In order to improve the properties of calcium sulfate anhydrous whisker (ACSW) and polyester fiber composite reinforced asphalt mixture (ACPRA) to meet the service requirements of pavement materials in low-temperature environments, the central composite circumscribed design (CCC), a kind of response surface methodology, was chosen to optimize the design parameters. Three independence variables, asphalt aggregate ratio, ACSW content, and polyester fiber content were adopted to evaluate the design parameters. Four responsive variables, air voids, Marshall stability, splitting tensile strength, and failure tensile strain, were chosen to study the volumetric and mechanical characteristics, and the low-temperature behavior of ACPRA by the Marshall test and indirect tensile test at −10 °C. The results showed that, taking low-temperature behavior optimization as the objective, the CCC method was practicable to optimize design of ACPRA, and the optimization design parameters were asphalt aggregate ratio of 4.0%, ACSW content of 10.8%, and polyester fiber content of 0.4%. Furthermore, the impact of three independence variables interactions on four response variables was also discussed, and it was identified that the interaction between asphalt aggregate ratio and ACSW content, and between asphalt aggregate ratio and polyester fiber content, has greater bearing on the splitting tensile strength and failure tensile strain of APCRA. Meanwhile, ACSW and polyester fiber enhancing the low-temperature behavior of APCRA was primarily connected with their contents.

In hot and humid climates, asphalt pavements frequently encounter environmental factors such as elevated temperatures and rainfall, leading to rutting deformations and potholes, which can affect pavement performance. The primary objective of this study was to enhance the hydrothermal characteristics of asphalt mixtures through an investigation into the impact of anhydrous calcium sulfate whisker (ACSW) and polyester fiber (PF) on the hydrothermal properties of asphalt mixtures. In this paper, a central composite concatenation design (CCC) was employed to determine the optimal combination of ACSW and PF contents, as well as the asphalt aggregate ratio (AAR). Each influencing factor was assigned three levels for analysis. The evaluation indexes included dynamic stability, retained Marshall stability, and tensile strength ratio. Using the analysis methods of variance and gray correlation degree analysis, the hydrothermal properties of the asphalt mixture were examined in relation to the contents of ACSW, PF, and AAR based on the CCC results. Consequently, the optimal mix design parameters for composite modified asphalt mixture incorporating ACSW and PF were determined. The results indicated that the asphalt mixtures with hydrothermal qualities exhibited optimal performance in terms of 4.1% ARR, 11.84% ACSW, and 0.4% PF. The interaction between AAR and ACSW content had a greater effect on the dynamic stability and tensile strength ratio of the asphalt mixture, whereas the incorporation of ACSW and PF had a greater effect on the retained Marshall stability of the asphalt mixture. Among the three contributing factors, AAR exhibited the strongest relationship with the hydrothermal characteristics of the asphalt mixture, followed by the ACSW content; the correlation of PF content was the lowest. Therefore, to enhance the hydrothermal characteristics of the asphalt mixture, it is important to conduct a full evaluation of the constituents of ACSW and PF, along with the AAR in hot–humid regions.

The use of waste calcium sulfate whiskers in pavement construction is cost-effective and beneficial to the environment. In this paper, modified asphalt binders are prepared by adding calcium sulfate anhydrous whiskers (ACSW, 9 wt.%,11 wt.%, and 13 wt.% by weight of asphalt binder) and polyester fibers (4 wt.%,6 wt.%, and 8 wt.% by weight of asphalt binder). The viscosity-temperature, rheological, and low-temperature properties of the modified asphalt binder were evaluated using the Brookfield rotational viscosity test, the dynamic shear rheometer (DSR) test, the bending beam rheometer (BBR) test, and the force ductility test. The results demonstrated that the addition of the ACSW and polyester fiber could improve the anti-deformation and low-temperature properties of the asphalt binders, but reduce their viscosity-temperature properties to some extent. The modified asphalt binder with 11 wt.% ACSW and 8% polyester fiber showed the best anti-deformation property, while the 11 wt.% ACSW and 6 wt.% polyester fiber modified asphalt binder had a better low-temperature performance. The force ductility test was more suitable than the BBR test to characterize the low-temperature properties of the modified asphalt binders. The Fourier-transform infrared spectroscopy (FTIR) and scanning electron microscope (SEM) tests were conducted to study the functional groups and micro-structure of the modified asphalt binders, and the results indicated that no new functional groups were generated and that the interaction between the ACSW, polyester fiber, and asphalt binder was a physical adsorption and interleaving process.

Asphalt bridge deck pavement is a weak bridge structure area, and early damage usually occurs in this area under vehicle loads. Due to the complexity and diversity of vehicle loads and material structures, it is difficult to truly reflect the mechanical response of bridge deck pavement under vehicle loads. This paper studies the vehicle road interaction from a microscopic perspective. In this research, the dynamic response of asphalt bridge deck pavement under multiple loads is comparatively studied, considering the mesoscopic structure of the asphalt materials. First, the compressive properties, tensile properties and interlaminar shear properties of each layer were studied through laboratory tests. Second, the asphalt mixture bridge deck pavement model, including mesostructured, was established. Then, the subprograms of the sinusoidal vibration load, rolling load and vehicle road coupling load were realised using the discrete element method (DEM). Finally, the mesomechanical response of asphalt bridge deck pavement under those three dynamic loads was comparatively studied. The study finds that there is a large difference in the mechanical response of bridge deck pavement under multiple loads. A sinusoidal vibration load can simply be the moving load, the edge of the loading area and the bottom of the lower layer bear large tensile stress, and the shear stress at the edge of the loading area is approximately 4 times that of the middle area. The rolling load can better reflect the status of the vehicle. There is a certain difference in the shear stress response between the rolling load and the sinusoidal vibration load, and the lower layer bears compressive–tensile alternating stress. Under the vehicle road coupling load, the volatility of the dynamic response is obvious due to the road roughness. Therefore, it is of vital importance to improve the abrasion resistance of the surface layer. The results show that the comprehensive consideration of multiple loads and the mesostructure can provide a more reliable method for the dynamic design of bridge deck pavement, which is of great significance for improving the durability of the pavement.

To analyze the dynamic response of the deck pavement of continuous box girder bridge with variable section corrugated steel webs (CBB) under moving loads, a three-dimensional (3D) finite element model of three-span CBB superstructure was established using the finite element software ABAQUS. The validity of the 3D finite element model was verified by the field static load test data. Five vehicle speeds (40 km/h, 60 km/h, 80 km/h, 100 km/h, and 120 km/h), four types of axle loads (5 kN, 25 kN, 30 kN, and 40 kN), and three kinds of load positions were selected. The dynamic responses of the CBB deck pavement, displacement, stress, acceleration, and impact coefficient were calculated. The results showed that under the action of moving loads, the maximum values of vertical displacement and vertical stress appeared on the top surface of deck pavement. The longitudinal shear stress of deck pavement of CBB increased with the increase of pavement depth, and it reached the maximum value at the top of concrete pavement. With the increase of vehicle speed, the impact coefficient, vertical displacement, and transverse stress of the top surface of deck pavement gradually decreased, which indicated that the stress of deck pavement was significantly impacted by the vehicle speed and axle load, while its vertical displacement was less influenced. Under the eccentric load, the large transverse torsion would be produced in the CBB and the more the load deviates from the centerline of the cross section of the CBB, the greater the vibration amplitude of the vertical acceleration generated by the mid-span node on the surface of the deck pavement. Therefore, the low vehicle speed and eccentric load had a great impact on the structural safety response of deck pavement. In practical engineering, it is necessary to avoid vehicles driving at low speeds on one side of the bridge.

Alkali-activated solid waste-based geopolymer represents a novel form of inorganic cementitious material, which is one of the key research directions in the building materials field to achieve the targets of carbon peak and carbon neutrality. Therefore, taking solid waste materials as raw materials to prepare the alkali-activated solid waste-based geopolymers with better mechanical properties is of significant importance for expanding the utilization channels of industrial solid waste materials in Hebei Province. In this study, three solid waste materials, slag, iron tailings sand and coal gangue powder, were used as the precursors of geopolymer, and solid sodium silicate was used as the activator to prepare the solid waste-based geopolymer. Response surface methodology was adopted to design the composition of the geopolymer, and the dosages of slag, Na₂O and coal gangue powder were taken as design variables, and the compressive strength of the geopolymer at 7 days and 28 days were taken as response variables. The results show that it is feasible to optimize the composition of solid sodium silicate-activated solid waste-based geopolymer (SSG) by using response surface methodology. The error value of the SSG-mortar compressive strength prediction model is below 2.0%. The slag contents exhibit a positive correlation with the compressive strength of SSG-mortar, but the coal gangue powder contents and Na₂O contents have a negative correlation. The optimized compositions of SSG-mortar are 20% iron tailings sand, 26% coal gangue powder, 54% slag, and 6.41% Na₂O (regulated by 6.23% solid sodium silicate and 6.23% solid NaOH granules), and the corresponding compressive strengths of SSG-mortar at 7 days and 28 days are 37.1 MPa and 44.9 MPa, respectively. In addition, dry shrinkage tests, wet–dry cycling tests, freeze–thaw cycling tests, salt corrosion tests, SEM analysis and XRD analysis were conducted on the SSG-mortar with the optimal composition to evaluate its shrinkage behavior, freeze–thaw resistance, salt corrosion resistance and microstructural strengthening mechanisms. The results show that SSG-mortar has relatively good frost resistance and salt erosion resistance. The mass loss rate value and compressive strength loss rate value of SSG-mortar are 1.67% and 18.7%, respectively, after 100 freeze–thaw cycles. Furthermore, the corrosion resistance coefficient value of SSG-mortar is greater than 92%, and the mass loss rate value is lower than 2.4%. The SEM and XRD test results display that, in an alkaline environment, the interwoven consolidation of hydrated gels (including C-S-H gel, C-A-S-H gel, C-(N)-A-S-H gel and N-A-S-H gel) and the filling effect of solid wastes jointly achieve an improvement in the properties of SSG-mortar.