Three Stages of Permanent Deformation Curve and Rutting Model

Three Stages of Permanent Deformation Curve and Rutting Model
• Introduction
Rutting is a problem in transportation, because of traffic volume, axle loads and
tire pressure increased rapidly. Resolve this problem need for a methodology to
predict rut depths before construction, especially rutting. Most of surface total rutting
came from asphalt layer. It is, therefore, critical to permanent deformation.
Permanent deformation measured from repeated load test, as shown in Fig. 1, is
generally composed of three stages: primary, secondary and tertiary.
FIGURE 1. Typical three-stage curve of accumulated permanent strain versus the number of load
repetitions. Typical three-stage curve in (a) Linear scale, (b) Log–Log scale
In the primary stage, permanent deformation accumulates rapidly. Secondary

stage the permanent deformation rate tends to decrease. Finally, tertiary stage the
permanent deformation rate starts to increase, and permanent deformation rapidly
accumulates.
• Physical Damage Process of The Three-Stage Permanent Deformation Behavior
The physical damage processes of permanent deformation of asphalt mixes, there

are three stages: primary, secondary, and tertiary, and there are three damage
process, that is strain hardening, microcracking and macrocracking. During Primary
stage strain per cycle decrease in spite increasing total plastic strain because asphalt
mix work hardening. The reason there are defects in asphalt mixes, for example air
voids, dislocation in the aggregate and asphalt binder. With the accumulation of
permanent strain, asphalt mix work hardens under repeated loading until it reaches a
point where microcracks initiate and grow. With continued loading, the microcracks
gradually propagate and coalesce to form the macrocrack. The initiation and
propagation of macrocracks will accelerate the rate of work-softening. Thus,
permanent deformation per cycle increases rapidly. This is referred to as the tertiary
stage. Figure 2
FIGURE 2 Observed macrocracking on sample
• Evaluation of Existing Permanent Deformation Models
Many permanent deformation models have been developed, their capabilities to

describe the three-stage permanent deformation properties of asphalt mixes are
evaluated. The following three types of well-known models are; Semi-log model,
Superpave model, AASHTO2002 model, Tseng and Lytton’s model. For example Semi-
log model:
Where: 𝜀𝑝 : Permanent strain first load

N : Number load repetition
𝜀𝑝𝑛 : Permanent strain single load
In summary, these existing models can characterize only the primary stage, and none
of them has the capability to describe the secondary and tertiary stages.
• Permanent Deformation Behavior of Asphalt Mixes in Field Pavements
Many accelerated pavement tests (APT) have been conducted to evaluate the
rutting resistance of different asphalt mixes. The effect of temperature on the
permanent deformation property of asphalt mixes also can be determined from APTs
results.
➢ Federal Highway Administration (FHWA)-accelerated Load Facility (ALF) Phase

III Study
The FHWA performed to validate the Superpave asphalt binder test and
specification according to their rutting resistance at high pavement
temperatures. Ten side-by-side pavement lanes, as described in Table I,
asphalt layer of all pavement test sections had the identical thickness of
200mm and was placed on an unbound crushed aggregate base over a
prepared subgrade.
TABLE I Pavement lanes for the superpave validation study
The 43kN ALF load was applied using super single tire with a tire pressure of
690kPa. The pavement temperature at a depth of 20mm was controlled during
trafficking, temperatures for each pavement test section in Figure 2.
TABLE II Slopes and intercepts (Eqn. 10) for rut depths in the asphalt layer at different temperatures
The rut depth in the asphalt layer was measured during each distress survey using a
survey rod and level. Relationships between the measured rut depths in the asphalt
layer and the number of load repetitions are shown in Fig. 3
FIGURE 3 Rut depth in asphalt layer vs. the number of ALF load repetitions relationship. ALF results for (a) non-
modified, (b) modified asphalt binder.
The number of ALF wheel passes. However, for simplicity, only the power law model in
the form of equation was regressed, and the results are presented in Table II.
Where, RD, rut depths in the asphalt layer, mm; N, the number of ALF wheel passes;
and a and b, regression coefficients.
➢ Australia ALF
The test pavement consists of a 75 mm asphalt layer of crushed rock sub-
base. Two 150mm thick layers of cement-treated base (CTB), with a cement
slurry between the layers, were constructed on top of the crushed rock sub-
base.
All experiments, with the exception of the super single/dual wheel
experiments, were conducted using the 80kN ALF wheel load with the narrow
transverse ALF load distribution. The loading sequence and the controlled
temperature are summarized in Table III.
Permanent deformation was defined as the vertical distance between the
bottom of the wheel path and the adjacent hump. The average permanent
deformations for each experiment are given in Fig. 4. The average permanent
deformation at the surface of the pavement can be taken as permanent
deformation (or rut depth) in the asphalt layer because the asphalt layer was
constructed on the 300mm thick stiff layer of CTB.
TABLE III Summary of Australia ALF experiment
FIGURE 4 Measured permanent deformation data at controlled temperatures. (a) ALF results of “core trail”
mixes C3, C4 and C6 at 508C, ALF results of A1 mix (b) at 40 and 458C, (c) at 508C, (d) at 608C, (e) ALF results of
“core trail” mixes C1A, C2A and C3A at 508C under 50kN dual wheel load and 50kN super wheel load
• CAL/APT
CAL/APT HVS testing was performed with various wheel and tire types on the surface
of the asphalt mixes used for sections 500–503 as wheel. HVS load carriage was operated
in the channelized mode without wander at the different temperatures. The development
of average maximum rut depth versus the number of load repetitions is shown for all
sections in Fig. 6. The maximum rut depth was defined as the vertical distance between
the bottom of the wheel path and the highest adjacent hump.
FIGURE 5 Relationship between the slope of the power law model and test temperatures
It can be seen from Fig. 6 that all sections subjected to highway wheels and tires had
an initial period of rapid rut development, followed by a second period with a reduced rate
of rutting that continued until trafficking was stopped.
• Summary and Conclusion

From APT results with different asphalt mixes and pavement structures, at different high
temperatures, load levels, tire types and tire pressures, the following conclusions are offered:
1. The rutting was limited to the primary stage in 43 of 49 APT sites, even though rut
depths of the asphalt layer.
2. In some sections were beyond 25mm. The secondary stage was observed in only 6 APT
sites. No tertiary stage occurred in all 49 APT experiment sites at high temperatures,
and no fatigue cracking was observed either.
3. For unmodified asphalt binder, the slope of the power law, b, is a function of the
pavement temperature. The higher the temperature, the larger the value of b is. The
b value is in the range of 0.16–0.5.

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Three Stages of Permanent Deformation Curve and Rutting Model

In the primary stage, permanent deformation accumulates rapidly. Secondary

• Physical Damage Process of The Three-Stage Permanent Deformation Behavior

The physical damage processes of permanent deformation of asphalt mixes, there

FIGURE 2 Observed macrocracking on sample

• Evaluation of Existing Permanent Deformation Models

Many permanent deformation models have been developed, their capabilities to

Where: 𝜀𝑝 : Permanent strain first load

• Permanent Deformation Behavior of Asphalt Mixes in Field Pavements

➢ Federal Highway Administration (FHWA)-accelerated Load Facility (ALF) Phase

TABLE I Pavement lanes for the superpave validation study

• Summary and Conclusion

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