This paper presents laboratory investigations on Plastic-Rubber Modified Bitumen (PRMB), a modified asphalt binder that was produced with waste plastics and Crumb Rubber (CR) inclusions obtained from discarded tires and additives. The final proportions of waste components and additives were reported as 90 and 10% in the total 100% blend of PRMB. A detailed laboratory study was conducted to obtain the fundamental consistency and advanced rheological characteristics of the developed PRMB and compared with Viscosity Graded (VG 30) binder, Crumb Rubber Modified Bitumen (CRMB 60), and Polymer Modified Bitumen (PMB). The softening point temperatures and viscosities at elevated temperatures of PRMB were found to be higher than VG 30 and CRMB 60. Additionally, the viscosity of PRMB at 150℃ was about 1.04 Pa.s, which was less the maximum value of 1.2 Pa.s specified for PMB 70-10 and PMB 76-10 in IS:15462-2019. Based on the results of upper Performance Grade (PG), failure temperature (PG 88-XX), and loss in the elastic recovery (@en

The sustainable disposal and recycling of composite wastes (CW) after their end-of-life (EOL) has become a serious concern for the composite industry mainly due to the unavailability of efficient recovery routes. Therefore, the objective of this cradle-to-gate study was to examine the suitability of using glass fiber reinforced polymer (GFRP) and carbon fiber reinforced polymer (CFRP) waste in pervious concrete (PC) and quantify their environmental impacts through a lifecycle assessment (LCA) framework. CW were mechanically shredded and added to PC as reinforcement at dosages of 0.33, 0.65, and 1% by volume of the mix. The various properties of CW modified PC (CW-PC) mixtures were evaluated followed by an LCA investigation to determine the environmental impacts. Test results indicated that incorporation of 0.33% GFRP and 1% CFRP increased flexural strength by about 2 and 5%, respectively, compared to the control PC mix. Further, there was a marginal increase in the short- and long-term environmental impacts of CW-PC pavement scenarios compared to the control PC mix. However, the environmental impacts caused during the processing and transportation phases of CW were much lower than the burdens generated during raw material production such as cement. Essentially, this preliminary research elucidated significant promise, as it showed that CW can be recycled in PC pavement systems without affecting the performance characteristics. Overall, this study demonstrated that about 1.5 tons of GFRPCW and 3.9 tons of CFRP-CW can be recycled in a single lane km PC pavement, which is consequential of reducing the amount of CW being disposed in the landfills while positively contributing to the formulation of sustainable waste management practices. @en