THE INFLUENCE OF WASTE MOTOR

ENGINE OIL IN WARM MIX ASPHALT

SITI NOOR FARZANA BINTI ARIFF

B. ENG(HONS.) CIVIL ENGINEERING

UNIVERSITI MALAYSIA PAHANG

SUPERVISOR’S DECLARATION

I/We* hereby declare that I/We* have checked this thesis/project* and in my/our*

opinion, this thesis/project* is adequate in terms of scope and quality for the award of the

Bachelor Degree of Civil Engineering

_______________________________

(Supervisor’s Signature)

Full Name :

Position :

Date :

_______________________________

(Co-supervisor’s Signature)

Full Name :

Position :

Date :

STUDENT’S DECLARATION

I hereby declare that the work in this thesis is based on my original work except for

quotations and citations which have been duly acknowledged. I also declare that it has

not been previously or concurrently submitted for any other degree at Universiti Malaysia

Pahang or any other institutions.

_______________________________

(Student’s Signature)

Full Name : SITI NOOR FARZANA BINTI ARIFF

ID Number : AA15131

Date : 31 MAY 2019

THE INFLUENCE OF WASTE MOTOR ENGINE OIL IN WARM MIX

ASPHALT

SITI NOOR FARZANA BINTI ARIFF

Thesis submitted in partial fulfillment of the requirements

for the award of the

B. Eng (Hons.) Civil Engineering

Faculty of Civil Engineering & Earth Resources

UNIVERSITI MALAYSIA PAHANG

MAY 2019

This thesis is dedicated to my parents for their love and support throughout my life.

ii

ACKNOWLEDGEMENTS

First and foremost, I would like to thank Allah SWT for giving me the strength, knowledge,

ability and opportunity to undertake this research study and to persevere and complete it

satisfactorily. Without His blessings, this achievement would not have been possible.

I would like to express my deepest gratitude to my supervisor, Assoc. Prof. Dr. Ramadhansyah

Putra Jaya. He has been there providing his support and guidance at all times and has given me

invaluable guidance, inspiration and suggestions in my quest for knowledge. Without his able

guidance, this thesis would not have been possible and I shall eternally be grateful to him for his

assistance and guidance.

A million thanks to all lab technicians at Highway & Traffic Engineering laboratory, Mrs. Sarah,

Mr. Sani and Mr. Amir for their excellent technical assistance during my laboratory works. A

special thanks my lab partner, Nurul Izzatul Alia for helping and supporting me throughout my

laboratory works. I would like to thank my dear friends, Nurul Syazni and Nur Athirah, who have,

in their own ways, kept me going on my path to success, assisting me as per their abilities, in

whatever possible manner and for ensuring that good times keep flowing.

My acknowledgement would be incomplete without thanking the biggest source of my strength,

my parents, Mr. Ariff bin Had and Mrs. Kamariah binti Ali, and my brother, who have all made

tremendous contribution in helping me reach this stage in my life. This would not have been

possible without their unwavering and unselfish love and support given to me at all times.

Thank you.

iii

ABSTRAK

Terdapat banyak kajian yang telah dilakukan untuk menentukan bahan buangan yang

sesuai untuk digunakan untuk meningkatkan ketahanan terhadap retakan keletihan akibat

pengerasan pengikat dan memperbaiki perekat pengikat kepada agregat. Dalam kajian

ini, prestasi sisa minyak enjin motor digunakan sebagai pegubah bitumen dalam turapan

konkrit asfalt telah diselidik. Kajian ini memberi tumpuan kepada penambahan sisa

minyak enjin motor pada peratusan yang berlainan, iaitu 0%, 3%, 4% dan 5% oleh berat

bitumen. Tujuan kajian ini adalah untuk mengkaji kesan sisa minyak enjin motor terhadap

sifat kejuruteraan terhadap AC14. Sisa minyak enjin motor telah diadun bersama-sama

dengan bitumen menggunakan pengadun ricih yang tinggi pada kelajuan 1000rpm selama

1 jam pada suhu 140˚C sebelum digunakan untuk ujian prestasi. Prestasi sampel telah

dinilai melalui ujian Kestabilan Marshall, Modulus Kebingkasan dan Rayapan Dinamik.

iv

ABSTRACT

There are many studies have been done to determine the suitable waste materials that can

be used in order to improve resistance to rutting and fatigue cracking due to binder

hardening and improve adhesion of binder to aggregate. In this study, the performance of

Waste Motor Engine Oil (WMEO) as bitumen modifier in asphalt concrete pavement was

investigated. This study focuses on the addition of WMEO at different percentages,

namely, 0%, 3%, 4% and 5% by the weight of bitumen. The aim of this study is to

investigate the effect of WMEO on engineering properties of Asphaltic Concrete 14. The

WMEO was blended together with bitumen using a high shear mixer at a constant speed

of 1000rpm for 1 hour at 140˚C before being used for performance tests. The performance

of the samples was evaluated through Marshall Stability, Resilient Modulus and Dynamic

Creep test.

v

TABLE OF CONTENT

DECLARATION

TITLE PAGE

ACKNOWLEDGEMENTS ii

ABSTRAK iii

ABSTRACT iv

TABLE OF CONTENT v

LIST OF TABLES viii

LIST OF FIGURES ix

LIST OF ABBREVIATIONS xi

CHAPTER 1 INTRODUCTION 1

1.1 Introduction 1

1.2 Problem Statement 3

1.3 Objective 4

1.4 Scope of Research 4

1.5 Significance of Research 4

CHAPTER 2 LITERATURE REVIEW 5

2.1 Introduction 5

2.2 Warm Mix Asphalt 7

2.3 Bitumen 8

2.4 Waste Materials in Asphalt Pavements 9

2.5 Waste Engine Oil 12

vi

CHAPTER 3 METHODOLOGY 14

3.1 Introduction 14

3.2 Flow Chart of Study 15

3.3 Sample Preparation 16

3.4 Bitumen Content 16

3.5 Penetration Test 17

3.6 Softening Point Test 18

3.7 Sieve Analysis 19

3.8 Marshall Mix Design 21

3.8.1 Bulk Specific Gravity 25

3.8.2 Stability and Flow 26

3.8.3 Stiffness 29

3.8.4 Voids Filled with Bitumen 29

3.8.5 Voids in Total Mix 29

3.8.6 Voids in Mineral Aggregates 29

3.9 Resilient Modulus Test 30

3.10 Dynamic Creep Test 33

CHAPTER 4 RESULTS AND DISCUSSION 37

4.1 Introduction 37

4.2 Penetration 37

4.3 Softening Point 38

4.4 Sieve Analysis 39

4.5 Test for Samples with WMEO Content 40

4.5.1 Marshall Stability Properties 41

4.6 Stability, Flow and WMEO Content 49

vii

4.7 Stability, Density and WMEO Content 50

4.8 Stiffness, Density and WMEO Content 51

4.9 Resilient Modulus 52

4.10 Dynamic Creep 54

CHAPTER 5 CONCLUSION 56

5.1 Conclusion 56

5.2 Recommendations 57

REFERENCES 58

viii

LIST OF TABLES

Table 2.1 Basic properties of WEO 12

Table 3.1 Gradation limit for AC14 19

Table 3.2 Amount of WMEO and bitumen in mix for Marshall 21

Table 3.3 Sample preparation for Marshall 22

Table 3.4 Amount of WMEO and bitumen in mix for resilient modulus 30

Table 3.5 Sample preparation for resilient modulus 31

Table 3.6 Amount of WMEO and bitumen in mix for dynamic creep 33

Table 3.7 Sample preparation for dynamic creep 34

Table 4.1 Penetration test results 37

Table 4.2 Softening point test results 38

Table 4.3 Sieve analysis results 39

Table 4.4 Amount of WMEO and bitumen in mixture 40

Table 4.5 Marshall stability and flow results 41

Table 4.6 Result of resilient modulus 52

Table 4.7 Result of dynamic creep 54

ix

LIST OF FIGURES

Figure 2.1 Asphalt mix classification by manufacturing temperature 8

Figure 2.2 Crumb rubber 10

Figure 2.3 Plastic wastes 10

Figure 2.4 Black rice husk ash 11

Figure 2.5 Glass wastes 11

Figure 2.6 Waste engine oil 13

Figure 3.1 Flow chart of study 15

Figure 3.2 High shear mixer 16

Figure 3.3 Penetration test 17

Figure 3.4 Softening point test 18

Figure 3.5 Sieve analysis 20

Figure 3.6 Compacted samples 24

Figure 3.7 Marshall compactor machine 24

Figure 3.8 Sample was submerged in water 25

Figure 3.9 Marshall testing machine 26

Figure 3.10 Marshall stability and flow test 27

Figure 3.11 Stability and flow were recorded 27

Figure 3.12 Samples were placed in water bath at 60˚C 28

Figure 3.13 Resilient modulus test 32

Figure 3.14 Dynamic creep test 35

Figure 3.15 Universal Testing Machine (UTM) 36

Figure 4.1 Effect of WMEO on density 42

Figure 4.2 Effect of WMEO on stability 43

Figure 4.3 Effect of WMEO on flow 44

Figure 4.4 Effect of WMEO on stiffness 45

Figure 4.5 Effect of WMEO on VFB 46

Figure 4.6 Effect of WMEO on VTM 47

Figure 4.7 Effect of WMEO on VMA 48

Figure 4.8 Stability against flow against WMEO content 49

Figure 4.9 Stability against density against WMEO content 50

Figure 4.10 Stiffness against density against WMEO content 51

Figure 4.11 Resilient modulus at 25˚C 53

Figure 4.12 Resilient modulus at 40˚C 53

x

Figure 4.13 Creep modulus at 40˚C 55

xi

LIST OF ABBREVIATIONS

HMA Hot Mix Asphalt

WMA

BRHA

WEO

WMEO

JKR

ASTM

BS

VFB

VTM

VMA

AC14

UTM

ITS

Warm Mix Asphalt

Black Rice Husk Ash

Waste Engine Oil

Waste Motor Engine Oil

Jabatan Kerja Raya

American Society for Testing and Materials

British Standard

Voids in Aggregate Filled with Bitumen

Voids in Total Mix

Voids in Mineral Aggregate

Asphaltic Concrete 14

Universal Testing Machine

Indirect Tensile Strength

1

CHAPTER 1

INTRODUCTION

1.1 Introduction

Currently, majority of the Malaysian roads are paved with Hot Mix Asphalt

(HMA) or asphaltic concrete as its surface layer due to more superior material provided

besides suitable for higher traffic volume design. HMA is a combination of

approximately 95% of aggregates, which is a mix of crushed stone, gravel and sand while

the other 5% is bitumen. These ingredients are mixed at high temperatures, approximately

150-180˚C. The main concern with the production of HMA is, it requires a large amount

of energy as well as releases a massive amount of emissions into the environment due to

the higher production and compaction temperature of the asphalt mix (Singh & Gupta,

2016). Therefore, the road construction energy is looking for an alternate technology that

able to reduce the amount of energy required to produce the HMA. Warm Mix Asphalt

(WMA) is one of the rising technologies that are more environmentally friendly

compared to HMA.

WMA is a technology that was introduced with aims to reduce the mixing and

production temperature from 150-180˚C for HMA to 100-140˚C, reduce emissions at

asphalt plant, low fuel usage during aggregate heating process, minimize the polluting

emissions, longer hauling distances, less bitumen aging during construction which helps

to extend the life of the road and earlier opening to traffic. The implementation of WMA

technology has been established among local authorities, pavement industries and

researchers all over the world due to several advantages as compared to HMA in several

aspects. In the aspect of environmental, asphalt mixing contributes one of the most

energy-intensive processes as compared to other industrial activities such as electricity,

fossil fuels, mining, chemical industry and others. The temperature as low as 10-40˚C

will be produced during the process of WMA which is lower than HMA production

2

temperature while effectively minimize the production of fumes like carbon dioxide,

nitrogen oxide and sulphur dioxide hence reducing exposure to the paving workers,

contractors, and local authorities besides public (Abdullah et al., 2015). In the aspect of

economical, the reduction of fuel usage will depend on the amount of temperature. The

energy consumption of WMA is said to be around 60 to 80% of the HMA energy

consumption. In terms of construction benefits, the reduction of temperature difference

leads to the reduction of road construction and opening time and as well as makes certain

road construction in a pleasant situation.

There is a growing awareness to reuse waste materials also to minimize the

consumption of bitumen, one of the most valuable materials used in pavements. The

incorporation of waste motor engine oil in asphalt mixtures is crucial in order to reduce

the use of bitumen directly obtained from oil sources. This is vital for the sustainability

of road paving construction development (Fernandes,2017). Waste motor engine oil is

typically petroleum and consists of nondegradable components that are hard to be

decomposed. The waste motor engine oil is also contaminated by impurities during

physical and/or chemical processes. Therefore, the oil is no longer suitable to be used for

its original purpose. During the engine operation, heavy metals like lead, calcium, zinc,

and magnesium gradually accumulate in the motor engine oil (DeDene, 2011). These

metals will cause damage to the environment if improperly disposed of such as water and

soil pollution.

3

1.2 Problem Statement

According to Samsuddin & Masirin (2016), road infrastructure can be defined as

the fundamental facilities, services, and installation that are needed for the functioning of

transport highway, roads, and streets. Road infrastructure plays a significant role as the

main element in the road transport system in a developing country like as in Malaysia

since it is the key mode of national transportation. However, as a rapid increase in public

road construction in Malaysia, many roads reach the end of their service life earlier than

their design life (Shehu et al., 2014). A few factors that cause a decrease in the

performance of road structure are an increase in traffic volume, improper road surface

drainage, improper design, and poor maintenance. Cracks are the most common

pavement distresses that usually occur in pavement structures (Bughrara, 2008).

As the economic growth rapidly, also due to modernization, there are many

vehicles used all over the world including Malaysia as one of the developing countries.

The motorcars need to be serviced after a specific time or mileage usage to ensure good

performance and conditions. Changing engine oil is one of the most compulsory changing

during services. Waste motor engine oil can lead to water and soil pollution due to

improper disposal. The consequence can be seen from the eutrophication process. In this

process, a thin layer of oil appears on the surface of a river or a lake, which can prevent

the sunlight, block photosynthesis as well as disturb the aquatic life from receiving

oxygen supply (Kamaruddin, 2014).

Nowadays, there is a growing awareness of global warming. One of them is the

greenhouse effect, which can be described as a condition where the short wavelengths of

visible light of the sun passing through a transparent medium which is then converted to

heat after being absorbed. When using HMA technology, the construction of asphalt

pavement emits greenhouse gases as well as other hazardous gases that cause critical air

pollution due to massive amounts of energy consumption. Therefore, the use of WMA

should be implemented since it has a high potential in energy efficiency and emission

reduction because of lower mixing and production temperature compared with HMA (Wu

& Qian, 2014). According to Quintana et al. (2015), WMA mixtures not only release

lesser polluting emissions during their manufacturing and construction process, but also

the energy savings are approximately 30%.

58

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