2019 18a Whitetopping

CONVENTIONAL AND THIN
WHITETOPPING
Dr. Venkaiah Chowdary
Transportation Division
Department of Civil Engineering
National Institute of Technology, Warangal
Telangana
vc@nitw.ac.in
OVERVIEW
 Introduction
 Fundamental behaviour
 Materials
 Thickness design of conventional whitetopping

 Thickness design of thin whitetopping
 Design example
 Case study – thin whitetopping in Pune
 Failures in thin whitetopping
2
OVERVIEW
 Introduction
 Materials

 Design example
3
INTRODUCTION
 IRC:SP:76-2015: “Guidelines for Conventional and Thin Whitetopping”
 First published in 2008
 First Revision in 2015
Whitetopping (WT):
 “PCC overlay on existing bituminous pavement”
 Structural strengthening alternative for bituminous pavement
 Overlay may or may not be bonded to underlying layer
4
INTRODUCTION
 Rutting,
major distress in hot climatic conditions Source: http://www.pavementinteractive.org/article/rutting/
 PCC overlay recommended when rutting is recurring problem
 PCC overlays to rehabilitate:
 Flexible pavements since 1918
 Rigid pavements since 1913
 Projects executed in:
 Belgium, Sweden, Austria, Netherlands, France
 USA, Canada, Mexico, Brazil
 S. Korea, Japan
 India: Pune, Mumbai, Nagpur, New Delhi, Jaipur, and Bengaluru
 Satisfactory performance in India (15 to 20 years design life)
5
INTRODUCTION
Advantages of whitetopping (compared to bituminous overlays):
 Long life
 Low maintenance
 Low life-cycle cost
 Improved safety (improved reflection of lights)
 Environmental benefits (absorb less heat; lowers external lighting; less fuel
consumption)
6
INTRODUCTION
Types of Whitetopping:
 Dependingon degree of bonding between underlying bituminous layer
and PCC overlay:
 Bonded interface
 Unbonded interface
 Partially bonded interface
Source: NCHRP Synthesis 338
7
INTRODUCTION
Types of Whitetopping:
 Depending on thickness of the PCC overlay:
 Conventional Whitetopping (CWT)
 Thin Whitetopping (TWT)
 Ultra-Thin Whitetopping (UTWT)
8
INTRODUCTION
Conventional Whitetopping:
 Thickness  200 mm
 Designed and constructed without consideration of bond between PCC
overlay and bituminous layer
 Designed
and constructed like new rigid pavement without assuming
any composite action
 CWT treats existing bituminous surface as a sub-base (like DLC)
 Conditionof existing bituminous surface does not matter significantly
(exception: BT surface should not suffer from isolated damages)
9
INTRODUCTION
Thin Whitetopping:
 Thickness > 100 mm and < 200 mm (100 to 200 mm thickness)
 Bond between PCC overlay and underlying bituminous layer is often a
consideration; not mandatory)
 Bonding consideration may be ignored in the design
 High strength cement concrete with fibres commonly used
 Joints are at shorter spacing (0.6 m to 1.25 m)
10
INTRODUCTION
Ultra-Thin Whitetopping:
 Thickness  100 mm
 Bondingbetween PCC overlay and underlying bituminous layer is
mandatory
 Existing
bituminous surface is milled to 25 mm depth to provide bond
between PCC overlay and underlying bituminous surface
 High strength cement concrete with fibres is used
 Joints are at shorter spacing (0.6 m to 1.25 m)
11
INTRODUCTION
Ultra-Thin Whitetopping:
 UTWT of 50 to 75 mm (< 100 mm) not recommended in India
 Non-availability of Good UTWT construction technology in small towns
 Possible plying of overloaded trucks due to construction activities
 UTWT can be considered for internal roads provided:
 Traffic is restricted or controlled
 Good quality control is ensured during construction
12
INTRODUCTION
Requirements for Whitetopping:
 Continuity of subgrade or sub-base support should be ensured
 Whitetopping should be avoided when availability of continuity of
support is doubtful
 Condition of existing bituminous surface should be:
 Sound and free from wide cracks
 Free from material related distresses
 Isolated subgrade problems
13
INTRODUCTION
Features of whitetopping:
 Presently used for existing roads in urban areas carrying low volume of
traffic
 With properly designed overlay thickness, this technology can also be
used for high density corridors
 Curling stresses are minimum and panels are designed only for corner
stresses
 Panel size is less than 1.5 m x 1.5 m and preferably 1.25 m x 1.25 m
 Dowels can be omitted
 Heavy traffic roads can be designed with thickness ranging from 180 to
200 mm and maximum panel size of 1.5 m x 1.5 m
 75 to 100 mm thick 1 m x 1m panels can replace OGPC for village roads
14
OVERVIEW
 Introduction
 Materials

 Design example
15
FUNDAMENTAL BEHAVIOUR
 TWT overlays designed as a composite structure
(bonded!; monolithic structure!)
 Composite structure distributes stresses due to
traffic and temperature in a different manner
when compared to rigid or flexible pavements
 Composite action results in lower stresses in PCC
slab for bonded compared to unbonded
 Ina bonded case, neutral axis shifts downward
causing much of the area of slab in compression
Source: IRC:SP:76-2015
requiring less thickness of slab
16
FUNDAMENTAL BEHAVIOUR
 Fully bonded system is ideal (very difficult to be
realized!)
 Partial bond is realized
 Stresses
for a partially bonded case lie in
between cases of unbonded and bonded
 Spacing of joints in TWT is considerably reduced
due to reduction in curling and warping stresses
17
OVERVIEW
 Introduction
 Materials

 Design example
18
MATERIALS
 Cement
 Chemical admixtures
 Air entraining agents
 Fibres
 Aggregates
 Water
 Mineral admixtures
19
MATERIALS
Fibres:
 Steel, polypropylene, polyester, polyethylene, nylon
 Reduces shrinkage cracking, improves ductility and abrasion resistance
 Macro polymeric fibres:
 Slender, elongated filaments (bundles, networks, strands)
 30 to 60 mm length
 > 0.2 mm dia.
 0.5 to 1.5% by volume (4.5 to 14 kg/m3)
 Enhances strength, toughness and endurance of concrete without significantly
changing modulus of elasticity
20
MATERIALS
Concrete mixes for CWT and TWT:
 Conventional cement concrete
 Fibre reinforced concrete
 High performance concrete using silica fume with and without using fly ash
or slag
 High performance fibre reinforced concrete
 Min. M40 at 28 days, M50 is preferred
 High strength high performance concrete (early setting cements with micro
silica) preferred for fast track construction (opened to traffic in 12 h!!!)
 Two-third strength should be developed in 48 h, opened to traffic in 72 h
 Permit light traffic for few days to keep fatigue damage low
21
OVERVIEW
 Introduction
 Materials

 Design example
22
THICKNESS DESIGN OF CONVENTIONAL
WHITETOPPING
 Same as normal concrete pavements
 Refer to IRC:58-2015
 Modulus of subgrade reaction (k) estimated from soaked CBR value
Soaked CBR, % k-value, MPa/m Soaked CBR, % k-value, MPa/m

2 21 10 55
3 28 15 62
4 35 20 69
5 42 50 140
7 48 100 220
23
THICKNESS DESIGN OF CONVENTIONAL Source: IRC:SP:76-2015
WHITETOPPING
 Effective
k-value of bituminous
sub-base resting on granular
base:
24
WHITETOPPING
 Effectivek-value of bituminous
sub-base resting on cement-
treated base:
25
WHITETOPPING
 Alternative to charts shown in
previous slides
 Effective
k-value of bituminous
sub-base from BBD:
 Joint spacing of CWT: 4 to 4.5 m
 CWT ideal for arterial roads with
medium to heavily traffic
26
OVERVIEW
 Introduction
 Materials

 Design example
27
THICKNESS DESIGN OF THIN WHITETOPPING
 Min.thickness of bituminous layer is 75 mm (excluding milled thickness)
for TWT
 Preferablethickness of bituminous layer > 100 mm (to ensure reliable
strong bituminous base)
 TWTrecommended for fair bituminous surfaces without wide cracks and
without material/subgrade related problems
 Isolatedlocations with distresses related to material/subgrade failure or
heavy rutting should be replaced by lean concrete (M10) by full/partial
repair before laying TWT
 TWT is intended to be placed on bituminous pavements that exhibit
rutting, shoving and other surface distresses without wide cracks
28
 Sub-base surface for TWT is prepared by milling and cleaning of milled
material to ensure effective bonding and also to remove any surface
distress or distortions
 Usage of fast track paving (early opening to traffic concrete) to minimize
lane closure time
 Propermilling will ensure matching of adjacent shoulder and traffic lane
elevation (common problem for rehabilitation projects)
 Substantial
reduction in load stresses, curling stresses ( due to
temperature gradient), and warping stresses (due to moisture gradient)
can be achieved with reduction slab size (1.0 m to 1.5 m ideal for India)
 Very
short slabs and inadequate bituminous and base thickness leads to
permanent deformation in the foundation due to load repetitions
29
Traffic:
 Refer to IRC:58-2015
 ADT based on 7-day, 24-h traffic volume
 Actual growth rate shall be considered
 Annual growth rate of CVs shall be min. 5%
 Consider 25% of total 2-way CVs as design traffic
 Formulti-lane divided highways, consider 25% of traffic in the
predominant direction as design traffic
30
Traffic: C

365  A  1  r   1
n

r
Where,
C = cumulative no. of CVs during design period
A = initial no. of CVPD in the year when road is opened to traffic
r = annual growth rate of CVs
n = design period in years
31
 Refer to CWT for k-values of subgrade and bituminous sub-base
 Max. value of k shall be 15 kg/cm3
 Corner breaks are primary distresses on TWT projects
 Corner
breaks are frequently (not always) preceded by debonding
between PCC overlay and underlying bituminous layer
 Debonding occurs due to upward curling at corners during night time
(concavity upwards!)
 Corner is the critical stress location for design of TWT
 Corner stresses due to load and curling are the critical stresses
32
Stresses due to temperature curling:
L
 T  1.933  241000( T )  1.267 
 le 
Where,
T = curling tensile stress at corner, kg/cm2
 = coefficient of thermal expansion, /C
T = negative temperature differential, C
L = length of square slab, cm
le = radius of relative stiffness, cm
33
Stresses due to temperature curling:
 Max. negative T measured through 30 cm to 34 cm PCC slabs in India:
Kota: 0.17 C/cm
Siliguri: 0.23 C/cm
Allahabad: 0.21 C/cm
Average: 0.20 C/cm
 For
thinner slabs of TWT, lesser value of T (0.15 C/cm) is used for
calculating tensile curling stresses at corner of the slab
34
Stresses due to load and temperature:
Log  8   3.6525  0.465 log( k )  0.686 log( L / le )  1.291log( le )
Log  16   3.249  0.559 log( k )  1.395 log( L / le )  0.963 log( le )  0.088( L / le )
Where,
8 = bending tensile stress at corner for 8 T single axle load, kg/cm2
16 = bending tensile stress at corner for 16 T tandem axle load, kg/cm2
k = modulus of subgrade reaction, kg/cm3
L = length of square slab, cm
le = radius of relative stiffness, cm
35
Stresses due to load and temperature:
 Cornerbending tensile stresses for other single and tandem axle loads
can be calculated proportionately using 8 and 16 values
 Ifthe panel size is less than 1.30 m (spacing between two axles of a
tandem axle), then two axles of a tandem axle will not fall on the same
panel simultaneously
 For such cases, consider stresses only for single axle
 Possibility
of wheels of two adjacent vehicles simultaneously placed on
one panel is excluded
36
Stress ratio and fatigue of PCC slab:
 Fatigue criteria based on Miner’s hypothesis is considered
 Fatigue resistance not consumed by repetition of one load is available
for repetitions of loads from other vehicles
 Fatigue life consumed should be less than 1.0
 For structural fibre reinforced concrete:
Stress ratio (SR) = flexural stress/[modulus of rupture x (1 + R150)]
Where, R150 is residual strength ratio (post cracking residual flexural
strength/peak flexural strength) which characterizes the contribution of
structural fibre reinforcement (refer to IRC:SP:46-2013; L/n; n = 150; 450 mm/150
= 3 mm; flexural stress corresponding post cracking 3 mm deflection)
37
Stress ratio and fatigue of PCC slab:
 Relation ship between SR and N (IRC:58-2015):
N   for SR  0.45
3.268
 4.2577 
N   when 0.45  SR  0.55
 SR  0.4325 
0.9718  SR
log10 N  for SR  0.55
0.0828
 Different relationships given in IRC:SP:46-2013 depending on endurance
limits of 0.50, 0.60, and 0.70.
Source: https://upload.wikimedia.org/wikipedia/commons/3/30/S-N_curves.PNG
38
OVERVIEW
 Introduction
 Materials

 Design example
39
DESIGN EXAMPLE
 Design life: 20 years
 Traffic growth rate: 7.5%
 Commercial traffic: 1841 CVPD
 M40 (Min. Flexural strength is 4.5 MPa)
 CBR of subgrade is 4%, corresponding k = 3.4 kg/cm3
 Characteristic BBD = 0.94 mm, corresponding k = 10 kg/cm3
 50 mm profile correction course of BM using VG-30 bitumen is suggested
for repair of existing bituminous pavement
 Consider modified k = 10 kg/cm3 (conservative design!)
40
DESIGN EXAMPLE
 Cumulative traffic = 29,099,230
 Design traffic = 0.25 x 29,099,230 = 7,274,808
Single axle loads Tandem axle loads
Axle load class, tons % axle loads Axle load class, tons % axle loads
15-17 0.5 30-34 0.0
13-15 0.7 26-30 0.2
11-13 1.0 22-26 0.5
9-11 24.5 18-22 1.0
7-9 40.0 14-18 3.0
<8 25.0 < 16 3.6
Total 91.7 Total 8.3
41
DESIGN EXAMPLE
 Modulus of rupture = 45 kg/cm2
Single axle loads Tandem axle loads
Axle load, tons Expected Axle load, tons Expected
repetitions repetitions
16 36,374 32 0
14 50,924 28 14,550
12 72,748 24 36,374
10 1,782,328 20 72,748
8 2,909,923 16 218,244
<8 1,818,702 < 16 261,893
Total 6,670,999 Total 603,809
Grand Total: 7,274,808 42
DESIGN EXAMPLE
 Assume a trial thickness of 18 cm and load safety factor 1.0
Fatigue life consumed for single axle load:
Axle load, Load stress, Stress Expected Fatigue Fatigue life
tons kg/cm2 ratio repetitions, n life, N consumed, n/N
16 23.44 0.52 36,374 326,000 0.11
14 20.51 0.46 50,924 14,335,000 0.004
12 17.58 0.39 72,748 Infinite 0.0
10 14.65 0.32 1,782,328 Infinite 0.0
8 11.72 0.26 2,909,923 Infinite 0.0
<8 1,818,702 Infinite 0.0
Total 0.114
43
DESIGN EXAMPLE
Fatigue life consumed for tandem axle load:
Axle load, Load stress, Stress Expected Fatigue Fatigue life

tons kg/cm2 ratio repetitions, n life, N consumed, n/N
28 27.23 0.61 14,550 23,400 0.62
24 23.34 0.52 36,374 326,000 0.11
20 19.45 0.43 72,748 Infinite 0.0
16 15.56 0.35 218,244 Infinite 0.0
< 16 261,893 Infinite 0.0
Total 0.73
 Cumulated fatigue life consumed = 0.114 + 0.73 = 0.844 < 1.0 (Safe!)
44
DESIGN EXAMPLE L
Temperature curling stresses:  T  1.933  241000( T )  1.267 
 T = -0.15 C/cm x 18 cm = -2.7 C  le 
 = 10 x 10-6 /C
 E = 3 x 105 kg/cm2
  = 0.15
 L = length of square slab = 150 cm
 Radius of relative stiffness (le) = 62.15 cm
 T = 1.933 – [241000 x 10x10-6 x(-2.7)] + [1.267 x (150/62.15)] = 11.49 kg/cm2
 Total flexural stress due to loading (max.) and curling = 27.23 + 11.49
= 38.72 kg/cm2 (< 45 kg/cm2)
 Design is safe; 18 cm thickness is adequate
45
OVERVIEW
 Introduction
 Materials

 Design example
46
CASE STUDY – THIN WHITETOPPING IN PUNE
 Up to 80 km of TWT in Pune (approx. 9,00,000 m2)
 125 mm TWT overlay constructed in 2008 (still in excellent condition, 2015)
 Recently (2015) heavy traffic roads overlaid with 175 mm TWT
 Location: 1.26 km road opp. Shivajinagar State Transport Depot
 Carriageway width is 11 m, ROW is 15 to 18 m
 TWT overlaid on existing bituminous road after milling 50 to 60 mm
 1 m x 1 m panels created by saw cutting joints within 24 h of casting
 Width of TWT is 8 m; butt joint for longitudinal joint @ 4 m; 21 days curing
 Dowel bars used only at construction joints (25 mm  @ 250 mm c/c)
 Tie bars used at longitudinal joint, 12 to 16 mm  tor steel @ 400 mm c/c)
47
 Existingroad consisted of 150 to 160 mm bituminous layer over 250 to 300
WBM was in use for 25 to 30 years
 600 and 900 mm RCC pipes for storm water
 Water supply main and distribution lines, sewer lines run along
carriageway edge
 Electrical cables, telephone cables, OFC, etc run along the footpath
 5000 buses ply one this road everyday
 Strength of the existing bituminous surface evaluated through BBD
 Portion of existing road with structural defects and settlement (1 to 2% of
area) were excavated and provided with new layers of hard moorum,
GSB and DLC
48
 M40 concrete with fibrillated Polypropylene fibres was used
 On-site slump of concrete obtained from RMC < 40 mm
 Cement content is 420 kg/m3 and w/c is 0.37
 Joints cut to one-third depth within 24 h and cured for 21 days
 Joints sealed with polysulphide after 21 days and opened to traffic
 Total project cost is Rs. 7.25 crore with following breakup:
Work item Cost (Rs. In crore) Cost per m2 (Rs.)
TWT pavement 1.91 946
RCC pipes, chambers, storm water drainage 1.40 692
Footpath, paver blocks and ancillary work 3.06 1516
Utilities 0.88 437
Total 7.25 3591 49
50
51
 RCCcross pipes 300 mm  and 450 mm  @ 50 m intervals in congested
areas for cross utilities (area above pipes paved with paver blocks)
52
 RCC pipes provided in longitudinal direction along road edge for utility
lines including OFC cables, electrical cables, etc.
53
 Storm water collection chambers, dowel bars at construction joints
54
 RCC mesh with 12 mm  @ 150 mm c/c around manhole chamber frame
for a section of 1.5 m x 1.5 m for strengthening section
55
Source: http://www.trafficinfratech.com/wp-
Source: http://www.jpinfragroup.com/ongoing.html
content/uploads/2013/02/A-view-of-Ultra-Thin-wwite-Topping.jpg
56
OVERVIEW
 Introduction
 Materials

 Design example
57
FAILURES IN THIN WHITETOPPING
 Corner cracking caused due to loss of support or poor bond with
underlying bituminous layer, movement of heavy wheel loads
 Remedy is full-panel replacement
58
 Late
joint sawing and misalignment of dowel bars lead to transverse
cracking; remedy is to make 8 to 10 mm groove along crack up to 20
mm depth and refilling with sealant
59
 Utility
chamber edges damage due
to use of masonry to raise utility
chambers to road level during
overlay construction and also due to
lack of protection to edges
 Remedy is to raise utility chambers
with concrete with adequate
protection of 0.3 m portion around
the chamber
60
 Poor workmanship, bent steel
formwork during construction and
unprotected concrete edge
after construction results in zigzag
longitudinal joint which open up
and is prone to damage after
saw cutting
 Remedy is to use good and
strong formwork during
construction and make sealing
groove along longitudinal
construction joint
61
 Settlement and damage of

underlying bituminous layer
leads to cracking and
shattering of concrete
panels
 Remedy is to perform full
depth repair of damaged
panels
62
THANK YOU!

2019 18a Whitetopping

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

2019 18a Whitetopping

Caricato da

Copyright:

Formati disponibili

CONVENTIONAL AND THIN

 Thickness design of conventional whitetopping

 Thickness design of conventional whitetopping

Source: NCHRP Synthesis 338

 Thickness design of conventional whitetopping

 Thickness design of conventional whitetopping

 Thickness design of conventional whitetopping

Soaked CBR, % k-value, MPa/m Soaked CBR, % k-value, MPa/m

 Thickness design of conventional whitetopping

 Thickness design of conventional whitetopping

Axle load, Load stress, Stress Expected Fatigue Fatigue life

 Thickness design of conventional whitetopping

 Thickness design of conventional whitetopping

 Settlement and damage of

Potrebbero piacerti anche