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.

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To address the lack of long-term, wide-area surface deformation observations along the geologically complex Dangxiong–Yangbajing section of the G6 Expressway in the frozen-ground region of the Qinghai–Tibet Plateau, where conventional monitoring is insufficient, we applied Small Baseline Subset Interferometric Synthetic Aperture Radar (SBAS-InSAR) to retrieve surface deformation within a 2.0 km corridor on both sides of the highway from 24 November 2021 to 26 December 2024, and to characterize the spatiotemporal evolution of deformation. We then integrated eight explanatory factors (slope, surface roughness, distance to rivers, distance to faults, surface soil moisture, precipitation, land surface temperature (LST), and fractional vegetation cover (FVC)). Geodetector was used to quantify their explanatory power and spatial heterogeneity with respect to deformation. The results show pronounced spatially uneven settlement along this highway segment, with maximum annual settlement rates exceeding −45 mm/a. Five settlement centers were identified, including two major pavement subsidence zones. Distance to faults and soil moisture showed higher single-factor explanatory power, whereas FVC, precipitation, and LST also contributed to deformation heterogeneity. Interaction detection further indicated that the interactions between fault-related conditions with vegetation, soil moisture, precipitation, and LST substantially enhanced the explanatory power, suggesting that the deformation pattern was associated with multi-factor coupling rather than a single dominant environmental factor. These findings demonstrate the utility of integrating SBAS-InSAR with Geodetector analysis for corridor-scale highway deformation assessment and provide a remote sensing basis for targeted hazard assessment and risk mitigation for highways in frozen-ground environments.

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.