INVESTIGATION OF BONDING BETWEEN ASPHALT LAYERS ON

ROAD CONSTRUCTION

By Elmar K. Tschegg,· Georg Kroyer,2 Dong-Ming Tan,3 Stefanie E. Stanzl-Tschegg,4

and Johann Litzka5

(Reviewed by the Highway Division)

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ABSTRACT: Bonding of asphalt layers on road construction is usually examined with the pull-off test, measuring
the adhesive power. This value however, is not appropriate to characterize the fracture-mechanical behavior
of layer bondings and is thus inappropriate to be introduced into fracture-mechanical finite-element simulations.
Therefore a simple procedure for measuring the fracture-mechanical behavior of layer bondings has been
developed in this study. Cubic or cylindrical specimens (with their interface in their middle and a starter notch
in the interface) are split under stable crack growth conditions. During testing, the complete load-displacement
curve is determined until final fracturing of the bonding takes place. The load-displacement curve characterizes
the mechanical behavior of the material bonding in the crack opening mode and is an important basis for a
numerical treatment of interface problems. Results obtained with this new measuring procedure are presented
and discussed. As an example, propagation of reflection cracks in a pavement consisting of two asphalt layers
is simulated for single loading of the pavement.

INTRODUCTION I =.1. . .J!...:..!!L

y.. 9 12
Modern asphalt pavements are characterized by a com-

{l--t-l""U--+---!
position of several layers. This is true for new pavements as
well as for existing pavements following overlay procedures.
Extensive technical instructions and rules have been set up
for different asphalt aggregate mixtures in German-speaking "'
...._ _-..;....:1'- -,........ -,..,..... -'- ¥-~'

countries. Contrary to this, almost no directions exist on the P p

necessary quality of layer bondings.
To obtain appropriate loading capacity of the pavement
(for analogy to loading capacity of a beam see Fig. 1) and as
a result, longer lifetime of the road, appropriate bonding
between the layers must be guaranteed.
The question arises how to test layer bondings, how to
evaluate experimental results, and how to make use of these
experimental results for assessment control. Up to now, the
pull-off test according to Austrian code "Richtlinien und Yor-
schriften flir den StraBenbau" or "Directions and Regulations
for Road Construction," (RYS 11.065 1991) is usually used.
Theoretical considerations and calculations however, which
include experimental results are rare. Weber (1991), for ex-
ample, tried to analyze the bonding problem between layers
of asphalt aggregate mixtures with finite elements (FE) meth-
ods. In Weber's (1991) study however, assumed material
properties have been introduced into the calculations instead
of measured data.
The present paper tries to close the gap between experi-
mental methods and numerical calculation procedures. First,
results are reported that have been obtained with a new pro-
...1= p. I ... 2= 9· p. !
46' E· I y, 46'E' I y,
FIG. 1. Beam Analogy-Different Carrying Capacity: (a) With
Compound-Homogenous Beam; and (b) Without Compound-
Three Beams (b = Thickness of Cross Section; E = Modulus of
Elasticity; h = Beam Height; IYI =Inertia Moment; I = Beam Strut
width; P = Force; w, = Deflection)
cedure for testing layer bondings. Fracture mechanical char-
acterization of bondings is possible using the material prop-
erties obtained with this new testing procedure. In addition,
evaluation of the experimental results of the fracture exper-
iments with an FE calculation concept ("damage simulation")
is presented in a simple example based on the measured ma-
terial characteristic values.

I Assoc. Prof.. Inst. for Applied and Tech. Physics, Technical Univ.,
Karlsplatz 13, A-1040 Vienna, Austria.
'Res. Assoc., Inst. for Applied and Tech. Physics, Technical Univ.,
Karlsplatz 13, A-1040 Vienna, Austria.
'Res. Assoc., Inst. for Met. and Physics, Univ. of Agriculture, Tiir-
kenschanzstraBe IR. A-1190 Vienna, Austria.
"Prof., Inst. for Met. and Physics, Univ. of Agriculture, Tiirken-
schanzstraBe IR. A-II90 Vienna, Austria.
'Prof.. Inst. for Road Constr. and Maintenance, Technical Univ.,
Karlsplatz 13. A-1040 Vienna. Austria.
Note. Discussion open until January I, 1996. To extend the closing
date one month. a written request must be filed with the ASCE Manager
of Journals. The manuscript for this paper was submitted for review and
possihle publication on January 4, 1994. This paper is part of the Journal
ojTransportation Engineering, Vol. 121, No.4. July/August, 1995. ©ASCE,
ISSN 0733-947X/95/0004-0309-0316/$2.00 + $.25 per page. Paper No.
762R.
JOURNAL OF TRANSPORTATION ENGINEERING / JULY/AUGUST 1995/309
MEASURING PROCEDURE
Conventional Testing Methods
The most commonly used method to determine the ad-
hesive tensile strength is the pull-off test, (RYS 11.065 1993).
For this test, cores with a diameter of 100 mm are drilled
from the top surface down through the overlay, through the
interface, and about 50 mm into the base layer. Steel plates
are glued to the top surface of the cores. Then the drill core
is pulled off with a tension machine in axial direction of the
base layer. The maximum load is registered during the pull-
off test. This rather simple test method, however, renders
only one result (the adhesive tensile strength) and shows ex-
tensive scattering of the results; the reasons for this are as
follows:

J. Transp. Eng., 1995, 121(4): 309-316

 • Eccentric-load transmission owing to an inclined testing
piston or owing to wedge-shaped asphalt layers.
• Small core diameter and/or large aggregate size grains.
• Notches at the surface of the cores caused by abrasion
of the dril1 heads or burst out stones.
• Stress concentrations resulting from constrained trans-
verse strains in the area of load introduction (especial1y
in thin layers).
• Temperature dependence of asphalt aggregate mixture
can hardly be taken into account when the pul1-off test
is not performed on site but in the laboratory.
• Adhesive power of the layer bonding can be tested only
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if it is smaller than the tensile strength of the material
itself.
• Indentation effects ("toothed" compounds) owing to rough
surfaces cannot be considered by this method.
Other testing procedures to characterize layer bondings are
three-point and four-point bending tests. The necessary spec-
imen size [according to the RILEM (1986) recommendation]
and other drawbacks however, make their practical use im-
possible.
To avoid such drawbacks, it seemed useful to develop and
test another testing method, which in addition should give
more than one material characterizing value and less scatter-
ing of the data points.
Wedge Splitting Test
Maximum tensile strength does not sufficiently characterize
the mechanical properties of heterogeneous materials, as brit-
tle and ductile fracture behavior are not considered by this
parameter. Fig. 2 shows the force, Fmax acting on the specimen
versus displacement, O. If only the F max values are known-
like in pull-off tests-specimens with load-displacement curves
a and b would be considered to be identical and the higher
energy consumption of specimen b would not be taken into
account.
The compact-tension (CT) method [ASTM E399 ("Stan-
dard" 1983)] has long been used to successfully test metallic
materials and has been standardized. Hillemeier (1976) has
performed studies on cement-bonded materials and on com-
pounds of old-new concrete with this procedure.
With the wedge splitting method, according to Tschegg
(1986), it is possible to record load-displacement curves of
heterogeneous materials during stable crack propagation until
complete separation of the specimen takes place. As well as
maximum strength (Fmax), the cracking behavior is considered
and thus all information to characterize the fracture prop-
erties is completely available. In contrast to other proce-
dures, differentiation between brittle and ductile behavior is
possible. Results from such tests with the wedge splitting
Fmax
FIG. 2. Load Displacement Curves for Brittle and Ductile Mate-
rials
310/ JOURNAL OF TRANSPORTATION ENGINEERING / JULY/AUGUST 1995
J. Transp. Eng., 1995, 121(4): 309-316
method on concrete specimens and on old-new concrete com-
pounds are reported by Tschegg (1991) and Tschegg and
Stanzl (1991a, b).
Testing Principle
The principle of testing is shown in Fig. 3. A rectangular
groove has been introduced into the specimen and a starter
notch has been placed in the interface at the bottom of the
groove. From there, a crack starts to grow into the interface
during loading.
The vertical compressive force, F M, coming from the testing
machine is transmitted to the specimen with a wedge and load
transmission pieces. To minimize friction influences during
load transmission appropriate, roll bodies are used. Splitting
of the specimen is caused by the horizontal force component,
FH, of the transmitted force. FH is easily obtained from the
equation FH = FM l2tgCi., where Ci. is the half wedge angle. If
slender wedges (Ci. = 5-12°) are used, the vertical force, Fv ,
which is small in comparison with the horizontal force, FH,
helps to stabilize the crack to propagate within the area be-
tween the starter notch and the linear supporting bar.
The load displacement, 0 [or "crack opening displacement"
(COD)], is measured with two inductive displacement gauges,
placed in the line of the acting horizontal force, FH' The
signals of the load cell (which is placed on the testing machine)
and of the two displacement gauges are recorded continuously
by an x,y-recorder or other recording and evaluation systems
during the measuring procedure. Further details of the wedge
splitting technique are described in Tschegg (1986; 1991) and
Tschegg and Stanzl (1991a, b).
The load-displacement curve is obtained by plotting the
force, F H , versus the displacement, O. The energy to fracture
the specimen, the so-called fracture energy, G, is derived
from the area below this curve. The specific fracture energy,
G F , is obtained by dividing the fracture energy through the
fracture area (where the horizontal projection of the area is
considered only).
GNm N
G = - - =- (1)
F A m2 m
The G F value is a material characteristic parameter that is
independent of specimen shape if defined minimum specimen
sizes ("size effect") are used. This G F value then characterizes
the crack growth resistance of the material.
Force from
testing machine
Horizontal
force
Roll Vertical
bodies force
Linear support area
FIG. 3. Setup of Wedge Splitting Test According to Tschegg (1986)
 interface
interface
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interface
FIG. 4. Specimen Shapes for Wedge Splitting Tests
FIG. 5. Specimen Prepared for Testing: (a) Fixture to Attach Dis-
placement Gauges on Specimen with Four Screws; (b) Load Dis-
Shapes of Specimens placement Pieces with Six Needle Bearings; (c) Wedge; (d) Induc-
tive Displacement Gauge; (e) Mechanical Adjustment for Zero Point
The wedge splitting method allows use of different speci- of l)
men shapes, as shown schematically in Fig. 4.
Experiments are performed with specimens specifically 110 ... 40 4' 110
produced for laboratory tests and with cores or specimens cut
from road pavements (specimens from construction sites).
The wedge splitting method allows use of small specimens,
such that transportation is possible without special lifting ar-
rangements. The groove and starter notch may be prepared
easily by introducing metal pieces with the appropriate shape
into the paving during the construction process. It is also
possible to produce grooves and notches with stone saws in
specimens (usually cylindrical shapes) of road pavements. It
is also possible to form grooves indirectly by pasting concrete
parts or by mounting appropriate grouting compounds on top
of the specimens.

EXPERIMENTAL DETAILS AND CHARACTERIZATION

OF BONDINGS
Test Equipment
The measuring device (Fig. 5) consists essentially of five
components which are easily attached to the specimen (Tschegg
1991 ).
To obtain the load-displacement curve, displacement, 8, is
measured with two displacement gauges placed at the ends
of the starter notch and clamped such that they contact the
specimen. With this, two load-displacement curves are ob-
tained. Imperfect specimens, like for example specimens with
cracks that do not propagate symmetrically from the starter
notch, are identified with this procedure and omitted. Thus,
it is possible to obtain material characteristic values without
experimental deficiencies.
It is possible to mount the measuring device directly into
the test machine or to attach it to the specimen first and then
introduce it with the specimen to the machine.
Usually it is necessary to perform experiments quick enough
to avoid changes of the asphalt aggregate mixture properties
resulting from temperature influences. This experimental setup
makes rapid testing possible so that no warming takes place
and no special cooling equipment is needed during fracture
mechanical testing.
For the tests, a crosshead speed of the machine of 1 mml
min and a wedge angle, ex, of 9.60° was chosen.
Specimens for Wedge Splitting Tests
A bituminous base layer sample of type BT-I-16 [100%
crushed gravel with maximum diameter of 16 mm, according
JOURNAL OF TRANSPORTATION ENGINEERING / JULY/AUGUST 1995/311
FIG. 6. Specimen Shape (Dimensions in mm)
to RVS 8.05.14 ("Richtlinien" 1991)] has been used as asphalt
aggregate mixture material for the bonding specimens. Tack
coating has been carried out using two different emulsions
supplied:
1. Cationic bitumen emulsion, HB-60-K, with a bitumen
content of 60% by weight (termed K in the following).
2. Polymer modified bitumen emulsion, HB-60-K-PM with
a bitumen content of 60% by weight; polymer is styrene
butadiene styrene (SBS), approximately 3% by weight
of binder content (termed P in the following).
The specimens were taken out of large plates, which were
prepared in the laboratory. The emulsion K or P was sprayed
on the first asphalt layer, then a second asphalt layer (second
specimen part) was added. The groove was obtained by in-
serting appropriate metal pieces in between the two asphalt
layers. The sizes of the specimen parts are shown in Fig. 6.
EXPERIMENTAL RESULTS
To test the influence of temperature on the quality of the
bonding in the interface, six temperatures have been chosen.
The specimens were stored in cooling chambers at - 21°c,
-lO.O°C, - 5.0°C, acc, 5°C, and lOSe.
To obtain appropriate statistic values, testing was per-
formed with four specimens at each temperature and each

J. Transp. Eng., 1995, 121(4): 309-316

 type of tack coat. From that, the following mean variation
coefficients resulted by statistical evaluation: F max value is
equal to 15%, G max value is equal to 11 %.
Typical Load-Displacement Curves
The diagrams in Fig. 7 show completely different results
for different temperatures, which means that they reflect dif-
ferent fracturing behavior quite well. The strong temperature
dependence of asphalt aggregate mixture thus can be char-
acterized by the different shape of load-displacement curves
at different temperatures.
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Plastic behavior (flat elongated curve, extensive plastic de-
formation) of the bonding area is typical for temperatures
around 10.SOC. With decreasing temperature, the displace-
ments, n, corresponding to F max decrease and the region with
maximum acting force, FmaX' becomes smaller and smaller.
Linear elastic behavior is observed in the initial part of the
load-displacement curve. The "elastic line" is steeper for low
temperatures, which is caused by a higher modulus of elas-
ticity.
Crack propagation starts after the maximum of the tensile
load, Fmax is obtained. At low temperatures, the decreasing
part of the load-displacement curve is very steep, which cor-
responds to brittle separation of the material. Contrary to
this, the curve is flatter at higher temperatures after the max-
1000 T=O,O °C
GF= 118 N/m
B is observed in the temperature range of -lOoC to -21°C,
1.0 2.0 (mm)
3000
T=-10,O °C
GF= 236 N/m
I .. B
1.0 2.0 (mm)
Displacement
1=-21,O°C
GF= 141 N/m
l--+--+->---+-------I-+--~~'--+---B
1.0 2.0 (mm)
FIG. 7. Load-Displacement Curves for Different Temperatures
(Same Scale for All Curves): (a) T = 10.5·C, G F = 63 N/mj (b) T =
O.O·C, GF = 118 N/mj (c) T = -10.0·C, G F = 236 N/mj (d) T =
-21.0·C, GF = 141 N/m
312/ JOURNAL OF TRANSPORTATION ENGINEERING / JULY/AUGUST 1995
J. Transp. Eng., 1995, 121(4): 309-316
imum load is obtained, which points to ductile material sep-
aration.
Horizontal Force (Fmax) - Temperature Dependence
The maximum horizontal forces F max resulting from wedge
splitting tests at different testing temperatures are shown in
Fig. 8.
The maximum force F max is almost identical for both P and
K tack coat types in the higher temperature range. As scat-
tering is rather extensive, it cannot be concluded that the
values of the K specimens are actually higher in the higher
temperature range.
At testing temperatures below - 5°e, the Fmax values of
the polymer-modified tack coat P increase further. Contrary
to this, type K specimens show a maximum value of Kmax at
- 5.0°C, which decreases when the temperature decreases to
- 21.0°C so that a difference of 1,000 N results for the P
specimens at -2I°e,
Specific Fracture Energy (G F) - Temperature
Dependence
The specific fracture energy value, G f value is more ap-
propriate to characterize the adhesive power than the max-
imum load value, F max (see the preceding wedge splitting test
section) as G f represents the crack growth resistance.
Both G f versus temperature curves (Fig. 9) show increasing
G f values from 1O.5°C to approximately -10°C with higher
increases for the P than for the K specimens. Below approx-
imately -10°C, less specific fracture energy is consumed with
decreasing temperature (embrittlement of the tack coat). This
decrease is similar for both tack coats so that starting from a
higher maximum, more energy is consumed during fracturing
by polymer modified tack coat in the temperature range of
- 10°C to - 21 dc.
Comparison of Figs. 8 and 9 shows that the horizontal force
alone is not appropriate to characterize the material, since
the F lllax versus T and G f versus T curves are not completely
similar. No pronounced decrease of the horizontal force, Flllax ,
which is in contrast to the decrease of the specific fracture
energy, G f , of the P specimens in this temperature range.
Figs. 8 and 9 in addition show that the horizontal force F""IX'
increases t'tl about four times higher values for the P speci-
mens and to 2.2 times higher values for the K specimens if
the testing temperature is reduced from 1O.5°C to - IOOC (or
\7..... P - Specimen
5000
-- O ...... K- Specimen -
4000
I"'r
3000
2000
1000
r<r---V'~~
'" l.
~ ~\...K
~
............
0
-21.0 -10.0 -5.0 0.0 5.0 10.5
Temperature (BC)
FIG. 8. Temperature Dependence of Fmax (K = Emulsion HB 60
K; P = Emulsion HB 60 K-PM)
 --
E

300 l-+ -+_ _+-_O

\1
I I I
P - Specimllll
K - Specimen
z
-
1400

[ 1000
~U----:~+..:3oo,rt--+--+---t--

f 600
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w
e
~ 200
~ 100 1--+~~-----4--+----1I----~::---'::=u.~
K
~
! OL--,---,--....--r---t---.-. .-
-25 -20 -15 -10 -5 0 +5 +10
0,H- -1-_ _+-_-+_ _+-_--4-__-<::=-
Temperature (0C)
-21.0 -10.0 -5.0 0.0 5.0 10.5
Temperatunl (OC) FIG. 11. Specific Fracture Energy, GF of "Homogeneous" Asphalt
Aggregate Mixture Specimens (CG = Crushed Gravel; NG = Nat-
ural Gravels)
FIG. 9. Temperature Dependence of GF

determined with the same wedge splitting technique as used

in this investigation (Fig. 11).
In principle, the G F values of specimens without interface
1oo!---- .r-"'n----- are much higher than those of specimens with interface. Es-
~ pecially in the temperature range of - SoC to SoC, material
... with crushed gravel shows increasing G F values, which points
c;.l!' 751---------1t-.. to an indentation effect ("toothing" of the grains) in the crack
~
tip area during fracturing. In addition, intergranular fractur-
w ing could be observed in specimens without interface at low
~ 00 1-----" temperatures for up to 30% of all grains (with more than 4
mm diameter) in the ligament area. These two features have
...I!! not been found in specimens with an interface .

1 25

01--JL::>.....:~l.-....L:>.._"_'.:.L-..A...:~.,;L...--C>...:::.c.:~---_c>
-21 -5 ±O
FIG. 10. Comparison of GF Values of Specimen without and with
Interface of Asphalt Aggregate Mixture with Crushed Gravel
- 21 °C respectively). The specific fracture energy, G h how-
ever, increases to only approximately 2.5 higher values for
the same temperature change (to only 2.0 higher values at
- 21 0C) in the P specimens and to two times higher values
in the K specimens (and to only 0.8 higher values at -21°C).
Interpreting the fracture properties on the basis of the F max
values therefore would lead to unrealistic conclusions on the
temperature influence as well as on the relative ratios of the
material characterizing parameters.
These results make clear that experiments that only deter-
mine the maximum tensile force (like the pull-off test) are
not appropriate for a satisfying fracture characterization of
the material.
Comparison of the Properties of Layer Bondings with
"Homogeneous" Asphalt Aggregate Mixtures
To compare the different load capacity of specimens with
and without interface, the preceding results are compared
with those of Tschegg et al. (1993a) (Fig. 10). The material
properties as reported by Tschegg et al. (1993) have been
Interfaces are usually the weakest sites of a pavement. The
fracture energies of layered and homogeneous asphalt aggre-
gate mixture samples are compared in Fig. 10. In the higher
+10 temperature range (IOOC), the G/o value of the interface with
Temperature (OC)
polymer modified binder P is approximately 25% of the ho-
mogeneous material. At low temperatures, these G/. values
increase to 50% of the G F values of the homogeneous ma-
terial. At O°C however, the G /0 value of the layered system
is only 15% and thus especially low in comparison with ho-
mogeneous material.
SIMULATION OF CRACK INITIATION AND
PROPAGATION IN ASPHALT
AGGREGATE PAVEMENTS
To design pavements realistically, it is necessary to consider
all relevant influences like traffic load, subground bearing
capacity, and material properties of the tops of the several
layers as accurately as possible. An exact analytical treatment
of pavement design however, is almost impossible. Therefore
state-of-the-art methods (FEMs) have been developed.
Initial and simple FE calculations of reflection crack prop-
agation in bituminous road constructions are presented in this
paper making use of a special simulation procedure, the
"damage simulation," as discussed by Mazars (1986). Sim-
plistically, "damage" means a decrease of the Young's mod-
ulus, which decreases to zero when fracturing through takes
place.
The following calculations have been performed with a
personal computer, with more powerful computers, the re-
sults can be improved by refinements of the FE mesh. It is
JOURNAL OF TRANSPORTATION ENGINEERING / JULY/AUGUST 1995/313

J. Transp. Eng., 1995, 121(4): 309-316

 (b) (c)

(a) Pm (measured )
p
IF\: (calcluated )
Damage Parameter
for Matrix

d
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J(P
00
e
- Pm )1 do < ~ll<l- ...,I

no o

asphalt pavement
for FE- simulation

;.'::::;;.;<>" ns-'I z ""''''''CE

..
T
~

+ +- 4- ..
.... +
Result:
.. ..
~

••
.. +- .....

\10 ·0
.
•
UP
-'iL mechanical
behavior
. 0·:
:;) I:> 0
o~
"
• > •

.. " ::t 0

o 0 0 0 0

(d) (e)

yes
no o
JePe - Pm)2dO<~ IQ------,
o

Pm (measured )
p F\: (calcluated )
Damage Parameter
for Interface
(f)

(h)
(g)
FIG. 12. Calculation Flow of Finite-Element Simulation

not the aim of this paper to present important and new results termined in a first step as in Tschegg et al. (1993b) and Mazars
of FEM simulation for designers and engineers, but only to (1986); this parameter characterizes the material behavior
demonstrate the principal procedure. during crack propagation.

Calculation Procedure Parameters for "Homogeneous" and "Interface" Material

A short description of the used calculation method is given The "damage parameters" of the matrix material are es-
in the following paragraphs. The "damage parameter" is de- timated [Fig. 12(a)] first, then the FE calculation is performed
314/ JOURNAL OF TRANSPORTATION ENGINEERING / JULY/AUGUST 1995

J. Transp. Eng., 1995, 121(4): 309-316

 Basis and Assumptions for Finite-Element Calculations
The following has been assumed:

• Bituminous pavement consisting of two layers [Fig. 12(d)],

i.e. 2·10 cm asphalt aggregate mixture (BT-I-16), layer
bonding with already measured interface properties.
• 50-cm unbound base, lOO-cm subgrade with constant
modulus of elasticity each.
• Stepwise increasing static load.
o Normal • Constant temperature of 5°C.
~ Damaged
• No thermal stresses.
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• Manufacturing failures at the bottom of the lower bitu-

II Broken minous base layer to localize the place of crack initiation.
FIG. 13. Simulation of "Homogeneous" Specimen-See Calcu-
lation Procedure in Fig. 12(b) Results of Finite-Element Calculation
An FE mesh [Fig. 12(e)] of the pavement is generated first.
Crack propagation and material damage are then calculated
with the iteration procedure and the preceding parameters.
Figs. 14 and 15 show two typical FE calculation results. Fig.
14 shows that a reflecting crack propagates from the lower
to the upper layer without damage of the interface, if the
adhesion between the asphalt layers is good. Similarly, the
damage zone around the crack obviously is not influenced by
the interface. The opposite case is presented in Fig. 15. There,
a "bad" layer bonding between the two asphalt layers was
prevailing. The FE simulation shows that separation of the
layers within the interface takes place before the crack tip
arrives the interface. The reflecting crack therefore propa-
o Normal gates as far as to the interface without producing a damage
II Damaged
zone in the upper layers. A higher value of deflection is nec-
essary to produce a damage zone in the upper layer before
• Broken
crack propagation takes place there.
With the described method, interesting details on the de-
FIG. 14. Complete FE System and Detail for Bituminous Pave- formation and fracture behavior of road construction are ob-
ment Construction Very Good Adhesion Assumed for Calculation. tained by repeated simulations with differing bond and ma-
Crack Propagates from Lower Layer Directly into Upper Layer terial behavior, which are relevant for the scientist as well as
for the engineer and the designer.

EVALUATION
Simulations of the layer bonding with the described pro-
cedure show that the results reflect the assumed properties
well. Therefore, it seems useful to perform more extensive
experimental studies and calculations on the problems men-
tioned herein. A study is planned to examine the differences
and parallels of the results to the already known and often-
used BISAR model.
In addition, it is necessary to note that the described pro-
cedure is not confined only to asphalt aggregate mixtures,
but is also appropriate to characterize other constructions.
Studies using other materials are in progress.
0 Normal

11 Damaged
• Broken
FIG. 15. System with Bad Layer Bonding. Separation of Layers
Takes Place before Crack Propagates into Upper Asphalt Layer
[Fig. 12(a)-(c); Fig. 13] and the calculated load-displacement
curves are compared with the experimental results of the
wedge splitting tests [Fig. 12(c)]. With this, it is possible to
"fit" the calculated curves by an iteration procedure and to
obtain the appropriate "damage parameters" of the homo-
geneous material.
Similarly, the "damage parameters" of the interface region
[Fig. 12(f)-(h)] are determined by modifying the element
properties in the interface area.
JOURNAL OF TRANSPORTATION ENGINEERING I JULY/AUGUST 1995 I 315
SUMMARY
In this paper, the layer bonding of bituminous road con-
struction have been studied. A new testing method to char-
acterize the fracture mechanical properties of the bonding
between different asphalt layers is presented, having outlined
the problems of this subject.
Initial tests on the bonding between layers with the new
wedge splitting method have shown that this procedure ren-
ders useful results and is applicable for prismatic and cylin-
drical specimens; handling is easy.
Fracture mechanics experiments yield load-displacement
curves from which characteristic material data can be derived.
With these values, it is not only possible to characterize the
bonding quantitatively, but to use the obtained material data
for further FE calculations.

J. Transp. Eng., 1995, 121(4): 309-316

 An appropriate new calculation concept ("damage simu-
lation" concept) is presented by simulating propagation of
reflection cracks in a two-layered bituminous pavement.
ACKNOWLEDGMENTS
The writers thank Dip!. Ing. G. Fichtl and Dip!. Ing. Dr. H. Tiefen-
bacher, Bundesministerium fiir Wirtschaftliche Angelegenheiten, Vi-
enna, Austria, for valuable discussions. The publication is part of a
research project that is supported by the Bundesministerium flir Wirt-
schaftliche Angelegenheiten, Vienna.
APPENDIX I. REFERENCES
Downloaded from ascelibrary.org by Indian Institute of Technology Hyderabad on 08/10/18. Copyright ASCE. For personal use only; all rights reserved.
Tschegg, E. K. (1991). "New equipments for fracture tcsts on concrete."
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Hillemeier, B. (1976). Bruchmechanische Untersuchungen des London, U.K., 263-270.
RiBfortschrittes in zementgebundenen Werkstoffen, PhD thesis, Univ. Tschegg, E. K., Tan, D. M., Kirchner, H. O. K., and Stanzl, S. E.
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Reunion Internationales des Laboratoires d'Essais et de Recherches sur APPENDIX II. NOTATION
lcs Materiaux et les Constructions. (RILEM) (50-FMC) (1986). De-
termination of the fracture of mortar and concrete by means of three-
The following symbols are used in this paper:
point-bend tests on notched beams, Mat. and Struct., 18,287-290.
A vertical projection of area (m 2 );
RVS 8.05.14. (1991). "Directions and prescriptions for road construc-
tions (Richtlinien und Verordnungen flir den StraBenbau)." Ober- b thickness of cross section (m);
bauarbeiten (ohne Deckarbeiten)ITragschichtenlBituminose Tragschi- E modulus of elasticity (N/m 2 );
chten im Heif3verfahren, Forschungsgesellschaft flir das Verkehrs-/und Flf horizontal force (N);
StraBenwesen, Vienna, Austria. FM machine force (N);
RVS 11.065. (1991). "Directions and prescriptions for road construction F max maximum force in load-displacement direction (N);
(Richtlinien und Verordnugen flir den straBenbau)." Grundlagenl Fv vertical force (N);
PrufverfahrenlHaftverbund von Asphaltschichten, Forschungsgesells- G fracture energy (N . m);
chaft fUr das Verkehrs-/und StraBenwesen, Vienna, Austria. Gp specific fracture energy (N/m);
"Standard test method for plane-strain fracture toughness of metallic
h beam height (m);
materials." (1983). ASTM E399: Annual Book of ASTM Standards,
ASTM, Philadelphia.
I beam strut width (m);
Tschegg, E. K. (1986). "Equipment and appropriate specimen shapes I vi inertia moment (m 4 );
for tests to measure fracture values (Priifeinrichtung zur Ermittlung P force (N);
von bruchmechanischen Kennwerten sowie hierflir geeignete Priif- Wi deflection (m); and
korper)," AT No. 390328, Austrian Patent Office, Vienna, Austria. o displacement (m).

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J. Transp. Eng., 1995, 121(4): 309-316