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MASTER OF TECHNOLOGY
In
Submitted by
ARVIND PATEL
(Enrollment No.0608CE15MT03)
2018
EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
ACKNOWLEDGEMENT
I owe a debt of gratitude to Director, Babulal Tarabai Institute og Research and Technology,
Sagar (m.p.) for encouragement & the Head of Department Mr. Sandeep Verma.
My parents have their own share in my success. I firmly believe that their blessings always
enlighten my path ahead. I hereby take a chance to salute my father Mr. Chandrabhan Patel
and mother Mrs. Sita Patel. Without all above support and sacrifice this thesis would not
have been possible for me. At last, I thank the one and all, for the divine blessings.
Arvind Patel
(0608CE15MT03)
CERTIFICATE
I hereby certify that Er. Arvind Patel has completed his Master of Technology Dissertation
titled “Experimental Analysis of White topping & Bitumen Roads in Sagar” under my
guidance.
I further certify that the whole work, done by him is of his own, original and tends to general
advancement of knowledge. According to the best of my knowledge, I also certify that he has
not been conferred any degree, diploma and distinction by either the Infinity Management &
Engineering College or any other university for this thesis.
DECLARATION
I, Er. Arvind Patel hereby declare that my Master of Technology dissertation titled
“Experimental Analysis of White topping & Bitumen Roads in Sagar” is written as a
partial fulfillment of the requirement for a degree on this topic. The complete study is based
on literature survey, study of periodicals, journals and websites and building a model for
proving the concept studied and designed.
I further declare that the complete thesis work, including all analysis, hypothesis, inferences
and interpretation of data and information, is done by me and it is my own and original work.
Moreover, I declare that no degree, diploma or distinction has been conferred on the basis of
this thesis by the Rajiv Gandhi Technical University or any other university to me before.
ABSTRACT
This specific research article is aimed to compare & conclude which type of road is feasible
& is good to have on a particular situation.
The comparison of the study shows that the white topping of both types of roads improves the
life span of the road & its withstanding capability.
In this research paper the comparison of bitumen road & RCC white topping is carried out
followed by series of tests to prove the proposed technology.
In this we are considering the road section from Peeli Kothi to Dimple Petrol Pump which is
1.9 km stretched and serves a main connecting road for commercial vehicles.
Finally the proposed technology is proved as a better & feasible option for such roads.
Keywords: Comparison on Bitumen & Asphalt Roads, White topping, Bitumen road etc.
CONTENTS
Chapter 1. Introduction 13 -
16
1.2 Objectives
3.1 Distance
3.4 Uphill
3.5 Downhill
Chapter 5. IS Codes 32 -
42
6.1 Tables
6.1.1 Concrete
6.2 Graphs
6.2.1 Concrete
7.1 Conclusion
Appendix A- References
List of Figures
Chapter 1. Introduction
List of Table
Chapter 5 IS CODES
CHAPTER 1
INTRODUCTION
1.1 Product Perspective
White topping is a rehabilitation method for moderately distressed hot mix asphalt (HMA)
pavements by plain concrete (PC) or fiber reinforced concrete (FRC) overlay. White topping
is constructed with thinner and shorter slabs. The structural stiffness of the existing HMA
layer and the interface bonding between the concrete and HMA layers are accounted for in
the mechanistic design procedure. This results in the need for a thinner concrete slab. The
main advantage of this type of overlay over the traditional HMA overlays is the use of the
underlying HMA layer to carry the traffic load, and thus reducing the thickness of the
overlay.
The performance studies of different existing white topping projects available in the literature
( Vandenbossche, 2003; Burnham, 2006 and Barman, et al., 2010) reveals that these overlays
mainly fail by corner, transverse and longitudinal cracks. Also, it was observed that in most
of the cases, cracks generally initiate at the edges of the slabs. When the repeated wheel loads
on a critical location induces excessive stress, cracks initiate. The reasons for the increased
stress could be (i) low load transfer between the adjacent concrete slabs, (ii) low load transfer
through the HMA layer under the joint and (iii) debonding at the interface of concrete and
HMA layers. All these reasons are directly or indirectly related to the joint condition. In this
dissertation, the phrase ‘joint performance’ is used as an indicator of the joint condition.
The joint performance, conventionally expressed in terms of load transfer efficiency (LTE), is
a function of the joint stiffness and support conditions. LTE depends on the type of the
concrete material, width of the crack (cw), magnitude and repetitions of the wheel load, size
of the slab and modulus of the subgrade reaction (k), etc. In bonded whitetopping, a major
share of the wheel load can be transferred through the HMA layer, however, increasing the
LTE between the adjacent slabs reduces the stress on the loaded slab, and more importantly
reduces the potential for interface debonding. With a higher LTE, the differential deflection
between the slabs remains low, which helps in reducing the debonding stress at the interface
by protecting the HMA layer against peeling off from the concrete layer.
A higher LTE between the slabs can be achieved through (i) aggregate interlock and (ii)
dowel action. A great contribution through aggregate interlock can be achieved by keeping
the joints and cracks tight. Regarding the dowel action, conventional dowel bars are not used
in whitetopping because of the weakness of the thin slab against the bearing stress under the
dowel bar. FRC holds adjacent slabs in close proximity, resulting in an increase in effective
aggregate interlock area. Structural fibers with sufficient stiffness might also provide dowel
action that helps to transfer the load to the adjacent slab.
In the United States (US), FRC is commonly used in ultra-thin whitetopping. The results of a
survey reported in the National Cooperative Highway Research Program (NCHRP) Synthesis
338 ( Rasmussen & Rozycki, 2004) show that sixty-four percent of the responders have used
FRC in ultra-thin whitetopping. However, it is unfortunate that even though the FRC has
been used for years, the real benefits are not completely accounted for in bonded
whitetopping design procedures. Bonded whitetopping design procedures do account for
some of the benefits of the use of fibers in the performance of ultra-thin whitetopping (
Roesler, et al., 2006 and Roesler, et al., 2008). A 20 percent increase in the modulus of
rupture (MOR) is proposed to account for the contribution of fibers. This was decided based
on the experimental findings that the inclusion of an affordable quantity of fibers provides a
20 percent residual strength ratio (RSR). This might not be the sole contribution of the fibers.
1.2 Objectives
The reason behind the aversion to incorporating the joint performance benefit of FRC into the
current design procedures is that the joint performance characterization itself is a challenging
task. Moreover, no research has been performed to quantify the benefit of fibers in joint
performance, especially in whitetopping overlays. Most of the research studies ( Colley &
Humphrey, 1967; Nowlen, 1968; Bruinsma, et al., 1995; Hansen, et al., 1998; Jensen &
Hansen, 2001; Brink, et al., 2004) that characterize joint performance for conventional
concrete pavements were carried out by casting large size slabs in laboratory conditions,
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
which are expensive and generally cost-prohibitive when evaluating a large number of design
parameters. The in-service joint performance evaluation through the use of a falling weight
deflectometer (FWD) is also expensive.
The present study includes the development of a small-scale joint performance test
procedure. Beam specimens with a dimension of 24 in x 6 in x 6 in can be used in this small
scale procedure. In this dissertation, this procedure is referred to as the Beam Accelerated
Load Testing (BALT) procedure. This test procedure will be then correlated with the large-
scale joint performance test procedure. In this dissertation, the large-scale procedure is
referred to as Slab Accelerated Load Testing (SALT) procedure. The SALT will be
conducted using an accelerated load testing facility (ALF) on full scale slabs. The correlation
between the two procedures will facilitate the utilization of beam specimens in the BALT
procedure in deriving the joint performance for slabs.
The other main objective of this research is to quantify the joint performance contribution of
FRC in bonded whitetopping. In order to achieve this, joint performance testing on both plain
concrete (PC) and FRC specimens will be conducted. The results will be compared to
characterize the contribution of the FRC in joint performance.
Finally, through the use of the finite element method (FEM), a relationship between LTE and
the non-dimensional joint stiffness (AGG*) will be developed, specifically for bonded
whitetopping overlays. AGG* will be defined as a function of LTE and the design features of
the whitetopping. This AGG* can be used in the mechanistic design of bonded whitetopping.
Also, the laboratory test results will be coupled with the FEM results to derive the debonding
stresses for different whitetopping structures with and without the application of fibers.
These overall objectives will be accomplished by completing the following major tasks:
(iii) Develop the test specimen preparation techniques for both procedures;
(v) Investigate the joint performance of the PC and FRC concrete mixtures at different crack
widths and load cycles using both procedures;
(vii) Establish a relationship between LTE and AGG* for bonded whitetopping;
(viii) Quantify the benefits of the inclusion of fibers in terms reducing the critical design
stress;
(ix) Quantify the benefits of the inclusion of fibers in terms of reducing debonding stress.
This dissertation consists of seven chapters, each with a specific objective. They are as
follows:
Chapter 1 INTRODUCTION
CHAPTER 2
LITERATURE SURVEY
2.1 WHITE TOPPING ROADS
2.1.1 Introduction
Figure 1. Thin whitetopping. Illustration shows two layers of a pavement section: on the
bottom, existing hot-mix asphalt with concrete surface milled; top asphalt, thin whitetopping
surfacing in sections typically 1.8 m (6 ft) square and 100 to 150 mm 4 in.) thick.
Figure 1. Thin whitetopping. Illustration shows two layers of a pavement section: on the
bottom, existing hot-mix asphalt with concrete surface milled; top asphalt, thin whitetopping
surfacing in sections typically 1.8 m (6 ft) square and 100 to 150 mm 4 in.) thick. Figure 2.1
Thin whitetopping. Illustration shows two layers of a pavement section: on the bottom,
existing hot-mix asphalt with concrete surface milled; top asphalt, thin whitetopping
surfacing in sections typically 1.8 m (6 ft) square and 100 to 150 mm 4 in.) thick.
Thin whitetopping. Illustration shows two layers of a pavement section: on the bottom,
existing hot-mix asphalt with concrete surface milled; top asphalt, thin whitetopping
surfacing in sections typically 1.8 m (6 ft) square and 100 to 150 mm 4 in.) thick. Figure 1.
Thin whitetopping. Illustration shows two layers of a pavement section: on the bottom,
existing hot-mix asphalt with concrete surface milled; top asphalt, thin whitetopping
surfacing in sections typically 1.8 m (6 ft) square and 100 to 150 mm 4 in.) thick.
Thin whitetopping. Illustration shows two layers of a pavement section: on the bottom,
existing hot-mix asphalt with concrete surface milled; top asphalt, thin whitetopping
surfacing in sections typically 1.8 m (6 ft) square and 100 to 150 mm 4 in.) thick.
Since the early 1990s, the use of bonded whitetoppings has grown significantly in the United
States as well as in other countries. For specific applications and service life requirements,
well-designed and well-constructed bonded whitetoppings appear to provide satisfactory
performance. The Colorado Department of Transportation (CDOT) started experimenting
with TWT in the 1990s. CDOT has constructed many successful TWT projects and has
conducted several studies to develop design and construction guidelines for TWT.
Figure 2.2 The first thin whitetopping project in Colorado, on SH 68 near Ft. Collins (Ardani
2005).
One of these studies, co-funded under the Concrete Pavement Technology Program (CPTP),
which operates in the Federal Highway Administration’s (FHWA’s) Infrastructure Office of
Pavement Technology, resulted in a mechanistic-based design procedure for TWT. This
TechBrief provides details of CDOT’s experience with TWT.
Based on field experience and research findings, CDOT has adopted the following practice
for TWT:
• Concrete mixture: CDOT Class P concrete (29 MPa [4,200 psi] at 28 days, 4 to 8 percent air
content, maximum 0.44 w/cm ratio). Laboratory trial mixture must produce 28-day flexural
strength of 4.5 MPa (650 psi).
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
• Deformed tie bars across the longitudinal joints, spaced at 900 mm (36 in.).
CDOT typically seals all TWT joints. The majority of TWTs in Colorado are 150 mm(6 in.)
thick.
2.2.1 Introduction
Bituminous maintenance and construction meant the condition and abundance of this type of
construction and after giving it a great deal of thought and study I came to the following
conclusions:
2nd. That in order to be a success the initial construction should be done by capable,
experienced contractors.
3rd. That in order to insure the proper smoothness and binding qualities a carpet coating
should be put on the next year after Construction.
4th. That the cost including maintenance of this type of highway was considerably less than I
had thought.
To fully explain these conclusions I will say that bituminous roads are a success, for in this
tour we traveled miles and miles without getting off this type of road construction, each road
being level and smooth. Evidence of its success was that more construction of this type was
being petitioned in that locality, for surely nothing is a success until it has public opinion
behind it. When petitions are circulated for a road it means that public pinion is in favor of its
construction and its worth.
It is necessary the next year after the job is completed to go along with a pressure tank and
put on a coat of tar or asphalt and allow this to settle, say two or three hours, and then finally
cover up lightly with stone chips or pea gravel. One of the most important features of
maintenance on any type of road is that of side-ditching and drainage. The side ditches on
every road should be deep enough that at no time will the level of the water reach the bottom
of the metal on the road.
Whenever holes appear on the road they should be carefully swept out. all the loose particles
removed and the holes patched prior to the carpet coating. The traffic will then immediately
iron out these patches and when the carpet coating is put on each particle of stone will be held
firmly in place and become part of the compacted metal. None of this repair should be done
when the road is wet for water does not mix well and serves as a resistance to the binding
qualities of either tar or asphalt.
The shoulders and berms should always be compact and conform to the crown and grade of
the road so as to take the surface water off the highway as quickly as possible. They should
be compact enough to serve as a curb to the edge of the pavement. A great deal of trouble has
been experienced in what is known as ravelling on the sides of the highway. This can be
eliminated by putting down a heavy base on both sides of the road and rolling into the berm
coarse aggregate of stone. Not every superintendent can qualify himself as a road
superintendent by being’ just a democrat or republican. In order to improve himself for this
position he should school himself to the requirments of his work, because I honestly believe
that sooner or later road superintendents will be licensed and called upon to pass a regular
examination. In maintaining county roads, a superintendent has in his power perhaps the
greatest investment in his county. I don’t believe you can show me where any one single
institution in your county has the capitalization that the combined capitalization of the county
roads would be.
Therefore, why shouldn't the county demand even greater qualifications from its manager, I.
e. the superintendent, than the private institution would demand of its general manager or
general superintendent?
There are five distinct steps in the construction of the bituminous macadam surface, which
substantially are as follows:
1st. A layer of coarse aggregate is spread upon the foundation. This coarse aggregate may
consist of broken stone, mine tailings or slag, but preferably broken stone should be used.
The stone must be clean and free from dust or an excess of flat or elongated pieces. It should
have a percent of wear of not less than six (6). When tested by means of laboratory screens, it
should be uniformly graded between the following limits: passing two and one-half (2 1/2)
inch screen 95 to 100%, passing one and one-quarter (1 1/4) inch screen 0 to 15%. This layer
of crushed stone should have a thickness of 2 1/2 inches after rolling.
2nd. After the coarse aggregate has been spread to the required thickness, it should be dry
rolled with a three wheeled roller weighing not less than 10 tons. The rolling should start
longitudinally at the sides and proceed towards the center of the pavement, overlapping on
successive trips by at least one-half.
2.3.1 INTRODUCTION
Many local agencies are responsible for maintaining roadways with concrete pavements.
This research offers useful information for planning maintenance and managing
Portland Cement Concrete pavements. It discusses common problems and typical repairs and
includes a visual system for evaluating and rating concrete pavements.
The Wisconsin Transportation Information Center has developed PASER manuals for other
pavement types (see page 29). The rating systems are similar and compatible so that local
road agencies can work with a comprehensive condition rating method. The rating procedure
can be used as condition data for the Wisconsin DOT local road inventory (WISLR) and as
part of a computerized pavement management system like PASERWARE.
When detailed information is available, local officials can respond more effectively to
questions from the public. A planned approach is easier to explain and receives greater public
support.
Several key steps are necessary to develop a meaningful roadway management plan first, you
must inventory the existing condition. This is normally done by dividing the roadway into
segments with similar conditions. During the inventory you collect information on
construction history, roadway width, etc. Then you need some method for assessing the
condition of the existing roadway. This Concrete PASER Manual uses a visual approach.
Other information from material sampling, testing, and traffic counts can be useful when
planning specific projects.
Another necessary step is setting priorities for roadway improvements. You can use roadway
condition and the local importance of these roads to assign priorities. Then budgets can be
developed based on cost estimates for the projected improvements.
Since not all improvements can be made in one year, you can set up a 3-5 year budget and
capital improvement plan. Normally this is updated annually.
Rigid pavement performance most concrete pavements on local roads are either plain (non-
reinforced) or reinforced concrete. Reinforcement is usually provided by steel wire mesh
placed approximately at mid slab depth. The reinforcement is intended to limit crack opening
and movement in the concrete slab.
Since concrete slabs need to move (expand and contract) while curing and as temperature
changes, pavements are constructed with contraction joints to control cracking. These are
usually sawn into the pavement shortly after initial curing. This joint gives the slab a place to
crack and makes a straight, well-formed groove to seal.
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
Expansion joints are occasionally provided. These are wider, full depth, and filled with a
material to allow expansion. If used, they are placed adjacent to structures that cannot move
with the pavement such as bridges, manholes, and other utility structures.
Pavement Surface Evaluation and Rating Concrete PASER Manual PASER Evaluation 3 So-
called rigid pavements (concrete) carry traffic loadings differently than flexible pavements
(asphalt). Concrete pavements are designed to act like a beam and use the bending strength of
the slabs to carry the load. Therefore load transfer across cracks and joints is important,
especially on roads with heavy truck and bus traffic. Hairline and narrow cracks still have
interlocked concrete aggregate and can effectively transfer loads. Because wide cracks and
widely-spaced joints open up, they cannot transfer loads and must take higher edge loads.
These higher edge loads can cause further cracking and deterioration along the joint or crack
edges.
Some concrete pavements use joints that have load transfer dowels. These are smooth steel
bars placed across the joint. They transfer traffic loads between adjacent concrete slabs while
allowing opening and closing of the joint. These bars can rust and sometimes cause problems.
The corrosion causes forces on the concrete which lead to spalling, cracking and general joint
deterioration. Epoxy coated dowels are now commonly used.
Unsupported slab edges will deflect or bend under a load. If the supporting soil is saturated it
can squirt up through joints or cracks when the slab bends. This is called pumping.
Eventually the loss of supporting soil through pumping creates an empty space or void under
the slab. The slabs may then crack further under loads and joints deteriorate more.
Undoweled joints under heavy truck traffic may fault. This is when one slab edge is lower
than the next slab. The downstream traffic slab will be lower than the upstream slab, creating
a step. Faulting creates a poor ride. You can often detect pumping by the soil stains around
pavement joints or cracks.
The resulting voids can be filled with grout. Slabs can be leveled by slab jacking or mud
jacking. Obviously, sealing cracks and joints and improving drainage of the subsoils will help
reduce pumping, faulting, and joint failures.
Surface defects
Wear and polishing, map cracking, pop-outs, scaling, shallow reinforcing, spalling. Joints
Longitudinal joint, transverse joints.
Pavement cracks
Transverse slab cracks, D-cracking, corner cracks, meander cracks. Pavement deformation
Blow ups; faulting; pavement settlement or heave; utility repairs, patches and potholes;
manhole and inlet cracking; curb or shoulder deformation.
In reviewing the different defects it is important to consider both their severity and extent.
Generally, conditions begin slowly and progressively become more serious.
Slight defects may grow into moderate and then severe conditions. In addition, the defects
might initially be indicated only in a few isolated cases. Examples in the rating section will
help you identify how bad a condition is and how extensive it is.
There are many different papers that have been studied & have been considered in this
research.
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
[1] Hanna Kallen, Anders Heyden, Kalle Astrom and Per Lindh “Measurement of Bitumen
Coverage of Stones for Road Building, Based on Digital Image Analysis”. IEEE 2012
Proceedings.
Explained the top layer of a road is made up of a mixture of stones and bitumen and the
durability is dependent on how well the bitumen adheres to the stones. The standard way
of determining the bitumen coverage in the industry is the so called rolling bottle method,
where a number of stones covered with bitumen are put in a rolling bottle and the bitumen
coverage is estimated after different times. This paper describes a novel method for
measuring the bitumen coverage of the stones by using advanced segmentation methods
instead of manual inspection. The stones are put on a table and a number of images with
different exposure times are taken. The images are normalized and the stones are
segmented from the background based on a threshold obtained from an optimality
criterion. Then the bitumen covered parts of the stones are segmented based on a graph-
cut method. The results are compared to manual inspection and are well in agreement
with these.
[2] Revilloud Marc, Gruyer Dominique, Pollard Evangeline “Generator of Road Marking
Textures and associated Ground Truth” IEEE 2012 Proceedings.
Discussed how to increase driving safety, many researcher works on Advanced Driving
Assistance Systems (ADAS) have been developed and embedded in real prototypes during
the last decades. For some of these applications like Lane Keeping System, lane perception
is an essential task. For others applications like Emergency Brake Assist, lane perception
modules provide useful information helping the system to select only the most dangerous
obstacles. Proposed solutions to perform lane detection become more and more elaborated,
however no generic solution has been proposed to calculate performances of these
algorithms. Lots of solutions have beenproposed to perform this lane detection. However,
no generic solution has actually been proposed to quantify the quality of such applications.
It is appearing that this evaluation task is now very important and critical. Most of the
existing evaluation stages can be classified in two main parts. In the first case, evaluation is
based on natural images databases with ground truth of road marking and/or geometrical
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
truth of lanes. In the second case, evaluation uses virtual data and simulated images. The
first one is relatively hard to perform because it is based on manual labeling of natural
images. The second one has automatic labeling clustering but a realistic virtual
environment is required and more precisely both realistic road bitumen and road marking
textures. This paper presents an efficient solution in order to simulate roads environment
for the evaluation stage of road marking detection algorithms. Moreover, a powerful tool
dedicated to the road marking texture generation is proposed. It takes into account both
imperfection and wear of the road marking. A virtual database using this tool will be
applied on a set of road marking extractor to validate the evaluation process with our
virtual approach.
Discussed the through the investigation and analysis of Subgrade balance moisture of
XinJiang highway, The influence of Covering effect performance of asphalt pavement on
subgrade moisture is significant. According to the testing of resilient modulus of subgrade
with different water content on several kinds of typical soil in Xinjiang region , the
influence of water content on resilient modulus of subgrade is great, Resilient modulus of
subgrade decreases with water content augmenting.
[4] Aaron D.MWANZA, Peiwen HAO Mike H. WHITE, Xiaoming DONG “Contributions
of In-situ Ball Penetration Tests to the Determination of Bitumen Application Rates in the
South African Surface Seal Design Method”. IEEE 2012 Proceedings.
Discussed the determination of conventional bitumen application rates in the seal design of
South Africa using (Technical Recommendations for Highway (TRH3)) requires
information related to conditions on the road at the time of sealing and properties of
materials to be used for this purpose. Although the design process and input parameters are
described in TRH3, the significance and sensitivity of the various input parameters are
perhaps not covered sufficiently to guide designers. The purpose of this paper is to provide
additional information with regard to the contribution of in-situ ball penetration tests to the
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
determination of conventional bitumen application rates in the South African surface seal
design method. Although ball penetration tests have been widely accepted for use in the
determination of bitumen application rates for chip seals, the consequences of injudicious
utilization of the test results could result in incorrect application rates for the condition at
hand. Insitu ball penetration tests were conducted on a road surface stretch of 104km
which was divided into 10 uniform sections based on a visual condition survey. A
minimum of 10 ball penetration tests per section were conducted to investigate the
contributions of the ball penetration tests to conventional bitumen application rates for chip
seals. Results obtained by, reading off the net cold binder from an appropriate aggregate
average least dimension chart showed that although net cold binder is a function of seal
aggregate embedment potential, aggregate average least dimension, total number of
equivalent light vehicles per lane per day, and required textural depth, the contribution of
embedment potential obtained by in-situ ball penetration tests to bitumen application rate
was more significant than other factors. This paper also describes how relevant the insitu
ball penetration tests are to the determination of bitumen application rates for chip seals.
[5] WANG Dawei, STEINAUER, Bernhard, YIN Chaoen “Study on the skid resistance of
asphalt pavement covered with spreading chips”. IEEE 2012 Proceedings.
Explained about study on the skid resistance of asphalt pavement covered with spreading
chipAsphalt plates covered with spreading chips of different aggregates were produce in
laboratory. The plates were polished with real tires by the so called Aachen Polish
Machine, which had been constructed by the Institute of Road and Traffic Engineering
Aachen. The friction coefficient was measured with PWS after different stages of
polishing. The friction test showed that asphalt with spreading chips can avoid the poor
skid resistance at the early stage of polishing. It can be inferred that, asphalt pavement with
spreading chips on the surface can not only keep high skid resistance in the short term, but
can also maintain high friction in the long run over the whole design period of the road.
[6] Yanmei YANG, “Recycling of Abandoned Concrete and Waste Asphalt in Road
Construction”. IEEE 2012 Proceedings.
They have discussed the present recycling situation of waste concrete and waste asphalt
mixture was analyzed in the paper. It was obtained that a large number of them was not
recycled in China. Recycling methods of waste concrete and waste asphalt mixture were
studied and performance of recycled material was analyzed. Several pieces of advice were
given to better recyle waste concrete and waste asphalt mixture.
[7] WuPing1, Xu Yidong2, “Economic analysis in repairing road using the recycled
aggregate concrete with fly ash”. IEEE 2012 Proceedings.
This report explains with the rapid economic development in China, road traffic grows
increasingly, makes some roads weak and the cost used in repairing roads will raise
gradually. The economic feasibility of repairing roads using the recycled aggregate concrete
with fly ash in whole life cycle was studied. As is shown by the results, a lot of post-
production cost of repairing road can be saved and the pollution of the surrounding
environment can be reduced by using the recycled aggregate concrete with fly ash; besides,
the piling problems of waste concrete can be solved to a certain extent and it’s a kind of very
good road repairing material.
[8] Qian Li “The Finite Element Analysis of Covering Effect Performance of Highway
Asphalt Pavement on Subgrade in Xinjiang” IEEE 2012 Proceedings.
Because of the special climate in Xinjiang, the annual evaporation far outweigh the rainfall
and temperature gap between day and night, led to the region's highway exist strong
pavement covering effect, Through experiment road observation data and finite element
analysis of the model, the asphalt pavement layer under the upper humidity than gravel road
embankment covering layers of roadbed upper humidity was great, Covering effect
performance of asphalt pavement was significant, in road structure design should be
considered in pavement covering effect of subgrade moisture influence.
CHAPTER 3
3.1 Distance
Figure 3.1 Geographical view of the road under consideration (STREET VIEW)
Figure 3.2 Geographical view of the road under consideration (SATELLITE VIEW)
i. Left
ii. Right
iii. Right
iv. Right
v. Right
vi. Left
vii. Left
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
There is only one signal on fourth turn which is currently not working or being followed.
Uphill
Downhill
CHAPTER 4
The penetrometer consists of a needle assembly with a total weight of 100g and a device for
releasing and locking in any position. The bitumen is softened to a pouring consistency,
stirred thoroughly and poured into containers at a depth at least 15 mm in excess of the
expected penetration. The test should be conducted at a specified temperature of 25 0C.
It may be noted that penetration value is largely influenced by any inaccuracy with regards to
pouring temperature, size of the needle, weight placed on the needle and the test temperature.
In hot climates, a lower penetration grade is preferred. The Fig-1 shows a schematic
Penetration Test setup.
The probe shown in fig.1 has a diameter of 6.3mm, length of 73mm and conical point at the
tip. The rear of the probe is threaded and screwed into a probe-driving head, which is
12.6mm in diameter and fits snugly along with a rubber washer into the bore of the driver. As
the probe penetrates into the concrete, test results are actually not affected by local surface
conditions such as texture and moisture content. However damage in the form of cracking
may be cause to slender members. A minimum edge distance and member thickness of
150mm is required. It is important to leave 50mm distance from the reinforcement present in
the member since the presence of reinforcing bars within the zone of influence of penetrating
probe affects the penetration depth.
A pin penetration test device (PNR Tester) which requires less energy than the Windsor
Probe system is given in fig.2.
Being a low energy device, sensitivity is reduced at higher strengths. Hence it is not
recommended for testing concrete having strength above 28 N/sq.mm. in this a spring-loaded
device, having energy of about 1.3% of that of Windsor probe, us used to drive 3.56mm
diameter, a pointed hardened steel pin into the concrete. The penetration of pin creates a
small indentation (or hole) on the surface of concrete. The pin is removed from the hole, the
hole is cleaned with an air jet and the hole depth is measured with a suitable depth gauge.
Each time a new pin is required as the pin gets blunted after use.
The strength properties of both mortar and stone aggregate influence the penetration depth of
the probe in a concrete, which is contrastingly different than cube crushing strength, wherein
the mortar strength predominantly governs the strength. Thus the type of stone aggregate has
a strong effect on the relation of concrete strength versus depth of penetration as given in
fig.3.
Fig.3: Effect of aggregate type on relationship between concrete strength and depth of probe
penetration
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EXPERIMENTAL ANALYSIS OF WHITE TOPPING & BITUMEN ROADS IN SAGAR
For two samples of concrete with equal cube crushing strength, penetration depth would be
more in the sample with softer aggregate than the one with harder aggregates. Correlation of
the penetration resistance to compressive strength is based on calibration curves obtained
from laboratory test on specific concrete with particular type of aggregates. Aggregate
hardness is determined from standard samples provided along with the instrument. Aggregate
size in the mix also influence the scatter of individual probe readings. This technique offers a
means of determining relative strength of concrete in the same structure or relative strength of
different structures. Because of the nature of equipment it can not and should not be expected
to yield absolute values of strength. This test is not operator independent although verticality
of bolt relative to the surface is obviously important and safety device in the driver prevents,
if alignment is poor.
The ductility value gets affected by factors such as pouring temperature, test temperature, rate
of pulling etc.
A minimum ductility value of 75 cm has been specified by the BIS. Fig-2 shows ductility
Test Process.
Ductility Test on Bitumen The ductility test on bitumen will be used to determine following:
To measure the ductility of a given sample of bitumen
To determine the suitability of bitumen for its use in road construction.
Ductility Test on Bitumen
Apparatus Required for Ductility Test on Bitumen:
The apparatus as per IS: 1208-1978 consists of:
(i) Briquette mould: It is made of brass. Circular holes are provided at ends called clips to
grip the fixed and movable ends of the testing machine. The mould when properly assembled
form a briquette specimen of following dimensions:
Total length 75.0 ± 0.5 mm
Distance between clips 30.0 ± 0.3mm
Width at mount of slip 20.0 ± 0.2mm
Width at minimum cross-section (half way between clips) 10.0 ± 0.1mm
Thickness throughout 10.0 ± 0.1mm
(ii) Water bath: A bath maintained within 27.0° ±0.1 °C of the specified test temperature
containing not less than 10 litres of water, the specimen being submerged to a depth of not
less than 10 cms and supported on a perforated shell and less than 5 cms from the bottom of
the bath.
(iii) Testing machine: For pulling the briquette of bituminous material apart, any apparatus
may be used which is so constructed that the specimen will be continuously submerged in
water while the two clips are being pulled apart horizontally at a uniform speed of 50 ± 2.5
mm per minute.
(iv) Thermometer: Range 0-44°C and readable up to 0.2°C
The ductility test gives a measure of adhesive property of bitumen and its ability to stretch. In
flexible pavement design, it is necessary that binder should form a thin ductile film around
aggregates so that physical interlocking of the aggregates is improved.
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Binder material having insufficient ductility gets cracked when subjected to repeated traffic
loads and it provides pervious pavement surface.
Ductility of a bituminous material is measured by the distance in centimeters to which it will
elongate before breaking when two ends of standard briquette specimen of material are pulled
apart at a specified speed and specified temperature.
Melt the bituminous test material completely at a temperature of 75°C to 100° C above the
approximate softening point until it becomes thoroughly fluid.Strain the fluid through IS
sieve 30. After stirring the fluid, pour it in the mould assembly and place it on a brass plate.
In order to prevent the material under test from sticking, coat the surface of the plate and
interior surfaces of the sides of the mould with mercury or by a mixture of equal parts of
glycerine and dextrine.
After about 30-40 minutes, keep the plate assembly along with the sample in a water bath.
Maintain the temperature of the water bath at 27° C for half an hour. Remove the sample and
mould assembly from the water bath and trim the specimen by levelling the surface using a
hot knife. Replace the mould assembly in water bath for 80 to 90 minutes. Remove the sides
of the mould. Hook the clips carefully on the machine without causing any initial strain.
Adjust the pointer to read zero. Start the machine and pull clips horizontally at a speed of 50
mm per minute. Note the distance at which the bitumen thread of specimen breaks. Mean of
two observations rounded to nearest whole number is ductility value. Note: Machine may
have a provision to fix two or more moulds so as to test three specimens simultaneously.
The plate assembly upon which the mould is placed shall be perfectly flat and level so that
the bottom surface of the mould touches it throughout.
In filling the mould, care should be taken not to distort the briquette and to see that no air
pocket is within the molded sample.
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The specific gravity of bitumen is defined as the ratio of mass of given volume of bitumen of
known content to the mass of equal volume of water at 27 0C. The specific gravity can be
measured using either pycnometer or preparing a cube specimen of bitumen in semi solid or
solid state.
In paving jobs, to classify a binder, density property is of great use. In most cases bitumen is
weighed, but when used with aggregates, the bitumen is converted to volume using density
values.
Softening point denotes the temperature at which the bitumen attains a particular degree of
softening under the specified condition of test.
The test is conducted by using Ring and Ball apparatus. A brass ring containing test sample
of bitumen is suspended in liquid like water or glycerin at a given temperature. A steel ball is
placed upon the bitumen sample and the liquid medium is heated at a rate of 5 0C per minute.
Temperature is noted when the softened bitumen touches the metal plate which is at a
specified distance below.
Generally, higher softening point indicates lower temperature susceptibility and is preferred
in hot climates. Fig-3 shows Softening Point test setup.
CHAPTER 5
IS CODES
(i) DEFINITION
Penetration of a bituminous material is the distance in tenths of millimeter that standard
needle will penetrate vertically into a sample under standard conditions of temperature,
load and time.
(ii) APPARATUS
Standard Penetration apparatus
A metal or glass cylindrical flat-bottomed container essentially with the following
dimensions
For penetration below 225
Diameter 55mm
Internal depth 35mm
Diameter 70mm
Internal depth 45mm
Needle shall be made up of straight, highly polished, cylindrical, hard steel rod.
Water bath 10 liters capacity thermostatically Controlled and maintained within the
temperature of 25 + 0.10C.
Thermometer capable of reading temperature up to 250 0C.
(iii) PROCEDURE
Soften the material to a pouring consistency at a temperature not more than 60 0C for tars
and pitches and not more than 90 0C for bitumen above the approximate respective
softening points.
Stir it thoroughly until it is homogeneous and free from air bubbles and water. Pour the
melt in to the container to a depth of at least 10mm in excess of the expected penetration.
Protect the sample from dust and allow it to cool in atmosphere at a temperature between
15 to 30 0C for 11/2 to 2hours for 45mm deep container and 1 to 11/2 hours for 35mm
deep container.
Unless otherwise specified carry out testing at a temperature of 25 + 0.1oC. Place it along
with the transfer dish in the water bath at 25 + 0.10C and allow it remain for 11/2 to
2hours for 45mm deep container and 1 to 11/2 hours for 35mm deep container.
Fill the transfer dish with water from the water bath to a depth sufficient to cover the
mould completely. Remove the transfer dish along with the mould from water bath after
specified
period of time and put it upon the stand of penetration apparatus.
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Adjust the needle (previously washed, cleaned well with benzene and dried) just to make
contact with the surface of the sample. The sum of the weights of the needle, carrier and
super imposed weights i.e. the total moving weight shall be 100 0.25grams.
Bring the pointer to zero. Penetration test for bitumen. Release the needle for five seconds
and measure the distance penetrated. Make at least three determinations at points on the
surface of the sample not less than 10mm apart and not less than 10mm from the side of
the dish.
After each test, return the sample and transfer dish to the water bath and wash the
needle with benzene and dry. In case of material of penetration greater than 225 make
three determinations on each of two identical test specimens using a separate needle for
each
determination, leaving the needle in the sample on completion of each determination to
avoid disturbance of the specimen.
(iv) SCOPE
This standard covers the physical and chemical requirements of bitumen emulsion
(cationic type) for road works.
IS No Title
(i) TERMINOLOGY
For the purpose of this standard, the definition given in IS 334 and the following shall be
apply.
(iii) MATERIALS
Any suitable grade of bitumen as given in IS 73 with or without addition of suitable flux,
may be used.
Any emulsifying agent or any other ingredient, which either quality-wise, is likely to
affect or harden the residue bitumen beyond the limits.
(iv) GRADES
Emulsified bitumen shall be of the following five grades:
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(v) Grade
(vi) REQUIREMENT
Bitumen emulsion shall be homogeneous. Within one year after manufacture date, it
shall show no un-dispersed bitumen after thorough mixing.
The physical and chemical requirements of the five grades of emulsion shall comply
with the requirements
• Pipette - from the Pipette or suitable instrument for drawing off free water
surface of he test specimens.
• Tamping Rod - Round, straight, steel rod 16 mm in diameter and
approximately 609 mm in length, having the tamping end rounded to a
hemispherical tip, of 16 mm diameter.
From the concrete mixture under test, select a representative sample of concrete of
sufficient volume to provide enough mortar to fill the test container, or containers, to
a depth of at least 140 mm.
Remove essentially all of the mortar from the sample of concrete by sieving it through
a 4.75-mm IS sieve onto a non-absorptive surface.
Thoroughly remix the mortar by hand on the non-absorptive surface and place it in the
container, or containers in layers of 50 mm each, and compact by rodding each layer.
Rod the specimen by means of the tamping rod held so as to penetrate the mortar with
the round end. Rod the mortar once for each 6.5 cm2 of top surface area of the
specimen and distribute the strokes uniformly over the cross-section of the specimen.
After completion of the rodding, tap the sides of the containers lightly with the
tamping rod to close voids left by the tamping rod and to further level the surface of
the specimen. Upon completion of specimen preparation, the mortar surface shall be
at least 13 mm below the top edge of the container to provide space for the collection
and removal of bleeding water and to avoid contact between the mortar surface and
the protective covering specified.
(i) PROCEDURE
• Remove bleeding water from ‘the surface of the mortar specimens just prior to
making a penetration test by means of a pipette or a suitable instrument. To
facilitate collection of bleeding water, tilt the specimen carefully to an angle of
about 12” from the horizontal by placing a block under one side 2 minutes
prior to removal of the bleeding water.
• Insert a needle of appropriate size, depending upon the state of hardening of
the mortar, in the penetration resistance apparatus and bring the bearmg
surface of the needle into contact with the mortar surface.
• Gradually and uniformly apply a vertical force downward on the apparatus
until the needle penetrates the mortar to a depth of 25 mm as indicated by the
scribe mark. The time required to penetrate to the 25 mm depth shall be
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• This clause specifies the procedure for making and curing compression test
specimens of concrete in the laboratory where accurate control of the quant
rites of matt. Rails and test conditions are possible and where the maximum
nominal size of aggregate does not exceed 38 mm. The method IS specially
applicable to the making of preliminary compression tests to ascertain the-
suitability of the available materials or to determine suitable nux proportions.
• Samllllnit of Material. – Representative samples of the materials of concrete
for use in the particular concrete construction work shall be obtained by
careful sampling. Test samples of cement shall be made up of a small portion
taken from each of a number of bagon the ite. Lt samples of aggregate shall be
taken from larger lot- by quartering.
• Preparation of Materials – All materials shall be brought to room temperature,
preferably 27 ± 30C before commencing the tests.
• The cement samples, on arrival at the laboratory, shall be thoroughly mixed
dry either hy hand or in a suitable mixer ill such a manner as to ensure the
greatest possible blending and uniformity in tilt material. Can being taken to
avoid the intrusion of foreign matter.
IS 2386-3 (1963): Methods of test for aggregates for concrete, Part 3: Specific
gravity, density, voids, absorption and bulking [CED 2: Cement and Concrete].
(i) SCOPE
1.1 This standard (Part III) covers the following tests for aggregates for concrete:
a) Determination of specific gravity and water absorption.
b) Determination of bulk density and voids.
c) Determination of necessary adjustment for bulking of fine aggregate (field method)
d) Determination of surface moisture in fine aggregate (field method).
(ii) DETERMINATION OF SPECIFIC GRAVPPY AND WATER
ABSGRPTION
• Object - This test covers the procedures for determining the specific gravity,
apparent specific gravity and water absorption of aggregates.
Note - 1 Three main methods are specified for use according to whether the
size of the aggregate is large than 10 mm (Method I) between 40 mm and 10
mm (Method I or II may be used); or smaller than 10 mm (Method III).
An alternate method (Method IV) is also permitted.
Note 2 -The water absorption test will not always be reproducible with
aggregates Of high porosity. .
CHAPTER 6
RESULT ANALYSIS & GRAPHS
6.1 CONCRETE
70
60
50
40
Compressive Stength in MP
30 Compressive Stength in MP
20
10
0
1 2 3
CHAPTER 7
CONCLUSION & FUTURE WORK
In this chapter we are discussing our conclusion about the thesis. Furthermore we will discuss
about some future improvements and enhancements to be done later.
7.1 Conclusion
The joint performance is one of the main contributors for a longer design life of a bonded
whitetopping overlay. The joint performance influences the integrity of the entire overlay
system and contributes to the initiation of distresses as the performance declines.
In whitetopping, a poor joint performance increases the potential for interlayer debonding and
the magnitude of the stress in the loaded slab. However, no bonded whitetopping design
procedure currently accounts for the joint stiffness or joint performance in predicting
performance. Part of the reason behind the aversion to incorporating the joint performance
into the design process is that the joint performance characterization itself is a challenging
task. Most of the previous joint characterization studies were conducted using large size
slabs, which require a considerable amount of time and monetary resources. Therefore,
testing with large size slabs is typically costprohibitive when evaluating the joint performance
with respect to a large number of variables.
Also, no research work was previously conducted to characterize the joint performance of
bonded whitetopping overlays or to study its influence on the different mechanisms
responsible for distress development in the whitetopping.
Although an in-depth research study was conducted in characterizing the joint performance of
whitetopping overlays, there are many more issues still left for further research. The
following are areas needing further investigation.
3) Verify the finding that the residual strength ratio can be used to establish equivalent joint
performance enhancement between fiber types.
4) Determine if findings related to the interface debonding can be extended to correlate with
the erosion or delamination of the asphalt materials and the influence of fibers on their
reduction.
5) Verify the field application of determining DER (in addition to LTE) using FWD testing.
CHAPTER-8
REFRENCES
REFRENCES
[1] Hanna Kallen, Anders Heyden, Kalle Astrom and Per Lindh “Measurement of Bitumen
Coverage of Stones for Road Building, Based on Digital Image Analysis”. IEEE 2012
Proceedings.
[2] Revilloud Marc, Gruyer Dominique, Pollard Evangeline “Generator of Road Marking
Textures and associated Ground Truth” IEEE 2012 Proceedings.
[4] Aaron D.MWANZA, Peiwen HAO Mike H. WHITE, Xiaoming DONG “Contributions of
In-situ Ball Penetration Tests to the Determination of Bitumen Application Rates in the South
African Surface Seal Design Method”. IEEE 2012 Proceedings.
[5] WANG Dawei, STEINAUER, Bernhard, YIN Chaoen “Study on the skid resistance of
asphalt pavement covered with spreading chips”. IEEE 2012 Proceedings.
[6] Yanmei YANG, “Recycling of Abandoned Concrete and Waste Asphalt in Road
Construction”. IEEE 2012 Proceedings.
[7] WuPing1, Xu Yidong2, “Economic analysis in repairing road using the recycled aggregate
concrete with fly ash”. IEEE 2012 Proceedings.
[8] Qian Li “The Finite Element Analysis of Covering Effect Performance of Highway
Asphalt Pavement on Subgrade in Xinjiang” IEEE 2012 Proceedings.
APPENDIX – B
LIST OF PUBLICATION
Arvind Patel, Sandeep Verma , M.Tech Scholar, Civil Engineering BTIRT College,
Sagar, & HOD Of Civil Engineering, BTIRT College, Sagar
Arvind Patel, Sandeep Verma , M.Tech Scholar, Civil Engineering BTIRT College,
Sagar, & HOD Of Civil Engineering, BTIRT College, Sagar