###### Abstract
[PERSON] believes that the area enclosed by the pavement performance curve in the coordinate system can be used to represent the benefits of preventive maintenance [10]. The US Michigan Highway Administration uses the comprehensive pavement damage rate (DR) and ride quality index (RQI) to calculate the maintenance benefits of stone chip seals and thin layer overlays. Existing benefit evaluation indicators only quantify the performance changes of pavement facilities before and after maintenance to characterize maintenance benefits, which only reflect a certain aspect of the maintenance process while ignoring others. It is difficult to achieve the purpose of comprehensively evaluating maintenance project management and measuring maintenance benefits only by a single index [6]. At the same time, China vigorously advocates the construction of \"resource-saving and environment-friendly\" production methods to reduce resource and energy consumption and enhance my country's sustainable development capabilities. Highway maintenance management requires not only development but also green and sustainable development. Conventional maintenance decisions mostly focus on the two aspects of cost and pavement performance and do not consider the environmental impact, or mostly describe the environmental impact qualitatively. Therefore, in order to scientifically, objectively, and systematically make asphalt pavement maintenance decisions, not only environmental factors must be considered, but also environmental impacts should be quantitatively and qualitatively evaluated [11]. Life cycle assessment (LCA) is an effective means to achieve this goal. LCA can identify and quantify energy consumption and gas emissions over the life cycle of a structure and is a scientific and comprehensive environmental assessment method. Pavement LCA studies are limited but have been developing quickly. In pavement LCA, it is generally divided into five phases of the interactive cycle: material production phase, construction phase, use phase, maintenance and repair phase, and structural demolition stage [12]. Among them, due to the long service life of the road surface, most of the emissions and energy consumption are generated by transport vehicles after the road surface is put into use [13; 14]. Pavement maintenance is more sensitive to changes in traffic parameters, and road maintenance and repair will inevitably cause disturbance to traffic, resulting in delays of vehicles in this road section, additional fuel consumption, and exhaust emissions. For more information regarding the status of pavement LCA studies, one can read [PERSON] [15], [PERSON] et al. [16], [PERSON] et al. [17], and [PERSON] et al. [18]. LCCA deals with economic aspects, while LCA deals with environmental aspects of pavement. Therefore, in this study, it is hoped that these two tools will be combined to form a complete LCA-LCCA model to further enrich the cost assessment system and improve pavement design and maintenance strategies. Under the above background, this study first integrated LCCA and LCA based on the principle that energy consumption and air pollutants, e.g., CO\({}_{2}\), HC, NOx, and CO, were assigned monetary values for unit mass. Then, the environmental damage cost computed by multiplying unit price with energy consumption and air pollutant mass, together with agency cost and user cost, was treated as inputs for the LCCA. Secondly, in the process of building the cost calculation model, the construction process will be maintained by taking into account the cost issues caused by users, the environment, etc., and we provided an improved calculation method to estimate the fuel consumption and environmental emissions associated with speed changes through the work zone areas. Again, consider the maintenance plan's economic benefits, social benefits, and environmental benefits, using the AHP analytical hierarchy process to build a comprehensive evaluation model of expressway pavement maintenance benefits.