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From The Editor’s Desk

WHITE TOPPING AND RECYCLING – INNOVATIVE ROAD


CONSTRUCTION METHODS TO RESOLVE CRACKING
AND RUTTING OF FLEXIBLE PAVEMENTS

Road traffic is increasing steadily over the roads exhibit, in general, the following deficiencies:
years. This is an international phenomenon. An
international forecast predicts that such increase will • Rutting
continue in near future. Even in case of developed • Fatigue cracking
countries, there is a shortage of funds required for • Block crack (D-cracking)
new infrastructure projects, both for constructing • Thermo cracking
them and more significantly towards their
maintenance and repairs. The position in the context Under the present rehabilitation programmes,
of a developing country like India is obviously far normally the overlays are being placed over such
worse. As a result, more and more roads are cracked or rutted bituminous layer without making
deteriorating and the existing pavement structure as any significant efforts to seal these cracks properly.
a whole is often found to be inadequate to cope up Sometimes the cracks are so extensive and
with the present traffic. We have a large road network widespread that it is not even possible to fully seal
in the country. Out of this, a large portion of road them, with the result that such newly overlaid
network comprising of State Highways, Rural surfaces again exhibit rutting/cracks in a very short
Roads, Major District Roads including even the time. Reflection cracks are one example frequently
stretches of newly declared National Highways still encountered with such overlay repairs. Such repairs
cater to low to medium volume of traffic, which is do not enhance their expected life and bring
likely to increase in near future, depending on the avoidable criticism from the public. Such practices
pace of economic development. The proper of strengthening by overlaying thus need to be
strengthening and maintenance of this large road discarded.
network is urgently required to ensure balanced
Any alternative method of strengthening or
regional development and alleviation of poverty as
repairing of roads should, therefore, be based on their
they connect the villages and other small town
durability rather purely by initial cost. The cost
centres harbouring backwardness. A majority of
comparison for such alternative strengthening/repair
these roads do not have traffic worthy pavement.
methods should be based on the concept of life-cycle
The cost of strengthening and repair by conventional
cost. Alternative methods of strengthening/repairs
method of this large network will need huge
should take care of the deficiencies of the existing
resources both physical and financial which are quite
bituminous layers. Rutting and cracking are
scarce.
overwhelmingly observed to be general nature type
Most of the existing flexible pavements in the of distress on most of bituminous pavements. This
network broadly have thin bituminous layers. These could be remedied by milling the existing surfaces.
bituminous pavements, in general, have a problem Milling significantly de-stresses the cracked/rutted
that they get deteriorated with time. Most of our section. However, in isolated stretches, where the

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EDITORIAL

pavement is badly distressed due to sub-grade failure 75 mm is considered essential. In USA, such UTWT
etc., full depth repair needs to be resorted to. We in some cases, are known to be functioning for more
can adopt treatments like White Topping and than 25 to 30 years without problem. The average
Recycling currently being practiced in developed life expectancy of such overlays is around 15 years
countries. White Topping can be used for the purpose or so. In USA, Ultra Thin White Topping (UTWT)
of general strengthening, whereas, recycling of overlays have been used predominantly on roads
existing wearing course can be used for renewal of with slow and low volume traffic, in inner city areas,
those roads where traffic is low to medium in near junctions, in parking lots and airport aprons.
intensity. Hot recycling can be used for repairing These are excessively used locations. In number of
the existing wearing course by rejuvenating it with cases, however, moderate traffic roads (CVD
bitumen oils with or without addition of aggregates. between 1000 to 1500) have been provided with
Ultra Thin White Topping (UTWT) with a
White Topping is a way of strengthening or reasonable level of success. The use of such overlays
rehabilitating deteriorated asphalt pavements by on moderately trafficked corridor is increasing.
Plain Cement Concrete (PCC) overlay with or
without fibres. Ultra Thin White Topping (UTWT) Even though first Thin White Topping (TWT)
and Thin White Topping (TWT) are being overlay was reportedly placed in Indiana, USA as
increasingly practised in USA and West Europe. long ago as 1918, but its real use has started in last
Demarcation between Ultra Thin White Topping 10 years or so. Its use has remarkably increased
(UTWT) and Thin White Topping (TWT) depends because it provides a new innovative method of
upon the thickness of the Plain Cement Concrete rehabilitation at a very low cost with very good
(PCC) overlay and degree to which it is bonded with results and low maintenance cost. We can adopt this
the existing underneath bituminous layer. Where method of rehabilitation/strengthening on our rural
thickness is upto 100 mm, this is designated as Ultra road network and district roads as these roads have
Thin White Topping (UTWT) and where thickness low to moderate traffic. Even on our State Highways
is more than 100 mm but upto 200 mm, it is called and some recently declared National Highways,
Thin White Topping (TWT). Beyond 200 mm where traffic is moderate, the above method of
thickness, it is called Conventional White Topping strengthening has a lot of promise. By adopting
like our ordinary PCC pavements. The governing proper construction methods, we can rehabilitate
design principles are somewhat different than those large network of roads at reasonable cost. IRC is
of normal concrete pavements. In case of UTWT, engaged in the preparation of the guidelines for this
the bond between the existing asphalt pavement and technique. We should at-least initiate number of pilot
Plain Cement Concrete (PCC) overlay is considered project studies on area-spread basis in our country
mandatory. However, in case of TWT the bonding with instrumentation, to understand the behaviour
is desirable but not mandatory. Another difference of such overlays. If successful, it can be adopted as
is that for these overlays joints are spaced close. an effective rehabilitation and maintenance strategy.
Normal spacing of joints are at 0.6 m to 1.2 m and
in some cases it is upto 1.5 m. These joints are Renewal is required to be done at a prescribed
normally not doweled. No tie roads are also provided frequency in case of bituminous pavements.
in the longitudinal joints. The thickness of UTWT Normally, these are done at an interval of 5 to 8
is between 75 to 100 mm. A thickness of upto 150 years depending upon the type of renewal given. The
mm is normally provided even in case of Thin White existing wearing course, as stated before, in general
Topping (TWT). A residual asphalt depth of at least suffers from cracking. Recycling of existing

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pavement instead of adding 40 to 50 mm of to negate the innovative methods themselves. This


bituminous concrete every six years or so or adding mindset should change fast. We cannot afford not
25 mm premix carpet/SDBC every 4 years or so, is to appreciate the life cycle cost of any alternative
another emerging innovative renewal method being treatment on the premise that futuristic projections
adopted in developed countries. Both cold and hot may not be that realistic and achievable. These
recycling are in vogue, at present. The existing doubts may be valid to some extent but these can be
wearing course is de-stressed by the process of validated only by the actual use of such innovative
milling or similar to milling. In the hot recycling, methods with time, rather than by ignoring them.
the thin bituminous wearing course upto a depth of Overlaying on a weak cracked/rutted surface does
50 to 60 mm is heated by infra red rays through not have much life. Every highway engineer perhaps
controlled panels placed at a height of 50 to 60 cm knows it, but still we are continuously overlaying in
above the top of the existing black top surface. a conventional routine manner. By adopting new
Control mechanism exists to ensure that the technologies we get additional long life, broadly at
specified temperature beyond 1600C is not reached. the same cost, if not less. We should, therefore,
Such heated existing surface is thereafter milled, incorporate such new technologies with an open
recycled and re-laid simultaneously along with mind. The day is not far when we will be short of
additives like bitumen, cement or aggregates physical resources like aggregates, bitumen etc. It
depending upon the requirement of renewal. These is high time we should start conserving these
remixed materials are laid to restore the designed resources, even at some marginal extra initial cost
cross-section without raising the level of the road. to ensure long-term benefits of conservation of
This relaying is normally done in a width of 3 m to physical resources. We can save huge quantity of
4.50 m and the operation is relatively fast (2 m per physical resources like aggregates, bitumen, cement
minute). Cold recyclers are also available which can and top fertile soils by adopting innovative
be used both for renewing the existing surface in a construction methods and similar innovative
smaller depth of 25 to 40 mm. Emulsions are used methods for maintenance and repairs.
instead of hot bitumen. Renewal by cold recycling Despite having undertaken huge road
works well on roads having moderate traffic level. construction programmes like NHDP and PMGSY,
Recyclers can be used for rehabilitation upto a depth our design and construction practices are still
of 500 mm or so. The distinct advantage of such conventional and without any significant innovative
method of renewal is that we need not add thickness efforts. R&D in our construction activities is
to the top crust, thereby avoiding problem of markedly lacking. This is despite the fact that we
clearance under structures like ROB/RUB. Another have inducted number of International firms and
advantage is the conservation of materials like experts during the design and construction stage, at
aggregates, bitumen etc. The existing cracks of least in NHDP. But our methods of designs and
wearing course are also removed by milling action. construction practices are simply repetitive and
based on conventional methods only. A correction
The alternative method of strengthening and in our mindset is, therefore, urgently required to face
repair as indicated above, obviously requires use of the challenges which construction and maintenance
machines and equipments. Mechanized construction of long lasting highways in a vast country like India
has some initial higher cost but these are well present.
compensated by associated productivity and quality.
We often get bogged down by comparing the initial (V.K. Sinha)
cost of alternative methods and in the process tend Secretary General

44 INDIAN
INDIAN HIGHWAYS,
HIGHWAYS, OCTOBER 2007
SEPTEMBER
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