Video summarizing Ph.D. dissertation for a non-specialist audience. / National Science Foundatio (Grant No. 0846861) / Civil and Environmental Engineering / College of Engineering

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Thesis (M.S.)--Virginia Polytechnic Institute and State University, 1994. / Vita. Abstract. Includes bibliographical references (leaves 130-133). Also available via the Internet.

Sustainability presents a pathway for future generations to have a better life. Cradle to cradle methodology is the essence of sustainability. In cradle to cradle approach, we aim to reuti-lize a given waste instead of disposing or landfilling it. Each year, millions of waste tires are dis-posed of in landfills. This poses a major challenge environmentally and economically. Environ-mentally, those tires become prone to fire hazards as well as being a place for rodents and mos-quitos to reside at. Economically, on the other hand, each tire has an average of about 50% valu-able polymers as well as oily components. One of the methods to utilize the valuable raw materi-als in waste tires is to recycle it in the form of ground tire rubber also known as crumb rubber modifier (CRM). Although CRM has been widely used as an asphalt modifier, however, due to the complexity of asphalt as well as the waste nature of CRM, the full understanding of the CRM modification mechanism with asphalt has not been fully understood. Understanding of the modi-fication mechanisms involved in the CRM interaction with asphalt would enable us to produce a crumb rubber modified asphalt (CRMA) with enhanced properties. In the current research work, an attempt is made to better understand the mechanism of interaction between CRM and asphalt and the nature of components from asphalt and CRM that take part in the interaction between them. In addition, we investigate the effectiveness of CRM as a modifier for asphalt on the mac-ro and microscale aspects. Another part of the current research work deals with a second waste material; used motor oil. Used motor oil (UMO) presents yet another challenge to environment. With the ever increas-ing motor vehicles produced with advanced technologies and increased advanced motor oil de-mand. This presents a burden on the environment, with the continuous production of UMO. In the current research work, we investigated the feasibility of utilizing UMO as a modifier for asphalt and CRMA. We also investigated the effect of UMO on the micro and macroscale aspects of asphalt.

Recycling of millions of scrap tires produced everyday is crucial challenge encountered by waste management systems. Recycling tire rubbers in form of ground tire rubber, known as crumb rubber modifier (CRM), in asphalt industry was introduced in early 1960's and is proved as an effective recycling method. Interaction between CRM and asphalt is physical in nature which happens mainly due to exchange of components between CRM and asphalt and enhances the time temperature dependant properties of asphalt. In this work, the interaction between CRM and asphalt was evaluated through monitoring the evolutions of CRM in asphalt in macro and micro-level. The mechanism and extent of CRM dissolution were monitored under several interaction conditions. The composition of materials released from CRM was investigated using thermo-gravimetric analysis (TGA). The molecular status of the released components were studied using gel permeation chromatography (GPC) analysis. The composition analysis indicated that the CRM start releasing its polymeric components into the asphalt matrix at dissolutions higher than 20%. The released polymeric component of CRM alters the microstructure of the asphalt and creates an internal network at certain interaction temperatures according to viscoelastic analysis. At these temperatures, the released polymeric components are at their highest molecular weight based on GPC results. The effect of released components of CRM on the time temperature dependent properties of asphalt and its glass transition kinetic was monitored using dynamic shear rheometer (DSR) and differential scanning calorimetry (DSC), respectively. The DSC results showed that the intensity of glass transition of the asphalt binder which is mainly defined by the aromatic components in asphalt reduced by absorption of these components by CRM. The evolution of CRM was investigated during short-term aging of the modified asphalt binder. In addition, the effect of presence of CRM and release of its component on oxidization of asphalt binder was evaluated using Fourier transform infrared spectroscopy (FTIR). The results revealed that CRM continue absorbing the aromatic components of asphalt during aging which stiffen the asphalt binder. Also, it was observed that release of oily components of the CRM, which contain antioxidant, reduces oxidization rate of asphalt significantly. / National Science Foundatio (Grant No. 0846861)

Warm mix asphalt (WMA) represents a group of technologies that allows production of asphalt mixtures at lower temperatures compared to traditional hot mix asphalt (HMA). This results in less fuel consumption and reduction in CO2 ¬and fumes emission. This research was conducted in order to provide North Dakota department of transportation (NDDOT) with a thorough study on state of the practice of WMA in USA and compare WMA performance with HMA. Extensive literature study was conducted, collecting reports and field experiment data from DOTs of states with climate similar to ND. Viewpoints of experts in the field were collected and analyzed using a comprehensive survey. These were added to analysis of collected data on WMA performance. The research results suggest using foaming processes (Double Barrel Green in particular) and chemical additives (Evotherm in particular) at this early stage with guidelines for modifications in WMA specification and testing compared to HMA. / North Dakota Department of Transportation

Project Completion Report OWRT Project No. A-075-ARIZ / Agreement No. 14-34-0001-7006 / Project Dates: July 1976 - June 1977 / "The work upon which this report is based was supported by funds provided by the United States Department of the Interior, Office of Water Research and Technology as authorized under the Water Resources Research Act of 1964, the State of Arizona, and the Arizona Department of Transportation and Federal Highway Administration

The objective of this study was to compare different modifiers in two asphalt cements, namely Cold Lake 80/100 obtained from the Edmonton, Alberta refinery of Imperial Oil Limited and a PG 58-28 obtained from a now closed refinery in the Montreal, Quebec area. The modifiers investigated were polyphosphoric acid (PPA), styrene-butadiene-styrene (SBS), and reactive ethylene terpolymer (Elvaloy® RET). The comparisons were done based on both unaged and laboratory-aged materials. The investigation covers high temperature grading using a dynamic shear rheometer (DSR), low temperature grading using a bending beam rheometer (BBR), ductile strain tolerance as measured in the double-edge-notched tension (DENT) test and percentage recovered strain using multiple shear creep recovery (MSCR) test. The Superpave® performance grade span was increased for all modifiers with substantial increases in the high temperature rutting parameter G*/sin while the BBR parameters, T(S = 300 MPa) and T(m = 0.3), remained largely unchanged. In the PG 58-28 base asphalt, Elvaloy® modifiers were able to reduce the intermediate Superpave® grade temperature by significant amounts. All polymer modifiers were good at improving the ductile strain tolerance as measured in the DENT test. In contrast, PPA alone reduces the strain tolerance due to the formation of extra asphaltenes and the likely gelation of the asphaltene-rich phase. Nearly all the modified samples passed the MSCR test except those with poor compatibility (i.e. SBS blended with Cold Lake without sulfur, Elvaloy® systems without acid catalyst, and pure PPA modified systems) or no modifier, which did not reach the required elastic recovery at high levels of non-recoverable compliance. In the BBR test done at low temperatures, all modified systems showed similar elastic recovery and viscous (non-recoverable) compliance. However, in the ductile-to-brittle range the Elvaloy® RET-modified binders showed a definite advantage of a few degrees over the unmodified base asphalts. Finally, chemical aging tendencies, as measured by weight gain and carbonyl formation, turned out to be very similar for all the investigated compositions. / Thesis (Master, Chemistry) -- Queen's University, 2010-12-13 13:29:45.173

Thesis (Ph.D.) - Carleton University, 2005. / Includes bibliographical references (p. 250-267). Also available in electronic format on the Internet.