This paper investigates and analyzes the dynamic response of asphalt pavement under pavement-unevenness excitation based on an orthogonal vector function system and efficient DVP (dual variable and position) method. Firstly, starting from the pavement unevenness of the vehicle excitation source, the pavement-unevenness excitation is established by using the filtered white-noise method, and the random load of the vehicle model is obtained by simulation. Then, based on the basic governing equation of the road-surface problem under the random load, the analytical solution of the road-surface mechanical response is obtained by using the orthogonal vector function system and DVP method. The effects of pavement-unevenness grade, vehicle speed, vehicle load, interlayer contact condition, and transverse isotropy on the mechanical response of the road surface are analyzed via the analytical results. The results show that DVP can effectively solve the dynamic response of pavements under the excitation of pavement unevenness; in addition, it can also be applied to certain situations, such as transverse isotropy of materials and interface conditions. The results show that the pavement unevenness does not affect the average stress and strain of each layer but has a significant effect on the peak value and dispersion degree. An increase in vehicle speed causes a peak in strain and a larger coefficient of variation. Poor bonding between interfaces can lead to increased stress and strain at the bottom of the surface layer.

In order to study the stiffness degradation of pre-stressed concrete T-beams throughout their entire service life, full-scale destructive tests were conducted on newly constructed T-beams. The test process characterized the relationship between load and deflection at different load levels. Meanwhile, the equivalent stiffness and short-term stiffness of the T-beams at different load levels were calculated based on formulas from the code, and a segmental stiffness back-calculation method for pre-stressed concrete T-beam bridges was proposed based on system identification theory. The results show that, during the destructive test process, the T-beams experienced complete, partial linear, and non-linear stages. By using the equivalent stiffness and short-term stiffness to predict the stiffness changes during the overall failure process of the T-beams, it was found that, when cracks appeared, the stiffness of the T-beams decreased by 31% compared to the initial value, and the stiffness continued to decrease as the cracks extended further. The segmental stiffness system identification back-calculation method more accurately described the destructive test process of each section of the T-beams. This method can help to evaluate the extent of damage in each section of the beams during the overall destructive test process and further assess the overall structural integrity of the beams.

This study develops a green, high-performance, cement-based grout by replacing manufactured sand with iron tailings sand (ITS) at ratios of 0–50% to address resource depletion. Fluidity, mechanical strength, and expansion rates were experimentally evaluated to determine engineering feasibility. The results indicate that while ITS inclusion reduces fluidity due to particle morphology, it significantly enhances compressive strength through a physical filling effect. Specifically, the 30% replacement group achieved a peak 28-day compressive strength of 100.4 MPa. Comprehensive analysis identifies 40% as the optimal replacement rate, where the grout strictly satisfies relevant industry specifications regarding fluidity, early strength, and volume stability. This research demonstrates the practical significance of utilizing industrial solid waste to produce high-performance sleeve grout for prefabricated construction.

To investigate the evolution of load-bearing characteristics of pre-stressed beams throughout their service life and to provide a basis for accurately assessing the actual working state of damaged pre-stressed concrete T-beams, destructive tests were conducted on full-scale pre-stressed concrete beams. Based on the measurement and analysis of beam deflection, strain, and crack development under various loading levels during the research tests, combined with the verification coefficient indicators specified in the codes, the verification coefficients of bridges at different stages of damage can be examined. The results indicate that the T-beams experience complete, incomplete linear, and non-linear stages during the destructive test process. In the complete linear elastic stage, both the deflection and bottom strain verification coefficients comply with the specifications, indicating a good structural load-bearing capacity no longer adheres to the code’s requirements. In the non-linear stage, both coefficients exhibit a sharp increase, resulting in a further decrease in the structure’s load-bearing capacity. According to the provisions of the current code, the beam can be in the incomplete linear stage when both values fall within the code’s specified range. The strain verification coefficient sourced from the compression zone at the bottom of the flange is not recommended for assessing the bridge’s load-bearing capacity.