Extensive use of cement in the construction industry increases CO₂ emissions and has a negative impact on the environment. In this work, recycled coarse aggregate (RCA) from construction and demolition wastes (C&DW) was used to fabricate sustainable pervious concrete (PC). In order to mitigate the environmental hazards of excess cement waste and to improve the engineering properties of PC, silica fume (SF) and ground granulated blast-furnace slag (GGBS) were added. The effects of SF and GGBS on the compressive strength, permeability coefficient, porosity, and abrasion resistance of recycled aggregate pervious concrete (RAPC) were investigated. The results show that the incorporation of GGBS and SF effectively improves the compressive strength of RAPC but reduces the permeability coefficient and porosity. Moreover, due to the filling effect and pozzolanic activity, the incorporation of GGBS and SF significantly enhances the abrasion resistance of RAPC. Furthermore, the relationships between the compressive strength, permeability coefficient, porosity, and abrasion resistance of RAPC are clarified. The optimum replacement is achieved when the SF content is 7%, and the GGBS content is 20%, respectively, which results in the highest compressive strength (28.9 MPa) and the lowest permeability coefficient (1.2 mm/s) at 28 days, and the lowest mass loss rate (12.1%) after the Cantabro abrasion test.

Due to many uncertainties in nonprobabilistic reliability assessment of bridges, the limit state function is generally unknown. The traditional nonprobabilistic response surface method is a lengthy and oscillating iteration process and leads to difficultly solving the nonprobabilistic reliability index. This article proposes a nonprobabilistic response surface limit method based on the interval model. The intention of this method is to solve the upper and lower limits of the nonprobabilistic reliability index and to narrow the range of the nonprobabilistic reliability index. If the range of the reliability index reduces to an acceptable accuracy, the solution will be considered convergent, and the nonprobabilistic reliability index will be obtained. The case study indicates that using the proposed method can avoid oscillating iteration process, make iteration process stable and convergent, reduce iteration steps significantly, and improve computational efficiency and precision significantly compared with the traditional nonprobabilistic response surface method. Finally, the nonprobabilistic reliability evaluation process of bridge will be built through evaluating the reliability of one PC continuous rigid frame bridge with three spans using the proposed method, which appears to be more simple and reliable when lack of samples and parameters in the bridge nonprobabilistic reliability evaluation is present.

The proper reutilization of the phosphogypsum (PG) by-product derived from the production of phosphoric acid and recycled concrete aggregate (RCA) from waste concrete in roadbase materials is of great necessity and importance. This investigation tried seeking a new approach to reuse them to high quality, including turning PG into calcinated PG (CPG) via washing and calcination, as well as adopting sodium metasilicate nonahydrate (SMN) to strengthen the roadbase materials of cement-stabilized CPG and RCA. Upon the mix design, with a series of experiments including unconfined compressive strength, the wet–dry cycle, freeze–thaw cycle, and scanning electron microscopy, the comprehensive effects of PG treatment, the CPG to RCA mix ratio, SMN dosage, wet–dry cycle and freeze–thaw cycle on the road performance of roadbase materials were well evaluated, and the traffic bearing capacity and microstructure characteristics were also analyzed. The results demonstrate that the 7 d unconfined compressive strength of CPG/RCA roadbase materials can reach 5.34 MPa as the CPG and SMN dosage are 20% and 11%, respectively, which meets the requirements of an extremely and very heavy traffic grade. After five wet–dry cycles and freeze–thaw cycles, the resistance of the CPG/RCA roadbase materials to moisture and frost was significantly improved as 11% SMN was added. Meanwhile, SMN contributes to the reduction in crack width and densifies the microstructure of CPG/RCA roadbase materials. The research results can be used to provide new guidance for building more durable roadbase materials.

With the rapid development of wind energy, large-scale disposal of retired wind turbine blades (rWTBs) has become a hotspot issue worldwide, especially in China. Currently, some practices have reused them in producing artworks, bus stations, concrete structures, etc., but their consumption and value are considered to be very low. Therefore, the recycling of rWTBs into asphalt pavement may be a good way to achieve the goals of large consumption and added value. On this basis, this study first obtained rWTBs crushed and ground into fine powders and then mechanically mixed with styrene–butadiene rubber after silane treatment for the final preparation of the powder modifier (R-Si-rWTB). Afterward, these modifiers were used to prepare composite-modified asphalt mixtures in combination with SBS. Through a series of structure and performance characterizations, the following valuable findings were reached: after the silane and rubber treatments, the microstructure of rWTBs became tougher and almost all of the fibers were coated by the rubber; the R-Si-rWTB modifier had a significant effect on improving the resistances of the asphalt mixture to moisture-induced damage, reaching 95.6%; compared to that of the virgin asphalt mixture (83.67%), the immersed residual Marshall stability of the 30R-Si-rWTB/70SBS asphalt mixture was higher, being between 86% and 90%; the rut depth development of 30R-Si-rWTB/70SBS was very close to that of 0R-Si-rWTB/100SBS, and their dynamic stabilities were close to each other, namely, 5887 pass/mm and 5972 pass/mm; and after aging, the resistances of the 30R-Si-rWTB/70SBS asphalt mixture to moisture and freeze–thaw damage improved. Overall, the value-added recycling of rWTBs into a modifier can contribute to better and more durable asphalt pavement.