Two sets of alloys, Mg-Zn-Ca-xNi (0 ≤ x ≤ 5), have been developed with tunable corrosion and mechanical properties, optimized for fracturing materials. High-zinc artificial aged (T6) Mg-12Zn-0.5Ca-xNi (0 ≤ x ≤ 5) series, featuring a straightforward preparation method and the potential for manufacturing large-scale components, exhibit notable corrosion rates up to 29 mg cm⁻² h⁻¹ at 25 °C and 643 mg cm⁻² h⁻¹ at 93 °C. The high corrosion rate is primary due to the Ni–containing second phases, which intensify the galvanic corrosion that overwhelms their corrosion barrier effect. Low-zinc rolled Mg-1.5Zn-0.2Ca-xNi (0 ≤ x ≤ 5) series, characterizing excellent deformability with an elongation to failure of ∼26 %, present accelerated corrosion rates up to 34 mg cm⁻² h⁻¹ at 25 °C and 942 mg cm⁻² h⁻¹ at 93 °C. The elimination of corrosion barrier effect via deformation contributes to the further increase of corrosion rate compared to the T6 series. Additionally, Mg-Zn-Ca-xNi (0 ≤ x ≤ 5) alloys exhibit tunable ultimate tensile strengths ranging from ∼190 to ∼237 MPa, depending on their specific composition. The adjustable corrosion rate and mechanical properties render the Mg-Zn-Ca-xNi (0 ≤ x ≤ 5) alloys suitable for fracturing materials.

The pore-water pressure generated by intermittent dynamic vehicle loading under various saturation states is recognized as a critical factor influencing the behaviour of permeable pavement structures, especially the behaviour of UGB layer. However, the underlying mechanisms of hydro-mechanical interaction in the UGB layer and the influence on the pavement structure are still unclear. This study aims to characterize the changes in dynamic response in permeable pavement structures under various saturation conditions by considering the hydro-mechanical interaction within the UGB layer. To achieve this objective, a full-scale test track with a PUPM wearing course was constructed. Pressures and water distribution were characterized by embedded sensors within different layers of the test track when subjected to the accelerating pavement test. Based on the coupled SAME model, the water distribution and the dynamic response of UGB in the rainfall events were both characterised and solved by FEM. The results predicted by the proposed SAME model correspond to the field measurements, and the influence of the water content on the resilient modulus distribution within the UGB layer was then estimated. Based on the predictions for the stress state of the UGB layer, the sensitivity analysis was also proposed.

Porous asphalt (PA) pavements are widely employed in areas with wet climates. As particle enhancement inclusions in asphalt mastic, mineral fillers play essential roles in improving the performance of PA pavements. This study developed a coupled multiscale finite element (FE) model, involving the mesostructure of PA mixture and PA pavement. Four types of mastic properties were employed with four mineral fillers (Granodiorite, Limestone, Dolomite, and Rhyolite) in the mesoscale portion of the pavement model to analyse the effects of filler types on the performance of pavements. The performances (load-bearing capacity, rutting resistance, and ravelling resistance) of pavements with different fillers were identified and ranked, and their correlations with the chemical components of the four fillers were analysed. The computational results showed that pavements with Rhyolite and Granodiorite fillers have higher load-bearing capacities and rutting resistance, while the Limestone and Dolomite fillers can improve the ravelling resistance of the PA pavements. In the correlation analysis, the chemical components Al₂O₃ and SiO₂ play dominant roles in improving the load-bearing capacities and rutting resistance of the PA pavements, and the fillers with high percentages of CaO can improve the ravelling resistance of the PA pavements.

Sustainable and resilient pavement infrastructure is critical for current economic and environmental challenges. In the past 10 years, the pavement infrastructure strongly supports the rapid development of the global social economy. New theories, new methods, new technologies and new materials related to pavement engineering are emerging. Deterioration of pavement infrastructure is a typical multi-physics problem. Because of actual coupled behaviors of traffic and environmental conditions, predictions of pavement service life become more and more complicated and require a deep knowledge of pavement material analysis. In order to summarize the current and determine the future research of pavement engineering, Journal of Traffic and Transportation Engineering (English Edition) has launched a review paper on the topic of “New innovations in pavement materials and engineering: A review on pavement engineering research 2021”. Based on the joint-effort of 43 scholars from 24 well-known universities in highway engineering, this review paper systematically analyzes the research status and future development direction of 5 major fields of pavement engineering in the world. The content includes asphalt binder performance and modeling, mixture performance and modeling of pavement materials, multi-scale mechanics, green and sustainable pavement, and intelligent pavement. Overall, this review paper is able to provide references and insights for researchers and engineers in the field of pavement engineering.

As an environmentally friendly alternative for the production of high-performance modified asphalt by chemical reactions, a liquid-state polyurethane-precursor-based reactive modifier (PRM) was developed and employed in the asphalt modification. In contrast to the traditional solid bitumen modifier, for example, rubber and thermoplastic elastomers, the PRM as a liquid modifier has more significant advantages in reducing energy consumption and improving asphalt performance, which has attracted widespread attention. However, the aging resistance and its mechanism are not clear. In view of this, the aging performance of two PRM-modified bitumen (PRM-70 and PRM-90), under the short-term thermo-oxidative aging, long-term thermo-oxidative aging, and ultraviolet (UV) aging conditions, was investigated through chemical and mechanical methods. The results show that the PRM-90 is more susceptible to the thermos-oxidative aging and UV aging. The use of low-penetration-grade bitumen and ensuring an adequate reaction are beneficial to enhance the aging resistance of PRM-modified bitumen. The impact of aging on high-temperature performance of PRM-modified bitumen is great, followed by the low-temperature performance and the anti-fatigue performance. The mechanic-relevant rheological aging index (RAI) and fracture energy index (FEI) are recommended to evaluate aging properties for PRM-modified bitumen. This study not only provides support for further research on the relationship between the aging properties and mechanical performance of PRM-modified bitumen, but also provides a reference for conducting mechanism analysis.

Permeable pavements have been widely used as an effective means to improve hydrological characteristics and the ecology of the urban environment. This study aims to investigate the response of fully permeable pavement (FPP) subjected to dynamic loading under dry and saturated conditions. A full-scale test track topped with polyurethane bound permeable material (PUPM) was built to obtain the stress response with an accelerated pavement test (APT) system. In addition, comprehensive analyses were performed based on the coupled Stress-dependent Moisture-sensitive Cross-anisotropic Elastoplastic (SMAEP) model in FEM. The APT test showed that the worst state was observed when the pavement structure was fully saturated, and that and brittle failure of the pavement surface occurred when the critical load level was achieved. The prediction of vertical stress predicted by Stress-dependent Cross-anisotropic Elastic (SAE) and SMAEP were both validated with the field data. The horizontal stress predicted by SAE gave a very high and unreasonable tensile stress prediction at the bottom of the unbounded granular base (UGB) layer when subjected to the high load level. With the consideration of moisture effect and the plastic properties of the material, the prediction made by SMAEP is effective to estimate the dynamic response of the UGB layer. Based on the sensitivity analysis, the optimized designs for FPP based on PUPM were suggested.

Asphalt mixture is a kind of granular material, which consists of aggregates with different particle sizes. Extracting the particle distribution around the failure location of asphalt mixture is important for revealing the failure mechanism. In this paper, the digital image correlation (DIC) method is used to obtain the full-field strain of asphalt mixture, and then the high strain zone of asphalt mortar is extracted by digital image processing technology. For getting the aggregate distribution around the failure position, aggregate extraction method is proposed based on the image dilation algorithm. For AC-16, SMA-16 and OGFC-16 asphalt mixtures, under different temperature and loading speed conditions, according to the analysis of the aggregates distribution around the high strain area, it can be seen that the proportion of the main skeleton aggregates and the disruption aggregates around the high strain area is constantly changing with the loading process. It shows that the proportion of the main skeleton aggregates around the high strain area is decreasing, while the proportion of the disruption aggregates is increasing. This phenomenon shows that the damage evolution of asphalt mixture is expanding from the surrounding area of main skeleton aggregates to that of disruption aggregates.

Environmental impacts of biological wastewater treatment technologies (BWTTs) can be evaluated by life cycle assessment (LCA). However, very few efforts have been made to expand the ranges of results acceptance and promote stakeholders to participate in the results analysis. To facilitate the evaluation reaching more wide and deep understanding, this study proposed to employ multiple weighting methods and the Conjoint Analysis. To investigate the feasibility, an illustrative case of a bioaugmented constructed wetland was carried out. Weighting results indicated that appropriate improvement strategies could be obtained from synthesizing the similarities and differences of LCA results due to different weighting methods employed. Meanwhile, application of Conjoint Analysis was conducive to the communication between LCA practitioners and BWTTs stakeholders. In a simulated decision-situation, this study found that the decision-making process of stakeholders could be clearly derived to indicate how stakeholders would take trade-offs and make choices based on analyzing LCA outcome.