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 2 0 ; 7 ( 2 ) : 1 3 7 e1 5 1

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Review Article

Preparation process of bio-oil and bio-asphalt, their

performance, and the application of bio-asphalt: A
comprehensive review

Hainian Wang a,*, Ziye Ma a, Xi Chen a, Mohd Rosli Mohd Hasan b

a
School of Highway, Chang'an University, Xi'an 710064, China
b
School of Civil Engineering, Universiti Sains Malaysia, Nibong Tebal 14300, Pulau Pinang, Malaysia

highlights graphical abstract

The bio-oil products are mainly

affected by the source of biomass,
preparation temperature and
catalyst.

It is feasible to replace asphalt
partly with bio-oil as the binder
due to the similar chemical
composition.

The high-temperature perfor-
mance and workability of the base
asphalt improved after adding bio-
oil.

The bio-asphalt can be used as
road binder, bitumen modifier and
rejuvenator.

article info abstract

Article history: The objective of this paper is to establish the state of knowledge on fast pyrolysis of bio-oil
Received 20 December 2019 and bio-asphalt binder and to facilitate efforts in improving the overall performance of bio-
Received in revised form asphalt and maximizing its road application. On the basis of reviewing the relevant liter-
16 March 2020 ature recently, the fast pyrolysis (FasP) preparation process of bio-oil and its main prop-
Accepted 23 March 2020 erties, the preparation process of bio-asphalt and its performance and the application of
Available online 31 March 2020 bio-asphalt have been summarized. Due to the variations in raw materials, the adopted
methods of FasP to prepare bio-oil could be different, and the properties of bio-oil from
Keywords: different sources are also different. At present, the plant-based bio-oil (mainly derived
Road engineering from wood waste and sawdust) has been widely used to prepare the bio-asphalt. Research

* Corresponding author. Tel.: þ86 29 8233 4446.

E-mail addresses: wanghn@chd.edu.cn (H. Wang), cerosli@usm.my (M.R. Mohd Hasan).
Peer review under responsibility of Periodical Offices of Chang'an University.
https://doi.org/10.1016/j.jtte.2020.03.002
2095-7564/© 2020 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/).
138 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151

Bio-oil on the low-temperature flexibility, high-temperature rheology, workability and other

Bio-asphalt performance of biological asphalt showed that the workability and high-temperature
Preparation process performance of most asphalt are improved after adding bio-oil. However, the low-tem-
Performance perature performance is found to relatively reduce. Also, with regards to its application as a
Application of bio-asphalt rejuvenator, bio-oil can considerably rejuvenate the aged asphalt's mixture performance.
By far, most of research on bio-asphalt is still focused on the performance of bio-asphalt
binder in the laboratory; its application in practical road engineering is still to be examined.
This review also provides an outlook for the future, for example, establishing an integrated
preparation process from bio-oil to bio-asphalt, and evaluating the properties of bio-
asphalt by new standards.
© 2020 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/).

(Guerrero-Lemus and Shephard, 2017), and marine

1. Introduction
Crude oil, as one of the largest applied energy resources in the
world, can be refined to diverse kinds of by-products. The
main sub-product of petroleum crude oil such as gasoline,
diesel and kerosene extracted from the crude oil, processing
about 90% of all its products (Kilian and Murphy, 2014).
Another significant application of the products is asphalt,
which is used as the main raw material in civil engineering
with an emphasis on road engineering (Airey and
Mohammed, 2008; Metwally and Raouf, 2010). However, as
an increasing number of car production in most of the
developed countries and the automobile car ownership ratio
in majority developing countries (Engel-Yan and Passmore,
2013), the consumption of crude oil, especially the gasoline
and diesel, is growing dramatically. The asphalt used for
construction and maintenance of pavement is kept
increasing as well (Fini et al., 2012). What accompanied are
two vital burning questions: the increasing price of the
crude oil and the decreasing of its storage content (Chailleux
et al., 2012). For another significant aspect, it is well-known
that as the non-renewable resource, the excessive
consumption of the asphalt may lead to enormous pressure
on the living environment (Mills-Beale et al., 2014), which
have a negative influence on human development in the
future. Meanwhile, although the base asphalt is regarded as
the most important binder in the field of road construction,
researchers have found its character during the service
period is not perfectly ideal, and there are still many
shortages to be overcome (Angius et al., 2018; Hasaninia and
Haddadi, 2017). Under such circumstances, the researchers
need to investigate how to modify the characteristics of
matrix asphalt, and even find alternative resources to
substitute the asphalt on the road's construction and
building process (Colberta et al., 2016; Mohd Hassan and
You, 2019; Wang et al., 2014).
In order to respond to the strategy of sustainable devel-
opment, renewable energy came into many researchers' ho-
rizon. By far, many renewable energy sources have been
widely studied, such as the energy from solar (Kannan and
Vakeesan, 2016), wind (Kumar et al., 2016), water (Abegaz
et al., 2017), biomass (Jose and Bhaskar, 2018), geothermal
(Williamson et al., 2015), and so on. Among which, the
emergence of biomass energy drew many researchers’
attention due to its environmentally friendly, large storage
capacity and a lower price (Fini et al., 2010; Lei et al., 2015;
Yang et al., 2013). According to the current research
literature, biomass means the waste materials from botany
or creature which are useless for the food or the feed.
Materials can be the waste from corps like rice stalks, food
debris like corn cobs, animal excrements like swine manure,
the corpse of animals and plants, and human waste from
sewage plants (U.S. Energy Information Administration,
2018). Biomass refers to a variety of industrial processes,
including the production of energy, raw materials for
manufacturing chemicals, and the new source for cleaner
production, etc. (Ur-Rehman et al., 2015). So, the bioenergy
means the energy that can be extracted from the biomass,
which includes the light components such as the bio-
gasoline, the bio-diesel, the solvent and the hydrogen, and
the heavy components (mainly bio-oil). For most researchers
in the field of road engineering, if bio-oil could be used as
the binder in the road construction, or completely replaced
the asphalt, the contribution of the investigation on bio-oil
can never be exaggerated. An increasing number of
researchers are significantly optimistic about the application
prospects of bio-oil, so the studies on bio-oil and bio-asphalt
are increased dramatically in recent years.
By far, a large variety of materials were studied for the
preparation of bio-oil. Based on the results of researches, bio-
oil can be extracted from two sources, which are plant-based
and animal-based (Hui et al., 2018; Jayasinghe and Hawboldt,
2012; Oyebanji et al., 2018; Xiu et al., 2016). Due to the wide
range of sources of bio-oil, the process of preparation and the
characteristics of the products are different. However, ac-
cording to the research results, the compositions of the bio-oil
are mainly analogous, including saturated fraction, aromatic
fraction, asphaltene and colloid (Li et al., 2014; Yang and You,
2015), which are similar to petroleum asphalt. Research shows
that the compatibility and stability between the bio-oil and
asphalt are pretty good, so it is possible to mix the bio-oil with
the base asphalt under a certain circumstance. Meanwhile,
the price of the bio-oil in the market is about 300 dollars per
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
Fig. 1 e Technology roadmap of the research.
ton while that of Shell base asphalt is about 700 dollars per ton
(Fini et al., 2015). If the bio-oil is used to replace the asphalt in
road engineering, the cost of binders in construction and
maintenance will be significantly decreased.
Although many researchers have studied the fields of bio-
oil and bio-asphalt, few review articles have summarized
these research results. So, the preparation process, perfor-
mance, and application status of the bio-oil and bio-asphalt
will be summarized in this work to provide a glimpse for re-
searchers in this field.
2. Methods
A myriad of studies has been devoted to the preparation and
application of bio-oil and bio-asphalt with the growth of
environmental pollution and resource crisis. However, few
review papers have investigated the whole industry chain of
them and proposed the preparation process from bio-oil to
bio-asphalt with actual demand. Besides, few papers sum-
marized the bio-asphalt from the perspective of its application
presently.
139
In this work, recent advance in preparation of bio-oil by
fast pyrolysis are summarized, and the fast pyrolysis tech-
nology is considered as a relatively mature and stable pro-
duction process in the production of bio-oil currently. The bio-
oil product contains three-phase, which are liquid, solid and
gaseous phase. Then, the preparation process and properties
of bio-asphalt are discussed with the knowledge of bio-
asphalt preparation technology. After that, the application
status of bio-asphalt is summarized to help researchers
improve their understanding of the application of bio-asphalt.
By searching the keywords from the mainstream databases
such as Google Scholar and Web of Science, literature re-
sources were sorted out to understand the relevant knowledge
of bio-oil and bio-asphalt industry. The keywords used
include renewable energy, rapid pyrolysis, biomass, bio-oil,
preparation process, waste wood, bio-asphalt, modification,
RAP, storage stability, emulsified bio-asphalt, rejuvenator, etc.
A total of 118 journal papers and conference papers were
investigated and the relevance to the review subjects, quality,
and credibility of bio-asphalt, influence on the research of the
bio-asphalt, representation of the latest bio-asphalt research
and the future trend of the bio-asphalt investigation were
collected. The results and principle of the work will promote
140 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
the application of bio-asphalt, as a part of sustainable devel-
opment. The technology roadmap of the research was shown
in Fig. 1 to illustrate the correlation between various sections.
3. The preparation process and
characteristics of bio-oil obtained by fast
pyrolysis
By far, biomass or bio-waste is regarded as the raw materials
to produce the biofuels by research industry, which can
decrease the need for the landfills and help to reduce the
greenhouse gas emissions (Chen et al., 2014a, b; Fini et al.,
2010, 2012; Wen et al., 2013; Williams et al., 2009; Yang et al.,
2014; You et al., 2011). An extensive research on the bio-
binders as the alternative binders can be found in the sym-
posiums (Chailleux et al., 2012; Kluttz, 2012; Liu et al., 2012;
Peralta et al., 2012; Seidel and Haddock, 2012; Wen et al., 2012;
Zofka and Yut, 2012). Research in great numbers has shown
that the bio-oil can be obtained from both plant and animal
fields. The preparation technology and product characteristics
are quite different due to the wide source of bio-oil. However,
the composition of bio-oil is similar to that of petroleum
asphalt, including saturation, aromatics, polarity, and
asphaltenes (Yang et al., 2017; Li et al., 2014). It's possible to
mix the bio-oil with the base asphalt under certain conditions.
Meanwhile, the price of crude bio-oil on the market is much
lower than that of Shell base asphalt, the charge of binding
materials used in construction and maintenance will be
significantly reduced if the bio-oil is applied to replace the
asphalt in the road engineering.
3.1. The preparation process of bio-oil
This section presents a brief discussion of the preparation
process and the composition of bio-oil. Researchers have paid
much attention to the energy crisis and environmental
pollution in recent decades. As investigated by a large number
of scholars, the sources and preparation process of the bio-oil
are myriad, and its characteristics are not pretty similar.
To prepare the bio-oil from biomass, many methods have
been investigated by researchers in this field. Hydrothermal
conversion (Ayka et al., 2018; Kang et al., 2013), catalytic
hydro-liquefaction (Chen et al., 2018a, b; Elliott and Hart.,
2009), vacuum pyrolysis (Fan et al., 2014; Xu et al., 2013; Zhang
et al., 2010), catalytic steam reforming (Nabgan et al., 2017;
Trane et al., 2012), pyrolysis liquefaction (Wang et al., 2018a, b;
Xu et al., 2014), fast pyrolysis (Anthony, 2004; Elliott et al.,
2017) and many other methods were well-conducted to
produce the bio-oil. Among this, fast pyrolysis (FasP) was
one of the main technologies for preparing the bio-oil (Su
et al., 2018). FasP is the process with thermal decomposition
under a moderate temperature of 300  Ce700  C in the
reaction zone without oxygen (Bridgwater and Peacocke,
1999; Scott and Piskorz, 1984). The reactor configurations
include bubbling fluid beds (Robson, 2001; Scott et al., 1985),
circulating and transported beds (Graham et al., 1988;
Wagenaar et al., 2000), cyclonic reactors (Czernik et al., 1995;
Diebold and Scahill, 1988), and ablative reactors (Peacocke
and Bridgwater, 1996), which play an important role in this
process to ensure the production. The FasP process is
showed in Fig. 2. FasP is applied to decompose the waste
into bio-oil. Bio-oil is generally a lignin-rich liquid fuel,
which must be heat treated and performance improved
before it can be used as road binder. In the test, the sample
waste is ground into small particles; then a 0.6 mm or
1.2 mm aperture sieve is selected for screening. During the
FasP process, the temperature range is from 22  C to 1002  C,
the heating rate is 2e4  C/s, and the residence time of the
solid phase is 300e500 s. Results show that the main
products of livestock feces after FasP can be divided into
three-phase, including carbon-rich (bio-char) solid
residueeresidue phase, liquid products (condensable steam
at low temperature), and gaseous products that presented as
non-condensable syngas (Dog  an and Ayhan, 2001). Other
research on the FasP of biomass shows a similar conclusion
(Czernik and Bridgwater, 2004; Maschio et al., 1992). After
years of development, the FasP process has been improved
repeatedly, and a large number of branches of the method
have been widely studied.
The influence of temperature on FasP process has been
studied firstly. Glycerols as the waste products have been
investigated by Ferna  ndez et al. (2009). In the study, purity of
99% glycerol was carried out in an electrical furnace (EF) and a
single-mode microwave oven (MW). Two catalysts were
activated with steam named bituminous carbon (BC) and
coconut shell carbon (CC). During the experiment, the
pyrolysis process of glycerol with BC was performed at
400  Ce900  C while CC was only tested at 800  C as a
comparison group. Results have shown that the addition of
the catalysts can significantly increase the production of bio-
oil derived from glycerol, and pyrolysis in MW can reach a
highly productive even at a lower temperature (400  C), and
the best temperature for pyrolysis is 800  C. The FasP
process of empty fruit bunches (EFB) also have been well
studied. After cut into smaller sizes, the Fritsch grinder with
500 mm screen size was used to reduce the raw material size
to below 500 mm, and the particle size of 250e325 mm was
Fig. 2 e Fast pyrolysis process principles (Bridgwater and
Peacocke, 1999).
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
Fig. 3 e Schematic diagram of the pyrolysis bench-scale plant (Alvarez et al., 2014).
selected for the study. The FasP process was carried out on a
fluidized bed reactor with a rated capacity of 150 g/h. The
pyrolysis system consists of feeder, reactor and product
collection. A series of tests were carried out for the EFB with
sieved particle size in the temperature range of
400  Ce600  C, with 25  C as the increment, and within the
steam residence time of 1.02e1.05 s. A fluidized bed
temperature of 500  C and EFB particle size of 300e355 mm
was applied to study the influence of vapor residence time
in the range of 0.79e1.32 s by the change of nitrogen flow
rate through six experiments. Results have shown that EFB
can be pyrolyzed well. The shape of EFB yield curves was
confirmed, and the data of residence time and particle size
were strengthened. The author also pointed out that the
data from different systems should be carefully treated
when used for comparing, although they may be similar.
The preparation of bio-oil from waste fish oil by FasP has
also been studied (Wiggers et al., 2009). The waste fish oil can
be obtained in the continuous reactor pilot plant with a mass
flow rate of 3.2 kg/h under the controlled temperature of
525  C, and the light bio-oil and heavy bio-oil can be gained
by simple distillation. Results have shown that after the
pyrolysis of waste fish oil as triglyceride animal source at
525  C, the products of light bio-oil and heavy bio-oil are
similar to the petroleum-based oil. The FasP process of other
tremendous numbers of animal and plant fats also have
been extensively investigated (Adebanjo et al., 2005; Alper
et al., 2015; Ben Hassen-Trabelsi et al., 2014; Czernik and
Bridgwater, 2004; Dandik and Aksoy, 1999; Fortes and Baugh,
2004; Hu et al., 2013; Lima et al., 2004; Kraiem, 2015; Kraiem
et al., 2016; Oyebanji et al., 2018; Sadrameli and Green, 2007;
Sun et al., 2016; Tian et al., 2008; Varuvel et al., 2012). The
FasP process of biomass shows that although most of the
biomass can be well pyrolyzed; the influencing factors of the
raw material of biomass, such as the device of fast pyrolysis
141
process, the reaction temperature of pyrolysis process, the
feeding rate, the reactor residence time, and the catalyst will
affect the final production of bio-oil. Therefore, the
influencing factors of the FasP process based on different
biomass sources need to be further studied to break through
the laboratory research stage, meanwhile, the economics of
the biomass material transportation process and the
pollution during preparation need to be considered to
facilitate implement at an industrial scale for bio-oil
production.
3.2. The performance of bio-oil
As one of the largest waste resources in the world, agricultural
wastes such as straw, wood chips and so on are burned
through various ways that may cause great harm to the
environment (Liu et al., 2014; Wang et al., 2015a, b; Zhu et al.,
2015). The world annual production of forest residues, which
have the potential for biomass energy applications is
currently about 300 billion kilograms (300 million tons), and
the agricultural residues are about 1.1e3.1 billion kilograms
(1.1e3.1 million tons) (Mohan et al., 2006; Xue et al., 2014).
Thus, it is vital to fully utilize the cheap and renewable agri-
culture wastes for producing biofuels or other valuable
chemicals. According to the tests, these agricultural wastes
are usually rich in the components of cellulose, hemicellulose,
and lignin (Barana et al., 2016; Huang et al., 2016; Mohtar et al.,
2017).
Similarly, the effects of catalysts on FasP products have
also been studied. During the preparation process of bio-oil, it
is found that the temperature has a significant impact on the
performance of bio-oil, and the yield of bio-oil is different
under different temperatures. Some researchers have studied
this problem. Rice husk (RH), which was supplied by Ebro
Foods S.A with the ground (by Retsch ZM 100) and sieved to a
142 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
particle size in the 0.63e1 mm range, was applied in the study
to investigate the preparation process of bio-oil. The test was
conducted in a conical spouted bed reactor (CSBR). Ultimate
and proximate analysis was applied with a LECO CHNS-932
elemental analyzer and TGA Q500IR thermo-gravimetric
analyzer, respectively. Parr 1356 isoperibolic bomb calorim-
eter was carried out to measure the calorific value. With the
temperature of 400  C, 450  C, 500  C and 600  C, the FasP
product characteristics influenced by temperature were
tested (Fig. 3). In the experiments, nitrogen was used as a
fluidizing agent, and its flow rate was controlled by a mass
flow controller with the feeding speed of 30 L/min. Nitrogen
was heated to the reaction temperature by preheater before
entering the reactor. Test results have shown that CSBR is
suitable for the FasP of RH. Moreover, the bio-oil yield is
considerably high and the bio-char can be removed
continuously with CSBR. This is because the suitable heat
temperature and the appropriate mass transfer rates could
decrease the residence time of the volatile components, and
the prior movement of bio-char is close to the reactor walls.
When the temperature is 450  C, the yield of bio-oil reaches
its maximum (70 wt.%, on a wet basis), and between the
temperature of 400  Ce600  C, bio-oil yield is slightly
reduced with the temperature increased, and the
composition of bio-oil is slightly changed. Gas yield
increases with the increase of temperature (from 1% to 10%,
by weight) and the bio-char also reaches its maximum (26%
by weight) at 450  C (Alvarez et al., 2014).
In another study, RH was selected as the raw material with
a particle size of 80 mesh (<0.18 mm) and a bulk density of
340 kg/m3. Before the FasP process, rice husk was heated at
the temperature of 105  C for 12 h in an oven, to lower the
moisture content of the RH. Then the zeolite catalyst of ZSM-5,
offered by Nankai University Catalyst Co., Ltd., was applied
during FasP to promote the process. In the test, the variation
of temperature from 400  C to 550  C was the primary factor to
investigate the effect of temperature on the physicochemical
properties of products. Then, the temperature was fixed at
500  C, and the influence of the varied weight of catalysts on
the products was tested. Finally, the temperature at 500  C and
catalyst weight of 2 g was fixed to test the effect of the catalyst
location on the products. Two samples of bio-oil I and bio-oil II
were collected after each test. The moisture content, the pH
value, the content of ash, the higher heating value (HHV), the
solid content of bio-oil, the viscosity of bio-oil, and the
composition of bio-oil were measured by corresponding
experimental instruments. After the process, bio-char was
collected from the charred pot, and approximate analysis was
carried out to investigate the moisture content, ash content
and volatile matter of RH, respectively. Then difference
methods were calculated to confirm the fixed carbon content
of RH. The elemental analyzer (Model Vario EL III) was applied
for the ultimate analysis and a KD2 Pro thermal properties
analyzer (Decagon Devices, Inc., USA) was used to analyze the
thermal characteristic. After a series of tests, results showed
that although the ZSM-5 catalyst had a negative impact on the
production of bio-oil, the quality of bio-oil was greatly
improved in the catalytic FasP process on the condition of
higher pH value, lower solid content, lower ash content and
viscosity. The catalyst of ZSM-5 promoted the FasP of RH
because the volatile matter content of bio-char was reduced in
the catalytic FasP experiment. In the process of catalytic FasP,
the active part of the catalyst acts as a deoxidizer (Cai et al.,
2018).
Also, Alvarez et al. (2018) studied the bio-oil extracted from
the citrus wastes by FasP. In the research, citrus waste of
orange peel was collected from an orange juice dispenser
with dried in an oven at the temperature of 60  C for 24 h, so
the moisture of which was removed. Then the wastes were
ground by the mill of Retsch ZM100 and sieved to remove
the particles larger than 1 mm. Also, the LECO CHNS-932
elemental analyzer and TGA Q500IR thermogravimetric
analyzer were conducted for the ultimate and proximate
analyses. The ash chemical composition also was
determined by X-ray fluorescence (model AXIOS,
PANalytical). Continuous bench-scale plant designed for
FasP consists of the solid, the gas feeding system, the
pyrolysis reactor, the retaining device, the liquid collection
device and the system of gaseous product analysis. Nitrogen
was regarded as the fluidizing agent with the feeding speed
of 30 L/min, which was conducted by the mass flow meter.
The whole reactor is shown in Fig. 4.
In the FasP process, a gaseous mixture which was consist
of vapors, aerosols, polar molecules, and nitrogen flowed
through the reactor of the high-efficiency cyclone and 25 mm
sintered steel filter. The temperature of 425  C, 500  C and
600  C was conducted to investigate its influence on the
product yields and composition. Orange waste was feed with a
speed of 1 g/min for 50 min. After bio-oil was prepared, a
micro-GC (Varian 4900) was used online to analyze the
gaseous through three independent moduli (Molecular sieve,
Porapak, and Plot Alumina). Then a gas chromatograph/mass
spectrometer (GC/MS, Shimadzu UP-2010S) and a chromato-
graph (Agilent 6890) equipped with a flame ionization detector
(FID) were applied to test the composition of the liquid fraction
and compounds, respectively. Then a Karl-Fisher titration
(ASTM D1744) was carried out to investigate the moisture
content in the bio-oil. Results showed that the products by
FasP of orange waste included many residues, which was an
important issue in citrus industries. TGA analysis showed that
the residue was mainly hemicellulose, cellulose, and ashes.
The yield of bio-oil reached its highest (55% by weight, on a
wet basis) when the temperature was 425  Ce500  C. The
Fig. 4 e Schematic diagram of the pyrolysis bench-scale
plant (Alvarez et al., 2018).
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151 143

Table 1 e Preparation parameters of bio-asphalt.

Author Shearing temperature ( C) Shearing Shearing Source of bio-oil
viscosity (rpm) time (min)
Zhang et al. (2018) 135 5000 15 Wood waste
Chen et al. (2014a, b) 145 200 15 Cottonseed oil
Gong et al. (2016) 130/160 (for 50# base asphalt 3000 10 Waste cooking oil
and SBS modified asphalt, respectively)
Sun et al. (2016) 135 5000 40 By-product of waste cooking oil
Wang et al. (2018a, b) 135 3500 20 Waste wood
Zhu et al. (2017) 130/160 (for 70# base asphalt 5000 15 By-product in cotton oil production
and SBS modified asphalt, respectively)
Lei et al. (2018) 105 3000 15 Waste wood
Gao et al. (2018a, b) 180 3000 15 Sawdust
Yang et al. (2013) 120 5000 20 Waste wood
Sun and Zhou (2018) 135 5000 60 Waste wood
Zhang et al. (2018) 135 5000 20 Waste wood
Sun et al. (2015) 135 5000 40 The refined waste cooking oil
Zhang et al. (2019) 150 5000 30 The refined waste cooking oil
Yang et al. (2017) 120 1500 30 Waste wood
Wang et al. (2015a, b) 120 1000 20 Sawdust

liquid products mainly composed of hydrocarbons with
oxygenated and water, and the content of phenols in the
liquid was very low. This characteristic highly attracted the
catalytic upgrade of bio-oil.
4. The preparation process, performance
and applications of bio-asphalt
Nowadays, there is a growing demand for road performance,
like the ability to bear heavier loads, to carry extreme climate
and to decrease the road damage from traffic, ultraviolet
sunlight and climate. Therefore, researchers must improve
the performance of asphalt concrete pavement. A great
number of studies, such as the influence of polymeric addi-
tives, crumb rubber and other additives on the binders have
been carried out to meet the requirement (Al-Hadidy et al.,
2011; Bahia, 1995; Huang, 2008; Larsen et al., 2009). It is well
known that the molecular structure of asphalt can be divided
into saturates, aromatics, colloids and asphaltenes (Lei et al.,
2015), and researches show that the molecular structure of
bio-oil is similar to the asphalt. Thus, it is feasible to use
bio-oil to modify the asphalt, and even partial or complete
replacement of asphalt is not impossible. Many scholars
have been working on this field for a long period, and their
research results are summarized below.
4.1. The preparation process of bio-asphalt
According to the existing research, the preparation process of
bio-asphalt is relatively simple. Bio-oil and asphalt are
respectively heated to a certain temperature, and then they
can be mixed by a high shear mixer with shearing rate for a
certain period. In this way, the bio-oil can be prepared well.
However, the preparation parameters are different due to the
different sources and characteristics of bio-oil. Different
preparation processes of bio-asphalt are listed in Table 1.
It can be concluded from Table 1 that when the bio-oil is
mixed with the asphalt, the shearing temperature is varied
from 105  C to 180  C. The difference in the shearing rate is
also significant, with the lowest being only 200 rpm and the
highest reaching 5000 rpm. The shearing time is also
different, ranging from 10 to 60 min. Bio-asphalt is a new
material for road engineering, and many scholars have their
own opinions about the preparation methods of the mixture.
Also, without a universally applicable specification for this
process, the relative standards for bio-asphalt preparation
are not the same. By summarizing the literature listed, it can
be concluded that most scholars have adopted the shearing
temperature of 135  C, the shearing rate of a concentrated
3000e5000 RPM and the shearing time of 30 min during the
preparation process of bio-asphalt. This is because most of
the bio-oil listed in Table 1 is derived from the plant-based
bio-mass, such as the sawdust and waste wood. The bio-oil
from the plant-based is composed of a higher content of
lignin, hemicellulose, and cellulose, which makes the
shearing process of bio-asphalt more difficult. The bio-oil
presents better workability under a higher shearing
temperature, which means it can mix with asphalt easier. A
higher shearing rate makes the mixing process of bio-oil and
asphalt more sufficient, and the bio-asphalt presents better
performance under a suitable shearing time.
In particular, it is essential to make a pre-treatment of the
bio-oil before incorporation in petroleum-based asphalt,
because that bio-oil contains a certain amount of water which
is not compatible with asphalt. Also, bio-oil is acid, and the
smell can be irritating. Further research is still needed to
overcome these bottlenecks.
4.2. The performance of bio-asphalt
Most scholars mainly concerned about the road performance
of bio-asphalt and its potential application value. According to
the conclusion of existing research, the performance of bio-
asphalt was quite different due to different sources and
different preparation methods of bio-oil. Besides, bio-asphalt
has poor high-temperature performance and strong temper-
ature sensitivity, but shows good low-temperature and fatigue
144 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
performance. Additives were added into bio-asphalt to modify
the bio-asphalt in order to achieve the expected performance.
This part will focus on the above issues.
Raouf and Williams (2009, 2010a, 2010b) pointed out that
there were three possible methods of partially or completely
replacing asphalt with bio-oil: a direct alternative binder
(100% replacement), a bitumen extender (25%e75% replace-
ment), or a bitumen modifier (<10% replacement), and the
properties of three substitute bio-asphalt (bio-oil) binders
were studied. The bio-oil used in the experiment was obtained
by the FasP of biomass (switch grass) with the Center for
Sustainable Environmental Technology (CSET) developed by
Iowa State University. Two types of base asphalt AAD-1 and
AAM-1, obtained from the Federal Highway Administration's
Materials Reference Library (MRL) in Sparks, Nevada, were
applied in this study, and three types of polyethylene were
carried out to modify the basic characteristics of bio-oil. The
effect of temperature on the performance of bio-asphalt was
mainly studied. Results showed that the viscosity of bio-
asphalt decreased with the increase of temperature, which
was similar to the base asphalt. 100% bio-oil cannot
completely replace asphalt in road engineering due to its high
moisture content and high oxygen content. It is emphasized
that the temperature fluctuation range of asphalt is quite
different from that of bio-oil. Therefore, when applying the
results of other researchers on bio-asphalt, attention should
be paid to the variability of the results caused by temperature
difference.
Three types of bio-oils, which were original bio-oil (OB),
dewatered bio-oil (DWB) and polymer modified bio-oil (PMB)
derived from the wood waste, were mixed with the asphalt of
PG 58e28, and the content of the bio-oil was 0 (base asphalt),
5% and 10% (by weight) respectively. According to the Super-
pave™ asphalt binder test, the experiment of rotational
viscometer (RV), dynamic shear rheometer (DSR), and bending
beam rheometer (BBR) were studied to investigate the
comprehensive rheological properties. Furthermore, the roll-
ing thin film oven (RTFO) and pressure aging vessel (PAV) test
were applied to simulate the short-term and long-term aging
of asphalt binders during the construction and service life,
respectively. Results showed that the low-temperature per-
formance decreased and the high-temperature performance
improved with the adding of bio-oil. Comparing the three
types of bio-oil (OB, DWB and PMB), PMB modified asphalt
binders had the highest stiffness, while OB had the lowest
effect on base asphalt (Yang et al., 2013). The author also
pointed out that shorter heating time for bio-oil can
significantly improve the aging properties of bio-oil and bio-
asphalt. Also, by applying the DSR test and multiple stress
creep recovery (MSCR) test after RTFO, Yang and You (2015)
tested the high-temperature performance, non-recovery
creep compliance and percent recovery of bio-asphalt. In the
study, three types of bio-oils which were the untreated bio-
oil (UTB), the treated bio-oil with 5%e8% moisture content
derived from heating the newly produced bio-oil in the
temperature of 58  C (TB) and polymer modified bio-oil (PMB)
with 4% polyethylene were used with the content of 0, 5%
and 10% to mix with the asphalt of PG58-22 to prepare bio-
asphalt, respectively. Through the DSR test at the
temperatures of 58  C, 64  C and 70  C and the frequencies
of 0.1, 1, 5, 10 and 25 Hz, the value of dynamic shear
modulus (jG*j), phase angle (d) and high-temperature
stability index (jG*j/sin d) showed that the high-temperature
performance of asphalt was improved with the increase of
bio-oil. The MSCR test was conducted at the temperature of
58  C with the shear load of 0.1 and 3.2 kPa, and the value of
the rutting potential index and recovery percent were
investigated. The MSCR test showed similar results
compared to the DSR test. However, comparing the effects of
three bio-oils, DSR showed that the high-temperature
performance of UTB is slightly weaker than the others, and
MSCR test showed that the performance of PMB modified
bio-oil is weaker, so the author suggested that it was
preferable to conduct the DSR tests together with the MSCR
tests to comprehensively understand the high-temperature
performance of bio-asphalt. The ageing of most bio-asphalt
binders was also found to have a negative effect on the
performance of bio-asphalt based on feedback sources and
the resulting by-products, which cause unstable
physiochemical and morphological behaviors (Al-Sabaeei
et al., 2019).
Based on time and frequency sweep test by DSR, Gao et al.
(2018a, b) studied the properties of bio-asphalt modified by
styrene-butadiene-styrene (SBS). The content of SBS was
approximately 1% of the weight of base asphalt. The base
asphalt used in this study was 50 penetration grades virgin
asphalt (50#) obtained from Maoming, China. The dosages of
bio-oil derived from sawdust applied in this study were 5%,
10%, 15% and 20% (by the weight of SBS modified asphalt). In
the experiment, short-term aging properties of bio-asphalt
were firstly simulated by RTFO based on AASHTO T240-06,
then the samples were tested by DSR. Eight test frequencies,
which are 0.01, 0.05, 0.1, 0.5, 1, 5, 10 and 25 Hz were investi-
gated at the temperature ranging from 40  C to 76  C at 6  C
intervals. The indexes of complex shear modulus (G*), phase
angle (d) and rutting factor (G*/sin d) were obtained from the
test. Results showed that the addition of bio-oil improved the
complex modulus (G*) of base asphalt and the anti-deforma-
tion ability of bio-asphalt after RFTO, meanwhile, the aging
performance of asphalt decreased with the increase of bio-oil.
In another research paper, Gao et al. (2018a, b) also mixed the
50# matrix asphalt modified by 1% (by weight) SBS with the
bio-oil, with the content of 0, 5%, 10%, 15%, 20% (by weight),
and prepared the corresponding bio-asphalt mixture, respec-
tively. The aggregates in bio-asphalt mixture were from
Luquan, Hebei Province, China. Through the DSR and MSCR
experiments of bio-asphalt binders before and after RTFO and
the analysis of G*, d, G*/sin d and the modified rut factor G*/
sin9d, the basic properties and aging properties of SBS modi-
fied bio-asphalt were determined. At the same time, the
rutting test of SBS modified bio-asphalt mixture was carried
out (by Chinese standard), and the dynamic stability index of
the test was used to evaluate its rutting resistance. The
experimental temperature was 60  C. The Gray Relational
Analysis was used to compare and analyze the properties of
the bio-asphalt binder and the mixture to find the relationship
between them. Results showed that SBS modified bio-asphalt
had a better anti-aging performance when the content of bio-
oil is 10%, and the dynamic stability of the mixture had the
highest gray entropy correlation.
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
Fig. 5 e Schematic diagram of shear strength (Lei et al., 2018). (a) Equipment. (b) Analysis scheme.
Zhang et al. (2018) investigated the storage stability of the
asphalt binder modified by bio-oil at high temperatures. Test
results showed that after thermal storage, the bio-asphalts
segregated and the softening point, viscosity, and antirutting
factor of the bottom sections are larger than those of the top
sections. The thermal storage stability of bio-asphalts
decreases with an increase in bio-oil content and storage
temperature. It was recommended that the storage
temperature should be kept below 160  C and the bio-oil
content should be less than 25%.
Wang et al. (2018a, b) studied the influence of two warm
mix agents (Sasobit with a mass ratio of 2% and Rediset with a
mass ratio of 0.35%) on the high-temperature performance of
biological asphalt binder. The bio-oil used in the experiment
was derived from wood waste, with the content of 0, 5%, 15%
and 25%, respectively. DSR and MSCR experiments of bio-
asphalt modified by warm mix agents before and after RTFO
were carried out. Results showed that the addition of the
Sasobit warm mix agent can improve the rutting resistance in
high temperature of bio-asphalt binders, while the Rediset
warm mix agent had the opposite effect. Sasobit warm mix
agent could increase the value of the recovery rate of bio-
asphalt binder, reduce the viscosity behavior of asphalt
binder, as well as increase the elasticity of delay and restore
the performance of bio-asphalt binder. The rate of high-tem-
perature aging of bio-asphalt binder was reduced with the
addition of Rediset warm mix agent and the temperature
sensitivity of the Rediset warm mix agent was lower than that
of Sasobit warm mix agent. The stress sensitivity of bio-
asphalt was improved by both Sasobit and Rediset warm mix
agent.
Lei et al. (2018) studied the shear properties, high-
temperature rheological properties and low-temperature
flexibility of bio-modified asphalt. Bio-oil derived from corn
stover by FasP was mixed with 90# base asphalt with 15%
bio-oil (by weight). Filler to binder ratios conducted in this
study was 0.8%, 1.0%, 1.2% and 1.4% to fabricate the asphalt
binders. The shear strength of bio-asphalt was tested by a
cone penetration test at a temperature of 25  C (Fig. 5), and
the high-temperature rheological properties of the bio-
asphalt binder were investigated by the MSCR test, thus the
145
deformation resistance of bio-asphalt binder can be
explored. The flexibility of the bio-asphalt binder was
conducted by the BBR test at a temperature of 10  C.
Results showed that with the addition of bio-oil, the
thermostability of base asphalt decreased, the high-
temperature stability of base asphalt binder increased, and
the shear strength of the base asphalt binder improved with
the temperature of 10  C. TGA test showed that the critical
thermostability of 90# base asphalt was higher than that of
bio-modified asphalt (15% by weight). While the filler to
binder ratio increased, the shear strength of bio-asphalt
binder increased at the temperature of 25  C and the non-
recoverable creep compliance of base asphalt binder
decreased at the temperature of 64  C. Bio-oil can greatly
influence the low-temperature mechanical characteristics of
asphalt binders, and the stress sensitivity was significantly
influenced by bio-oil at a temperature of 64  C.
4.3. The applications of bio-asphalt
Most of the current researchers on bio-asphalt are still
focused on the performance of asphalt modified by the bio-oil,
few of them focused on the application of bio-asphalt (as a
new modification method) in road engineering. However, for
researchers working in this field, the ultimate goal of the
research should be to apply this material in the process of
road construction and maintenance, to reduce the consump-
tion of petroleum asphalt. At present, the research on the
application of bio-asphalt mainly focuses on the following
aspects.
4.3.1. For bio-binders
4.3.1.1. The binder to prepare the bio-asphalt mixture. The
most simple and common usage of bio-asphalt is as the binder
to prepare the bio-asphalt mixture in road engineering. Yang
et al. (2014) prepared the bio-asphalt mixture with bio-oil,
asphalt and aggregates. The bio-oils of OB, DWB and PMB
derived from the wood waste, the asphalt of PG 58e22, and
aggregates of a mix of natural sand and washed natural
sand from Eagle River, Wisconsin, United States were used
in this study. Three types of bio-oils with the content of 0,
146 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
5% and 10% were mixed with the base asphalt, respectively.
Through the asphalt pavement analyzer (APA) test, indirect
tensile (IDT) strength test, dynamic modules (jE*j) test, flow
number (FN) test, and four-point bending beam fatigue test,
the rutting resistance, fatigue performance, dynamic
stiffness, and tensile strength were reasonably studied.
Results showed that the fatigue properties of asphalt
mixtures can be significantly improved by the addition of
bio-oil, but the indirect tensile strength and rutting
performance slightly decreased. The overall performance of
PMB asphalt was better than OB and DWB, and the
characteristics of bio-asphalt were considerably influenced
by the content and type of bio-oil.
Peralta et al. (2013) applied the asphalt-rubber technology
to the development of an innovative renewable bio-binder,
and the “binder accelerated separator” method was used to
evaluate the physical and chemical changes in the asphalt-
rubber and bio-binder and the residual binders. Peralta et al.
(2014) change the rheology of the modified bio-oil by adding
crumb rubber, making it rheologically similar to the
conventional paving asphalts. And this binder showed better
performance regarding thermal rheological behavior, aging
susceptibility and separation tendency.
4.3.1.2. Preparing the emulsified bio-asphalt. It is worth noting
that when preparing the bio-asphalt or the bio-rejuvenated
binder, the temperature for the mixing process is a little
higher than the evaporation temperature of the light compo-
nent in bio-oil. Therefore, some researchers studied the
emulsified bio-asphalt in order to take advantage of the
properties of light components in the bio-oil. In the research,
the bio-oil derived from waste wood by FasP was firstly heated
to 90  C, then the base asphalt of PG 64e22 was heated to
150  C, and then the bio-oil was mixed with the base asphalt
by the high-speed shear mixer. Shortly after that, the hot
water at 80  C, the emulsifier of MeadWestvaco type (MD-type)
and Shanghairongyuan type (SY-type) were added to the hot
distilled water with the additives of surfactant and stabilizer.
The bio-oil applied in this study accounted for 10%, 15%, 20%,
25% and 30% by weight of whole emulsion and the content of
the emulsifier were 2.0%, 2.5%, 3.0%, 3.5% and 4.0%, respec-
tively. After a series of tests for residue on the sieve, the
penetration, the softening point, the ductility at 10  C, the
viscosity at 60  C, the standard viscosity and the storage sta-
bility after 5 d were obtained, and the results showed that the
optimal content of bio-oil applied for the preparation of
emulsified bio-asphalt was 15%e20%. When the content of the
SY-type emulsifier was 3.5% or that of the MD-type emulsifier
was 3.0%, the bio-asphalt can be well emulsified (Chen et al.,
2018a). In summary, the emulsion of the bio-asphalt
provides a new direction for the application and
development of bio-asphalt.
4.3.2. For bio-emulsion
4.3.2.1. As the additive and rejuvenator of the petroleum
asphalt. In addition, considering that bio-oil contains a lot of
light components, bio-oil has been studied as the additive and
rejuvenator of the petroleum asphalt. After preparing the 50#
base asphalt and SBS modified asphalt, RTFO was firstly con-
ducted to simulate the aging process of asphalt binder. Then
the bio-oil, which was extracted from the residue obtained by
the preparation process of the biodiesel through FasP, was
mixed with the aged base asphalt binder and aged SBS
modified binder, respectively. The content of bio-oil in the
study was 0 and 3% (by weight) of asphalt binder, and the
temperature for the fusion process of the base asphalt was
130  C while the SBS modified asphalt was 160  C. The basic
properties of rejuvenated bio-asphalt were tested using
penetration test, softening point test and ductility test. Then
the RV and DSR tests were used to determine the high-tem-
perature rheological properties (135  C) and rutting resistance
(52  Ce82  C) of base asphalt, aged base asphalt, and rejuve-
nated bio-asphalt, respectively. BBR test was also conducted
to investigate the low temperature cracking resistance (12  C
and 18  C). After that, gas chromatography-mass spec-
trometry (GCeMS) and fourier transform infrared spectros-
copy (FTIR) were applied to analyze the chemical composition
of bio-oil, which provided an important insight into the nature
of this rejuvenator. Thin-layer chromatography with flame
ionization detection (TLC-FID) can determine saturates, aro-
matics, resins, and asphaltenes (SARA) fractions. Functional
groups of asphalt binders can be identified with FTIR. Then the
spectra of bio-oil and typical asphalt were compared to detect
the differences between them. Finally, atomic force micro-
scopy (AFM) was used to observe the changes in microstruc-
tures and acquire force curves from different asphalt samples.
The morphology of the samples may reveal the aging and
regeneration mechanism. The force curves of different as-
phalts at dry and wet conditions were obtained and adhesive
forces can be extracted from these curves, which can be used
to characterize the moisture susceptibilities of asphalts. The
basic technical indexes obtained by the penetration test,
softening point test, and ductility test showed that bio-oil
could reduce the stiffness and improve the low-temperature
flexibility of aged asphalt. Aged 50# asphalt obtained by RTFO
can rejuvenate to its virgin level by the addition of bio-oil of
1.75% (by weight), while the penetration and ductility of aged
SBS modified asphalt can be recovered to its original level by
adding 2% bio-oil. Results observed from RV, DSR and BBR
showed that the high-temperature rheological properties and
workability, especially the resistance of cracking at low tem-
peratures were significantly improved. AFM images revealed
that with the addition of bio-oil, the diffusion ability of asphalt
molecules enhanced while the sensitivity of the aged 50#
asphalt binder to moisture damage increased. Also, a series of
experiments of component analysis of GCeMS, TCL-FID, and
FITR presented a clear composition of bio-oil. Bio-oil is a
complex mixture containing many polar functional groups
with both oleophilic and hydrophilic, so its performance is not
stable. The author also pointed out that although the appli-
cation of bio-oil as the rejuvenate of aged asphalt is suitable,
further research should be conducted (Gong et al., 2016).
Zhang et al. (2018) studied the bio-oil used as a rejuvenator
to recycle the aged asphalt. In the study, bio-oil was derived
from the waste wood by the FasP with the color of black-
brown. The temperature during the FasP process was
500  Ce650  C, and the heating rate was 105  C/s with the
residence time of less than 2 s. The asphalt of PG 58e22 was
used as the virgin asphalt binder in the research. The base
asphalt of PG 58e22 was conducted by the RTFO and PAV
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
respectively to simulate the short-term aging process and
long-time aging process during the pavement construction.
After aging, the aged asphalt was mixed with the bio-oil to
prepare the bio-rejuvenated asphalt at the temperature of
135  C. A high-speed shear mixer was applied in this process
with the speed of 5000 rad/min for 15 min. Bio-oil used in
the test was 10%, 15% and 20% by weight of the total binder.
After preparing the bio-rejuvenated asphalt, a series of tests
of GCeMS, RV, DSR, and BBR were conducted to analyze its
characteristics. By analyzing the technology indexes of these
tests, results showed that the light compounds in the bio-oil
could considerably increase the viscosity, and decrease the
stiffness of asphalt binder.
Meanwhile, bio-oil can soften the aged asphalt because of
the higher content of lightly weighted compounds and aro-
matic components in bio-oil. Research results demonstrated
that the rutting index G*/sin d of bio-rejuvenated asphalts
decreased significantly by about 75% compared to the aged
asphalts (Zhang et al., 2019). Bio-oil can restore the rutting
resistance of aged asphalt binder well, but it is impossible to
recover it to the virgin level completely. Fatigue resistance of
the aged binder can be also improved with the addition of
bio-oil. The fatigue resistance of bio-rejuvenated asphalt and
base asphalt was almost the same when the content of bio-
oil was 15% or more. Low-temperature cracking resistance of
bio-rejuvenated asphalt improved with the increase of bio-
oil content, reaching its maximum when the content of bio-
oil was 20%. And this performance of the bio-rejuvenated
asphalt could match with that of the base asphalt of PG
58e28. It should be noted that the high-temperature
rheological characteristics of bio-rejuvenated asphalt
changed little when the content of bio-oil was more than
15%, so 15% bio-oil applied in the construction was
recommended.
4.3.2.2. As the modifier contained in reclaimed asphalt pave-
ment (RAP). Another study of the performance of high
reclaimed asphalt pavement (RAP) containing bio-oil modi-
fiers was conducted by Mogawer et al. (2016). In the research,
the asphalt binder of PG 58e28, the bio-oil derived from the
waste manure by FasP with the dosage of 5% by weight of
asphalt binder, and the aggregates (from Wrentham,
Massachusetts) containing 9.5 mm crushed stone, natural
sand, stone sand, and stone dust were obtained. The PG
58e28 asphalt binder was applied to prepare the base
asphalt mixture and the asphalt mixture with 40% RAP.
Mixture stiffness was studied by asphalt mixture
performance test, and fatigue cracking was investigated by
over tester. Moisture and rutting susceptibility tests were
conducted by the Hamburg wheel-tracking device and the
degree of particle coating was carried out based on AASHTO
R35. Mixture workability was measured by the HMA
workability device developed by the University of
Massachusetts, Dartmouth Highway Sustainability Research
Center. Data on dynamic modulus showed that the stiffness
of asphalt binders increased with the addition of RAP, but
the asphalt binder with bio-oil showed the opposite
characteristics. Fatigue tests showed that the asphalt
mixture was easier to crack with the addition of RAP, and
the cracking susceptibility of the RAP mixture was improved
147
with the addition of bio-oil. The data of HWTD rutting and
moisture susceptibility indicated that bio-modified oil
slightly reduced the properties of rutting resistance because
of the lower stiffness of the bio-modified binder. Particle
coating experiment suggested that bio-modified binder could
mix with the coating nearly completely, which reduced the
mixing, aging and compaction temperatures. Meanwhile, the
workability of the mixture with RAP can be improved with
the addition of bio-oil modifiers.
5. Conclusions and further research
An increasing interest in bio-asphalt can be seen in recent
years, and this work provides a comprehensive review of the
preparation process, performance and applications of bio-oil
and bio-asphalt. Among them, the bio-asphalt as the rejuve-
nator has been well examined. As a way to alleviate the
environmental pressure and resource crisis, bio-oil can be
used partly or completely to substitute the asphalt, which
provides a great contribution to sustainable development.
First of all, the preparation of bio-oil by FasP process is
reviewed in this study. As the most mature and stable method
to prepare bio-oil at present, FasP can decompose the biomass
into solid, liquid and gaseous phases. It is feasible to replace
the asphalt with bio-oil as the binder in road engineering since
the chemical composition of bio-oil is similar to that of
asphalt, which mainly includes the saturated fraction, aro-
matic fraction, asphaltene and colloid. Meanwhile, it was
found that the FasP process of biomass was more thorough in
the presence of the catalyst, and more bio-oil was produced
after FasP. The FasP process of biomass is seriously affected by
the source and preparation temperature. The pyrolysis prod-
ucts of the same source of bio-oil can control the proportion of
the three-phase products by controlling the temperature,
heating rate and reaction rate in the reactor.
Subsequently, the preparation methods of bio-asphalt are
summarized. The preparation process of bio-asphalt is similar
to that of bitumen, but the control conditions are different. On
the basis of summarizing a large number of studies, it is rec-
ommended that the shear temperature of 135  C, the shear
rate of 3000e5000 RPM and the shear time of 30 min could be
applied as the control parameters in the preparation process
of most bio-asphalt. The performance analysis of bio-asphalt
shows that with the addition of bio-oil, the high-temperature
performance of bio-asphalt is improved while the low-tem-
perature performance is decreased, and the workability is
slightly improved. The addition of the additives such as warm
mix agent can improve the low-temperature performance of
bio-asphalt. In general, bio-oil can improve the high-temper-
ature performance of bio-asphalt, but the effect is different
due to the different sources of bio-oil.
This review also summarizes the application status of bio-
asphalt. At present, the main applications of bio-asphalt in
road engineering include preparing asphalt mixtures, rejuve-
nating the aged asphalt mixture, and preparing emulsified
bio-asphalts. The results of the study on bio-asphalt mixture
show that the bio-asphalt mixture can improve the fatigue
resistance of asphalt mixture, but the indirect tensile strength
and rutting performance decrease slightly. The research
148 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 137e151
results of bio-asphalt as a rejuvenate have shown good ef-
fects. The addition of bio-asphalt improves the workability of
the original mixture, reduces the cracking sensitivity and
stiffness of the mixture, and reduces its compaction temper-
ature at the same time. At present, research on emulsified bio-
asphalt has not been well studied, which will provide a new
direction for the application of bio-asphalt.
From a long-term perspective, the development of bio-oil
and bio-asphalt still needs further research. First of all, based
on the maturity of the FasP technology, researchers should
pay attention to the sources of biomass, and bio-oil derived
from different sources should be classified. Bio-oil should be
used according to its effect on asphalt modification, in order to
make up for the differences in the performance of bio-oil
caused by different biomass sources and expand the appli-
cation range of bio-oil. Secondly, it has been mentioned in
many studies that the production and supply of bio-oil and
asphalt come from different manufacturers, which is very
unfavorable to the development and application of bio-
asphalt. If the combined preparation system of bio-oil and
asphalt is established and the performance of bio-oil is
controlled according to the needs of the performance of bio-
asphalt, the usability and research value of bio-asphalt will be
significantly improved. Finally, the properties of bio-asphalt
inevitably affected by its internal molecular composition, the
mixture state of the asphalt (molecule and bio-oil molecule),
and the physicochemical reaction of the bio-asphalt. With the
development of science and technology, it is expected to make
significant progress in understanding the physicochemical
properties and behaviors of bio-oil.
Conflict of interest
The authors do not have any conflict of interest with other
entities or researchers.
Acknowledgments
This study is financially supported by the National Natural
Science Foundation of China (NSFC) (No.51578075, 51878063)
and the Department of Transportation of China
(2014319812180).
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Dr. Hainian Wang is currently serving as the
professor in Chang'an University, and has
engaged in teaching and research work in
the field of road engineering more than 10
years. His research fields include: design
theory and method of regionally special road
engineering, road material microstructure
characterization and modeling, sustainable
paving materials development and evalua-
tion, etc. He published around 100 papers on
international and Chinese academic journals.
Dr. Mohd Rosli Mohd Hasan is currently an
academic staff in highway engineering at the
School of Civil Engineering, Universiti Sains
Malaysia (Engineering Campus). He received
a doctoral degree in civil engineering (trans-
portation materials) from Michigan Techno-
logical University. He has published at least
60 papers in several local and international
journals, and conference proceedings. His
research focuses on sustainable trans-
portation materials and asphalt technology.
He has been involved in several professional organizations
including Road Engineering Association Malaysia (REAM), Road
Engineering Association of Asia and Australasia (REAAA),
Malaysia Pavement Society (MYPAVES), and Transportation Sci-
ence Society of Malaysia (TSSM). He is also served as a reviewer to
numerous journals and conference proceedings.