to the
test step of cone penetration test. Take out the sample dish which has
reached the constant temperature from the tank at 25 +0.5 °C. Blow
the surface of the sample and place it on the tripod bracket in the
flat-bottomed glass dish. Water should not be filled in the glass dish.
(ii) The penetrating ball is coated with a layer of glycerol talc powder
isolator, the penetrating ball connecting rod is slowly lowered down,
and the penetrating ball is observed by reflecting mirror or light in
proper position so that the penetrating ball is in contact with the surface
of the specimen. Fixed the connecting rod with a button, pulled down
the gear rod and contacted the top of the connecting rod, and adjusted
the dial pointer to zero.
(iii) Press the button tightly by hand and start the stopwatch at the same
time so that the penetrating ball falls freely. When the penetrating time
is 5 s, stop the pressure button to fix the penetrating ball connecting
rod, pull down the gear rod and contact the end of the connecting rod,
read the reading of the dial pointer, and record the penetrating amount
P.
(iv) The left-hand press the button tightly, while the right-hand press the
connecting rod, so that the penetration ball is pressed into the sealant
at a uniform speed of 10 mm within 10 s, pull down the gear rod, at
this time the total penetration is P + 100. Fixed into the ball for 5 s and
pushed the gear rod up. Press the button again and keep the ball pene-
trating on the surface of the specimen. After the specimen rebounds
for 20 s, stop the button, pull down the gear rod, and record the dial
pointer reading F. The elastic recovery rate is calculated according to
Formula (3.1):
(P + 100) − F
r= × 100 = P + 100 − F (3.1)
(P + 100) − P
Formula:
r—Elastic recovery rate in percentage (%).
The schematic diagram of the test process is shown in Fig. 3.4.
(c) Test result
The distance between measuring points should not be less than 25 mm and
the edge of measuring points should not be less than 13 mm.
One of the three parallel test results of the same specimen meets the accuracy
requirement of the repeatability test, that is, when the average value does
not exceed 8%, the average value is taken as the elastic test result.
Fig. 3.4 Schematic diagram of elastic recovery rate test process
6. Low Temperature Tensile

(i) Tensile Testing Machine: Tensile stroke is not less than 40 mm,
drawing speed is 0.05 mm/min. The fixture for tensile specimens is
shown in Fig. 3.5.
(ii) Cryogenic device: Constant temperature control (−40 ± 1)–(10 ±
1) °C.
Fig. 3.5 Drawing fixture

diagram of tensile specimen
Explain:
1- fixture;
2-Tensile specimens
(iii) Cement concrete block: Size 75 mm × 50 mm × 25 mm, the

manufacturing method and requirements are shown in Appendix A.
(iv) Metal module: Pillar, size 70 mm × 15 mm × 12.5 mm; upper pad,
size 75 mm × 15 mm × 10 mm; lower pad, size 75 mm × 25 mm ×
10 mm.
(v) Others: Scrapers, etc.
(b) Test procedure
(i) Specimen preparation: A layer of glycerol talc powder isolator is
coated on the surface where the metal module will contact the sealant.
Then a 50 mm * 50 mm * 15 mm gap is surrounded by the metal
module and the cement concrete block. The cement concrete block
should be dry and clean, as shown in Fig. 3.6. Pour in the sealant,
slightly higher than the top of the cement concrete block, cool it at
room temperature for at least 2 h, remove the upper pad and column,
scrape the excess sealant on the top with a hot scraper, then remove
the underlying pad, scrape the excess sealant on the bottom with a hot
scraper, and obtain the tensile specimen as shown in Fig. 3.7.
(ii) Low temperature tensile: Under the specified test temperature, the
specimen shall be kept for no less than 4 h. The specimen shall be
stretched at a speed of 0.05 mm/min on the tensile testing machine,
and the specified test temperature shall be maintained during the
stretching process. After the specified stretching amount is completed,
the specimens are taken out within 30 min.
(iii) Recompression: After taking out the specimens, we observed whether
there were obvious cracks in the interface between the specimens,
specimens, and cement concrete blocks. If there are cracks and the
length is longer than 3 mm, the failure of the specimen is judged. If no
Fig. 3.6 Low temperature

tensile test die. Unit in
millimeters
Explain:
1-underlying block; 4- column;
2-concrete block; 5-pour sealant
3 - Upper cushion block;
Fig. 3.7 Tensile specimen
Explain:
1-Sealant;
2-concrete block;
obvious cracks occur, the specimen is rolled over (that is, a piece of
cement concrete block at the bottom and a piece of cement concrete
block at the top) and placed at room temperature to re-compress
the sealant under the gravity of the top cement concrete block (the
thickness of sealant before the test is 15 mm).
(iv) Re-stretching: press (ii) and re-stretch at low temperature.
(c) Test result
After three tension cycles, the specimens are removed from the tension tester
within 30 min, and the cracks on the interface between the specimens, the
specimens and the cement concrete block are checked immediately. If there
are cracks and the length is longer than 3 mm, the failure of the test piece
is judged, otherwise the test piece is judged to be qualified. In one group,
three parallel tests were carried out, and all the samples were qualified and
passed.
3.1.6 Quality Inspection and Acceptance
1. Basic Requirements
(a) The performance of sealant used for slotting and grouting shall conform to
the relevant standards.
(b) Before pouring sealant, dust and debris in the crack area should be cleaned
up.
2. Measured Items
The measured items are shown in Table 3.3.
Table 3.3 Measuring items of grooving and jointing engineering of asphalt pavement
Item Inspection items Provisional value or Checking methods and
allowable deviation frequencies
1 Slot depth, mm Compliance with Steel ruler: 1 place for every 5
design requirements joints (inspection during
construction)
2 Slot width, mm Compliance with Steel ruler: 1 place for every 5
design requirements joints (inspection during
construction)
3 The difference with 1 Steel ruler: 1 place for every 5
pavement height, mm joints
3. Appearance Identification
(a) Slotting should be in accordance with cracks.
(b) Sealant is firmly bonded to the road surface, and there is no phenomenon of
detachment.
3.2 Crack Seal Band
3.2.1 Material Science
1. Classification and Specification

(a) According to the construction method, it can be divided into two types:
hot-bonded sealant and self-bonded sealant.
(b) According to the composition of materials, it can be divided into two
categories: sealant containing tire base cloth and sealant without tire base
cloth.
(c) According to the applicable area, it can be divided into four types: high-
temperature type, common type, low-temperature type, and cold type. They
are suitable for the areas where the lowest temperature is not less than 0, 10,
20 and −30 °C. Low temperature and Cold Type Sealants should be used
in this province.
(d) According to the nominal width: divided into 30, 40, 50, 60 mm specifica-
tions, can also be customized according to demand. Generally, 40 mm width
sealant is used. According to the size of cracks and their annual movement,
other width sealants can be selected.
2. Technical Requirement
(a) Appearance
(i) The appearance is smooth, uniform in color, clean and pollution-free,
and there should be no defects such as breakage and furring.
(ii) The rolled seam adhesive should be rolled tightly and neatly, and there
should be no edge missing or corner falling.
(b) Width
The width shall be in accordance with Table 3.4.
(c) Thickness
Thickness should be in accordance with Table 3.5.
(d) Physical properties of modified asphalt
The physical properties of modified asphalt used for sealant production
should meet the requirements of Table 3.6.
(e) Performance index of sealant
The performance index of sealant shall conform to Table 3.7.
Table 3.4 Width

Project Specification requirements
Specification (nominal width) 3 4 5 6 Customized
Mean value (cm) ≥3.0 ≥4.0 ≥5.0 ≥6.0 ≥Customized nominal
width
Minimum single value (cm) ≥2.7 ≥3.7 ≥4.7 ≥5.7 ≥(Customized nominal
width—0.3)
Table 3.5 Thickness

Project Specification requirements
Specification (nominal width) 2 3 4 Customized
Mean value (cm) ≥2.0 ≥3.0 ≥4.0, ≤4.5 ≥Customized nominal thickness,
≤4.5
Minimum single value (cm) ≥1.7 ≥2.7 ≥3.7 ≥(Customized nominal
width—0.3)
Table 3.6 Physical performance index of modified asphalt

Evaluating indicator Cone penetration (0.1 mm) Softening point (°C)
Technical requirement ≥30 ≥80
Table 3.7 Performance index of sealant

Evaluating High-temperature Ordinary type Low-temperature Severe cold type
indicator type type
Drawing strength ≥0.2
(MPa)
Maximum tensile ≥5 ≥6 ≥7 ≥8
strength (mm)
3.2 Crack Seal Band 67
Crack seal band construction does not require construction equipment.
1. Construction procedure
Clean up road surface, seam, open traffic immediately.

2. Matters needing attention
The pavement temperature should not be lower than 15 °C during jointing
construction, and the pavement should be kept dry and clean. According to the
weather forecast, if there is precipitation in three days, it is not suitable for
construction.
Joints are suitable for pavement with sufficient structural strength and good surface
condition. There are no blocky cracks or tortoise cracks. The allowable pavement
damage includes longitudinal cracks and transverse cracks of light and heavy degree.
3.2.5 Test Method
1. Width
Vernier caliper: measuring range is 0–200 mm, measuring accuracy is
0.01 mm.
(b) Test procedure
Random interception of sealant 1 m long, along the direction of sealant
length random selection of 6 points, measuring the width of sealant, accu-
rate to 0.1 cm. According to Table 3.4, determine whether the width
specifications meet the specifications.
(c) Test result
Average deviation: the difference between the average and the nominal
width, accurate to 0.1 cm.
2. Thickness
Thickness gauge: As shown in Fig. 3.8, it meets the requirements of GB/T
328.4. The measuring range is 0–10 mm, the measuring accuracy is 0.01 mm,
the foot diameter is 10 mm ± 0.05 mm and the pressure is 20 kPa (+1 kPa).
(b) Test procedure
(i) Make sure that the measuring surface of sealant and thickness gauge
is not polluted, check the zero of thickness gauge before starting
measurement, and ensure that the initial value of thickness gauge is in
the zero position.
(ii) Press the lever with your finger and raise the side head. Place the
measured object between the worktable and the foot. Place the lever
lightly and start timing. Read the reading of the meter after 1 min, that
is, the thickness of the measured object.
(iii) During the measurement, the sealant length of 1 m was randomly
intercepted and 6 points were randomly selected along the direction
of sealant length. The thickness of the middle part of the sealant width
was measured with an accuracy of 0.01 mm. Calculate the average and
standard deviation of thickness, and determine whether the thickness
specifications meet the specifications according to Table 3.5.
3. Cone Penetration
According to JT/T 740.
4. Softening Point
The sample is heated uniformly in the oven or oil bath until it can flow sufficiently.
Then the sample is filtered with a standard sieve (1.18 mm), and the passing
material under the sieve is poured into the softening point test model. According
to the T060606 asphalt softening point test in JTG E20, a glycerol bath was used.
5. Drawing Strength
The bonding ability between sealant and pavement was tested by drawing
tester. The drawing test is shown in Fig. 3.9. The diameter of the drawing
Fig. 3.8 Thickness gauge

Fig. 3.9 Pull-out test
head is 30 mm, and the drawing speed is 50 mm/min. The drawing test is
carried out at room temperature (25 ± 2 °C).
(b) Test procedure
The asphalt concrete slab was formed by the JTG E20 rutting test with 90
base asphalt, AC-13 median gradation, and limestone aggregate. The slab
was cut into 120 mm × 90 mm × 40 mm asphalt concrete block and then
fixed in the mold. In the same way as in situ construction technology, the
sealant is pasted on the asphalt concrete block.
After pasting, small rubber wheels were used to repeatedly roll the seam
adhesive surface to simulate the rolling effect of wheel load. The applied
load is 0.7 MPa and the repeated rolling times are 500.
After rolling, epoxy resin was applied on the drawing head and pasted on the
surface of the sealant. After curing for 24 h, the drawing tester was started
to test and the drawing force reading F was recorded.
(c) Test result
The bonding strength of sealant is as follows:
Formula: P—Bond strength, MPa; F—Drawing force, N.
6. Low Temperature Tensile
(i) Tensile testing machine: The drawing stroke is not less than 60 mm,
and the drawing rate is 0.05 mm/min.
(ii) Cryogenic device: Constant temperature control −40 ± 1 to 0 ± 1 °C.
(b) Test procedure
(i) Specimen preparation: Asphalt concrete slab was formed by JTG E20
rutting test with 90 bitumen, AC-13 median gradation, and limestone
aggregate, and then cut into 120 mm × 90 mm × 40 mm bituminous
concrete block. Then the bituminous concrete block was fixed in the
mold. At last, the sealant is pasted on the asphalt concrete block in the
1.Dowel bar ᧷2. Adhesive plaster᧷3. mould᧷4. Asphalt concrete block
Fig. 3.10 Schematic diagram of fixture for low-temperature tension specimen
same way as the field construction technology. The tensile specimen

fixture is shown in Fig. 3.10, unit mm in figure. The distance between
two bituminous concrete blocks is 5 mm, that is, the simulated crack
width is 5 mm. The length and width of sealant are 120 mm and 40 mm
respectively. The width can also be determined according to the actual
application, generally between 30 and 60 mm, which should be noted
in the test report.
(ii) Rolling forming: After bonding, small steel or rubber wheels are used
to repeatedly roll the surface of sealant at room temperature to simulate
the rolling effect of wheel load. The applied load is 0.7 MPa and
repeated 500 times.
(iii) Low temperature stretching: The specimen is placed in a cryogenic
device for not less than 3 h and then installed on a tensile testing
machine. Tensile specimens at a speed of 0.05 mm/min, the test
process maintains the specified test temperature until the specimens are
damaged or reach the maximum stretching stroke of the test machine.
According to the load-displacement curve of the test process, the
maximum tension is the displacement corresponding to the peak load
when the specimen begins to fail.
(c) Test result
When the difference between one of the three parallel test results of the same
sample and the average value does not exceed 15% of the average value, the
average value of the three parallel test results of the same sample is taken
as the test result.
Table 3.8 Measuring items of jointing engineering of asphalt pavement

1 The difference with 3 Steel ruler: pumping 1 place
pavement height (mm) every 5 joints (one week after
construction)
(a) The properties of sealant shall conform to the relevant standards.
(b) Before joining, dust and debris in the crack area should be cleaned up.
2. Measured Items
As shown in Table 3.8.
(a) The sealant should be in accordance with the crack without obvious
deviation.
(b) The sealant is firmly bonded to the road surface and has no detachment
phenomenon.
Chapter 4
Fog Seal and Mastic Seal
4.1 Fog Seal
4.1.1 Materials
Special fog sealing materials are mainly used, including emulsified asphalt and
modified emulsified asphalt, whose technical performance should meet the technical
standards of relevant industries or enterprises.
Asphalt spraying truck, special spraying tools, etc.
1. Appropriate ways should be adopted to shield signs and markings on the road
surface to prevent pollution.
2. Spraying or spraying special fog sealing materials with asphalt spraying truck or
special spraying tools according to the required spraying quantity.
3. Open traffic after demulsification and evaporation of special fog sealing materials.
4. When the anti-skid performance does not meet the requirements, a small amount
of hard sand or iron chips, rubber powder and so on can be sprayed to improve
the anti-skid performance of the pavement after construction at the initial stage
of use.
5. The construction of the fog seal should be carried out in warm or hot and dry
weather. Generally, the temperature should be higher than 15 °C. Construction
is strictly prohibited on rainy days.
74 4 Fog Seal and Mastic Seal
Pavement with sufficient structural strength and good surface condition, the types, and
degrees of pavement damage allowed include slight irregular cracks, hemp surface,
and slight looseness.
(a) The technical index and spraying rate of fog seal material should meet the
design requirements.
(b) Before construction, the metering system of spraying equipment should
be calibrated; the spraying speed should be uniform and uniform, and the
spraying rate of fog sealing material should be strictly controlled in spraying
construction.
(c) After spraying a fog cover, traffic should be opened after drying.
2. Measured Items
As is shown in Table 4.1.

(a) The surface should be uniform, free of whiteness, stripes, oil spills, and
other phenomena, and do not pollute other structures.
(b) Longitudinal lap should be tight, flat and straight.
Table 4.1 Measuring items of preventive maintenance of pavement with fog seal
1 Seepage coefficient ≤10 Percolation tester: measure 1
(mL/min) place every 2000 m2
2 Anti sliding coefficient Compliance with design Pendulum instrument: measuring
requirements 1 place every 2000 m2
3 Consumption (kg/m2 ) Design value ± 5% T0982: inspection once every
construction day when spraying
4 Width (mm) ±30 Steel tape measure: 1 place per
1000 M
4.2 Mastic Seal 75
4.2 Mastic Seal
4.2.1 Material
1. Modified Emulsified Asphalt

The asphalt material required for the mastic seal is polymer-modified emulsified
asphalt, and its performance index should meet the requirements of Table 4.2.
2. Fine Aggregate Grading Requirements
Requirements for fine aggregate grading in spraying construction are shown in
Table 4.3.
3. Water
The water used shall not contain harmful soluble salts, substances that can cause
adverse chemical reactions and insoluble impurities. The pH value shall be controlled
between 6.0 and 8.0. Generally, potable water is used.
4. Additive
According to the needs of engineering construction, additives can be added during
the construction of the Mastic Seal. The types of additives include: retarder or accel-
erator, storage stabilizer, tackifier, regeneration agent, etc. The type and dosage of
additives shall be determined by the design of the slurry mixture, and the additives
shall not have adverse effects on the road performance of the mixture.
Table 4.2 Performance

Test items Technical requirements
requirements of modified
emulsified asphalt for mastic Saybolt viscosity (25 °C) 15–100
seal Particle charge Positivea
Evaporated residue (%) ≥60
Penetration degree of evaporated 15–100
residue
a Note If the particle charge test is not certain, the pH of emulsified
asphalt should be less than 7.0
Table 4.3 Fine aggregate

Sieve (mm) Passage percent (%)
grading requirements
2.36 100
1.18 80–100
0.6 75–100
0.3 50–85
0.15 40–65
0.075 25–65
4.2.2 Technical Requirements for Mastic Mixture
1. Solid Content
Use tin box or iron plate and other appropriate instruments, take 50 g of slurry,
put it into an oven at 150 °C and bake it to constant weight (time: 2–2.5 h), weigh
the residual weight after cooling, and calculate the solid content.
Solid content = (weight of residue/weight of slurry) × 100%
The solid content index shall be ≥ 50%.

2. Wet Wheel Abrasion
Take the appropriate quality mastic slurry, brush it on the felt, control the thickness
at 1.3 mm, put it into the oven at 60 °C for 24 h, then soak it in water at 25 °C for
3 days, and conduct the wet wheel wear test according to the Test Code for Highway
Asphalt and Asphalt Mixture T0752-2011. Required value of Wet Wheel Abrasion
≤ 80.7 g/m2 .
3. Asphalt Content
Pour 150 g mastic slurry into the iron plate and bake it in the oven at 150 °C to
constant weight. After cooling and weighing, put the iron plate into the combustion
furnace and conduct the test according to the Test Code for Highway Asphalt and
Asphalt Mixture T0735-2011. After cooling, weigh the residue and calculate the
solid content.
Asphalt content = ((mass after cooling − mass after combustion)

/mass after cooling) × 100%
Required Asphalt Content ≥ 25%.

4. pH Value Test
The pH value should be 5.0–8.0.
4.2.3 Mastic Slurry Spraying Construction
1. Determination of Spray Rate

(a) During the construction of the mastic seal, the spraying amount is gener-
ally 0.8–1.0 kg/m2 . The spraying amount can be adjusted according to the
original pavement appearance according to Table 4.4.
(b) Before the formal construction, the site test shall be carried out to deter-
mine the spraying amount of the mastic mixture. Draw a grid of 1 m ×
4.2 Mastic Seal 77
Table 4.4 Recommended spraying quantity

Pavement surface Good appearance Slight looseness, Slight looseness, Moderately loose
appearance slight aging aging and peeling and mesh mesh crack
micro-crack crack
Spraying quantity 0.8–1.0 0.8–2.0 1.6–2.0 1.6–6.0
(kg/m2 )
Construction 1 1–2 2 2–3
times
1 m within the construction road section, measure a certain amount of the

mastic mixture with a graduated container, pour the mastic mixture in the
container into the grid, and brush with paint to make it evenly distributed.
Adjust the amount of slurry mixture for many times, and take the amount of
slurry mixture applied when the surface is uniform and uniform after being
absorbed by the road surface as the reasonable spraying amount.
2. Construction
The spraying amount of the used spraying vehicle shall be calibrated according
to the determined spraying amount. Select a representative lane of 50–100 m, after
cleaning, select 3–5 measuring points, pave on the road with 1 m2 non-woven fabric
prepared in advance, and calibrate the traveling speed and nozzle pressure of spraying
vehicle through the quality difference before and after spraying.
During spraying, the parameters such as nozzle height, nozzle spacing and trav-
eling speed of the Distributor shall be adjusted in time to ensure that the trajectory
of the sprayed slurry mixture is umbrella like and realize three or two overlaps, so
as to make the slurry mixture evenly distributed on the road surface.
3. Construction Precautions
(a) During the normal construction of slurry seal layer, materials must be added
according to the requirements of the designed formula, and all materials shall
be stirred completely and evenly.
(b) The construction road surface shall be dry, warm and rainless, the atmo-
spheric temperature is more than 10 °C, and the ground temperature is more
than 15 °C.
(c) Before construction, the road surface must be cleaned.
After the construction of the mastic seal, the main inspection indexes are anti sliding
coefficient, seepage coefficient and structural depth. All inspection indexes should
meet the requirements of Table 4.5.
Table 4.5 Construction inspection control index

Item Quality requirements Detection frequency Test method
and allowable
deviation
Appearance Dark and even surface Full inspection Visual measurement
Sliding coefficient ≥55 5 monitoring points/km T0904–T0968
(BPN)
Seepage coefficient ≤50 mL/min 5 monitoring points/km T0971
(mL/min)
Structural depth ≥0.55 5 monitoring points/km T0961
(mm)
Chapter 5
Chip Seal and Fiber Seal
5.1 Chip Seal
5.1.1 Material
1. Rubber asphalt or (modified) emulsified asphalt should be used as binder for

gravel seal. Rubber asphalt shall meet the requirements of Table 5.1 (Modified)
emulsified asphalt should meet the requirements of Table 5.2, and its chemical
demulsification degree should not be less than 40%.
2. Aggregate for gravel seal should meet the requirements of Table 5.3. It is
advisable to select a single size aggregate with a particle size of 5–10 mm.
5.1.2 Classification
1. According to the construction level, gravel seal can be divided into single gravel
seal, double gravel seal, multi-layer gravel seal, and sandwich seal.
2. According to construction technology, it can be divided into a synchronous gravel
seal and asynchronous gravel seal.
5.1.3 Construction
The thickness of the single-layer gravel seal is generally about 1 cm. Rubber asphalt
is used as the binding material of gravel seal. According to weather and traffic
conditions, open traffic time is generally 0.5–1 h. Emulsified asphalt is used as the
binding material of gravel seal. According to weather and traffic conditions, open
traffic time is generally 2–3 h.

80 5 Chip Seal and Fiber Seal
Table 5.1 Technical requirements of rubber asphalt for crushed stone sealing
Test item Unit Climate zoning: cold regions Test method
Matrix asphalt – 110, 90 and 70 –
180 °C rotation viscosity Pa s 1.5–3.5 T 0625
25 °C penetration 0.1 mm 60–100 T 0604
Softening point °C >50 T 0606
25 °C elastic recovery % >50 T 0662
5 °C ductility cm >10 T 0605
Table 5.2 Technical requirements of emulsified asphalt for chip seal

Test item Unit Emulsified Modified Test
asphalt emulsified method
asphalt
Demulsification speed – Fast cracking Rapid or T0658
moderate
fissures
Residual amount on sieve (1.18 mm % ≤0.1 ≤0.1 T0652
sieve)
Charge – Cation (+) Cation (+) T0653
Engla viscosity E25 – 2–15 1–15 T0622
Evaporative residue content % ≥50 ≥60 T0651
Evaporative Penetration 0.1 mm 50–200 40–120 T0604
residues Ductility (15 °C) cm ≥40 – T0605
Ductility (5 °C) cm – ≥20 T0605
Solubility % ≥97.5 ≥97.5 T0607
(trichloroethylene)
Adhesion with coarse aggregate, – ≥2/3 ≥2/3 T0654
encapsulation area
Storage 1d % ≤1 ≤1 T0655
stability 5d % ≤5 ≤5
Reference ranges of distribution of gravel seal materials with different binders are
shown in Table 5.4.
1. Asphalt spreader. The asphalt spraying metering is correct, the spraying is

uniform, and there is no leakage.
5.1 Chip Seal 81
Table 5.3 Technical requirements of aggregate for chip seal

Item Unit Standard Test method
First-class highway Secondary and below
highways
Crushing value of the % ≤26 ≤28 T0316
stone
Los Angeles wear and % ≤28 ≤30 T0317
tear loss
BPN ≥42 ≥40 T0321
Apparent relative ≥2.60 ≥2.50 T0304
density
Water absorption rate % ≤2.0 ≤3.0 T0304
Firmness % ≤12 ≤12 T0314
Needle flake content % ≤15 ≤18 T0312
Among them, the ≤12 ≤15
particle size is larger
than 9.5 mm
Among them, the ≤18 ≤20
particle size is smaller
than 9.5 mm
Washing method < % ≤1 ≤1 T0310
0.075 mm particle
content
Soft rock content % ≤3 ≤5
Table 5.4 Reference value of material dispersion

Binder type Material science Spreading amount (kg/m2 )
Rubber asphalt Rubber asphalt 1.0–1.2
Stone material 8.0–12.0
(Modified) emulsified asphalt (Modified) emulsified asphalt 1.2–1.6
Stone material 8.0–12.0
Coverage of gravel spreading (%) 100
2. Aggregate spreader. The measurement of aggregate distribution is accurate and

the distribution is even.
3. Tire roller. All tires shall have the same pressure and a smooth surface.
4. Synchronized gravel sealing machine. No asphalt spreader or aggregate spreader
is needed at this time.
5. Road sweeper.
1. The preparation of the original road surface. The original pavement should be
clean and dry, and pavement diseases should be treated.
2. When the crushed stone seal is laid on the old asphalt pavement, the amount of
the first layer of asphalt can be increased by 10–20%, and the sticky layer oil
or permeable layer oil can not be sprayed any more.
3. The asphalt spreading quantity is determined by trial paving. Generally
speaking, the asphalt content of single crushed stone seal with thickness of
10 mm is 1.0–1.6 L/m2 . For porous and oil-poor pavement, the amount of
asphalt should be increased; for low traffic pavement, the amount of asphalt
should be increased, and for large traffic pavement, the amount of asphalt should
be reduced. The asphalt content should be reduced on smooth, no voids and oily
pavement; when spraying asphalt, the starting and endpoints of spraying should
be covered with felt or thin iron sheet, with a paving width of 1–1.5 m to ensure
good overlap and neat joints (edges); and when spraying in different spraying
ranges, the longitudinal overlap width should be 100–150 mm.
4. The aggregate distribution is determined by trial laying. The aggregate spreading
should follow the asphalt spreading truck as closely as possible. The aggregate
spreading should meet the requirements of comprehensive coverage, uniform
thickness, no overlap, and no asphalt exposure, and the local shortage should
be timely found and repaired.
5. Roll 3–4 times with a tire roller in time. The rolling speed should not exceed
2 km/h at the beginning, and it can be properly accelerated after that. Each
wheel track overlap is about 300 mm.
6. When double-layer gravel seal is constructed, construction shall be carried out
in accordance with the methods prescribed in 2, 3 and 4.
7. Clean. Before the end of each day’s construction, appropriate tools should be
used to remove excess aggregates on the road surface.
8. Nurturing type. Before opening up the traffic, the gravel seal pavement should
have enough time to shape. When emulsified asphalt is used as a binder, the
traffic can be opened only after the moisture evaporates after demulsification
and basically forms.
9. Open traffic. In the initial stage of operation, special person should be set to
direct traffic or set obstacles to control driving. Before the pavement is fully
formed, the speed of driving should be limited to no more than 20 km/h. It is
strictly forbidden to drive animal-powered vehicles, iron-wheeled vehicles and
caterpillar tractors. After opening up traffic, attention should be paid to initial
maintenance. When oil flooding is found, the same size of seam material as the
last layer of stone should be sprayed at the oil flooding site and swept evenly.
Excessive floating aggregate should be swept out of the road surface.
10. In order to ensure engineering quality, the interval between asphalt spreading,
aggregate spreading and compaction should be shortened as far as possible.
5.1 Chip Seal 83
Pavement with sufficient structural strength and good surface condition, the types, and
degrees of pavement damage allowed include slight irregular cracks, slight cracks,
flax surface, slight looseness, and polishing.
(a) Geometric dimension elements such as longitudinal and transverse slopes
of original pavement (lower bearing layer) should meet the requirements.
(b) Before construction, the measurement system of asphalt and stone spreading
equipment should be calibrated; during construction, the asphalt spreading
rate and mineral spreading rate should be strictly controlled in accordance
with “Technical Specification for Construction Technology of Highway
Asphalt Pavement” (JTG F40) and design requirements.
2. Measured Items

(a) The surface should be smooth and compact, without loosening, oil-ladle,
oil-butadiene, flooding, obvious loss of sealing material and other defects.
(b) Longitudinal and transverse seams should be tight and smooth without
obvious seam marks.
(c) The surface should have no obvious rolling wheel tracks.
(d) The connection between the gravel seal and the curbstone should be smooth,
there should be no leakage and no contamination of the curbstone.
Table 5.5 Measuring items of preventive maintenance of pavement with chip seal
1 Asphalt consumption (kg/m2 ) Design value ± 5% T0982: Inspection of
spraying on each floor once a
working day
2 Mineral dosage (kg/m2 ) Design value ± 10% T0982: Inspection of
spraying on each floor once a
working day
3 Width (mm) Lateral stone ± 50 Steel tape measure: 1 place
Unbound stone Not less than design per 1000 M
value
Table 5.6 Technical requirements for modified emulsified asphalt

Item Technical requirement
Engla viscosity E25 5–30
Evaporative residue content (%) ≥50
Properties of evaporative residues Penetration (25 °C), 0.1 mm 40–120
Ductility (5 °C, 5 cm/min) (cm) ≥20
Storage stability at room temperature (5d) (%) ≤5
Table 5.7 Contents and requirements of glass fiber quality inspection

Linear density Burn loss Moisture content Stiffness Dispersivity
2400 ± 10%tex ≤0.8 ≤0.1 ≥140 ≥95%
5.2 Fiber Seal
5.2.1 Material

The fiber seal layer was modified with emulsified asphalt, and the emulsion
spreading amount was 1.6–2.2 kg/m2 (Table 5.6).
2. Glass Fiber
E-type alkali-free glass fiber twist-free roving, sizing agent type: silane, fiber
alkali content: <0.5%. Glass fibers should also meet the “Glass Fiber Twistless
Roving” (GB/T18369) standard. The testing of contents and requirements are shown
in Table 5.7.
3. Gravel
The single-particle gravel with a particle size of 5–10 mm is sprayed on the
modified emulsified asphalt fiber synchronous spraying layer, and the amount of
gravel is 50–70% of the total pavement. Its quality should meet the requirements
of “Technical Specification for Construction of Highway Asphalt Pavement” (JTG
F40).
5.2.2 Construction
1. When spraying, the temperature is not less than 10 °C and the wind speed is
moderate. No construction is allowed in rainy or foggy weather.
2. The base surface is cleaned. Within 24 h before the covering layer is laid, the fiber-
reinforced fully intelligent asphalt sprayer is used to spray the fiber-reinforced
5.2 Fiber Seal 85
lower cover synchronously, or the fiber synchronous cutting spraying technology

is used to spray the fiber-reinforced lower cover.
3. The asphalt spraying truck is equipped with nozzles and guns for spraying
asphalt with different consistency. The manual spraying is used where the asphalt
spraying truck cannot spray.
4. Before the formal construction, the section of length not less than 200 m is
selected for spraying test to check whether the fiber reinforced fully intelligent
asphalt spraying vehicle is running normally and the measurement is accurate.
5. Spread 5–10 mm gravel, check regularly the amount of gravel to ensure the
coverage of 50–70%.
6. The gravel spraying truck should run continuously and evenly, avoid stopping as
far as possible, avoid speed and slowness, so as to ensure the uniformity of asphalt
thickness and stone. According to the requirements and methods of JTJ059-95,
the amount of spraying is tested to ensure that the amount of spraying under the
fiber-reinforced seal meets the design requirements. Each time, the amount of
spraying is not less than three.
7. After the fiber-reinforced lower seal is sprayed, other vehicles and machinery
shall not be allowed to pass. The speed of the mixed material transport vehicle
on the fiber reinforced lower seal shall not be higher than 10 km/h.
8. Protect the surface of structures and trees near the spraying area so as not to be
polluted by splashing asphalt. When the asphalt is polluted, clean it up in time.
(a) The material meets the requirements of design and construction specifica-
tions. Sprayed asphalt materials must be stored, transported and sprayed
within the prescribed temperature range and shall not be contaminated by
impurities.
(b) Storage and transportation methods, spraying machines, etc. meet the
requirements of specifications, and maintain clean and good working
conditions.
(c) The relevant instruments of the spraying equipment are checked before use.
(d) Before spraying, clean the surface debris of the upper structure layer. It
meets the requirements of various indicators of the inspection and evaluation
criteria.
(e) Spread under specified climatic conditions.
(a) The spraying is uniform and there is no leakage or concentration of oil
dripping.
(b) Asphalt should not be sprayed to contaminate structures and trees.
Table 5.8 Fiber seal testing items

1 Asphalt consumption Design value ± 10% According to (T0982) or other
(kg/m2 ) prescribed methods: measure
2 places per day
2 Width (m) Not less than design Meter ruler: 4 measurements
value per 1000 M
3 Fiber dosage (kg/m2 ) Design value ± 10% According to (T0982) or other
prescribed methods: 2 tests
per day
(c) The spraying surface is maintained and traffic is restricted according to

regulations, without sticking up, falling off or being polluted by dust and
mud.
3. Testing Items
The testing items of fiber seal are shown in Table 5.8.

Chapter 6
Slurry Seal and Micro-surfacing
6.1 Material
1. (Modified) Emulsified Asphalt

The emulsified asphalt for the slurry seal should conform to the BC-1 type
in Table 6.1, and the modified emulsified asphalt for micro-surfacing should
conform to the BCR type in Table 6.1.
The emulsified asphalt modified by cationic polymer must be selected at the
micro-surface. The dosage of modifier (the effective component of modifier
accounts for the mass percentage of pure asphalt) should not be less than 3%.
2. Mineral Aggregate
(a) Slurry seals and micro-surfacing minerals can be mixed with different spec-
ifications of coarse and fine aggregates, mineral powder, etc. They can also
be made of large-size stones, pebbles, and other multi-stage crushing.
(b) Coarse and fine aggregates for slurry seal and micro-surface shall meet the
requirements of Table 6.2.
(c) The gradation range of minerals shall conform to Table 6.3.
3. Filler
(a) Slurry seal and micro-surfacing mineral can be mixed with mineral powder,
cement, lime, and other fillers. The filler should be dry, loose and without
agglomeration, and should meet the relevant requirements of “Technical
Specification for Construction of Highway Asphalt Pavement” (JTG F40).
(b) The main function of ore powder is to improve the gradation of ore. The
main functions of cement and lime are to adjust the mixing time, slurry state
and forming speed of slurry mixture.
(c) The dosage of filler must be determined by mix design test.

88 6 Slurry Seal and Micro-surfacing
Table 6.1 Technical requirements of emulsified asphalt for slurry sealing and micro-surfacing
Test item Type
Unit BCR BC-1 Test method
Residual amount on sieve (1.18 mm % ≤0.1 ≤0.1 T0652
sieve)
Charge – Cationic Cationic T0653
positive positive
charge (+) charge (+)
Engla viscosity E25 – 3–30 2–30 T0622
Evaporative residue content % ≥60 ≥55 T0651
Properties of Penetration 0.1 mm 40–100 45–150 T0604
evaporative Softening point °C ≥57 – T0606
residues
5 °C ductility cm ≥20 – T0605
15 °C ductility cm – ≥40
Solubility % ≥97.5 ≥97.5 T0607
(trichloroethylene)
Keep in 1d % ≤1 ≤1 T0655
storage 5d % ≤5 ≤5
stability
Table 6.2 Quality requirements of coarse and fine aggregates for slurry sealing and micro surface
Material Item Standard Test method Remarks
name Micro-surfacing Slurry seal
Coarse Crushing value ≤16 ≤28 T0316
aggregate of stone (%)
Loss of wear ≤28 ≤30 T0317
and tear in Los
Angeles (%)
Stone polishing ≥42 – T0321
value (BPN)
Firmness (%) ≤12 ≤12 T0314
Needle flake ≤15 ≤18 T0312
content (%)
Fine Firmness (%) ≤12 – T0340 >0.3 mm part
aggregate
Mineral Sand equivalent ≥65 ≥50 T0334 Synthetic ore
aggregate (%) <4.75 mm part
4. Additive
(a) The main function of additives is to adjust the mixing time, demulsifica-
tion speed, open traffic time and other construction performance of slurry
mixtures, and to a certain extent to change the road performance of mixtures.
6.1 Material 89
Table 6.3 Mineral gradation of micro-surfacing and slurry seal

Gradation types Percentage of mass through the following sieve holes (mm) (%)
9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075
ES-1 100 90–100 65–90 40–65 25–42 15–30 10–20
MS-2, ES-2 100 90–100 65–90 45–70 30–50 18–30 10–21 5–15
MS-3, ES-3 100 70–90 45–70 28–50 19–34 12–25 7–18 5–15
Note The filler is included in the ore gradation
(b) The common additives include inorganic salt additives and organic addi-
tives. For cationic emulsified asphalt mixture, inorganic salt additives will
generally prolong the mixing time and delay the formation.
(c) The determination of the type and dosage of additives is an important part
of mixture design, and the addition of additives should not adversely affect
the road performance of the mixture.
(d) Additives that have not been tested and verified shall not be used in
construction.
5. Water
Slurry seal and micro-surfacing water should not contain harmful soluble salts,
substances that can cause adverse chemical reactions and other pollutants.
Drinkable water is generally used.
6. Fiber
The glass fibers added in slurry seal and micro-surfacing are specially customized
glass fibers. The fibers are boron-free and alkali-free acid-resistant glass fibers. After
special surface treatment, they can effectively increase the cohesion with asphalt.
They have good corrosion resistance and little influence on slurry mixing. The
technical requirements are listed in Table 6.4.
Table 6.4 Technical requirements for glass fiber

Evaluating indicator Standard lower limit Standard upper limit Test method
Number 2280 2520 ISO 1889
Loss of ignition 1 1.2 ISO 1887
Moisture content 0.15 ISO 3344
6.2 Mixture Design
1. General Provisions
(a) In the mix design of slurry seal and micro-surfacing mixture, the factors
such as user requirements, original pavement condition, traffic volume,
and climate conditions should be fully taken into account. Appropriate
types of Micro-surfacing or slurry seal should be selected to determine the
construction scheme (layered paving, rutting filling, etc.).
(b) The number of fibers used in the micro-surface and slurry seal of fibers
should be in accordance with the design requirements.
(c) The micro-surfacing mixture can be divided into MS-2 and MS-3 according
to the particle size of the ore. The slurry seal mixtures can be divided into
ES-1, ES-2, and ES-3 according to the particle size of ore.
(i) MS-3 micro-surfacing is suitable for covering and rutting filling of
Expressway and first-class highway. ES-3 slurry seal is suitable for
the cover of second-class highway and the lower seal of new highway
(including expressway).
(ii) MS-2 micro-surfacing is suitable for the cover of grade I and II high-
ways with medium traffic volume. ES-2 slurry seal is suitable for the
cover of second-class and lower-class highways.
(iii) ES-1 slurry seal is suitable for cover of the third-class highway, rural
road and parking lot.
(d) Slurry seal and micro-surfacing can be paved either single-layer or double-
layer.
(e) The usual material dosage range for single-layer micro-surfacing can be
referred to Table 6.5.
(f) The usual material dosage range of a single slurry seal can be referred to
Table 6.6.
(g) The laboratory test technical indexes of slurry mixtures should meet the
requirements of Table 6.7.
Table 6.5 Usual material dosage range for single-layer micro-surfacing

Item MS-2 MS-3
Thickness after curing (mm) 4–6 8–10
Mineral dosage (kg/m2 ) 6.0–15.0 10.0–22.0
Ratio of oil to stone 6.5–9.0 6.0–8.5
Quantity of cement and lime (percentage of ore mass, %) 0–3
Additional water volume (percentage of dry mineral quality, %) Determine the consistency
of the mixture
6.2 Mixture Design 91
Table 6.6 Normal material dosage range of single slurry seal

Item ES-1 ES-2 ES-3
Thickness after curing (mm) 2.5–3 4–6 8–10
Mineral dosage (kg/m2 ) 3.0–6.0 6.0–15.0 10.0–20.0
Ratio of oil to the stone 9.0–13.0 7.0–12.0 6.5–9.0
Quantity of cement and lime (percentage of ore mass, %) 0–3
Additional water volume (percentage of dry mineral quality, %) Determine the consistency of
the mixture
Table 6.7 Technical index of slurry mixture

Pilot projects Standard
Micro-surfacing Slurry seal
Quick open traffic Slow open traffic
Mixing time (25 °C), s ≥120 ≥120 ≥180
Cohesion test (N m)
30 min (initial setting time) ≥1.2 ≥1.2 –
60 min (open traffic hours) ≥2.0a ≥2.0a –
Adhesive sand quantity of load ≤450 ≤450b
wheel (g/m2 )
Width change rate of rutting ≤5 –
deformation testc (%)
Compatibility graded ≥11 –
a At least primary molding
b When used in the cover and lower seal of light traffic road, the requirement of adhering sand
quantity index can not be made
c No micro-surfacing mixtures used for rutting filling and no requirement for rutting deformation
test
d Compatibility grade indicators are used as reference indicators
In the table “–” means that the index is not required
2. Mix Proportion Design Method and Steps

(a) The materials to be used in the project should be selected for mix design.
The mix design of slurry seal and micro-surfacing mixture is carried out in
the following steps:
According to the selected gradation type, the gradation range of ore is
determined according to Table 6.3. The proportion of various aggregates
is calculated so that the synthetic gradation is within the required gradation
range.
According to previous experience, mixing test and cohesion test were carried
out on the amount of emulsified asphalt, filler, water and additives. The
maximum construction temperature should be taken into account in mixing
Fig. 6.1 The curve of

determining asphalt content
of slurry mixture
time test temperature, and the lowest possible temperature in cohesion test
should be taken into account in construction.
According to the above test results and the appearance of slurry mixtures,
three reasonable mixtures are selected. The performance of slurry mixtures
is tested according to Table 6.7. If the mixing ratio of various materials is
not up to the requirement, the mixing ratio of various materials is adjusted
appropriately and then tested until it meets the requirement.
When the designer is inexperienced, three or so mixture formulations can be
changed with different oil-stone ratios, repeated tests according to Table 6.7,
and the relationship curves of 1 h wet wheel wear value and sand adhesion
quantity with different asphalt content are drawn as Fig. 6.1 respectively.
Taking the asphalt content required in Table 6.7 as the minimum asphalt
ratio Pbmin and the sand adhesion amount as the maximum asphalt ratio in
Table 6.7 as the minimum asphalt content, the optional range of asphalt-stone
ratio is obtained.
In the optional range of asphalt-stone ratio, the appropriate asphalt-stone
ratio is selected, so that the technical indexes of the mixture can meet
the requirements under the condition of the asphalt-stone ratio. For micro-
surfacing mixtures, the wet wheel wear index of 6-day immersion of the
mixtures is tested by the selected oil-stone ratio, and the width change rate
index of the wheel test is used to increase the test load for rutting filling.
When the oil-stone ratio is not in conformity with the requirements, the
oil-stone ratio is adjusted and re-tested until it meets the requirements.
(b) Based on previous experience and mix design test results, the mix formula
is determined comprehensively on the basis of fully considering the original
pavement condition, climate and traffic factors.
(c) Through mix design, mix design report is presented. The report should
include:
(i) Technical index of emulsified asphalt;
(ii) Aggregate technical index, mineral mixture ratio and mineral design
gradation;
(iii) Mix ratio and technical index of slurry mixture.
6.3 Construction 93
6.3 Construction
1. General Provisions
(a) Before slurry seal and micro-surface construction, the construction unit must
provide detailed mixtures design report. Micro-surfacing works shall be
verified by laboratories with rich design experience, and a review report
shall be issued, which shall be constructed only after meeting the technical
requirements.
(b) The slurry seal and micro-surface must be constructed by special machinery.
In micro-surfacing paver, mixing box must be high-power two-axle forced
mixing type, paving trough must be equipped with two rows of distributors,
paver must have accurate metering system and can record or display the
amount of mineral, emulsified asphalt, etc. When using micro-surfacing to
repair ruts, special V-shaped rut paving trough must also be equipped.
(c) The climatic conditions for slurry seal and micro-surface construction
should be satisfied:
(i) Temperature during construction and curing period should be higher
than 10 °C.
(ii) No construction is allowed on rainy days. When it rains during
construction or when it rains before the mixtures are formed after
construction, the materials that can not be formed normally should
be eradicated after rain.
(d) It is strictly forbidden to construct slurry seal and micro-surfacing on wet
or waterlogged pavement.
(e) When slurry seal and micro-surfacing are used in pavement maintenance
engineering, traffic control at construction site should be strictly in accor-
dance with the requirements of “Safety Operation Regulations for Highway
Maintenance” (JTG H30) to ensure the safety of maintenance operation.
2. Requirements for Original Pavement
(a) Before slurry seal and micro-surface construction, the original pavement
should meet the following requirements:
(i) The original pavement must have enough structural strength. If the
overall structural strength of the original pavement is insufficient, the
micro-surfacing or slurry seal should not be used; if the local structural
strength of the original pavement is insufficient, appropriate methods
must be selected to reinforce it according to the specific conditions.
(ii) The ruts under 15 mm of the original pavement can be directly covered
by micro-surfacing; the ruts with depth of 15–25 mm should be filled
by micro-surfacing ruts first, then micro-surfacing ruts, or double-layer
micro-surfacing ruts; the ruts with depth of 25–40 mm should be filled
by multi-layer micro-surfacing ruts first; Rutting with a depth of more
than 40 mm should not be filled with rutting at micro-surface.
(iii) Cracks whose width of the original pavement is more than 5 mm should
be treated by grouting.
(iv) Local damages of the original pavement (such as pits, loose, etc.)
should be thoroughly excavated and repaired.
(v) The uplift diseases such as congestion of original pavement should be
dealt with beforehand.
3. Construction Preparation
(a) Before preparing slurry seal and micro-surfacing for construction, the orig-
inal pavement should be inspected to confirm that the original pavement
meets the requirements of 3.2.1.
(b) When the original pavement is asphalt pavement, there is no need to spray
viscous oil. The original pavement is non-asphalt pavement, it is advisable
to spray viscous oil in advance. When applied to the lower seal of semi-rigid
base asphalt pavement, permeable oil should be sprayed on the semi-rigid
base first.
(c) In the presence of supervisors, the materials shall be inspected before
construction:
(i) The emulsified asphalt, mineral, water and filler used in construction
shall be checked for quality and shall be used only after meeting the
design requirements.
(ii) Super-particle size in coarse aggregate must be screened out.
(iii) With 1% water content interval and referring to the test method of
compact density of fine aggregate in T0331, the unit volume dry aggre-
gate weight of mineral material under the condition of 0–7% water
content is measured, and the relationship curve of “water content-unit
volume dry aggregate weight” of mineral material is obtained, which
is used for paver setting.
4. Determine the Water Content of Mineral Materials
In the presence of supervisors, pre-construction inspection and calibration of
construction machinery are carried out:
(a) All kinds of construction machinery and auxiliary tools should be prepared
and kept in good working condition.
(b) The paver must be calibrated under the following circumstances:
(i) The first time the new machine is used;
(ii) The machine is used for the first time every year;
(iii) Before the start of the new project;
(iv) When the raw material changes and the ratio changes greatly.
The calibration method of the paper is carried out according to the
instructions of the paver.
(c) In the presence of supervisors, through the calibration of the paver, the
relationship curves between the opening of each paver door or the setting
of pump and the discharge amount of each material are obtained, and the
calibration report is issued.
6.3 Construction 95
Table 6.8 Mineral gradation of slurry seal and micro-surfacing

Gradation types Percentage (%) of mass passing through the following sieve
holes (mm)
9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075
ES-1 100 90–100 65–90 40–65 25–42 15–30 10–20
MS-2, ES-2 100 90–100 65–90 45–70 30–50 18–30 10–21 5–15
MS-3, ES-3 100 70–90 45–70 28–50 19–34 12–25 7–18 5–15
Permissible fluctuation range – ±5 ±5 ±5 ±5 ±4 ±3 ±2
(%)
(d) The mixing of mineral materials should not be carried out by loader, but
by using batching equipment with functions of storage, measurement, and
mixing.
5. Paving Test Section
(a) Before the slurry seal and micro-surfacing are formally constructed, the
appropriate paving test section should be selected. The length of the test
section is not less than 200 m.
(b) Through the paving of the test section, the construction technology is
determined.
(c) According to the paving condition of the test section, small-scale adjustment
is made on the basis of the design mix ratio to determine the construction
mix ratio. The oil-stone ratio of construction mix ratio should not exceed
+0.2%
the range of of the designed oil-stone ratio; the gradation of mineral
−0.3%
materials of construction mix ratio should not exceed the upper and lower
limit of the passing rate of each sieve hole of the corresponding gradation
type specified in Table 6.8, and the passing rate of each sieve hole in the
gradation of construction mix ratio should not exceed the allowable rate
specified in Table 6.8 based on the design gradation of mineral materials.
Permissible fluctuation range. Mixture design must be redesigned when the
oil-stone ratio of construction mix proportion or the adjustment range of ore
gradation exceeds the above stipulations.
(d) The construction mix ratio and the determined construction technology
obtained through the test section are approved by the supervisor or the
owner. As the basis of formal construction, it is not allowed to change freely
in the construction process. When it must be changed, it should be approved
by the supervisor or the owner.
6. Construction
(a) Slurry seal and micro-surfacing shall be constructed according to the
following procedures:
(i) Remove the soil and debris from the original pavement thoroughly;
(ii) Line the traverse to ensure that the paver travels smoothly. If there
are curbstones or lane lines as reference materials, no traverse shall
be drawn;
(iii) Paver truck paving slurry mixture;
(iv) Manual repair of local construction defects;
(v) Initial maintenance;
(vi) Open traffic.
(b) In order to adjust the width of paving slot according to the width of construc-
tion section, the number of longitudinal joints should be reduced as much
as possible. If possible, the longitudinal joints should be located near the
lane line.
(c) All kinds of materials that meet the requirements will be loaded into the
paver.
(d) Drive the loaded paver to the starting point of construction, align the control
line, put down the paving trough, and adjust the paving trough to make its
periphery close to the original road surface.
(e) According to the production mix ratio and the water content of the mineral
material at the site, the mixture is output at the same time or at the same
time according to the proportioning output of ore material, filler, water,
additive and emulsion.
(f) When the mixed material flows into the paving trough and distributes in
the proper amount of the paving trough, the paver will move forward at a
uniform speed. When necessary, the sprinkler pipe under the paver can be
opened to spray water to wet the road surface.
(g) Paving speed to maintain the mixture paving and mixing amount is basically
the same. During the construction of Micro-surfacing and fast-opening
traffic slurry seals, the volume of mixtures in paving trough should be kept
about 1/2 of the volume of paving trough, while during the construction of
slow-opening traffic slurry seals, the volume of mixtures in paving trough
should be kept between 1/2 and 2/3 of the volume of paving trough.
(h) Local defects of the slurry mixture after paving should be leveled manu-
ally with rubber rake and other tools in time. The key points of leveling
are longitudinal scratches, transverse and longitudinal seams produced by
individual coarse aggregates with super grain size.
(i) When any material in the paper is running out, the control switch of
all conveying materials should be closed immediately. After mixing the
mixture in the mixer and feeding it into the paving tank, the paver stops
moving forward, lifts the paving tank, moves the paver out of the paving
point and cleans the paving tank. Waste should not be thrown at will during
construction.
(j) When double-layer paving or micro-surfacing rutting filling is used to make
micro-surfacing cover, the first layer of paving should be formed at least
24 h under the action of driving, and the second layer of paving can be
6.3 Construction 97
Fig. 6.2 Rutting paving at

micro-surfacing should be
properly higher than the
original pavement
carried out on the top after confirming that it has been formed. When roller
is used, the forming time of the first layer can be shortened according to
the actual situation.
(k) The paving thickness should be adjusted to make the middle part of the
cross-section of the filling layer rise 3–5 mm to form a crown (Fig. 6.2) to
consider the compaction effect.
(l) When the evaporative residue content and mineral water content of modi-
fied emulsified asphalt change, the setting of the paver must be adjusted
to confirm that the material ratio conforms to the design ratio before the
construction can continue.
(m) Initial Maintenance:
After the slurry mixture is paved, all vehicles and pedestrians shall be
prohibited before the traffic is opened.
Roller rolling is generally not required after slurry seal and micro-surfacing
mixture paving. When it is used in the hard shoulder, parking lot and other
occasions where there is no rolling, or in order to meet some special needs,
6–10 t tire roller can be used to roll the demulsified and initially formed
slurry mixture.
When the slurry seal is used for lower seal, 6–10 t tire roller should be
used to roll the demulsified and initially formed slurry mixture to make the
mixture have better sealing effect.
(n) Mixture should be opened to traffic as soon as possible after it can meet the
requirements of open traffic.
6.4 Construction Quality Control
1. Material and Equipment Inspection before Construction

(a) The inspection report of raw materials, slurry mixtures design report and
review report must be provided before construction, and conformity with
the requirements must be confirmed. The paver calibration report must be
provided. Only after confirming that the materials and equipment have not
changed and meet the requirements can the construction be carried out.
(b) The quality inspection of materials before construction should be carried
out in batches of aggregates of the same material source, the same batch of
aggregates of the same specifications and varieties, and (modified) emulsi-
fied asphalt, which is transported to the production site. Check frequency
Table 6.9 Material quality inspection and requirements for slurry seal and micro-surfacing before
construction
Material Inspection items Required value Test frequency
(Modified) emulsified Test items required in Compliance with One incoming batch
asphalt Table 1.1 design requirements
Mineral aggregate Sand equivalent
Gradationa
Water content Measured Once a day
a The gradation of mineral materials meets the design requirements. It means that the actual gradation
does not exceed the upper and lower limits of the pass rate of each sieve hole required by the
corresponding gradation type, and the pass rate of each sieve hole in the actual gradation shall not
exceed the allowable fluctuation range specified in Table 6.3 on the basis of the design gradation of
mineral materials
and requirements are shown in Table 6.9. Mineral gradation and sand equiv-
alent index can not meet the design requirements, it is necessary to re-design
the mixture or re-select the mineral.
(c) Before construction, the performance, calibration, and setting of paver, the
matching condition, and performance of auxiliary construction vehicles
should be checked.
(d) When the evaporative residue content and mineral water content of emulsi-
fied asphalt change, the paver setting must be adjusted to confirm that the
material ratio conforms to the design ratio before construction.
2. Quality Control in Construction Process
(a) Sampling inspection of slurry mixtures should be carried out during
construction. The items, frequencies, allowable errors and methods of
sampling inspection are shown in Table 6.10.
(b) Empirical method of consistency test:
(i) A scratch is made on the slurry mixture just laid out with a slender stick
about 10 mm in diameter. If the scratch is immediately submerged by
the materials on both sides, it means that the consistency of the mixture
is thinner and the water consumption should be reduced appropriately.
If the materials on both sides of the scratch are loose, it means that
the mixture is too thick or even demulsified. If the scratches can be
kept for 3–5 s before being covered by the surrounding materials, the
surrounding materials still have a certain flowability, indicating that
the consistency of the mixture is appropriate.
(ii) If there is a large area of bright reflective band on the surface, it shows
that the water consumption of the mixture is larger and the consistency
is thinner. If the newly laid material layer diffuses the sunlight, the
consistency is appropriate.
(c) The following “three-control test method” is used to test the oil-stone ratio
of slurry seal and micro-surfacing mixture:
6.4 Construction Quality Control 99
Table 6.10 Inspection requirements for slurry seal and micro-surface during construction
Item Requirement Test frequency Test method
Consistency Moderate 1 time/100 m Empirical method
Ratio of oil to stone Oil-stone ratio of 1 time/day Triple control test
construction mix ratio ±
0.2%
Aggregate gradation Mineral gradation 1 time/day During the spreading
requirements to meet process, the aggregate
construction mix ratioa is connected from the
end of the ore conveyor
belt for screening
Appearance The surface is smooth, Continuous Visual measurement
uniform, segregation-free
and scratch-free
Paving thickness −10% 5 sections/km Measuring steel ruler
or other effective
means, 1 point in the
middle and 1 point on
both sides of each
piece, taking the
average value as the
test result
Wear of wet wheels No more than 540 g/m2 1 time/7 working Appendix A.4
immersed in water (micro-surface) days
for 1 h No more than 800 g/m2
(slurry seal)
a Mineral material gradation meets the requirement of aggregate gradation of the construction mix
ratio. It means that the gradation of mineral material does not exceed the upper and lower limit
of the pass rate of each sieve hole required by the corresponding gradation type, and the pass rate
of each sieve hole in actual gradation does not exceed the allowable fluctuation range specified in
Table 6.3 on the basis of the gradation of mineral material of construction mix ratio
(i) Check the opening of paving door and the setting of pump before
paving every day, record the amount of aggregate, filler and (modified)
emulsified asphalt used in each vehicle carefully, calculate the oil-
stone ratio, and check the total amount once a day.
(ii) In the paving process, the mixture extraction test was carried out to
check whether the oil-stone ratio is in accordance with the design
oil-stone ratio.
(iii) Every 50,000 m2 or so, the actual total amount of aggregate, filler and
(modified) emulsified asphalt used in construction is counted, and the
average asphalt-aggregate ratio of paving mixture is calculated.
In micro-surfacing construction, the oil-stone ratio test shall be based on the item
(1) and item (2) and (3) shall be used like checks.
When slurry seal construction, construction equipment has precise metering
device, the oil-stone ratio test shall be based on item 1, item (2) and (3) shall be
used as checking; if there is no precise metering device, item (2) shall be used as
checking, and item (3) shall be used as checking. At this time, the requirement of
the oil-stone ratio test shall be moderately relaxed to ±0.3%.
6.5 Quality Inspection and Acceptance
(a) Geometric dimensions such as longitudinal and transverse slopes of the
original pavement should meet the requirements.
(b) Modified emulsified asphalt for micro-surfacing, emulsified asphalt for
slurry sealing or modified emulsified asphalt should meet the requirements
of “Technical Specification for Construction of Highway Asphalt Pavement”
(JTG F40).
(c) The aggregates used in micro-surfacing and slurry sealing should be hard,
tough, wear-resistant and clean, the performance indexes of aggregate and
mineral filler, the gradation of aggregate and the technical indexes of slurry
sealing and micro-surfacing mixtures should meet the requirements of
“Technical Specification for Construction Technology of Highway Asphalt
Pavement” (JTG F40).
(d) After slurry seal and micro surfacing are laid, the traffic can be opened
or the next step can be constructed after emulsion demulsification, water
evaporation, and drying molding.
2. Measured Items
(a) Surface should be smooth, compact, uniform, colorless white, no wheel
traces, no scratches, no flooding, and other phenomena. The total area of
the above defects (single scratches multiplied by 0.1 M width as area) should
not exceed 0.2% of the inspected area.
(b) Longitudinal and transverse joints should be tight, flat and straight.
(c) The surface should be free from looseness and peeling.
6.5 Quality Inspection and Acceptance 101
Table 6.11 Measuring items of preventive maintenance of pavement with micro-surface or slurry
seal
Item Inspection items Provisional value or allowable deviation Checking methods
Expressway Other highways and frequencies
first-class highway
1 Thickness mean, Not less than the design value
mm
2 Asphalt content of Design dosage ± 0.5% Extraction: check
mixture, % once per working day
3 Seepage coefficient, 10 Percolation tester:
mL/min measure 1 place
every 2000 m2
4 Longitudinal seam 6 3 M ruler and plug
height difference, ruler: measuring 1
mm place per 100 m
5 Friction coefficient Compliance with – Pendulum
design requirements instrument:
measuring 1 place
every 2000 m2
Transverse force
coefficient vehicle:
according to
Appendix K of JTG
F80/1, the whole
journey is continuous
6 Width, mm Lateral stone ±50 Steel tape: measuring
Unbound stone Not less than the 1 place per 100 m
design value
Chapter 7
Thin Overlay and Ultra-Thin Overlay
7.1 Thin Overlay
Thin overlay is a kind of wear layer with large structural depth and good anti-skid
performance. It is suitable for road with smooth pavement, rutting depth less than
10 mm and no structural damage. It is a preventive maintenance measure to improve
the service function of surface layer. The thickness of the thin cover is 30 mm ±
5 mm.
The thin overlay is suitable for pavement with sufficient structural strength and
good surface condition. The types and degrees of pavement damage allowed include
slight irregular cracks, slight cracks, slight rutting, hemp surface, slight looseness,
oil flooding and polishing.
Generally, it is applied to the treatment of non-structural diseases of pavement
and pavement with large traffic volume.
(a) The construction of the adhesive layer and sealing layer should be carried
out in strict accordance with the design and “Technical Specification for
Construction of Highway Asphalt Pavement” (JTG F40).

104 7 Thin Overlay and Ultra-Thin Overlay
(b) Each index of asphalt mixture should meet the requirements of design and
“Technical Specification for Construction of Highway Asphalt Pavement”
(JTG F40). In the production of asphalt mixture, extraction test and Marshall
stability test should be done every working day. The qualified rate of aggre-
gate gradation, asphalt content and Marshall stability should not be less than
90%.
(c) After mixing, the asphalt mixture should be uniform, with no whiteness, no
separation and agglomeration of coarse and fine materials. Asphalt mixture
paving should avoid segregation, ensure paving and rolling temperature,
rolling to the required density. Traffic can be opened only after the surface
temperature of the pavement is below 50 °C.
(d) Pavement milling or digging technology must be reasonable and feasible
to ensure that there is no loose and interlayer on the surface of pavement
milling or digging.
(e) After the cover or renovation, the road surface shall not appear reverse slope,
and shall not affect the smooth transverse drainage of the road surface. For
single-lane road surface renovation, the renovated cross slope should be
coordinated with the whole road surface cross slope, and no reverse slope
should occur.
2. Measured Items
(a) The surface should be smooth and compact, and there should be no flooding,
loosening, peeling, pits, cracks and obvious segregation of coarse and fine
materials. For the first-class highway, the total area with the above defects
(where a single crack is multiplied by its length by 0.2 m width, converted
into area) shall not exceed 0.03% of the inspected area, and other highways
shall not exceed 0.05%.
Reflective cracks in the underlying stratum can not be considered as
construction defects but should be treated in time.
(b) The surface should have no obvious rolling wheel tracks.
(c) The overlap should be tight and smooth. The hot seam should not be scorched
or seepage.
(d) Surface and curbstones should be closely connected, and there should be no
water accumulation or leakage.
7.2 Ultra-Thin Overlay
The ultra-thin overlay is a kind of wear layer with large structural depth and good
anti-skid performance. It is suitable for pavement with smooth surface, rutting depth
7.2 Ultra-Thin Overlay 105
Table 7.1 Measuring items of hot mix asphalt concrete cover

Item Inspection items Provisional value or allowable Checking methods
deviation and frequencies
First-class Second and third
highway class highways
Monolayer Monolayer
construction construction
1 Planeness σ (mm) 1.8 2.1 Flatness
IRI (m/km) 3.0 3.5 instrument: the
whole construction
section of each lane
is continuous, and
the_or IRI is
calculated
according to the
construction
section of every
100 m
Maximum 3.0 4.0 3M ruler: one-way
clearance h (mm) measurement of 1
× 10 ft per 100 m
construction
section
2 Thickness, mm Mean value Not less than the design value
Acceptable value −10% h −15% h
3 Width, mm Full-face covering, ±20 ±30 Steel tape:
renovation, with measuring 2
side stones; partial sections per 100 m
section renovation
Full face cover, no Not less than the design value
side stone
4 Seepage coefficient (mL/min) Compliance with design Percolation tester:
requirements measure 1 place
every 2000 m2
5 Anti-sliding friction coefficient Compliance with – Pendulum
design instrument:
requirements measuring 1 place
every 2000 m2
Transverse force
coefficient vehicle:
according to
Appendix K of JTG
F80-1, the whole
journey is
continuous
Note Flatness is tested at the top level, and one standard is selected for evaluation. IRI is preferred for evaluation
less than 10 mm and no structural damage. It is a preventive maintenance measure to

improve the service function of surface layer. The thickness of the super-thin cover
is 20 mm ± 5 mm.
The ultra-thin overlay is suitable for pavement with sufficient structural strength and
good surface condition. The types and degrees of pavement damage allowed include
slight irregular cracks, slight cracks, slight rutting, linen surface, slight looseness, oil
flooding, and polishing.
Generally, it is applied to the treatment of non-structural diseases of pavement
and pavement with large traffic volumes.
(a) Pavement milling or digging technology must be reasonable and feasible
to ensure that there is no loose and interlayer on the surface of pavement
milling or digging.
(b) After the overlay or renovation, the road surface shall not appear reverse
slope, and shall not affect the smooth transverse drainage of the road surface.
For single-lane road surface renovation, the renovated cross slope should be
coordinated with the whole road surface cross slope, and no reverse slope
should occur.
2. Measured Items
(a) The surface should be smooth and compact, and there should be no flooding,
loosening, peeling, pits, cracks and obvious segregation of coarse and fine
materials. For the first-class highway, the total area of the above-mentioned
defects (where a single crack is multiplied by its length by 0.2 m width,
converted into area) shall not exceed 0.03% of the inspected area, and other
roads shall not exceed 0.05%.
Reflective cracks in the underlying stratum can not be considered as
construction defects but should be treated in time.
(b) The surface should have no obvious rolling wheel tracks.
7.2 Ultra-Thin Overlay 107
(c) The overlap should be tight and smooth, and the hot seam should not be
scorched or seepage.
(d) Surface and curbstones should be closely connected, and there should be no
water accumulation or leakage.
7.3 Ultra-Thin Overlay (Type I)
7.3.1 Material
1. Modified Asphalt
2. High Viscous Asphalt Modifier
A high-viscous asphalt modifier is directly put into a mixing cylinder by direct

casting process. By using shear force produced in mixing process of aggregate
and asphalt, modifier is directly dispersed into mixing material to produce high-
performance modified asphalt mixture. The performance parameters of high viscous
asphalt modifiers are shown in Table 7.2.
3. Polyester
In order to improve the pavement performance of filling materials, 2‰ polyester
fibers are usually added into the mixture, and the polyester fibers should meet the
technical requirements of Table 7.3.
4. Roller Additive
The rolling additive is a kind of mixtures rolling additive based on surfactant
technology. Its main function is to ensure the compaction effect of asphalt mixture
at low temperature and improve the water loss resistance of mixtures. The rolling
additive should meet the technical requirements of Table 7.4.
5. High Viscosity Emulsified Asphalt Adhesive Layer
High viscous emulsified asphalt should meet the technical requirements of
Table 7.5.
6. Matrix Asphalt
The binder of the mixture is produced by 70# matrix asphalt supplemented by a
direct-casting asphalt modifier.
7. Coarse Aggregate
The coarse aggregate should be hard, clean, without weathering particles and
approximate cubic particles, with a particle size larger than 4.75 mm. Basalt aggregate
and diabase aggregate should be used.
108
Table 7.2 Table of performance parameters of high viscous asphalt modifier

Item Ash content Hardness 300% stretching stress Elongation Melt flow rate Density Particle size Smell
Unit % A MPa % g/10 min g/cm3 mm –
Technical requirement ≤0.5 ≥40 ≥1.0 ≥800 ≥5.0 0.95–1.02 3.0 × 4.0 Non-irritating odor
Evaluation criterion GB/T 4498 GB/T 531.1 GB/T 528 GB/T 3682 GB/T 533 – –
7 Thin Overlay and Ultra-Thin Overlay
7.3 Ultra-Thin Overlay (Type I) 109
Table 7.3 Technical requirements for polyester fibers

Test item Technical requirement
Tensile strength (MPa) ≥550
Elongation at break (%) 30 ± 9
Color White
Melting point (°C) ≥230
Diameter (μm) 20 ± 4
Proportion (g/cm3 ) 1.36–1.40
Table 7.4 Technical requirements for rolling additives

Testing items Technical requirement
Amine value 100–140
Solid content (%) ≥9.0
PH value 6.5–8.5
Table 7.5 Technical requirements for high viscosity emulsified asphalt

Test item Technical specifications Test method
Demulsification rate Fast cracking T 0658
Charge Cation (+) T 0653
Screen residual (1.18 mm sieve, %) ≤0.1 T 0652
Engla viscosity E25 10–15 T 0622
Evaporative residues Residue content (%) ≥63 T 0651
Penetration (25 °C, 60–120 T 0604
0.1 mm)
Softening point (°C) ≥60 T 0606
5 °C Ductility (cm) ≥20 T 0605
Dynamic viscosity ≥1500 T 0620
(60 °C, Pa s)
Elastic recovery (25 °C, ≥60 T 0662
1 h, %)
Solubility ≥97.5 T 0607
(Trichloroethylene, %)
Adhesion with minerals, the coating area ≥2/3 T 0654
Storage stability at room 1 d (%) ≤1 T 0655
temperature 5 d (%) ≤5
8. Fine Aggregate
Fine aggregates shall be hard, clean, dry, weatherless, impurity-free and properly
graded artificially rolled basalt, diabase or limestone fine aggregates.
9. Mineral Powder
The mineral powder should be obtained by grinding limestone alkaline stone.
Mineral powder must be dry and clean. The powder recovered by mixer should not
be used to mix asphalt mixture.
10. Gradation
The mixture is usually graded by discontinuous and compact mixture, and 6.7
control sieve holes are added between 4.75 and 9.5 sieve holes. By adding control
sieve holes, the uncontrolled gradation of the mixture in the production process can
be effectively avoided, thus better waterproof performance and high-temperature
stability of the mixture can be guaranteed (Table 7.6).
7.3.2 Mixture
1. Technical Requirement
The technical requirements for ultra-thin mixtures are shown in Table 7.7.
Table 7.6 Mixture gradation

Sieve pore 13.2 9.5 6.7 4.75 2.36 1.18 0.6 0.3 0.15 0.075
Upper limit 100 100 65 40 36 30 25 20 12 8
Lower limit 100 80 35 20 18 14 10 7 6 4
Table 7.7 Technical requirements for mixtures

Test index, technological requirements, typical value Testing method
Voidage (%) 3.5–5 –
Saturation (%) ≥70 –
Stability (kN) ≥7 T 0709
Stream value (0.1 mm) 20–50 T 0709
Residual stability of immersed Marshall (%) ≥80 T 0709
Strength ratio of splitting test (%) ≥75 T 0716
Dynamic stability (time/mm) ≥2500 T 0719
Structural depth (mm) ≥0.55 T 0961
Pendulum value (BPN) ≥55 T 0964
Seepage coefficient (ml/min) ≤200 T 0971
2. Mixture Mixing
The mixing designer puts asphalt modifier and polyester fiber into the mixing
plant. First, asphalt modifier and aggregates are added for dry mixing, then asphalt
and rolling additives are added, and finally, the mineral powder is added. The rolling
additives are sprayed 3 s after the spraying of asphalt. The mixing period of single
disc material is not less than 60 s, of which 15 s is dry mixing. Asphalt spraying and
additives are controlled within 13 s, then wet mixing for 6 s to add mineral powder,
and then wet mixing for 30 s. Temperature control in mixing and construction links
is shown in Table 7.8.
7.3.3 Construction
In order to ensure compactness and smoothness, the first and second compaction
compactors should follow closely. Generally, one preloader, one rubber roller, and
one final roller are needed in each paving area (no more than 6 m). If double-machine
echelon or one-time paving width exceeds 6 m is used, two preloaders, two to three
double-roller, and one final roller are recommended. Roller tonnage and rolling times
are required as shown in Table 7.9, and roller rolling speed is required as shown in
Table 7.10.
In order to avoid the congestion caused by the mixture pushing during rolling, the
driving wheel should be directed towards the paver when rolling; the rolling route
and direction should not be changed suddenly; the starting and stopping of the roller
must be slowed down, no braking is allowed, and the roller should not be folded back
on the same cross-section.
Rollers or other vehicles shall not be parked on the uncooled asphalt concrete
surface rolled on that day, and minerals, oils, and sundries shall be prevented from
scattering on the asphalt surface.
Table 7.8 Temperature control table for mixing and construction links
Construction temperature (°C) Mixture type
ECA-10
The heating temperature of asphalt 150–160 °C
The heating temperature of ore 180–190 °C
Exit temperature of asphalt mixture 165–175 °C
Paving temperature ≥140 °C
Beginning rolling temperature ≥135 °C
Beginning repression temperature ≥125 °C
End-of-rolling temperature ≥70 °C
Table 7.9 Roller rolling combination and number table

Roller Initial pressure Recompression Final pressure
type Suitable Maximum Suitable Maximum Suitable Maximum
Steel 1–2 (Vibration 2 (Vibratory 2–3 3
wheel compaction) compaction) (Static (Static
roller pressure) pressure)
(13–16 t)
Rubber 4–5 5
wheel
roller
Table 7.10 Rolling speed of roller (m/min)

Roller type Initial pressure Recompression Final pressure
Suitable Maximum Suitable Maximum Suitable Maximum
Vibratory 2.5–3.5 5 – – – –
roller with
steel wheel
Tyre roller – – 4–5 7 – –
Steel wheel – – – – 3–5 (Static 6 (Static
roller pressure) pressure)
On the spot, obvious signs should be set for the initial pressure, re-pressure and
final pressure sections, and special guidance should be set for drivers to identify.
Special post-management and inspection should be set up for loose paving thick-
ness, rolling sequence, roller combination, rolling times, rolling speed and rolling
temperature so as to ensure that the surface layer neither leaks nor overpresses.
Vegetable oils should be sprayed or painted on rubber roller wheels. The number
of vegetable oils should be based on non-sticking wheels and should not flow.
After the paver is out of the field after compaction, traffic can be opened without
overloading vehicles on the elevated road.
Longitudinal joints with two pavers jointly paving in echelons should be inclined
joints. The mixture paved in the front part of the machine is left 10–20 cm wide
temporarily without compaction as the elevation datum level of the rear machine,
and there are overlapping paving layers of 5–10 cm or so, which are rolled by hot
joints at the end to eliminate seam marks. If the distance between the two pavers is
short, a rolling can also be done. The upper and lower longitudinal joints should be
staggered more than 15 cm.
Horizontal construction joints are all flat joints, along with the longitudinal posi-
tion with a three-meter ruler, the ruler at the end of the paving section is cantilevered,
the joint position is determined at the point where the paving layer is out of contact
with the ruler and is removed after cutting with a sawing machine. When paving, the
mortar left by the sawing of the paving layer should be washed clean, and a small
amount of sticky asphalt should be coated. The ironing plate of the paper starts from
the joint and is compacted laterally by a steel drum roller, gradually shifting from
the cross joint on the first pavement to the new pavement.
7.4 Ultra-Thin Overlay (Type II)
7.4.1 Material
1. Coarse Aggregate
Coarse aggregates must meet the targets of Table 7.11. Crushed gravel, basalt,
dolomite, sandstone, and flint, or other similar materials can be used as coarse aggre-
gates of asphalt mixtures, or two or more different materials can be mixed, but when
compounding, it should be evenly proportioned under the guidance of engineers.
2. Fine Aggregate
Fine aggregate must be machine-made sand (100% crushed and processed), should
be clean, dry, weathered, no impurities, and have good bonding ability with asphalt.
The technical requirements shall meet the requirements of Table 7.12.
Table 7.11 Technical requirements for coarse aggregate

Test Company Test method Specification requirements
Loss of wear and tear in Los % T 0317 ≤28
Angeles
Content of slender flat % T 0312 ≤10
Granules 3:1
Single fracture surface % T 0346 ≥100
Two or more broken surfaces % T 0346 ≥90
Dieval wear loss % ASTM TP 58-00 ≤18
Firmness % T 0314 ≤12
Table 7.12 Technical requirements for fine aggregate

Evaluating indicator Test method Technical requirement
Apparent density (g/cm3 ) T 0328 ≥2.6
Sand equivalent (%) T 0334 ≥60
Percentage of mass less than 0.075 mm T 0327 ≤15 (Should not be greater than 12.5)
(%)
Angularity test of fine aggregate (%) T 0344 ≥40
3. Filler
The filler of asphalt mixture should adopt the mineral powder obtained by grinding
the hydrophobic stone such as limestone. The mineral powder should be dry and
clean, and its quality meets the requirements of Table 7.13.
4. Asphalt
Asphalt must meet the performance requirements of Table 7.14.
Modified emulsified asphalt must meet the requirements of Table 7.15.
7.4.2 Mixture
1. Gradation
Gradation must meet the requirements of Table 7.16.
Table 7.13 Technical requirements for fillers

Evaluating indicator Test method Technical requirement (%)
0.6 mm screen hole pass rate T 0351 100
0.075 mm screen hole pass rate T 0351 75–100
Table 7.14 Technical requirements of asphalt

Evaluating indicator Unit Test method Technical requirement
Penetration, 25 °C 0.1 mm T 0604 ≥50
Softening point °C T 0606 ≥65
Density, 15 °C g/cm3 T 0603 Measure in site
Ductility, 5 °C cm T 0605 ≥20
Segregation, 163 °C, 48 h °C T 0661 ≤2
High softening point
Rotational viscosity, 135 °C Pa s T 0625 ≤3
Force-ductility ratio, 4 °C, 5 cm/min % T 0605 ≥30
Elastic recovery, 25 °C % T 0662 ≥75
Residue from rotating film heating test/film oven T 0610
test
Mass loss % T 0610 ≤1.0
Penetration ratio, 25 °C % T 0604 ≥60
Ductility, 5 °C cm T 0605 ≥15
7.4 Ultra-Thin Overlay (Type II) 115
Table 7.15 Technical requirements for modified emulsified asphalt

Evaluating indicator Unit Test method Technical requirement
Saybot viscosity test, 25 °C SFs T 0623 20–100
Storage stability test, 24 h % T 0656 ≤1.0
a Screen residual test % T 0652 ≤0.05
Distillation solid content test % T 0651 ≥65.0
Distilled petroleum fraction % ASTM D244 ≤2.0
Demulsification speed 35 ml, 0.8%, aerosol ASTM D244 40
Performance test of distillation residues
Penetration, 25 °C 0.1 mm T 0604 60–150
Solubility, trichloroethylene % T 0607 ≥97.5
Elastic recovery, 10 °C % AASHTO T301 ≥60
a If the site construction effect is good, the screen residual test can not be carried out
Table 7.16 Grading requirements

Weight percentage
Sieve size 4.75 mm—Type A 9.5 mm—Type B 13.2 mm—Type C
Design limit % Design limit % Design limit %
19 mm 100 100 100
12.5 mm 100 100 85–100
9.5 mm 100 80–100 60–80
4.75 mm 40–55 25–35 25–35
2.36 mm 20–30 23–30 23–30
1.18 mm 15–25 12–22 12–22
0.6 mm 8–16 8–16 8–16
0.3 mm 6–12 6–12 6–12
0.15 mm 5–10 5–10 5–10
0.075 mm 4–7 4–7 4–7
Typical thickness, mm 15 18 22
2. Technical Requirements for Mixture Design

The rotary compaction method was used to form specimens, and the optimum
asphalt content was determined according to the volume property of mixture, the
thickness of asphalt film and the performance test. Mixture performance shall meet
the requirements of Table 7.17.
Table 7.17 Technical requirements for mixture design

Item Unit Technical requirement Remarks
Number of compaction time 50
(double-sided)
Specimen size mm 101.6 mm * 63.5 mm
Voidage % Not less than 10 Volume method
Stability kN Not less than 6.0
Mineral clearance rate % Greater than 18 Volume method
Leakage rate % Should not be greater than 0.1
Freeze-thaw splitting strength % Greater than 80
ratio TSR
Immersed Marshall % Not less than 85
Dynamic stability time/mm Not less than 1500
7.4.3 Construction
1. Construction Quality Control

(a) Pavement condition
The ultra-thin overlay is mainly used for preventive maintenance and limited
corrective maintenance, and can not be used as structural reinforcement
layer. Pavement diseases must be dealt with, including the restoration of
structural integrity and the repair of surface pits, cracks, and other defects.
Clean the road thoroughly, there should be no standing water.
(b) Weather conditions
Type II super-thin cover construction process site temperature must not be
less than 10 °C, not in the rain construction.
(c) Equipment
Type II super-thin cover is constructed with special equipment. Construction
equipment must include hopper, conveyor belt, emulsified asphalt storage
tank, spraying and measuring system, vibration with adjustable width,
vibrating and pressing plate, etc. The equipment can complete the spraying
of modified emulsified asphalt, paving and ironing of hot asphalt mixture
at one time. Before hot asphalt mixture paving, the track or other parts
of construction equipment can not contact the modified emulsified asphalt
sprayed on the pavement. The paving width of construction equipment can
be adjusted to achieve an ideal pavement effect.
(d) Mixture production
The production mix proportion is adjusted according to the target mix
proportion, and the heating temperature and mixing time of aggregate and
asphalt are determined according to the technical background provided by
engineers.
7.4 Ultra-Thin Overlay (Type II) 117
(e) Mixture paving

(i) Modified emulsified asphalt is sprayed at 60–80 °C. The spraying
amount must be measured accurately to ensure the uniformity of
pavement spreading.
(ii) For type C mixture, the spraying amount of modified emulsified
asphalt is about 1.00 L/m2 ; for type B mixture, the spraying amount of
modified emulsified asphalt is about 0.85 L/m2 ; for type a mixture, the
spraying amount of modified emulsified asphalt is about 0.70 L/m2 .
For specific projects, the amount of spraying is calculated and adjusted
according to specific pavement conditions on-site.
(iii) The paving temperature of hot asphalt mixture is about 150–170 °C,
after spraying the modified emulsified asphalt, the hot asphalt mixture
is paved on all the spraying surfaces of the modified emulsified asphalt,
and is ironed by the electrically heated vibrating screed.
(f) Rolling
Rolling must be done before the pavement temperature drops to 120 °C.
Static rolling twice with a 9–12 ton double-wheel roller. Rollers cannot
remain stationary on the surface of hot asphalt mixture just paved. The
mixture must be compacted immediately after spreading. Rollers must
be well maintained, reliable and stable to operate, equipped with a soap-
water adding system and scrapers to prevent new hot asphalt mixtures from
sticking to rollers. Rolling is usually carried out in a static manner. Engi-
neers determine the width of the rolling operation, and the new pavement
will not be open to traffic until the rolling is completed and the pavement
temperature is cooled to 50 °C.
(g) Quality control
Table 7.18 were used to control quality and maintain stability.
7.5 Ultra-Thin Overlay (Type III)
7.5.1 Material
1. Rubber Asphalt
Using rubber asphalt environmental protection rubber asphalt as binder of type III
ultra-thin overlay asphalt mixture, based on different processing technology, the tech-
nical indexes of rubber asphalt and environmental protection rubber asphalt should
meet the requirements of Tables 7.19 and 7.20.
2. Coarse Aggregate
The adhesiveness of coarse aggregate should not be less than 5 grades and the
polishing value should not be less than 40. The crushing surface of the coarse aggre-
gate is the same as the technical requirements in the code. When the dust content
of coarse aggregate is more than 0.5%, the coarse aggregate should be washed
(Table 7.21).
Table 7.18 Permissible error range

Percentage through the designated 4.75 mm—Type A 9.5 mm—Type B 13.2 mm—Type C
sieve hole
Sieve size Allowable error % Allowable error % Allowable error %
19 mm – – –
13.2 mm – – ±5
9.5 mm – ±5 –
4.75 mm ±5 ±4 ±4
2.36 mm ±4 ±4 ±4
1.18 mm ±4 – –
0.075 mm ±1.0 ±1.0 ±1.0
Asphalt binder content (%) ±0.3 ±0.3 ±0.3
Thickness control (mm) ±2 ±3 ±3
Note This control index is the lowest standard. The actual control index can be improved according
to road grade, owner’s requirement, and construction condition. At the same time, it is necessary to
observe the appearance of the newly paved pavement at any time. The surface must be smooth and
compact, and there must be no wheel tracks, cracks, pushing, oil spots, oil tanks, segregation, and
other phenomena. Joints must be tight and smooth without jumping. In addition, mixing, paving,
rolling and open traffic temperatures of asphalt mixtures meet the requirements of these guidelines
Table 7.19 Technical requirements for rubber asphalt binder

Item Unit Technical Requirements Testing method
Penetration (5 s, 100 g, 25 °C) 0.1 mm 40–70 T0604
Ductility (5 °C) cm ≥10 T0605
Softening point °C ≥58 T0606
Brinell rotational viscosity (180 °C) Pa s 2.0–4.0 T0625
Elastic recovery (25 °C) % ≥60 T0662
3. Fine Aggregate
Fine aggregate should be clean, dry, weathered, free of impurities and with
appropriate particle size distribution. Fine aggregate mainly includes natural sand,
machine-made sand and stone chips. In order to improve the high-temperature
stability of the mixture, it is generally not appropriate to add natural sand. If it
is necessary to adjust the gradation, the addition should not be greater than 8% of
the total mineral content. Fine aggregates for ultra-thin abrasive layer should be
divided into 0–3 and 3–5 mm, which are processed from limestone. The technical
requirements are shown in Table 7.22.
4. Mineral Powder
Mineral powder filler should be made of hydrophobic rock such as limestone
or strong basic rock in magmatic rock. The mud impurities in raw stone should be
cleaned up. See Table 7.23 for technical requirements.
7.5 Ultra-Thin Overlay (Type III) 119
Table 7.20 Technical requirements for environmental protection rubber asphalt binder
Item Unit Technical requirement Testing method
Penetration (5 s, 100 g, 25 °C) 0.1 mm 30–80 T0604
Ductility (5 °C) cm ≥10 T0604
Softening point °C ≥60 T0605
Flashpoint °C ≥230 T06011
Brinell rotational viscosity (135 °C) Pa s 2.0–7.0 T0625
Brinell rotational viscosity (175 °C) Pa s ≤3.0 T0625
Separation, softening point °C ≤6 T0661
Elastic recovery 25 °C % ≥60 T0662
Asphalt film oven test TFOT
Quality change % ≤ ±1.0 T0610
Penetration ratio (25 °C) % ≥60 T0604
Residual ductility 5 °C cm ≥5 T0605
7.5.2 Mixture
1. Gradation Range
The gradation range of rubber asphalt mixture for the ultra-thin overlay is shown
in Table 7.24.
2. Determination of Asphalt Content
The optimum asphalt-to-asphalt ratio of rubber asphalt mixture should be deter-
mined by the target void ratio, and other indicators can meet the design requirements
(Table 7.25).
3. Technical Requirements for Road Performance
The pavement performance of rubber asphalt mixture for ultra-thin overlay
includes high-temperature stability, water stability, low-temperature crack resistance,
skid resistance and so on. All technical indexes should meet the requirements of
Table 7.26.
7.5.3 Construction
1. Mixing of Mixture
(a) The mixing plant shall be set up in accordance with the relevant state
regulations on environmental protection, fire protection, and safety.
Table 7.21 Technical requirements for coarse aggregate quality

Index Unit Highway, first class Secondary highway and Test method
highway, urban secondary main road
expressway, artery
Stone crushing value, % 26 30 T0316
not more than
Los Angeles wear loss, % 28 35 T0317
no more than
Apparent relative – 2.60 2.45 T0304
density, not less than
Water absorption, not % 2.0 3.0 T0304
more than
Ruggedness, not less % 12 – T0314
than
Needle flake particle % 15 20 T0312
content (mixture), not 12 –
more than
Among them, the 18 –
particle size is greater
than 9.5 mm and less
than 9.5 mm
Among them, the
particle size is less than
9.5 mm and less than
9.5 mm
Washing method < % 1 1 T0310
0.075 mm
Particle content, not
more than
The content of soft rock % 3 5 T0320
is not greater than or
equal to
(b) The distance between the mixing plant and the site should fully consider the
possibility of traffic jams, ensure that the temperature drop of the mixture
does not exceed the requirements, and does not cause the separation of the
mixture due to turbulence.
(c) Mixing plants should have complete drainage facilities. All kinds of aggre-
gates must be stored separately. The rain-proof roof should be set up in
fine aggregate yard. Hardening treatment should be done in the material
yard and road inside the yard. Soil pollution of aggregates should be strictly
prohibited.
(d) Various sensors of mixing equipment must be calibrated regularly and peri-
odically at least once a year. The cold material feeding device needs to be
calibrated to get the aggregate feeding curve. The batch mixer shall meet
the following requirements:
Table 7.22 Technical requirements for fine aggregate

Item Company Highway, first-class Secondary highway Test method
highway, urban and secondary main
expressway, artery road
Apparent relative – 2.50 2.45 T0328
density, not less than
Firmness % 12 – T0340
(>0.3 mm), Not less
than
Mud content (less % 3 5 T0333
than 0.75 mm), not
more than
Sand equivalent, not % 60 50 T0334
less than
Methylene blue g/kg 25 – T0346
value, not more than
Angularity (flow s 30 – T0345
time), not less than
Table 7.23 Technical

Item Unit Technical Test method
requirements for mineral
requirement
powder
Apparent density g/cm3 ≥2.50 T0352
Water content % ≤1 T0332
Grain size range < % 100 T0351
0.6 mm
<0.15 mm % 90–100
<0.075 mm % 75–100
Appearance – No –
agglomeration
Hydrophilic – <1 T0353
coefficient
Plasticity index – <4 T0354
Heating stability – Measured T0355
record
(i) The total mixing capacity meets the construction schedule require-
ments. Mixer dust removal equipment is in good condition and can
meet the requirements of environmental protection.
(ii) The number of cold silos meets the requirements of mix ratio, usually
not less than 4.
(iii) The height of the partition between the cold silos should not be less
than 50 cm, so as to avoid the mixing of raw materials in the silos
during construction.
122
Table 7.24 Range of ore gradation

Sieve size (mm) 13.2 9.5 7.2 4.75 2.36 1.18 0.6 0.3 0.15 0.075
Rubber asphalt mixture (%) 100 90–100 56–68 30–40 23–32 16–24 11–19 8–15 6–12 5–9
Environmental friendly rubber asphalt mixture (%) 100 90–100 60–72 32–42 25–34 18–26 12–20 8–16 6–12 4–9
7 Thin Overlay and Ultra-Thin Overlay
Table 7.25 Design index of rubber asphalt mixture for ultra-thin overlay
Marshall Stability (kN) Mineral Designed voidage Saturation VFA
compaction times clearance rate VV (%) (%)
VMA (%)
75 ≥7 (Stream value 15 3–5 70–85
is 3 mm)
Table 7.26 Technical requirements of rubber asphalt mixture for ultra-thin overlay
Traffic grade Light Middle Heavy Overload
Dynamic stability (time/mm) ≥2000 ≥2500 ≥3000 ≥4000
Relative deformation (%) ≤15 ≤10 ≤5 ≤3
Residual stability (%) ≥85
Freeze-thaw splitting strength ratio (%) ≥80
Low temperature bending limit strain (με) ≥2500
Structural depth (mm) ≥0.65
Flying loss of Kentucky Fort (%) <20
(e) The powder bin of the mixer should be equipped with vibration device to
prevent the powder from arching. When adding additives such as slaked lime
and cement, it is advisable to add silos or to add mixing pots directly by
special pipelines and spiral conveyors. When mixing with mineral powder,
attention should be paid to their segregation due to their different densities.
(f) The mixer must have a secondary dedusting device, which can be directly
recycled by the first dedusting part, and the second dedusting part can be
used in the recycling silo (or abandoned). The same amount of new ore
powder should be added to the powder loss caused by dust removal.
(g) The mixing time is determined by trial mixing according to specific condi-
tions, and the degree of uniform wrapping of aggregate with asphalt is taken
as the degree. The production cycle of a mixer should not be less than 50–
55 s per plate (of which the dry mixing time should not be less than 15–20 s).
It is advisable to have a warehouse for finished products with good thermal
insulation. During storage, the temperature drop of the mixture should not
be greater than 5 °C, and there should be no bitumen leakage.
2. Mixture Transportation
(a) The transport capacity of the truck should be slightly surplus, and the truck
should wait in front of the paver during the construction process. Generally,
more than 5 trucks should be waiting for the start of paving.
(b) The truck must be cleaned before and after each use. A thin layer of separator
or anti-sticking agent to prevent asphalt bonding should be coated on the
carriage board, but no excess liquid should accumulate at the bottom of the
carriage.
(c) When loading from mixer to truck, the position of the truck should be
moved many times to balance the loading so as to reduce the segregation of
the mixture.
(d) It is advisable to cover the mixture with rayon or cotton quilt for heat preser-
vation, rainproof and pollution prevention, and to open the covering layer
before spreading.
(e) During the paving process, the truck should stop at 100–300 mm in front of
the paver, wait in neutral, and start to unload slowly with the paver pushing
forward, so as to avoid collision with the paver.
(f) When loading the mixture from the storage bin to the truck, the distance
from the outlet of the storage bin to the carriage plate should be shortened
as far as possible, and the unloading should be done in different positions
of the carriage.
3. Mixture Paving
(a) One hour before the start of the paving asphalt mixture, the distributor and
ironing plate of the heating paver should be heated.
(b) When unloading material from the truck to the hopper of the paver, it is
necessary to fill the hopper as quickly as possible according to the capacity
of the hopper in order to reduce aggregate segregation. But we should pay
attention not to discharge too much material at one time so that the material
overflows hopper and scatters on the underlying layer to be laid. A small
amount of asphalt mixture scattered on the lower bearing layer should be
shoveled out.
(c) The asphalt mixture in the hopper should be sent to the back compartment
in time. The spiral distributor of the dividing chamber should divide the
material into two sides in time until the height of the mixture reaches 3/4 of
the height of the full-length spiral distributor, that is, the height of the mixture
should exceed the rotating shaft of the spiral distributor and submerge the
upper spiral for 1/2, and start spreading.
(d) In the paving process, the asphalt mixture in the receiving chamber should
continuously and uninterruptedly feed to the rear compartment, and the
screw distributor should uninterruptedly distribute the mixture to both sides,
and always maintain the height of the mixture around the screw distributor.
(e) When the middle mixture of the hopper is insufficient, the truck dumps the
mixture into the hopper in time. When the paving is interrupted, the mixtures
in the flanges on both sides are discarded.
(f) The paver must pave slowly, evenly and continuously, and must not change
its speed or stop in the middle at will, so as to improve the smoothness and
reduce the segregation of the mixture. The paving speed should be controlled
from 1 to 3 m/min. When it is found that there are obvious segregation,
waves, cracks and drag marks in the mixture, the causes should be analyzed
and eliminated.
(g) Generally speaking, production control temperature is determined according

to thickness, temperature, wind speed and surface temperature of the under-
lying layer. The production control temperature of rubber asphalt ultra-thin
abrasive layer mixture can refer to the requirements of Table 7.27. In order to
reduce the segregation problem in the paving process, the material transfer
vehicle can be used to cooperate with the paving.
4. Compaction of Mixture
(a) Asphalt pavement construction should be equipped with a sufficient
number of roller, choose a reasonable combination of roller and initial,
re-compaction, final compaction (including forming) rolling steps, in order
to achieve the best rolling effect. The number of road rollers for two-lane
asphalt pavement should not be less than 3. When the construction temper-
ature is low, the wind is strong and the rolling layer is thin, the number of
the roller should be increased appropriately.
(b) The sprinkler head on the roller wheel should be dredged and adjusted well,
and the sprinkler volume should be controlled effectively. In the process of
rolling, the size of sprinkler should be adjusted at any time according to
the situation, and the sprinkler rolling should not be transitional. During the
whole rolling process, there should be a special person to command and be
responsible for the connection of all stages of rolling.
(c) Rollers should be rolled at a slow and uniform speed. Rolling speed should
conform to Table 7.28: Roller’s rolling route and direction should not be
changed abruptly, resulting in mixtures moving. The length of the rolling
zone should be generally stable, and the turning-back position at both ends
should be pushed forward with the paver advancing, and the transverse
direction should not be in the same section.
Table 7.27 Production control temperature (°C)

Discharging temperature Paving temperature Rolling temperature Open traffic temperature
185–195 175–185 170–180 <50
Table 7.28 Rolling speed of roller (km/h)

Roller type Initial pressure Recompression Final pressure
Suitable Maximum Suitable Maximum Suitable Maximum
Steel drum 2–3 4 3–5 6 3–6 6
roller
Vibratory 2–3 (Static 3 (Static 3–4.5 5 (Static 3–6 (Static 6 (Static
roller pressure or pressure) (Static pressure) pressure) pressure)
vibration) pressure or
vibration)
(d) The rolling temperature of rubber asphalt concrete is related to the viscosity
of rubber asphalt. The higher the viscosity, the higher the rolling tempera-
ture. Generally speaking, the initial pressure-temperature of rubber asphalt
concrete should not be lower than 155 °C, the repression temperature should
not be lower than 135 °C, and the end temperature of final pressure should
not be lower than 90 °C.
(e) The initial pressure of the asphalt mixture shall meet the following
requirements:
Initial compaction should follow the paver closely, and maintain a shorter
length of initial compaction zone, so as to make the surface compacted as
soon as possible and reduce heat loss.
When the initial rolling of steel wheel roller is used, the mode of “high
frequency and low vibration” can be directly used for rolling 1–2 times.
When rolling, the driving wheel of the roller should be oriented to the paver,
rolled from the outside to the center, and rolled from the low to the high in
the ultra-high section. On the ramp, the driving wheel should be rolled from
the low to the high.
During the whole rolling process, the sprinkler amount on the steel wheel
should be controlled, and the sprinkler amount on the steel wheel should be
appropriate. Flatness and arch should be checked after preloading. Repair
and rework should be carried out when there are serious defects.
(f) The repression shall be carried out immediately after the initial pressure and
shall meet the following requirements:
(i) Repression should start immediately after the initial pressure and
should not stop at will. The total length of rolling section of roller
should be shortened as far as possible, usually not more than 30 m.
(ii) When different types of the roller are combined to roll, it is advisable to
arrange each roller for full-scale rolling to prevent uneven compaction
in different parts.
(iii) It is better to adopt vibratory roller for re compaction, such as limestone
aggregate, static pressure, and dense mixture. The static pressure of
steel wheel roller should not be less than 11 t. Vibratory roller adopts
high frequency and low amplitude. Vibration frequency should be
35–50 Hz and amplitude should be 0.3–0.8 mm to prevent aggregate
breakage. The overlap width of adjacent rolling belts is 100–200 mm.
Vibration roller should stop vibration when turning back. When using
three-wheel cylinder roller, the total mass should not be less than 12 t,
and the adjacent rolling belt should overlap the width of the rear wheel,
not less than 200 mm. Small vibratory roller or vibratory rammer
should be used as supplementary rolling for the difficult parts of large
rollers such as road edge, widening, and harbor parking belt. Double-
wheel cylinder roller or vibration roller with closed vibration should
not be used for final rolling less than 2 times until there is no obvious
wheel track. At the end of the repression, the constructors should use
a 3M ruler to test the longitudinal smoothness of the pavement, and

timely repair combined with the final pressure to ensure a good level
of smoothness.
5. Treatment of Construction Joints
(a) The construction of asphalt pavement must have tight joints and smooth
joints, and no obvious segregation of joints should occur. Longitudinal seams
of upper and lower layers should be staggered at 150 mm (hot seam) or
300–400 mm (cold seam).
(b) The transverse joints of two adjacent seams and upper and lower seams
should be dislocated more than 1 m. Joint construction shall be inspected
by 3M ruler to ensure that the smoothness meets the requirements.
6. Open Transportation and Others
After the paving of rubber asphalt mixture, it is advisable to reduce the tempera-
ture of rubber asphalt ultra-thin abrasive layer to below 50 °C after full cooling,
so as to open traffic.
1. In order to guarantee the quality of rubber asphalt concrete, the process and
dynamic quality control of mixture production and construction are emphasized.
Construction quality control including raw materials, production control, mixture
performance and mixture under the current “technical specification for construc-
tion of highway asphalt pavement regulation to carry on the sampling observation,
the quality control of asphalt rubber reference” Beijing waste tire rubber powder
and asphalt mixture design and construction technical guide, need to increase the
viscosity index of the check.
2. The acceptance standard of rubber asphalt ultra-thin wear layer mixture is basi-
cally the same as that of ordinary asphalt mixture, but slightly different. The
compactness and site porosity is controlled by dual indexes, with the compactness
requirements ≥98% and site porosity ≤8%. The appearance, seam, thickness,
flatness, width, longitudinal section, transverse slope and other accepted stan-
dards of the pavement are consistent with the provisions in the current technical
specifications for the construction of asphalt pavement.
Chapter 8
In-Place Hot Recycling for Asphalt
Pavement
8.1 Material
Asphalt, regenerated agent, stone, recycled asphalt pavement materials (RAP), new
asphalt mixture, etc. The testing items and quality requirements of the materials are
listed in the technical specification for highway asphalt pavement regeneration (JTG
F41).
8.2 Construction Machinery
On geothermal regeneration units and so on.
8.3 Construction Process and Precautions
1. The surrounding environment of the site should be investigated before the in-
place hot recycling for asphalt pavement construction, and isolation measures
should be taken in advance for the plant isolation belts, trees and gas stations that
may be affected.
2. Before the construction of in-place hot recycling for asphalt pavement construc-
tion, it is necessary to pretreat the unrecoverable road diseases caused by
geothermal regeneration:
(a) Damage and loose diseases: when the depth of damage and loose diseases
exceeds the depth of in-place hot recycling for asphalt pavement construc-
tion, it should be dug.
(b) Deformation diseases: according to the different regeneration equipment,
deformation depth of 30–50 mm, should be milling before life.

130 8 In-Place Hot Recycling for Asphalt Pavement
(c) Fracture diseases: the causes of fracture diseases are analyzed, and the cracks
that affect the quality of the thermal regeneration project should be treated.
3. Pretreatment of special parts of the original road surface:
(a) It is advisable to use a milling machine to mill the back end of the expansion
joint and well cover along the direction of driving, 2–5 m, 1–2 m at the front
end, 30–50 mm in-depth, and paved with new asphalt mixture during the
regeneration construction.
(b) Prominent road signs on the original road surface should be removed.
(c) The expansion joint of the bridge is protected by heat shield.
8.4 Paved Test Section
The test road should be laid before the formal construction of geothermal regenera-
tion, and the test should be conducted from the aspects of construction technology,
quality control, construction management, and construction safety. The length of the
geothermal regeneration test section should not be less than 200 m.
8.5 Regeneration
The construction steps of regeneration include: sweeping the road, drawing the
guideline; Road heating; Road surface milling; Regenerant spray; Mixing; Paving;
Compaction; Open traffic.
8.6 Suitable Conditions
1. In terms of in-place hot recycling for asphalt pavement construction, only 2–5 cm
of asphalt pavement surface was regenerated.
2. Road structure strength is sufficient.
3. When the overlay method is adopted, the rutting should be less than 3 cm. When
using the compound method, the rutting should be less than 5 cm. If in advance
the rutting milling plane, rutting depth can be appropriate to relax.
4. When the gradation of old asphalt mixture meets the requirements, it can be
mixed or spread, otherwise it can only be mixed.
5. Cracking rate should be less than 40%, if only surface cracking, not restricted by
this.
6. When local cracks accumulate below the surface layer, it can be dredged in
advance.
8.6 Suitable Conditions 131
7. pagebreakThe pitch penetration degree of old pavement should be more than

20 dmm.
8. Within the range of regeneration depth, the asphalt content of asphalt mixture
should not be lower than 3.8%.
8.7 Quality Inspection and Acceptance
1. The basic requirements

(a) The original road surface disease is mainly concentrated in the surface layer,
the original road asphalt injection degree of 25 °C (0.1 mm) is not less than
20.
(b) In terms of materials such as regenerant, asphalt and mineral materials for in-
place hot recycling for asphalt pavement construction, as well as the grading
of mineral materials and the performance of mixtures, the requirements of
the design and the technical specification for highway asphalt pavement
regeneration (JTG F41) are met.
(c) Control reasonable pavement heating temperature during construction,
ensure paving temperature and rolling temperature, rolling to the required
density.
(d) The cross slope of the regeneration layer should be coordinated with the
whole cross slope of the road surface, and there should be no reverse slope
and no influence on the smooth horizontal drainage of the road surface.
2. The measured project

3. Appearance identification
(a) The surface should be smooth and compact, and there should be no overflow,
loose, crack, obvious segregation of coarse and fine materials. For express-
ways and first-class highways, the total area of the above-mentioned defects
(for a single crack, its length shall be multiplied by 0.2 m to convert to the
area) shall not exceed 0.03% of the inspected area, and other highways shall
not exceed 0.05%. The reflected cracks in the regenerated layer can not be
considered as construction defects but should be treated in time.
(b) There should be no obvious roller track on the surface.
(c) Lap joints should be tight and smooth.
(d) The cross slope of the regeneration layer should be coordinated with the
whole cross slope of the road surface, and the regeneration layer and the
curb should be closely connected without water accumulation.
132 8 In-Place Hot Recycling for Asphalt Pavement
Table 8.1 Surface measurement project on in-place hot recycling for asphalt pavement
Item Inspection item A specified value or allowable Inspection method and
deviation frequency ratio
The highway First-class road
1 Degree of 94% of the maximum theoretical Check according to JTG f
compaction (%) density 80/1 appendix B
2 Flatness IRI (m/km) 3.0 3.5 According to T0933
method: continuous
detection across the line
3 Regeneration of Not less than the design width According to T0911
width (mm) method: measure 4
sections per 200 m
4 Mean thickness of Not less than design thickness According to T0912
regeneration (mm) method: measure 1 place
per 200 m
5 Add thickness mean Not less than design thickness According to T0912
(mm) method: measure 1 place
per 200 m
Chapter 9
Original Road Surface Disease Treatment
9.1 The Basic Requirements
The basic requirements of preventive maintenance for road conditions are suffi-
cient pavement structural strength, good pavement condition, and relatively smooth
pavement.
In addition to pavement reinforcement, the structural strength of the original
pavement (or the underbearing layer) before the maintenance project should meet
the requirements, and the insufficient strength or partial damage should be treated
according to the design requirements. Before maintenance construction, the surface
of the original road surface (or the underbearing layer) should be smooth, clean,
without water accumulation and floating dust.
1. Crack Treatment: including crack pouring, crack seal band, etc. The slot should
be grooved according to the geometry of the crack. After cleaning and drying,
choose sealant with good performance for slot filling, or choose tape with good
performance for slot filling.
2. Pit Repair: The shape of pit repair should be a rectangle in the direction of the
road. The four walls of the pit should not be loose and must be coated with sticky
layer oil. When the depth of the pit is more than 50 mm, the pit repair should use
hot mix asphalt mixture consistent with the original road surface.
3. Milling and layering: There are some non-structural diseases on asphalt surface,
such as envelopment, loose, serious oil flooding, etc., or crack damage density
is relatively large. It is appropriate to start milling and repair with the same hot
mix asphalt mixture as the original pavement structure.
9.2 Material
Local repair of asphalt pavement can be divided into two types: hot repair and
cold repair. The former USES hot mix asphalt mixture, the latter USES cold fill

134 9 Original Road Surface Disease Treatment
Table 9.1 Technical

Performance indicators The technical requirements
requirements for cold-filled
asphalt mixture Adhesive grade 5
Workability (kg/cm2 ) 0.5–4
Stability (kN) ≥3
Residual stability (%) ≥85
asphalt mixture. The technical requirements of the hot mix asphalt mixture should
meet the requirements of the construction technical specifications, and the technical
requirements of cold fill asphalt mixture should meet the requirements of Table 9.1.
9.3 Test Method
1. Adhesive grade
(a) Instruments and equipment
Instruments and equipment are as follows:
(i) Beaker: 1000 ml;
(ii) Glass rod;
(iii) Balance, sensitivity not more than 1 g;
(iv) A stopwatch;
(v) Some white paper.
(b) Test steps
The test procedure is as follows:
(i) pour 800 ml or so of distilled water into a 1000 ml clean beaker and
bring to a boil;
(ii) take 250 g of cold filling material and put it into boiling water and
start recording time. During the test, stir with the glass rod at a rate of
1 week/s for 3 min;
(iii) stop heating and skim away the floating asphalt to avoid secondary
coating;
(iv) cool the water to room temperature, discard the water and place the
wet mixture on the white paper;
(v) rating of adhesion.
According to JTG E20 visual judgment to assess the adhesive grade.

2. Workability.
(a) Instruments and Equipment
(i) The penetration tester consists of a text box, a penetration meter, and
an adapter (see Fig. 9.1). It should meet the following requirements:
9.3 Test Method 135
Fig. 9.1 Penetration tester
a. Checkerboard
The test box (see Fig. 9.2) is rectangular and made of stainless steel
with an inner wall length of 102 ± 0.5 mm. The top surface is not
closed, and a round hole with a diameter of 10 ± 0.1 mm is left in
the center of one side.
b. Penetrometer
A simple portable penetration tester with a test range of 0–
4.5 kg/cm2 .
c. The adapter
The adaptor (see Fig. 9.3) is a 75 mm long metal tool with a diameter
of 9.5 mm at the top.
(ii) Refrigerator, sensitivity is not more than 1 °C.
(b) Test steps
(i) Fill the cold filling material into the test box, pay attention to put loose,
do not need to compaction;
(ii) Keep it in a refrigerator at 4 °C for more than 3 h;
Fig. 9.2 Schematic diagram

of test box
Fig. 9.3 Adapter schematic

diagram
(iii) Insert the penetration head into the hole in the sidewall of the test box
at a uniform speed, and the penetration process lasts for 3–5 s to record
the reading on the penetration instrument.
(iv) The average value of three specimens is denoted as the penetration
strength W of the cold filler.
(c) The test results
Three parallel tests were conducted on the same sample. When the differ-
ence between the three measured values met the requirements of repeatability test
precision, the average value was taken as the test result, which was accurate to
0.25 kg/cm2 .
The penetration strength and mean value of the three specimens should be
reported.
The three measurements shall indicate that no more than 15% of the mean value
meets the requirements of repeatability test accuracy.
3. Stability, residual stability
(a) Instruments and Equipment
(i) Marshall standard compactor;
(ii) Marshall stability meter;
(iii) oven: temperature control 110 ± 1 °C;
(iv) balance: sensitivity no more than 0.1 g;
(v) vernier caliper: accurate to 0.1 mm;
(vi) constant temperature tank: temperature control is accurate to 1 °C and
the depth is not less than 150 mm.
9.3 Test Method 137
(b) Test steps

(i) Weigh 1100 g of cold filler material into Marshall test mold at room
temperature and compaction on both sides 25 times.
(ii) Together with the test mold, it was placed in the oven at 110 °C
for curing for 24 h in a side upright manner. After taking out, it
was compacted 25 times on both sides, and Marshall specimen was
produced. The height of the specimen should meet the requirement of
63.5 ± 1.3 mm.
(iii) After demodulation, it was maintained in a constant temperature tank
at 25 °C for 60 min, and Marshall test was conducted to test its stability
MS.
(iv) The another group of specimens were kept in a constant temperature
tank at 25 °C for 48 h after being molded. Marshall test was carried out
to test their stability MS1, and the residual stability MS0 = MS1/MS
× 100% was calculated.
(c) The test results
Three parallel tests were carried out for each of the two groups of tests. When the
difference between the three measured values met the requirements of repeatability
test precision, the average value was taken as the test result, and the accuracy was
up to 0.1 kN.
The allowable difference for repetitive tests was 1.0 kN. The stability, average
stability, and residual stability of six specimens in two groups should be reported.
9.4 Local Road Damage Treatment Process
1. The excavation of the pit slot

Before repairing the local damage of the road surface, the damaged part should be
grooved into shape. First determine pavement damage part of the boundary and depth,
according to the principle of “circle hole to fill”, draw roughly parallel to the road
centerline (i.e., the direction) or vertical slot repair contour (rectangular), should be
in good road at least 10 cm per side (that is, digging up the road until the solid part
loose, broken the old material), delimit along good open dug a pit slot repair contour
line, requires molding pit slot wall should be kept perpendicular to the plane, and the
road pit at the bottom of the tank level, solid, and then will remove the old material
plane out of the pit slot.
To slot the damaged pavement pit slot, should be within the hole is not strong,
loose surface material removed and at the same time should also will pit slot of
loose debris, old liu, digging out debris, showed a solid, even the tank wall and a
stable, level off the pit of tank bottom, which not only facilitate the repair material
paving and the determination of dosage, also to improve repair material and bonding
capacity between the pit slot wall material. In particular, the wall of the pit and groove
is perpendicular to the road plane, which is not only conducive to the full adhesion
of the repair material and the original road surface but also can greatly improve the
compaction effect of the repair material, so as to obtain a better repair effect.
The excavation of pits and grooves can usually be done by manual or small
mechanical equipment. It is highly efficient and flexible to use the road crusher to
open the trench. However, when opening the trench, it is easy to cause the surrounding
road materials to be vibrated and loosened. With the help of the cutting machine,
this slot defect of the road crusher can be overcome. Before grooving, cut out a neat
cutting seam along the cut contour line, and then use the crusher to loosen and break
the old material in the groove.
2. Cleaning the pit slot
The bonding performance of the uncleaned pit wall and bottom surface with the cold
patching asphalt mixture will be significantly reduced, which is easy to cause the
seam damage of the pit wall or the whole cold patching asphalt mixture falling off
so that the repair pit groove will be damaged again.
In order to make the asphalt mixture have good adhesion with the pit wall and the
bottom surface, the loose particles and other remnants of the pit should be cleaned
out, and the pit wall and the bottom surface can be treated with chisel hair, which
is beneficial to improve the friction resistance and make the asphalt mixture on the
pavement more firmly combined with the original road surface.
Generally, manual tools are used to clean pits and grooves. Clean up the gravel
and debris in and around the pit. There should be no mud, snow, ice and other debris
in the pit. For the repair of expressway and municipal road engineering, the repaired
caves and grooves should have neat cut edges, and the removal of waste residue
should see the solid-solid surface until. Remove debris, dust, water and other debris
from the wall of the tank.
3. Brush with coating oil
Before paving asphalt mixture in the pit, spray a layer of adhesive oil evenly on the
pit wall and bottom surface to infiltrate the exposed stone material in the pit, so as to
improve the bonding effect between the repairing material and the original pavement
material.
Emulsified asphalt, modified emulsified asphalt or liquid asphalt can be used
as the bonding layer of the pit wall. Emulsified asphalt is used when the ambient
temperature is above 4 °C, and liquid asphalt is used when the temperature is below
4 °C. The asphalt mixture can be paved directly after the liquid asphalt is sprayed
into the pit, and the asphalt mixture can be paved only after the emulsion asphalt is
sprayed into the demulsification.
4. Packing
Pour asphalt mixture into the pit until the filler is about 1–2 cm higher than the road
surface. The amount of repairing material can be increased by 10–20%. After filling,
9.4 Local Road Damage Treatment Process 139
the center of the pit surface should be slightly higher than the road surface to form
a convex shape. For pits and grooves with damage depth of more than 5 cm, a layer
of 3–5 cm can be used to fill in layers and compacted layer by layer.
5. Compaction
After laying evenly, select appropriate compaction tools and methods according
to the size and depth of the repair area. Such as small vibration compactor, small
roller, etc.
(a) Vibrating plate ram. Vibration compaction is a method with good
compaction effect, which is convenient and practical for repairing pits and
grooves in small and medium areas.
(b) Small roller. When a large area of pit and groove repair, should use a small
roller for rolling.
Press real-time first from the pit around the trough, and then gradually move to
the middle of the compaction. Every time should be overlapping compaction certain
width, the compaction effect is their arc, this driving to facilitate the further repair
mixture compaction, at the same time help to pit slot of asphalt mixture to extrusion,
make its and repair pavement pit slot wall pressure, also can ensure the pit slot edge
of asphalt mixture will not fall out of the pit.
In the process of compaction, if there is less material in the local position, fill
material should be carried out immediately. After compacting, when necessary, also
can be used to seal the edge of the pit groove.
6. Open the traffic
The surface of the repaired pit and groove should be smooth, without wheel track,
good compaction around the pit and groove and no loose phenomenon. The pit will
be repaired and open to traffic.
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Preventive Maintenance Technology For Asphalt Pavement: Feng Li Jinyan Feng Youxin Li Siqi Zhou

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Springer Tracts on Transportation and Traffic

More information about this series at http://www.springer.com/series/11059

Youxin Li Siqi Zhou

ISSN 2194-8119 ISSN 2194-8127 (electronic)

Ministry of transport, as the leading researchers concluded the ministry of transport

December 2019 Prof. Lijun Sun

maintenance technology, and insufﬁcient maintenance funds [6]. The importance of

Beijing, China Feng Li

1 Introduction to the Pavement Preventive Maintenance

2 Technical Guide for the Pavement Preventive Maintenance . . . . . . . 37

3 Crack Filling and Crack Seal Band . . . . . . . . . . . . . . . . . . . . . . . . . 55

5.2 Fiber Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

9 Original Road Surface Disease Treatment . . . . . . . . . . . . . . . . . . . . 133

1.1 The Purpose and Significance of Pavement Preventive

According to the definition of the Highway Standards Committee of American Asso-

© Springer Nature Singapore Pte Ltd. 2021 1

1.2 Implementation Background of the Pavement

1.3 The Present Situation of the Pavement Preventive

The Pavement Preventive Maintenance involves a systematic and complex mainte-

1.3.1 Preventive Maintenance System

survey of Pavement Preventive Maintenance in 40 states and Puerto Rico. The

decision-making system on the basis of an in-depth study of relevant theories in deci-

1.3.2 Pavement Condition Evaluation

1.3.3 Maintenance Section Division

1.3.4 Service Performance Prediction

1.3.5 Determination of Maintenance Timing

1.3.6 Maintenance Strategy Formulation

Strategy formulation is based on specific information and experience. After a series of

1.3.7 Maintenance Effect Evaluation

A comprehensive evaluation of the application effects of conservation measures will

1.4 Present Situation of the Pavement Preventive

Pavement maintenance first needs maintenance decision-making to determine

From the maintenance concept, in recent years, China’s road administration

Sichuan Province, a case study of maintenance management decision-making. Yu

1.5 Pavement Preventive Maintenance Technology and Its

Pavement Preventive Maintenance is to prevent the further expansion of minor pave-

1.5.1 Crack Treatment

a. Slotting and Expanding b. Cracking Cleaning

c. Crack Seal d. Maintenance

Fig. 1.1 Construction steps of the crack treatment

Fig. 1.2 Pavement after the crack treatment

Fig. 1.3 Crack seal band

Fig. 1.4 Pavement after

1.5.2 Fog Seal and Sand Fog Seal

A preventive maintenance technology of asphalt pavement is introduced, which uses

Fig. 1.5 Fog seal

Fig. 1.6 Pavement after fog

Fig. 1.7 Detection of

Fig. 1.8 Anti-skid

2. Sand Fog Seal

Fig. 1.9 Sand fog seal

1.5.3 Slurry Seal and Micro-surfacing

Fig. 1.10 Slurry seal

Fig. 1.11 Pavement after

Fig. 1.12 Micro-surfacing

Fig. 1.13 Pavement

Fig. 1.14 Rutting filling

Fig. 1.15 Bridge deck

Fig. 1.16 Tunnel

1.5.4 Chip Seal and Fiber Seal

Chip Seal is a kind of technology that uses a layer-by-layer method to construct,

Fig. 1.17 Synchronous

Fig. 1.18 Sub-step chip seal