Technical Manual

Advanced Crack Mitigation Technology

for Asphalt Pavement Overlays

Stronger ideas for a sustainable world

I. INTRODUCTION AND HISTORY OF CRACKING

II. ADFORS INTERLAYER SOLUTIONS

III. GlasGrid® RESEARCH

IV. GlasGrid® GP RESEARCH

V. INSTALLATION

VI. ENGINEERING RESOURCES

VIi. REFERENCE LITERATURE

-1-
I. Introduction and Many pavements, which are considered to be structurally sound after the
History of Cracking construction of an overlay, prematurely exhibit a cracking pattern similar to that
which existed in the underlying pavement. This propagation of an existing crack
pattern, can form discontinuities in the old pavement, into and through a new
overlay and is known as reflective cracking.

Cracking and deformation that typically deteriorates flexible pavements are

attributed to excessive traffic loading, age hardening of asphalt binder, or
temperature cycling. Moisture can readily enter a cracked pavement, weakening
the underlying layers, further accelerating damage to the pavement. Research
has shown that cracks are likely to reappear at a rate of 2 cm (1")/year after
rehabilitation construction such as in unreinforced asphalt overlays.

Many new pavement overlays are subject to reflective cracking from the underlying
pavement into the new overlay. These premature reflective cracks significantly
decrease structural strength and allow water to penetrate into sub-layers, resulting
in severe damage. The cracking in the new overlay surface is due to the inability of
the overlay to withstand shear and tensile stresses created by movements of the
underlying pavement. These movements are mostly caused by either traffic loading
or by thermal cycling (expansion and contraction).

Traffic Loading
Load associated cracking occurs when shear and bending forces due
to heavy traffic loading create stresses that exceed the fracture strength of the
asphalt overlay. This is a pavement stability issue.

Pavement instability is generally due to the presence

of one or more of the following: poor soil conditions,
improper drainage, increased traffic load, and age.

Unstable Portland cement concrete (PCC) slabs are

often identified by excessive movement or deflection
during loading accompanied by the presence of water
and fines pumping upward at the joint. Once these
fines exit the pavement structure they leave behind a
void. Voids negatively affect support for the PCC slab,
resulting in the slab becoming even less stable.

-2-
 Instability in asphalt cement I. Introduction and
concrete (ACC) pavement is History of Cracking
typically characterized by a
(continued)
series of closely spaced, multi-
directional fatigue cracks.
The distinctive pattern is
often referred to as alligator
cracking because of its similar
appearance.

Alligator Cracking
Pavement rehabilitation strategies for fatigue include drainage improvements
such as edge drains and surface sealing. Structural improvements for full depth
asphalt include subgrade reinforcement and sufficient structural overlay thickness
to adequately support the traffic load.

Thermal Stress
Temperature associated cracking occurs when horizontal movement, due
to thermal expansion, contraction and curling of base pavement layers, creates
tensile stresses in the overlay that exceed the strength of the asphalt.

Overlays placed on both ACC and PCC pavements are

subject to thermal cracking. Thermal cracks usually
appear in transverse and longitudinal directions. Crack growth due to thermal
stress in an overlay
Temperature cycling occurs over an extended period of Overlay
time. The resultant horizontal stress loading happens
at a very slow rate, as compared to traffic loading
stress rates. Under these very slow loading rates, the Contraction
Old Pavement
stiffness or fracture resiliency of the asphalt material & Curling
is quite low, perhaps 1,000 to 10,000 times lower than
the modulus exhibited by these same materials under
traffic induced loading rates.

Flexible overlays placed on PCC pavements are particularly susceptible to thermal

cracking at the slab joints. Thermal rates of expansion and contraction vary between
materials such that any slab joint spacing almost always assures premature joint
reflection.

PCC Joint Cracking Longitudinal Cracking Transverse Cracking

-3-
 II. ADFORS Interlayer
Solutions
Future Life Cycle Costs
The Economical Solution
When asphalt pavement cracks, water permeates the base and reduces the life of a
road. Improving the asphalt’s natural ability to resist cracks improves the drainage
capabilities of a road, and the Federal Highway Administration (FHWA) suggests
that by doing this a road’s life can be extended. GlasGrid® improves asphalt’s
natural ability to reduce cracking by up to 3 times by providing a tensile element
to the asphalt. This helps keep water out of the base and improves the drainage
capabilities of a road by 10%.

Based on 25+ years of successful installations around the world, GlasGrid

typically provides a 50% reduction in future investment cost (e.g. maintenance,
rehabilitation and use. costs) over the life of

The GlasGrid Product Line

GlasGrid is composed of high strength glass filament yarns knitted into a grid and
With Glasgrid*
Without Glasgrid coated with an elastomeric polymer. ADFORS’ advanced coating improves the
toughness and durability of glass filaments, and enhances the bond between layers
*With added life benefit of 1.1 due to improved
drainage FHWA
of asphalt. It is also backed with a pressure sensitive adhesive to improve the ease
of installation.

GlasGrid® TF (Tack Film) provides all the benefits of our conventional GlasGrid
with the added benefit of a highly engineered film designed to replace the need
for spray tack coats on new leveling/binder course. The tack film enhances the
performance of the GlasGrid, resulting in extension of life up to 5 times better than
unreinforced asphalt.

Route Type Traffic Waterproofing Required Alligator Block

[ESALS] or Application to Cracking Cracking
Milled Surface (Aging) Cracks
< 6 mm
(1/4 in)

Product Is Applied: Full Width Detail Repair Full Width

GlasGrid® GP & GlasGrid® CG GlasGrid® GG, GlasGrid® TF2

& GlasGrid® GP

Residential Streets, < 300K GP25 GGPG GP25 GP25

Minor Country < 1 % Heavies GP50 GGPM GP50 GP50
Roads, CG50 GG50 GG50
Golf Cart Paths,
Parking Lots, Tennis
Courts, Bike Trails

County, Regional or 300,000 – GP25 CG200 GP25 GP25

Municipal Connector 1,000,000 GP50 GP50 GP50
Roads 1–5% Heavies CG50 GG50 TF100
CG100 GG50

Interstate Highways > 1M GP25 CG200 TF100 TF100

or > 5% Heavies GP50 GG50 GG50
Inter-Urban Roads CG50
CG100

Airports – General GP25 CG200 GP25 GP25

Private / Municipal Aviation GP50 GP50 GP50
Traffic CG50 TF100 TF100
CG100 GG50 GG50

Airports – Commercial CG50 CG200 TF100 TF100

Regional / Traffic CG100 GG50 GG200
International

Industrial Ports or Axle Loads CG50 CG200 TF100 TF100

Intermodal Facilities > 20kip CG100 GG200
-4-
GlasGrid® CG (CompoGrid) is a composite material consisting of our conventional II. ADFORS Interlayer
GlasGrid bonded to a nonwoven paving geotextile that provides the added benefit Solutions
of waterproofing and the ability to be installed on milled surfaces. The nonwoven (continued)
geotextile is an AASHTO approved paving fabric.

GlasGrid® CGL (CompoGrid Lite) is a composite material consisting of our conven-

tional GlasGrid bonded to a lightweight nonwoven polyester geotextile that
provides the added benefit of waterproofing, using a fraction of the tack coat
required by standard paving fabrics.

GlasGrid® PG (Patch) is our CGL composite material pre-saturated with bitumen

to create a rapid repair system for asphalt reinforcement of small areas. The
product can be installed directly on a milled surface and provides a waterproofing
benefit as well as a mitigation for reflective cracking without the need of an
external bond coat.

GlasGrid® PM (Manhole Patch) is our CGL composite material pre-saturated with

bitumen and die cut to create an asphalt reinforcement repair system for around
manholes. The product can be installed directly on a milled surface and provides
a waterproofing benefit as well as a mitigation for reflective cracking without the
need of an external bond coat.

GlasGrid® GP (GlasPaveTM) is a hybrid geosynthetic paving mat consisting of a

high strength, fiberglass grid, coated with an elastomeric polymer, and embedded
between two spun bond polyester textiles. GlasGrid GP provides the waterproofing
benefit of a paving fabric, while only requiring half the amount of bitumen to
provide the same level of waterproofing. Additionally, GlasGrid GP provides a
tensile element at low strain that conventional paving fabrics do not.

Block PCC Joint Thermal Thermal Lane Lane

Cracking Reflective Cracking Cracking Widening Widening
Cracks Cracks Warm Cold Cracks (Sand Cracks
> 6 mm Region Region Subgrade) (Clay
(1/4") Subgrade)

Full Width or Detail Repair Detail Repair

GlasGrid® GG, GlasGrid® TF & GlasGrid®GP

2
GlasGrid® GG & GlasGrid® GP

GP25 TF100 GP25 GG200 GP25 GP25

GP50 GG50 GP50 GP50 GP50
TF100 TF100 GG50 GG100
GG50 GG100

TF100 TF100 GG50 GG200 GG100 GG100

GG200 GG200 GG200 GG200

TF100 GG200 GG50 GG200 GG100 GG200

GG200 GG200

TF100 GG200 TF100 GG200 GG100 GG200

GG50 GG200
GG200

TF100 GG200 GG200 GG200 GG200 GG200

GG200

2
GlasGrid TF (Tack Film), a film tack coat is bonded to the GlasGrid and
can be used for applications with fresh leveling course. Available in TF100
TF100 GG200 GG200 GG200 GG200 GG200 for full width coverage.
GG200

-5-
II. ADFORS Interlayer Material Composition
Solutions As with any engineered product, it is essential to begin with quality raw materials.
Asphalt reinforcement materials must provide increased tensile strength at low
(continued)
deformation. ADFORS uses E–glass with an elastomeric polymer coating that
has been developed over a 25 year period. This process improves GlasGrid’s
resistance against installation damage and enhances the bond within the pavement
composite. It also provides a fundamental increase
to tensile strength at a very low deformation. Our
High
coating is fully compatible with asphalt, thermally
stable, resistant to creep and will not chemically
GlasGrid breakdown over time.
& Steel Grids
Ease of Installation
Potential Crack Reflection Activity

Environmental and site specific conditions vary

Glass Based greatly. Practical application of any reinforcement
Composite Grids
requires the ability to conform to a wide range of
paving operations. The use of pressure sensitive
Paving Mats Polyester Based adhesive permits an efficient and uniform
Composite Grids
placement with the product remaining secure
during the entire paving operation.

High Tensile Strength

Non-Woven
Fabric High modulus E -fiberglass (73,000 MPa/10.6 mill-
Low ion psi) exhibits a tremendous strength-to-weight
Interlayer Strain Resistance ratio and is pound for pound stronger than steel.
Low High
With glass having a real modulus advantage over
Thermal, Lane Widening or Block Cracking asphalt concrete, GlasGrid clearly provides the
stiffness required to redirect crack energy. Grids
Block or Flexural Cracking
made with C-glass have a lower tensile strength
and modulus compared to E-glass. C-glass is less
water and alkali-resistant than E-glass and is not recommended for asphalt
reinforcement.

Low Elongation
Asphalt concrete pavements possess poor elastic qualities and once oxidization
has taken place, they become extremely brittle. Micro-cracking can be easily
observed in pavements, even with minimal deformation. As pavements crack with
less than 3% elongation, materials with elongation greater than this cannot utilize
their full tensile potential. Polymer coated glass filaments realize their full tensile
strength with less than 3% elongation, a necessary characteristic for a pavement
reinforcement.

No Long-Term Creep
Many reinforcement materials that appear to be initially stable exhibit creep
deformation due to constant stress over long periods of time. Fiberglass is ideal
to withstand long-term tensile stress without creep deformation. These types of
stresses are commonly found in asphalt pavements due to thermal movement and
are a leading cause of reduced pavement performance. Since fiberglass exhibits no
creep, it assures long-term performance.

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Asphalt Compatibility II. ADFORS Interlayer
The specially formulated elastomeric polymer coating was designed to deliver Solutions
superior asphalt compatibility. The benefit of an engineered coating results in the (continued)
stress energy within the pavement to be directly channeled to the glass filaments
with minimal transfer loss. The coating is penetrated to the center of the glass
filaments; all filaments are thoroughly protected, they are well bonded together,
Polymer Coated GlasGrid Filaments
which further increases the mechanical strength of the material overlay. The
elastomeric coating has been designed to soften and bond extremely well to hot
mix asphalt, unlike bitumen-coated grids where the bitumen coating can melt and
flow away from the grid when contacted with hot asphalt.

Thermal Stability
GlasGrid is thermally stable well above 232°C (450°F), ensuring stability throughout
the paving process, including the elevated temperatures commonly found with
Glass Fiber
polymer modified asphalt mixes. Fiberglass itself possesses a melting point above
1000°C (1800 °F). Therefore, GlasGrid does not shrink when contacted with hot mix
asphalt like grids or fabrics made from polypropylene. Grid shrinkage under hot
asphalt can cause grid movement and premature cracking. Polymer Coated GlasGrid Filaments

Chemical Stability
The elastomeric polymer coating has been designed to protect our GlasGrid
products from chemicals typically found in asphalt pavements. This ensures that
the reinforcement can perform effectively for many years.

Millability and Recyclability

With the exception of steel grids in thin asphalt overlays (steel grids are not millable),
most geosynthetic interlayer systems are millable using conventional reclaiming
equipment. However, when it comes to recycling reinforced asphalt, pavements
reinforced with the GlasGrid GG/GlasGrid GP Systems have been proven to be
reusable in other road projects as a recycled asphalt pavement or RAP, confirmed
by RWTH Aachen University (Germany) and the National Center for Asphalt
Technology (NCAT-US).

Physical Durability
The specially formulated elastomeric polymer coating provides protection from
mechanical damage during construction including asphalt compaction, safeguarding
its ability to perform over the long term. Some competitive grids are sold without
any protective coating. Though these uncoated grids meet the requested nominal
strength, they demonstrate a lack of compatibility with the asphalt resulting in poor
bonding and increased risk of glass filament damage during installation.

Width
Due to the desirable low elasticity of GlasGrid, the standard widths of 1.5 m (59")
and 2.0 m (78.75") are ideal on road curves. Relocating the interlayer joint farther
away from centerline of the road significantly improves the ability to reinforce
the pavement construction joint. For detailed crack repair applications using our
GlasGrid 8502/8512 or GlasGrid PG (Patch) our standard width of 1.5 m (59") or
1.2 m (47.25") ensures a minimum of 0.75 m (2.5') or 0.6 m (2') of reinforcement
respectively on either side of a crack to control crack energy. GlasGrid GP (GlasPave)
is supplied in widths up to 3.8 m (150") to cover lane widths with minimal overlaps.
The dimensions of the GlasGrid makes it easier to handle and install leading to a
well performing project.

-7-
II. ADFORS Interlayer Interlock and Confinement
Solutions Asphalt concrete gains its compressive strength through compaction. The aggregate
mixture is specifically selected to provide strong interlock and confinement within
(continued)
the load bearing stone structure, and asphalt cement (AC) is the glue that holds the
particles together.

The quality of both the aggregate and the AC will determine the quality of the final
pavement structure.

As particles strike through the GlasGrid apertures, they become mechanically

interlocked within the composite system. This confinement zone impedes particle
movement. Asphalt mixtures can achieve better compaction, greater bearing
capacity and increased load transfer with less deformation. The gradation of the
asphalt mix determines the aperture size. For asphalt mixes with a maximum
particle size 12.5 mm (½") or less, a product with a standard sized aperture of 12.5
mm by 12.5 mm (½" by ½") is appropriate. For coarser mixes, a larger 25 mm by 25 mm
(1" by 1") aperture grid should be used. The aperture size may also be selected
based on local environmental conditions, mix stability, past performance or user
preference.

Overlay Test Results: Three distinct modes of failure are observed in overlay tests.

• Mode I: Cracks that propagate • Mode II: Cracks that propagate from • Mode III: Cracks that propagate from
from the bottom up straight through the bottom up and are then redirected/ the bottom up to the interlayer and
the interlayer dissipated horizontally along the then start again from the top down
interlayer

Modes I and III occur when the interlayer acts as a strain relieving material and
Mode II occurs when it acts as a reinforcing material. Bottom-up cracks reach the
interlayer under two scenarios, depending on the geosynthetic type and interlayer
conditions. In strain relieving mode, the crack stalls at the interlayer level and then
starts moving upward into the overlay. In the reinforcing mode, the crack turns
horizontally and propagates to just below the grid at a distance where it has no
more energy to propagate any further. Tested in the lab, GlasGrid produces Mode II
failure with conventional tack coats.

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GlasGrid may be the most tested interlayer product on the market. Since its' III. GlasGrid® Research
introduction in the early 80’s, GlasGrid has been tested by numerous facilities
including:

• 1986 - Texas Transportation Institute (TTI) and Texas A&M University (US)
• Fatigue Testing
• Thermal Cracking Testing

• 1999 - Delft University (Netherlands)

• Thermal Cracking Testing

• 2000 - present - National Center for Asphalt Technology at Auburn University (US)
• Full Scale Accelerated Load Test Track

• 2003 - The University of Nottingham (UK)

• Fatigue Testing
• Reflective and Thermal Cracking Testing

• 2011 - University of PARMA (Italy)

• Flexural Beam and Slab Testing

• 2012 - EMPA (Swiss)

• Fatigue Testing – MMLS3

• 2012 - IFSTTAR (France)

• Full Scale accelerated load test track

The use of interlayers for reflective cracking has been extensively researched over
the last 30 years. In particular, seven key research projects have quantified the
benefits of using GlasGrid and help define its areas of application. This testing
and research has continually supported the initial proposition by TTI/A&M, that
GlasGrid improves the life of an asphalt pavement by 200-300% times through
reflective crack retardation.

400
Reflective crack retardation factor

350

300

250

200

150 GlasGrid reinforced

100 Unreinforced asphalt

50

0
am

PA

A
lft
M

R
AT

RM

TA
EM
A&

De

gh
NC

FS
PA
in
s

IF
tt
xa

No
Te
I/
TT

Unreinforced aphalt sections have been normalized to one for clarity

- 9- -
III. GlasGrid® Research Texas Transportation Institute (TTI) & Texas A & M University
(continued) For many years, engineers have investigated the use of interlayers within the
overlay to reduce the effects of reflective cracking. Interlayers can dampen stress,
relieve strain, and provide tensile reinforcement to the asphalt. TTI is a higher
education-affiliated research agency, seeking solutions to these problems and
challenges facing all modes of transportation.

The Overlay Tester at TTI has become the standard for looking at fracture
performance of asphalt and testing the effects of load cycling. The effects of many
interlayer materials of varied strengths, configurations, tack coats and embedment
quantities have been evaluated at TTI.

Schematic Diagram of the Overlay Test Schematic Diagram of the Beam Fatigue Test

P P
380 mm (15") 19 mm (3/4")
Grid
Grid

Fixed Plate Movable

Plate R R

Studies using the Overlay Test and the Beam Fatigue Test on reinforced asphalt
beams demonstrated a two-fold to three-fold improvement in the life of a
GlasGrid reinforced overlay compared with an overlay constructed using the same
thickness of unreinforced asphalt. These two test methods are still used widely
to evaluate the performance of asphalt mixes and interlayer systems.

In addition to the main laboratory testing undertaken at Texas A&M University,

a reflective cracking performance prediction model was developed using the
test data. Using traffic, temperature and pavement geometry variables, comparisons
were made of the predicted performance for unreinforced and GlasGrid reinforced
overlays. For the example shown below, the predicted performance benefit of the
100kN GlasGrid reinforced overlay is 1.5 to 2 times that for the unreinforced overlay.

Number of Days in the Life of an Overlay

7.6 cm (3") thick overlay 12.7 cm (5") thick overlay 17.8 (7") cm thick overlay

1,500 days
2x

1000 days
Unreinforced 2x

2x
GlasGrid
500 days
GlasGrid
GlasGrid

Unreinforced Unreinforced Unreinforced

30˚F 50˚F 70˚F 30˚F 50˚F 70˚F 30˚F 50˚F 70˚F

17˚C 28˚C 39˚C 17˚C 28˚C 39˚C 17˚C 28˚C 39˚C

Temperature Differential

- 10 -
Delft University (Netherlands) III. GlasGrid® Research
Following an extensive field performance evaluation study and comprehensive (continued)
laboratory testing program, a performance prediction model was developed for
pavement overlays subject to reflective cracking caused by thermally induced
stresses. This model was subsequently used to develop ARCDESO (Anti-Reflective
Cracking Design Software.) For 10 years, ARCDESO has demonstrated that for a
range of input parameters, the reflective cracking design life of an asphalt overlay
reinforced with GlasGrid can be more than double that of an unreinforced overlay.
The graph below shows a simulation of the predicted percentage of reflected cracks
for two rehabilitated pavements; one with a 20mm (0.79") thick leveling course
with a PG64-22 CRS tack coat applied at 0.16 L/m2 (0.035 gal/yd2) followed by 60
mm (2.36") thick wearing course and two, a 20 mm (0.79") thick leveling course
using GlasGrid 8501 interlayer, with a PG64-22 CRS tack coat applied at 0.16 L/m2
(0.035 gal/yd2) followed by 50 mm (1.97") thick wearing course.

Percentage reflected cracks

100

90

80

70

60

50

40 20 mm GG 8501 50 mm PG64 CRS 0.16

30 20 mm No GG 60 mm PG64 CRS 0.16
20

10

0
0 2 4 6 8 10 12 14 16 18 20
Years

The University of Nottingham (UK)

An interface bond test was used to measure the quality of the bond between
various interlayers and the asphalt. The test results concluded that the presence of
a non-woven fabric – and not grids – result in a serious reduction in the interface
shear stiffness. This explained why the grid systems without a fabric performed
better than the systems with fabric.

Semi-continuously supported beam tests were also conducted at the University

of Nottingham to determine the ability of interlayer materials to resist crack
propagation in notched asphalt beams. This test simulates a stress distribution
similar to that found in pavements under normal traffic conditions.

A software program "OLCRACK" was developed that

includes “fatigue factor” to the other sections in Interface Bond Test Apparatus
order to represent the reduced rate or increased rate Normal Load
of crack propagation; i.e., the greater the fatigue Rollers
factor, the lower the crack propagation rate. Epoxy
Load Cell

Stiffener Tie Bar

Direction of
The fatigue factor and bond strength associated Load
Application
with a particular interlayer are key input parameters
for the performance model developed. Based on h O
Interface
the data shown, the model predicts that a GlasGrid
interlayer will enhance the crack propagation
Specimen
resistance for an asphalt overlay by a factor of 2 to
3 times.

Epoxy

(continued...) - 11 -
 III. GlasGrid® Research EMPA
(continued) EMPA is the Swiss federal laboratory for materials science and technology, oriented
to meeting the requirements of industry and the needs of our society.

GlasGrid was tested using an Model Mobile Load Simulator (MMLS3) device that
induces a unidirectional load to the pavement to simulate traffic loading. The
MMLS3 is comprised of four pneumatic tires mechanically linked together in a loop
as shown in the diagram below. Each wheel simulates a scaled load of a single tire.
These tires are 300 mm (11.8") in diameter, approximately one-third the diameter
of standard truck tires. This device can be used both in the laboratory and in the
field on actual pavement.

From this test it was determined Model Mobile Load Simulator (EMPA, Swiss)
that with GlasGrid about 3
times longer resistance against 1000000
Crank for Height Setting reflective crack induced failure at
80000
constant room temperature was Control

Cycles
found than for the unreinforced 60000
300 mm (11.8") GlasGrid®
Pneumatic Tire control slab. Visual inspection 40000
Drive Motor
of the reinforced slabs showed
20000
that the cracks were interrupted
by propagating along the 0
Model Mobile Load Simulator reinforcing grids. MMLS3

Test Setup
Test temperature 20C (68F)
7200 passing per hour
Tire pressure: 6bar (87 psi)
grid
Load: 2.1 kN (472 lbf)

30 mm (1.2")

25 mm (1") 25 mm (1") 30 mm (1.2")

12 mm (0.47")

Cuts, depth 25 mm (1")

L=1405 mm (55.3")

Passing direction

6 5 4 3 2 1
150 95 95 150 150 150 25
mm mm mm mm mm mm mm

245 mm (9.6") 175 mm (6.9")

1-6 deformation sensors 325 mm (12.8")

- 12 -
University of Parma III. GlasGrid® Research
The objective of this research was to quantify the effectiveness of the (continued)
GlasGrid interlayer system to affect fatigue cracking and extend pavement
service life. Center point bending tests were conducted according to ASTM – E399,
using beam and slab samples designed to simulate bottom-up cracking. Both
GlasGrid and GlasGrid TF were tested to evaluate their benefits to tensile
stress/strain reduction and reflection crack prevention.

Test specimens were 60 mm (2.36") thick, composed of leveling 20 mm

(0.78") and wearing 40 mm (1.57") layers to simulate field cross-sections. Beam
specimens were 400 mm x 100 mm (15.75" x 3.94") and slab specimens were of
500 mm x 500 mm (19.7" x 19.7").

Testing was conducted at 20°C (68°F) for the control and 100 kN/m GlasGrid
reinforced specimens under a central loading metal dowel. This configuration
allowed for the evaluation of the interlayer's ability to enhance the overlay
system behavior in terms of post-cracking ductility and energy absorption.

Beam Samples
GlasGrid reinforced specimens showed about 1.5 times of a higher maximum
load than unreinforced specimens. Significant differences were observed in
fracture energy, to crack a specimen. Reinforced specimens responded to higher
energy dissipation at the crack tip, requiring higher fracture energy to crack. As
shown in the figure below, GlasGrid TF reinforced beams showed at least twice
Three Point Bending Test
the fracture energy than that of GlasGrid reinforced beams.

Flexural Test Results

10 70
8.27 63.43
8 60
Fracture Energy

50 Control
6 40
3.77 GlasGrid
4 30
19.66
1.32 20 GlasGrid TF
6.19
2 10
0 0
Flexural Beam Test Flexural Slab Test

Slab Samples
Three point bending slab tests were performed to reduce the scale effects of beam
samples and to evaluate the mesh (3D) effect. GlasGrid reinforced specimens
provided enhanced ductile behavior, improving the tensile toughness of the
asphalt. GlasGrid reinforced slabs absorbed more than 1.5 times the fracture energy
compared to the unreinforced control specimens. Furthermore due to the enhanced
bond, GlasGrid TF allowed asphalt concrete specimens to deform much more before
the damage became great enough for a crack to initiate. To that end, GlasGrid TF
reinforced specimens required at least three times higher strain to failure compared
to the other reinforced specimens.

- 13 -
III. GlasGrid® Research University of Parma, continued
(continued) Strain localization and damage distribution were recorded and measured by using
a Digital Image Correlation (DIC) System that achieves a highly accurate strain map
of the specimens during loading on a 60 mm x 60 mm (2.36" x 2.36") central area.
The figures below show progressive tensile strain maps from the DIC. As can be
seen in the images, the difference between reinforced and unreinforced specimens
is dramatic. Strain maps on the reinforced specimen confirm GlasGrid’s ability to
act as a barrier against propagation of cracks to the upper layer. Conversely, the
strain maps on the unreinforced specimen show a big crack developing in the
central region which extends from the bottom edge to the surface layer along the
vertical plane.

No Grid
Strain Contour

Crack Initiation

GlasGrid
GlasGrid TF
Crack Initiation

2 mm (0.08") 4 mm (0.16") 10 mm (0.39") 14 mm (0.55")

Flexural Deflection

- 14 -
IFSTTAR III. GlasGrid® Research
The fatigue benefits of 100 kN/m GlasGrid were evaluated at the IFSTTAR (continued)
facility in France. The IFSTTAR Accelerated Pavement Testing (APT) facility, in
Nantes, is an outdoor circular accelerated pavement test track dedicated to
full-scale pavement experiments. The test track consists of a central tower
and four arms each 20 m long (65.6') equipped
with wheels, running on a circular test track.
The experimental circular pavement has a mean
radius of 17.5 m (57.4') and a width of 6 m
(19.7'), and thus a total length of approximately
110 m (360'). The position of the loading module
can be adjusted for different radii on each arm.
During loading, a lateral wandering of the loads
can be applied to simulate the lateral distribution
of loads in real traffic.

Testing was carried out on low traffic pavement cross-

sections consisting of an 80 mm (3") thick bituminous
wearing course, over a granular sub-base (300 mm or IFSTTAR Full Scale Testing Carrousel (Nantes, France)
11" thick), and a sandy subgrade soil, with a subgrade
modulus of about 95 MPa. GlasGrid was placed in the lower part of the bituminous
layer, 2 cm (0.8") above the interface with the subbase and covered by 5 cm
(2") bituminous mix. The bituminous mix was a standard French 0/10 mm wearing
course bituminous material.

The four arms of the fatigue carrousel are equipped with standard dual
wheels running at a constant speed of 6 rounds/minute (43 km/h). A load of
65 kN (standard French equivalent axle load) was applied to the test section up to
1,000,000 cycles.

- 15 -
III. GlasGrid® Research Crack Monitoring - Results
(continued) Crack percentage was determined by the ratio between the length of pavement
with cracks and the initial length. During the experiment, loading was stopped
approximately every 100,000 cycles to perform various distress measurements.
The first cracks were observed in the unreinforced section after 800,000 cycles. Due
to no cracking in the GlasGrid section at 1,000,000 cycles, the load was raised to
70 kN for the remainder of the test. It should be noted that the surface cracks
observed were based on crack initiation and not true crack reflection.

Unreinforced GlasGrid

Crack Maps at 1.2 Million Loading Cycles

The test was then run until the extent of cracking increased such that the control
section was too damaged to continue at 1.2 million cycles. At this point the
control section exhibited a cracked area of 70%, while the GlasGrid reinforced
section exhibited insignificant cracking. The figure below presents the evolution
of the extent of cracking, as a function of the cycles of traffic. To compare the
results of the GlasGrid section and the control we normalized the applied traffic
loading to equivalent standard axles by applying the fourth power law. (AASHO
Road Test – AASHO 1961). The graph corresponds to the percentage of the length
of the pavement affected by cracks (for a transverse crack, the affected length is
considered, arbitrarily, to be 500 mm). GlasGrid delayed the cracks by a 2.4 times
versus the control.

65 kN
100
2.4x
80
% Cracking Area

60
GlasGrid
40 Control

20

0
0 200,000 400,000 600,000 m 800,000 1,000,000 1,200,000 1,400,000 1,600,000

Cycles

- 16 -
North Carolina State University (NCSU) III. GlasGrid® Research
The rutting performance of a control slab (without reinforcement) was (continued)
compared to a reinforced slab made using GlasGrid 8511 and was evaluated at
North Carolina State University using the MMLS3 test at 50°C (122F). The slab
configuration is shown below. The following conclusions were drawn based on
400,000 load cycles:

• The results from the reinforced slab confirmed that the reinforcement
reduced the downward rut depth by 26% and also showed improved shear
flow resistance compared to the control slab by reducing the height of the
shear humps in the shear flow area and therefore, the total downward rut
depth, by 25%.

• The increased load bearing capacity that is due to the tension resistance
of the GlasGrid and the confinement and increased friction due to the
aggregate particles locked in the GlasGrid openings seemed to be the
major factors for this rutting performance improvement.

Cross-Section View of Pavement Structure

81 mm (3.2")

wheel

300 mm (11.8")

Thermocouple
Reinforcement
+
Tack Coat

HMA Slab
Tack Coat

Street Base

559 mm (22")
Verticle Displacement (mm)

Verticle Displacement (mm)

5 5

0 0

-5 -5

-15 -15

-20 -20
0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800

Transverse Distance (mm) Transverse Distance (mm)

- 17 -
III. GlasGrid® Research National Center for Asphalt Technology (NCAT)
(continued) The National Center for Asphalt Technology (NCAT) completed construction of an
accelerated loading test track in 2000 at their Auburn Facility.

The 46 section, 2760 m (1.7 mile) long test track is where rapid testing of a large
number of test sections can be carried out simultaneously, with the focus on the
upper 10 cm (4") of asphalt cement concrete.

Extracted GlasGrid piece
GlasGrid was placed full width in 30 m (100') of 60 lm (200') long section identified
as W1 along with 0.03 gal/yd² (0.14 L/m2) of CQS-1h tack and paved with a 12.5
mm (0.5") SMA asphalt mix. The entire section W1 was paved as one section
with the NCAT officials reporting that the installation of the GlasGrid went very
smoothly, including the construction of the 5 cm (2") overlay and the achievement
of the targeted 95% compaction was verified. Over the next 12 years the pavement
section was subjected to 40 million ESALs (Equivalent Standard Axel Loads) in the
four phases of loading.
In 2006 after 20 million ESALS the subsection not having the GlasGrid, started
to show some signs of distress specifically at the pavement joint located at the
center line of the road, while the GlasGrid subsection continued to show no signs
of distress. Further detail inspections that followed the 30 million and 40 million
ESAL’s loading phases has reconfirmed the distresses in the control subsection
were further deteriorating, while the GlasGrid subsection is still not exhibiting any
signs of distress cracks. The results clearly show that GlasGrid is reinforcing the
pavement joint and preventing any cracks at the joint from reflecting to the surface
even after 40 million ESALS.

Exploratory samples have been removed from the GlasGrid section and the findings
were that the GlasGrid is well bonded and the grid is intact.

- 18 -
- 19 -
 IV. GlasGrid® GP
(GlasPaveTM) Research
Water Proofing Claim
Whether an asphalt pavement interlayer is a paving fabric, paving mat or composite
grid, water proofing of the pavement can be a desired feature and benefit of the
product. Preventing water ingress into the lower layers of the pavement structure
is key to long-term performance of the pavement.

GlasGrid GP (GlasPave) with its design of a fiberglass laid scrim laminated between
two thin layers of high performance polyester mat, results in a thinner, lower
porosity interlayer compared to paving fabric or paving mat. GlasGrid GP is an
engineering paving mat that delivers the highest tensile strength in the market
when compared to other paving mats or fabric.

GlasGrid GP only requires 0.45 L/m2 (0.10 gal/yd2) of hot asphalt cement binder
(AC), as measured in the ASTM D6140 Asphalt Retention Test, for saturation and
0.68 L/m2 (0.15 gal/yd2) is recommended for application. Traditional paving fabrics
or mats require at least 0.81 – 0.90 L/m2 (0.18 – 0.20 gal/yd2) of hot AC to fully
saturate the interlayer. Typically, paving fabric or mat suppliers then recommend
an application rate of between 0.90 – 1.57 L/m2 (0.20 – 0.35 gal/yd2), depending
on the existing surface conditions and amount of AC binder likely to be absorbed
by the pavement. This translates to between 25% and 40% less hot AC required
for GlasGrid GP compared to paving mat or paving fabric, which means significant
petroleum conservation to the contractor and asset owner and an environmentally
friendly smaller carbon footprint on the job site.

Though GlasGrid GP requires significantly less hot AC, it still provides equivalent
waterproofing compared to a paving fabric or paving mat. Once the interlayer is fully
saturated, it can become an impermeable layer and act as a waterproof membrane.

GlasGrid GP was 3rd-party tested against both paving fabric and paving mat
using ASTM D5084, “Measurement of Hydraulic Conductivity of Saturated Porous
Materials Using a Flexible Wall Permeameter”. Results of the testing are shown in
the table below.

Interlayer Tape Asphalt Application Thickness mm (inches) Coefficient of
Rate L/m2 (gal/yd2) Permeability (cm/sec)

GlasGrid GP 25 0.68 (0.15) 1.0 (0.04) 2.8 x 10-11
Paving Mat 1.04 (0.23) 1.3 (0.05) 2.6 x 10 -11
Paving Fabric 1.44 (0.32) 2.0 (0.08) 2.6 x 10 -11

These results showed that all three of the AC saturated interlayers tested had
extremely low water permeability rates and are essentially impermeable membranes.
Based on literature cited, a membrane, tested in this manner, will greatly enhance
the waterproofing of a pavement if the measured water permeability is less than
approx 1 x 10-3 cm/sec.(1) What is significant in this finding is that the GlasGrid GP
25 saturated membrane exhibits the benefit of being a moisture barrier even though
it only has half of the AC binder content and half of the thickness compared to
paving fabric.

References:
(1) Baker, T.L., Results of Melt Through Asphalt Absorption and Permeability Tests,
Internal Communication, Amoco Fabrics and Fibers Co., 1997.

- 20 -
The Effect of GlasGrid GP in Reclaimed Asphalt Pavement (RAP) on IV. GlasGrid® GP
Asphalt Mixture Performance (GlasPaveTM) Research
A study by the National Center for Asphalt Technology (NCAT) was conducted to (continued)
evaluate the recycleability of GlasGrid GP in Reclaimed Asphalt Pavement (RAP) by
comparing the performance properties of two asphalt mixtures: one containing
control RAP and the other containing GlasGrid GP RAP materials.

A two-layer test section was constructed. The asphalt material used in both layers
was a 9.5 mm (.37") nominal maximum aggregate (NMAS) mix with a PG 67-22
binder. GlasGrid GP fabric was installed at the interface of the two layers. The
control asphalt mixture was obtained by milling the upper portion of the test section
that did not include GlasGrid GP fabric, and the GlasGrid GP RAP was obtained
by milling the middle portion of the test section, where the GlasGrid GP was
installed. The two RAP materials were brought back to the NCAT laboratory, dried
out and characterized. They were then mixed with virgin aggregate and binder to
produce two 12.5 mm (0.49") NMAS Superpave mix designs. One design contained
30% of the control RAP by weight of aggregate, and the other contained 30% of
the GlasGrid GP RAP by weight of aggregate. Both mixes used the same virgin
aggregates – a mixture of limestone, granite, and sand – and a PG 67-22 virgin
binder.

The two mix designs were then tested to evaluate mixture performance
characteristics such as moisture susceptibility, stiffness, and resistance to rutting
and low-temperature cracking.

Control RAP mixture (left)

and RAP mixture containing
GlasGrid GP (right).

- 21 -
IV. GlasGrid® GP Research The Effect of GlasGrid GP in RAP on Asphalt Mixture Performance
(continued) Conclusion

1) Characterization of the two 12.5 mm (0.49") NMAS mix designs (with and without
RAP) showed that they were very similar in terms of aggregate gradation and
volumetric properties, making them ideal for comparative laboratory performance
testing.

2) The extracted binder content of the GlasGrid GP RAP was slightly higher than that
of the control RAP, most likely due to sampling and testing variability. There was no
significant difference between the two mix designs in terms of the recovered binder
content and the gradations of the recovered aggregates.

3) The TSR results for the control RAP and GlasGrid GP RAP mix designs were not
significantly different. This supports the similarity of the two mixes with respect to
the recovered binder and gradations.

4) Results from the Hamburg wheel-tracking device showed that the control mix
design had a lower average rut depth and that the GlasGrid GP RAP design had a
higher Stripping Inflection Point (SIP) value. The slightly higher rut depth for the
GlasPave RAP was due to the slightly higher recovered binder content. However, the
differences were not statistically significant, and the two mix designs should have
similar resistances to rutting and moisture damage.

5) The dynamic modulus test showed that while the control RAP mix design was
slightly stiffer than the GlasGrid GP RAP mix design, the higher stiffness of the
control RAP mix was likely attributed to the slightly lower binder content.

6) The critical temperature analysis indicated that there was no significant

difference in the critical low temperature at which the two mix designs would
experience thermal cracking.

In summary, the mix design containing the GlasGrid GP RAP had statistically the
same properties compared to the control mix and therefore proves that GlasGrid
GP is in fact recyclable.

- 22 -
Boundary Conditions V. Installation
• On flexible pavements, structural deficiencies must be addressed prior to Requirements
designing for reflective cracking

• PCC Slab Lengths must be <6 m (20 ft) without load transfer efficiency data

• Load Transfer Efficiency must be >70% measured by FWD (Falling Weight

Deflectometer) or other device.

• An appropriate rehabilitated pavement design is required in heavily stressed

areas, (mix, structure, thickness etc.)

• Crack width – max. 25 mm ( 1") wide. Cracks greater than 6.35 mm

Loading
(0.25") directly beneath and in contact with the GlasGrid GP, should be
crack filled

• Thermal conditions - should not exceed a 131°F (55°C) difference between

average monthly maximum and minimum temperatures

General Installation Requirements

• No installation of self-adhesive grids on milled surfaces unless a micro milled

surface (6mm (0.25") grind or less) is specified. Milled surfaces are not
Placing
recommended for PCC joint or thermal reflective cracking

• A leveling course is strongly recommended for aggressive reflective cracking

(minimum 20 mm (0.75") thick)

• The pavement surface must be clean and dry

• If a tack coat is specified without grid, one should also be used with the grid

• Minimum overlay thickness of 4 cm (1.5")

• Adhesion Requirements - Refer to specific product installation guides

Unwinding

Easy installation procedure for GlasGrid

The engineered adhesive, which is activated by pressure is an essential

component of GlasGrid and allows faster installation. A much as 21,000 m2
(25,000 yd2) of grid can be placed in a day using a standard placing unit.
The installation of the GlasGrid System can be adaptable to overcome
various weather or construction conditions. For GlasGrid CG and
GP, please refer to individual product installation guides.
Activating Adhesive

Environmental compliance:

a. Glass filaments: 1) APFE report 2) REACH compliance certificate

b. Dust analysis during milling (EUROFIN)

c. Reduction in CO2 and VOC emissions

d. Recyclable – milling-able (NCAT-GP, RWTH Aachen-GG, IFSTTAR)

Overlaying

- 23 -
 V. Installation Tack Coats (Bond Coats)
Requirements A tack coat (bond coat) is a light coating of liquid asphalt applied either to an existing
pavement surface or on top of the installed GlasGrid material. It is used to improve
the bond of a new asphalt concrete course to the existing pavement surface.

When the GlasGrid System was first introduced, tack coats (bond coats) were not
universally used on new leveling courses. More recently however, the pavement
industry has been implementing changes to asphalt mixes in order to make them
leaner, stiffer and more rut-resistant. Consequently, these changes and the need to
maximize the bond between lifts have resulted in most authorities mandating the
use of a tack coat between all lifts of asphalt.

The GlasGrid System uses a pressure sensitive adhesive to adhere to the pavement
surface, unlike other paving and geocomposite grids that require a tack coat . When
a tack coat has been specified, it should be used in accordance with the following
guidelines*:

• Emulsion Tack Coats

• High quality polymer modified tack coat containing a minimum of 60% solids

Examples include:

• North America:

• NTSS-1H or equivalent low pen trackless tack coats

• Cationic, rapid set, CRS-2P. In general, cationic emulsions can break

and set more quickly to reduce cure time, and help expedite the start
of the paving operation

• Europe:

• C60BP1-S, polymer modified bitumen emulsion with 60% bitumen,

and a short breaking  time

• C69BP4-OB, special polymer modified   emulsion with 69% bitumen

and mid breaking time, specially for surface dressing

• Hot spray AC

• AC20-5TR, PG 64-XX, UK's PEN 160 200. In general, hot spray AC

tacks work well in cooler weather, when surface temperatures
are at or below 80°F (27°C). When surface temperatures exceed
80°F (27°C), the manufacturer recommends that a bituminous tack
that is stable in warm conditions be applied

Emulsions used with the GlasGrid System must “break” and then "cure" before any
additional asphalt is placed. Breaking is defined as the point at which the brown
colored fluid turns black. Curing occurs when the residual asphalt cement contains
no solvents (water or any volatiles). Reference should be made to the GlasGrid
Installation Guide for additional information.

*Use of a tack coat type other than those specified above is not recommended
and will likely influence the application and curing time of the tack coat. In this
case, on-site supervision by the specifying engineer would be required. Fluxed
bitumen or cutback asphalt must not be used as a tack coat with GlasGrid,
as the solvent will attack the adhesive on the GlasGrid reducing or eliminating
the bond to the surface.

- 24 -
 VI. Engineering
Resources

GlasGrid® 8501/8511 Complete Road System

Mill and Fill Rehabilitation

GlasGrid® 8501/8511 Complete Road System

Asphalt Cement Concrete (ACC) Pavement

- 25 -
 VI. Engineering
Resources
(continued)

GlasGrid®x 8501/8511 Complete Road System

Portland Cement Concrete (PCC) Pavement

GlasGrid® 8502/8512 Detailed Repair System Portland Cement Concrete

(PCC) Pavement Overlay to Address Joint Reflective Cracking

- 26 -
 VI. Engineering
Resources
(continued)

GlasGrid® 8502/8512 Repair System Asphalt Cement Concrete

(ACC) Pavement to address Thermal and Isolated Reflective Cracking

GlasGrid® 8502/8512 Repair System

Lane Widening (Example Section)

- 27 -
 VII. Reference Brown, S.F., Thom, N.H. and Sanders, P.J. “A Study of Grid Reinforced Asphalt To
Literature Combat Reflective Cracking”, AAPT Annual Meeting, 2001.

De Bondt, A. H. “Anti-Reflective Cracking Design of (Reinforced) Asphalt Overlays”,

Ph.D thesis, Delft University of Technology, 1999

C.M. Aldea and J.R. Darling, “Effect of Coating on Fiberglass Geogrid Performance”,
5th International RILEM Conference, Limoges, France, May 2004

Hook, K, “GlasPaveTM Technical Note – Water Proofing Claim”, Saint-Gobain Technical

Fabrics, 2010

Lytton, R. L. “Reinforcing Fiberglass Grids for Asphalt Overlays”, Texas A&M

University, 1988

Mai Lan Nguyen, Juliette Blanc, Jean Pierre Kerzrého, and Pierre Hornych “Review of
Glass Fiber Grid Use for Pavement Reinforcement and APT Experiments at IFSTTAR”,
LUNAM Université, IFSTTAR Infrastructures and Mobility Department, 2013

Meyer,A and Schulze, C, “Investigation on millability and recycling of glass fibre

reinforcement asphalt layers”, from RWTH University Aachen Germany, 2013

Partl,M and Raab,C, “Asphalt-Reinforcement Testing with MMLS3”, EMPA Materials

Science & Technology (CH), Test Report No 456298, 2012.

Penman, J and Hook, KD, “The use of Geogrids to Retard Reflective Cracking on
Airport Runways, Taxiways and Aprons”, RILEM Conference, Chicago, IL, 2008

Powell, R. Buzz, PhD, P.E., “Installation and Performance of a Fiberglass Geogrid

Interlayer on the NCAT Pavement Test Track”, National Center for Asphalt Technology,
2008

Tebaldi, G and Romero, E, “Characterization of Reinforced Asphalt Pavement Cracking

Behavior Using Flexural Analysis”, University of Parma, SIIV – 5th International
Congress – Sustainability of road Infrastructures, 2012

Thom, N. H. “Grid Reinforced Overlays: Predicting the Unpredictable”, School of

Civil Engineering, University of Nottingham, UK, 3rd INTERNATIONAL CONFERENCE
MAINTENANCE AND REHABILITATION OF PAVEMENTS AND TECHNOLOGICAL
CONTROL, 2003

“The Effect of GlasPaveTM in RAP on Asphalt Mixture Performance”, Research Synopsis

– NCAT Report, National Center for Asphalt Technology at Auburn University (US),
2011

- 28 -
- 29 -
 Learn more about how GlasGrid Pavement Reinforcement System
products can increase the life of your paving projects.

www.GlasGrid.com
GlasGrid@saint-gobain.com

www.adfors.com
SAINT-GOBAIN ADFORS America
1795 Baseline Road
Grand Island, NY 14072
USA
Tel: (+1) 888-549-7667
Fax: (+1) 716-775-3902
0799-123
2010
GlasGrid® is manufactured at an ISO 14001:2004 registered facility of Saint-Gobain ADFORS.
GlasGrid® is a registered trademark and GlasPave is a trademark of SAINT-GOBAIN ADFORS.
U.S. Patent 8,038,364 and 8,349,431.
Additional patents pending.
© 2014 SAINT-GOBAIN ADFORS

1338 06/14