Construction and Building Materials 50 (2014) 683–691

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Construction and Building Materials

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Infrared spectra and rheological properties of asphalt cement containing

waste engine oil residues
Xiaoyang Jia, Baoshan Huang ⇑, Benjamin F. Bowers, Sheng Zhao
Department of Civil and Environmental Engineering, The University of Tennessee, Knoxville, TN 37996, USA

h i g h l i g h t s

 Both asphalt binder and waste engine oil consist of similar function groups.
 Waste oil compromised rutting resistance and elastic recovery of asphalt binder.
 Waste oil had positive effects on low temperature properties of asphalt binder.
 The threshold of concentration was recommended based on test results.

a r t i c l e i n f o a b s t r a c t

Article history: This paper presents a study in which the engineering properties of asphalt binder containing waste
Received 28 July 2013 engine oil residues were evaluated through laboratory performance testing. The infrared spectra and rhe-
Received in revised form 29 September ological properties of asphalt binder were evaluated with Fourier transform infrared (FT-IR) spectroscopy
2013
and dynamic shear rheometer (DSR). Asphalt binder specimens containing different concentrations of
Accepted 4 October 2013
Available online 7 November 2013
waste engine oil were fabricated with two types of binder, PG64-22 and PG76-22, and were blended with
two types of laboratory aged binders to simulate the inclusion of reclaimed asphalt pavements (RAP). The
results from this laboratory study indicated that the inclusion of waste engine oil up to 5% significantly
Keywords:
Waste engine oil residues
altered the infrared spectra and rheological properties of asphalt binder, which may lead to the improve-
FT-IR ment of low temperature performance, but would also compromise many other performance indices,
Rheological properties such as rut resistance at high temperature, certain aspects of fatigue resistance and elastic recovery of
DSR the binder.
Permanent deformation Ó 2013 Elsevier Ltd. All rights reserved.
Fatigue damage
Low-temperature stiffness

1. Introduction gine oil as a potential binder replacement or rejuvenator when

The United States generates billions of gallons of waste motor
oil annually. The waste engine oil may cause irrecoverable dam-
ages to the environment if not disposed properly. For example, it
only takes a few liters of oil to contaminate a sizeable body of
water [1]. The U.S. Department of Energy (DOE) estimates that
the majority of the waste engine oil is burned as fuel [2]. For in-
stance, asphalt mixing plants are among the common consumers
for burning used oil [3].
As for asphalt contractors, the value of used oil would be much
higher if it could be blended into asphalt mixture as partial
replacement of asphalt binder rather than just as fuel. Since both
motor oil and asphalt binder are products of petroleum refining,
some contractors have been investigating into blending waste en-
⇑ Corresponding author. Tel.: +1 865 974 2608; fax: +1 865 974 2669.
E-mail address: bhuang@utk.edu (B. Huang).
incorporating reclaimed asphalt pavements (RAP). Due to their
chemical similarity, the results from Fourier Transform Infrared
Spectroscopy (FT-IR) test indicate that both used engine oil resi-
dues and asphalt binder consist of aromatic hydrocarbons and sat-
urated hydrocarbons [4]. These components are in the continuous
phase surrounding the asphaltene molecules and attribute to the
liquidity in asphalt materials [5]. Therefore, engine oil residues
do have the attributes to soften the asphalt binder [6,7]. This is
especially important when a mix design utilizes the aged asphalt
binder from reclaimed asphalt pavement (RAP). The incorporation
of engine oil residues may recover the flexibility of RAP binder in a
way similar to the inclusion of an asphalt rejuvenating agent. Due
to the above reasons, waste engine oil may be included into asphalt
paving mixtures with or without the knowledge of the paving cus-
tomers or agencies.
However, systematic studies on the influence of waste engine
oil to the performance of asphalt paving mixtures are not well

0950-0618/$ - see front matter Ó 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.conbuildmat.2013.10.012
684 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691
reported. Hesp and Shurvell indicated that the performance of the
asphalt binder will be sacrificed by the addition of engine oil
residues. Based on a distress survey in Ontario, Canada, engine
oil residues were discovered in some core samples from poorly
performing asphalt pavement at typical modification levels rang-
ing from 5% to 20% by X-ray fluorescence analysis. The researchers
attributed the thermal cracking in asphalt pavement to the physi-
cal hardening and losses in strain tolerance caused by the presence
of waste engine oil residues [8]. The excessive softening of the as-
phalt binder by engine oil may also increase the rutting potential in
asphalt mixture [9,10].
2. Objective and scope
The objective of the present laboratory study was to investigate
the influence of waste automobile engine oil on the properties of
asphalt binder at different inclusion contents. FT-IR and dynamic
shear rheometer (DSR) were considered to characterize the infra-
red spectra and rheological properties of asphalt binder containing
waste engine oil residues. Two types of asphalt binders, a PG64-22
base binder and a PG76-22 SBS polymer modifier binder com-
monly used in southeast US were considered as control asphalt
binders. Two aging procedures, Rolling Thin Film Oven (RTFO)
and Pressure Aging Vessel (PAV) were considered.
3. Laboratory experiments
3.1. Materials
The waste engine oil utilized in the study was collected from a
local auto repair shop. As a common practice, automobile repair
shops collect waste motor oil residues from different vehicle sand
dispose of them collectively. Due to the contaminants arisen from
wear of engine component and from heating and oxidation of
lubricating oil during engine operation [22], the chemical compos-
ite of waste engine oil may be different from each other. From the
previous studies, some metals such as lead, zinc, calcium, and mag-
nesium are found in the used engine oil [4,22]. Furthermore, com-
pared to fresh oil, waste engine oil may contain higher percentages
of polycyclic aromatic hydrocarbons (PAHs) and additives com-
pared to fresh oil [23]. It is important to note that waste motor
oil from different vehicles may vary significantly in terms of molec-
ular structure and viscosity. However a collective blend of waste
motor oil from auto workshops showed similar properties based
on FTIR and rheological analyses, which may be due to the similar
statistical distributions of different automobiles used in US.
Two types of asphalt binders commonly used by the paving
industry in Southeast US, a PG64-22 based asphalt and a PG76-
22 SBS polymer modified asphalt binder, were employed in this
study. In addition to virgin asphalt binder (un-aged), laboratory
aged binder (through RTFO and PAV) residues were blended at dif-
ferent proportions to simulate the situation when reclaimed as-
phalt pavement (RAP) to be used in an asphalt mixing plant.
3.2. Sample preparation
The waste engine oil residues were mixed into asphalt binders
by weight proportions of 2.5%, 5%, 7.5% and 10% as listed in Table 1.
In the table, RAP-A and RAP-B represents the asphalt binders with a
blend of virgin to aged binder ration of 90:10 and 70:30, respec-
tively. The blending of virgin to aged asphalt binders simulates a
condition in asphalt mixing plants when reclaimed asphalt pave-
ments (RAP) being used, typically at weight concentrations
between 10% and 30%.
Table 1
Proportions of component for specimens tested.
Component (%) PG64-22 PG76-22 RAP-A RAP-B
PG64-22 100 0 90 70
PG76-22 0 100 0 0
Aged binder 0 0 10 30
Oil
concentration0, 2.5, 5, 7.5, 100, 2.5, 5, 7.5, 100, 2.5, 5, 7.5, 100, 2.5, 5, 7.5, 10
3.3. Infrared (IR) spectra analysis
The Fourier transform infrared analysis has been proven to be
an effective tool for the analysis of macromolecule materials such
as polymer sand asphalt [11,12]. Based on the principle that the
rotation or oscillation of molecules at specific frequencies will af-
fect the absorbance of infrared spectra, the functional groups of
the medium can be identified. In the study, the infrared spectra
analysis was conducted using a Nicolet6700 FT-IR spectrometer.
Through the measurement of IR absorbance, the change in compo-
sition of asphalt binder due to the incorporation of engine oil res-
idues can be detected. The FT-IR specimens were prepared by
mixing asphalt binder with a common asphalt solvent, toluene.
The asphalt film was fabricated by drop-casting the solution onto
KBr salt plates. The solvent was then evaporated and the finished
specimens were placed into infrared spectrometer for testing.
During the process of oxidation, changes may happen to the
chemical bonds and molecular structure of the asphalt binder,
resulting in a variation on peak values of absorbance or transmit-
tance on infrared spectrum. This characterization of the binder
can be employed to quantify the degree of aging of the asphalt bin-
der [13–15].
The process of asphalt hardening can be explained by the for-
mation in asphalt of polar oxygen-containing functional groups
[16]. Therefore, by the identification of changes in these functional
groups, the oxidation of asphalt can be quantified [17]. It has been
demonstrated that the increase in the intensity of the bands
around 1695 cm1, which correspond to carbonyl (C@O) groups,
with aging correlates with an increase in the content of the most
polar components that constitute those of higher molecular size
[14]. In an infrared spectrum, the changes in C@O can be quantified
by the absorbance or transmittance at band peaks. However, the
variation of asphalt film thickness between samples will have ef-
fects on the results of absorbance or transmittance [15]. Therefore,
the ratio of intensity of the 1695 cm1 region to that of 1455 cm1,
which is attributed to saturated CAC vibrations, is calculated to
quantify the relative degree of oxidation of the samples [17]. The
calculation is illustrated in Fig. 1 and accordance with the follow-
ing equation:
A1
Ratio1695=1455 ¼ ð1Þ
A2
where A1 is the Area of carbonyl C@O centered around 1695 cm1
and A2 is the Area of saturated CAC centered around 1455 cm1.
3.4. DSR rutting index G*/sin d
The Superpave performance grading system adopts the index
G*/sin d to characterize the performance of asphalt binder in high
temperature. The asphalt binder is more desirable with a higher
value of G*/sin d. It indicates that higher G*/sin d is accompanied
by a higher complex shear modulus, G* and/or a lower phase angle,
d. DSR test is conducted on an unaged binder and RTFO-aged
residues in accordance with the Superpave binder specification.
In this study, the DSR test was conducted to evaluate the asphalt
 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691 685

0.45

0.40
Area of C-C vibrations
0.35

0.30
εi-t(10)
Absorbance

0.25

0.20
Area of C=O
0.15
εi-t(0)
0.10

0.05

1800 1750 1700 1650 1600 1550 1500 1450 1400 1350
Fig. 2. Normalizedresponse of asphalt binder in strain at cycle I (PG64-22).
Wavenumber (cm -1)

Fig. 1. Calculation of 1695/1455 cm1 ratio.

resistance to rutting at 52 °C, 58 °C, and 64 °C for PG64-22 with

engine oil residues and 64 °C, 70 °C, and 76 °C for PG76-22 with
engine oil residues.

3.5. DSR Multiple Stress Creep Recovery (MSCR)

Multiple Stress Creep Recovery (MSCR) test is designed for iden-

tifying the elastomeric response of asphalt binders by means of
percent recovery obtained in the MSCR test [18]. MSCR test is con-
ducted at variable stress levels including high stresses. Hence, the
test results would also be valid outside the linear viscoelastic range Fig. 3. A typical plot for |G*|sin d versus damage.
[19]. According to AASHTO TP70, the test is performed at a selected
temperature using a constant stress creep of 1.0 s followed by a
zero stress recovery of 9.0 s duration. The test consists of two stress
levels of 100 Pa and 3200 Pa. During each loading and unloading and 1.0–30% at an interval of 1.0%. Based on the calculation pro-
cycle, the response of strain is recorded. The non-recoverable creep posed by Kim et al. [21], the damage accumulation with testing
compliance Ji-nr at the cycle is calculated as the following equation: time in samples can be determined as following:
ei-tð10Þ  ei-tð0Þ X
N
 1þa a
J i-nr ¼ ð2Þ DðtÞ ffi pID c2 ðG sin di1  G sin di Þ
1
ðt i -t i1 Þ1þa ð6Þ
ri
i¼1
where ei-t(10) is the strain value at the end of creep portion at cycle i;
ei-t(0) the strain value at the beginning of creep portion at cycle i; where ID is the initial value of G* from the 1.0% applied strain inter-
and ri is the stress value at cycle i. val, MPa; co the applied strain for a given data point, percent; G* the
In this study, Ji-nr was employed to characterize the performance Complex shear modulus, MPa; and t is the testing time, s.
of permanent deformation. The normalized response of asphalt bin- A typical plot for |G*|sin d versus damage is illustrated in Fig. 3.
der (PG64-22) in strain at one cycle is illustrated in Fig. 2. The characteristics of rate of damage accumulation in the material
can be used to indicate the fatigue performance of the asphalt bin-
3.6. DSR Linear Amplitude Sweep (LAS) der for a given pavement structural condition and/or expected
amount of traffic loading using predictive modeling techniques
AASHTO TP 101-12 is designed to estimate the fatigue resis- [20]. The relationship between |G*|sin d and D(t) can then be fitted
tance of asphalt binder at intermediate temperature [20]. The into a power law as the following equation:
fatigue damage contains two tests; (1) frequency sweep test to jG j sin d ¼ C 0  C 1 ðDÞC2 ð7Þ
determine the damage analysis ‘‘a’’ parameter and followed by
*
(2) amplitude sweep to calculate damage accumulation in the where C0 is the average value of G sin d from the 0.1% strain interval
specimens versus loading cycles. and C1 and C2 is the curve-fit coefficients.
Based on frequency sweep test, a linear relationship will be ap- The value of D(t) at failure, Df, is defined as the D(t) that corre-
plied to a plot with log (x) on x-axis and log G0 (x) on y-axis as Eq. sponds to a 35% reduction in undamaged G*sin d read as Eq. (8)
(3). Herein, G0 (x) is the storage modulus determined by Eq. (4). The [20].
value of a is obtained by Eq. (5).
Df ¼ 0:35ðC 0 =C 1 Þð1=C 2 Þ ð8Þ
log G0 ðxÞ ¼ mðlog xÞ þ b ð3Þ

3.7. DSR master curve

G0 ðxÞ ¼ G ðxÞ  cos dðxÞ ð4Þ
The master curve of DSR presents the relationship of dynamic
1
a¼1þ ð5Þ shear modulus as function of reduced frequency. It illustrates the
m
effect of loading condition on rheological properties. By applying
The loading scheme for amplitude sweep consists of 10-s inter- a shift factor, the master curve of asphalt binder corresponding
vals of constant strain amplitude, where each interval is followed to a reference temperature can be constructed from the frequency
by another interval of increased strain amplitude as follows: 0.1% sweep curves obtained from several different temperatures. The
686 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691

Fig. 4. FTIR spectra of waste engine oil.

Fig. 5. FTIR spectra of PG64-22 and with 5% oil.

Fig. 6. FTIR spectra of PG76-22 and with 5% oil.

 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691 687

Fig. 7. FTIR spectra of RAP-A and with 5% oil.

Fig. 8. FTIR spectra of RAP-B and with 5% oil.

Table 2
Designations of main bands of asphalt binder.

Wave number (cm1) Designations Molecular vibrations

2923, 2852 CAH Stretching
1746 C@O Stretching
1601 CAC Stretching
1456 CAH of A(CH2)mA Bending
1376 CAH of CH3 Bending

shift factors are usually obtained during the construction of master

curve or by William–Landel–Ferry Equation as following:
B1 ðT  T R Þ
log ðaT Þ ¼  ð9Þ Fig. 9. Ratios of bands for asphalt with waste engine oil.
B2 þ T  T R
where B1 and B2 are the parameters of the curve, T is the tempera-
ture at which the shift factor is needed, and TR is the reference
temperature. quency sweep testing was performed at 12, 6 and 0 °C. Loading
To obtain a master curve, dynamic shear modulus was obtained frequencies ranged from 0.1 to 25 Hz at the shear strain rate of
from DSR testing on RTFO and PAV asphalt binder residues. Fre- 0.1% with 8-mm DSR plates.
688 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691

(a) PG64-22 with waste oil (b) PG64-22 with waste oil
(Original) (RTFO residues)

(c) PG76-22 with waste oil (d) PG76-22 with waste oil
(Original) (RTFO residues)

(e) RAP-A with waste oil (f) RAP-A with waste oil
(Original) (RTFO residues)

(g) RAP-B with waste oil

(Original)
Fig. 10. DSR Results for G*/sin d.

4. Results and discussion
4.1. Infrared spectroscopy
The FTIR spectra of waste engine oil and asphalt binders are
shown in Figs. 4–8 and the designations of main bands and their
wave numbers are shown in Table 2.
Fig. 4 illustrated that absorption peaks at 2955 cm1, 2923 cm1
and 2853 cm1 correspond to CAH stretching. The peak at
1746 cm1 relates to C@O stretch and indicates the presence of ke-
tones or carboxylic acids in the specimen. The slight peak around
1600 cm1 corresponds to CAC stretching in the aromatic ring.
The absorption peaks at 1465 cm1 and 1377 cm1 are attributed
to the presence of hydrocarbon compounds with CAH bending
vibration indicating the functional group of ACHA in waste engine
oil. The similar absorption peaks of waste engine oil were also ob-
served in the studies conducted by Dominguez-Rosado and Pichtel
[22], in which they studied chemical characterization of fresh, used
and weathered engine oil.
Figs. 5–8 presented the infrared spectra of asphalt binder and
asphalt containing waste engine oil. The absorption peaks at
2923 cm1 and 2852 cm1are associated with CAH stretching of
 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691 689

(a) PG64-22 and Reclaimed asphalt (b) PG76-22 with oil

binder with oil

Fig. 11. Results for Jnr from DSR MSCR test @3200 Pa, 64 °C.

(a) Parameter C0 versus oil contents (b) Parameter C 2 versus oil contents

(c) Parameter D f versus oil contents (d) Parameter α versus oil contents

Fig. 12. Curve-fit results for G*sin d versus damage intensity plot.

alkane. A stretching vibration of CAC in the aromatic ring is de-
tected at 1601 cm1.The strong peaks at 1456 and 1376 cm1 rep-
resent the bending of CAH indicating the functional group of
ACH2A and ACACH3, respectively. Comparing the results from
Fig. 4 withother published works, it appears that the main differ-
ence between asphalt binder and waste engine oil in an infrared
spectrum is the presence of C@O functional group. The peaks of
absorbance at the C@O band for waste engine oil is more signifi-
cant; whereas, that for asphalt binder is less, or nonexistent. The
reason for this could be due to the fact that the waste engine oil
had experienced severe oxidation under the high service tempera-
tures and thus produced the oxidized components reflected on the
carbonyl functional group. Although the oxidized components
were introduced into virgin asphalt binder by waste engine oil or
aged asphalt, the concentration of C@O species was very small
resulting in an insignificant peak on the spectrum at around
1600 cm1.Generally, both asphalt binder and waste engine oil
may consist of similar functional groups and molecular structures.
Similar findings were reported by DeDene when he studied the
performance of asphalt binder containing waste engine oil [4].
The 1695/1455 cm1 ratio was employed as an indicator to esti-
mate the relative oxidation of asphalt binder before and after the
waste engine oil was introduced. The results are presented in
Fig. 9. one can see that the 1695/1455 cm1 ratios for virgin bind-
ers such as PG64-22 and PG76-22 are relatively very low, in some
cases close to zero, indicating the samples’ lack of oxidized func-
tional groups. Reclaimed asphalt such as RAP-A and RAP-B ratios
are around 0.8% exhibiting higher levels of oxidation. It is believed
that the aged binder in those samples contributed to the results. It
can also be seen that the 1695/1455 cm1 ratio appears to be in-
creased after the inclusion of waste engine oil. The reason for this
change seems to be clear. The waste engine oil containing carbonyl
functional groups increased the relative oxidation of asphalt blend.
With the increase in concentration of waste engine oil, the percent-
age of carbonyl’s within the asphalt binder can be expected to
increase.
690 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691
(a) PG64-22 with oil
(c) RAP-A with oil
Fig. 13. Comparisons of stiffness at low temperature.
4.2. DSR results for G*/sin d
The results of G*/sin d for the asphalt binders modified with en-
gine oil residues is illustrated in Fig. 10. it appears that the inclu-
sion of engine oil residues decreased the G*/sin d significantly.
Fig. 10(a and b) presents the influence of engine oil residues on
PG64-22 binder. With the inclusion of 2.5% waste oil, the PG grade
at the high temperature for this binder reduced by at least 2 °C.
Similarly, with an oil content of 5%, the PG grade reduced by
4 °C. Fig. 10(c and d) illustrates the influence of engine oil residues
on PG76-22 binder. It appears that the addition of 2.5% reduced the
high temperature grade by about 2 °C; whereas, an addition of 5%
waste oil reduced high temperature grade from 76 to 70 °C. The
influence of oil residues on aged binder was similar to that on vir-
gin binders. Fig. 10(e and h) indicates that the addition of oil resi-
due by 5% reduced the PG grade at high temperature by at least
6 °C. Therefore, it can be concluded that the addition of 5% waste
engine oil residues would reduce the high temperature grade by
about 6° Conaverage and an addition of 10% waste oil may reduce
the high temperature grade by about 12 °C, depending on binder
types.
4.3. DSR results for MSCR
Fig. 11 presents the MSCR test results. As seen in Fig. 11, the
creep compliance (Jnr) of the asphalt increased with the increase
in the percentage of engine oil residues. In Fig. 11(a), the trend line
of PG64-22 is elevated as compared to RAP-A and RAP-B. This is be-
cause RAP-A and RAP-B contain aged binder resulting in lower val-
ues of creep compliance. This means that the inclusion of waste oil
increased the non-recoverable deformation of the asphalt binder.
Fig. 11(b) shows the recovery capacity for the modified asphalt
was compromised by the inclusion of engine oil residue. The over-
all effect of waste engine oil residue was undesirable to the perma-
nent deformation resistance of asphalt binder. Since the elastic
recovery is a one of the desirable characteristics for polymer
(b) PG76-22 withoil
(d) RAP-B with oil
modified asphalt, the addition of waste engine oil into asphalt
was not recommended. As for regular asphalt (non-modified as-
phalt), there should be a limitation on its content should waste
oil have to be introduced into asphalt binder for any reasons.
4.4. DSR results for LAS
Fig. 12 shows the parameters from curve-fitting the G*sin d ver-
sus damage intensity curves obtained from the DSR linear ampli-
tude sweep test. The fatigue resistance of binder can be
characterized from the parameters. A material with a longer fati-
gue life tends to have a lower C0, indicating a softer material. In
addition, a premium materials will be capable of accumulating
more damage before failure (high Df) and hence would have a
slower rate of stiffness reduction (lower C2) [21]. Therefore, the
lower the values of C0 and C2, and the higher Df, the better the
resistance to fatigue cracking. The value a reflects the slope of fa-
tigue life and applied strains in logarithmic scales [21]. The higher
the a value, the higher the slope, and the more sensitive the fatigue
life will be for the applied strains.
From Fig. 12, it can be seen that with the inclusion of waste en-
gine oil residues both values of C0 and C2were reduced, indicating
that engine oil residues softened the binder and gradually de-
creased the damage evolution rate. Meanwhile, the addition of
oil residues decreased the Df. This is because the introduction of
oil residues would decrease the recoverable deformation which
correlates to the capability of damage accumulation for asphalt
binder before failure. The inclusion of waste engine oil residues
into asphalt will also decrease value a, indicating the fatigue life
would be less sensitive to applied strains under certain traffic con-
ditions. Generally, the inclusions of waste engine oil residue would
have positive effects on fatigue resistance properties of asphalt due
to the decrease in C0, and C2. However, a decrease in Df indicated
fatigue behavior may potentially be compromised. Additional tests
would be needed to determine the overall effects of the inclusion
of waste oil on the fatigue properties of asphalt.
 X. Jia et al. / Construction and Building Materials 50 (2014) 683–691
It should be noted that the typical values of C0 and Df from the
LAS curves in this study were higher compared to typical values
reported by Kim et al. [21]. The reason is that a lower temperature
(15 °C) was applied in this study compared to the 25 °C tempera-
ture used by Kim et al. [21].
4.5. Stiffness at low temperature
Fig. 13 presents results of stiffness of binder with different oil
contents at different reference temperatures. The x-axis in each
plot represents the stiffness of the asphalt binder control group.
The control group does not contain any waste oil residues and it
was tested at a temperature of 0 °C. The different series at each plot
represent oil content and reference temperatures. It can be seen
that the stiffness of binders of the controlled group is nearly iden-
tical to those with 5% oil content at reference temperature of 6 °C,
indicating similar stiffness characteristics at low temperatures.
This indicates that an inclusion of waste engine oil into asphalt
binder by 5% would have the same effect on stiffness of the binder
if test temperature is reduced by 6 °C.
The waste engine oil residues have a significant effect on the de-
crease of low-temperature stiffness of asphalt binder. This is due to
the fact that engine oils are typically flowable under relatively low
temperatures in order to enable engines to start under those
temperatures. The inclusion of such oil into asphalt binder would
naturally lower the overall stiffness of the asphalt/engine oil
blends at low temperatures.
5. Summary and conclusions
A laboratory study was conducted to characterize changes in
molecular structures and the rheological properties of asphalt bin-
der containing waste engine oil residues. Asphalt specimens pro-
duced from two types of virgin binder, PG64-22, and PG76-22,
and with two types of simulated RAP binders through laboratory
aging containing different concentrations of waste oil residues.
Based on the results from the present study, the following conclu-
sions can be summarized:
 The inclusion of waste engine oil into asphalt binder should
generally be avoided due to some critical negative effects on
the performance of asphalt binder. Should the inclusion become
necessary for any reason, the amount should be strictly limited.
 The infrared spectra illustrated that both asphalt binder and
waste engine oil consist of similar function groups and molecu-
lar structures. However, quantitative analysis indicated that the
inclusion of oil residues would increase the presence of the car-
bonyl functional groups which relate to the oxidation of asphalt
binder.
 The inclusion of oil residues into asphalt binder in this study
generally reduced the high temperature grade of the binder
by 6 °C on average at 5% oil concentration and 12 °C at 10% oil
content, depending on binder type.
 The waste engine oil compromised the capacity of elastic recov-
ery of asphalt binder, leading to a decreased rutting resistance
of the asphalt binder.
 There may be both positive and negative effects on the fatigue
behavior of asphalt binder containing waste oil residues. More
tests need to be conducted to ascertain the overall effects of
the inclusion of waste oil on the fatigue properties of asphalt
binder.
691
 The inclusion of waste engine oil residues significantly
decreased the stiffness of asphalt binder at low temperatures.
 Further study on the performance of asphalt mixtures would
ascertain/validate the findings obtained from the present study.
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