Thin and Ultra-Thin Whitetopping (2004) / Chapter Skim
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Pages 33-40
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34 EXPECTED PERFORMANCE AND MODES OF DETERIORATION Since whitetopping was first used, certain predominant distresses have been observed in each class, including TWT and UTW. Research projects, such as the investigation of UTW overlays at the ALF pavements at the Turner–Fairbank Highway Research Center, have provided invaluable information and data toward determining the predominant distresses in UTW overlays (141,142)
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35 • Determine possible alternatives. • Develop traffic management plans.
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36 Once the whitetopping classification has been determined, the next step is to evaluate the distresses, their severity, and their effect on the structural and functional performance of the overlay. Evaluate Distresses It is important to determine the nature of the distresses observed from the UTW or TWT before moving forward with a predetermined rehabilitation strategy.
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37 Midpanel Cracking Midpanel cracking can occur together with other distresses, similar to the situation for corner cracking. Midpanel cracking usually does not warrant repairs, especially in UTW (146)
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38 attached to some HMAs have been ejected from the pavement structure onto the surface. Joint or Crack Spalling A joint or crack can spall under wheel loads or incompressibles between the joint or crack faces.
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39 tioning, construction practices, or other conditions during or after overlay construction. Further evaluation should be conducted to estimate the extent of the problem and the potential effects if no action is taken at a given time.
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40 effective, it is also expensive and should be considered only if full panel replacement is not an option. TWT For TWT overlays, the rehabilitation recommendations begin to resemble those for conventional concrete pavements.
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41 tenance and depreciation, and effects of poorly maintained pavement on vehicles and public perception are also important points to consider (155)
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