The combined retaining structure has gradually received considerable attention in the slope engineering, due to its good reinforcement effects. However, most of the published research studies were focused on the seismic responses of the single‐formal supporting structure only. The investigations of dynamic responses of the combined retaining structures are scarce, and the current seismic design is conducted mainly based on experiences. In this work, a series of large‐scale shaking table tests were conducted to investigate the seismic responses of the combined retaining structures (i.e., prestressed anchor cables and double‐row antisliding piles) and the reinforced slope under seismic excitations, including amplification effect of internal and surface acceleration of the reinforced slope, distribution and change of prestress of the anchor cable, dynamic response of soil pressure behind the antislide pile, and horizontal displacement of the reinforced slope surface. Test results show that, supported by the reinforcement of composite support system, the slope with the multilayer weak sliding surface can experience strong ground motion of 0.9 g. The load of the antisliding pile has reached 80% of its bearing capacity, and the load of the anchor cable has reached 75.0% of its bearing capacity. When the seismic intensity reaches 0.5 g, the slope surface has an obvious downward trend, which will make the corresponding soil pressure suddenly increase after the antislide pile. At the potential sliding zone, the axial force of the anchor cable will increase suddenly under the action of earthquake; after the earthquake, the initial prestress of the anchor cable will be lost, with the loss range of 17.0%∼23.0%. These test results would provide an important reference for the further study of the seismic performance of such composite support structure.

The compaction quality of soil–rock mixture (SRM) subgrades critically influences infrastructure stability, but conventional settlement difference methods exhibit high spatial sampling bias (error > 15% in heterogeneous zones) and fail to characterize the overall compaction quality. These limitations lead to under-compaction (porosity > 25%) or over-compaction (aggregate fragmentation rate > 40%), highlighting the need for real-time monitoring. This study develops an intelligent compaction system integrating (1) vibration acceleration sensors (PCB 356A16, ±50 g range) for compaction meter value (CMV) acquisition; (2) near-infrared (NIR) moisture meters (NDC CM710E, 1300–2500 nm wavelength) for real-time moisture monitoring (sampling rate 10 Hz); and (3) an embedded edge-computing module (NVIDIA Jetson Nano) for Python-based data fusion (FFT harmonic analysis + moisture correction) with 50 ms processing latency. Field validation on Linlin Expressway shows that the system meets JTG 3430-2020 standards, with the compaction qualification rate reaching 98% (vs. 82% for conventional methods) and 97.6% anomaly detection accuracy. This is the first system integrating NIR moisture correction (R² = 0.96 vs. oven-drying) with CMV harmonic analysis, reducing measurement error by 40% compared to conventional ICT (Bomag ECO Plus). It provides a digital solution for SRM subgrade quality control, enhancing construction efficiency and durability.

Field measurements of ground vibrations were conducted along the Paris–Brussels high-speed railway (HSR) to systematically analyze vibration characteristics generated by embankment and cutting sections. Utilizing the 2.5D finite element method (FEM), numerical models were developed for both earthworks to evaluate the influences of design parameters on ground vibration responses. Results demonstrate that train axle load dominates vibration amplitude in the near-track zone, while the superposition effect of adjacent wheelsets and bogies becomes predominant at larger distances. Vibration energy attenuates progressively with increasing distance from the track, with medium- and high-frequency components decaying more rapidly than low-frequency components. The dominant vibration frequency is determined by the fundamental train-loading frequency (f₁), which increases with train speed. Distinct attenuation patterns are identified between earthwork types: embankments exhibit a two-stage attenuation process, whereas cuttings undergo three stages, including a vibration rebound phenomenon at the slope crest. Furthermore, greater embankment height or cutting depth reduces ground vibrations, but beyond a critical threshold, further increases yield negligible benefits. A higher elastic modulus of the embankment material correlates with reduced vibrations, and steeper cutting slopes, while ensuring slope stability, contribute to additional mitigation.

Warm-mix asphalt (WMA) technology and basalt fiber modification have been increasingly applied in road engineering. However, conventional basalt fibers often disperse unevenly and tend to agglomerate. In this study, basalt fiber powder (BFP) was incorporated into a Sasobit-based WMA system and systematically compared with matrix asphalt, Sasobit-modified WMA, conventional basalt fiber-modified WMA, and styrene butadiene styrene (SBS)-modified asphalt. Multiscale characterization—including dynamic shear rheometry (DSR), bending beam rheometry (BBR), scanning electron microscopy (SEM), and nanoindentation—was conducted to elucidate rheological behavior and interfacial micromechanical responses. The corresponding Asphalt Concrete-13 (AC-13) mixtures were further evaluated through rutting tests, low-temperature bending tests, and moisture susceptibility tests. Results demonstrate that micronized BFP achieves more homogeneous dispersion within the asphalt matrix and may promote a more effective reinforcing morphology, significantly enhancing high-temperature deformation resistance while partially mitigating the low-temperature stiffness increase induced by Sasobit. Compared with conventional basalt fiber systems, BFP shows better stress relaxation capacity and interfacial mechanical response under the tested conditions. At the mixture level, the BFP–Sasobit system showed the best overall performance, with the dynamic stability increasing by 242.2% relative to the base asphalt mixture and the residual Marshall stability reaching 92.3%, while the low-temperature flexural strain increased by 33.3%. Overall, the findings suggest that morphology-controlled micronization provides a morphology-guided enhancement strategy for Sasobit-based warm-mix asphalt by promoting coordinated improvements across the rheological, micromechanical, and mixture scales.

Pretensioned precast pavement slabs exhibit reduced compressive stress near their free ends owing to the finite transfer length of prestressing strands. This study investigated an 800 mm self-stressing concrete end segment using five mixtures containing 0%, 6%, 10%, 12%, and 18% expansive agent and a 3700 mm × 975 mm × 240 mm instrumented slab monitored during strand release and for 180 days thereafter. The E10 and E12 restrained specimens developed calculated self-stresses of 1.36 and 1.53 MPa, respectively, whereas the E18 specimen exhibited a visible longitudinal crack. At 28 days, the expansive mixtures attained compressive and flexural strengths of at least 59.2 and 7.7 MPa, respectively. In the slab, strand-induced compression was approximately 0.50 MPa at 125 mm from the end and 1.25 MPa in the interior, indicating a local deficit of 0.75 MPa. The mean end-segment strain 24 h before release was 221.23 με, corresponding to 1.86 MPa of calculated restraint stress. Total compression at 125 mm reached 2.24 MPa immediately after release and was estimated at 1.58 MPa on day 140 before thermal correction. A full-length compatibility model estimated the end-plate device contribution at 0.12 MPa after release and 0.07 MPa on day 140. The monitored release response indicates that restrained expansion restored compression in the slab end relative to the interior reference.