The design of flexible road pavements is a complex process as a result of the multiple variables that influence and interact in the models that allow the design of each layer. In recent years, a particular interest has been raised to ensure that climate is considered in pavement design due to temperature and precipitation that influence the deterioration of pavements, impacting their service life. This paper presents a critical review of flexible pavement design methods, from the first ones based on experience, such as empirical methods, to the most recent ones on mechanical–empirical methodologies, where, based on different principles, they determine the thicknesses of the layers that integrate the structure of a pavement to identify how these methods have included climate variables within their methodology. Through this review, it was identified that temperature is incorporated in the dynamic modulus of the asphalt mix, and precipitation and moisture are incorporated through the resilient modulus in the granular layers (base, subbase, and foundation soil or subgrade courses). As a result, it was identified that the most holistic way of integrating climate is through the Enhanced Integrated Climatic Model (EICM) from the Mechanistic–Empirical Pavement Design Guide (MEPDG). In many cases, climate is incorporated through parameters whose behavior is associated with temperature and precipitation but does not use the data of these climate variables directly from the project site. The practical incorporation of climate into design methods allows an increase in the certainty of results, ensuring additional climate-resilient pavement structures and increasing their durability and sustainability during their service life.

The prediction of the resilient modulus of foundation soil or subgrade for road pavements has been a subject of significant interest in recent years. This study presents a summary of the factors that influence resilient modulus performance, including climate and climate change, and how this property is fundamental for pavement design. To incorporate climate and climate change in the resilient modulus of the pavement subgrade, a practical tool was developed based on the Climate Information System for Road Design (SICliC) and the Enhanced Integrated Climate Model (EICM) of Mechanistic-Empirical Pavement Design Guide (MEPDG), where the Thornthwaite Moisture Index (TMI) can be estimated based on historical monthly precipitation and mean temperature data and using climate change scenarios for Mexico. The proposal determines the prediction of the behavior of variables that influence the subgrade resilient modulus for unbound granular materials (UGMs) which are associated with climate, such as moisture content, soil suction and degree of saturation, by means of which an environmental factor for unbound materials can be estimated. This factor adjusts the “Resilient modulus at optimum” to an “Resilient modulus at equilibrium” for the project site. Incorporating the climate and climate change of the project site into pavement design, particularly into the resilient modulus of the subgrade, will increase the durability and resilience of pavements.

The freight transport industry in Mexico has grown significantly since the establishment of trade agreements in North America, which has brought significant environmental consequences to the main transport corridors. This paper proposes a methodology for the estimation of emissions for freight vehicles on road transportation corridors. The variables included in this analysis allow adequate characterization of the conditions of the vehicle fleet, the geometry and the quality of the road, the environment, and the average annual daily traffic (AADT) of heavy vehicles. The results were structured to show two indicators, the amount of CO₂ emissions per kilometer and the amount of emissions per tonne transported. These results will allow establishing a baseline of CO₂ emissions through which we can implement actions in the road transport sector to reduce greenhouse gases (GHG) to mitigate climate change and develop parameter values for use in Cost Benefit Analysis. The indicators can also be applied to geospatial modeling of emissions in road transport corridors and forecast its growth.

It is proposed to reduce the statistical uncertainty to make informed decisions in pavement construction, using a non-destructive method to determine the density (p) of asphalt mixtures, a decisive parameter to know the quality of the material studied and the content of voids (air voids), contrasting the results with destructive and physical tests to specimens extracted at the test site. This was carried out in the field with the EM density gauge (electromagnetic), on a 71.2 km long stretch of road. The results of the non-destructive tests were compared with the AASHTO standards. The study was focused on a representative sample of 25.9% of the total population, obtained using intentional stratified statistical sampling; the standard deviation was taken as the decisive value of dispersion in the determination of the p-density of the mixtures. The AASHTO T343 standard establishes that the permissible standard deviation for asphalt mixtures should be 0.050 g/cm³. Supplementary statistical analysis shows that the measurement error of the EM densitometer and the core-sampling method is ±1.8%, and the correlation coefficient within the 95% confidence interval reaches 0.91. The results of the analysis show a convincing trend towards the implementation of non-destructive methods, such as EM density gauge, to guarantee the determination of the quality of asphalt mixtures in the field, reducing the time required to determine the quality of the asphalt mixes. The results of the analysis show a convincing trend towards the implementation of non-destructive methods, such as EM density gauge, to ensure the determination of the quality of asphalt mixtures in the field, reducing the time required to determine the quality of asphalt mixtures.

El presente trabajo evalúa las temperaturas de extracción por el método de Rotavapor, con el objetivo de encontrar la temperatura óptima de extracción para minimizar el endurecimiento por calor y maximizar la recuperación del disolvente en el ligante asfáltico. Para comprobar el impacto que ocasiona la temperatura en el ligante asfáltico; se empleó el equipo Reómetro de corte dinámico (DSR, por sus siglas en inglés), donde se midió el desempeño con el parámetro G*/sen δ, así mismo se evaluó la deformación con el ensayo de Recuperación Elástica por Creep Repetido (MSCR), cabe destacar, que la normativa específica que la evaluación se debe realizar con asfalto producto de RTFO, pero para fines de investigación se realizó como en condición original. El estudio consta de tres etapas; en la primera etapa se hizo la “Calibración del ensayo”, para determinar un procedimiento que asegure la reproducibilidad de las mediciones sin afectar las características del ligante evaluado, se tomarón porciones de 10 y 30 gramos de un ligante asfáltico sin modificar, los cuáles fueron disueltos en trocloroetileno, para posteriormente hacer las recuperaciones en el Rotavapor a temperaturas de 110 y 140°C; basándose en los resultados obtenidos se siguió con la segunda etapa, que consistió en verificar si la condición establecida era válida para cualquier tipo de ligante. Finalmente, se fabricó mezcla con los dos tipos de ligante asfáltico evaluados en las etapas anteriores. Los resultados obtenidos muestran que la temperatura de extracción óptima es a 140°C, sin embargo, se recomienda ampliar la investigación con pruebas químicas, para determinar un procedimiento para ligantes modificados, ya que con los resultados obtenidos en la prueba del MSCR, se tuvo variaciones de hasta 234.4%. Así mismo, se concluyó que el ensayo de RTFO envejece más al ligante asfáltico, que el mezclado y la compactación hecho en el laboratorio para la fabricación de probetas.