Chapter 4 Pavement

4.1 Types of Pavement

Road pavement is of two major types - rigid pavement (PCCP) and flexible pavement
(ACP).

Figure 4.1 Conceptual Figure Showing Load Distribution

for Rigid and Flexible Pavements

4.1.1 Rigid Pavement

A rigid pavement generally consists of three layers: the concrete slab, subbase and
subgrad as described below:

Slab The slab is made of reinforced or plain concrete which also includes
load transfer devices and joint sealing materials. The concrete slab
acts like a bridge girder over the subgrade.

Subbase It is the portion of the pavement structure between the subgrade and
the slab. It usually consists of compacted layer/s of granular
materials.

Subgrade It is the bottom portion of the pavement structure which consists of

suitable embankment materials or existing road bed.

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4.1.2 Flexible Pavement
A flexible pavement generally consists of four layers: surface course, base course,
subbase and subgrade (which is the prepared roadbed) as described below:

Surface Course It consists of a mixture of mineral aggregates and bituminous

materials constructed on a prepared base course.

Base Course It is the portion of a pavement structure immediately beneath the

surface course. It consists of aggregates such as crushed stone,
crushed slug, crushed or uncrushed gravel and sand or a combination
of these materials placed and compacted on a prepared subbase.

Subbase It is the portion of the pavement structure between the subgrade and
the base course. It consists of a compacted layer of granular
materials placed on a prepared subgrade.

Subgrade It is the bottom portion of the pavement structure which consists of

suitable embankment materials or existing road bed.

4.2 Portland Cement Concrete Pavement

4.2.1 Quality Control
The Contractor shall perform all sampling, testing and inspection necessary to assure
quality control of the component materials of the concrete. The Contractor shall be
responsible for determining the gradation of fine and coarse aggregates and for testing the
concrete mixture for slump, air content and temperature. He shall conduct his operations so as
to produce a mix conforming to the approved mix design.

4.2.2 Design Mix and Trial Paving

The Contractor is obliged to formulate the design mix, conduct trial mix and trial paving
for approval of the Project Engineer before commencement of pavement construction as
illustrated in Figure 4.2.

Approval of
Material Test Design Mix Trial Paving Start
Design Mix and
and Trial Mix Paving
Methodology

Figure 4.2 Flowchart for Preparatory Work for Concrete Paving

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4.2.3 Admixture/Additive
Admixture/additive shall be added only to the concrete mix to produce some desired
modifications to the properties of concrete whenever necessary, but not as partial replacement
of cement. The admixtures shall conform to the requirements as tabulated below:

Table 4.1 Requirements for Admixtures

Type Requirement Remarks
Air-entraining admixture AASHTO M154
Chemical admixture AASHTO M194
Fly Ash ASTM C618 As 20% partial replacement
of portland cement in
concrete mix
4.2.4 Concrete Paving Activities
The following photos show concrete pouring activities:

Preparation and cleaning Moistening prior to Transport of concrete Placing of Concrete

placing (for slipform paver)

Conduct of slump test Checking of temperature Checking of the thickness Finishing by means of a
of the mix floater

Finishing by means of a Checking of the texturing Texturing of the surface Spraying of curing
screeder Tool compound

Provision of protective Sawing of weakened plane Checking the depth and

cover sheets joint width of the joint
Figure 4.3 Concrete Paving Activities

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4.2.5 Types of Formworks
There are two types of formworks for concrete paving - fixed-form and slip form. The
use of slipform paver is required in DPWH road projects as per D.O. 219 Series of 2000.

Using Fixed Form Using Slipform Paver

Figure 4.4 Paving Works

4.2.6 Weakened Plane Joint

All joints shall be protected from the intrusion of injurious foreign material until sealed.
All joints shall be cut within 4 to 24 hours after pouring and thereafter sealed with asphalt
sealant. The depth of the weakened plane joint shall not be less than 50 mm while the width
not more than 6 mm. Only concrete saw is permitted in the cutting of weakened plane joints.
According to international practice, dowel bars are required in all contraction joints (at 4.5m)
as load transfer device for PCCP with thickness of more than 200 mm. The PCCP slabs
without dowel bars at weakened joint will cause various defects in the medium to long term,
especially for the road route on which heavy trucks are dominant. However, this has not yet
become a standard practice of the DPWH due to cost constraints. Presently, the application is
by specific road section and upon approval of the concerned DPWH Office in consultation
with BOD.

The types and functions of PCCP joints are summarized below.

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 Table 4.2 Types and Functions of PCCP Joints
Category and Type Function Load Transfer Method
(Device)
Longitudinal Joints Formed  Shrinkage Crack  Tie bar(Deformed)
Joints Prevention
 Construction by lane
Contraction Formed  Shrinkage Crack  With dowel bar*
Joint/ Joints Prevention Round Bar *
Weakened At every 4.5m
Plane Joint
Transverse Joints**

Sawed  Shrinkage Crack

Contrac Prevention  Without dowel
tion At every 4.5m
Joint
Expansion Formed  Expansion Force  Dowel Bar(Round)
Joints Joints Release
Construction Formed  Joint for interruption of  Tie Bar(Deformed)
Joints Joints work and end of day’s
construction
* Bar size varies depending on pavement thickness
**No transverse joint shall be constructed within 1.50 m of concrete block.

Tie Bars for Longitudinal Joints (Deformed Bar)

Dowel Bars (Round Bar)
Figure 4.5 PCCP Joints and Load Transfer Device

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 Tie bars are installed across longitudinal joints to hold the two slabs in close contact or to
prevent them for separating. Tie bars are located at mid-depth of the pavement.

Dowel bars are placed in contraction joints and in some construction joints when it falls
at full block (4.5m) to transfer a portion of the load across the joint and to hold the two slab
ends at the same elevation. To function properly, dowels must be parallel to the surface and to
the centerline of the pavement.

Length and size of bars vary depending on pavement thickness as shown in Table 4.3.

Table 4.3 Size and Length of Dowel/Tie Bars

PCCP
Size* Length Spacing
Type Thickness
(mm) (mm) (mm)
(mm)
Tie 200 12 1,000 600
Bar(Deformed) 230 16 600 750
Dowel 200 25 600 300
Bar(Round)* 230 28 600 300
250 32 600 300
280 36 600 300
* 1/8 of PCCP thickness

4.2.7 Replacement of Deteriorated PCCP Slabs

The replacement of shattered PCC slabs is one of the common works involved in both
rehabilitation and maintenance projects. Procedures are as follows:

(1) The Engineer and the Contractor conduct joint inspections prior to the commencement
of work to confirm the current conditions and identify the PCC slabs to be replaced.
(2) The Contractor removes broken/deteriorated PCCP slabs in accordance with the Plans,
Specifications or as directed by the Engineer.
(3) The subgrade and subbase course are prepared in accordance with the specifications or
as directed by the Engineer.
(4) Existing tie bars on longitudinal joints are to be retained if these are still in good
condition. Where necessary, new tie bars shall be installed on drilled holes and bonded
with high viscosity epoxy resin.
(5) Install forms; side surfaces of the
existing PCCP shall be cleaned.
(6) Pour concrete; perform the required
surface texturing, cutting and curing.
(7) Thoroughly clean the joints and apply
sealants adequately.
Figure 4.6 Deteriorated PCCP

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4.2.8 PCCP Widening
The widening of existing PCCP is one of the common works involved in upgrading work.
Procedures are likely the same as the replacement of deteriorated PCCP slabs.

Figure 4.7 PCCP Widening

Drilling of holes for Tie Bars Placing Concrete

Note) Workers must wear safety gears.
Figure 4.8 PCCP Widening Work
* The provision for widening blocks at curves shall be poured simultaneously with the
adjoining lane.
* Weakened plane joints at curves shall be perpendicular to the centerline.

4.2.9 Temperature Control

The Engineer shall require that measures be taken into consideration to prevent the
temperature of concrete mix from exceeding 32oC because shrinkage cracks occur when the
concrete is placed at a high temperature, which may include any or all of the following:

a) Addition of ice blocks in the water.

b) Shading and water sprinkling of aggregates, formworks and steel bars.
c) Shading of working area.
d) In transporting concrete using trucks, provide necessary cover sheets.
e) Placing of concrete at a time when the humidity is low.

Figure 4.9 Thermometer

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4.2.10 Surface Texturing
Surface texturing is necessary to keep a skid resistant surface and is done after the
surface has hardened enough.

Figure 4.10 Texturing of the Surface

4.2.11 Subbase
The subbase materials shall be spread on the prepared subgrade and compacted to the
required thickness.

Figure 4.11 Laying of Base Materials by Means of Road Grader and Paver

4.2.13 Asphalt Concrete Overlay on PCCP

Asphalt concrete overlay is a standard repair work both for routine and preventive
maintenance. It is laid on the existing pavement after the repair of distress.

In overlaying, preventive measures against reflection cracks shall be considered.

Methods to prevent reflection cracks are as shown in Table 4.4.

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 Table 4.4 Preventive Measures for Reflection Cracks on AC Overlay

Types Methods Remarks

Aggregate Required
Intermediate Laying of aggregate base materials minimum
Layer thickness is 15cm.
Asphalt Required
Laid over the existing PCCP to prevent cracks from
Concrete Crack minimum
extending to the newly laid asphalt concrete.
Relief Layer thickness is 9 cm.
This item shall consist of either a single application of
bituminous material followed by a single spreading of
aggregate (single bituminous surface treatment), or
Surface
two applications of bituminous material each followed
Treatment
by a spreading of aggregate (double bituminous
surface treatment) in accordance with the Plans and
Specifications.
Cracking of the existing PCC pavement with
Crack and Seat
dimension of 0.5 x 0.5m. using guillotine or arrow
Technology
hammer and rolling it with pneumatic roller.

4.3 Introduction of Newly Approved Pavement Materials

4.3.1 Instapave
Instapave is a technology used for improving road surface condition. It consists of a
blend of Cold Seal Bitumen (CSB), aggregate, water and additives applied on a prime coated
base or on a tack coated concrete/asphalt pavement in accordance with the Plans and
Specifications.

4.3.2 Pavement Dressing Conditioner

Pavement Dressing Conditioner (PDC) is a surface treatment material for asphalt
concrete pavement consisting of a blend of coal tar and petroleum oil. It is designed to
penetrate the pavement surface to replace critical elements necessary to rejuvenate and
rehabilitate the asphaltic binder thereby increasing pavement plasticity and flexibility while
reducing viscosity. Since it has already become an integral part of the pavement, it does not
wear off under traffic and prevents raveling.

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 Pavement Dressing Conditioner (PDC) is composed of materials as shown below.

Table 4.5 Material Composition of Pavement Dressing Conditioner

Materials Remarks
1. Refined Coal-tar (Gravel RH2) 30% to 40%
2. Light aromatic solvent 30% to 40%
3. Naphtha or coal-tar solvent naphtha 30% to 40%
4. Blend of tar oils 15% to 40%
5. Elastomer 0.01% to 13%

4.3.3 Polymer Modified Bitumen

Polymer Modified Bitumen (PMB) is a material for porous asphalt pavement. The
mixture is open graded asphalt wearing course applied on asphalt concrete or portland cement
concrete pavement.

The porous asphalt mixture is composed of large proportion of coarse aggregate, small
proportion of fine aggregate, mineral filler and PMB.

This mixture has air voids within the range of 18% to 25% that easily allows the passage
of water.

4.3.4 Stone Mastic Asphalt

Stone Mastic Asphalt (SMA) is a gap graded hot mix asphalt surface course composed of
high proportion of coarse aggregate, fine aggregate, mineral filler, bituminous material and
cellulose fiber. Cellulose fibers either pure or bitumen coated, shall be added to the mix to
absorb the excess binder and to improve the properties of the asphalt mix.

Generally, SMA is not applicable on bridge decks.

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