Laboratory Study of Fatigue Characteristics of HMA Surface Mixtures Containing RAP

Baoshan Huang, Dept. of Civil and Env. Eng., The Univ. of Tennessee, Knoxville, TN 37996, bhuang@utk.edu
Brian K. Egan, Materials & Tests Division, TN Dept. of Transportation, 6601 Centennial Blvd, Nashville, TN
37243
William R. Kingery, Zhixiang Zhang and Gang Zuo, Dept. of Civil and Env. Eng., The Univ. of Tennessee,
Knoxville, TN 37996.

Abstract. The use reclaimed asphalt pavement (RAP) in flexible pavement surface layer has been a sensitive issue.
One of the main concerns has been the fatigue resistance of these mixtures. This paper presents the preliminary
findings of a laboratory study, in which the fatigue characteristics of hot-mix asphalt mixtures containing No. 4
sieve screened RAP were evaluated. A typical surface mixture commonly used in the state of Tennessee was
evaluated at 0, 10, 20, and 30 percent of RAP content. Fatigue characteristics of mixtures were evaluated through
indirect tensile strength, semi-circular bending (SCB) and semi-circular notched fracture resistance tests.

Word count
Abstract 98
Text 3351
Figure (14x250) 3500
Table (1x250) 250
Total 7051
INTRODUCTION
Reclaimed asphalt pavement (RAP) is a valuable resource in pavement construction. Unlike the crushed concrete,
the possibility of utilizing the old asphalt binder in the newly blended mixtures, and therefore reducing the required
(new) asphalt content, makes the use of RAP in HMA mixtures more economically attractive. As early as the
1930s, there were reports on the use of RAP in asphalt pavements [1]. Since the mid to late 1970s, with the ever
increasing cost of raw materials and the awareness of environmental protection, the use of RAP has become more
and more popular [2]. In spite of wide application of RAP materials today, however the use of RAP in major load
carrying and surface layers of asphalt pavements has always been a sensitive issue. The main concerns about the use
of RAP (especially in significant quantity) in surface or load carrying layers are the durability and long-term fatigue
resistance of HMA mixtures with RAP materials. For this reason, most state DOT’s in the US either limit or restrict
the use of RAP on the surface layer and limit the percentage use of RAP on the structural layers.
Generally, the addition of RAP in the HMA mixtures will blend the long-term aged asphalt cement in the RAP with
the fresh asphalt binder. The resulting asphalt cement in the mixtures tends to be stiffer. Generally such mixtures
are not prone to rutting. The main concerns to such mixtures are their resistance to long-term fatigue cracking and
moisture susceptibility.
OBJECTIVE
The objective of this paper was to analyze the fatigue characteristics of a Tennessee surface mixture with the
inclusion of different percentages of No. 4 sieve screened RAP materials. The fatigue characteristics of the mixtures
were evaluated through laboratory mixture performance tests. A typical surface mixture commonly used in the state
of Tennessee was evaluated at 0, 10, 20, and 30 percent of RAP content. One type of aggregate (limestone) and an
SBS polymer modified asphalt binder meeting Superpave specification for PG76-22 were considered in this paper.
MATERIALS

Asphalt Binder and Aggregates

The asphalt binder used in the preliminary study was an SBS polymer modified asphalt meeting the Superpave
specification for PG76-22. The aggregates used in the mixtures included the coarse limestone “D-Rock”, No.10 soft
limestone screening, natural sand, manufactured sand, and No. 4 sieve screened RAP. Figure 1a presents the
laboratory verified aggregate gradations for each individual stockpiles and RAP. The verified asphalt content of the
RAP material was 5.5 percent.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 Mixtures
Standard Marshall Mix Design procedure was employed to determine the volumetric proportions of mixtures in this
study. A control mix containing no RAP was designed first. Table 1 presents the job mix formula for the control
mixture. A screened RAP material, with top aggregate size of 4.75-mm, was used to replace equal proportions of
No. 10 screen material and natural sand. The overall gradations of the mixtures were kept in a very narrow band so
that all the mixtures had similar aggregate structures. The gradations for all the mixtures are presented in Figure 1b.
The asphalt contents for all the mixtures were 5 percent.
Gradations of Stockpiles Gradations of Mixtures
100 100
90 90
Percent Passing (%)

80

Percent Passing (%)

80
70 D Rock (LS) 70
60 0% RAP
#10 (Soft) LS 60
50 10% RAP
Natural Sand 50
40
M'factured Sand 40 20% RAP
30
20 RAP (5.5%AC) 30 30% RAP
10 20
0 10
0.01 0.1 1 10 100 0
Sieve Size (mm) 0.01 0.1 1 10 100
Sie ve Size (mm)

Figure 1a. Gradations of Stockpiles and RAP Figure 1b. Gradations of Mixtures

Table 1. Mixture Job Mix Formula for Control Mix

TOTAL % PASSING
Limestone No.10 Soft Natural Manufactured Design
Materials D Rock Screening Sand Sand JMF Range
Sieve Size 50% 15% 25% 10% 100.0 Range
5/8"(16.0mm) 100 100 100 100 100.0 100
1/2" (12.5mm) 97 100 100 100 98.5 95-100
3/8" (9.5mm) 70 100 100 100 85.0 80-93
#4 (4.75mm) 21 92 98 99 58.7 54-76
#8 (2.36mm) 7 61 93 82 44.1 35-57
#30 (600mm) 3.5 29 63 28 24.7 17-29
#50 (300mm) 3 21 13 17 9.6 10-18
#100 (150mm) 2 20 2 9 5.4 3-10
#200 (75mm) 1.8 16 1 5 4.1 0-6.5
Asphalt Content Gmm Gmb Air Voids VMA Stability (kN) Flow (mm)
5.0 2.456 2.356 4.0 14.7 11.6 4.1

LABORATORY TESTING
The laboratory tests employed to evaluate the fatigue characteristics included the mixture long-term aging, indirect
tensile strength and strain test (IDT), semi-circular bending (SCB) test, semi-circular fatigue test, and semi-circular
notched specimen fracture test. In IDT and SCB frequency sweep tests, triplet specimens were used; whereas in
SCB fatigue and SCB notched fracture tests, samples were made in duplicates. All of the tests were conducted at
the temperature of 25 oC.

Mixture Specimens

All the compacted mixture specimens were compacted by the Superpave Gyratory Compactor (SGC) to an air void
of 5±0.5%. This air void was chosen because fatigue damage of asphalt pavements usually happens after initial
densification, at which time the field air voids of the surface mixtures are close to 5 percent. The specimens for
indirect tensile strength tests were 100-mm in diameter and 63-mm in height. The specimens for SCB tests were cut
from 150-mm diameter cylindrical specimens.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 Mixture Long-Term Aging

After comparing the rheological properties of the extracted asphalt binders from the mixtures subjected to different
aging protocols, it appeared that both 3-day oven aging at 100 oC and would give similar results to the standard
loose mixture aging in the oven at 85 oC for 5 days. Therefore, the 3-day oven aging at 100 oC was selected as the
aging protocol in this study.

Indirect Tensile strength and strain test (IDT)

The indirect tensile stress (ITS) and strain test was used to determine the tensile strength and strain of the
mixtures. This test was conducted at 25 oC according to ASTM D4123. Test specimen was loaded to failure at a
50.8 mm/min (2 inch/min) deformation rate. The load and deformations were continuously recorded and indirect
tensile strength and strain were computed as follows:
2 ⋅ Pult
ST = (1)
π ⋅t ⋅ D
ε T = 0.0205H T (2)
where
ST – Tensile strength, kPa
Pult – Peak load, N
t – thickness of the specimen, mm
D – Diameter of the specimen, mm
εT – Horizontal tensile strain at failure, and
HT – Horizontal deformation at peak load.
Toughness index (TI), a parameter describing the toughening characteristics in the post-peak region, was
also calculated from the indirect tensile test results [3]. Figure 2 presents an example of normalized indirect tensile
stress and strain curve. A dimensionless indirect tensile toughness index, TI is defined as follows:
Aε − Ap
TI = (3)
ε −ε p
where
TI – Toughness index,
Aε – Area under the normalized stress-strain curve up to strain ε,
Ap – Area under the normalized stress-strain curve up to strain εp
ε – Strain at the point of interest, and
εp – Strain corresponding to the peak stress.

1.0

0.8

Aε
ITS Normalized

0.6

0.4

Ap
0.2

0.0

εp
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
ε Strain %

Figure 2. An Example of Normalized IDT Curve for TI Calculation [3]

This toughness index compares the performance of a specimen with that of an elastic perfectly plastic
reference material, for which the TI remains a constant of 1. For an ideal brittle material with no post-peak load
carrying capacity, the value of TI equals zero. In this study, the values of indirect tensile toughness index were
calculated up to tensile strain of one percent.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 Semi-Circular Bending (SCB) Test
The semi-circular bending (SCB) test for asphalt mixtures is more often reported in Europe and South Africa [4][5].
Figure 3 shows a typical configuration of the SCB test. Two semi-circular disks are cut from either a gyratory
specimen or a field core. In this preliminary study, the SCB specimens were 150-mm in diameter and 99-mm in
thickness (cut from a Superpave Gryatory Compactor). The distance between the two supports at the bottom was
100-mm. Two LVDTs were installed at the bottom of the specimen to measure the vertical deflection on the center-
line at the bottom flat surface.
p

σ t max

2a
D

Figure 3. Principle of SCB Test

A stress controlled frequency sweep test was conducted at stress (0.89 kN) controlled mode at 0.01, 0.02,
0.05, 0.1, 0.2, 0.5, 1, 2, 5, and 10 Hz. The test temperature in this study was 25 oC. During the frequency sweep test
in this study, a sinusoidal stress with amplitude of 0.89 kN was applied to the specimen. Mixture composite modulus
(E*) and phase angle (θ) were calculated from the load and measured deflection.

Bending failure test was conducted at a constant displacement mode, in which the loading strip was moving
at the rate of 51 mm per minute until the load past the peak and reduced to a fraction of the peak load. The
deformation and corresponding loads were recorded.

Theoretically analytical solutions for the SCB test can be achieved with proper application of loading and
supporting conditions to the constitutive equations of the asphalt mixture. However, due to the complicated
boundary condition of SCB test configuration, even the linear elastic solution between the load and bottom
deflection seemed difficult to find. To the authors’ knowledge, there has been no closed form solution to be
reported in any literatures so far. Molenaar et al [4] reported a specific relationship between the top deflection and
applied load as follow.

P
σ t = 4.8 (4)
D
P
δ v = 1.84 (5)
Mr
Where:
σt – maximum tensile stress at the bottom of the specimen,
P – load per unit width of the specimen,
D – diameter of specimen,
δν − vertical displacement at the top of the specimen, and
Mr – resilient modulus.
Equations (4) and (5) are only valid when the distance between the two bottom-supports equals 0.8 times of
the diameter.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 In this study, finite element analyses were used to back-calculate the composite moduli of the specimens
based on the recorded loads and deflections.

Finite Element Analysis of SCB Test

The commercial finite element software ABAQUS was used to conduct stress and strain analysis of SCB. Because
of symmetry, half of the specimen was modelled by two dimensional (2D) FE analyses. Figure 4 presents the SCB
element mesh. A total of 1281 8-node quadratic reduced integration 2-D plane stress elements (CPS8R) were used
to form the mesh. The loading and the supporting strips were considered as rigid contacts. Figures 4 to 6 present
typical results of stress and deformation distributions within the specimen.

Figure 4. FE Mesh for SCB Test Figure 5. Horizontal Stress Distributions

Figure 6. Vertical Deformation Distribution for SCB

Based on the FE analyses, a relationship between the composite modulus and deflection at the bottom of
the specimen could be found for a given load. Thus the composite modulus could be back-calculated. For
frequency sweep at 0.89 kN load, the back calculated modulus versus bottom deflection could be expressed in a
curve fitting equation as shown in Figure 7.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 Curve Fitting of Back-Calculation for SCB at 0.89kN
2.00E-04
1.80E-04

Bottom Deformation (m)

-0.7984
y = 868.96*|E*| back-calculation
1.60E-04 2
R = 0.9999 Power (back-calculation)
1.40E-04
1.20E-04
1.00E-04
8.00E-05
6.00E-05
4.00E-05
2.00E-05
0.00E+00
0.00E+00 5.00E+08 1.00E+09 1.50E+09 2.00E+09
Modulus (Pa)

Figure 7. Curve Fitting of Back-Calculated Modulus at 0.89 kN

Semi-Circular Fatigue Test
Similar to SCB frequency sweep test, the semi-circular fatigue test applies different levels of repetitive sinusoidal
load at a fixed frequency. The deformation responses were reported at every 100 cycles until the specimen
completely failed. The dissipated energy was calculated based on the area of the loop of load and deformation
curves at every 100 cycles. In this study, a frequency of 5 Hz was applied to the SCB fatigue test.
Semi-Circular Notched Fracture Test
Similar to SCB test setup, the semi-circular notched fracture test applies a constant rate of deformation to a notched
specimen. Mull et al have been using this test to evaluate the fracture resistance of asphalt mixtures through the J-
integral [6]. The J-integral concept was first proposed by Rice in 1968 as a path independent integration of strain
energy density and traction and displacement along an arbitrary counter-clockwise path around the crack [7].
According to Mull et al, the J-integral concept is more appropriate to characterize fracture resistance of asphalt
mixtures [6]. The higher the J-integral for a mixture during a semi-circular notched test, the stronger the fracture
resistance.
Figure 8 illustrates the test configuration for semi-circular notched fracture test. In this study, the diameter
of the specimen (2rd) was 150-mm, the specimen thickness was around 48-mm, and the spacing between the two
supports (2s) was 127-mm. In order to determine Jc, at least two different notch depths need to be considered. In
this study, notches were cut at the depths of 25 and 38-mm.

Figure 8. Semi-Circular Notched Fracture Test Setup

The loading rate for the notched fracture test was 0.5-mm/min at the temperature of 25 oC. This rate was
chosen according to Mull et al [6]. The J-integral can be calculated through the following equation.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 U U  1
J c =  1 − 2  ⋅ (6)
b
 1 b 2  a 2 − a1

Where U is the strain energy to failure which equals to the area underneath the load-deformation curve up to the
peak load; b is the specimen thickness; and a is the notch depth.

DISCUSSION OF RESULTS

Indirect Tensile Strength Test (IDT)

Figure 9 presents the results from IDT test. Mixtures experienced long-term aging had higher indirect tensile
strength (ITS), lower strain at peak load, and lower toughness indexes than those only experienced short-term aging
(referred to as “un-aged” hereafter.) Increasing the percentage of screened RAP material increased the tensile
strengths, and decreased toughness indices both un-aged and aged mixes. There is no significant difference in ITS,
peak strain and TI between mixtures with 0% and 10% RAP. However, between 0% and 20%RAP mixes, ITS for
both un-aged and aged mixes, there was a significant increase in ITS, still some overlap in peak strain, and a
significant drop in TI. This indicates that with 20% of RAP, mixture exhibited notable higher tensile strength, lower
post-failure tenacity, but the pre-failure maximum tensile strains remain at the similar level as shown in Figure 10.
There was not much difference between mixtures with 20%RAP and 30%RAP, although 30%RAP mixes continue
to change slightly toward the same trend as mixes from 0% to 20%RAP.

Indirect Tensile Strength (MPa)

7.0
6.0

5.0
0%RAP
4.0 10%RAP
3.0 20%RAP
30%RAP
2.0

1.0
0.0
unaged long-term aged

Diametrical Strain at Peak Load (% ) Indirect Tensile Toughness Index

0.45 0.8
0.4 0.7
0.35 0.6
0.3 0%RAP 0%RAP
0.5
0.25 10%RAP 10%RAP
0.4
0.2 20%RAP 20%RAP
0.3
0.15 30%RAP 30%RAP
0.2
0.1
0.05 0.1

0 0.0
unaged long-term aged unaged long-term aged

Figure 9. Indirect Tensile Strength Test Results

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 Diametrical Stress and Strain Curves

0%RAP aged 10%RAP aged 20%RAP aged 30%RAP aged

Tensile Stress (MPa) 4

0
0 0.002 0.004 0.006 0.008 0.01 0.012
Strain (mm/mm)

Fig. 10 – Effect of RAP Percentage to IDT Stress and Strain Curves

Semi-Circular Bending (SCB) Test
Figure 11 presents typical curves of composite moduli and phase angles versus frequencies. It appeared that the
modulus increased with frequency. Whereas phase angles generally decreased with increased frequency.
Comparisons of the back-calculated composite moduli and phase angles at the frequency of 0.01Hz are presented in
Figure 12.
The SCB composite modulus increased significantly for un-aged mixture after 10% of RAP material was
introduced. For long-term aged mixtures, a 30% RAP in the mixture would significantly stiffen the mixture. There
was no significant appreciation of modulus between 0%RAP and 20%RAP.

Similarly, the phase angle for un-aged mixtures slightly reduced with the inclusion of RAP materials. For
long-term aged mixtures, 10% and 20% of RAP reduced the phase angle by about 9 degrees. Long-term aged
mixture with 30% of RAP significantly reduced phase angle, which indicated the mixture became more elastic and
less viscous.
o o
SCB Freq Sweep Composite Modulus at 25 C Phase Angle in SCB Frequency Sweep Test (25 C)
10000 70

9000
60 20%RAP un-aged
20%RAP un-aged
8000

50
7000
Phase Angle ( o)

6000
40
E* (MPa)

5000
30
4000

3000 20

2000
10
1000

0 0
0.01 0.1 1 10 0.01 0.1 1 10
Fre quency (Hz) Fre que ncy (Hz)

Figure 11a. Composite Modulus in SCB Freq. Sweep Test Figure 11b. Phase Angle in SCB Freq. Sweep Test

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 SCB Composite Modulus at 0.01 Hz (MPa) o
Phase Angles ( ) at 0.01 Hz

70
2500
0% RAP
60
2000 10% RAP

20% RAP
0% RAP 50
1500
10% RAP 30% RAP
20% RAP 40
1000
30% RAP

30
500

0 20

un-aged long-term aged

10

0
un-aged long-term aged

Figure 12a. Composite Modulus at 0.01Hz Figure 12b. Phase Angle at 0.01Hz

SCB Fatigue Test

Figure 13 presents the results of the SCB fatigue test. It appeared that for both un-aged and long-term aged
mixtures, the addition of RAP increased the fatigue life at load levels above 500 lbs. However, it was noted that the
slopes mixtures with 30% RAP on the fatigue life vs. applied load charts were significantly steeper than the other
mixtures. This indicated that at lower stress levels, which is would be close to real highway situation, the fatigue
life of mixtures with 30% RAP might be lower than the other mixtures. The total dissipated energy to failure at 20
percent of SCB tensile strength also indicated that the inclusion of RAP generally increased the fatigue life for un-
aged mixtures; whereas for long-term aged mixtures, the dissipated energy increased with the inclusion of 20% RAP
and dropped to the same level as the mix without RAP. The dissipated energy for mixture with 10% or RAP was
significantly lower than any of the mixes, and deviated from the general trend.
SCB Fatigue Failure Cycles Vs. Applied Loads, Unaged Mixes SCB Fatigue Failure Cycles Vs. Applied Loads, Aged Mixes

3500 4000

0% RAP, aged
3000 3500
10% RAP, aged
0% RAP, unaged
10% RAP, unaged 20% RAP, aged
2500 3000
20% RAP, unaged 30% RAP, aged
30% RAP, unaged 2500
Load, lbs.

2000
Load, lbs.

2000
1500
1500
1000
1000
500
500

0
0
1 10 100 1000 10000 100000
1 10 100 1000 10000 100000
Cycles, Nf
Cycles, Nf

Total Dissipated Energy to Failure

1600
Dissipated Energy (lb*in)

1400
1200
0% RAP
1000
10% RAP
800
20% RAP
600
30% RAP
400
200
0
un-aged long-term aged

Figure 13. SCB Fatigue Test Results

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 Semi-Circular Notched Fracture Test
Figure 14 presents the results of calculated J-integral from the semi-circular notched fracture test. Mixtures with
RAP exhibited significantly higher J-integral values than mixtures without RAP. For long-term aged mixtures, the
inclusion of 10% RAP resulted in similar J-integral to the mixture without RAP. An inclusion of 20% RAP
significantly increased fracture resistance. As the RAP content increased from 20% to 30%, the J-integral decreased
significantly.
The J-integral fracture resistance analysis seemed to contradict some common senses. One might assume
that the inclusion of any amount RAP will inevitably compromise the fatigue resistance, which is intimately related
to the fracture resistance of the mixtures. One possible explanation is that J-integral accounts for the mixture’s
capability to absorb strain energy at pre-peak stage. When RAP was added to the mixtures in this study, mixtures
generally changed into stiffer and more elastic materials. The tensile strength was also increased. As indicated from
the IDT tests (Figure 10), the RAP mixtures, although lost some post-failure tenacity, actually gained more pre-
failure area under the stress – strain curves. This means that the RAP mixtures in this study were generally capable
to absorb more strain energy before they start to have tensile failures. Once failures (or cracks) do happen, the RAP
mixtures, because of reduced post-failure tenacity, would tend to fail much faster than mixtures without RAP.

J-Integral from Semi-Circular Notched Fracture Test

2.5

2 0% RAP
10% RAP
20% RAP
1.5 30% RAP
Jc (kJ/m )
2

0.5

0
un-aged long-term aged

Figure 14. J-Integral from Semi-Circular Notched Fracture Test

SUMMARY AND CONCLUSIONS

A research has been conducted to study the fatigue crack characteristics of hot-mix asphalt mixtures containing
RAP. Laboratory mixture fatigue property tests were conducted on both un-aged and long-term aged mixtures with
different percentages of RAP. The followings can be summarized:
• Laboratory mixture long-term aging does influence fatigue characteristics ranking for mixtures
containing different percentages of RAP. Generally, long-term aged mixtures resemble closer to the
properties of field mixtures that have been in-service for several years;
• The inclusions of RAP into the limestone surface mixture in this study will generally increase the
tensile strength, reduce the post-failure tenacity, increase mixture’s modulus (stiffness), and reduce the
viscosity characteristics;
• The inclusion of RAP into the mixtures in this study increased the fatigue life in SCB fatigue test at
stress levels above 20 percent of SCB tensile strength;

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.
 • The inclusion of RAP into the mixtures in this study improved the mixtures’ resistance to fracture
failure;
• The inclusion of less than 20% of RAP material had only very limited influence in mixture stiffness
and indirect tensile strength characteristics;
• The inclusion of 30% of RAP into the mixtures in this study tended to significantly change the
mixtures’ fatigue cracking characteristics. Therefore, cautions need to be applied for these mixtures;
• Semi-circular bending (SCB) test has been used to evaluate the mixtures’ stiffness and visco-elastic
properties of the mixtures studied;
• SCB test can be conveniently simulated through FE analyses and be used to back-calculate the
complex modulus of mixtures;
• The results presented in this paper were only the preliminary findings of a more complete study. More
mixture characterizations would be needed before making a recommendation for the allowable
percentage of RAP for the surface mixture in this study.

ACKNOWLEDGEMENT

The research work presented in this paper was sponsored by the Tennessee Department of Transportation (TDOT).
The authors would express their sincere thanks for the financial support by the TDOT. The authors were also
thankful to many engineers and technicians from the TDOT Materials and Testing Division, who have provided
invaluable help during the process of this research.

REFERENCE:

1. Taylor, N.H., “Life Expectancy of Recycled Asphalt Paving,” Recycling of Bituminous Pavements, Editor,
L.E. Wood, ASTM STP 662, American Society for Testing Materials, Philadelphia, PA, 1977, pp. 3 – 15.
2. Roberts, F.L., P.S. Kandhal, E.R. Brown, D.Y. Lee, and Kennedy, T.W., “Hot Mix Asphalt Materials, Mixture
Design, and Construction,” 2nd Edition, NAPA Education Foundation, Lanham, Maryland, 1991, p. 439.
3. Huang, B. “Fundamental Characterization and Numerical Simulation of Large Stone Asphalt Mixtures,” Ph.D.
Dissertation, Louisiana State University, 2000, pp. 58 – 59.
4. Molenaar, A.A.A., Scarpas, A., Liu, X., and Erkens, S.M.J.G., “Semi-Circular Bending Test ; Simple but
Useful ?” Journal of the Association of Asphalt Paving Technologists, Vol. 71, 2002, pp. 794 – 815.
5. van de Ven, M., de Fortier Smit, A., and Krans, R., “Possibilities of a Semi-Circular Bending Test,”
Proceeding of Eighth International Conference on Asphalt Pavements, University of Washington, Seattle, WA,
August 10 – 14, 1997, pp. 939 – 950.
6. Mull, M.A., Stuart, K., and Yehia, A., “Fracture Resistance Characterization of Chemically Modified Crumb
Rubber Asphalt Pavement,” Journal of Materials Science, Vol. 37, 2002, pp. 557 – 566.
7. Rice, J.R., “A Path Independent Integral and the Approximate Analysis of Strain Concentration by Notches and
Cracks,” Journal of Applied Mechanics, Vol. 35, 1968, pp. 379 – 386.

TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal.