Paper No.

538

WHITETOPPING - A COST-EFFECTIVE REHABILITATION

ALTERNATIVE FOR PRESERVING BITUMINOUS PAVEMENTS ON
LONG-TERM BASIS†
V.K. SINHA*, SATANDER KUMAR** & R.K. JAIN***

ABSTRACT
Use of Whitetopping as a rehabilitation measure by strengthening of deteriorated bituminous pavements is increasing.
This concept has so far not found significant applications in the country. The Paper attempts to bring forth the concept of
Whitetopping. The brief literature review presents the cost-effectiveness of whitetopping as practiced in the developed
world. The analysis with typical designs of different types of whitetopping has been presented in the Paper to acquaint the
engineers at large about the design methods, which could be adopted in the country. The actual cost savings per kilometre
wise in case of Ultra-thin & Thin Whitetopping are demonstrated. The Paper concludes based on analysis that Whitetopping
with the thickness between 100 mm to 250 mm can be used in rehabilitating our large network of existing bituminous roads
having low to moderate traffic. It is suggested that some pilot projects be done to further the emerging concept of whitetopping
in the country.

1. INTRODUCTION was wrongly believed that even in case of small distress,

The focus today is on the construction of long-term
performing pavement, since pavements are the costliest
component of Highways. Most of our roads have
bituminous pavements with thin binder course. Only
recently under NHDP bituminous pavements with thicker
binder courses are being constructed. Bituminous
pavements are showing early sign of distresses
worldwide, due to increasing loads, intensity of traffic,
high tyre pressure etc. The rutting, cracking and ageing
etc are quite common. Reflective cracking is another
form of distress in bituminous overlay. These distresses
get more pronounced in hot climatic regions like India,
since bitumen is highly sensitive to temperature.
Performance of bituminous pavements in hot climatic
regions is thus becoming somewhat doubtful. Concrete
on the other hand is known to be a relatively stiffer
material and is relatively less sensitive to high
temperature. Accordingly, concrete pavements are being
increasingly adopted as an alternative to traditional
bituminous pavements. Even in terms of rehabilitation
and repair the use of concrete is replacing traditional
bituminous overlay because of better performance against
rutting and cracking. This is the current international
trend.
Earlier, objection against the adoption of concrete
pavement was that its repair is complex and difficult. It
* Secretary General, IRC } E-mail: secretarygen@irc.org.in
**Scientist, CRRI New Delhi. } E- Mail: satander.crri@nic.in
*** Chief Engineer (Retd.) Haryana PWD
† Written comments on this Paper are invited and will be received upto 31 st December, 2007
the entire road has to be dismantled and reconstructed.
With the present growth of technology, all these
misconceptions are gradually vanishing. PCC overlays
are being provided even on concrete pavements, similar
to bituminous pavements. Repair of concrete pavement
is also not that difficult now. Concrete pavements are
known to have lasted in the developed world for about
40 to 50 years.
Most of our bituminous pavements today, which are
badly suffering from distresses like rutting, shoving,
cracking etc are overdue for rehabilitation/strengthening.
This will involve huge cost and consumption of scarce
physical resources like aggregates and bitumen. Cost-
effectiveness of PCC overlays (whitetopping) vis-a-vis
bituminous overlay, therefore, needs to be examined.
Whitetopped roads on average have proved to be quite
cost- effective besides giving an additional life of 20 to
30 years on average. The present Paper, which is a
concept Paper, examines the concept of whitetopping
as a cost-effective alternative to bituminous overlays.
2. REMEDY FOR DISTRESS IN BITUMINIOUS
PAVEMENT BY WHITETOPPING
Rutting is a common distress observed on bituminous
pavements. It is a common experience that once rutting
occurs on a bituminous pavement, placing a bituminous
 224 SINHA, KUMAR & JAIN ON

overlay does not prevent its recurrence. Rutting

reappears soon after the overlay. This is because
bituminous overlay cannot be properly compacted in such
wheel ruts and such overlays are not capable to stand
up against today’s high tyre pressure and traffic loads.
On the contrary, concrete can uniformly fill such ruts
and correct the surface profile. Concrete has much
greater stiffness compared to bituminous overlay and,
therefore, reflective cracking (quite common with
bituminous overlays) are either eliminated or reduced
substantially with concrete overlays. Bituminous mixes
Fig. 1. Weakening of asphalt roads during spring months.
are sensitive to temperature. They are, therefore, quite
AASHO Road Test Source: ACPA EB210.02P
amenable to plastic flow, which leads to distresses like
transverse corrugation and localised bulging (shoving)
caused by horizontal vehicle force. These distresses
are quite common in case of bituminous overlays at the
intersections, at round-abouts and at check-posts, due
to frequent stop/start condition of heavy vehicles. They
do not occur with concrete overlays. This is because
concrete does not exhibit plastic flow.
Concrete is less affected by seasonal weakening of
the sub-grade since it distributes the load on a wider
area through beam action. A study of test pavement at
the AASHO Road Test (1962) has established that
seasonal variations have much less effect on
performance of concrete pavements than on bituminous Fig. 2. Load restrictions used in 19 states (USA) during
pavements. Nearly 61 per cent of the bituminous test the spring season Source: ACPA EB210.02P
section failed during spring months compared with just
5.5 per cent of the concrete section in USA vide Fig.1. 3. CURRENT TREND IN PCC OVERLAYS
Some of the States in USA restrict the heavy loads during According to NCHRP synthesis 204 (1), in USA about
spring months vide Fig.2, even though enforcement is 708 projects involving concrete resurfacing have been
difficult. Concrete pavement is resilient throughout the provided until 1993. Out of which, 189 projects are on
entire year. Bituminous pavements/overlays are relatively existing bituminous pavement i.e. Whitetopping. Tables
more sensitive to heavy loads as compared to concrete. 1 to 3 give the trend in PCC overlays till 1993 in USA.

TABLE1. NUMBER OF CONCRETE RESURFACING BY TYPE AND USE

TYPE (a) Highways Streets Airfields TOTAL

JPCP 319 38 119 476
JRCP 99 24 6 129
CRCP 57 1 9 67
FCP 6 8 18 32
PCP 2 - 2 4
Totals 483 71 154 708

Source: NCHRP Synthesis 204

 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
OF THE 178TH COUNCIL FOR PRESERVING BITUMINOUS
MEETING 225
PAVEMENTS ON LONG-TERM BASIS
TABLE 2. NUMBER OF CONCRETE RESURFACINGS BY THE TYPE AND UNDERLYING PAVEMENT
Underlying Pavement (a)

TYPE (a) JPCP JRCP CRCP AC/F OTHERS TOTALS

JPCP 220 44 25 175 12 476
JRCP 88 18 2 14 7 129
CRCP 22 26 2 17 - 67
FRC 10 2 4 14 2 32
PRC 2 - 1 1 - 4
TOTALS 342 90 34 221 21 708
Source: NCHRP Synthesis 204
TABLE 3. NUMBER OF CONCRETE RESURFACINGS BY TYPE AND INTERFACE
Interface (b)
TYPE (a) BONDED UNBONDED WHITETOPPING TOTAL

JPCP 105 218 151 474

JRCP 10 116 6 132

CRCP 3 50 13 66

FRC 8 16 8 32

PRC - 4 - 4

Totals 126 404 178 708

Source: NCHRP Synthesis 204
(a)
JPCP = Jointed Plain concrete Pavement In Indian context whitetopping has a larger role in
JRCP = Jointed Reinforced Concrete Pavement future rehabilitation of the weak bituminous pavements.
CRCP = Continuously Reinforced Concrete Advantage of whitetoping is its longer life compared to
Pavement bituminous overlays, which is known to suffer early
FRC = Fiber Reinforced Concrete distress due to material related problems. Table 4
PRC = Prestressed Concrete demonstrates low initial cost of PCC repair/rehabilitation
AC/F = Asphalt Concrete (Bituminous) compared to bituminous overlays as per the experience
CPR = Concrete Pavement Restorations in USA.
TABLE 4. COST COMPARISON OF PCC OVERLAYS V/S BITUMINOUS OVERLAYS (COST PER KM)

Location Rehabilitation Technique Project Size Cost/Lane km

North Carolina 1- 26 CPR 11.3 km $ 77,640
North Carolina 1-26 Crack/Seal and AC Overlay 4.2 km $ 232,920
Florida 1-10 CPR 106.2 km $ 38,820
Florida 1-10 Crack/Seal and 100 mm AC Overlay 51.5 km $117,190
Washington 1-90 CPR 53.1 km $73,800
Washington 1-90 110 mm AC Overlay 53.1 km $118,300
Source: NCHRP Synthesis 204
 226 SINHA, KUMAR & JAIN ON
4. WHITETOPPING AS A CONCEPT
Whitetopping is an increasingly popular use of PCC
resurfacing (overlay) as a rehabilitation or structural
strengthening alternative on bituminous pavement. All
pavements including concrete pavements deteriorate with
time. The rate of deterioration is, however, different.
Concrete pavement deteriorates slowly as compared to
bituminous pavements. Fig. 3 presents the recommended
procedures for preserving pavements against
deterioration by application of PCC overlays. CPR is
the first response to a deteriorating concrete pavement.
CPR relates to a non-overlay option and deals with the
number of technique and procedures used to repair
isolated area of distress. CPR is not discussed further
as it is not the subject matter of the present Paper.
Fig. 3. Overlay strategy of ageing pavements with level of
deterioration
Source: American Concrete Pavement Association (ACPA)
5. TYPE OF WHITETOPPING
From Fig. 3, it is seen that PCC overlay of
whitetopping can be of two types, namely, unbonded type
and bonded type. Partially bonded types are also
mentioned in the literature. These are similar to un-bonded
type except that in such cases PCC overlays are laid
directly on the existing bituminous pavement without
much of surface preparation.
5.1. Un-bonded type
Thicker PCC overlays of un-bonded type commonly
known as Conventional whitetopping can be used on
deteriorated bituminous pavements. This type of
whitetopping is relevant for the rehabilitation or
strengthening of distressed/inadequate bituminous
pavement on moderate to heavy trafficked corridors of
the country. In India stage construction has been adopted
for the bituminous pavements. All these pavements, which
have now become badly due for strengthening, are the
potential candidates for Whitetopping. Conventional
Whitetopping is known to extend the life of bituminous
pavement by 20 to 25 years. Technically they are similar
to a newly laid concrete pavement except that bituminous
surface is the sub-base instead of Dry Lean Concrete
(DLC) and no separation membrane or bond breaking
film is provided.
5.2. Bonded Types
Ultra Thin Whitetopping is an example of bonded
type. In case of bonded type effect of composite action
is considered and thereby thin PCC overlays cater to
substantial load of low to medium intensity. These are
used at locations like intersections, round-abouts, parking
lots etc. Bonding of PCC overlay to the underlying
bituminous pavement surface by resorting to mechanical
process like milling achieves the monolithic behaviour of
the two layers. It is, accordingly, a very economical and
efficient means of enhancing the structural capacity of
the bituminous pavement utilising the composite action.
Inherent dis-advantage, however, is that if it is laid on a
badly cracked surface the cracks will reappear. Milling
removes such cracks before bonding and is, therefore,
mandatory.
Thin Whitetopping is in the middle of conventional
and Ultra-thin Whitetopping and accordingly can be used
on bituminous roads having light to moderate traffic.
Milling though desirable is not mandatory. If required,
bituminous overlay can be given in lieu of milling.
One of the pre-requisite for the construction of PCC
overlay is the uniform support condition of the PCC
Overlay on the existing surface. In the absence of
uniform support condition, satisfactory performance of
any concrete pavement including overlay like
Whitetopping cannot take place. Most of the premature
PCC overlay failures are observed to be due to violation
of this single requirement i.e. lack of uniform support.
Literature demarcates different types of
whitetopping on the basis of degree of bonding and
thickness of overlay. This is as below:-
Ultra Thin : Bonding mandatory, milling
Whitetopping required, thickness upto 100 mm,
minimum thickness of the existing
bituminous surface 75 mm (net after
milling), with short joint spacing.
Cannot be used on badly cracked
bituminous surfaces. Substantial
surface preparation is involved.
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
OF THE 178TH COUNCIL FOR PRESERVING BITUMINOUS
MEETING 227
PAVEMENTS ON LONG-TERM BASIS
Cost-efficient for intersections, traffic at* 7.5%
check-posts, parking lots and low annual growth
volume roads frequent with rutting for 15 yrs 33.36 Msa
problems due to stop/start Characteristic BBD**
conditions. (assumed) 1.5 mm
VDF as per IRC:81-1997
Thin : Bonding desirable, though not
(T-4) 3.5
Whitetopping mandatory, milling desirable but thin
bituminous overlay of 25-50 mm in Scenario III Heavy Volume Road (C/W 7 m without
lieu of milling can be used, thickness paved shoulders, Plain Terrain)
between 100 to 200 mm, with short Current traffic 2000 CVPD
joint spacing. Used for low to Projected design traffic
moderate trafficked corridors. at 7.5%*
annual growth for 20 yrs 142 Msa
Conventional : Similar to a new concrete Characteristic BBD**
Whitetopping pavement. Can be directly laid on (assumed) 1.25 mm
the existing bituminous pavement VDF as per IRC:81-1997
without much surface preparation. (T-4) 4.5
Thickness usually is equal to or
more than 200 mm. However, Thin * Projected traffic has been computed as per Para
Whitetopping and Conventional 5.4.1of IRC:81-1997
Whitetopping do not have a very ** Benkelman Beam Deflections
rigid demarcation line and a
thickness between 150 mm to 250 7. COST COMPUTATION OF BITUMINOUS
mm is quite common. OVERLAY
7.1. Overlay Thickness Computation
6. SCENARIOS CONSIDERED
Overlay Thicknesses have been computed for the
Cost effectiveness of the whitetopping alternative three scenarios as per IRC:81-1997. The overlay
in Indian context is proposed for analysis. For this thickness of heavily traffic road with the projected traffic
purpose three scenarios, typically representing the three of 142 Msa has been computed by extrapolation. The
types of bituminous road in the country, which could be computed overlay thickness for the projected traffic of
the potential candidates for whitetopping have been three scenarios is given in Table 5.
considered. The three scenarios considered are as
below:- TABLE 5. COMPUTED OVERLAY THICKNESS
Scenario 1 Low Volume Road (C/W 7 m without Scenario Computed Design life
paved shoulders) Plain Terrain Overlay thickness of overlays
Current traffic 300 CVPD.
I 90 mm BM 10 years
Projected design traffic*
at 7.5% annual growth II 150 mm BM 15 years
for 10 yrs 2.3 Msa
Characteristic BBD** III 200 mm BM 20 years
(assumed) 1.8 mm BM = Bituminous Macadam
VDF as per IRC:81-1997
(T-4) 1.5 7.2. Basic rates used for analysis

Scenario II Medium Volume Road (C/W 7 m without The basic rates assumed are current (as per analysed
paved shoulders) Plain Terrain tender rates). These are given in Table 6. The rates are
Current traffic 1000 CVPD applicable and used for computation of the cost of
Projected design bituminous overlay as well as of Whitetopping.
 228 SINHA, KUMAR & JAIN ON

TABLE 6. BASIC (ITEM-WISE) RATES

2. 150 mm BM addl. crust (7000 x 47.04 lakh
0.150) 4480
S. No. Item of works Rate as on Oct.
2007(Rs) 3. 40 mm BC as surfacing (7000 x 0.004) 16.30 lakh
5820
1. Tack Coat 11.20/sqm
4. Add BC Periodic Renewal 40 mm 32.60 lakh
2. BM 4480/cum coat after 5th & 10th yrs 2(7000 x 0.04)
x 5820
3. DBM 4930/cum
5. Add for Routine Maintenance @ 7.50 lakh
4. SDBC 5040/cum Rs.50000/yr for 15 yrs
5. BC with CRMB 5820/cum Total amount at current cost 106.58 lakh
6. DLC 3490/cum Say 107 lakh

7. PQC 5330/cum TABLE 9. SCENARIO III: COST OF OVERLAY (200 mm)

DBM = Dense Bituminous Macadam Sl.No. Item of work (with computed Cost
SD BC = Semi dense bituminous concrete
quantity/cost) (Rs)
B C = Bituminous concrete
CRMB = Crumb rubber modified bitumen 1. Tack coat 7000x11.20x4 3.14 lakh
PQC = Paving quality concrete (2 operations for addl. Crust
and 2 operations for
7.3. Cost of bituminous overlays Periodic Renewal)
TABLE 7. SCEDNARIO I: COST OF OVERLAY (90 mm BM) 2. 100 mm BM (7000 x 0.1) 4480 31.36 lakh
Sl.No. Item of work (with computed Cost 3. 40 mm BC (7000 x 0.04) 5820 16.30 lakh
quantity/cost) (Rs) 4. 40 mm BC Periodic Renewal 5th yr 16.30 lakh
[(7000 x 0.04) x 5820]
1. Tack Coat 7000 x 11.20 x 3 2.35 lakh
5. 100 mm BM 10th yr (7000 x 0.1) x 4480 31.36lakh
(Two coats of tack coat for
addl. crust and one coat for PR) 40 mm BC (7000 x 0.04) 5820 16.30
40 mm BC Periodic Renewal 16.30
2. 90 mm BM (7000 x 0.09) 4480 28.22 lakh
15th yr (7000 x 0.04) 5820
3. 25 mm SDBC on BM (7000 x 8.82 lakh Routine Maintenance @ 50000/- 10.00
0.025) x 5040 for 20 yrs
4. Periodic Renewal (SDBC @ 8.82 lakh Total amount at current cost 141.06
5 yrs) i.e. 5th yr (0.025 x 7000) Say 41lakh
x 5040 x 1
8. WHITETOPPING: GENERAL CONSIDERATIONS
5. Routine Maintenance @ 5.00 lakh
Rs.50,000/- year/km 10 x 50,000 8.1. Equivalent Whitetopping Treatment
Total amount at current cost Rs.53.21 lakh The equivalent treatment of whitetopping
Say 53 lakh corresponding to bituminous overlay for three scenarios
has been considered. The design of rigid pavement is on
TABLE 8. SCENARIO II: COST OF OVERLAY 150 mm BM different principles than those followed for design of
Sl.No. Item of work (with computed Cost
flexible pavements. For rigid pavements each axle loads
are considered individually for the consumption of fatigue
quantity/cost) (Rs)
life. This is against Equivalent Standard Axle Loads
1. Tack Coat 7000 x 11.20 x 4 3.14 lakh (ESAL) computed for flexible pavement by considering
(Two coats for addl. crust and all vehicles plying with a Vehicle Damage Factor (VDF).
two coats before Periodic renewal VDF takes care of higher loads than standard axle load
after 5th &10th yrs) of 8.1 ton.
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
OF THE 178TH COUNCIL FOR PRESERVING BITUMINOUS
MEETING 229
PAVEMENTS ON LONG-TERM BASIS
The equivalent whitetopping treatment has been taken for the design of normal rigid pavement on
prescribed considering the following facts:- sub-base (DLC) constructed together with PQC.
• Characteristics deflection (BBD) of the existing 8.2.2. Conventional whitetopping: The panel
bituminous pavement has been kept as the limiting sizes are large (4.5 m x 4.5 m typical) as is the case with
deflection for rigid pavement design under the normal rigid pavements and hence no enhancement of
maximum axle load. Modulus of Rupture (MR) is done. The fatigue life
consumed, however, is taken as 75 per cent against 100
• ‘k’ value of sub-grade has been assumed as
per cent as above.
4.5 kg/cm3 corresponding to the CBR of 6 per cent
assumed for flexible pavement. 8.3. Equivalent Scenarios for Whitetopping
• The adequacy of the thickness of whitetopping has The equivalent of whitetopping for three scenarios
been computed for maximum load likely to operate of flexible overlays (Para 6) are as below:-
under different scenario (some percentage of higher
axle loads and lower axle loads can, however, Scenario I: Ultra Thin Whitetopping
operate, as per the designs of rigid pavement). Current Traffic: 300 CVPD
Design Period: 10 yrs
• Design of whitetopping (PCC overlay) has been
Projected Traffic: 225683
done according to IRC:58-2002. Any specific change
(1.075)10 x 365 x 300:
due to smaller panel size etc. is duly explained in the
Design Traffic: 56420
design.
0.25 x 225683 =
8.2. Design Assumptions Adopted 57500
Thickness provided 100 mm
8.2.1. Ultra thin & thin whitetopping: The design
of Thin Whitetopping and Ultra Thin Whitetopping are Scenario II: Thin Whitetopping
on different footing than Conventional Whitetopping. Current Traffic: 1000 CVPD
Both for Thin and Ultra Thin Whitetopping, panel sizes Design Period: 15 yrs
adopted are reduced. For the present analysis these have Projected Traffic: 1079990
been kept as 1 m x 1 m. For such small panels chances (1.075)15 x 365 x 1000
of two wheels (equivalent wheels) falling on the same Design Traffic: 269997.6
panel are remote. Accordingly, the Modulus of Rupture 0.25 x 1079990
(MR) is computed from mid point loading rather than Adopted 270000
third point loading, as is the case, with the normal rigid Thickness provided 150 mm
pavement design. In case of conventional whitetopping, Scenario III:Conventional 250 mm
where panel spacing is about 4.5 m, the Modulus of Whitetopping
Rupture (MR) is computed on the basis of third point Current Traffic: 2000 CVPD
loading. Modulus of Rupture (MR) for small panel size Design Period: 20 yrs
as applicable to Ultra-thin Whitetopping/Thin Projected Traffic: 3100931
Whitetopping is taken 1.5 times the value of MR for (1.075)20 x 365 x 2000:
third point loading. For details Appendix 1 may be Design Traffic: 775232.80
referred. Accordingly, MR adopted for Thin and Ultra- 0.25 x 3100931
thin Whitetopping is 67.5 kg/cm2 for M-40 concrete Adopted 775000
instead of 45 kg/cm 2 which has been adopted for Thickness provided 250 mm
Conventional Whitetopping.
9. DESIGN OF WHITETOPPING
Sub-base in case of Whitetopping is a bituminous
surface laid much before the PCC overlay 9.1. Scenario I (Ultra Thin Whitetopping)
(Whitetopping) is laid. Some useful life of such bituminous 100 mm
sub-base is, therefore, already consumed before PCC is
Thickness adequacy has also been checked for
overlaid. To account for this, the fatigue life consumed
fatigue life for typically assumed axle load distribution
for all kinds of Whitetopping (including Conventional type)
vide Table 10 as per IRC 58-2002
are taken as 0.75 or 75 per cent against 100 per cent
 230 SINHA, KUMAR & JAIN ON

SCENARIO I: ULTRA THIN WHITE TOPPING

Sl No. Pavement Layer Type and specification Ultra Thin White Topping(100 mm)
1 Traffic 300 CVPD
2 Thickness Designed 100 mm
3 Life 10 Years
4 Design Axles ( 25% of the projected) 57500
5 BBD (used as limiting Deflection) 1.8 mm
6 CBR 6%
7 Modulus of Subgrade Reaction 4.5 kg/cm3
8 Modified Modulus of Subgrade Reaction* 5.4 kg/cm3
9 Temperature Stresses (Delhi) 1.0 kg/cm2
10 Residual Stresses 66.5 kg/cm2
11 Edge Load stresses for 6 tones axle load 0.75x 46.29 34.71 kg/cm2
calculated from IITRIGID Prog
12 Stress ratio (for 6 tonees axle load) 34.71/67.5 = 0.51
13 Allowable repetition i.e. 0.75X485000 363750 which is > 57500, hence design is
safe for individual axle load of 6 tones
* See Appendix II

TABLE 10. PCERCENTAGE OF AXLE LOAD FOR THE DESIGN OF UTWT (ASSUMED AXLE LOAD DISTRIBUTION)

Total Vehicles 57500

Single Axle Loads Tandem Axle Loads
Axle Load Percentage of axle Axle Load Percentage of axle
Class, tons loads Class, tons loads
9-11 0.2 16-18 0.8
7-9 0.5 Less than 16 2.0
5-7 35.0 -
<5 61.5 -
Total 97.2 Total 2.8

TABLE 11. DESIGN FROM FATIGUE CONSIDERATION USING PROGRAMME (IITRIGID)

Single Axle Loads Tandem Axle Loads

Load in, tones Expected Repetition Load in, tones Expected Repetition
10 115 17 460
8 287 Less than 16 1150
6 20126
Less than 5 35362
Total 55890 Total 1610
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
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MEETING 231
PAVEMENTS ON LONG-TERM BASIS
TABLE 12. STRESS RATIO AT DIFFERENT AXLE LOADS UNDER THE CATEGORY OF SINGLE AXLES

Axle Load Stress Reduced Stress ratio* Expected Allowable Fatigue Life
(AL) tones kg/ cm2 from Stress Col (3)/67.5 repetition Repetition Consumed
IIT RIGID kg/ cm2 from
charts
0.75 x Col (2)
(1) (2) (3) (4) (5) (6) (5)/(6)
10 69 52 0.77 115 274 0.42
8 58 44 0.65 287 7700 0.04
6 46 35 0.52 20126 326000 0.06
Less than 5 40 30 0.44 35362 unlimited 0
Total 55890 0.52

TABLE 13. STRESS RATIO AT DIFFERENT AXLE LOADS UNDER THE CATEGORY OF TANDEM AXLE.
Tandem Axle Stress kg/ Reduced Stress ratio Expected Fatigue life, Fatigue life
Load (AL) cm2 from Stress kg/ Col. 3/67.5 repetition N consumed
tones charts cm2 Col
2 x 0.75
(1) (2) (3) (4) (5) (6) (7)
17 50.4 37.8 0.56 460 94100 0.01
Less than 16 48.2 36.0 0.53 1150 229000 0.01
- - Total 0.02

Total fatigue consumed = 0.52 (single axle) + 0.02 (tandem axle) = 0.54 < 0.75 hence design is safe

SCENARIO II : THIN WHITE TOPPING

Sl No. Pavement Layer Type and specification Ultra Thin White Topping(150 mm)
1 Traffic 1000 CVPD
2 Thickness Designed 150 mm
3 Life 15 Years
4 Design Axles ( 25% of the projected) 2,70,000
5 BBD (used as limiting Deflection) 1.5 mm
6 CBR 6%
7 Modulus of Subgrade Reaction 4.5 kg/cm3
8 Modified Modulus of Subgrade Reaction* 6.4 kg/cm3
9 Temperature Stresses (Delhi) 0.5 kg/cm2
10 Residual Stresses 67.0 kg/cm2
11 Edge Load stresses for 9 tones axle load calculated from 34.3
IITRIGID Prog
12 Stress ratio (for 9 tonees axle load) 34.3/67.5 = 0.51
13 Allowable Repetition i.e 0.75 x4.85 lacs 3.64 lacs (which is more than 2.7 lacs )Hence
design is safe for 9 tones axle load
* See Appendix II
 232 SINHA, KUMAR & JAIN ON

Thickness adequacy has also been checked for fatigue life for typically assumed axle load distribution vide Table
15 as per IRC 58-2002

TABLE 14. PERCENTAGE OF AXLE LOAD FOR THE DESIGN OF TWT

Total Vehicles 270000
Single Axle Loads Tandem Axle Loads
Axle Load Percentage of axle Axle Load Percentage of axle
Class, tons loads Class, tons load
11-13 2.0 18-20 0.8
9-11 5.0 16-18 1.0
7-9 15.0 Less than 16 1.0
5-7 35.0 -
<5 40.2 -
Total 97.2 Total 2.8

TABLE 15. DESIGN FROM FATIGUE CONSIDERATION USING PROGRAMME (IITRIGID)

Single Axle Loads Tandem Axle Loads

Load in, tones Expected Repetition Load in, tones Expected Repetition
12 5400 19 2160
10 13500 17 2700
8 40500 Less than 16 2700
6 94500
Less than 5 108540 -
Total 262440 Total -

TABLE 16. STRESS RATIO AT DIFFERENT AXLE LOADS UNDER THE CATEGORY OF SINGLE AXLES

Load (AL) Stress kg/cm2 Stress ratioCol Expected repetition Allowable Fatigue Life
tones from IIT RIGID (2)/67.5 Repetition Consumed
(1) (2) (3) (4) (5) (4)/(5)
12 43.5 0.64 5400 10200 0.53
10 37.46 0.55 13500 124000 0.11
8 31.15 0.46 40500 14335000 0.00
6 24.5 0.36 94500 unlimited 0.00
Less than 5 21.07 0.31 108540 unlimited 0.00
Total 262440 0.64
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
OF THE 178TH COUNCIL FOR PRESERVING BITUMINOUS
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PAVEMENTS ON LONG-TERM BASIS
TABLE 17. STRESS RATIO AT DIFFERENT AXLE LOADS UNDER THE CATEGORY OF TANEM AXLE

Tandem Axle Stress kg/cm2 Stress ratio Expected Fatigue Fatigue life
Load (AL) tones from charts Col. 2/67.5 repetition life, N consumed
(1) (2) (3) (4) (5) (6)
19 28.62 0.42 2160 unlimited 0
17 26.23 0.38 2700 unlimited 0
Less than 16 - - 2700 unlimited 0
Total fatigue consumed = 0.64 (single axle) + 0.00 (tandem axle) = 0.64 < 0.75 hence design is safe. Further,
maximum load stress 43.5 + temp stress i.e. 0.5 kg/cm2 = 44 kg/cm2 which is less than 67.5 kg/cm2
SCENARIO III: CONVENTIONAL WHITE TOPPING

Sl No. Pavement Layer Type and specification Ultra Thin White Topping(150 mm)
1 Traffic 2000 CVPD
2 Thickness Designed 250 mm
3 Life 20 Years
4 Design Axles ( 25% of the projected) 7.75 lacs
5 BBD (used as limiting Deflection) 1.2 mm
6 CBR 6%
7 Modulus of Subgrade Reaction 4.5 kg/cm3
8 Modified Modulus of Subgrade Reaction * 8.13 kg/cm3
9 Temperature Stresses (Delhi) 17.2 kg/cm2 when L = 4.5 m
10 Residual Stresses 27.8 kg/cm2
11 Edge Load stresses for 13 tones axle load calculated from 21.2 kg/cm2
IITRIGID Prog
12 Stress ratio (for 13 tonees axle load) 45 = 0.47
13 Allowable Repetition i.e 0.75 x52 lakh 39 lakh (which is more than 7.75 lakh )Hence
design is safe for each 13 tones axle load
individually
* See Appendix II
Now, thickness can also be checked for fatigue for other axle load distribution (including 13 tones axle load) as per
IRC 58-2002
TABLE 18. PERCENTAGE OF AXLE LOADS FOR THE DESIGN OF CONVENTIONAL WHITETOPPING
Total Vehicles 7.75 lakh
Single Axle Loads Tandem Axle Loads
Axle Load Percentage of axle Axle Load Percentage of axle
Class, tons loads Class, tons load
15-17 3.75 28-30 0.2
13-15 12.5 26-28 0.2
11-13 10 24-26 0.2
9-11 15.0 22-24 0.4
7-9 20.0 20-22 0.4
234 SINHA, KUMAR & JAIN ON

Axle Load Percentage of axle Axle Load Percentage of axle

Class, tons loads Class, tons load
5-7 22.0 18-20 0.5
<5 13.95 16-18 0.5
- - Less than 16 0.4
Total 97.2 Total 2.8

TABLE 19. DESIGN FROM FATIGUE CONSIDERATION USING PROGRFAMME (IITRIGID)

Single Axle Loads Tandem Axle Loads

Load in, tones Expected Repetition Load in, tones Expected Repetition
16 29062 29 1550
14 96875 27 1550
12 77500 25 1550
10 116250 23 3100
8 155000 21 3100
6 170500 19 3875
Less than 5 108113 17 3875
Total 753300 Less than 16 3100
Total 21700

TABLE 20. STRESS RATIO AT DIFFERENT AXLE LOADS UNDER THE CATEGORY OF SINGLE AXLES

Axle Load Stress kg/cm2 Stress ratio Expected Allowable Fatigue Life
(AL) tones from IIT RIGID Col (2)/45 repetition Repetition Consumed
(1) (2) (3) (4) (5) (4)/(5)
16 25.3 0.56 29062 70575 0.41
14 22.5 0.50 96875 571500 0.17
12 19.7 0.44 77500 unlimited 0.00
10 - - 116250 unlimited 0.00
8 - - 155000 unlimited 0.00
6 - - 170500 unlimited 0.00
Less than 5 - - 108112 unlimited 0.00
Total - - 753300 Total 0.58

TABLE 21. STRESS RATIO AT DIFFERENT AXLE LOADS UNDER THE CATEGORY OF TANDEM AXLE

Tandem Axle Stress kg/cm2 Stress ratio Expected Fatigue life, Fatigue life
Load (AL) tones IIT RIGID Col. 2/45 repetition N consumed
(1) (2) (3) (4) (5) (6)
29 19.1 0.43 unlimited 1550 0.00
27 18.0 0.40 unlimited 1550 0.00
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
OF THE 178TH COUNCIL FOR PRESERVING BITUMINOUS
MEETING 235
PAVEMENTS ON LONG-TERM BASIS
Tandem Axle Stress kg/cm2 Stress ratio Expected Fatigue life, Fatigue life
Load (AL) tones IIT RIGID Col. 2/45 repetition N consumed
25 - - 1550 0.00
23 - - - 3100 0.00
21 - - - 3100 0.00
19 - - - 3875 0.00
17 - - - 3875 0.00
Less than 16 - - - 3100 0.00
- - - 0.00
2 2
Since the residual stress = 27.8 kg/cm is more than the maximum stress i.e 25.3 kg/cm hence design is safe as
per load distribution assumed.
Total fatigue consumed = 0.58 (single axle) + 0.00 (tandem axle) = 0.58 < 0.75 hence design is safe. Further,
maximum load stress 25.3 + temp stress i.e. 17.2 kg/cm2 = 42.5 which is less than 45 kg/cm2. Hence design is safe.

10. COMPUTED COST OF WHITETOPPING

TABLE 22. COST OF ULTRA-THIN WHITETOPPING (100 mm)
Sl.No. Item Rate(Rs.) Quantity Sq.m Total Cost
in(Rs.
Lakh)
1 Scarifying/ milling up to a depth of 40 mm, cleaning, 30/sqm 7000 2.10
watering etc
2 Applying Tack coat as per MOSRTH Sps. 11.20/sq m 7000 0.78
3 Cost of PQC M 40 Grade concrete including, cost of 5330/ cu m 700 (mm) 37.31
polymeric/polyolefin fibres, ~ 1kg/cum, form work,
placing, laying a thickness of 100 mm, its compaction,
finishing, curing, texturing, joint cutting in both directions
(at an interval of 1m each upto a depth of 1/3rd of the slab’s
thickness), use of three tie bars (10 mm dia deformed at an
interval 0f 30 cm c/c at butt types of joint in each panel of
size 1mX1m, sealing of butt type joints.
4 Maintenance cost per annum (two lane 1 km) 25000 10 yrs 2.50
Total initial cost of UTWT in Rs , lakh for two lane 40.19
Total Life Cycle cost of UTWT, in Rs , lakh for two lane 42.69
10 cm thickness is safe up to an axle load of 6 tones for a maximum deflection of UTWT 0.125 cm for a traffic of 300 CVPD
for 10 years (considering allowable repetition 75 per cent of the specified)

TABLE 23. COST OF THIN WHITETOPPING (150 mm)

Sl.No. Item Rate (Rs.) Quantity Sq.m Total Cost
in(Rs.
Lakh)
1 Scarifying/ milling up to a depth of 40 mm, cleaning, 30/sqm 7000 2.10
watering etc
2 Applying Tack coat as per MOSRTH Specifications. 11.20/sq m 7000 0.78
236 SINHA, KUMAR & JAIN ON

Sl.No. Item Rate(Rs.) Quantity Sq.m Total Cost

in(Rs.
Lakh)
3 Cost of PQC M 40 Grade concrete including, cost of 5330/ cu m 1050 55.96
polymeric/polyolefin fibres, 1kg/cum, form work, placing,
laying a thickness of 150 mm, its compaction, finishing,
curing, texturing, joint cutting in both directions at an interval
of 1m each upto a depth of 1/3rd of the slab’s thickness, use of
three tie bars ( 10 mm dia deformed at an interval 0f 30 cm c/c
at butt types of joint in each panel of size 1mX1m, sealing of
butt type joints.
4 Cost of laying Bituminous macadam (75 mm thick) as profile 4480/ cum 525 23.52
correction course
5 Maintenance cost per annum 25000 20 5.00
Total initial cost of TWT considering milling, in Rs , lakh for two lane 58.84
Total initial cost of TWT considering profile correction course, in Rs , lakh for two lane 80.26
Total Life cycle cost of TWT , in Rs , considering milling lakh for two lane 63.84
Total Life Cycle cost of TWT considering profile correction course, in Rs , lakh for two lane 85.26

15 cm thickness is safe for an axle load of 9 tones for 1000CVPD for 15 years. Higher loads may be allowed
only very limited

TABLE 24. COST OF CONVENTIONAL WHITETOPPING (250 mm)

Sl.No. Item Rate(Rs.) Quantity Sq.m Total Cost

in(Rs.
Lakh)
1 Cleaning, repair, and applying a white wash coat as 5.20/sq m 7000 0.36
per MOSRTH Sps.
2 Cost of PQC M 40 Grade concrete including, cost of 5330/ cu m 1750 93.28
polymeric/polyolefin fibres, 1kg/cum, form work,
placing, laying a thickness of 200 mm, its compaction,
finishing, curing, texturing, joint cutting in both directions
at an interval of 1m each upto a depth of 1/3rd of the
slab’s thickness, use of three tie bars ( 10 mm dia
deformed at an interval 0f 30 cm c/c at butt types of
joint in each panel of size 1mX1m, sealing of butt
type joints.
3 Maintenance cost per annum 25000 20 5.00
Total initial cost of conventional white topping, in Rs, lakh for two lane 93.64
Total Life Cycle cost of Conventional white topping, in Rs, lakh for two lane 98.64

Conventional white topping 25 cm thickness is safe for an axle load of 13 tonne for 2000 CVPd for design traffic
of 20 years but with some higher loads also as per distribution.
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS
OF THE 178TH COUNCIL
PAVEMENTS ON LONG-TERM BASIS
TABLE 25. COMPARATIVE COST OF BITUMINOUS/WHITETOPPING OVERLAY (PER KM BASIS)
Scenario Bituminous Whitetopping
Overlay thickness type & thickness
I 90 mm BM 100 mm UTWT
II 150 mm BM 150 mm TWT
III 200 mm BM 200 mm
Conventional
Fig. 4. Histogram showing life cycle cost of Rigid and
Flexible Overlays
11. ANALYSIS
From the perusal of the Table 25, the savings in the
initial cost of doing whitetopping against conventional
bituminous overlay is evidently convincing. The
comparison is based on a relatively crude analysis done
on current cost basis without considering the likely
variations in the future cost of bituminous materials and
concrete materials. Higher cost of white copping is
considered because of lower thickness and more number
of joints than for conventional rigid pavement. This again
goes against the cost assumed for whitetopping, because
as per the present trend the likely futuristic variations in
the cost of bitumen is expected to be more steep than
those in concrete. The design of whitetopping particularly
in UTWT & TWT scenario is relatively quite
conservative in terms of the expected capabilities of
UTWT & TWT to carry heavier loads as compared to
the corresponding capabilities of bituminous overlays.
This is because the design of bituminous overlays does
not contemplate much higher loads than standard loads
ALTERNATIVE
FOR PRESERVING BITUMINOUS
MEETING 237
Total cost of Total cost Saving in
bituminous of whitetopping Whitetopping
overlay I/c I/c maintenance (Rs. Lakh)/
maintenance (Rs.)
(Rs.) % Saving
53 lakh 42.69 lakh 10.31
lakh(19.04%)
107 lakh 85.26 lakh 21.74
lakh(20.32%)
141 lakh 98.64 lakh 42.36
lakh (30.04%)
due to low VDF assigned. This is particularly true for
scenario I where VDF is considered 1.5.
The advantage of Thinner whitetoppings is quite
obvious in terms of cost savings due to small panel sizes.
The advantage is apparently getting reduced significantly
when the panel sizes are increased to 4.5 m x 4.5 m
being typically adopted in case of concrete pavements
constructed at present in the country. The temperature
stresses with large panel sizes become quite large to
leave room to accommodate load stresses. The thickness
of such slabs is likely to be in the vicinity of 250 to 300
mm. Tables 5 to 25 may be referred.
Concrete pavements have many advantages like
conservation of materials (due to less thickness), savings
in fuels, more environmental friendly, less to zero
maintenance, not very sensitive to temperature etc. All
these advantages are also with whitetopping and are not
repeated for the sake of space. These have, however,
not been considered in the evaluation of the cost-
effectiveness in the analysis presented above. This will
futher add up.
The only disadvantage in whitetopping could be that
it requires longer period of curing and accordingly lane
closures during rehabilitation has to be longer. It is perhaps
because of this limitation of concrete (compared to the
ease of bituminous pavement in this regard) that concrete
pavements did not find early applications in repair/
rehabilitations. Fast track concrete pavement using Early
To Operate (EOT) Concrete is being used to overcome
such shortcomings. The details of fast track construction
and EOT may be referred from some specialist literature.
The advantages of concrete are obvious from the fact
that research efforts have been made to device fast track
 238 SINHA, KUMAR & JAIN ON

construction of concrete pavements, because despite this with whitetopping and the cost and performance aspect
one drawback, concrete is a better performing material, should be watched. It is felt that whitetopping provides
particularly in hot climate regions. the answer of rehabilitation of our pavements.
REFERENCES
12. CONCLUSIONS
1. NCHRP Synthesis 204, Transportation Research Board,
This Paper is a concept Paper. The objective was 1994
to emphasize the cost-effectiveness of whitetopping as
a rehabilitation measure of our bituminous pavement 2. Concrete Overlays for Pavement Rehabilitation ACI
325.13R-06, 2007
which are badly due for strengthening. The cost savings
shown on a kilometer basis suggests the likely impact, 3. Whitetopping – State of the Practice, ACPA EB210.02P,
whitetopping will have in ensuring long performing better 1998
roads at a much lesser cost. The only disadvantage is 4. IRC:81-1997 “Guidelines for Strengthening of Flexible
long lane closure and perhaps additional provision for Pavements Using Benkelman Beam Deflection
diversion of traffic during construction. Diversion of Technique”
traffic during construction, in any case, is a requirement 5. IRC:58-2002 “Guidelines for the Design of Plain Jointed
also for flexible pavement. This aspect is being neglected Rigid Pavements For Highways (Second Revision)”
and, therefore, it cannot be considered as an advantage 6. IRC:15-2002 “Standard Specifications and Code of
of bituminous pavement. The authors recommend that Practice for Construction of Concrete Roads (Third
some rehabilitation schemes be launched in the country Revision)”
 WHITETOPPING - A COST-EHFFECTIVE REHABILITATION
IGHLIGHTS ALTERNATIVE
OF THE 178TH COUNCIL FOR PRESERVING BITUMINOUS
MEETING 239
PAVEMENTS ON LONG-TERM BASIS
APPENDIX I

Deriv ation Of the Formulae For Determining
modulus of rupture Flexural Strength of Concrete
Under Third Point loading (middle third loading)
and central point loading (mid point loading)
Case I: Conventional White Topping (Mid third
point loading)
Considering a case of concrete beam loaded at
two point as shown in Figure 1, for a contraction joint
spacing of 4.5 m (maximum) with length /breadth ratio
of 1.28.
Case 2: Ultra thin white Topping (UTWT) and
Thin white Topping (TWT)
(Centre point loading)
Considering 2nd case, where, a concrete beam is
loaded at central/middle point (small size panel/
specimens/blocks) as shown in Figure 2, for a contraction
joint spacing of 1.25 m (maximum) with length /breadth
ratio of 1.2.

Taking clockwise bending moment (BM) at point

Taking clockwise bending moment (BM) at at point ‘A’:
point at point ‘A’:
BM = P/2x – /2 = P– /4
BM = P/2x – /3 = P– /6
Now from the following principal equation i.e.:
Now from the following principal equation i.e.:
M = f
M = f I y
I y
F = (M y)/I
F = (M y)/I
Where M = Bending moment (BM), kg cm
Where M = Bending moment (BM), kg cm I = Moment of Inertia of a beam, bd3/12,
I = Moment of Inertia of a beam, bd3/12, cm4
cm 4 F = Flexural strength/modulus of rupture at
F = Flexural strength/modulus of rupture at Central/middle point loading
third point loading (Figure 1), (Figure 1) kg/cm2.
kg/cm2. y = Distance of top/bottom fibre of the
y = Distance of top/bottom fibre of the beam from the neutral axis i.e d/2, cm
beam from the neutral axis i.e d/2, cm
Therefore, F = (P– /4 d/2)/ bd3/12
Therefore, F = (P– /6 d/2)/ bd3/12
= 3/2 P– /bd2
= P– /bd2
240
240 SINHA, KUMAR & JAIN ON
WHITETOPPING - A COST-EFFECTIVE REHABILITATION ALTERNATIVE FOR PRESERVING BITUMINOUS
PAVEMENTS ON LONG-TERM BASIS

Appendix II

(Source: Corporation of Engineers and Portland Cement Association (PCA) USA.)

1 pound persquare inch/inch = 0.027 kg/cm3.

Relation Between Benkelman Beam Deflection and modulus of Subgrade Reaction on the Top of Asphalt Pavement
(Applicable for Conventional white topping, UTWT and TWT)