The performance of waterproof bonding layer systems significantly affects the service life of concrete bridge deck pavement. This article aims to compare the bonding properties and composite structure mechanical properties of different waterproof bonding layer systems in bridge deck pavement to recommend appropriate structures based on service conditions. To fulfill this objective, four kinds of waterproof bonding material composite systems were designed, and test samples were fabricated. Then, the waterproof bonding layer properties were studied by penetration resistance tests, scalding resistance tests, and corrosion resistance tests. Pull-off tests were conducted to compare the bonding properties. Then, dynamic modulus tests, Hamburg wheel tracking tests, and static load creep tests of composite structure specimens were implemented to evaluate the dynamic and static mechanical performances and water-temperature stability. The findings showed that the four schemes had good impermeability. The pull-off strengths of scheme III at 25 °C were about 2.5-, 2.5-, and 4-times those of schemes I, II, and IV, respectively, and the pull-off strengths at 50 °C were about 1.6-, 2-, and 1.6-times those of schemes I, II, and IV, respectively, and the bonding performances and dynamic modulus of different schemes were ranked as follows: III > I > II > IV. The results of the Hamburg wheel tracking test were consistent with the static load creep test. The high-temperature stability of scheme IV was the best, while the stabilities of scheme III and I were better than that of scheme II. In conclusion, the scheme of concrete bridge deck pavement can be selected based on the environmental conditions and traffic load, and schemes III and I should be considered first. The findings of this research could provide technical support for the future design of bridge deck waterproof bonding systems.

In order to quantify the fusion behavior of new and old asphalt during the hot recycling process, and to detect the degree of fusion of blended asphalt in different reclaimed asphalt pavement, this paper designs an experimental method to measure the fusion degree of new and old asphalt during the hot recycling process. This method uses magnetite aggregate instead of new aggregate to achieve the separation of new and old materials in the hot recycled asphalt mixture, and uses the “toluene extraction” method to separate the aggregate and asphalt in the hot reclaimed asphalt pavement. The rod-like thin layer chromatography is used to analyze the component changes of asphalt during the hot recycling process, and a formula for calculating the fusion degree of new and old asphalt is proposed. Reclaimed asphalt mixture from different sources are tested and the results show that it can accurately and effectively measure the fusion degree of new and old asphalt during the hot recycling process. The degree of fusion of blended asphalt in different milling materials varies greatly, mainly due to the complexity of milling processes and sources, but their fusion degree is less than 50%.

Under the influence of long-term vehicle loads and large attenuation degrees, asphalt pavement performance gradually decreases, which leads to failure in fulfilling the appropriate requirements and, in turn, may affect driving safety. The purpose of this paper was to study the attenuation mechanism and rule of styrene–butadiene–styrene (SBS)-modified recycled asphalt pavement, so as to determine the applicable position and rational utilization of recycled asphalt mixture. To achieve this goal, two structures were designed, and full-scale experiments were carried out. The performance of the field test road based on accelerated loading testing (ALT) was analyzed through field monitoring data. The fatigue characteristics of stone matrix asphalt-13 (SMA-13) and asphalt concrete-20 (AC-20) mixtures before and after accelerated loading were studied via the trabecular bending fatigue test and dynamic modulus test. The microscopic components in the asphalt mixtures were determined via thin-layer chromatography on chromarods with flame ionization detection (TLC-FID). The results showed that the fatigue properties of recycled asphalt mixture can meet the requirements of ordinary asphalt mixtures and meet the technical standards of asphalt pavement design. With the increase in loading times, the British pendulum number (BPN) value of the two structures tended to be stable, and the BPN of Plan 2 was six less than that of Plan 1. Under the same test conditions, the fatigue life sequence of the recycled asphalt mixture under different loading frequencies was 20 Hz > 10 Hz > 5 Hz. The contents of four components in the reclaimed asphalt mixture were similar to those in the ordinary asphalt mixture. The light component of the reclaimed asphalt mixture of SMA-13 was reduced by 11.69%, and the light component of the ordinary asphalt mixture of SMA-13 was reduced by 15.29% through the full-scale test. In summary, recycled asphalt mixture should not be applied to the upper layer of pavement but can be rationalized in the middle layer and the bottom layer of pavement.

In the construction of asphalt pavement, the compaction quality directly determines the pavement’s performance in use. Insufficient compaction is prone to cause early damage, while excessive rolling may lead to problems such as stone fragmentation and asphalt seepage. To break through the bottleneck of the existing detection technology, promote the application of ground penetrating radar in the field of compaction degree detection, and achieve a more scientific assessment of compaction quality, this paper deeply explores the detection technology based on the radar reflection wave amplitude method. This article systematically analyzes the principle, system composition and data processing flow of this detection technology. Combined with actual engineering cases, it analyzes the reliability of ground penetrating radar in detecting the compaction degree of asphalt pavement under different working conditions. The research finds that there is a significant correlation between the dielectric constant of the pavement structural layer and the void ratio. Based on the reflection wave method, the dielectric constant can be accurately determined, and then the void ratio and compactness of the structural layer can be calculated. At the same time, it is clear that this test method is applicable to dry asphalt pavement.