Reasons of Premature Cracking Pavement Deterioration A Case Study

Dariusz Sybilski1, Wojciech Bakowski2, Jacek Sudyka3, Lech Krysiski4

1

Road&Bridge Research Institute, Lublin University of Technology

Road&Bridge Research Institute, Lublin University of Technology
3
Road&Bridge Research Institute
4
Road&Bridge Research Institute
2

Abstract. Cracking deterioration was observed on a motorway after only few years
after construction. The motorway pavement was semi-rigid with a relatively thin
thickness: 4 cm wearing layer, 11 cm asphalt base course, 20 cm lean concrete base
course, 20 cm cement stabilized base course, 20 cm drainage layer, subgrade. lean
concrete base course was cut in spacing 2,5 m to reduce the reflective cracking in
asphalt layers. Testing program included: coring and materials composition testing,
FWD testing to evaluate pavement layers stiffness modulus, radar testing to
measure layer thickness, and to detect water presence in pavement layers,
evaluation of cracks type and spacing, interlayer bond testing, low temperature
resistance of asphalt wearing course. Testing results led to following conclusions:
extremely low winter temperature in combination with relatively thin pavements
thickness and semi-rigid pavement type was the reason of transverse cracking,
longitudinal cracking observed on one of the sections were evaluated as top-down
fatigue type cracking, low interlayer bond between asphalt base layers was one of
the main reason of lower fatigue resistance of the pavement, lack of drainage in
motorway median caused the presence of water in the pavement layers, and
increased the danger of premature pavement deterioration, unpredicted increase in
road traffic caused longitudinal top-down fatigue cracking.

Introduction
Three motorway sections of total length of 150 km were constructed in the period
of 2002-2004 years. Section 1 was a semi-rigid pavement with use of old pavement
constructed in late 1970-ties. Sections 2 and 3 were new constructions:

asphalt wearing course 4 cm AC 16 PMB 45/80-55 (PG 64-22)

asphalt base course 11 cm AC 25 35/50 (PG 64-16)
cement bound base course 20 cm, R28 3,5 7,0 MPa
cement bound base course 20 cm, R28 2,0 3,5 MPa.

The notches were transversely cut in the upper cement bound base course in both
Sections with frequency 2-3 m and filled with bitumen to minimise the risk of
reflective cracking in the semi rigid pavements (according to experience [1, 2]). At
this frequency of notches, the width of crack opening is as small that neighbouring
rigid plates co-work providing the load transfer. Hence, the pavement bearing
capacity and fatigue distress is not reduced.
Pavement strengthening was foreseen for all sections after the traffic of 10 million
115kN axel loading. In reality, the traffic density increase was far faster and
pavements have been strengthened with two asphalt layers in years 2007 (section
1), 2008 (section 2), 2009 (section 3).

Premature Cracking Pavement Deterioration

Pavement deterioration
Transverse cracking on section 2 and block (transverse and longitudinal) cracking
on section 3 appeared in January 2006 r..Cracks appeared also on section 1 but in a
very low number. Further cracking intensity was observed in 2008, especially
longitudinal cracking on section 3. Cracks were not significantly dangerous for
road users (do not create danger or driving comfort). Cracks were systematically
and effectively sealed with polymer-bitumen. Sealing reduced also the risk of
water penetration through cracking into the lower layers. However, the increasing
cracking frequency leads to distress intensification, especially during the winter
time due to water penetration and freezing as well as brine penetration (distress of
hydraulically bound subbase),

Testing programme
In June 2008 an extensive pavement testing programme have been performed on
sections 2 and 3. Previous tests results performed in 2006 have been used in the
final analysis. Testing programme included: FWD layers deflection and moduli,
georadar tests to measure layers thickness and moisture, cracking inventory,
cracking origin analysis, laboratory testing of pavement layers samples, properties
of bituminous binders of section 3, low temperature resistance of wearing course
asphalt mixture.

Testing results and analysis

Visual evaluation
Section 3 pavement condition was significantly worse in comparison to section 2.
Distress of section 2 was of low harmfulness lower frequency of single
transverse or longitudinal cracks. Distress on section 3 was of higher harmfulness
higher frequency of single transverse and longitudinal cracks, block cracks, and
cavities of loss of aggregates and binder.
Pavement structure diagnosis based on radar measurements
Based on the inspection of pavement boreholes in Section 2, no significant
deviations from the pavement design were identified. Pavement boreholes in
Section 3 revealed three asphalt layers and two layers of hydraulically bound base

Premature Cracking Pavement Deterioration

course, while the design provided for two asphalt layers and two layers of
hydraulically bound base course. The radar measurements were performed using
the Ground Penetrating Radar (GPR). Pavement structure layer thickness tests
were performed on the outer lanes, with the use of a 1 GHz air-coupled antenna
and a 400 MHz ground-coupled antenna. Measurements were taken at 20 cm
intervals. The example profile in Fig. 1 shows a record of electromagnetic waves
from both antennas and the results of a quantitative assessment.

Figure 1. Measurement data profile; A- record of electromagnetic waves from the

1 GHz antenna, B record of electromagnetic waves from the 400 MHz antenna,
C calculated layer thicknesses incl. data from calibration boreholes
Measurement results were analysed with the use of RoadDoctor 2.0 [3] software.
Layer thicknesses were calculated based on a dielectric constant determined during
equipment calibration by measuring the amplitude of the signal reflected from the
pavement surface and the amplitude of the signal reflected from a metal plate. In
addition, pavement boreholes were used for absolute calibration of the results
obtained.. The total thickness of the asphalt layer package, the hydraulically bound
base course, the cement-treated subgrade of approx. 15-20 cm in thickness, and the
drainage sand layer of a similar thickness was estimated (Fig. 2). In addition, at a
depth of approx. 2.0-2.2 m, a reflected signal was recorded, which indicated the
presence of a groundwater table at that depth.

Sybilski, Bakowski, Sudyka, Krysiski

Figure 2. Thickness of layers based on GPR measurement on the right

carriageway, Section 2

Under the structural layers there is a layer of cement-treated stabilised subgrade

and a sand drainage layer. The dielectric constants calculated (from 6 through 8)
did not indicate any moisture accumulation in those layers.
Evaluation of the degree of pavement moisture accumulation from the median
strip based on radar measurements
Radar measurements were performed with the GPR System featuring a 1.0 antenna
and a 2.2 GHz antenna. Evaluation of moisture content in the asphalt layers was
performed on the inner lanes. The example profile in Fig. 3 shows a record of
electromagnetic waves from both antennas and the results of the dielectric constant
calculations. Dielectric constants were calculated based on the equipment
calibration by measuring the amplitude of the signal reflected from the pavement
surface and the amplitude of the signal reflected from a metal plate. Two dielectric
constants were determined in each pass, i.e. for the layer at the depth of approx. 35 cm (wearing course) and for the layer at the depth of approx. 6-8 cm (asphalt
base course).

Premature Cracking Pavement Deterioration

Figure 3. Measurement data profile; A- record of electromagnetic waves from the

1 GHz antenna, B record of electromagnetic waves from the 400 MHz antenna,
C calculated dielectric constants for layers to the depth of approx. 6-8 cm, D calculated dielectric constants for layers to the depth of approx. 3-5 cm.
In evaluating moisture content in the asphalt layers, the criteria were applied as
specified in [4] (Table 1).
Table I. Classification of moisture content in asphalt layers based on dielectric
constant
Layer condition
dry layer
dry layer or slightly moist layer
moist layer
wet layer

Dielectric constant
<9
9-12
12-16
> 16

It was determined that the dielectric constants obtained for the wearing course of
Section 3 averaged at 7 while those of Section 2 averaged at 6. The wearing course
in both sections was dry. On the other hand, the asphalt base course was found to
be moist the dielectric constant for Section 3 was 13 (max. 16) and that for
Section 2 ranged between 10 and 14.
Layer modulus calculation based on FWD measurements of pavement
deflections
The total equivalent modulus of elasticity for all the carriageway pavement layers
was as follows:

Section 3, right (south) carriageway

2,722 MPa

Sybilski, Bakowski, Sudyka, Krysiski

Section 3, left (north) carriageway

Section 2, right (south) carriageway
Section 2, left (north) carriageway

3,016 MPa
2,802 MPa
2,899 MPa.

Figure 4. Layer modulus, Section 3, right carriageway, right lane

The pavement modulus of elasticity for motorway Sections 2 and 3 has a high
value, twice that of the required minimum (1,100 MPa). This demonstrates a very
good load-bearing capacity of the structure.
Table II. Mean modulus values and standard deviations Section 2
Easphalt [MPa]
Ebase [MPa]
Esubgrade [MPa]
Right carriageway
Right lane
19,29813,841
7,7495,313
438133
Left lane
22,51615,735
7,0205,226
421128
Left carriageway
Right lane
20,17614,030
10,3316,866
443133
Left lane
19,53911,558
10,3298,118
453125
Table III. Mean modulus values and standard deviations Section 3
Easphalt [MPa]
Right carriageway
Right lane
15,585 11,304
Left lane
20,10714,800
Left carriageway
Right lane
12,0377,943
Left lane
15,2908,858

Ebase [MPa]

Esubgrade [MPa]

9,0765,853
9,7525,515

444100
463100

14,1577,156
173089,475

38680
40387

Premature Cracking Pavement Deterioration

The moduli of elasticity (rigidity) were calculated for pavement structural layers
using ELMOD 5.0. To determine the calculation model, information about the
arrangement of the structural layers obtained through GPR measurements (example
in Fig. 4) were used. Tables II and III show mean values and the calculated
standard deviation of the layer modulus converted for the equivalent temperature
of 10C. The moduli for pavement structural layers and for subgrade soil are very
high. The modulus for asphalt layers in the inner lanes is greater than that in the
outer lanes, on the average by approx. 25 %. It is obviously related to higher
fatigue damage due to larger heavy vehicles traffic on outer lanes.
The moduli for the asphalt layers and base course featured high variability. The
standard deviation often reached a value exceeding 50 % of the mean value. The
subgrade soil moduli display definitely lower variability, with the standard
deviation representing up to 30 % of the mean value. The greatest differences in
layer moduli occur in Section 3. In Section 2, the modulus differences are much
smaller.
Laboratory tests of bituminous mixtures
Evaluation of shear bond strength
Tests on shear bond strength between bituminous layers were performed with use
of Leutner method. Results show very good bonding between bitumen wearing
course and base course on Section 2 and Section 3 - shear bond strength 2,1 MPa
or 2,6 MPa on average, respectively. In both cases the bond considerably exceeds
recommended limits of 1,3 MPa. Lower bonding was found on Section 3 between
two layers of bituminous base (1,3 MPa on average in cracking zone and 1,5 MPa
outside this area) due to coarser grading in relation to the thickness of each
bituminous layer and lower binder content.
Tests and evaluation of properties of the binder on Section 3
Table IV. Properties of binders recovered from wearing course on Section 3
Property
Penetration at 25 C, 0,1mm
Softening point R&B, C
Lab 1
Fraass breaking point, C
Elastic recovery at 25 C, %
Lab 2 Penetration at 25 C, 0,1mm

Specimen no.
right carriageway JPPA
1
2
3
23
25
22
68
64,2
69,0
-8
-9
-14
67,5
74,5
63,5
22,0
16,5
15,8

left carriageway JLPA

4
5
6
17
21
21
72,6
71,6
69
-12
-15
-9
52
66
61
14,4
20,1
22,2

Sybilski, Bakowski, Sudyka, Krysiski

Property
Softening point R&B, C
Fraass breaking point, C
Elastic recovery at 25 C, %

Specimen no.
right carriageway JPPA
67,8
66,8
71
-10
-4
-10
69
65
62,5

left carriageway JLPA

76,2
72,6
69,0
-8
-10
-12
60
65

Properties of polymer modified bitumen PMB 25/55-60 from the wearing course
are shown in Table IV. Rheological properties evaluated by DSR didnt show any
significant differences between bitumen samples, apart from specimen number 2,
that had the highest shear modulus G* (Fig. 5).
Fourier Transform Infrared (FTIR) Spectroscopy was performed in KTH,
Stockholm, according to the method described in [5]. FTIR spectra are shown in
Figures 6 and 7. Peaks at 966 and 699 cm-1 are characteristic of SBS polymer
modified bitumen (Figure 6). To evaluate polymer content, IR absorbance at these
specific wave numbers was calculated and compared with SBS calibration curves.
The approximate polymer content was determined in the range from 3,5% to 5,1%.
The tested binders reveals properties showing their aging. The hardest binder (4)
shows the lowest penetration, the highest softening point and the lowest elastic
recovery. It indicates the lowest effectiveness of polymer modification.

Figure 5. Evaluation of modification degree of binders from wearing course

Premature Cracking Pavement Deterioration

Figure 6. FTIR spectra of binder samples (part 1)

Figure 7. FTIR spectra of binder samples (part 2)

Evaluation of resistance to low temperature cracking of bituminous mixture from
wearing course
Low temperature cracking tests were performed with use of Thermal Stress
Restrained Specimen Test TSRST method according to AASHTO TP10-93 on
specimens cored from the wearing course in two locations at the beginning and at
the end of section (Table V). Previous TSRST results for section 2 from 2006
showed 5C lower cracking temperature. Low temperature properties of specimens
from base and wearing course from Section 3 are worse than from Section 2.
Table V. TSRST results, Section 3, 2008
Location
117+100

Average Force
max [N]
8598

Average Stress
max [kPa]
3573

Average Cracking
Temperature [C]
-20,0

Sybilski, Bakowski, Sudyka, Krysiski

145+90
0

7933

3233

-19,6

Conclusions
Transverse cracking on all three pavement sections are of thermal origin due to
very low temperature, about -28C, during winter 2006. It was confirmed by the
analysis with use of MEPDG system. Cracks in semi-rigid pavement are of the
dual origin thermal in combination with reflective cracking effect (copy of
dilatation notches) [6]. Relatively thin thickness of asphalt layers (15 cm) resulting
from the stage construction of the pavement contributed to creation of thermal
cracking. Low harmfulness of transverse cracks does not weaken the pavement
bearing capacity, thanks to the pavement slabs load transfer.
Longitudinal cracks are limited to wearing course depth. Their origin is of topdown fatigue cracking. It may be presumed that the reason was the lower
effectiveness of PMB binder.
Transverse and block cracking on sections 3 may have three origins. Firstly:
significant growth of road traffic, exceeding 5-ve times prediction in the pavement
design). Secondly: moisture in pavement asphalt subbase due to lack of drainage in
motorway median (which is a known appearance eg. [7]). Thirdly: weakening of
pavement bearing capacity due to dividing asphalt subbase layer into two sublayers, which resulted in weaker compaction and interlayer bonding with the
final effect of lower pavement fatigue resistance.
After strengthening and drainage construction in motorway median, the pavement
is in a good condition under a heavier traffic loading. It may be expecting that the
semi rigid asphalt pavement may fulfil requirements of long life pavement,
requiring only the wearing course renewal [8].
References
[1]
Prevention of Reflective Cracking in Pavements. State-of-the-Art Report
of RILEM Technical Committee 157 PRC. RILEM Report 18, E&FN Spon, 1997
[2]
Conception et dimensionnement des strucutres de chausse. Guide
technique. Setra-LCPC 1994
[3]
Road Doctor Users Guide, Roadscanners Oy, Rovaniemi, Finland 2001

Premature Cracking Pavement Deterioration

[4]
Timo Saarenketo (2006): Electrical properties of road materials and
subgrade soils and the use of ground penetrating radar in traffic infrastructure
surveys, Faculty of Science, Department of Geosciences, University of Oulu
[5]
Masson, J-F.; Pelletier, L. and Collins, P.: Rapid FTIR method for
quantification of styrene-butadiene type copolymers in bitumen, National Research
Council Canada, NRCC-43151
[6]
Sybilski D. (1996): The dualism of bituminous road pavements cracking.
3rd RILEM Conference "Reflective Cracking in Pavements", Maastricht
[7]
Kandhal P.S., Rickards I.J. (2001): Premature Failure of Asphalt Overlays
from Stripping: Case Histories. Proc. AAPT
[8]
Dumont A.-G., Beuving E., Christory J.-P., Jasienski A., Ortiz Garcia J.,
Piau J.-M., Sybilski D. (2007): Long Life Pavements and success stores. World
Road Association (PIARC/AIPCR), Technical Committee C4.3 report