1.

INTRODUCTION
1.1 Why Interlayer is required?
Pavements that exhibit cracking (fatigue or thermal cracking), are commonly rehabilitated by
overlaying with a new surfacing layer

Rehabilitation of pavements is one of the major activities that the engage time and resources
of many highway agencies around the world.

Rehabilitation of road pavements is essential, as bad roads have accounted for many
accidents and loss of lives.

Overlaying the old pavement with new surfacing material is one of the commonly used
methods for rehabilitating deteriorated pavements.

For both flexible and composite pavements, a common technique used by many agencies for
preventive maintenance and/or rehabilitation was simply to construct a thin Hot Mix Asphalt
(HMA) overlay, normally between 1 and 2 inches (25 and 50 mm) thick.

Repairing cracked roads by overlaying has been found to be a short term solution. This is the
case because the deficiencies in the old road are rapidly reflected at the surface as a result of
the combined effects of thermally induced stresses and traffic loading. This phenomenon
referred to as reflective cracking is one of the more serious problems associated with the use
of thin overlays.

Reflective cracking is first initiated at the bottom of the overlay material and grows until it
appears at the surface. Once a reflective crack reaches the surface, it creates a path for the
flow of surface water into the lower layers of the pavement.

Methods for controlling reflective cracking and extending the life of overlays consider the
importance and effectiveness of overlay thickness and proper asphalt mixture specification.

In the past Asphalt mixes have been improved and even modified by adding a variety of
materials and number of potential solutions has also been evaluated including unbound
granular base cushion courses and wire mesh reinforcement. All have found to be either
marginally effective or extremely costly.

So an innovative measure is required for tackling this problem.

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1.2 Innovative Maintenance Strategy:
The crack resistance of the overlay can also be enhanced via interlayer systems.

This involves the use of interlayer materials between the existing pavement and the overlay.

These materials are required to have lower stiffness than both the overlay and the existing
pavement.

Therefore, they are referred to as Stress Absorbing Membrane Interlayers (SAMIs).

They are termed SAMIs because they relieve stress and reduce strain concentration in the
crack region, therefore prolonging the life of the overlay.

Stress Absorbing Membrane Interlayers (SAMIs) designed to dissipate energy by deforming

horizontally or vertically, therefore allowing the movement (vertical/horizontal) of the
underlying pavement layers without causing large tensile stresses in the asphalt overlay.

The application of stress-relieving systems at the interface between the overlay and the old
pavement surface reduces the shear stiffness of the interface.

Asphalt additives do not stop reflective cracking, but do tend to slow down the development
of cracks and convert a large crack in the old pavement into a multiple small cracks in the
overlay.

1.3 Crack Reducing Interlayer (CRL)/ Stress absorbing membrane

interlayer (SAMI)
Hot mix asphalt (HMA) overlays are the traditional method for protecting deteriorating
pavements. They strengthen the pavement structure, reduce roughness and restore skid
resistance. However, existing cracks in the pavement begin to appear in the new surface within
one or two years. It is common to see all cracks reflect through the new overlay in three to five
years. According to observations, cracks reflect at a rate of one inch per year. To address the
problem, pavement designers typically increase the overlay thicknesses. When the cracks enable
water infiltration, freeze-thaw cycles and repeated loadings cause the asphalt surface to
deteriorate at the crack and eventually ravel resulting in roughness and potholing. The most
serious problems are poor ride and deterioration of the base structure caused by moisture
permeating through the cracked pavement. While no product will stop reflective cracking, it can
be retarded with the use of interlayers.

Causes of cracking:
Cracks in the highway emanate from either
i. The surface, where the surface course is fatigued by the traffic.
ii. The sub-base, from movement of the underlying layers

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Benefits of Crack Reducing Interlayers:
i.Seal and waterproof existing pavement surface.
ii.Retard reflective cracking.
iii.Disrupt pathway for water from surface into the pavement structure.
iv.Allow thinner lifts of HMA overlays.
v.Cost-effective protection for prolonging the service lives of HMA overlays

Interlayers can be used on any

asphalt or concrete pavement to be
overlaid with HMA, including
streets, roads, highways and
airfields. Any structure or base
problems and severe cracks or
potholes should be addressed
before interlayer construction.
Any quality paving project requires
quality materials and quality
construction

Fig: cross section of a paved road with a paving

fabric interlayer

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 2. IRC 37: 2012
In case of pavements with cementitious base, a crack relief layer is provided between the
bituminous layer and the cementitious base which delays considerably the reflection crack in
the bituminous course.

This may consist of crushed aggregates of thickness 100mm of WMM conforming to

IRC/MORTH Specifications or Stress Absorbing Membrane Interlayer (SAMI) of
elastomeric modified binder at the rate of about 2 litre/m2 covered with light application of
10 mm aggregates to prevent picking up of the binder by construction traffic
(AUSTROADS).

A SAMI layer using elastomeric modified bitumen provided over the cementitious layer
delays the cracks propagating into the bituminous layer.

A crack relief layer of wet mix macadam of thickness 100 mm sandwiched between the
bituminous layer and treated layer is much more effective in arresting the propagation of
cracks from the cementitious base to the bituminous layer.

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 Above figure shows a four layer pavement consisting of bituminous surfacing, cemented
base, cemented subbase and the subgrade. For traffic > 30 msa, VG 40 bitumen is used.
DBM has air void of 3 per cent after rolling (Bitumen content is 0.5 per cent to 0.6 per cent
higher than the optimum).

Note:

Cracking of cemented base is taken as the life of pavement. Minimum thickness of

bituminous layer for major highways is recommended as 100 mm as per the AASHTO 93
guidelines. Stress on the underside of the bituminous layer over un-cracked cemented layer is
compressive.

Cemented layers normally develop transverse and longitudinal cracks due to shrinkage and
thermal stresses during hydration and during the service life. Hence a layer of Stress
Absorbing Membrane Interlayer (SAMI) of elastomeric modified binder (AUSTROADS
2004) is to be provided over the cemented base to resist reflection cracking.

Geotextile seal and many other commercially available synthetic products available
commercially have the promise to retard crack propagation in the bituminous layer.

SAMI is not very effective if the crack opening is more than 3 mm.

2.1 Successful trial:

Cemented bases with SAMI using modified bitumen topped with DBM and BC performed
well in trial sections Krishnagiri-Topurghat Road Project (Tamil Nadu).
It was designed for 150 msa traffic. Periodical inspections indicated fine transverse cracks at
about 25 m spacing after three years and riding quality was maintained within the acceptable
limits.
Light spray of diluted bitumen emulsion across the fine cracks before the monsoon was done
as a preventing maintenance to preclude any entry of water during the monsoon. FWD
deflection studies also indicated low deflections.

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2.2 Comparison of thickness of layer with SAMI and without SAMI
layer:

Without any Interlayer

With Crack Relief Interlayer of Aggregate

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 With SAMI Interface

From the above three figures, for a particular traffic 50 msa and CBR 3%
i. Subbase thickness reduces by around 130mm when CT subbase with any interface is
introduced.
ii. Base thickness is reduced by 150mm if crack relief layer is introduced and reduced by
90mm if SAMI is laid.
iii. For DBM, when crack relief layer and SAMI is present its thickness reduced by 85mm.
iv. But one can observe that the thickness of SDBC increased by 10mm when interlayer is
present.
v. Crack Relief Layer of Aggregate of 100 mm is introduced.

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 3. AUSTROADS
Elastomers provide flexibility and elasticity leading to improved resistance to cracking and
permanent deformation. They are used in sprayed seals and asphalt to make the binder more
flexible and resilient, as well as in crack sealing materials and some emulsion applications.

SBS (styrene-butadiene-styrene) at high concentrations is particularly useful for crack control in

strain alleviating membrane (SAM) and strain alleviating membrane interlayer (SAMI)
applications and improved resistance to permanent deformation in asphalt. SBS is one of the
most common polymer types used in modified binders.

Conventional bitumen (AS2008) is an effective binder for most road surfacing applications.
However, the performance of bitumen may be enhanced by the addition of selected polymers or
the use of multi-grade bitumen.

Strain-Alleviating Membranes (SAMs) and Strain Alleviating Membrane Interlayers (SAMIs)

are used for reducing the emergence of reflective cracking. SAMI is kind of sprayed seal.

As per AUSTOROADS Stress Absorbing Membrane Interlayer is called as Strain Alleviating

Membrane Interlayer

3.1 Sprayed Seal:

Sprayed seal types are classified and/or selected based on the size, or sizes of aggregate, type of
binder and the number of applications of binder and aggregate. Sprayed seals may also be
reinforced with the incorporation of geotextile fabrics or glass fibres.

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3.1.1 Strain Alleviating Membrane (SAM):
SAM is a sprayed seal wearing surface treatment used for minimizing the risk of reflection
cracking on existing cracked surfaces, or where the potential for cracking exists.
Typical applications are:
where the ingress of water may damage the underlying pavement
As a pavement preservation or holding treatment to maintain pavement integrity and
defer more costly rehabilitation.
In single/single seals, a minimum application rate of 1.5 L/m2 is recommended for effectiveness
as a SAM. In double/double seals, the same polymer modified binder can be used in both
applications or a lower modification or conventional bitumen can be used in the second
application.

3.1.2 Strain Alleviating Membrane Interlayer (SAMI):

A SAMI is a sprayed seal membrane consisting of a polymer modified binders (PMB) covered
with an aggregate (typically 10 mm nominal size) which is applied prior to an asphalt overlay. It
is designed to relieve tensile strains developed in underlying layers, and so lessen the likelihood
of cracking in the overlay.
SAMIs are generally used:
on cracked pavements, or where future cracking is anticipated
To waterproof pavements and bridge decks prior to asphalt overlay.

1. For effectiveness as a SAMI, a minimum modified binder application rate of 1.8 L/m2 is
recommended.

2. Where a SAMI is to be overlaid with asphalt with little or no public trafficking, the normal
conditions for spraying of polymer modified binders (minimum pavement temperature,
cutting practice, etc.) do not apply. SAMI applications should use little or no cutter oil (2%
maximum) to avoid the risk of diffusion of cutter oils into the asphalt binder and consequent
softening or bleeding of the asphalt.

3. Where the application of the overlay is delayed for more than a few days, it should be
designed as a SAM to avoid flushing/bleeding problems, particularly on roads with
higher/heavier traffic. Restrictions on the use of cutter oil, however, still apply.

For SAM and SAMI applications, assessment of pavement condition includes investigation of
the type of cracking to be treated and its associated activity (rate of movement).

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3.2 Performance Conditions:
Prior to selection of a sprayed seal treatment, an assessment must be made of service conditions
including traffic, pavement condition and temperature regime.

3.2.1 Traffic Loading and Site Severity:

The below tables refers to the type of selection of binder in SAMI applications and for
incorporating that several conditions are taken:

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3.2.2 Assessment of Crack Activity and Crack Severity:
As discussed earlier, for SAM and SAMI applications, assessment of pavement condition
includes investigation of the type of cracking to be treated and its associated activity (rate of
movement).
Rate of Movement:
Slow rate of movement or environmental cracking is induced by changes in moisture content
and/or diurnal or seasonal changes. Rapid rate of movement or traffic induced cracking is
induced by the action of repetitive traffic loading. Where large, seasonally active environmental
cracks are present, and where crack movement is greater than 0.5 mm, a modified binder alone is
unlikely to provide a long-term solution, and a geotextile reinforced seal using an unmodified or
lightly modified bitumen binder may be considered as an alternative.

Crack severity:
High cracking severity is defined by conditions where some crack widths are greater than 2 mm
and/or the incidence of surface defects (patches, etc.) is frequent. Low cracking severity is
applicable where almost all crack widths are 2 mm and the incidence of surface defects is
isolated.

Note:
Prior to using SAMs, a program of crack sealing of existing cracks wider than 2 mm is
advisable.
Where large cracks are present and where crack movement is > 0.5 mm, a PMB alone
may not provide a long-term solution and a geotextile seal may be a more effective
alternative.

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3.3 Binder Selection:
The binder is selected as per the above performance conditions.

NOTE: In SAMI applications, where the seal is to be covered with asphalt within a short period
(e.g. several days), it is undesirable to add any cutter oil. However, if used, the maximum added
should not exceed 2 parts of cutter oil per 100 parts of PMB.

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 4. AASHTO
It is used with flexible layer rehabilitation as a means to retard reflective cracks, prevent water
intrusion, and (in the case of SAMI-R (rubberized)) enhance pavement structural strength. A
SAMI may be placed between layers of new flexible pavement, such as on a leveling course, or
on the surface of an existing flexible pavement. Synthetic fabrics and stress absorbing interlayer
ie SAMI is effective in controlling the reflection of low and medium severity alligator cracking.
They may be useful in controlling reflection of temperature cracks, particularly when used in
combination with stress filling.

4.1 Types of SAMI:

a. Rubberized (SAMI-R). SAMI-R is a rubberized chip seal.
b. Geosynthetic Pavement Interlayer (GPI), consists of asphalt-imbued geotextile

a. SAMI-R
Since SAMI-R is a rubberized chip seal that can act as a moisture barrier, it should be
used with caution in hot environments where it could prevent underlying moisture from
evaporating.

b. Geosynthetic Pavement Interlayer (GPI)

It consists of asphalt-imbued geotextile. It should not be placed directly on coarse
surfaces such as a chip seal, OGFC, areas of numerous rough patches, or on a pavement
that has been cold planed. Coarse surfaces may penetrate the fabric and the paving
asphalt binder used to saturate the fabric may collect in the voids or valleys leaving areas
of the fabric dry. For the GPI to be effective in these areas, use a layer of HMA prior to
the placement of the GPI.
GPI is ineffective in the following applications:
I. When placed under rubberized hot mix asphalt (RHMA). This is due to the high
placement temperature of the RHMA-G mix, which is close to the melting
temperature of the GPI.
II. For providing added structural strength when placed in combination with new
flexible pavement.

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 III. In the reduction of thermal cracking of the new flexible pavement overlay.

4.2 Requirements for thickness of SAMI layer as per California Department

of Transportation.
The SAMI-R is placed under non-rubberized hot mix asphalt that is engineered for reflective
crack retardation; the equivalence of a SAMI-R depends upon the type of base material under the
existing pavement.
When the base is a treated material, a SAMI-R placed under HMA (Hot Mix Asphalt) or
OGFC( Open Graded Friction Course) is considered to be equivalent to 0.10 foot of
HMA.
When the base is an untreated material SAMI-R is equivalent to 0.15 foot of HMA.
A Geosynthetic Pavement Interlay (GPI) placed under HMA that is engineered for
reflective crack retardation provides the equivalent of 0.10 foot of HMA.

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