utilization of synthetic reinforced fiber in asphalt ... · concrete is also caused by...

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International Journal of Civil Engineering and Technology (IJCIET)

Volume 10, Issue 05, May 2019, pp. 678-694, Article ID: IJCIET_10_05_070

Available online at http://www.iaeme.com/ijmet/issues.asp?JType=IJCIET&VType=10&IType=5

ISSN Print: 0976-6308 and ISSN Online: 0976-6316

© IAEME Publication

UTILIZATION OF SYNTHETIC REINFORCED

FIBER IN ASPHALT CONCRETE – A REVIEW

N. F. A. A. Musa

Faculty of Civil and Environmental Engineering, Universiti Tun Hussein Onn Malaysia,

86400 Parit Raja, Batu Pahat, Johor, Malaysia

M. Y. Aman



Z. Shahadan

Politeknik MeTRo, Tasek Gelugor, 13300 Tasek Gelugor, Pulau Pinang, Malaysia

M. N. M. Taher



Z. Noranai

Faculty of Mechanical and Manufacturing Engineering, Universiti Tun Hussein Onn

Malaysia, 86400 Parit Raja, Batu Pahat, Johor, Malaysia

ABSTRACT

Asphalt concrete pavement which consists of aggregates and asphalt binder is

widely employed in pavement construction worldwide. These materials have

commonly been used for constructing the first layer of flexible road pavements.

However, flexible pavements have little or even insignificant flexural strength, and

their structural actions is fairly flexible under high traffic volume and load which may

contribute to the tensile stresses and strain at the bottom of the bituminous layers as a

result of continues flexing from to the load acting on the pavement. The strain

magnitude is depends on the overall stiffness of the pavement. In recent years, a

dramatic increase in traffic volume and load have contributed to road congestion and

subsequently effect the pavement performance. As the world continues to urbanize, the

construction of transportation roadways constantly requires quality pavement,

particularly on strength, durability and driving comfort. Due to these demands,

transportation experts and engineers are focusing on improving the performance and

life span of asphalt concrete pavements. For the last few decades, highway materials

researchers have tried different methods and additives in improving asphalt

pavements performance and one of the most effective way is to reinforce asphalt

mixtures by incorporating fibers. Different types of fibers are known to be used in this

application and these include synthetic and natural fibers. The main function of fibers

Utilization of Synthetic Reinforced Fiber in Asphalt Concrete – A Review


incorporated into asphalt mixture is to enhance the mechanical performance namely

tensile strength, rutting resistance, and fatigue cracking. This paper reviewed the

synthetic fiber modified asphalt concrete particularly discuss fundamental problems

incorporating fiber in asphalt concrete mixture, mixing process and effects of different

fibers on asphalt concrete. It is found that synthetic fiber modified asphalt concrete

has significantly improved in performance compared to conventional asphalt

concrete.

Key words: Fiber Reinforced Asphalt Concrete, Synthetic Fiber, Mixing Process,

Fiber’s Properties.

Cite this Article: N. F. A. A. Musa, M. Y. Aman, Z. Shahadan, M. N. M. Taher,

Z. Noranai, Utilization of Synthetic Reinforced Fiber in Asphalt Concrete – A Review,

International Journal of Civil Engineering and Technology 10(5), 2019, pp. 678-694.

http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=10&IType=5

1. INTRODUCTION

Asphalt concrete is a material which mainly consists of aggregates and asphalt binder, and it

is widely employed in pavement construction [1-5]. They have commonly been used as a

material for constructing the first layer in flexible road pavements [6] because of the strong

adhesion for bonding aggregates and binders [6-7] which provides excellent stability,

improved mechanical properties [8] as well as superior service performance in providing

driving comfort, durability and water resistance [9-10]. Nowadays, hot mix asphalt (HMA) is

used as one of the main components in the construction of flexible pavement systems [9]. In

Malaysia, 80% of the roads are paved, and most of the paved roads are flexible pavement

constructed with hot mix asphalt (HMA) application as HMA is one of the most economical

materials available and it is very suitable for Malaysia’s climate [11].

However, flexible pavements have low or negligible flexural strength, and their structural

actions are fairly flexible under high traffic volume and load [12]. Recent years, the highway

construction industry is swiftly developing all over the sphere due to a dramatic increase in

traffic loads [13]. The increase in traffic volume creates congestion on the road pavement and

induces the pavement performance. The constant loading caused by traffic flow will lead to

the rise of tensile and shear stresses in the asphalt concrete which causes the loss of integrity

in its structure. As a result, development of fatigue cracks will occur as the traffic induced

tensile and shear stresses approach the strength of the material [14], hence, affects the long-

term performance of asphalt concrete, degrade the asphalt materials [15] and slowly reduce

the strength of the pavement structure [16]. Instead of traffic volume, deterioration of asphalt

concrete is also caused by environmental factors as mentioned by [17-19] as well as its

coating layer which demonstrates severe temperature susceptibility in terms of high-

temperature rutting, medium temperature fatigue and low temperature cracking damage [7].

As the world continues to urbanize, the construction of transportation roadways

constantly requires quality pavement. Due to these demands, transportation experts and

engineers focused on improving the performance and life of pavements [20]. Many studies

and research searching for better materials or modifications that could improve the

characteristics of the asphalt mix and reduce or even eliminate the development of asphalt

pavement deteriorations [17]. It should be noted that the main drawback of asphalt paving

material is its weakness in tension [21]. Therefore, the application of reinforcement in asphalt

concrete is one of the techniques applied to enhance their tensile strength and engineering

properties, particularly when the traditional mixes do not function in accordance to the traffic,

environment and the requirement of pavement structure as mentioned by Bonica et al., [5].

N. F. A. A. Musa, M. Y. Aman, Z. Shahadan, M. N. M. Taher, Z. Noranai


Utilization of fiber as a reinforcing agent is believed as one of the ways to address the

drawback of asphalt pavement in term of tensile strength improvement.

2. FIBER IN ASPHALT CONCRETE

Fibers have been used to reinforce paving materials since decades ago in most parts of the

world. The reinforcement method of using fibers is executed through random distribution

within the materials or by applying oriented fibrous materials [22]. Different types of fibers,

including nylon, polyester, polypropylene and carbon have been used for reinforcing asphaltic

mixtures as per reviewed by Abtahi et al. [23]. Fibers are normally used to prevent binder

drain-down from aggregate particles particularly in stone matrix asphalt and porous or open-

graded mixtures. However, utilization of fiber to reduce rutting and improve resistance to

cracking in dense-graded mixtures are fewer [24]. Nevertheless, incorporating fiber in asphalt

mixture exhibit a small increment in the optimum binder content compared to the neat asphalt

mixture. Thus, it can be inferred that the addition of fiber is similar with adding a very fine

aggregate into the asphalt mixture [25].

Recently, the improvement of asphalt pavement with different technologies subjected to

its performance has gaining more and more popular among pavement researchers. The

incorporation of fiber as a reinforcement material in asphalt concrete mixtures is one of such

technologies that was invented from the cement concrete fiber reinforcement [26]. However,

the application of fibers in asphalt mixtures is not a new technology. The invention of fiber

can be traced back to 4000 years old arch in China built up by mixing earth clay with fibers or

the Great Wall constructed 2000 years ago [27]. In the early 1900s, Warren Brothers

Company of Boston, MA, patented their use of asbestos fibers in sheet asphalts and bridge

pavements for the purpose of bleeding prevention of asphalt mix during humid weather

service [28]. Asbestos fibers were then further used in cold-laid asphalt pavements to prevent

segregation of aggregate during the placement process [28]. Asbestos has been a standard

component of asphalt bridge planks, bituminous joint filling compounds, seal-coating

compounds, asphalt curbing, and pavement for years [28]. Kietzman [28] reported that

asbestos fibers may significantly increase the plastic strength of asphalt mixes. However, the

use of asbestos fiber in asphalt concrete was continued until the 1960s [29] and no longer

available due to health hazard and environmental concerns [28-30].

In 1954, Williams [31] used wire mesh reinforcement into asphaltic concrete pavement

overlays to assess its effectiveness in preventing reflection cracking of bituminous concrete

overlying cement concrete pavements and lateral displacement of bituminous concrete

pavements when it is subjected to accelerating and decelerating traffic. However, the

researcher observed some difficulty in buckling and deforming of the wire mesh during

paving. In 1961, Deen and Florence [32] further reported on the same project conducted by

Williams [31] on field performance of test sections. They revealed that wire mesh

significantly prevent reflection of cracking of joints and replacement patches of bituminous

overlay on cement concrete pavements. Nevertheless, no comments or conclusions with

regard to the use of wire mesh in preventing lateral displacement of the bituminous overlay

when it is subjected to accelerating and decelerating traffic.

In the 1970s, due to health and environmental concerns associated with the use of

asbestos fibers, researchers start to practice other types of fiber in asphalt concrete which are

synthetic fibers such as polyester, polypropylene, and mineral fibers like slag wool and rock

wool [30]. In 1980s, more researches has been done on the use of synthetic fibers in HMA

pavement in an attempt to prevent or at least retard the occurrence of pavement cracking on

pavement [30]. Hence, the use of synthetic fibers were then explored for the purpose of



reinforcement due to its superior performance in term of tensile strengths and durability in

asphalt concrete [30].

3. FUNDAMENTAL PROBLEMS INCORPORATING FIBRE IN

ASPHALT CONCRETE MIXTURE

Utilization of fiber to enhance material properties have a scientific background in recent years

in civil engineering. Basically, the use of fiber as reinforcing materials is mainly for the

purpose in providing extra tensile strength in the asphalt mix that may increase the amount of

strain energy which can be absorbed throughout the processes of fatigue and fracture of the

mixture [33]. Theoretically, stresses can be transmitted to the strong fibers, thereby reducing

the stresses on the relatively weak asphalt mix. The existence of good adhesion between fiber

and asphalt binder helps to efficiently transfer the stresses and a larger surface area on the

fiber can support this adhesion [24]. However, use of fibers to make high performance

reinforced asphalt mixes need to be improved due to lack of understanding on reinforcing

mechanisms and ways of optimizing fiber properties [34]. Too long fiber can create the

balling problem where some of the fiber may lump together and cannot achieve a suitable

blend in the asphalt concrete while too short fiber cannot provide a suitable reinforcing effect

in the mix [34]. Furthermore, fiber needs to be homogeneously distributed in the mixture to

prevent stress concentrations [29]. Too low fiber content may increase the probability of

creating a weak cross section for cracks propagation in the surface while too high fiber

content may reduce the cohesion between aggregates and shrink all fibers in one place [35].

Therefore, it is essential to select an appropriate amount of fiber and optimize the fiber

characteristic in the asphalt mixture.

In bitumen-fiber mastics, bitumen is called as the matrix material, the characteristics of

which are changed by using fibers in the matrix as the stabilizing additives. Fibers are usually

added for preventing the binder from draining out when the asphalt mixture is hot. Mastic that

consist of fibers and bitumen can be considered as the medium that binds the aggregate

together, thus becoming an essential part of hot-mix asphalt concrete. The mechanism of fiber

that affects the bitumen is complex, and the effects on pavement performance is intense. The

use of fibers in the mixture with bitumen may increase the stiffness of the binder, which can

cause brittleness in the asphalt mixture. Pavement distress will occur when there is too much

stiffening and it involves the disintegration and fracture under the influence of climate and

traffic loading. Hence, the understanding of the bitumen-fiber mastics properties is essential

in order to have better control in the performance of asphalt pavements as it is poorly

classified scientifically [36].

4. MIXING METHOD OF FIBRE IN ASPHALT CONCRETE MIXTURE

Generally, there are two mixing methods used to disperse the fiber in asphalt concrete

mixture, namely dry process and wet process [23,37-39]. Figure 1(a) shows the dry process,

which mixes the fibers with aggregates that functions as the binder in the mixture. While in

the wet process as displayed in Figure 1(b), depending to the type of additive and its nature,

the additive is mixed with aggregates before adding binder [23,38,40] or added after mixing

the binder and aggregates as a part of solid materials [40]. Normally, the dry process is

preferred over the wet process. Furthermore, the field work done on fiber reinforced asphalt

mixture has commonly utilized the dry process, probably because of the production problems

that introduces fibers directly into the asphalt [23]. The advantages and disadvantages of these

two methods are summarized in Table 1.



(a) Dry Process [43]

(b) Wet Process [44]

Figure 1 Mixing method of fiber in asphalt mix

However, some of the researchers modified the mixing methods to achieve better

dispersion of fiber. For instance, instead of mixing the waste plastic bottle (PET) by the dry

process, Ahmadinia et al., [41] added the PET after adding the bitumen and blended with the

aggregate into the mixture called modified dry process. It is hypothesized that the modified

dry process will result in slight changes in the shape and properties of PET during mixing.

Therefore, it is essential to make a comparison in the performance of asphalt mixes prepared

with PET by both dry and modified dry processes in order to determine the viability of each

process [37]. Alidadi and Khabiri, [35] visually comparing both approaches to find the most

efficient method of Polypropylene (PP) fiber. They recognized that dry method was suitable

for PP fiber due to it homogenous dispersion and fiber placement through the mix. However,

in another study conducted by Zahedi et al. [42], the researchers did a trial blend of

Polypropylene fiber (PP) by the wet and dry method to observe the homogeneity of fiber in

the asphalt mixture. The observation of blending fiber by wet process shows that the fibers

were shirked and there was no mixing between fibers and other materials. Meanwhile,

observation from the dry process indicates that, balling happened due to absorbing bitumen by

fibers resulted in unsuitable mixing of PP fibers with aggregates. Hence, they claimed that

both wet and dry method was not appropriate methods for mixing PP fibers in the asphalt

mixture. Since there were no homogenous mixtures in these methods, they tried complex

method by mixing the aggregates and bitumen for 5 to 10 seconds by mixer before gradually

added segregated fiber into the mixture. From this method, the fibers were mixed uniformly

with the mixture. Thus, it is reported that complex method is an ideal method for constructing

and performing experiments for their research. The mixing process for the different type of

fibers is summarized in Table 2.

Table 1 Advantages and disadvantages of fiber’s mixing methods

Advantages Disadvantages

Dry

Process

Better dispersion and placement of fiber

through the mix [23,35].

Easier to carry out and normally used in

fieldwork [23].

Reduces major issues of clumping or

balling of fibers in the mixture [23].

Compromise the adhesion between

aggregate and binder because some portion

of fiber like PET may melt when added to

the hot aggregates [37].

Wet

Process

Appropriately applied in plastics such as

low-density polyethylene (LDPE), high-

density polyethylene (HDPE) and

polypropylene (PP) with the melting points

under 160°C [37]

Not melt in the asphalt [45].

Fiber will stick to each other.

Unfeasible for PET due to its high melting

point which is between 250°C and 300°C

that makes it hard to attain a homogenous

mixture and its tendency to segregate from

binder [40, 46].



Table 2 Mixing Process of Fibre

Researchers Type of Fiber Mixing Process

Hamedi et la. [47]; Moubark et al. [48];

Ramadevi et al. [49]; Zahedi et al. [42]; Qadir,

[44]; Tapkın et al. [50]; Al-Hadidy and Yi-Qiu

[51];

Polypropylene Wet

Kim et al. [52]; Sheng et al. [53]; Ye and Wu

[54]; Wu et al. [7]

Polyester Wet

Shanbara et al. [1]; Fakhri and Husseini, [55];

Alidadi and Khabiri [35]; Mahreh and Karim

[56]

Glass Dry

Button and Hunter [57] Aramid Dry

Kim et al. [52]; Alidadi and Khabiri [35] Carbon Dry

Klinsky et al. [17]; Jaskuła et al. [26];

Takaikaew et al. [58]; Aliha et al. [59];

Muniandy and Aburkaba [60]; Mondschein et

al. [61]

Forta-Fi Dry

Deghan and Modarres [46]; Usman et al. [62];

Modarres and Hamedi [40]; Moghaddam et al.

[63]; Soltani et al. [64]

Polyethylene Terephthalate Dry

5. SYNTHETIC FIBRE REINFORCED ASPHALT CONCRETE

5.1. Polypropylene Fiber

Polypropylene fibers (PP) are widely utilized as a type of reinforcing agent in concrete [65]

and one of the most widely used polymers in the world because of the widespread availability,

low manufacturing cost, [66] low density, high softening point and good mechanical

properties [42]. The three-dimensional reinforcement offered by PP helps the concrete to

become more tough and durable [67]. Table 3 displayed the engineering indices of PP fiber.

Table 3 Physicochemical Indices of Polypropylene fibers [68]

Indices Data

Colour Natural White

Density (g/cm3) 0.91

Length (mm) 12–19

Diameter (µm) Around 100

Melt point (◦C) 160–170

Flash point (◦C) 590

Tensile strength (MPa) 560–770

Elastic modulus (MPa) 3500

Thermal and electrical conductivities Very low

Corrosion resistance to acid and alkali Very strong

Figure 2 Polypropylene fibers [44]



Utilization of PP (Figure 2) is not only limited to the concrete industry as it is also can be

utilized in highway construction. Tapkin [67] reported that the addition of polypropylene

fibers offers a positive impact on the performance of asphalt pavements. The increase of PP

contents exhibited higher stability index, 58% for the fabricated reinforced specimen

incorporating 1% of PP fibers and extends the fatigue life by 27% [67]. Kim et al., [52] noted

that PP fibers enhanced the Marshall stability, indirect tensile strength, and moisture

susceptibility, at a volume fraction of 0.5%. Abtahi et al. [69] discovered that PP modified

asphalt concrete contribute to the higher performance of asphalt concrete mixture. The results

show Marshall stability and percent of air void increase while flow property decreases. Al-

Hadidy and Yi-qiu [51] had inferred that the PP-modified asphalt mixtures performed better

in comparison to traditional mixtures in term of Marshall, indirect tensile strength and

compressive strength. On the other hand, the temperature susceptibility was also decreased

after adding PP in the asphalt mixture.

Habib et al. [70] performed dry and wet methods to evaluate the effect of both the mixing

processes on asphalt mixture. The result shows that 3% PP modified wet bituminous mixture

exhibited good performance in terms density, stability, and stiffness compared to 1% and 2%

wet bituminous mixture. Meanwhile, the dry bituminous mixture containing 1% of PP

displayed better than 2% and 3% PP dry bituminous mixture in term of stability, flow,

density, and stiffness.

5.2. Polyethylene Terephthalate Fiber

Polyethylene Terephthalate (PET) is a thermoplastic polymer resin of the polyester [40]

produced by polymerization of ethylene glycol and terephthalic acid and is broadly used to

produce plastic bottles [40,46]. The engineering properties of PET is shown in Table 4. Most

of the PET production in the world is for synthetic fibers with bottle production [37,71]

accounting for about 30% of the global demand [71]. The life span of PET is longer due to

high resistance to biodegradation and as a result, large quantities of PET waste are

accumulated [72] causing a serious environmental challenge [37,73]. With the increasing

concern of keeping the environment clean, highway industry recycles the PET waste by

adding it as an additive in asphalt concrete or as a substitution of fine aggregate. PET can be

added either by the dry and wet process. However most of the researchers adopted dry process

by adding PET into asphalt mixture as a part of solid materials due to its high melting rate

which is between the temperature of 250oC up to 300oC as it impracticable to mix by wet

process because of non-homogeneity dispersion, where the temperature of binder during the

mixing time is substantially less than its melting point, therefore it is not usually possible to

attain a homogeneous distribution of PET using the wet process [37].

Table 4 Engineering properties of PET [64]

Property Data

Specific gravity, g/cm3

1.35

Water absorption, % 0.11

Tensile strength, Psi 11,500

Tensile Modulus, Psi 4x105

Elongation at break, % 70

Flexural strength, Psi 15,000

Flexural modulus, Psi 4x105

Approx. glass transition temperature, oC 75

Approx. melting temperature, oC 250



Choudhary et al. [37] evaluate the effect of PET Size ranging between 2.36–1.18 mm and

0.30–0.15 mm, PET contents of 2.5%, 5.0%, and 7.5% by weight of binder, and both dry and

wet mixing process on the properties of PET modified asphalt mixes. The results showed that

the modified dry process increased the Marshall stability in comparison to the dry process for

every PET contents and sizes. However, the stability of PET modified mixes by using both

dry and modified dry process depicted a significantly higher than the control mix for the PET

content up to 5%. The PET size had also influenced the volumetric properties of the mix

where the increased of PET in asphalt mix contributed to the increase of bulk density, lower

air voids, WMA and VFB. Besides that, better resistance to moisture damage was discovered

for the mix fabricated by modified dry process where the tensile strength ratio (TSR) was

significantly higher than the mix produced by dry process and up to 5% of PET size reflected

to the higher TSR value. Therefore, the researchers claimed that PET modified mixes that was

produced through a modified dry process with coarser PET size had shown comparatively

greater performance in terms of volumetric, Marshall parameters, and resistance against

moisture induced damage. In another study by Moghaddam et al. [63], a response surface

methodology (RSM) was performed to optimize the asphalt content and polyethylene

terephthalate (PET) in asphalt mixtures with concentration of PET and binder content varies

from 0% to 1% and 5 to 7% by weight of aggregate particles respectively. The experimental

results indicated that the amount of 5.88% of asphalt content and 0.18% of PET were

determined as the optimal values to satisfy the requirements of the Marshall mix design.

Previous studies also reported the potential of PET to be reused as an additive in asphalt

concrete. Results showed that, the addition of PET in asphalt mix enhanced the resistance

against permanent deformation and rutting [39,74]. Meanwhile, Deghan and Modarres [46]

reported that PET modified mixture had reduced the flexural stiffness of asphalt through the

4-point beam bending test.

5.3. Polyester Fiber

Polyester fibers act as a good additive for asphalt mixes and have been broadly used in asphalt

pavements in recent years [75]. The physical properties of polyester fiber are shown in Table

5. According to Anurag et al. [76], polyester is a type of synthetic fiber that have been used in

pavements to reduce the reflective cracking. Shunzhi et al. [77] evaluated the effects of fibers

in reinforcing asphalt binder under low temperature. They had reported that the addition of

polyester fiber can produce notable improvement in the tensile properties of the fiber

reinforced asphalt particularly in the aspect of failure tensile strain. Sheng et al., [53]

conducted a comparative study on the SMA mixture with four different fibers; flocculent

lignin fiber, mineral fiber, polyester fiber, and blended fiber to investigate the effects of fibers

on the percent voids in mineral aggregate (VMA) in asphalt concrete. It is seen that polyester

fiber and natural fiber had significantly influenced the volumetric properties, and, therefore,

displayed better VMA compared to traditional SMA blend with lignin fiber.

Table 5 Physical properties of polyester fibre [53]

Property Value

Length, mm 6

Diameter, µm 20

Relative density 1.317

Melting points, oC 260

Tensile strength, MPa 750

Oil absorption rate, times 4.1

Moisture absorption rate, % 2.43



Anurag et al. [76] discovered that, the addition of the polyester fiber had improved the

wet tensile strength and tensile strength ratio (TSR) of the modified mixture, increase the

toughness value in both dry and wet conditions as well as increase the void content, asphalt

content, unit weight, and Marshall stability. Wu et al. [7] reported that, the fatigue property of

asphalt mixture is improved with fibers addition, especially at lower stress levels in

comparison to the mixture without fiber. Zahedi et al. [78] revealed that specimen

incorporating 0.5% polyester fibers depict about 21% higher strength than the base specimen

and it is suitable for moderate weather and less traffic volume.

5.4. Forta-Fi Fiber

Forta-Fi® fiber is one of the synthetic fiber mainly composed of aramide Kevlar 29,

polyolephin fibres and other materials manufactured by Forta Corporation in the USA. Forta-

Fi® is a high tensile strength synthetic fiber blend that is formulated for the purpose of

reinforcing the asphalt mixes in both new construction or rehab projects. Kevlar 29 aramid

fibers have high tensile strength and are considered as three-dimensional asphalt

reinforcement that can help to increase the resistance of asphalt mixture. Aramid fibers are

known for their strength and durability in both high and low temperatures and will not melt in

the asphalt mix. Polyolefin in the fibers will melt in the temperature range of asphalt mixture

and works as a modifier of bitumen [79]. The engineering properties of Forta- Fi fiber is

depicted in Table 6. Forta Corporation recommends adding Forta-Fi (Figure 3) fiber at a rate

of 0.5 kg per ton of asphalt mixture.

Table 6. Physical properties of Forta-Fi fibre [80]

Material Polypropylene Aramid

Form Twisted fibrillated Monofilament

Specific gravity 0.91 1.45

Tensile strength, Mpa 483 3000

Length, mm 19.05 19.05

Acid/Alkali resistance Inert Inert

Decomposition temperature, oC 157 .>450

Figure 3 Forta-Fi®

The potential improvement of asphalt mix incorporating Forta-Fi fiber has attracted

pavement researchers to explore the benefits brought by this fiber either in field site or

laboratory simulation. In order to improve the performance of asphalt concrete pavement in

Thailand, Takaikaew et al. [58] conducted a laboratory study to evaluate the performance

characteristics of the modified asphalt mixture with various asphalt binders. It is seen that,



adding Forta-Fi fiber at 0.05% by mass of total mix had significantly improved rutting

resistance, fatigue life, and resilient modulus of the asphalt mixture. They also revealed that,

fiber reinforced mixes experienced higher recoverable deformation and tensile strength

against control mix which contributes to a better resistance in permanent deformation and

crack propagation. They claimed that incorporating fiber in asphalt pavement helps road

surface pavement perform better and last longer over traditional asphalt concrete pavement.

However, Jaskula et al. [26] discovered that the permanent deformation of asphalt

mixture with Forta-Fi fiber at high temperature was not improved over the traditional

mixtures. This can be seen when adding 0.05% of Forta-Fi fiber by weight of mixture,

dynamic modulus of asphalt mix for binder course (35/50) was slightly increased for most

frequencies if compared to the control mixture whereas binder course containing polymer

modified bitumen (25/55-60) depicts no significant changes between the mixtures with and

without fibers. On the other hand, wearing course incorporating fibers confirmed their ability

to enhance properties at low temperatures. Bending beam test and fracture mechanisms theory

were used to assess the low temperature cracking. The result from these methods shows that

the addition of Forta-Fi fibers in asphalt mixtures performed better in term of low temperature

cracking. The mixtures with fiber increase the flexural strength, critical strain and reduce the

flexural stiffness modulus in -20°C and also higher fracture energy than asphalt mixture with

no fibers.

In another study reported by Aliha et al. [59] who assess the influence fibers on low-

temperature behavior of warm mix asphalt (WMA) materials. The comparison has been made

between Jute fiber and Aramid-Polyolefin fiber. Semi-circular bending test was conducted on

both fiber to obtain the result of the fracture toughness of WMA. It is determined that both

fibers are able to intensify the fracture resistance of WMA mixtures in comparison with the

unmodified mixture. However, the use of synthetic fiber will result in greater crack growth

resistance of asphalt mixture at the test temperatures of 0oC, -10

oC, and -20

oC. Thus, they

have claimed that Forta-Fi fiber may contribute a better resistance characteristics for crack

growth more than the Jute fiber for the WMA mixture.

A study also has been conducted at Arizona State University by Kaloush et al. [80] to

evaluate the performance of FORTA Fiber-Reinforced Asphalt Mixtures placed on Evergreen

Street in Tempe, Arizona with the overall length of pavement section equal to 211 feet. A

comparison has been made on asphalt mixture with zero fiber, a mixture that contained 1-lb

(0.45kg) and 2-lb (0.91kg) of fiber per ton of asphalt mixture. The samples were brought back

to Arizona State University laboratory for testing. The mohr coulomb envelope was

developed for all type of mixtures. The results revealed that a mixture containing 2-lb fiber

experienced higher cohesion, c in comparison to other mixture which indicates that the 2-lb

fiber mixture has higher resistance to shearing stress. However, its internal fraction, ϕ depicts

the lowest value where 1-lb shows improvement in term of an internal fraction, ϕ over

mixture with zero and 2-lb fibers which mean that 1-lb fiber mixture contributed to the

increase in strength and reduce the potential of permanent deformation. Besides that, the

flexural strength test shows the improvement of flexural strength for 1-lb fiber/ton mix while

2-lb fiber/ton mix decreased the flexural strength, and this may be due to the excessive fiber

content in the mix. Thus, they claimed that 1-lb fiber mixture yields the best performance of

fiber asphalt mix as per suggested by the manufacturer where 0.5 kilograms per ton asphalt

mix is the optimum weight to be added in the asphalt mixture. They also revealed that high

variability was observed which mainly due to the variance of the fiber distribution and

orientation within the samples. Further information on this study can refer to Kaloush et al.

[80].



5.5. Glass Fiber

Glass fiber offers interesting properties as a reinforcing material due to its strength and

flexibility since it is thermally and chemically stable at bituminous mix temperatures of

200°C [81]. Glass fiber (Figure 4) is an inorganic fiber with high tensile strength and has been

used to alter asphalt mixture effectively in order to enhance the deformation [82]. The

utilization of glass fiber reinforced bituminous mixes may rise the construction cost but then

minimize the cost of maintenance due to its advantages [56]. It is broadly used due to

mechanical properties and affordable price compared to different carbon fibers, aramid and

basalt [35]. The properties of glass fiber are shown in Table 7.

Mahreh and Karim [56] had evaluated the fatigue characteristics of stone mastic asphalt

mix reinforced with different amount of fiber glass. It is seen that, the additional of glass fiber

had lessened the stability but it had increased the void in the mixture. Additionally, asphalt

concrete mixture with more than 0.2% fiber content had resulted lower resistance to

permanent deformation. They also revealed that fiberglass has the ability in resisting the

structural distress that occurs in road pavement due to the increased of traffic loads. Thus, it

decreases fatigue life by improving the resistance level against cracking and permanent

deformation particularly at greater stress level. In another study, Shukla Tiwari and

Sitaramanjaneyulu [83] conducted a study to evaluate fatigue life, skid resistance and rutting

resistance of asphalt mix prepared with glass fiber. The results indicated that glass fiber

modified asphalt mixes increased flexural stiffness and resilient modulus, enhanced resistance

to permanent deformation and displayed higher fatigue life cycles in comparison to

conventional asphalt mix. Morea and Zerbino [84] reported that glass macro-fibers enhanced

the fracture resistance of the asphalt concretes. Fiberglass had a greater effect on increasing

rutting resistance and increase the percentage of glass fiber in the mix tends to increase the

ratio of Marshall leading to rutting reduction as discovered by Khabiri and Alidadi [35].

Table 7 Properties of glass fibre [55]

Indices Data

Glass type E-glass

Specific gravity, g/cm3

2.58

Length, mm 12

Tensile strength, MPa 3100 – 3400

Softening point, oC 840

Filament diameter, µm 13

Length/diameter ratio 923

Moisture content, % 0.03

Loss of ignition, % 0.57

Figure 4 Glass fibers [55]



6. CONCLUSION

This paper reviewed the potential of utilization synthetic fibers in flexible pavements as

reinforcement in asphalt concrete. Utilization of synthetic fiber has strongly improved the

performance of asphalt mixture such as rutting and fatigue cracking as per discussed in

respective fiber type in this paper. In addition, there are two potential methods to introduce

fiber in asphalt concrete; the wet and dry processes. The method for dispersing the fiber in

asphalt mix should be done carefully to obtain a homogenous distribution within asphalt mix

because different fiber has its respective properties and the mixing process depends on its

properties. Finally, it is recommended that the detailed investigation should be done on the

fiber like reinforcing mechanisms as well as optimum fiber content in asphalt concrete.

Furthermore, the performance of fiber in asphalt mixture is inconsistent, therefore it is a need

to evaluate the fiber distribution and orientation within asphalt mixture with the aid of

scanning electron microscopy or x-ray computed tomography scan. The information on the

orientation of fiber in asphalt mixture either vertically or horizontally is essential as well as its

orientation factors is crucial to completely understand the reinforcing and mechanism of fiber

in the asphalt mixture.

ACKNOWLEDGEMENTS

The authors would like to acknowledge the Research Management Centre (RMC) and Office

for Research, Innovation, Commercialization and Consultancy Management (ORICC),

UTHM, Batu Pahat, Johor for providing financial support through the university research

grant vote H016.

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