Prior research has demonstrated that incorporating solid waste from various sources, such as plastics, civil engineering waste, and industrial and mining waste, into pavement and civil works mixes has notable environmental benefits. This includes reducing the over-exploitation of aggregate banks and preventing waste materials from being deposited in open-pit landfills for extended periods. This review focuses on sustainable aggregates produced from solid waste with rheological or mechanical properties suitable for replacing conventional aggregates in asphalt or hydraulic concrete mixtures. The aim is to determine the optimal replacement percentage in the mixture to directly impact pavement performance. This review also delves into the impact on fatigue resistance and permanent deformation based on the type of waste material used in construction. Additionally, using sustainable aggregates presents added benefits for pavement binders, such as inhibiting reflection cracks, reducing traffic noise, and prolonging the service life of the pavement. However, it is crucial to study the percentage of replacement of sustainable aggregates in conjunction with other materials using mathematical models and simulations to ensure a substantial contribution to the sustainability of the construction industry.

Constructed wetlands (CWs), increasingly adopted as nature-based solutions (NBS) for wastewater treatment, require a rigorous assessment of the durability and structural performance of the materials used in their supporting systems. In contrast to the extensive literature addressing hydraulic efficiency and contaminant removal, the structural behavior of CWs has been scarcely examined, with existing studies offering only general references to reinforced concrete and masonry and lacking explicit design criteria or deterioration analyses. This study integrates evidence from real-world CW installations with a systematic review of 31 studies on the degradation of cementitious materials in analogous environmental conditions, following PRISMA 2020 guidelines, with inclusion criteria based on quantified wastewater-related exposure conditions (e.g., chemical aggressiveness, persistent saturation, and biogenic activity). Results indicate that reinforced concrete, despite its structural capacity, is susceptible to biogenic corrosion, accelerated carbonation, and sulfate–chloride attack under conditions of persistent moisture, with reported degradation rates in analogous wastewater infrastructures on the order of millimeters per year for concrete loss and tens of micrometers per year for reinforcement corrosion. Masonry structures, similarly, exhibit performance constraints when exposed to mechanical overloads and repeated wetting–drying cycles. In contrast, emerging alternatives—such as nanomodified matrices and concretes incorporating supplementary cementitious additives—demonstrate potential to enhance durability while contributing to a reduced carbon footprint, without compromising mechanical strength. These findings reinforce the need for explicit structural design criteria tailored to CW applications to improve sustainability, durability, and long-term performance.

Recycled asphalt pavement (RAP) can support traffic loads comparable to those of roads constructed with conventional materials. The structural evaluation of RAP is performed through the deflection generated by vehicles via recoverable deflection in the pavement layers. The deflection record is translated into a curve that geometrically interprets the behavior of the layers that make up the pavement. In this study, a falling weight deflectometer (FWD) was used to emulate transit loads and measure deflection in two models. Both contained 30% RAP, and one of them had fiberglass geogrid in the center of the asphalt layer. Through normalized maximum deflection (limit value based on constant stress), the structural index (SI), and the dynamic stiffness modulus (DSM), the structural behavior of the models under different load levels was evaluated. The pavement structure exhibited similarities in strength for both models subjected to impact. The presence of the geogrid reinforcement (Z1) showed structural index values ranging between 0.17 and 0.54, while the layer without geogrid (Z2) presented structural index values in a range of 0.23 to 0.78. In addition, the dynamic stiffness modulus presented a difference of 10 kN/mm between the maximums of the models in favor of reinforcement with glass fiber geogrid. Therefore, low structural index values are associated with the interaction between RAP and geogrid, highlighting this combination as an innovative and functional system for road surfaces, while the dynamic stiffness modulus indicates the stability and structural integrity of sustainable pavement, which has the potential to extend its lifespan.

Reliable pavement condition assessment using UAV-derived orthophotos remains challenging under manual flight conditions, where acquisition parameters are not predefined and photogrammetric quality is highly operator-dependent. This study evaluates how UAV flight configuration influences orthophoto quality and operational usability for road infrastructure assessment in real-world manual survey scenarios. Eight flight treatments combining altitude (30–40 m AGL), flight speed (low/normal), and image capture interval (2–3 s) were tested over an urban–peri-urban road segment in Misantla, Veracruz, Mexico, using a DJI Air 3S platform. Orthomosaic quality was assessed through ground sampling distance (GSD), tie-point density, multiplicity, RMS reprojection error, dense cloud size, orthomosaic continuity, and a criteria-based interpretability index supported by field observations. Results show that while altitude controls spatial resolution, resolution alone is insufficient for reliable pavement assessment. Configurations with higher image overlap and photogrammetric redundancy (notably Treatment 1 (T1) and Treatment 3 (T3)) achieved superior geometric consistency, reduced seam artifacts, and improved detection of subtle surface irregularities. In contrast, reduced-overlap configurations produced complete but less interpretable orthomosaics. The study provides experimentally validated operational guidelines for optimizing UAV flight parameters under manual conditions, bridging the gap between controlled photogrammetric theory and practical infrastructure monitoring.

Soil stabilization is widely applied in transportation engineering to enhance the mechanical performance and serviceability of road subgrades, particularly in fine-grained soils susceptible to moisture-induced deterioration. Although Portland cement provides rapid strength development and high load-bearing capacity, its high energy consumption and associated CO₂ emissions have encouraged the exploration of lower-impact stabilization alternatives. This study presents a performance-based comparative evaluation of fine-grained soils stabilized with Portland cement and kaolin at dosages of 3%, 5%, and 7% by dry soil mass. The experimental program included soil characterization, Standard Proctor compaction testing, and unconfined compressive strength (UCS) testing conducted at curing ages of 0, 7, 14, 28, 90, and 180 days. Cement-treated soils exhibited faster early-age strength development and higher long-term UCS values, supporting applications requiring early load-bearing capacity. In contrast, kaolin-treated soils showed gradual and stable strength gains primarily associated with densification and particle rearrangement mechanisms. Overall, the results demonstrate that kaolin can serve as a viable low-impact stabilizer for low-volume and secondary road infrastructure. The findings support performance-based and sustainability-oriented material selection strategies for context-sensitive road subgrade design.