Agenda

CONDITION OF ROADS TODAY.....

4
 Facts & Problems........
ROAD TRANSPORT FOR THE PAST 50 YEARS

1951 1999
Length (Million Kms) 0.4 3.3 (Eight Fold)
No. of vehicles 0.3 50 (170 fold)

• 80 - 90% of National & State Highways are not structurally

adequate for permissible axle load of 10.2 tones.
- (World Bank Estimate)
• Maintenance of existing roads has not reached even 50-55%,
19,250 Kms of NH require Strengthening - Cost of about 14,450
Crores & about 10 to 15 years.
- Tenth Five Year Plan
 Facts & Problems........
Requirement of Road Strengthening
2001-2011 2011-2012

Length (Million Kms) 30,000 40,000

No. of vehicles 22,000 30,000

• Riding Quality of Indian Roads is very poor.

(Average Roughness by Bump Integrator is - 4600 mm/km - as
compared to 1500 - 2000mm/Km for bituminous roads)

• India loses about 20,000 - 30,000 Crores every year due to

surface roughness & Vehicle operating costs
 New Road Construction
• Conventional concrete pavements are
justifiable on life cycle cost and have high
initial cost.
• High construction time.
Surface Technology’s development with
concrete for pavement seeks to address the
above issues
High Tensile Strength Concrete For Rigid
Pavement Applications For New roads
 Current Practice
• Conventional pavement quality concrete are generally
designed for M40 GRADE, targeting a flexural strength of
4.5 MPa at 28 days.

• With this flexural strength, designed pavement thickness

arrives in the range of 275 – 300mm, depending upon the
traffic volume and load.

• Use of conventional concrete in rigid pavements results in

higher initial cost in comparison to its bitumen counterpart.
The road ahead…
 Development Summary
• We have developed mix design that has high
tensile / flexural strength.
• This leads to lower thickness of pavement /
reduced material requirement.
• Placing and curing regime adopted speeds up
time for opening to traffic.
• Economics are at par with bituminous option
for the new road.
 Methodology Adopted

• Mix design was made incorporating conventional

ingredients to keep the cost low.
• Water – cement ratio was targeted as low as
possible by incorporating a chemical admixture
and additives giving the required workability and
retention.
• Maximum size of aggregate was kept as 12.5 mm.
 Field Observations
• A stretch of 1400 sq.meters of high tensile strength concrete
pavement was constructed at Jharkhand cement works(June-
2005) to monitor its field performance

Showing excellent texture and finishing

Field Observations
UTWT-Theory & Benefits
What is white topping?
White topping is a concrete
overlay constructed on top of an
existing bituminous pavement.
 White toppings
– Consists of thin concrete layer on top of an
existing asphalt pavement
– Specific steps are taken to bond the new concrete
to the existing bituminous surface and to cut short
joint spacings.
 White toppings
– White topping – a concrete overlay usually 100
mm thick or more placed directly over an old
bituminous road
– Ultra thin white topping - a concrete overlay,
100mm thick or less placed on a prepared
bituminous surface to enhance bond between
bitumen and concrete. Have short joints
– Concrete Inlays
Thickened Edge for WT
Bonding Effect on Edge Stresses

Unbonded Bonded
8.49 Mpa 2.90 MPa
0.6m 0.6m o.6m 1.8m

Short joint spacing allows the slabs to deflect instead of bend.

This reduces slab stresses to reasonable values
 Effect of AC Thickness

50mm Ac 100mm AC

Concrete Stress,MPa 5.73 3.68

AC Strain 50mm Ac 100mm AC

Why Is White Topping Used?
White topping is a form of pavement
rehabilitation that is designed to extend the
life of a deteriorated bituminous pavement.
It is commonly applied where pavements
failure is a recurring problem.
 Traffic & Design
• Commercial vehicles count are important
• Greater pavement thickness for industrial
areas, truck parking, loading areas
• Thinners section if heavy vehicles are are
less.
• Design period is for 15 years
Surface Technology’s White Topping

– Ultra thin white topping - a concrete overlay,

100mm thick or less placed on a prepared
bituminous surface to enhance bond between
bitumen and concrete. Have short joints
 Concrete Inlays
• A concrete overlay placed in a trench milled
out of a thick bituminous pavement.
• No need to raise grade significantly
• Costs associated with grade increase
eliminated , these include additional shoulder
materials, guard rail adjustments, median
barrier, signs ; matching grade adjustments at
intersections and ramps.
 White Topping -Benefits

• Can be provided on pavements in bad

condition – little no pre overlay
preparation is needed
• Avoids reconstruction problems.
• Improves structural capacity
• Maintains high level of serviceability
( ability to carry traffic)
 White Topping - Benefits
• Bituminous surface becomes brittle due to UV
rays and cracks allowing ingress of water leading
to pavement failure.
• Stripping action of water breaks the bond
between aggregate and bitumen leading to
pothole formation.
• Reflective cracking on bituminous overlay
decreases pavement life. Not so with concrete.
 White Topping - Benefits
• Strengthens the deteriorated bituminous
pavement, extending the service life of the
pavement.
• Provides a smooth ride that can significantly
improve the functional life of the pavement.
• Utilizes the existing bituminous pavement as
a solid base course, providing stability.
Opening The Road to Traffic

72 hrs
from the time the laying is completed
 Why Is WT Not Popular in India?
• WT thickness is 180-200mm and is 3 times
the cost of bituminous overlay. ( based on
TMC data).
• Due to high cost difference , WT is not
popular.
• The time for construction is high compared
to bituminous construction leading to
longer traffic disruptions.
Surface Technology’s White Topping

• Surface Technology has been working to

remove these impediments and developed
Surface Technology’s white topping.
 Surface Technology’s Developments
• Improved mix design for better tensile strength
• Short panel sizes for reduced thickness of the
pavement.
• Addition of fiber for improving crack resistance
• Strength development for better bond with
bituminous roads.
• Rapid gain in strength for early opening to traffic
• Self Compacting (SCC) for easy placement of
concrete.
SCC Technology
 About SCC technology
Originally developed in Japan, SCC technology was
made possible by the much earlier development of
super plasticisers for concrete. SCC has now been
taken up with enthusiasm across Europe, for both
site and precast concrete work. Practical application
has been accompanied by much research into the
physical and mechanical characteristics of SCC and
the wide range of knowledge generated has been
sifted and combined in this guideline document.
 What Is SCC Technology?
Self-compacting concrete (SCC) has been described as "the
most revolutionary development in concrete construction for
several decades". Originally developed to offset a growing
shortage of skilled labour, it has proved beneficial
economically because of a number of factors, including:
 Faster Construction Greater Freedom In Design

Reduction In Site Manpower Thinner Concrete Sections

Better Surface Finishes  Reduced Noise Levels, Absence

Of Vibration
Easier Placing
 Safer Working Environment
Improved Durability
Table : List of test methods for workability properties of SCC
Table 2: Workability properties of SCC and alternative test
methods
Table 3: Acceptance criteria for Self-compacting
Concrete.
Figure A.2 Flow cone and table to determine the
relative slump - flow G p
Figure A.3 V-funnel to determine the flow
time of the mortar
 ANNEX B: CHECKLIST
The Checklist has been designed to aid Specifiers, Producers and Contractors in
ensuring that all key elements of a SCC application have been considered ahead of the
work starting.
43
Table C.1a: Fault-finding for low results 44
 45
Table C.1b: Fault-finding for high results
 46
Table C.2: Possible corrective actions from identified faults
 47
Table C.2: Possible corrective actions from identified faults
Surface Technology’s Development
Application locations:
• Cement Works – Jharkhand cement works.
• Kalamboli Warehousing Complex , CIDCO ltd.
• Cement plants for quarry roads for
transportation of limestone into the factory.

48
Plants for quarry roads for transportation
of limestone into the factory

49
Cement Works – Jharkhand Cement Works.

50
Basic Consideration for the Design of White Topping

• Support strength of the existing

bituminous pavement
• Flexural strength of the concrete
• The expected service life of the
pavement before any major structural
rehab is required
• Traffic in terms of commercial vehicles

52
Support of the existing bituminous pavement

• Measured in terms of sub grade reaction ,k

determined by plate load test / derived
from soil type and other sub grade using
the monograms.

53
 Surface Preparation
• Shoving , rutting and potholes need to be
repaired.
• Areas with sub grade failure should be
removed and replaced.
• Depending upon the surface distortion
decide to directly clean and place concrete
or mill and place concrete.

54
 White Topping (WT) Design
• AC/DBM bottom strain due to an 8.16 ton single axle
load
• AC/DBM bottom strain due to an 16.2 ton tandem
axle load
• WT corner top stress due to an 8.16 ton single axle
load , kg/cm2
• WT corner top stress due to a 16.2 ton tandem axle
load, kg/cm2
• Additional AC/DBM bottom strain due to
temperature gradient
• Additional WT corner top stress due to temperature
gradient , kg/cm2
• Thermal coefficient of expansion of the PCC

55
 WT Design
• Temperature gradient in WT
• Adjusted slab thickness as defined
by the equation.
• Modulus of sub-grade reaction
• Effective radius of relative stiffness
for a fully bonded systems
• Modulus of elasticity of WT PCC

56
 Design Considerations of WT

• Bond is critical – milled surface is

recommended
• Slab size is important (short joints)
• Underlying asphalt thickness is important
( min 75mm is required)
• Attention to mix design is important
• Placement considerations

57
 Construction Steps for WT
• Core existing surface for bituminous
depth.
• Mill and clean the surface.
• Place, finish and cure the concrete.
• Cut joints early with early entry saw.
• Open to traffic.

58
Why does White Topping (WT) have such short
joints?

   
The short joints in white topping are
used so that the slabs do not bend
but deflect under wheel load and
come back after the load has passed.

59
 What is the typical lifespan of a white topping
pavement?

White topping pavements can perform

well with little or no rehabilitation for
10-15 years with nominal maintenance.

60
61
Typical Road Improvement Costs With
Conventional Technologies
Road Length and Cost ( TOI:27/09/2005)

3500
3200

3000

2500

2000
Asphalt
1590.34
Concrete
1500

1000
700

500 350.82

0
km Rs./sqm
 Surface Technology WT
• Cost Effectiveness can be worked out based on
the site conditions.
 Final Mix Proportion
• Final concrete mix proportion arrived
Quantities (kg per cum of concrete)
 Cementitious = 530
(cement+mineral)
 Water = 180 (w/cementitious ratio = 0.3)
 Coarse Agg. = 1000
 Fine Agg. = 900
 Chemical Adm. = 2.5% by weight of cement (PC based)

65
 Test Results Of High Tensile Strength
Pavement Quality Concrete

• Fresh concrete properties :

 Fresh density 2500 kg/cum.
 Initial workability = 550 mm flow after 30mins. = 120mm (slump).
 Bleeding = 0.030 ml/cm2.
• Mechanical properties :
 Compressive strength at 3,7 & 28days were 19 ,31 , 57mpa
respectively.
 Flexural strength at 7 & 28days were 5.1& 8.0 MPa respectively.
• High performance pavement quality concrete resulted in flexural
strength which is 14% of compressive strength.
 Test Results Of High Tensile Strength
Pavement Quality Concrete
• Durability properties :

 Water permeability = negligible.

 RCPT = 1260 coulombs.
 Initial surface absorption = 0.32 ml/m2/s.
 Abrasion = 1.12mm.
 Drying shrinkage = 4 x 10-3 mm (length change).

• Above results showing all the characteristics of a high

concrete (performance with high flexural strength) best
suited for rigid pavements.
NEW TECHNOLOGY VS CONVENTIONAL PRACTICE
CONVENTIONAL BITUMINUS ROAD
   
TYPE COST/M3 THICKNESS  Amount, Rs
DBM 5617 50MM 266
BM 4838 75MM 362.8
AC 1313 40MM 52
  680
   
BM+AC 415
   
CONCRETE 5698 300MM 1709
WMM 1211 200MM 242
GSB 1179 250MM 294
2245
 NEW TECHNOLOGY VS CONVENTIONAL PRACTICE

NEW TECHNOLOGY

GROUTED MECADUM Amount, Rs 

BM 4768 50MM 238

GROUTE 240

  476

   

UTWT 13000 125MM 1600

    50MM 800
 Cost optimization
• Optimizing Design
• Selection of material
• Simple cost effective equipments
• Use of local materials
• Minimum skilled and unskilled labor-semi
skilled worker
• Labor oriented
• Adopting proper technology
 Design
• Adjusting spacing of joint
• Selecting proper loadings
• Selection of grade of concrete depending on
stresses
 Equipments
• Minimum investment
• Simple –easy to maintain ,least operating cost
• Not targeted for high output
• Weigh batching mixer of 6 to 8 Cubic meter per hour-3.5 lakhs
• Simple good quality screed to get line and level -3.5 lakhs
• Heavy plate compactor- 1.5 lakhs
• Joint cutting- 1.0 Lakhs
• Miscellaneous- 0.50 lakhs
• Total - 10 lakhs
• Output per year 10000 cub meter
• The cost of owning operation, maintenance etc would be about Rs 40 Per
cubic meter
 Materials
• Specially designed Semi self compact concrete with fly ash to
• Get proper line and level with minimum efforts
• Vibration not needed making it attractive
• Specially developed sealant
• GSB/WMM of local material

Or

• Separator to avoid joint cutting

• Voided concrete as strong base and effective drainage layer
 Flexible Pavement –Typical crust
Liquid seal Coat

20mm carpet

50mm BBM

75 mm WBM Typical cost

Rs 460 per square meter
200 to 300mm GSB above sub grade

500 mm Subgrade
 CONCRETE PAVEMENT
Advantages :
• Whole life cycle cost less
• Fuel saving up to 20 %
• Low Recurring maintenance cost
• Improper maintenance of flexible pavement
due to inadequate grant leads to total
deterioration and loss of assets.
Concrete Pavement-Suggested optimum crust
150 to 160 mm M 35 grade concrete
PQC or
M 45 grade concrete
Depending on
design load
Semi self compact
concrete
50mm Voided Voided concrete with
Concrete single size Joint spacing of 2.25
Or 75mm GSB aggregate
with 2 % cement To 2.5 m
GSB as per Month
Spn
500 mm sub grade
 Concrete Pavement-role of Joint spacing in
optimization
(i)
Spacing between Contraction Joints:-Temperature stresses proportionate to
joint spacing.
Optimum spacing is 2.25 to 2.5 m.
Reduced joint spacing will reduce joint width and hence improve riding
comfort.
Reduce joint width reduces sealant consumption and hence cost.
Reduce joint width reduces cutting cost as the same can be done in single
operation.
 Concrete Pavement
ii) Temperature Stress
It is observed that the temperature stress depends upon the size of the panel, i.e.
the spacing of transverse contraction joint. The temperature stress calculated for
rural road for concrete slab width of 15 cm – 20 cm considering a joint spacing of
2.5 m, 3.75m and 4.5 m for the State of Maharashtra are given as under.

Slab Thickness Temperature Stress (Kg/cm2)

Cm for joint spacing
2.5 m 3.75 m 4.5 m
15 10.73 23.10 26.75
16 9.61 22.07 26.328
17 8.65 21.14 25.972
18 7.72 20.34 25.639
19 6.83 19.37 25.079
20 6.04 18.21 24.225
 Concrete Pavement
iii) Vehicle Type and Stresses
Most of the cases, the rural roads have a very low volume of traffic, generally of the
order of less than 150 vehicles per day, consisting mostly of rural transport vehicles
like agricultural tractors / trailers, light goods vehicles, buses, animal drawn
vehicles, motorised two wheelers and cycles. Some of the rural roads may also
have light and medium trucks carrying sugarcane, timber and quarry material etc.

Slab Thickness Stress (Kg/cm2) due to wheel load

Cm 3.0 t 5.1 t

15 24.911 38.758
16 22.609 35.277
17 20.639 32.282
18 18.940 29.685
19 17.461 27.416
20 16.165 25.422
 Concrete Pavement
• Therefore the stresses due to wheel load and temperature along
Longitudinal Edge, which is a critical condition for various thicknesses of
slab is given below:
For a Transverse Contraction Joint spacing of 2.5m c/c.
Slab 3.0 t wheel load (Design 5.1 t wheel load (check)
thickness condition)
Stress Stress due Combine Stress due Stress due Combined
due to to stress to wheel to stress
wheel temperature (Kg/cm2) load temperature (Kg/cm2)
load (Kg/cm2) (Kg/cm2) (Kg/cm2)
(Kg/cm2)

15 cm 24.911 10.73 35.641 38.758 10.73 49.488

16 cm 22.609 9.61 32.219 35.277 9.61 44.887
17 cm 20.639 8.65 29.289 32.282 8.65 40.932
18 cm 18.940 7.72 26.660 29.685 7.72 37.405
19 cm 17.461 6.83 24.291 27.416 6.83 34.246
20 cm 16.165 6.04 22.205 25.422 6.04 31.462
 Concrete Pavement
For a Transverse Contraction Joint spacing of 3.75m c/c
Slab 3.0 t wheel load (Design 5.1 t wheel load (check)
thickness condition)
Stress Stress due Combine Stress Stress Combine
due to to stress due to due to stress
wheel temperatur (Kg/cm2) wheel temperatu (Kg/cm2)
load e load re
(Kg/cm2) (Kg/cm2) (Kg/cm2) (Kg/cm2)

15 cm 24.911 23.10 48.011 38.758 23.10 61.658

16 cm 22.609 22.07 44.679 35.277 22.07 57.347
17 cm 20639 21.14 41.779 32.282 21.14 53.422
18 cm 18.940 20.34 39.280 29.685 20.34 50.025
19 cm 17.461 19.37 36.831 27.416 19.37 46.786
20 cm 16.165 18.21 34.375 25.422 18.21 43.632
 Concrete Pavement
For a Transverse Contraction Joint spacing of 4.50m c/c
Slab 3.0 t wheel load (Design 5.1 t wheel load (check)
thickness condition)
Stress due Stress due Combine Stress due Stress due Combine
to wheel to stress to wheel to stress
load temperature (Kg/cm2) load temperatu (Kg/cm2)
(Kg/cm2) (Kg/cm2) (Kg/cm2) re
(Kg/cm2)

15 cm 24.911 26.75 51.661 38.758 26.75 65.508

16 cm 22.609 26.328 48.937 35.277 26.328 61.605
17 cm 20.639 25.972 46.611 32.282 25.972 58.254
18 cm 18.940 25.639 44.579 29.685 25.639 55.324
19 cm 17.461 25.079 42.540 27.416 25.079 52.495
. 20 cm 16.165 24.225 40.390 25.422 24.225 49.647
 Concrete Pavement
v) Special type of Sealants for Village Roads:
The magnitude and frequency of vehicular traffic in rural road is
much less in comparison to that of NHs and SHs. So the joint
sealants need not have high elongation value and the parameters to
test adhesion properties may also be lenient. As the requirements
are not very stringent, the cost of sealants required for rural roads
has been found out to be cheaper by about 25% than that is required
for NHs and SHs. Hence a special testing facility shall be established
to assess the properties of sealants applicable for rural roads.
Concrete pavement-Alternate to joint cutting

• Cost of cutting and sealing joint is about Rs 60

per running meter
• By inserting separator element work would be
expedited and at reduced cost-Desirable for
cost optimization
 Rigid Pavement-Optimum cost
• For proposed crust details and suggestion made the cost would work out as follows :-

Assumptions
• Axle Load 5.1 ton
• Joint spacing 2.25 meter
• Separator with suitable material against joint cutting
• Grade of concrete M 45
• Cost is Rs 560 per square meter which is 21.74 % above
compared to flexible pavement if elements above sub grade
alone are taken. Overall cost would be much less than 15 %
hence within PMGSY norms
 Rigid Pavement-Optimum cost
• With reduced axle load
• Assumptions
• Axle load 3.1 ton
• Joint spacing 2.25 m
• Slab thickness 15 Centimeter
• Grade of concrete M 35
• Cost is Rs 535 per square meter which is 16.30 % above
compared to flexible pavement if elements above subgrade
alone taken. Overall cost would be much less than 15 %
hence within PMGSY norms
Is White Topping new?
The first white topping pavement was
reportedly placed in 1918, and has been
used on hundreds of projects. In the 1990’s,
new developments to white topping design
and construction were made, such as the
identification of Ultra-Thin White topping
(UTW) as a pavement type alternative. In the
last 10 years, white topping has been making
a “comeback” as a viable paving alternative.

90
 What types of white topping are there?
White topping is commonly classified into three
categories:
1.Conventional White Topping,
2. Thin White Topping, or Ultra-thin White Topping
(UTW). The classes are based on the thickness of the
new concrete layer. Conventional white topping is
the thickest, constructed with 200mm or more of
concrete.
3. Ultra-thin white topping is the thinnest class,
commonly constructed from 50 to 100mm thick.
Thin white topping is the intermediate thickness –
100 to 200 mm – where new opportunities lie to, in
some cases, significantly increase the life of an
existing pavement.
91
What kinds of pavement distresses commonly
occur in white topping?
In thinner white topping, such as UTW,
corner cracking is commonly the
predominate distress type. The thickness,
panel size, and HMA type are dominating
parameters driving the rate of cracking.
Larger panels, used in thicker white topping
sections, typically develop other types of
distress, such as mid-slab cracking and
faulting.

92
 When is white topping not an option?

  White topping overlays are not recommended when the

existing HMA pavement is badly deteriorated or when
substantial amounts of the existing pavement have to be
removed during rehabilitation. It is not recommended that
white topping be placed over HMA pavements with
material problems, such as asphalt stripping, either.
Pavements with very little deterioration are excellent
candidates for white topping overlays.

93
Is white topping Limited to Use on Low Traffic Volume Roads?

White topping has been used effectively on

pavements subjected to all levels of traffic, from low-
volume roads to high-type urban interstate pavements.
Thickness is often a function of the anticipated traffic
loading. As a result, conventional white topping has
been used successfully on interstates, primary and
secondary roads, and intersections, as well as on
taxiways and aprons at major airports. The thinner
ultra-thin white topping (UTW) overlays are commonly
used on lower volume roads, such as residential
streets.  Intersections are also ideal for white topping
placement, since rutting and “wash boarding” of the
HMA pavement is a common problem.
94
What is the minimum thickness of bituminous pavement required
underneath the white topping?

White topping is commonly placed where

a substantial thickness of HMA exists,
such as a full-depth asphalt pavement.
ACPA currently recommends that the
minimum asphalt thickness be at least 3
in. (75 mm) after milling.
Is ultra-thin white topping (UTW) a “new technology”?

      Ultra-thin white topping is a relatively new

design that emerged in the 1990’s. This class
of white topping is designed to bond to the
existing HMA pavement, so that the two
layers act as a composite section instead of
as two independent layers.  This allows the
concrete overlay thickness to be decreased,
while still allowing the accommodating level
of traffic loading.

96
Is special construction equipment required to construct white topping
pavements?

Conventional slip-form and fixed-form

pavers have both been used successfully in
white topping construction. Smaller
equipment, such as vibrating screeds, has
also been used.
 You tube links.
• MVI_3807.AVI- http://www.youtube.com/watch?v
=RFbZYfSaPl8
• mvi_4522.avi- http://www.youtube.com/watch?v
=b9uyYNGF3Dg
• UTWT Thane- http://www.youtube.com/watch?v
=QQqFk2Zwjdc