Styrene-butadiene-styrene (SBS)-modified binders in porous asphalt age rapidly, degrading both the viscoelastic bitumen phase and the crosslinked polymer network, hindering high-value recycling of reclaimed asphalt pavement (RAP). Conventional rejuvenation predominantly softens bitumen while overlooking polymer restoration. This study separates rejuvenation into two categories, what is repaired (bitumen vs SBS) and how it is repaired (physical vs chemical), to develop and compare four families: (1) oils targeting the bitumen phase, (2) oil–SBS blends supplying fresh polymer, (3) methylene diphenyl diisocyanate (MDI) promoting chemical reconnection of SBS chains, and (4) chemo-physical systems combining MDI with oil–SBS. Chemical properties were linked to performance using Fourier-Transformation Infrared (FTIR) spectroscopy, Gas Chromatography-Flame Ionization Detection (GC-FID), Dynamic Shear Rheometer (DSR) master curves, Multiple Stress Creep and Recovery Test (MSCRT), creep-relaxation, Linear Amplitude Sweep (LAS), fluorescence microscopy, and Environmental Scanning Electron Microscopy (ESEM). Results show that oils softened the binder and improved fatigue and low-temperature properties but diluted the SBS signal and failed to restore elasticity. Oil–SBS raised the SBS index and partially recovered elasticity, though microscopy revealed only discrete polymer domains. MDI on its own enhanced stiffness and elastic recovery but caused brittleness. Chemo-physical rejuvenators reconciled these trade-offs, yielding elasticity comparable to the unaged binder, creep-relaxation and LAS fatigue resistance approaching or exceeding the reference, and dense, well-dispersed polymer-rich domains. These findings highlight the need to combine bitumen softening, polymer replenishment, and chemical chain reconnection for effective SBS restoration and high-quality recycling of SBS-modified RAP, thereby advancing cleaner, resource-efficient pavement material systems.

The CR/SBS composite-modified asphalt (CR/SBS-CMA) is recognized for its excellent rutting and fatigue resistance, but with poor workability. Sasobit has been introduced as an additive to improve the workability of CR/SBS-CMA. This study aims to investigate the effects of Sasobit content on the storage stability and rheological properties of CR/SBS-CMA. The Brookfield viscosity tests were used to measure the viscosity of samples. The Fourier transform infrared spectroscopy (FTIR) tests were conducted to study the modification mechanism. The cigar tube and fluorescence microscopy (FM) tests were employed to study the storage stability of samples. The penetration, softening point, and ductility of samples were assessed. The rheological behaviors of samples were assessed through dynamic shear rheometer (DSR) tests and bending beam rheometer (BBR) tests. The test results indicate that Sasobit can effectively reduce the viscosity of CR/SBS-CMA. Sasobit can also improve the rutting resistance, fatigue resistance, and storage stability of CR/SBS-CMA. However, Sasobit negatively affects the low-temperature performance of CR/SBS-CMA, so its content should be lower than 3 % when applied in areas with low temperatures. This study will contribute to the reduction of energy consumption and greenhouse gas emissions during the construction of CR/SBS-CMA pavement.

This paper presents a United Atom (UA) force field for simulating hydrocarbon molecules in bituminous materials, integrating explicit hydrogens into beads with their parent atom. This method simplifies all-atom molecular models, significantly accelerating Molecular Dynamics (MD) simulations of bitumen by 10 to 100 times. Key advantages include halving the particle count, eliminating complex hydrogen interactions, and decreasing the degrees of freedom of the molecules. Developed by mapping forces from an all-atom model to the centers of mass of UA model beads, the force field ensures accurate replication of energies, forces, and molecular conformations, mirroring properties like pressure and density. It features 17 bead types and 287 interaction types, encompassing various hydrocarbon molecules. The UA force field's stability, surpassing all-atom models, is a notable achievement. This stability, stemming from smoother potential energy surfaces, leads to consistent property measurements and improved stress tensor accuracy. It enables the extension of MD simulations to larger spatiotemporal scales, crucial for understanding complex phenomena such as phase separation in bituminous materials. This foundational work sets the stage for future developments, including refining parameters and introducing new bead types, to enhance the modeling capabilities of the force field, thereby advancing the application and understanding of bituminous materials.

Developed by Delft University of Technology, the tri-component polyurethane modified cold binder (PMCB) displays impressive durability and strength in asphalt mixtures, showing promise as a reliable binder for cold in-place recycling. However, when applying PMCB for rapid, in-situ recycling, the presence of moisture in reclaimed asphalt pavement (RAP) poses a significant challenge. To address this, an innovative approach involving treatment of the wet RAP with Calcium dioxide (CaO) prior to the integration of PMCB was tested. Evaluation methods used included the Indirect Tensile Test (ITT), followed by the calculation of the Indirect Tensile Strength Ratio (ITSR) to assess moisture susceptibility. Furthermore, Cantabro tests were performed to determine the material loss under abrasion and weathering conditions. These assessments underscored the feasibility of this approach. The treatment of wet RAP with CaO has proven a viable strategy for rapid in-situ recycling with PMCB, contributing to sustainable pavement construction. In addition, the research identified that a 5.5% concentration of the PMCB binder maximizes structural integrity and performance in the considered RAP.

The aging of asphalt pavements leads to less flexible asphalt mixtures that are prone to cracking and spalling. In this study, the relationship between lab and field aging was evaluated based on both theoretical asphalt aging models and practical asphalt and asphalt mixture performance tests. The results show that the corresponding field aging duration calculated using the mixture testing, especially the cracking test, is more conservative than the traditional aging models or binder rheological measurements. 5 and 12 days appear to simulate 16 and 38 years of field aging (in New Hampshire) for the top 12.5 mm pavement, respectively, based on the asphalt binder test results. In contrast, the theoretical aging model considers climatic conditions and suggests that 5 and 12 days simulate in-field aging of 6.2 and 15.0 years, respectively. The asphalt mixture test results indicate that the laboratory aging conditions simulate minimal field aging durations. This is because the damage to the asphalt pavement structure caused by climatic conditions and traffic loads is fully considered. This could be very useful for designing a more reliable and durable pavement incorporating intricate field conditions.

With the increasing shortage of resources, the reuse of recycled asphalt pavements (RAP) in pavement engineering is considered as a sustainable technology. Challenges posed by common extraction and recovery methods may result in misjudgment of asphalt pavement performance. In this study, we investigate the optimization of extraction and recovery processes in recycled asphalt pavement (RAP) recycling, aiming to promote sustainable development within the pavement engineering sector. We prepared eleven asphalt samples to simulate common extraction and recovery scenarios, using virgin SBS-modified asphalt as a reference. Employing Fourier Transform Infrared (FTIR) analysis, thermogravimetric analysis (TGA), and Dynamic Shear Rheometer (DSR) testing, we assessed the samples' rheological and chemical properties. We pointed out three common but easily overlooked problems in the extraction and recovery process, namely residual mineral powder, residual trichloroethylene, and incomplete extraction. Residual mineral powder and trichloroethylene greatly influence extraction recovery accuracy; high-speed centrifugation effectively addresses trichloroethylene, but completely removing mineral powder remains challenging. Accurate evaluation of residual substances in recycled asphalt is achievable through FTIR, TGA, and rheological tests, providing valuable insights for material selection and processing. Additionally, it is crucial to fully recover the binder from RAP for precise performance evaluation, as the binder's interior exhibits lower aging levels compared to the surface. This aging heterogeneity should be considered when assessing RAP performance and developing effective rehabilitation strategies. Our findings hold significant implications for enhancing the efficiency and effectiveness of extraction and recovery processes in RAP recycling, ultimately contributing to sustainable development in pavement engineering.

This study systematically investigated the potential of waste carbon fibers (WCFs) as a sustainable solution in enhancing the multiple induction heating healing of asphalt mixture, thereby tackling two major concerns: the environmental impact of WCFs and the durability of asphalt pavement. Firstly, four groups of asphalt binder samples with different WCFs contents were prepared. The viscosity and workability of WCFs modified asphalt binder were analyzed. Next, asphalt mixture containing 2% steel fibers was prepared at the optimal WCFs content, while control groups without WCFs were prepared with 2% and 4% steel fibers content. A comprehensive study was conducted on the induction heating rate, effective heating depth and surface temperature cooling rules of the asphalt mixture. Finally, by conducting multiple “fracture-healing” tests, the influence of WCFs on the healing efficiency of asphalt mixture was analyzed. The results revealed that WCFs increased the viscosity of the virgin asphalt, but excessive WCFs content hindered the workability. The optimal WCFs content was determined to be 1% (by weight of asphalt binder). WCFs enhanced the thermal conductivity of the asphalt mixture, accelerating heating and improving vertical heat transfer while reducing surface temperature decline. During multiple “fracture -healing” processes, the inclusion of WCFs enhanced the mechanical strength of the asphalt mixture, improved its healing efficiency, and increased the number of healings. Even after five cycles, the specimen with the most damage still showed a fracture energy recovery rate (FERR) of over 30%. In conclusion, WCFs significantly enhanced the multiple induction heating healing efficiency of the asphalt mixture.

Terminal blended rubberized asphalt binder (TB) technology, which blends crumb tire rubber (CR) with asphalt under high interaction conditions, offers a promising waste tire recycling solution for pavement construction. By precisely controlling the degradation progress of CR, it is possible to prepare TB with specific property requirements. However, the degradation progress of CR and its impact on TB property during the TB preparation process remain ambiguous. This hinders the potential for efficient preparation of TB with specific property requirements. This study aims to understand the degradation progress of TB by analyzing binders, soluble fractions, and insoluble fractions obtained at various interaction durations. Microscopic analysis characterizes the chemical composition, morphology, and molecular weight distribution of insoluble and soluble fractions, while macroscopic analysis evaluates the solubility, viscosity, compatibility, and mechanical properties of binders. The results reveal that the degradation of CR during the preparation of TB consists of a desulfurization reaction, depolymerization reaction, and release behavior (carbon black and fillers). Depending on the degradation progress of CR, the interaction process can be classified into three stages: initial (desulfurization reaction dominant stage), middle (depolymerization reaction dominant stage), and last (release behavior dominant stage). The desulfurization reaction of CR is almost completed in the initial stage. The depolymerization reactions and release behavior occur throughout the process. The most pronounced depolymerization reactions occur in the initial stage for natural rubber and in the middle stage for synthetic rubber, while the most significant release behavior occurs in the last stage. Accordingly, in the initial stage, TB shows a rapid evolution in macro properties due to the significant development of degradation reactions, specifically, the notable improvement in viscosity, compatibility, and low-temperature properties, as well as the substantial deterioration in high-temperature properties. In the middle stage, the degradation reaction develops further but slower, with TB exhibits a further but slower evolution in macro properties. In the last stage, the degradation reaction is almost completed, and TB shows a gradual stabilization of macro properties. The findings are expected to achieve precise control of CR degradation progression, which offers the possibility of efficient preparation of TB with specific properties, thus advancing the application of CR in pavement engineering.

Conventional Molecular Dynamics (MD) models of bitumen are built by homogeneously mixing molecules in a volume without considering that the molecules in bitumen are known to exhibit phase behavior and form distinctive molecular arrangements. These are known to have a significant impact in the behavior of bitumen, and considering their existence is paramount in producing improved representations of bitumen using computational models. This study explores whether MD models of bitumen that are conventionally assumed to be in equilibrium can still undergo significant phase separation over considerably long simulation times. It also aims to establish a more formal pathway to build and study models with highly heterogeneous arrangements of their molecules. Moreover, it aims to evaluate whether the presence of distinct morphologies have a significant impact in numerous physical properties of bitumen. The study shows that conventional and widely used models of bitumen exhibit significant molecular rearrangements over long times (>360 ns). It also shows that building heterogeneous morphologies is possible and result in energetically favorable conformations. Moreover, it proves that studying properties regularly used to validate MD models of bitumen (e.g., density) are insufficient in assessing the impact of different morphologies; more thorough methods are required to evaluate them.

Cold in-place recycling is gaining more attention worldwide because of its lower energy consumption, while the normally used asphalt emulsion and foamed asphalt cannot meet this requirement of short traffic disturbance and road performance of the surface layer. In this research, a polyurethane-modified cold binder (PMCB) was designed and investigated for the fast and high-quality cold in-place recycling of reclaimed asphalt. For the first step, functional group analysis and fluorescent microscopy were used to reveal the curing process and the modification mechanism of the PMCB. Then a series of rheological tests were used to comprehensively evaluate the viscoelastic properties of the PMCB at different curing stages. Finally, the mechanical performance of the PMCB mortar sample was evaluated with the monotonic tensile test and tensile fatigue test. The results indicated that the polymerization reaction in the PMCB consisted of three reactions, and the urethane/urea linkage led to the formation of the polymeric network. The polyurethane polymeric network led to a significant increase in the complex modulus and a decrease of the phase angle. The PMCB also exhibits suitable viscosity at environmental temperatures, good relaxation properties at low temperatures, and less temperature sensitivity. Compared to the base asphalt and styrene butadiene styrene polymer modified bitumen mortar samples, the PMCB mortar samples showed significant advantages in tensile strength, dissipation energy, and tensile fatigue properties. Furthermore, the polyurethane-modified cold asphalt mixture (PMCM) showed better indirect tensile strength than the porous asphalt mixture with fresh aggregate and fresh asphalt binder when the curing time of the PMCM reached 6 h.

The goal of this study was to investigate the effect of styrene-butadiene-styrene (SBS) polymer on the aging properties of high-content terminal blend rubber modified asphalt (HCTBMA). All asphalt was tested for chemo-rheological properties using an attenuated total reflection-Fourier transform infrared spectroscopy (ATR-FTIR) test, temperature sweep test, frequency sweep tests, and multiple stress creep recovery (MSCR) test. According to ATR-FTIR observations, SBS can retard the oxidation effect of HCTBMA during short-term aging, but its inhibitory effect is reduced during long-term aging. Furthermore, aging aggravates the degree of desulfurization of crumb rubber in HCTBMA as the SBS content increases. Compared with HCTBMA, neat asphalt has a lower elasticity at high temperatures and a higher elasticity at low temperatures. The addition of SBS to HCTBMA improves the elasticity of the material. The elasticity of HCTBMA decreases and then increases after aging, and SBS can reduce the aging degree of HCTBMA after aging. Moreover, based on Pearson correlation analysis, the correlation between the desulfurization of rubber and the degradation of polybutadiene in HCTBMA during aging is high.