1.

3 LITERATURE REVIEW
Interlayer interface bonding between the existing hot-mix asphalt (HMA) layer and cement
concrete overlay is one of the noteworthy factors affecting service life of the white toping. To
evaluate the characteristics of the HMA–PCC interface and to determine the interface shear
strength, Zhen Leng et al [1] utilize direct shear test apparatus which is capable of examining
several parameters affecting the interface performance between two layers. Different
emulsions as tack coat have been applied at different rates at interface to find the optimum
tack coat which is required to have greater interface shear strength. From test results they
found that SS-1hP emulsion showed greater interface bonding strength than the use of RC-70
cutback & optimal tack coat application rate was found to be 0.05gal/yd 2. Further they stated
that a improved bonding can be attained at lower temperature.

K. Jayakesh et al [2] studied the interface shear bond strength and shear fatigue
performance of ultra thin white toping(UTW) overlay for distinct interface treatment
techniques for instance grooving and piercing. They concluded that piercing technique
has found with superior shear strength compare to grooving method &
also slanting groove interface and piercing interface method proved supreme bond strength
y interface and interface k modulus value.
They have concluded that two million numbers of cycles were essential to fail the HMA-
UTW composites from interface shear bond fatigue test, with a utmost stress of 25, 20, 15
and 5% for 100, 97, 88, 75 and 55% contact area.

Deividi Da S et al [3] Pereira et al dealt two experimental pavement sections, one by

constructing cement concrete layer i.e. ultra thin white toping (UTW) over a entirely cracked
asphalt layer & second by building another UTW over a structurally sound but thin existing
asphalt layer. They found that overlay laid over cracked asphalt layer failed after the several
weeks of construction while the second type of overlay (UTW) has shown considerably good
performance afters 6 years in service. They concluded that performance of the overlay
(UTW) is improved considerably if the existing thin asphaltic concrete layer is cable to
provide a better load transfer between the UTW slabs which may be possible if the existing
layer of asphalt is in sound structural condition and there should be a superior bond between
existing and overlaid layers.
Young Kyu Kim et al [4] studied and investigated likely basis of untimely distress in the
pavement that occurs mainly due to too much bond stress even though adequate level of bond
strength is being achieved is investigated by a arithmetical analysis using a 3-dimensional
finite element method. They concluded that bond stress may be greater than the bond strength
when the coefficient of thermal expansion is high of the overlay material. They also
concluded that The normal tensile stress augmented considerably when the modulus of
elasticity increases along with the coefficient of thermal expansion compare to horizontal
shear stress.

Fung-Lung Chang et al[5] studied the quantification of bond strength by compiling the
pavement interface bond strength devices, they generally explored three testing mechanism
including pushing (Shearing) pulling (Tensile) and twisting (Tensioning). They concluded
that shearing test is seems to be most suitable test that can be adopted for determining
interface strength. They found that no single device was capable enough that can represent
research results from all over the world hence it is required to develop a universal bond
strength device so as to standardize the incomparable research results.

Jia-Chong DU et al[6] evaluated the interlayer shear strength between asphalt layers using
emulsion and cutback materials. They utilizes direct shear test device for examining the shear
force at the interface of composite. The results obtained illustrated that the shearing force
diminishes with increase in temperature. They obtained maximum value for emulsion asphalt
than that of cutback asphalt i.e., CRS-1 showed more shear strength than that of RC-70 and
MC-70. They developed a shear stress model represented by a equation considering shear
stress and temperature which is realistic and is not considerably varying to the shear stress
from experimental field test, in accordance with the statistic of analysis of variance test.

Yu-qiang Huang et al[7] analysed Interface Bond Performance of UTWT experimentally to

understand the performance and stress status of white toping. They studied that previous
researchers used wedge split experiment to gauge the interface bond state after all those tests
do not represent the actual bonding behaviour between UTW slabs and asphalt pavement
significantly. Here they casted composite beams of PCC-AC composite beams which were
subjected to three point loading test to determine the central span deflection curves and crack
mouth opening displacement curve for different interface bond conditions and later
concluded that afore mentioned test can be employed to assess interlayer bonding of white
toping pavements with the existing asphaltic concrete layer. Further they carried out testing
on various AC-PCC composite samples with different surface treatment of asphaltic concrete
[AC] and with various surface pores and roughness on the AC layer, in which they have got
maximum bonding for greater surface roughness.

Nithin Sudarsanan et al studied the different types of devices capable of testing bond strength
between asphaltic layers or between two different types of layers. They evaluated the stresses
developed at interface and examined the factors that affects the bond strength when a
geosynthetic layer is being introduced between the layers. They concluded by giving an
overview of how stresses are developed between asphaltic layers in real field conditions and
described that failure at interface in field condition is mainly due to slippage which intern
related due to horizontal shear force as studied in practical conditions.

B.N. Skanda kumar et al conducted Performance assessment studies to assess functional and
structural condition of a overlay to ensure its purpose by performing Benkelman Beam
Deflection(BBD) to examine its structural condition for which Benkelman Beam Deflection
(BBD) studies were carried out, wherein functional evaluation is carried out by collecting
traffic data and MERLIN instrument is used to evaluate riding excellence to which rating is
given as per AASHTO. They also conducted UPV and rebound hammer test to know the
condition & quality of pavement. Further STAAD PRO software is used to develop model
through finite element analysis.

Taizo Nishiyama et al considered a field investigation, laboratory experimentation, and 3-D

finite element (FE) model to evaluate effect of bonded against unbonded condition between
existing concrete layer and new overlay. Field evaluation is carried out by cutting core
through existing pavements and testing shear strength test in shear testing devices, regardless
of the initial bond strength. From this testing they found that an insignificant bond strength
between the concrete overlay and the existing pavement may lead to increased distress on the
overlay surface, then laboratory experiment was carried out to evaluate effect of bond
between the pavement layers by casting cylinders half filled with regular concrete and half
filled with polymer concrete which were subjected to indirect tensile strength test to measure
bond at interface. Finally they developed a 3-d finite element analysis model using eight-node
solid elements and a spring element to measure extent of bonding by changing bond level
from entirely bonded to unbonded condition by changing the spring element stiffness. Further
they carried out parametric study by different spring stiffness to build up a matrix which is
used to quantify different stages of bonding between layers which is useful to select most
suitable spring stiffness for specified bonding condition and subsequent overlay thickness.

Hongduo Zhao et al carried out the study to determine most influential parameter that will
affect on the interface bond shear strength between concrete layer and asphalt overlay and
their level of significance. The main factors influencing interfacial bonding are bituminous
mix type, tack coat type and dosage, surface characteristics of layers, temperature and
moisture conditions. They designed equipment for computing direct shear with provision of
application of normal load, cores are being drilled from the asphalt overlay over cement
concrete pavement constructed in laboratory, which are then subjected to orthogonal test to
examine various parameters and their effects on interface which are later are plotted by box
plot. They concluded that surface texture has the significant influence on the concrete slab
compare to all other parameters. Further they illustrated that Rough surface texture helps in
increasing layers bonding and also cutback asphalt is not appropriate as tack coat binder
compared to emulsified asphalt. In addition, low temperature and parched condition can also
develop interlayer shear performance.

Tao Hu et al studied the layer bonding between bituminous layer and semi-rigid base
constructed with continuous construction method, In this paper they evaluated the bonding
condition by rising layers interlock depth with the help of continuous construction method
(CCM). They performed laboratory and field investigation to examine the bonding
improvement. optimum initial degree of compaction of the base layer and paving time
interval between base layer and bituminous layer were suggested for better bonding condition
They concluded the following; Continuous construction method (CCM) can reduce transverse
crack number and deflection level when bonding amid asphalt layer and semi-rigid base is
good, CCM was proved to provide better interlayer strength compare to base treatment such
as grooving and napping and also CCM has more upshot on interlayer friction, shear strength
and pull-out strength.
Randy C. West et al developed a test for measuring the shear bond strength between the
pavement layers. for the Alabama Department of Transportation (ALDOT) the researchers
evaluated the application rate of tack coat material and considered two types of tack coat as
(CRS-2 and CSS-1) and a PG 64-22 asphalt binder as per ALDOT’s specifications. They
measured shear at three temperature and at three normal pressure, the bond strength is
determine by considering coarse graded blend and a fine graded blend to show two different
surface texture, considering all these parameters and specifications the researchers evaluated
the effects of tack coat type, application rate, mix type, testing temperature and norma
pressure on the bond strength. They found that temperature was the pronounced parameter
affecting the interface bond strength, maximum bond strength was obtained for PG 64-22
compare to two emulsions normally for fine graded blend. Finally they concluded that slow
application rate of emulsion provides maximum bond strength especially for fine degree of
blend.

Yan He created artificial roughness on the existing concrete surface of 180-day old concrete
using iron combs of to make different shaped saw teeth on the surface and the laser
triangulation ranging equipment was utilized to capture the morphological data of concrete
interface, for reconstructing and processing the data into the 3-dimensional form mat lab
software is used. They established a three zone two layer model in order to examine the
mechanism of bonding between existing asphalt layer and overlaid concrete layer which
helps in identifying the transition zone between old and new concrete which is the key
section for good bonding between two layers. They conducted Mechanical properties tests
such as splitting tensile strength, flexural strength and bonding strength between existing and
new concrete layer. They concluded when the interface treatment is given such as interface
roughness, interface adhesion, bond strength was significantly high.

bidyut bikash sutradhar studied the failure taking place due to slippage i.e. deboning between
layers, laboratory tests were conducted on 100mm diameter sample at 25c at a shear force
rate of 50.8mm/min with CMS-2 and CRS-2 emulsion at interface for various bituminous
mixes like DBM, BC.Marshal loading frame was modified with three more attachments to
deal with shear loading at interface. They concluded 0.2kg/m2 as the optimal tack coat and
also found that CRS-1 have the highest bond strength. They have not considered affect of
temperature and normal pressure in their study of determination of bond which will of course
have an impact on the obtained results.
Manik Barman et al performed a finite element analysis to investigate the affect of load
induced stresses at interface by overlaying 3inch, 4inch and 6inch concrete overlay. They
studied the debonding of existing distressed asphalt layer from the new layer which
diminishes the contribution of existing layer in providing bonding. They found that
debonding affect will have an impact to such as extent that it will increase load induced
stresses by 40-55% They developed a relationship between load transfer efficiency at joints
and effect of debonding for different overlays thickness and also quantified that with increase
in load transfer efficiency the delaminating stresses reduces significantly. In the further
research work they mentioned about consideration of individual component that will have an
effect on the bond strength such as surface texture, surface treatment.

Bonded concrete overlay (BCO) is a method of rehabilitation of existing pavement to

increase the service life of the pavement. In this paper Norbert J. Delatte et al investigated the
performance of the bonded concrete overlay because in some cases delamination has
occurred shortly after construction rather than serving long term as it should be. They found
out the early delamination in some cases which was due to deficiencies in surface
preparation, materials selection or proportioning, or curing due to which the layer has not
served its purpose and found that it was difficult to identify an map out the defects in the
presence of thick overlays.

Di Zhu, and Xiao yang Jia carried out micro-mechanical-based discrete element methods
which was based on particle flow code is used to examine the interlayer damages between
asphaltic concrete and PCC overlay. The interlayer damage was calculated using stress
statues theory. They concluded that interface bond strength was found to be poor which was
actually due to large range of load.

Hasan Ozer et al studied the impact of pavement interface conditions on hot-mix asphalt
(HMA) overlay response using the laboratory and field investigation along side with
numerical analysis, they conducted the accelerated and laboratory tests with 3d finite element
modelling to assess the bonding condition and interface behaviour. They extended their
findings by using FE models for parameters such as different temperatures, tyre
configurations and loading conditions. They found that as temperature of pavement increases,
the effect of bonding on the overlay also increases. They investigated the effect of Interface
properties such as stiffness and strength on the bituminous overlay; they found that excess
amount of application of tack coat causes increase of bottom tensile strain. From the full-
scale Accelerated paving testing it was revealed that there were huge differences in the
bituminous tensile strains (longitudinal and transverse) when tack coat application rate
changes. It was also found from APT that, bituminous bottom tensile strains increased
significantly due to too much application of tack coat rate during construction.

Changfa Ai et al studied and presented a procedure to find out the shear strength between
asphalt layers using direct shear test considering both normal and horizontal load. They first
conducted laboratory testing under varied temperature, vertical pressure and rate of
application of tack coat in order to find the effect of each parameter on the interlayer shear
strength then the results were subjected to statistical analysis, based on that further prediction
models were developed stating interface shear strength under the effect of lateral and as well
as normal pressure collectively for three different temperature levels. It was concluded that
interface shear strength notably depends on temperature. They concluded that increase in
normal pressure interface shear strength was found to increase.

Jia-Chong DU et al evaluate the interface bonding between asphalt layers by applying various
tack coat materials at interface and conducted direct shear test by fabricating own test set up.
They showed that shear stress at interface decreases with increase in temperature. They
developed a shear stress model indicating relation between shear stress and temperature with
exponential equation which is significantly same as field test. In this paper they also gave a
simple method to simulate shear stress for different nominal aggregate gradation and tack
coat materials.

Afshin Karshenas et al studied the necessity of normal confinement in shear test and its affect
on bond strength, generally bond strength increases with normal confinement compare to
without confinement results. Shear bond strength that is determined directly, without normal
confinement may lead to faulty results and it may not be appropriate for design and analysis
purposes. They presented a methodology to infer laboratory bond strength test results in
relation with stresses developed at the interface in pavement section under consideration.
From their results they concluded that normal confinement has the greater importance in
shear bond strength and they also provided guidance for selection of efficient level of normal
confinement with respect to the testing requirement.
The inherent characteristic of tack coats is an important parameter in the adhesion among
layers, but however they way how we apply the tack coat is also an equally important
parameter. Alexandra Destrée and Joëlle De Visscher considered four test sections in their
study which are differing in type of tack coat and texture. The interlayer shear bond strength
was investigated by shear tests performed in the laboratory on specimens obtained from the
test sections. They found that higher bonds strength results from tack coat prepared from
harder bitumen The mean shear bond strength values for the tack coat prepared in comparison
with soft bitumen tack coat. They found no relation between macro texture of the milled
surface and interface shear strength.

Yuhong Wang et al carried out research to find out the bond development between the Open
graded friction course and underlying wearing course. OGFC is a relatively minimal strength
and minimal stiffness which rise concern about its interlayer bonding with existing layers. To
deal with this concern they laid both OGFC layer and the underlying asphaltic concrete layer
thinking that better bonding may develop between two new layers. However, this practice
resulted in resource and financial wastes if the bond and shear strength between the OGFC
layer and milled asphaltic concrete layer are adequate. They concluded that bond strength
between a new layer of OGFC and a new layer of WC is significantly higher than that
between a new layer of OGFC and an old layer of WC. The bond strength, however,
increases with time during road use. Therefore, the suitable timing for possible interlayer
bonding problem may occur straight away after construction.

Elmar K. Tschegg developed a procedure for measuring the fracture-mechanical behavior

between bonded layers. Cubic or cylindrical specimens with their interface in their middle
were tested to determine the load displacement curve until final fracture of bonding takes
place. But they found the from the aforementioned data of load displacement it was not
possible to bonding quantitevely but it was important to further FE calculation.