Fuel 146 (2015) 119–124

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Fuel
journal homepage: www.elsevier.com/locate/fuel

Determining temperature and time dependent Poisson’s ratio of asphalt

concrete using indirect tension test
Md Rashadul Islam ⇑, Hasan M. Faisal 1, Rafiqul A. Tarefder 2
Department of Civil Engineering, University of New Mexico, MSC01 1070, 1 University of New Mexico, Albuquerque, NM 87131, USA

h i g h l i g h t s

 Studied temperature and time dependent Poisson’s ratio of asphalt concrete.

 Relaxation and cyclic load tests are done at different temperatures.
 Poisson’s ratio increases with time and temperature, however, not with frequency.
 Existing correlation between Poisson’s ratio and dynamic modulus is satisfied.

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

Article history: Poisson’s ratio (m) of Asphalt Concrete (AC) is a fundamental input parameter to any numerical analysis
Received 20 November 2014 based on elastic and viscoelastic constitutive properties. To this date, temperature- and time-dependent
Received in revised form 9 January 2015 m-value has been determined by either a static or a relaxation test at a single temperature in diametrical
Accepted 10 January 2015
mode. This study, for the first time, performs relaxation tests at different temperatures in diametrical
Available online 22 January 2015
mode. In addition, cyclic load testing is conducted at different temperatures and loading frequencies to
determine the temperature- and frequency-dependent m-value of AC. Relaxation test results show that
Keywords:
the m-value of AC increases with testing time and temperature. Dynamic load test results show that
Asphalt concrete
Poisson’s ratio
m-value of AC decreases with loading frequency; however, increases with temperature. To this end,
Temperature measured m-value of AC is compared with the m-value predicted using model available in the new
Time AASHTOWare Pavement Mechanistic-Empirical (ME) Design software. The measured m-value matches
Frequency with the predicted m-value by the AASHTOWare Pavement ME Design software especially for AC that
possesses high dynamic modulus.
Ó 2015 Elsevier Ltd. All rights reserved.

1. Introduction disregarded in many applications. Upon applying load, the

Poisson’s ratio (m) is a fundamental material property and an
essential input parameter to many finite element and constitutive
models of Asphalt Concrete (AC). The m-value of AC is usually
considered not to be dependent on temperature, loading time
and frequency of loading due to lack of sufficient test evidence
[1,2]. This assumption may not be reasonable for AC; because AC
is well known for its temperature, time and frequency dependency.
The elastic m-value can be applied to a material when temperature,
time or frequency dependency of its mechanical properties can be
neglected. This may be the case for certain materials. However for
AC, the inherent loading time or frequency dependency cannot be
⇑ Corresponding author. Tel.: +1 505 363 6902; fax: +1 505 277 1988.
E-mail addresses: mdislam@unm.edu (M. Rashadul Islam), hfaisal@unm.edu
(H.M. Faisal), tarefder@unm.edu (R.A. Tarefder).
1
Tel.: +1 (505) 730 1793.
2
Tel.: +1 505 277 6083; fax: +1 505 277 1988.
deformational energy in AC is not only stored elastically, but part
of it is invariably dissipated by viscous action. Therefore, the
m-value of AC must be determined considering temperature, time
and frequency of loading.
Accurate measurement of the m-value is essential for pavement
design. Because, change in m-value can result in different predic-
tions of structural responses and distresses. To prove this, a preli-
minary analysis has been performed in the present study using the
AASHTOWare Pavement Mechanistic-Empirical (ME) Design soft-
ware (previously known as Mechanistic-Empirical Pavement
Design Guide (MEPDG)). The geometry, material properties and
all other design inputs were kept the same except the m-value in
different simulation runs by the AASHTOWare Pavement ME
design software. The input parameters are considered based on
typical highway pavement in New Mexico. The parameters are
listed as follows: AC thickness = 200 mm, base aggregate (crushed
stone) = 200 mm, subgrade = AASHTO A-4 soil [3], initial two-way

http://dx.doi.org/10.1016/j.fuel.2015.01.028
0016-2361/Ó 2015 Elsevier Ltd. All rights reserved.
120 M. Rashadul Islam et al. / Fuel 146 (2015) 119–124

annual average daily traffic = 1500, number of lanes in design From the above discussion, it is evident that m-value of AC has
direction = 2, percentage of trucks in design direction = 50, per- been determined for single temperature, so far, by relaxation test
centage of trucks in design lane = 95, operational speed = 60 mph using IDT samples. The effects of various temperatures on m-values
(97 kmph), climate: New Mexico (Albuquerque International Air- have not been studied. In addition, the effects of loading frequency
port), m-value = varied from 0.1 to 0.45 including the AASHTOWare and temperature on the dynamic m-values using IDT test are still
Pavement ME Design default value [4]. unsolved issues. Moreover, the correlation between m-value and
The analysis was run for 20 years of design life and the two major |E⁄| can be beneficial for designing pavement using the Pavement
distresses, rutting and top–down cracking (longitudinal cracking) ME Design software. All these effects and correlation are studied
are recorded and shown in Fig. 1. These two distresses were consid- herein.
ered arbitrary. The other distresses such as alligator cracking may be
affected. However, discussing the effect of m-value on all distresses 2. Objectives
may be too much discussion for showing the importance of m-value.
It can be seen from Fig. 1 that both the rutting and top–down crack- The specific objectives of this study are to:
ing increase with a decrease in m-value, which is much expected.
Vertical stress increases with the decrease in m-value. Consequently, (a) Determine the temperature- and time-dependent m-values
rutting and top–down cracking increase with a decrease in m-value. of AC material by relaxation tests using IDT samples.
The total rutting is 27 mm for m-value = 0.1 and 14 mm for (b) Determining m-values at different temperatures and fre-
m-value = 0.45. Similarly, the top-down cracking is 354 m per km quencies of loading by cyclic loading tests on IDT samples.
for m-value = 0.1 and 36 m per km for m-value = 0.45. There is almost (c) Examine the correlation between the measured m-value with
10-fold difference in top down cracking due change in m-value from the |E⁄| of AC.
0.1 to 0.45. At any rate, on the point being made by this example cal-
culation is that the m-value is very important for accurate prediction 3. Backgrounds
of the distresses in asphalt pavement.
Past studies intensively explored m-value using relaxation tests The horizontal stress along the horizontal direction, rx and the
in uniaxial mode [5,6]. In addition, frequency and temperature vertical compressive stress along the vertical direction, ry in IDT
dependency of m-value has been investigated by applying cyclic load sample, as shown in Fig. 2, can be written as follows [13]:
on uniaxial sample [7–10]. However, not a significant amount works 8   " #9
x2
2P < 1  R2 sin 2a =
were conducted on m-value using Indirect Tensile (IDT) mode. Note x2
1  R 2
that IDT test is very popular in asphalt society for its simplicity in rx ¼  tan1 tan a
pad :1 þ 2 cos 2a þ 4
2x 2 x
R
4
1þ 2x 2

R
;
R
AC’s performance evaluation. Therefore, research on m-value using
IDT samples may be praiseworthy for permanent literature.
Lee and Kim [11] determined the complex m-value with respect 2P
rx ¼ ½f ðxÞ  gðxÞ ð1Þ
to angular frequency and time by a creep test up to 100 s using IDT pad
mode. The researchers used only a single temperature (10 °C). 8   " #9
y2 y2
However, temperature varies a lot in real pavement. m-value at 2P < 1  R2 sin 2a 1
1 þ R 2
=
other temperature is also an interesting research topic. Therefore, ry ¼ þ tan tan a
pad :1  2y2 cos 2a þ y4
2 4 2
1  y2 ;
temperature dependency of m-value using IDT test is still an R R R

unsolved issue. Frequency and temperature dependency of m-value

using IDT test has been conducted by Kim et al. [12]. The research- 2P
ry ¼  ½mðyÞ þ nðyÞ ð2Þ
ers evaluated the dynamic m-values at different temperatures and pad
frequencies of loading using IDT test. The m-value is reported to where
be about 0.15 and 0.25 at 10 °C and 10 °C, respectively. This 8   9
means the effect of temperature on dynamic m-value is quite large. < 1  x22 sin 2a =
R
However, the effect of loading frequency was not very clear from f ðxÞ ¼ ;
:1 þ 2x22 cos 2a þ x44 ;
R R
their study. In addition, m-value was observed by them so high,
around 0.8 at 35 °C. Therefore, further investigations are needed " 2
#
to examine the effects of temperature and loading frequency on 1
1  Rx2
gðxÞ ¼ tan tan a ;
m-value using IDT test. 2
1 þ Rx2

40 400
Longitudinal Cracking (m/km)

Poisson's Ratio = 0.1 Poisson's Ratio = 0.1

Poisson's Ratio = 0.3 Poisson's Ratio = MEPDG Default
Total Rutting (mm)

30 Poisson's Ratio = MEPDG Default 300

Poisson's Ratio = 0.3
Poisson's Ratio = 0.45
Poisson's Ratio = 0.45
20 200

10 100

0 0
0 5 10 15 20 0 5 10 15 20
Year Year
(a) Effect of ν-value on rutting (b) Effect of ν-value on top-down cracking
Fig. 1. Effects of m-value on the distresses of AC pavement.
 M. Rashadul Islam et al. / Fuel 146 (2015) 119–124 121

y where
Z h Z h
b1 ¼  mðyÞdy  nðyÞdy;
h h

Z h Z h
y b2 ¼  mðyÞdy þ nðyÞdy;
h h

x
Z h Z h
c1 ¼ f ðxÞdx  gðxÞdx and
x h h

Z h Z h
c2 ¼ f ðxÞdx þ gðxÞdx
h h
2α
U(t) and V(t) can be written as follows:
UðtÞ ¼ U o sinðwt  /Þ

VðtÞ ¼ V o sinðwt  /Þ
a
Then, the expression for m-value, Eq. (6) is simplified to Eq. (7):

Fig. 2. Schematic of stress response in an IDT sample subjected to strip load. b1 U o  c1 V o

m¼ ð7Þ
b2 U o þ c2 V o
8   9
2
< 1  y2 sin 2a = where Uo and Vo are the constant amplitudes of vertical and hori-
R
mðyÞ ¼ ; zontal displacements respectively. In this study, a, d, h, R and a
:1  2y22 cos 2a þ y44 ; are 19.05 mm, 50 mm, 25 mm, 71.5 mm and 7.59°, respectively,
R R
which yield b1 = 0.018; b2 = 0.0036; c1 = 0.0037 and
" 2 # c2 = 0.0159. Similarly, using U(t) and V(t) in Eqs. (4), (5) and rear-
1 þ Ry2
nðyÞ ¼ tan 1
2
tan a ; ranging, the (|E⁄|) can be expressed by the following:
1  Ry2
Po b1 c2  b2 c1
jE j ¼ 2 ð8Þ
P = amplitude of the sinusoidal load; pad c2 V o  b2 U o
a = loading strip width (m);
d = thickness of sample (m); Laplace Transform (LT) is a unique method for allowing utilization
R = sample radius (m); of elastic solutions for viscoelastic materials. The method removes
x = horizontal distance from the center of the sample; the integral or differential operators to create a constitutive equa-
y = vertical distance from the center of the sample and tion that has an algebraic form identical to elastic materials. Lee
a = radial angle formed by the half of the loading strip at the and Kim [11] expressed the m-value in space domain, m ðsÞ as
center of the sample. follows:
1 bex  ey
If a viscoelastic material is subjected to a sinusoidal load, Eq. (1) mðsÞ ¼ ð9Þ
s ex þ bey
can be written as:
where ex and ey are the LT transforms of the horizontal and vertical
2P
ex ðx; tÞ ¼  eiðwt/Þ ½ð1 þ mÞf ðxÞ þ ðm  1ÞgðxÞ ð3Þ strains, responsively, in transform plane, s and b is defined as
jE jpad 1
Rh
rx;av g r
2h h x
b ¼ ry;a ¼ R .
where P = Poeiwt with Po and w being the amplitude and the angular vg 1
h
2h
ry
h
frequency of the sinusoidal load applied in the dynamic test using The analysis of the time-dependent m-value can be summarized
the IDT mode respectively; |E⁄| is the dynamic modulus and t is by the following procedure:
the time of loading. The horizontal displacement, U(t), can be deter-
mined by integrating the Eq. (3) over the gauge length (2h) as fol- Step 1. Fit the functions of the horizontal strain, ex(t) and vertical
lows in Eq. (4): strain, ey(t) with respect to the testing time. This study fits ex(t)
" Z h Z h # and ey(t) in a Prony series.
2P iðwt/Þ
UðtÞ ¼  e ð1 þ mÞ f ðxÞdx þ ðm  1Þ gðxÞdx ð4Þ Step 2. Take the LTs of ex(t) and ey(t) to obtain ex and ey
jE jpad h h
respectively.
where h is the half of the gauge length. Similarly, the vertical dis- Step 3. Substitute the LTs of ex and ey into the Eq. (9), which
placement, V(t) can be written as Eq. (5): results in mðsÞ.
" # Step 4. Finally, invert mðsÞ into time domain, which results in
Z h Z h
2P iðwt/Þ m(t).
VðtÞ ¼ e ð m  1Þ mðyÞdy  ð1 þ m Þ nðyÞdy
jE jpad h h
4. Laboratory testing
ð5Þ
Dividing Eq. (4) by Eq. (5) and arranging, the dynamic m-value can 4.1. Sample collection and preparation
be expressed using Eq. (6).
A number of cylindrical samples of 150 mm diameter were
b1 UðtÞ  c1 VðtÞ collected from a pavement section of Interstate 40 (I-40) at the
m¼ ð6Þ
b2 UðtÞ þ c2 VðtÞ mile post 141 near the city of Albuquerque, New Mexico in collab-
122 M. Rashadul Islam et al. / Fuel 146 (2015) 119–124

oration with the New Mexico Department of Transportation
(NMDOT). The surface layer of the section is 263 mm paved in
three lifts of 87–90 mm thickness. The samples were cored from
the second lift while construction. The reason for using field sam-
ple is that field compacted sample is more realistic compared to
laboratory prepared samples. Cores were transferred to the asphalt
laboratory. The samples were then cut into 50 mm thick circular
specimens using a laboratory saw. The bulk densities of prepared
samples and the theoretical maximum density of loose mixture
were determined following AASHTO T 166-07 [14] and AASHTO T
209-05 [15] test standards respectively. The air voids of the sam-
ples ranged between 5.6% and 5.9% with an average value of 5.8%.
Further examination of cores in the laboratory and field mix
design information revealed that dense graded Superpave (SP)
mix, type SP-III was used in this pavement section. From field
mix design information, it was found that this mix contained 35%
plant fractionated Reclaimed Asphalt Pavement (RAP) materials.
The design binder was a Performance Grade (PG) PG 76-22 with
an asphalt content of 4.4% by the weight of the mixture. The max-
imum aggregate size was 19 mm. About 5% of the materials passed
through a number 200 sieve (0.075 mm).
4.2. Relaxation testing
The relaxation tests were conducted by applying vertical strain
at five different temperatures (15 °C, 0 °C, 20 °C, 37 °C and 54 °C)
at 200 le up to 240 s. The test temperatures selected covers a wide
range to examine the effect of temperature on m-value. However,
the strain value was selected to keep the strain in the linear visco-
elastic range of AC [5]. The test time is good enough to examine the
relaxation behavior of AC. Fig. 3 shows the test setup in the tem-
perature-controlled chamber. Two Linear Variable Displacement
Transducers (LVDTs) were clamped; one LVDT was clamped in
the vertical direction and the other one in the horizontal direction.
The gauge length of the LVDT was 50 mm.
as cover a wide range and some intermediate points. The sample
was replaced by a new sample if the permanent strain due to the
test loading was close to 1500 le, just to be within the viscoelas-
tic range [16]. Sinusoidal loading was applied during the cyclic
loading test. The corresponding vertical and horizontal deforma-
tions also form sinusoidal patterns as shown in Fig. 4. It shows
that when vertical deformation goes to positive direction (con-
traction) the horizontal deformation goes to negative direction
(elongation). In addition, the amplitude of horizontal deformation
is lower than that of the vertical direction.
5. Results and discussion
The m-values from the relaxation tests are presented in Fig. 5. It
shows that the m-values at 15 °C, 0 °C, 20 °C, 37 °C and 54 °C start
around 0.10, 0.12, 0.17, 0.30 and 0.38 respectively. On an average
the starting increases by 0.004 for 1 °C increase in temperature.
All of these values increase with temperature and time of loading.
This behavior is due to the viscoelastic behavior of asphalt concrete.
The fluidity (decrease in viscosity) of the material increases at
higher temperature, which causes an increase in horizontal strain
and consequently the m-value is higher at higher temperature.
The m-values were calculated using the vertical and horizontal
deformations using Eq. (7). The results at different temperatures
and frequencies are presented in Fig. 6. It shows that the m-values
increase with temperature. For example, the m-values are 0.12,
0.29, 0.38 and 0.46 at 15 °C, 0 °C, 20 °C and 37 °C, respectively,
tested 0.1 Hz of loading. For 1 °C increase in temperature, the
m-value increases by 0.007, 0.006 and 0.004 at the frequency of
0.1 Hz, 0.5 Hz, and 1 Hz respectively The m-value decreases with
0.03
Horizontal Deformation
0.025
Vertical Deformation
Deformation (mm)

0.02
4.3. Cyclic loading test
0.015
Cyclic tests were conducted by applying vertical load at three
2Vo
different frequencies (0.1 Hz, 0.5 Hz and 1 Hz) and at four 0.01
different temperatures (15 °C, 0 °C, 20 °C and 37 °C). There is
no concrete reason for selecting these specific test temperatures 0.005
2Uo
and frequencies of loading. However, these were selected such
0
0 10 20 30 40 50
Time of Loading (sec)

Fig. 4. Vertical and horizontal deformations at 0 °C and 0.1 Hz of loading.

0.5

0.4
Poisson's Ratio

0.3

0.2

0.1 54 °C 37 °C
21 °C 0 °C
-15 °C
0
0 60 120 180 240
Relaxation Time (sec)

Fig. 3. Poisson’s ratio test setup. Fig. 5. Poisson’s ratios at different temperatures under 200 le relaxation test.
 M. Rashadul Islam et al. / Fuel 146 (2015) 119–124 123

0.6 The coefficient of determination, R2 value of the fitted model is

37 °C 0.83. At 95% Confidence Interval (CI), the coefficient, a, of the best
0.5 20 °C fit curve of the measured data varies from 3.639 to 0.4422; the
0 °C AASHTOWare Pavement ME Design software a-value is 1.63,
-15 °C
Poisson's Ratio

0.4
0.3
0.2
0.1
0
0 0.2 0.4
Loading Frequency (Hz)
Fig. 6. Poisson’s ratios at different temperatures and frequencies of loading.
the increase in frequency of loading. It has a value of 0.46, 0.44 and
0.33 at 0.1 Hz, 0.5 Hz and 1 Hz, respectively, at 37 °C. For increase
in frequency by 0.1 Hz, the m-value decreases by 0.017, 0.022 and
0.014 at the temperature of 0 °C, 20 °C and 37 °C respectively.
However, the m-values are almost constant at 15 °C regardless
of the frequency of the loading. This may be the fact that asphaltic
material behaves elastic at this low temperature.
6. Measured versus predicted Poisson’s ratio
In the AASHTOWare Pavement ME Design software, m-value is
predicted from the |E⁄| (in psi) of AC by Eq. (10) [4]:
0:35
m ¼ 0:15 þ  ð10Þ
1 þ eaþbðE Þ
where the coefficients, a and b are 1.63 and 3.84  106 respec-
tively. An attempt is made to correlate the measured |E⁄| in psi with
m-value. |E⁄| is calculated using Eq. (8) using the vertical and
horizontal displacements while applying the cyclic loading. Fig. 7
presents the measured m-value, best fit curve of the measured
m-value and the AASHTOWare Pavement ME Design predicted
m-value. It shows that the measured m-values are higher than
the predicted m-values for AC having dynamic modulus below
1,300,000 psi. This dynamic modulus, 13,000,000 psi is typical for
room temperature [17].
A nonlinear least square algorithm was scripted to fit the curve
using the measured m-value and is expressed by the following Eq.
(11):
0:35
m ¼ 0:15 þ 6
ðE Þ
1 þ e2:041þ3:137x10
0.5
0.4
Poisson's Ratio
which is within the range. Secondly, the coefficient, b, of the best
fit curve of the measured data varies from 8.4  107 to
5.4  106; the AASHTOWare Pavement ME Design software b-
value is 3.84  106 which is within the range of the CI. Therefore,
it can be said that the both the best fit curve of this study and the
AASHTOWare Pavement ME Design model are statistically same at
95% CI. Thus, no calibration of the AASHTOWare Pavement ME
Design model is needed for the asphalt mixture used in this study.
0.6 0.8 1 1.2 This finding also clarifies that the existing relationship between the
m-value and dynamic modulus used in the AASHTOWare Pavement
ME Design is also valid for dynamic modulus test in indirect ten-
sion mode.
The AASHTOWare Pavement ME Design Guide uses two types of
m-value; a constant value of 0.35 or the relationship between the m-
value and |E⁄|. This study shows that m-value is not constant for AC.
Thus, the consideration of m-value of 0.35 is not so reasonable. In
addition, the relationship between the m-value and |E⁄| was found
reasonable for the mixture tested in the current study. Therefore,
this study recommends to use the relationship between the m-
value and |E⁄| for pavement design especially for the mixture
tested in the study. However, tests on other mixtures are recom-
mended for future studies. In addition, a larger frequency of load-
ing and temperature ranges are suggested for further works.
7. Conclusions
The study investigates the effects of loading time and tempera-
ture on the m-value of AC by the relaxation tests in IDT mode. In
addition, the m-values with frequency of loading and temperature
are also examined by applying dynamic cyclic load on IDT samples.
Finally, the measured m-values are correlated with the prediction of
the AASHTOWare Pavement ME Design Guide. In the reminder of
this study, only field collected cored sample prepared using a sin-
gle mixture has been used. Based on the findings of the study the
following conclusions can be made:
(a) The m-value of AC varies with time, and temperature in
relaxation test. Typically, m-value is greater at higher tem-
perature and increases with the relaxation time.
(b) The m-value is dependent on frequency and temperature in
cyclic load test. It increases with temperature; however
decreases with the loading frequency.
ð11Þ (c) The AASHTOWare Pavement ME Design model to predict the
m-value complies with the measured data especially for AC of
high dynamic modulus. This study, therefore, recommends
to the AASHTOWare Pavement ME Design model to deter-
mine the m-value while designing pavement.
MEPDG prediction
Measured data
Acknowledgements

Best fit curve of the measured data

0.3 R2=0.83
This study was funded by the New Mexico Department of
0.2 Transportation (NMDOT). The authors would like to express their
sincere gratitude and appreciation to Mr. Jeff Mann, Pavement
0.1 Design and Management Bureau Chief at NMDOT, for being the
advocate of this project and his regular support, sponsorship, and
suggestions. The authors appreciate the valuable service and time
0
0 1000000 2000000 3000000 4000000 5000000 of Mr. Virgil Valdez, who is the Project Manager. Special thanks
Dynamic Modulus (psi) go to several Project Panel members namely, James Gallegos,
Materials Bureau Chief, and Parveez Anwar, State Asphalt Engineer
Fig. 7. Variation of Poisson’s ratios with the |E⁄|. at NMODT.
124 M. Rashadul Islam et al. / Fuel 146 (2015) 119–124

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