j o u r n a l o f t r a f fi c a n d t r a n s p o r t a t i o n e n g i n e e r i n g ( e n g l i s h e d i t i o n ) 2 0 1 9 ; 6 ( 6 ) : 6 0 8 e6 2 0

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Original Research Paper

Performance assessment of aged binder rejuvenated

with Polanga oil

Sujit Kumar Pradhan*, Umesh Chandra Sahoo

School of Infrastructure, Indian Institute of Technology Bhubaneswar, Odisha 752050, India

highlights

Polanga oil could be used to rejuvenate aged binder.

Method to determine the optimum rejuvenator dosage.

Characterize the performance of rejuvenated aged binder.

5% rejuvenated aged binder found effective in obtaining the desired rheological properties.

article info abstract

Article history: Presently, there is a necessity of increasing the reclaimed asphalt pavement (RAP) content
Received 29 December 2017 in recycling of asphalt pavements to save material cost, preserve energy and protect the
Received in revised form environment and efforts are being made to utilize 100% RAP in the mixes. RAP binder is
26 May 2018 usually stiff due to oxidation and loss of volatiles. So addition of high amount of RAP to the
Accepted 1 June 2018 asphalt mix, may make it prone to fatigue failure. Due to this reason, rejuvenators are
Available online 4 April 2019 added to restore some of the physical and chemical properties for desired performance of
the mixture. In this study, a locally available non-edible oil known as Polanga oil (biological
Keywords: name: Calophyllum inophyllum) has been explored as rejuvenator to study its effect on
Virgin bitumen performance of the aged binders. Aged binder prepared in the laboratory using the Pressure
Reclaimed asphalt pavement Aging Vessel (PAV) and binder extracted from the RAP collected from a nearby source were
Rejuvenator used in this study for rejuvenation. Aged binder and RAP binder mixed with the rejuve-
Polanga oil nator at varying percentages. The rheological characterizations in terms of flow, rutting,
Aged bitumen fatigue and creep recovery of rejuvenated PAV aged & RAP binders were carried out using a
Rheology dynamic shear rheometer (DSR) to determine the optimum dosage of the rejuvenator. It
was observed that, 5 percent of Polanga oil is able to divulge the desirable rheological
properties of the rejuvenated binder.
© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on
behalf of Owner. This is an open access article under the CC BY-NC-ND license (http://
creativecommons.org/licenses/by-nc-nd/4.0/).

* Corresponding author. Tel.: þ91 8895398001.

E-mail address: skp14@iitbbs.ac.in (S.K. Pradhan).
Peer review under responsibility of Periodical Offices of Chang'an University.
https://doi.org/10.1016/j.jtte.2018.06.004
2095-7564/© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open
access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
1. Introduction
About 80% of the total road network in the world comprises of
asphalt pavements and India has the second largest road
network in the world. With the increase in demand for con-
struction of flexible pavements, the demand for the aggregate
and bitumen binder also increases. In construction of an
asphalt pavement, about 70% of the total cost can be attrib-
uted to material cost, which can be reduced by utilization of
reclaimed asphalt pavement (RAP) material in the bituminous
layers. As the RAP partially fulfills the binder requirement
with its treasure, economy can be achieved in construction by
potential use of this material in construction of fresh asphalt
layers. RAP contains the stiff aged binder which improves the
rutting resistance, but becomes prone to failure under fatigue
loading. To address this issue during high RAP utilization,
there is a need restore the properties of aged binder, which
can be achieved with the application of a recycling agent (RA)
or rejuvenator.
The bitumen binder contains two components, i.e.
asphaltene and maltene, which imparts viscosity and fluidity
to the binder respectively. Due to aging, maltene content re-
duces and as a result the proportion of asphaltene increases in
the binder. Therefore to restore the lost properties of the aged
binder, the asphaltene to maltene ratio need to be restored
through the use of RAs. The dosage of RA plays a key role in
effective restoring the properties of aged bitumen binder. If
the dosage is too low then the aged binder may not be able to
restore its properties and if too high then it leads to softer
binder which is prone to rutting. Therefore, there is a need to
decide the optimum dosage of RA to achieve a target grade of
binder. To decide the quantity of RA required to attain a
certain grade (penetration grade, viscosity grade or perfor-
mance grade) various criteria have been used, such as rheo-
logical properties (Romera et al., 2006; Yu et al., 2014), high
temperature viscosity (Romera et al., 2006; Zaumanis et al.,
2014a,b), performance properties (Im et al., 2014; Mogawer
et al., 2013; Shen et al., 2007a, b; Shen and Ohne, 2002; Zau-
manis et al., 2013a) etc. Shen et al. (2005) and Chen et al.
(2014b) carried out studies using the physical and rheological
properties of the blend of artificial aged binders containing
rejuvenator to decide the rejuvenator dosage for effective
workability. The former researcher used a softer grade
binder as rejuvenator to meet the requirement in terms of
high failure temperature and the later used edible vegetable
oil for rejuvenation. For softer binder, it was recommended
Fig. 1 e Photograph of Polanga seeds. (a) Fresh fruit. (b) Dried seeds. (c) Seeds dernel.
609
to go for 35%e51% rejuvenator and for vegetable oil, it was
4%e6%. After addition of rejuvenators to the RAP binder, the
variation in the Superpave performance grade (PG) of the
blend was studied by Zaumanis et al. (2013a). They
suggested that the minimum dosage should fulfill the
requirement of low temperature cracking (low PG), and
fatigue resistance (for intermediate PG), while the maximum
dosage was fixed to ensure sufficient rutting resistance (high
PG) (Nayak and Sahoo, 2016) carried out chemical and
thermal investigations on Pongamia oil and composite
castor oil rejuvenated aged binders and predicted better long
term performance with Pongamia oil. From the rheological
investigations on artificially aged binder (VG20) rejuvenated
with these two oils, they concluded that the 5% oil (for both
Pongamia oil and composite castor oil) rejuvenated aged
binders show desirable rutting and fatigue behaviors.
Shirzad et al. (2016) used sunflower oil as a rejuvenator and
found it to be effective in reversing the aging of asphalt
binder and to positively influence both the high-temperature
and low-temperature grades of the binder. Gong et al. (2016)
used bio-oil to enhance low-temperature flexibility of HMA
while alleviating the stiffness of aged asphalt. The study
reported that 1.75% bio-oil could rejuvenate thin film oven
(TFO)-aged Pen50 asphalt to virgin level and 2% bio-oil is
able to recover aged Styrene-Butadiene-Styrene (SBS)
polymer modified bitumen's penetration and ductility values
toward its original level, while the softening point of 2%
rejuvenated bitumen was much lower than that of virgin
SBS modified bitumen. Bio-oil obtained from waste cooking
oil can be used as asphalt modifier to improve the low
temperature performance of asphalt binder by Sun et al.
(2016). Zaumanis and Mallick (2015) and Dony et al. (2013)
access for increasing the amount of RAP in asphalt mixtures
above 40% with available modern production technologies
and advanced knowledge of mix design. Chen et al. (2014a)
and Wen et al. (2013) found that the addition of cotton seed
oil and waste cooking oil as rejuvenator reduced the rutting
resistance regardless the source of aged binder. The phase
angles of binders increased due to the addition of cotton
seed oil and waste cooking oil. Chen et al. (2014b) made a
conclusion that physical properties including penetration,
softening point, viscosity, ductility, penetration index and
penetration ratio of aged asphalts can be improved to the
level of its virgin asphalts at an optimum dosage of waste
edible vegetable oil, which is different for different asphalts.
The DSR results indicated that rutting resistance factor,
phase angles and complex modulus of different aged
610 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620

asphalts with a certain dosage of waste edible vegetable oil

can also be improved to the level of that of their virgin
asphalts. Zaumanis et al. (2014a, b) carried out studies on
use of rejuvenators from organic origin (e.g. derived from
vegetable waste) for production of sustainable high RAP
content pavement. Six types of rejuvenators were used in
this study, i.e. aromatic extract, waste engine oil (DeDene
and You, 2014; Jia et al., 2014, 2015), refined tall oil, waste
vegetable oil, and waste vegetable grease and organic oil.
The high PG for all rejuvenated samples remained above
that of virgin binder indicating increased rutting resistance.
Zaumanis et al. (2013b, 2015) found recycling agents
improved the workability of RAP mixtures. Asli et al. (2012)
found that, addition of 3%e4% of waste engine oil with the
aged bitumen group of 40/50 successfully rejuvenated the
bitumen.
With an objective to utilize higher RAP in bituminous mix,
a locally available non-edible oil known as Polanga oil was
used in this study to rejuvenate the aged binder. Polanga oil is
derived produced from the seeds of a tree called Punna that
belongs to the family Clusiaceae (botanical name is Calo-
phyllum inophyllum). It is a medium to large size tree with
shining leaves and golden seeds grow in sandy land near
coastal belt. It is available in the eastern states of India. Fig. 1
shows the photograph of Polanga seeds.
The specific objective of this research is to characterize the
Polanga oil rejuvenated binders (both PAV aged and RAP
binder) and determine the optimum dosage of the rejuvenator
to achieve a target viscosity grade (VG) 30 (VG 30, min viscosity
at 60  C is 3000 poise) grade binder.
2. Materials and methods
Table 2 e Chemical composition of Polanga oil (Sahoo
et al., 2007).
Rejuvenator composition Polanga oil (%)
Palmitic 12.01
Stearic 12.95
Oleic acid 34.09
Linoleic acid 38.26
Linolenic acid 0.30
polar in nature. Both of these fatty acids are supposed to
supplement the “saturates” portion in the binder, which is
nothing but non-polar viscous oil. Saturates consist of
straight and branch chain aliphatic hydrocarbons together
with alkyl-napthenes and some alkyl-aromatics. They are
non-polar in nature. As saturates contain long molecules,
they are invariably very viscous because the molecular
chains get tangled up with each other in order to the liquid
to flow. Also, long chain molecules can wriggle around more
freely at a high temperature. As saturates are considered to
be part of maltenes, which is present in large amount in
unaged binder, the concerned oil is supposed to restore the
properties of aged binder effectively.
2.2. Experimental investigation
To achieve the objectives of the study, an experimental pro-
gramme was formulated as given by Fig. 2. The binder
characterization includes investigation on rheological
properties, elevated temperature viscosity of the aged
binders, etc., virgin binder and rejuvenated aged binders and
determination of optimum dosage of the Polanga oil

2.1. Materials used

RAP material (more than 5 years old) was collected from a

local road rehabilitation project in the state of Odisha, India.
The binder obtained from the RAP was made of 50/70 pene-
tration grade bitumen. The grade of the virgin binder used in
this study was VG 30, which was procured from Indian Oil
Corporation Limited, Haldia, West Bengal, India. Viscosity
grade bitumen VG30 usually has a penetration value in the
range of 50e70 at 25  C, and therefore the same may be
considered as the virgin binder for the RAP.
The physical properties and chemical composition of
Polanga oil used in this study are presented in Tables 1 and 2
respectively.
The chemical composition of this oil (as given in Table 2)
indicates that it contains two major fatty acids, i.e. oleic acid
and linoleic acid, both of which are predominantly non-

Table 1 e Physical properties of Polanga oil.

Property Polanga oil
Density (g/cm3) 0.924
Specific gravity 0.925
Viscosity at 135  C (cSt) 40.2 Fig. 2 e Experimental programme for binder
Fire point ( C) 230
characterization.
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
required to achieve the grade of virgin binder (equivalent to
Superpave performance grade PG 70-16). The extracted
binder was blended with Polanga oil at different percentage
by weight of the aged binder. The rheological properties i.e.,
flow behavior, the rutting parameter, fatigue parameter,
failure temperature etc., were evaluated using dynamic
shear rheometer (DSR) and the elevated temperature
viscosity of binder was determined with the help of a
rotational viscometer.
2.3. Aged asphalt binder
Artificial aging of the virgin binder was done using rolling thin
film oven (RTFO) and pressure aging vessel (PAV), which
simulated long term aging of the asphalt binder. The RTFO test
was conducted at 163  C for 85 min with an airflow of 4000 ml/
min as per ASTM D 2872-12e1 (ASTM International, 2013a) and
the PAV test was conducted at 100  C for 20 h at a pressure
2.10 MPa on the RTFO aged samples as per ASTM D 6521-13
(ASTM International, 2013b). Aged binder was also extracted
from the RAP collected locally using a centrifuge extractor
and subsequently using a rotary evaporator.
2.4. Preparation of rejuvenated asphalt binder
For rejuvenation of aged asphalt binders, The RAP binder and
PAV aged binder were heated at 150  C for 45 min. Then
Polanga oil at varying percentage was mixed with RAP and
PAV aged binders with the help of a glass rod with heating and
simultaneous stirring for 5 min. These samples were later
used for carrying out different tests to assess their
performance.
2.5. Rheological characterization
Different rheological tests on the rejuvenated binders were
performed using a dynamic shear rheometer (DSR) following
the guidelines given ASTM D 7175-15 (ASTM International,
2015a). In the DSR test, a thin asphalt binder sample is
sandwiched between two circular plates; the lower plate is
fixed while the upper plate oscillates back and forth across
the sample at a frequency of 10 rad/s (1.59 Hz) to create a
shearing action. It measures a specimen's complex shear
modulus (G*) and phase angle (d) as per the ASTM D 7175-15
(ASTM International, 2015a) guidelines. Frequency sweep
tests were conducted within a frequency range of
0.01e100 Hz at varying strain rate. Amplitude sweep was
performed at a strain rate of 0e100% with frequency of 1.59
and 10 Hz. Temperature sweep with 5  C increments was
conducted at a fixed frequency of 10 Hz in a strain
controlled mode. Creep recovery (as per ASTM D 7405-15
(ASTM International, 2015b)) test was employed to assess
the elastic response of asphalt binder under multiple creep
recovery at different stress levels, i.e. 100, 3200, 3, 10, and
50 Pa performed at a temperature of 60  C. Fatigue tests
were conducted at a temperature of 10  C and a frequency of
10 Hz. It determines the asphalt binder resistance to fatigue
damage under cyclic loading with linearly increasing load
amplitudes.
611
3. Results and discussions
The following paragraphs present the results obtained from
various tests carried out on the rejuvenated binders.
3.1. Superpave gradation of binder
As per Superpave guidelines (Asphalt Institute, 1987), the
binder grade is designated with the help of low,
intermediate and high pavement temperature, that the
binder can resist without failure in low temperature
cracking, fatigue and rutting respectively. High failure
temperature is that temperature which a binder can sustain
without excessive permanent deformation i.e. rutting
failure. As per Asphalt Institute (1987), the binder should
have a G*/sin (d) value greater than 1.0 kPa for original
binder and 2.2 kPa for RTFO aged binder at a frequency of
1.59 Hz. The temperature corresponding to G*/sin (d) value
equal to 1.0 kPa for original binder and 2.2 kPa for RTFO aged
binder at a frequency of 1.59 Hz were determined and the
minimum of these two was considered as the high failure
temperature.
Intermediate failure temperature is that temperature
below which the binder may fail due to fatigue. To avoid such
failure, the PAV aged binder should have a G*sin (d) value less
than 5000 kPa. The results for virgin binder are given in Table
3. For RAP binder, the high temperature (Tc,high is 102  C.
Lowest temperature was not determined due to lack of
resources in the laboratory.
3.2. Optimum rejuvenator dosage (TRB, 2001)
The RAP binder was stiff having a critical failure temperature
of about 102  C. Therefore, it needs to be rejuvenated for
application in mix with high RAP content. Rejuvenators
generally soften the RAP binder. If the rejuvenator dosage is
high it may lead to failure in rutting and for low dosage of
rejuvenator it may lead to failure in fatigue cracking. There-
fore, the dosage of rejuvenator should be such that, it enables
to soften and improve the resistance to fatigue failure without
causing the binder failure in rutting as a reason of over soft-
ening. Fig. 3 shows the variation of critical high temperature of
original RAP binder with varying rejuvenator content, which
decreased with increase in rejuvenator content. Figs. 4 and 5
show the relationship between rutting parameter obtained
using DSR test at 70  C and the percentage rejuvenator on
original and RTFO residue of RAP binder.
The critical high temperature of target binder was 70  C
and the quantity of rejuvenator required to achieve desired
performance at that temperature was determined. As the
parameter decreased with the increased rejuvenator content,
Table 3 e Intermediate and High temperature of virgin
binder.
State of binder Tc,high ( C) Tc,int ( C) Criterion
Original 70.8 N. A G*/sin (d)  1.0 kPa
RTFO residue 71.9 N. A G*/sin (d)  2.2 kPa
RTFO þ PAV residue N. A 31 G*sin (d) < 5000 kPa
612 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
Fig. 3 e Rejuvenator content at failure temperature.
Fig. 4 e Desired rejuvenator content at critical temperature
(70  C) for rutting.
Fig. 5 e Rejuvenator content for RTFO aged sample for
rutting.
the dosage at which the parameter leads to targeted value at
70  C was considered as the maximum dosage. Beyond this
dosage, the blend will be softer than the targeted grade of the
binder. It may be observed from Fig. 3, that the maximum
rejuvenator content based on the criteria of critical high
temperature was 20.96%.
The G*/sin(d) of the blend, both for original and RTFO aged
binder decreased linearly with the increased rejuvenator
dosage. It should be noted that overdosing of rejuvenator will
increase the rutting potential of blend because the G*/sin(d)
value is decreasing continuously. Considering the above fact,
a maximum dose of rejuvenator need to be controlled by G*/
sin(d). To get a target PG70-16, where the high temperature is
70  C, the G*/sin(d) value should be less than or equal to 1.0 kPa
for blend at original state and less than or equal to 2.2 kPa for
RTFO aged binder, according to strategic highway research
program (SHRP) binder specification.
From the results, it may be observed that to obtain a PG70-
16 grade binder based on the rutting criteria, the rejuvenator
content should not be more than 18% and 24% for the original
and RTFO aged blends respectively as shown in Figs. 4 and 5.
The maximum rejuvenator dose was decided to achieve the
target grade without failing any of the above criteria was the
smallest value among all the criteria i.e., 18%.
Fig. 6 presents a relationship between fatigue parameter
and rejuvenator content taken from the results of the tests
carried out at 31  C, 1.59 Hz and 1% shear strain. The G*sin(d)
value linearly decreased with increase in rejuvenator
content. From the above trend, it may be observed that
rejuvenator softens the hard-aged asphalt binder and the
fatigue properties of aged bitumen significantly improved.
To get PG70-16, the G*sin(d) value should be less than
5000 kPa at 31  C (i.e., the intermediate temperature of target
grade bitumen). As the addition of rejuvenator softens the
binder blend, to achieve a target blend based on the fatigue
criterion, the minimum dosage was specified. The minimum
dosage indicates that beyond this the binder may fail under
fatigue.
From the above results on varying rejuvenator dosages, it
was found that the minimum dosage of Polanga oil required to
fulfill the fatigue criteria was 4% and maximum dosage to
fulfill the rutting criteria was 18%. As the optimum dose
ranged between 4% and 18%, three rejuvenator dosages were
considered, i.e. 5%, 10% and 15% for further investigations
(Fig. 7).
3.3. High temperature viscosity
By using Rotational viscometer, the viscosity of the binder can
be determined over a wide range of temperature which is
Fig. 6 e Rejuvenator content for RTFOT þ PAV aged sample
for fatigue.
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620 613

Fig. 7 e Balance between performance of different dosages of Polanga oil in RAP and PAV aged binder.

required to know the mixing and compacting temperature at
field and laboratory. The temperatures corresponding to a
viscosity (0.17 ± 0.02) Pa s and (0.28 ± 0.03) Pa$s are usually
considered as the mixing and compacting temperatures
respectively (Asphalt Institute, 1987). Additionally, the
viscosity at 135  C should not be more than 3.0 Pa$s to meet
the pumping, mixing and workability criteria as per
Superpave guidelines (Asphalt Institute, 1987). Fig. 8 shows
the temperatureeviscosity relationships for virgin, aged and
rejuvenated binders. From the figure, it may be observed that
the RAP binder has a viscosity of more than 3 Pa$s at 135  C
and need softening with the help of a rejuvenating agent.
From Fig. 8, it may be observed, that the mixing
temperature for virgin binder is around 170  C and that of
RAP binder is around 194  C. The compacting temperature
for virgin binder is 160  C and that of RAP binder is around
186  C. With the help of rejuvenator, the mixing and
compaction temperatures can be reduced to the desired
level, because these values decrease with increasing
rejuvenator content.
3.4. Oscillatory test performances
In order to understand the behavior with different vehicle
speed, Oscillatory test performances were conducted. Fre-
quency and amplitude sweep tests were carried out by
extending the speed range of oscillation of the DSR from very
slow to very fast. Frequency sweep tests present the variation
in Complex shear modulus with respect to the frequency from
0.1 to 100 Hz at 60  C for different binders. Complex modulus is

Fig. 8 e Viscosity vs temperature plot for virgin, RAP and rejuvenated binder.
614 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
defined as the ratio between maximum applied stress and
maximum resultant strain. It provides a measure of total
resistance to deformation when repeatedly sheared. Binder
having large complex modulus has a better resistance to
deformation. Phase angle is defined as the time lag between
shear stress and shear strain. So, it reflects the viscous
response of the asphalt. Phase angle of binder increases with
increasing rejuvenator content.
From Figs. 9 and 10, it may be observed that complex shear
modulus maintain same gap among the binders at all fre-
quencies. Therefore it may be inferred that the complex
modulus is not affected with the speed of the vehicle.
Amplitude sweep tests show the variation of Complex
shear modulus with respect to strain ranging from 0.01 to
100% for various binder at 60  C temperature corresponding to
a frequency of 1.59 and 10 Hz, which simulates a traffic speed
of 55 mph and more respectively. Loading was increased lin-
early from 0 to 100%. Within the linear viscoelastic region, the
material's response was independent of the magnitude of the
deformation and the material's structure was undisturbed. As
soon as the moduli started to decrease, the structure was
disturbed, i.e. the end of the linear viscoelastic region is
reached. From the Figs. 11e14, it may be observed that almost
up-to 30% strain, the binder exhibits linear viscoelastic region,
after that the binder gets disturbed. As expected, the PAV aged
and RAP binder have higher complex modulus value than the
other binders and 5% oil-rejuvenated binder have higher rut
resistance than virgin binder.
3.5. Flow behavior
Viscosity of the binder was used to determine the perfor-
mance parameters such as flow, adhesion, durability and
workability of the binder. By using the DSR, the viscosity of a
binder can also be determined over a wide range of shear rates
Fig. 9 e Frequency sweep for virgin, PAV aged and rejuvenated PAV aged binder.
Fig. 10 e Frequency sweep for virgin, RAP and rejuvenated RAP binders.
at 60  C and it is used to determine the flow characteristics of
the binder to provide some assurance that it can be handled at
the hot mix facility. Also, to determine different performance
parameters such as adhesion, durability and application
temperature of binder flow characteristics are important.
Fig. 15 shows the viscosity vs shear rate relationships for
virgin, PAV aged and rejuvenated PAV aged binders and
Fig. 15 shows similar relationship for virgin, RAP and
rejuvenated RAP binders. It was observed from both the
figures that the binder viscosity remain constant throughout
certain shear rate and with increasing percentage of
rejuvenator, the viscosity of the binder decreases, which
reveals that rejuvenator can decrease mixing and
compaction temperatures of the mixtures. But the excessive
addition of rejuvenator can reduce the adhesive
performance of asphalt. If excessive rejuvenator is added,
viscosity of the binder decreases which reduces the adhesive
performance of the binder. These adhesion characteristics of
the binder are assessed by retained Marshal stability test.
Retained Marshal stability is the ratio between Marshal
stability of treated specimen to the initial Marshal stability.
PAV aged and RAP binder showed the maximum viscosity
(Fig. 16).
3.6. Rutting behavior
Rutting reflects the irrecoverable deformation of asphalt
during the loading process. It is one of the major distresses in
the asphalt pavements, especially at higher summer tem-
peratures and under heavy axle loads. With increase in tem-
perature, the bitumen in the mix becomes softer and hence
rutting takes place. The parameter G*/sin(d) describes the
irrecoverable deformation of asphalt during loading. Asphalt
with higher G*/sin(d) value, has a higher rutting resistance.
Figs. 17 and 18 show the variation of rutting parameter with
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
Fig. 11 e Amplitude sweep for virgin, PAV aged and
rejuvenated PAV aged binder at 1.59 Hz.
Fig. 12 e Amplitude sweep of virgin, PAV aged and
rejuvenated PAV aged binder at 10 Hz.
temperature rejuvenated PAV aged binders and rejuvenated
RAP binders respectively. This temperature sweep test was
run with a temperature range of 40  Ce70  C, using oscillatory
shear in strain-controlled mode at a frequency 1.59 Hz. It may
be observed from both of these figures that the rutting resis-
tance factor decreases with increase in temperature. PAV aged
and RAP binders show highest rutting resistance as compared
to the other binders. From Figs. 17 and 18, the rejuvenated
binders with 5% Polanga oil showed better rut resistance in
comparison with virgin, 10%, and 15% rejuvenated binders.
3.7. Creep and recovery
It is a rheological test where a specimen is subjected to a
constant load for fixed time period and then allowed to
recover at zero loads for a fixed time period. This test is used to
615
Fig. 13 e Amplitude sweep of virgin, RAP and rejuvenated
RAP binder at 1.59 Hz.
Fig. 14 e Amplitude sweep of RAP, PAV aged and
rejuvenated RAP binder at 10 Hz.
determine the non-recoverable creep compliance (Jnr). It is
also repeated to simulate the continuous traffic movement
(multiple stress creep recovery test). Here creep recovery test
was conducted at low and high stress levels such as 0.1 kPa
and 3.2 kPa (ASTM International, 2015b) and also at three
different stress conditions 3 Pa (loading for 100 s and
recovery for 600 s), 10 Pa (loading for 20 s and recovery for
600 s) and 50 Pa (loading for 1 s and recovery for 600 s),
which represent the low, medium, and high traffic condition
in asphalt pavements (Kim et al., 2011) at 60  C. From Figs.
19e23, it may be seen that the PAV aged binder and RAP
binder showed the lowest compliance values compared to
virgin, rejuvenated PAV aged and rejuvenated RAP binders.
It was observed that 5% oil rejuvenated binders showed
lower creep compliance values compared to virgin binder,
which indicates better rut resistance in case of the 5%
616 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
Fig. 15 e Viscosity vs shear rate relationships for
rejuvenated PAV aged binders at 60  C.
Fig. 16 e Viscosity vs shear rate relationships for
rejuvenated RAP binders at 60  C.
rejuvenated binder. At lower stress level i.e. 3, 10, and 50 Pa,
5% rejuvenated RAP show higher permanent deformation
than PAV aged binder.
3.8. Fatigue behavior
In order to simulate fatigue failure, an oscillatory linear
amplitude sweep test was conducted at 10  C to estimate the
damage tolerance of asphalt binder as per AASHTO TP 101-12-
UL (AASHTO, 2014). A parameter called “fatigue life” was
determined in the test which is the number of load
repetitions at which fatigue failure occurs at a stress level
Fig. 17 e Temperature sweep test for rejuvenated PAV aged
binders.
Fig. 18 e Temperature sweep test for rejuvenated RAP
binders.
below the breaking strength. Generally two types of tests are
performed in succession such as frequency sweep and
amplitude sweep. The first test is a frequency sweep test,
and the second test is an amplitude sweep test. Frequency
sweep test is used to determine the damage analysis “alpha”
parameter. The amplitude sweep test run at selected
temperature using oscillatory shear in strain-control mode
at a frequency of 10 Hz. Loading increased linearly from 0 to
30% over the course of 3100 cycles of loading. Peak shear
strain and peak shear stress are recorded every 10 load cycles.
Initially, the data for the dynamic modulus [jG*j(u)] and
phase angle [d(u)] for each frequency is converted to storage
modulus, G' (u) as given by Eq. (1).



G0 ðuÞ ¼
G*
ðuÞ  cos dðuÞ (1)
A best-fit straight line is applied to a plot with log u on the
horizontal axis and log G0 (u) on the vertical axis using the
form given by Eq. (2).
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620 617

Fig. 21 e Creep compliance value at 3 Pa for Polanga oil

rejuvenated binders at 60  C.
Fig. 19 e Creep compliance value at 0.1 kPa for Polanga oil
rejuvenated binders at 60  C.

Fig. 22 e Creep compliance value at 10 Pa for Polanga oil

Fig. 20 e Creep compliance value at 3.2 kPa for Polanga oil rejuvenated binders at 60  C.
rejuvenated binders at 60  C.

Amplitude sweep test was used to determine the damage

logðGÞ0 ðuÞ ¼ mðlog uÞ þ b (2) accumulation. The damage accumulation or damage intensity
The value obtained for m is recorded and the value of a is in the specimen is calculated using the relationship given by
obtained by performing the following transformation given by Eq. (4).
Eq. (3). XN  a 1
DðtÞ ¼ i¼1
Pg0 2 ðCi1  Ci Þ 1þa ðti  ti1 Þ1þa (4)
a ¼ 1=m (3)
618 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620

Fig. 24 e Fatigue performance with respect to damage

accumulation for rejuvenated PAV aged binders.

Fig. 23 e Creep compliance value at 50 Pa for Polanga oil

rejuvenated binders at 60  C.

where C(t) ¼ jG*j(t)/jG*jinitial which is jG*j at time t divided by the

initial “undamaged” value of jG*j. g0 is applied strain for a
given data point, jG*j is complex shear modulus (MPa), t is
testing time (s).
Initial “undamaged” value of jG*j is the second data point,
as the first data point after change of material condition from
rest differs from the undamaged modulus of material at the
target loading frequency.
The value of D(t) at failure (Df) is defined as the D(t) which
corresponds to the reduction in initial jG*j at the peak shear Fig. 25 e Fatigue performance with respect to damage
stress as given by Eq. (5). accumulation for rejuvenated RAP binders.
 1
C0  cat peak stress C2
Df ¼ (5)
C1
Table 4 presents the fatigue lives for virgin, PAV aged, RAP
where C0 ¼ 1, is the initial value of C, C1 and C2 are curve-fit binder and rejuvenated binders obtained from the fatigue
coefficients derived through linearization of the power law tests.
adapted.
The parameters A and B for the binder fatigue performance
model can now be calculated as follows
Table 4 e Fatigue lives for Virgin, PAV aged, RAP
 k Rejuvenated PAV aged and RAP binders.
f Df
A¼ Binder Initial complex Fatigue life
kðpC1 C2 Þa
modulus (MPa) (number of cycles)
where f is loading frequency (10 Hz), k ¼ 1þ(1C2) a, and
Virgin 83.19 752
B ¼ 2a. The binder fatigue performance Nf ¼ Aðgmax ÞB , gmax is PAV aged 81.30 245
the maximum expected binder strain for a given pavement PAV aged with 5% 80.09 1569
structure, percent. Polanga oil
The relationship between fatigue parameter and damage PAV aged with 10% 40.21 4387
intensity were established for the rejuvenated PAV aged and Polanga oil
PAV aged with 15% 12.72 15,455
RAP binders and presented in Figs. 24 and 25 respectively. The
Polanga oil
results indicate that with the inclusion of Polanga oil, the loss
RAP 55.32 185
modulus decreased and the accumulated damage at fatigue RAP with 5% Polanga oil 58.44 3369
failure increased. It means the binder is capable of accumu- RAP with 10% Polanga oil 66.22 8407
lating more damage. RAP with 15% Polanga oil 76.04 10,783
 J. Traffic Transp. Eng. (Engl. Ed.) 2019; 6 (6): 608e620
From the above results, it may be observed that with
increasing rejuvenator dosage, the rejuvenated binders
showed higher fatigue lives as compared to virgin binder.
This may be because of the oil used for rejuvenation, which
has very low freezing point that helps the aged binder to
retain its properties at low temperature. RAP with Polanga oil
has better fatigue resistance than PAV aged might be that the
aging was less severe for the RAP or RAP with Polanga oil than
the PAV aging. The RAP material was more than 5 years old
whereas PAV was often used to simulate in-service aging
over a 7e10 year period. This can be indirectly supported by
the lowest Jnr value for PAV aged in Fig. 19. If the binder is
severely aged, it will be stiffer and more resistant to
rutting. Also it will be more susceptible to cracking since it
is more brittle.
4. Conclusions
An extensive laboratory investigation was carried out on
Polanga oil as a potential rejuvenator for PAV aged and RAP
binders. Based on the results obtained from the research re-
ported in this paper, the following conclusions can be drawn.
A minimum 4% and maximum 18% dosage of the Polanga
oil is required for rejuvenating the aged binders to show
desired performance against rutting and fatigue. By increasing
the dosage of Polanga oil, the viscosity of the rejuvenated
binder decreased. The complex shear modulus of rejuvenated
binders also decreased with increased dosage of the Polanga
oil. The 5% rejuvenated aged binder was found to be effective
in obtaining the desired rheological properties of the target
virgin bitumen. Lower creep compliance values were observed
with 5% rejuvenated binders from the creep recovery test,
which indicates better rut resistance compared to the virgin
binder. The 5% oil rejuvenated binder also showed better
rutting and fatigue resistance, even better than the virgin
binder.
RAP used here is composed of materials of different ages
laid at different types. The ages may vary between 5 and 10
years. From the results it can be concluded that the results are
more or less closed each other. It concludes that PAV simu-
lates original RAP to large extent. At higher stress level, PAV
aged binder is stiffer than RAP and at lower stress level RAP is
stiffer than PAV aged binder. Considering this kind of result, it
is inconclusive simulating the RAP with PAV test.
In terms of binder performances, it was found that Polanga
oil could be considered as suitable rejuvenator for effectively
restoring properties of the aged binder. The above conclusions
are based on the limited study conducted only on binders and
therefore there is a need to extend the performance studies to
bituminous mixes for recommending the oil as a suitable re-
juvenators for hot mix pavement recycling.
Conflict of interest
The authors do not have any conflict of interest with other
entities or researchers.
619
Acknowledgments
The authors would like to thank School of Infrastructure, In-
dian Institute of Technology Bhubaneswar for the laboratory
support to complete this study.
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Sujit Kumar Pradhan is working as a
research scholar at School of Infrastructure,
Indian Institute of Technology Bhuba-
neswar, India. His area of specialization is
transportation engineering and specific in-
terests: pavement material characterization,
pavement analysis and design, performance
evaluation of asphalt binder and recycling of
bituminous pavement material. He has
about 8 years of academic and research
experience.
Dr. Umesh Chandra Sahoo is working as an
assistant professor in civil engineering at
School of Infrastructure, Indian Institute of
Technology Bhubaneswar, India. He has about
14 years of teaching and research experience
in the field of pavement engineering. Pres-
ently he is engaged in research on recycling of
bituminous pavements, long life composite
pavements and construction stabilized bases
and subbases using locally available granular
materials funded by different agencies.