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https://www.pavementinteractive.org/reference-desk/pavement-management/pavement-distresses/top-down-cracking/
Top down cracking appears to be a common mode of HMA pavement distress in at least several states and
countries. Traditionally, pavement cracking is thought to initiate at the bottom of the HMA layer where the
tensile bending stresses are the greatest and then progress up to the surface (a bottom-up crack). Most
traditional transfer functions used in mechanistic-empirical structural design are based on this concept.
However, the late 1990s saw a substantial focus on a second mode of crack initiation and propagation: top-
down cracking.
Although not fully understood at this time (mid 2003), there are three basic views on the of top-down
cracking mechanism:
1. High surface horizontal tensile stresses due to truck tires (wide-based tires and high inflation
pressures are cited as causing the highest tensile stresses).
2. Age hardening of the asphalt binder resulting in high thermal stresses in the HMA (most likely a
cause of the observed transverse cracks).
3. A low stiffness upper layer caused by high surface temperatures.
Figure 2: Top-down cracking in a 7-inch core taken from Figure 3: Same core, different angle to more
Makakilo Dr. on Oahu, HI. clearly see the crack.
Likely, the mechanism is some combination of the above. The bottom line is that HMA top-down cracking is
not thoroughly understood and, at this time, is generally not considered as a causative factor for pavement
cracking although it probably should be. Further, for two states that recently studied cracking origins (Florida
and Washington State), both reported that top-down cracking is far more common than assumed. In fact, the
Florida DOT reports that top-down cracking is dominant for their HMA pavements due for rehabilitation.
Currently, the National Cooperative Highway Research Program (NCHRP) is addressing the issue with
Project 01-42: Identification of the Design Conditions and Critical Factors That Are Related to the Top
Down Fatigue Cracking Mechanism.
Two simple suggestions may help in the identification of top-down cracking. First, in thick HMA pavements,
consider top-down cracking as a possible cracking mechanism. Generally, previous research has found that in
pavements thicker than about 160 mm (6.3 inches) top-down cracks can be and often are the dominant form
of cracking. Do not assume pavement cracks are bottom-up. Second, before deciding on a maintenance
and/or rehabilitation strategy, take a pavement core on a suspect crack (see Figure 2). Usually, a pavement
core will show whether a crack is top-down or bottom-up. It will also show the extend to which the crack has
propagated, thus defining the extend of needed milling prior to overlay.
Often, if top-down cracking is caught early enough a repair strategy of milling off the cracked layer of HMA
and replacing it with a new layer can essentially restore the pavement to a like-new condition. This is an
essential premise of Perpetual Pavements.
Dauzats et al. (1987[2]) also published results that described surface initiated cracking on pavements in
France. They noted that the cracks could be either longitudinal or transverse and occurred typically three to
five years following construction. They estimated that these types of cracks were initially caused by thermal
stresses and then further propagated by traffic loads. It was noted that a rapid hardening of the asphalt binder
likely contributed to this type of pavement distress.
Work reported by Matsuno and Nishizawa (1992[3]) noted that longitudinal surface initiated cracking of the
HMA wearing course was commonly observed in Japan about one to five years following construction. Their
observations and analyses are of special interest. First, they observed that the longitudinal cracks did not
extend under overpasses (shaded areas). Second, analysis of FEM results showed that very high tensile
strains occur at the edge of truck tires at or near the surface of the HMA wearing course. These high strains
occur when the upper portion of the HMA is at a low stiffness due to high surface temperatures. They also
noted that if the HMA is not hardened due to aging effects, the small cracks that form are eliminated by the
kneading action of tires. This changes as the HMA ages. They analyzed two thicknesses of HMA: 200 mm (8
inches) on heavy traffic routes and l00 mm (4 inches) on light traffic routes. For both thickness cases using a
peak surface temperature of 60°C (140°F) (decreasing with depth) and associated stiffness of about 200
MPa (29,000 psi) at 60ºC (140°F), they reported similar tensile strains of over 1400×10 -6 mm/mm
(inch/inch) near the pavement surface. Thus, they concluded that HMA thickness is not a major factor with
this type of cracking.
A study on large transport vehicles and their effects on pavements was reported by Craus et al. (1994 [4]) in
work done for the California Department of Transportation. Their analyses showed that large tensile strains
occur at the top of the HMA wearing courses. Specifically, these strains are due to high tire edge stresses for
conditions where the upper HMA is at a low stiffness due to high surface temperatures (stiffness ratios of less
than 0.5 produced the largest tensile strains). It is of special interest that the California and Japanese studies
drew the same conclusions concerning the cause of surface initiated cracking.
More recently, Nunn (1998[5]) reported that surface initiated cracking was common on UK motorways.
Typically, these surface cracks were observed about 10 years after paving. Nunn noted that for pavements
with HMA thicknesses exceeding 180 mm (7 inches), there was no evidence of fatigue cracking in the lower
intermediate/binder course, only the wearing courses. Additionally, he showed that there was a discontinuous
relationship between the rate of rutting and the thickness of the HMA layers. For combined HMA thicknesses
greater than 170 mm (6.7 inches), the rutting rates on about 50 pavement sections were about 200 times less
than for HMA layers with thicknesses less than 170 mm (6.7 inches). For sections with less than 170 mm
(6.7 inches) of HMA the rutting rates were about 100 mm (1 inch) per million ESALs and 0.4 mm (0.016
inches) per million ESALs for greater than 170 mm (6.7 inches). Such dramatic measurements suggest that a
very different distress mechanism occurs at the “breakpoint” thickness. Nunn also summarized recent work
performed in the Netherlands that showed for HMA thicknesses exceeding 160 mm (6.3 inches), cracks
initiated at the pavement surface and eventually penetrated to a depth of about 100 mm (1 inch). He also
noted that the Netherlands work indicated for full depth cracks in thinner pavements that the cracks
propagated from the top of the pavement surface downward. Nunn showed that the surface initiated cracking
in the UK could be either longitudinal or transverse. The transverse cracks were related to low binder
penetration values (typically about 15). He also stated that the pavement sections with and without surface
cracking had no significant difference in measured deflections. He concluded the cause of the surface
initiated cracking was due to horizontal tensile stresses generated by truck tires at the HMA surface. Wide
based tires generated the highest tensile stresses.
Myers et al. (1998[6]) reported that surface initiated cracking in Florida was found to represent 90 percent of
the observed cracking in pavements scheduled for rehabilitation. Thus, this type of cracking predominates in
Florida. They noted that this type of cracking is generally observed on pavements five to ten years following
construction. The HMA thicknesses in their study ranged from 50 to 200 mm (2 to 8 inches). The cracks
were most often longitudinal with surface crack widths of about 3 to 4 mm (0.12 to 0.16 inches) decreasing
with depth. The total crack depths ranged from about 25 mm (1 inch) to the full depth of the HMA layer.
Based on computer modeling, it was concluded that tensile stresses under the treads of the tire – €”not the
tire edges€ – were the primarily cause of the cracks. Further, wide base tires caused the highest tensile
stresses. They noted that the tensile stresses dissipate quickly with depth suggesting that this might be the
reason the cracks essentially stop growing; however, they felt this needed further investigation. They
concluded that surface initiated cracking is not a structural design issue but more related to mixture
composition. Specifically, they concluded that more fracture resistant asphalt mixes are needed.
At the January 2000 TRB Annual Meeting, Uhlmeyer et al. reported that top-down cracking is common to
thicker Washington State DOT HMA surfaced pavements (top-down cracking was typically observed when
the average HMA thickness was about 160 mm (6.3 inches) or greater). Such cracks were generally
contained in the wearing course and averaged 46 mm (1.8 inches) in depth. The top-down cracks generally
initiated within three to eight years of paving. No hypothesis as to cause was made.
An initial review of the literature shows that the following references are relevant to the topic: