Construction and Building Materials 90 (2015) 59–67

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Construction and Building Materials

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

Review

Evaluating the effect of additives on improving asphalt mixtures fatigue

behavior
Gh. Shafabakhsh a, M. Taghipoor b, M. Sadeghnejad a,⇑, S.A. Tahami b
a
Faculty of Civil Eng., Semnan University, Iran
b
Civil Engineering Department, University of Guilan, Iran

h i g h l i g h t s

 Additives are considered for improving tar and, consequently, asphalt mix properties.
 Use of such additives not only improves tar properties but also enhances resistance of asphalt mixes.
 Recycled additives used in asphalt mixes which has many environmental and economic advantages.

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

Article history: Acting as a surface which is supposed to tolerate several reloading of heavy axes, pavement shall hold
Received 18 March 2015 enough resistance against failures. Fatigue phenomenon is one of the most important causes of weakness
Received in revised form 23 April 2015 in road pavement, which is occurred due to reloading of it. Many laboratory researches are carried out
Accepted 27 April 2015
with the purpose to enhance fatigue life of asphalt concrete mix, in which researchers have tried to
Available online 16 May 2015
improve quality of asphalt concrete mix against load carrying transportation vehicles. During recent
years, additives like polymer, iron powder, hydrated lime, glass wastages, and crumb rubber are also con-
Keywords:
sidered for improving tar and, consequently, asphalt mix properties. In this article, effect of using differ-
Asphalt concrete mixture
Additives
ent additives in previous researches on fatigue parameters of asphalt mix was analyzed. Results of this
Fatigue research indicate positive effect of these additives on improving fatigue behavior of asphalt mix.
Cracking Ó 2015 Elsevier Ltd. All rights reserved.

Contents

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
2. Fatigue phenomenon in pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
3. Fatigue resistance estimation methods in asphalt mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
4. Evaluating effect of using additives on fatigue performance of asphalt mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
5. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

1. Introduction
Asphalt layers play the role of protecting road structure and
transferring compressive stress from upper layers to lower layers.
Quality of these layers is one of the determinative factors of safety
⇑ Corresponding author. Tel.: +98 9390264909.
E-mail address: Mostafa.sadeghnejad@semnan.ac.ir (M. Sadeghnejad).
and comfort of road users, which factor is now turned to one of the
most important factors in asphalt mix design [1].
Since we face various ranges of simple and compound axes due
to increasing number of transportation vehicles in the world and
consequent dimension increase of transportation vehicles, impor-
tance of fatigue behavior as one of the important factors in road
pavement failure is felt now more than ever [2]. Fatigue phe-
nomenon is one of the most important factors reducing life of road
pavement, which is firstly started by micron cracks on lower

http://dx.doi.org/10.1016/j.conbuildmat.2015.04.046
0950-0618/Ó 2015 Elsevier Ltd. All rights reserved.
60 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67
asphalt layers and is gradually expanded to upper layers. There are
two methods to increase tolerance of asphalt mix against fatigue
both of which methods need raising executive expenses of road
pavement [3];
 Increasing tolerance of asphalt mix against dynamic loads and
use of more resistant asphalt mix.
 Increasing pavement diameter.
Therefore, application of various additives is considered by
researchers within recent years for improving fatigue parameters
of asphalt mix. Additives are materials which are previously added
to tar and are mixed with it under determinate conditions and/or
added during preparation of asphalt mix and in the process of
admixing tar and stone materials to mixing unit of asphalt factory
[4]. In this research, effect of different admixtures on fatigue resis-
tance of asphalt mix is studied.
2. Fatigue phenomenon in pavement
Cracking is the most important state of road failure. This means
that construction of a pavement, which experiences no cracking
within a determinate period, is almost impossible. Expansion of
cracks on pavement surface indicates loss of cohesion serving abil-
ity of pavement. When cope with a stress more than their capacity,
materials are cracked. On the other hand, increasing transit of
transportation vehicles intensify cracks and cause higher damages
on surface and underneath layers [5].
Cracking occurs in different forms the most common among
which is alligator cracking that happens due to fatigue phe-
nomenon on asphalt pavement and under the pressure of several
reloads. Fig. 1 represents alligator cracking due to fatigue phe-
nomenon [6].
3. Fatigue resistance estimation methods in asphalt mix
Fatigue traits of asphalt mix can be stated based on the relation
between primary strain or stress and quantity of cycles resulting in
crack with the help of Eqs. (1) and (2) in which Nf indicate number
of cycles causing crack (fatigue life), e0 is primary strain, r0 is pri-
mary stress, S0 is rigidity of mixes, and a–f are experimental coef-
ficients [7].
 b  c
1 1
Nf ¼ a  ð1Þ
e0 s0
 e   f
1 1
Nf ¼ d  ð2Þ
r0 s0
There are similar models for predicting fatigue life of asphalt
pavements. Eqs. (3) and (4) present another relation between
strain or tensile stress underneath the pavement layer and number
Fig. 1. Fatigue cracks in asphalt pavement.
of crack cycles on that layer. In these equations, Nf quantity of crack
cycle (fatigue life), et tensile strain, rt tensile stress, and K1 and K2
are constants [8].
Nf ¼ k1 ðet Þk2 ð3Þ
N f ¼ k 1 ð rt Þ k2 ð4Þ
Fatigue life of an asphalt sample depends on the tensile strain
which expands under the load in the sample. Even it is witnessed
in different temperature conditions and loading tone that the life
length of sample pavement has a unique relation with tensile
strain. This proven law may be stated in a fixed equation in relation
5 in which N is quantity of loading until crack time and n power is
usually about 4 [9].
 n
1
N¼A ð5Þ
et
When cracking starts, its expands upward and weakens struc-
ture gradually. The damage caused by fatigue on asphalt pave-
ments is a complex phenomenon which is caused by consecutive
bending and give birth to micron cracks on pavements.
Energy methods can also be used for predicting fatigue life of
asphalt mix. Damage caused by fatigue is in relation with the scale
of the wasted energy in a sample during experiments.
Furthermore, various researchers have used energy-based models
for predicting fatigue behavior of asphalt mix. Therefore, wasted
energy can be used for depiction of reduced mechanical properties
including rigidity during experiment. Wasted energy in each vol-
ume unit of every cycle is represented via Eq. (6) for viscoelastic
materials.
W i ¼ p  ri  ei  sin di ð6Þ
In this equation, Wi is the wasted energy in each cycle of i time,
ri pressure range in each cycle of i time, ei is tensile range in each
cycle of i time and d is the angle of the phase between wave signal
of tensile pressure and degree. Wasted energy is against number of
crack cycles in Eq. (7). In this relation, Nf is number of crack cycles,
Wi is wasted energy and K1 and K2 are experimental coefficients
[10].
 K 2
1
Nf ¼ K 1  ð7Þ
wi
4. Evaluating effect of using additives on fatigue performance of
asphalt mix
Additives are materials added to tar or mix in the time of
preparing asphalt with the purpose to apply special changes in
asphalt resulting in improvement of technical properties [11].
The matter of additive in asphalt production is not a new subject.
However, it has absorbed further studies to itself within recent
decade.
In the research carried out by Zhang et al. on HMA additive con-
taining recovered asphalt pavement (RAP), bar fatigue was ana-
lyzed and tested. In this research, asphalt samples were provided
with varying quantities of 0%, 10%, 20% and 30% of RAP.
According to Fig. 2, results of this research indicated that based
on rupture scale with reduced rigidity of 50%, adding RAP increases
fatigue life of HMA mix and mix with higher RAP have prolonged
fatigue life [12].
In two completely similar research, fatigue and dynamic prop-
erties of mix reformed by polymer are studied through Indirect
Tension Fatigue Test ITFT in a temperature of 15 °C and ratio of
0.3, 0.4, and 0.5 stresses was studied. Three types of fiber including
cellulose fiber, polyester fiber and mineral fiber are used as
 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67 61

Fig. 2. The number of cycles leading to failure in beam fatigue test.

Fig. 3. Effect of aromatic oil on the fatigue life at different temperatures: (a) the aggregate (b) aggregation empty.
62 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67
additive with the scale of 0.3%, 0.3% and 0.4% of the final weight of
asphalt mix. Results of this research indicated that rigidity of
asphalt mix reformed by fiber is reduced and flexibility of mix is
improved. Meanwhile, fatigue parameter of asphalt mix reformed
by fiber is reduced compared to control asphalt, which indicates
we can improve fatigue properties of asphalt mix with corrective
fiber. Among fibers used in these two researches, polyester repre-
sented a better performance against fatigue in asphalt mix [13,14].
Effect of using aromatic oil and crumb rubber of transportation
vehicles on fatigue parameter of pavement was analyzed in a
research carried out by Arabani et al. To do so, they have used fati-
gue test under fixed pressure and, also, in production of asphalt
samples 9% rubber and 6.5% tar in proportion to asphalt mix
weight. In this research, 7%, 10%, 13%, and 16% of aromatic oil in
proportion to tar weight is used. Results of this research indicate
that adding aromatic oil to rubber asphalt samples increases their
fatigue life. These results are fully represented in Fig. 3 that raise of
aromatic oil in a fixed temperature improves fatigue life, such that
this increment continues up to 13% of oil and adding further aro-
matic oil to samples reduces fatigue life of them [15].
In other research, Arabani et al. used waste tire thread was used
as a solution for reducing cracks caused by fatigue. Indirect Tension
Fatigue Test (ITFT) method was used to survey effect of waste tire
thread on the fatigue function of asphalt mix. Waste tire threads
with the quantity of 1%, 3% and 5% in proportion to tar weight were
used for production of pavement samples. Results of ITFT test indi-
cate that fatigue life of pavement samples reinforced with waste
tire thread is considerably increased [3].
Meanwhile, Arabani et al. in an another research performing
ITFT fatigue test loading via fixed tension method with the scale
of 300 kPa on samples with diameter of 100 mm and height of
63.5 mm on asphalt mix containing 3% sasobit, under quasi-sine
loading with frequency of 1 Hz in test temperatures of 5, 25 and
40 °C, found out sample asphalt mixes containing sasobit, is con-
siderably marked with a better fatigue performance in comparison
with normal hot asphalt samples. Because, due to presence of saso-
bit in asphalt mix, tar reaches considered slow-flow state rapidly
and grains are coated by tar in lower temperature and tar is scat-
tered completely on mixture. Therefore, semi-hot mix asphalt sam-
ples hold better compaction that improves fatigue behavior of
semi-hot mix asphalt. Result of their research indicates that with
the increase of test temperature, fatigue life of hot and semi-hot
Fig. 4. Number of cycles resulting in fracture of asphalt in fatigue tests.
mix asphalt is reduced (Fig. 4), such that number of loading cycles
for samples crack is reduced with temperature raise [16].
In the research carried out by Jawoo et al. carried out for eval-
uating effect of additives on fatigue behavior of asphalt mix,
asphalt samples containing crumb rubber and using two hot addi-
tives of sasobit and Aspha-Min (10% of the weight of grains) and
two types of grains were prepared. The produced samples in this
research with two types of gaining include 8 mixtures, without
crumb rubber and hot additives (BCO and ACO), containing crumb
rubber and without hot additives (BRO, ARO), crumb rubber along
with Aspha-Min (BRA, ARA) and crumb rubber along with sasobit
(BRS, ARS). To determine fatigue behavior of asphalt sample, sam-
ples were constructed in the form of bars and tests were performed
in temperature of 20 °C on samples. Results of test in this research
indicate that application of such additives may enhance long-term
function of asphalt mixtures. Meanwhile, results indicated that
crumb rubber and hot additives not only reduce compaction inter-
mixture temperature of crumb rubber and asphalt mix but also
improves effectively function of reformed pavement compared
with normal asphalt. Based on results of Fig. 5, fatigue life of mix-
tures containing hot additives and crumb rubber with A Graining is
more than additives with B Graining [17].
In a research carried out by Alonso et al., resistance against fati-
gue of hot asphalt mixtures reformed by different additives
(Tensioactive, Wax and Zeolite) is analyzed. In this research,
Four-Point Bend Fatigue Test was performed on samples with
dimensions of 63  410  50 mm in test temperature of 20 °C.
Tensioactive and Wax are used with the respective scales of 0.3%
and 3% of tar weight and zeolite with the scale of 0.3% of the total
weight of mix in samples. Results of this research represented that
asphalt mixtures reformed by was and zeolite are similar in terms
of fatigue behavior with HMA mixture, although asphalt mixture
reformed by tensioactive is marked with lower fatigue life com-
pared with HMA mix [18].
Pasto et al. pointed out laboratory evaluation of fatigue life of
asphalt mixtures reformed with steel slag under Four-Point Bend
Fatigue Test. In this research, three types of stone materials includ-
ing electric arc furnace slag, reformed road pavement and natural
grains (lime, grit and sand chips) are used. In this research five
mixtures (SOR4, SOR2, S3R0, S3R2, and S3R4) and one mixture
with natural graining (S0R0) were prepared in which S0 is without
steel slag, S2 with 30% of slag, R0 without reformed pavement
 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67
Fig. 5. The fatigue performance of asphalt mixtures are mixed.
surface, R2 and R4 with 20% and 40% from it. Considering results of
Four-Point Bend Fatigue Test results performed in temperature of
20 °C and frequency of 10 Hz, use of 30% of EAF slag and 20% of
reformed asphalt pavement grains (S3R2) showed up with utmost
improvement of fatigue life among entire mixtures [19].
Although results of most researches indicate that adding
hydrated lime to asphalt mix is very advantageous, but there is
no suitable method for adding it to mix. Therefore, Diab et al. in
their research studied adding 3% of hydrated lime in 3 states, add-
ing dry lime to dry or wet grains and adding whitewash to dry
grains in mix. Results indicated that improvement of mechanical
properties and fatigue behavior of asphalt mix containing hydrated
lime without considering the method of adding it (dry, wet and
whitewash) as compared to control mix. Results of number of
cycles resulting in samples cracking (Fig. 6) for fatigue test in fixed
tension indicate that fatigue life of entire methods of adding
hydrated lime is longer as compared to control mix. Fatigue life
of asphalt mixes is 43%, 49%, and 43% more than that of control
mix. Therefore, we can observe that quantities of fatigue life for
63
mixes reformed with hydrated lime are not sensitive to its adding
method [20].
In a research, Arabani et al. for constructing asphalt sample
placed quantities of 5%, 10%, 15% and 20% of waste glass bead along
with 3–5% of hydrated lime in proportion to total weight percent-
age of glass beads. Glass beads used in this research are supplied
from recycling beverage bottles. Results of fatigue test in this
research indicate that simultaneous use of glass bead and hydrated
lime improves, considerably, fatigue function and this could be
because of all-out cracking of glass beads, which avoids creation
of crack in sample layers of glass asphalt via increasing the internal
friction angle and better inter-bead bond [21].
In an another research, Arabani et al. studied effect of waste
iron powder in different percentage (4, 8, 12 and 16 wt.% of grains)
in asphalt samples based on results of fatigue test and via indirect
tension method in temperatures of 5, 25, and 40 °C with fixed ten-
sion level of 250 and 400 kPa. Results of their study proved that use
of iron powder has a considerable effect on reduced tensile strain
of samples and enhanced fatigue resistance of asphalt mixes.
64 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67
Fig. 6. The effect of addition of hydrated lime on fatigue life of asphalt mixtures.
Fig. 7. The number of cycles leading to failure on the surface tension of 250 kPa.
Fig. 8. The number of cycles to failure at stress 400 kPa.
Higher rigidity, rough surface, and angled iron powder grains as
well as their high elasticity module increase fatigue resistance/life
compared with normal HMA samples. Meanwhile, results repre-
sented that increase of temperature and scale of powder iron has
negative effect on fatigue behavior of asphalt mix. Thermal con-
duction of iron grains along with higher sensitivity of tar to tem-
perature is the reason why fatigue life of HMA containing iron
powder is reduced [22].
Figs. 7 and 8 represent fatigue life length or number of cycles
ending in asphalt samples crack for two recent researches of
Arabani et al. According to these figures, one can find out that fati-
gue behavior of a mix is noticeably depended on temperature and
level of tension such that with the enhancement of test tempera-
ture and level of tension, number of cycles resulting in samples
cracking is considerably reduced.
Comparison of the results of indirect tension test in two above
researches represents that use of glass bead and iron powder com-
pared with normal asphalts has a positive effect on the fatigue life
prolongation of asphalt mixes. Considering results of the number
of cycles causing crack in Figs. 7 and 8, it is clear that use of iron
powder as an additive has a long-term effect as compared to glass
bead on fatigue life length of asphalt mixes. For instance, use of
12% of iron powder in mix causes highest number of cycles result-
ing in cracking among additives. In the meantime, use of glass bead
with the scale of 10% in three temperatures indicates similar
behavior with mix containing 12% of iron powder.
Recycled plastic bottles are of other additives used in asphalt
mixes which has many environmental and economic advantages.
Modarres et al. in a research surveyed the effect of using such
waste plastic materials crashed by special crashing machines to
0.425–1.18 mm particles and added to asphalt mix with different
percentages (2, 4, 6, 8, and 10 of the weight percentage of tar).
Then they analyzed fatigue behavior of asphalt mixes under ITFT
test in two different temperatures of 5 and 20 °C. Results of this
research indicated that adding recycled plastic bottles increases
fatigue behavior of asphalt mixes in both temperatures.
Meanwhile, quantities more than 10% of such materials have had
profitable effects on fatigue behavior of asphalt mixes [23].
In a research carried out by Moghaddasnejad and colleagues,
high-density polyethylene HDPE is used for enhancing fatigue
function of asphalt mixes. Results of ITFT test in both temperatures
of 15 and 20 °C (Fig. 9) represent higher length of fatigue life of
mixes containing HDPE as compared to control mix in both dry
and wet test states, because HDPE establishes connection between
grains and tar in asphalt mix. Whereas, amalgamation of HDPEs
results in increase of rigidity and failure module of asphalt mixes
in intermediate temperature of 15–20 °C, as a result, it is accompa-
nied by reduced crack on pavement and fatigue cracks. Results
 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67 65

Fig. 9. Effect of HDPE on fatigue of asphalt mixtures at different temperatures (a) temperature of 15 (b) at 20.

Fig. 10. Comparison of fatigue parameters of mixture at temperature of 15 °C. Fig. 11. Comparison of the fatigue life of asphalt mixtures at 15 °C.
66 Gh. Shafabakhsh et al. / Construction and Building Materials 90 (2015) 59–67
Fig. 12. Comparison of the fatigue curve for mixtures modified by PET and SBS (a) at 20 °C (b) at 5 °C.
indicate that in temperature of 15 °C, fatigue life of mix containing
HDPE in the dry state, is 1.6 times of control mix [24].
In a research, adding different percentages (1%, 3%, and 5% of tar
weight) nano TiO2 to asphalt mixes with the diameter and height
of 40 and 100 mm and performing indirect tension fatigue behav-
ior test in temperatures of 5, 25 and 40 °C with fixed tension of 250
and 400 kPa on them found out that Nano TiO2 avoids tensile and
vertical cracking, which is easily generated by tensile strains and
also avoids dispersal and expansion of them. Results of this
research indicate that placing 5% of tar by Nano TiO2 is the best
quantity of this materials that improves fatigue function of asphalt
mixes even in higher temperatures and tensions [25].
Conclusions of many researches of this kind indicate that
reforming fibers may improve cohesion properties of asphalt mixes
in medium temperature and reduce fatigue-based damages for
asphalt mixes during serving period. Results of surveying effect
of thee fiber types (cellulose, polyester and mineral) on fatigue
function of asphalt mixes are represented in Fig. 10. Comparison
of results indicate that fatigue parameters for control mix is about
3957 MPa and for asphalt mixes reformed by cellulose, polyester
and mineral fibers is 3562, 3455, and 3529 GPa respectively. In this
between, polyester fiber with the observed reduction of about 13%
is the best additive among entire fibers. This reduction of fatigue
parameter indicate improved resistance against losses caused by
fatigue in asphalt mixes. Result of Indirect Tension Fatigue Test
ITFT of asphalt mixes compared to different tensions is represented
in Fig. 11, which results indicate the fatigue properties of asphalt
mixes can be improved by fiber reformers. For instance, number
of cycles resulting in failure compared to tension of 0.3 for three
mixes reformed by cellulose is 2.1 times, polyester 3.6 times and
mineral fiber 2.3 times of control mix that, in this among, use of
polyester increases number of cycles resulting in failure more than
other fibers in asphalt mix [14].
In another research, effect of two additives namely waste plas-
tic (Polyethylene Terephthalate PET) and traditional polymer
(Styrene-Butadiene-Styrene SBS) on fatigue function of asphalt
mixes was analyzed. Samples including such additives hold similar
construction condition and sample size and were tested via ITFT
under temperature of 5 and 20 °C. PET with the scale of 2%, 4%,
6%, 8%, and 10% of tar weight and SBS with the scale of 4%, 5%,
and 6% of tar weight were used in samples. Fig. 12 shows results
of asphalt mixes fatigue test reformed by two SBS and PET addi-
tives in two temperatures of 5 and 20 °C. Results indicate that in
temperature of 20 °C both additives improve fatigue resistance of
asphalt mix, although mix reformed by SBS has better fatigue
behavior compared to mix containing PET. On the side, in temper-
ature of 5 °C, a dominant fatigue behavior is observed compared
with reformed mixes such that in higher strain level (for instance:
higher than 300 micro strain), there is a very high difference
between fatigue life of mixes containing SBS and PET. In lower
strain level, the difference between fatigue curve of mixes contain-
ing 6% of PET and SBS is reduced with the same scale. This matter
represents longer fatigue life or resistance of mixes containing 6%
of PET in strain level under 200 micro-strains compared to mixes
containing SBS. For the waste nature and inexpensiveness of PET
additive as compared to SBS polymer, its application is followed
by desirable economic and environmental outcomes [23].
5. Conclusion
Considering concepts presented on functional properties of
asphalt mixes presented by this research and based on review of
ex-researches, effects of different additives on the fatigue function
of reformed asphalt mixes were surveyed. Results thereof indicate
that use of such additives not only improves tar properties but also
enhances resistance of asphalt mixes against fatigue phenomenon.
Meanwhile, in most cases use of additives for their waste nature
besides improving asphalt mixes against fatigue phenomenon,
eliminates considerably problems arisen from their accumulation
in nature.
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