Concrete Overlay on existing HMA

Whitetopping

What does Whitetopping mean?

Whitetopping refers to Portland Cement Concrete (PCC) overlay on the top of existing
bituminous pavement surface.

Concrete overlay on existing asphalt pavement can be either bonded or un-bonded.

What is the purpose to use whitetopping?

Whitetopping serves as a viable alternative for pavement rehabilitation. Applicable on
asphalt surface prone to rutting.

Figure: Typical Concrete Overlay on existing HMA (Yu & Tayabji (2007)).
1
 Whitetopping

Conventional Thin Whitetopping Ultra-Thin Whitetopping

Whitetopping (TWT) (UTWT)

Thickness > 200 mm 100 -200 mm < 100 mm

Bonding Unbonded Preferably Bonded Bonded

Advantages
• Provide the structural strength to existing bituminous pavement
• Cost effective
• Sustainable and rapid approach for pavement rehabilitation than full reconstruction
• Offers extended service life.
• Reduces the maintenance and life-cycle cost of pavement.

2
 Construction Practice (IRC: SP: 76-2015) Conventional Whitetopping

General Consideration for Conventional Whitetopping

• Whitetopping is generally constructed as Jointed Plain Concrete Pavement (JPCP).

• Continuous Reinforced Concrete Pavement (CRCP) and Fiber Reinforced Concrete
Pavement (FRCP) have also been practiced in USA since 1970.
• For JPCP & CRCP
 Thickness: 150-250 mm
 Joint Spacing: 4-4.4 m with provision of dowel bars
• Longitudinal steel reinforcement (CRCP): 0.5-0.6%
• Use of white curing compound or white washing on existing bituminous surface.
• White curing compound or white washing of existing surface: minimize the
temperature of existing bituminous layer by preventing the heat build-up, thereby
reducing the absorption of sunlight. Whitewash can be performed by using either the
white-pigmented curing compound or lime slurry.
• Rate of application of curing compound: 2-3 mL/100 cm2
• Paving of concrete at temperature higher than 35°C shall not be done.
3
 Construction Practice (IRC: SP: 76-2015) Conventional Whitetopping

Pre-Overlay Repair
For Conventional Whitetopping, extensive overlay repair is not required. However, condition
of underlying pavement is of utmost important in the case of CRCP.
Repair of existing pavement is significant to avoid localized failure.
Guidelines provided by ACPA 1988 for the preoverlay repair can be used.

Table: Guidelines for Whitetopping preoverlay repair (ACPA 1998)

General pavement condition Recommended Repair*

Rutting (< 2 in. (50 mm)) None or milling+
Rutting (> 2 in. (50 mm)) Milling or levelling
Shoving Milling
Potholes Filled with crushed stone cold mixture or hot
mixture
Subgrade failure Remove and replace or repair
Alligator Cracking None
Block Cracking None
Transverse Cracking None
Longitudinal Cracking None
Raveling None
Bleeding None

Note: * Other factors to consider: adding edge drains, cost of direct placement on unrepaired pavement versus milling, or levelling.
+
consider deeper than standard joint sawing depth in the whitetopping pavement.
4
 Construction Practice (IRC: SP: 76-2015) Conventional Whitetopping

Field Evaluation
Field evaluation of pavement comprises of visual distress survey, deflection testing using
Benkelman Beam Method (BBM) or Falling Weight Deflectometer (FWD) and coring.

Surface Preparation

Method 1: Direct placement

Existing surface is prepared just by sweeping & concrete overlay is placed directly.
Ruts in the surface are filled with concrete, thus resulting in thicker concrete pavement.
Method 2: Milling
Milling of existing surface is done to obtain uniform surface and remove surface distortion
like cracks on top portions and adjust cross slopes.
Milling depth: 25 to 50 mm.

Method 3: Placement of levelling course

Levelling course of minimum 50 mm bituminous macadam, dense bituminous macadam is

sometimes used to attain uniform surface for levelling.
If rut depth>50 mm, milling shall be preferred as an economical alternative.

5
 Construction Practice (IRC: SP: 76-2015) Conventional Whitetopping

Method 4: DLC/PCC Levelling Course

PCC/DLC layer levelling and profile correction thickness:

Minimum Thickness: 75 mm
Average Thickness:100 mm
Maximum Thickness:125 mm

For thickness greater than 125 mm, a leaner concrete may be provided in thickness such that over it PCC
or DLC will be minimum 75 mm.

Separation Layer: Impermeable membrane of low density polyethylene (LDPE) or Geotextile (non-woven
polypropylene blanket 0.45 to 0.55 kg/m2).
Geotextile: provides uniform elastic support to concrete overlay, decreases pumping and avert reflective
cracking.

For Joint spacing <12 x PQC thickness, Separation layer shall not be used, even if PQC layer is designed
as un-bounded pavement.

Inlay

Concrete pavement can be used as inlay when a deteriorated lane has to be removed or
replaced.

Inlays are highly effective when the minimum vertical clearance requirements of structure for
example, road over bridge exceeds the existing level of road.

For wet climatic condition and heavy traffic conditions, dowels or reinforced concrete pavements
6
may be used.
 Construction Practice (IRC: SP: 76-2015) Thin-Whitetopping

General Consideration for Thin-Whitetopping

• TWT is generally preferred when the existing bituminous pavement condition is fair without wide cracks.
• For improved performance: Effective bond between PCC and existing bituminous surface is required.
• Chiselling may also be carried out at location where milling of existing asphaltic surface is difficult.
• Joint spacing: 1 m & 1.5 m may be provided.
• Square joint spacing (e.g. 1 m x 1 m) is preferred.
• In case of rectangular spacing, the ratio of long and short arm shall not exceed 1.2.
• For TWT overlay, minimum thickness of hot mix bituminous pavement (excluding the milled thickness) is
75 mm.

Site suitable for TWT overlay

 Rural roads
 Medium to Moderately heavy volume roads (e.g. major district road, state highway, low traffic national
highway)
 Intersections
 Minor airport pavement
 Toll Plaza
 Heavy density corridors
 Low volume metaled village roads
 Bus bay and truck lay-bye

Distressed material/subgrade or heavily rut surface has to be replaced partially or full by lean concrete
(M10) grade before laying TWT. 7
 Construction Practice (IRC: SP: 76-2015) Thin-Whitetopping

Pre-Overlay Repair
Field Evaluation of Existing pavement
An extensive examination of deficiencies in pavement and their possible cause should be
assessed before selecting TWT as an alternative.
TWT overlay is provided for bituminous pavement exhibiting rutting, shoving and similar other
distresses without wide cracks.
Surface Preparation
Milling and cleaning of top of sub-base is to carried out to ensure effective bonding.
If the pavement condition is sound, direct laying of TWT can be done.
Milling of existing bituminous surface is desirable to enhance the bond and remove any
surface distress or distortions.
Lane Closure
At many intersections where lane closure is limited and traffic detouring is not feasible, the use
of TWT overlay provides quick solutions.
Overhead Clearance
Suitable milling of existing surface before TWT overlay helps in mitigating the problem of
mismatching of adjacent shoulder and elevated traffic lanes.
8
• TWT overlay acts as a composite structure.
• To prevent excessive deflection and high vertical strains, joint spacing of 1 to 1.5 m is
recommended for Indian condition.
• Due to the composite action, load stresses are reduced due to shifting of neutral axes near
interface.
• The critical stress location of TWT is the corner location and critical stress is corner
stresses due to load and curling stresses.
• In short TWT panel, edge load and temperature stresses (which causes top-up transverse
cracking in the middle of slab) are not critical.

Figure: Stress Diagram in case of Bonded and Un-bonded TWT

9
 Construction Steps

Milling

• Milling of asphaltic pavement provides removal of rutting and gives roughened

surface.
• Provides the bonding between new concrete overlay and existing surface.
• Depth of milling: 25-50 mm, depending on the type and severity of distress and the
available thickness of asphalt pavement.
• Roughness at difficult locations: Hand grinding/Light chiseling may also be used.
• Absence of machinery: Profile correction course of bituminous macadam (minimum
50 mm thickness) may be laid over existing bituminous pavement after applying tack
coat so as to achieve net bituminous thickness of 75 mm.

Repairing of existing pavement

• Presence of cracks in plenty indicates subgrade failure, then the pavement shall be
replaced and re-compaction of subgrade is mandatory.
• Locally observed surface cracks shall be repaired or sealed using properly designed
dense bituminous mixes. The top milled surface and repaired surface shall be in level.

10
 Cleaning of the milled surface

The existing surface after milling or profile corrective course is cleaned to ensure proper
bonding between existing surface and new overlay. Following methods can be used:
• Air blasting/vacuum cleaner
• Power brimming
• Water blasting
• Sand blasting
• Chiseling

Placing, finishing, texturing and curling using conventional paving techniques and
materials
• Placement of form work using steel channels or girders. Use of kerb stone as form work
in not recommended.
• Laying of PCC is followed by runner beam construction without disturbing TWT.
• Semi mechanized method, slip form paver or fixed form paver may be adopted.
• Curing compound/water shall be applied twice the normal rate, because of high surface
area to volume ratio of TWT, which results in rapid loss of surface moisture due to
evaporation.
• For skid resistance, texturing shall be done just after the water sheen has disappeared
and just before the concrete becomes non-plastic.
• Texturing for low speed, municipal or urban projects: burlap drag, turf drag, or coarse
broom texture is sufficient.
• Texturing for high-speed interstate: tining provides excellent long-term skid resistance.
11
Drainage
• For proper drainage, drains, inlets and manholes must be raised to a level equal to the new
pavement.
• Drainage pipe (if provided) shall lie below the drainage layer.
• The slabs around the manhole shall preferably be with RCC using nominal reinforcement
of 10 mm diameter plain bars at 150 mm c/c neutral axis.
• Due to special construction problems associated to urban areas & for future works,
additional corner steel at man hole, paver block surface along edges, cross pipes at
regular interval can be provided.

Figure: Steel Reinforcement at manhole

12
Drainage

Considering the storm water drainage, individual ramps are provided with collection
chamber to prevent entry of water in any property.

Figure: Additional collection chamber to collect storm water

13
 Construction of Joints
For joints, the ratio of length to width shall not exceed 1.2. Following types of joints can
be used:
• Contraction Joints
• Expansion Joints
• Construction Joints
• Longitudinal Joints
For TWT, the joint constructions are slightly modified:
• Initially, 3-5 mm wide joint may be cut within 6-18 h to 1/3 rd depth of slab. This helps in
prevention of cracking, minimizing curling and warping stresses.
• Deformed steel tie bars of diameter 10 mm, length 500 mm and spacing 750 mm shall be
used.
• Tie bar shall be at least 50 mm away from the joint or free edge. To avoid corrosion and
better bond with concrete, tie bar may be dipped first in the cement slurry before using TWT.
• Dowel bars are constructed as an integral part of certain transverse joint. Dowel bar
transfers the load and hold the slab ends on each side. If thickness of TWT is less than 150
mm, use of dowel bars may be neglected.
• For TWT thickness of 150-200 mm, plain mild steel dowels of 25 mm diameter, 500 mm
length and c/c spacing 300 with plastic sheathing may be provided.
• In addition, 50 mm concrete cover around steel bars may be provided. To seal joint
reservoirs and to prevent moisture and incompressible infiltration into overlay systems,
high quality sealant shall be used.
14
• Extra concrete thickness near joint at transition to asphalt pavement is required for
TWT overlay.

PCC Overlay
h

h + 75 mm

Existing HMA Pavement

2m

Figure: Cross section view of the Transition Slab Adjoining Asphalt Pavement

15
 Construction methods adopted for dowel bars and tie bars

Figure: Plan of Two Adjoining Slabs (UTWT/TWT) at Butt Type Longitudinal Joint

Width 3-5 mm

Figure: Cross Section View of Butt Type Longitudinal Joint

16
 1/3rd of the depth of PCC slab and width 3-5 mm

Figure: Cross Section View of Contraction/Longitudinal Joint

Width 10 mm

Figure: Cross Section View of Construction Butt Joint (Transverse Joint)

Opening to traffic
Traffic can be opened after the TWT overlay attains strength depending on traffic loading.
Generally, traffic may be opened after 28 days of casting PQC/PCC slabs.
17
 Design procedure for Whitetopping
IRC:SP: 76-2015

 1. Determination of design traffic: CVPD and their percentages of total traffic including
single axle and tandem axles.
2. Evaluation of soaked CBR/k value of subgrade.
3. Find modified k-value on subbase of asphalt pavement from modulus of subgrade
reaction of subgrade.
4. Assume trial thickness and joint spacing (say 1 m or 1.2 m)
5. Calculation of temperature stress

Where,
= curling tensile strength at corner, kg/cm 2
= coefficient of thermal expansion, /°C
= negative temperature differential, °C
L = length of square slab, cm
le = radius of relative stiffness, cm

18
 6. Determination of corner load stresses, curling stresses and stress ratio
Corner tensile bending stress in slab for 8T single axle load:

Corner tensile bending stress in slab for 16T tandem axle load:

Where,
= bending tensile stress at corner for 8T single axle load, kg/cm 2
= bending tensile stress at corner for 16T tandem axle load, kg/cm 2
k = modulus of subgrade reaction, kg/cm3
L = length of square slab, cm
le = radius of relative stiffness, cm
Stress Ratio (SR)

SR= Flexural Stress/MOR (1 + R150)

Where, R150 (ASTM C 1609 or IRC: SP: 46-2013) is the residual strength ratio which
characterizes the contribution of the structural fiber reinforcement.

19
  7. Calculate the total of maximum load and curling stresses at corner, which should not
exceed the flexural strength of concrete.
8. Flexural Strength at third point loading (IS 516-1959) =
where,
l = effective length of beam, or distance between two supports in cm.
b = breadth of beam, cm
d = depth of beam, cm
P = load at failure of beam, kg
9. Determine fatigue life consumed, which should be less than 1.

Figure: Chart for Determination of Modified k-value on top Bituminous Pavement atop of (a) Granular
20 Base
(IRC:58-2015)
Figure: Chart for Determination of Modified k-value on top Bituminous Pavement atop of (a) Cement Treated
Base (IRC:58-2015)

21
Figure: Relation between Characteristic Benkelman Beam Deflection and Modulus of Subgrade
Reaction on top of asphalt pavement

22
 ACPA BCOA Method

• Bonded Concrete Overlays of Asphalt (BCOA) method is a mechanistic based design

process.
• Evaluates fatigue damage for a corner loading in slab and limiting the fatigue damage at
the bottom of existing HMA layer at transverse joint location.
• Conservative approach as it is based on PCA beam fatigue model. (Torres et al. 2012)
• The design is calculated based on ACPA BCOA Thickness Designer software.
• The method is applicable for slabs with thickness 3 to 6 in. and maximum panel length of
6 in. and design using the recent software can be done using web based application
(http://apps.acpa.org/applibrary/BCOA/).

ACPA BCOA Thickness Designer software requires following inputs:

 ESALs
 Percentage of allowable cracked slabs.
 Reliability.
 Design location to determine the effective temperature gradient
 Existing asphalt pavement thickness and modulus.
 Composite subgrade/subbase k-value.
 Strength, modulus, fiber residual strength ratio (ASTM C1609-10), and Coefficient of
thermal expansion (CTE) of concrete overlay.
 Proposed slab dimension and pre-overlay preparation.

23
 PCA Ultra-Thin Whitetopping (UTWT) Design Guidelines

• PCA design of UTWT is a mechanistic-empirical based method that predict the number of
loads to cause failure for a given UTWT pavement configuration.
• Based on the field data, the stress in UTWT was found 14% to 34% higher than obtained
using the simulation.
• Thus a stress multiplier of 1.36 was selected in the design procedure. (Rasmussen and
Rozycki 2004)

Design Steps

Step 1: Response of pavement under load

Using regression equations based on calibrated FEM model, the response of pavement under
loading is calculated. Following equations are used:
log10 (ɛHMA,18kSAL) = 5.267 – 0.927 x log10 (k) + 0.299 x log10 (Ladj/le) – 0.037 x le
log10 (ɛHMA,36kTAL) = 6.070 – 0.891 x log10 (k) - 0.786 x log10 (le) – 0.028 x le
log10 (σPCC,18kSAL) = 5.025 – 0.465 x log10 (k) + 0.686 x log10 (Ladj/le) – 1.291 x log10 (le)
log10 (σPCC,36kTAL) = 4.898 – 0.599 x log10 (k) + 1.395 x log10 (Ladj/le) – 0.963 x log10 (le) – 0.088 x
(Ladj/le)
ΔɛHMA, ΔT = -28.698 + 2.131 x αPCC x ΔT + 17.692 x (Ladj/le)
ΔσPCC, ΔT = -28.037 – 3.496 x αPCC x ΔT + 18.382 x (Ladj/le) 24
 Where,
ɛHMA,18kSAL = HMA bottom strain due to 18-kip single axle load (μɛ)
ɛHMA,36kTAL = HMA bottom strain due to 36-kip single axle load (μɛ)
σPCC,18 kSAL = UTW corner (top) stress due to an 18-kip single-axle load (psi)
σPCC,36 kTAL = UTW corner (top) stress due to 36-kip single-axle load (psi)
ΔɛHMA, ΔT = additional HMA bottom strain due to temperature gradient (µε)
ΔσPCC, ΔT = additional UTW corner (top) stress due to temperature gradient (psi)
σPCC = thermal coefficient of expansion of the PCC (ε/°F)
∆T = temperature gradient in UTW (°F)
Ladj = adjusted slab length (in.) =)
k = modulus of subgrade reaction (psi/in.); and
le = effective radius of relative stiffness for a fully bonded system (in.)
le =
where NA is the neutral axis from the top of PCC (in.)
NA =

25
E­PCC = modulus of elasticity of the UTW PCC (psi)
EHMA = modulus of elasticity of the HMA (psi)
tPCC = thickness of UTW PCC (in.)
tHMA = thickness of HMA (in.)
L = actual joint spacing (in.)

 Step 2: Calculation of predicted damage as a function of expected traffic. Fatigue of PCC at

corner of UTW and fatigue at bottom of HMA was considered as failure mode. Following
equation are used:
(a) Fatigue of PCC
 For SR>0.55
Log10 (NPCC) = (
 For 0.45≤SR≤0.55
NPCC = (
 For SR<0.45
NPCC = ∞

26
 
(b) Fatigue damage of HMA: The failure criterion for this method is the number
of loads that produce cracking in 20% of the wheel path area.
NHMA = 0.0795 * ((

 Step 3: Calculation of accumulated damage using Miner’s Hypothesis, which states that
failure will occur when
1
Note: The procedure can be ­conducted by dividing the traffic loading into load groups with
single and tandem axles of known weights.
In addition, the fatigue life in HMA may have been consumed due to trafficking before the
overlay and hence there may be initial value of fatigue damage for that failure mode.

27
Distress in TWT/ Conventional Whitetopping

Corner Break/Corner Crack

Cause: Fatigue cracking may be the primary failure mechanism.

Remedy: Full Panel Replacement

28
Distress in TWT/ Conventional Whitetopping

Transverse Crack

Cause: Late joint sawing, misalignment of dowel bar at construction joints.

Remedy: Make 8-10 mm wide groove along the crack for a depth of 20 mm
and refill with sealant.
29
Distress in TWT/ Conventional Whitetopping

Damaged Utility Crack

Cause: Use of masonry to raise the utility duct to road level. Improper workmanship and lack of
adequate protection of edges of the utility chamber.

Remedy: Raising of utility chamber shall be re-casted in concrete. Adequate protection of 0.3 m
around the utility duct should be strengthened using nominal steel mesh.
30
Distress in TWT/ Conventional Whitetopping

Damaged Longitudinal Joint

Cause: Poor workmanship, bent steel formwork during construction and unprotected
concrete edges results in zig-zag longitudinal joint which later opens up and prone to
damage after saw cutting.

Remedy: Use of strong formwork during construction and make sealing groove along the
longitudinal construction joint. 31
Distress in TWT/ Conventional Whitetopping

Shattered Panels

Cause: Settlement and damage of underlying bituminous layer leads cracking and shattering of concrete
panels.

Remedy: Full depth repair of damages panels.

32
 Comparison between IRC SP 76-2008 and IRC SP 76-2015

1. Design of UTWT is excluded from IRC SP 76-2015. UTWT of thickness 50 mm to 100 mm

(i.e. less than 100 mm) is not recommended for Indian condition (IRC SP 76-2015).
2. IRC SP 76-2015 provides additional information on the “Distresses in Whitetopping” and
“Special cases of Whitetopping”.

3. Material: IRC SP 76-2015 neglected the use of Ordinary Portland Cement, 33 Grade and
also it recommended to use 25% fly ash while using 53 Grade Cement (which was 20% in
IRC SP 76-2008). In case of use of fiber in concrete, it is recommended to follow IRC: SP:
46-2013.
4. Limitation of unwanted materials in fine aggregates.

Unwanted substance IRC SP 76- IRC SP 76-2015

2008
Clay lumps 4% 1%
Coal and lignite 1% 1%
Material passing 75 μ 4% 3%
sieve
5. Mix Proportioning: Preferable water-cement ratio is hiked from 0.28-0.30 (IRC SP 76-2008)
to 0.30-0.38 (IRC SP 76-2015). Reduction in cement content from 540 kg/m 3 (IRC SP 76-
2008) to 450 kg/m3 (IRC SP 76-2015). [Increased water-cement ratio will provide high
strength and not the increased cement content].
33
6. IRC SP 76-2015: Introduced self-compacting concrete and High Strength Concrete
Self-compacting concrete for overlay

 Preferable for urban area.

 Requires less equipment’s for laying and compaction.
 Slump flow: 350 mm to 450 mm
 Contains high fines and well graded fine aggregates.
 Superplasticizers and mineral admixtures like fly ash, ground granulated blast furnace
(GGBFS) can also be used.
 However, superplasticizer content exceeding 1.5%, then it is recommended to use poly-
carboxylic-ether based superplasticizer.
 For optimum results, mineral admixture up to 35% of cementitious matter, while up to 50%
when using GGBFS can be used.
 Note: Self compacting concrete (or high workability or high flow or free flow concrete) may
have high shrinkage and, therefore, high dosage of fibers is required.
High Strength Concrete

 Also known as “fast-track” concrete paving

 Required when the overlay has to be opened for traffic at a predetermined age (e.g. 12 h
or 1 to 3 day). Nominal maximum aggregate size: 20 mm or 16 mm,
 Tolerance for aggregate flakiness: <10
 Supplementary cementitious materials like silica fumes, GGBFS, limestone powder etc.
can be used
 Free water ≤ 150 kg/m3 shall be used. 34
 High strength concrete possess high strength, and therefore, it also has higher
shrinkage.

 Early curing within 1 h of laying concrete & sufficient fiber dosage is required to control
plastic shrinkage.

7. Surface Preparation: Use of DBM is neglected as levelling course in IRC SP 76-2015.

Also, use of DLC/PCC as levelling course is introduced in IRC SP 76-2015.

8. Critical Stress Location: IRC SP 76-2015 states corner breaking is the critical stress
location for design of TWT. However, edge load and temperature stresses which results in
top-up transverse cracking in the middle of slab are not critical in short TWT.

9. Determination of temperature stress in IRC SP 76-2008 was based on Westergaard’s

equation Temperature stress at Edge = EαtC/2
Load stresses were estimated based on modified Teller and Sutherland correlation
σ= 0.529 P/h2 [1 + 0.54μ] [4 log10 (l/b) + log10b - 0.4048].
In addition, the load stress is multiplied by a reduction factor of 0.65.
Where, E= modulus of elasticity, kg/cm 2
Α = coefficient of thermal expansion of cement, /°C
T = maximum temperature differential during day between top and bottom of
slab, °C.
35
 Field Studies
Case 1: SH 68, Denver, Colorado (Yu and Tayabji 2007)

Thin Whitetopping project on Colorado in 1990 was initiated and two 91 m test section was
selected. The existing asphaltic surface for both the location and the pavement condition
after TWT is presented in Table.
Table: Existing asphaltic surface condition and pavement condition after TWT for location 1
and location 2

Parameter Location 1 Location 2

Thickness of existing asphaltic pavement (AC) 90 mm 125 mm
Slab panels used 2 m x 2 m (small panel) 3.7 m x 4 m
Treatment on AC No No
Tie bar and Dowel Bar Not provided Not provided
Pavement condition after 3 year No Deteriorations Cracking was observed

This project was the first project of TWT in Colorado and, thereafter, the use of milling,
joint spacing and pavement response were recorded with strain gauges were practice.

36
Case 2: SH 121, Wadsworth Boulevard (Sullivan 2005)
The test section was a 4-lane divided roadway with ADT = 30,000 vehicle per day (vpd) as of 2001. The
design ADT for 2020 was estimated to be 40,000 vpd and 3.4% truck. For the construction of TWT following
parameters were used:
1. Thickness of concrete overlay: 150 mm
2. Joint Spacing: 1.8 m
3. TWT used : 130000 m2
4. The placement of TWT was completed in 67 days
5. Length of lanes: 5.6 km
6. Compressive strength of Fast-track mix: 17 MPa in 24h.
The construction of TWT was successfully implement over the full width (11.5 m) and full length of the project.

37
Figure: Placement of concrete for TWT
Case 3: SH 83, Parker Road (Allen 2005)
The project was undertaken to provide rehabilitation of 3 km, 6-lane urban highway. TWT overlay of 150
mm was used and the joints were sawed at 1.8 m intervals in both direction.
Estimated ADT: 52,000 vpd
Project duration: 75 working days. However, the project was completed in 65 working days. Total 90,100
m2 of TWT was placed.
Major challenges faced was the construction phasing and traffic control. In addition, maintaining two lanes
of through traffic in each direction and access to all business and residences throughout construction was
specified.
Thus, the constructed was divided into two phases with end crossovers and head-to-head traffic
separated by painted lines and tubular channelizing devices. Speeds were reduced to 72 km/h during
construction. After completion, the intersection was closed from 7:00 Friday until 5:30 am Tuesday.

38
Figure : Phased constructed TWT section Figure: Completed TWT
Case 4: Pune, India
Existing condition: The existing pavement was in use for 20 to 25 years and consisted of 150-160 mm
bituminous treatment underlain by 250-300 mm WBM layer.
The road serves 5000 state transport buses daily. The existing roads were found to have several utility
arrangements like RCC pipe for drainage, water supply line, electrical cables etc.
Pavement: Length 1.26 km and carriageway width 11 m with 15/18 ROW.
Milling of 50-60 mm of bituminous layer was done to lower the level and create the bond for concrete
overlay. The portions with structural defects and settlements were completely excavated and new layer of
hard moorum, GSB and DLC were provided.
Thickness of TWT: 175 mm
Concrete: M-40

Construction Details:
• Mix Design: M40 with fibrillated polypropylene fibers was used.
• On-site concrete slump was kept below 40 mm.
• Cement content of 420 kg/m3
• Water-cement ratio: 0.37
• Concrete was transported from RMC plant using transit mixer and placed, compacted with screed and
needle vibrators.
• Panel Size : 1 m x 1 m was created by saw cutting joints within 24 h of casting.
39
• TWT width: 8 m, casting of only 4 m wide concrete was done first.
• The remaining 4 m was casted after complete curing and joint filling of the first 4 m concrete (approx.
after 21 days).
• Dowel Bar: Dowel bars of 25 mm diameter and 250 mm c/c spacing were provided at construction
joints.
• Tie Bar: Tie bars of 12 to 16 mm dimeter and 400 c/c spacing was provided at longitudinal joints i.e. at
the center of road.
• The texturing was completed using locally available brush. The joints were cut for 1/3 rd depth within 24
h and curing of concrete was done for 21 days by water ponding method.
• After 21 days, the joints were sealed with polysulphide sealant and the TWT pavement was opened to
traffic.

40
Figure 19: Constructed TWT pavement in Pune
References
• ACPA (American Concrete Pavement Association). (1998). Whitetopping—State of the practice,
American Concrete Pavement Association, Skokie, IL.
• Allen, J.K. 2005. “Colorado State Highway 83 Parker Road Thin Whitetopping Project,” Proceedings
International Conference on Best Practices for Ultrathin and Thin Whitetoppings. Federal Highway
Administration, Washington, DC.
• IRC-SP-76 (2015) Guidelines for conventional and thin white topping (First Revision). Indian Road
Congress.
• IRC 58. (2015) Guidelines for the design of plain jointed rigid pavements for highways (4th Revision),
Indian Road Congress.
• IRC 15. (2011). Standard specifications and code of practice for construction of concrete roads. Indian
Road Congress.
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Thank You

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