Introduction

• Portland cement concrete (PCC) overlays over existing hot mix asphalt (HMA) pavements have been
used as a rehabilitation option for more than 80 years.
• Coined “whitetopping” by the industry, these overlays have been used on airports; Interstate, primary,
and secondary highways; local roads and streets; and parking lots to improve the performance,
durability, and riding quality of deteriorated HMA surfaces.
• Modern whitetopping overlays are commonly classified by thickness and by bond with the Hot Mix

Three distinct categories are found in the literatures

I. Conventional whitetopping a concrete overlay of 200 mm (8 in.) or more, designed and constructed
without consideration of a bond between the concrete and underlying HMA.
II. TWT: an overlay of greater than 100 mm (4 in.) and less than 200 mm (8 in.) in thickness. In most
but not all cases, this overlay is designed and constructed with an intentional bond to the HMA.
III. UTW: with a thickness equal to or less than 100 mm (4 in.), this overlay requires a bond to the
underlying HMA to perform well.
 History
• First modern UTW were constructed in Belgium and Sweden. Since 1992 Several UTW  roads have
been constructed in USA, Canada, Mexico, Brazil, France, U.K,  South Korea, Japan, Netherlands.

First trial patch UTWT in India was constructed

opposite Pune Municipal Corporation main building,
Shivaji Nagar, Pune. as on 10/05/2003

• M/s. J. P. Enterprises constructed the India’s first experimental UTW road, opposite Pune Municipal
Corporation, Shivaji nagar, main building, Pune, Maharashtra on 10 May, 2003.
• Currently Aurangabad, Pune & Thane Municipal Corporation are constructing major roads using white
topping technology. Approximately 280 km of white topping roads have been completed upto 2017
• The first commercial application of steel fiber-reinforced concrete pavement in the United States
was in 1971 at a truck weigh station in Ohio (ACI Committee 544 2009). Since then, a significant
number of fiber-reinforced pavements have been constructed, highlighting the versatility of FRC
and its ability to be used for virtually any paved concrete surface
• The first commercial application of steel fiber-reinforced concrete pavement in the United
States was in 1971 at a truck weigh station in Ohio (ACI Committee 544 2009). Since
then, a significant number of fiber-reinforced pavements have been constructed,
highlighting the versatility of FRC and its ability to be used for virtually any paved
concrete surface.
 Characteristics of Fibres
• The main aspects to consider when selecting a fiber
are the fiber’s geometry (length l, diameter d, and
aspect ratio l/d), texture, and material type.

• At present, synthetic (e.g., polypropylene) and steel

are the most common fiber materials used for
concrete pavements

• Both synthetic and steel fibers can also be

embossed, twisted, crimped, or hooked-end. In one
study of polypropylene fibers, it was found that a
• Examples of different macro fiber types, top to
crimped texture offered the greatest bond pullout bottom: crimped, embossed, bi tapered, and
strength compared to other textures e.g. straight, twisted synthetic, straight fibrillated synthetic
(two images) hooked-end and crimped steel,
twisted, hooked-end, sinusoidal (Won et al. 2006). and twisted basalt.