Construction and Building Materials 167 (2018) 348–358

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Laboratory investigation on chemical and rheological properties of bio-

asphalt binders incorporating waste cooking oil
Chao Wang a,⇑, Lei Xue a, Wei Xie a, Zhanping You b, Xu Yang c
a
Department of Road and Railway Engineering, Beijing University of Technology, Beijing 100124, PR China
b
Department of Civil and Environmental Engineering, Michigan Technological University, Houghton, MI 49931, USA
c
Department of Civil Engineering, Monash University, Clayton, VIC 3800, Australia

h i g h l i g h t s

The potential use of waste cooking oil as a new modifier for petroleum asphalt is discussed.

The chemical and rheological effects resulted from bio-oil addition are characterized.

The addition of bio-oils soften the control asphalt but increase the binder fatigue resistance.

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

Article history: Recent efforts are being conducted to develop alternative asphalt binders from various bio-mass
Received 14 November 2017 resources for future flexible pavements construction due to their renewability and the increasing costs
Received in revised form 1 February 2018 of conventional petroleum-based asphalt. The objective of this paper is to investigate the potential of
Accepted 7 February 2018
using the waste cooking oil (WCO) based bio-oil as a modifier for petroleum based neat asphalt binder
and Styrene-Butadiene-Styrene (SBS) modified binder by means of chemical and rheological approaches.
A series of tests were conducted for such purpose, including the infrared spectroscopy test, frequency
Keywords:
sweep rheological test, multiple stress creep recovery test, and linear amplitude sweep test. The infrared
Bio-asphalt
Functional group
spectroscopy results indicate identical chemical functional groups between the bio-oil and the petroleum
Rutting potential asphalt binder though acid, ether, ester and alcohol compounds were also observed within the bio-oil.
Fatigue damage The bio-oil modified binders display increased carbonyl index with increasing the bio-oil percent weight
Yield energy whereas the sulfoxide index almost exhibits the same level as that of the control asphalt. Frequency
sweep tests show that the bio-oil addition obviously decreased the binder stiffness according to the
dynamic shear modulus master curve. Due to this softening effect from the bio-oil modifier, the weak-
ened rutting resistance of bio-binders are demonstrated for both neat and SBS binders at the high tem-
perature range. The fatigue life of bio-binders at intermediate temperature under cyclic fatigue loading
are found to be significantly improved by increasing bio-oil content but the binder yield energy simulta-
neously decreased. It can be preliminarily concluded that the WCO based bio-oil tested in this study
could be used as a potential bio-modifier to produce a sustainable asphalt binder.
Ó 2018 Elsevier Ltd. All rights reserved.

1. Introduction material to entirely or partly replace the petroleum-based asphalt

for the sustainable developments of flexible pavements. Recently
The conventional asphalt binders for producing the hot mix the bio-mass materials, which can be obtained from various bio-
asphalt (HMA) is derived from petroleum refining process. How- resources as waste wood, corn stroke, animal waste and waste
ever, the non-renewable resource and increasing costs of petro- cooking oil, are gaining increasing interests from the asphalt pave-
leum are also reflected in the prices of paving asphalt and thus, ment industry. Currently a continuing effort is being made to gen-
it becomes more urgent to explore possible alternative binder erate the bio-asphalt that utilizing the bio-oil as a new kind of
asphalt modifier.
⇑ Corresponding author. Several research work has been conducted on performance
E-mail addresses: wangchao@bjut.edu.cn (C. Wang), voilagabriel@emails.bjut. evaluation of various bio-asphalt materials. Williams et al. investi-
edu.cn (L. Xue), ynxiewei@emails.bjut.edu.cn (W. Xie), zyou@mtu.edu (Z. You), xu. gated the rheology and other properties of the bio-asphalt, in
yang@monash.edu (X. Yang).

https://doi.org/10.1016/j.conbuildmat.2018.02.038
0950-0618/Ó 2018 Elsevier Ltd. All rights reserved.
 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358 349

Table 1 ature cracking resistance of control asphalt [17]. A recent study

Physical properties of control asphalt. from Azahar et al. proposed that the acid value of the collected
Properties Standard test methods Test results WCO is a critical parameter. The rutting resistance of the bio-
Penetration (0.1 mm) at 25 °C ASTM D5 75 asphalt could be increased when applying the chemical pre-
Softening point (°C) ASTM D36 49 treatments for WCO to reduce the acid values [18]. Other research-
Ductility (mm) at 5 °C ASTM D113 35.5 ers also utilized the WCO based bio-oil as a rejuvenating agent for
Viscosity (Pa s) at 135 °C ASTM D4402 0.35 either laboratory aged asphalt binders or RAP aged binders from
the field [19–24]. Studies to date demonstrate that the bio-
asphalt is a promising alternative to conventional petroleum based
which the bio-oil was derived from red oak wood wastes using the asphalt. Meanwhile, the diversity problem of bio-oil in source and
fast pyrolysis method. The bio-asphalt was found to have an process needs further studies for practical application of bio-
approximate stiffness levels with conventional asphalt binder asphalt to pavement industry.
and bio-asphalt mixtures also showed identical performance with There are currently approximately one hundred thousand tons
the conventional asphalt mixtures [1]. Further a corn based bio- of WCOs produced every year in Beijing. Most of the bio-oil residue
derived warm mix asphalt additive was verified for reducing the from the WCO based bio-diesel production are still not applicable
mixing and compaction temperature by 30 °C and improving the for any further recycling. The objective of this paper is to investi-
low temperature properties of asphalt binder [2]. Fini et al. gate the possible application of this WCO based bio-oil by-
employed a thermal-chemical liquefaction process on the animal product as a bio-modifier for the petroleum asphalt by means of
waste of swine manure to generate the bio-oil as a rejuvenator chemical and rheological performance testing. The bio-oil effects
for recycled asphalt shingles (RAS). The utilization of the bio-oil on the fatigue cracking resistance of neat and SBS modified binder
was shown to effectively reduce the viscosity in the RAS modified is especially characterized, which has been fewer addressed in the
binder, which leads to decrease the mixing and compaction tem- literatures.
perature of the RAS mixtures. Besides, the ductility and fracture
energy of bio-oil based RAS binder was also improved [3–4].
2. Materials and testing
Mills-Beale et al. also verified the use of bio-oil derived from swine
manure enhanced the thermal cracking performance of conven-
2.1. Materials
tional binder by increasing creep rate and decreasing creep stiff-
ness from the bending beam rheometer (BBR) tests whereas the
2.1.1. Asphalt binders
bio-asphalt showed a decreased complex modulus value based
In this study, a 60/80 penetration grade asphalt was used as the
on dynamic shear rheometer tests [5]. Yang et al. evaluated the
control asphalt binder. This asphalt was obtained from Hebei
rheological performance of bio-oil modified asphalt binders in
which the bio-oil was derived from waste wood resources and
the binder rutting resistance can be improved while the low tem-
perature performance would be sacrificed by addition of bio-oil
[6,7]. Zhang et al. compared the low temperature performance of
petroleum binder and two oil-modified binders, which consisted
of bio-oil from wood plant and refined waste oil. The BBR and sin-
gle edge notched beam tests demonstrated the better thermal
cracking resistance of the oil-modified binders and further verified
from the thermal stress restrained specimen tests of asphalt mix-
tures [8]. Another bio-oil resource extracted from spent coffee
grounds was also utilized to rejuvenate the aged binders from
the reclaimed asphalt pavements (RAP), indicating the rutting
resistance of RAP binders were enhanced from bio-oil addition
[9]. Audo et al. investigated the microalgae byproducts as a poten-
tial route for the production of road binders from renewable
sources [10]. Recently the bio-materials derived from various bio-
mass were used together with reclaimed asphalt to restore some of
the properties of the aged asphalt within RAP mixtures [11–12].
Waste cooking oil (WCO) is another promising biomass
resource for use as possible asphalt substitute and replace the con-
ventional binder. China is a large producer of WCOs and generates
over 5 million tons of WCOs each year, which may cause social and Fig. 1. WCO based bio-oil residue.
environmental problems if the WCOs are not efficiently recycled.
Currently the collected WCOs are mainly re-used for the bio-
Table 2
diesel production, during which process about 10% bio-oil by-
Summary of tested asphalt binders.
product is coproduced [13–15]. This black viscous liquid of bio-
oil residue has been regarded as the potential bio-modifier for pro- Materials Binder ID Percent Weight
of Bio-Oil Addition
ducing WCO based bio-asphalt. Several studies focused on the per-
formance of bio-asphalt modified with the WCO based bio-oils Control 60/80 Asphalt Binder 70# /
SBS Modified Asphalt Binder SBS /
have been recently performed. Wen et al. assessed the effects of
Bio-Oil Modified Asphalt Binders 70# + 5%Bio 5% Bio-Oil
bio-oil that obtained from WCO polymerization on conventional 70# + 10%Bio 10% Bio-Oil
asphalt binders, in which the addition of bio-oil increased thermal 70# + 15%Bio 15% Bio-Oil
cracking resistance but reduced resistance to rutting [16]. Sun et al. Bio-Oil Modified SBS Binders SBS + 5%Bio 5% Bio-Oil
obtained the similar results that adding WCO based bio-oil could SBS + 10%Bio 10% Bio-Oil
SBS + 15%Bio 15% Bio-Oil
reduce the deformation resistance but improving the low temper-
350 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358

province and has been applied widely in the asphalt pavements in 2.2. Testing procedures
Beijing area. The physical properties of this control asphalt are
shown in Table 1. All the properties can meet the specification 2.2.1. Fourier transform infrared spectroscopy (FTIR) test
requirements in China. The 4% styrene-butadiene-styrene (SBS) The FTIR tests has been proved to be an effective mean to ana-
was further added into the neat control asphalt to produce the lyze the chemical properties of asphalt binders [5,17,18,22,24–26].
SBS modified binder. The functional groups of asphalt can be identified based on the
principle that the molecules rotation or oscillation at specific fre-
quencies will result the absorbance of infrared spectra. Measuring
2.1.2. Bio-oil the FTIR absorbance, the change in chemical functional groups of
The bio-oil is obtained from the WCO refining process for bio- asphalt binder due to the incorporation of bio-oil residues can be
diesel production, which is black oily liquid as shown in Fig. 1. detected and compared. The binder samples for FTIR tests were
The fatty acid ester is the main component of the bio-diesel and prepared by mixing asphalt binder with a common asphalt solvent
the residue during the refining procedure is the bio-oil used in this of toluene followed by dropping the solution onto KBr table. The
study. This bio-oil residue by-products were freely donated from
the local commercial company that engaged in collecting the
WCOs and producing the bio-diesel. The density of this bio-oil resi-
due at 15 °C is 0.90 g/cm3 and its rotational viscosity at room tem-
perature (25 °C) is determined to be 139.5 mPas. It was found that
the presence of water and volatile contents may resulted layers
separation from the bio-oil and thus, a distillation procedure under
approximately 110 °C was preliminary taken for the bio-oil before
adding it into the control asphalt as a modifier.

2.1.3. Material preparation

The control neat and SBS modified asphalt binders were firstly
heated in the oven at a constant temperature of 150 °C for about
one hour. Then 5%, 10%, 15% bio-oil by weight of control asphalt
binders were respectively added into the control asphalt when
the temperature was stabled at 140 °C followed by a continuous
30 min blending under a speed of 4000 rounds per minute (rpm)
using a high shear mixer to reach a homogeneous mixing state.
The sample IDs of the prepared binder materials are given in
Fig. 3. Typical BYET result of control 70# binder at 20 °C.
Table 2.

Fig. 2. Typical LAS-based fatigue modeling of control 70# binder at 20 °C (a) stress-strain curve (b) damage characteristic curve (c) fatigue failure criterion (d) fatigue life
prediction.
 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358 351

Fig. 4. FTIR spectra of control 70# binder and bio-oil.

Fig. 5. FTIR spectra of control 70# binder and related bio-oil modified binders.

toluene was then evaporated and the finished sample was then 2.2.3. Multiple stress creep recovery (MSCR) test
scanned with the test spectrum ranges from 400 to 4000 cm1. The MSCR test (AASHTO TP 70) was employed to access the per-
manent deformation potential of asphalt binder at high tempera-
ture conditions [29]. Based on the creep-recovery loading mode
2.2.2. Frequency sweep test on the DSR, 1-s creep followed by 9-senconds recovery as a cycle
The rheological tests in this study were completed with an is repeated for 10 cycles for a lower stress level of 0.1 kPa. Then
Anton Paar MCR 302 dynamic shear rheometer (DSR). The 25- the stress is increased to 3.2 kPa and continuously repeated for
mm parallel plate geometry with 1-mm gap setting was employed another 10 creep-recovery cycles. The MSCR test performance
for testing temperature above 40 °C whereas the intermediate parameters consist of recovery percent (R) and non-recoverable
temperature testing from 5 °C to 40 °C were conducted with the compliance (Jnr). For a given creep-recovery cycle, the R and Jnr
8-mm parallel plate with 2-mm gap geometry. are respectively calculated according to the Eq. (1) and (2), in
The frequency sweep tests from 0.1 rad/s to 100 rad/s were which c0 is the shear strain at the beginning of this cycle, cp is
respectively performed at the temperature of 5 °C, 20 °C and 35 the peak strain after 1 s creep duration and cn is the non-
°C to measure the undamaged binder stiffness using a small strain
amplitude within the linear viscoelastic range. The dynamic shear
modulus (|G⁄|) data under different loading frequencies and tem- Table 3
perature were then interpreted to construct a dynamic modulus Calculation results of carbonyl and sulfoxide indexes.

mastercurve based on the time-temperature superposition princi- Material ID IC@O IS@ O

ple. The Christenson–Anderson–Marasteanu (CAM) model was uti- 70# 0.031 0.033
lized for |G⁄| mastercurve fitting and the Williams–Landel–Ferry 70# + 5%Bio / 0.032
(WLF) nonlinear function was selected for the temperature shift 70# + 10%Bio 0.039 0.031
factor [27,28]. An optimization solution was conducted using a 70# + 15%Bio 0.042 0.032
Bio-Oil 0.068 0.047
Microsoft Excel Solver for constructing a smooth |G⁄| mastercurve.
352 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358

!a
recoverable strain after 9 s recovery. s is the creep stress level in dS @W R
each cycle. For each stress level, R and Jnr are respectively averaged ¼  ð3Þ
dt @S
from the 10 creep-recovery cycles and thus, totally four parame-
ters of R0.1, Jnr0.1, R3.2 and Jnr3.2 can be obtained. In this study, the where S is the internal state variable representing damage; WR is
MSCR tests of all binders were tested at a single same temperature the work performed; a is the undamaged material-dependent con-
of 60 °C rather than the corresponding PG temperature to equitably stant; and t is time. In this study, a = 1/m, where m is the fitting
compare the rutting resistance. slope parameter from the |G⁄| mastercurve. WR is quantified using
cp  cn Eq. (4):
R¼ ð1Þ
cp  c0
1 2
WR ¼ C  ðcR Þ ð4Þ
cn  c0 2
J nr ¼ ð2Þ
s where cR is the pseudo-strain and C is the pseudo-stiffness deter-
mined as:
2.2.4. Linear amplitude sweep (LAS) test sp
The LAS test (AASHTO TP 101) was developed as the accelerated C¼ ð5Þ
cpR  DMR
fatigue procedure for quantifying the damage resistance of asphalt
binders [30–32]. At the desire intermediate temperature, the LAS where sp is the effective (measured) peak shear stress in a given
test utilized an oscillatory strain sweep with amplitudes linearly cycle. DMR = dynamic modulus ratio = |G⁄|fingerprint /|G⁄|LVE, which
ranging from 0.1% to 30% within 5 min (hereinafter termed LAS- is introduced to eliminate sample-to-sample variability. cRp is the
5). A typical shear stress–strain responses of the LAS test is shown peak pseudo-strain for that given cycle, defined as:
in Fig. 2(a). The data interpretation of LAS test is established upon
the simplified-viscoelastic continuum damage (S-VECD) model cRp ¼ cp  jG jLVE ð6Þ
from asphalt concrete fatigue modeling [33–35]. Herein only key
analysis steps are briefly introduced as follows. where |G⁄|LVE is the LVE dynamic shear modulus at the given tem-
The damage evolution is based on the work potential theory perature and loading frequency, and cp is the peak strain in the
proposed by Schapery [36]. given cycle.

Fig. 6. Dynamic modulus mastercurves at reference temperature of 20 °C. (a)

control 70# binder and bio-binders (b) SBS binder and bio-binders. Fig. 7. Temperature shift factors at reference temperature of 20 °C. (a) control 70#
binder and bio-binders (b) SBS binder and bio-binders.
 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358 353

Fig. 8. Time-strain responses during MSCR tests at 60 °C, 10 cycles under 0.1 kPa
followed by another 10 cycles under 3.2 kPa: (a) control 70# binder and bio-binders
(b) SBS binder and bio-binders.
Fig. 9. Non-recoverable compliance (Jnr) evaluation of all tested binders at 60 °C. (a)
control 70# binder and bio-binders (b) SBS binder and bio-binders.
Eqs.(3)–(6) are combined, and Eq. (3) is numerically integrated
to solve for the damage intensity (S) as a function of t:
asphalt binder are provided elsewhere [37–43]. The LAS testing
N 
X 1þa a
temperature in this study was selected as 20 °C which represents
DMR R 2
 a
S¼ ðc Þ ðC j1  C j Þ ðt j  tj1 Þ 1þa ð7Þ the typical intermediate temperature in the Beijing area.
j¼1
2

where j represents the cycle number.

Then the damage characteristic curve (DCC), in terms of the C 2.2.5. Binder yield energy test (BYET)
versus S relationship, can be obtained and fitted with two coeffi- The newly released BYET (AASHTO TP 123) specification is to
cients, C1 and C2, as shown in Eq. (8). A typical result is given in measure the yield property of asphalt binder at intermediate tem-
Fig. 2(b). perature [44]. The same testing geometry to LAS procedure of 8-
mm parallel plates with 2-mm gap setting is utilized. The prepared
binder sample is tested at the desired test temperature at which a
C ¼ 1  C1 ðSÞC2 ð8Þ
monotonic constant shear strain rate of 2.315% s1 is applied to the
Recently an energy-based failure identification was proposed to sample. Both shear stress and strain are recorded and the test is
define the cohesive failure of asphalt binder in the LAS test as concluded once the material achieves an obvious peak on the shear
labeled on the stress-strain curve in Fig. 2 (a). Then a unified failure stress-strain curve. The BYET performance parameter is namely the
criterion was further developed by extending the strain sweep yield energy which is calculated as the area under the curve until
time duration from 5 min respectively to 10 min and 15 min (here- the point of maximum shear stress, as typical shown in Fig. 3. Pre-
inafter termed LAS-10 and LAS-15). The characteristic relationship viously studies demonstrated that the yield energy of asphalt bin-
between the energy releasing rate (GR) and binder fatigue life (Nf) der is a surrogate performance indicator for fatigue cracking
from LAS tests under various loading rates is derived as the failure resistance [45]. The testing temperature of BYET was also selected
criterion and typically shown in Fig. 2(c). Based on the determined as 20 °C.
DCC and failure criterion, the conventional fatigue life under At least two replicates were run for all chemical and rheological
control-strain cyclic fatigue loading can be simulated and performance tests to get the averaged test results. A third or even
predicted as given in Fig. 2(d). Details regarding to the recent more replicates were completed to ensure the coefficient of varia-
developments and applications of LAS-based fatigue modeling of tion was within 10%.
354 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358

Fig. 10. Stress-strain curves of LAS-5 tests. (a) control 70# binder and bio-binders Fig. 11. Failure strain comparison under different loading rates of LAS tests. (a)
(b) SBS binder and bio-binders. control 70# binder and bio-binders (b) SBS binder and bio-binders.

Area of the carbonyl band around 1700 cm 1

IC¼O ¼
Area of the spectral bands between 2000 and 600 cm1
3. Results and discussion
ð9Þ
3.1. FTIR chemical group analysis
Area of the sulphoxide band around 1030 cm 1
IS¼O ¼
A step of baseline correction was conducted for the measured Area of the spectral bands between 2000 and 600 cm1
raw FTIR spectra of each binder sample to provide a common base- ð10Þ
line for spectra comparison. The corrected FTIR spectra of the con-
The quantified IC@O and IS@O indexes for the control 70# binder,
trol 70# binder and bio-oil are shown in Fig. 4. The identified
bio-oil modified binders and bio-oil are given in Table 3. It is found
chemical functional groups between the 500 and 4000 cm1 are
that both the IC@O and IS@O indexes of bio-oil are higher than those
labeled to the corresponding absorbance peaks. It can be observed
of 70# binder. When further adding the bio-oil into the 70# binder,
that the bio-oil generally displays same function groups as the 70#
the IC@O is observed to be generally increased, however, the IS@O
binder. However, the distinguished absorbance of bio-oil for the
index almost stays at a constant level. It is also noted that no peak
functional groups of CAO stretch, C@O stretch and AOH stretch
absorbance was observed in Fig. 5 for the carbonyl group (C@O) in
exhibits much higher values than those of the control 70# binder,
the 70#+5% Bio binder case, which were repeatable through more
which indicate the quantitative existence of acid, ether, ester and
replicates testing and needed to be addressed in the future study
alcohol compounds from the WCO resource in this study. Previous
for the reasonable explanations.
studies have pointed out the chemical compounds containing
these function groups could be potential harmful materials due
to the evaporation during the mixing and compaction [46]. 3.2. Dynamic modulus mastercurve
Fig. 5 compares the corrected spectra of the control 70# binder
and related three bio-oil modified binders. The results show that The constructed dynamic modulus mastercurves at a reference
there was no obvious variation in functional groups after adding temperature of 20 °C for the control 70# binder, SBS binder and
the bio-oil into the 70# binder. In order to remove the sample film related bio-oil binders are respectively presented in Fig. 6(a) and
effect on the peak absorbance heights, the carbonyl index (IC@O) Fig. 6(b). It is seen that increasing the bio-oil weights both dramat-
and the sulfoxide index (IS@O) developed from Lamontagne et al. ically decreases the stiffness of the 70# binder and SBS binder,
were utilized to quantitatively characterize the chemical structure indicating the bio-oil addition can soften the asphalt binder. Since
change upon the bio-oil addition [25], as expressed in Eqs.(9) and the WCO based bio-oil residue is shown as the viscous liquid at
(10). room temperature, this soften effects of bio-oil are expected and
consistent to other WCO based bio-asphalt literatures [16,17].
 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358 355

Fig. 13. Damage and failure properties of SBS binder and bio-binders. (a) LAS-5
Fig. 12. Damage and failure properties of control 70# binder and bio-binders. (a) based DCCs (b) failure criteria.
LAS-5 based DCCs (b) failure criteria.

Additionally, the temperature shift factors from the modulus mas- points are identified and the data points after failure occurrence
tercurve construction represent the modulus change due to the are removed. It can be observed that the addition of bio-oil mono-
temperature-loading frequency variation. The corresponding WLF tonically decrease the failure stress but increase the failure strain
shift factors of all tested binders are summarized in Fig. 7, suggest- of control 70# binder and SBS binder. This also implies the fact that
ing the temperature sensibility of the control 70# binder and SBS the softer binders always exhibit lower strength but higher defor-
binder obviously reduced with an increase of bio-oil content. mation limits. The obtained failure strain values from multiple-
loading rates LAS tests (LAS-5, LAS-10 and LAS-15) are summarized
3.3. Rutting resistance in Fig. 11. The bio-oil modified binders respectively show higher
failure strain than the control 70# binder and SBS binder. However,
The time-strain curves during the MSCR tests of all tested bin- the failure strain parameter is only capable of representing the
ders are compared in Fig. 8. The control 70# binder displays the strain tolerance of asphalt binder under cyclic loading, which
lowest unrecoverable strain in Fig. 8(a), followed by the 5%, 10% may indicate the fatigue performance to a certain extent. More
and 15% bio-oil modified binders, demonstrating the adverse accurate fatigue evaluation needs further analysis on fatigue dam-
effects of bio-oil addition for the permanent deformation resis- age and failure characteristics.
tance. Similar effects from bio-oil addition can also be found in Fig. 12(a) presents the S-VECD model based damage character-
Fig. 8(b) for the SBS binder case. The Jnr3.2 is currently the specifi- istic curves (DCC) of the control 70# binder and related bio-
cation parameter to distinguish the rutting potential of asphalt binders. The observed distinguished DCCs demonstrate that the
binders. Fig. 9 presents the calculated results of Jnr under two creep fatigue damage evolution of the control 70# binder was changed
stress levels for all tested binders and it is seen that the Jnr values due to the bio-oil addition. The C vs. S relationship represents the
generally increased due to the addition of bio-oils. With incremen- unique damage property of each binder and the fitting results of
tal weight by 5% bio-oil, the approximately doubled Jnr values are each DCC are utilized as the fundamental inputs for fatigue perfor-
obtained in Fig. 9(a) for control 70# binder. Therefore, the rutting mance prediction. Also, the identified failure criteria for 70# binder
resistance of bio-asphalt should be considered with serious cau- and bio-binders are shown in Fig. 12(b). Similar to the DCCs results,
tions due to the softening effects from the bio-oil. adding the bio-oils also strongly affected the failure mechanism.
The characteristic GR versus Nf correlation was fitted with the
3.4. Fatigue performance power law function and was also further used for later fatigue life
prediction. Additionally, similar bio-oil effects on the DCCs and
The stress-strain curves measured from the LAS-5 tests for all failure criteria of SBS binder and related bio-binders can be respec-
tested binders are given in Fig. 10, in which the cohesive failure tively found in Fig. 13(a) and (b).
356 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358

Fig. 16. BYET based yield energy comparison for control 70# binder and bio-
binders.

ders approximately present the identical fatigue lives. In Fig. 14

(b), it is more clearly demonstrated that increasing the bio-oil con-
tent enhanced the fatigue resistance of SBS binder. Therefore, both
failure strain and fatigue life results indicate the potential use of
the bio-oil to improve the fatigue performance under cyclic loading
of neat and modified asphalt binders at intermediate temperature.

3.5. Yield energy

The binder yield property was measured as a surrogate verifica-

tion for control 70# binder and bio-binders at intermediate tem-
perature. The obtained BYET based stress-strain curves are given
Fig. 14. Fatigue life prediction of all tested binders. (a) control 70# binder and bio- in Fig. 15. It is found that both the yield stress and yield strain were
binders (b) SBS binder and bio-binders. obviously decreased with an increase in bio-oil content. Fig. 16
presents the quantified yield energy results for the control 70#
binder and the bio-oil binders, in which an exponent fitting results
can be observed. This implies that even though the bio-binders
exhibit better fatigue performance than control 70# binder under
cyclic fatigue loading mode, the yield failure under monotonic
loading is still a serious concern for bio-binder performance at
intermediate temperature range. This may result in a reduction
of tensile strength of compacted asphalt mixtures containing
WCO bio-binder.

4. Summary and conclusions

This paper presents a laboratory study to investigate the paving

performance of waste cooking oil (WCO) based bio-oil modified
asphalt binders by means of chemical and rheological approaches.
Specific findings of this study are summarized as follows:

(1) Through the FTIR spectra comparison, the WCO based bio-oil
Fig. 15. Stress-strain curves of control 70# binder and bio-binders during the BYET. approximately exhibited some characteristic functional
groups which exist in the control 70# binder. However, the
higher absorbance peak of bio-oil regarding to the CAO
The LAS-based binder fatigue modeling consists of three mate- stretch, C@O stretch and AOH stretch indicate the existence
rial characteristic functions in terms of dynamic modulus master- of acid, ether, ester and alcohol compounds.
curve, DCC and failure criterion [37–38]. Based on fitting results (2) The bio-oil modified binders showed identical FTIR spectra
from the determined material functions of all tested binders, the curves to the control 70# binder. The carbonyl index gener-
fatigue lives under cyclic strain-controlled fatigue loading are sim- ally increased with an increase in the bio-oil fraction
ulated and predicted as given in Fig. 14. It can be seen that all the whereas there is limited change in the sulfoxide index.
bio-binders show better fatigue performance than control 70# bin- (3) The frequency sweep tests demonstrated the softening
der in Fig. 14(a) and a higher bio-oil content further improved the effects of bio-oil addition on stiffness of control 70# and
fatigue resistance, whereas the 70#+10%Bio and 70#+15%Bio bin- SBS binder. The constructed dynamic modulus mastercurves
 C. Wang et al. / Construction and Building Materials 167 (2018) 348–358 357

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