3. Hot bituminous mixtures characterization and design‘Advanced Testing and Characterization of Bituminous Materials — ‘Loizos, Pat, Scarpas & ALQadi (ods) (© 2009 Taylor & Francis Group, London, ISBN 978-0-415-55854-9 Optimum loading speed for deformation strength test of bitumen mixtures Sung Hyun Back, Jin C. Kim, Young S. Doh & Kwang W. Kim Department of Regional Infrastructures Engineering, Kangwon National University, Chan Cheon, Republic of Korea ABSTRACT: A series of studies were performed for developing a new test protocol and for characterizing the deformation strength, designated as S,, which was found to have relatively high correlations with wheel tracking and APA ‘results (R®> 0.8 on the average) at 60°C. In the test, the peak load (P) and vertical deformation (y) at the peak load point were obtained and S,, is then calculated by the equation of S,, = 0.32P/ (10+ J20y—))*. Since rutting is known to be induced more severely by slow-moving vehicles, itis necessary to investigate the slower loading speed than 50 mm/min, by which Marshall Stability and indirect tensile strength tests are performed, is needed to be inves- tigated. Therefore, S, test was performed by loading speeds of 10, 30, 50 and 70 mm/min to select optimum loading speed which showed the highest correlation with WT results. From regression analysis results between S,, and WT, the 30 mm/min was found to show the highest correlation, 1 INTRODUCTIONS A few test methods are available for measuring strength property of hot-mix asphalt (HMA) concretes in static mode. However, those HMA properties are known to have a little correlation with rut resistance of asphalt materials (Li X 2001, Witzack et al. 2002), Several studies were made on this issue to recommend the simple performance test (SPT) for rut estimation of bitumen mixtures (Witzack et al. 2002, Hafez 1997, Kaloush 2001), ‘Their recommendations are not acknowledged as legitimate procedures due to lack of correlation with field rut performance. Rather, the rut potential is evaluated by repeated loading tests, such as wheel tracking (WT) (Brown, S.F. & Gibb, .M. 1996), asphalt pave- ment analyzer (APA) (Kandhal & Cooley 2003), dynamic-load creep (DLC) (Zhu & Fwa 2005) and in a larger scale, accelerated loading facility (Bonaquist et al. 1998). Though, these are well-established techniques, equipments are expensive and some procedures are rather complex to follow. Therefore, there is a need for developing a simple strength test method that can measure an engineering property of HMA for estimating rut resistance in laboratory (Kim et al. 2002, Kim et al. 2004a, Doh et al. 2007, Kim et al. 2004b, Kim et al. 2008, Park et al. 2007) ‘A strength test method was developed in static mode so the property represented the strength against deformation, or the deformation strength, and designated as "S,,” of the HMA. The S, test has been initiated using the loading speed of $0 mm/min which Is used in the static inditect tensile strength test and Marshall Stability test. However, since rutting is known to be more severely induced by slowly-moving vehicles, the S, value obtained by lower loading speed might represent rut potential better. Therefore, different loading speeds were applied and each S, test result was compared with WT result for correlation analysis. The objective of this study was to find an optimum loading speed by which the S, value had the highest correlation with WT result. 349LA Deformation strength When a wheel, which has a circular imprint, is standing on asphalt pavement, mainly the circular spot will sufler stress and the immediate surrounding body acts as a confining bar- rier of shear movement for deformation. Since the bearing strength of the limited area is the resistance against deformation of the spot, therefore, instead of applying load to the whole cross sectional area, a load application to the limited area was adopted for S,, test. However, because the imprint of the wheel is not flat, a round edge loading head (rod) was used to cre- ate a dimple on the surface of asphalt concrete at 60°C. In this sense, the resistance against this dimple is not simply bearing strength, but is called deformation strength. Figure I (a) shows 2-D illustration of the S, test, by which the loading head contacts the mix- ture ina dimple shape resembling a bow. The depth of this bowl is y at the peak load P as shown ina load-leformation curve obtained from a testin Figure I(b). To estimate rut resistance, 8, was calculated by dividing P by the dimple area projected to the surface or A= xD — 2r-+2x}/4. The loading head (rod) diameter (D) and radius (r) of edge round were found to be important vari- ables in sensitivity analysis of S, and optimum values of D and r were determined as 40 mm and 10 mm, respectively (Kim et al. 3008, Park etal. 2007), Since x isa function of rand y, and D=40 and r=10,the A becomes a{D=2(r~ 2ry=y°)P/4 = {10+ 20/= 7 F making, 030P fio ao) where, S,, = deformation strength in pressure unit (MPa), P= maximum load (N) at failure, y= vertical deformation (mm) for y , then 10. Correlation analyses of S, with WT, APA and dynamic-load creep (DLC) were performed for ddense-graded bitumen mixtures. At more than 20 sites in queuing lane of traffic signal on the street, the rut depth of pavement in both wheel paths was measured and a core was taken Irom the mid lane of the same site. Using S, values measured on field cores, correlation analysis was aso performed between the field rut depth and S,, R? values were found to be ranged from 0.71 to 095, indicating the S, is an excellent engineering property for rut potential estimation of bitumen mixtures (Kim etal. 20a, Do etal. 2007, Kim et al. 2008, Park etal, 2007). The repeatability ofS, test results in terms of R* was 0.8069 and that of WT was 0.8172 (Kim etal. 2008) The S,, is adopted as one of | the criteria in Korean HMA mix design and the testis designated as "Kim Test,” details of which are given in elsewhere (Kim et al. 2002, Kim et al. 20a, Doh etal. 2007, Kim et al. 20046, Kim eta 2008, Park eta. 2007, Interim guide for hot asphalt mix design procedures 2008), w } b= 40m wal z fifo 3 b KOSS seem ETT TTT Sass me y j Detonation fd @) © Figure 1. Mlastration of (a), testand (b)load-eformation curve 3502. EXPERIMENTAL PROGRAM 2.1 Materials ‘The base bitumen with a 60-80 penetration grade (or PG64-22) was used as a binder for mixture preparation. The base bitumen was modified using a crumb rubber modifier (CRM), recycled low-clensity polyethylene (RLDPE) and a styrene-butadiene-styrene (SBS). The con- tents and designation of each modified binder are given in Table 1. Two aggregate sources, gneiss (A) and granite (B), were used in two maximum sizes, 19 mm and 13 mm, for each source (Table 1). Screenings for each aggregate source and limestone powder were used as fine aggregate and mineral filler, respectively, for dense gradations (Figure 2). 2.2. Test procedures ‘The optimum bitumen content (OBC) foreach mixture was determined by the mix-desen Int salsa by Korea Minty of Homeland and Martine Aft Uneim Bude 5008) The 7 gyrations were applied fs compaction of 100mm diameter speximens ost flowing mixin speciation 4, fa oi, T8870 voi led wath apa (VPA) minimum, of 32 Ma and 1#cand 1300! vain mineral agreate (VSIA) ori ad {Dim nsptva. A 30 mnvmin lading sped vas applied for micdeien§, Ls. A toll of Tommncs were made sing? agereztes 2 dations an # binders for Sy and WT tests "otind the Sy which might presen ut potential beter, ts was performed using four loading sped 0 30, sand 0 mmimin. Fr each mixture 13 species were made aa woid of 420% and randomly divided into four groups lo ea spat test The specnen was submerged into the OPC water for 30 minutes and then placed inthe apparstus Applying sat load prc at the ener ofthe specimen (Figures). heading head face Aas leaned using a kerosene towel very tine A load and deformation curve (gue 1) Was obtained and the Pandya Pwere road fom te eave foreach specimen. ‘Table 1. Designation and description of materials Designation Description APS ‘Base Pen. 60-80 binder without any modifier (Control) Rio “Modified binder with 10% CRM by wt. of total binder RLoRs ‘Modified binder with 6? RLDPE and 5% CRM by wt. of total binder Bs. ‘Modified binder with unknown content of SBS for commercial PG76-22 sand 19 ‘Maximum coarse aggregate size 13:13 mm and 19:19 mm. AD Aggregate A: gneiss and B: gra sing (8) @ (b) Figure 2. Gradation curves of (a) gneiss and (b) granite 351Figure 3... test setup ina loading frame. Figure 4. Schematic illustration of whee! tracker. ‘Table2. Physical properties of 16 mixtures Aggregate source A ‘Agarezate source B OBC Airvoid VMA VFA OBC Airvoid VMA VFA Age. size Designation e% wo &% 13mm AISAPS 4551663 168255 1659 7625 ALBRIO 4441797 7529-58379 16.98 77.68 ALSRLERS 389 1173 78058 Gl 372 17.60 TRB ALSSBS 407 16:19 7488 SA 421 16.84 7485 19mm AIDAP. 405 IS 7328 503791608 Teas AORIO 482 1658 7327 56 4051700 76.19. AIORLERS 389 1773 7805-52448 M6.6R 73.6 A9SBS 407 16:19 7488 4640914867251 I is widely held hypothesis that the WT is a reasonable rut prediction tool for bitumen mixtures. The wheel tracker used in this study, among many types, consisted of a steel wheel (200 mm in diameter and 50 mm in width), applying contact pressure of 689.4 kPa (100 psi), rolling on top of a slab specimen on the base plate moving with a 200 mm stroke back and forth (Figure 4). The WT test was repeated twice at the speed of 40 eycles/min for 3,600 cycles in 90 minutes at 60°C and average value of final rut depth at 3,600 cycles was used for cor relation analysis with the mean of three S, test data. A slab specimen (305 305 62 mm) was prepared at OBC using roller-press compactor and air void was checked first. If air void is out of 4 + 0.5%, the slab was discarded and made again before being cut into two pieces for two WT tests, 3. RESULTS AND DISCUSSIONS. The optimum bitumen content, a void, VMA and VFA values for 16 mixtures are shown in Table 2. Rut depth of each bitumen mixture was measured by the WT method deseribed above. But the §,,of each bitumen mixture was measured by four different loading speeds. It was found that the higher the loading speed, the higher the S, value. Regression analysis was performed using W'T rut depth as dependent variable and S, as independent variable for each loading speed. The correlations of rut depth of WT with S, are shown in Figures 5 and 6. “The R® value of each loading speed in four figures is summarized in Table 3. The loading speed showing the highest R? was found to be 30 mm/min. The mean R? was increased with the speed increase from 10 mm/min to 30 mm/min, and then decreased after the peak value at 30 mm/min, 382i sons “set @ © re5. Corrlation of WT rut depth with S, by loading speed (a) ss 13 mm and (b) gneiss 19 mm, Janie - san sas nae @ ) Figure 6. Correlation of WT rut depth with S, by loading speed (a) granite 13 mm and (b) granite 19mm, ‘Table 3. Summary of R° values by mixture and loading speed Loading speed (mm/min) Mixtures 10 30 0 70 A (gneiss) 13 07165 0.6042 05103 ‘A (aneiss) 19 0.8376 03736 B (granite) 13 0.9808 09213 B (granite) 19 09720 0.9078 o.sass Mean 08767 0.7666 07129 Using the four mean R® values for four loading speeds in Table 3, a regression analysis \was carried out, as shown in Figure 7, to find the best loading speed showing the highest R? value. The loading speed showing the highest R? with WT rut depth was found to be 30.2 mm/min from the regression curve equation in Figure 7. Therefore, deleting the decimal ‘number in 30.2, the loading speed of 30 mm/min was suggested as the optimum loading speed for S, test. 353ot aan Lang ped mins Figure 7. Regression curve of mean R? and the optimum speed at peak R° from the regression model 4 CONCLUSIONS: It was found that the slower the loading speed, the lower the S, value, showing a trend of increase with the loading speed increase. This is due to the effect of stress relaxation at the lower loading speed at high temperature. Therefore, the loading speed was found to be an important variable in S,, test. In the regression analyses of the rut depth of wheel tracking (WT) test with S,, the R? was improved with the loading speed increase from 10 mm/min to 30 mm/min, and then decreased thereafter with the speed further increase. The loading speed showing the highest R? was found to be 30 mm/min, and this value was confirmed by regression analysis. Therefore, it was suggested as the standard loading speed of the S,, test. It is concluded that the loading speed of 30 mm/min is the optimum for estimation of rut resistance of HMA by the S,, test at 60°C. ACKNOWLEDGEMENT This study was made possible by the fund of Korea Ministry of Homeland and Maritime Alfairs, using facilities of Institute for Advanced Construction Materials in Kangwon. National University. REFERENCES, Bonaguist, B Sherwood, JA. & Stuart, K.D. 1998. 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