Deck System Research Articles

Experimental Study on Bubble Deck Beam Using HDPE Balls

Abstract: In building constructions, the beam is a very important structural member to carry load of the slab. Bubble beam is a method of virtually eliminating all concrete from the middle of a Beam, which is not performing any structural function, thereby dramatically reducing structural dead load. Bubble beam is a beam whose core is replace with Spherical balls that can be of various sizes and shapes. Usually the Bubble Deck system combines the benefits of factory manufactured elements in controlled conditions along with on-site completion. Some of its major benefits are lower total cost, reduced material use, enhanced structural efficiency, decreased construction time, and is a green technology. In this project the in-effective concrete in the Centre of the beam is replaced with High density polyethylene hollow spheres, using M30 grade of concrete no of beams with and without spherical bubbles were casted to compare weight and flexural strength. Keywords: Conventional Beam, Bubbled Beam, Concrete, etc.

Flexural capacity assessment of precast deck joints based on deep forest

The bending performance of the precast deck system in accelerated bridge construction (ABC) is highly dependent on the flexural capacity of wet joints between decks, whereas precise predictive models are not yet available owing to its complexity and diversity. This paper thus proposed an efficient and accurate approach for the flexural capacity assessment using Deep Forest (DF) that integrates the benefits of deep learning and ensemble learning. The key variables were extracted from experimental observations and domain knowledge, and an extensive database of 391 deck-level bending tests was constructed. Then, the DF model was developed, which substitutes the neurons in deep neural networks (DNN) with random forests (RF) to construct a deep cascade structure. The performance of DF was shown to be superior to that of DNN, RF, and three popular tree-based models on all of the metrics employed. The comparison of DF with mechanics-based models including sectional analysis and struct-and-tie model further demonstrated its superiority. Finally, the decision-making mechanism of flexural capacity prediction was also discussed from global and local levels via impurity-based feature importance and local interpretable model-agnostic explanations method, allowing design recommendations to be made.

Shear behavior of stud connectors in steel bridge deck and ballastless track structural systems of high-speed railways

Steel bridges with ballastless tracks have been increasingly used in high-speed railways (HSRs). This kind of steel bridge deck and ballastless track structural system can be considered a steel and multilayer concrete composite structure (SMCCS). However, rare information is available about the shear behavior of stud connectors embedded in the SMCCS. To address this research gap, it was extensively investigated through push-out tests and finite element (FE) analyses in this research. Three groups of experiments including a total of nine push-out specimens with single-layer or double-layer concrete slabs were performed, and the failure mode, load-slip curve, shear capacity, and shear stiffness were presented and discussed. Refined three-dimensional nonlinear FE models were established and verified using the push-out tests. Based upon the FE models, the shear behavior of stud connectors in the SMCCS was further studied, and the effects of key variables on the shear behavior of studs were discussed. Moreover, the design shear capacities of stud connectors calculated using the current design codes were evaluated, and the design recommendations were presented. The results indicate that double-layer concrete slab and group effect will reduce the shear performance of studs. The stud diameter and yield strength have a significant effect on the shear behavior of studs. The shear performance of studs improves with the increasing stud diameter and yield strength. Lower shear strength of the concrete-concrete interface will cause the interface cracking of the push-out specimen, which occurs before the stud shear failure. The results can provide essential data for future analysis and design of steel bridges and ballastless tracks for HSRs.

Thermophysical properties of balsa wood used as core of sandwich composite bridge decks exposed to external fire

The load-bearing performance of sandwich bridge decks comprising a balsa core and fiber-reinforced polymer composite face sheets exposed to fire is a main concern regarding the application of these deck systems. In order to obtain the thermal responses of the balsa core exposed to fire, the temperature-dependent values of thermal conductivity and specific heat capacity are required. Furthermore, information about the char depth and charring rate and the temperature-dependent coefficient of thermal expansion is also needed for the subsequent thermomechanical modeling. In the current study, the effective thermal conductivity and specific heat capacity of balsa up to 850 °C were obtained from one-dimensional transient heat transfer models and experimental data using an inverse heat transfer analysis. The results showed that both properties depend significantly on the stages of combustion, direction of heat flow (in the tracheid or transverse direction) and density. Moreover, charring temperatures and rates were obtained, again as a function of direction and density. Finally, the coefficient of thermal expansion was measured in the transverse direction during evaporation and pyrolysis.

Novel Method for an Optimised Calculation of the Cross-Sectional Distribution of Live Loads on Girder Bridge Decks

One of the main goals in the design of girder bridge deck systems is to determine the cross-sectional distribution of live loads across the different girders that make up the cross-section of the deck. Structural grillage models and current bridge design standards based on a Load Distribution Factor (LDF) provide oversized designs, as demonstrated in this paper. This research introduces a novel method that allows the cross-sectional distribution of live loads on girder bridge decks to be calculated by applying a matrix formulation that reduces the structural problem to 2 degrees of freedom for each girder: the deflection and the rotation of the deck-slab at the centre of the girder’s span. Subsequently, a parametric study is presented that analyses the structural response of 64 girder bridge decks to a total of 384 load states. In addition, the authors compare the outputs of the novel method with those obtained using traditional grillage calculation methods. Finally, the method is experimentally validated on two levels: a) a laboratory test that analyses the structural response of a small-scale girder bridge deck to the application of different load states; b) a real full-scale girder bridge load test that analyses the structural response of the bridge over the Barbate River during its static load test. Based on this analysis, the maximum divergence of the proposed method obtained from the experimental structural response is less than 10%. The use of the proposed novel analysis method undoubtedly provides significant savings in material resources and computing time, while contributing to minimizing overall costs. Doi: 10.28991/CEJ-2022-08-03-01 Full Text: PDF

Experimental study on the tensile behavior of ultra‐high performance concrete fiber continuous joints

AbstractThe application of ultra‐high performance concrete (UHPC) in the bridge deck effectively increases the strength, ductility, and durability of the deck system, while the problem of fiber discontinuity at the joint‐deck interface remains unsolved. This study proposes an innovative UHPC joint to create steel fiber continuity at the interface and experimentally investigates its tensile behavior. Test parameters include fiber content, fiber length and diameter, fiber shape, and fiber strength. Test results indicate that the joint tensile strength increases with fiber content, fiber length, and fiber strength. The specimen with hooked end fibers also develops higher joint tensile strength compared with the specimen with straight fibers. It is recommended to use fibers with a smaller diameter to increase the interfacial bonding area between the fibers and the matrix. High‐strength fibers are also recommended to achieve the best efficiency in a high‐strength matrix, like UHPC. The tensile performance of the joint with a fiber content of no less than 0.5%, and an embedment length of 15 mm (with a fiber length/diameter ratio of 50), and a diameter of 0.3 mm is similar to the performance of the specimen cast as one piece. Therefore, a properly designed UHPC fiber continuous joint is recommended in engineering practice to improve the integrity of the joint‐deck system.

Experimental study on mechanical behavior of orthotropic steel deck with adhesively bonded rigid pavement

The steel deck with rigid pavement has a lower risk of fatigue failure owing to the enhanced local rigidity. A reliable connection of steel plate and pavement and a convenient construction are critical concerns for this deck type. To seek a new application meeting the aforementioned requirements, this paper proposed a steel deck with adhesively bonded rigid pavement cast by non-reinforced ultra-high performance concrete (UHPC). To study the constructability and flexural properties of this deck type in a bridge deck system, four specimens including two with adhesively bonded connection and two reference ones with shear stud connection were fabricated and experimentally investigated by positive and negative bending tests. In addition, a simplified pretreatment of steel substrate was conducted before the application of epoxy resin to simulate the low quality of on-site construction. Experimental results indicate that the shear strength of the bonding connection with simplified steel pretreatment could decrease to half of that with strict preparation. Bending tests demonstrate that the adhesive bonding provides a more rigid connection between steel and concrete than shear studs did. The bonding failure load was 1.5 times the U-rib yielding load, indicating a high positive bending-carrying capacity of the deck. The adhesive provides better crack resistance than shear studs in negative bending. From a perspective on the bending behavior in the deck system, the adhesive bonding was reliable to obtain high bending capacities to resist actual vehicle loads. Besides, the non-uniform shrinkage of non-reinforced UHPC pavement can cause a 30% reduction of cracking strength.

A Prognostic Model for Newly Operated Highway Bridges Based on Censored Data and Survival Analysis

The service performance of reinforced concrete bridges degrades overtime under environmental and vehicle loads. Accurate bridge deterioration analysis can provide a more scientific suggestion for the formulation of road bridge maintenance, strengthening, and reconstruction plans to ensure the operational safety of road bridges. Combined with bridge inspection data from the bridge database in Henan Province, we propose a prognostic model which is based on the Cox regression model for the service performance of newly operated highway girder bridges based on survival analysis theory. The Cox regression model can not only simultaneously analyze the effects of numerous factors on bridge survival, but also handle the presence of censored data in bridge survival data, which does not require the data to meet a specific distribution type. It shows that the decay rate of the deck system, superstructure, and substructure decreases with time in service, which is consistent with the actual decay pattern of the bridge structure. To further verify the accuracy of the model, the authors built a multilayer perceptron neural network with one hidden layer and used the cross‐entropy error as the loss function. It showed that the importance of the deck system, superstructure, and substructure to the decay of the bridge structure gradually decreased. The model proposed in this paper is highly applicable and reliable. Theoretically, bridge decay prediction at regional and network‐wide levels can be achieved if sufficient comprehensive bridge inspection data can be collected.

Development of a flight deck human factors design and certification competency taxonomy: preliminary findings

The goal of civil flight deck human factors is to ensure that the pilot compartment and all installed systems and equipment support safe aircraft operation and applicable certification regulations, are easy to use, maximize human-machine performance, and provide a superior pilot experience. Although literature related to the expectations on skills for human factors professionals exists, the unique requirements for flight deck human factors practitioners are not identified. This paper discusses typical development and certification activities for civil flight deck systems and maps them to required competencies. It is shown how the derived competency taxonomy was validated based on a survey administered to fourteen experienced flight deck human factors practitioners at multiple aircraft manufacturers, avionics suppliers, and certification authorities in North America and Europe. The results support the developed competency taxonomy that spans four core areas: aircraft design and operation, human factors, systems engineering, and certification. Soft skills such as creativity, passion for aviation and human factors, technical writing and presentation skills, and outside the box thinking supplement the four core areas. The paper discusses the challenges the industry is facing in recruiting candidates with the desired knowledge and experience, and provides a recommended framework for education, selection, and training for flight deck human factors practitioners.

Research on Transverse Restraint System of Cable-stayed Bridge under Ultra High Performance Concrete Deck Pavement

In order to explore the optimal lateral restraint system for long-span cable-stayed bridges under ultra-high performance concrete deck pavement. This paper takes a UHPC deck pavement cable-stayed bridge as an example, selects four different lateral restraint systems, calculates the stress of each key section of the cable-stayed bridge under the action of an earthquake, and then selects the optimal lateral Constraint system. The research results show that when ultra-high performance concrete is used as the bridge deck pavement, the increase in the quality of the bridge deck system will have a greater adverse effect on the seismic performance of the bridge. Compare the internal force response and displacement response at each key section of the bridge under four different lateral restraint systems under earthquake action. Compared with the other three systems, the internal force response and displacement response value of the horizontal cable system is smaller, and the energy dissipation and shock absorption effect is better. For cable-stayed bridges using ultra-high performance concrete as the deck pavement, in the selection of the lateral restraint system, a restraint system of cables is set between the towers and beams, which can better reduce the impact of the increase in the quality of the bridge deck on the seismic performance of the bridge, is the most reasonable horizontal restraint method. Considering the internal force and displacement response of the bridge structure and the safety of the support under the earthquake, the parameter selection of the cable support is k = 135000 kN / m and S = 0.4 m.

Value-Engineering Methodology for the Selection of an Optimal Bridge System

Maintaining and enhancing the functionality of the infrastructure at an affordable cost are major challenges for decision makers, particularly given the need to cope with growing societal and transportation demands. This study introduces a systematic multi-criteria value engineering (VE) approach for the selection of a sustainable bridge system. A thorough VE analysis for a proposed long-span bridge in New Jersey, USA was carried out as a pilot study. The function analysis system technique was used to develop logical relationships between the project’s functions. A detailed 100-year life-cycle cost analysis (LCCA) was conducted. The study developed and evaluated eight alternative designs for deck and superstructure systems against set VE criteria comprising constructability, maintenance strategies, and environmental impact. A relative value index was used as an unbiased measure for the selection of the optimal structural system. With total savings of approximately 21% of the original design ($132.5 million), steel plate girders with a high-performance lightweight steel grid deck system have proven to “outvalue” the other alternatives, including the preferred preliminary alternative (PPA). Design engineers and decision makers can use this methodology as a systematic and convenient guide for the selection of economical and sustainable bridge systems. As such, it is necessary to re-evaluate the current practices and policies used for this purpose.

Numerical and theoretical studies on shear behavior of steel-UHPC composite beams with waffle slab

UHPC waffle slab was proposed to utilize the excellent material properties of UHPC and improve the rigidity of bridge deck. The flexural behavior of steel-UHPC composite beams with waffle slabs (SUCBWS) has been studied recently while the shear behavior of SUCBWS is still limited. This paper aims to supply the gap in the research system of mechanical properties of the novel bridge deck system. Based on the experimental study of four SUCBWS, a three-dimensional finite element model (FEM) was developed to investigate the shear behavior of SUCBWS. Extensive validations of the numerical analyses against the reported tests proved that FEM is reasonable. Meanwhile, the shear working mechanism of SUCBWS was analyzed. A subsequent parametric study was conducted to investigate the effects of shear span ratio, yield strength of steel, degree of shear connection, the ratio of rib height to top flat plate thickness and adding haunch at the rib-to-plate interface on the shear behavior of SUCBWS. Results show that shear span ratio and degree of shear connection present an obvious influence on ultimate bearing capacity, stiffness, ultimate deflection and failure mode of the composite beam. The shear span-to-depth ratio increased 1.34 to 3.14 resulted in a decrease in stiffness and shear strength while an increase in ultimate deflection. The increase of the degree of shear connection (from 0.5 to 1) improved the stiffness and ultimate bearing capacity but reduced the ultimate deflection. Adding the haunch at the rib-to-plate interface can significantly improve the integrity and decrease the risk of longitudinal splitting failure of the UHPC waffle slab. The high-strength steel can match well with the UHPC waffle deck so as to improve the ultimate bearing capacity of SUCBWS. The increase of the ratio of rib height to top flat plate thickness showed a limited influence on shear behavior of composite beams and the value of 3 is recommended for the design of SUCBWS. Meanwhile, the shear composite action coefficient, shear contribution coefficient of top flat plate and ribs were proposed to develop the theoretical models for predicting the shear capacity of SUCBWS and providing a reference for the design of SUCBWS. Besides, the effect of the haunch size at the rib-to-plate interface on the mechanical performance of SUCBWS should be further quantitatively analyzed.

Experimental Behavior of Precast Bridge Deck Systems with Non-Proprietary UHPC Transverse Field Joints.

Full-depth precast bridge decks are widely used to expedite bridge construction and enhance durability. These deck systems face the challenge that their durability and performance are usually dictated by the effectiveness of their field joints and closure joint materials. Hence, commercial ultra-high performance concrete (UHPC) products have gained popularity for use in such joints because of their superior mechanical properties. However, the proprietary and relatively expensive nature of the robust UHPC mixes may pose some limitations on their future implementation. For these reasons, many research agencies along with state departments of transportation sought their way to develop cheaper non-proprietary UHPC (NP-UHPC) mixes using locally supplied materials. The objective of this study is to demonstrate the full-scale application of the recently developed NP-UHPC mixes at the ABC-UTC (accelerated bridge construction university transportation center) in transverse field joints of precast bridge decks. This study included experimental testing of three full-scale precast bridge deck subassemblies with transverse NP-UHPC field joints under static vertical loading. The test parameters included NP-UHPC mixes with different steel fibers amount, different joint splice details, and joint widths. The results of this study were compared with the results of a similar proprietary UHPC reference specimen. The structural behavior of the test specimens was evaluated in terms of the load versus deflection, reinforcement and concrete strains, and full assessment of the field joint performance. The study showed that the proposed NP-UHPC mixes and field joint details can be efficiently used in the transverse deck field joints with comparable behavior to the proprietary UHPC joints. The study concluded that the proposed systems remained elastic under the target design service and ultimate loads. In addition, the study showed that the use of reinforcement loop splices enhanced the load distribution across the specimen’s cross-section.

Glass Suspension Footbridge: Human-Induced Vibration, Serviceability Evaluation, and Vibration Mitigation

Glass suspension footbridges or glass-bottomed suspension footbridges, such as the Zhangjiajie Grand Canyon Glass Bridge in China, are increasingly constructed in scenic regions as tourist attractions due to the glass-bottomed and transparent characteristics. Being installed in the second phase as a constant load, the glass deck is not designed to participate in the load bearing of the whole structure and thus the structure requires larger load-bearing capacity from other parts and a slightly different load-bearing system. More importantly, the glass deck weakens structural integrity and results in slightly smaller structural stiffness, which may result in globally lower natural frequencies. These structures may inevitably be more sensitive to the pedestrian-induced excitations. This paper investigates the human-induced vibrations of a typical glass suspension footbridge in China. The investigations are first performed based on intensive parametric studies. Except for the boundary conditions, the interlayers of glass, the vertical rise–span ratio and the axial stiffness of main cables, other governing parameters of the modal parameters for this type of structures are also identified, including the pavement load of the bridge deck system, the central buckle, and the prestress of wind-resistant cables. It may guide designers to take effective measures to improve the dynamic behavior of this type of structure. Next, the vibration serviceability assessments were performed based on different standards and guidelines such as the UK National Annex (NA) to Eurocode 1 (2008), the Bro2004 specification of Sweden, the HiVoSS guideline, and the ISO standard. Comparisons show that the UK NA to Eurocode 1, the HiVoSS guideline, and the ISO standard are more suitable for the vibration serviceability evaluations. These three codes consider the pedestrian-induced vibrations in both lateral and vertical directions and also consider both a small number of pedestrians and crowd-induced loads with different densities. Furthermore, comfort limits are not defined by only one limiting value but sorted into different levels. This may provide reference for the vibration serviceability evaluations of the other glass suspension footbridges. The assessments also show that changing the structural parameters can only partially reduce vibration levels and may result in different modal parameters to dominate the vibration responses. Thus, they recommend taking vibration mitigation measures to improve the vibration serviceability and suggest performing careful response calculations to ensure the effectiveness of vibration serviceability design if via changing the structural parameters. Finally, tuned mass dampers (TMDs) are installed to the structure. The results show that the popular TMD may effectively reduce the vibration levels.

Recent developments in the prefabricated bridge deck systems

Bridge deck systems developed using conventional materials like concrete and steel have low strength-to-weight ratios; take long time to install; are prone to premature deterioration due to corrosion, especially in humid environment; and have high maintenance needs. Therefore, prefabricated deck systems developed using modern materials are the need of the time. These deck systems are lightweight, easy to install, have low maintenance cost and have long life. Such deck systems have wide application, especially in movable bridges. This study summarizes the current state of knowledge on modern/lightweight bridge deck systems including aluminum, fiber-reinforced polymers (FRPs), ultra-high-performance concrete (UHPC) and Hybrid systems. Main findings and recommendations drawn by various researchers on the basis of experimental work and computer-aided analysis are presented. Prefabricated bridge deck systems developed using these materials mostly satisfy the strength and serviceability requirements, and have potential to replace the conventional deck systems. The primary objective of this study was to support researchers, highway engineers, consultants and contractors in the field of bridge engineering to get an outline of recent researches on prefabricated bridge deck systems.

Precast concrete deck-to-girder connection using Ultra-High Performance Concrete (UHPC) shear pockets

Precast concrete deck systems have been successfully used in Accelerated Bridge Construction (ABC). In most systems, precast concrete deck-to-girder connections use special shear connectors embedded in the girders and projecting into the deck block-outs (pockets or troughs) that are grouted to achieve composite sections. This requires tight production/erection tolerances that complicate deck and girder fabrication and compromises the economics of the precast concrete deck systems. In this paper, a new deck-to-girder connection is developed using ultra-high performance concrete (UHPC) to relax production/erection tolerances for both precast deck panels and girders. Typical girder shear reinforcement remains unchanged but terminated in the haunch below the soffit of deck panels to eliminate any conflict with the deck shear pockets. Loop bars are installed in the shear pockets that are filled with UHPC to provide required interface shear capacity while relaxing production/erection tolerances. Small scale push-off and double shear tests were conducted to evaluate the interface shear resistance of the connection. Full-scale push-off specimens are fabricated and tested to evaluate the structural performance and constructability of the proposed connection. Test results indicated that interface shear resistance of the connection can be predicted using the AASHTO LRFD shear friction model with different cohesion and friction factors that are dependent on the UHPC compressive strength. Also, UHPC fiber stability has a significant effect on the capacity of the proposed connection. Design example and design aids are presented to demonstrate the design of the new connection in a typical bridge.

Flexural strength test on new profiled composite slab system

This research presents an experimental study on the flexural strength and failure behaviour of a newly developed composite metal decking system. The newly developed metal decking system with a thickness of 0.75 mm and 1.0 mm produced by the industry requires a detailed study in strength and performances before it is launched for commercialization. A simply supported conventional reinforced concrete slab is used as the control specimen and two composite slabs with different metal thickness of steel sheet profiles were constructed and tested under a four points flexural strength test. The strength and behaviour of the slabs are recorded and comparisons with conventional slabs with composite deck slabs are made to achieve the objectives. The recorded results of three different slabs were then used to plot a load-displacement graph and deflection profiles are to be analysed and compared. The yield flexural capacity and average yield displacement of specimens for the composite slabs were 28.0 kN and 0.80 mm respectively. The 1.0 mm metal thickness composite slab has the highest ultimate flexural capacity among all specimens which is 84 kN followed by a 0.75 mm metal thickness composite slab with 58 kN and ends with the lowest 9.1 kN of conventional slab. Two cracking patterns were found during the experimental test which includes shear cracking and flexural cracking`. Besides that, two major failure modes under bending which are flexure failure at the centre point of the specimen and bond or longitudinal slip failure along the side of the specimen were found in the experimental test. Bond failure results in slippage between the concrete and metal deck, which can result in cancellation of the composite action at interface. In conclusion, the strength of slabs improved, and ductility was remarkably increased when slabs acted as a composite structure.

Gray Relation Analysis for Optimal Selection of Bridge Reinforcement Scheme Based on Fuzzy-AHP Weights

In order to solve the problem on optimal selection of old bridge reinforcement schemes, a decision-making method of gray relation analysis based on fuzzy-AHP weights is proposed. Firstly, the fuzzy-AHP is used to develop the decision index system of old bridge reinforcement schemes and determine the weight of decision indexes. The 0.1–0.9 scale method is introduced as the index judgment criterion, and the weight judgment matrix is established. Through the consistency test, the relative weight vector of each decision index in the index layer is calculated. Secondly, according to the gray relation model of the old bridge reinforcement schemes, the decision matrix is constructed, and the gray relation coefficient matrix is calculated to obtain the gray relation coefficient corresponding to the ideal optimal scheme. Finally, the optimal scheme is determined. Through an engineering example, the reinforcement scheme of a concrete-filled steel tube arch bridge deck system is calculated and analyzed, and the best reinforcement scheme is selected. The optimal selection result is consistent with the actual reinforcement scheme available for the bridge. The decision-making method of gray relation analysis based on fuzzy-AHP weights make the evaluation system more organized and systematic and the index weight more operable and quantitative, reduce the subjective evaluation impact, and make the evaluation result more objective and reliable. Considering the fuzzy and gray information of comparison and selection, the optimal scheme with high feasibility and applicability is selected by the gray relation method.

Influence on Highway Bridge Deck System Reconstruction by Train-passing-railway Induced Vibration of the Nanjing Yangtze River Bridge

Influence on Highway Bridge Deck System Reconstruction by Train-passing-railway Induced Vibration of the Nanjing Yangtze River Bridge

Experimental study of the deformation recovery characteristics of steel deck pavement materials

Steel deck pavement material and steel decks require good cooperative deformation ability. The deck system of a long-span steel bridge is flexible, and its pavement is repeatedly subjected to tensile stress and compressive stress; therefore, the steel deck pavement material requires a strong capability to recover from the deformation. The internal stress of the pavement material is the force driving its deformation and recovery. In this study, based on the characteristics of steel deck pavement materials, a repeated creep progressive loading recovery test (RCSR) was proposed to measure the internal stress. In addition, the theoretical solution of the internal stress of the material in the nondestructive stage was derived. The test results show that the RCSR test is effective and accurate in determining the internal stress of the steel deck pavement materials. The recovery modulus of a material can be defined by measurement and calculation of the internal stress. Moreover, different materials can be used to characterize the recovery modulus of a steel deck. Based on the theoretical solution of internal stress, the theoretical solution of the recovery modulus was deduced and calculated. The test value was used to determine the accuracy of the theoretical solution of the recovery modulus. The results were used to verify that the recovery modulus is the inherent property of the material in the nondestructive stage and is not affected by the additional conditions of the test. The internal stress and recovery modulus of three typical steel deck pavement materials were measured and calculated in this study. The test results show that an epoxy asphalt mixture has the largest recovery modulus, which indicates that under the same stress level, the internal driving force for the deformation recovery of this mixture is greater, and its deformation recovery ability is strongest.