To solve the problem of the insufficient anti-slip performance of steel bridge deck wear layers, a kind of new epoxy asphalt mixture FAC-10 (Full Epoxy Asphalt Content is shortened to FAC) is proposed in this paper based on the design method of an asphalt-rich mix proportion. The FAC-10 pavement layer was tracked and tested using a pavement texture tester to study the change in its skid resistance under traffic load from a macroscopic and microscopic perspective. The influence of traffic load on the deformation of the FAC-10 wearing layer was also simulated and analyzed via lab tests. The results show that the new FAC-10 epoxy asphalt mixture is superior to the traditional EA-10 epoxy asphalt mixture in terms of skid resistance. During the monitoring and testing period, the three-dimensional (3D) structure depth of the pavement surface showed a decreasing trend followed by an increasing trend, while the density of microtexture distribution showed the opposite trend. After a wheel pressure rutting test, the rutted slab showed slight deformation and a certain degree of reduction in 3D structure depth; the deformation of the rutted slab mainly occured in the surface layer, and the internal deformation was negligible.

In order to solve the equilibrium problem related to compaction degree, structural integrity of skid resistance, and skid resistance of asphalt wearing layer on a concrete bridge deck, the influence of rolling mode on compaction degree, structural integrity of skid resistance, and skid resistance performance was analyzed according to compaction curve characteristics, image processing technology, and laser method from the compaction mechanism and temperature control of rolling equipment. The results showed that the compaction degree and rolling times of an SMA-13 asphalt wearing course on the bridge deck could be characterized by a logarithmic model, and the model parameters had clear physical significance. Compared with the vibratory roller, the oscillation roller could achieve a greater and more stable compaction degree of the mixture and maintain a better density, compaction degree, and void ratio after 5 times of oscillation rolling. The pavement wear characteristics were extracted by a digital image method. The results showed that with the increase in rolling times, the rolling temperature decreased gradually, and the wear rate of surface texture increased significantly. The multiscale evaluation of pavement antiskid performance by a laser method showed that the surface structure gradually decreased and tended to be stable (1.2 mm) with the increase in rolling times of the vibratory roller, the microscopic texture density increased with the increase in rolling times, and the proportion of acute angle (<90°) in the peak angle of the surface texture profile decreased with the increase in rolling times. The SMA-13 asphalt wearing course on the bridge deck was rolled by a vibratory roller for 6 times, so as to achieve the balance of compaction degree, structural integrity, and skid resistance.

To accurately evaluate the high-temperature stability of cast asphalt concrete, based on the traditional viscoelastic mechanical model, this paper innovatively improves the traditional viscoelastic mechanical model considering the conditions of temperature and dynamic load and deduces the viscoelastic constitutive model of high-temperature deformation performance of cast asphalt concrete, using a dynamic penetration test (DPT) to regress improved the Burgers model parameters and verify the models applicability and reliability. The results show that for the modified Burgers model parameters, E₁, E₂, A, and η₂ decrease with increasing temperature, while parameter B increases with the increase of temperature. The high-temperature deformation of cast asphalt concrete is mainly related to η₁, and η₁ decreases, and deformation increases with the increase in temperature. With the increase in loading times, the dynamic penetration of cast asphalt concrete (AC) gradually increases, that is, when the greater the permanent deformation is. When the specimen is loaded 3000 times, the dynamic penetration value at 60°C is about 1.237mm, and the dynamic penetration value at 50°C is about 0.819mm. Under other loading times, the permanent deformation of the specimen at 60°C is much greater than that at 50°C. There is a good fit between the mechanical model derived from the viscoelastic theory and the measured test data, and the correlation coefficient is greater than 0.98, indicating that the model can accurately describe the permanent deformation law of GA under periodic semivector sinusoidal pulse load at high temperatures. The research results of this paper provide a solid theoretical basis for the promotion and application of cast asphalt concrete, and the method has wide applicability in practical engineering.

This study conducts a rigorous analysis of the moisture diffusion mechanism that undermines the adhesive layer of epoxy asphalt (EA) pavement on steel bridge decks, thereby fostering latent distresses. Furthermore, a novel and highly efficacious approach for detecting these concealed distresses is introduced. The findings of water vapor permeability tests conclusively reveal that the moisture diffusion coefficients of the upper and lower layers of the EA pavement stand at 0.1238 mm²/s and 0.0879 mm²/s, respectively, highlighting this disparity as the primary trigger for concealed issues like pavement delamination and swelling. Leveraging the combined capabilities of three‐dimensional ground‐penetrating radar (3D‐GPR) and infrared thermography, this research reliably detects, identifies, and pinpoints concealed defects at three strategic locations on the steel bridge deck. The integration of these two technologies has exhibited remarkable proficiency in identifying concealed damages. Consequently, this study lays a substantial foundation for evaluating and detecting concealed distress in EA pavements atop steel bridge decks.

As large span steel bridges develop rapidly, the type of steel deck paving is also diversifying. However, the current steel deck paving layer is a dense-graded mixture of both upper and lower layers. This makes it difficult for water to drain out of the dense deck when it enters the interior of the deck, and the deck is easily damaged by the traffic load. This paper aims to prolong the service life of the pavement and solve the problem that the pavement is prone to water damage under the existing pavement system. In this paper, a new steel bridge deck paving system is formed by developing a new type of waterproofing binder layer material and developing an open-graded paving layer underlayment. Through indoor tests and finite element software analysis, the effect of the environment on the pull-out strength of the waterproofing binder layer material under different permaculture conditions is investigated; a suitable void ratio control range for the paving layer is explored through paving layer seepage analysis and indoor tests. The study revealed that the new epoxy resin waterproofing bonding layer was able to maintain a large pull-out strength value in a 60 °C water bath for 2 weeks. The paving with void ratios of 18, 20, and 22% were all able to drain 50% of the water inside the paving within 2 h, with excellent drainage capacity. Based on the modeling analysis and indoor test results, the target void ratio of the asphalt mix under the pavement is recommended to be controlled at 20–22%, with a void ratio in this range to solve the problem of water entering the steel bridge deck pavement and causing pavement distress.

Aiming at the prominent engineering drawbacks of epoxy resin bonding layers on steel bridge decks—namely the narrow construction window, excessive curing triggered by paving delays due to rainfall, and the subsequent interlayer bonding failure as well as schedule and economic losses—this paper innovatively proposes a synchronous paving technology combining epoxy resin tack coat and EA‐10 epoxy asphalt mixture, whose technical feasibility is verified via laboratory tests. Dumbbell‐shaped specimens are adopted for tensile tests to compare the mechanical properties of tack‐free and non‐tack‐free epoxy resins after exposure to high temperatures of 170 and 180°C. Steel plate‐mixture composite specimens are fabricated, and pull‐off and shear tests are conducted at 23 and 60°C to evaluate interlayer bonding performance and shear resistance. The test results indicate that the mechanical properties of non‐tack‐free epoxy resin only slightly degrade under high temperatures, with its core bonding function fully retained. Compared with the conventional tack‐free construction method, the interlayer pull‐off strength of specimens fabricated by the synchronous paving process decreases by merely approximately 1.1%, and all fracture surfaces lie inside the mixture, demonstrating favorable interlayer integration. Increasing the epoxy dosage to 0.8 kg/m ² improves the bearing capacity against shear displacement without causing remarkable variation in shear strength. This research provides experimental support for optimizing the construction technology of steel bridge deck pavement, effectively shortening construction periods and mitigating restrictions imposed by climatic conditions. It boasts promising application prospects in long‐span steel bridge projects.