As a kind of additional, waste slag may improve cement and concrete durability. However, the influence lies on the slag activity for several original waste slag. In this paper, the influence of activity for different original waste slag on the strength of slag cement was analyzed by using XPS (X-ray photoelectron spectrometer). The results showed that the order of slag cement strength prepared by different slag is T> H> C> J. The combination mode of silicon and aluminum in the waste slag microstructure greatly affect reactive quantity of slag powder, so that the cement strengths are obviously different. And the hydration activity of slag is more when silicon mainly exists in the form of oxide and aluminum mainly exists in the form of aluminates.

In order to evaluate pavement dynamic responses accurately under truck loading, the full-scale asphalt pavement accelerated loading facility (ALF) was used. 10 strain gauges and 2 soil pressure cells were installed; temperature sensors were also installed in the different depth of the HMA layer. Pavement response was measured under real traffic load with ALF. The measured pavement responses are compared between the pavement sections to evaluate the effects of various experimental factors, such as axle load, speed, et al. Dynamic strain at the bottom of HMA layer and vertical compressive stress on the top of the subgrade were examined in the full-scale testing road, the regression models between dynamic response and axle load, dynamic response and speed were put forward respectively. Studies show that there is not only tensile strain but also compressive strain in the dynamic response, and the strain response is in the station of tension and compression alternation. Under the intermediate temperature, the strain response at the bottom of the asphalt layer is increased linearly with the increase of axle load and the vertical compressive stresses at the top of the subgrade is also increased with the increase of axle load. Speed has a great effect on strain response at the bottom of HMA layer, and has little effect on vertical compressive stress, it affects the loading duration of stress only. The destroy for the pavement by low speed and heavy load is more serious than that is normal.

Supported by the Guozigou-bridge, the paper studied the Frost-resisting property of bridge concrete in alpine frigid region. Researched the effect of water-binder ratio, fly-ash content, water consumption and air-entraining agent consumption, and reveals the impact mechanism of frost-resisting property of bridge concrete in alpine frigid region. Analyzed the influence rule of frost-resisting property and showed reference value of concrete's ingredient rate in alpine frigid region. The result showed that low water-binder ratio and water consumption can effectively improve the deicer-frost resistance of concrete and the influence of water consumption is more significant. Best air content between 4.5% ~ 4.5%.

Nowadays construction waste piles. For this phenomenon , this paper studied the mortar activity under different dosage of construction waste brick powder . The results show that with the increase of construction waste material content of brick powder, the mortar strength plummet .

Due to the natural condition of the sudden temperature drop when the cold wave strikes the north part of China in winter, especially XinJiang province, the asphalt pavement structures need to be compared. Based on the pavement structures of the test road sections andthe domestic major pavement structures in other provinces, seven pavement structures were chosen. The numerical simulation of these seven pavement structures was performed and the force situations were analyzed respectively under the condition of extreme climate environment, which is the condition of cooling 40 °C from 0 °C in winter. The analysis of the temperature-load coupling of these pavement structures from seven different base forms were conducted. The comprehensive comparison was also made, such as stresses and strains at the bottom layer of asphalt, the stresses of the base, the shear stresses of the asphalt layer, and the compressive strains of the top of base, etc., in order to choose the preferred and most adapted asphalt pavement structure form.