A tunnel health monitoring (THM) system ensures safe operations and effective maintenance. However, how to effectively process and denoise several data collected by THM remains to be addressed, as well as safety early warning problems. Thus, an integrated method for Savitzky–Golay smoothing (SGS) and Wavelet Transform Denoising (WTD) was used to smooth data and filter noise, and the coefficient of the non-uniform variation method was proposed for early warning. The THM data, including four types of sensors, were attempted using the proposed method. Firstly, missing values, outliers, and detrend in the data were processed, and then the data were smoothed by SGS. Furthermore, data denoising was carried out by selecting wavelet basis functions, decomposition scales, and reconstruction. Finally, the coefficient of non-uniform variation was employed to calculate the yellow and red thresholds. In data smoothing, it was found that the Signal Noise Ratio (SNR) and Root Mean Square Error (RMSE) of SGS smoothing were superior to those of the moving average smoothing and five-point cubic smoothing by approximately 10% and 30%, respectively. An interesting phenomenon was discovered: the maximum and minimum values of the denoising effects with different wavelet basis functions after selection differed significantly, with the SNR differing by 14%, the RMSE by 8%, and the r by up to 80%. It was found that the wavelet basis functions vary, while the decomposition scales are consistently set at three layers. SGS and WTD can effectively reduce the complexity of the data while preserving its key characteristics, which has a good denoising effect. The yellow and red warning thresholds are categorized into conventional and critical controls, respectively. This early warning method dramatically improves the efficiency of tunnel safety control.

Millions of tons of reclaimed asphalt pavement (RAP) and reclaimed aggregate or reclaimed inorganic binder stabilized aggregate (RAI) is produced every year in China. The cold recycled mixture (CRM) technology reduces fuel consumption, emissions, and cost and utilizes the high content of RAP. In this paper, six types of CRM with varying RAP/RAI composition and asphalt binders were investigated. The laboratory tests included strength indicators, high temperature stability, low temperature crack resistance, water stability, and dynamic modulus. A full-scale trial section was constructed after the laboratory tests. Except for low temperature failure strain without secondary compaction in the mixture design, test results illustrated that the performances of different CRMs met the specifications. The cement addition limited the thermo-viscoelastic behavior of the CRM. The RAI contents had reduced the water sensitivity of CRM, and the emulsified asphalt CRM had better performance than the foamed asphalt CRM. The performances of samples cored from the test section in the field met the specifications and were lower than that in the laboratory. The curing conditions in the field were not as effective as in the laboratory. The curing conditions and compaction method should simulate the conditions in the field to guide the CRM selection and mixture design.

In the French high-modulus asphalt mixture design system, the complex modulus of the mixture under the conditions of 15 °C and 10 Hz is taken as the design index. However, in China, the dynamic modulus under the conditions of 15 °C, 10 Hz, 20 °C, 10 Hz and 45 °C, 10 Hz was taken as the stiffness modulus index of high-modulus asphalt mixture. The difference in modulus values between the two systems caused the pavement structure layer to be thicker and the construction cost to be higher in China. In order to find out the appropriate modulus value of high-modulus asphalt mixture suitable for China’s modulus parameter conditions to better carry out the reasonable design and evaluation of high-modulus asphalt mixture in China, the modulus of four types of high-modulus asphalt mixtures under the two systems through the two-point bending complex modulus test of the CRT-2PT trapezoidal beam and the SPT uniaxial compression dynamic modulus test were analyzed in this paper. Under the premise of meeting the stiffness modulus index of the French high-modulus asphalt mixture, the relationship conversion models between the dynamic modulus and complex modulus of high-modulus asphalt mixture under different temperatures were established. According to the conversion models, the design evaluation value range of dynamic modulus suitable for China’s condition was recommended. It is recommended that the dynamic modulus of China’s high-modulus asphalt mixture at 15 °C and 10 Hz is not less than 16,000 MPa, the dynamic modulus at 20 °C and 10 Hz is not less than 14,000 MPa, and the dynamic modulus at 45 °C and 10 Hz is not less than 2500 MPa. Five kinds of high-modulus asphalt mixtures used in actual road engineering were tested to verify the reliability of the recommended dynamic modulus values based on the modulus conversion model, and the results are consistent with the recommended value range of the model.

The utilization of red mud waste discharged from the Bayer production process used for extracting alumina from bauxite presents a pressing demand in the aluminum industry. This study aims to adopt a chemical modifier to solidify the Bayer red mud for its application in highway subgrade. The mechanism and properties of the modified red mud using a modifier composed of cement, phosphogypsum and organic polymer, were analyzed and investigated. It was found that the optimal modifier dosage of the solidified modifier was 8%. The three-day unconfined compressive strength of the modified Bayer red mud could reach up to 3 MPa and its strength loss when immersed in water at 7 days and 28 days measured less than 20%. For its real application as subgrade, its road performance could be achieved with good bearing capacity, including a resilient modulus value greater than 90 MPa, a dynamic deformation modulus reaching up to 140 MPa and the Falling Weight Deflectometer (FWD) value measuring less than 100 (0.01 mm). Compared with traditional lime or cement stabilized soil, using locally modified Bayer red mud for subgrade filling can reduce the project cost, minimize the consumption of non-renewable resources and reduce the emission of environmental hazards, thus providing an engineering reference for large-scale and resource-based road applications.

The silt in the Yellow River alluvial plain has low clay content, low cohesion and poor structure. Its stability has always been a difficult problem in the engineering field. In order to improve the engineering properties of the silt in the alluvial plain of the Yellow River, a new type of silt composite flexible curing agent was prepared by using sintered red mud and matrix asphalt as the main materials to comprehensively stabilize the silt. The aim of this study was to investigate the effects of sintered red mud-asphalt composite flexible curing agent on aged mechanical properties of treated silt, in which the replacement levels of the flexible curing agent below 10% by weight are compared. Apart from the compressive strength, the drying shrinkage, low temperature freeze-thaw and high temperature self-healing ability are measured. The test results show that the flexible curing agent has a positive effect on improving the mechanical properties of stabilized silt. The flexible curing agent series exhibit higher compressive strength, better water stability, resistance to freeze-thaw and high temperature self-healing ability, and lower drying shrinkage compared to silt and cement stabilized silt. The preferred dosage 4%~6% of the flexible curing agent is obtained by mechanical property analysis. The SEM images show that the incorporation of the flexible curing agent helps the silt form dense cementation and non-connected microporous structure, that is beneficial to the improvement of water stability and frost resistance. The asphalt component in the flexible curing agent can reorganize and diffuse in the soil, fill the internal pores and micro cracks, and realize the repair of soil damage and structural reinforcement.

In order to explore the influence of steel slag on the road performance of asphalt mastic and its mixtures, steel slag powder (SSP) and steel slag aggregate (SSA) were used to replace limestone mineral powder filler (MF) and natural limestone aggregate (LA) respectively to prepare asphalt mastic and mixture. A series of standardized tests including penetration, softening point, ductility, viscosity, pull-off strength, dynamic shear rheometer (DSR), and bending beam rheometer (BBR) were carried out to evaluate the performance of asphalt mastics with SSP. Meanwhile, high- and low-temperature performance, moisture stability, volumetric stability, and fatigue resistance were evaluated by wheel tracking, uniaxial penetration strength, Hamburg, three-point bending, freeze–thaw splitting, immersed Marshall stability, water immersion expansion, and two-point bending trapezoidal beam fatigue tests. The results show that compared to the asphalt mastic with MF, enhanced high-temperature deformation resistance and reduced low-temperature cracking resistance of asphalt mastic with SSP were observed, as well as superior aging resistance. The improvements in high-temperature stability, moisture resistance, and fatigue performance were confirmed for asphalt mixtures with SSP/SSA. Additionally, compromised volumetric stability and low-temperature crack resistance were found when SSP/SSA was used in mixtures. Although asphalt mixtures with SSA exhibited 257.79%–424.60% higher expansion rate after 21-day immersion than those with LA, the 3-day immersion expansion rates complied with specification limits (<1.5% per JTG F40-2004). Critical volume expansion control measures should be adopted for full-component applications of steel slag powder/aggregates due to the hydration potential of free lime (f-CaO) and magnesium oxide (MgO) in steel slag under moisture exposure.