Detta examensarbete har haft som mål att undersöka tjällyftningen hos en väg i en fältstudie och utvärdera reliabiliteten hos två olika modeller för skattning av tjällyftning. Modellerna som har studerats är Trafikverkets nuvarande, vilken är implementerad i deras vägdimensioneringsverktyg PMS Objekt, samt segregation potential theory. Den studerade vägsträckan är belägen i Kiruna. I vägen har borrkärneprover tagits och vägens obundna lager, inklusive terassmaterial, har blivit analyserade i laboratorium. Dessa tester inkluderar både geoteknisk klassificering och endimensionella frysförsök på terassmaterialet. Materialets tjälfarlighet har klassificerats enligt både Trafikverkets eget och det amerikanska USACEs system. Alla prover, inklusive terrassmaterialet, består huvudsakligen av grus och sand. Enligt båda de använda klassificeringssystemen bedöms alla prover som icke tjälfarliga. Nivåmätningar utförda på vägen visar dock att tjällyftning ändå förekommer i vägen. Denna tjällyftning har inte kunnat modelleras framgångsrikt i PMS Objekt, där ingen tjällyftning alls fås trots att en dimensionerande vinter tillämpas i analysen. Däremot har en god överensstämmelse mellan bakåträknad och empiriskt beräknad tjälfarlighetsklassificering med SP0-värde enligt segregation potential theory kunnat ses. Även när detta beräknas utifrån utförda frysförsök fås en relativt god överensstämmelse. Studiens främsta fynd är att den visar på att även material som bedöms som ej tjällyftande enligt de två systemen för tjälfarlighetsklassificering faktiskt orsakar tjällyftning och att detta omfattar både terrass- och överbyggnadsmaterial. Studien visar att detta tjällyft främst beror på primärt lyft, varför klassificeringarna stämmer ganska väl om endast det sekundära lyftet avses. Studien har även visat på att Trafikverkets nuvarande modell är otillräcklig när det kommer till att modellera tjällyftning för grovkorniga jordar. Slutligen har studien även visat på möjligheten att bedöma jords tjälfarlighet med hjälp av segregation potential theory, även om också denna metod endast kan användas för att modellera sekundärt lyft. / The aim of the master thesis has been to examine the frost heaving of a road in a field study and to evaluate the reliability of two different models for estimation of frost heaving. The studied models are the current one of the Swedish Transport Administration, which is implemented in their road design tool PMS Objekt, and the segregation potential theory. The studied road section is located in Kiruna, in the northern part of Sweden. The road has been cored and the unbound layers of it, including the subgrade, have been analyzed in laboratory. These analyses include both geotechnical characterization and one-dimensional frost heave tests of the subgrade material. The frost susceptibility of the collected material has been classified according to both the Swedish Transport Administrations system and the American USACE’s system. All samples, including the subgrade, consist mainly of gravel and sand. According to both the used classification systems all samples are classified as not frost susceptible. However, the elevation measurements of the road show that frost heaving occurs in it despite this. This heaving has not been possible to model successfully in the program PMS Objekt. In it the frost heave prediction yields no heave at all, despite applying a design winter (worst case) in the analysis. A good conformity has however been observed between back-calculated and empirically evaluated frost susceptibility using segregation potential theory. A quite good conformity has also been observed when the same thing is evaluated from the preformed freeze tests. The most important finding of the study is that even material that is categorized as non-frost susceptible according to the two studied systems actually does heave. This finding includes both subgrade aswell as the unbound material in the superstructure. It has been found that the total frost heave observed in this study originates mainly from primary heaving, meaning the studied systems are quite correct in their frost susceptibility classification if only secondary heaving is intended. The study has also shown that the current model applied in PMS Objekt is poor in predicting the amount of heaving in coarse subgrades. Finally, the study has also shown the possibility to evaluate a soils frost susceptibility using segregation potential theory, although this model aswell is only applicable to secondary heave

En France, le secteur de la construction routière est le plus grand consommateur de matériaux granulaires, avec une consommation annuelle d'environ 200 millions de tonnes. Avec la pénurie de matériaux standards, la valorisation des sédiments dragués pour la construction routière pourrait constituer une solution intéressante.Les sédiments dragués se composent généralement d’une phase minérale, une phase organique (sous diverses formes) et une phase liquide (eau). La présence des Matières Organiques (MO) dans les sédiments, même en petites quantités, affecte leurs propriétés physiques et mécaniques.L'objectif principal de cette thèse est de proposer une méthode simple de caractérisation des matériaux organiques adaptée au domaine routier et d'étudier les effets de la teneur en MO sur les propriétés physiques et mécaniques des sédiments dragués. Pour y parvenir, une méthodologie spécifique pour reconstituer des mélanges avec différentes quantités de MO est proposée et une évaluation est faite des essais existants pour la caractérisation des MO.L'investigation des effets de la teneur en MO sur les paramètres physiques et mécaniques (considérés comme des paramètres clés dans le domaine de la construction routière) montre que même pour des teneurs en MO supérieures aux limites imposées dans les guides d’utilisation des matériaux standards, les sédiments restent compatibles avec la valorisation dans la technique routière. / In France, the road construction sector is the greatest consumer of granular materials, with a yearly consumption of about 200 million tons. With the shortage of standard materials, the valorization of dredged sediments for road construction could constitute an interesting solution.Dredged sediments generally consist of a mineral phase, an organic phase (in various forms) and a liquid phase (water). The presence of Organic Matter (OM) in sediments, even in small amounts, affects their engineering properties.The main objective of this study is to propose a simple method of characterization of organic materials adapted to the road construction and to study the effects of OM content on the physical and mechanical properties of dredged sediments. To this end, a specific methodology for reconstituting mixtures with different amounts of OM is proposed and an evaluation is made of existing tests for OM characterization. The investigation of the effects of OM content on physical and mechanical parameters (considered as key parameters in the field of road construction) shows that even for OM contents greater than the limits imposed in the guidelines for the use of standards materials, the dredged sediments remain compatible with the valuation in the road construction technique.

In Stockholm multiple road construction projects are ongoing and the projects magnitude varies. A sustainable infrastructure is fundamental for the requirements put on the city traffic. Three road construction projects with the same building contractor have been studied for this degree project. Two larger and one smaller construction projects. One of Sweden’s largest construction companies is in the frontline on safety and health matter. It is of interest to compare the larger and the small project from a safety perspective. Large construction companies have developed own regulations concerning safety on the construction site. For the safety of the coworkers, differences between the projects, should be identified. If there is a violation of the safety-rules, there should be consequences, according to the company rules. It is of interest to study if there is differences between the taken measures between the studied projects. The method use to conclude the degree project have been; case study and qualitative research. All interviewed respondents’ feels that the prime risk filled activity they are exposed to in their daily work is surrounding civilians. One major difference between the projects is that the workers in the large construction projects considers that the most common near-accident occur in connection with lifting objects with heavy machines. 7 out of 13 respondents recalls that they at some point have had an unsafe behavior at the site that could have risk their own safety. 7 out of 8 of the respondents at the small construction project recalls that they do not used personal protective equipment, this is a major difference from the larger construction project.  Reprimands are more commonly given to skilled workers than to supervisors and site managers.

Submitted by Jordan (jordanbiblio@gmail.com) on 2017-03-14T13:04:12Z No. of bitstreams: 1 DISS_2015_Augusto Cesar de Figueiredo.pdf: 38206719 bytes, checksum: d6802287a4c043eb149492c00929cab6 (MD5) / Approved for entry into archive by Jordan (jordanbiblio@gmail.com) on 2017-03-14T16:07:52Z (GMT) No. of bitstreams: 1 DISS_2015_Augusto Cesar de Figueiredo.pdf: 38206719 bytes, checksum: d6802287a4c043eb149492c00929cab6 (MD5) / Made available in DSpace on 2017-03-14T16:07:52Z (GMT). No. of bitstreams: 1 DISS_2015_Augusto Cesar de Figueiredo.pdf: 38206719 bytes, checksum: d6802287a4c043eb149492c00929cab6 (MD5) Previous issue date: 2015-09-11 / As rodovias constituem importante instrumento para o desenvolvimento do Estado do Mato Grosso, sendo o modal mais utilizado para efetuar a logística de escoamento da produção bem como efetua a interligação entre os municípios. O crescimento do Estado de Mato Grosso acima da média nacional gerou a necessidade de uma grande demanda por infraestrutura, e em especial, por adequações e melhorias no sistema viário. Atualmente, o Governo tenta minimizar esta conjuntura através da execução de várias obras rodoviárias a fim de melhorar a trafegabilidade e consequentemente estruturar a sua logística do transporte. Paralelamente, esta escolha pelo transporte rodoviário acarreta impactos ambientais significativos embora a Engenharia Rodoviária tenha avançado no que diz respeito a tecnologia de construção e o conceito de preservação ambiental. A maioria das obras rodoviárias, durante a sua fase executiva, não possuem um rigor e uma metodologia apropriada para minimizar e controlar os impactos gerados principalmente aos processos ligados à dinâmica superificial e em especial as instabilizações dos taludes provenientes dos cortes. Os Estudos acerca dos EIA/RIMA previstos no Artigo 10 da Lei 6.938/81 da Política Nacional do Meio Ambiente objetivando o Licenciamento Ambiental são extremamente abrangentes e genéricos e não se constituem como ferramenta adequada para o correto monitoramento ambiental dos processos do meio físico durante o processo executivo destas rodovias. Diante desta realidade, este trabalho de pesquisa tem por objetivo subsidiar procedimentos metodológicos com o intuito de analisar e aplicar a Instrução de Proteção Ambiental (IPA-08), a fim de servir de ferramenta técnica para a avaliação dos impactos ambientais nos taludes de corte presentes na rodovia em execução e provocados pelas modificações no meio físico e em particular nos processos da dinâmica superficial, gerados na área de influência direta (AID). Para tanto, adotou-se como área de estudo um segmento pertencente a duplicação da rodovia BR-163/364/MT - Rosário Oeste ao Posto Gil com o intuito de acompanhar e inspecionar os impactos na área delimitada objetivando avaliar o desempenho do trecho rodoviário em estudo. Nesse trabalho foram apresentados como resultados a delimitação da área de estudo, sua compartimentação e caraterização geotécnica, a caraterização e apresentação das instabilizações nos taludes de corte assim como uma análise e proposta de aplicação da IPA-08 como forma de controle preventivo e corretivo. / The highways are an important tool for the development of the State of Mato Grosso, the most widely used modal to make the production flow logistics and makes the interconnection between the municipalities. The growth of the State of Mato Grosso above the national average generated the need for a large demand for infrastructure, and in particular for adjustments and improvements in the road system. Currently, the Government tries to minimize this situation through implementation of various road works to improve the trafficability and consequently structure their transport logistics. In parallel, this choice by road transport entails significant environmental impacts although the Road Engineering has advanced with regard to construction technology and the concept of environmental preservation. Most road works during their execution phase, not of a rigor and an appropriate methodology to minimize and control the impacts generated primarily to surface water resources ephemeral, intermittent and perennial directly influenced by the construction. Studies on the EIA / RIMA provided for in Article 10 of Law 6938/81 of the National Environmental Policy aiming Environmental Licensing are extremely comprehensive and generic and does not constitute as a proper tool for the proper environmental monitoring of surface water resources during executive these highway. Given this reality, this research has the objective to subsidize methodological procedures in order to anlyze and apply the Instruction of Environmental Protection (IPA-08) in order to serveas a technical tool for the evaluation of environmental impacts on cutting slopes present on the road in construction and caused by changes in the physical environment and in particular in the processes of dynamic surface, generated in the area of direct influence (AID). Therefore, it was adopted as the study area belonging to a segment duplication of BR-163/364 / MT - Rosario Oeste Posto Gil for the purpose of monitor and inspect the area bounded on the impacts to evaluate the performance of the road stretch in study. In this work results are presented as the delimitation of the study area, its subdivision and geotechnical characterization, the characterization and presentation of instability in cutting slopes as well as an analysis and proposed application of the IPA-08 as a form of preventive and corrective control.

The main objective of my thesis was to project a design of a concrete chosen section of the cycling trail in the vicinity of the village of Kamenný Újezd, which is located in Southern Bohemia, south-west of České Budějovice. I propose two alternative cycling trails in accordance with the applicable standards, laws and technical conditions. A better alternative in terms of transport, economy, ecology and aesthetics, I elaborated to the phase of documentation for the notification of the construction of road according to Decree 104/1997 Sb.. In the project, I propose a direction solution, vertical solutions, width layout, road construction, earthworks, drainage, equipment and traffic signs. I analyzed property relations in the proposed cycling route and existing bicycle trails in the given locality. I suggested a cycling communication, which is multifunctional, therefore not only used by cyclists but also pedestrians, in-line skaters, and when appropriate, for occasional agricultural transport.

Stora investeringar kommer ske inom den svenska infrastrukturen de närmaste åren vilket skapar möjligheter för entreprenadföretag att expandera. För att generera god lönsamhet för företaget är effektiva processer önskvärt. Det kan uppnås genom att tillgängliga resurser nyttjas på bästa sätt samtidigt som slöseriet i processen är minimalt. Studien fokuserar på egenkontroller av anläggningsbranschen och vägprojekt eftersom det idag är ett relativt outforskat område. Syftet med examensarbetet är att undersöka kvalitetsäkringsprocessen för vägentreprenader med fokus på entreprenörens egenkontroll. Detta för att ge insikt om processen för att identifiera utmaningar och slöseri. I studien utreds fallföretagets egenkontrollsprocess för vägprojekt. Studien är explorativ för att samla kunskap inom ett specifikt område. Forskningsansatsen är av induktiv karaktär eftersom studien utgår från observationer i verkligheten och försöker utforma en teori om hur slöseriet i egenkontrollsprocessen kan hanteras och minimeras. Litteraturstudie tillämpas för att ge ökad förståelse för området samt ge teoretisk grund för analysen. Datainsamlingsmetoderna som nyttjats för studien är intervjuer och sekundärdata från fallföretagets intranät. Studien klarlägger att entreprenörens skyldigheter av egenkontroll beror på vilka krav beställaren ställer på kvalitetssäkring. En vanligt förekommande utmaning för entreprenören är att kraven är fördelade i ett stort antal dokument, vilket gör det svårt att lokalisera och samla alla krav. Kraven innefattar exempelvis kontrollernas intervall, kontrollmetod och dokumentation. Studien visar att slöseri i form av väntan, överarbetning eller bristande bearbetning, onödiga arbetsmoment, defekter samt outnyttjad potential hos anställda förekommer i planerings- och produktionsskedet av egenkontrollsprocessen för vägentreprenader. Orsakerna till slöseriet bedöms vara av både extern och intern karaktär. God planering är en viktig nyckel för att arbeta smartare och förenkla processen vilket leder till frigörelse av resurser som kan nyttjas till andra arbetsuppgifter. En viktig påföljd av god planering är att kvalitetssäkringen är strukturerad och tydligt planerad innan produktionen startar på projektet, vilket bör bidra till att alla på arbetsplatsen vet hur det arbetet ska ske. Åtgärdsförslaget till fallföretaget är uppdelat i fyra kategorier: öka flexibiliteten, öka transparensen för processen, förenkla och strukturera samt slutligen ökad erfarenhetsåterföring. Rekommendationen för fallföretaget är att prioritera planeringsfasen av egenkontrollerna för att skapa mallar och kontroller som gör nytta. Rekommendationen för branschen mer generellt är att myndigheter och institutioner aktivt ska arbeta för att minimera slöseriet i sina egna processer för att se till att de inte genererar slöseri som förekommer i alla projekt oavsett entreprenör. Vidare är rekommendationen att utreda hur egenkontroll kan tillämpas på ett effektivare sätt med hög tillförlitlighet, eller om det finns något alternativ till egenkontroll som är fördelaktigare. / Major investments will be made in the Swedish infrastructure in the next few years, which creates opportunities for construction companies to expand. To generate good profitability for the company, efficient processes are desirable. It can be achieved by making the best use of available resources while minimizing waste in the process. This study focuses on self-inspections of the construction industry and road projects since it today is a relatively unexplored area.    The purpose of the degree project is to investigate the quality assurance process for road projects with a focus on the contractor's self-inspection. This is to provide insight into the process to identifying challenges and waste. The study investigates the case company's self-inspection process for road projects. The study is exploratory to gather knowledge in a specific area. The research approach is of an inductive nature because the study is based on observations, trying to formulate a theory of how waste in the self-control process can be handled and minimized. The literature study provides an increased understanding of the area and a theoretical basis for the analysis. The data collection methods used for the study are interviews and secondary data from the case company's intranet. The study clarifies that the contractor's obligations of self-inspection depend on the customer's requirements of quality assurance. A common challenge for the contractor is that the requirements are distributed in a large number of documents, which makes it difficult to locate and collect all requirements. The requirements include, for example, the intervals of the inspections, inspection method and documentation. The study shows that waste in the form of waiting, extra-processing or lack of processing, unnecessary work steps, defects and unused potential in employees occurs in the planning and production phase of the self-inspection process for road projects. The causes of the waste are assessed to be of both external and internal nature. Good planning is an important key to working smarter and simplifying the process, which leads to the release of resources that can be used for other activities. An important consequence of good planning is that the quality assurance is structured and clearly planned before production starts, which should give everyone on the workplace information on how the work should be performed. The proposed actions for the case company are divided into four categories: increase flexibility, increase transparency of the process, simplify and structure and finally, increase possibilities for a lessons learned process. The recommendation for the case company is to prioritize the planning phase of the self-inspections to create templates and inspections that are useful. The recommendation for the industry more generally, is that authorities and institutions should actively work to minimize waste in their own processes to ensure that they do not generate waste that occurs in all projects regardless of contractor. Furthermore, the recommendation is to investigate how self-inspection can be applied in a more efficient way with higher reliability, or if there is an alternative to self-inspection that is more advantageous.

This thesis deals with development of an application supporting management of traffic constructions. The resulting solution consists of a mobile application and a server application. The mobile application allows users to document progress of a construction using integrated camera, maps and GPS, and send collected data to the server. The server application includes a web service for client-server communication, and a web application for database management and processing of the collected data. Apart from the design and implementation, the features and technologies of mobile devices utilized by the application are discussed. The thesis also reviews current most significant mobile platforms and analyses concepts and technologies of cross-platform development, especially Xamarin and MvvmCross, which were used for development of the above-mentioned application.

Extensive published literature shows that hydrated lime improves Hot Mix Asphalt (HMA) durability. Its impact on the environmental impact of HMA has not been investigated. This paper presents a comparative Life Cycle Assessment (LCA) for the use of HMA without hydrated lime (classical HMA) and with hydrated lime (modified HMA) for the lifetime of a highway. System boundaries cover the life cycle from cradle-to-grave, meaning extraction of raw materials to end of life of the road. The main assumptions were: 1. Lifetime of the road 50 years; 2. Classical HMA with a life span of 10 years, maintenance operations every 10 years; 3. Modified HMA with an increase in the life span by 25%, maintenance operations every 12.5 years. For the lifetime of the road, modified HMA has the lowest environmental footprint compared to classical HMA with the following benefits: 43% less primary total energy consumption resulting in 23% lower emissions of greenhouse gases. Partial LCAs focusing only on the construction and/or maintenance phase should be used with caution since they could lead to wrong decisions if the durability and the maintenance scenarios differ. Sustainable construction technologies should not only consider environmental impact as quantified by LCA, but also economic and social impacts as well. Avoiding maintenance steps means less road works, fewer traffic jams and hence less CO2 emissions.

The expansion of Interstate 26 from Erwin, TN to the North Carolina border was a project that potentially adversely impacted South Indian Creek because of the steep landscapes and potential for erosion. Several studies have shown the short-term, negative effects of road construction on the water quality of nearby water bodies. Non-point source pollution is the major source of water pollution in the United States. The primary objective of this research is to evaluate the long-term effects of the construction of Interstate 26 on South Indian Creek to see if there has been any ecological recovery. The Environmental Health Sciences Laboratory of East Tennessee State University was contracted by the Tennessee Department of Transportation to collect data from before construction (1991-1992), during construction (1993-1994), and postconstruction (1995-1996). Comparison of microbial enzyme activities and other parameters to present-day (2012-2013) water quality conditions indicate that South Indian Creek has not fully recovered from the effects of the construction of the interstate.

La croissance de caution vis-à-vis l'utilisation des produits pétroliers dans la construction a nécessité le besoin de développement des alternatives. Le BTP, en particulaire pour le secteur routière, a un certain nombre des piste ou les produits pétrolières ont utilisés, par exemple le liant pour les enrobés comme les agents régénérant (pour recyclage des enrobés), mais aussi le produits qui sont utilisés sur le chantier comme les anti-adhérents (ARA) et les débituminants (BR). Alors, il y a une besoin de remplacer les produits d'origines pétrolières par les alternatives bio-sourcés. Ce présent ouvre est une partie d'un projet qui va développer une nouvelle filière dédiée à la production de nouvelles formulations pour le BTP à partir de la transformation des huiles végétales et des graisses animales. Ce thèse concerne les produits développés seront destinés au l'asphalte, et alors, deux types d'applications sont particulièrement visés : (i) des agents anti-adhérents et (ii) des agents régénérants. Un débituminant sera développé aussi. Les produits anti-adhérents ont pour fonction d'empêcher le bitume d'adhérer aux engins de travaux sans effet secondaire, théoriquement, sur la matrice liante.. L'objet du travail est de caractériser l'efficacité et l'innocuité des agents anti-adhérents développés dans le cadre du projet et de développer les méthodes expérimentales visant à les évaluer. Trois essais principaux ont été développés pour caractériser la performance et innocuité des anti-adhérents vis-à-vis des essais qui ont optimisé leur implémentation et paramètres. La performance des anti-adhérents a été caractérisé par l'essai de glissance des enrobés. L'innocuité des anti-adhérents ont été caractérisés par des essais de fendage sur les enrobés et par l'essai de la dégradation de bitume. L'essai de la dégradation de bitume a servi aussi comme une mesure de la performance de débituminant. Les essais sur les anti-adhérents commerciaux d'Etats-Unis et la France a trouvé que ils ont deux modes de fonctionnement : i) lixiviation du bitume et ii) en formation d'une interface entre le les enrobés et la surface métallique. Même comme les deux modes ont été trouvé dans des certains anti-adhérents, le mode interface ont été trouvé préférable, grâce à l'option de garder les mêmes applications du produit pour plusieurs cycles de usage. Ensuite, un produit - basé sur glycérol sourcé de l'agro-industrie - a été développé. Les débituminants commerciaux ont été essayé, aves les conclusions : i) les débituminants plus effectifs ont eu les plus grande % des esters et ii) que les esters chaines courtes (C7-10) d'hautes concentrations ont été trouvé les plus efficace. L'agent régénérant est destiné à régénérer le bitume vieilli issu des agrégats d'enrobés (RAP) en lui redonnant ses propriétés originelles et en assurant leur maintien dans le temps. Le travail sur les agents régénérants se compose de la caractérisation physico-chimique du vieillissement du bitume et du bitume vieilli avec l'agent. Plus précisément, le travail se serve des techniques de spectrométrie IRTF (avec imagerie) et thermogravimétrie. Dans ce contexte, une produit bio-sourcé a été évalué comme une régénérant. Pour la spectroscopie FTIR, une moyenne de polir le mastique a été développé pour rassuré la platitude des échantillons. La régénération du bitume a été observé avec la spectrométrie ITRF, donc quelques peaks (notamment les indices IC=O and IS=O) pendant 0-42 jours de vieillissement dans l'étuve (loin-durée). Il a été trouvé qu'une période de vieillissement de 14 jours à l'étuve était à peu près équivalente au bitume vieilli par un cycle de RTFOT + PAV en termes de rhéologie et de la pénétration. Le mastic (vieilli 14 jours) a ensuite été mélangé avec un agent de bio-source (à 7,5% en poids de mastic). Il a été constaté par imagerie FTIR que l'indicateur de l'oxydation IS=O a été réduit par l'incorporation de l'agent régénérant dans le bitume. / The growing health and environmental concerns brought on by the use of petroleum based products in the asphalt construction industry have necessitated the development of alternatives. Infrastructure, especially that involving transportation has many uses for petroleum products including, as fuel, as well as in asphalt pavement construction - where petroleum products have traditionally constituted the binder for the mix as well as the rejuvenating agents (for asphalt recycling) - along with various agents used in the construction process including bitumen removers and asphalt release agents. Thus, there is a need to replace petroleum base agents with bio-sourced and biodegradable substitutes. The present work is part of a project to develop bio-sourced (recycled from agricultural waste) products for the construction industry. This work is dedicated to developing products relating to the asphalt industry. Two types of product applications were envisioned: i) an asphalt release agent (ARA) and ii) an asphalt rejuvenating agent. Additionally, a bitumen remover (BR) developed as part of the work on the ARA. ARAs prevent asphalt from adhering to tools and equipment used in asphalt production, without producing overly negative side effects with regards to the pavement. Three principal tests methods were developed and optimized for the performance and damage to asphalt of the ARAs. The asphalt slide test was developed to quantify the performance of the ARA by sliding hot asphalt mix down a plate with the ARA applied. The testing of the damage to asphalt from ARAs consisted of testing an asphalt cylinder - in contact with an ARA for seven days - in indirect-tensile strength (ITS). The bitumen degradation test consisted of submerging a bitumen sample in an agent over a certain time and weighing the bitumen that did not dissolve in the agent. This was followed by the observation of the bitumen-ARA chemical interaction by FTIR spectrometry. This test served as an assessment of ARA damage to bitumen as well as of the performance of BRs. The testing of the commercial ARAs from both the French and USA markets found that they had two primary modes of functioning: i) by softening the bitumen and ii) by forming an interface between the asphalt and the metal surface. While some agents had elements of both, it was found that interface agents are preferable, due to the ability to use a single ARA application for multiple occasions. With this completed, a water-based bio-sourced substrate ARA - based on glycerol derived from agricultural waste - was developed. The commercially available BRs were tested as well, finding that i) the most effective BRs had the highest ester concentration and ii) that highly concentrated short chained ester (C7-10) were very effective bitumen dissolvers. The goal of rejuvenating agents is to regenerate the old bitumen from recycled asphalt pavement (RAP) by restoring the original properties and ensuring the stability of these properties over time. This part consisted of the development of methods for bitumen and aging, as well as characterization of the chemical rejuvenation of bitumen by FTIR spectrometry (including imaging) and thermogravimetric analysis. A bio-sourced rejuvenating agent was evaluated as well. For the imaging, a mastic polishing method was developed in order to attain as samples as flat as possible for the analysis. The bitumen rejuvenation was observed using FTIR spectroscopy analysis. Several peaks (notably IC=O and IS=O) were observed for bitumen oven aged up to 42 days (long term). It was found that an oven aging period of 14 days was roughly equivalent to bitumen aged by a RTFOT+PAV cycle it terms of rheology and penetration. The mastic (aged for 14 days) was then combined with a bio-sourced agent (at 7.5%w of mastic). It was found by FTIR imaging that the oxidation indicator IS=O, was reduced by the incorporation of the rejuvenating agent.