INTERLOCKING CONCRETE BLOCK ROAD PAVEMENTS September 1988INTERLOCKING CONCRETE BLOCK ROAD PAVEMENTS A Guide to Design & Construction Scope This document provides guidance on thickness design, material requirements and construction and maintenance procedures for interlocking concrete block pavements for public roads, and for other pavernents used by vehicles not ‘exceeding statutory load limits for on-road vehicles. This document is not intended to serve as a standard design specification and itis inappropriate to refer to it in this way. Pavements for heavy duty, offroad or specialised materials- handling vehicles are beyond its scope. For brevity this document does not fully detail all aspects ofthe topic. Additional information can be found in “interlocking Concrete Block Pavements" (J B Tait 1987) 6), in the selection of papers given in the relerences on page 21, and in the selection of papers presented at the 2nd international Conference on Concrete Block Paving (Delt, April 1984) and the Sra International Conference on Concrete Block Paving (Flome, May 1988). ‘This document has been based on, but extensively modified from, the Cement and Concrete Association of Australi publication “interlocking Concrete Road Pavements, A Guide to Design and Construction” (5). ‘This document is intended to provide guidance to Engineers experienced in pavement design, materials selection and ‘construction. The information provided needs to be supplemented by the Engineer's own knowledge of local condor reaching design and construction decisions for individual projects. Cover: LPG Depot, Manukau CityCONTENTS 1 INTRODUCTION 11 Application 12. Research 1.3. Paving Unit Manufacture 14 Pavement Structure 15 Block Colours 1.6 Stiffening Under Traffic 1.7 Freeze Thaw Situations 1.8 Drainage 1.9 Sound Practice 1.10 Block Shapes 2 THICKNESS DESIGN 2.1 Procedure 2.2 Traffic Loading 2.3 Surface Layer Design 2.4 Subgrade Investigation 2.5 Basecourse Thickness Design 2.6 Design for Lower-Strength Subgrades 2.7 Cost/Performance Evaluation 2.8 Design EDA: Examples 3 MATERIALS 3.1 General 8.2 Paving Blocks 38. Joint Filling Sand 3.4 Bedding Sand 3.5 Basecourse Material 3.6 Sub-Base Material 3.7 Stabilised Materials 8.8 Cement Bound Materials 3.9 Geotextiles 4 CONSTRUCTION 4.1 General 42. Setting out 4.3. Drainage and Subgrade Construction 4.4 Compaction 4.5 Sub-Base/Basecourse Construction 4.6 Planning the Paving Operation 4.7 Placing and Screeding Sand Bedding 4.8 Edge Restraints 4.9. Laying the Paving Blocks 4.10 Compacting the Sand Bedding 4.11 Sand Filling of Joints 4.12 Opening to Traffic 5 MAINTENANCE 5.1 General 5.2 Weed Control 5.3. Joints 54 Cleaning REFERENCESLINTRODUCTION 1.1 Application 1.2Research Pavements have been surfaced with stone blocks since ancient times and even up to the end of the 19th century surfaces of dressed stone or hardwood blocks were com- mon. Developments in concrete technology and improved plant for block manufacture led to acceptance of small ‘concrate blocks for pavement surfaces in Western Europe about 30 years ago. This has developed to a major usage which has now spread to many parts of the world including New Zealand, ‘Two of the major advantages of concrete block pavements are their aesthetic appeal and their high strength. In addi- tion the riding surface of good quality concrete offers high durability, skid resistance, abrasion and scuffing resis- tance. ‘Thereis a trend towards housing-estate streets (and shop- ping malls) having a complex curvilinear layout with irregu- lar carriageway widths to restrict traffic speed, maximise land use and to add visual appeal. interlocking concrete pavements enhance these developments, particularly with ‘heirabilty toacoommodate varying geometry andiindicate function by colour differentiation. In traffic-management schemes aimed at controling trafic flow in established areas the visual and texture differentiation offered by Interiocking paving assists in redefining the character of street and pavement usage. For bus stops and parking ‘bays interlocking paving provides positive demarcation of the area with a pavement surface resistantto Gamage by oil drips and with extra resistance to the forces of braking and acceleration. For allthese uses permanent colour androad markings can be incorporated at the time of construction. Block pavements may be opened totratfic immediately on completion of construction. Thesurfaceisnotas smooth as asphalt or cast insitu concrete so interlocking pavements are generally recommended for where trafic speeds are less than 50-60kph. Because ofits segmental nature, inter- locking blocks can be recycled. Once the pavement has beenbroken nto, pavingblockscan belted and recovered for re-use and only a small stock of replacement blocks needs to be maintained. This facilitates access to under- {ground services and permits the subsequent restoration of, the pavement with litle material cost and no discontinuity of the surface. Pavement shape correction if required can ‘also be accomplished at low material cost. ‘Since the mid 1970s there has been extensive worldwide documentation of research, development and perform= ‘ance evaluation of Interlocking conerete paving. In addition to the material directly referenced in this document major international conferences dealing exclusively with inter- locking paving have been held in Newcastle-upon-Tyne in +1980, in Delft in 1984, in Melbourne in 1986 and in Rome in 1988, 1.3 Paving Unit Manufacture Most of the manufacturers of concrete paving blocks in New Zealand are members of the Concrete Masonry As- sociation (CMA) and comply with New Zealand Standard NZS 3116: 1981 (18). With the continuing development of ppaving blocks and construction methods, designers are advised to consult CMA members for detalis on specific ‘paving blocks and recommended construction procedures. 1.4 Pavement Structure Interlocking concrete block pavements usually consist of three layers: surface, basecourse and subgrade. On low- strength soils 2 further layer, ie: a sub-base or working platform, may be included. The layers are described as follows and are shown in Figure 1. Conse pana bo {SUB EASEORGNG RATION 20 4x10 108 x10? 5 | | minor Access ° <100 | 6x10"03x 108 5) tears is 0.6 EDA per HCV. Effective number of days per year (estimated) = 300 daysyear Growth factor = (1.02791 tog, (1.02) = 245 Design EDA = 190x0.6x300%245 = 84x10" EDA/Iane Note: the formulato calculate the growth factor for adesign period of n years and a growth rate of ris: (3). Growth factor = (xed too, (19) 2.8.2 Estimation Method Estimate the design EDA for a residential street to provide ‘access to an existing housing estate. Wiath of street am Wicth and parking reduce street to one trafic lane Hev 95 per week day (rom obesrvaton) Effective number of ‘days per year 300 Growth factor 224 (assume 1% growth rate) EDAperHCV = 08. Design EDA = 85x 300x221 x08 = 114x108 EDA 133 MATERIALS 3.1 General ‘A pavements only as good as its constituent materials. To ‘ensure good performance from an interlocking concrete pavernent itis essential to use good quality materials. It ‘should not be assumed that a layer of interlocking paving ‘blocks can compensate for. or in some way bridge over, a poorly prepared basecourse or subgrade, or a basecourse: built using inferior quality or poorly compacted materials. 3.2 Paving Blocks ‘Concrete paving blocks should comply with New Zealand ‘Standard NZS 3116:1981 “Interlocking Concrete Block Paving” (18). The requirements of the standard include: The sides of the block to be perpendicular to top and bottom faces, except the top edge may be chamfered, a. The blocks to be shaped to close dimensional toler- ances and to nest together without gaps (not to imply that blocks can be laid without the necessary 8mm gap for joint filing sand). 2 Length not greater than twice mean width, minimum thickness 60mm, maximum length 260mm, minimum width ‘75mm, maximum chamfer 10mm. 2 Top surface free from laitance with a microtexture for skid resistance, Characteristic compressive strength at least 4OMPa. AA prudent adcitional requirement for blocks that will be ‘subjected to road traffic or significant pedestrian trafic is abrasion resistance. The Australian “CMAA Specification for Concrete Segmental Paving Units (MA 20 - 1986)" includes an appropriate abrasion index test. Suggested abrasion index values are: (5) Situation ‘Minimum 28-day Abrasion index Public roadways and industrial 15 hard-standings Car parks with vehicular 12 traffic up to 3.5 tonne Malls and areas with 20 intense pedestrian traffic Blocks of 60mm thickness have been eslablished to be suitable or light evels of traffic but 80mm thickbblock should bbe used in pavements designed to cary 3x 10° EDA or more. For pavements designed to carry 3 x 10* EDA or ‘more, blocks should be laid in herringbone pattern; not all blocks produced in New Zealand can be laid to this pattem, 4 ‘The upper edges of paving blocks used for pavement con- struction usually are chamfered or have edges purposely abraded by a rumbiing process. The principal benefits of the chamfer are to reduce any risk of block removal by vehicle tyres and the creation of a funnel which facitates joint sand filing, Parts of blocks to fil gaps at edge restraints or around ‘manholes or similar are usually purpose cut on site. Very small spaces which should require ess than about 25% of afull unit (which may loosen under trafic) can be filled with a fine aggregate asphaltic concrete or good quality con- crete (80MPa) or sand cement mortar. (See Clause 4.9.5). 3.3 Joint Filling Sand 3.3.1 General Quality ‘The small gaps orloints between paving units are filed with jointing sand, The joints are typically 2-mm wide and require a relatively fine sand, having a diferent grading to that required for bedding sand. ‘The oint-filing sand should be non-plastic and well graded with at least 90% passing the 1.18mm sieve. Rounded sand particles are preferred. The following grading has been shown to give good results: Sieve Size % Passing 2.36mm 100 118mm 90-100 800 microns 60-80 300 microns 30-60, 150 microns 10-20 75 microns 0-10 The use of cement in the joint-filing sand is not recom- mended as a general practice as it makes it dificult to completely fl the Joints and the cemented sand will not easily accommodate pavement flexing or deformation, and is likely to crack into segments which are easily dislodged, 3.3.2 Inclusion of Fines Inciusion of fines, such as clay or sil, can restrict water ingress via the joints during the ear life of the pavernent. Howaver excessive fines can make filing of the joints very dificult so the quantity of fines (< 76 micron) should be not ‘more than 10%, 3.3.3 Soluble Salts ‘The joint filing sand should be washed free of soluble salts or other contaminants which can cause or contribute to efflorescence. Such salts can lead to “halo” efflorescence around the perimeter of paving blocks, which in turn can Jead to temporarily reduced skid resistance.3.3.4 Moisture Content To ensure complete filing of the joints the filing sand should be as dry as practicable when spread, otherwise bridging within the joints can oocur and prevent complete filing. 3.4 Bedding Sand 3.4.1 General ‘The quality of the bedding sand - and the uniformit of thickness of the bedding layer (see Clause 4.7) - has a significant influence on the performance of the pavement. ‘Ashas been demonstrated (20) where these requirements ‘are not met localised differential surface deformations (eg, wheal track rutting) may occur early in the Ife of a pave- ment. 3.4.2 Grading ‘The term “sand” should be intorpreted in the general soils- ‘engineering sense. The bedding sand should be graded within the following limits: Sieve Size % Passing ‘.s2mm_ 100 475mm, 95-100 238mm 80-100 118mm 50-95 600 microns 25-60 300 microns 10-30 160 microns 0-18 75 microns 0-10 Single sized gap-graded sands or those containing an excessive amount of fines should NOT be used. The bed- ding sand should be free of significant quantities of delete- rious materials such as coal, ignite, pumica, sooria, and organic or soluble materials. The sand particles may be either sharp or rounded. Sharp sand has greater strength and better resists migration under the blocks to less fre~ ‘quently tricked areas. However sharp sands are more ficult to compact evenly (see Clause 3.4.3) than rounded sands. Sharp sands are preferred for the more heavily trafficked pavements. 3.4.3 Moisture Content ‘The sand should have a uniform moisture content, Mois- ture contents in the range 4-8% have been found to be ‘suitable, Saturated sand should not be used. Crushed sands or sharp sands, particularly those with the maximum permitted fines content, are vary susceptible to ‘water content changes in respect of loose density and are ‘consequently more dificult to use with good results. 3.4.4 Soluble Salts ‘The bedding sand should be washed tree of soluble salts cr other contaminants which can cause or contribute 10 ceftlorescence (see Clause 3.3.3) 3.4.5 Cement-Bound Bedding ‘The use of a cament-bound sand or groutin lieu of bedding sand is not recommended as flexure under wheel loads and ong term pavement deformations may cause cracking of this layer. 3.5 Basecourse Material 3.5.1 General ‘The performance of an interlocking concrete block pave- ment will reflect the quality of the basecourse materials Uusedin ts construction. Drainage considerations apart, the basecourse is required to spread the trafic loads to reduce thestresses on the subgrade, and maintainits own intogrity under these loadings. 3.5.2 Unbound Basecourse ‘While any basecourse conforming to NRB specification (Mia (21) or approved NAB M/S (22) will be suitable, there may well be local materials available of slightly lesser standard that will be suitable. Selection of such lesser quality materials needs to be carefully considered; NRB specification notes M/3 (17) will assist in this selection. Additional requirements of this basecourse are: 2 Aminimum soaked CBR of 50 2 Ability to resist infitration of the bedding sand, ie diSbase < Sand 450 base < 25 (85 sand 650 sand (Note: dxisthe sieve size which x%of the material passes.) For pavements over low strength subgrades where no ‘sub-base is used the basecourse grading may naed to be selected to resist subgrade intrusion, see Clause 3. For basecourse with a significant percentage retained ona 19mm or larger sieve a crushing resistance of at least 1OKN (test 14 NZS 8111:1980) is required. 3.6 Sub-Base Material For the lower portion of the granular layer on weaker subgrades Section 2 gives the option of using unbound ssub-base, which can be lower quality material than the unbound ‘basecourse as the trafic stresses are lower. ‘Selection of this sub-base material naeds to be carefully considered: NRB specification notes M3 (17) will assistin this selection. 18‘Additional requirements of this sub-base material ae: (6) @ Aminimum soaked CBR of 20. Ititis to be constructed on a soft wet subgrade where there is arisk of sub-grade intrusion the grading should be selected fo resist thi, ie: d1S sub-base <5, 450 sub-base <25 85 subgrade 80 subgrade or for subgrades of medium to high plasticity G15 sub-base <6, 60 subbase < 20 dB5 subgrade di subbase 3.7 Stabilised Materials Where materials complying with Clause3.5.2 0r3.6arenot avallable economically, lesser quality materials may be upgraded by the addition of a small amount of lime or portland cement. These small quantities should modiy the Properties of the fine particles - particularly with regard to reducing theirplasticty and their general moisture sensitv- ity - without giving significant tensile strength. Again the suitability of these materials needs to be carefully consid. ‘ered, and appropriate lime or cement content confirmed by laboratory and/or field trials. The cement or lime can be incorporated by mixing the material in a pugmill or in place Using purpose-built road stabilisation plant. AAs the purpose of the lime or cement modification is to improve material properties by reducing fines plasticity and activity and reducing moisture sensitivity, rather than to achieve tensile strength as such, these modified materials should be considered as equivalent (on a1:1 basis) to un- bound basecourse forthe purposesof thickness design. AS noted in Clause 2.6.3 they may be considered to replace 1.2 times their thickness of unbound sub-base. 3.8 Cement Bound Materials For situations with high trafic loadings and low strength subgrades reductions in pavement thickness can result ‘rom the use of cement bound (cemented) materials; these materials having a higher modulus than unbound materials land having significant tensile capacity. In areas where ‘subgrade moisture levels are high, cemented materials are Jess susceptible to the effects of moisture than unbound materials, ‘To achiove the required properties in a cemented material both the properties of the untreated material and the amount of addtve are important, Not all granular material is suitable for this purpose. Cement should comply with NZS 8122: 1974 “Portland Cement (Ordinary, rapid hardering, and modified) (25). ‘The engineer should define the required properties of the ‘cemented materials. The strength of the comented mate- fial as measured by a 7-day unconfined compressive- strength test should be uniform and not less than 3MPa. Many authorities also specify an upper 28 day compressive strength limit of 10-12MPa. The required cement content should be confirmed by laboratory testing. Equipment used for mixing the cement with the unbound ‘material should be as for stabilised materials (Clause 3.7). ‘The moisture content after mixing should not exceed the ‘optimum required to achieve full compaction in the field. Excessive amounts of added water lead to undesirable shrinkage in the material as well as creating difculties in achieving full compaction. 3.9 Geotextiles In the selection of a geotextie for separation and filtration ‘over soft wet subgrades there is aneedto balance between retaining subgrade fines and allowing water to drain out of the subgrade through the geotextle (8) (9) (10) (11). One method is to use a geotextile with pore sizes in acoord with the fitration/piping criteria for one directional flow and accept there may be some fines migration (13) (14). If ‘complete prevention of subgrade instrusion is required ‘such a geotexte used in conjunction with 2 sand or ‘granular fiter may well be effective (8) (12) (13) ‘The geotextile must have sufficient integrty to withstand constuction stresses. The geotexile manufacturer's rec- ‘ommendations should be folowed. The geotextlo covered with a thicknoss of sub-base or basecourse aggregate may well facitate truck movement ‘onsite during construction. The geotextle functions wl be ‘mainly soparaton and fitration, with the possiblity of some reinforcement (28) (24). With care to preserve the geotex- tile's and the aggregates integrity, these layers canbe later incorporated as part ofthe fl block pavement. However, ‘to reduction in aggregate thickness from those given in Figures 6 and 7 should be allowed on the basis of any geotextila reinforcing.