VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELAGAVI-590018

Seminar report on
WHITE TOPPING ON BITUMINOUS ROAD

Submitted in partial fulfilment of the award of the Degree of bachelor of Engineering

in

CIVIL ENGINEERING
Submitted by

RUTU YALASANGI

USN: 2JI17CV046

Sri Bhagawan Mahaveer Jain Educational & Cultural Trust’s

JAIN COLLEGE OF ENGINEERING

BELAGAVI-590014
 JAIN COLLEGE OF ENGINEERING
BELAGAVI-590014

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE
This is to certify that Ms. RUTU YALASANGI USN: 2JI17CV038 has satisfactorily
completed the Seminar work entitled “WHITE TOPPING ON BITUMINOUS ROADS”
for the partial fulfilment of Bachelor of Engineering in Civil Engineering of the
Visvesvaraya Technological University, Belagavi during the year 2020-21.

Prof. M.M. NADAF Prof. Dr. Sanjeev Sangami Dr.J.SHIVAKUMAR

Guide H.O.D Principal & Director

Name of Examiners Signature with Date

1.

2.
 JAIN COLLEGE OF ENGINEERING
BELAGAVI-590014
DEPARTMENT OF CIVIL ENGINEERING

DECLARATION BY THE STUDENT

I am RUTU YALASANGI USN:2JI17CV038 hereby declare that the seminar report

entitled “WHITE TOPPING ON BITUMINOUS ROADS” submitted by me to Jain
College of Engineering, Belagavi, in partial fulfilment of the Degree of Bachelor of
Engineering in Civil Engineering Department.

Signature of the student

Place:
RUTU YALASANGI
Date:
2JI17CV046
 WHITE TOPPING ON ROADS

ACKNOWLEDGEMENT
I Thank the management of JAIN COLLEGE OF ENGINEERING for
providing necessary infrastructure and creating good environment to work in. I
am grateful to management and other helpful staff members of this college.

I wish to express my sincere thanks to my guide, Prof.M.M NADAF, Dept. of

Civil Engineering, Jain College of Engineering, for valuable guidance and
encouragement given during my work.
I wish to thank Prof. Dr. SANJEEEV SANGAMI, HOD Dept of Civil,
Engineering Jain College of Engineering, for the encouragement and useful
suggestions during my work

I am grateful to our Principal & Director Dr.J.SHIVAKUMAR for his useful

suggestion which helped me in completing my work successfully
RUTU YALASANGI

2JI17CV038

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 CONTENTS

Chapter 1
INTRODUCTIO
N…………………………………………………………………………………………………………………...........5 1.1
BACKGROUN
D………………………………………………………………………………………………………………...........6
CHAPTER 2
LITERATURE
REVIEW………………………………………………………………………………………………………………...7 2.1
STUDIES ON WHITE
TOPPING……………………………………………………………………………………………….8
2.2 THE PROCEDURE TO BE ADOPTED FOR IMPLEMENTING WHITETOPPING AS
MAINTENANCE
STRATEG
Y………………………………………………………………………………………………………………………………...10
2.3 ADVANTAGES OF WHITE
TOPPING………………………………………………………………………………………10 2.4 SCENARIO OF
WHITETOPPING…………………………………………………………………………………………….11

5. COMPARISONS OF RIGID AND FLEXIBLE

PAVEMENTS………………………………………………………….12
6.ADVANTAGES OF RIGID PAVEMENT COMPARED TO FLEXIBLE
PAVEMENT………………………….13 CHAPTER 3

MATERIALS, MIX PROPORTIONINGAND STRENGTH OF

CONCRETE, DESIGNING AND
CONSTRUCTION OF
WHITETOPPING………………………………………………………………………………………….14
3.1
MATERIALS…………………………………………………………………………………………………………………………..
14
3.1.1
CEMENT…………………………………………………………………………………………………………………………….1
4
3.1.2
ADMIXTURES……………………………………………………………………………………………………………………..1
4
3.1.3 AIR ENTRAINING
AGENTS…………………………………………………………………………………………………..14.
3.1.4
FIBRES……………………………………………………………………………………………………………………………….1
5 DEPT OF CIVIL ENGINEERING JAIN COLLEGE OF Page 2
3.1.5 ENGINEERING
AGGREGATES……………………………………………………………………………………………………………………..
15
3.1.6
WATER………………………………………………………………………………………………………………………………1
3.4.4
PLACING……………………………………………………………………………………………………………………………2
3.4.5 FINISHING AND TEXTURING………………………………………………………………………………………………28
3.4.6
CURING……………………………………………………………………………………………………………………………...28
3.4.7 JOINT SAWING AND SEALING……………………………………………………………………………………………..30
3.4.8
DRAINAGE………………………………………………………………………………………………………………………….31
3.5 DEMONSTRATION PROJECT OF TWT……………………………………………………………………………………..32
3.6 TYPICAL DISTRESSES IN TWT/UTWT PAVEMENTS CAUSES AND REMEDIAL MEASURES………..35 CHAPTER 4

CONCLUSIO
N……………………………………………………………………………………………………………………………….38
REFERENCE
S……………………………………………………………………………………………………………………………….40

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ABSTRACT

In India the roads get deteriorated many a times because of using improper way of construction of
bituminous roads. The whitetopping technology is very useful in such situations as the construction of
another bituminous layer shall be costly and the life of the roads shall be very short. Therefore this
technology is being used in India at a faster rate in many cities. This has many benefits like low cost as
compared to the concrete roads, low maintenance, etc. In the comparatively low traffic roads get better
advantage of this technology.

Several researchers have contributed in this field and found to be successful. The type of whitetopping
includes conventional, thin and ultrathin whitetopping depending upon the thickness of the road which
varies from four to ten inches. As this concrete layer has to be laid upon the distressed bituminous layer
this can be considered as bounded and unbounded. Researchers have found that these are alternative
solution for light to moderate traffic roads.

Keywords : White Topping, Asphalt concrete overlay, ultra thin white topping, thin white topping,
bituminous overlay

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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

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].

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1. Background

1.1.1 Whitetopping is defined as a Portland Cement Concrete (PCC) overlay constructed on the top of an
existing bituminous pavement.Whitetopping is thus PCC resurfacing (overlay) as a rehabilitation or structural
strengthening alternative on bituminous pavement. The PCC overlay may or may not be bonded to the layer
below.

1.1.2 Rutting of bituminous pavement is a real problem in hot climate like India, with heavy truck loads,
operating under frequent start/stop conditions. A PCC overlay is commonly applied where rutting of
bituminous pavements is a recurring problem. Concrete overlays offer the potential for extended service life,
increased structural and functional capacity, reduced maintenance requirements, and lower life-cycle costs
when compared with bituminous overlay alternative.

1.1.3 Concrete overlays have been used to rehabilitate both the existing bituminous (flexible) pavement since
1918 and existing concrete pavement since 1913. Whitetopping in its various forms has been used in
the USA and Europe on Airports, Inter-state roads, Primary & Secondary Highways, Local Roads,
Streets and Parking lots to improve the performance, durability and riding quality of deteri orated
bituminous pavement surfaces. There has been a renewed interest jn them because they satisfy the
demand caused by rapidly deteriorating highways confronted with limited fund availability.
conventional whitetopping, and thin whitetopping (TWT) with 1520 years of design life offer immense
potential at Pune, Mumbai, Delhi,Nagpur,Jaipur and Bangalore in the last few years. The performance
of these sections has Been found to be satisfactory.

1.1.4 PCC overlays are also placed on existing concrete surfaces, as rehabilitation/ strengthening measure.
Such overlays, even though used on experimental basis for rehabilitation of existing concrete roads are not
called whitetopping (as the existing surface is not bituminous) and accordingly, do not fall under the scope of
this guideline.

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Chapter 2
LITERATURE REVIEW

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 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

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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].

2.1 Studies On White Topping

Whitetopping is a PCC overlay constructed on top of asphalt pavements as rehabilitation or strengthening

alternative. It is commonly applied where rutting of asphalt pavements is a recurring problem. Concrete
overlays offers potential for extended service life, increased structural capacity, reduced maintenance
requirements and lower life cycle costs when compared with asphalt overlays.

Whitetopping can be classified into three types based on the degree of bonding between the underlying
asphalt layer and overlying PCC layer. The three types of interfaces are as follows and shown in Fig. 1:

i.)Bonded interface ii.)Unbonded interface iii.)Partial bonded interface

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Bonded Vs. Unbonded behavior (Rasmussen et al. 2004)

Based on the types of interface provided and the thickness of overlay, whitetopping can be classified as
follows:

i)Conventional White topping – It consists of PCC overlay of thickness 200 mm or more, which is
designed & constructed without consideration of any bond between existing overlay and underlying
bituminous layer (without assuming any composite action).

ii)Thin White topping (TWT) – The thickness of PCC overlay is 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.

iii)Ultra-Thin White topping (UTWT) – It has PCC overlay of less than 100 mm. bonding between
overlay and 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.

Figure: 1 Conventional (No Bond) V/s Ultra-Thin White Toping (Bond is there)

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2.The procedure to be adopted for Implementing Whitetopping as

Maintenance Strategy

• Design life--should be at least 15 years; 25 to 30 years is often projected for city streets.
• Cost alternatives--define initial construction costs, maintenance costs, and the design life of the topping.
• Drainage considerations - define the elevation of crown sections to ensure good drainage.
• Pavement patching--identify areas that require sub grade repair after the milling operation
• Thickness design--considers the thickness of the asphalt pavement, the thickness of the topping, traffic
loads, and panel layout.
• Longitudinal and transverse joints--determine joint spacing by the overlay pavement
thickness and the geometrics of the area to be paved. Normal practice is to saw the joints in the new
pavement; tooled joints are also permitted for some areas.
• Profile correction--determine joint spacing by the thinnest concrete profile and carry this spacing
throughout the project.
• Surface texture--texture is specified in relation to the speed of traffic. Drag (burlap or boom) textures are
good for low-speed facilities; high-speed facilities should use more aggressive textures.
• Traffic control--traffic can be detoured, shifted, or otherwise accommodated during construction, but
there must be a plan before construction starts.
• Construction staging--stage the construction to cause the least disruption [9].

3. Advantages of White Topping

• Reduced thickness – due to thickness of overlay remaining constant for over 2 decades.
• Fast-Track construction – making use of innovations in concrete technology & batch mixing,
concretes can be designed to have 3 –days’ compressive (& flexural) strength, so as to open the road
for traffic within 5 days of construction.
• Reduced maintenance – as the concrete overlays live for over 2 decades, with least maintenance.

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• 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.
• Little pre-overlay repairs.
• Improvement in safety in view of the increased reflection of light – particularly on city roads, it
would save 24 % less electricity compared to flexible pavements.
• Reduction in operational costs and lower absorption of solar energy.
• Improving the environmental benefits – as concrete roads are much greener and less polluting.

2.4 Scenario of Whitetopping

Base: Most of the existing, worn asphalt pavement is left in place and serves as a base. Ruts in the
asphalt are milled down to start with a clean level surface. Ultra-thin white topping (UTW) should not
be placed over asphalt pavement that shows signs of deep pavement distress. If potholes, alligator
cracking, or deep fissures exist in the asphalt, the concrete will not form an adequate bond, resulting in
pavement that lacks adequate support. Asphalt pavement should be at least 3-inches thick to provide a
sufficient base for UTW. Many installers mill off the amount that will be replaced by the UTW so that
they don’t change the surface grade. White topping can be placed using conventional paving equipment
.
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].

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2.5 Comparisons of Rigid And Flexible Pavement

Flexible pavements are the conventional asphalt/bituminous concrete pavements whereas rigid
pavements are cement concrete pavements. In asphalt pavements grain to grain transfer of load takes
place, where as in cement concrete pavements layer to layer transfer of loads takes place.

Asphalt pavements consists of sub grade, granulated sub base, base and bituminous concrete layers.
Whereas the rigid pavements subgrade and base layers.

Rigid Pavement Flexible Pavement

Table 1 COMPARISION OF RIGID AND FLEXIBLE PAVEMENTS

Comparisons Rigid Flexible

Strength High Low
Cost High Low
Noise level Low High
Safety More Less
Environmentally friendly Yes No
Ride Smooth Rough
Life span More Less
Maintenance Less More
Heat Reflection Less More

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6. Advantages of Rigid Pavement compared to Flexible Pavement

• Longer life cycle of the pavement structure

• Slow rate of deterioration
• Surface deficiencies could be corrected
• Improve skid – resistance of the pavement
• To improve ride quality (restores crown)
• Very smooth riding surface
• No excess stone build ups
• No broken windshields from loose aggregate
• Ease of construction, use standard paver
• Minimal construction time
• Don’t have to adjust structures

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Chapter 3

MATERIALS, MIX PROPORTIONING AND STRENGTH OF

CONCRETE, DESIGNING CONSTRUCTIONOF WHITETOPPING

3.1 MATERIALS

3.1 .1 Cement
Any of the following types of cement capable of achieving the design strength may be used with prior
approval of the Engineer:

i. Ordinary portland Cement, 43 Grade, IS:8112

ii. Ordinary Portland Cement, 53 Grade, IS:12269
iii. Portland Pozzolana Cement, IS:1489
iv. Portland Slag Cement, IS: 445
Preference should, however, be to use 43/53 Grade cement, as the grade of required concrete is M40 or
more than M40. Lesser cement content means less water and, therefore, lesser chances of shrinkage
cracks.
While using 53 grade cement, fly ash upto 25% by weight of cementitious material may be added

3.1.2 Admixtures.

Admixtures conforming to IS:6925 and IS: 6925 and IS: : 9103 may (upto 2% by weight of cement as per IS:
456) be used to improve workability of the concrete or extension of setting time, on satisfactory evidence
that they will not have any adverse effect on the properties of concrete with respect to strength, volume
change and durability.

3.1.3 Air Entraining Agents

The air entraining agents may be added upto 6.5% to increase the durability of the pavement in freezing
and thawing regions.

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3.1.4 Fibres

These shall be of steel/ polypropylene/polyester/polyethylene/nylon fibres and shall be uniformly

dispersed in the concrete mass. use of fibres in concrete reduces its tendency to plastic shrinkage
cracking and increases its ductility and abrasion resistance. polymeric micro fibres with low elastic
modulus are not expected to increase the load-resisting capacity of the concrete significantly, at low
dosages (0.3% by volume of concrete). structural fibre reinforced concrete prepared with macro
polymeric fibre has enhanced strength, toughness and endurance without significantly changing the
modulus of elasticity of concrete. macro polymeric fibres,30mm to 60mm length and more than 0.2mm
dia should be used with dosage of 0.5% to 1.5% by volume of concrete (4.5 to 14 kg/m^3). these shall
be added at the time of preparation of concrete. the synthetic fibres are slender and elongated filaments
in the form of bundles, networks, strands of manufactured material. that can be distrubuted throughly in
the freshly mixed concrete.(ASTMC 1116) the diameter of polymeric fibres normally varies from 10-70
micron and specific gravity is in the range of 0.91-1.34, the melting point of these fibres shall not be less
than 160C. The aspect ratio generally varies from 200-2000. fibre reinforced concrete shall be free from
fibre balls when delivered. tolerance in slump may be ± 15mm for a slump of less than 50mm and ±
25mm for slump greater than 50mm but less than 100mm. The tolerance in the mixing time shall be ±3
sec for time of mixing 15s. For more details on specifictions of fibres and their testing, ASTMC 1116
and ASTM 1399 may be referred. IRC:SP:46-2013 should be referred for the use of fibres in concrete.

3.1.5 Aggregates
Aggregates for pavement concrete shall be natural material complying with IS:383 with a Los angeles
(LA) Abrasion/aggregate impact value (AIV) not more than 35%. The limits of deleterious materials shall
not exceed the requirements set out in IS:383. The aggregates shall be free from chert flint, chalcedony or
silica in a form that can react with alkalies in the cement. In addition, the total chlorides content expressed
as chloride ion content shall not exceed 0.06% by weight and the total sulphate content expressded as
sulphuric (SO3) shall not exceed 0.25% by weight of dry aggregates.

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Ø Coarse Aggregates

Coarse aggregates shall be consist of clean, hard, strong, dense, non- porous and durable pieces of
crushed stone or crushed gravel and shall be devoid of disintegrates should, stone, soft, flaky, elongated,
very angular or splintery pieces. Aggreagtes should normaly be rough textured and cubical in shape. Use
of modern crushing technology for producing aggregates is considered desirable. The maximum size of
coarse aggregates shall not exceed 31.5mm. The combined flakiness and elongation index of aggregates
shall not be more than 35 percent. No aggregates which has water absorption more than 2% shall be used
in the concrete mix. The aggregates shall be tested for soundness in accordance with IS:2386(part V).
After 5 cycles of testing, the loss shall not be more than 12% if sodium sulphate is used. If aggregates
are doubtful for alkali aggregate IS:456 may be referred
If the aggregates are not free from dirt, the same may be washed and drained for at least 72 hours before
batching. In such a situation the absorbed moisture content shall be carefully taken into account while
calculating free water content in the mix.

,
Ø Fine Aggregate

The fine aggregates shall consist of clean natural sand or crushed stone sand or a combination of the two
and shall conform to IS:383. Fine aggregates shall be free from soft particles,
clay, shale, loam, cemented particles, mica and organic and other foreign matter. The fine aggregates
shall not contain substances more than the following:
Clay lumps 1.0%
Coal and lignite 1.0%
Material passing 75 micron sieve 3.0%
Although IS:383 permits the fines passing 75 microns upto 15% in case of crushed sand, this
provision should be used with caution.

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3.1.6 Water
Water used for mixing and curing of concrete shall be clean and free from injurious amount of
oil, salt, acid, vegetable matter or other substances harmful to
the finished concrete. It shall meet the requirements stipulated in
IS:456. Potable water is generally considered satisfactory for mixing and curing.

3.1.7 Mineral Admixtures

In case of Conventional Whitetopping, and Thin Whitetopping following materials may be
added as mineral admixtures as per their availability:

i) Fly ash grade I (as per IS 3812-2003),

ii) Granulated blast furnace slag (as per IS: 12089)
iii) Silica fume (as per IS: 15388-2003 and IS:456-2000, IRC:114-2013)

The silica-fume as per design is used where high performance concrete is the requirement of
the design. It shall be added in suitable dozes normally @
3-10% by weight of cementitious material.

To improve the ductility and fatigue resistance of high performance/high strength concrete,
polymeric fibres may be added in the concrete 0.2-0.4% by
weight of cementand/or steel fibres as per IRC:SP:46-2013.
Polymeric fibres shall have water absorption less than 0.3% and shall
not affect the properties of concrete (i.e reduction in the
strength not more than 5%). Entrapped air contentin the
concrete shall not be more than 3%, except where freezing and
thawing is taking place. At such locations, provision shall be regulated by
Para 3.2.
Use of above additional materials including admixtures and air entraining agents in the
conventional concrete improves the following properties of concrete:

i) Improvement in toughness,
ii) Reduction in shrinkage cracks
iii) Long term mechanical properties,
iv) High early strength,
v) Ease of placement, cohesiveness and consolidation,
vi) Volume stability and longer life,

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vii) Less abrasion, and least permeability,

viii) Improvement in load transfer at the joints due to improved aggregate interlocking
ix). Improvement in bond between aggregate - cement mortar and existing bituminous layer with fresh
concrete.

3.2 MIX PROPORTIONING AND STRENGTH OF CONCRETE

3.2.1 Following designed concrete mixes may be used for

construction of both conventional and thin
whitetopping:
i) Conventional cement concrete,
ii) Fibre Reinforced concrete using fibres viz. polypropylene,
polyethylene, nylon, polyester, steel (IRC:SP:46) etc.
iii)High Performance concrete using silica fume upto 3-10% by
weight of
cementitious material with and without using fly ash (upto
20%) or slag up to
70%by weight of cement, (IRC:SP:70)
iv) High performance fibre reinforced concrete using specified
fibres and mineral admixtures as per IS: 456 using a
dose of chemical admixture @ upto 2.0% by weight of
cement.
Ø Concrete mixes used are so proportioned that the concrete mix generally produces
concrete of minimum characteristic compressive strength M40 or more than M40 at 28
days. High performance concrete of compressive strength M50 is normally preferred.
The high strength high performance concrete is essential for fast track construction
which is achieved by using early setting cements with microsilica as an essential
additive. The cardinal principle is that two third of the concrete strength should be
developed within a period of 48 hours. Such a pavement can be
openedto traffic within 72 hours of its laying.
Ø UTWT/TWT projects are generally constructed with concrete of mix, having lower
water/cement ratio, less than 0.40. It is, however, preferable to have a water cement
ratio around 0.30 to 0.38. The workability/slump requirement (25-50 mm) may be
conveniently achieved by the use of high range water reducers (super plasticizers). The
mixes may have high cement content (but not greater than 450 kg/m3). Extra

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precautions are required while using very high cement content with regard to the heat
of hydration. The higher strength is derived not by increasing the cement content but
by reduced water content.
Ø When designing concrete pavements, the flexural strength
(modulus of rupture) of concrete is used rather than
its compressive strength, as concrete fails in flexure
rather than in compression. The mixes shall be designed as
per IRC:44or IS:10262. The minimum flexural strength or
modulus of rupture (Third point loading) of the concrete shall be 4.5 MPa which
corresponds to the minimum grade of concrete i.e. M40 at 28 days. It is, however,
preferred to have a flexural strength of 5.0-6.0 MPa
(Third Point Loading).

3.2.2 Self Compacting Concrete

Use of high workability, high flow or free flow or self
compacting concrete can be used for overlays. Free flow
concrete can be with slump flow 350 to 450 mm. This type
of concrete require high cohesiveness, hence more fines (below 75 µm
i.e. cement, mineral admixtures and additives etc.) and
more fine aggregate (well graded), but all particles shall be
well graded and higher dosages of superplasticizers are required. Requirement of the degree
of cohesiveness will increase with the distance of haulage of ready mixed concrete. If dosages
of superplasticizers increase beyond1.5%, it may be advisable
to use poly-carboxylic-ether based superplasticizers. Mineral admixtures
like flyash, silica fume, GGBS (ground granulated blast furnace slag),
metakaoline, and additives like lime stone powder etc. are required. The total mineral
admixtures and additives should be increased to 35% of
cementitious matter, for optimum results; and up to 50% while
GGBS is used. The common methods of concrete
proportioning as applicable to normal concrete shall need
modifications. Mix proportioning and production of such concrete is the specialized
activity and should be done under the supervision of experienced expert in that
field with good amountof tests and trials. Such concrete may have
higher shrinkage, requiring higher dosages of fibers.
High flow concrete may have the nominal maximum size of
aggregate lower than the normal concrete. High flow concrete may
have higher shrinkage and hence it will require higher fiber content for
controlling shrinkage cracks.

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Such concrete may have advantage of reducing the equipment needed for laying, compaction
and the related noise during construction. It could therefore be preferred option for urban area
even at higher price.

3.2.3 High Strength Concrete

Early opening concrete overlays can be designed such that
it can be opened to traffic at a predetermined age (say 12 hours,
or one to 3 days), also termed as “fast-track” concrete paving. This system requires
a concrete which can gain specified design strength at the
time of opening to traffic. An option may be to permit
initially only light traffic for few days to keep fatigue damage
factor low.
For early age flexural strength of concrete, the mix
proportioning is to be done for achieving a specific
strength at a specified small age. High flexural strength
needs a limitation on nominal maximum size of aggregate
(say 20 or 16 mm), a tighter tolerance for flakiness of
aggregate fraction below 10 mm, a good gradation of particles up to micron size, a tighter
control over lower tolerance in particle gradation, use of enough supplementary cementitious
materials

of admixtures). SCM’s improve the particlegrading below 10

micron (µm) size, improves the transition zone on the surface of aggregate and improves the
strength contribution of binder.

Further for monitoring, the concept of ‘maturity of concrete’ is to be practiced with little
additional tests and regular temperature record. With early opening to
traffic, methods of wet curing are to be practiced while
traffic is on the pavement. Concrete with high early strength
also has higher shrinkage, hence, specific effort is required to
reduce and control shrinkage related cracks.
Early Age Behaviour: The early-age period is up to 96 hours after construction. During this
period, the PQC strength is relatively low, and the stresses
in the slab can be significant due to the large volumetric changes that
occur due to temperature and moisture conditions in the slab. This is especially true for thin
overlays, due to the high surface area to volume ratio. Early steps for curing
(within one hour of laying concrete) and sufficient fibre dosage to

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control plastic shrinkage are required. Few demonstration projects have been successfully
implemented.

3.3 Step for Design Procedure TWT:

i) Find traffic in terms of commercial vehicles per day

(CVPD) and their percentages of the total traffic including
single axle and tandemaxles.
ii) Evaluate soaked CBR/k value of sub grade
iii) Find Modified ‘k’ value or support modulus (from
Appendix III/Figs. 1 or 2 as for conventional
whitetopping or) on sub base of asphalt pavement from the modulus of subgrade
reaction of the subgrade.
iv) Assume a trial thickness and joint spacing (say 1 m or 1.2 m)
v) Find Temperature Stresses
vi) Find corner load stresses and curling stresses using equations 1 to 3.
Calculate stress ratio using corner load stresses and find
out total fatigue life consumed which should be less than one.
vii) Calculate total of maximum load and curling stresses at corner. It should be less than
the flexural strength of concrete.
viii) Formula for determining flexural strength at third point
loadingas per IS 516-1959 is given below:
Flexural Strength at third point loading = [Pl/bd2] where,
l is effective length of beam, or distance between two supports in cm
b&d are breadth and depth of beam in cm
P is the load at failure of the beam in kg
ix) Determine fatigue consumed, which shall be less than one.
ix) A typical, design example

Design Parameters
Design Life : 20 Years

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i) Traffic Growth Rate, r : 0.075

iii) Commercial Traffic : 1842 cvpd
iv) Grade of Concrete : M40
v) Cumulative Repetitions : 1841x365[(1.075)20 – 1]/0.075 in 20
Years = 29099230
vi) Design traffic : 25% of 29099230
= 7274808 cvpd vii) CBR :
4%
viii) Corresponding ‘k’ value : 3.4 kg/cm3
ix) ‘k’ value is determined from a graph developed by Corps of Engineers
(Appendix III) against a Benkelman Beam deflection
value of say 0.94 mm obtained in the field
and it was found that ‘k’ value of existing
layers is 10.0 kg/cm before applying
3 a profile
correction course.
x) Profile Correction Course minimum 50 mm thickness
of Bituminous
Macadam (using VG30 bitumen) as per MORT&H
Specifications, is suggested to correct the profile and
for repair of existing bituminous pavements.
xi) A minimum value of modified modulus of
subgrade reaction 10 kg/cm has been considered in the
3

design.

1.1 Percentage of different Axle Loads assumed are

given in Table 1:
Table 1: Percentages of Axle Load for the Design of TWT
Single Axle Loads Tandem Axle Loads

Axle Load Class, Tons % of Axle Axle % of Axle

Loads Load Loads
Class,
Tons
15-17 0.5

13-15 0.7 26-30 0.2

11-13 1.0 22-26 0.5

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9-11 24.5 18-22 1.0

7-9 40.0 14-18 3.0

Less than 8 25.0 Less than 14 3.6

91.7 8.3

1.2 Expected Repetitions are given in Table 2:

Table 2: Expected Repetitions for Axle Loads
Single Axle Loads Tandem Axle Loads

Axle Load in Expected Repetitions Axle Load in Expected Repetitions

Tonnes Tonnes

16 36374 28 14550

14 50924 24 36374

12 72748 20 72748

10 1782328 16 218244

8 2909923 Less than 16 261893

Less than 8 1818702 603809

6670999

Trial Thickness : 18 cm
Subgrade Modulus : 10 kg/cm3
Design period : 20 Years
Modulus of Rupture : 45 kg/cm2
Load Safety Factor : 1.0

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1.3 Analysis of Fatigue Life Consumption:

Table 3: FatigueLife Consumed for Single Axle Load
Axle Loads, Stress Ratio Expected Fatigue Fatigue
Load Stress,
Tonnes Repetition Life, Life
kg/cm2
N Consumed
16 23.44 0.52 36374 326000 0.11

14 20.51 0.46 50924 14335000 0.004

12 17.58 0.39 72748 Infinity 0.0

10 14.65 0.32 1818702 Infinity 0.0

8 11.72 0.26 2909923 infinity 0.0

Less than 8 1818702 infinity 0.0

0.114

Table 4: FatigueLife Consumed for Tandem Axle Load

Axle Loads, Stress Expected Fatigue Fatigue
Load Stress,
Tonnes Ratio Repetition Life, Life
kg/cm2
N Consumed
28 27.23 0.61 14550 23400 0.62

24 23.34 0.52 36374 326000 0.11

20 19.45 0.43 72748 Infinity 0.0

16 15.56 0.35 218244 infinity 0.0

Less than 16 261893 infinity 0.0

0.73

The cumulative life consumed both by single and tandem axle is 0.84 which is less than 1; the
design is safe for the traffic proposed from fatigue consideration.

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1.1 Temperature Curling Stresses:

σT = 1.933-241000(α ΔT) + 1.267(L/le)
ΔT = - 0.15oC/cm x Thickness of white topping
overlay
= -0.15x 18
= - 2.7oC
α =10 ×10-6
L = Length of square slab = 150 cm
le = Radius of relative stiffness = [Eh3/12(1-µ2)k]0.25 = 62.15 cm

Thus, σT = 1.933 - 241000[10x10-6 (-2.7)] + 1.267 (150/62.15)

= 11.49 kg/cm2
Total flexural stresses due to load and curling = Maximum
load stresses + curling stresses
= 27.23 + 11.49

= 38.72 kg/cm2

This Is less than the minimum flexural strength of 45 kg/cm2.

Hence, design is safe. White topping thickness of 18 cm can be adopted.

4. Construction Procedure

1. Milling

The milling of the existing asphalt pavement provides removal of rutting, a roughened surface
to enhance the bonding between the new concrete overlay and the existing asphalt pavement.
The depth of milling (25–50 mm) depends upon the types and severity of distress especially
the depth of rutting or other surface distortions and the available thickness of asphalt
pavement. Hand grinding/Light Chiselling may also be used gently for making the roughness
in top surface of asphalt pavement at difficult locations. In
case of non availability of the required machinery, a
profile correction course of bituminous macadam (of minimum
thickness 50 mm) may be laid over existing bituminous pavement after applying tack coat as

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per MORT&H Specifications so as to have a net bituminous

thickness of 75 mm.

3.4.2 Repair to Existing Pavement

The milled pavement shall be repaired in respect of cracks and wherever the cracks are too
many indicating failure of subgrade, the pavement shall be replaced and simultaneously the
subgrade will also be re-compacted.
Existing bituminous layer after milling shall be in good condition
to minimize reflection cracks or sympathetic cracks. If locally any
distress/defects/cracks are observed, these shall be repaired/ sealed using properly designed
dense bituminous mixes. The top of milled surface and repaired portionshall be
in level with each other. The cracks shall be repaired first with
hot bitumen of any suitable grade, before laying PCC and the surface is then broomed by
compressed air/vacuum pump to remove debris prior to placing of concrete. The surface of the
asphalt shall be flushedwith water to aid in cleaning, before
overlayis applied.

3.4.3 Cleaning

After milling or providing the profile correction course, atop the

existing asphalt pavement, the top surface is cleaned to ensure bonding between the
existing asphalt pavement and the new concrete overlay. Different methods of cleaning to
remove foreign particles are given as:

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• Air blasting/vacuum cleaner

• Power brooming
• Water blasting
• Sand blasting
• Chiseling

3.4.4 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 isn’t 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 modification.

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Spreading and leveling of UTW over prepared pavement

3.4.5 Finishing and Texturing

Typical concrete finishing and texturing procedures are appropriate for ultra-thin white
topping. Texturing of the finished UTW pavement surface is required to provide
adequate surface friction of the roadway. Surface friction is provided by carpet drag or
brooming, which also reduces noise as shown in figure 3.3.

Figure: 3.3 Finishing and Texturing

3.4.6 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

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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.

Various concrete curing methods are available and each provides different levels of protection.
A single coat of liquid curing compound provides the least protection, but additional coats can
improve its performance. According to responses to the synthesis survey, numerous agencies
specified a “double application” of liquid curing compound. Polyethylene sheets, cotton mats,
and wet burlap can provide additional protection.

Liquid Curing Compound White-pigmented, liquid membrane curing compound is used

most often because of its low cost and ease of application. It requires neither substantial labor
nor expensive and bulky material, such as cotton mats. Its disadvantages are that it provides a
minimal amount of protection and the membrane can be ruptured inadvertently.

The liquid curing compound should be white to avoid excess heat absorption from the sun
(see Figure 22) (39). In addition, the white color enables construction workers to check more
easily for coverage uniformity. The liquid compound must be constantly agitated during
application to ensure that the mixture is applied correctly. The curing compound spraying
operation should be shielded from the wind throughout the process.

FIGURE 22 White-pigmented, liquid membrane curing compound.

Plastic or Waterproof Paper Plastic (typically polyethylene) sheeting provides good

protection to the concrete from water evaporation from the surface (see Figure 23) (39). It
requires more labor than liquid curing compound, yet it is not as bulky as cotton mats or
burlap. Waterproof paper may also be used in the same manner described here for plastic
sheeting, but it is not as common.

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FIGURE 23 Polyethylene sheeting used as a curing method.

3.4.7 Joint Sawing and Sealing

Sawing is critical to avoid random cracking in white topping. Partial-depth saw cutting
operations should commence immediately after the concrete has gained enough strength
to prevent ravelling and spalling of the joint

Joints should be sawed with lightweight saws as early as possible to control cracking.
Saw-cut depth should be 1/4 - 1/3 of overlay thickness as shown in figure 3.4. Typically,
the joints are not sealed. They have performed well without sealant because the short
joint spacing minimizes joint movement. Performance to date shows no benefit from
sealant use [13].

Figure: 3.4 Joint Sawing and Sealing

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3.4.8 Drainage

Drains, inlets and manholes must be raised to match the elevation of the new pavement.
Drainage pipe shall be below the drainage layer, if provided. The slabs around the manhole
shall preferably be with Reinforced Cement Concrete (RCC) using nominal reinforcement of
10 mm dia plain bars at 150 mm c/c at neutral axis.

Due to special problems of urban areas, construction practices and detailing need to be
evolved. Additional corner steel at man hole, paver block surface along edges for future
services, cross pipes at regular interval for future services etc. have to be properly planned.
Overlay invariably raises the road level and hence slight re-planning of storm water system or
reverse camber at the entry to houses etc. will have to be planned.

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3.5 DEMONSTRATION PROJECT OF TWT

Whitetopping in Pune City

Pune city has adopted the Thin White Topping (TWT) treatment for internal roads as well as
wider roads with higher traffic volume. Started in 2008, Pune city has
constructed above 75 to 80 km of roads (approx. 9 lakh sq m) with TWT
technology. The TWT overlay, 125 mm thick, constructed in 2008 are still in
excellent condition. Recently roads with heavy traffic have also been
overlaid with 175 mm thick TWT. The project features in brief are as follows:

• Location: Road in front of Shivajinagar State Transport depot. Total length of the
road is 1.26 km and carriageway width is 11.00 m ROW is 15/18 m.
• Type of Treatment: Thin White topping with thickness 175 mm M40
grade concrete overlaid on top of existing bituminous road after milling of 50 to
60 mm.
• Panel Size: 1 m x 1 m panels created by saw cutting joints within 24 hours of
casting. Width of TWT treatment is 8 m and
hence 4 m wide concrete is cast first and then the
balance 4 m width is cast after completion of curing and joint sealing (approx. 21
days) on other side. Longitudinal joint is not saw cut and butt joint is kept as it is.
• Dowel Bars and Tie Bars: Dowel bars are used only at the construction joint (25
mm bars at 250 mm c/c). Tie bars are used only at the center of the road
(longitudinal joint 12 to 16 mm tor steel at 400 c/c)

• Existing Road Details: The existing road is in use for more than 25 to 20 years
and consisted of well consolidated bituminous treatment of approx. 150 -160 mm
thickness underlain by WBM of 250 to 300 mm thickness. Storm water
arrangement in the form of 600 and 900 mm RCC pipes was present on the road.

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There were some locations with failure of base due to leakage of water supply line.
The utilities like water supply main, distribution lines, sewer lines run along the
carriageway edge and electrical cables, telephone cables, OFC etc run along the
footpath. The
road caters to traffic of above 5000 buses daily on
account of state transport and the city transport depots on
this road.
• Assessment of Existing Road: The Benkelman Beam
Deflection study was carried out on the existing BT surface to design
the bonded overlay treatment as per IRC:SP:76 and IRC:58 guidelines.
• Milling Operation and Pretreatment: Milling of existing BT road was done with
a milling machine and 50 to 60 mm bituminous layer removed to lower the level
of the road as well as creation of bond for concrete overlay. The portions which
showed structural defects and settlement (approx. 1 to 2 percent of area) were
completely excavated and new layers of hard moorum, GSB and DLC were
provided.
• Mix Design: M40 grade concrete was used for the
work with fibrillated Polypropylene fibers. On-siteslump of
concrete, prepared in a RMC plant, was kept below
40 mm. The cement content and w/c ratio were kept at 420 kg per cum and 0.37
respectively.

• Construction Operation: Concrete was transported with transit mixer and placed,
c o m p a c t e d w i t h screed and needle vibrators. The mechanical
trowel/ float was used for floatation and finishing
operation. The texturing was done with the help of
locally available brush. The joints were cut for 1/3 depth within 24 hours and
rd

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concrete was cured with water ponding for 21 days. Joints were sealed with
polysulphide sealant after 21 days and openedto traffic.
• Cost Breakup: Total project cost was Rs.7.24 crore with breakup is as follows:

S. No. Work Item Cost (Rs Crore) Per sqm cost (Rs)

1 TWT pavement 1.91 946

2 RCC pipes, chambers, Storm water drainage 1.40 692

3 Footpath/ Paver Blocks and ancillary work 3.06 1516

4 Utilities (water supply, sewer, Electrical ) 0.88 437

Total 7.24 3591

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3.6 TYPICAL DISTRESSES IN TWT/UTWT PAVEMENTS

- CAUSES AND REMEDIAL MEASURES

Ø CORNER BREAK/CORNER CRACKING:

CAUSE:
Corner cracking appears to be the primary failure mode, and fatigue cracking is believed to
be the primary failure mechanism in TWT/UTWT. Bonding is an important factor to long-
term performance of the overlay. TWT/ UTWT provides small joint spacing to minimize
restraint stress. However, joint locations and trafficloadingshould be given significant
consideration. In case of loss of support from the underlying HMA layer over time, corner
breaks are likely to occur under heavy wheel load.

REMEDY:

Full-panel replacement is common repair strategy for the distressed panels of TWT/UTWT
such as Corner breaks

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Ø TRANSVERSE CRACK

CAUSE: Late joint sawing, misalignment of the dowel bars at construction joints leads to
transverse cracking.

REMEDY: Make 8-10 mm wide groove along the crack for a depth of 20 mm and
refilling with approved sealant.

Ø DAMAGED UTILITY CHAMBERS

CAUSE: Use of masonry to raise the utility to raise the utility chambers to the road level
during overlay operation. Improper workmanship and lack of adequate protection of the edges
of the utility chamber.

REMEDY: Raising of utility chambers likely to come in the carriageway should be done in
concrete (preferably whole chamber should be recast in concrete).
Adequate protection of 0.3 m portion around the chamber should be strengthened using
nominal steel mesh

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Ø DAMAGED LONGITUDINAL JOINT

CAUSE: Poor workmanship, bent steel formwork during construction and unprotected
concrete edge after construction results in zigzag longitudinal joint which later on opens up
and prone to damage after saw cutting.

REMEDY: Use good and strong formwork during construction and make sealing groove
along the longitudinal construction joint

Ø SHATTERED PANELS

CAUSE: Settlement and damage of underlying bituminous layer leading to cracking and
shattering of panels

REMEDY: Full depth repair of damaged panels

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CHAPTER 4

Conclusion and future research needs

As shown from the information reviewed for this synthesis, both thin whitetopping (TWT) and
ultra-thin whitetopping (UTW) overlays have been used successfully on hundreds of projects
worldwide. When designed and constructed properly, these types of overlays serve as an
important option for hot-mix asphalt (HMA) rehabilitation that is readily available to state
departments of transportation and other agencies. Although TWT and UTW overlays cannot
be used everywhere, they are a viable alternative for roads of lightto-moderate traffic, which
still constitute a large percentage of the nation’s highways.

Since whitetopping overlays were first used more than 80 years ago, a knowledge base has
been developing. Through field trials under a wide range of conditions, best practices have
emerged for design and construction of these overlays. This synthesis has identified many of
these best practices and it has touched on the state of the art with respect to these overlays.

Whitetopping overlays, including UTW and TWT, have proven to be successful

rehabilitation methods when used properly. Although this document has identified numerous
practices that can be adopted to ensure success in design, construction, and maintenance, a
few of the more important conclusions are as follows:

• The performance of UTW and some TWT overlays are closely correlated with the
characteristics of the support layers, especially the HMA layer. If specific and careful
consideration is not made toward characterizing the existing pavement system, the
whitetopping overlay may be designed or constructed improperly.
• For UTW and TWT overlays to continue to be considered a viable rehabilitation
alternative, specifiers and designers should recognize its limitations. As with other
portland cement concrete pavements, UTW and TWT overlays have their inherent
benefits. However, if they are applied improperly, their reputation as an engineering
solution can be tarnished. It needs to be recognized that whitetopping overlays are not a
cure-all. should be cognizant of the cost and difficulty in collecting information about the
existing pavement and balance those findings with the added benefits that would be
gained if that information were available. Examples are a lower variability and a factor of
safety, leading to a more economical design. • Although whitetopping overlays have been
used for many years, many questions remain about their proper use. This synthesis may
serve as a tool to better understand the various issues, although the value of local
experience cannot be overstated. Whitetopping projects can be used with increasing
success as engineers draw from the experience of the design, construction, and
performance of existing overlays in their areas.

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Finally, there are some key factors to consider when selecting, designing, and constructing a
UTW or TWT project, including

• Distress mode and severity of the existing HMA pavement,

• Stiffness of the existing HMA pavement,
• Proper thickness and joint design for the UTW or TWT, • Surface preparation of the
HMA before overlay (commonly milled and cleaned),
• Fiber reinforcement for UTW and possibly TWT concrete,
• Proper joint sawing depth and timing, and • Proper curing practices.

From the synthesis survey results, it is clear that there are a number of issues related to
UTW and TWT that warrant additional investigation. The following list describes some of the
more pressing issues identified during this effort.

• Design and construction standards—It has been asked ifthinner concrete overlays should
be designed and constructed using the same high-quality standards as for more
conventional concrete pavements. If the expected life of the overlay is shorter, can some
of these standards be relaxed accordingly? If so, which standards, and to what degree can
the quality be reduced without unexpected consequences?
• Joint spacing—Although there have been a number of recent studies to develop
mechanistic–empirical models for whitetopping overlays, unanswered questions remain
about the optimum joint spacing. Given the numerous competing economic and
performance issues, research may be needed to address such questions.
• Preoverlay repair—Whitetopping overlays are commonly used as a rapidly constructed
but long-lasting rehabilitation method. With respect to expectations about longevity,
questions remain about the effects of preoverlay repairs. The types and quantities of
various repairs might be explored with respect to cost first and then the effect on long-
term performance of the overlay.
• Bond—Whereas recent studies have revealed the need for adequate bond between the
HMA and the whitetopping overlay, little has been done to quantify these effects. More
specifically, the relationship between the quality (properties) of the HMA and the bond
strength should be explored. Furthermore, the effect on bond from various surface
preparation techniques (e.g., milling) should be quantified.
• Rehabilitation—Because many of the UTW and TWT overlays in service are yet to reach
their terminal conditions, questions still remain about what techniques are available and
cost-effective to rehabilitate or reconstruct these overlays. For example, can a second
overlay be used? Can the concrete be milled and replaced? A study that synthesizes and
builds on the limited field experience in this area could be beneficial to the industry.

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REFERENCES

Ø IRC:SP:76-2015 Guidelines for conventional and thin white topping

Ø NCHRP Synthesis 338 Thin and ultra-thin white topping

Ø WHITETOPPING – A Viable and Sustainable Option for Rehabilitation of roads

journal

DEPT OF CIVIL ENGINEERING JAIN COLLEGE OF Page

ENGINEERING 40