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Chapter 1 ......................................................................................................................................................................................... 1
INTRODUCTION ........................................................................................................................................................................... 1
1.1 Background............................................................................................................................................................................. 2
Chapter 2 ......................................................................................................................................................................................... 4
LITERATURE REVIEW ............................................................................................................................................................... 4
2.2 Studies On White Topping ............................................................................................................................................. 5
2.3 The procedure to be adopted for Implementing Whitetopping as Maintenance Strategy ................... 6
2.4 Advantages of White Topping ...................................................................................................................................... 7
2.5 Scenario of Whitetopping ............................................................................................................................................... 8
2.6 Comparisons of Rigid And Flexible Pavement....................................................................................................... 8
Chapter 3 ...................................................................................................................................................................................... 10
DESIGNING AND CONSTRUCTION OF ULTRA THIN WHITETOPPING .............................................................. 10
3.1 Design Procedure ............................................................................................................................................................ 10
3.2 Construction Procedure ............................................................................................................................................... 10
3.2.1 Surface Preparation...................................................................................................................................................... 10
3.2.2 Placing ................................................................................................................................................................................ 11
3.2.3 Finishing and Texturing ............................................................................................................................................. 12
3.2.4 Curing ................................................................................................................................................................................. 12
3.2.5 Joint Sawing and Sealing ............................................................................................................................................ 12
3.3 First UTW Project in Kentucky.................................................................................................................................. 13
3.4 Factors Affecting UTW Performance ...................................................................................................................... 14
3.5 Repair of UTW .................................................................................................................................................................. 14
3.6 Concrete Mix Design ...................................................................................................................................................... 16
3.7 Life Cycle Cost Analysis ................................................................................................................................................ 16
3.8 Advantages of UTW ........................................................................................................................................................ 17
3.9 Disadvantages of UTW .................................................................................................................................................. 17
Chapter 4 ...................................................................................................................................................................................... 18
CONCLUSIONS............................................................................................................................................................................ 18
REFERENCES .............................................................................................................................................................................. 19
Chapter 1
INTRODUCTION
Road traffic is increasing steadily over the years. This is an international phenomenon. An
international forecast predicts that such increase will continue in near future. Even in case of
developed countries, there is a shortage of funds required for new infrastructure projects, both
for constructing them and more significantly towards their maintenance and repairs. The
position in the context of a developing country like India is obviously far worse.
The increasing truck weights and tyre pressures on our pavements in recent years have
pushed the demand on the performance of our pavements to a higher level. Many asphalt
pavements have experienced rutting while many others have experienced longitudinal
cracking. As a result, more and more roads are deteriorating and the existing pavement
structure as a whole is often found to be inadequate to cope up with the present traffic[1].
The cost of strengthening and repair by Conventional method of this large network will need
huge resources both physical and financial which are quite scarce.
Most of the existing flexible pavements in the network broadly have thin bituminous layers.
These bituminous pavements, in general, have a problem that they get deteriorated with time.
Most of our roads exhibit, in general, the following deficiencies:
Rutting
Fatigue cracking
Block crack (D-cracking)
Thermo cracking
One of the possible solutions to this problem is the use of whitetopping (WT), which is a
cement concrete layer placed over an existing asphalt pavement. Ultra Thin White Topping
(UTWT) and Thin White Topping (TWT) are being increasingly practised in USA and
West Europe. Whitetopping is stronger than asphalt overlay, and thus more resistant to
rutting and surface-initiated cracking. Consequently, whitetopping pavements pose
potential economical and technical benefits. However, they need to be effectively
evaluated for feasibility and proper application techniques, suitable for India, so that their
use can provide the maximum benefits to the road users in particular and Indian economy
at large.Ultra-Thin Whitetopping is an emerging and innovative technology for asphalt
pavement
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rehabilitation in India. The concrete overlay utilizes closely spaced transverse and
longitudinal joints to reduce tensile stresses caused by traffic loads and environmental
conditions such as thermal stresses and curling due to temperature changes[2].
1.1 Background
Concrete Roads were first built by Romans (300 BC 476 AD). They were quite innovative
in the construction with the use of innovative materials viz., use of `Pozzolana cement from
the village Pozzouli near Italy, horse hairs as fibres in concrete, admixtures in their primitive
form (like animal fat, milk & blood). These roads, scientifically designed and constructed had
a long life and thus lead to the adage all (concrete) roads lead to Rome[3].
By the mid-1950s, continuously reinforced concrete pavements (CRCP) started to gain in
popularity because the design offered the benefit of eliminating joint distress. The cost of the
steel in CRCP was expansive, and so, to be competitive, CRCP was built 25 to 50 mm
thinner, leading to premature distress. (The justifications perpetuated for using thinner
structural slabs are many but are primarily related to comparisons of deflections with jointed
pavements that had poor load transfer between slabs).
Also in 1950s, the slip form paver came into use. It reduced paving trains from 100 workers
down to about 25. Also the economics changed in that materials became cheap and labour
was more expansive. Hence, this led to a return to uniform thicknesses that could be easily
placed by the early slip forms [4].
Prestressed concrete was introduced in the late 1940s and was first used in airport
paavements. About 1959, two-way prestressed slabs were used at Biggs military airfield in
Texas. The 24-in (610 mm) plain pavement was replaced with 9-in (230 mm) post tensioned
slabs. Unfortunately the fear of the unknown, the need to use more skilled labour, and the
reluctance of mile-a-day slip from contractors to embrace this unproven technology have held
this concrete saving technology back. About a dozen highways with prestressed concrete
pavements of various designs were built in the United States between 1970 to 1990 [4].
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Year
Location
Thickness (mm)
2003
125
2004
40-75
2006
50
2006
125
2007
100
2008
125
2009
125
Page 3
Chapter 2
LITERATURE REVIEW
2.1 Performance Evaluation
D. R. Jundhare, Dr. K. C. Khare; and Dr. R. K. Jain conducted performance evaluation
studies to determine functional and structural condition of a whitetopping overlay which has
the purpose of routine monitoring or planning the corrective action. Following conclusions
are reached from the detailed study carried out using Benkelman Beam Deflection(BBD) as
per guidelines given in IRC: 81-1997, as Non Destructive Test(NDT) for determining
deflection at three critical load positions and Load Transfer Efficiency (LTE) has been
calculated at the transverse joints of 100 mm thick on in-service UTW overlay constructed in
Pune city, Maharashtra State (India), for its performance evaluation subjected to various
traffic and climatic conditions relevant to Indian scenario. The deflections obtained in this
study after two year is 0.461mm, 0.415 mm and 0.265 mm at the edge, corner and interior
respectively. These deflection results have been compared with the results of three
dimensional FE model (Jundhare D. R. et al., 2012), these values show good agreement. LTE
in the 100 mm thick UTW overlay for this study has been ranging from 88.03% to 100.00 %
in the 1.00 m x 1.00 m panel size. These results of LTE have been compared with the results
of 120 mm thick overlay (Cable, J. K. et al., 2006). LTE obtained for their study ranges from
99.60% to 99.90%. In another study, based on the finite element method using KENSLAB
computer program (Huang 1985) 84% of LTE value has been observed at transverse joint of
bonded type of interface. When results of BBD test from this study have been compared with
the deflection values obtained by three dimensional FE model (Jundhare D. R. et al., 2012)
and LTE values obtained by Cable, J. K. et al. (2006) as well as KENSLAB computer
program, these values show good agreement. Therefore it can be concluded BBD is a useful,
reliable and alternative tool to Falling Weight Deflectometer(FWD) for the study of
performance evaluation of UTW overlay.
D. R. Jundhare, Dr. K. C. Khare; and Dr. R. K. Jain said Following conclusions are the model
in this study is a simple non-linear type developed by applying static axle loading. Through
the present study following conclusions have been drawn for the edge loading case, the
method of Westergaard gives stress 21.81 % and deflection 29.45 % more when compared
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with 3D FEM results. Comparison with ALIZE Method gives stress 2.09 % less. The
difference between the values from this method and the 2D modeling is due to the various
assumptions adopted in deriving these theories. It is revealed that, increasing the modulus of
subgrade reaction (k) of HMA resulted in reducing the stresses and deflections in plain
cement concrete overlay. FEM analysis of the whitetopping shows stresses and deflection
induced in the whitetopping within the safe limits. Therefore unbonded plain cement concrete
overlays can be an economical and durable rehabilitation option, when the existing pavement
is severely deteriorated as compared to construction of conventional rigid pavement or HMA
overlay. This work confirms that the use of ANSYS software has a great potential as a
powerful tool for a 3D modeling of the conventional unbounded whitetopping.
D. R. Jundhare, Dr. K. C. Khare; and Dr. R. K. Jain said Following conclusions are reached
from the detailed study carried out using BBD as per guidelines given in IRC: 81-1997 and
FWD test as NDT for determining deflection at edge and corner load positions of 320 mm
thick on in-service conventional whitetopping overlay constructed in Pune city, Maharashtra
State (India), for its performance evaluation and correlation development subjected to various
traffic and climatic conditions relevant to Indian scenario. The linear, exponential and
logarithmic relationship has been developed using Benkelman Beam and FWD deflection
values on conventional whitetopping overlays. Among of the linear, exponential and
logarithmic relationships; the exponential relationship gives high R value. R2 value of the
three relationships, it is higher in edge loading position than corner loading position. The
relationships developed are quite fair as R2 values are in between 0.65 to 0.80 which shows
the good correlation strength between the BBD and FWD deflection values.
The literature studies has helped us understand the pavement rehabilitation by white topping,
performs relatively well as compared to the conventional bituminous concrete overlay which
has been practiced widely even with its higher maintenance cost and lesser durability [8].
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Thin White topping (TWT) which has PCC overlay between 100 200 mm. It is
designed either considering bond between overlay & underlying bituminous layer or
without consideration of bond. High strength concrete (M 40 or higher) is normally
used to take care of flexure requirement. Joints are at shorter spacing of 0.6 to 1.25 m.
Ultra-Thin White topping (UTWT) which has PCC overlay of less than 100 mm.
Bonding between overlay & underlying bituminous layer is mandatory. To ensure
this, the existing layer of bitumen is either milled (to a depth of 25 mm) or surface
scrapped (with a non-impact scrapper) or gently chiseled. Joints are provided at a
spacing of 0.6 to 1.25 m [3].
Figure: 1 Conventional (No Bond) V/s Ultra-Thin White Toping (Bond is there)
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Reduced maintenance as the concrete overlays live for over 2 decades, with least
maintenance.
Cost-effective compared to asphalt overlays when Life Cycle Cost is taken into
consideration.
Improved service life with better riding quality, improved fuel efficiency of
vehicles.
Improving the environmental benefits as concrete roads are much greener and less
polluting.
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Joints: Joint spacing is critical to a good performing UTW project. Successful projects
use a short joint spacing to form, in effect, a mini-block paver system. Experience
indicates that joint spacing should be no more than 12 to 18 inches each way per inch
of white topping thickness. For example, a 3-inch UTW surface should be jointed into
3x 3 or 4x4 foot squares. Joints are sawed early to control surface cracking [10].
Rigid Pavement
Flexible Pavement
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Comparisons
Strength
Cost
Noise level
Safety
Environmentally friendly
Ride
Life span
Maintenance
Heat Reflection
Rigid
High
High
Low
More
Yes
Smooth
More
Less
Less
Flexible
Low
Low
High
Less
No
Rough
Less
More
More
Page 9
Chapter 3
DESIGNING AND CONSTRUCTION OF ULTRA THIN
WHITETOPPING
3.1 Design Procedure
Following UTW design procedure is adopted:
1) Based on traffic data number of equivalent axle loads are obtained. The elastic
modulus and thickness of the existing asphalt pavement are also obtained.
2) Allowable tensile stress in asphaltic concrete has been calculated.
3) Thickness for UTW is assumed. Maximum tensile stress in allowable compression
due to UTW for both bound and unbound conditions are found out.
4) Maximum tensile stress in allowable compression is compared with the allowable stress
5) Maximum tensile stress in UTW due to both axle load and temperature
differentials has been calculated.
6) Stress ratio in UTW is obtained and Maximum allowable load repetitions are determined.
7) If the UTW fatigue criterion indicates a small number of ESALs, then UTW thickness
increased and repeat the steps 4 to 6 [11].
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allowed on the milled surface, the surface must be re-cleaned prior to paving [12].
3.2.2 Placing
After surface preparation, there must be enough asphalt remaining to form a sufficient
composite section that can carry the load. There must be enough asphalt to minimize
concrete tensile stresses, and enough concrete to minimize asphalt strains. It is
recommended that the minimum asphalt thickness after milling exceed 3 inches.
Paving UTW isnt any different than paving any other concrete pavement.
Conventional slip-form and fixed-form pavers as shown in figure 3.2, as well as small
equipment - such as vibrating screeds - have all been used successfully, without major
modifications.
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3.2.4 Curing
Proper curing is critical to avoiding shrinkage cracking in the concrete overlay and to
prevent de-bonding between the asphalt and concrete. Because the overlay is a thin
concrete slab, it has high surface area to volume ratio and can lose water rapidly due to
evaporation. Curing UTW is similar to curing new PCC pavements. It requires curing
the entire pavement surface and edges as soon as surface conditions permit after the
finishing operations using either blanket or membrane methods. The most common
practice is to spray liquid, a membrane curing compound.
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Thin concrete overlay has been used in increasing numbers over hot-mix asphalt (HMA)
pavements and at intersections as a rapid and economical method of repair. These repairs
have shown outstanding services in the state of Oklahoma with service lives over 10 years
when used in areas with moderate truck traffic [16]
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Repair procedures
The repair of UTW pavement involves locating and replacing deteriorated panels. Because
UTW joint spacing usually creates small panels, the removal and replacement of concrete is
very simple.
There are six steps involved in repair of UTW:
1) Identify the panels to be removed.
2) The damaged panel is saw cut to the perimeter and to full depth of concrete.
3) The damaged concrete panel and any deteriorated asphalt pavement beneath is removed
completely.
4) The area to be corrected is well prepared and patched accordingly.
5) Place, finish, and cure the new concrete.
6) Saw the joints for lateral and longitudinal expansions which takes place during summer
and open the stretch to traffic.
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Remove panels
There are two ways to remove the deteriorated
concrete: 1. Break up 2. Full panel removal
To break up the concrete, jackhammers are used. Care must be taken not to damage
the adjacent panels with any equipment during removal process.
Prepare patch area
Before concrete placement, the asphalt surface should be cleaned by air blasting with
clean, compressed air. Sand or shot blasting is required if air blasting will not remove
foreign material from the surface. The asphalt surface must be kept clean prior to the
placement of new concrete.
Place new concrete
The placement of new concrete into the patch areas of the UTW pavement should follow 6
steps:
Finish with a straight edge or vibratory screed to meet the existing Grade
Apply curing compound immediately after the bleed water sheen disappears
Cover with insulating blankets if the ambient temperature falls below about 5 degree
centigrade within 24 hours of placement
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High standard of surface texture giving good skid resistance and reduced water spray
Thin layer reduces the need for cold planning, etc. to match adjoining surfaces. No
loose aggregate such as in a spray seal
Low shear resistance may make it unsuitable in areas of high shear forces
Hence the literature studies has helped us in the technical understanding and the methodology
involved in the design procedure of UTW and also the process or methodology involved in
the construction of UTW.
Page 17
Chapter 4
CONCLUSIONS
White topping has emerged as a fast growing technology for pavement rehabilitation.
White topping has emerged as a fast, competitive remedy for rutted asphalt
pavements rehabilitation by offering the enhanced performance and durability of
concrete.
White topping overlays are bonded to existing asphalt to create a composite section,
resulting in improved performance and durability at a lower cost.
Ultra Thin White topping develops the required strength for opening to traffic in as
little as 24 hours.
In order to help state highway agencies and contractors better design and apply the
UTW, well-controlled pavement response and performance data is needed to improve
and refine the existing UTW design procedures.
Positive impact on reducing CO2 emissions resulting from the manufacturing and
placement of paving materials.
Based on the advantages and a lesser maintenance cost of white topping it could be
concluded that rehabilitation of an asphalt pavement by white topping is a viable and
sustainable technique compared to the bituminous concrete overlay.
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REFERENCES
1. Mitesh D. Patel, Prof. P.S. Ramanuj, Bhavin Parmar, Akash Parmar , White topping
as a rehabilitation method: a case study of budhel-ghogha road. IJAERS/Vol.
I/ Issue IV/July-Sept., 2012/31-35 E-ISSN22498974.
2. D. R. Jundhare, K.C. Khare, and R.K.Jain, Ultra-Thin Whitetopping in India: State-of
Practice ACEE Int. J. on Transportation and Urban Development, Vol. 2, No. 1,
April 2012.
3. Dr. V. Ramachandra, WHITETOPPING A Viable & Sustainable Option for
Rehabilitation of Urban Roads"
4. Thomas, J., Pasko., (1998). Concrete Pavements Past, Present and Future. US
Department of Transportation , Federal Highway Administration, 62(1), 1-9.
5. McGhee, K.H., NCHRP Synthesis of Highway practice 204: Portland cement
concrete resurfacing, Transportation Research Board, National Research Council,
Washington, D.C.,1994, pp.73-82.
6. American Concrete Pavement Association, Whitetopping state of practice, ACPA
Publication EB210P, Skokie, Illinois, 1998.
7. IRC: SP: 76 2008 Tentative guidelines for conventional, thin and ultra- thin
whitetopping, Indian Road Congress, New Delhi. 2008.
8. B.N. Skanda kumar, Suhas R, Bhavan V, Performance evaluation on thinwhitetopping eISSN: 2319-1163; pISSN: 2321-7308 Volume: 03 Issue: 07 Jul-2014.
9. Navik, Joe. (2004). Uitra-thin concrete for IDOTs parking lot.
10. Purvesh Raval, Darsh Belani, Prof. Jayeshkumar Pitroda, A Literature Review on
UTW Pavements in Indian Context Impact Factor 1.393, Volume 1, Issue 9, October
2013.
11. Missouri Department of Transportation Research, Development and Technology.
12. IRC: SP-76 (2008). "Tentative Guidelines for Conventional, Thin and Ultra
Thin Whitetopping." Indian Road Congress, New Delhi.
13. Chunhua H., "Synthesis of Current Minnesota Practices of Thin and Ultra-Thin
White topping." http://www.lrrb.org/PDF/200527.pdf. Accessed on July 7,
2011.
14. Synthesis oh Highway Practice 338, Thin and Ultra-Thin White Topping, National
Cooperative Highway Research Program, Transportation Researcg Board ,
Department of Civil engineering, RVCE
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Washington D.C.,2004.
15. Haifing Wen, Xiajun Li and Wilfung Martono, Performance Assessment of
Wisconsins Whitetopping and Ultra-thin Whitetopping Projects, March 2010, Report
No. 10-30, 2010.
16. Tyler Ley and Hari Rotithor, Performance of Ultra-Thin Whitetopping in
Oklahoma, Final report FHWA-OK-10-05, 2010.
17. Smith, T., and Fung, R., "Concrete Overlays Sustainable Pavement Preservation
Techniques Helping DOTs Adjusting to New Realities of Shrinking Resources."
www.tac-atc.ca/ conference/smith.
18. IRC: SP-70 (2005). "Guidelines for the Use of High Performance Concrete."
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