The expansion induced by sulfate attack on cement-treated aggregates (SACA) is a well-known problem that can be solved. It causes obvious heaves in road bases and railway subgrades. In this paper, the effects of the sodium sulfate content, cement content, degree of compaction, sulfate types, attack types, aluminum ion supply, concentration of curing sulfate solution, and temperature on the expansion behavior induced by SACA were investigated over 60 days in the laboratory. Based on the Sobol sensitivity analysis method, the influence of the sensitivity of each factor on the expansion was quantitatively analyzed, and the dominant factor of expansion was proposed. Results show that sulfate content is the domain factor of expansion that is induced by SACA, and it presents a logarithmic function relationship with strain. The 0.5% sodium sulfate content is the minimum sulfate content which causes the expansion that is induced by SACA. When the sulfate content is less than 1%, the expansion induced by SACA is minor. When the sulfate content is between 1% and 3%, the expansion behavior is expressed in four stages as follows: rapid strain increase, followed by a short stagnation period, then a significant strain increase and, finally, constant strain. When the sulfate content is greater than 5%, there are two stages comprising the expansion behavior as follows: the rapid strain increases and constant strain occurs. Greater sulfate content, greater degree of compaction, and lower temperature have positive effects on the expansion induced by SACA. The cement content does not have a consistent effect on expansion behavior. Compared with a sodium sulfate attack, both the reaction rate and expansion of cement-treated aggregates that are attacked by gypsum are smaller, and the attack period is also longer. When the sulfate content is greater than 1%, the addition of kaolin promotes the progression of the expansion induced by SACA. A small amount of water is sufficient for the demand for the sulfate attack. When the sulfate content is at a certain level, the expansion induced by SACA that is under external attack is much smaller than the expansion that is under internal attack. This study is expected to serve as a reference for future research on the mechanics of SACA, and it attempts to provide theoretical support for amending expansions that are induced by SACA.

In winter, some roads face the problems of severe rain accumulation and ice formation, which pose major risks to traffic safety and result in substantial economic losses. With the development of hydrophobic materials, hydrophobic coatings have gradually gained attention as a novel anti-icing technology. In this study, utilizing vinyl triethoxysilane (VTES) as the monomer and benzoyl peroxide (BPO) as the initiator, a hydrophobic anti-icing coating for highway pavements was prepared through the free radical polymerization method. Through designing the icing rate test and ice–pavement interface adhesion strength test, combining the contact angle test technology, wet wheel abrasion test, and pendulum friction coefficient test, the anti-icing performance, durability, and skid resistance performance of the hydrophobic anti-icing coating under the three types of mixtures of asphalt concrete (AC-13), Portland cement concrete (PCC), and porous asphalt concrete (PAC-13) were evaluated. The results indicate that when the surface layer of the pavement was sprayed with anti-icing coating, the water was dispersed in a semi-spherical shape and easily rolled off the road surface. Compared to uncoated substrates, the anti-icing coating reduced the icing rate on the surface by approximately 25%. Comparing with the uncoated pavements mixtures, for AC-13, PCC, and PAC-13 pavements, the ice–pavement interface adhesion strength after the application of hydrophobic anti-icing coating reduced by 30%, 79% and 34%, respectively. Both cement pavements and asphalt pavements, after the application of hydrophobic anti-icing coating, expressed hydrophobic properties (contact angle of 131.3° and 107.6°, respectively). After wet wheel abrasion tests, the skid resistance performance of pavement surfaces coated with the hydrophobic anti-icing coating met the specification requirements. This study has great significance for the promotion and application of hydrophobic anti-icing technology on highway pavements.

In order to study the noise reduction performance of Porous Elastic Road Surface (PERS), the vibration noise and air pumping noise has been separated from the tire–road noise through the finite element numerical simulation method. The tire–road noise model among the tire, road and surface air has been constructed by coupling of acoustic waves. The characteristics of tire–road noise under the PERS, Porous Asphalt Concrete (PAC), and Asphalt Concrete (AC) pavements have been analyzed through the modelling. The tire–road noise has also been investigated through the noise field tests. The generating process, coupling characteristics, and noise reduction performance of the vibration noise and the pumping noise of PERS pavements has been revealed. The results show that the tire–road noise was mainly generated by the vibration noise under the vehicle speed below 80 km/h. The proportion of pumping noise gradually exceeds that of vibration noise under the vehicle speed greater than 90 km/h. And the pumping noise gradually played the major role in the tire–road noise, which also increased with the increasing of vehicle speed. Comparing with AC and PAC pavements, PERS pavement exhibited the obvious advantages in noise reduction. Additionally, the reliability of the tire–road noise model has been verified through the field noise tests. It is expected that this work will serve as a reference for future research on the mechanics of the generation of tire–road noise, and try to provided theoretical support for the application of PERS.