一般傳統瀝青混凝土路面，倘受高交通量情況下，常有未達服務年期即致破壞之現象，起因為國內交通承重常有超載等超乎設計規劃者之設想狀況發生，瀝青混凝土路面一般無法承受較高之剪力破壞，可藉混凝土剛度及彈性模數較高之性能提升鋪面整體抗彎、抗壓及抗磨損之能力；國外薄層混凝土加鋪已行之有年，藉由複合式鋪面達到預設之交通需求已是未來趨勢，其不但可達到節省建設成本之基本條件，長遠來看加計使用者成本後也可達到節能減碳之目標。本研究探討國外UTW各規範之設計方法之流程，針對加鋪於HMA之最常使用情況，藉由各方法試算之結果，比較各設計方法之差異性及優缺點，提供往後設計者或施工者參考的指標。

Because of the overloaded driving behavior in our country, the traffic load on the traditional hot mixture asphalt (HMA) pavement is always more than it can bear, and always broken before reaching its design working life. Therefore, hot mixture asphalt (HMA) pavement can bear high shear stress by using whitetopping(WT) resurfacing so that it can enhance the flexural strength highly, resist compressive strength and abrasion strength of hot mixture asphalt pavement.

WT resurfacing has been used widely in foreign countries for several years. The future trend is use the WT resurfacing technology to satisfy the requirements of large traffic. It can not only save the construction cost, but also reach the target of “Energy Saving and Carbon Reducing”.

In this research, we follow the standard and design process of UTW by using the four different design procedures to compare the differences, advantages and disadvantages of WT resurfacing. We expect this research can be used for the designers or constructors as an indicator.

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