VTI notat 8-1998 '

Validation of indirect tensile

test for fatigue testing of
bituminous mixes

Author Safwat F. Said

Research division Highway Engineering
Project number 60410
Project name Deterioration of bituminous layer
Sponsor Swedish National Road
Administration
Distribution Free

Swedish National Road and

' 7i'ansport Research Institute
Index

Page
Introduction 5
Verification of ITT in respect to other fatigue methods 5
Using ITT in practice 9
Other benefits of ITT 12
Conclusions 13
Acknowledgement 11
References 14

Appendix

VTI notat 8-1998 3

VTI notat 8-1998
 VALIDATION OF INDIRECT TENSILE TEST FOR
FATIGUE TESTING OF BITUMINOUS MIXES

Introduction
The Indirect Tensile Test (ITT) was introduced in Sweden more than 10 years ago.
A description of the ITT has been presented earlier and its practical advantages
and disadvantages have been discussed [1, 2, 3]. The ITT has been adopted by
ASTM (ASTM D 4123) and FAS (The Swedish Asphalt Pavement Association)
(FAS Method 454) for evaluating the elastic stiffness (resilient modulus) of
bituminous materials. In Sweden, thousands of specimens from various types of
bituminous mixes have been subjected to fatigue tests and tests to determine
elastic stiffness and tensile strength. Nowadays, the reliability of the ITT,
including fatigue test, is judged to be fully adequate for routine use by Operating
agencies. The VTI's test procedure for determination of fatigue Characteristics of
bituminous mixes is presented in the attached Appendix.

Verification of ITT in respect to other fatigue methods

The fatigue life of bituminous mixes determined from laboratory tests depends on
the definition of initial strain/ stress and the definition of failure. The results can be
presented in plots of initial stress vs. number of cycles, but normally they are
presented in plots of initial strain vs. number of cycles. All fatigue tests include
repetitive deformations, with bothelastic and plastic deformations. In bending or
flexural tests, the beam specimen is either loaded for a given time and then forced
to its original undeflected position, or it is sinusoidally loaded with reversal
stresses. The strain is computed from the total (maximum) deformation during a
loading period. In ITT, the cylindrical specimen is also loaded for a given time,
but is then left to recover the deformation by itself. The strain can be computed
from the total (maximum) deformation or resilient (elastic) deformation (Figure
1). In certain earlier investigations, the strain was computed from the resilient
deformation, which is unsuitable for fatigue experiments, particularly in respect to
temperature. The temperature susceptibility of the bituminous mix has a
noticeable effect on the fatigue life of asphalt concrete. At higher temperatures,
asphalt mixes demonstrate higher resistance to fatigue loading.
Deformation

TD = Total deformation
RD = Resilient deformation
PD = Plastic deformation RD

Time
Figure 1 Definition Qfdaformations.

VTI notat 8-1998 5

Figure 2 shows the influence of the total strain and the resilient strain on fatigue
curves using ITT with respect to temperature [4].

1000
Initial total strain (microstrain)

100

10
1000 10000 100000 1000000

Number of Ioads

A1000
.E
E
175
E
.9
E,
.E
E0: 100
E
.9
.E

.72
:E

"' 10
1000 10000 100000 1000000
Number of Ioads

FigureZ Efect of total and resilient stram on fatigue life prediction with
respect to temperature.

The strain from the ITT must be computed from the total strain in order to be
comparable with the fatigue results obtained with the flexural tests, especially in
regard to the effect of temperature or stiffness of the mixes. These results are in
agreement with the conclusions reported by Ruthand Olson [5] and Kim, Khosla
and Kim [6].
An investigation coordinated by Nordic collaboration (NVF) [7] was carried
out to find out the correlation between fatigue test methods used in northern
countries. A typical asphalt concrete (Ab 16t) from Norway has been tested by
four laboratories at ISOC. Specimens were manufactured with the California
Kneading Compactor. The resultsare presented in Figure 3. It is concluded that
the differences are primarily due to the test procedure, and the fatigue curves
obtained with the lTT do not differ from curves obtained with other methods.

6 VTI notat 8-1998

 Strain, ;.18

.I
_I
_/I
H_/I
I'
II
1000 "'

./I
H
II
N

II
u
I
\.\l N

Il
.
§ hä.
§§\

100

L! 1 I l>
6
103 104 105 10
No. Of load
applications

Figure 3 Fatigue life relationshipsfor various test methods [7].

S(KS); Sweden, constant-stress, ITT, 01/14 sec, D(KS); Denmark, constant-stress, 3-p0int beam, 40 Hz.
N(KT); Norway, constant-strain, supported beam, 0 05/0 95 sec, F(KT); Finland constant-strain, supported
beam, 0 05/0 95 sec, N(KS); Norway, constant-stress, supported beam, 0 05/0 95 sec, F(KS); Finland,
constant-stress, supported beam, 005/095 sec,

An interlaboratory test coordinated by RILEM (TClOl, TC152) was carried out

to compare different test procedures and test equipments for the measurement of
mechanical Characteristics of bituminous materials [8]. The VTI took part in the
interlaboratory test for measuring elastic stiffness and fatigue resistance of asphalt
concrete using ITT. The authors concluded that the moduli from ITT and bending
were in good agreement at OOC and 20°C. However, the fatigue results obtained
With the various methods are presented together in Figure 4. Unfortunately, there
are no comments on the individual test method. VTI's results using ITT are
redrawn in Figure 4 for the sake of comparison.

VTI notat 8-1998 7

Figure 4 Fatigue curves ofa mix at diferent temperatures obtained by different
laboratories [8] and the fatigue curve obtained by [TT for the same
Wllx.

Presenting fatigue results in stress vs. number of load applications, Kennedy

[9] has tested the fatigue life results obtained with ITT against fatigue results
reported by different investigators using other test methods, see Figure 5. It was
found that the results obtained from ITT were compatible if the applied stress was
expressed in terms of stress difference to account for the biaXial state of stress,
which exists in the ITT.
Stress Difference N/mu2
. '? 10'! |o3
'o_1 1 1111111 ' 1 111111 1'
5 K'z values are for stress difference m pei
: K'z (for "ren in N/cmz) : (|45'") K'z

107-_
E Momsmolh et al
- nz=35l 0
_ 4551:10
5 Rodhby 8. T:$3°F
'0 E Sterlmg
: :120.87
: K'f3.65l 'O
1 T: 77°
'05%

2 q

5 \
g lot: \\
D I
c - \
Ls - \ MOnusmum et al
_ \ nz : 9
Kå=|.78 x 10'6
IOL T : 40°F

: mKennedy et al \ Pc et 0'
_ mdureci 'ensaon \\ 02* 3.9 .2

2 oPell etal Kid'o l '0

'0 ____ rovolmg canhlever T = 50° F
: Monismilh et ut o
2 0 flexure
_. AR a Kennedy et 0!
d allhby Slerlmg _
direct Iension "2- 3 88 H
\ x; I 03x IO
IO-é |805ed on stress)_/> 7:750';
: Kennedy el ul \
"' t3.88 .
* sz4.76 1 :0
1 T: 75°F
0 1 1 I I I I 1 I I I I I I 1 I | I
IO I 2
!0 to3
Stress Diffemcemsi

Figure 5 Fatigue life relationships for various test methods [9]

8 VTI notat 8-1998

 A comparison between ITT using Nottingham Asphalt Tester (NAT) and a
two-point bending test has been done at the University of Nottingham [16]. The
author is concluded that the correlation is good between the tests results in the
region of tensile strain which is of interest.
Consequently, the comparisons between test methods indicate an insignificant
effect of the test methods on the fatigue results. Alternative explanations for the
differences may be different test conditions or the procedure used in analyzing
fatigue results.

Using ITT in practice

Case 1 (details published at ISAP 1997, ref. 12)
More than 300 cores with a diameter of 100 mm were drilled from roadbase layers
on 15 test sections when new, and used among other tests for fatigue testing in the
laboratory. Eleven of these test sections have been under observation for almost
10 years in order to develop a field-based asphalt fatigue criterion. Development
of distress in the road sections is followed by FWD measurements for calculating
tensile strain at the bottom of roadbase layers, in addition to traffic counts and
pavement distress surveys [10, 4].
The field-based criterion is used here to validate the laboratory-based fatigue
criterion. The cores from roadbase layers on the eleven test sections were tested at
two temperatures and the fatigue relationships are presented in Figure 6.
The statistical analysis for each test section has shown the significant effect of
temperature at the 5% level. The variations in the fatigue results were expected
due to a high variation within and between the roadbase mixes on the test sections
[11,12]. This variation is of the same order as the variation in the fatigue life in
the field [4]. The effect of temperature is fairly small (Figure 6). This is probably
due to the low binder content in the roadbase mix (42%). The effect of
temperature has also been verified by testing laboratory manufactured specimens.
The calculated fatigue relationship at 10°C based on laboratory measurements
at 40 and 15°C is compared with the field fatigue relationship representing field
conditions at 10°C, which is presented in Figure 7. These relationships are thus
developed independently. A shift factor of magnitude 10 is obtained, depending
on the level of strain. It is concluded that there is a good agreement between
laboratory results using ITT and the field fatigue criterion. The ITT, which is
relatively simple and rapid to perform, is also sufficiently accurate for routine use.

VTI notat 8-1998 9

 1 000

w
:L
c.
'5
173
E
'52

100

1E+2 1E+3 1E+4 1E+5 1E+6 1E+7

No. of applications

1 000

W
:5.
c.
'§
*01
.72
i

100

1E+2 1E+3 1E+4 1E+5 1E+6 1E+7

No. of applications

Figure 6 Fatigue curves Ofroadbase layer, mix AG25.

10 VTI notat 8-1998

 Roadbase layer (A625), 10°C

Initial strain, pe

n=2.9 k=1.1E11
k = 14.1 E10

100
9aw - - - -
8+ - - - - - - - - - - -
*37:
7__ - _ _ _ . . . _ _ . _ _ . _ _ _ .
6 FTFITIH I Iilllli I lillill iiillln

1E+3 1E+4 1E+5 1E+6 1E+7

Applications to failure

Figure 7 Laboratory andfzeldfatigue criteria of the roadbase layer AG25 at

+10°C

Case 2 (details published at 4th Int. RILEM symposium 1997, ref. 14)
In order to study the performance of mixes used in roadbase layers, eight test
sections have been built into a newly constructed road. Accelerated pavement
testing by a Circular Test Track (Neste - Finland) and experiments in the
laboratory are the first part of this work, which is presented here. The bituminous
mixes used in two of the Test Track sections were from the same materials as
those used in the road sections. The reference mix (AG25/B180) is compared to a
modified stone mastic asphalt (SMA25) with highvoid ratio and similar to porous
asphalt. It is used as a roadbase layer in this work. Stiffness and fatigue properties
of cores drilled from the circular test sections have been determined in the
laboratory using Indirect Tensile Test. Both the test track and laboratory tests are
carried out at a temperature of 10°C. Fatigue lives of the mixes obtained in the
laboratory are compared with the results obtained from the Test Track.
The construction of pavements at the Test Track, installation of load cells and
strain gauges and the follow-up of the deterioration of the test pavements have
been performed and reported by Neste Oy and VTT (Technical Research Centre of
Finland) [13].
A comparison between Test Track and ITT results [14] has been made with
respect to initial transversal tensile strains measured by strain gauges at the bottom
of roadbase layers of the Test Track sections. Fatigue relationships of the roadbase
layers obtained by ITT are presented in Figure 8. Fatigue lives of the AG and
SMA layers have been obtained from their fatigue relationships at the initial
strains measured in the Test Track. The calculated fatigue lives show longer
fatigue life for the AG layer than the SMA layer. This is in agreement with the
conclusions from accelerated testing at the Test Track. The indirect tensile test has
ranked the tested mixes similar to accelerated testing. It has also proved to be a

VTI notat 8-1998 ll

practical and accurate tool for determination of fatigue resistance of mixes in
routine use.
These results will be verified by testing cores obtained from road_ sections in
the laboratory and following up the deterioration of the road sections during a
five-year period.

1000 :m l rum
m SMAZS WAGZSt

= %
?3. 't as
ä *ä W
s å
ä år;

"53 \\ så e

ä N *a* t
l- i. 3%?

,å se
\ % Q

\
\\ '\
100 N -
1E+4 1E+5 1E+6
N0. of applications

Figure 8 Comparison between roadbase layers.

Other benefits of ITT

Simulation of field
The pavement layers are exposed to different types of stresses and strains during
wheel passage. The longitudinal and transversal cracks in the wheel paths are
mainly induced by the transversal and longitudinal strains respectively. According
to Huhtala et al. [15], the longitudinal strain signal is compression first, then
tension, then compression again. After the wheel passage, the strain will be zero
(no permanent deformation). However, the transversal strain signal is only
tension, which slowly decreases to zero. The transversal strains are usually larger
in magnitude and loading time than the longitudinal strains under the same
loading conditions. Thus the transversal strains are more destructive than the
longitudinal strains and this is probably the reason why the longitudinal cracks are
usually observed first on the pavement. surface.
The deformation signal generated by the ITT is comparable to the transversal
strain signal form measured during a vehicle passage. Only tension is present and
this slowly decreases to zero. Therefore, ITT simulates well the field conditions in
respect to fatigue cracking caused by traffic loading [12].

12 VTI notat 8-1998

Maximum tensile stress
The bending test introduces tensile stresses on the surface of the test beam. The
fatigue life is affected by irregularities on the beam surface. However, the
maximum stress in the ITT is at the centre of the specimen, which is relatively
uniform.

Precision statements
Precision statements are not arranged. However, for homogeneous specimens it
has been shown that 10 specimens or even fewer are sufñcient for determination
of a fatigue curve.

Conclusions
The repeated-load indirect tensile test has been increasingly used in the last
decade. It has been investigated widely, primarily due to its practical advantages.
The disadvantage of this method is the accuracy of stiffness determination
because the stress distribution is only valid under ideal elastic conditions when the
behaviour of bituminous mixes is predominantly linear. Furthermore, the
Poisson's ratio must be assumed for the determination of strain across a horizontal
diameter.
On the other hand, the great advantages of the indirect tensile test are its
simplicity, speed and economy. Also, it can be used both by Operating agencies
and research institutes. The ITT is suitable for quality control and mix design.
Cylindrical specimens are used which are relatively easy to fabricate in the
laboratory or to drill from the road layer or a slab. The test has proved sufñciently
accurate for routine measurements.

Acknowledgement
This report is a part of the project "Deterioration of bituminous layer". The author
is grateful to the Department of Highway Engineering at the Swedish National
Road Administration for their ñnancing of this project.

VTI notat 8-1998 13

References

Göransson N-G och Hultqvist B-Å, Provning av mekaniska egenskaper

hos Marshallprovkroppar , VTI meddelande no. 437, Linköping 1987.
Said S.F, Tensile and F atigue Properties of Bituminous Mixtures Using
Indirect Tensile Method , Ph.D. Dissertation, Dept. of Highway
Engineering, Royal Inst. of Technology, Stockholm 1989.
Said S.F, Resilient Modulus by Indirect Tensile Test , Proceedings of the
4th International RILEM Symposium, Budapest, October 1990.
Djärf, L., Said, S.F, Laboratory Fatigue Properties Compared with Field
Performance 5th Eurobitume Conference Stockholm June 1993.
Ruth, B.E. and Olson, G.K, Creep Effects on Fatigue Testingof Asphalt
Concrete Proceedings of the Association of Asphalt Paving Technologists,
Vol. 46, 1977.
Kim, Y.R., Khosla, N.P. and Kim, N, Effect of Temperature and Mixture
Variables on Fatigue Life Predicted by Diametral Fatigue Testing
Transportation Research Record No. 1317, 1991.
NVF -Report, Utmattningkriterier for asfaltbelegningar , Utvalg 33
Asfaltbelegningar Rapport no. 7, 1992.
Francken L., Eustacchio E., Isacsson U., and Partl M.N., Recent
Activities of RILEM TC 152-PBM- Performance of Bituminous
Materials , Proceedings of 8th Int. Conf. on Asphalt Pavements, Seattle
August 1997.
Kennedy, T.W., Characterization of Asphalt Pavements Materials Using
the Indirect Tensile Test . Proceedings of the Association of Asphalt Paving
Technologists, 1977.
10. Djärf, L, Performance Based Asphalt Strain Criteria 3rd Int. Conf. on
Bearing Capacity of Roads and Airfields, Norway 1990.
11. Said S.F, Fatigue and Stiffness Properties of Roadbase layer Using
Indirect Tensile Test , The Euroasphalt & Eurobitume Congress,
Strassbourg May 1996.
12. Said S.F., Variability in Roadbase Layer Properties Conducting Indirect
Tensile Test , Proceedings of 8th Int. Conf. on Asphalt Pavements, Seattle
August 1997.
13. Pienimäki M. & Pihlajamäki J., , Fatigue Testing in Neste Circular Test
Track Neste Oy Research Report 89/95, Finland 1996.
14. Said S.F. & Johansson S., Mechanical Properties of Bitumen Roadbase
Mixes Proceedings of the 5th Int. RILEM Symposium, MTBM Lyon May
1997.
15. Huhtala M., Alkio R., Philjamäki J., Pienimäki M. and Halonan P., Behav-
iour of Bituminous Materials under Moving Wheel loads Journal of the
Association of Asphalt Paving Technologists, Vol. 59, 1990 p. 622.
16. Read J.M., Practical Fatigue Characterisation of Bituminous Paving
Mixtures The Asphalt Yearbook 1997, The Institute of Asphalt Technology,
UK.

14 VTI notat 8-1998

 Appendix
:Page'1(8)

BITUMINOUS MATERIALS

Determination of fatigue of bituminous

mixtures
VTI method

1 Scope and field of application

This method is aimed at characterising the behaviour of

bituminous mixtures under repeated load fatigue testing
with a constant load mode using Indirect Tensile Test
(ITT). A cylindrical specimen manufactured in a
laboratory or cored frcm151 road layer can kxa used in
this test.

2 Principle

A cylinder-Shaped test specimen is exposed to repeated

compressive loads with a haversine load signal through
the vertical diametral plane. This loading develops a
relatively uniform tensile stress perpendicular to the
direction (ME the applied load.enui along tima'vertical
diametral plane, which causes the specimen to fail by
splitting along the central part of the vertical
diameter. The resulting horizontal deformatbmn of the
specimen is measured and an assumed Poisson's ratio is
used to calculate the tensile strain at the centre of
the specimen. Fracture life is defined as the total
number" of load. applications before fracture of the
specimen occurs.

3 Apparatus and accessories

The testing machine shall be capable of applying

repeated haversine load pulses with rest periods at a
range of load levels.

The VTI's Material Testing System (VMS) is a

servo-hydraulic testing' machine with a loading
capacity of-*up to 25 kN. It can be controlled
either through force, deformation or strain. A PC'
with ATS software is used for system control and
data acquisition.

VTI notat 8-1998

 Appendix
Page 2 (8)
Loading: The system shall be capable of applying a
load ranging from 0.5 to 10 kN with an accuracy of
O.25%.

The maximum load capacity required depends on the

size of the specimen, the testing temperature and
character' of' the .material. For example, up to
20000.N has been used for specimens of basecourse
mixture with a diameter ofSZlSO mm at _4OC.

Deformation: The deformation along the horizontal

diametral plan is measured using two extensometers
connected ill series. (Hua extensometers snudd_ have aa
resolution < 1 um with a measuring range of 3.75 mm.

Type 632.11C' extensometers .famn AHE? Corporation

are used in the VMS.

Thermostatic Chamber: The thermostatic Chamber shall be

capable of control over a temperature range from 2 to
ZOOC and with an accuracy of ilOC.

The normal test temperature is lOOC. If fatigue

tests are conducted at two temperatures, the test
temperatures shall be 4 and l5OC.

Recording and measuring system: During the test, the

compressive load and the horizontal deformations are
measured at preselected intervals. All recording and
measuring devices shall be able to conduct at a minimum
frequency of 10 Hz.

Loading device: The loading device (Figure l) consists

of two ;platens 'with loading strips :mounted. on lmall
bushing guided posts, which centre the specimen, keep
the loading strips in the vertical plan, and eliminate
undesirable movement of the specimen during testing.
The upper platen. weighs 1000 g, which provides an
additional static load on the specimen. Loading strips
with concave surfaces and rounded edges shall have a.
radius (M5 curvature equal tm) the radius of time test
specimen Specimens shall :have 51 diametexf of either
ølOZ mm or ø152 mm, in which case the width of the
loading strips vnjj_ be 12.7 Imn and. 19.1 Imn
respectively.

Deformation strips: The deformation transducers are

fixed tx: two cmumnxi steel strips vüüxül are glued cn1
opposite sides (ME the horizontal diametral plan. See

2 VTI notat 8-1998

 Appendix
Page 3 (8)
Figure 1. The deformation strips are 2 mm thick, 10 mm
wide and normally 80 mm long. The length of the strips
depends on the specimen thickness. It is recommended to
have a set of strips with different lengths. At each
end of the strips there is a screw with a plastic nut
for adjusting tina measuring range (HE the deformation
transducers.

Gluing rig: The gluing rig will help positioning of the

deformation strips at the opposite sides of the
horizontal diametral plane. The rig, illustrated in
Figure 2, is suitable for both ølOZ mm and ø152 mm
diameter specimens and for the various lengths of the
deformation strips.

Glue: A quick hardening cyanoacrylate type glue has

been found suitable.

Load cell

Asphalt specimen

Extensometer

Deformation
strip

Loading strip

Figure 1. The loading device with loading and

deformation strips and specimen in place.

VTI notat 8-1998

 Appendix
Page 4 (8)

Figure 2. The glue rig with deformation strips and

specimen.

4 Specimen preparation

Prepare 10 to 18 test specimens according to laboratory

compacting standards or using cores from the road
layer. The specimen shall have a thickness of at least
40 mm and a diameter of 100 mm for a maximum aggregate
size of 25 mm, and a thickness of at least 60 mm and a
diameter of 150 mm for a maximum aggregate size of 38
mm.

Measure the cünmmsions (ME the specimens according to

the standards.

Glue the deformation strips on the horizontal diametral

plane of each specimen.

Place tina specimens in time thermostatic Chamber' and

expose them to tina specified test temperature for at
least 4 hours prior to testing.

5 Test procedure

The test shall be planned to cover a strain level range

of approximately 100 to 400 ps which is expected in the
initial life of roads.

The calculated tensile strains at the bottom of

roadbase layers in Swedish conditions vary between
100 and 350 us,.measured at 2m_year after opening.

4 VTI notat 8-1998

 Appendix
Page 5 (8)
The specimen shall be positioned in the loading device
so that the aXis of the deformation strips is
perpendicular to the axis of the loading strips.

The deformation transducers shall be mounted and

adjusted so that the total gauge length can be used.
During time test, the load enui horizontal deformation
are sensed continually and recorded at the preselected
intervals.

The test shall normally start at about 250 kPa loading

amplitude. Apply a repeated haversine load with 0.1 sec
loading time and 0.4 sec rest time (a frequency of 2
Hz). If the deformation shown on the Hmnitor during
the first 10 applications is outside the strain range
(100 - 400 us) the test shall be smopped immediately
and the load level adjusted.

In almost every case, 250 kPa has been found to be

a. practical stress .level. .Experienceri operators
can choose a suitable stress level with regard to
the stiffness of the tested material.

The tests are also planned so that the fatigue life of

tested material will be in a range between 103 and 106
number of applications.

When obvious cracking is shown on the vertical aXis,

the test is stopped.

6 Calculation and reporting of results

6.1 The following procedure shall be carried out

for each specimen tested:

Determine tina fracture life. THME fracture life (IE a

specimen is the total number of load applications that
causes a complete fracture of the specimen. The
fracture life is obvious from the relationship between
log' number" of lrxxi applications euui horizontal
deformation. See Figure 3.

VTI notat 8-1998

 Appendix
Pag66(8)
4_

E
E _
C.
.9
Ti
E
8 2-_
(D
'0
3c
0
E _
o
I

_ ' Fracturelive
un_|_ _L_ _1_| | +
O HIIII I Illlllll I IIIIHI. I III III!
1E+4 1E+5
1E+2 1E+3
No. of load applications

Figure .3. Determination cdf tina fractUIEe live CU? a

specimen.

The maximum tensile stress and strain at the centre of

the specimen shall be calculated with the following
equations.

ZP
(70 = --- ............................. ..1
ntD

(2.zni)[ 1+3v ]
a: ---- ............ .2
D 4+nv-n

Lf\/=(l35then

a: ZlAH
.-- ............ 3
D

Where 00 = tensile stress at specimen centre in MPa

P = maximum load in N
t = specimen thickness in mm
D = specimen diameter in mm
&) = tensile strain in us at the centre of
the specimen
AH: = horizontal deformation in mm

6 VTI notat 8-1998

 Appendix
:Page'7(8)
The initial strain is calculated from the total
horizontal. deformation en: the ZUNTh loaci application,
which is illustrated in Figure 4.

The initial strain shall be calculated after the

deformation has been stabilised, which normally
occurs before 60 load applications. The initial
strain value is calculated' from the difference
between the average of the total horizontal
deformations of 5 load applications from 98 to 102
and tina average (if the IMULUMHD horizontal
deformations of 5 load applications from 60 to 64.
ThiS'_procedure .makes it easy' to <aalculate the
initial strain by computer from the data sheet for
the specimen.
Deformation

TD = Total deformation
RD = Resilient deformation
PD = Plastic deformation
RD

'LÅPD
4 Time
Figure 4. Definition (lf the txnxil horizontal
deformation.

The fatigue criterion for an individual bituminous

material is determined from the tested specimens. The
least-squares regression relationship shall lya fitted
tm) the data CMS the log (ME the initial strain as an1
independent variable and time data of tina log (HE the
fracture life en; a. dependent 'variable according to
equations 4 and 5.

Log Nf = k+n10g 80 ............................................................................ ..4

n
1
Nfzk _ . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .
Q

where

Nf = number of load applications

k and n = material constants
80 = tensile strain in us at the centre of
the specimen.

VTI notat 8-1998

 Appendix
Page 8 (8)

7 Report

The test report shall include:

- a statement that the test has been performed

according to this standard, and the testing date,
- the identification of the mixture,
- identifications of the specimens,
- testing temperature,
* 51 graphical enui mathematical. presentation (ME the
fatigue criterion,
- the R2 value

8 VTI notat 8-1998