This report summarizes the verification and revision of a thin whitetopping pavement mechanistic design procedure developed for the Colorado Department of Transportation (CDOT). The original whitetopping procedure and design guidelines were developed during a 1998 study on thin whitetopping pavements in Colorado. This report includes information on the installation and construction of the test sections, instrumentation, field and laboratory testing, data acquisition, and data analysis. The revised Colorado thin whitetopping pavement design procedure provides improved predictions of whitetopping load responses, and therefore should also provide more accurate insights into longer-term performance of thin whitetopping pavements for highway applications. The successful development and revision of a second-generation thin whitetopping design procedure provides an additional level of confidence for designers and highway agencies when considering this rehabilitation technique. Two different procedures were developed to calculate the thickness. One is a mechanistic approach incorporating finite element program ILLI-SLAB to predict critical concrete stresses and asphalt strains. The second method is an empirical approach, incorporating the number of expected equivalent 18-kip single axle loads (ESALs). This study validated and improved the predictions of load responses of the first generation of whitetopping procedures developed for Colorado during a 1998 study. These procedures are now being used by CDOT's pavement engineers and provide a more accurate insight into performance of thin whitetopping pavements for highway applications.

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Instrumentation and field testing of thin whitetopping pavement in colorado and revision of the existing colorado thin whitetopping procedure

This report summarizes the development of procedures for the thickness design of bonded whitetopping pavement in the state of Colorado. Included in this report is an overview of the selected sites, design parameters, instrumentation, data acquisition and analysis. The parameters studied included joint spacing, concrete flexural strength, asphalt thickness, subgrade modulus of elasticity, concrete and asphalt modulus of elasticity, design equivalent single axle load (ESAL) and temperature gradient. Equations were developed to predict the critical stresses and asphalt strains. A mechanistic design procedure is described which allows the evaluation of trial whitetopping thickness and joint spacing. A modified procedure was also developed incorporating an empirical approach based on the number of ESALs. Based on this research a minimum subgrade modulus of 150 pci is required along with an asphalt thickness of 5 in. (12.7 cm). As with the AASHTO procedure, the method is not too sensitive to the number of ESALs.

Guidelines for the thickness design of bonded whitetopping pavement in the state of colorado

Concrete overlay of deteriorated asphalt pavements (whitetopping) has been a viable alternative for improving the structural integrity of pavement for over six decades. The thickness of such overlay usually exceeds six inches, however, a recent technology has emerged, known as Ultra-Thin Whitetopping (UTW). Ultra-Thin Whitetopping (UTW) is a construction technique, which relies on a strong bond between the asphalt layer and the concrete overlay. It involves placement of an concrete overlay with reduced thickness, ranging from 2 to 4 inches, the application of which has been targeted to restore or rehabilitate, deteriorated asphalt pavements with fatigue and/or rutting distress.

Development of a Design Guide for Ultra Thin Whitetopping (UTW)

The main objectives of this research are (1) to develop analytical models for analysis of the behavior of whitetopping (WT) pavements, (2) to evaluate the potential performance of the WT pavement test sections for use under Florida conditions, and (3) to assess the applicability of WT techniques for rehabilitation of asphalt pavements in Florida. A total of nine full-scale and instrumented WT test sections were constructed and tested using a Heavy Vehicle Simulator (HVS). A 3-D finite element model was developed to analyze the behavior of the WT pavement test sections. The model was verified and calibrated using the measured falling weight deflectometer (FWD) deflections and HVS load-induced strains from the test sections. The model was then used to evaluate the potential performance of these test sections under a typical critical temperature-load condition in Florida. Maximum stresses in the pavement were computed for the critical condition when a 24-kip single axle load (which is higher than the legal limit of 22 kips in Florida) was placed at the mid-edge of the slab (which is the most critical loading position) and when the temperature differential in the concrete slab was +20 deg F (which is a typical severe temperature condition in the summertime in Florida). Based on the computed maximum stresses in the concrete, the expected numbers of repetitions of the 24-kip single axle loads at the critical thermal condition were computed for the nine test sections. The results show that with a relatively thin asphalt concrete (AC) layer of 4.5 in. as typical for Florida conditions, a WT pavement with a 4-in. concrete layer can be used for low volume roads with heavy (24-kip single axle) loads. The allowable traffic volume increases as the concrete slab thickness increases. In order to be able to withstand the critical load without fear of fatigue failure (for an infinite number of critical load repetitions), a minimum slab thickness of 6 in. would be needed for a joint spacing of 4 ft, and a minimum slab thickness of 8 in. would be needed for a joint spacing of 6 ft.

Evaluation of Feasibility of Using Composite Pavements in Florida by Means of HVS Testing

To evaluate the applicability of ultra-thin whitetopping (UTW) in Florida, the Florida Department of Transportation constructed a UTW test pavement at the Ellaville weigh station along I-10 in North Florida in 1997. This UTW pavement consisted of 6 test sections with varying panel dimensions and slab thickness. The performance of these test sections, however, was less than ideal, with the observation of some early cracking on the concrete surface. These pavement sections are scheduled for rehabilitation in 2002. This study was conducted to determine the causes of the problems of the UTW sections, so that lessons could be learned from this experimental project, the use of UTW under Florida's conditions can be adequately assessed, and UTW technology may be properly applied in the future. This investigation was performed through a literature and document review, field evaluation, laboratory testing, and a design assessment.

Forensic investigation of the ellaville weigh station utw pavements. final report; appendix a; and appendixes b, c & d

Ultra-thin whitetopping is a new pavement maintenance tool that is gaining popularity, although this rehabilitation technique is still in the research stage. A 100-mm (4-in) concrete overlay is placed atop an existing asphalt pavement to renew its life, ride, and surface. This article describes some of the advantages of the whitetopping technique, which include early opening to traffic after placement, cost of whitetopping as compared to the repetitive costs of asphalt repaving, and superior bonding of asphalt and concrete. Experimental whitetopping projects in Iowa, Kentucky, and Tennessee are described. Research results indicate that whitetopping may provide another rehabilitation option, particularly for low-volume city streets and rural routes.

Ultra-thin whitetopping emerges as a rehab technique

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Ultra-thin whitetopping emerges as a rehab technique