Tire–road characteristics are a critical focus of research in the automotive and transportation industries. On the one hand, the research can help optimize tires’ structural design; on the other hand, it can analyze the mechanical response of the pavement structure under the vehicle load. In addition, the non-uniformity distribution of the tire ground stress will also have a direct impact on the skid resistance, which determines the driving safety. Due to the limitation of testing technology, the measurement of tire ground pressure was mainly carried out on a flat test platform, ignoring the roughness of the actual pavement surface texture. The tire–road contact characteristics research on the macro-texture and micro-texture of asphalt pavement needs to be broken through. A high-precision pressure-sensitive film measurement system is utilized to examine the actual contact characteristics between two types of automobile tires and three types of asphalt pavement in this paper. The influence law of pavement texture and patterned tires on the contact area and stress was explored, and the concentration effect of tire–road contact stress was evaluated. The results indicate that the contact area of grounding tires exhibits a nearly linear relationship with tire inflation pressure and load. Notably, the change in load has a more significant influence on the contact area than tire inflation pressure. On asphalt pavement, the contact reduction rate decreases by approximately 5–10% for block pattern tires and 10–15% for longitudinal pattern tires. Furthermore, as the texture depth of the pavement increases, the contact area between tires and the pavement texture decreases. The actual tire–road interface experiences significant stress concentration due to the embedding and meshing effects between the tire and road surface. Even on a flat steel surface, the peak stress at the edge of the tread block exceeds the 0.7 MPa design load, which is about 2.5–3 times higher than the design uniform load. The peak stress between the tire and asphalt pavement reaches 4–10 times the design uniform load, with a rising trend as the pavement texture depth increases. This study can provide relevant experimental technical support for tire design and functional design of asphalt pavement.

The bonding performance of epoxy resin adhesives plays a critical role in ensuring interlayer adhesion and long-term durability in steel bridge deck pavements. However, the construction environment temperature and curing time significantly influence the bonding properties of epoxy resin adhesives. To address this issue, systematic evaluations of the bonding performance and tack-free time of epoxy resin adhesives were conducted. The results demonstrate that under identical curing durations, the tensile bond strength between the epoxy resin bonding layer and steel plate increases with higher curing temperatures. Similarly, at constant curing temperatures, extended curing times lead to improved tensile strength. Both higher temperatures and longer curing durations reduce the tack-free time of the epoxy resin adhesive. Under natural outdoor curing conditions, the epoxy resin adhesive achieves design requirements for both tensile strength and tack-free time after 48 h of curing, ensuring optimal interlayer bonding and workability. Conversely, prolonged curing beyond 72 h results in significantly reduced bonding strength while maintaining acceptable tack-free time. For ambient temperature conditions, the optimal curing duration for epoxy resin adhesive is determined to be 48~72 h, balancing both bonding performance and construction requirements (preventing adhesion to construction equipment). This research offers technical guidance for the field construction of epoxy pavement on steel bridge decks by establishing optimal curing protocols for epoxy resin adhesives to ensure reliable bonding performance and construction workability.

To address the challenge of assessing the thickness uniformity of epoxy asphalt layers on steel bridge decks, three-dimensional ground-penetrating radar (3D-GPR) was employed for non-destructive, full cross-sectional detection of the pavement layer’s thickness. The antenna array spacing was optimized using the common midpoint (CMP) method, enabling precise measurement of the relative permittivity of epoxy asphalt mixtures. A significant correlation between relative permittivity and the void ratio was established, providing a novel approach to identifying areas prone to coarse segregation and early-stage water damage. Grayscale maps of the thickness distribution enabled precise detection of regions with acceptable, under-thickness and over-thickness values. The uniformity of construction thickness was quantitatively evaluated using standard deviations and coefficients of variation. Results indicated that when the coefficient exceeds 12%, improvements in the pavement construction process are necessary. This research demonstrates the capability of 3D-GPR to effectively detect thickness variations, offering a valuable tool for enhancing pavement paving and compaction practices on steel bridge decks.

Highway service area pavements are exposed to severe conditions such as heavy traffic, oil infiltration, and temperature fluctuations, which lead to issues like rutting and cracking in conventional asphalt mixtures. Although warm mix epoxy asphalt mixtures have high strength and corrosion resistance, their high epoxy content and stringent construction requirements limit their engineering applications. To address these challenges, a design and construction method for warm mix epoxy asphalt mixtures with low epoxy content (≤20%) was proposed. The mineral aggregate gradation was optimized using the CAVF volumetric method, and the impact of different epoxy asphalt-aggregate ratios was analyzed through various performance tests, including Marshall stability, high-temperature stability, low-temperature bending, and oil resistance tests. The construction available time was determined using viscosity tests, and process parameters were optimized based on infrared thermography and real-time compaction monitoring. The results show that a 5.4% epoxy asphalt-aggregate ratio yields the best overall performance, with significantly better dynamic stability, tensile strain, and oil resistance compared to SBS-modified asphalt mixtures. The recommended construction parameters, including temperature control and compaction process, ensure optimal performance and durability. The proposed methods provide essential technical support for the effective application of warm mix epoxy asphalt in service area pavements.

Accurate prediction of asphalt mixture density is critical for quality control in pavement engineering. This study develops a novel dielectric-based predictive framework by applying the Lichtenecker–Rother (L-R) dielectric mixing theory to asphalt composites. The model’s key microstructural parameter, the geometric arrangement factor c, was optimized to 0.3 using a combined experimental dataset: laboratory measurements on AC (asphalt concrete) mixtures produced in this study, supplemented with published data from open-graded friction course (OGFC), stone mastic asphalt (SMA), and asphalt mixture (AM) types reported in the literature. The resulting model, termed the Geometric Arrangement Optimization (GAO) model, was systematically compared against three established dielectric models: the complex refractive index method (CRIM), the Rayleigh mixing model, and the Bottcher-type model adapted by Leng et al. (denoted ALL). Validation on a total of 34 sets of laboratory specimens showed that GAO achieved the highest prediction accuracy, with a mean relative error of 1.83% and a coefficient of determination R² of 0.91. When tested on eight independent field cores, GAO maintained reliable performance, yielding a mean relative error of 3.01%. These results indicate that the GAO model provides a physically grounded and practically applicable approach for asphalt mixture density estimation, contributing a useful tool for pavement performance evaluation and quality assurance.

Evaluating the performance of epoxy-60% zinc coatings on steel bridge decks is essential for determining the optimal construction window to ensure long-term corrosion resistance and preventing delamination of overlay layers. The research systematically assessed the curing process, environmental exposure effects, and interlayer bonding strength of the epoxy-60% zinc coatings. Curing characteristics were analyzed, revealing that full curing is achieved within 7.5–8 days at 25 °C, while bonding strength significantly decreases after 60 days of natural environmental exposure. The effect of surface cleaning before applying the waterproof bonding layer was also examined, showing a substantial enhancement in bonding strength. The findings indicate that epoxy-60% zinc coating provides effective protection against corrosion and maintains structural integrity when applied within 60 days of curing. It is recommended to limit environmental exposure to no more than 60 days, with regular monitoring and proper surface preparation ensuring optimal performance. These insights contribute to understanding the performance of epoxy-60% zinc coatings and offer valuable guidelines for their application on steel bridge decks.