To comprehensively investigate the integrated structural and material design of the epoxy asphalt mixture used in steel bridge deck pavement, the following works have been conducted: 1. The strain level of steel bridge deck pavement was calculated; 2. The ultimate strain level of fatigue endurance for epoxy asphalt concrete was measured; 3. The effect of water tightness of epoxy asphalt mixture on the bonding performance of steel plate interface was tested. 4. For better performance evaluation, quantitative analysis of the anti-skid performance of epoxy asphalt mixture was carried out by testing the structure depth using a laser texture tester. Results show the following findings: 1. The fatigue endurance limit strain level of epoxy asphalt mixture (600 με) was higher than that of the steel bridge deck pavement (<300 με), indicating that the use of epoxy asphalt concrete has better flexibility and can achieve a longer service life in theory; 2. The epoxy asphalt concrete has significant water tightness to protect the steel plate interface from corrosion and ensure good bonding performance; 3. The porosity of epoxy asphalt mixture used in steel bridge deck paving should be controlled within 3%; 4. In terms of anti-skid performance of bridge deck pavement, the FAC-10 graded epoxy asphalt mixture is recommended when compared with EA-10C.

Porous asphalt concrete (PAC) relies on coarse- aggregate interlocking, but existing design methods lack quantitative skeleton evaluation and may introduce volumetric conversion errors. This study proposes a method combining California Bearing Ratio (CBR)-based mechanical skeleton optimization with coarse aggregate void-filling (CAVF) volumetric design, termed the CBR-CAVF method. An improved CBR test with continuous load displacement recording identified 40:60 and 55:45 blends of 10–15 mm and 5–10 mm aggregates as optimal, with CBR_5.0 values of 35.9% and 39.8%. Voids in coarse aggregate were measured by Superpave gyratory compaction, and the coarse aggregate void-filling equation was corrected using a skeleton interference coefficient (α = 1.120) and effective binder volume to calculate gradations at a target air void content of 21.0%. Measured air voids differed from the target by no more than 0.4 percentage points. Rankings of Marshall stability, dynamic stability and the computed tomography (CT)-derived mean coordination number, skeleton ratio and aggregate contact ratio were consistent with the ranking of CBR_5.0. Gradation 2 increased Marshall stability and dynamic stability by 43.8% and 18.3% over the empirical control, suiting heavy-load sections, while Gradation 1 achieved the highest permeability (7920 mL/min) and average normal-incidence sound absorption coefficient (0.356 over 500–1600 Hz), indicating potential benefits for drainage- and noise reduction-oriented applications.