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Prediction Model for Pavement Deformation of Superpave Asphalt Concrete

Mixtures

Conference Paper · March 2014

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Hamed M. Hamdou Namir G. Ahmed Alkawaaz

College of Engineering / University of Baghdad Al-Mustansiriya University
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 IMS/7 INTERNATIONAL CONFERENCE ON ADVANCES IN ENGINEERING MATERIALS

Prediction Model for Pavement Deformation of

Superpave Asphalt Concrete Mixtures

Hamed M. Hamdou(*), Dr. Namir G. Ahmed(**) and [Zaynab I. Qasim(***)]

(**) PhD, M.ASCE, M.ASTM ( ***) PhD, Lecturer

(*) Professor Emeritus
Email:dr.namir@alsadeemiraq.net Email: zaynab.2010@yahoo.com
Email:profhamedalani@yahoo.com
Assistant. Professor University of Technology/
Transportation Engineering
Transportation Engineering Building and Construction
University of Baghdad,
University of AL-Mustansiriya, Department
Baghdad-Iraq
Baghdad -Iraq Baghdad -Iraq

KEYWORDS:Superpave; Rutting; Wheel-tracker test; Mechanistic- Empirical; Dynamic Modulus E*; MnPAVE
Software

ABSTRACT temperature, asphalt content, viscosity, air voids and

Rutting is the major distress in flexible pavements
in Iraq as a result of increasing axle loads, and high
summer temperature. This type of distress has a major
impact on pavement performance, reduces the useful
service life of pavement and creates serious hazards
for highway users.
The objective of this paper is to predict the
performance of HMA mixtures against rutting using
Mechanistic- Empirical approach by considering
Wheel-Tracking test and employing Superpave mix
design requirements.Roller Wheel Compactor has
been locally manufactured to prepare slab specimens
of (32 cm length×28 cm width×4 cm height). Based
on laboratory resultsthat are judged to be simulative
of field loading conditions, models were developed to
predict permanent strain of compacted local asphalt
concrete mixtures .
Local material properties, stress level and
environmental impacts were considered for
thisaspect . In general, laboratory results were
analyzed using statistical analyses by the aid of
(SPSS v19)software. Permanent strain models for
superpave asphalt concrete wearing course mixtures
were developed as a function of: number of passes,
additive content. Mechanistic Empirical design
approach using (MnPAVEv2011) software was
applied to characterize rutting in HMA and to predict
allowable number of loading repetitions of mixtures
as a function of expected traffic loads, material
properties, and environmental temperature. The
allowable number of loading repetitions which was
obtained by the developed model is verified by
comparing with that obtained using MnPAVE
program at different volumetric composition and
temperature conditions,the influence of variables on
dynamic modulus E*of HMA mixtures and rutting
reliability is evaluated.
1. Introduction
The asphaltic paving mixture is normally
subjected to various detrimental types of distresses
during its service life .These distresses are caused by
load, weather, and construction practices, and /or
deficient materials. One of these serious distresses is
rutting (permanent deformation) which finally may
lead to complete failure of pavement. Such distress
will reduce the performance of asphalt pavements,
which not only causes inferior ride quality to
motorists but also yields higher life-cycle cost, [10].
 Prediction Model For Pavement Deformation of Superpave Asphalt Concrete Mixtures: Zaynab I. Qasim (et al.)
FHWA [4] described rutting as longitudinal
surface depression in the wheel path, which may have
associated transverse displacement. Furthermore,
Huang [6] stated that the permanent deformation is an
important factor in flexible pavement design .With the
increase in traffic load and tire pressure, most of the
permanent deformation occurs in the upper layers
rather than in subgrade. Permanent deformation may
also initiate other forms of pavement distress such as
cracking [5]. Accordingly and to achieve a reliable
estimate of the pavement rutting, one must consider
loading, material and environmental variables at
which permanent deformation accumulate for
ascertain pavement layer. Furthermore, conditions
experimental tests which satisfactorily simulate the
field conditions could be also considered. In
particular, the issue of development of performance
tests and measure of rutting performance withregard
to Mechanistic Empirical approach has become the
focus of current research.
2. Wheel Tracking tests
Rutting in asphalt mixes under traffic loading
occurs predominantly at elevated temperature. Control
stress is selected as a mode of loading for rutting test,
the response data is permanent displacement and
number of repetition to rutting failure (Nf) which
achieved using Wheel-tracking tester which used to
determine the premature failure susceptibility of
bituminous mixtures. The loaded wheel applies about
700 N (158 pounds) of load at contact points and
passes repetitively over the sample for up to 10,000
cycles. If the maximum allowed deformation is
reached before 10,000 cycles, the wheel will lift off
the failed sample. The centre of the contact area of the
tyre describes a simple harmonic motion with respect
to the centre of the top surface of the test specimen. In
this study, compacted asphaltic slabs are prepared at
air voids equal to (4%) using Roller Compactor
Device according to (EN12697-Part 33:2003) [3] and
Superpave system (AASHTO Designation: T 312-
2010) [1]. The dimensions of the compacted slabs
used in this work are 320 mm (12.8 inch) in length
and 280 mm (11.2 inch) in width and 40 mm (1.6
inch) in height as proposed by (EN 12697-Part
22:2003).Proportion of aggregate and asphalt binder
are used for mixing, curing, and compacting [2].
3. Results and analysis
Results of wheel tracker tests are plotted on a graph
displaying rut depth (typically in millimetres) versus
the number of passes for each test. A curve is plotted
for the loaded wheel during test running, an
examination of the graph can reveal the number of
passes to failure, the maximum rut depth occurring.
The WT-Graph utility provides eight report
options.The experiment design for the permanent
deformation testing is a full factorial with; three
asphalt contents, two air voids contents, three
temperatures, two asphalt types, and three percents of
SBR additives, resulting in a nominal total of 108
tests. Based on the results and analysis of permanent
deformation tests, The Results showthat the
permanent deformation is highly dependent on
temperature, Performance grade and air voids, while
moderate and low for polymer content and asphalt
content respectively.
4. Building Statistical Models
The statistical techniques were used for the
model development required to evaluate permanent
deformation in asphalt concrete mixtures. In statistical
modeling the overall objective is to develop a
predictive equation correlate the permanent
deformation in the form of permanent strain with the
independent variables. These variables include
number of passes, asphalt grade, air voids, asphalt
content, testing temperature, and additive content.
Numerous studies have been made to
characterize the permanent deformation response of
asphalt concrete materials due to repeated load
applications. The repeated compressive load test is
used to investigate the variables that influence the
relationship between the number of load
applications,(N), and the permanent strain ,(εp). For
this research, relationship between the permanent
deformation in term of plastic strain (εp) of asphalt
concrete mixtures is presented in equation (1):
εp = RD / h ………………………..……… (1)
where:εp:Vertical Permanent Strain at Mid Thickness
(h) of the Layer (%),RD = Rut Depth at (N) Number
of Load Cycles (mm), andh = Thickness of Asphalt
Concrete Sublayer. Table (1) shows summary results
of final models.
5. Mechanistic-Empirical Analysis Approach
The M-E design methods are based on the
mechanics of materials that relate an input, such as
wheel load and material properties to an output of
pavement response, such as stress or strain [4]. In the
 Prediction Model For Pavement Deformation of Superpave Asphalt Concrete Mixtures: Zaynab I. Qasim (et al.)
M-E Design Guide procedure, the pavement is
regarded as a multi-layered elastic system. The
materials in each of these layers are characterized by
modulus of Elasticity (E*) and Poisson’s ratio (ν). The
results are compared with the results obtained from
laboratory results based statistical models and field
sections cores to validate the mechanistic component
of asphalt concrete mixtures .In the case of the
perpetual pavement enough stiffness in the upper
pavement layers is needed to preclude rutting and
enough totalpavement thickness and flexibility in the
lowest layer to avoid fatigue cracking from the bottom
of the pavement structure.
6.Application of MnPAVE Program
MnPAVE combines known empirical
relationships with a representation of the physics and
mechanics behind flexible pavement behavior. The
mechanistic portions of the program rely on finding
the tensile strain at the bottom of the asphalt layer, the
compressive strain at the top of the subgrade, and the
maximum principal stress in the middle of the
aggregate base layer. MnPAVE output includes the
expected life of the pavement and the damage factors.
Reliability also has been incorporated into the latest
version. One of the material properties required in the
M-E PDG which is considered innovative for
pavement design methods; the dynamic modulus for
asphalt concrete. Loading time and temperature
dependency of asphalt mixtures are characterized by
the dynamic modulus, |E*|.
For inputs, the dynamic modulus master curve is
constructed based on time-temperature superposition
principles by shifting laboratory frequency sweep test
data, [7] and [9]. Binder viscosity measured using the
Superpave Rotational Viscometer (RV) is also a
required input. For inputs, the dynamic modulus
master curve is obtained via an empirical predictive
equation. The |E*| predictive equation is an empirical
relationship between |E*| and mixture properties as
shown in Equation (2):
( )
( )
( () ( ))
( )
( () ( ))
( )
In which:
E* = dynamic modulus, 105 psi ;
η = binder viscosity, 106 Poise
f = loading frequency, Hz
Va = air void content, %
Vbeff= effective binder content, % by volume
ρ38 = cumulative % retained on the 9.5-mm sieve
ρ4 = cumulative % retained on the 4.75-mm sieve
ρ34 = cumulative % retained on the 19-mm sieve
ρ200 = % passing the 0.075-mm sieve
7. Binder Viscosity Values
The binder’s viscosity values used in this
research were estimated using the ASTM viscosity-
temperature relationship [8], given by the following
relationship:
log log η = A + VTS*log TR ………….……(3)
In which:η : bitumen viscosity (cP),
TR : temperature, Rankine(TR = TFahrenheit+ 460)
A = regression intercept, VTS = regression slope of
viscosity temperature susceptibility.
8. MnPAVE Results and Data Analysis
In MnPAVE, the Research Mode provides the
features necessary to complete a pavement design,
more features in entering data. The allowed repetitions
for rutting were determined by simulating the strains
due to traffic loads, according to the following
equation:
ε …….........................……… (4)
Where: NR = number of repetitions to rutting failure
(Allowed Repetitions), cycle ;
KR1, KR2 = MnPAVE coefficients;
εv = vertical strain at the top of the subgrade (in/in)
The output will allow estimating the performance
life of HMA through achieving a certain level of
permanent deformation. In order to evaluate the effect
of input variability on the calculated reliability; the
influence of air voids, binder type, binder content and
temperature on dynamic modulus is evaluated, as
described in the following articles .
 Prediction Model For Pavement Deformation of Superpave Asphalt Concrete Mixtures: Zaynab I. Qasim (et al.)
Effect of Air Voids
The results shown that increasing of air voids
from 4% to 7% will decrease E* and reliability by
11.2% and 12% respectively for asphalt of PG (64-
16). It is found that reliability value of 93 percent is
reached for rutting and the allowable repetitions of
loading greater than 8300 cycle through running of
verification; so this design is conservative. Same
behavior can be achieved for the other type o asphalt
binder.
Effect of Asphalt Binder Type
Figure (1) shows the comparison of two types of
binders; PG (64-16) and PG (58-22), High
temperature and low frequency are associated with the
rutting resistance of the asphalt mixture. The results
show that the PG grade, especially the high PG grade
has a significant influence on the dynamic modulus at
high temperature; higher PG grade leads to higher E*.
It is found that a change of binder of PG (64-16) to
PG (58-22) causes 5.5 % decrease in E* and 20 %
decreases in reliability at 40ºC testing temperature.
Effect of Asphalt Content
The effect of asphalt content on Dynamic
modulus was evaluated; Figure (2) shows the
comparison of dynamic modulus and reliability for
three different of asphalt content. It is observed that a
change of asphalt content from 4.1 to 4.7 % causes 4.9
% decrease in E* at 40º C test temperature, while a
change of asphalt content from 4.7 to 5.3 % causes 5.5
% decrease in E* at 70º C test temperature. It is
considered that at high temperatures, the asphalt
binder is softer and less influential with respect to the
load bearing capacity; instead, aggregate skeleton
plays a more important role. Asphalt content has some
impact on E* and allowable number of repetitions.
9. Comparison between the Laboratory Model and
MnPAVE Results
A comparison between the structural
performances of MnPAVE software results with
Superpave laboratory model is carried out. The
pavement volumetric and mechanical properties were
used as an input data for MnPAVESoftware.The WTT
allowable numbers of repetitions results for rutting
performance of mixtures used in this research and
developed for different test temperatures are
compared with MnPAVE results. Figure (3) shows
the relationships between WTT’s allowable number of
repetitions model . Good relationship can be seen
clearly between these two types of results.
10. Conclusions
Based on wheel-track test results, a model was
developed to predict permanent strain of local asphalt
concrete wearing course after short- term aging
mixtures for different test conditions and mix
properties using statistical technique. The following
forms were found:
εp = 0.058 LnN +0.14 Ln PS +0.24 LnT-0.008LnPM-
0.701ηs +0.045 Av-1.242………………………....(5)
where:εp =Vertical Permanent Strain at Mid Thickness
(H) of the Layer;N = Number of Loading Cycles; PS =
Effective Asphalt Content (%) by Weight of Total
Mix; T = Test Temperature in Degree Centigrade
(°C); ηs = Viscosity at Testing Temperature (Pa.sec);
Av = Air Void of Asphalt Mixtures (Av from 4.0 -7.0
%); and;PM=Additive (SBR-Polymer) Content (%)
Mechanistic Empirical design approach through
MnPAVE software, used to characterize rutting in
HMA and to predict allowable number of loading
repetitions as a function of expected traffic loads,
material properties, and environmental conditions, has
been employed to verify the developed model with
satisfactory result. The influence of variables on
dynamic modulus E* and rutting reliability is
evaluated. It is found that increasing air voids from
4% to 7% will decrease E* and reliability by 11.2%
and 12% respectively for asphalt of PG (64-16).While
a change of binder of PG (64-16) to PG (58-22)
causes 5.5 % decrease in E* and 20 % decreases in
reliability at 40ºC testing temperature. Furthermore, a
change of asphalt content from 4.1 to 4.7 % causes 4.9
% decrease in E* at 40º C test temperature, while a
change of asphalt content from 4.7 to 5.3 % causes 5.5
% decrease in E* for PG (64-16).
Acknowledgements
The authors would like to acknowledge the
National Centre for Construction Researches and
Laboratories (NCCRL) and Civil Engineering
Department in Baghdad Universityfor their support
during the preparation of this research.
 Prediction Model For Pavement Deformation of Superpave Asphalt Concrete Mixtures: Zaynab I. Qasim (et al.)

11. References [6] Huang, Y. (1993). “Pavement Analysis and Design”,

[1] ''AASHTO Guide for Design of Pavement Structures'',
(2010). The American Association of State Highway and
Transportation Officials, Washington, D. C., USA.
[2] Asphalt Institute, (2007), “Asphalt Hand Book”, Manual
series No. 04, Six Edition, Kentucky, USA.
[3] European Standards EN 12697: (2005), “Bituminous
mixtures Testmethodsforhotmixasphalt”,published under
the authority of European Committee for Standardization
and TechnicalCommittee CEN/TC 227 “Road materials”,
August.
[4] FHWA, (2003), "Distresses Identification Manual for
the Long –term pavement Performance Program,",
Washington, D.C.
[5] Garba,R.,(2000),"Permanent deformation Properties of
asphalt Mixture", Norwegian university of science and
technology,department of civil and transportation
engineering,(NVF) conference.
Prentice Hall, Englewood Cliffs, New Jersey, USA.
[7] Huang, Y. (2004). “Pavement Analysis and Design”,
2nd Edition, Prentice Hall, Englewood Cliffs, New
Jersey, USA.
[8] NCHRP, (2004), "Mechanistic-Empirical Design of
New and Rehabilitated Pavement Structures", NCHRP
Project-1 37A Draft Final Report, Transportation
ResearchBoard,NationalResearchCouncil,Washington,
D.C.
[9] Pellinen, T.K., Song, J. and Xiao, S. (2004).
''Characterization of Hot Mix Asphalt with Varying
Volumetric Composition Using Triaxial Shear Strength
Test''. 8th Conference of Asphalt Pavements in South
Africa, CAPSA-04, September 12-16.
[10] Khosla, N. Paul,(2004), " Development of APA
Design Criteria for Surface Mixtures", Final Report,
Department of Civil Engineering, North Carolina State
University, Raleigh, North Carolina.

Table (1): Summary Results of final Model 9000

Dynamic Modulus, Psi

Model R2 SER 8500

8000
RD = 2.335 LnN + 5.752 Ln PSeff.+ 9.73 40° C
LnT - 0.309 LnPM – 28.02 η + 0.88 0.231 7500
55° C
1.789 Av - 49.68
7000
70° C
εp = 0.058 LnN + 0.144 Ln PSeff.+ 6500
0.243 LnT – 0.008 Ln PM- 0.701η + 0.88 0.231 PG (64-16)
1 2
0.045 Av – 1.242

Nf= 7.23*106* RD 2.476 * PSeff -1.031. * T-

1.947 0.89 0.207
* PM0.06 * η 2.411 * Av-1.7 Figure (1): Effect of Asphalt Binder Type
onDynamic Modulus
9000
8500
Dynamic Modulus, Psi

8000
7500
7000 40
6500 °C
6000 55
°C
5500
5000
3.5 4 4.5 5 5.5
Asphalt Content, %
Figure (2): Effect of Asphalt Contenton Figure (3): WTT’s Allowable Repetitions vs.
Dynamic Modulus MnPAVE Results at 40oC

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