Construction and Building Materials 146 (2017) 175–182

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Construction and Building Materials

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Mechanisms of asphalt mixture rutting in the dry Hamburg Wheel

Tracking test and the potential to be alternative test in measuring rutting
resistance
Preeda Chaturabong a,⇑, Hussain U. Bahia b
a
School of Civil and Environmental Engineering, Nanyang Technological University, 50 Nanyang Avenue, Singapore 639798, Singapore
b
Department of Civil and Environmental Engineering, University of Wisconsin Madison, 3350 Engineering Hall, 1415 Engineering Dr., Madison, WI 53706, United States

h i g h l i g h t s

The dry Hamburg Wheel Tracking (HWT) test is proposed in measuring the rutting resistance of asphalt mixtures.
2

The dry HWT test can simulate rutting mechanisms including densification and shear failure analyzed by image processing analysis system 2 (IPAS ).

The dry HWT test shows a strong correlation of creep slope and cumulative strain with equivalent cycles observed for FN test.

a r t i c l e i n f o a b s t r a c t

Article history: Rutting is one of the most important failures occurring in hot mix asphalt (HMA) especially in the sum-
Received 11 November 2016 mer season and slow moving traffic areas. Rutting is a pavement surface failure compromising the safety
Received in revised form 10 April 2017 and ride comfort of traveling and thus needs to be accurately evaluated in a laboratory. Although the flow
Accepted 11 April 2017
number (FN) test is commonly used for evaluating the rutting resistance of HMA in a laboratory, there are
some shortcomings in using FN test such as the costly and complicated equipment. Another potential test
that is likely to be more advantageous than the FN test for evaluating the rutting resistance is the
Keywords:
Hamburg Wheel Tracking (HWT) test, however, it is typically conducted in wet condition, and inadequate
Rutting
Dry Hamburg Wheel Tracking Test
results in dry condition have been reported. The objective in this study is to optimize the HWT test sub-
Flow number test ject to dry condition to be one potential method in measuring rutting resistance in a laboratory. Two rut-
Image processing analysis software 2 ting mechanisms (densification and shear failure) of HMA samples conducted in the HWT device were
Power law determined by Image Processing and Analysis version 2 (IPAS2). Results indicate that HMA samples under
the dry HWT test can exhibit both rutting mechanisms in which typically occur in the field. Also, the dry
HWT test shows a very good R2 for a relation of creep slope with the confined and unconfined FN test. As a
result, the dry HWT can be an effective tool of quantifying rutting potential with better simulating to field
behavior, lower cost of equipment, and less complicated geometry that can also accommodate field cores.
Ó 2017 Elsevier Ltd. All rights reserved.

1. Introduction presents wheel-path depression due to compaction and mix design

Rutting, often referred to as permanent deformation, is the sur-
face depression in the wheel path. Ruts primarily occur in hot
areas. They can often be found in slow moving traffic areas, espe-
cially intersections or the lanes of a bus stop. However, ruts also
can occur in high-speed traffic. Typically, there are two basic types
of rutting namely: asphalt mix rutting and subgrade rutting. Mix
rutting occurs when the subgrade does not rut yet and surface
⇑ Corresponding author.
E-mail addresses: pchaturabong@ntu.edu.sg (P. Chaturabong), bahia@engr.wisc.
edu (H.U. Bahia).
problems. Subgrade rutting happens due to deformation of the
subgrade from loading. In this case, the surface settles into
subgrade ruts causing wheel-path depression.
The two primary mechanisms of rutting have been identified as
shear failure (lateral movement) and densification (volume reduc-
tion). Shear failure (lateral movement) of the HMA courses occurs
in the top 100 mm of the pavement surface [1]; however, if the
material is unsatisfactory, shear failure can occur deeper. Perma-
nent Deformation in pavement is usually created gradually with
increasing numbers of load applications. Typically, it appears as
longitudinal depressions in the wheel paths and sometimes occurs
in conjunction with upheavals on the sides. It is caused by a

http://dx.doi.org/10.1016/j.conbuildmat.2017.04.080
0950-0618/Ó 2017 Elsevier Ltd. All rights reserved.
176 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182
combination of densification (decrease in volume and, hence,
increase in density) and shear deformation and can occur in any
one or more of the HMA layers as well as in the unbound materials
underneath the HMA. Eisenmann and Hilmer [2,11] also found that
rutting was mainly caused by deformation flow rather than volume
change. As a result, significant challenges have been realized in
developing a cost-effective laboratory test that can accurately sim-
ulate how rutting occurs in the field. This problem raises both pol-
icy issues within the agency and economic issues within the
industry. Two tests that are widely used in the United States to
determine the rutting in a laboratory are flow number (FN) Test
and Hamburg Wheel Tracking (HWT) Test.
Currently, HWT test is one prominent method in a laboratory to
test rutting in asphalt mixture as it can represent the cyclic loading
using actual wheel loads and it is less expensive than flow number
Test device. However, the HWT standard test is conducted in a wet
environment, and there is no sufficient research for dry HWT use
for permanent deformation measurements without confounding
the effect of moisture damage. In addition, the use of flow number
requires defining a confining pressure of the sample, which can
vary depending on the thickness of layer and type of pavement
structure. The use of confined flow number can also make the test
even more costly and complicated. Therefore, to optimize the HWT
test by conducting it in dry as a rational test in a laboratory to be
alternative test in measuring rutting resistance is the objective of
this study.
2. Materials and testing procedure
2.1. Material
The experimental design was classified into two phases to
determine the aggregate structure during densification and shear
failure in rutting mechanisms of dry HWT and to correlate the val-
ues of failure strain between confined/unconfined FN and HWT
tests. Two mix designs that are prevalently used in the US road
were selected including E-3 and E-10. E-3 represents the mixture
for low traffic volume of 3 million ESAL, while E-10 is the mixture
for 10 million ESAL. These mix designs received from Mathy Con-
struction Company, Wisconsin were evaluated with different
aggregate gradations and asphalt contents.
In the first phase, HWT samples were prepared with targeted air
voids of 7% ± 0.5. The samples height and cutting process complied
with the AASHTO T324 [8]. Table 1 shows the factors that were
conducted in the first phase.
All samples were carried out in Dry HWT test until the specific
cycles of each zone. Each zone was determined from the rut plots
of failure samples. Then, each sample which was run to the specific
cycle was cut into 6 pieces as shown in Fig. 1 to be analyzed aggre-
gate structure by Image Processing and Analysis System (IPAS) [3].
In the second phase of this study, two methods of testing
including Dry HWT Test and Confined FN were used to determine
HMA permanent deformation performance. Two aggregate types
namely Cisler-Granite and Waukesha-Limestone were used for
the mix designs.
Table 1
Summary of factors to determine aggregate packing of HWT Samples.
Factors Level Description
Mixture 2 Loose Mixes from Wisconsin (E-3, E-10)
Point of Cycles 5 Original Mixture, Primary Zone, Secondary Zone,
to analysis Onset Tertiary Zone, and Failure Mixture
Replicates 2
The use of mixes with a wide range of behaviors provides a valid
means of comparison by ensuring that the results of the test would
not be confounded with the inherent variability to the test method.
The mix selection process was produced based on the WisDOT mix
design specification for medium and heavy traffic from aggregate
sources that have a variety of angularities resisting and susceptible
to permanent deformation. To identify the mix design susceptible
to moisture and permanent deformation, the results of this analy-
sis provided mix designs with the different aggregate gradations
and aggregate sources. All samples targeted air void at 7% ± 0.5.
The sample procedure to make dry HWT and confined FN samples
was specified in AASHTO T324 [8] and AASHTO TP79 [9]. The fac-
tors and level for carrying out in this phase are shown in Table 2.
2.2. Hamburg Wheel Tracking test
The Hamburg Wheel Tracking Test (Fig. 2) is used to measure
the effects of rutting and moisture damage performances. The
HWT test displays sensitivity to premature failure of hot mix
asphalt mixtures due to improper binder stiffness, weak aggregate
packing, moisture damage, insufficient adhesion between aggre-
gate and binder. As HWT is a simulative loaded wheel tester, the
Hamburg test showed consistently better creep results as the ESAL
level of the mix increased and as the high temperature PG grade of
the binder increased for a given base asphalt [4]. The HWT uses a
steel wheel rather than rubber wheel which was utilized in British
device. The procedures of using HWT and preparing sample are
specified in AASHTO T324 [8]. Based on the standard, the device
is operated by moving a steel wheel backward and forward across
the surface of HMA samples (cylindrical or slab/cubical) sub-
merged in a water bath with the constant temperature of
50 ± 1 °C specified in AASHTO T324 [8]. The equipment is capable
of testing a pair of samples simultaneously. The steel wheels have
a diameter of 203 mm (8 in.), a width of 47 mm (1.85 in.) and oscil-
late at 52 ± 2 passes per minute. Each steel wheel weighs 158 lbs.
with average contact stress of 105 psi. The rut depth data was
recorded by the Linear Variable Differential Transformer (LVDT)
at the side of the wheel. The deflection of the LVDTs collected
begins at 0 mm. While the wheel runs over the sample, the LVDT
records the rut depth at each cycle with the maximum of 11 points
along the test sample at the accuracy of 0.01 mm.
The conditions for conducting the tests in this study followed
the same conditions as specified in AASHTO T324 [8] in wet
HWT test as follows:
- Temperature: 50 °C ± 1 °C with the chamber controlling the
temperature
- Speed of the wheel test: 52 ± 2 passes/minute
An initial study for comparing wet with dry HWT clearly
showed that for almost all mixtures included in this study, operat-
ing the HWT in the wet condition resulted in different results than
that in dry condition due to the moisture damage in a wet environ-
ment. As shown in Fig. 2(b), wet condition results in much faster
creep accumulation and, in many cases, stripping point. Therefore
the testing in this study was done in the dry condition.
2.3. Confined flow number test
Confined flow number test is conducted in an Asphalt Mixture
Performance Tester (AMPT) as shown in Fig. 3. The confined flow
number procedure has not been standardized. However, many
researchers use confined flow number test for determining the per-
manent deformation of the asphalt mixture. It is believed that con-
fining pressure is needed to differentiate the difference in rutting
resistance for various mixture types as it can eliminate the prema-
 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182 177

Fig. 1. Cut Samples for analyzing contact lengths and orientation angles a) 6 pieces each sample b) scanned sample before testing c) scanned sample after testing.

Table 2
Summary of factors to correlation between dry HWT test and confined FN test.

Factors Level Description

Methods 2 Dry HWT, Confined FN
Aggregate Types 2 Cisler-Granite, Waukesha-Limestone
Binder Types 2 S-28, V-28
Mixture Types 2 Medium Traffic (MT) and High Traffic (HT)

ture failure of tertiary flow [5]. In fact, the AMPT equipment is able
to test dynamic modulus, flow time and flow number of the asphalt
mixture. The temperature, deviator stress, and confining pressure
condition can be controlled inside the environmentally controlled
chamber by the AMPT software. The conditions to conduct the
tests were accordance with NCHRP 719 [5] and WHRP 0092-08-
06 [6] as follows:

2.4. Conditions

- Temperature: 50% reliability high-performance grade tempera-

ture, without traffic or speed adjustments, from LTPPBind3.1 at
a depth of 20 mm for surface courses and the top of the layer for
intermediate and base courses.
- Air Void Content: 7.0 ± 0.5 percent
- Confining pressure of 69 kPa (10 psi)
- A repeated deviator stress of 483 kPa (87 psi)

2.5. Image Processing and Analysis System 2 (IPAS2)

IPAS2 is a tool to analyze the aggregate structure in asphalt mix-

ture in this study. The analysis in IPAS2 gives the total proximity
length results. These parameters were used to determine the
aggregate structure in HWT and confined FN samples. The software
interface shown during data analysis is shown in Fig. 4.
Roohi (2012) developed the analysis software with additional Fig. 2. The Hamburg Wheel Tracking device. (a) Photo, (b) comparison of wet and
dry condition results.
indices to quantify the internal aggregate structure [7]. It is
believed that the internal aggregate structure indices can poten-
tially dictate the rutting resistance in asphalt mixture. One of the
indices that correlate to the rutting resistance is the total proximity the distance is equal or less than 0.10 mm as detected from the
zone length (TPL) which can represent degree of interlock in image using pixels of the size of less than 0.020 mm.
asphalt mixture. If the TPL increases, the interlock between aggre- Using the total proximity zone length (TPL) to determine aggre-
gates will increase as well. The proximity zone is defined as the gate structure in the asphalt mixture after selected number of
length of distance between 2 adjacent aggregates between which cycles was evaluated as shown in Fig. 5. Results show that TPLs
178 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182
Fig. 3. Photograph of the AMPT.
increase in primary creep zone, but after the primary zone (during
secondary zone and tertiary zone), the TPL values reduce with
increasing loading cycles. The dilation (bulge in asphalt mixture)
of asphalt mixture occurred after the uniaxial loading cycle testing
as the confinement is not enough to encompass a sample [7].
The results from Unconfined flow number test in previous study
indicated that the main mechanism of deformation in the primary
creep zone of rutting is densification. However, TPLs starts decreas-
ing when the loading cycles increase during the secondary creep
zone as observed by dilation of aggregate structure [7]. It was also
shown that the failure and tertiary flow in mixtures happen mainly
due to the instability of aggregate structure. These results were
Fig. 4. The Contact Zone Properties Analysis Part in IPAS2 [6].
also confirmed by the mechanisms shown in Confined FN test dur-
ing which the inception of TPL reduction took much more cycles
[10].
3. Result and analysis
3.1. The mechanism to permanent deformation of asphalt mixtures in
Hamburg Wheel Tracking test using IPAS2 Imaging software
The TPLs of tested samples in the HWT were estimated by ana-
lyzing two parts of the sample at different testing cycle. The sec-
tions under the wheel loading and the average of two parts on
the sides of the wheel loading were analyzed. The results of the
TPLs at different loading cycles on the section under the wheel
loading are shown in Fig. 6 while those on both sides of the sam-
ples shown in Fig. 7.
Fig. 6 shows two mix designs of HMA labeled as E-3 and E-10.
The results of TPLs for both mix designs illustrate the same trend
in which TPLs increase with number of loading cycle until a max-
imum at approximately 8,000–10,000 cycles, then TPLs begin to
decrease. The steeper slopes in the initial failure zone change to
flatter slope when the number of loading cycle increases. This indi-
cates that at primary and secondary zone, the mechanism to the
permanent deformation in HMA is densification under the wheel
load followed by better packing of aggregates. However, after
reaching the peak, dilation and loss of packing of aggregates are
dominating the rutting mechanism. It is clear from the images that
there is a shear deformation during which the surfaces of samples
on the sides of the wheel are of upheaval (upward movement).
These results are consistent with the mechanisms of permanent
deformation in the FN test under confined and unconfined that
were reported by Roohi in 2012 [7].
To best describe the mechanism of rutting in the HWT it can be
stated that the aggregates are compacted by the steel wheel at the
initial stage, thus aggregate skeleton is becoming more packed. In
the secondary stage, mixes are in the steady stage during which
the aggregate skeleton becomes more packed but at a lower rate.
After reaching a maximum packed condition, the skeleton begins
deforming along the lateral directions and shifted to the sides of
the sample mixes as observed by dilation of aggregate structure.
 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182
Fig. 5. Evolve in Aggregate Packing during Loading in the FN test [6].
Fig. 6. The Relationship between TPL for the section below The Loading Wheel in
HMA Sample and Number of Passes. (E-3 and E-10 are 2 different mixtures).
Fig. 7. TPLs vs number of HWT passes from both sides from the wheel track of
sample.
In the last tertiary stage however, the aggregate skeleton deforms
rapidly and aggregates move to the sides of the samples, as shown
in Fig. 8(c). The two sides of the samples are obviously observed to
show the aggregate movement occurring upheavals on the sides of
a wheel which is an indication of shear failure. The instability hap-
pens as a result of the aggregate skeleton bulging (dilation) in mix-
ture samples. To confirm this mechanism in the tertiary stage, the
TPLs analysis of two sides of samples is presented in Fig. 7.
As can be seen in Fig. 7, the TPL values show increasing number
with loading passes until the secondary creep zone when the val-
ues start decreasing. This is consistent with the previous results
for the FN unconfined and confined test reported by Roohi
(2012) that the rutting failure in mixture during secondary and ter-
tiary zone is due to some localized deformation and discontinuities
in the aggregate skeleton of mixes leading to failure of the whole
179
sample, and severe reduction in load-bearing capacity of mixture
[7]. The results in Figs. 6 and 7 clearly indicate that failure mecha-
nisms in the HWT are of the same type as the FN test. Thus the
potential for substitution of the FN with the Dry HWT is high.
Images of HWT samples after testing exhibited deformation
characteristic in the center of the sample as illustrated in Fig. 8.
As shown, the change in shape due to rutting resembles the docu-
mented behavior of upheaval on sides of the wheel path. These
results encourage the need for comparing the rutting rate compar-
ison between the HWT and the confined and unconfined FN tests.
3.2. Correlation between Dry Hamburg Wheel Tracking test and
Confined flow number test
Since confined flow number is the prevalent testing method
that many national research studies in the United States have used,
comparing results of the confined flow number and dry Hamburg
Wheel Tracking test to verify the trends is needed to justify the
used of the HWT.
In this study, a few mixes were prepared to determine the rela-
tionship between HWT and Confined flow number. The objective is
to validate the results from the HWT. In the NCHRP Project 9-30A
[6], researchers have shown that confining pressure is needed to
differentiate the difference in rutting resistance for various mix-
ture types. The most commonly recommended confining pressure
was 69 MPa (10 psi), which was used in this study.
3.3. Equivalent cycles correlation
Strain accumulation in the flow number test and converted
strain in HWT can be taken into account to correlate the two meth-
ods. The objective is to verify that the mechanisms of rutting are
similar and equivalent in both tests.
Fig. 9 shows the correlations of equivalent cycle between Strain
in the dry HWT and the Confined FN to the tertiary point of Dry
HWT test for four mixes. These correlations show an excellent lin-
ear relationship with R2 in the range of 0.970–0.996. However, as
shown by the correlation lines, the slopes and intercepts of rela-
tionships vary among mixes; Therefore, the specifications limits
for Dry HWT need to be verified and selected independently of
the limits used today for FN.
3.4. Correlations of the creep slope of Dry HWT and Confined FN
The widely used model, Power Law, is used in many pavement
design modeling methods including the AASHTO Pavement ME
software. The model does not recognize the Tertiary zone in the
rutting mechanism and assumes that the main stages are the initial
consolidation and the secondary creep. The concept behind this
model is that tertiary stage represents the ultimate failure and thus
needs not to be modeled.
As shown in Fig. 10, the Power Law model can be fitted such
that a slope is determined from the power factor (b) in the equa-
tion of ep = a(N)b. The logarithmic creep slopes (values of ‘‘b” power
factor) of Confined FN test and Dry HWT can be determined and
compared to evaluate if using the two tests can give the same
information.
The relationship of the slope values of Confined FN and Dry
HWT by Power Law are shown in Fig. 11 which illustrates that
there is no equality between the two tests, but there is a very
strong linear relationship.
The results show that the slope parameters of Dry HWT show
positive and rational relationships with those of Confined FN. A
good significant slope relationship can be established between
Dry HWT and Confined FN with R2 of 0.86 as shown in Fig. 11. Most
180 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182

(a) Primary stage (b) Secondary stage

(c) Tertiary stage

Fig. 8. Examples of images of sample side image during HWT test.

Fig. 9. Correlation of strain of dry HWT and confined FN to tertiary point of HWT test for four mixtures commonly used in WI. Mixtures produced with different aggregates
and binder grades.

of the High Traffic (HT) mixes which require more angular aggre-
gates are above the line of equality. These results are logical since
the contact stress of Confined FN (87 psi) is lower than that of Dry
HWT (estimated at approximately 105 psi). This is in agreement
with previous research from Quintus et al. [5] in which it is shown
that higher stress resulted in higher permanent strain slope. For
the Confined FN with 10 psi confining pressure, it can be shown
the prediction model as shown in Eq (1).
Y ¼ 0:3149X þ 0:3171; R2 ¼ 0:8559
where Y = Slope at Dry HWT (strain/passes), X = Slope at Confined
FN (strain/cycles).
To verify the effect of confinement on the relationship between
Dry HWT and FN, unconfined FN test was conducted for the same
mixes. Five mixes with significantly different creep slope values
were selected to evaluate the Unconfined FN test. The other test
conditions in the Unconfined FN were maintained the same as
the Confined FN with the same test temperature and deviator
stress, but without the confining pressure. The correlation slope
results between Dry HWT and Unconfined FN are plotted along
with the confined FN results as shown in Fig. 12.
Results indicate that the slope parameters of Unconfined FN test
for all mixtures are significantly higher than those of the Confined
FN slopes, and are under the line of equality. These results are log-
ical since the confining pressure of (10 psi) is expected to reduce
the rutting rate (lower value of the slope) as compared to the
unconfined test. Also, as the HWT provides some confinement by
ð1Þ the sample on sides of the wheel, the Unconfined FN slopes should
be higher and thus under the line of equality. These results are also
in agreement with the previous study from Quintus et.al [5] in
which lower confining pressure resulted in higher creep slope for
the FN test. Fig. 12 also shows that there is a significant linear rela-
tionship between Dry HWT and Unconfined FN, a simple linear
relationship as shown in Eq. (2) can be used.
Y ¼ 0:5515X þ 0:1497; R2 ¼ 0:9673 ð2Þ
 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182
Fig. 10. Power Law Fit for HWT results, (a) normal scale, and (b) log-log scale.
Fig. 11. Correlation of slope between dry HWT and confined FN by the Power Law
method.
Fig. 12. Correlation of slopes of dry HWT and slopes of confined and unconfined
flow number test by the Power Law method.
181
where Y = Slope at Dry HWT (strain/passes), X = Slope at Uncon-
fined FN (strain/cycles).
3.5. Summary of findings and conclusions
Based on the results of HWT test and flow number test of a vari-
ety of asphalt mixtures, the following findings could be stated
1. Rutting in the dry HWT test, as captured by analysis of mixture
images at various loading stages, is caused by different mecha-
nisms; during the initial (primary) creep, the aggregates are
packed by the load applied from the steel wheel, thus aggregate
skeleton shows an increase in contact/proximity zones between
aggregates. In the secondary creep stage, the aggregate skeleton
begins deforming along the loading directions and shifted to the
sides of the sample as observed by dilation of aggregate struc-
ture. Since the aggregate skeleton is still stable at most of the
proximity zones, there is neither rapid deformation nor signifi-
cant change in proximity zone lengths. However, the aggregate
skeleton deforms rapidly and moves to the sides of the samples
(dilation) within the tertiary stage. The instability happens as a
result of the dilation in mixture samples and upheaval to the
sides of the loading wheel. Some aggregates are dislodged from
the sides at ultimate failure. These failure stages are consistent
with typical rutting that can be observed in the field.
2. The failure in mixture and decrease in Total Proximity Length
(TPL) values during secondary and tertiary zone are due to some
localized deformation and discontinuities in the aggregate
skeleton of mixes leading to failure of the whole sample and
severe reduction in load-bearing capacity of mixture. This rut-
ting failure cause is very similar to what has been reported
for images of confined and unconfined FN test.
3. The correlations of cumulative strain in the Dry HWT and Con-
fined FN with cycles up to the tertiary point of Dry HWT test
showed the excellent linear relationship with R2 in the range
of 0.970–0.996 for 8 different mixtures. However, the correla-
tion is not consistent for all mixtures. Therefore, the specifica-
tions limits for Dry HWT need to be verified and selected
independently of the limits used today for FN.
4. With the Power Law fit, Dry HWT test results show very good
linear correlations of the secondary creep rate with the Con-
fined FN (R2 of 0.86) and the Unconfined FN (R2 of 0.97). There-
fore very strong relationship can be established between the
HWT and the FN test. The positions of the linear relationships
with respect to the equality line are logical as the HWT provides
partial confinement that could be more representative of actual
field conditions.
4. Conclusions
Based on the findings of this study, it is concluded that the Dry
HWT could be successfully used to be one alternative in measuring
the rutting resistance of asphalt mixtures. The Dry HWT test shows
a strong correlation and simple linear relationship of the most
important parameter (secondary creep stage) observed for FN test.
However, since the relationships do not show equality, limits used
today for FN values need to be adjusted to reflect this inequality.
Acknowledgements
The authors would like to express their gratitude to materials
suppliers (Mathy Construction) for supporting this study. The sup-
port of MARC group, in particular from Dr. Pouya Teymourpour is
greatly appreciated.
182 P. Chaturabong, H.U. Bahia / Construction and Building Materials 146 (2017) 175–182

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