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Topic :
Investigation of The Rutting Performance of Hot Mixed asphalt (HMA)Using
The Hamburg Wheel-Tracking Device Test

List Of Paper :
No. Topic Authors Year Publisher Abstract
1 Effect of Aggregate Golalipour A 2012 Procedia - Permanent deformation (i.e. rutting) of asphalt pavements is one of major
Gradation on Rutting of Social and types of distress modes experienced in the service life of pavements.
Asphalt Pavements Jamshidi E Behavioral Aggregates are one of the key building materials used in the construction
Sciences industry and the largest portion of an asphalt pavement. Therefore,
Niazi Y
aggregate characteristics impressively affect the performance of asphalt
Afsharikia Z Elsevier Ltd pavements. Gradation is one of the important characteristics of aggregates
affecting permanent deformation of hot mix asphalt. The objective of this
Khadem M research is to investigate the impact of aggregate gradation variations on
rutting characteristics of asphalt concrete mixtures.
2 Evaluation of Hot Mix Reyes-Ortiz 2012 Procedia - Due to economical reasons and the need for environmental conservatism,
Asphalt Mixtures with O Social and there has been an increasing shift towards the use of reclaimed asphalt
Replacement of Aggregates Behavioral pavement (RAP) materials in the pavement construction industry. This is a
Berardinelli
by Reclaimed Asphalt Sciences relatively new concept in Colombia with scarce local documented literature,
E
Pavement (RAP) Material particularly on the mechanical properties of the hot mix asphalt (HMA)
Alvarez A Elsevier Ltd mixtures modified by addition of RAP and the corresponding mixture
design procedures. This research focused on evaluating the effects of
Carvajal- partial- and total-replacements of aggregates by RAP on the mechanical
Muñoz J response of dense-graded HMA mixtures. Corresponding results suggest
that the highest indirect tensile strength and resilient modulus values in both
Fuentes L
dry- and wet-condition were obtained for the HMA mixtures produced with
100% replacement of granular material by RAP.
3 Case Study of Rutting Shafabakhsh 2014 Case Studies Low resistance against dynamic loads and short service life of pavement are
Performance of HMA G in the most significant problems in the conservation and maintenance of roads,
Modified with Waste Rubber Construction to the extent that, annually enormous costs are spent in order to improve
Sadeghnejad
Powder Materials capabilities of road services in the country. Research shows that the use of
M
some wastes such as waste rubber powder in asphalt mixtures not only
Sajed Y Elsevier Ltd increase its serves life but also cause to reduce production costs;
furthermore, recycling the crumb rubber has also considerably
environmental benefits environmental benefits such as reduced need for
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4 Experimental Investigation
of Strength and Stiffness
Characteristics of Hot Mix
Asphalt (HMA)
5 Hot Mix Asphalt With High
RAP Content
Haritonovs V
Zaumanis M
landfill, less atmospheric pollution from burning. In this paper, the effect of
adding waste rubber powder on the rutting performance of asphalt mixtures
has been studied. In order to compare the performance of rubberized asphalt
mixtures and conventional asphalt, wheel track test has been used. The
results of this study show that the use of rubber powder caused a significant
decrease in the rate of rutting depth of rubber asphalt mixtures compared to
control samples.
Ahmed K 2014 Procedia Rutting is a common phenomenon on pavements in Pakistan. Resilient
Engineering modulus is one the important properties used in the mechanistic analysis of
Irfan M pavement response under dynamic traffic loads as well as used to study the
Elsevier Ltd rutting behavior of pavement. This research study investigates the effect of
Ahmed S
specimen diameter, bitumen grade and compactive effort on the resilient
Khattak A modulus (stiffness) and Indirect tensile strength (Strength) of asphalt
concrete. The analysis of experimental results revealed that both the
strength and stiffness values for Polymer Modified Bitumen grade were
greater than that of unmodified penetration grade bitumen. Similarly, the
resilient modulus and indirect tensile strength values of specimens prepared
with 100 mm diameter and compacted with Marshall Hammer were more
than that of specimens prepared with 150 mm diameter and compacted with
gyratory compactor. This research will help the highway agencies in
modifying their design methods for asphalt concrete pavements.
Izaks R 2015 Procedia Due to increasing cost of asphalt binder, significant economic savings can
Engineering be realized using high content of reclaimed asphalt pavement (RAP) in the
production of new hot mix asphalt (HMA). Moreover, this is an
Elsevier Ltd environmentally friendly alternative as it reduces the need for virgin
Klasa I
materials. It has to be noted that in Latvia RAP is rarely used in production
of HMA and this valuable material is mostly degraded for use in lower
value applications. Three mixtures were designed, which were the
combination of two different RAP sources and local dolomite aggregates.
The RAP binder had significantly aged having penetration of around 38
mm, softening point of 56°C and Fraass temperature of -10°C. RAP was
added at rates 30% and 50% for each RAP source. A softer binder grade
(70/100 versus traditional 50/70) was added to compensate for the aged
RAP binder. Hamburg wheel tracking test results demonstrated that all
mixtures have high rutting resistance and fatigue test results using four-
point bending beam were similar to those of virgin mixture. This
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6 Influence of Air Voids of Hot
Mix Asphalt on Rutting
Within the Framework of
Mechanistic-Empirical
Pavement Design
7 The evaluation of relative
effect of moisture in
Hamburg wheel tracking test
demonstrated that mixtures with high RAP content can be successfully
designed to meet the local volumetric and performance-specification
requirements.
Roy N 2013 Procedia - Traditional pavement design process involves limiting the strain on top of
Social and the subgrade layer to ensure that the pavement will not fail by rutting. The
Veeraragava Behavioral recently released Mechanistic-Empirical Pavement Design Guide (M-E
nA
Sciences PDG) and the associated „AASHTOWare Pavement ME Design” software
Krishnan J of the United States considers permanent deformations in all the rut-
Elsevier Ltd susceptible layers (asphalt concrete and unbound granular material layers)
on the overall cumulative rutting in the pavement. However, the rutting
models incorporated in the design do not consider the influence of reduction
of air voids during design life and the effect of confinement pressure. This
investigation explores the influence of air voids reduction and confinement
pressure on the rut depth prediction using AASHTOWare for a typical
Indian pavement cross-section. An asphalt concrete mixture, Bituminous
Concrete (Grade-1) confirming to the Ministry of Road Transport and
Highways (MoRTH) specifications was cast at three air voids contents of 7,
4 and 2%. The dynamic moduli of these samples were determined at 5, 15,
20, 40 and 55°C for frequencies ranging from 0.01 to 25Hz at 0 and 200kPa
confinement pressure. In addition, the dynamic modulus values of Dense
Bituminous Macadam (Grade 2) mix at these temperature and frequencies
for an air voids content of 4% were determined in the unconfined condition.
A typical pavement cross-section as given in the Indian Roads Congress
guidelines corresponding to 10% CBR and 150 msa traffic was chosen.
Simulations were carried out for this pavement cross-section using the
material properties measured for asphalt layers. Air voids and confinement
pressure exhibited considerable influence on the rutting predicted for the
asphalt layers of the pavement. While the AASHTOWare pavement design
software may not be directly applicable to Indian conditions due to the use
of considerable amount of data pertaining to USA and Canada, such
exercise as carried out here, clearly showcases the limitations of the cross-
sections used in India and provides guidelines on the directions India should
take when it comes to material characterisation.
Chaturabong 2017 Construction Hamburg wheel tracking (HWT) is prominently used for rutting resistance
P and Building test. The HWT is a versatile device to determine moisture susceptibility and
Materials permanent deformation, which has been widely used in many states and
Bahia H
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8 Investigation of The Rutting
Performance of Various
Modified Asphalt Mixtures
Using the Hamburg Wheel-
Tracking Device Test and
Multiple Stress Creep
Recovery Test
agencies in the United States. However, the standard of the test for the
Elsevier Ltd HWT device conducted in water is not related to a primary result of rutting,
which is due to repeated traffic loading cycle especially in the dry
condition. In this study, the HWT test in different conditions (i.e. dry and
wet) was conducted to compare the behavior of hot mix asphalt (HMA)
during testing. The objective is to determine the comparison between the
dry and wet condition testing in HWT test, and to evaluate relative effect of
moisture conditioning in wet HWT on the creep stage. Fitting curve using
Francken model was applied to determine the tertiary point of HWT curve.
Power law model was used to determine the effect of the moisture
conditioning in wet HWT on the creep stage. The moisture damage in the
wet HWT test was also verified by the Bitumen Bond Strength (BBS) test.
The results indicated that the wet HWT currently specified in the AASHTO
324 can be deployed as a substitute to the dry HWT test in the creep stage
(before the stripping inflection point) since the difference in creep slope
estimated for both conditions is within the experimental error. The wet
HWT results after the creep slope remain useful for detecting the moisture
sensitivity with the confirmation by the measured cohesion/adhesion of
asphalt mastics from each mixture. The BBS test can also verify the
moisture sensitivity occurred in the dry and wet HWT with the creep slope
and tertiary/stripping slope well correlated to mastic cohesion change in
BBS test.
Lv Q Huang 2019 Construction Asphalt modification technology is diversifying and developing complexity
W and Building to overcome early permanent deformation and ensure satisfactory
Materials performance for asphalt concrete pavements. The Hamburg Wheel Tracking
Sadek H
Device (HWTD) test has been reported to be successful in assessing asphalt
Xiao F
Elsevier Ltd mixtures’ rutting performance. This study includes a comprehensive
Yan C investigation of the effects of different additives at various contents upon
the HWTD testing results of asphalt mixtures. According to the degree of
their improvement of the rutting performance in the HWTD test, additives
were classified into three categories: (1) the first grade including linear
styrene–butadiene–styrene (SBS), branched SBS and Gilsonite; (2) the
second grade including high-density polyethylene, and polyphosphoric acid;
and (3) the third grade including crumb rubber. Additionally, it was found
that higher dosages of modifiers do not necessarily result in the
improvement of Hamburg performance, and an optimal content exists for
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9 Mechanisms of asphalt
mixture rutting in the dry
Hamburg Wheel Tracking
test and the potential to be
alternative test in measuring
rutting resistance
10 Evaluation of AASHTO T
324 Hamburg-Wheel Track
Device test
most additives. After the extensive mix testing, the dynamic shear
rheometer (DSR) testing results were correlated to the HWTD test results in
two categories: polymer modified asphalt and non-polymer modified
asphalt. It was found that the compliance value J nr 3.2 from the Multiple
Stress Creep Recovery (MSCR) test did not underestimate the rutting
resistance of polymer modified asphalt compared to non-polymer modified
asphalt as the current rutting factor G*/sin δ did. J nr 3.2 was more reliable
than G*/sin δ in characterizing the anti-rutting performance of asphalt
mixtures no matter they were polymer modified or non-polymer modified.
However, different criteria for J nr 3.2 should be adopted for the polymer
modified asphalt and non-polymer modified asphalt respectively.
Chaturabong 2017 Construction Rutting is one of the most important failures occurring in hot mix asphalt
P and Building (HMA) especially in the summer season and slow moving traffic areas.
Materials Rutting is a pavement surface failure compromising the safety and ride
Bahia H
comfort of traveling and thus needs to be accurately evaluated in a
laboratory. Although the flow number (FN) test is commonly used for
Elsevier Ltd evaluating the rutting resistance of HMA in a laboratory, there are some
shortcomings in using FN test such as the costly and complicated
equipment. Another potential test that is likely to be more advantageous
than the FN test for evaluating the rutting resistance is the Hamburg Wheel
Tracking (HWT) test, however, it is typically conducted in wet condition,
and inadequate results in dry condition have been reported. The objective in
this study is to optimize the HWT test subject to dry condition to be one
potential method in measuring rutting resistance in a laboratory. Two
rutting mechanisms (densification and shear failure) of HMA samples
conducted in the HWT device were determined by Image Processing and
Analysis version 2 (IPAS2). Results indicate that HMA samples under the
dry HWT test can exhibit both rutting mechanisms in which typically occur
in the field. Also, the dry HWT test shows a very good R2 for a relation of
creep slope with the confined and unconfined FN test. As a result, the dry
HWT can be an effective tool of quantifying rutting potential with better
simulating to field behavior, lower cost of equipment, and less complicated
geometry that can also accommodate field cores
Tsai B Coleri 2016 Construction The Hamburg Wheel-Track Device (HWTD) test has recently gained
and Building popularity among many state highway departments of transportation
E Harvey J Materials (DOTs) for use in hot mix asphalt (HMA) moisture sensitivity evaluation.
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Monismith C In this paper, suggestions are presented to improve and provide more
Elsevier Ltd consistent and representative results for this test as described in AASHTO T
324 - Hamburg Wheel-Track Testing of Compacted Hot Mix Asphalt
(HMA). In the AASHTO T 324 specification, either a cylindrical or a slab
specimen can be tested. Use of a two-dimensional micromechanics finite
element (2D-MMFE) analysis has demonstrated significant gap/bonding
and specimen shape effects on HWTD test results for the cylindrical
specimen setup. In addition, the analysis suggests the best method for
defining the "rut depth" to ensure consistent results between two specimen
setups. Results of this studyhave concluded that: (1) slab specimens can
provide more reliable test results due to larger size and uniform geometry;
(2) two cylindrical specimens (cores) should be glued together to prevent
localized failure due to larger peak maximum principal strains when there is
no bonding; (3) measurements of average rut depth should be collected
from stations near the centers of cylindrical specimens to keep the specimen
shape effects to the lowest possible level; and, (4) an agency should not
allow both specimen setups to be used interchangeably in the HWTD
specifications. The investigation also suggests that the average rut depth
evolution curve fitted using a three-stage Weibull approach can define the
number of passes to failure and define the stripping initiation point (SIP)
better than the visually determined SIP.