Sustainability and reducing environmental damage caused by CO₂ emissions have become issues of interest to researchers in the construction sector around the world. Reducing the cement content in concrete by partially substituting it with by-products or waste falls within this field as the cement industry is responsible for 7% of global CO₂ emissions. On the other hand, self-compacting concrete (SCC) is one of the special types of concrete that contains a large amount of powder (most of which is cement) to ensure its flow under the influence of its weight without separating its components. Therefore, to produce eco-friendly SCC, many researchers have replaced part of the cement with clay brick waste powder (CBWP) since brick units are among the most widely used building materials after concrete. Accordingly, this study aims to review previous research that included using CBWP in SCC. The effect of these wastes on the fresh, mechanical, durability and microstructural properties of cement was reviewed. Additionally, a comparison between the environmental impacts of SCCs with different CBWP contents has been conducted using the life cycle assessment (LCA) approach. It was found that the highest value of CBWP that can be used without negatively affecting the different properties of concrete is 10% by weight of cement. Moreover, regarding environmental impact, using CBWP as a substitute for cement reduces environmental damage, and the lowest environmental impact that can be achieved per strength unit (MPa) is 37.5%.

Growing environmental pollution worldwide is mostly caused by the accumulation of different types of liquid and solid wastes. Therefore, policies in developed countries seek to support the concept of waste recycling due to its significant impact on the environmental footprint. Hot-mix asphalt mixtures (HMA) with reclaimed asphalt pavement (RAP) have shown great performance under rutting. However, incorporating a high percentage of RAP (>25%) is a challenging issue due to the increased stiffness of the resulting mixture. The stiffness problem is resolved by employing different types of commercial and noncommercial rejuvenators. In this study, three types of noncommercial rejuvenators (waste cooking oil (WCO), waste engine oil (WEO), and date seed oil (DSO)) were used, in addition to one type of commercial rejuvenator. Three percentages of RAP (20%, 40%, and 60%) were utilized. Mixing proportions for the noncommercial additives were set as 0–10% for mixtures with 20% RAP, 12.5–17.5% for mixtures with 40% RAP, and 17.5–20% for mixtures with 60% RAP. In addition, mixing proportions for the commercial additive were set as 0.5–1.0% for mixtures with 20% RAP, 1.0–1.5% for mixtures with 40% RAP, and 1.5–2.0% for mixtures with 60% RAP. The rutting performance of the generated mixtures was indicated first by using the rutting index (G*/sin δ) for the combined binders and then evaluated using the Hamburg wheel-track test. The results showed that the rejuvenated mixtures with the commercial additive at 20 and 60% RAP performed well compared to the control mixture, whereas the rejuvenated ones at 40% RAP performed well with noncommercial additives in comparison to the control mixture. Furthermore, the optimum percentages for each type of the used additives were obtained, depending on their respective performance, as 10%, 12.5%, and 17.5% of WCO, 10%, 12.5–17.5%, and 17.5% of WEO, <10%, 12.5%, and 17.5% of DSO, and 0.5–1.0%, 1.0%, and 1.5–2.0% of the commercial rejuvenator, corresponding to the three adopted percentages of RAP.

The Rapid reduction of energy resources and the escalated effects of global warming have created a strong motivation to find some new techniques in the field of paving construction. Adopting new technologies, such as warm-mix asphalt (WMA) or the recycling process of asphalt can be very helpful for the economy and have a significant impact on the environmental footprint. Thus, this research aimed to study the mechanical and durable characteristics of modified WMA mixtures using (1.0%, 1.5%, and 2.0%) Sasobit REDUX^®, (0.3%, 0.4%, and 0.5%) Aspha-Min^®, and (0.07%, 0.1%, and 0.125) ZycoTherm^® additives corresponding to three percentages of reclaimed asphalt pavement (RAP) (20%, 40%, and 60%). Three mixing temperatures have been conducted in this study to generate WMA mixtures at (135 °C, 125 °C, and 115 °C) corresponding to three compacting temperatures (125 °C, 115 °C, and 105 °C). The mechanical properties of the developed WMA mixtures have been evaluated using the Superpave volumetric properties (air voids, voids filled with asphalt, and voids in mineral aggregate), while the durable properties have been investigated using the resilient modulus test (M_R) at 25 °C, resilient modulus ratio (RM_R), and Hamburg wheel-track test in terms of permanent deformation, moisture susceptibility, and rutting resistance. To make the WMA mixtures accept high quantities of RAP (>25%), an insignificant increase in the amounts of WMA additives was needed to produce mixtures carrying sustainability labels. Results indicated that all the used additives had pushed the WMA mixtures to achieve considerable mechanical properties, whereas the best properties for the WMA mixtures containing 0%, 20%, 40%, and 60% of RAP have been achieved by mixing with (1.0% Sasobit REDUX^® @ 125 °C), (1.0% Sasobit REDUX^® or 0.3% Aspha-Min^® @ 135 °C), (1.5% Sasobit REDUX^® @ 125 °C), and (2.0% Sasobit REDUX^® or 0.5% Aspha-Min^® @ 135 °C), respectively. On another hand, the best durable properties have been achieved by mixing the mentioned WMA mixtures containing 0%, 20%, 40%, and 60% of RAP with 0.07%, 0.07%, 0.1%, and 0.125% of ZycoTherm^® at 153 °C, respectively. Using such additives in the recycled WMA mixtures made it possible to activate waste recycling in the paving industry.

Geotextile reinforcement techniques have been widely used in paving works around the world and have proven to be effective in improving pavement performance. This study has focused on using different positions and numbers of geotextile reinforcement sheets between the layers of flexible pavement for rutting reduction. Fitting depth was measured in the field at seven constructed sections of the pavement of the road model. Each section has been strengthened with different reinforcement approaches. All road sections were subjected to a maximum load repetition of 10,000 cycles. The results indicate that using three layers of geotextile beneath each course of the designed road pavement sections (surface, binder, and base) reduced rutting by 96%. Traffic benefit ratio (TBR) has been employed in this study to reveal the behavior of geotextile reinforcement in increasing the service life of the road. TBR values are the load cycling ratio between the reinforced and unreinforced section for the exact recorded rut depth, it has been found to be minimally equal to 4 for the case of using one layer of reinforcement at interface I, and that value keeps growing up for other reinforcement cases.

The difficulty of decomposing solid waste over time has made it a significant global problem because of its environmental impact and the need for large areas for disposal. Among these residues is the waste of the rendering mortar that is produced (falls to the ground) while applied to wall surfaces. The quantity of these materials may reach 200 to 500 g/m². As a result of local urban development (in Iraq), thousands of tons of these wastes are produced annually. On the other hand, the emission of greenhouse gases in the cement industry has had a great environmental impact. One of the solutions to this problem is to reduce the cement content in the mix by replacing it with less emissive materials. Residues from other industries are considered a relatively ideal option due to their disposal on the one hand and the reduction of harmful emissions of the cement industry on the other hand. Therefore, this research aims to reuse rendering mortar waste powder (RMWP) as a possible alternative to cement in mortar. RMWP replaced the cement in proportions (0, 10, 15, 20, 25, and 30% by weight). The flow rate, flexural and compressive strengths, ultrasonic pulse velocity, bulk density, dynamic modulus of elasticity, electrical resistivity, and water absorption tests of the produced mortar were executed. Microstructural analysis of the produced mortar was also investigated. Results indicated that, for sustainable development, an eco-friendly mortar can be made by replacing cement with RMWP at a rate of 15%, resulting in a 17% decrease in compressive strength while maintaining or improving durability properties. Moreover, the microstructure became denser and more homogeneous in the presence of RMWP.

Carbon dioxide emissions are one of the problems that arouses the interest of scientists because of their harmful effects on the environment and climate. The construction sector, particularly the cement industry, is a significant source of CO₂. On the other hand, solid waste constitutes a major problem facing governments due to the difficulty of decomposing it and the fact that it requires large areas for landfill. Among these wastes are LCD waste glass (WG) and used rope waste. Therefore, reusing these wastes, for example, in concrete technology, is a promising solution to reduce their environmental impact. Limited studies have dealt with the simultaneous utilization of glass waste as a substitute for cement and rope waste (nylon) fiber (WRF). Therefore, this study aimed to partially replace cement with WG with the addition of rope waste as fibers. Thirteen mixtures were poured: a reference mixture (without replacement or addition) and three other groups containing WG and WRF in proportions of 5, 15 and 25% by cement weight and 0.25, 0.5 and 0.75% by mortar weight, respectively. Flow rate, compression strength, flexural strength, dry density, water absorption, dynamic modulus of elasticity, ultrasonic pulse velocity and electrical resistivity were tested. The results indicate that the best ratio for replacing cement with WG without fibers was 5% of the weight of cement. However, using WRF increased the amount of glass replacement to 25%, with an improvement in strength and durability characteristics.