WHITE TOPPING: AN EXCELLENT

SOLUTION FOR PAVEMENT

REHABILITATION
Presented by
KARTHIK SINDHE M
1DS08CV041
Under the guidance of
MANJUNATH K R
 INTRODUCTION

• Portland Cement Concrete (PCC) overlay on an existing

bituminous pavement is commonly known as White topping.
• Concrete Roads were first built by Romans (300 BC – 476 AD).
They were quite innovative in the construction with the use of
innovative materials viz., use of ‘Pozzolana' cement from the
village Pozzuoli near Italy, horse hairs as fibers in concrete,
admixtures in their primitive form (like animal fat, milk & blood).
These roads, scientifically designed and constructed had a long
life
 DEFINITION
□ White topping, which is a portland cement concrete
overlay on existing distressed bituminous pavement was
developed as an effective solution for the repair and
strengthening of damaged bituminous roads.
□ It is used to improve the structural and functional
capacity of roads. Very little stresses are transmitted by
the concrete layer to the pavement bases and sub-grades
in contrary to flexible pavement, which avoid permanent
deformation on such layers resulting in a durable
solution for the resurfacing .
 PURPOSE OF PROVIDING WHITE
TOPPING
□ The principal purpose of an overlay is either to restore or to
increase the load carrying capacity or both, of the existing
pavement. In achieving this objective, overlays also restore the ride-
ability of the existing pavements which have suffered rutting and
deformations, in addition to rectifying other defects such as loss of
texture.
□ In our country, bituminous overlays have been popularly
constructed in the past mainly due to abundant supply of bitumen,
its amenability to stage construction and manageable traffic
conditions, in terms of volume and axle loads in addition to the
comfort levels of construction methods among engineers .
CONTINUED
□ It was also making economic sense to make bituminous pavements as
it was relatively cheaper. In recent times all these advantages are
reversed viz., petroleum industry is using refined processing
technology leading to reduction in the production of bitumen leading
to increased imports, favourable cost economics of cement concrete
and rapidly changing traffic scenario
□ In recent times PPP (Public-Private Partnership) models are becoming
popular in road construction shifting the focus on selection of overlays
based on life-cycle costs rather than initial costs. India is currently
producing about 240 million tonnes of cement and cement industry is
quite matured and equipped to meet the challenges in terms of various
grades of cements as well as high quality blended cements suitable for
making Pavement Quality Concrete (PQC).
IMPORTANCE OF PROVIDING
WHITETOPPING
◻ A properly designed and constructed
whitetopping offers.
◻ Improved performance with respect to
structural and functional distresses
◻ Ability to maintain surface grade
◻ Competitive price with other resurfacing
methods by using proper concrete technology
 OVERLAY SOLUTIONS
FOR REHABILITATION
Bonded overlays are preferred when the condition of existing pavement is
good and the design will ensure that the thickness of overlay is relatively less.
This is due to the fact that the pavement system behaves as a composite
structure, utilizing the flexural strength of flexible pavement as well. In
case the pavement is already deteriorated, it can only be regarded as a base;
to separate it from the concrete overlay (in order to avoid reflective
cracks), a separation layer is provided.
CLASSIFICATION
◻ Based on the concrete slab thickness used in the
overlay and interface with old pavement
whitetoppings or concrete overlays are broadly
classified in two categories.

1. Bonded overlays
2. Un-bonded overlay or conventional
whitetopping
 BONDED WHITETOPPING
Bonded overlays are normally used for resurfacing and minor rehabilitation
of the distressed pavements. The thicknesses of these overlays vary from
50mm (two inches) to 150 mm (six inches). Based on thickness, these
overlays are further divided into two groups, thin and ultrathin.

□ Thin White topping (TWT) – which has PCC overlay between 100 – 200 mm.
It is designed either considering bond between overlay & underlying
bituminous layer or without consideration of bond. High strength concrete (M
40 or higher) is normally used to take care of flexure requirement. Joints are
at shorter spacing of 0.6 to 1.25 m.

□ Ultra-Thin White topping (UTWT) – which has PCC overlay of less than 100
mm. Bonding between overlay & underlying bituminous layer is mandatory.
To ensure this, the existing layer of bitumen is either milled (to a depth of 25
mm) or surface scrapped (with a non-impact scrapper) or gently chiseled.
Joints are provided at a spacing of 0.6 to 1.25 m.
 UNBONDED/CONVENTIONAL
WHITETOPPING
These overlays are generally much thicker than bonded
overlays. The thickness of unbonded whitetopping varies
between 200 mm and 275 mm and is not bonded to the
pavement. Basically, these overlays are constructed as a new
pavement on an existing pavement which acts as a stable base.

□ Conventional White topping – which consists of PCC overlay of

thickness 200 mm or more, which is designed & constructed
without consideration of any bond between existing overlay &
underlying bituminous layer (without assuming any composite
action).
Now a days concrete overlays both thin and
conventional are being used to rehabilitate damaged
bituminous roads at a large scale in New Delhi.
Figures 2 & 3 show thin overlay used for the colonies
roads.

Figure 2a Figure 2b

Figure 2: Existing road surfaces before whitetopping

Bonded Whitetopping

Figure 3a Figure 3b

Figure 3: Roads surface after whitetopping

Un-bonded Overlay or
Conventional Whitetopping

Figure 4: A typical surface of

constructed portion of Figure 5: A typical Joint spacing
conventional whitetopping over used in thin whitetopping
existing bituminous road in
Delhi
 Salient features of Construction

It mainly consists of following features:

1. Surface preparation: In case of TWT, bond between PCC overlay &

existing bituminous pavement is atleast partly desirable; in case of
UTWT, effective bond is essential. To ensure this any of the
following method can be adopted.
□ Milling the existing bituminous surface to obtain a uniform surface.
Milling can be used to remove surface distortion like cracks in the top
portion and adjust cross slopes. Thickness of milling usually is in the
range of 25 to 50 mm.
□ Surface scrapping is carried out on bituminous surfaces which are quite
hard. This can be for a depth of 10 mm and carried out with tools which
have vertical impact control, so that the sub-grade is not damaged.
□ Chiselling of the surface at regular intervals, if the existing surface is
hard.
2. Profile correction: It is carried out with the objective of filling existing
potholes, ruts and wide cracks and also to ensure a level surface for
resting the pavement. Profile correction and correction of camber can be
carried out together with a thin bituminous leveling course or with dry
lean concrete (DLC).

✔ If the existing road surface is good & only a few localized potholes
/ cracks exist, they can be repaired with a bituminous mix before
concreting is done.
✔ If potholes/ cracks are wider than 3 mm, they have to be treated
with bituminous emulsion, slurry seal after trimming them to shape and
cleaning out loose fragments with compressed air. Milling of the existing
surface also addresses this problem.
 3.LAYING AND FINISHING:

Concrete used for laying should be made either in an RMC plant or in a weigh
batching plant. Use of either fixed form pavers or slip form paver machines is an
essential ingredient for getting a good quality pavement. In the current project, a
fixed form paver was used with a fixed side formwork with 16mm diameter steel
rods of 1 m length as tie rods @ 500mm c/c and the paver had gang mounted
vibrators equally spaced with variable rpm and three integral steel tubes with 8
Tonnes vibratory rollers for screeding, levelling, compaction and finishing.

Finishing of the surface is mostly achieved by the paver itself. But to achieve
uniform finish, a simple hand operated bull float is used when concrete is still in its
fresh state. After the bull float operation, uniform surface texture is provided by
using steel wire brush.

To avoid evaporation of surface water from concrete surface wax based curing
compound is sprayed. As an additional measure, plastic sheets are spread over the
pavement surface till normal curing process starts.
Contraction joints are provided by cutting groves at a depth of 150 mm at a
spacing of 1.2 m in longitudinal as well as transverse directions. The joints
are cut using electrical grove machines within about 8 to 10 hours of
pouring concrete. These joints are sealed with high quality sealant (either
bitumen or poly sulphides) to prevent moisture and incompressible
infiltration into the overlay system.

Groove cutting in progress

 ADVANTAGES

□ Whitetopping proves an economical long-lasting solution for distressed

roads.
□ Properly designed and well constructed whitetopping has 20-30 years
maintenance free life. Therefore, it eliminates periodic repairs &
overlays resulting in huge saving in scares materials such as
aggregates, which ultimately results in reduction of CO2 emissions.
□ The level of the pavement remains at least the same for the next two to
three decades.
□ It provides improved safety due to elimination of distresses such as
rutting and potholes etc.
□ Visibility is increased because of its better light-reflective surface.
□ Street lighting costs may be reduced because of better light-
reflective surface.
 Fast track construction is possible.
Reduction in fuel consumption for heavy trucks compared with
bituminous surfaces also results in CO2 emissions which helpful in global
warming reduction.
It provides a cooler surface resulting in environmental benefits. In urban
areas, combined with the effects of trees whitetopping can reduce
temperature by 10ºF, thereby conserving energy needed for air- cooling/ or
conditioning.
Eliminate the use of petroleum-based asphalt products.
Simplicity in construction, abundant availability binding materials,
possibilities for by-product utilization, and use of available concrete paving
equipment etc. are some of the driving forces in favour of whitetoping.
 DISADVANTAGES
□ The major disadvantages include accurate evaluation of the existing
bituminous road as the most common distresses of bituminous road
are related to the choice of ultrathin and thin overlays. Ensuring an
adequate bonding also is complicated. It requires substantial
thickness of bituminous layer to ensure adequate bonding.
Increased caused may incurred due to shorter joint spacing.

□ The thickness of the overlay should be in the range of 150 mm to

250 mm and some- times unsuitable in situations where a specific
elevation must be maintained.
 CONCLUSION
□ White topping is a cost effective option to overcome ever
deteriorating road infrastructure at a large portion of the road
networks.
□ Several sustainable benefits such as less emission of environmental
pollutants due to the reduced fuel consumption, saving in electricity
for lightening the street, better night time visibility, use of industrial by-
product materials, longevity of the overlays etc.
□ Whitetopping provides a sustainable solution for repairs and
rehabilitation of a vast network of roads. The selection of a particular
type of white topping as a possible rehabilitation alternative for an
existing pavement is very important for the success of whitetopping
 REFERENCES
□ Chunhua H., "Synthesis of Current Minnesota Practices of Thin and Ultra-Thin White
topping." http://www.lrrb.org/PDF/200527.pdf. Accessed on July 7, 2011.
□ Smith, T., and Fung, R., "Concrete Overlays – Sustainable Pavement Preservation
Techniques Helping DOT’s Adjusting to New Realities of Shrinking Resources." www.
tac-atc.ca/ conference/smith.pdf, Accessed on June 8,2011.
□ www.trb.org/publications/nchrp/nchrp_syn_338.pdf. Accessed on March 18,2011
□ www.dot.state.il.us/materials/research/pdf/ptam4.pdf. Accessed on March 8,2011.
□ www.fhwa.dot.gov/pavement/concrete/pubs/07025.pdf. Accessed on April,8 2011.
□ Balbo, J. T. (1991). "Applications of High Performance Concrete for Ultra-Thin
Pavement Overlays (White topping)," ACI Special publication, Vol. 186, pp.731-744.
.
□ IRC: SP-76 (2008). "Tentative Guidelines for Conventional, Thin and Ultrathin
Whitetopping." Indian Road Congress, New Delhi.
THANK YOU