Abstract
The Minnesota Department of Transportation constructed an ultrathin whitetopping (UTW) project at three consecutive intersections on US-169 at Elk River, Minnesota, to gain more experience with both the design and the performance of UTW. Distinct cracking patterns developed within each test section. The UTW test sections with a 1.2- ×1.2-m (4- ×4-ft) joint pattern included corner breaks and transverse cracks. Corner breaks were the primary distress in the test section with a 1.8- ×1.8-m (6- ×6-ft) joint pattern, although very little cracking was exhibited. The Minnesota Road Research Facility UTW test sections on I-94 allow comparisons of the same UTW design on hot-mix asphalt (HMA) pavements with different structural capacities to be made. The strain and deflection measurements emphasize the importance of the support provided by the HMA layer. A reduction in this support occurs when the temperature of the HMA is increased or when the HMA begins to ravel. During evaluations of whether UTW is a viable rehabilitation alternative, cores should be pulled from the pavement to determine if the asphalt is stripping and if the asphalt layer has adequate thickness. UTW can be successfully placed on as little as 76 mm (3 in.) of asphalt, if the quality of the asphalt is good. The cores should also reveal whether the asphalt layer is of uniform thickness and whether stripping and raveling have occurred. If the asphalt layer is of uniform thickness and stripping and raveling have not occurred, UTW is a good option for use in the rehabilitation of asphalt pavements.
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