## 1 Introduction  
Cold mix asphalt (CMA) combines unheated aggregates, mineral fillers, and bitumen emulsion to produce flexible pavement materials. This technology allows the manufacture of mixtures at ambient temperatures without heating vast amounts of aggregates and bitumen, decreasing CO\({}_{2}\) emissions and saving energy and thereby playing a fundamental role in developing sustainable and ecological pavements [1, 2, 3]. Therefore, they are gaining popularity, including in recycling work [4], due to their low environmental impact and high sustainability compared with hot paving technologies. Microsurfacing asphalt mixtures can be described as a cold mix technology for preventive paving maintenance, which involves the application of a combination of polymer-modified asphalt emulsion, well-graded fine aggregate, mineral filler (usual cement), water, and chemical additives (if any) at ambient temperature [5, 6, 7, 8]. Extensive studies conducted by the Texas Transportation Institute (TTI) have confirmed the effectiveness of microsurfacing as a valuable method for preventative maintenance and pavement preservation, leading to a substantial increase in the service life of existing pavements. However, it is essential to note that while microsurfacing extends pavement life successfully by three to four years, its ability to reduce long-term cracking is somewhat limited. Nevertheless, microsurfacing guarantees the provision of a functional and long-lasting pavement surface. The same transportation institute highlighted the crucial role of careful project selection in successfully implementing microsurfacing. Although microsurfacing has proven effective in addressing issues such as rutting, bleeding, loss of surface friction, oxidation, and traveling, its effectiveness may be constrained when it is applied to pavement with structural deficiencies [9; 10]. They are a usual solution for pavement maintenance, acting as a protective surface course that can address issues related to skid resistance, traveling, or oxidation on structurally sound pavements, improving the road surface characteristics [5; 11; 12]. Microsurfacing is also employed to correct the shape or profile rutted wheel paths and obtain a faster traffic opening [13], with a 40% reduction in the number of original rutting and substantial increases in the friction characteristics of the pavement being reported in previous works [14]. In addition, since this technology requires fewer material resources, is cold-produced, and laid at a low thickness, it has a low cost, short construction period, and rapid traffic opening [15; 16]. [PERSON] and [PERSON] [17] stated that microsurfacing is generally classified as a preventative instead of a corrective maintenance treatment due to the significant ability of microsurfacing to seal and restore pavement surfaces. According to [PERSON], [PERSON] [14], the first step to effectively using microsurfacing when treating existing flexible pavements is to ensure the pavement is structurally sound and appropriately prepared to accept the treatment. However, [PERSON] [18] alleged that microsurfacing is a technique for preventive, routine, and corrective conservation; this flexibility was justified because it is a thin coating that can be placed in a thickness of two to three times the size of the mixture's largest aggregates. According to [PERSON] and [PERSON] [3], cold mix technologies present several advantages, including energy-saving, the inexistence of harmful gas emissions, and facilitated application in varying climatic conditions. However, it lags far behind in research and applications. The authors stated that, unlike the hot mix design, a universally accepted cold mix design procedure is still not established. The laboratory procedures followed by different researchers/agencies vary widely regarding compaction methods, curing conditions, and other mixing procedures for evaluating relevant engineering properties. The same situation occurs with microsurfacing.