Based on the thickness definitions of whitetopping (4 inches and greater) and UTW (less than 4 inches), the projects constructed as part of this research are considered to be UTWs. These projects were constructed on US14 near MRM 222 west of Ft. Pierre and at the St. Joseph/St. Patrick intersection in Rapid City. Both projects used 3Ms Polyolefin Fiber System, which greatly enhanced many of the hardened concrete properties beyond that of plain concrete. The US14 UTW had four 500 foot test sections. The test sections included two jointed 152 m (500 ft) sections each with a different thickness and two unjointed 152 m (500 ft) sections each with a different thickness. The jointed test sections used a joint spacing of 15.2 m (50 ft). The section design thicknesses were 6.4 cm (2.5 in) and 8.9 cm (3.5 in). The St. Joseph/St. Patrick intersection had a design thickness of 7.6 cm (3 in) and a transverse joint spacing of 6.1 m (20 ft).
Dr. Ramakrishnan worked well with designers, inspectors, and contractors. Dr. Ramakrishnan collected and evaluated a significant amount of data during the construction of these projects and conducted several visual performance inspections through the evaluation period.
The panel believes that the use of NMFRC whitetoppings and UTWs are an alternative that should be considered as a form of rehabilitation for deteriorated or heavily distressed asphalt pavements. However, based on the costs observed on these projects, whitetoppings and UTWs should only be used in locations where an asphalt pavement frequently receives maintenance due to severe rutting or other forms of distress (in locations such as intersections where high volumes of traffic exist). By constructing whitetoppings and UTWs over severely damaged asphalt pavements which require frequent maintenance and rehablilitation, then the adverse affects to businesses as well as time delays and detours for the traveling public should be minimized.