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g, NM Each sample was analyzed for oil content and moisture content The oil content values were weighted based upon the calculated volume of the respective stockpile. The values ranged between 1.3 and 4.7 percent, with the weighted average being 2.7 percent (Table 2) . The moisture values ranged from between 3.1 and 10.7 percent. Two representative samples were selected for grain size evaluation. The results of these• analyses (Table 3) were then compared to the desired gradation requirements for road mix asphalt/sand mixtures and aggregate/sand asphalt concrete mixtures. Based upon these comparisons, the sands would have to have been supplemented with imported aggregate in a ratio of 70:30 (aggregate to sand) in order to meet the desired gradation. Achieving the desired gradation by supplementing the sands with aggregate would more than triple the project costs. In an effort to compensate for the gradation requirements, it was proposed to improve the stability by blending a more viscous liquid asphalt with the sand/fuel oil mixture thus eliminating the need for aggregate. Also the designated pavement use was downgraded to light duty pavement. The recommended guidelines for light duty pavement suggest a minimum Hveem stability of 30, but this value was not considered an absolute for the intended application. With these criteria in mind, bench-scale testing was performed using weighted composite samples of the fuel oil contaminated sands. The samples were mixed with SC-3000 liquid asphalt in amounts equal to 3.5 percent (by weight) of the mixture, and increasing the amount of liquid asphalt by 1 percent increments up to 6.5 percent. The resulting mixture was tested in both a cured and uncured condition in accordance with Caltrans Test Methods 304 and 366. As shown in Table 1, and as expected from the literature, the highest Hveem stability was achieved at the lower concentrations of liquid asphalt, and stability decreased rapidly as excess asphalt was added. However, the durability, flexibility, and workability increased with higher asphalt content. In addition to testing the sand/asphalt mixture, samples of fuel oil were blended with the liquid asphalt and compared with the specifications for commercial liquid asphalt grades. The SC-3000 liquid asphalt exhibited a viscosity of 491.0 centistokes, which is in the mid range for this grade (See Table 1) , When the SC- 3000 was blended with samples of residual fuel oil in a ratio of approximately 2:1, the viscosity dropped dramatically, but was still higher than the specification for SC-70. The open cup flash point of the blend was higher than the minimum specification for all of the common liquid asphalt grades, and the total distillate -- - -- -- - - -- ------- -concent (i.e.-,-the-amount-of volatile lostat temperatures 680 degrees Fahrenheit) were lower than the specified maximum. The f SC-3000/fuel oil blend exceeded the specifications of SC-70 liquid asphalt grades.