See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/280861973

Full Length Research Paper

Article · October 2014

DOI: 10.12983/ijsrk-2014-p0453-0462

CITATION READS

1 5,313

2 authors:

Saad Sarsam Ali Hussein Alwan

University of Baghdad Al-Esraa University College
141 PUBLICATIONS   212 CITATIONS    5 PUBLICATIONS   5 CITATIONS   

SEE PROFILE SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Properties of Superpave Asphalt Concrete Subjected to Impact of Moisture Damage View project

Highway engineering View project

All content following this page was uploaded by Saad Sarsam on 18 August 2015.

The user has requested enhancement of the downloaded file.

 International Journal of Scientific Research in Knowledge, 2(10), pp. 453-462, 2014
Available online at http://www.ijsrpub.com/ijsrk
ISSN: 2322-4541; ©2014 IJSRPUB
http://dx.doi.org/10.12983/ijsrk-2014-p0453-0462

Full Length Research Paper

Impact of Moisture Damage on Rutting Resistance, Shear and Tensile Properties of

Asphalt Pavement
Saad Issa Sarsam*, Ali Hussein Alwan

Department of Civil Engineering, College of Engineering, University of Baghdad, Iraq

*Corresponding Author: Email: saadisasarsam@coeng.uobaghdad.edu.iq

Received 19 July 2014; Accepted 08 September 2014

Abstract. In Iraq, under the effect of heavy traffic loading, high temperature and water damages, specific requirements are
needed to control the quality of highway pavement materials in order to increase durability. The primary objectives of this
study are evaluating the durability of superpave asphalt concrete mixtures which has been assessed through moisture damage
resistance. The properties of superpave mix have been verified using indirect tensile strength test, double punch shear strength,
compressive strength test, and rutting resistance under repeated loading. The impacts of moisture damage on such superpave
asphalt concrete properties were evaluated. To meet the objective of this research, available local materials were used
including asphalt cement (40-50), aggregate with nominal maximum size of 12.5 mm, and mineral filler. Three asphalt
percentages were implemented, optimum asphalt content and an asphalt content of 0.5 percent above and 0.5 percent below
optimum as per superpave procedure. The Superpave Gyratory Compaction was used to prepare the asphalt concrete
specimens. The moisture damage impacts on conditioned specimens exhibits low resistance to indirect tensile strength,
punching shear, and compressive strength by (-19%, -33%, -6%) at optimum asphalt content as compared with un-condition
mix. The moisture-conditioned mix has lower resistance to permanent deformation (at 1000 cycles) by 93% as compared with
the unconditioned mixture. Superpave asphalt concrete was shown to be durable against moisture damage by 81% at optimum
asphalt content when compared to the requirement of (SCRB, 2007).

Keywords: Asphalt concrete; Indirect tensile; Moisture damage; punching shear; Retained strength; Rutting.

1. INTRODUCTION causes of water damage. The other major consequence

Moisture damage is the loss of strength and durability
in asphalt mixtures due to the effect of water or
moisture vapor. It tends to accelerate the presence of
the distress types. The types of distress that can be
related to moisture or the other factors are bleeding,
cracking, rutting, and raveling, (Abed, 2006). It is
generally agreed that moisture can degrade the
integrity of bituminous mixtures in two ways; the first
mechanism is by causing a reduction in the cohesive
strength and stiffness of the mixture, characterized by
a softening of the mixture. The second mechanism is
by causing failure of the adhesion (or bond) between
asphalt and aggregate, referred to as stripping, (Terrel
and Shute, 1989). Pore pressure of water in the
mixture voids due to wheel-loading repetitions, and
temperature cycling above freezing, could be reported
as major causes of moisture damage.
Asphalt removal by water, in the mixture at
moderate to higher temperatures, and Water-vapor
interaction with the asphalt filler mastic and larger
aggregate interfaces are also considered as possible
453
of moisture damage is that of a reduction of stiffness
and strength in the asphalt concrete layer, which
decreases the load spreading capabilities of the
pavement. Under the action of traffic loading, a
pavement with reduced stiffness due to water damage
is prone to rutting because of increased stresses and
strains in the underlying layers. Loss of strength in the
asphalt-aggregate matrix may also encourage
stripping, (Kennedy, 1985).
(Terrel and Al- Swailmi, 1994) showed that traffic
loading increases stripping. They conclude that
repeated loading (i.e., simulation of traffic loading) is
a very important variable to be included in water
conditioning protocols. AASHTO accepted the
Modified Lottman Test (AASHTO T-283) in 1985.
The aim of this work is to verify the resistance of the
superpave mix to moisture damage using indirect
tensile strength test, double punch shear strength,
compressive strength test, and rutting resistance under
repeated loading.
 Sarsam and Alwan
Impact of Moisture Damage on Rutting Resistance, Shear and Tensile Properties of Asphalt Pavement

2. MATERIALS CHARACTERISTICS in local asphalt paving. Routine tests are performed on

the aggregates to evaluate their physical properties.
2.1. Asphalt cement Test results are tabulated in Table 2.

Asphalt cement of grade (40-50) was brought from 2.3. Filler

Dura refinery. The asphalt properties are shown in
Table 1. Mineral filler used in this study is Portland cement
obtained from Badoush Factory; the physical
2.2. Aggregate properties are as in Table 3.

The aggregate used in this work is crushed quartz

from Al- Nibaie quarry. This aggregate is widely used

Table 1: Properties of Dura asphalt cement

Property Unit Value SCRB Specifications
Penetration, 25° C, 100 gm, 5 sec (ASTM D-5- 06) 0.1 mm 41 40-50
Softening point, ring and ball (ASTM D-36- 95) °C 49.4 --------
Ductility, 25 ° C, 5 cm/min (ASTM D-113) Cm 144 > 100
Specific Gravity at 25◦C (ASTM D-70-97) 1.04
After thin film oven test (ASTM D-1754)
Retained Penetration, 25° C, 100 gm, 5 sec % 66 >55%
Ductility, 25 ° C, 5 cm/min Cm 87 >25%

Table 2: Properties of aggregates

Properties of Coarse aggregate ASTM Designation No. Value Superpave Specification
Bulk Specific Gravity C-127 -01 2.584 ----------------
Percent Water Absorption C-127 -01 57% -------------------
Percent Wear (Loss Angeles Abrasion) C-131-03 13.08 45 % Max
Percent Soundness Loss by sodium sulfate solution C-88-05 2.678 20 % Max.
Percent flat and elongated Particles D-4791-05 1.6% 10 % Max.
Percent Fractured faces ---------- 97% 95 % Min.
Properties of fine aggregate
Bulk Specific Gravity C-128-01 2.604 --------------
Percent Water Absorption C-128-01 1.42 % ---------------
Percent Sand equivalent D-2419-02 51 % 45 % Min.

Table 3: Properties of mineral filler

Property % passing No.200 Bulk specific gravity Specific surface area Filler type
Value 96 3.15 312.5 m2/kg Portland cement

2.4. Selection of Design Aggregate Gradation
The Superpave aggregate gradation controls are
maintained using the FHWA 0.45 power chart. This
chart uses a unique technique where the ordinate
shows the percent passing and the abscissa is an
arithmetic scale of sieve size in millimeters, raised to
the 0.45 power. The aggregate blend selected has
nominal maximum size of 12.5 mm usually adopted
for wearing course as per (SCRB, 2007). Fig.1 shows
the selected aggregate gradation.

Fig. 1: Selected gradation of wearing course

454
 International Journal of Scientific Research in Knowledge, 2(10), pp. 453-462, 2014
3. PREPARATION OF SPECIMENS FOR
RESISTANCE TO MOISTURE DAMAGE TEST
The aggregate are dried, separated into the desired
size and recombined with the mineral filler in order to
meet the required gradation. The aggregates are then
heated to a temperature of 160 °C before mixing with
asphalt cement which has already been heated to a
temperature that produce a kinematic viscosity. Then,
the desired amount of asphalt cement is weighed,
added to the heated aggregates, and mixed until all
aggregate particles are coated with asphalt. Four
asphalt binder contents, at 1% of the estimated asphalt
content, and at 0.5 % increments have been
implemented and prepared. Test specimens of 115
mm in diameter and 150±5 mm in height were
prepared according to method AASHTO TP4. The
optimum asphalt content was 4.8%.
Three sizes of cylindrical specimens were prepared
for evaluating the impact of moisture damage,
Specimen of 150 mm in diameter and 95±5 mm in
height were constructed for indirect tensile strength
and tensile strength ratio. Specimens of 101.6 mm in
diameter and 101.6±1.3 mm in height were prepared
for Double Punch Test, Compressive Strength test,
and Index of Retained Strength Test. The third size
was specimens of 101.6 mm in diameter and 203±3
mm in height for Permanent Deformation tests.
Specimens were prepared at optimum asphalt content
and at asphalt contents of 0.5 percent above, and 0.5
percent below optimum as recommended by
superpave procedure (AASHTO PP2, 1999). The
asphalt-aggregate mixture was then subjected to short-
term oven aging (STA) for 4hrs at 135° C according
to (AASHTO PP2). This aging represents the aging
that occurs in the field between mixing and placement
and allows for absorption of the asphalt binder into
the aggregate pores. The mix was stirred every 30
minutes during the short-term aging process to
prevent the outside of the mixture from aging more
than the inner side because of increased air exposure.
Mixing and compacted HMA sample according to
Fig. 2: The compressive strength and IRS test specimens
455
AASHTO TP4 to the level of compaction required for
the tests to be conducted. They were compacted using
gyratory compactor at air void content of 7±1 percent,
which was fixed by changing number of gyrations and
pressure of 600 kPa. Specimens were considered
conditioned after they were subjected to vacuum
saturation followed by a freeze cycle followed by a 24
hour thaw cycle. Tests were accomplished by
performing AASHTO T-283. The total number of
specimens was (70 specimens).
3.1. Compressive Strength Test
This test is conducted to determine the suitability of
asphalt concrete mixtures for pavement under given
loading and environmental conditions. The test
followed the procedure of (ASTM D1074-02).
Compressive strength specimens which were prepared
and stored in air bath at 25ºC for 4 hours, then, the test
was performed by applying a compressive load at a
constant rate of 5.08 mm/min to measure the
maximum load at failure. Fig.2 shows part of the
prepared specimens.
3.2. Double Punch Shear Test
Jimenez (1974) developed this test procedure at the
University of Arizona, and it was used to measure the
stripping of the binder from the aggregates, this test
was reported by many studies (Solaimanian, 2004;
Turos, 2010; Kiggundu, 1988; Sarsam, 2006).
Specimens used for this test were conditioned by
placing them in water bath at 60ºC for 30 min. The
test was performed by centrally loading the cylindrical
specimen, using two cylindrical steel punches placed
on the top and bottom surface of the sample. The
specimen was centered between the two punches (25.4
mm in diameter), perfectly aligned one over the other,
and then loaded at a rate of 25.4 mm/minute until
failure. The reading of dial gage at the maximum load
resistance was recorded. Fig.3 shows double punch
shear test in progress.
 Sarsam and Alwan
Impact of Moisture Damage on Rutting Resistance, Shear and Tensile Properties of Asphalt Pavement
3.3. Index of Retained Strength Test
This method covers measurement of the loss of
cohesion resulting from the action of water on
compacted asphalt concrete mixtures. The test
followed the procedure of (ASTM D1075-07). A set
of four specimens were prepared for this purpose.
Two specimens were stored at air bath for 4 hours at
25ºC, and then tested for compressive strength and the
average value was recorded. The other two specimens
were stored in water bath at 60ºC for 24 hours, then
they were stored in another water bath at 25ºC for 2
hours, and the compressive strength test was
performed on these specimens, and also the average
value was recorded.
3.4. Indirect Tensile Strength and tensile strength
Ratio Test (TSR)
The test was performed to evaluate the moisture
damage resistance of mixtures, and the procedure
followed (AASHTO T 283). A set of four specimens
were prepared, two specimens were tested for indirect
tensile strength (ITS) by storing them in a water bath
at 25ºC for 30 minutes, and an average value of ITS
Fig. 3: Double punch shear test Fig. 4: Specimens under vacuum process
Fig. 6: The freezing and thawing conditioning process
456
for these specimens was computed (ITS for
unconditioned specimens). The other two specimens
were subjected to vacuum saturation between 70 and
80 percent with water and is placed in the freezer (-
18°C) for 16 to 18 hours. The frozen specimens then
are moved to a water bath at (60°C) for 24 hours
(thaw cycle), then they were placed in a water bath at
25ºC for 1 hour, and they were tested for indirect
tensile strength, the average value was computed (ITS
for moisture-conditioned specimens). The specimens
were tested for the resilient modulus, indirect tensile
strength, indirect tensile strength ratio, double punch,
compressive strength, and permanent deformation.
Two specimens for each mixture type were tested, and
the average value was recorded. The ratio of the
average tensile strengths of the conditioned and
unconditioned specimens is known as the tensile
strength ratio (TSR). The minimum acceptable TSR as
per AASHTO is 70%, (Roberts et al., 1996). The
results of these specimens are compared, to clarify the
effect of unconditioned and conditioned mix on
mixture performance. Fig.4 shows the vacuum
saturation, while fig.5 shows the failure mode of ITS
test specimen. On the other hand, fig.6 presents the
freeze- thaw cycle process.
Fig. 5: Indirect tensile test
 International Journal of Scientific Research in Knowledge, 2(10), pp. 453-462, 2014
3.5. Permanent Deformation Test
The axial repeated load tests were conducted using the
pneumatic repeated load system (PRLS). The tests
were performed on cylindrical specimens, 101.6 mm
(4 inch) in diameter and 203.2 mm (8 inch) in height.
In these tests, repetitive compressive loading was
applied to the specimen and the axial permanent
deformation was measured under loading repetitions.
Compressive loading was applied in the form of
rectangular wave at a constant loading frequency of
60 cycles per minute and two different loading
sequences; which included 0.1 sec. load duration and
Fig. 7: Permanent deformation test Fig. 8: Accumulation of permanent strain under repeated loading
4. DISCUSSION OF TEST RESULTS
4.1. Impact of Moisture Damage on Indirect
Tensile Strength and Tensile Strength Ratio
The indirect tensile strength (ITS) property of an
HMA mix gives an indication on the overall strength
of the mix. Fig.9 depicts the effect of moisture on
indirect tensile strength. Results indicated that tensile
strength at 60 º C for conditioned specimens has
reduced by 19% as compared to un-conditioned
specimens at optimum asphalt content. Tensile
Strength Ratio (TSR) as shown in fig.10 has been
used for predicting moisture susceptibility of
mixtures. The recommended limit of (80 %) for
tensile strength ratio (TSR) is used to distinguish
between moisture susceptible mixture and moisture
resistance mixtures (AASHTO T-283). The tensile
strength ratio was 81%, at optimum asphalt content
mix. Also it could be noted that increasing asphalt
content percentage from 4.3 % to 4.8 % had increases
resistance to indirect tensile forces by 19 %, while
when increasing the binder from 4.8 % to 5.3 %, the
indirect tensile strength decreases by 23 % (for un-
457
0.9 sec. rest period to simulate the truck loading
condition in the field as per shell procedure. Two
temperatures 40° C, and 60° C are used in the tests,
and the applied stress level was 20 psi. to simulate the
testing condition explained by Shell procedure that’s
addressed in (Moghaddam et al, 2011; Yoder and
Witczak, 1975). The testing temperatures of (60, 40)
ºC was used in the test, and the applied stress level
was 20 psi. fig.7 shows the tested specimen in the
repeated loading chamber, while fig.8 demonstrates
the schematic diagram of accumulation of permanent
strain under repeated loading.
conditioned mix). It gives an indication that the
optimum asphalt content percentage and above has
good resistance to the impact of moisture damage.
Such results agrees well with (Sarsam and Al-azawi,
2013; Parker and Gharaybeh, 1987) findings.
4.2. Impact of Moisture Damage on Punching
Shear
Double punch test indicates the stripping behavior
between binder and aggregate. Results of double
punch test show that the punching shear strength for
conditioned mix is less than unconditioned mixtures
by 33%, at optimum asphalt content. In addition, it is
noted from Fig.11 that the punching strength increases
as asphalt content increase up to an optimum, then it
decreases with further increment in asphalt binder for
both conditioned and unconditioned mixes. Therefore,
punching strength increases by 109 % as asphalt
content increases from 4.3 % to 4.8 %, but decreases
by 38 % as asphalt content increases from 4.8 % to
5.3 % for unconditioned mixes. Fig.12 shows
Punching shear Strength Ratio.
 Sarsam and Alwan
Impact of Moisture Damage on Rutting Resistance, Shear and Tensile Properties of Asphalt Pavement
Fig. 9: Indirect tensile strength of asphalt concrete
Fig. 11: Punching shear strength of asphalt concrete
4.3. Impact of Moisture Damage on Compressive
Strength and Index of Retained Strength (IRS)
The index of retained strength (IRS) has been used to
evaluate the resistance of mixture to water damage.
According to (SCRB, 2007), the minimum acceptable
value of Index of Retained Strength is (70%),
therefore mixture with lower IRS is considered
susceptible to water damage. The detailed results for
compressive strength test are presented in Fig.13,
while Fig.14 present the Index of Retained Strength.
The compressive strength values of the conditioned
mixtures were lower than the unconditioned mixtures
by 6 % (at optimum asphalt content). When asphalt
content percentage increases from 4.3 % to 4.8 %, the
resistance to compressive forces increases by 1 % for
unconditioned mix, while when asphalt content
increases from 4.8 % to 5.3 % the compressive
strength increase 9 % for unconditioned mixes. Such
finding are in agreement with (Sarsam, 2005) work.
Results of IRS shows a good performance of optimum
asphalt content percentage as shown in Fig.14, it
shows that mixes with variable asphalt content are
considered unsusceptible to moisture damage since it
has IRS more than (70%). These values meet the
458
Fig. 10: Tensile strength ratio %TSR of asphalt concrete
Fig. 12: Punching shear ratio of asphalt concrete
design criteria established by the Iraqi Specification
(SCRB, 2007).
4.4. Impact of Moisture Damage on Resilient
Modules (Mr)
The resilient modulus (Mr) properties are used to
evaluate the moisture damage of the HMA mixtures,
the Mr test is a nondestructive test that can be
conducted on the same samples before and after
moisture conditioning, the Mr is an engineering
property that can be used to estimate the response of
HMA pavements under traffic loads, (Tara, 2003).
Table 4 summarizes the Mr properties of the
unconditioned and moisture conditioned HMA
mixtures. The data show that the resilient modulus of
moisture-conditioned specimens is significantly lower
than the values obtained for unconditioned mix by
21% at optimum asphalt content. When the asphalt
content percentage change from 4.3 to 4.8 percentages
the Mr value decreases by 18%, and decreases by 27%
when asphalt content changes from 4.8 to 5.3 %. The
change in testing temperature from 40 to 60 °C has a
negative influence on Mr by 20% at optimum asphalt
content.
 International Journal of Scientific Research in Knowledge, 2(10), pp. 453-462, 2014

Fig. 13: Compressive strength of asphalt concrete Fig. 14: Index of retained strength %IRS of asphalt concrete

4.5. Impact of Moisture Damage on Resistance to
Permanent Deformation
Table 4 shows the impact of moisture on permanent
deformation. The analysis of permanent deformation
in this study is based on intercept, and slope
parameters and permanent deformation at 1,000 load
cycles. The pneumatic repeated load system was
implemented. The permanent deformation (vertical
plastic strain) is measured using the dynamic test at
temperature of 40° C and 60° C, with a stress level of
0.138 MPa. The intercept represents the permanent
strain at N=1, where N is the number of the load
cycles. The higher value of intercept, the larger strain
and hence the larger the potential for permanent
deformation as mentioned in the study carried out by
(Sarsam and AL-Zubaidi, 2014). While slope
represents the rate of change in the permanent strain
as a function of the change in loading cycles (N) in
the log-log scale, high slope values for a mix indicate
an increase in the material deformation rate hence less
resistance against rutting. A mix with a low slope
value is preferable as it prevents the occurrence of the
rutting distress mechanism at a slower rate. The
analysis of the table shows that the moisture
conditioned mix has lower resistance to permanent
deformation (at 1000 cycles) by 93% as compared
with the unconditioned mixture; it has shorter life and
fails before the unconditioned mix. Such finding is in
agreement with (Sarsam and Lafta, 2014; Sarsam,
1999). The higher permanent deformation is
associated with the increases in asphalt content. It can
be seen that the intercept and slope increases in
conditioned mix, that gives indication that the un
conditioned mixtures have low permanent microstrain
as compared with conditioned mix. Table 4 shows the
effect of temperature on permanent microstrain, when
testing temperature changes from 40 to 60° C, the
permanent microstrain increases. Fig.15 show the
impact of moisture damage on the permanent
deformation at both testing temperatures and various
asphalt percentages. The resilient modulus decreases
after moisture damage for all asphalt percentages,
while it decreases as asphalt percentages increases as
demonstrated in table 4.

Table 4: Deformation Properties of asphalt concrete

Asphalt Mixture type 40°C 60°C
cement Intercept Slope Permanent Resilient Intercept Slope Permanent Resilient
% microstrain modulus microstrain modulus
@ 1000 MPa @ 1000 MPa
cycle cycle
4.3 Unconditioned 83 0.472 2157 8177 226 0.460 5424 6308
Conditioned 182 0.454 4188 7359 366 0.454 8435 5810
4.8 Unconditioned 149 0.441 3158 6690 402 0.508 13505 5384
Conditioned 259 0.457 6083 5256 432 0.543 18498 4415
5.3 Unconditioned 317 0.583 17799 4906 292 0.710 29513 4014
Conditioned 436 0.607 28962 5017 441 0.477 31887 3560

459
 Sarsam and Alwan
Impact of Moisture Damage on Rutting Resistance, Shear and Tensile Properties of Asphalt Pavement
Fig. 15: Permanent deformation of asphalt concrete at various asphalt content and testing temperatures
5. CONCLUSIONS
Based on limited testing program, the following
conclusions could be drown:
1. Superpave asphalt concrete was shown to be
durable against moisture damage by 81% at optimum
asphalt content when compared to the requirement of
SCRB (2007). The impact of moisture conditioning of
superpave asphalt concrete is lowering the indirect
tensile strength, punching shear, and compressive
strength, by (19%, 33%, and 6%) respectively as
compared with un condition mix.
2. The increase in asphalt content from the
optimum to 0.5% above optimum leads to decrease
the indirect tensile strength, double punching shear
and compressive strength after impact of moisture
damage by 23%, 38% and 9% respectively. that gives
indication that the optimum asphalt content gives
higher resistance to moisture damage at the same air
460
void content (7±1 %) when compared with other
asphalt percentages.
3. Resilient modulus Mr shows higher values for
moisture conditioned mixes as compared with
unconditioned mix by (5%, 2 %) respectively, but Mr
h s lower value by (21%, 18%) respectively after
moisture damage at optimum asphalt content.
4. The permanent deformation decreases by 12
percent at STA, but permanent deformation increases
by 93 percent after subjecting the specimen to
moisture damage, at optimum asphalt content. An
asphalt content change from 4.8 to 5.3 percent causes
a 43 percent increase in permanent deformation. A
temperature change from 40 to 60° C causes a
reduction in permanent deformation by 113 percent.
 International Journal of Scientific Research in Knowledge, 2(10), pp. 453-462, 2014
REFERENCES
AASHTO (2010). Guide for Design of Pavement
Structures. The American Association of State
Highway and Transportation Officials,
Washington, D. C., USA.
AASHTO PP2 (1999). Standard practice for mixture
conditioning of hot mix asphalt (HMA). The
American Association of State Highway and
Transportation Officials, Washington, D. C.,
USA.
Abed AH (2010). Required Criteria for
Implementation of the Superpave System in
Local Pavement Design. Ph.D. Thesis, College
of Engineering, Baghdad University.
Jimenez RA (1974). Testing for Debonding of Asphalt
from Aggregates. Transportation Research
Record 515, TRB, National Research Council,
Washington, D.C., pp. 1–17.
Kennedy TW (1985). Prevention of Water Damage in
Asphalt Mixtures. STP 899, American Society
for Testing and Materials, pp119-133,
Philadelphia.
Kiggundu BM, Roberts FL (1988). Stripping in HMA
Mixtures: State-Of-The-Art and Critical Review
of Test Methods. National Center for Asphalt
Technology, NCAT Report No. 88-2.
Moghaddam TB, Karim MR, Abdelaziz M (2011). A
review on Fatigue and Rutting Performance of
Asphalt Mixes. Scientific Research and Essays,
6: 670-682.
Parker F, Gharaybeh F (1987). Evaluation of Indirect
Tensile Tests for Assessing Stripping of
Alabama Asphalt Concrete Mixtures. TRB,
Transportation Research Record 1115.
Roberts F, Kandhal P, Brown E, Lee D, Kennedy T
(1996). Hot Mix Asphalt Materials, Mixture
Design, and Construction. 2nd edition. Lanham,
Maryland: NAPA Education Foundation.
Sarsam SI (2006). Improving Asphalt Concrete
Quality for Ramps and Approaches. Indian
Highways, No.3, Vol. 34, PP.61-66.
Sarsam S, Lafta I (2014). Impact of Asphalt Additives
on Rutting Resistance of Asphalt Concrete.
International Journal of Scientific Research in
Knowledge, 2(3): 151-159.
Sarsam S, AL-Zubaidi I (2014). Resistance to
Deformation under Repeated Loading of Aged
461
and Recycled Sustainable Pavement. American
Journal of Civil and Structural Engineering,
AJCSE, 1(2): 34-39.
Sarsam S, Al-azawi E (2013). Modeling the Stripping
Potential of Asphalt Concrete. Proceedings;
Airfield & Highway Pavement Conference:
Sustainable and Efficient Pavements,
Transportation & Development Institute of
ASCE T&D; Los Angeles, California, United
States; June 9-12, 2013 (pp. 999-1007).
Sarsam S (2005). Flexure and cracking behavior of
roller compacted Asphalt Concrete.
Engineering and Development, 9(4): December,
Iraq.
Sarsam S (1999). Prediction of rut depth in Asphalt
Concrete Pavement. Scientific Journal- Tikrit
University- Engineering Sci., 6(4): Iraq.
Solaimanian MJ, Harvey M, Tahmoressi, Tandon V
(2004). Test Methods to Predict Moisture
Sensitivity of Hot-Mix Asphalt Pavements.
Moisture Sensitivity of Asphalt Pavements CD-
ROM, Transportation Research Board, National
Research Council, Washington, D.C., pp. 77-
110.
SCRB (2007). Standard Specification for Roads and
Bridges. Republic of Iraq, Ministry of Housing
and Construction.
Tara L (2003). Resilient Modulus of Asphalt Concrete
Mixtures. M.Sc. Thesis, Civil Engineering,
University of Manitoba, Manitoba, Canada.
Terrel RL, Shute JW (1989). Summary Report on
Water Sensitivity. SHRPAIJR- 89-003,
Strategic Highway Research Program, National
Research Council, Washington.
Terrel RL, Al-Swailmi S (1994). Water Sensitivity of
Asphalt- Aggregate Mixes: Test Selection.
SHRP-A-403, Strategic Highway Research
Program, National Research Cowlick,
Washington.
Turos MI (2010). Determining the Flexural Strength
of Asphal Mixtures using the Bending Beam
Rheometer. M.Sc. Thesis, University Of
Minnesota.
Yoder E, Witczak M (1975). Principles of Pavement
Design. 2nd Edition, John Wiley and Sons, New
York.
 Sarsam and Alwan
Impact of Moisture Damage on Rutting Resistance, Shear and Tensile Properties of Asphalt Pavement

Prof. Saad Issa Sarsam was born in Baghdad (1955), got his BSc. In Civil Engineering (1977), Post
graduate diploma in Transportation Engineering (1978); MSc in Transportation Engineering (1980).
He worked as senior material Engineer for NCCL (1982-1992); He joined the academic staff at
University of Mosul (1992-2005) and got the Assistant Professor degree at (2002); He joined the
academic staff at University of Baghdad (2005 until now) and got the Professor degree at (2007).
Areas of specialization and interest: (Roller compacted concrete; modified asphalt concrete; Asphalt
stabilized embankment models; Road user characteristics).

Ali Hussein Alwan was born in Baghdad, (1987), got his BSc. in Civil Engineering (2011), MSc. in
Civil Engineering (Transportation),( 2013). Worked for Al-Hamed Company as supervising Engineer
on Building of International football stadium Municipality of Al-Muthana (2011-2012). He worked for
City Dimension Contracting Company as Soil investigation engineer on the construction of oil storage
tanks /Municipality of Al-Basra. (2012-2013). Worked for Osman Qader Company as Surveyor
Engineer on construction of a sewage disposal station (Al-Hussenia)/Municipality of Baghdad (2013 –
2014). He is working for Setraco Company as site engineer and as QC and QA on construction of
roads and bridges, Baghdad- Karbala Project.(2014 until now).

462

View publication stats