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Asphalt Crack Detection Using Thermography
Asphalt Crack Detection Using Thermography
ABSTRACT
This paper reports on research used to evaluate the application of infrared (IR) thermography (thermal
imaging) for the detection of asphalt cracking, which in the past, has generally relied on images produced
by analog and digital cameras operating in the visual range of light. Presence of shadows, poor light
conditions, white cracks, and a variety of other problems have presented serious challenges to automated
crack identification and detection in this frequency region. The goal here is to test the hypothesis that
asphalt cracks cause changes to surface conditions and emissivity leading to perceived temperature
differentials that can be exploited by infrared camera detection. The research involved the production of
images from both conventional and infrared cameras. Several parameters have been evaluated
including: choice of infrared detection range, various lenses, exposure during both day and night hours,
and other parameters for both flexible and rigid pavements. Results show that under the right conditions,
thermal imaging can yield more superior results and allow the identification of very small cracks, about 1-
2 mm in width, which are virtually impossible to detect using conventional cameras.
INTRODUCTION
The U.S. spends $25 billion per year on pavement maintenance and traffic services (1). Asphalt condition
assessment is a vital area for identifying distressed locations, and for planning and allocating
maintenance budgets.
Materials experience cracks when subjected to stresses exceeding their capacity. Vehicular traffic
aggravates cracks and leads to further deterioration of both the surface and underlying layers, allowing
water to seep in which accelerates deterioration due to freeze-thaw effects, washing of fines, settlement,
and other disrupting mechanisms. For this reason, early identification of weak zones and cracks allows
Departments of Transportation to develop remedies to mitigate negative impacts and lengthen pavement
life.
The ideal scenario in condition assessment relies on non-intrusive (non-destructive) approaches to
prevent impacting traffic. Due to the sheer length of roadway infrastructure, it is extremely cumbersome
and time consuming to perform large-scale condition monitoring and assessment of asphalt conditions.
Current “state-of-the-art” practices involve storing then post processing roadway images acquired using
analog or digital cameras.
Modern asphalt crack detection systems involving imaging hardware, some using line scan cameras, and
software can reliably detect cracks around 2 mm. These systems rely on both dedicated and ambient
light for imaging the asphalt surface, however, they generally suffer from the following conditions:
1. Existence of white cracks that do not give sufficient contrast thereby preventing accurate crack
detection.
2. Cracks in previously sealed and repaired surfaces where sealants affect image contrast.
3. Cracks perpendicular to the roadway.
4. Meandering cracks are often identified as several cracks.
5. Cracks appearing in asphalt surfaces experiencing high wear. In this case, poor contrast is the
major problem impacting identification.
WORK TO DATE:
Thermal imaging applications in infrastructure assessment, primarily for bridge decks, have been reported
in literature (6, 7, 8, 9, and 10) and for roofing applications (11,12). In fact, the American Society for
Testing and Materials (ASTM) has developed several standards for testing using infrared cameras (13,14,
and 15).
In asphalt applications, researchers have mainly emphasized segregation, paver operations, and
delaminations (16, 17, and 18) rather than surface cracking. To the best of our knowledge, the research
report in this manuscript is the first to emphasize the application of infrared thermography specifically for
the evaluation of surface cracking.
Figure 7A: Roadway visual image. Figure 7B: Infrared image showing Cold Joint as a warm
stripe.
REFERENCES
1. Summary of SHRP Research and Economic Benefits of Pavement Maintenance. United States
Department of Transportation, Federal Highway Administration. December 1997.
2. Moon Base Clavius Organization. http://www.clavius.org/envradintro.html
3. An Introduction to CMOS Image Sensor Technology. Silicon Imaging Inc., Troy, NY.
http://www.siliconimaging.com/ARTICLES/CMOS%20PRIMER.htm.
4. NASA's Infrared Processing and Analysis Center (IPAC). California Institute of Technology.
Pasadena, CA. http://www.ipac.caltech.edu/Outreach/Edu/infrared.html.
5. Infrared Services (a division of Infrared, Inc.), Reno, Nevada. June 2003.
http://www.infraredusa.com/what%20is%20infrared.htm.
6. Glenn A. Washer. Developing NDE Technologies for Infrastructure Assessment. Public Roads
Journal, No. 4, Jan. 2000, page 44-48.
7. Gary Shubinsky. Visual & Infrared Imaging for Bridge Inspection. Northwestern University BIRL Basic
Industrial Research Laboratory. Report, June 1994.
8. Guy Morel, A. Wyckhuse and Xavier Maldague. Infrared Thermography for Concrete Bridge Deck
Inspection. 12th THERMO, June 13-15 2001, pages 22-26.
9. Heejeong Shin, FNU Brawijaya and Kimberly Belli. Sensor Fusion for Bridge Deck and Pavement
Evaluation. CenSSIS Research and Industrial Collaboration Conference. Northeastern University,
Boston, Massachusetts. January 29-30, 2002.
10. David G. Alt and David A. Meggers. Determination of Bridge Deck Subsurface Anomalies by Infrared
Thermography and Ground Penetrating Radar; Polk Viaduct I-70, Topeka, Kansas. Report for
Kansas Department of Transportation. September 1996.
11. ASTM D4788-03 Standard Test Method for Detecting Delaminations in Bridge Decks Using Infrared
Thermography. American Society of Testing and Materials. 2003.
12. ASTM C1153-97 Standard Practice for Location of Wet Insulation in Roofing Systems Using Infrared
Imaging. American Society of Testing and Materials. 1997.
13. C Korhonen; Dudley, T; Tobiasson, W, CRREL Roof Moisture Survey Building 208 Rock Island
Arsenal, National Roofing Contractor Association, Special Report 77-43, Dec. 1977.
14. Brian Shanks (POC), Infrared Thermography for Roof Leaks, Department of Energy, Oak Ridge
Operations - Oak Ridge, TN, December 1999.
ACKNOWLEDGEMENTS
The researchers wish to thank the Center for Advanced Transportation Systems Simulation (CATSS), and
the Florida Department of Transportation for sponsoring this research. Special thanks to Mr. John G.
Fricot of FLIR Systems Inc., and Mr. Paul A. Czerepuszko of FLIR Systems Inc., for providing hardware
used in this investigation for providing the hardware used in this investigation. The research team
appreciates the assistance of Roadware Inc. for their valuable software assistance and support.