The urban heat island effect raises road surface temperatures, increasing energy demands and accelerating pavement deterioration. This study evaluates a polymer-based pavement system using methyl methacrylate (MMA) resin with aluminum silicate (AS), glass bubbles (GBs), and microencapsulated n-docosane phase-change material (PCM) to identify the most effective solution. Indoor laboratory tests determined AS as the optimal choice, balancing thermal insulation, workability, and mechanical strength. AS-containing mixtures reduced surface temperatures by ~10 °C and exhibited superior compressive strength (28.2 MPa at 6 wt%) compared to GB (23.7 MPa at 4 wt%) and PCM (27.2 MPa at 6 wt%). AS also maintained stable viscosity at ≤10 wt%, unlike GB and PCM, which became unworkable above 5 wt%. The AS-based system achieved high skid resistance (90.2 BPN), abrasion resistance (0.1% wear after 500,000 cycles), and low VOC emissions (69.64 g/L). Adjusting the resin-to-BPO ratio to 1:0.42 enabled a 30 min curing time at 25 °C, ensuring practical application. These findings highlight AS as the most effective filler for large-scale deployment. Future work should assess long-term durability and optimize formulations for broader adoption in heat-mitigating infrastructure.

Embankments and retaining walls are integral parts of the bridge system and provide a smooth transition from lower elevations (i.e., roadways) to higher elevations (i.e., bridge decks). Performances of pavement structures supported on embankments or retaining walls are directly related to their conditions. This paper presents a comprehensive case study of the evaluation of pavement structures supported on an in-service mechanically stabilized earth (MSE) wall that showed significant distresses, such as lane separation, faulting, lane settlement, and tilting of the MSE wall. The conditions of the pavement structures were evaluated via visual observations, falling weight deflectometer (FWD) tests, and coring through pavement structures. The conditions of the MSE wall were evaluated through dynamic cone penetrometer (DCP) tests, cone penetration tests (CPTs), LiDAR surveys, and soil borings. Detailed analysis of the data obtained in this study provides valuable insights into potential distress mechanisms.

Addressing the escalating maintenance costs of deteriorated jointed plain concrete pavements (JPCP), this study explores the rehabilitation of aged JPCP using bonded continuously reinforced concrete pavements (CRCP) overlay. Drawing lessons from past implementations in Georgia (I-75 and I-85) and Texas (US 75 Sherman), it highlights the gap in the current understanding of CRCP overlays on existing JPCP. The research introduces a recent implementation of CRCP overlay on a JPCP section of US 82 (Loop 286) in Paris, Texas that was over 40 years old. Early performance evaluation of 5-in. CRCP overlay on 9-in. JPCP indicates a significant insulating effect, reducing temperature variations and joint movements in the JPCP layer. Key findings included: 1) good bonding between CRCP and JPCP interface when concrete with reasonable workability was placed, while quite poor bonding when concrete with excessive slump was placed; 2) considerable reduction in slab deflections by placing 5-in CRCP overlay; 3) a significant level of reflection cracking in CRCP at existing transverse contraction joints; and 4) sawcut, except in the transition zone, is not desirable. These encouraging and satisfactory results indicate the applicability of bonded CRCP overlay as a viable rehabilitation option for old JPCP. However, the long-term performance effects from the surface condition, surface preparation, along with construction operations and concrete properties need further investigation.