The Journal of Engineering Research (TJER), Vol. 17, No. 1, (2020) 34-40

*Corresponding author’s e-mail: saabta75@yahoo.com

DOI:10.24200/tjer.vol17iss1pp34-40

A C O M P A R A T I V E S T U D Y O F P H Y S I C A L P R O P E R T I E S U S I N G
V A R I O U S GR A D E S A S P H A L T B I N D E R W I T H D I F F E R E N T

T Y P E O F F I B E R S

Sady A. Tayh a,*, Rana A. Yousif b, and Qais S. Banyhussana
a Highway and Transportation Engineering Department, Faculty of

Engineering, Mustansiriyah University, Baghdad, Iraq
b Highway and Transportation Engineering Department, Faculty of Engineering, Mustansiriyah

University, Baghdad, Iraq

ABSTRACT: For a long time, bitumen has been utilized as the essential material for asphalt pavement
construction. The factors of increasing axle loads, increasing traffic movement, critical climate conditions and
many forms failures in construction have steered many researchers to seek some methods to enhance the asphalt
binder properties. Even though various types of modifiers have been utilized in strengthening asphalt concrete,
fibers have attracted the most attention due to their high and desirable characteristics. It is realized that the good
distribution of the modifier in asphalt binder can generate a strong network in the interior structure of the blend,
causing bitumen mastic to be more coherent. In this study, a laboratory investigation of the rheological and
physical properties of various grades of bitumen modified by two types of fibers was conducted. Three grades of
asphalt were used in this study (60-70 penetration grade, 80-100 penetration grade and PG-76 grade) with two
types of fibers with different percentages- Cellulose oil palm fiber (COPF) (0.15, 0.3, 0.45, 0.6, and 0.75%) by
weight of asphalt and carbon fiber (0.75, 1.25, 1.75, 2.25, and 2.75%) by weight of asphalt. The results showed
enhancement in physical performance of the modified bitumen in terms of the decrease in penetration values, as
well as a rise in the softening point and viscosity values. The fibers’ modified asphalt binders showed improved
rheological properties and can raise the grade of asphalt depending on the base asphalt type.

Keywords: Carbon fiber; Cellulose oil palm fiber; Asphalt grade; Modified bitumen; Rheology.

االسفلتية المثبتاتمختلفة من درجاتلتأثير أنواع مختلفة من األلياف على الخصائص الفيزيائية

قيس صاحب بني حسن و رنا عامر يوسف ، * سعدي عبد تايه

المحور على حمولة ثقل العوامل مثل و لقد دفعت عدة سفلت. األ في الرصف ب كمادة أساسية يستخدم القار بعيد كان وال يزال منذ زمن :الملخص
قوية بعض الطرق لتلسعي إليجاد في البناء العديد من الباحثين ل قصوروالعديد من أشكال ال قاسيةوزيادة حركة المرور والظروف المناخية ال

، إال أن األلياف جذبت سفلت األ مواد تماسك في تقوية مواد المحسنة على الرغم من استخدام أنواع مختلفة من الو. سفلت األ تماسكمواد خصائص
شكل ت سفلت يمكن أن األ تماسك ل للمادة المضافة المتساوي توزيع الأن الحظنا قد ووالمرغوبة. عالية أكبر قدر من االهتمام بسبب خصائصها ال

حول مخبريهفحوصات إجراء ب ألدراسةو قمنا في هذه . كبيرا تماسًكا عجينة االسفلت تماسكمما يؤدي إلى للمزيجشبكة قوية في البنية الداخلية
درجة )70- 60ثالث درجات من األسفلت ( منا استخد حيث نوعين من األلياف. باستخدام والفيزيائية لمختلف أنواع القار المعدل حركية الخواص ال
، COPF) (0.15(الزيت نخيل السليلوز من ) مع نوعين من األلياف بنسب مختلفة. ألياف (PG-76درجة إختراق و درجة 100- 80إختراق ،

سفلت. أظهرت النتائج وزن األ من )٪ 2.75، 2.25، 1.75، 1.25، 0.75وزن األسفلت وألياف الكربون ()٪ من 0.75، 0.6، 0.45، 0.3
مواد تماسك المعدل من حيث انخفاض قيم االختراق ، وكذلك ارتفاع في درجة التليين وقيم اللزوجة. وأظهرت لألسفلت الفيزيائي اء تحسن في األد

سفلت حسب نوع األسفلت األساسي.األ جودة ولوجية محسنة يمكن أن ترفع درجة ب أللياف خصائص ي با سفلت المعدلة األ

.لخواص الحركية ا ؛ القار المعدل ؛ االسفلت درجة ؛ نخيل الزيت ؛ الياف السليلوز ؛ الكربون ألياف الكلمات المفتاحية:

A Comparative Study of Physical Properties Using Various Grades Asphalt Binder with Different Type of Fibers

1. INTRODUCTION

The continuous increase in axle loads, increase in
traffic movement, critical environment circumstances,
and failures in pavement construction as well as the
an enormous increase in asphalt binder prices have
justified endeavors of many researchers to seek some
methods to enhance bitumen properties by producing
higher viscosity low-priced asphalt for pavement
construction. There is an extensive range of
applications of bitumen modifiers in road construction
(Muniandy et al., 2008).

Regarding the rise in the consumption of bitumen
all over the globe, several experiments were
conducted to boost the characteristics of such product.
Besides the developments in the field of designing
concept and applying asphalt pavement, these trials
have led to using more suitable materials required for
the construction of asphalt pavement. Such materials
may be used straight as modifiers to strengthen or to
enhance the fundamental components of bitumen
(Airey, 2004).

1.1 Carbon Fiber Modifier
Many types of additives were utilized to maintain

the phase composition and advance the engineering
properties and supply more strength to asphalt
pavement (Ahmedzade, 2013). Lately, the appliance of
fibers, as a method for asphalt modification, has
concerned many researchers. This is due to their
intrinsic compatibility with bitumen and exceptional
mechanical characteristics, as carbon fibers could
supply a good promise for asphalt modification.
Modifying asphalt mastic with carbon fiber is expected
to increase stiffness and permanent deformation
resistance as well as improving fatigue characteristics
of the mixture. The cold service temperature behavior
of carbon fiber-modified asphalt mixtures was
expected to be boosted as well due to the high tensile
strength of the carbon fiber (Cleven, 2000).

Nejad et al. (2014) conducted research utilizing
carbon fiber to strengthen asphalt concrete. The
outcomes showed that the use of carbon fibers in the
asphalt concrete can noticeably improve the
mechanical properties that benefit all the related fields
involved issues like construction and maintenance.
Physical properties of various types of fibers and their
enhancing and strengthening influence on bitumen
mastic properties were studied by many researchers
(Ling et al., 2014; Wu et al., 2015). Their results
revealed that fibers can shape a three-dimensional
space composition in bitumen that may transfer and
buffer the applied loads. This network can offer a
decrease in drain-down of asphalt binder from the
mixture throughout forming a thicker mastic coating
for aggregate particles. Fibers can efficiently enhance
the rutting resistance of asphalt mastic.

1.2 Cellulose Fiber Modifier
The introduction of cellulose fibers, from annually

renewable resources, is now a well-liked prevalence
in the reinforcement of asphalt mastic. These offer
advantages to the environment in relation to the
degradability as well as utilization of materials from
natural resources (Rout et al., 2001). Cellulose is
respected as the main framework element of the fiber
structure. The benefits of natural lingo-cellulosic
fibers over conventional strengthening materials are
the satisfactory mechanical properties, low price, low
density, suitable thermal properties, non-abrasivity,
and improved energy salvage (Doan et al., 2006;
Abiola et al., 2014).

There are some researches that has attempted to
investigate the potential of cellulose fibers to bolster
asphalt binder. Kumar et al. (2004) studied the
modification of SMA with two types of fibers, jute
and synthetic. Jute fiber SMA mixtures showed better
permanent deformation and higher creep modulus
than synthetic fibers SMA mixtures. Yang et al.
(2006) investigated the resistance to deformation
resistance of cellulose and polyester fibers modified
bitumen. The achieved results displayed the
significant improvement of the rut resistance.
However, polyester fibers were relatively better
regarding the rutting resistance than cellulose fibers
samples do.

Some researchers evaluated the influence of date
palm and textile fibers on open graded course mixture
characteristics. The results have shown that the
utilization of fibers in the asphalt mixture led to a
considerable decrease in drain-down contrasted to
other types of modified mixtures (Hassan and Al-
Jabri, 2005; Sharma and Goyal, 2006). Muniandy and
Huat (2010) used Cellulose fiber extracted from oil
palm bunch to study the rheological performance of
asphalt binders. The tests have shown the base binder
(PG64-22) could be upgraded to PG70-22 grade as
well as improving the fatigue performance of SMA
mixture. The optimum cellulose fiber to be introduced
to the base bitumen was found to be 0.6%. Another
research conducted by Muniandy et al. (2008) dealt
with the advantage of the Date Empty Fruit Bunch
(DEFB) and Oil Palm trees to generate cellulose fiber
to be used as additives in the bitumen. The outcomes
showed that the used fibers improved the rheological
properties of the asphalt mastic by increasing the PG
grading two steps from PG58 to be PG70 at 0.3% oil
palm cellulose fiber concentration.

Other researchers have attempted to study the
influence of several cellulose fiber types and
percentages on rheological and physical rheological
properties of bitumen. The cellulose fiber modified
bitumen displayed an increase in viscosity and
softening point values as well as a reduction in
penetration with increasing cellulose fiber content.
The rheological tests showed an improvement in
rutting resistance and fatigue cracking
(Maniruzzaman et al., 2015a; Maniruzzaman et al.,
2015b; Al-Otaibi et al., 2016; Bonica et al., 2016).
According to the literature stated above, the

Sady A. Tayh, Rana A. Yousif, and Qais S. Banyhussan

application of fibers and tire crumb rubber in asphalt
may enhance the mechanical behavior represented by
fatigue performance, strength, and Marshall Stability.
However, for comparative purposes, the extent of the
effect of each type of modifiers and their optimum
proportion of adding them to the base asphalt cement
have a big influence on the implementation of
bitumen. So, the major objective of this study is to
realize the best additive amongst them and the best
percentage for strengthening bitumen mortar
throughout a series of tests on the rheological and
physical properties of the modified and unmodified
bitumens. To this end, cellulose oil palm fiber, carbon
fibers, and tire crumb rubber with different
proportions by weight of the binder are added to three
types of binders (80/100, 60/70, and PG75) to be
tested and evaluated.

2. MATERIALS AND METHODS

2.1 Asphalt Binders

Traditionally the 80/100 binder is incapable of
opposing the heavy weights from different trucks
because it does not have a suitable fatigue and rutting
performance. The use of modifiers such as crumb
rubber and fibers may improve the service properties
of the asphalt mastic by different mechanisms.
Therefore, for the purpose of investigating the effect
different additives on different grade asphalt binders,
three grades of asphalt were used as base asphalt
binders (80-100 and 60-70 penetration grade asphalts
as well as PG-76 performance grade asphalt). The
laboratory assessments were conducted in order to
estimate the binders’ properties for penetration,
softening point, viscosity, specific gravity, and
ductility. Table 1 shows the physical properties of the
three base binders used in this study.

2.2 Additives
Two types of additives were used in this study:

2.2.1 Carbon Fiber: The physical properties of carbon
fiber employed in this research are summarized in
Table 2.

2.2.2. Cellulose Oil Palm Fiber (COPF): The oil
palm bunches were collected from a plantation area
then cut into small pieces. The cellulose oil palm
fibers were made by chemical-R of pulping method.
The oil palm fibers used are with a moisture content
of about 5% and a cellulose content of at least 75%
and a pH of 7±5%. The ash content is 3.5% and the
density is about 1.5 g/cm3. The cellulose oil palm
fiber size distributions are presented in Table 3.

2.3 Preparation of modifier-asphalt mastic
Modified asphalt binder specimens were made

according to standard techniques employed and

published in several journal researches. All the
prepared samples were derived from the same neat
asphalt binder sources.
Two kinds of fibers (cellulose oil palm fiber, and
carbon fibers) were used as modifier. A high shear
mixer was used to achieve an excellent distribution of
fibers into the base binders with a revolution of about
1000 rpm. The fibers were discretely placed into the
oven at 105°C for 24 h to make sure that the least
moisture, and a 500 g sample of bitumen were put
into a container and heated at 160°C for 30 min to
soften it prior to blending. To explore the effect of
fibers on bitumen mortar, various fiber proportions in
the asphalt mortars were added. The cellulose fibers
(COPF) contents used were (0.15, 0.3, 0.45, 0.6 and
0.75%) by weight of asphalt, while the carbon fiber
contents used were (0.75, 1.25, 1.75, 2.25 & 2.75%)
by weight of asphalt. Blending then continued at
160°C for 30 min to provide a homogeneous blend. In
order to prevent the contrary influence of extreme
heating, the temperature was cautiously observed
using a thermometer with a thermocouple probe. After
completion, the modified binder was extracted from
the metal tins and separated into small containers
enclosed by aluminum foil then kept for further
testing at room temperature.

3. RESULTS AND DISCUSSION
3.1. Conventional tests

The traditional tests, like penetration (ASTM D5),
softening point (ASTM D36) and viscosity (ASTM
D4402), were first conducted for the neat binders and
then for modified binders according to standards.

3.1.1 Penetration test: Figs. 1 and 2 show penetration
test results for neat and modified asphalt binders.
From this figure, it can be noticed that, with the
increase in the percentage of modifiers, the value of
penetration decreases. On the other hand, the figures
show that cellulose fiber modified binders have higher
values of penetration as compared with carbon fiber
asphalt binder samples. The penetration value of the
modified high-quality binder samples (PG76) did not
change significantly.

Table 1. Physical Properties of Asphalt Cement.

Binder properties Specification 80-100 PG-76 60-70

Penetration (25 °C,
100gm, 5 sec.)
(0.1mm)

ASTM D5 84 33.5 63.5

Softening point (ring
& ball) °C

ASTM D36 46.5 73.5 49

Viscosity at 135°C
(cP)

ASTM D4402 297.45 1541.8 382.3

Ductility (25°C,
5cm/min).

ASTM D113 >100 >100 >100

Specific gravity at
25°C (g/cm3 )

ASTM D70 1.036 1.03 1.04

A Comparative Study of Physical Properties Using Various Grades Asphalt Binder with Different Type of Fibers

Table 2. Physical Properties of Carbon Fiber.

Source
100% carbon fiber
from Japan

Tensile strength
(GPa)

3.53
0

Yarn type 12K carbon fiber Tensile Modulus
(GPa)

230

Chopped
length (µm)

150 Carbon content
(%)

≥ 95

Filament
diameter (µm)

7.0 Density (g/cm3) 1.76

Table 3. Cellulose Oil Palm Fiber Size Distribution.

No. Sieve size (µm) % Passing

1 580 90

2 425 80

3 250 65

4 180 55

5 150 35

6 106 20

Table 4. The Maximum Allowable Percentage of Additives
to Each Base Binder Type.

Additive Type Binder Type Max. Additive %

Carbone Fiber
80-100 1.75
60-70 1.35
PG76 1.1

Cellulose Fiber

80-100 0.28

60-70 0.23

PG76 0.1

Figure 1. Effect of Carbon Fiber Content on Penetration for
Asphalt Binders.

Figure 2. Effect of Cellulose Fiber Content on Penetration
for Asphalt Binders.

Figure 3. Effect of Carbon Fiber Content on Softening
Point for Asphalt Binders.

Figure 4. Effect of Cellulose Fiber Content on Softening
Point for Asphalt Binders.

Figure 5. Effect of Carbon Fiber Content on Viscosity for
Asphalt Binders.

Figure 6. Effect of Cellulose Fiber Content on Viscosity
for Asphalt Binders.

3.1.2. Softening point test: The outcomes of the
softening point test for the three types of binders and
two types of fibers are shown in Figures 3 and 4. It can
be seen, as opposed to the penetration measurements,
with increasing the fiber percentage, the softening
point increased. There were somewhat significant
changes in softening point values liable on the sort of
the base binder. However, the softening point values
for the high-quality asphalt binder (PG76) modified by

Sady A. Tayh, Rana A. Yousif, and Qais S. Banyhussan

the two fiber types did not change significantly.

3.1.3. Viscosity tests: Figures 5 and 6 show the
viscosity values of the control and modified bitumen.
The viscosity values of the fiber modified bitumen are
greater than the base bitumen. The more modifiers are
introduced into the base bitumen, the greater viscosity
values are gained. Some viscosity values of the fiber
modified asphalt binders were higher than 3 Pa.s, and
so didn’t fulfill the requirement standard of
Superpave™. Based on that, the recommended
proportions to add each additive to each of the three
base binders used in this study were estimated and
presented in Table 4. The viscosity value is a crucial
issue for transportation of bitumen. Excessively high
value of viscosity is unfavorable when transporting
bitumen using pipelines. Thus, over-viscous bitumens
are inappropriate for use in pavement industry.

Based on the previous outcomes, the introduction
of the two fibers into the base asphalt binders
enhances the physical properties of the modified
bitumen binders as indicated by the reduction in
penetration value and increase in softening point, and
an increase in the viscosity values, thus enhancing
modified binder stiffness and increasing its capability
to resist rutting deformation.

3.2 Rheological properties for modified asphalt binder

The dynamic rheological characteristics of the
cellulose modified asphalt mastic were determined
utilizing a dynamic shear rheometer (DSR, HAAKE,
Rheo Stress RS1, Phoenix) throughout an extensive
extent of temperatures to illustrate both viscous and
elastic behaviors of unaged modified binders. Two
25mm diameter parallel plates with a gap of 1mm
were determined to do the DSR measurements. A
constant sinusoidal stress of 0.12 kPa was directed at
low strain to keep all the tests performed within the
linear viscoelastic limit. The real strain and rotation
were measured for determining viscoelastic factors,
counting complex modulus (G*) and phase angle (δ).
Furthermore, the rutting factor (G*/sinδ) was utilized
to primarily measure the rutting resistance and
stiffness of the asphalt mastics (Yi-qiu et al., 2010).

3.2.1. Temperature sweep test at high temperature:

The fundamental rheological properties of the neat
asphalt and modified bitumens, cellulose fibers
(COPF) and carbon fiber by temperature sweep test at
un-aged state using dynamic shear rheometers (DSR).
A DSR oscillation temperature sweep test was
performed at intermediate and high temperatures that
ranged from 40 to 82°C with a 6-degree step to
determine the change in binder performance as a
function of temperature and 10 rad/s (1.59 Hz)
frequency. A minimum value of 1.0 kPa for G*/sin δ is
recommended to ensure that asphalt binder could resist
well against permanent deformation at the designed
performance grade temperature. The minimum limit
for G*/sin δ is 1000 Pa for an unaged asphalt binder.

Figs. 7 and 12 present the relation between the rutting
factor and temperature during temperature sweep
test showing the failure temperatures for the two
types of modified binders.

The cellulose modified bitumens have greater
values of rutting factor than the control bitumens.
Consistent with the specification, these modified
bitumens have a reduced rutting susceptibility,
especially at high service temperature contrasted to the
base binders. From Table 5, it can be seen that the
failure temperatures of the modified asphalt binders
are greater than the base asphalt binders. As a result,
the high-temperature grade (PG) for the base binders
has been increased.

The addition of the two fiber types into the base
bitumens caused them to be stiffer. Greater G* and
G*/sinδ of these modified bitumens show that the
bitumen could sustain additional energy when loading
is directed, and similarly, they reveal that the modified
binders have better resistance to rutting and fatigue
cracking under intermediate and high service
temperatures. The asphalt binders modified with
carbon fiber mostly have similar resistance to rutting,
which are clearly better than the control bitumens. At
the same time, the base binder PG76 was the highest in
terms of rutting resistance and stiffness followed by
60/70 and 80/100 binders respectively. So, the control
binder source has a great impact on the rutting
parameter values of various binders in this research. It
can be evidently seen that the unmodified binders are
categorized as PG58, PG64, and PG76, respectively.
Coming back to the maximum failure percent of each
additive to each control asphalt type according to the
viscosity test results, the addition of 1.75 and 1.35%
carbon fiber to 80-100 and 60-70 asphalt binders,
respectively, had enhanced the PG grading two steps
for 80-100 binder from PG58 to PG70, and enhanced
PG grading one step from PG64 to PG70, while the
effect of adding 1.1% of carbon fiber to PG76 binder
did not change the PG grading significantly. The same
trend is occurring with the addition of cellulose fiber
to the three base binders, with slight differences. The
addition of 0.28 and 0.23% cellulose fiber to 80-100
and 60-70 asphalt binders, respectively, had
enhanced the PG grading two steps for 80-100 binder
from PG58 to PG70 and enhanced PG grading one
step from PG64 to PG70, while the effect of adding
0.1% of cellulose fiber to PG76 binder did not change
the PG grading significantly.

4. CONCLUSION

In this paper, the effects of adding cellulose oil palm
fiber, and carbon fiber to three asphalt binder types
were studied. There are several conclusions derived
from the results:

 The two modifiers are well dispersed in
the asphalt, due to the fact that no blocks
or agglomerates can be seen after the

A Comparative Study of Physical Properties Using Various Grades Asphalt Binder with Different Type of Fibers

blending process.



Figure 7. Temperature Sweep Test for 80-100 Asphalt
Binder Modified with Carbon Fiber.

Figure 8. Temperature Sweep Test for 60-70 Asphalt
Binder Modified with Carbon Fiber.

Figure 9. Temperature Sweep Test for PG76 Asphalt
Binder Modified with Carbon Fiber.

Figure 10. Temperature Sweep Test for 80-100 Asphalt
Binder Modified with Cellulose Fiber.

Figure 11. Temperature Sweep Test for 60-70 Asphalt
Binder Modified with Cellulose Fiber.

Figure 12. Temperature Sweep Test for PG76 Asphalt Binder
Modified with Cellulose Fiber.

Table 5. Failure Temperature of the Modified Binders.

 The addition of carbon fiber and cellulose fibers to
the asphalt binder improves the physical properties
of the base asphalt binders as indicated by the
decrease in penetration value and rise in softening
point temperatures.

 The introduction of the two modifiers into base
asphalt binders can considerably improve the
viscosity of the bitumen, which is helpful to
enhance the high temperature performance of
asphalt binders. Cellulose and carbon fibers
displayed very high viscosity values when added at
high percentages to the base asphalt binders that
exceed the specification requirement of 3 Pa.s at
135°C.

 Cellulose fibers have the most significant
enhancement to viscosity and rutting factor of
asphalt binders as compared with carbon fibers.

 Asphalt cement source may influence the behavior

Sady A. Tayh, Rana A. Yousif, and Qais S. Banyhussan

of the modified mastic in different ways.
 The quality of the base asphalt binder is a crucial

factor. Higher quality base asphalt binder showed
little enhancements (PG76), whereas the lowest
quality binders exhibit considerable enhancement
in the conducted tests (80-100 and 60-70 binders).

 The DSR tests presented that fiber modified
bitumen mastics have higher rutting parameters
(G*/sinδ) contrasted by with the base bitumen
mastics employed in this research. Thus, fibers
can significantly enhance asphalt mastic flow.

CONFLICT OF INTEREST

The authors declare no conflicts of interest.

FUNDING

No funding was received for this project.

ACKNOWLEDGMENT

We would like to express our thanks and gratitude to
all those who contributed to this modest work,
especially the technical staff of the asphalt technology
laboratory at the University of Putra, Malaysia, as
well as the Central Transport Laboratory at the
Faculty of Engineering, Mustansiriya University.

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