j o u r n a l o f t r a f fi c a n d t r a n s p o r t a t i o n e n g i n e e r i n g ( e n g l i s h e d i t i o n ) 2 0 2 2 ; 9 ( 5 ) : 8 3 6 e8 6 3

Available online at www.sciencedirect.com

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journal homepage: www.keaipublishing.com/jtte

Review Article

Effect of SBS and crumb rubber on asphalt modification:

A review of the properties and practical application

Haibin Li a,*, Canyang Cui a, Ahmed Abdulakeem Temitope b, Zixuan Feng a,

Guijuan Zhao a, Ping Guo c
a
School of Architecture and Civil Engineering, Xi'an University of Science and Technology, Xi'an 710064, China
b
School of Materials Science and Engineering, Chang'an University, Xi'an 710061, China
c
Xi'an Highway Research Institute Co., Ltd., Xi'an 710054, China

highlights

Performances of SBS modified asphalt, CR modified asphalt and composite SBS/CR modified asphalt are reviewed.

Microscopic mechanism of SBS, CR and composite SBS/CR modifier is discussed.

The future outlooks of composite SBS/CR modified asphalt is highlighted.

article info abstract

Article history: Owing to the environmental protection potential and the desirable high performance ca-
Received 8 August 2021 pabilities, asphalt rubber (AR) and styrene-butadiene-styrene (SBS) modified asphalt have
Received in revised form been widely used. However, the poor construction workability and segregation issues of
20 March 2022 AR, along with the exorbitant cost of SBS modified asphalt, are of the serious problems that
Accepted 30 March 2022 plague their application scope. Moreover, SBS/crumb rubber (CR) modified asphalt is
Available online 6 October 2022 gradually becoming widespread and it therefore becomes incumbent to find appropriate
ways to mitigate the issues that may limit its use. As a consequence, it becomes crucial to
Keywords: analyze the interaction between CR and SBS modifiers in the composite mixture, as well as
Asphalt rubber evaluate the influence of modifier dosage on the performance of the modified asphalt. This
Crumb rubber study presents a comprehensive review of the effects of SBS modifier, CR modifier and
SBS modified asphalt composite SBS/CR on the performance of modified asphalts. Macro analysis and micro
SBS/CR modified asphalt analysis, including analysis on the conventional physical properties, are carried out. It can
Basic performance uncover the interaction between modifier and asphalt, which reveals how the modifiers
Micro properties influence the properties of modified asphalts. This study will serve as a source of invalu-
able information to researchers, engineers, and designers, informing them the develop-
ment, potential and challenges of the CR, SBS and SBS/CR modified asphalts, the optimum
contents to attain the best performance along with the mechanism involved.
© 2022 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on
behalf of KeAi Communications Co. Ltd. This is an open access article under the CC BY-NC-
ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

* Corresponding author.
E-mail addresses: lihaibin1212@126.com (H. Li), 20204228114@stu.xust.edu.cn (C. Cui), 2021031901@chd.edu.cn (A.A. Temitope),
20204228130@stu.xust.edu.cn (Z. Feng), guijuanzhao@126.com (G. Zhao), guoping8088@163.com (P. Guo).
Peer review under responsibility of Periodical Offices of Chang'an University.
https://doi.org/10.1016/j.jtte.2022.03.002
2095-7564/© 2022 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of KeAi Communications Co.
Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
1. Introduction
Asphalt pavements should be able to withstand traffic loads
and stresses under different climatic conditions and stresses
(Li et al., 2021a). As a typical viscoelastic material, asphalt
shows brittle viscoelastic behavior at low temperature and a
contrasting flowing behavior at high temperature. This
behavior is basically the cause of most asphalt pavement
defects. During hot seasons and periods, asphalt pavement
is more vulnerable to rutting, whereas during cold seasons
and periods, it shrinks with the decrease of temperature,
resulting in cracks. With the determination, and the zeal to
mollify and surmount the distresses combatting asphalt
pavements, researchers have sought to figure out means of
altering the properties of asphalt binders and mixtures, by
adopting modifiers of various kinds (Behnood and Olek,
2017; Li et al., 2022a).
There are many additives and modification processes
which are well recognized and employed in asphalt modifi-
cations, and of such additives are styrene-butadiene-styrene
(SBS), and crumb rubber (CR) (Mashaan et al., 2012). Naturally,
an ideal modifier helps to enhance the rutting resistance of
asphalt during hot seasons when it becomes hot, while
maintaining its core strength in cold areas to prevent
brittleness of the asphalt pavement (Behnood and Olek,
2017). Other alluring characteristics of polymer modified
asphalts comprise more noteworthy wise, cohesive quality
and ductility, and prominence wise, viscosity and softening
point, as well as higher elastic recovery (Yildirim, 2007).
Modifier materials such as SBS are widely used modifiers
which are proven to be effective in the enhancement of
asphaltic properties at extreme temperatures. However,
these pavements are expensive and can sometimes be
susceptible to aging and degradation during their service
lives (Zhou et al., 2019a).
CR, a low-cost material, is a commonly used modifier
because it possesses great resistance to aging and fatigue, and
is very effective at low temperatures (Zhou et al., 2019a). The
1840's marked the inception of rubber incorporation into
asphalts and France paved the first rubber modified asphalt
road (Isacsson and Lu, 1999). During the late 1930's, rubber
modified asphalts adopted as seam fillers, smudges, and
layers began witnessing significant developments (Yildirim,
2007). In 1898, after the rubber modified asphalt technology
was patented, France had the honor of paving the first
rubber modified asphalt road (Mahrez, 1999), and this is
lauded as being the first rubber asphalt road using rubber
modifier. Furthermore, in 1964, Charles McDonald of
Phoenix developed techniques to produce rubber asphalt. A
test patch of his rubber asphalt whereby small sized ground
scrap rubber powder was introduced into asphalt paved in
1964 and 1965, and the performance was adequate, thereby
urging the city to further the assessment of the material
(Masters, 1989).
CR being relatively cost effective and environmentally
friendly makes it an excellent alternative or addition, and it is
already proven to be capable of improving the asphalt prop-
erties and durability (Hamed, 2010). However, due to the large
inertia on the surface of rubber powder, and its characteristic
837
poor compatibility with asphalt, rubber asphalt is easy to
separate, and the modification effect is not obvious when
the content of rubber powder is low. When the content of
rubber powder is high, the modified asphalt becomes highly
viscous, requiring a relatively high construction temperature
with great difficulty during mixing (Brown et al., 1997;
FHWA, 2014; Scofield, 1989). Therefore, in order to overcome
the aforementioned weaknesses which accompany polymer
material modifiers, researches have started focusing on
modification technologies based on composite materials,
such as SBS/CR, SBS/poly-phosphoric acid (PPA), SBS/nano-
materials, SBS/high viscosity additives etc. (Zhou et al.,
2019a). Compound modification has the potential by and
large, of making great strides in the enhancement of
invaluable asphaltic characteristics. SBS/CR composite
modified asphalt reduces the use of SBS and reduces the
cost; moreover, the addition of SBS modifier can also reduce
the amount of rubber powder on the basis of ensuring the
modification effect, reducing the viscosity of modified
asphalt, facilitating construction, and the improvement of
the storage stability of modified asphalt system, which is
conducive to industrial production.
In this paper, the background, significance and current
status of SBS, CR, and SBS/CR modified asphalt researches
were explored comprehensively. Analysis was then conduct-
ed, covering the macro and micro aspects, from the basic
physical properties, to the rheology and morphology of the
modified asphalts. Furthermore, the research results of
various researchers were meticulously investigated, as a
means to better grasp the modification technique as well as
the expected properties and performance standards of modi-
fied asphalts (Mashaan et al., 2012).
2. Current status of CR, SBS and SBS/CR
modifiers
2.1. Crumb rubber and desulphurized rubber modifier
2.1.1. Crumb rubber modifier
With the development of the world economy and the accel-
eration of industrialization, the number of vehicles plying
roads is increasing, and about 1 billion waste tires are pro-
duced every year (Pacheco-Torgal et al., 2012; Thomas et al.,
2016), with a large number of waste tires currently stored or
buried. There are about 1 billion waste tires in the United
States, and more than 300 million produced every year, of
which 32.6% are stacked (Presti, 2013; Siddique and Naik,
2004). In the European Union, more than 3 billion waste tires
require treatment, but the recycling rate is only 18% (Liu
et al., 2020). In 2018, the total number of waste tires in China
reached 765 million, weighing 15 million tons, and 20 million
tons in 2020 (National Bureau of Statistics of the People's
Republic of China, 2018).
According to the development report of China's renewable
resources recycling industry in 2018, the generation and re-
covery of waste tires in China have increased steadily, but the
recycling rate is still lower than 50% (Ministry of Commerce of
the People's Republic of China, 2018). CR is the product of
838 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
recycled used vehicle tires, whereby the used vehicle tires are
crushed and reduced to crumbs of approximately equal sizes.
Over the years, many researchers have proved that adding CR
as a modifier to asphalt is one of the important methods to
effectively treat waste tires (Li et al., 2021b). At present,
according to indoor research and engineering practice, 40
mesh rubber powder is the most commonly used rubber
powder. Its macro and micro morphologies are shown in
Fig. 1 revealing how its particles show irregular spheres with
concave convex surfaces.
Zumrawi (2017) found that CR modifier was able to
enhance the basic conventional properties of asphalt, with
viscosity particularly almost double the viscosity of virgin
asphalt. In their study, Bahia and Davies (1994) found that
while the changes in the low temperature properties of the
CR modifier modified asphalt remain negligible, it saw an
unfavorable rise in viscosity at pumping and mixing
temperatures as well as increased values of rutting
resistance factors being observed, specifically at high
temperatures. Wang (2016) observed a continuous increase
Fig. 1 e Size 40 mesh CR powder. (a) Macro morphology. (b) Micro morphology (Li et al., 2019).
in rotational viscosity at high temperatures following CR
modifier addition. Travis (1997) pointed out that in the
asphalt with high light-components content and relatively
small molecular mass, the modification effect is better.
Researches such as Nahas et al. (1990) show that when
polymer modifiers are added to asphalt, it will expand in
volume due to the absorption of oil, and the modified
asphalt will thereupon display better workability as well as
storage stability. Furthermore, Labib et al. (2002) believe that
adding an appropriate proportion of CR modifier can
effectively improve asphalts performance. Maccarrone et al.
(1995) suggest that the polymer and asphalt can be fully
dissolved in order to achieve a better modification effect. If
the rubber powder dissolves poorly in the asphalt, the
rubber powder will exist in the form of flocs and granules in
the asphalt and may even produce layers. The study of
Sheth (1997) shows that, for every 1% increase in the
amount of rubber powder when preparing rubber asphalt,
the brittle point of rubber asphalt will be reduced by 1  C.
Lalwani et al. (1982) suggest that the virgin asphalt will have
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
a significant improvement in its rheology performance after
the addition of rubber powder.
Tayebali and Natu (1999) observed that when the rubber
powder content was 16%, it had better temperature sensiti-
vity, as well as becoming more resistant to ageing. Today,
many European countries, the United States, as well as Japan,
South Africa and other countries, have conducted in-depth
researches on rubber asphalt and its mixtures, and in their
own roads, these mixtures have a lot of promotion and use
(Florida, 2010). Khalili et al. (2019) carried out a critical
examination of ambient and cryogenic CR modifier. They
discovered that the better deformation resistance and the
viscoelastic properties of asphalt witnessed were directly
proportional to the higher CR modifier content for both types
of CR modifier, with 20% CR modifier being the optimum
dosage yielding the best result. Chen et al. (2019a) compared
the performance of a rejuvenator and CR modifier þ stabilizer
in rejuvenating aged asphalt. The results demonstrated
the superiority of the aged asphalt rejuvenated using CR
modifier þ stabilizer over that rejuvenated using the rejuve-
nator at both extreme ends of temperature.
Duan et al. (2019) exposed the existence of special chemical
reactions between the CR modifier and the asphalt which
leads to better workability and storage stability in the
resulting CR modified asphalt. Chen et al. (2019b) turned to
surface modification of CR particles as a means to improving
the infamous poor low temperature performance of the
modified asphalt. They concluded that indeed, surface
modification of the CR modifier led to a significant increase
in the low temperature characteristics of CR modified
asphalt. Wang et al. (2017) established a principle regarding
the low temperature performance of CR modified asphalt
and its mixtures. They characterized it as being contingent
on the various preparation process parameters involved
such as dosage, shearing time and shearing rate. Going
further, they also established a direct proportionality
between freshness of asphalt as well as low penetration
grade and better cracking resistance at very low temperatures.
Poovaneshvaran et al. (2020) revealed from their
investigations that all the conventional properties of CR
modified asphalt witnessed great improvements following
CR addition. And that generally, the higher the CR content,
the higher the tensile and shear strength of the CR modified
asphalt. Razmi and Mirsayar (2018) found that the optimum
content of CR in CR modified asphalt was 15%, and that CR
modified asphalt at this content had the best crack
resistance, which considerably depended on the load mode.
Sutanto et al. (2018) also concluded following various tests,
that the conventional properties, viscoelastic properties and
anti-permanent deformation properties of CR modified
asphalt were outstanding, making them more suitable for
road pavement applications. Del Barco-Carrio
n et al. (2016)
found that, when compared to SBS modified asphalt,
although the CR modified asphalt is more stable, it however
required a higher dosage of CR modifier to reach the
impressive level reached by the SBS modified asphalt.
Li et al. (2018) uncovered two major points in their
research: firstly, that CR is responsible for the enhanced
dynamic strength, hardness and anti-bending resistance
839
witnessed in CR modified asphalt mixtures; secondly, that
these aforementioned improvements however, may be
accompanied by negligible decline in indirect tensile
strength and other performance characteristics. Moreno-
Navarro et al. (2016) revealed that, irrespective of the
application processes involved, CR is capable of inducing
anti-fatigue cracking properties in CR modified asphalt
mixture pavements during their service life. Aljaberi (2019)
demonstrated the relationship between source of CR and
viscoelastic and Marshall Properties, by classifying CR under
the size of the vehicle tire it was sourced from, consequently
establishing the impact that CR source does have on CR
performance in CR modified asphalt. Irfan et al. (2018)
confirmed once again, the better anti-rutting deformation
resistance possessed by CR modified asphalt mixtures over
normal mixes, as well as the better surface consistency and
smoothness that ensures it has better driving feeling during
its service life.
2.1.2. Desulphurized rubber modifier
Researchers used the desulfurization process to break part of
the crosslink bond, CeS bond and SeS bond in the ordinary
rubber powder without damaging the CeC bond, thereby
shortening the molecular chain of the rubber powder, and thus
the desulphurized rubber modifier (Ma et al., 2016) was
produced. At present, the common desulfurization methods of
waste rubber powder mainly include mechanical
desulfurization, thermo-oxidative desulfurization, desulfuri-
zation regeneration agent, microbial desulfurization and so on
(De et al., 2007; Kabir et al., 2021; Kojima et al., 2003; Roberson
and Boron, 1998). The dispersion of desulfurized rubber
powder in asphalt is easier than that of ordinary vulcanized
rubber powder, thereby improving the compatibility between
them (Fang et al., 2021; Li et al., 2019; Ma et al., 2017). This type
of rubber is equipped with the right kinds of characteristics
which help it to overcome many of the few challenges facing
CR modified asphalt, such as segregation, poor storage
stability and poor workability at high temperatures due to
excessively high viscosity. The macro and micro morphologies
of desulfurized rubber (DR) powder are shown in Fig. 2,
showing its spherically shaped particles. Although there are
still a large number of concave and convex on the surface, the
surface burr structures are reduced, and the particle outer
diameter is relatively consistent presenting a fluffy feeling,
which can promote the adsorption and infiltration of asphalt
and desulfurization rubber powder. As a result, many
researchers have recently turned to DRM, as a means of
making full use of waste tires in the asphalt production
industry. However, the desulfurization process is complicated
and expensive, with the price often 50%e100% higher than
that of ordinary vulcanized rubber powder.
In their study, Sheng et al. (2017) investigated the
properties exhibited by different kinds of desulphurized
rubber modifier asphalt (DRMA) while varying parameters
such as dosage, shearing time, shearing temperature, and
shearing rate. The study shows the relationship between
desulphurized rubber modifier (DRM) dosage and the
conventional physical properties. By controlling the DRM
dosage at 20% (by weight), DRMA withy very satisfactory
840 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
overall performance was achieved. Wang et al. (2020b)
conducted an extensive research on DRMA and CR modified
asphalt, after which they thoroughly compared the
performances of the two kinds of rubber modifiers.
Although, CR modified asphalt still possessed the better
deformation and ageing resistance, DRMA as expected, had
better storage stability, as well as a clear superiority in terms
of low temperature performance.
Ma et al. (2016) analyzed DRMA in conjunction with CR
modified asphalt, and concluded that the main reason for
differences in the performance properties shown by these
two different kinds of asphalt is that the CR modifier
undergoes a physical reaction with the asphalt in CR
modified asphalt, while the DRM on the other hand
undergoes both a physical and a chemical reaction with the
asphalt in DRMA. This is the reason for the better storage
stability and the favorably reduced high temperature
viscosity observed in the DRMA, an advantage it brandishes
Fig. 2 e DR powder. (a) Macro morphology. (b) Micro morphology (Li et al., 2019).
over the CR modified asphalt. Li et al. (2019) carried out tests
on the basic physical properties of asphalt such as
penetration, softening point, viscosity and ductility. The
results are very important for comparison between CR
modified asphalt and DRMA.
Ye et al. (2003) studied the two main methods of rubber
desulphurization namely, dynamic desulphurization and
high-speed agitation desulphurization. They reported that
during dynamic desulphurization, there is a temporary
alteration of the volcanized bond that exists structurally in
CR modifier, leading to improvements in the DRMA's storage
stability. However, this alteration recesses overtime, thereby
resulting in a poor dispersion of the DRM in the asphalt. The
high-speed agitation desulphurization method on the other
hand, permanently destroys the volcanized bond while
preventing its recession, leading to better storage stability,
better viscoelastic properties, and better high temperature
performances.
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
2.2. SBS modifier
SBS belongs to a category of thermoplastic elastomers that
possess the elastic ability to be displaced due to applied stress,
and to return to its original form once the stress is removed.
They also flaunt thermo-elastic properties of softness and
viscosity, as well as high temperature liquidation and room
temperature solidification. Moreover, it displays an amazing
balance between performance properties and handling, which
has significantly drawn the attention of various researchers
over the years, making it uniquely suited to asphalt modifi-
cation. SBS displays excellent abrasion and anti-ageing resis-
tance, which makes it perfect for inducing outstanding
viscoelastic and high temperature properties when combined
with asphalt. SBS modifier can greatly enhance SBS modified
asphalt performance in hot regions, as well as considerably
reduce their temperature sensitivity. However, it is also
known to raise viscosity of SBS modified asphalt at high
temperatures, thereby bringing about difficulty in mixing and
compaction of asphalt mixtures. The macro morphology of
SBS particles is shown in Fig. 3. SBS appearance is white or
light yellow porous round bar or round flake shaped small
particles. It has the advantages of rubber and plastic, and
has good low temperature resistance, air permeability and
wet sliding resistance, and is easy to be processed and formed.
Kim et al. (2013) conducted several laboratory tests in order
to establish the impact of SBS modifier on asphalt
modification. They discovered that following 5% SBS
modifier addition, the modified asphalt (MA) displayed better
penetration index (PI) as well as high temperature and
viscoelastic properties, although low temperature effects
were relatively negligible. In addition, remarkable
improvements were seen in terms of rutting resistance
factor, as well as crack and fatigue resistances going up in
the subsequent SBS modified asphalt mixtures tested.
Zhuang et al. (2017) were quite thorough in investigating SBS
modifier addition into asphalt. They revealed that as
expected, SBS modifier adequately improved the high
temperature properties of asphalt, its viscoelastic properties
as well as its general temperature sensitivity at about 4%
dosage. However, they discovered that the SBS modifier also
actually improved the construction workability of asphalt,
and even more surprising, its low temperature ductility,
Fig. 3 e SBS co-polymer material sample.
841
despite the common trend of poor low temperature
performances displayed by SBS modifier.
Li et al. (2012) concluded that the softening point was the
most important index for measuring asphalt's high
temperature performances. He also noted that the aggregate
size was also influential in how SBS modifier improves
relationship with asphalt, as coarse aggregates tend to
promote internal structural frictions which lead to better
rutting and anti-ageing resistance. In China, researchers are
constantly faced with choosing between Chinese test
methods and Superpave test methods when evaluating SBS-
modified asphalt. With the aim to clarify the differences,
Zhang et al. (2019a) studied these two methods and reported
a great improvement in the high temperature properties of
asphalt following SBS modifier addition. However, it was
revealed that SBS modifier addition led to poor workability
due to very high viscosity witnessed at high temperatures.
Furthermore, during this evaluation, it was suggested that
the BBR method of low temperature testing was better that
the low temperature ductility test, as the low temperature
ductility values recorded showed it was error prone. In the
end, because SBS modifier dosage in the 0e5.5% range saw
notable increases, while the 5.5%e6.0% range saw no
noteworthy increases, it was then decided that the optimal
SBS modifier dosage was within 4.5%e5.5%.
Zhang et al. (2017) used different indoor ageing methods to
evaluate the ageing performance of SBS modified asphalt.
They concluded that the ultraviolet (UV) ageing, of all the
ageing methods, had the worst degradation effect on the
SBS modifier in the SBS modified asphalt. Airey (2003)
reported that SBS modifier had a significant influence on the
basic physical properties of asphalt as well as its rheological
characteristics. Lu and Isacsson (1997) portrayed the
improvements witnessed in the rheological properties of SBS
modified asphalt as being related to the SBS modifier dosage
as well as type (linear, & branched). They however held that
the improvements in the viscoelastic properties had no
correlation with SBS modifier dosage, with their optimal SBS
modifier dosage range falling within 3%e6%.
Dong et al. (2014b) held that their research proved that
choice of asphalt, light weight components distribution of
the asphalt, SBS modifier dosage, and SBS modifier structure
are all influencers on the performance of MA as well as the
adequate spreading and diffusion of SBS modifier within the
MA. Ding et al. (2019) finalized that there was significant
meliorations in the viscous flow characteristics of SBS
modified asphalt, as the SBS modifier adequately raised the
MA's temperature behavior as well as its flow characteristics
following its addition. Yan et al. (2019) revealed that the high
temperature short term ageing which occurred at the initial
stage of asphalt ageing was greatly responsible for SBS
modifier degradation, thereby seriously damaging the SBS
modified asphalt's rutting resistance. Bai (2017) stated that
ageing had a negative impact on the low temperature
characteristics of aged SBS modified asphalt.
Lin et al. (2017) proved that 4.5% SBS modifier dosage,
Sulphur, and some type of rubber at specific dosages had a
significant effect on the low temperature parameters of SBS
modified asphalt as well as on its performance. Karakas
et al. (2015) conducted a thorough experimentation of a road
842 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
section made with SBS modified asphalt as well as one made
with virgin asphalt. After the period of one year laden with
various tests carried out at intervals, it was revealed that the
SBS modified asphalt mixture pavement reigned clearly
superior to the virgin asphalt in terms of the parameter
examined. And it was established that there exists a
correlation between the proposed pavement region and the
strength parameters of the SBS modified asphalt mixture,
thereby bringing out once again the high temperature
characteristics of SBS modifier. Hassanpour-Kasanagh et al.
(2020) compared SBS modified asphalt with some composite
modifiers, and found that at high temperatures, the
composite modifiers had the better performance, but that at
intermediate temperatures, the SBS modified asphalt
performed better, with all the MAs improving the asphalt's
resistance to deformation.
Sengul et al. (2013) researched SBS modified asphalt, and
concluded that SBS mixtures showed higher stability and
MQ values than virgin asphalt, showed better resistance to
deformation, was less susceptible to moisture infiltration,
and demonstrated outstanding increase in fatigue
performance. While inspecting SBS modifier dispersion in
SBS modified asphalt, Shan et al. (2020) found that SBS
modifier has a unique ability to limit the flow ability of
asphalt, thereby leading to a favorable increase in
viscoelastic properties of SBS modified asphalt. Yu et al.
(2019) discovered that UV ageing had a catastrophic impact
on SBS modified asphalt mixture. Internal volcanized bonds
in SBS modifier structure were broken, leading to obvious
cracks in the SBS modified asphalt mixture pavement
following UV ageing. Zhao et al. (2010) made an important
discovery about the discrepancy between the degradation of
aged SBS modifier in air, and that when it is mixed into
asphalt. It was found that the asphalt serves as a protective
layer shielding the SBS modifier from UV rays thereby
helping to extend SBS modified asphalt's service life and
performance.
Gao et al. (2013) reported that, as SBS modified asphalt
ages, it loses its fluidity due to loss of some of asphalt's light
components, making SBS modified asphalt more viscous and
brittle in the process. And that overtime, some internal
chemical changes occur which later jeopardizes the SBS
modifier's modification effect on SBS modified asphalt.
Zhang and Hu (2015) suggested the addition of a cross-linker
and a plasticizer into SBS modified asphalt. They found that
the overall performance of the SBS modified asphalt was
enhanced due to the new additions. Although they had
negligible anti-ageing effects on the SBS modified asphalt,
they however made the SBS modifier more stable and led to
more positive structural changes and reactions.
2.3. SBS/CR modifier
Nowadays, SBS/CR composite modification technology is
attracting the interest of various researchers, as a means to
bridge and overcome the limitations of SBS modified asphalt
and CR modified asphalt, thereby resulting in better and more
excellent modified asphalt (Li et al., 2022b). Moreover, many
researches have shown that the combination of SBS and CR
into a composite modified asphalt leads to the production of
clearly superior pavements which meet specified standards
in all areas (Zhang et al., 2019a). Be that as it may, it remains
yet to be established, the effects of factors such as rubber
particle size and SBS structure, on the properties of SBS/CR
modified asphalt. The SBS/CR modified asphalt is much
more complex unlike the SBS modified asphalt and the CR
modified asphalt, as there is a new kind of reactions among
rubber particles, SBS copolymers, and asphalt, which makes
it obvious that CR particle size and SBS structure, may affect
the composite modified asphalt in distinct ways.
In their research, Qian et al. (2020) comprehensively
evaluated various properties of SBS/CR composite modified
asphalt with various parameters. They found out that larger
CR particle size combined with 20 wt.% styrene, showcased
the better the fatigue and anti-rutting performances, and at
the same time, the lower low-temperature cracking
resistance and storage stability. Ye et al. (2019) examined
some properties of aged SBS/CR modified asphalt. The
analysis revealed that the low temperature performance of
SBS/CR modified asphalt was better than that of SBS
modified asphalt and virgin asphalt after ageing. This
confirms that the incorporation of CR and SBS into asphalt
helps improve the performance and its resilience to ageing.
Zhou et al. (2019b) adopted the BBR test as well as some
energy indicators to ascertain the superiority of the low
temperature performance of aged SBS/CR modified asphalt
to aged SBS modified asphalt. Ultimately, the SBS/CR
modified asphalt proved to be far superior to the SBS
modified asphalt under various controlled conditions.
Dong et al. (2019b) investigated the dispersion and
mechanism of SBS/CR modified asphalt, to which he
concluded that physically, as well as in rheological terms,
the properties of the modified asphalt were clearly
improved, but that there was no clear chemical relationship
between the modifiers and the asphalt (there was no
obvious swelling reactions, functional groups remain
unchanged). As a consequence, they suggested the use of
bio-asphalt to ignite a chemical reaction which would
provide much more excellent performances. Dong et al.
(2019a) following up on his suggestion in his previous
research, inspected the possibilities of chemical reaction
brought about by the incorporation of SBS/CR into bio-
asphalt. He subsequently reported chemical interactions
between the modified asphalt and Bio-asphalt unlike the
plain asphalt, which consequently led to remarkable
performances been witnessed.
Xiang et al. (2015) discovered that the SBS/CR composite
modified asphalt showed outstanding anti-aging
performance mainly due to the SBS and CR modifiers. Tur
Rasool et al. (2017) incorporated highly reclaimed rubber
(HRR) into SBS modified asphalt to get composite modified
asphalt that has better performances especially after ageing.
The results of their research reflected better storage stability
as well as stronger chemical bonds being created in the
HRR/SBS modified asphalt. Jiang et al. (2019) found that
compound modification of CR and SBS, improved the
damping performance of SBS/CR modified asphalt to a great
degree. Also, the large specific surface area of the fine CR
powder particles improved the contact area between the
asphalt and CR particles, which increased the interfacial
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863 843

adhesion and improved the integrity and compatibility of

blend. Moreover, by altering the core asphalt characteristics,
it also managed to reduce the temperature sensitivity and
increased the integrity of the SBS/CR modified asphalt.
Tur Rasool et al. (2018) studied the combination of
degraded tire rubber (DTR) and SBS modifier in an asphalt
system. It was discovered that proper dispersion of the
rubber particles ensured they were very compatible with
each other, leading to a clear and obvious upsurge in the
conventional properties such as softening point,
penetration, ductility, and viscosity. An even more obvious
surge was witnessed in the high temperature performance
of the resulting modified asphalt as compared to plain
asphalt and even the revered SBS modified asphalt. Liang
et al. (2015) investigated the SBS/CR modified asphalt using a
special apparatus known as the ARES Controlled Stress
Rheometer. It was discovered that the combination of the CR
and SBS copolymer in an asphalt led to excellent anti-rutting
performances ensuring a longer service life for the asphalt. Fig. 5 e Typical effect of CR modifier on softening point of
However, it was observed that the modified asphalt is not so asphalt (Guo, 2008; Xia, 2009; Zumrawi, 2017).
easy to work with as it showed poor storage stability.
Dong et al. (2016) found that the SBS/CR modified asphalt's
delicacy when it comes to temperature changes was much compatibility between the modifiers, but that the CR had
more reinforced unlike the individual SBS modified asphalt, more positive impacts than the SBS modifier in the system.
the CR modified asphalt, nor the virgin asphalt. And that its Wang et al. (2012) studied the effect of SBS copolymer
viscosity as well as its elastic recovery, were much more introduction into rubber asphalt. They employed specially
improved. Fu et al. (2019) carried out a detailed assessment designed systems, using various predetermined parameters,
of the impact of CR and SBS modifier on aged asphalt. They in a controlled environment, to ultimately establish that the
discovered that these modifiers spark both a physical as well SBS was able to raise the grade of the rubber asphalt,
as a chemical reaction which then leads to a metamorphosis leading to the production of composite modified asphalt that
of a kind in the overall structure, this enable them to is capable of meeting all standard specified levels in the road
reinforce the asphalt with outstanding viscoelastic asphalt modification industry. Zhang et al. (2019b)
properties that help give the modified asphalt an edge under highlighted how some properties of asphalt degrade
high or low temperatures. Qian et al. (2018) analyzed the overtime in the asphalt pavement. They then conducted
high-cured CR modifier and the SBS modifier, and then specialized tests to reveal the effect a combination of SBS
evaluated their effects on the SBS/CR composite modified and CR modifiers will have in mitigating some of these
asphalt. They discovered a staggering high degree of inevitable drops in asphalt potency. They soon discovered
positive effects, which were solely contingent on the SBS
modifier's better viscoelasticity coupled with the CR
modifier's resistance to deformation, and resulted in better
composite modified asphalt.

Fig. 4 e Typical effect of CR modifier on penetration of Fig. 6 e Typical effect of CR modifier on ductility of asphalt
asphalt (Guo, 2008; Xia, 2009; Zumrawi, 2017). (Guo, 2008; Xia, 2009; Zumrawi, 2017).
844 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Fig. 7 e Typical effect of CR modifier on viscosity of asphalt
(Guo, 2008; Xia, 2009; Zumrawi, 2017).
Dong et al. (2014a) found out that the conditions and
parameters surrounding CR addition into SBS modified
asphalt such as dosage, mixing time, mixing rate and mixing
temperature, directly influenced the conventional properties
as well as the high temperature performance of the
composite SBS/CR modified asphalt, with little to no
influence recorded on the low temperature end. Zhou et al.
(2019a) highlighted the need for modified asphalt that could
be of better use in cold regions. After a thorough analysis of
the low temperature properties of several modified asphalts,
it was concluded that the SBS/CR modified asphalt had the
best performances, meeting the requirements for cold
regions. With finding an economic, yet environmentally
friendly asphalt modifier as their objective, Qian and Fan
(2020) concluded that combining the proper proportion of CR
modifier and SBS modifier, coupled with the right aromatic
and asphaltene composition of the chosen asphalt will
result in cost efficient high grade modified asphalts.
Zhai et al. (2017) in a bid to solve some of the problems
facing SBS/CR modified asphalt, decided to use CR modifier
partially decomposed by heat instead of the ordinary CR in
the composite. The partial decomposition was achieved by
heating the bottom part of the CR modifier which was then
reduced into powdered form in hot oil of surface
temperature of about 175  Ce195  C in an electric furnace, at
Table 1 e Effect of CR modifier on the conventional physical properties of asphalt.
Parameter Optimum CR modifier content (%)
4e12 12e20
Relevant Ghavibazoo and Aljaberi (2019);
research Abdelrahman (2014) Bahia and Davies (1994);
Del Barco-Carrio
n
et al. (2016);
Khalili et al. (2019);
Sutanto et al. (2018);
Zumrawi (2017)
above 300  C. Reduction of CR modifier particles from
crumbs to powder ensured up to 40% or higher can be added
into the asphalt. Right from the start, the method employed
by Zhai et al. (2017) bore fruits, with drops in viscosity and
softening point, as well as an increase in ductility following
20% CR modifier addition into asphalt. This effectively
solved the infamous stratified segregation and poor storage
stability problems witnessed in SBS/CR asphalts. They then
concluded that SBS/CR asphalt with 1.5% SBS, 30% CR
modifier can meet the requirements for high-grade
highways, with the technical requirements of the mixture
and technical indicators meeting the Asphalt IeC and Amer-
ican PG-82 standards respectively, and greatly improving the
technical problems of settlement and low ductility in common
SBS/CR asphalts.
Jia (2019) stated that it proved difficult to obtain SBS/CR
modified asphalt with superior performance by using only
SBS and CR for compound modification. Epoxidized soybean
oil (ESO) plasticizer was selected to enhance the composite
modification effect. According to their result, the SBS/CR
after ESO addition was much more superior to both CR
modified asphalt and SBS modified asphalt. From the
microscopic tests conducted, it can be seen that
modification mechanism of SBS and CR is mainly physical
mixing, with almost no chemical reaction. However,
following ESO plasticizer addition, the SBS modifier and CR
modifier in the composite SBS/CR became cross-linked and
also overlapped in the virgin, forming a stable structure,
leading to significant improvements in the high and low
temperature performance of the asphalt.
Due to the well-known limitations of incompatibility and
poor storage stability, Ren et al. (2020) incorporated trans-
polyoctenamer (TOR) to help with compatibility and high
temperature properties issues. They found that TOR was
responsible for the better temperature related performances
witnessed, as well as for the remarkable resistance to
deformation demonstrated by the SBS/CR modified asphalt.
Although they noted that the low temperature ductility
following TOR addition was still not so good. Meanwhile,
they further stated that better viscoelastic characteristic
effects in the SBS/CR asphalt was contingent on combining
the proper proportion of aromatic and asphaltene
composition of the chosen asphalt.
Evaluation of modifier impact
(compared with virgin asphalt binder)
20e29 Penetration Softening Ductility Viscosity
(25  C) point ( C) (5  C) (cm) (135  C)
(0.1 mm) (Pa$s)
Chen et al. (2019a); ⤓ ⤒ ⤓ ⤒
Duan et al. (2019);
Poovaneshvaran
et al. (2020)

Fig. 8 e Typical optimal CR modifier dosage.
Table 2 e Effects of CR modifier on viscoelastic properties of asphalt based on relevant research.
Relevant research
Zumrawi (2017)
Bahia and Davies (1994)
Khalili et al. (2019)
Chen et al. (2019a)
Wang et al. (2017)
Poovaneshvaran et al. (2020)
Razmi and Mirsayar (2018)
Sutanto et al. (2018)
Li et al. (2018)
Aljaberi (2019)
Ghavibazoo and
Abdelrahman (2014)
Al-Omari et al. (2020)
Keymanesh et al. (2017)
Liu et al. (2021)
Ding et al. (2017)
Kim et al. (2014)
J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Preparation parameter
modifier dosage (%)
180  C; 60 min
180  C; 60 min; 200 rpm
177  C; 30 min; 700 rpm
170  C; 60 min
RTFOT: 12.5 h; 185  C
177  C; 30 min; 700 rpm
160  C; 30 min; 1000 rpm
Initial: 190  C; 30 min;
2000 rpm
Final: 190  C;
45 min; 1000 rpm
2 h; 4000 rpm
160  C; 60 min; 5000 rpm
180  Ce200  C; 15 min; 1000 rpm
160  C/180  C/220  C; 2/4 h;
600/1800/3000 rpm
(175 ± 5)  C; 60 min; 3100 rpm
150  C; 90 min; 3750 rpm
160  C; 40 min; 5000 rpm
e 20
170  C; 30 min; 4200 rpm
845
Yin (2018) reported that, the compatibility and low-
temperature performance of SBS/CR modified asphalt
constantly improved following increase of preparation
parameters such as shearing temperature, time and speed.
However, when a certain threshold was exceeded, there was
excessive degradation and ageing of SBS polymer material
and rubber powder particles. A shearing rate of 4000 rpm for
80 min at 180  C was then recommended for optimal
performance. Ji et al. (2018) concluded that the optimum CR
content of SBS/CR modified asphalt was 15%, and that the
temperature range for SBS/CR modified asphalt mixture
construction is 175  Ce185  C. In addition, when compared
Optimum CR Major finding
20
Improved rutting and fatigue/reflection
resistance
20
Positive increment in rutting resistance factor

High correlation coefficient values indicative of
an acceptable level of consistency on rheology
20
Improved rutting resistance; improved high
temperature stability; improved toughness
20
The molecular weight distribution of aged
asphalt with the CR modifier was improved
slightly but did not return to the status of virgin
asphalt
12
All rubbers have good thermal stabilities at
normal mixing temperature

Low temperature properties were improved
significantly after surface treatment

Improved low and intermediate temperature
stability
10
Increased G* parameter of asphalt binder,
reduced the d, and improved the resistance to
rutting through G*/sin d parameter, indicating
enhanced high temperature stability of asphalt
binder
20
CR modified asphalt mixture showed higher
resistance against crack growth, particularly at
lower temperatures

Reduced stiffness
8
Improved viscoelastic rheological properties at
tested temperatures

Improved deformation and aging resistance
15
Improved anti-rutting performance
16
CR is an effective modifier suitable for use in
regions prone to severe rutting
10/20
Enhance (decrease) the stiffness at very low
temperatures

The enhancement intensifies by increasing the
CR dissolution
9/12/16
CR has a negative effect on the stiffness of
asphalt cement
2/4/6
Asphalt mixture of elastic recovery increases
with the CR increasing
15
Waste CR improved crack resistance at low
temperature

Microwave activation is better than chemical
activation for crack resistance

m-value are close to SBS modified asphalt
10
Decreased stiffness and improved the low
temperature cracking resistance
846 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Fig. 9 e SEM view (magnified £ 500). (a) A typical CR modified asphalt. (b) Virgin asphalt binder.
with SBS modified asphalt mixture, the high temperature
stability, low temperature resistance and water stability of
SBS/CR modified asphalt mixture were obviously better.
Yang (2016) established a basis for industrialized
production and large-scale application of SBS/CR modified
asphalt in season long frozen regions. Through various
mechanical properties tests, he verified that SBS/CR mixture
has good ability to resist permanent deformation and
possesses good flexibility in low temperature conditions.
Deng (2016) found that SBS, CR, and stabilizer content, all
had significant influences on the penetration, low
temperature ductility and softening point of SBS/CR
modified asphalt. In addition, it was reported that the elastic
recovery and penetration index (PI) maintained a relatively
high level of volatility, and that the storage stability was
significantly enhanced. Xiang (2011) analysis of the
dissociation behavior of modifiers in CR modified asphalt,
SBS modified asphalt and SBS/CR modified asphalt showed
that the SBS modifier's state in and of itself was stable, while
Fig. 10 e SEM view of a typical DR modified asphalt
(magnified £ 500).
it was the sinking of CR modifier particles that was
responsible for dissociation. The intervention of SBS proved
to be capable of delaying the dissociation of CR particles to
some extent, but the effect is not significant.
Yang et al. (2016) reported that the densely graded SBS/CR
modified asphalt mixture has good road performance and
mechanical performance, and that when compared with SBS
modified asphalt mixture, its high and low temperature
performance as well as its water stability are obviously
better improved. Moreover, under considerably high and low
temperatures, SBS/CR modified asphalt mixture has good
mechanical properties such that it can improve the high
temperature rutting resistance as well as flexibility at low
temperature. Bao (2019) revealed that the high and low
temperature fluidity characteristics of SBS/CR compound
modified asphalt mixed with 18% rubber powder, are better
than both SBS modified asphalt and CR modified asphalt,
while also noting that the anti-fatigue characteristics were
basically equivalent to those of SBS modified asphalt.
Moreover, rubber powder and SBS modifier produced a
partial chemical reaction leading to the forming of a dense
spatial network structure that makes the SBS/CR composite
modified asphalt's performance excellent. Liu and Hu (2019)
revealed that the SBS/CR modified asphalt could sufficiently
solve the problems of poor ductility at low temperatures as
well as excessive viscosity at high temperatures witnessed
in traditional CR modified asphalt and SBS modified asphalt.
3. The influence of CR modifier on asphalt
performance
Relevant researches have shown the tremendous role that the
aforementioned modifiers play in improving the properties of
asphalt; here we explore the extent of the improvements
based on existing research and try to come up with a common
trend wherever it exists. This would definitely serve as an
invaluable source of guidance for new researchers looking to
venture into the research of road materials.
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Table 3 e Effect of SBS on the conventional physical properties of asphalt.
Parameter Optimum SBS content (%)
2.0e4.0 4.5e8.0
Relevant research Yu et al. (2019); Bai (2017);
Zhang et al. (2017); Ding et al. (2019);
Zhuang et al. (2017) Karakas et al. (2015);
Kim et al. (2013);
Li et al. (2012);
Lin et al. (2017);
Lu and Isacsson (1997);
Shan et al. (2020);
Zhang et al. (2019a)
3.1. Effect of CR modifier on the traditional properties of
asphalt
The results of the physical conventional properties of asphalt
tested by means of the penetration, softening point, ductility
and viscosity tests by many researchers, are consistent with
Figs. 4e7, and they generally reflect as follows.
As crumb rubber modifier (CRM) content increased, the
penetration of the CR modified asphalt decreased, and its
resistance to deformation at normal temperature was thereby
enhanced. With the decrease of rubber powder particle size
and the increase of mesh number, the penetration further
decreases. In addition, after adding 15% CR modifier, the
penetration of asphalt decreased by 10%e25%. This can be
explained from the modification mechanism of rubber
asphalt. After CR was added to the virgin asphalt, it absorbed
light components and expanded, ensuring that the asphaltene
content was relatively increased and the asphalt colloidal
structure was further developed. With the increase of the
mesh number of CR modifier, the penetration increased or
increased first and then decreased, but the range was not
Fig. 11 e Typical effect of SBS on penetration of asphalt
(Kim et al., 2013; Lin, 2011; Zhuang et al., 2017).
847
Evaluation of modifier impact
(compared with virgin asphalt binder)
Penetration Softening Ductility Viscosity
(25  C) (0.1 mm) point ( C) (5  C) (cm) (135  C)
(Pa$s)
⤓ ⤒ ⤒ ⤒
obvious. Guo (2008) pointed out that due to the existence of
large CR particles in rubber asphalt and the large difference
between asphalt and rubber powder modulus at 25  C, it is
easy to produce large random errors. Liu et al. (2009)
believed that the impact of CR particle size on penetration is
not significant, and the rationality of using penetration to
evaluate rubber asphalt needs to be further verified.
Due to the addition of CR modifier, the softening point of
rubber asphalt was much higher than that of virgin asphalt.
When the content of CR was 15%, the average increase was
about 15  C. With the increase of CR content, the softening
point of rubber asphalt increased, indicating that its high-
temperature stability was continuously improved. This is
because when the amount of CR increased, the number of
asphalt molecules combined with the rubber structure
increased. On the other hand, the spatial network structure of
colloid in asphalt colloid and rubber particles not dissolved in
asphalt increased correspondingly due to mutual affinity,
resulting in better modification effect (Xia, 2009). Therefore,
Fig. 12 e Typical effect of SBS on softening point of asphalt
(Kim et al., 2013; Lin, 2011; Zhang et al., 2019a; Zhuang
et al., 2017).
848 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Fig. 13 e Typical effect of SBS on ductility of asphalt (Cai,
2016; Lin, 2011; Zhang, 2011; Zhuang et al., 2017).
the softening point of modified asphalt increased accordingly.
With the increase of CR size, the particle size decreased, and
the softening point of rubber asphalt tended to increase.
This shows that the finer the rubber powder, the larger the
contact area between rubber powder particles and asphalt,
and the more obvious the modification effect. However, the
increase is not obvious, indicating that the softening point of
rubber asphalt is not sensitive to the particle size of rubber
powder.
Rubber asphalt is connected with the gel film around the
CR particles and does not form a mesh structure. In addition,
the contradiction between the large deformation capacity of
free asphalt and the low flow ability of CR particles tends to be
sharp, which induces the stress concentration of the interface
between rubber particles and asphalt, leading to the prema-
ture breaking of the specimen (Guo, 2008). The smaller the
Fig. 14 e Typical effect of SBS on viscosity of asphalt (Zhang
et al., 2019a; Zhuang et al., 2017).
Fig. 15 e Typical optimal SBS modifier dosage.
amount of CR is, the larger the particle size is, and the more
serious the stress concentration is. Therefore, the ductility
decreased with the increase of CR content, as well as with
the increase of CR fineness. This shows that the finer the CR,
the larger the contact area between CR particles and asphalt,
the easier the swelling reaction of CR in asphalt, and the
more obvious the modification effect (Xia, 2009).
The integrity of the high temperature resistance of the
asphalt was enhanced due to CR modifier addition, and it
increased as CR modifier content increased. The greater the
amount of CR, the more oil in the asphalt phase was absorbed
by the CR, making the remaining asphalt contains a higher
ratio of asphaltene, and thus the viscosity of rubber asphalt
increased. However, when the content of CR modifier was
more than 20%, the increase of viscosity of rubber asphalt
slowed down. Meanwhile, the mesh of CR had no significant
effect on the viscosity of rubber asphalt (Guo, 2008; Liu et al.,
2009). For example, the viscosity of 80 mesh CR modified
asphalt increased little compared to that of 60 mesh.
Table 1 shows how CR modifier addition into asphalt
affects it according to credible data from relevant
researchers as referenced. Also from Table 1, we can deduce
the frequency of the optimal modifier dosage which will
help us to extrapolate a credible optimal CR modifier dosage.
This is illustrated in Fig. 8.
Fig. 8 illustrates the deduction that the optimum content of
CR modifier added into asphalt to yield the best performance
as various researches have shown so far, is recommended
within highest frequency region of 12%e20% by weight of
the asphalt.
3.2. Effect of CR modifier on the rheological and
viscoelastic properties of asphalt
3.2.1. Rheological and viscoelastic properties
This section, through rheological parameters of complex
modulus, phase angle, rutting resistance factor, creep stiff-
ness and m-value, which often determines the rutting resis-
tance of an asphalt pavement, analyzes the effects of CR
modifier on the rheological and viscoelastic properties of
asphalt. These are highlighted in Table 2.
CR modifier as depicted in Table 2 shows clear
improvements in the macro as well as the micro properties
of asphalt, although there were more obvious improvements
in the macro properties since the CR modifier undergo a
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863 849

Table 4 e Effects of SBS modifier on rheological and viscoelastic properties of asphalt based on relevant research.
Relevant research Preparation parameter Optimum SBS Major finding (especially related to rutting
dosage (%) resistance factor (G*/sin d) influences)
Kim et al. (2013) Employed mastic asphalt mix design 8.0
SBS modifier removed C]C bonds, thereby
enhancing SBS modified asphalt anti-aging
performance

SBS modified asphalt had better crack
resistance and an obviously improved fatigue
life
Zhuang et al. (2017) Shearing: 180  C; 40 min 4.0
Improved temperature sensitivity
Oven insulation: 2 h; 160  C
Improved low temperature ductility and tensile
properties

Improved anti-aging performance
Li et al. (2012) 170  C; 10 min 5.0
Improved high temperature stability and rutting
resistance
Zhang et al. (2017) 180  C; 40 min; 4000 rpm 4.0
UV aging degrades SBS copolymer, and is
directly proportional to SBS modified asphalt
aging

SBS modified asphalt aging degree also depends
on the asphalt type and grade
Airey (2003) e e
Swelling of SBS modifier through the absorption
of the light fractions of the virgin asphalt,
leading to the establishment of a strong elastic
network within the SBS modified asphalt
Lu and Isacsson (1997) 180  C; 2 h; 125 rpm 6.0
Improved rheological and viscoelastic
properties
Dong et al. (2014b) 175  C; 60 min; 3000 rpm e
Styrene/butadiene (S/B) ratio affects dispersion
of SBS modifier in asphalt, thereby influencing
the overall performance

Reducing SBS modifier dosage improves SBS
modifier dispersion, but limits SBS modified
asphalt performance
Ding et al. (2019) e 5.0
SBS modifier has obvious effects on
temperature stability of asphalt
Bai (2017) Initial: (155 ± 5)  C; 45 min; 800 rpm 5.0
Aging has a negative effect on the low
Final: (175 ± 5)  C; 60 min; 5000 rpm temperature performance of SBS modified
asphalt, but with a suitable rejuvenator, the
performance of SBS modified asphalt can be
rejuvenated
Lin et al. (2017) Initial: 180  C; 30 min; 4000 rpm 4.5
Lack of m-value and reduced maltenes content
Final: 180  C; 60 min indicated poor low temperature performances
in SBS modified asphalt

Sulphur addition and rubber processing could
remedy the poor low temperature performance
in SBS modified asphalt
Karakas et al. (2015) e 5.0
A linear relation exists between total
temperature index and stiffness modulus,
pavement stability, indirect tensile strength
and fatigue resistance
Hassanpour-Kasanagh Initial: (180 ± 1)  C; 15 min; 800 rpm e
SBS modifier was more effective than CM in
et al. (2020) Final: 2700e3000 rpm; 60 min; improving the performance of asphalt
Shan et al. (2020) Initial: (180 ± 5)  C; 500 rpm <7.0
SBS modifier has a tendency to increase the
Final: 4000 rpm; 2 h; nonlinearity of asphalt
Oven insulation: 2 h; (180 ± 5)  C
It also has an effect on the elastic proportion of
asphalt, and it has shown to reduce its fluidity
Yu et al. (2019) e 4.0
UV degrades SBS modifier

SBS modifier improves SBS modified asphalt
rutting resistance
Liu et al. (2018) 180  C; 60 min; 4000 rpm 1.0e5.0
SBS is insignificant about intermediate-
temperature cracking resistance

Higher SBS contents lead to a lower stiffness
under aging conditions at low temperature
Zhu et al. (2018) Initial: 180  C; 40 min; 4000 rpm 4.0
SBS modified asphalt showed a better ability to
Final: 2000 rpm; 2 h resist weathering aging
€ k et al. (2019)
Ko 175  C; 60 min; 1000 rpm 4.0/5.0/9.0
SBS increase the stiffness of pure binders

SBS reduce the pure binder's m-value
(continued on next page)
850 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Table 4 e (continued )
Relevant research Preparation parameter
Zhang et al. (2019a) e 4.5e6.0
Wang et al. (2020a) Initial: 150  C; 20 min
Final: 170  C; 40 min; 5000 rpm
majorly physical mix in asphalt. Particularly, the high
temperature stability of asphalt is enhanced, and the rutting
resistance and aging resistance are improved. On the other
hand, problems such as poor low temperature cracking
resistance, poor consistency and workability attributed to CR
modifier, including the very serious segregation, excessive
viscosity and poor storage stability.
3.2.2. Morphology and functional groups
This section will use various microscopy and spectroscopy
techniques such as optical microscope, scanning electron
microscope (SEM), Fourier transform infrared spectrometer
(FTIR) and so on, as required, just as employed by researchers
to establish the mechanism of modifier and asphalt in a
modified asphalt binder. Fig. 9 is an electron microscopic view
of the virgin asphalt.
In general, when compared with the morphology of a virgin
asphalt binder as shown in Fig. 9(a) and (b), CR modified
asphalts differs from that as depicted in Fig. 9, and with
DRMA in Fig. 10. From observing these aforementioned
figures, we can deduce that the surface of the virgin binder
is smoother than that of DRMA followed by CR modified
asphalt, in that order. In Fig. 9(b), molecules of the CR
modifier interact to form a film gel-like in nature, and as
established by Shatanawi et al. (2012) through infrared
spectroscopy, this is as a result of the CR modifier absorbing
Fig. 16 e Optical spectroscopy (magnified £100). (a) Typical SBS modified asphalt. (b) Virgin asphalt.
Optimum SBS Major finding (especially related to rutting
dosage (%) resistance factor (G*/sin d) influences)

The influence of SBS modifier on stiffness was
greater than that of the ductility

The low temperature ductility value of SBS
modified asphalt was small
4.0
The low-temperature cracking resistance of
SBS-modified asphalt is better than that of CR-
modified asphalt before and after aging
the light component of the virgin asphalt, causing in the
infamous swelling in the CR modified asphalt.
This gel-like film ensures the CR modifier molecules have
better integration with the asphalt, thereby improving its
properties accordingly. However, the smoothness of CR
modifier particles often leads to poor absorption of those light
components of asphalt, resulting in poor compatibility and
sometimes unstable CR modified asphalt system prone to
phase separation and other setbacks (Bao, 2019). Moreover,
through infrared spectroscopy, it was proven that the
interaction between CR modifier and virgin asphalt is not
through chemical reaction but by physical blending (Chen
et al., 2019a). Notwithstanding these setbacks however, CR
modified asphalt still stands as one of the leading modified
asphalts in the road industry, and from the environmental
perspective, a great alternative to synthetic modified asphalts.
4. The influence of SBS modifier on asphalt
performance
4.1. Effect of SBS on the macroscopic properties of
asphalt
The results of the physical conventional properties of asphalt
tested by means of the penetration, softening point, ductility
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863 851

Table 5 e Effect of SBS/CR on the conventional physical properties of asphalt.

Parameter Optimum SBS/CR content: CR Evaluation of modifier impact
(9%e25%) þ SBS (1%e8%) (compared with virgin asphalt binder)
Penetration Softening Ductility Viscosity
(25  C) (0.1 mm) point ( C) (5  C) (cm) (135  C)
(Pa$s)
Relevant research Bai (2017); Ji et al. (2018); ⤓ ⤒ ⤒ ⤒
Jia (2019); Liang et al. (2015);
Liu and Hu (2019);
Qian and Fan (2020); Ren et al. (2020);
Wang et al. (2012); Xiang (2011);
Yang (2016); Zhai et al. (2017)

and viscosity tests by many researchers, are consistent with
Table 3 and Figs. 11e14. From the sourced data, the following
can be deduced.
At the same temperature (15  C, 20  C and 25  C respec-
tively), the penetration of SBS modified asphalt decreased
with the increase in modifier content, but when the content is
4%e7%, the decrease range of penetration value decreases
significantly. This is because the spatial network structure is
formed after adding asphalt, which hinders the flow of asphalt
and reduces the penetration. At the same time, the gradient of
the penetration-temperature relationship curve decreases
with the amount of modifier, indicating that the temperature
sensitivity of asphalt decreases. In addition, the penetration of
SBS modified asphalt did not change significantly at 15  C.
The addition of SBS modifier increased the softening point
of the asphalt binder, demonstrating that SBS modifier addi-
tion greatly improved the high temperature performance and
stability of the asphalt (Zhang et al., 2019a). When the content
of SBS modifier was small, due to the high content of
asphaltene, the SBS modifier could not fully swell and
diffuse. And moreover, the asphalt system is single-phased,
so the softening point of modified asphalt increased slightly.
Furthermore, with the continuous increase of SBS content,
the SBS phase was continuously and evenly distributed in
the asphalt. At this time, the interface property is different
from that of asphalt and SBS. Ultimately, due to the special
interface property of SBS, the performance of the modified
asphalt was further improved, which is why the softening
point increased (Zhang, 2011).
When the content of SBS increased from 0 to 4%, the
ductility at 5  C increased significantly. When the content was
more than 4%, most of the ductility tended to decrease or in-
crease slowly. The reason being that a small amount of SBS
could fully swell in the asphalt after absorbing the light
components in the asphalt and form a sparse network (Lin,
2011). Under the action of external force, this network easily
produced extension deformation, which made the
longitudinal elongation, demonstrating that the ductility
increased. With the continuous increase of SBS content, the
network became more developed, the resistance to external
force was enhanced, and the low-temperature ductility
showed a decreasing trend, indicating that the low-
temperature ductility of modified asphalt has been well
improved within a certain SBS content range. Also, the
higher the ductility, the better the low-temperature crack
resistance of asphalt binder (Zhang et al., 2019a). And

Fig. 18 e Typical effect of SBS/CR on softening point of

Fig. 17 e Typical effect of SBS/CR on penetration of asphalt. asphalt.
852 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863

Fig. 21 e Composition of CR modifier and SBS modifier in

the composite modified asphalt.

Fig. 19 e Typical effect of SBS/CR on ductility of asphalt.

according to gathered data in Table 3, the ductility of the
asphalt binder increased with increase in SBS modifier
content, which means that SBS modifier addition can
improve its low temperature performance (Bao, 2019; Xiang,
2011). In other cases however, the improvement was
negligible (Yu et al., 2019), and as a result, SBS modifier
could be said to have an average effect on the low
temperature performance of asphalt.
The integrity of the high temperature resistance of SBS
modified asphalt was emphasized by the viscosity test. The
viscosity of SBS modified asphalt was generally more
enhanced than that of virgin asphalt due to SBS addition, and
it increased as SBS content increased. This further implies
that SBS modifier can improve the high temperature perfor-
mance of asphalt to meet standard workability requirements
(Zhang et al., 2019a).
Table 3 shows how SBS addition into asphalt affects it
according to credible data from relevant researchers as

Fig. 20 e Corresponding SBS/CR dosages in the SBS/CR composite modified asphalt.

 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863 853

Table 6 e Effects of SBS/CR modifiers on viscoelastic properties of asphalt based on relevant research.
Relevant research Preparation parameter Optimum SM Major finding (especially related to rutting
and CRM dosage resistance factor (G*/sin d) influence)
Wang (2016) Stirring: 160  C; 60 min 20% CRM
Composite SBS/CR modified asphalt meets all
Shearing: 180  C; 45 min; 7000 rpm 1.5% SM required specifications and serves as a
Oven insulation: 15 h; 140  C reference for researchers on how to prepare
and design SBS/CR composite modified asphalt
Duan et al. (2019) After CRM: 165  C; 5000 rpm; 3 min 10% CRM
Free radicals of CR form bonds with the styrene
After SM: 400 rpm; 60 min 4% SM butadiene polymer, which increase the
Oven insulation: 170  C; 2.5 h diameter of CR in asphalt, thereby enhancing
the development of SBS network structure
Qian and Fan (2020) After CRM: 10% CRM
CR and SBS copolymers positively affect
a. 160  C; 600 rpm 3% SM asphalt's rheological properties
b. 200  C; 2 h
Larger CR particles and SM with lower styrene
After SM: 4000 rpm; 1 h contents lead to better rutting and fatigue
resistance

On the other hand, smaller CR particles with the
same SM parameters as stated above will
ensure better low-temperature cracking
resistance and stability
Ye et al. (2019) After CRM: 15% CRM
SBS/CR composite modified asphalt showed the
Stirring: 165  C 5.5% SM best post-aging fatigue & rutting resistance.
Shearing: 180  C; 30 min; This was partly due to the spontaneous
5000 rpm discharge of “carbon black”, which countered
After SM: 5000 rpm; 180  C the oxidation of SM molecules in the composite
Oven insulation: 30 min
Excellent low temperature performance
Dong et al. (2019b) After SM: 18% CRM
GPC chromatogram pointed towards a physical
Swelling: 150  Ce170  C; 40 min; 2.5% SM composite process between CRM, SM and
800 rpm asphalt
Grinding shear: 170  Ce175  C;
Morphological features demonstrated that SM
20 min; 5000 rpm and CRM swelling, as well as their 3D modifier
After CRM: network structure, were enhanced due to the
Swelling: 170  Ce175  C; 40 min; bio-asphalt's intrinsic properties
800 rpm
Grinding shear: 180  Ce190  C;
30 min; 5000 rpm
Oven insulation: 175  Ce180  C;
60 min; 800 rpm
Dong et al. (2019a) After SM: 18% CRM
Exceptional high and low temperature
Swelling: 165  Ce170  C; 30 min; 2% SM performances
800 rpm.
Grinding shear: 175  Ce180  C;
30 min; 5000 rpm
After CRM:
Swelling: 175  Ce180  C; 30 min;
800 rpm
Grinding shear: 180  Ce190  C;
30 min; 4000 rpm
Oven insulation: 175  Ce180  C;
60 min
Xiang et al. (2015) Swelling: 163  C; 60 min e
Excellent anti-ageing performance owing to
Grinding shear: 170  C; 60 min; composite modification, counteracted the
3000 rpm degrading effect and oxidation of CRM and SM
respectively
Tur Rasool et al. (2017) 180  C; 30 min; 3500 rpm 15% CRM
During vulcanization the CRM formed a
5% SM network with SM, improving consistency and
anti-aging ability
Jiang et al. (2019) 180  Ce190  C; 60 min; 4300 rpm 15% CRM
The integrity of the composite modified asphalt
3% SM was established (SM formed a cross-linking
polymer network; CRM improved adhesion and
reduced temperature sensitivity by absorbing
asphalt's light components)
Tur Rasool et al. (2018) After SM: 180  C; 30 min 10% CRM
CRM usage is economical and environmentally
After CRM: 180  C; 3500 rpm; 30 min 5% SM friendly

CRM improves composite SBS/CR compatibility
with asphalt

Improve asphalt's thermal characteristics
(continued on next page)
854 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Table 6 e (continued )
Relevant research Preparation parameter
and CRM dosage
Liang et al. (2015) Shearing: 170  C; 30 min; 4000 rpm
Stirring: 160  C; 2.5 h; 1200 rpm
Dong et al. (2016) After CRM: 200  C; 800 rpm
After SM: 200  C; 4500 rpm; 50 min
Fu et al. (2019) After CRM: 180  C; 5000 rpm; 20 min
After SM: 180  C; 5000 rpm; 50 min
Insulation: 30 min
Qian et al. (2018) Swelling: 180  C; 60 min
Shearing: 180  C; 60 min
Breeding: 170  C; 3 h
Wang et al. (2012) After CRM:
Stirring: 200  C; 15 h; 600 rpm
After SM:
Shearing: 190  C; 4500 rpm
Final stirring: 180  C; 3 h; 800 rpm
Zhou et al. (2019a) e 16% CRM
Qian and Fan (2020) After CRM:
Stirring: 200  C; 15 h; 600 rpm
After SM:
Shearing:190  C; 4500 rpm;
60 min
Final stirring: 180  C; 3 h; 600 rpm
Zhai et al. (2017) After CRM:
Shearing: 200  C; 2 h; 4500 rpm
After SM:
Shearing: 180  C; 4500 rpm; 2 h
Jia (2019) 190  C; 7000 rpm; 60 min
Ren et al. (2020) After CRM:
Shearing: 200  C; 2 h; 1000 rpm
After SM:
Shearing: 185  C; 4000 rpm;
30 min
Ji et al. (2018) e 16% CRM
referenced. Also from Table 3, we can reduce the frequency of
the optimal modifier dosage which will help us to extrapolate
a credible optimal SBS modifier dosage as illustrated in
Fig. 15.
Fig. 15 illustrates the deduction that the he optimum SBS
modifier dosage demonstrated to give the best result is
evidently within the 4.5%e8.0% range. This is to say that,
SBS modifier at little application dosages can adequately
improve asphaltic characteristics.
Optimum SM Major finding (especially related to rutting
resistance factor (G*/sin d) influence)
9% CRM
Recommended <1% for SM (the lower the better)
1%e5% SM
Poor storage stability
-
Improved viscoelasticity and temperature
sensitivity

Positive phase changes occurred, followed by a
favorable chemical reaction
16% CRM
Improved rutting deformation resistance
5.5% SM
Improved viscoelasticity and fatigue resistance
after short-term aging

Heightened elastic response of asphalt
-
Improved asphaltic properties similar to those
of SBS modified asphalt Grade C standard
20% CRM
Curing led to the de-vulcanization and de-
3% SM polymerization of CRM, which in turn
enhanced the workability and storage stability
of asphalt

The properties of the chosen asphalt can
determine the extent of modification efficiency

Composite SBS/CR is highly recommended for
5.5% SM use in cold regions owing to its excellent low
temperature performance
20% CRM
CRM had a bigger influence on performance
3% SM improvement than SM

The composite asphalt had better rutting
resistance due to the increase of G*/sin d
parameter
25% CRM
Increased elastic ratios following both CRM and
5% SM SM

Improved low temperature performance
15% CRM
Although the composite is mostly a physical
2% SM mix rather than a chemical mix, it was found
that CRM and SM are evenly distributed in
asphalt, and that CRM dissolved as a node,
while SM molecules cross-linked with each
other forming a more stable network structure
different from those found in CR modified
asphalt and SBS modified asphalt, and this is
the reason for the considerable improvement
observed in the performance of SBS/CR
modified asphalts
10% CRM
Trans-polyoctenamer (TOR) addition further
3% SM enhanced the already excellent performances
of composite SBS/CR asphalt

Impressive low temperature anti-cracking
5.5% SM resistance
4.2. Effect of SBS on the rheological and viscoelastic
properties of asphalt
4.2.1. Rheological and viscoelastic properties
This section, through the rheological parameters of complex
modulus, phase angle and rutting resistance factor, which
often determines the rutting resistance of an asphalt pave-
ment, analyzes the effects of SBS modifiers on the rheological
and viscoelastic properties of asphalt.
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863 855

Fig. 22 e Fluorescence micrographs. (a) Typical virgin asphalt. (b) SBS/CR modified asphalt.

Although SBS modifier has undergone major physical
mixing in the asphalt, the SBS modifier shown in Table 4
shows a significant improvement in the macro and micro
properties of the asphalt. For example, the addition of SBS
modifier enhances the high temperature stability and rutting
resistance of asphalt, and improves the rheological
properties and viscoelasticity. However, the lack of some
components in the SBS modified asphalt, resulting in its low
temperature performance is not good. At the same time,
aging has a negative effect on the low temperature
performance of SBS modified asphalt, but with a suitable
rejuvenator, the performance of SBS modified asphalt can be
rejuvenated.
4.2.2. Morphology and functional groups
Morphology observation (Fig. 16(a) and (b)) further confirmed
the result of the physical and rheological testing. Meanwhile,
as experienced in CR modified asphalt, SBS modifier also
underwent swelling in asphalt following the absorption of
the light components of asphalt, leading to the establishment
of a strong cross-linking elastic network within the SBS
modified asphalt (Fig. 16(b)). As a result, the morphology of
SBS modifier in asphalt underwent significant change,
forming a strong polymer network chain in the process.
However, to combat some of the limitations of SBS modi-
fied asphalt such as SBS modifier degradation and phase
separation (Ding et al., 2019), it is often necessary to further
SBS modified asphalt further by introducing a cross-linker to
enhance its low temperature performance and elasticity,
and a plasticizer to make the SBS modified asphalt more
stable (Zhang and Hu, 2015).
5. The influence of SBS/CR modifier on
asphalt performance
5.1. Effect of SBS/CR on the macroscopic properties of
asphalt
The results of the physical conventional properties of com-
posite SBS/CR modified asphalt tested by means of the pene-
tration, softening point and ductility tests by many
researchers, are consistent with Table 5 and Figs. 17e19.
Unsurprisingly, the CR modifier and the SBS modifier
couldn't combat some problems in the asphalt. The most
prominent ones throughout the research papers were; negli-
gible to no improvements in the low temperature vicinity,
asphalt segregation and excessive viscosity at high

Fig. 23 e Fluorescence micrograph of a typical SBS/CR modified asphalt (magnified £ 400) (Dong et al., 2016).
856 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863

temperatures leading to poor workability, as well as poor
storage stability (Airey, 2003; Dong et al., 2014b; Lu and
Isacsson, 1997). However, from the conventional physical
properties demonstrated by the composite SBS/CR modified
asphalt, it is evident that the composite SBS/CR combines
and retains the desirable high temperature stability of SBS
modified asphalt and CR modified asphalt.
Furthermore, the low temperature deficiencies experi-
enced in CR and SBS asphalt has been a real bottleneck to its
usage in cold regions. However, as many of the studies here
have shown, this is actually not a problem for the SBS/CR
modified asphalt, as its superior low temperature perfor-
mances have earned it recommendation for use in cold re-
gions by many researchers. As illustrated in Fig. 16, it is
obviously noticeable that there are improvements in the
low temperature performance of SBS/CR modified asphalt,
something which is not so improved with CR modifier or
SBS modifier individually. This is mainly due to the
combination of two excellent modifiers (SBS modifier and
CR modifier), thereby creating a superior composite
modifier (SBS/CR).
Table 5 shows how SBS/CR composite addition into asphalt
affects it according to credible data from relevant researchers
as referenced. Also from Table 5, we can reduce the frequency
of the optimal modifier dosage which will help us to
extrapolate a credible optimal SBS/CR modifier dosage. This
is illustrated in Figs. 17 and 18.
Figs. 20 and 21 illustrate the deduction that the optimum
content of composite SBS/CR modifier, added into asphalt to
yield the best performance as various researches have shown
so far, is recommended within highest frequency region of CR
(9%e25%) þ SBS (1%e8%). However, for reasons more micro-
scopic, the lower the SBS content within this range, the better
the overall performance of the composite SBS/CR modified
asphalt.
5.2. Effect of SBS/CR on the rheological and viscoelastic
properties of asphalt
5.2.1. Rheological and viscoelastic properties
This section, through the rheological parameters of complex
modulus, phase angle and rutting resistance factor, which

Fig. 24 e Infrared spectrum of SBS/CR composite modified asphalt (Dong et al., 2016; Ren et al., 2020; Zhou et al., 2021). (a)
FTIR of asphalt binders. (b) Detailed FTIR of asphalt binders. (c) Transparency of modifiers and asphalt binders. (d) FTIR of
virgin asphalt and composite modified asphalt.
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Fig. 24 e Continued
often determines the rutting resistance of an asphalt pave-
ment, analyzes the effects of SBS/CR modifiers on the visco-
elastic properties of asphalt.
As many studies have shown (Table 6), the situation in
sections 4.2.1 and 5.2.1 has been fully alleviated in the
composite SBS/CR modified asphalt, as its superior low
temperature performances have earned it recommendation
for use in cold rejoins by many researchers. As highlighted
in Table 6, although the composite is mostly a physical mix
rather than a chemical mix, It was found that CR modifier
and SBS modifier are evenly distributed in asphalt, and that
CR modifier dissolved as a node, while SBS modifier
molecules cross-linked with each other forming a more
stable network structure different from those found in CR
modified asphalt and SBS modified asphalt, and this is the
reason for the considerable improvement observed in the
anti-rutting performance of SBS/CR modified asphalts.
Furthermore, in regards to ageing, the SBS/CR modified
857
asphalt went through several pivotal reactions of which
desulphurization and thermal oxidative degradation stood
out. These were directly responsible for the outstanding
anti-aging performance witnessed.
5.2.2. Morphology and functional groups
Displayed in Figs. 22 and 23 are the fluorescence micrographs
of a virgin asphalt binder and that of composite SBS/CR
modified asphalt respectively. Looking at SBS/CR composite
modified asphalt as shown in Fig. 22(b).
CRM and SM have fluorescence, thus those flashy spots
observable in Figs. 22 and 23 emerged whilst under light ra-
diation from the fluorescence micrograph, and these spots
can be used to discern the particle size and distribution
modifiers in the composite SBS/CR modified asphalt.
It is observable that the swollen SBS copolymers are well
dispersed in asphalt and behave as round or spherical parti-
cles. It is noteworthy that the more uniform dispersion and
858 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
smaller particle size of SBS copolymers coupled with the
degradation of CR particles leads to better compatibility be-
tween virgin asphalt and the compound modifier (Jiang et al.,
2019). This accounts for the significant gap between the
composite SBS/CR modified asphalt and its individual
counterparts in SBS modified asphalt and CR modified
asphalt, and this is consistent with the conclusions made
from the physical and rheological deductions from earlier
chapters, and with the conclusions of various researchers.
Based on infrared spectroscopy, Dong et al. (2019b) already
proved that no new absorption peak is found in the functional
group of the SBS/CR modified asphalt during its preparation,
as shown in Fig. 24(a) and (b). Ren et al. (2020) also compared
the infrared spectral characteristics of virgin asphalt and
SBS/CR modified asphalt, as shown in Fig. 24(c) and (d). In
the results, the infrared absorption of composite modified
asphalt is basically consistent with that of virgin asphalt,
indicating that the blending of SBS, CR and asphalt does not
produce new functional groups. Hence, the modification of
the SBS/CR modified asphalt was also proven to be just a
physical process. (Dong et al., 2016; Erkus‚ et al., 2020; Fu
et al., 2019; Gong et al., 2021; Yang, 2016; Yu and Chen, 2019;
Zhao and Dong, 2021). In addition, the light absorption
characteristics of asphalt before and after modification by
SBS and CR have changed to some extent. After
modification, some absorption peaks of SBS and CR
materials are weakened or even disappeared in the
composite modified asphalt. The research of Bao and Zhao
at el. proved this phenomenon (Bao, 2019; Zhao and Dong,
2021). The solid-state nuclear magnetic test results of SBS/
CR modified asphalt show that there may be a certain
chemical reaction during the modification of rubber powder
(Yu and Chen, 2019), because the double bond structure of
rubber powder and SBS is not reflected in the composite
modified asphalt.
6. Conclusions
This paper reviews the development history, material char-
acteristics, advantages, existing shortcomings and current
application status of CR, SBS and SBS/CR modified asphalts.
Additionally, the macro and micro properties were explored
and compared from the perspective of the three modifiers.
The conclusions drawn are as follows.
(1) On the basis of recovering rubber, CR also guaranteed
the performance of asphalt rubber. In addition to the
disadvantage of high price, SBS modified asphalt had
satisfactory performance. SBS/CR modifier can improve
the shortcomings of both and retain the advantages.
(2) Asphalt rubber typically exhibited drawbacks such as
segregation, high viscosity and poor workability. The
longer shearing time, higher shearing temperature and
higher dosage were proposed in order to ensure the best
possible compatibility with the asphalt.
(3) SBS modifier displayed a natural affinity for asphalt
modification, as it greatly raised the high-temperature
performance and reduced the temperature sensitivity.
However, too much SBS content will make the asphalt
more viscous at high temperature and inconvenient for
construction.
(4) Composite SBS/CR possessed better high and low tem-
perature performances that helped mitigate cracking
and permanent deformation in asphalt. From both the
macro and micro analysis, composite SBS/CR modified
asphalt had a better overall performance among the
three modified asphalts. Replacing the SBS content in
the modified asphalt with rubber powder was also
conducive to reducing the cost which would lead to the
achievement of a more effective balance of natural
resources.
7. Future work
Although the SBS/CR composite modified asphalt can retain
the satisfactory properties, there are still many problems that
need to be solved in the future research of modified asphalt.
On one hand, future researches should further expand the
limits of the rubber powder content in the asphalt, increasing
the utilization rate of waste rubber materials. Desulfurized
rubber powder is an effective way to increase the content in
the asphalt. Its extraction and optimization should be further
studied according to the requirements of low viscosity asphalt
rubber and convenient construction of asphalt mixture. To
achieve this, the molecular structures and chemical compo-
sitions of different kind of rubber powder have to be clarified
and reveal the modification mechanism of single or composite
modifier. Therefore, it will truly improve the performance of
SBS/CR composite modified asphalt, reduce project cost and
realize the whole process-structureeproperty enhancement.
On the other hand, rubber desulfurization can optimize the
performance of rubber asphalt and make the road perfor-
mance of rubber asphalt better. However, excessive cracking
of rubber will lose its good elastic properties. If cracking is
insufficient, the above problems cannot be solved. Therefore,
on the basis of improving compatibility, swelling effect and
viscosity reduction, desulfurization rubber must retain its
elastic properties to make the modified asphalt have better
high and low temperature properties and elastic properties.
Therefore, it is required to break SeS and CeS cross-linking
bonds as much as possible and less CeC main chain in the
cracking and desulfurization process.
Meanwhile, the potential impact and mechanism of desul-
phurized rubber at different stages of composite modification
process should be analyzed and explored from the microscopic
point of view. The high-temperature and low-temperature
properties should be balanced on the premise of increasing the
contents. Also, the emission of volatile organic compounds
should be focused and tested during construction process.
Based on the potential advantages of high content of desul-
phurized rubber powder, it is necessary to study the combi-
nation of desulphurized rubber and SBS modifier in asphalt
and then further explore the basic performance, chemical
structure and physio-chemical characteristics of the compos-
ite modified asphalt. The future research will improve the
storage stability of asphalt rubber, reduce the cost of modified
asphalt and give asphalt rubber a wider application range.
 J. Traffic Transp. Eng. (Engl. Ed.) 2022; 9 (5): 836e863
Conflict of interest
The authors do not have any conflict of interest with other
entities or researchers.
Acknowledgments
This research was funded by Key Research and Development
Project of Shaanxi Province (2022SF-328), the Science and
Technology Project of Henan Department of Transportation
(2020J-2-3), Science and Technology Project of Shaanxi
Department of Transportation (No.19-10K,No.19-28K), and
Rising Tech Star Project of Shaanxi Department of Science and
Technology (No. 2019KJXX-035).
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