Evaluation of Permanent Deformation Characteristics of Bituminous Mixes

EVALUATION OF PERMANENT DEFORMATION CHARACTERISTICS OF BITUMINOUS MIXES
By
I. Srinivasa Reddy
Department of Civil Engineering Indian Institute of Technology Kharagpur 721302, India
Distresses in Bituminous Pavements

Major distresses in bituminous pavements - fatigue cracking, rutting, thermal cracking, bleeding and moisture susceptibility
Rutting - likely to be a failure that would occur in the early stages of pavements life
Fatigue & Thermal Cracking failures old pavements that become Brittle According to the National Cooperative Highway Research Program (Witczak, 1998): Permanent deformation - selected as the most serious problem for highways and runways in the United States among all the distresses in asphalt pavements. Fatigue cracking-rated the second most serious problem, followed by thermal cracking
Fatigue cracking
Source: Witczak (1998)

In India, recently constructed National Highways - premature rutting at high temperature ( long period) when subjected to heavy axle loading along with other factors of the mix (Reddy, 2007 ; Rao et al. 2007)
Bituminous Mix Design

Bituminous mixes - typically been designed with empirical laboratory design procedures Field experience - required to determine if the laboratory analysis correlates with pavement performance
A common concern regarding the current mix design practice - whether the specifications have sufficient basis to ensure that distresses like bleeding/flushing, rutting along wheel paths, top-down cracking and fatigue cracking do not occur
Bituminous Mix Design (Contd)
Most transportation agencies wants to know the suitability of bituminous mixes before it is used for construction
If the bituminous mix passes a rut-resistance test, it can be used on a road (Romero and Stuart, 1998)
Marshall Mix Design Method

In India, bituminous mixes are designed to satisfy the Marshall Mix Design criteria (MoSRT&H, 2001) Marshall method of mix design - Developed in 1940s - Still the most popular and common method for design of bituminous mixes in India Widely felt that Marshall method is inadequate to address the current in-service performance problems as does not indicate any performance parameters of the mix directly
Marshall Mix Design Requirements for BC (MoSRT&H, 2001)

Compaction blows Stability (N) Percent air voids (VIM) Per cent voids in mineral aggregate (VMA) Per cent voids filled with bitumen (VFB) Flow (mm) Loss of stability on immersion in water at 600C (ASTM D 1075) 75 blows on each face 9000 3 -6 12 (VIM=3), 13(VIM=4),14 (VIM=5) 65 75 24 Min. 75 per cent retained strength
Rutting or Permanent Deformation

Rutting - permanent deformation - defined as the bowlshaped depression in the wheel paths due to accumulation of small amounts of unrecoverable strains under the channelized repeated wheel loads
Fig: Bituminous pavement rutting in the wheel path Source: Smith (2004)
Causes of Rutting
Loading conditions Magnitude of wheel load Tire pressure Traffic volume Environmental conditions Temperature Moisture Mix properties - Aggregate characteristics (shape, texture and structure) Binder type & content Mix design Others - structural designs to carry loads
Heavy axle loads and higher pavement temperatures contributes greatly towards rutting
Source: www.malvern.com
Effect of Wheel Loading Repetitions on Permanent Deformation Profile (Eisenmann and Hilmer 1987)
Table: SAW Distribution for 2 Axle Truck (Koul and Chakrabarti, 1998)
Single Axle Weight (t) Surat-Manor Road (NH-8) Description AhmedabadMumbai Average (simple) 7.31 MumbaiAhmedabad 6.35 Delhi-Gurgaon Road (NH-8) DelhiGurgaon 8.09 GurgaonDelhi 8.55 Barwa Adda-Barakar Road (NH-2) DhanbadKolkata 8.57 KolkataDhanbad 7.92
Average (weighted)
Maximum Proportion(% of total axles) of SAW >8T Proportion(% of total axles) of SAW >10T
7.80
20.72 37.37
6.86
16.76 25.98
9.10
21.20 44.33
9.57
20.90 44.32
9.68
21.52 42.37
8.77
22.0 35.68
22.36
8.39
34.58
40.11
38.61
32.74
Table: Max. and Min. Pavement Temperatures in India

Place Bangalore Thrivandrum Hyderabad Chennai Latitude 12058'N 8028'N 17027'N 13004'N Pavement Temperature (C) Minimum 11.5 18.7 9.3 17.3 Maximum 58.9 56.7 64.4 63.7
Mumbai
Bhopal Ahmedabad Amritsar Delhi Guwahati Shillong
18054'N
23017'N 23004'N 31055'N 28050'N 26006'N 25034'N
15.4
4.8 6.4 -0.5 1.8 6.5 1.5
59.7
66.0 67.2 66.5 66.6 59.5 51.3
Rutting from weak Bituminous mix

The type of rutting most concern to bituminous mix designers deformation in the bituminous layers (Plastic flow or Instability rutting) Rutting results from the bituminous mix without enough shear strength to resist repeated heavy loads A weak mix will accumulate small, but permanent deformations with each vehicle pass, eventually forming a rut characterized by a downward and lateral movement of the mix Rutting of a weak mix typically occurs during the summer
Figure: Consolidation Rutting
Figure: Plastic flow or Instability Rutting
Viscoelastoplastic behavior of Bituminous mix
Adequate and accurate characterization of bituminous mix behavior is necessary in order to predict the pavement performance realistically
Bituminous mix - Time, temperature and stress dependent material Bituminous Mix behavior varies from elastic and linear viscoelastic at low temperatures and/or fast loading rates to nonlinear visco-elastic, visco-plastic and plastic at high temperatures and/or slow loading rates
Total Strain In the Mix

Total strain of Hot Mix Asphalt = recoverable and irrecoverable strains, some of which are time-dependent and others are timeindependent (Perl et al. 1983; Sides et al. 1985; Quintus, 1994) The total strain - four components total = e + p + ve + vp Where
(1)
total is the total strain e is the elastic strain, which is recoverable and time independent ve is the visco-elastic strain, which is recoverable and time dependent p is the plastic strain, which is irrecoverable and time independent vp is the visco-plastic strain, which is irrecoverable and time dependent
Schematic Representation of the various strain components in viscoelastoplastic Material in load/unload cycle
Test Methods for Evaluating Rutting in Bituminous Mixes

Number of procedures and equipment are being used to evaluate the rutting potential of HMA and on these are classified into three groups as listed below (Zhang et al. 2002): Fundamental Tests: 1. Uniaxial and triaxial tests: unconfined (uniaxial) and confined (triaxial) cylindrical specimens in creep, repeated loading, and strength tests 2. Shear tests: Superpave Shear Tester - Shear Dynamic Modulus Quasi-Direct Shear (Field Shear Test) Superpave Shear Tester - Repeated Shear at Constant Height Direct Shear Test 3. Diametral tests: cylindrical specimens for creep or repeated loading test, strength test
Test Methods for Evaluating Rutting in Bituminous Mixes (Contd )
Empirical Tests 1. Marshall Test 2. Hveem Test 3. Corps of Engineering Gyratory Testing Machine 4. Lateral Pressure Indicator
Simulative Tests 1. Full-scale/ Accelerated Pavement Tests 2. Laboratory Wheel-Tracking Tests
Test Methods for Evaluating Rutting in Bituminous Mixes (Contd)

Ideally, laboratory tests should simulate the field conditions and correlate well with the observed field performance. - However in practice this is not always the case Stress conditions in a pavement - difficult to replicate the actual loading conditions of bituminous mix in the laboratory using fundamental tests like static creep and triaxial tests Specifically stress reversal on the aggregate structure as a vehicle wheel passes over it are extremely complex and cannot be precisely calculated nor replicated in a laboratory test on a sample of bituminous mix
Response of a flexible pavement during trafficking by uniform load P; successive wheel positions A and B depict cyclic loading that results in Tensile and compressive strains in pavement
Design and Fabrication of IIT KGP Rut Tester

The currently available wheel tracking devices are imported, very expensive and difficult (costly) to maintain Transportation engineering section of Civil Engineering Department, IIT, Kharagpur Indigenously developed wheel tracking device IIT KGP Rut Tester
IIT KGP Rut Tester
Salient Features of IIT KGP Rut Tester
It is a multi-functional wheel tracking device useful for evaluating rutting and stripping of bituminous mixes The wheel load is measured by load cell and can be applied up to 500 kg Capable of varying the temperature from ambient to 70 C Arrangement for inducing water for evaluating stripping and moisture susceptibility of bituminous mixes.
Facility to test beam or cylindrical samples (laboratory prepared samples using Superpave gyratory and Marshall compacted specimens as well as field cores)
Salient Features of IIT KGP Rut Tester
(Contd)
The conventional flexible pavement can be simulated
Facility to test the specimens in dry or wet conditions

Facility to test the specimens up to 20,000 wheel load repetitions
Data acquisition using data acquisition software and personal computer

Facility to operate both in manual and automated modes Easy to operate and maintain
Control panel
Loaded wheel moving back and forth over the Marshall Specimen
Rut developed on the Marshall specimen during testing
Output display in the Computer
Finite Element Simulation Analysis of Rutting Test in IIT KGP Rut Tester
In this study, commercially available three dimensional finite element software ANSYS 8.0 (ANSYS, 2003) is used Features of the finite element model include: Element type Geometry model Material model Boundary conditions Load model
Element Type
Bituminous mix - modeled using SOLID 185 element available in ANSYS element library. Defined by eight nodes having three degrees of freedom at each node: translations in the nodal x, y, and z directions. Element - plasticity, hyperelasticity, stress stiffening, creep, large deflection, and large strain capabilities. Mixed formulation capability for simulating deformations of nearly incompressible elastoplastic materials, and fully incompressible hyperelastic materials.
Figure: SOLID185 Geometry
Model geometry
In order to simulate the BPA test conditions, a threedimensional finite element mesh is generated to represent the beam specimen of bituminous mix Model consists of 300 mm long, 125 mm wide and 75 mm thick Superpave gyratory compacted specimens, Marshall Specimens and field cores also can be tested in the BPA
Finest mesh - used on the wheel path to capture more detailed information
Model geometry (Contd)

3-D finite element model consists of 1210 elements with 1584 nodes representing the symmetric part of the beam specimen Directions followed: X-axis: along the width of mold (Transverse) Y-axis: along the depth of mold (Vertical) Z-axis: along the length of mold (Longitudinal) Sign Convention for Strains: +ve: Tension -ve: compression
3-D Finite Element Mesh representing Symmetric Part of the Beam Specimen
Material model (Contd)

Creep model (time hardening form) used in this study can be written in the form of creep strain rate is cr = C1C2tC3 Where cr = creep strain rate = uniaxial equivalent stress t = total time C1, C2 and C3 = parameters related to material properties Each bituminous mix will have unique set of these parameters (2)
Material model (Contd)
Parameter C1 changes the intercept of the creep curve without changing the slope on log-log scale Parameter C2 is associated with the contact pressure, defines the stress function in the power law equation Parameter C3 in the creep model defines the slope of the creep curve on log-log scale
Boundary conditions
Specimen mold - very stiff compared to the bituminous mix, the mold is treated as rigid and the movement of nodes along the perimeter of beam is restricted
Degree-of-freedom perpendicular to the perimeter is restrained while the other two degrees of freedom are considered free Nodes located at the bottom are assumed fixed
Loading Model
Step load function - Multiple loading steps are used to simulate the moving wheel load Duration of loading time - Calculated by dividing the length of the wheel print by wheel speed
Initially the load step - applied at the first set of elements and moved longitudinally to the next set of elements in the wheel path
When the load step - applied to the last set of elements, a single wheel pass is complete
Loading Model (Contd)
Loading step - reversed starting from the last set of elements and moved toward the first set of elements
This completes one load cycle, which simulates the movement of loaded wheel back and forth over the test specimen in the BPA Load cycle can be repeated to achieve the desired number of repetitions
10 Load Repetitions
References
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Evaluation of Permanent Deformation Characteristics of Bituminous Mixes

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Evaluation of Permanent Deformation Characteristics of Bituminous Mixes

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EVALUATION OF PERMANENT DEFORMATION CHARACTERISTICS OF BITUMINOUS MIXES

Department of Civil Engineering Indian Institute of Technology Kharagpur 721302, India

Distresses in Bituminous Pavements