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A comparison study between basalt and granite crushed rocks under repeated
traffic loads

Conference Paper · December 2017

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146 | The First MoHESR and HCED Iraqi Scholars Conference in Australasia 2017

A comparison study between basalt and granite crushed rocks under repeated
traffic loads

Ali Alnedaw1*, Kali Prasad Nepal1, and Riyadh Al-Ameri1

1
School of Engineering, Deakin University, Geelong, Australia

Keywords: flexible pavement; unbound granular materials; igneous rocks; repeated load triaxial test;
permanent deformation

Class 2 crushed rock is used as an unbound granular pavement base material in Australia. Commonly, there
are several types of Class 2 rocks attributed to their origins. Roads Corporation of Victoria (VicRoads)
specification assigns several requirements including Los Angeles Value to characterise the strength of the
base layer’s crushed rock. As the base materials are exposed to traffic loads, it is more rational if it is
characterised under similar loading configurations. Two types of Class 2 rocks are used in this study-
crushed basalt and granite rocks. A repeated load triaxial test (RLTT) was conducted to assess the permeant
deformation (PD) properties for both types of crushed rocks. The results from the RLTT test shows that
Class 2 crushed basalt rock has PD varied from 2.0% to 4.3 % while PD of Class 2 crushed granite rock varied
from 1.0% to 2.3% meaning that granite rocks are comparatively superior to their basalt counterparts.

1. Introduction
Igneous rocks can be divided into four groups, according to the mineral type and the formation process.
These groups include plutonic, subvolcanic volcanic rocks and other igneous rocks, which are all formed
at different depths and have different grain sizes, mineral and chemical compositions [1]. Some areas of
Victoria are geologically much younger as a result of volcanic activity which last erupted a few thousand
years ago [2]. The absence of natural aggregate imposes the need of alternatives such as processed
crushed rock [3]. Typically, crushed rock manufacturing begins with blasting massive rocks and is followed
by several crushing stages. Crushed rock is composed of rock fragments produced by the crushing, scalping
and screening of row rocks. Crushing process encompass some modification to match the demand for each
type of gradation [4]. Generally, crushed rock is one of the unbound granular materials (UGMs) that used
as base and subbase materials in the flexible pavement.

The main purpose of the crushed rock in the base and subbase layers is to withstand the applied traffic
loads and environmental conditions and to transmit them to the subgrade to avoid any failure in the
surface layer. In addition, increasing in pavement service life, improving in construction quality, and
reduction in asphalt concrete thickness could be achieved by a proper selection of the crushed rock of the
base layer [5].

Crushed rock reflects both permanent (plastic) strain and recoverable (resilient) strain. The permanent
deformation (PD) is caused by traffic loads and the environmental conditions [6]. The total strain is the
summation of both types as mentioned in Eq. (1).

𝜺𝒕 = 𝜺𝒓 + 𝜺𝒑 (1)

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where,

εt = total strain,
εr = resilient strain, and
εp = plastic (permanent) strain.

In the Mechanistic-Empirical pavement design methods, pavement distress is an important consideration.

The identification of the type of distresses is important as it helps to find the origin of that distress [7].

Rutting is a PD distress. A rut is the longitudinal surface depression on the surface of the under wheel path
[8]. Structural rutting in the surface layer usually results from failure in the underneath layers such as base,
subbase or subgrade. Rut can be easily observed on the pavement surface when rain water fills the
pavement surface depression. Structural failures and a potential for hydroplaning can be caused by rutting.
Rutting is measured as a surface area or as a depth [7]. As shown in Figure 3 the compressive PD at the
top of layers causes pavement rutting. It is important to determine the PD of the materials of each layer
in order to predict the accumulated rut depth [7].

Class 2 crushed rock is a high-quality pavement base material as recommend by Roads Corporation of
Victoria (VicRoads). Several requirements are assigned for Class 2 (e.g. liquid limit, plasticity index,
flakiness Index and Los Angeles Value). The deformation under repeated loads is the better approach to
evaluate UGMs performance (e.g crushed rock) [9].

As the base materials are exposed to dynamic traffic loads, it is more rational if the crushed rocks are
characterised according to the mechanical behaviour in addition to the physical properties.

Figure 3. Rut formation due to high plastic compressive strain

This study focuses on PD of Class 2 crushed rocks under repeated dynamic loads. The main objective of
this research is to compare the deformation response of Class 2 basalt and granite crushed rocks as an
approach to characterise Class 2 according to their mechanical behaviour.

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2. Experimental Investigation
2.1. Materials tested
Class 2 crushed rock is used as pavement base material in Victoria, Australia, as recommended by Roads
Corporation of Victoria (VicRoads). Two different sources of Victorian igneous rocks used in this study-
basalt and granite rocks. Crushed basalt Class 2 rock was collected from Mountain View quarry in Point
Wilson and crushed granite Class 2 rock was resourced from Hanson quarry located in Lysterfield. Both
quarries located in Victoria, Australia.

The optimum moisture content (OMC) and the maximum dry density (MDD) for Class 2 basalt and granite
crushed rocks are calculated in accordance with Australian Standard [10], and tabulated in Table 1.

Class 2 type OMC (%) MDD (t/m3)

Crushed basalt 7.7 2.32

Crushed granite 6.0 2.30

Table 1. Modified compaction results of the investigated Class 2

Gradation curve for both Class 2 are between the upper and lower limits of VicRoads’ specification as
presented in Figure 2.

Figure 4. Gradation chart for tested materials

2.2. Specimen fabrication

Dynamic modified compaction is carried out to produce cylindrical samples of 100 mm diameter and 200
mm height. Class 2 for each specimen is mixed with the corresponding OMC and each layer is compacted
by 25 blows to bring the sample to the corresponding MDD (Table 1

Figure 4. Gradation chart for tested materials). The full compaction procedure is applied according to
Austroads [11].

After moulding, a rubber membrane is placed around the specimen which helps to prevent the radial water
filtration through the specimen. O rings were utilised to restrain the top and the bottom of the membrane.
The final specimen is placed over the triaxial pedestal as shown in Figure 5.

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Figure 5. Specimen assembly over the pedestal

2.3. Testing equipment

The effect on the PD response of Class 2 crushed rocks is assessed by using repeated load triaxial test
(RLTT) which has been acknowledged as the most reliable simulation to the field traffic loading
configurations [12]. The whole unit consists of load frame, actuator motor, triaxial cell, digital control
system, pneumatic controller, external displacement transducer and computer control. Air and water are
used as a confining media. Triaxial cell pressure is controlled via pneumatic controller which control air
pressure.

2.4. Permanent deformation testing procedure

Three stress stages are imported into RLTT. Each PD involving of 10,000 cycles. For base materials, the
repeated deviator stress and the static confining stress magnitudes are stated in Table 2 as per Austroads
guide [11].

Stages σ3 (kPa) σd (kPa) Cycles

1 50 350 10000
2 50 450 10000
3 50 500 10000

Table 2. Stress sequences for permanent deformation (base materials)

3. Data analysis and discussion

The comparison of PD test obtained in the similar conditions for the two tested Class 2 are presented in
Figure 6. As listed in Table 2, each stage has different deviator stress and constant confining pressure of
50 kPa. The PD of Class 2 crushed basalt and granite rocks increased with deviator stress and number of
cycles as concluded by Werkmeister [13]. The results from the RLTT test shows that Class 2 crushed granite
rock has a smaller PD than Class 2 crushed basalt rock. Specifically, Class 2 crushed basalt rock has PD

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varied from 2.0% to 4.3 % while PD of Class 2 crushed granite rock varied from 1.0% to 2.3%. The reason
behind the high PD resistance of Class 2 crushed granite in compared to Class 2 crushed basalt rock could
be the mineralogy (Silica content, SiO2) and the cooling rate during the formation process. Since basalt is
about 53% SiO2, whereas granite is 73%. The former interpretation is conceivable since the stresses
transmitted through the aggregate particles (point contact).

Figure 6. Permanent deformation of basalt and granite Class 2

3. Conclusion
The results from the RLTT test showed that Class 2 crushed granite rock has a smaller PD than Class 2
crushed basalt rock. The PD of Class 2 crushed basalt and granite rocks has increased when deviator stress
and number of cycles increased. Mineralogy and cooling rate (during the formation process of the raw
rock) could be the reason behind the variation in PD’s resistance. Since the two types of Class 2 crushed
rocks were tested corresponding to OMC and MDD, further tests need to be conducted by varying these
values.

Acknowledgement
This is ongoing PhD study under HCED Iraqi Scholarship. We would like to acknowledge the Higher
Committee of Education Development (HCED) in Iraq for the scholarship.

References
[1] I. Graham, Australian museum. 2015; Available from: https://australianmuseum.net.au/igneous-rock-
types.

[2] G. Australia, Significant Rock Features. 2009; Available from: http://www.ga.gov.au.

[3] USGS, Mineral Yearbook. 2000, United State Geological Service

[4] M. Guimaraes et al., Aggregate production: fines generation during rock crushing. International journal
of mineral processing, 2007. 81(4): p. 237-247.

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[5] V. Niekerk., Mechanical behavior and performance of granular bases and sub-bases in pavements.
2002: TU Delft, Delft University of Technology.

[6] A. M. Azam, D.A. Cameron, and M.M. Rahman, Permanent Strain of Unsaturated Unbound Granular
Materials from Construction and Demolition Waste. Journal of Materials in Civil Engineering, 2015. 27(3).

[7] Y. H. Huang, Pavement Analysis and Design. Pearson Prentice Hall, Pearson Education, Inc., 2004.

[8] N. Garber and L. Hoel, Traffic and highway engineering. 2014: Cengage Learning.

[9] M. Thompson and K. Smith, Repeated triaxial characterization of granular bases. Transportation
Research Record, 1990(1278).

[10] A. Standard, Soil Compaction and Density Tests-Determination of the Dry Density/Moisture Content
Relation of a Soil Using Modified Compactive Effort. 2003, Standards Australia: Sydney, Australia.

[11] Austroads, Austroads repeated load triaxial test method: Determination of permanent deformation
and resilient modulus characteristics of unbound granular materials under drained conditions, AG-
PT/T053. 2007, Austroads Publication

[12] M. Witczak,. and J. Uzan, The Universal Airport Design System, Report I of IV: Granular Material
Characterization. Department of Civil Engineering, University of Maryland, College Park, 1988.

[13] S. Werkmeister, Permanent deformation behaviour of unbound granular materials in pavement

constructions. 2003.

Corresponding author’s email: amaln@deakin.edu.au

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