Natural vibration characteristics serve as one of the crucial references for bridge monitoring. However, temperature-induced changes in the natural vibration characteristics of bridge structures may exceed the impact of structural damage, thus causing some interference in damage identification. This study analyzed the influence of temperature on the natural vibration characteristics of simply supported beams, which is the most widely used bridge structure. The theoretical formula for the variation of the natural frequency of simply supported beams with temperature was proposed. The elastic modulus of simply supported beams in the range of −40 °C to 60 °C was acquired by means of the falling ball test and the theoretical formula and was compared with the elastic modulus obtained by the three-point bending test at room temperature (20 °C). In addition, the Midas/Civil finite-element simulation was carried out for the natural frequency of simply supported beams at different temperatures. The results showed that temperature was the main factor causing the variation of the natural frequency of simply supported beams. The linear negative correlation between the natural frequency of simply supported beams and their temperature were observed. The natural frequency of simply supported beams decreased by 0.148% for every 1 °C increase. This research contributed to the further understanding of the natural vibration characteristics of simply supported beams under the influence of temperature so as to provide references for natural frequency monitoring and damage identification of beam bridges.

Rollpave pavement, as a rollable prefabricated asphalt pavement technology, can effectively reduce the overall road closure time required for pavement construction and maintenance. Sensors can be integrated into Rollpave pavement, thereby avoiding sensor damage that may otherwise result from high temperatures and compactive forces during the rolling process, as well as pavement structural damage resulting from cutting and drilling. However, the embedment of sensors into Rollpave pavement still presents certain challenges, namely poor interfacial synergy between the embedded sensor and the asphalt mixture. To solve this problem, three-point bending tests and dynamic response FEM simulations were used to optimize the embedded sensor’s packaging. The influence of sensor embedment on Rollpave pavement under different working conditions was analyzed. Results of these analyses show that low temperature and the epoxy resin negatively affect the bending performance of specimens, and that packaging with cylindrical shape, flat design, and consisting of a material with modulus similar to that of the asphalt mixture should be preferred. This study is conducive to improve the intellectual level and service life of road infrastructure.

With the rapid growth of road transportation, the increase in road subgrade and pavement diseases has become a pressing issue, requiring the development of cost-effective filling materials that meet both strength and economic requirements. Foam lightweight soil, as a novel construction material, offers excellent characteristics such as adjustability in density and strength, high fluidity, and self-supporting capabilities. It has been widely utilized in various engineering applications, including road subgrade backfilling and retaining wall fillings. However, the conventional application of foam lightweight soil, predominantly cement-based, has raised concerns about pollution and high energy consumption due to large cement dosages. To address this issue, this study proposes the integration of phosphogypsum, a byproduct of wet-process phosphoric acid production, into foam lightweight soil. Phosphogypsum has a significant annual discharge and accumulation, but its comprehensive utilization rate remains relatively low. The research investigates the combination of phosphogypsum and foam lightweight soil by introducing mineral admixtures such as microsilica and slag powder to improve early strength development and reduce the influence of fluoride impurities on early strength. The optimal mix proportions for two types of foam lightweight soil, namely phosphogypsum cement microsilica foam (PGCF) and phosphogypsum cement slag powder foam (PGCS), were determined based on single-factor tests. The key parameters considered for optimization were water–binder ratio, foam content, and phosphogypsum dosage. The findings indicate that both PGCF and PGCS foam lightweight soil possess superior mechanical properties and thermal conductivity. By incorporating phosphogypsum into the mix, the early strength development of foam lightweight soil is effectively improved. Moreover, with suitable mix proportions, the maximum phosphogypsum dosage can be achieved, demonstrating potential economic and environmental benefits. In conclusion, this research provides valuable insights into the effective utilization of phosphogypsum in foam lightweight soil, offering a promising solution for the challenges associated with phosphogypsum disposal and the demand for sustainable construction materials in highway engineering.

To address the scarcity of lime resources, this study explores the potential of using industrial solid waste, including fly ash (FA) and carbide slag, as replacements for lime or cement in soil stabilization for roadbed construction. The optimal mixing ratio of FA and calcium carbide slag (CCS) was determined using compaction and unconfined compressive tests. The study also examines the relationship between the optimum moisture content and the maximum dry density of the FA and CCS binder, as well as the strength variation trend. The study investigated the optimal mixing ratio of FACCS-stabilized soil, and the strength variation trend of FA and carbide slag-stabilized soil under different age and mixing ratios, using tests such as the unconfined compressive energy test, splitting strength test, compressive modulus of resilience test, and California bearing ratio test. Results indicate that the optimal mixing ratio of FA and CCS binder is 1:4, the advocated mixing ratio of CCS-stabilized soil is 8:92, and the excellent mixing ratio of CCSFA-stabilized soil is 8:32:60.

A large amount of stone powder is produced during the production of machine-made sand. This research aims to study the effect of wet-process tuff silt powder (WTSP) dosages (as an alternative sand material to utilize waste stone powder and reduce environmental hazards) on reactive powder concrete’s (RPC) mechanical performance. The physical and chemical properties of WTSP were analyzed as per relevant standards. This study prepared RPC samples with various WTSP content (0%, 6%, 12%, and 18%) to replace quartz sand at the same water–binder ratio (0.14) and allowed the samples to cure for 3 days, 7 days and 28 days prior to unconfined compression testing and flexural testing. Scanning electron microscopy (SEM) and Mercury Intrusion Porosimetry (MIP) testing were also carried out to observe the evolution of macroscopic properties in response to replacing part of quartz sand with the same amount of WTSP. The results show that the developed flexural and unconfined compressive strength (UCS) decreases slowly with a greater dosage of WTSP. However, when the WTSP content is 12% or less, the RPC made with WTSP satisfies the industrial application threshold regarding mechanical properties. For RPC samples containing more than 12% WTSP, the UCS and flexural strength showed a dramatic drop. Thus 12% of WTSP content was deemed the maximum and the corresponding UCS of 104.6 MPa and flexural strength of 12 MPa for 28 days of curing were the optimums. The microscopic characteristics indicate that the addition of WTSP can effectively fill the large pores in the RPC micro-structure, hence reducing the porosity of RPC. Furthermore, the WTSP can react with the cementitious material to form calcium aluminate during the hydration process, further strengthening the interface. The alkaline calcium carbonate in WTSP could improve the interfacial adhesion and make the structure stronger.

Phosphogypsum, a byproduct of phosphate fertilizer production, accumulates in large quantities annually, posing significant environmental challenges due to harmful components such as fluorine, heavy metals, and acidic salts. To mitigate these issues, phosphogypsum is often combined with cement and single modifiers such as sodium silicate, hydrated lime, and defluorinating agents for use in pavement applications. However, concerns about the durability of unmodified or singly modified high-content phosphogypsum have hindered its widespread adoption. To address this issue, this study explored the use of sodium silicate, hydrated lime, and defluorinating agents as composite modifiers to enhance the durability of cement-stabilized phosphogypsum. The mechanisms of modification by individual and composite additives were investigated using X-ray diffraction (XRD) and scanning electron microscopy (SEM). Durability was evaluated through three-point bending fatigue, freeze–thaw, and drying shrinkage tests on both unmodified and modified cement-stabilized phosphogypsum. The results demonstrated that the composite modification of sodium silicate, hydrated lime, and defluorinating agents significantly improved the material’s density, strength, and stability by enhancing hydration products and stabilizing fluoride ions. The modified material exhibited superior fatigue and freeze–thaw resistance, with reduced mass loss and slower strength decline compared to unmodified phosphogypsum. Additionally, the modified material showed improved drying shrinkage performance due to enhanced hydration. However, caution is recommended when using these materials in regions with high moisture content and significant temperature fluctuations.