Asphalt Pavement Construction Research Articles

Method for extracting temperature distribution characteristics of municipal asphalt pavement construction in high-temperature weather under compaction quality constraint

ABSTRACT In order to improve the temperature detection ability of municipal asphalt pavement in high-temperature weather, a method to extract the temperature distribution characteristics of municipal asphalt pavement in high-temperature weather under the constraint of compaction quality was proposed. Using a digital image system, laser profiler, and ground penetrating radar system, collect construction temperature data of urban asphalt pavement under the constraints of compaction quality under high-temperature weather conditions, and use time series analysis to reconstruct the data. Combined with the nondestructive detection method of ground penetrating radar, the echo analysis model of temperature information is established, and the characteristics of temperature distribution are reconstructed using the spectral analysis method. The time–frequency transformation method is used to transform the time series of construction temperature under the constraint of compaction quality. The discrete signal window method was used to analyse the temperature characteristics of construction. According to the characteristic state monitoring, the temperature distribution characteristics are extracted. The test results show that the method is reliable in extracting the temperature distribution characteristics of municipal asphalt pavement construction under high-temperature weather and improves the real-time monitoring capability of asphalt pavement temperature.

The Evaluation and Prediction of Flame Retardancy of Asphalt Mixture Based on PCA-RBF Neural Network Model.

Warm mix flame retardant asphalt mixture can reduce the energy dissipation and harmful gas emissions during asphalt pavement construction, as well as mitigate the adverse effects of road fires. For this, this paper studies the design and performance of a mixture modified with a combination of warm mix agent and flame retardant, and the pavement performance and flame retardancy of the modified mixture are evaluated. Additionally, a flame retardancy prediction model based on the radial basis function (RBF) neural network model is established. On this basis, the principal components analysis (PCA) model is used to analyze the most significant evaluation indicators affecting flame retardancy, and finally, a three-dimensional finite element model is developed to analyze the effects of loading on the pavement structure. The results show that compared to virgin asphalt mixture, the modified mixture shows a reduction in mixing and compaction temperatures by approximately 12 °C. The high-temperature performance of the mixture is improved, while the low-temperature performance and moisture stability slightly decrease, but its flame retardancy is significantly enhanced. The RBF neural network model revealed that the established flame retardancy prediction model has a high accuracy, allowing for precise evaluation of the flame retardancy. Finally, the PCA model identified that the combustion time has a significant effect on the flame retardancy of the asphalt mixture, and the finite element model revealed that the displacements of the warm mix fire retardant asphalt mixture were lower than virgin asphalt mixture in all directions under the loading.

Study on fatigue parameters of high modulus asphalt pavement

High Modulus Asphalt Mixtures (HMAM) have gained widespread utilization in asphalt pavement construction. It is great critical to study the fatigue characteristics of HMAM. At present, various fatigue test methods are employed in indoor testing to assess HMAM under different mechanical states. Therefore, there is a critical problem that the value of fatigue parameters is not unique in the structural design of HMAM. In this study, three fatigue testing methods were initially used to address the above issues: direct tensile testing, indirect tensile testing, and uniaxial compression testing. These tests help to determine the strength yield surface states at different loading rates. And to reveal the effect of loading rate on the mechanical behavior of HMAM. The results show a power function fit and a good correlation between strength and loading rate. The relationship models of strength with speed for indirect tensile, direct tensile and uniaxial compression tests are SI=3.22(v)0.14, SD=3.22(v)0.15 and SU=3.22(v)0.12, respectively.The higher the loading rate for the three fatigue test results, the greater the expansion of the strength yield surface.The fatigue life (Nf) of HMAM underwent testing, yielding its fatigue effective stress ratio. The relationship between the two was and then established. It is found that the point (1, 1) appears on the backextension line, thus effectively complementing the conventional S-N equation. In addition, the fatigue equations for various fatigue test methods were unified based on effective stress strength ratio and the fatigue life. This paper introduces a novel method for the antifatigue design of HMAM.

Analysis of the Use of Waste Plastics Low-Density Polyethylene (LDPE) along with Bitumen in the Construction of Asphalt Pavement using the Marshall Test

Plastic disposal is a significant problem as it is non-biodegradable and causes air pollution if burned. The utilization of waste plastics in road construction has gained attention due to environmental concerns and the need for sustainable development of infrastructure. This research investigates the performance waste plastics, low-density polyethylene (LDPE) and, in the asphalt road along with the bitumen based on the Marshall Stability Test. The Optimum bitumen content (OBC) is found to be 5.2%. Different concentrations of LDPE (8% and 10% by weight of bitumen) were used. The use of LDPE on the asphalt pavement has Marshall Stability and Marshall flow values in the usable range as specified in the specification criteria of the Standard Specification for Road and Bridge Works (SSRBW). Also, the use of waste plastics in the pavement reduces the cost and helps to promote an environmentally friendly approach to infrastructure development.

Performance Characteristics of Nano Palm Shell Ash (NPSA) in Asphalt Mixture

One innovation in creating new materials that have superior properties compared to large-sized materials is to use nanotechnology. The uniqueness of nano materials is that the smaller the size of the material, the greater the surface area and performance characteristics of the material in the asphalt mixture. This research develops nano technology in asphalt pavement construction by making nano material from palm shell ash waste. The aim of this research is to determine the effect of adding palm shell ash nano material as a substitute for asphalt in the AC-WC mixture. The research method was carried out by testing the morphological characterization of the palm shell ash nano material using X-Ray Fluorescence (XRF) testing and Scanning Electron Microscope (SEM) testing, then continuing with testing the characteristics of the mixture using the Marshall testing method. The nano material used is palm shell ash material obtained from palm shell burning waste originating from Riau which is then processed into Nano Palm Shell Ash (NPSA) material using a ball mill. The asphalt used is Pen 60/70 asphalt produced by Pertamina. The use of NPSA material in asphalt modification with NPSA variations of 1%, 2% and 3% can improve the performance of marshal characteristics compared to conventional asphalt mixtures. It can be seen that the stability, flow, VFA and MQ values increase with increasing NPSA percentage in asphalt. Meanwhile, the VIM and VMA values decreased along with the increase in the NPSA percentage in asphalt. In addition, increasing the percentage of NPSA in asphalt can reduce the use of optimum asphalt content compared to conventional asphalt mixtures. Utilizing palm shell ash waste is the best alternative for improving the performance of asphalt in mixtures and is environmentally friendly and economical.

APPLICATION OF PERMEABLE ASPHALT PAVEMENT CONSTRUCTION IN TRAFFIC AREAS

Lithuania’s total road network consists of more than 84000 km of roads, of which more than 21000 km are national roads. Roads of national importance are managed by the Lithuanian Road Administration. The remaining roads are classified as local roads managed by local governments. Road installation and maintenance often lead to the problem of surface water drainage and accumulation on the road surface. The aim of this study is to identify and propose the most appropriate permeable asphalt pavement construction to solve this problem, taking into account the purpose of the application and the class of pavement structure. The scope of the study identifies three recommended permeable asphalt pavement designs for the installation of DK 0.1-DK 1 pavement structures in ancillary streets, parking and recreation areas where light vehicle traffic with occasional heavy vehicle traffic. It has also been found that in areas of high traffic intensity, it is appropriate to use an alternative to permeable pavements – a permeable pavement design for the shoulder, where the roadway structure is impermeable to water and the shoulders are permeable to water (a permeable pavement structure is installed). The recommended permeable asphalt pavement structures, when properly selected, reduce the risk of flooding on the roadway.

Investigation of Rheological and Physical Properties of SBS and WCO Composite Modified Bitumen

Nowadays, the use of waste materials in various industries is becoming widespread in order to promote waste recycling. Thus, scientists are researching the use of waste materials in bitumen modification. In this study, it was aimed to investigate the effect of waste cooking oil (WCO) on the physical and rheological properties of unaged Styrene-Butadiene-Styrene modified bitumen (SBSMB) by adding WCO at different ratios (1, 3, 5, 7, and 9%) to SBS modified bitumen. Accordingly, rotational viscosity (RV) tests and rheological tests with dynamic shear rheometer (DSR) based on the determination of complex shear modulus (|G*|) and phase angle (δ) were conducted along with the traditional bitumen tests. As a result of the experimental study, it was observed that adding WCO increased the workability and fatigue resistance of SBSMB, however, decreased its rutting resistance. Therefore, the mixing and compaction temperatures of SBSMB can be decreased by adding low amounts of WCO without excessive performance loss. Thus, during the construction of asphalt pavements, environmental damage can be reduced by utilizing waste materials and reducing CO2 emissions.

Tuning high- and low-temperature rheological properties of warm-mixing asphalt composites by functionalized waxes

Traditional asphalt road construction utilizes hot-mixing asphalt mixtures. High temperatures not only accelerate the aging of asphalt, but also produce large amounts of toxic and greenhouse gases. To alleviate these problems, wax-based warm-mixing agents are applied, and asphalt pavement construction temperatures can be efficiently lowered, resulting in lower energy and gas emissions. To systematically evaluate the effects of composition and structure of warm-mixing agents on rheological properties of asphalt at high and low temperatures, a series of functionalized waxes (i.e., oxygen-containing groups, amide groups, and long-chain aliphatic hydrocarbons) were designed in this work, followed by a melt-mixing process with asphalt. The findings demonstrated that warm-mixing agents with long-chain aliphatic hydrocarbons could significantly improve asphalt composites’ rheological properties at high temperatures, such as good viscosity-reducing effect and superior rutting resistance or permanent deformation resistance; warm-mixing agents with oxygen groups were able to improve the asphalt composites’ resistance to low-temperature cracking; amide group-containing warm-mixing agents could improve the surface roughness of asphalt composites. This work provides a practical guide for the selection of functionalized warm-mixing agents for asphalt pavement under multiple environmental factors.

Recent Development in Intelligent Compaction for Asphalt Pavement Construction: Leveraging Smart Sensors and Machine Learning.

Intelligent compaction (IC) has emerged as a breakthrough technology that utilizes advanced sensing, data transmission, and control systems to optimize asphalt pavement compaction quality and efficiency. However, accurate assessment of compaction status remains challenging under real construction conditions. This paper reviewed recent progress and applications of smart sensors and machine learning (ML) to address existing limitations in IC. The principles and components of various advanced sensors deployed in IC systems were introduced, including SmartRock, fiber Bragg grating, and integrated circuit piezoelectric acceleration sensors. Case studies on utilizing these sensors for particle behavior monitoring, strain measurement, and impact data collection were reviewed. Meanwhile, common ML algorithms including regression, classification, clustering, and artificial neural networks were discussed. Practical examples of applying ML to estimate mechanical properties, evaluate overall compaction quality, and predict soil firmness through supervised and unsupervised models were examined. Results indicated smart sensors have enhanced compaction monitoring capabilities but require robustness improvements. ML provides a data-driven approach to complement traditional empirical methods but necessitates extensive field validation. Potential integration with digital construction technologies such as building information modeling and augmented reality was also explored. In conclusion, leveraging emerging sensing and artificial intelligence presents opportunities to optimize the IC process and address key challenges. However, cooperation across disciplines will be vital to test and refine technologies under real-world conditions. This study serves to advance understanding and highlight priority areas for future research toward the realization of IC's full potential.

Research on less temperature flawing resistance of steel residue asphalt composition based on SCB test

In view of the increasing application of steel residue in asphalt pavement construction in China, in order to analyze the less temperature flawing resistance of steel residue asphalt composition, the less temperature semi-circular bending test (SCB) was used to analyze the less temperature flawing resistance of steel residue asphalt composition (SSAC-13) with various residue content based on the stress peak value and stress attenuation, rupture toughness, rupture energy and critical rupture energy density. The results show that the content of steel residue has a noticeable influence on the less temperature flawing resistance of steel residue asphalt composition. Considering the less temperature flawing resistance, the recommended steel residue content is 40%.

Proposed automated contrast-enhanced microscopical method for evaluating air void structure in compacted asphalt concrete mixtures

There is no direct, less expensive, and practical method to measure the interconnectivity and parameters of air voids in asphalt mixtures other than the total air void volume calculated traditionally using bulk and maximum theoretical specific gravities. Unlike the conventional method, this paper proposes a method that is suitable for advanced applications and studies, such as for the evaluation of air void distribution and air void gradient to model and simulate long-term aging, predict top-down fatigue cracking, evaluate the effectiveness of compaction of thick lifts, and satisfy the representative volume element (RVE) requirements (a homogenous and representative specimen) for performance tests. Developing the proposed compact asphalt evaluation method included modifying the sample preparation methods and analysis from the American Society of Testing & Materials (ASTM), C457 Method C, and recently applied in the analyses of two independent studies at the Federal Highway Administration (FHWA). The first study was focused on checking the air void distribution within the small specimen for dynamic modulus and uniaxial cyclic fatigue tests using AASHTO TP 132 and TP 133, respectively. Results of air void analyses conducted on the interior and exterior sides of several slices sawn from different compacted asphalt mixtures consistently showed that the air void contents on the external sides are higher than on the interior. The second study was to evaluate whether the thicker-than-typical lift thickness to nominal maximum aggregate (NMAS) ratio was causing any top-to-bottom air void gradient in the pavement. Results showed that air void sizes and contents are consistently higher along the top ends of all the cores, and the total air void contents measured using the new method on several specimens from the field were comparable with the indirectly calculated air void percent with up to ± 0.4 percent random error. Overall, the new method is practical to apply to larger-size samples and is a tool that both agencies and contractors can use for confirming in situ void uniformity. Its application can support innovations and improve performance in asphalt pavement construction.

Performance Assessment of Waste Cooking Oil-Modified Asphalt Mixtures

This study aims to develop a framework to incorporate Waste Cooking Oil (WCO) into asphalt mixtures. Such a framework utilizes a Balanced Mix Design (BMD) approach to ensure adequate resistance to cracking and rutting. Transportation agencies can use the proposed framework to incorporate recycled materials such as used cooking oils and reclaimed asphalt pavements into asphalt mixtures, which promotes sustainability in asphalt pavement construction. This study evaluated the cracking and rutting performance of the control and modified asphalt mixtures with different WCO dosages (i.e., 2, 3, 4, 5, and 7% by the weight of the binder) using the Indirect Tensile Asphalt Cracking (IDEAL) and High-temperature Indirect Tensile (High-IDT) Rutting Assessment Tests, respectively. The results demonstrated that WCO improved the cracking resistance of the control balanced mixture but reduced its resistance to rutting. A statistically significant effect was observed at high WCO dosages. Furthermore, the interaction plot indicates that the overall performance of WCO-modified asphalt becomes softer and more flexible with the increase in WCO dosage. Thus, the designed balanced control mixture becomes unbalanced when using WCO oil at any dosage. This study proposed several approaches to design a more economically balanced WCO-modified balance asphalt mixture.

Optimization and characterization of fatty acids based ternary eutectic phase change system

Phase change materials (PCMs) in the pavement can mitigate the urban heat island effect and regulate pavement temperature. In this work, thirteen ternary eutectic PCMs (TEPCMs) were developed by melt-blending pure components, including adipic acid (ADA), sebacic acid (SEA), butyramide (BU), stearic acid (SA), palmitic acid (PA), myristic acid (MA), lauric acid (LA), and methyl stearate (MS). The eutectic phase diagrams were created using the Schrader equation to identify the eutectic points for these TEPCMs. Several tests were performed to assess their phase-change behaviors, chemical structure, crystallization performance, crystalline structure, and thermal stability. The results demonstrated that the lowest eutectic points of 20 TEPCMs were accurately derived from phase diagrams. Theoretical enthalpies of these TEPCMs ranged from 169.69 J/g to 221.73 J/g, with the lowest estimated eutectic point between 28.5 °C and 85.57 °C. While the measured enthalpies of TEPCMs were lower than their theoretical values. For instance, the enthalpy disparities of AD/SE/MA, BU/SA/MA, and BU/PA/MA were 35.12 J/g, 34.29 J/g, and 28.89 J/g, respectively. The phase-change temperatures of developed TEPCMs ranged from 25.62 °C to 63.84 °C, while the enthalpy values ranged from 152.44 J/g to 231.52 J/g. Furthermore, developed TEPCMs exhibited outstanding chemical stability and stable crystal structure, surpassing those of the individual components, thereby displaying lower phase-change temperatures. Consequently, targeting the high-temperature conditions during asphalt pavement construction, specific TEPCMs were recommended for temperature regulation in asphalt pavements, such as AD/SE/SA, AD/SE/PA, AD/SE/MA, SA/PA/MA, SA/PA/LA, SA/PA/MS, SA/MA/LA, and SA/MA/MS, which are suitable for all types of asphalt pavements.

Study on the design and laboratory investigation of permeable semi-rigid base material with large air voids

PurposeTo explore the economical and reasonable semi-rigid permeable base layer ratio, solve the problems caused by rainwater washing over the pavement base layer on the slope, improve its drainage function, improve the water stability and service life of the roadbed pavement and promote the application of semi-rigid permeable base layer materials in the construction of asphalt pavement in cold regions.Design/methodology/approachIn this study, three semi-rigid base course materials were designed, the mechanical strength and drainage properties were tested and the effect and correlation of air voids on their performance indexes were analyzed.FindingsIt was found that increasing the cement content increased the strength but reduced the air voids and water permeability coefficient. The permeability performance of the sandless material was superior to the dense; the performance of the two sandless materials was basically the same when the cement content was 7%. Overall, the skeleton void (sand-containing) type gradation between the sandless and dense types is more suitable as permeable semi-rigid base material; its gradation is relatively continuous, with cement content? 4.5%, strength? 1.5 MPa, water permeability coefficient? 0.8 cm/s and voids of 18–20%.Originality/valueThe study of permeable semi-rigid base material with large air voids could help to solve the problems of water damage and freeze-thaw damage of the base layer of asphalt pavements in cold regions and ensure the comfort and durability of asphalt pavements while having good economic and social benefits.

Prediction and quantification of occupational health risk in road construction workers exposed to asphalt emissions

Asphalt emissions, which are released during asphalt pavement construction, pose adverse health effects on construction workers. While previous studies have primarily focused on post hoc health risk assessments, limited research has aimed to predict occupational health risk in advance, a crucial step in providing mitigation recommendations for workers before they begin their tasks. This study endeavors to develop a predictive model for evaluating occupational health risk arising from exposure to asphalt emissions in road construction. The model is grounded in a validated Computational Fluid Dynamics (CFD) simulation approach and accounts for the influence of on-site mitigation measures. Our findings demonstrate that paver operators face the highest health risks, followed by screedmen and rakers. Additionally, engineering controls hold the most significant weight in preventing on-site health risk (weighted at 0.5396), followed by administrative actions (weighted at 0.2970), and personal protective equipment (weighted at 0.1634). Moreover, a decrease in the emission source temperature and an increase in ventilation conditions on-site can reduce the value of workers' health risk. Overall, the model developed in this study can be adapted for diverse construction projects, providing a real-time framework to assess and implement mitigation measures in advance.

Evaluation of the rheological properties and aging resistance of asphalt modified by MDI/TDI polyurethane

The high cost and high dosage of polyurethane (PU) used in asphalt modification limit its application in asphalt pavement construction. To address these problems, two novel PUs were synthesized by the reaction of low-cost polypropylene glycol (PPG-2000) separately with 4,4 - diphenylmethane diisocyanate (MDI) and with toluene diisocyanate (TDI). This study has further optimized the preparation process and analyzed the influence of the PU synthesis materials on the modified asphalt. Dynamic shear rheology, multiple-stress creep recovery, Fourier-transform infrared spectroscopy, and fluorescence microscopy were used to evaluate the rheological properties and aging resistance of modified asphalt. Results show that the PUs synthesized by MDI and TDI significantly improved the high-temperature performance, low-temperature performance, and aging resistance of modified asphalt compared to unmodified asphalt. Asphalt modified with the PU synthesized by MDI had better high-temperature performance, but the low-temperature performance and aging resistance were worse than those for asphalt modified with the PU synthesized by TDI. The results of rheological aging and chemical aging evaluation showed that the PU synthesized by TDI provided better anti-aging performance. The optimum dosages of both PUs were not more than 6%. These PUs reduce the cost of construction engineering and show excellent application prospects in pavement construction. These two PU-modified asphalts can be applied to pavement construction in different regions based on the properties required.

Layer combination design and effect evaluation of phase change cooling asphalt pavement

Asphalt mixture is a temperature sensitive material. With the change of external environment temperature, asphalt pavement is prone to temperature-related diseases. Adding phase change material (PCM) to asphalt pavement to adjust pavement temperature is one of the effective methods at present. At present, there are many types of research on PCMs, but the research on PCMs added to the pavement structure is very scarce. In this paper, through the temperature test of rutting plate specimens with different layer combinations, the cooling effect of pavement structure combinations with PCMs added to different layers (upper layer, middle layer, and bottom layer) in pavement structure under different illumination times are discussed. Through the self-designed environmental simulation box, the real-time monitoring of the temperature of different layers in the pavement structure is realized. The cooling effect between different layers in different phase change pavement structure combinations is analyzed, and compared with each layer of ordinary pavement structure, and the best addition method is obtained for phase change materials, which provides a certain reference for the construction and specific application of PCM asphalt pavement, and made important contributions to the development of asphalt cooling pavement. The results show that the PCM can effectively reduce the temperature of each layer of the pavement structure. Under different illumination durations, the cooling effect of the samples with PCM in the upper layer was the worst. The samples with phase change material in the middle layer had the best cooling effect in the upper and middle layers of the pavement. The addition of phase change material to both the upper and middle layers had the most obvious cooling effect on the lower layer of the pavement. Therefore, combined with the comprehensive consideration of economy and cooling effect, the comprehensive cooling effect of adding PCMs to the middle surface layer is the best. It is recommended to add phase change materials to the middle surface layer during asphalt cooling pavement construction.

Waste motor engine oil – the influence in warm mix asphalt

Employing Hot Mix Asphalt (HMA) technology for asphalt pavement construction results in the emission of greenhouse gases and other harmful pollutants, contributing to significant air pollution due to extensive energy consumption. Consequently, the adoption of Warm Mix Asphalt (WMA) is recommended, given its potential for enhanced energy efficiency and reduced emissions due to lower mixing and production temperatures compared to HMA. This research delves into the impact of incorporating waste motor engine oil (WMEO) as a bitumen modifier in warm mix asphalt. The investigation involved adding WMEO at various percentages, specifically 0%, 3%, 4%, and 5% based on the weight of bitumen. The study assessed the performance of the samples in terms of penetration, softening point, stability, flow, and stiffness. The findings revealed that the incorporation of WMEO in warm mix asphalt led to a substantial improvement in penetration and softening point. Moreover, the results indicated that incorporating WMEO as a bitumen modifier could enhance the performance of WMA in terms of stability, flow, and stiffness.

An Assessment of the Impact of Climate Change on Asphalt Binder Selection in East China Based on the ARIMA Model

Temperature is a key factor considered in the selection of asphalt binders for asphalt pavement construction. Currently, the asphalt binders used in some regions’ asphalt pavements are no longer suitable for anticipated climate conditions. The reasonable selection of asphalt binder is an important measure for asphalt pavement to adapt to climate change. This paper focuses on the potential impact of climate change on asphalt binder selection in East China in the future. This study is based on the performance grade (PG) system with SUPERPAVE specifications. It involved collecting meteorological data from 109 meteorological stations in East China from 1960 to 2019 and used the ARIMA prediction model to calculate the maximum and minimum design temperatures for road surfaces over the next 20 years. Based on the forecasted road surface temperature data, the impact of climate change on the choice of asphalt binder in East China was discussed. The research findings indicate that, validated by historical data, using the ARIMA model for future temperature prediction has proven reliability. There are some differences in different regions regarding the change in maximum and minimum pavement design temperatures. In 2019 and 2039, there are three and four high temperature grades in East China; these are PG52, PG58, and PG64 and PG52, PG58, and PG64, PG70 respectively. The dominant high temperature grade in East China will remain PG64, and a total of 23.80% of the regions in East China will experience a one-grade upward shift in high temperature grades. PG-28, PG-22, PG-16, and PG-10 are the four low temperature grades distributed in East China in both 2019 and 2039. Compared with 2019, the proportion of areas with grade PG-16 will increase from 33.86% to 34.89%, and the dominant low temperature grade in East China will remain PG-10 in 2039. In the next 20 years, low-temperature cracking issues related to asphalt pavement in some areas of East China will intensify, but the primary challenge will still be problems caused by high temperatures.

Analysis on Construction Technology and Quality Control of Asphalt Pavement in Highway Engineering

With the development of the times and the progress of society, people's requirements for quality of life have become increasingly high. The number of private cars has increased, and road construction projects have also continued to increase. Asphalt pavement has been widely used in road engineering due to its advantages such as high durability, convenient material extraction, and road smoothness. However, the complexity of asphalt pavement construction has brought many difficulties to the construction unit. Strict control over the construction technology and quality of asphalt pavement can not only ensure the normal operation of construction, but also reduce costs. This article focuses on the construction technology and related quality control measures of highway asphalt pavement.