Asphalt crack sealants are essential for preserving the integrity of asphalt pavements. They act as a barrier against water infiltration, a primary cause of base erosion and structural failure. However, these sealants are susceptible to degradation from traffic wear, weathering, and thermal stresses. This degradation manifests in multiple failure modes, including loss of cohesion, adhesion, and settlement. Being one of the most cost-effective pavement maintenance techniques, its market size is expected to be worth about $1.1 billion by 2028, with a 56% market share in North America alone. With extreme climatic events, sealants will have a tendency to fail more often. Therefore, this research effort investigated the incorporation of various modifiers into asphalt crack sealants and fillers to enhance their performance and durability, to perform beyond their designed life. Four different modifiers were selected and tested using a specific laboratory testing protocol targeting the failure modes observed in the field and ultimately leading to extended pavement lifespans and reduced maintenance expenditures. Furthermore, a novel test procedure to measure the coefficient of expansion and contraction of control and modified sealants was developed and calibrated as part of this study. These modifiers included an aerogel modified bituminous material, a pre-activated crumb rubber material, a recycled aerogel composite, and synthetic fibers.The testing program included durability and strength testing such as bonding strength, shear thinning, toughness, and tenacity; and thermal behavior testing such as expansion and contraction, thermal conductivity, and specific heat capacity. The coated aerogel modifier provided better toughness, tenacity, and bonding properties with improved thermal properties. The pre-activated crumb rubber reduced the effect of aging, whereas fibers showed promising results across most parameters. As for the recycled aerogel composite, thermal susceptibility was slightly improved, in addition to low temperature behavior for the filling material. Finally, a multiple decision-making criteria method was adopted to rank the best modifier for each material for parking lots and roadways followed by a life cycle cost analysis. A survey was conducted to rate the importance of each factor affecting performance, based on the integration of both quantitative and qualitative criteria, thereby accommodating diverse decision contexts and preferences.

Polypropylene, a non-biodegradable plastic with a higher c-c bond disassociation energy than other conventional polymers like Polyethylene (PE), is used to manufacture these three-layered masks. The amount of plastic pollution in the environment has grown tremendously, nearing million tons in a short period of time. As a result, the purpose of this study is to reduce the environmental damage caused by facemasks. This M.S. thesis offers a concise overview of various thermochemical methods employed to depolymerize plastic waste materials. It emphasizes environmentally conscious and sustainable practices, specifically focusing on solvothermal processing. This innovative approach aims to convert discarded face masks into valuable resources, including hydrocarbons suitable for jet fuel and other useful products. The thesis provides an in-depth exploration of experimental investigations into solvothermal liquefaction techniques. Operating under specific conditions, namely, a temperature of 350°C and a reaction duration of 90 minutes, the results were notably impressive. These results included an exceptional conversion rate of 99.8%, an oil yield of 39.3%, and higher heating values (HHV) of 46.81 MJ/kg for the generated oil samples. It's worth noting that the HHV of the oil samples obtained through the solvothermal liquefaction (STL) method, at 46.82 MJ/kg, surpasses the HHV of gasoline, which stands at 43.4 MJ/kg. The significant role of the solvent in the depolymerization process involves the dissolution and dispersion of the feedstock through solvation. This reduces the required thermal cracking temperature by enhancing mass and thermal energy transfer. While solvolysis reactions between the solvent and feedstock are limited in thermal liquefaction, the primary depolymerization process follows thermal cracking. This involves the random scission of polypropylene (PP) molecules during heat treatment, with minimal polymerization, cyclization, and radical recombination reactions occurring through free radical mechanisms. Overall, this work demonstrates the feasibility of a highly promising technique for the effective chemical upcycling of polypropylene-based plastics into valuable resources, particularly in the context of jet fuel hydrocarbons, showcasing the comprehensive analytical methods employed to characterize the products of this innovative process.

Thermal susceptibility is one of the biggest challenges that asphalt pavements must overcome. Asphalt mixture’s thermal susceptibility can increase problems related to permanent deformation, and the expansion-contraction phenomenon triggers thermal cracking. Furthermore, there is a common worldwide interest in environmental impacts and pavements. Saving energy and mitigating the urban heat island (UHI) effect have been drawing the attention of researchers, governments, and industrial organizations. Pavements have been shown to play an important role in the UHI effect. Globally, about 90% of roadways are made of asphalt mixtures. The main objective of this research study involves the development and testing of an innovative aerogel-based product in the modification of asphalt mixtures to function as a material with unique thermal resistance properties, and potentially providing an urban cooling mechanism for the UHI. Other accomplishments included the development of test procedures to estimate the thermal conductivity of asphalt binders, the expansion-contraction of asphalt mixtures, and a computational tool to better understand the pavement’s thermal profile and stresses. Barriers related to the manufacturing and field implementation of the aerogel-based product were overcome. Unmodified and modified asphalt mixtures were manufactured at an asphalt plant to build pavement slabs. Thermocouples installed at top and bottom collected data daily. This data was valuable in understanding the temperature fluctuation of the pavement. Also, the mechanical properties of asphalt binders and mixtures with and without the novel product were evaluated in the laboratory. Fourier transform infrared (FTIR) and scanning electron microscope (SEM) analyses were also used to understand the interaction of the developed product with bituminous materials. The modified pavements showed desirable results in reducing overall pavement temperatures and suppressing the temperature gradient, a key to minimize thermal cracking. The comprehensive laboratory tests showed favorable outcomes for pavement performance. The use of a pavement design software, and life cycle/cost assessment studies supported the use of this newly developed technology. Modified pavements would perform better than control in distresses related to permanent deformation and thermal cracking; they reduce tire/pavement noise, require less raw material usage during their life cycle, and have lower life cycle cost compared to conventional pavements.

It is common to use crumb rubber as modifier in bitumen. Good performance of crumb rubber in bitumen has been reported in terms of improving characteristics like higher skid resistance, reducing noise, higher rutting resistance and longevity. However, due to the vulcanization, the polymeric crosslinked structure of crumb rubber suffers from inadequate dispersion and incompatibility in bitumen where storage stability becomes an issue. To solve this problem, partial surface devulcanization of the rubber via chemical and microbial surface activation was examined in this study showing both method can be effective to enhance rubber-bitumen interactions and subsequently storage stability of the rubberized bitumen. To ensure proper surface activation, it is important to thoroughly understand chemo-mechanics of bitumen containing rubber particles as well as underlying interaction mechanism at the molecular level. Therefore, this study integrates a multi-scale approach using density functional theory based computational modeling and laboratory experiments to provide an in-depth understanding of the mechanisms of interaction between surface activated rubber and bitumen. To do so, efficacy of various bio-modifiers was examined and compared it terms of both surface activation capability and durability of resulting rubberized bitumen. It was found that biomodifiers with various compositions can have either synergistic or antagonistic effect onchemo-mechanics of rubberized bitumen. The study was further extended to study the interplay of Polyphosphoric Acid (PPA) and these biomodified rubberized bitumens showing not all modifiers have high synergy with PPA in bitumens. Finally, durability of rubberized bitumen was studied in terms of its resistance to Ultraviolet (UV) aging. It was shown that there is a strong relation between composition of biomodified rubberized bitumen and its resistance to UV-aging.

This research focused on the structure-property relationships of a rejuvenator to understand the comprehensive rejuvenation mechanism of aged asphalt binder. Aged asphalt such as recycled asphalt shingles (RAS) and reclaimed asphalt pavement (RAP) contain various amounts of asphalt binder. However, the asphalt binder in RAS and RAP is severely aged and inferior in properties compared to a virgin binder. To address this issue, liquid additives have been used under the general title of rejuvenators. That poses an additional challenge associated with the lack of clear metrics to differentiate between softeners and rejuvenators. Therefore, there is a need for a thorough study of rejuvenators. In this study, diverse-sourced rejuvenators have been used in RAS and RAP-modified binders as well as laboratory-prepared aged binders. The properties of the rejuvenated aged binder were characterized at a macro-level and molecular level. The study showed that the performance of the RAS-modified binder was significantly improved after bio-modification by a bio-rejuvenator.

This study further evaluated laboratory-prepared aged asphalt rejuvenated with different rejuvenators. The results found that oxidized bitumen became soft after adding rejuvenators, regardless of their source. Molecular dynamics simulation showed that the effective rejuvenator restored the molecular conformation and reduced the size of asphaltene nanoaggregates.

The study results showed that due to the specific chemical composition of certain rejuvenators, they may negatively impact the durability of the mixture, especially about its resistance to moisture damage and aging. Computational analysis showed that while the restoration capacity of rejuvenators is related to their penetration into and peptizing of asphaltene nanoaggregates, the durability of the restored aged asphalt is mainly related to the polarizability values of the rejuvenator. Rejuvenators with lower polarizability showed better resistance to aging and moisture damage.

In summary, this study develops the rheology-based indicators which relate to the molecular level phenomenon in the rejuvenation mechanism. The rheology-based indicators, for instance, crossover modulus and crossover frequency differentiated the rejuvenators from recycling agents. Moreover, the study found that rejuvenation efficiency and durability are depended on the chemistry of rejuvenators. Finally, based on the learning of chemistry, a chemically balanced rejuvenator is synthesized with superior rejuvenation properties.

The use of Reclaimed Asphalt Pavements (RAP) in newly produced asphalt mixtures has been gaining a wide attention from state Departments of Transportations (DOTs) during the past four decades. However, the performance of these mixtures in harsh and hot climate areas such as Phoenix, Arizona has not been carefully addressed. This research focuses on evaluating the laboratory and field performance of Hot Mix Asphalt Mixtures (HMA) produced with two different RAP contents 15%, and 25%. A road section was identified by the City of Phoenix where three test sections were constructed; the first being a control (0% RAP), the second and the third sections with 15% and 25% RAP contents, respectively. The 25% RAP mixture used a lower Performance Grade (PG) asphalt per local practices. During construction, loose HMA mixtures were sampled and transported to the laboratory for advanced material characterization.

The testing included Dynamic Modulus (DM) test to characterize the stiffness of the material, Flow Number (FN) test to characterize the rutting resistance of the mixtures, IDEAL CT test to characterize the crack initiation properties, C* Fracture test to investigate the crack propagation properties, Uniaxial Fatigue to evaluate fatigue cracking potential, and Tensile Strength Ratio test (TSR) to evaluate the moisture susceptibility. Field cores were obtained from each test section and were tested for indirect tensile strength characteristics. In addition, asphalt binder testing was done on the extracted and recovered binders.

The laboratory results, compared to the control mixture, indicated that adding 15% and 25% RAP to the mix did not have significant effect on the stiffness, improved the rutting potential, had comparable cracking potential, and gave an acceptable passing performance against potential moisture damage. The binder testing that was done on the extracted and recovered binders indicated that the blended RAP binder yields a high stiffness. Based on results obtained from this study, it is recommended that the City of Phoenix should consider incorporating RAP in their asphalt mixtures using these low to moderate RAP contents. In the future implementation process, it is also recommended to include specifications where proper mixture designs are followed and supported with some of the laboratory tests outlined in this research.