Dr.Vilas Deshmukh

Dr.Vilas Deshmukh

Monday, April 20, 2015

WHAT WAS NOT POSSIBLE YESTERDAY IS POSSIBLE TODAY

WHAT WAS NOT POSSIBLE YESTERDAY IS POSSIBLE TODAY


Dr Vilas Deshmukh (M.Sc, .PhD) Material Scientist, ACC Limited Consultant ACC Concrete, India- 400607

Abstract
Millions of rupees are spent on rehabilitation of roads in India. There is a pressure from people on municipalities for pothole free roads. The author in this paper in detail studied ultra thin white topping and grouted macadam as two alternate technologies for cheaper and long lasting roads
The author has first time used Grouted Macadam (GM) for the rehabilitation of damaged Bituminous Roads in Mumbai Municipal Corporation(BMC) in the year 2000. In the year 2003 the same technology grouted macadam was used in Surat Municipal Corporation. The year 2000, the acceptance of the GM technology was bit early but today it has an edge over the conventional Bituminous Macadam (BM) .This is because bitumen cost has shoot up many fold in last two years.
The author has also first time used TWT(Thin White Topping) and UTWT(Ultra thin white topping) for the repairs of damaged bituminous roads in Thane Municipal Corporation. The technology is so popular that about 25km roads have been laid. The technology became popular that DD SAHYADRI TV channel has telecast the programme on UTWT (ultra thin white topping). It is an opportunity to all concern for infrastructure in this country to immediately adopt these technologies.

Keywords: Ultra thin white topping, UTWT, Thin white topping, TWT, Rural roads, Village roads,            Grouted macadam,
Introduction

Rural roads mostly made of  bituminous macadam  are in bad shape because of severe climatic conditions and non availability of funds for maintenance . The concrete roads are recommended because of no severe climatic condition affect the performance of concrete roads.
The main constrain is the cost .There is general perception of the construction fraternity the concrete roads are costly. The old pundits of the pavement industry are familiar with asphalt pavement because last five decades the asphalt roads are made over concrete. People are not aware of significant development in concrete admixture and its effect on strength and performance. It is possible to produce concrete at much cheaper cost.
India with growing industrialisation needs good quality roads. All over the world two types of roads are built asphaltic and concrete. Asphaltic roads are popular all over the world because of the economic consideration and fast laying procedure. Even in our country also asphaltic roads are very much popular but asphaltic roads in our country do not last .besides there is no maintenance of the roads due to lack of funds ,which is a common feature in India.
Millions of rupees are required for resurfacing of the roads. In Mumbai city alone millions   of rupees are wasted on fuel loss and hours of time loss due to bad roads. It takes four to six hours to reach Santa Cruz air port from Thane, a distance of thirty kilometres

I)Indian road
In India almost 80%of passenger traffic and about 65% of freight movement is handled by the   road networks. In general, roads in India are primarily bitumen based macadamised roads However a few of the national highways have concrete roads. In some location such as in Kanpur, the British built concrete roads are still in use. The concrete roads are less popular prior to 1990s because of less availability of cement then. However over the years with large supply of cement in the country and the virtues of concrete roads, they are once again gaining popularity. Concrete roads are weather proof and required lower maintenance than compared to bituminous roads. Because bitumen is obtained from imported crude oil and due to other factors concrete based roads proved to be most cost effective in the long run in future.
There is a situation where funds are limited and the existing bituminous roads do not last. There is also pressure of fellow citizens on the need for good roads due to increasing population, and increasing vehicular traffic.
The Associated Cement Companies, a leading cement and concrete producing company extensively studied technologies namely grouted macadam and ultra thin white topping which is a solution to the above mentioned problems of roads and their technologies. The author started working in the year 1998 and has used the multidisciplinary approach to study the above mentioned technologies The technologies grouted macadam and ultra thin white topping were developed strictly keeping in mind the total cost of the implementation and were ready to use which was a solution in an integrated approach catering to a varied requirements of road making and its maintenance.
Ultra thin white topping  & Grouted macadam technologies
Urban and suburban roads
Instant Pothole filling material
City roads
Rural roads
Airport runways, port roads
Intersection of roads / junctions
Bridge decks, internal society  roads and streets
 







Fig 1: Application of the technologies

As per the authors survey of rural roads out of 33lack km of length only 2lakh kilometre carry heavy traffic from 30MSA(Million standard axle) to 200 MSA and only about  50000 kilometre may be carrying more than 100 MSA. Majority of village roads and ODR(other district roads) of about 28 lack kilometre must be carrying traffic less then 3MSA.Considering the  present road construction activity the same will need 175 cubic meter of aggregate every year which is creating environmental issue .Large requiring of sand also creating problem of underground water. Heavy consumption of diesel and bitumen is increasing our burden of foreign exchange .Most of the village roads are seriously affected due to inadequate provision of maintenance grand.
About 90% length is metalled and top WBM(wet bound macadam) layer is seriously affected and not in traffic worthy condition .The black topped village roads are also heavily damaged due to lack of renewal cost. Huge funding is required to revive these assets to proper standards .we therefore plan such specifications and develop technology which can result into more durable assets at minimum affordable cost. All low volume roads are usually provided with thin bituminous surfacing which require constant maintenance of potholes formed during rains. The roa also require major renewals such as bituminous carpet and seal coat after every five years. if there is water logging due to lack of drainage the bituminous surface may get damp within a week of construction and entire investment is lost in a short time There is need for suitable pavement material having expected life of 15 to 20 years which is low in initial and maintenance cost not affected by water labour intensive and employment generation and dust free environment.
In such situation author has optimised the following technologies
1) White topping
2) Grouted macadam
II)White topping technology : This technology is used for badly damaged metalled road. Damaged blacktopped roads   in urban area are made traffic worthy condition by laying a concrete overlay called “Thin White topping”(TWT) of M 40 grade concrete having thickness of 80mm to 150mm, depending on traffic intensity and assessing the  strength of existing roads. Joints are cut at 800mm to 1000 mm in both direction and thus behaviour gets changed to large paver size block wherein the lower strata is capable of taking the load. It is proposed to adopt same principles to convert the existing damaged metalled road.

2.1 )Historical development in urban pavement technology at Thane Municipal Corporation(TMC)
The author in the year 2007 approached city engineer Mr.K.D.Lalla  and laid first trail patch of UTWT(Ultra  thin white topping) in   Thane city. The condition of the road is without any pothole even after six years. The response   was so positive that TMC incorporated   UTWT in their tender specification.
2.2) Mix design for white topping as overlay for TMC
Material
Kg/M3
Rs/Kg
Cost
Density
Volume
cement
360
5.5
1980
3.15
114.29
flyash
150
1.8
270
2.25
66.67
micro silica
0
22
0
sand
917
0.6
550.2
2.69
340.89
metal-2
450
0.6
270
2.88
156.25
metal-1
550
0.6
330
2.88
190.97
admix
3
107
321
1.23
2.44
water
160
0.4
64
1
160.00
fibre
0
225
0
1031.51
2590
3785.2

COMPRESSIVE STRENGTH
7-DAYS
25mpa
28-days
40mpa
Powder content(kg)
510.00
water/powder
0.88
88
past content
0.33
36
sand content
0.33048015
35
coarse aggregate
0.33661683
28
Table 1: Mix Design for Cityl Roads

2.3) Methodology The following methodology was adopted for laying the TWT.
1) Milling         2) Sub-base preparation
3) Concreting   4) Curing

2.3.1) Milling & Sub Base preparation: Milling is essential on old bituminous roads to create rough surface for bonding the old bituminous surface with the concrete overlay.  Milling also establishes the finished grade line. In addition, camber correction can be achieved as required.  A writgen milling machine was used to mill the top few mm of the bituminous surface.  The material removed from milling was used for land filling.  Engineers took precaution to remove any loose material from the milled surface by brooming before placing the concrete.
2.3.2) Sub Base preparation
Before placing concrete, bituminous surface was wetted so that it does not absorb water from the concrete mix.  Owing to its dark colour, the bituminous surfaces store heat from the sunlight.  Watering helps bring down the surface temperature. Accordingly, water was sprayed using a hose connected to a water tanker.  However, care was taken to ensure that no excess water remained on the surface. Stretches of roads showing sub grade failure or settlement of pavement would not provide uniform support to the overlay.  It was therefore necessary to remove and replace sub-grade from such areas.
The sub-base preparation was an important step of overlay process at Thane because often roads are dug up for laying electric cables, sewerage pipelines, water pipelines, telephone cables and fiber optic cables.  The providers of these utility services do not make good the dug up portions properly.  Often the utility trench is covered without adequate compaction and in such situations the overlay is bound to fail.  Engineers took special precautions by removing loose material from such trenches.  In filling them with 40 mm stone with proper compaction and covering them with a 150 mm thick Dry Lean Concrete layer.
Fig 2: Milling machine  in operation                Fig 3:  Layer  of BM as sub base preparation

2.3.3).Treating sewer chambers:-The surface around manholes or chambers meant for accessing underground sewer pipelines are vulnerable spots for overlay failure.  The existing chambers were raised to the road level.  Engineers took precautions to strengthen the area around manholes or chambers by reinforcing the concrete with a metal mesh of 6-8 mm diameter steel wires. Engineers made provisions for placing utility lines across the road by laying 200 mm diameter concrete pipes across roads wherever needed.  They improved surface drainage by providing side drains whenever required.
2.3.4) Concreting
With the advent ready mixed concrete industry in and around Thane, the many advantages associated with ready mixed concrete were considered useful for UTWT projects. They are
·         Accuracy of mix concrete and calibration of the components.
·         Accuracy of controlling the quality of the cement, aggregates, water and additives.
·         Superiority of the mixing process quality due to absence of human error.
·         Accuracy and centralized monitoring of quality control operation.
·         Avoidance of the burden of storing raw materials at site during the production of concrete.
·         Reduction and time saving of site work duration.
·         Consistent quality.
Engineers made the use of ready mixed concrete compulsory in TWT projects, encouraged by these advantages. The concrete of 3 day compressive strength of 40 MPa and flexural strength of 4.5 MPa was used for overlay.
2.3.5) Curing
Immediately after concreting, the initial curing was carried out by water spraying. Curing was continued by resorting to ponding for seven days.
2.3.6) Joint cutting
The cutting of joints is an important step for ensuring design performance from the TWT. The overlay was cut within eight to ten hours after placing the concrete.  The short joints of 1 meter by 1 meter were cut to avoid cracking.  The hot bitumen was used as a sealant.
Using the above mix design, methodology and the integrated approach of road development with proper drains, manholes and shoulders, TMC engineers have successfully carried TWT projects on several stretched of roads in Thane city. Figures 4 & 5 shows some of the roads finished with TWT.

Fig 4: Laying of white topping in progress                  Fig5: Typical Thin White topping road

In SCC the mix is governed by the above mentioned parameters namely powder content, water/powder ratio, pest content, sand content and coarse aggregate.
.
III)Historical development in rural pavement technology at Murbad Thane
The Thane unit of PMGSY made history by adopting /experimenting technology which is different than regular prescribed method of Road building In the month of April 2011 thane unit of PMGSY  was successful in laying 150 mm of PQC on 150mm of GSB(Granulated Sub Base) The concrete used was totally different than conventional concrete.
The M-40 Grade concrete is made by using 290kg of cement. The reduction in cement quantity was possible by using additives   like flyash, silica fume, GGBS etc. and by using water reducing admixture like BASF Glenium sky, Glenium 276 etc.

The SCC(Self Compacted Concrete) technology is used to achieve concrete to spread of its own weight.First time the joint cutting is avoided by placing geo-polymer strips of 50mm in 150mm concrete at regular interval.
Three fundamental changes in concrete technology made it possible to give concrete roads to villages at slightly higher cost. The white topping has made distinct difference in the output.
1.  Maintenance free roads for next fifteen years
2.  Acceleration of rural economy.
3. Saving in raw material namely lime stone by less use of cement.

Few photographs of the concrete road at Kundebangar Wadi under the scheme of Prime Minister of Gram Sadak Yogna (PMGSY) in a sequence in Fig 6.

Mix design for PMGSY: SCC concrete
MATERIAL
kg/M3
RS/KG
COST
DENSITY
VOLUME
cement
290
5.40
1566
3.1
93.55
flyash
200
1.8
360
2.25
88.89
sand
355
0.6
213
2.69
131.97
crush stone
355
0.75
266.25
2.88
123.26
metal-2
536
0.6
321.6
2.88
186.11
metal-1
630
0.6
378
2.88
218.75
admix-BASF-B-276
3
107
321
1.23
2.44
water
150
0.4
60
1
150.00
994.97
2519
3485.85
slump flow
400mm

ycone
8sec

water/cementitious
0.306122


Gradation for crush stone and sand
%PASSING
10MM
100
4.75MM
90-100
2.36MM
60-95
1.18MM
30-70
600MICRON
15-34
300MICRON
5_20
150MICRON
0-10
Gradation for metal i&ii
metal ii
metal i
%passing
20mm
95-100
100
16mm
12.5mm
90-100
10mm
25-55
40-85
4.75mm
0-10
0-10
Table 2: Mix Design for Rural Road


Flyash should be from field 3 residue on 45 micron is 10%
A trail stretch of about 900m with above technology has been done for a project near Kalyan Feasibility and cost advantage has been proved beyond doubt.

IV)Historical work carried out in Bhangarwadi village near Kalyan is given below


         


Fig 6: Six photos ( from left to right in two rows)  indicating the sequence of laying the rural road-Mixer for making concrete, Laying of channel, Transport of Concrete, Placing of concrete, Finished road, and Ready to use road open on third day.

Recently further reduction in concrete cost is possible by using reactive flyash from TATA thermal power plant. The flyash is different from other Indian flyash .because the TATA power uses Indonesian coal for firing. The chemical composition of Indian and Indonesian flyash is given below

Element
INDONESIAN COAL
INDIAN COAL
·                     SiO2
·                     33.9
·                     57.5
·                     Al2O3
·                     20.4
·                     29.8
·                     Fe2O3
·                     19.8
·                     5.8
·                     CaO
·                     14.9
·                     0.4
·                     MgO
·                     5.8
·                     1.0
·                     Na2O
·                     0.54
·                     0.07
·                     K2O
·                     0.93
·                     1.55
·                     TiO2
·                     0.70
·                     1.3
·                     SO3
·                     0.8
·                     0.08
·                     Carbon
·                     1.6
·                     2.2
·                     LOI
·                     2.2
·                     2.4
·                     IR
·                     40.8
·                     92.9
Table 3: Chemical composition of Indian and Indonesian Flyash

Chemical analysis of typical Indian coal flyash and Tata power Indonesian coal flyash is given in table 3

V)Benefits of using TATA POWER Flyash
·  More replacement of cement by flyash
·  The early day strength is not reduced
·  Production of green concrete.

The strength data of various compositions is studied and the results are given below:
cost/RS
3-DAYS
7DAY
28DAYS
56DAYS
w/b
exp.conducted
original mix
2665.8
16.96
20.47
37.63
46.91
0.38
BASF
260+100pfa
2546.75
12.99
18.79
29.96
42.28
0.38
BASF
250opc+100pfa
2511.65
13.28
17.81
32.38
38.78
0.38
BASF
250opc+90pfa
2519.2
12.9
38.19
33.06
36.97
0.38
BASF
240opc+90pfa
2501.1
12.77
18.76
38.19
39.01
0.38
BASF
240opc+100pfa+20alcofine
2809.75
12.79
20.3
33.63
43.01
0.38
BASF
230opc+100pfa+20alcofine
2711.65
11.24
16
29.26
41.44
0.38
BASF
210opc+90pfa+30alcofine
2842.2
14
19.53
35.18
39.13
0.38
BASF
290opc+200pfa
2445
18
25
38
0.34
Pune Engineering College
290opc+200pfa from tata power
3265
25
35
51
0.35
BASF









Table 4: Strength data of various compositions and their results

Fig 7: Tata flyash effectiveness on Compressive strength

For village roads normally crust consist of 300mm sub grade ,200mm GSB(Granulated sub base),150-to 225 mm WMM(Wet mix macadam)  20MM carpet and seal coat. Carpet and seal coat does not add to strength but act as dust proof course. It also prevents the sucking of blindage from WMM due to pneumatic tyre and thereby prevents the damage to WMM/WBM surface. Most of the village roads are metal led and for the want of maintenance grand top later is worn out. Almost top  75mm to 100mm WBM/WMM Layer is heavily damaged in such cases normally additional 75mm to  100mm WBM/WMM layer is added and road is restored to proper camber.20mm carpet and seal coat is added as wearing course
As an alternate to above the levelling course itself could be converted into impervious top layer of grouted macadam.

VI)Grouted Macadam Technology
The composite material comprises of porous asphalt skeleton into which cementitious grout is poured completely filling the voids. This type of pavement has the potential to combine the best qualities of flexible and rigid pavement. The best qualities are due to absence of joints because of asphalt and long life due to high bearing capacity of concrete. The impervious surface of grouted macadam mixture provides good protection to the foundation against the ingress of water.
Grouted Macadam consists of polymer coated aggregates with 25-30% voids in which is poured a cementitious grout.  The grout is of improved cementitious binder which allows greater penetration of the void structure of polymer coated aggregate (PCA) and hence greater achievement of the theoretical packing density. The resulting material is typically used as a wearing course between 25mm and 75mm in thickness.
This type of grouted material offers the following benefits over a conventional bituminous material.
·         High resistant to permanent deformation
·         Fuel spill resistance
·         Lower temperature susceptibility
·         Higher Stiffness modulus.

Grouted Macadam consists of an open graded coated aggregates with voids completely filled up with a special cement based grout. The grout is a dry, ready mixed which, when mixed with water, is a very light fluid material with high properties of penetration and internal cohesion.
Grouted Macadam is laid jointless. The special coated aggregates provide the flexibility and the grout, with its characteristic dense micro structure, high wear resistance and high durability in aggressive environments.
 






Fig 7: sequence of laying Grouted macadam –laying bituminous macadam, pouring of grout, scraping of grout to finish the road.
Details of the jobs conducted at BMC(Mumbai municipal corporation)  and SMC(surat municipal corporation) are listed as 9 jobs at places from Lonavala to Navi Mumbai, 20 jobs in Greater Mumbai, and outside Mumbai namely Surat, Tikariya and Kymore. . The technology used is grouted macadam developed by the author in ACC-RCD.
6.1 The CRRI(central road research institute)Report
Fig 8: Sion circle made  pothole free evaluated by CRRI
The product properties are studied by CRRI. The report is given below:
Laboratory Testing Of Grouted Macadam by CRRI : The performance evaluation of Grouted Macadam overlaid road sections was certified by the Central Road Research Institute (CRRI), New Delhi.. The team of CRRI scientist visited the Grouted Macadam site in Mumbai on Aug.2002.. The periodic observations included are the evaluated performance for skid resistance measurements using British Portable Skid Resistance Tester, surface texture depth measurements and extraction of pavement cores for determination of abrasion resistance, effect of water, petroleum products and temperature on Grouted Macadam.
6.2)The skid resistant measurements  Skid resistance measurements were under taken on the representative locations under dry and wet conditions of the pavement. Skid resistance values as obtained have been given in Table 5
Location
Skid Resistance Values
Minimum Skid Resistance Requirements
Remarks
Dry condition
Wet condition
*Average
Range
*Average
Range
Inner lane
92
85 - 97
53
52 - 57
55
Good surface condition with  coarse surface texture
Central lane
92
86 - 96
59
55 - 64
55
Good surface condition with medium to coarse surface texture
Outer lane
91
87 - 95
55
55 - 56
55
Good surface condition with medium to coarse surface texture
*Average based on ten observations. Table 5 : Skid resistance values
6.3) Texture depth measurements.
Texture depth measurements were also made at representative locations where skid resistance was measured. The standard sand of known density was used .A known volume of fine sand of uniform particle size is poured on the road surface and the sand is spread until all the cavities are filled. The mean texture depth of the surface is calculated and the results are given in Table 6.
Lane
Mean Texture Depth (mm)
Surface Texture Classification

Remarks
Range
Average
Coarse texture
Medium Texture
Fine Texture
Inner lane
0.37- 0.77
0.57
³0.50mm
0.50-.25mm
< 0.25 mm
Good surface condition with medium to coarse surface texture
Central lane
0.80- 1.50
1.15
³0.50 mm
0.50-.25mm
< 0.25 mm
Good surface condition with  coarse surface texture
Outer lane
0.60- 0.92
0.74
³0.50 mm
0.50-.26mm
< 0.25 mm
Good surface condition with  coarse surface texture
Table 6: Mean texture depth of the surface
6.4) Traffic volume counts : The daily traffic flow was assessed based on 24 hours volume count. Cars, buses, trucks, light goods and other commercial vehicles were recorded during the survey. Shown in Table 8
Vehicle Type
Cars ( C )
Buses ( B )
Trucks ( T  )
*Other Goods Vehicles
Number of vehicles
50329
9566
6271
5939
Table 7: 24  Hours Traffic Volume Count at Sion Circle
* Includes Tractors/Tractor trolleys etc.

6.5) Abrasion resistant : The cylindrical cores of 100mm diameter and 20-50 mm height were cut from representative locations. Core cutting was done using electrically operated (220v,1.8KW )BOSCH portable core cutting machine. These core samples were tested for abrasion as per IS 9284-1979.The abrasion test results of Grouted Macadam sample are given in table-8.
Sr. No.
Sample No.
Percent loss
in weight
Tentative Suggested Maximum
Value of Abrasion 5Loss (%)
1
11
0.25
(I) concrete pavement

2
13
0.21
(a)With mixed traffic
including iron tyred traffic
= 0.16
3
14
0.21
( b) With pneumatic
tyred traffic
= 0.24
4
15
0.29
(ii)  Factory floors
= 0.16
Average

0.24
(iii) Dockyard
= 0.16



(iv) Railway Platform
= 0.24



(v)  Foot- path
= 0.40
Table 8: Abrasion test results of Grouted Macadam sample
6.6) Evaluation Of Grouted Macadam Vis-Vis Designed Bituminous Material.
Bituminous mixes used as surface courses of flexible pavement are visco-elastic materials and their properties are dependent upon stress, strain and temperatures. The induced strain in a bituminous material is attributable to viscous flow and increases with loading time and temperature.
The other vital issue associated with failure of bituminous surfacing is loss of adhesion between binder and aggregate under the influence of water and also due to spillage of petroleum fuel from vehicles. The bituminous mixes have to fulfill a wide range of requirements to sustain traffic and environmental stresses. These are  the resistance to permanent deformation and fatigue \cracking, impermeable to protect lower layers of road from water, durable to resist abrasion of traffic and effects of temperature., water and oil spillage and contribute to pavement strength. It is important to study effect of water, temperature and oil on a material while comparing a new material like Grouted Macadam for its performance vis-vis bituminous material. The properties of Grouted Macadam vis-vis Bituminous concrete (BC) using  60/70 grade bitumen used for aggregate coating are given in Table 9
Properties of Grouted Macadam vis-a-vis Bituminous Concrete using 60 / 70 grade bitumen
Properties
Values of BC using
Bitumen 60 / 70
Grouted Macadam
Limits
MORT & IRC specification
Bulk  density,  gm/cc
2.34
2.32-2.35

Marshall Stability , at 600C, kg, (ASTM D 1559)
940
2270
820 (min)
Marshall flow at 600C, mm, (ASTM D 1559)
3.2
4.2
2.0 - 4.0
Percent Air voids
4.2

3.0 - 6.0
Indirect tensile strength at 250C , kg /cm2
5.7
13.8
ASTM D 4123
Stiffness Modulus at different temperatures, kg/cm2 Poisson’s Ratio (m) = 0.35for bituminous materials and 0.25 for Grouted Macadam  (ASTM D 4123)
150C
50920
184620
IRC - 37 - 2001 indicated value of elastic modulus of BC mix as 31260 kg / cm2 for 60/70 and  19660  kg/cm2  for            80/100 bitumen at 25oC
250C
24990
100390
350C
10640
79650
450C
1920
54530
Reduction in stiffness modulus values , %, (150C - 450C )
96
71
Not specified
Retained stability at 600C immersion in water at 600C for 24 hours , % , ( ASTM D 1075)
80
93
75 (min)
Retained indirect tensile strength at 250C immersion in water at 600C for 24 hours , %, (ASTM D 4867)
85
95
80 ( min )
Loss of material in diesel oil , 7 days immersion , %
4.2
0.3
Not specified

Table 9 properties of Grouted Macadam vis-vis Bituminous concrete (BC) using  60/70 grade bitumen

Fig 9: Elastic Modulus (MPa) of Bituminous Materials and ACCMarg

Few illustrative pictures of Indian road before and after overlaying with Grouted Macadam are given below
 








Fig 12: Typical road with potholes          Fig 13: A bridge deck of Mumbai-Pune Expressway after overlaying with Grouted Macadam
VII) Conclusion
UTWT and Grouted Macadam are two proven technologies for Indian infrastructure. The grouted macadam was first used by Mumbai Municipal Corporation in the year 2000 and Surat Municipal Corporation is using it even in the year 2013.
The UTWT is first laid in Thane Municipal Corporation and TMC is using the same technology even in the year 2013.These two technologies are replacement to existing bituminous road.
Acknowledgement
1) The author acknowledges ACC Ltd where author has the opportunity to work on these two technologies.
2) The author also acknowledge Mr.K.D.Lala city engineer TMC for allowing to lay the trail patch of UTWT in Thane city in the year 2007l
3) The author acknowledge Mr.P.Bongirwar for introducing white topping in rural roads under the
scheme PMGSY
References
1) Dr Vilas Deshmukh 2011, “UTWT for Eco-Friendly Roads” in Construction Business Today Vol No1 No 3 June
2) V.K. SINHA*, SATANDER KUMAR** & R.K. JAIN***.“White Topping A Cost effective rehabilitation alternative for preserving bituminous pavements on long term basis” Paper in Indian Road Congress paper no Paper No. 538
3)Road Research Road Note No.27, "Instruction for using British Portable Skid Resistance Tester" Department of Scientific and Industrial Research, RRL HMSO   London, 1960
4) NCHRP Report No.37, “Tentative skid resistance requirements for main rural highways, HRB”, 1967.
5) Method of Test of Abrasion resistance of concrete as per IS 9284-1979
6) ASTM D 4867
7) ASTM D 1075 and ASTM D3637
8) ASTM D 4123 and ASTM D 1559
9) Assessment of LTPP friction Data, US Department of transportation, FHWA March 1999
10) The program which was telecast on DD SAHYADRI TV channel can be viewed here http://www.youtube.com/watch?v=nCBFqbx9RRA&feature=plcp



No comments:

Post a Comment