A Review of the Studies on the Effect of Different Additives on the Fatigue Behavior of Asphalt Mixtures

Ameri, Mahmoud; Ebrahimzadeh Shiraz, Mehdi

doi:https://doi.org/10.1155/2024/6695747

Advances in Civil Engineering

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Review Article | Open Access

Volume 2024 | Article ID 6695747 | https://doi.org/10.1155/2024/6695747

A Review of the Studies on the Effect of Different Additives on the Fatigue Behavior of Asphalt Mixtures

Mahmoud Ameri¹and Mehdi Ebrahimzadeh Shiraz¹

Academic Editor: Nur Izzi Md Yusoff

Received02 May 2023

Revised15 Feb 2024

Accepted22 Mar 2024

Published27 Apr 2024

Abstract

The fatigue phenomenon significantly weakens road pavement due to repeated reloading. To enhance fatigue resistance, numerous studies have explored various additives in asphalt mixtures. This review focuses on key variables influencing the effectiveness of additives, including fibers, polymers, nanomaterials, waste materials, and biomaterials, in improving the fatigue performance of asphalt mixtures. The study initially identifies different additives and fatigue testing methods used for asphalt mixtures. It evaluates the impact of factors such as modifier content and size, base asphalt binder type, mixing processes, dispersion behavior, and testing conditions on the fatigue behavior of modified asphalt mixtures. The cost-effectiveness and environmental impact of additive application have also been assessed. Additionally, research gaps and future prospects for modified asphalt mixes are outlined. Existing studies demonstrate the benefits of additives like basalt fiber, polyester fiber, styrene–butadiene–styrene (SBS), nanosilica, crumb rubber, and biooils in enhancing the fatigue life of pavement constructions. However, challenges exist in the application of modifiers due to limited practical implications and insufficient knowledge. Further research is needed on factors such as additives’ dispersity, compatibility, aging resistance, economic viability, and modifying mechanisms in morphological and micromechanical aspects to enhance the fatigue performance of the modified asphalt mixture.

1. Introduction

Due to the rising cost of road pavement rehabilitation, various studies have been conducted to enhance asphalt pavement performance and service life [1]. Asphalt binder is the main and weakest component of the asphalt mixture and has a crucial effect on the performance of asphalt pavements [2]. Therefore, enhancing the asphalt binder characteristics resulted in improved resistance against pavement deteriorations, such as fatigue cracking and rutting [3]. The modification of asphalt binder is the most common method used to improve its rheological properties, hence, making asphalt mixtures with proper performances [4].

Fatigue cracking is one of the major distresses in asphalt pavements, which occurs as a result of repeated loading of vehicles and gradually generates due to the accumulation of micro and macrocracks. This mainly appears due to two key reasons, namely cohesive fracture in the asphalt binder or mastic phase, and adhesive failure at the interface of asphalt and aggregate [5, 6]. There is a large consensus that pavement performance is affected by the fatigue resistance of asphalt mixtures [7, 8]. The incorporation of modifiers to improve fatigue parameters in asphalt mixtures has been considered by researchers over recent years [9]. In this study, the influence of different modifiers on the fatigue behavior of asphalt mixtures is investigated.

There have been a variety of tests used to appraise the properties of asphalt mixtures. These tests provide various properties that can be used as inclusion parameters in the performance model of asphalt. Fatigue cracking, elastic stiffness, and properties related to permanent distortions can be described by employing these tests.

2. Methodology

In this study, a comprehensive review was conducted to assess the effect of various additives on asphalt mixture fatigue behavior. Relevant studies were identified through systematic searches in established databases based on predefined keywords, inclusion criteria, and exclusion criteria. Data extraction included the type of additive, dosage, test method, fatigue parameters, and key findings. Qualitative and quantitative synthesis, considering potential moderators, was employed to analyze the extracted data. Findings were organized by additive type, summarizing their impact on fatigue life, stiffness reduction, and crack growth. Mechanisms contributing to fatigue improvement were discussed, highlighting identified inconsistencies and limitations. Furthermore, the environmental impact and cost-effectiveness aspects of applying additives were reviewed. Knowledge gaps and future research directions were emphasized, concluding with the potential benefits of utilizing additives to enhance fatigue resistance in asphalt mixtures.

The various criteria that were utilized for the selection of relevant documents are as follows:(1)Archive.(i)Google Scholar, Web of Science, and Scopus.(2)Document types.(i)Journal article, conference proceeding, technical report, and dissertation.(3)Selection criteria.(i)Relevant documents: documents focusing on the effect of additives on the fatigue behavior of asphalt mixtures.(ii)Period: The publication year was limited to January 2019–February 2024 to ensure the selection of recent documents. However, articles relevant to the scope of this article were considered from January 1986 to February 2024.(iii)Language: English.

3. Fatigue Tests

The most common experiments used to measure the fatigue resistance of modified asphalt mixtures include the indirect tensile fatigue test (ITFT), bending beam fatigue test (BFT), and direct tension cyclic fatigue test (DTCFT) [10–12], which are the focus of this paper. The information regarding each test is summarized in Table 1.

3.1. Indirect Tensile Fatigue Test (ITFT)

The ITFT simulates the repeated traffic loading experienced by asphalt pavements by applying cyclic diametric compressive stresses to a cylindrical sample. During the test, the sample is subjected to either controlled stress or strain loading conditions. Under controlled stress, the tensile strain within the sample increases with each loading cycle, while under controlled strain, the tensile stress gradually decreases [13]. The test continues until a critical crack propagates through the center of the sample, typically along the horizontal axis due to the induced tensile stresses. The primary outcome of the ITFT is the fatigue life (Nf), which represents the number of loading cycles endured by the sample before failure under a specific stress or strain level [14].

3.2. Bending Beam Fatigue Test (BFT)

The bending BFT is another established method for assessing the fatigue resistance of asphalt mixtures, complementing the widely used ITFT. It simulates the repeated bending stresses experienced by asphalt pavements under traffic loading, particularly at locations like joints and edges. During the BFT, a prismatic asphalt beam sample is subjected to cyclic loading at three points, typically configured as two supports and a central loading point. This induces tensile stresses on the bottom surface of the beam and compressive stresses on the top, mimicking the flexural stresses occurring in real pavements. The test can be conducted under controlled stress or fixed controlled stress, similar to the ITFT [15].

3.3. Direct Tension Cyclic Fatigue Test (DTCFT)

During the DTCFT, a cylindrical asphalt sample undergoes cyclically applied axial tensile loading, inducing uniform tensile stresses throughout its cross-section. This loading mode directly replicates the tensile stresses experienced by asphalt pavement under traffic load, unlike the indirect approach of the ITFT. The test outputs the Nf, reflecting the number of loading cycles endured before failure, typically characterized by a vertical crack propagating through the sample center [16].

4. Asphalt Additives

Additives, the materials which at the time of making asphalt, are added to the asphalt binder or mixture in order to obtain certain changes leading to modifications in the technical properties of the asphalt mixture [17]. Additives in asphalt are not a novel issue; however, over the recent decade, it has been studied extensively. A myriad of researchers have always been seeking reasons to justify using additives to modify the properties of asphalt binder or aggregates. Lewandowski [18] expressed that the main reasons for modifying the asphalt binder by employing various additives can be summarized as follows:(i)Obtaining softer mixtures at lower service temperatures and decrease in the cracking.(ii)Obtaining stiffer mixtures at higher temperatures and decrease in the rutting.(iii)Increasing the strength and resistance of mixtures.(iv)Enhancing the fatigue resistance of mixtures.(v)Decreasing the structural thickness of pavements.

4.1. Types of Asphalt Additives

Bahia et al. [19] categorized asphalt additives according to their components. Asphalt additives are divided into different groups, such as polymers (elastomeric and plastomeric), fillers, fibers, hydrocarbons, and crumb rubber (CR) [19]. In recent years, the variety of used additives in asphalt pavements has increased. It is mainly because of the increase in traffic loads and maintenance costs. In addition, virgin asphalt binder cannot satisfy the required engineering characteristics for all weather conditions and increased loads. The most common types of asphalt mixture additives are shown in Table 2. In this study, the most frequently used additives for enhancing the fatigue performance of asphalt mixtures are highlighted.

5. Effect of Different Modifiers on the Fatigue Behavior of Asphalt

5.1. Fibers

Among asphalt modifiers, fibers have been increasingly used for their significant impact on enhancing the performance of asphalt mixtures, particularly fatigue behavior [20–22]. Moreover, fibers make a considerable contribution toward infrastructure and structural construction as well [23]. Many studies have evaluated the influence of fiber on the asphalt mixture and have demonstrated that fiber incorporation can absorb a portion of the shear force and make a connection with the aggregates. Therefore, fiber addition augments the tensile strength and ductility of the asphalt mixture and hinders the propagation of microcracks [24]. The usage of different synthetic fibers in the asphalt mixture (such as, polyamide, polyacrylonitrile, polyester, and glass fibers) has constructive influences on the fatigue life of the mixture [25, 26]. It is shown that significant enhancements in the impact resistance, strain capacity, and crack control of the fiber composites could be envisaged even with low-modulus synthetic fibers [27]. Different types of modifier fibers, such as cellulose, polyester, carbon, glass, basalt, and natural fibers, have been extensively examined in various studies [28–30].

Natural fibers are a cost-effective alternative to synthetic fibers. Various natural fibers, such as cellulose, sisal, jute, bamboo, kenaf, coconut, banana, date palm, and hemp, have been investigated in different asphalt mixture types. Some research highlights the noticeable improvements achieved in asphalt mixture performance, including enhanced control of drain down [31–33], increased durability, and improved tensile strength [34]. The findings underscored the potential of utilizing natural fibers in asphalt mixtures as a sustainable and effective solution, offering benefits in terms of performance and cost compared to synthetic counterparts. In a study conducted by Oda et al. [35], the effect of natural fibers on the mechanical performance of stone mastic asphalt (SMA) mixture was evaluated. Results revealed that the fatigue performance of the SMA mixtures with cellulose fibers, sisal, and coconut shells was not significantly different [35]. Ferreira da Costa et al. [36] explored the impact of varying banana fiber lengths (5, 10, 15, and 20 mm) on performance of mixtures, maintaining a constant dosage of 0.3% by weight. The study concentrated on indirect tensile strength, resilient modulus, dynamic modulus, and fatigue life. Their results indicate that longer fibers exhibit greater effectiveness in retarding crack propagation and improving fatigue life under high stresses, in comparison to shorter fibers.

Polypropylene, cellulose, and polyester fibers (PFs) are the mostly used fibers in asphalt mixtures. Among these fibers, polypropylene is preferred over others due to its cost-effectiveness and strong bonding with asphalt binder, resulting in reduced cracking and enhanced fatigue life [27, 37]. In a study conducted by Wang et al. [38], the fatigue cracking resistance of asphalt mastic reinforced by polypropylene fiber was evaluated. Two key variables of fiber content and length used in the asphalt mastic were considered, and the fracture behaviors of the samples were assessed using the single edge notch three-point bending (SENB) test. It was concluded that both fiber length and content substantially enhanced the fracture characteristics of asphalt mastics. Longer fibers and a higher content resulted in higher strength; however, the increases were not consistent across the various fiber contents, which is probably because of variations in mixing uniformity. Longer fibers increase pull-out length, which assists the system in delaying the appearance and propagation of cracks. Similar to this, additional fibers lead to a denser fiber distribution, which leads to a greater amount of fiber in the bridging mechanism and improves the resistance to cracking. As evidenced by scanning electron microscope (SEM) images (Figure 1), it also represented that crack bridging and fiber pull-out were the two prominent toughening mechanisms in fiber-reinforced asphalt mastics [38].

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Two common methods are used to construct fiber-reinforced asphalt mixtures. The first method is the wet procedure, in which the fibers are mixed with the asphalt binder prior to the incorporation of aggregates. In this method, fibers should be dispersed well in the asphalt matrix to prevent cluster formation [39]. The second method is the dry procedure, which is the most common technique. In the dry method, the fibers and aggregates are mixed prior to the addition of the asphalt binder. Good dispersion and diminished variability in experimental results have been reported when the dry method is employed [40, 41].

The high lipophilicity and strong coating ability of basalt fibers (BFs) lead to delayed fatigue crack propagation and remedied internal defects in the asphalt mixture due to the crossing of fibers through the micropores [42]. Wang et al. [43] concluded that the BF incorporated between fillers releases the stress concentration in the critical area and reduces the fatigue failure made by cyclic loading. Qin et al. [44] used different lengths (6 , 9,  and 15 mm) and contents (3%–10%) of BF in asphalt mastics. They revealed that the crack resistance of asphalt mastics was affected by the adsorption and content of fibers. In another study, Lou et al. [45] investigated on BF-reinforced hot mix asphalt (HMA) with different fiber lengths of 3, 6, 9, 12, and 15 mm 19.0, and 26.5 mm nominal maximum aggregate size. It was concluded that fiber length has a considerable influence on the fatigue behavior and crack resistance of HMA mixture. Besides, the optimum fiber length obtained from fatigue and cracking test results was highly attributed to the nominal maximum aggregate size [45]. In the research carried out by Cheng et al. [46], the fatigue performance of asphalt mixtures containing diatomite, BF, and compounds of diatomite and BF was evaluated using a four-point bending fatigue test adopting strain control loading mode. The change of stiffness modulus based on loading cycles is shown in Figure 2, which can be seen that the fatigue process comprises two main stages. The first stage is the sharp reduction of stiffness modulus caused by material deterioration. In the second stage, fatigue damage occurs under alternating loads within the initiation and propagation of microcracks. It can be found that diatomite–basalt fiber-modified asphalt mixture (DBFAM) has the highest fatigue life, followed by diatomite-modified asphalt mixture (DAM), basalt fiber-modified asphalt mixture (BFAM), and control asphalt mixture (CAM).

Ye et al. [47] evaluated the fatigue response of asphalt mixtures made by different types of fibers, including PFs, cellulose fibers, and mineral fibers with different quantities. As depicted in Figure 3(a), the fatigue parameters (E sin delta) of fiber-modified asphalt mixtures obtained from dynamic response measurements were decreased, implying an improvement in fatigue properties. Moreover, ITFT test results at different stress ratios (Figure 3(b)) revealed that PFs had the best effect on the fatigue performance of the mixture among the modifiers.

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In the study conducted by Shen et al. [48], the effect of three types of fibers, namely BF, PF, and lignin fiber (LF), on the fatigue resistance of steel slag asphalt mixtures was investigated. The three-point bending (3PB) test was performed at 15°C at a loading frequency of 10 Hz considering three different stress ratios of 0.3, 0.4, and 0.5. The results of this research showed that fibers can increase the fatigue life of steel slag asphalt mixtures by enhancing fracture energy. Moreover, BF had the greatest effect on the enhancement of the fatigue properties of asphalt mixtures. Table 3 presents a summary of findings obtained from other previous studies on the effect of fibers on the fatigue performance of asphalt mixtures.

5.2. Nanomaterials

Nanotechnology, emerging over recent centuries, has captured the attention of scientists and is an extension of scientific domains addressing particles smaller than 100 nm. The physics and chemistry of nanosized particles exhibit distinctions from conventional materials, mostly due to the heightened surface area-to-volume ratio of nanometer-sized grains, cylinders, and plates, as well as quantum effects resulting from spatial confinement [64–67]. In addition, the high surface area-to-volume ratio provides tremendous potential for chemical reactivity [67].

However, while the macroscopic behavior of asphalt binder depends heavily on its micro- and nano-scale properties, the unique and superior properties of nanomaterials offer exciting possibilities for enhancing asphalt-pavement performance [65]. In the past few years, several studies have been conducted focusing on using nanomaterials to improve the service life of asphalt pavement against vehicles’ dynamic loads through the application of nanomaterials. Many studies have demonstrated that the asphalt mixture reinforced by nanoparticles has better fatigue performance compared to that mixture with base asphalt binders [68–70]. Santagata et al. [71] investigated the effect of different nanoparticles, namely organophilic nanoclay and multiwall carbon nanotubes, on the fatigue behavior of dense graded asphalt mixtures through the DTCFT. The obtained results were interpreted using a simplified viscoelastic continuum damage (S-VECD) model. Damage characteristic curves (DCCs) showed that both nanomaterials enhanced the damage endurance capability of the asphalt mixture. Besides, whöler curves exhibited the better performance of the mixture including organophilic nanoclay, in which the barrier effects made by intercalated or exfoliated structures seemed to be more effective than those created by carbon nanotubes in combating crack initiation and retarding crack propagation [68].

Zangena [72] found that the use of aluminum oxide (Al₂O₃) and nanosilica improved the fatigue resistance of asphalt mixtures by up to 44% and 20%, respectively. In another study, the effect of using nanomaterial, namely zycosoil, on the fatigue behavior of asphalt mixtures in dry and wet conditions was assessed by Nejad et al. [73]. It was figured out that the ratio of wet/dry values of indirect tensile fatigue for the mixtures modified by nanomaterial was higher than that of the control mixture.

In a study performed by Taherkhani and Afroozi [74], the fatigue behavior of asphalt mixtures modified by different percentages of nanosilica (i.e., 1%, 3%, and 5% by weight of asphalt binder) was evaluated. The fatigue life of the mixtures was calculated using a developed regression model obtained from the resilient modulus test [75]. The results showed that the fatigue resistance of the asphalt mixture improved by increasing the nanosilica content, so that the calculated fatigue life of the mixture containing 5% of nanosilica was nearly 160% higher than that of the control mixture. Li et al. [76] investigated the effect of graphene nanoplatelets (GNPs) on the fatigue resistance of asphalt mastics prepared with filler–asphalt ratios of 0.8, 1.0, and 1.2. The asphalt mastics were subjected to the time-sweep test and controlled stresses of 0.15 and 0.2 MPa. It was found that GNPs have a beneficial impact on the fatigue life of asphalt mastics. As demonstrated in Figure 4, the mechanism behind this can be due to the interaction between GNPs and asphalt, lubricity, and high thermal conductivity of grapheme [76].

In spite of the significant contributions to the improvement of the fatigue damage resistance of asphalt mixtures, some researchers realized that the nanomodified mixtures showed worse fatigue behavior than the control mixture. Research carried out by Ghile [77] exhibited that nanoclay modifications negatively affect the fatigue resistance performance of asphalt mixture, especially at low temperatures. Van de Ven et al. [70] added 6% nanoclay to a reference mixture and concluded that the modified mixture had lower fatigue damage resistance in comparison to the control mixture at low temperatures. Yarahmadi et al. [78] studied the impact of nano-CaCO₃ on the fatigue resistance of SMA mixtures. They incorporated varying nano-CaCO₃ ratios (0.3%, 0.6%, 0.9%, and 1.2% by weight of asphalt) and found that integration improved the fatigue life. This improvement stemmed from delayed crack initiation and propagation. Notably, 0.9% nano-CaCO₃ content yielded the best fatigue performance. A summary of findings obtained from other previous studies on the effect of nanomaterials on the fatigue performance of asphalt mixtures is presented in Table 4.

5.3. Polymers

Several studies have been conducted to evaluate the influence of polymers on the fatigue behavior of asphalt mixtures. Styrene–butadiene–styrene (SBS), styrene–butadiene rubber latex (SBR), polyethylene (PE), and ethyl vinyl acetate (EVA) are the most used polymers in asphalt technology since they can augment the mechanical performance of asphalt mixture [89, 90]. Comparing to others, SBS as an elastoplastomeric material is the most widely used polymer, which enhance the cracking resistance by increasing the elasticity of asphalt binder [91, 92]. Ahmedzade et al. [93] evaluated the fatigue performance of asphalt mixture made by different percentages of SBS (3%, 6%, and 9%) through ITFT. The results revealed that loading 6% of SBS led to the superior fatigue endurance at 25°C. Kim et al. [94] investigated the fatigue resistance of SBS-modified asphalt mastic using 4PBT and ITFT. The results disclosed that modified mixtures represented considerable enhancement in crack resistance at 20°C by a factor of 1.18 and 1.32 at 10°C. Furthermore, it was found that SBS was more effectual in retarding fatigue crack growth than preventing crack initiation when ITFT was conducted. Moreover, Kim et al. [95] figured out that SBS had the capacity to reduce the rate of micro damage accumulation contributing to an improvement in the cracking resistance and thus fatigue life of asphalt mixture.

In a research conducted by Ameri et al. [96], the effect of using SBR and poly butadiene rubber (PBR) polymers on the fatigue resistance of asphalt mixtures was assessed. The samples were subjected to 4PBT and ITFT. The ratio of dissipated energy change (RDEC) and the energy ratio methods were employed to analyze the fatigue results. Based on the results, the elastomers used in the study considerably enhanced the fatigue behavior of asphalt mixtures, and the performances of modified mixtures were comparable with that of the control specimen.

In another study, the fatigue life of asphalt mixtures modified with the compound of polypropylene (PP) and SBR polymers in different proportions was investigated. Besides, nanoclay was utilized to stabilize the polymers in the asphalt binder. The results obtained from ITFT revealed that adding a polymer blend increased the fatigue performance of the asphalt mixture. Specifically speaking, the incorporation of 5% polymer blends comprising 50% and 70% SBR improved the fatigue life by more than 50% in comparison to the SBS-modified mixture [97].

Brovelli et al. [98], compared the fatigue performance of asphalt mixtures prepared by different additives, namely cellulose and synthetic fibers, amorphous polyolefin, and a polymer made by combining low-density polyethylene (LDPE) and EVA with those of conventional mixtures. ITF test was employed and the results were analyzed using classic approaches and energetic methods (dissipated energy (DE) and plateau value (PV)). It was found that amorphous polyolefin-modified mixtures had the best fatigue performance among others. Table 5 presents a comprehensive summary of findings from previous studies investigating the impact of polymers on the fatigue performance of asphalt mixtures.

Chegenizadeh et al. [105], investigated the fatigue life of SMA mixtures, which were modified with different proportions (0%, 2%, 4%, and 6% by weight of asphalt binder) of ethylene propylene diene monomer (EPDM). 4PBT was utilized, and the findings were analyzed using the DE approach. Results revealed that all samples with modified binder had improved performance concerning the cumulative DE compared to the control sample. In addition, samples containing 4% EPDM demonstrated the highest overall fatigue resistance.

5.4. Nonocomposites

Nanocomposite materials are composite materials that include at least one phase in the nanoscale range. These materials are formed by combining a nanoscale filler material with a macroscale, continuous matrix material. The filler material generally has greater strength compared to the matrix material. Nanocomposites are present in various fields such as materials science, engineering, and chemistry [106]. Polymer nanocomposites (PNCs) represent an innovative category of modifiers employed to enhance the performance and rheological characteristics of asphalt binders. PNCs are generated by the combination of polymers and nanomaterials. The great surface area of nanomaterials leads to convoluted interactions, which result in a new category of materials named PNC, exhibiting a distinct set of physical properties [107].

It has been reported that the incorporation of SBR/NC can improve the adhesion between the aggregate and asphalt binder [108, 109]. Therefore, in a research carried out by Salehfard et al. [110], the fatigue properties of SBR/NC-modified asphalt mixtures were evaluated by performing ITFT. For this purpose, SBR latex was prepared with a 40% concentration, and the solution method was employed for making nanocomposite. It was shown that the 5% SBR/NC-modified asphalt mixture had the best fatigue performance which was even more than the SBR modified asphalt mixture. This is because nanoclay facilitates the dispersion and stabilization of SBR in the asphalt matrix, which significantly affects the adhesive and cohesive properties of asphalt-aggregate systems.

5.5. Waste and Biomaterials

Different types of waste material are made every day, and the volume of waste generation is increasing annually as consumption grows. The finest way to cope with these wastes is by recycling and reusing them as raw materials or modifiers [111]. Among waste materials, waste tires and recycled polymers are the most consumed materials as modifier in asphalt technology [112–114].

Daghighi and Nahvi [115] used different percentages of modifiers, including CR, reclaimed rubber (RR), and SBS, to promote the fatigue resistance of the asphalt mixture. The samples were subjected to 4PBT using a stress-controlled mode. It was found that 5% SBS modification represented the best results, followed by 10% CR and 12% RR, whilst 10% CR and 12% RR-modified mixtures demonstrated a high deformation rate since initial cracking.

In another study, Moreno-Navarro et al. [116] assessed the potential of incorporating acrylic fibers and CR additives as a modifier to enhance the mechanical response of high-modulus asphalt mixtures (HMAM). Figure 5 and Table 6 depict the results obtained from the 4PBT, which were compared to the sample constructed with SBS polymer. It is clear that the incorporation of acrylic fibers (HMAM-AF) led to improvements in the fatigue resistance of HMAM at any strain level. Nevertheless, a negative effect was observed at a high strain level when CR was added to HMAM, which arises from premature failure caused by high deflections.

In recent years, numerous studies have been conducted to assess the impact of waste ethylene–propylene–diene-monomer (EPDM) on the performance of asphalt mixtures. The results have demonstrated significant improvements in various aspects, including the flexibility of mixtures [117], rutting resistance [118], and moisture susceptibility [119]. While several studies have shown enhanced fatigue performance of modified binders with waste EPDM [118, 120, 121], there is currently a lack of comprehensive research that has specifically examined the effect of this waste material on the fatigue properties of asphalt mixtures. This presents an opportunity for further investigation into the potential benefits of incorporating waste EPDM into asphalt mixtures to improve their fatigue characteristics.

Some studies have been performed on the performance evaluation of biobinders from a fatigue behavior and healing potential point of view. The results demonstrated promising results which highlighted no particular disadvantages and even enhanced responses were reported in some cases [122–125].

In research carried out by Gaudenzi et al. [126], the fatigue resistance of asphalt mixtures produced with a biobinder containing 30% lignin under different aging conditions was analyzed. The resistance to fatigue cracking was evaluated by conducting ITFT in controlled stress mode, and a repeated haversine load was applied with 0.1 s loading time and 0.4 s rest time. It was found that the bio-based mixtures were less susceptible to stress/strain levels. Moreover, apart from the aging condition, the use of lignin penalized the fatigue response of the asphalt mixture, but comparable behavior was found in the aged sample, implying that biomixtures mitigate the aging effects on it.

Zhang et al. [127] investigated the effects of two types of lignin, namely lignin powder (LP) and LF on the mechanical properties of asphalt mixtures, such as fatigue resistance. A controlled-strain (300, 400, 500, 600, and 700 µ/m) mode and haversine loading were adopted at a frequency of 10 Hz and a temperature of 20°C. It was figured out that contrary to LP, LF had a negative effect on the fatigue resistance of asphalt mixtures, which could be ascribed to the incompatibility of asphalt binder and LF, which significantly affects aggregate bonding. Omran and Hesami et al. [128] used waste oil and SBS to enhance the fatigue behavior of the asphalt mixture. 4PBT and chromatography methods were employed to measure the mixture fatigue responses and analysis the asphalt chemical makeup, respectively. The results demonstrated that using oil and SBS/oil increased the fatigue resistance of the mixture by 6 and 3.5 times, respectively. Moreover, a strong correlation was reported between the fatigue life of the asphalt mixture and asphalt chemical indices.

Yang et al. [129] in their research studied the effect of using three types of bio-oil namely original bio-oil (OB) which is derived from waste wood, dewatered bio-oil (DWB), and polymer-modified bio-oil on fatigue performance of asphalt mixtures. Figure 6 demonstrates the fatigue life of control and bio-oil modified (BOM) asphalt mixtures obtained from 4PBT. It is shown that BOM asphalt mixtures had higher fatigue life than the control sample at both strain levels. A considerable difference was observed at the higher strain level, in which the average fatigue life corresponding to BOM mixtures was 680% higher than that of the control mixture. The higher fatigue life of BOM asphalt mixtures could be due to lower flexural stiffness and lower initial DE.

In another study, Gaudenzi et al. [130] evaluated the fatigue response of asphalt mixtures produced by bio-oils derived from a by-product of the paper industry. The biobinder used in this study was made by adding 10% (by weight) bio-oil to 50–70 penetration grade of asphalt binder. The specimens were subjected to ITFT in dry, wet, and long-term aged conditions. Figure 7 shows the comparison between the fatigue behavior of bio-based and control asphalt mixtures at different conditions. It should be mentioned that control and bio-based asphalt mixtures were assigned as MB120 and MB50/70 + A10, respectively. It can be seen that the specimens with the same binder content have similar fatigue responses. Furthermore, in dry and aged conditions, the fatigue curve representative of the biobinder mixture is comparable to that of the control specimen, whilst, considerable improvement in the fatigue behavior can be observed in wet conditions, implying the mixture’s low water sensitivity due to the presence of biobinder. The results of other research on the fatigue performance of asphalt mixtures modified with waste and biomaterials are tabulated in Table 7.

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6. Impact of Freeze–Thaw Cycles

Freeze–thaw (F–T) cycles significantly impact the performance of road pavement, particularly in seasonal frozen regions. Some studies have explored the combined effects of F–T cycles and fatigue on asphalt mixtures. Kavussi et al. [138] assessed the fatigue behavior of polymeric sulfur modified asphalt mixtures under F–T conditioning using the ITFT test. Their investigation revealed that the presence of solid crystalline particles of polymeric sulfur in asphalt mixtures decreased flexibility, resulting in a more brittle behavior and reduced fatigue life. However, incorporating CR-modified binder in polymeric sulfur-modified mixtures could enhance the performance against fatigue failure during F–T cycles. In another study conducted by Guo et al. [139], the fatigue damage characteristics of composite crumb rubber modified asphalt mixture (CCRMA) and styrene–butadiene–styrene-modified asphalt mixture (SBSMA) under F–T cycles were analyzed using the semicircle bending fatigue test. The parameter PV of the stiffness modulus degradation ratio curve served as the analysis parameter to investigate damage evolution. The results indicated that F–T cycles accelerate the fatigue damage rate of asphalt mixtures. Furthermore, CCRMA demonstrated better F–T resistance and fatigue resistance than SBSMA, which is consistent with the findings of Cui et al. [140].

7. Cost-Effectiveness and Environmental Consequences

Although numerous studies have reported the improved performance of asphalt mixtures containing additives, the cost-effectiveness of modified asphalt mixtures and their environmental impacts must be considered. Due to their high cost, the use of additives such as nanomaterials could make their use uneconomical in high dosages and increase the production costs of asphalt pavement. However, given their potential to enhance resistance to aging, they may reduce lifecycle costs [141].

A comprehensive cost analysis revealed that the production of a nano-modified binder with carbon nanotubes is more expensive compared to other nanomaterials, whereas nanotitanium dioxide is the most economical option. In addition to the expense of nanomaterials, there are additional indirect expenses related to nano modification, including equipment expenses and the employment of experienced employees [69].

On the other hand, using waste materials can help achieve environmental goals and potentially lower production costs for asphalt mixtures [142] but it is essential to ensure that the utilization of mixtures containing waste materials does not have adverse effects on human health or local ecosystems, particularly through the potential run-off of these mixtures. In research carried out by Fernandes et al. [143], the environmental effect of SMA mixtures containing SBS, waste motor oil, CR, and waste high-density polyethylene was assessed. They measured the amount of heavy metals found in the asphalt mixture leachates and compared them with the prespecified thresholds. It was found that the utilization of waste materials in asphalt mixtures may not entail the risk of producing harmful leachates that could impact the environment or human health.

Fiber addition to asphalt mixtures enhances the strength and longevity of road pavement, leading to a reduction in maintenance costs [144, 145]. Incorporating waste PF into asphalt mixtures can extend the lifespan of road pavement and contribute to the disposal of end-of-life tires, which is beneficial for both the economy and the environment [146]. On the other hand, polymer fibers such as polyacrylonitrile, polyamide, and polyester contribute to environmental pollution [28].

The use of plant fibers in asphalt mixtures can reduce the cost of pavement construction and produce environmentally friendly asphalt mixtures with improved road performance [147].

Martinez-Soto et al. [148] carried out a life cycle assessment (LCA) to assess the environmental impact of several fibers. The study found that the use of end-of-life tires (FiTyre) and cellulose fibers is more advantageous than traditional fibers (fiberglass, PF, and aramid fiber).

Natural fibers, compared to synthetic fibers, provide environmental advantages and are cost-effective. The incorporation of waste fibers also provides environmental benefits for pavement engineering. However, further research should concentrate on waste fiber processing methods and determining the optimal fiber content [29].

Several types of polymers have been studied as modifiers; however, only a few number of them have proven to be satisfactory in terms of both performance and cost-effectiveness. Within the category of polymer additives, SB copolymers are relatively costly compared to other additives. However, the expense can be mitigated by partially substituting these copolymers with alternative modifiers such as ground tire rubber (GTR), thereby reducing costs while preserving necessary characteristics [90]. Nevertheless, the utilization of PMB asphalt mixtures enhances pavement performance, leading to a reduction in the frequency of maintenance and rehabilitation activities. Consequently, significant environmental benefits can be achieved irrespective of the type of PMB used in the asphalt mixture and subsequent maintenance and rehabilitation activities of the pavement structure [149, 150]. Souliman et al. [151] compared the cost-effectiveness of asphalt mixtures prepared by asphalt rubber (AR) and polymer additives with control mixtures based on fatigue performance. The 4PBT test was used, and the fatigue lives were calculated using a 3D-Move model. It was found that the fatigue performance of the AR mixtures was greatly higher than that of the polymer-modified and control mixtures. AR mixtures demonstrated considerable cost-effectiveness in comparison to the control mixtures. Overall, the cost-effectiveness of the polymer-modified mixtures and AR mixtures was 2.6 times and 4.1 times greater than the control mixtures, respectively.

Since fatigue cracks are one of the most common failures in asphalt pavements, leading to additional repair and maintenance costs and the loss of initial capital, assessing the environmental impact and the costs of modified asphalt mixtures based on fatigue performance can significantly contribute to the asphalt pavement industry. Therefore, future research is necessary to conduct a comprehensive life cycle analysis of modified asphalt mixtures utilizing various categories of additives to verify their sustainability.

8. Summary of Findings and Discussion

Based on the literature and a comparison of the key results presented in the tables, the findings can be summarized and discussed as follows:

Generally, the incorporation of fibers in asphalt mixtures has been shown to improve fatigue life by dissipating energy and bridging cracks during fatigue loading. Among the different types of fibers discussed in this study, BF has demonstrated superior performance due to its ability to delay fatigue crack propagation through its coating effect. The fiber content, length of fibers, and the mixing methods used are important parameters that significantly influence the fatigue behavior of asphalt mixtures. However, there are exceptions such as in the case of GF, where fiber length does not have a significant effect on fatigue resistance. The incorporation of two different types of fibers can have a synergistic effect on fatigue performance, as one type of fiber can mitigate the disadvantages of the other. The optimum fiber content in asphalt mixtures varies depending on factors such as fiber type, size, aggregate type and size, and binder content and grade, making it challenging to define a universal optimum amount. Upon summarizing the literature, the optimal fiber percentage ranged from 0.35% to 0.8% by weight of the mixture and from 1% to 10% by weight of the asphalt binder. Given the observed decrease in fatigue resistance at higher stress levels in multiple studies, further evaluation is warranted in this area.

Upon comparing the results obtained from various research studies on the usage of nanomaterials in asphalt mixtures, it is evident that NC has been the most commonly used nanomaterial. The ITFT and control stress have emerged as the most prevalent testing method and mode of loading, respectively, predominantly conducted within the temperature range of 5−25°C. In terms of the optimum content determined from fatigue results, it varied between 1.5% and 7% by weight of asphalt binder. In general, the application of nanomaterials to improve the fatigue performance of asphalt mixtures can yield significant benefits. This is primarily attributed to the distinct structure of nanomaterials, which effectively combats crack initiation and propagation by enhancing adhesion and cohesion energy. However, the fatigue performance of asphalt mixtures modified with nanomaterials at lower temperatures poses significant challenges. The poor compatibility between the nanomaterial and asphalt binder, coupled with an inhomogeneous microstructure, can have a detrimental effect on the fatigue performance of asphalt mixtures. It is important to address these challenges in order to fully leverage the potential benefits of nanomaterials for improving the fatigue resistance of asphalt mixtures.

Regarding polymers, SBS has been extensively utilized in numerous studies, demonstrating its wide applicability in enhancing the fatigue life of asphalt mixtures. This can be attributed to its remarkable elasticity, durability, and ability to improve the mechanical properties of asphalt. Notably, SBS exhibits exceptional performance at low temperatures, making it a preferred choice. However, further investigation is required to understand the impact of aging on the fatigue behavior of SBS-modified asphalt mixtures. In terms of testing methodologies, the use of ITFT and controlled strain mode has been more prevalent among researchers. Most studies have conducted their tests at temperatures ranging from 20 to 25°C. No specific range for optimal content based on fatigue results was identified, attributed to the insufficient information provided by the authors. Nevertheless, considering the significant role of polymers in enhancing the fatigue performance of asphalt mixtures, it is crucial to conduct additional research to explore the effect of polymers under lower temperature conditions.

The use of CR is common in asphalt mixtures to enhance fatigue resistance, although it is generally less effective than prevalent polymers like SBS. Nevertheless, the combination of CR with other additives in asphalt mixtures holds promise for improved fatigue behavior, especially when exposed to F–T cycles. However, the performance of waste materials, particularly under high-stress levels and aging conditions, is still a subject of debate. Biomaterials play a significant role in the performance of asphalt mixtures, and their effectiveness is highly dependent on the condition under which the fatigue test is conducted. Among biomaterials, asphalt mixtures modified with bio-oils exhibit superior performance at higher strain levels due to their lower stiffness. Moreover, the incorporation of biomaterials, including bio-oils, in RAP mixtures shows promising results in enhancing the overall performance of the asphalt mixture. However, it should be noted that the compatibility between biomaterials and asphalt binder can have a negative effect on the fatigue performance of the asphalt mixture, and this issue is still a topic of debate and further research. The optimal content of waste and biomaterials ranged from 2.5% to 20% by weight of asphalt binder, a range highly influenced by various factors.

9. Challenges and Recommendations for Future Work

The current findings highlight the potential of additives in improving the fatigue performance of asphalt mixtures, aligning with sustainability requirements in road construction. However, to comprehensively evaluate the applicability of these modifiers, further investigations and future work can be conducted in the following areas.

9.1. Fibers

(i)The influence of fiber orientation and distribution on asphalt mixture fatigue performance remains an unsettled area of research. While some studies have explored this relationship, further investigation is crucial to comprehensively understanding the mechanisms at play. Employing imaging techniques such as SEM can hold significant promise in elucidating the connections between specific fiber distribution patterns and key fatigue parameters of the mixture.(ii)There is limited research on the effect of fatigue damage evolution of fiber-modified mixtures under aging conditions, indicating a need for further investigation in this area. Additionally, more research is needed on the fatigue performance of fiber-modified mixtures at high stress levels due to their vulnerability.(iii)Limited information exists regarding the utilization of fibers in porous mixtures, indicating the need for further exploration and study in this area.(iv)It is worth considering the application of principles from composite science to model the effect of fiber reinforcement on the fatigue performance of asphalt mixtures.

9.2. Nanomaterials

(i)Given the poor dispersity of nanomaterials, such as graphene oxide (GO), in the asphalt matrix, directly affecting the fatigue performance of asphalt mixtures, it is recommended to employ different modification techniques, such as surface functionalization, for various nanomaterials. By comparing the results, a better understanding can be gained regarding the modification mechanism and its impact on enhancing fatigue resistance.(ii)Extensive research is needed to investigate this aspect and develop a versatile apparatus capable of accommodating various mixing methods while ensuring dispersion homogeneity. Such a development can potentially contribute to reducing the production costs associated with nano-modified binders.(iii)The life cycle cost analysis, encompassing operational costs, maintenance, rehabilitation, energy consumption, and other factors, remains largely unexplored in this field. It is imperative to conduct a comprehensive life cycle cost analysis and disseminate the findings through publication. This analysis will facilitate the development of specifications and recommendations to enhance decision-making processes.

9.3. Polymers

(i)It is recommended to investigate the compatibility and synergistic effects of polymer modifiers with other additives commonly used in asphalt mixtures, such as fibers, rejuvenators, and warm mix asphalt additives, to optimize their combined impact on fatigue resistance.(ii)Exploring the feasibility of incorporating sustainable and environmentally friendly polymer modifiers, such as bio-based or recycled polymers, can be beneficial to enhance the fatigue resistance of asphalt mixtures while reducing the environmental impact.(iii)Limited polymer compatibility, dispersibility, and storage stability remain significant challenges, directly impacting the fatigue performance of asphalt mixtures. Further research is crucial to develop and evaluate strategies that improve these aspects, ultimately enhancing the fatigue resistance of polymer-modified asphalt.(iv)There is a lack of knowledge about the effect of the morphological and micromechanical properties of polymer-modified asphalt binder on the fatigue behavior of mixtures. It is advised to analyze the microstructural changes of the binder and its interfacial interactions with aggregates using advanced characterization techniques, such as atomic force microscopy (AFM). Correlating these results with the fatigue life of asphalt mixtures, including parameters such as roughness, adhesion force, and Derjaguin–Muller–Toporov (DMT) modulus, can provide a better understanding of the underlying mechanisms of fatigue improvement.

9.4. Waste and Biomaterials

(i)Further research is needed to address the aging issues associated with asphalt mixtures modified with waste and biomaterials, aiming to improve their long-term performance.(ii)The homogeneity problem of coating between waste materials and aggregates needs to be solved to improve the fatigue behavior of asphalt mixture.(iii)It is important to evaluate the impact of domestic biomaterials on the fatigue performance of asphalt mixtures and explore opportunities to maximize the incorporation of biowaste materials in pavement applications.(iv)It is recommended to investigate the correlation between the fatigue performance of asphalt mixtures and the chemical composition of biomodified asphalt binder due to the existing lack of knowledge in this area.(v)It is advisable to embrace the utilization of a combination of two or more biomaterials in asphalt pavement applications, as research has shown that each biomaterial can have either a negative or positive influence on the fatigue resistance of asphalt mixtures.(vi)Conducting a comprehensive comparison of the environmental impacts and LCA between asphalt mixtures made with bio and waste materials and those with conventional asphalt binders is necessary.(vii)Establishing a clear performance relationship between the fatigue behavior of biomodified asphalt binder and the bioasphalt mixture is essential.

10. Conclusion

In recent years, the use of additives in asphalt technology has garnered significant attention due to their potential to enhance the mechanical properties and durability of asphalt mixtures. The main types of additives are encompass fibers, nanomaterials, polymers, and waste/biomaterials. Extensive research has been conducted on different types of fibers, including natural, synthetic, and mineral fibers, revealing their effectiveness in improving asphalt mixture performance concerning cracking resistance and fatigue behavior. Likewise, nanomaterials like nanosilica and CNTs have exhibited potential in enhancing fatigue resistance, but their high cost and lack of standardization present challenges. Polymers, particularly SBS and EVA, have been extensively used and evaluated in various research studies, showing promising results; however, their performance under different aging conditions requires further investigation. The utilization of waste and biomaterials, such as CR and bio-oils, has also yielded encouraging outcomes in enhancing fatigue life and contributing to improved environmental sustainability. Overall, the integration of additives in asphalt mixtures holds immense potential for enhancing the durability and longevity of road surfaces. Further research is necessary to optimize their utilization, address production, and implementation challenges in asphalt technology, and ensure their practical viability in real-world applications [152, 153].

Conflicts of Interest

The authors declare that there are no conflicts of interest.

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Copyright © 2024 Mahmoud Ameri and Mehdi Ebrahimzadeh Shiraz. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

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