The utilization of nanomaterials in the field of binder materials for road paving has attracted researchers’ attention in recent years. This study presented the performance properties of a binder modified with carbon nanotubes (CNT) and polyethylene (PE). The rheological properties, adhesion behavior, morphology, and storage stability of the modified asphalt were investigated. Experimental analysis indicated a positive effect of CNT/PE composites on the performance of the binder. The results indicate that the combined use of CNT and PE shows a significant enhancement on complex modulus, viscosity, and creep recovery of the binder at high temperatures and a great decrease in compliance, indicating great resistance to permanent deformation. Meanwhile, only using CNT to improve the high temperature performance of the binder is limited due to high shear mixing. CNT/PE modifiers enhance the cracking resistance at low temperatures and moisture damage resistance. The CNT/PE melt mixing composites endow asphalt with stronger cracking resistance, better resistance to moisture damage and workability. Asphalt with CNT/PE composites formed an even dispersion system. Notably, CNT bridges on the interface between PE phase and asphalt for the two modified asphalts, which reinforces the cohesion of interface. Asphalt with CNT/PE composites showed improved storage stability in comparison with PE modified asphalt.

Dynamic compaction (DC) is one of the most popular methods for ground improvement. To solve the problem of the factors affecting the sandy soil improvement effect and estimate the effective improvement range under DC, the influences of drop number, drop energy, tamping distance, tamper radius, and drop momentum on the relative degree of improvement were investigated. Three normalized indicators △δ_z,i, △δ_A,i, and △δ_U,i were derived to evaluate the weak zone and corresponding improvement effect. For multipoint tamping, it is found that the improvement depth and the improvement of the weak zone are highly correlated with drop energy and drop momentum, while the influence of the drop number and tamper radius is relatively smaller. The improvement of the weak zone and the improvement depth decrease with tamping distance, whereas the improvement area increases with tamping distance. The soil compacted by the previous impact point will be improved to a lesser extent with impact at subsequent impact points. It is also noted that drop energy had better not exceed the saturated drop energy in DC design. Based on the parametric study, a formula considering the various factors of DC was put forward, with the validation by two field cases of DC.

Resistance of asphalt mix to low-temperature cracking and rutting at high temperature is very important to ensure the service performance of asphalt pavement under seasonal changes in temperature and loading. However, it is challenging to balance the improvement of such resistance by using additives, e.g., anti-rutting agent (ARA). This study focuses on improving the flexibility of anti-rutting asphalt mix by incorporating crumb rubber (CR) and ARA. The properties of the prepared modified asphalt mix were evaluated in the laboratory by performing wheel tracking, three-point bending, indirect tensile, and uniaxial compression tests. The experimental results showed that the dynamic stability of modified asphalt mix was significantly increased due to the addition of ARA and further improved by incorporating CR. The maximum bending strain at −10 °C was increased due to the contribution of CR. The results of indirect tensile strength and resilient modulus further indicated that the CR-modified anti-rutting mixture was more flexible. Moreover, the field observation and evaluation indicated that the CR-modified anti-rutting asphalt pavement met the standard requirements, better than normal asphalt mixture in many parameters. A conclusion can be made that incorporating CR in asphalt mixture prepared with ARA can improve pavement performance at both high and low in-service temperatures.

Situ sensors with high accuracy, long durability, and high survival rate are crucial for the health monitoring of asphalt pavement. Due to the harsh environment during the construction period and service life, the monitoring components which can be buried synchronously with the construction period of the road surface become a difficult problem to be solved urgently. The development of functional composites sheds a new insight for pavement strain detection with remarkable self-sensing behavior. In this paper, the substitutability and synergy effect of graphene platelets with carbon nanotubes (CNTs), the effect of CNT types with different specific surface areas in epoxy composites to the morphological, electrical, and mechanical properties, and the strain-electrical resistance response peculiarity of composites were evaluated. The performance of developed composite sensors with epoxy encapsulation was investigated through laboratory experiments. The morphologies showed that CNT-GNP hybrids in composites present a better dispersion state because of the size effect and synergetic effect whereas the pure CNTs are prone to entangle with each other. Composites with CNT(SSA500) display the most amounts of conductive units in same dosage. CNTs and GNP can strengthen the elastic modulus of the epoxy matrix to basically the same as that of asphalt mixture within the range of 1100–1500 MPa. At last, Laboratory experiments have proved the promising prospect for CNTs-GNP/epoxy composites serving as the strain sensor. The developed composites-based strain sensor can provide a new prospect for asphalt pavement monitoring.

Highway widening is an important way to improve the existing expressway capacity and promote the development of transportation systems. The differential settlement between the old and new subgrade is the key factor to evaluate whether it is necessary to carry out ground improvement for the new foundation, which will cause longitudinal pavement cracking and even subgrade instability. Therefore, the most critical task in the highway expansion project is controlling differential settlement, particularly post-construction differential settlement. In this study, a fluid-structure coupling settlement analysis model was developed based on FLAC3D, and a modified Cam-clay (MCC) model was used to describe the difference between new and old foundation parameters. The working conditions of different subgrade heights and groundwater levels were simulated to analyze their influence on the differential settlement during and after construction. With the increment value of the transverse slope (Δi) and maximum slope (k) of new and old subgrade settlement curves as evaluation indexes, the differential settlement size of widened subgrade under different working conditions is evaluated, which provides a basis for the design of widened foundation engineering and provides suggestions on whether reinforcement measures should be taken. The results show that the post-construction differential settlement increases with the increase in groundwater level and subgrade height. Under the requirement of Δi ≤ 0.5%, it is not necessary to take reinforcement measures under the condition of local water levels under a 2 m subgrade height and −9 m and −11 m groundwater levels under a 4 m subgrade height. However, when the water level rises further, or the height of the subgrade increases further, it is necessary to take foundation reinforcement measures. Meanwhile, for the requirement of k ≤ 0.5%, foundation reinforcement measures should be taken for all working conditions regardless of the water level or subgrade height. The research results can provide theoretical value and reference for foundation treatment in roadbed-widening engineering.

The development of the transportation industry has led to an increasing number of overloaded vehicles, which reduces the service life of asphalt pavements. Currently, the traditional vehicle weighing method not only involves heavy equipment but also has a low weighing efficiency. To deal with the defects in the existing vehicle weighing system, this paper developed a road-embedded piezoresistive sensor based on self-sensing nanocomposites. The sensor developed in this paper adopts an integrated casting and encapsulation technology, in which an epoxy resin/MWCNT nanocomposite is used for the functional phase, and an epoxy resin/anhydride curing system is used for the high-temperature resistant encapsulation phase. The compressive stress-resistance response characteristics of the sensor were investigated by calibration experiments with an indoor universal testing machine. In addition, the sensors were embedded in the compacted asphalt concrete to validate the applicability to the harsh environment and back-calculate the dynamic vehicle loads on the rutting slab. The results show that the response relationship between the sensor resistance signal and the load is in accordance with the GaussAmp formula. The developed sensor not only survives effectively in asphalt concrete but also enables dynamic weighing of the vehicle loads. Consequently, this study provides a new pathway to develop high-performance weigh-in-motion pavement sensors.