In order to study the synergistic effect of polymer and conductive functional materials on the properties of cement-based materials, polymer conductive cement-based materials were prepared by mixing four polymer lotions of silicon–acrylate emulsion (SG), phenylacrylic emulsion (SR), waterborne epoxy resin emulsion (SH), and acrylic emulsion (SX) with carbon fiber (CF) and carbon black (CB), two conductive functional materials, in a certain proportion. The effects of the different polymer–cement ratios (P/C) of the four polymers on the physical, mechanical, and electrical properties of conductive cement-based materials were studied. The results illustrated that SH improved the fluidity of cement paste, and the four polymers all had a delaying effect, which led to the hardening of the specimens and the extension of the demoulding specimens to varying degrees. SH and SR can increase the ratio of flexural strength to compressive strength (F/C) in cement paste and improve the toughness of materials, and the maximum value is reached when the P/C is 0.15. Except for SX, the other three polymer lotions can reduce the resistivity of cement paste, which is beneficial to the improvement of conductivity. The improvement sequence is SH > SR > SG. Among them, both SH group and SR group achieved the lowest electrical resistivity at the P/C of 0.15. The four kinds of polymer lotion can significantly reduce the water absorption of the specimen and promote the waterproof performance. The improvement effect: SH > SR > SG > SX. Among them, both the SH group and SR group achieved the minimum water absorption at the P/C of 0.15.

In recent years, fatigue cracking in orthotropic steel bridge deck pavements has become a significant concern, so the investigation of the mechanical response of the pavement layer has become a central focus in pavement structure design. This experiment subjected a full-scale specimen to a constant amplitude dynamic load of 60 kN to 300 kN over 2 million cycles. Throughout the testing, a circulating water bath elevated the temperature of the pavement layer from 15 °C to 50 °C. Key locations were monitored for strain and deflection data, facilitating an investigation into the mechanical response of the epoxy asphalt pavement system under the effects of temperature and load. The results indicate that the maximum transverse strain at the bottom of the steel deck occurs at the U-rib weld aligned with the load center, reaching 190% of the initial loading strain. Meanwhile, the maximum transverse strain on the pavement surface is observed at the U-rib weld adjacent to the loaded area, measuring 167% of the initial strain. The maximum longitudinal strain is lower than the maximum transverse strain. In the load zone, the longitudinal strain between the U-ribs exceeds that at the U-rib weld. Both transverse strain and relative deflection increase as the load intensifies. The relationship between transverse strain and applied load is characterized by an exponential function, while deflection exhibits a cubic relationship with the applied load. Elevated temperatures also contribute to increased transverse strains at both the bottom of the steel deck and the pavement surface, following an exponential trend. Relative deflection is primarily influenced by the applied load and remains relatively unaffected by temperature variations. When accounting for the coupling of load and temperature, the maximum transverse strains at both the bottom of the steel deck and the pavement surface can be modeled as an exponential function of the independent variables: load and temperature.

With global sustainable construction growth, fully recycled coarse aggregate concrete (RCAC)—eco-friendly for cutting construction waste and reducing natural aggregate over-exploitation—has poor durability in seasonally freezing saline-soil regions (e.g., Tumushuke, Xinjiang): freeze-thaw and salt ions (NaCl, Na₂SO₄) cause microcracking, faster performance decline, and shorter service life, limiting its use and requiring better salt freeze resistance. To address this, a field survey of Tumushuke’s saline soil was first conducted to determine local salt type and concentration, based on which a matching 12% NaCl + 4% Na₂SO₄ mixed salt solution was prepared. RCAC specimens modified with fly ash (FA), silica fume (SF), and polypropylene fiber (PPF) were then fabricated, cured under standard conditions (20 ± 2 °C, ≥95% relative humidity), and subjected to rapid freeze-thaw cycling in the salt solution. Multiple macro-performance and microstructural indicators (appearance, mass loss, relative dynamic elastic modulus (RDEM), porosity, microcracks, and corrosion products) were measured post-cycling. Results showed the mixed salt solution significantly exacerbated RCAC’s freeze-thaw damage, with degradation severity linked to cycle count and admixture dosage. The RCAC modified with 20% FA and 0.9% PPF exhibited optimal salt freeze resistance: after 125 cycles, its RDEM retention reached 75.98% (6.60% higher than the control), mass loss was only 0.28% (67.80% lower than the control), and its durability threshold (RDEM > 60%) extended to 200 cycles. Mechanistic analysis revealed two synergistic effects for improved performance: (1) FA optimized pore structure by filling capillaries, reducing space for pore water freezing and salt penetration; (2) PPF enhanced crack resistance by bridging microcracks, suppressing crack initiation/propagation from freeze-thaw expansion and salt crystallization. A “pore optimization–ion blocking–fiber crack resistance” triple synergistic protection model was proposed, which clarifies admixture-modified RCAC’s salt freeze damage mechanism and provides theoretical/technical guidance for its application in extreme seasonally freezing saline-soil environments.