May 2012

EDITION 2

CONCRETE BLOCK PAVING

guide to the properties
design, construction, reinstatement and
maintenance of concrete block pavements
First published - December 2005
Edition 2 - May 2012
(downloaded from http://www.paving.org.uk)

Published by Interpave
The Precast Concrete Paving & Kerb
Association
60 Charles Street, Leicester LE1 1FB
tel: 0116 253 6161 fax: 0116 251 4568
e-mail: info@paving.org.uk website:
www.paving.org.uk
Interpave is a Product Association of the British
Precast Concrete Federation Ltd.
2005 BPCF Ltd.
Every effort has been made to ensure that the statements made and the opinions expressed in this publication provide a safe and accurate guide; however, no
liability or responsibility of any kind (including liability for
negligence) can be accepted in this respect by the publishers or the authors.

CONTENTS
PAGE

SECTION

PROPERTIES

STRUCTURAL DESIGN

DETAILING AND CONSTRUCTION

16

REINSTATEMENT

37

CLEANING MAINTENANCE AND SEALING

55

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1 PROPERTIES
The use of small stone elements to create a hard surface for roads or pavements is an ancient
tradition that can be traced back to the royal processional roads of ancient Babylon, continuing
in Greek and Roman times. Concrete block paving continues this tradition and was first introduced in Holland after the Second World War followed by other countries (notably Germany)
and its introduction to the UK in the 1970s. Concrete block paving is a unique material, exhibiting important differences to other small element paving such as stone and clay, as well as to
form-less materials such as asphalt and insitu concrete. It provides a hard surface which is
good to look at, comfortable to walk on, extremely durable and easy to maintain. It adds a richness, com-plexity and human scale to any setting.
Blocks are fully engineered products manufactured in the factory to give consistency and
accu-racy. The resulting interlocking characteristics of concrete block paving give it a distinct
advan-tage over other forms of surface. Laid on a granular laying course and with an edge
restraint, individual blocks interlock with each other to act together, distributing large point loads
evenly. Concrete block paving can be used immediately after the laying procedures have been
complet-ed and requires only minimal maintenance. Today, mechanical installation techniques
allow large areas to be laid with a minimum of manpower saving both time and money.

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Applications
Concrete block paving offers outstanding strength and durability, and is resistant to most
chem-icals, making it suitable for a range of applications from ultra-heavy duty areas such as
industri-al units, container stacking yards and airport pavements to lightly trafficked residential
areas and hard landscaping projects. Block paving can also be used in conjunction with precast
concrete flags, with coordinating sizes, to give variety combined with consistent surface characteristics.
Worn out road surfaces and other areas such as aircraft aprons, industrial hard-standings and
car parks can be strengthened and reconditioned by an overlay of concrete block paving on a
sand laying course. The new wearing surface uses the old pavement as the base course, providing it is structurally sound, and the design procedure is included in BS7533 2001. This costsaving rehabilitation technique can be completed in sections with minimal disruption and has
led to it being adopted extensively by airport operators such as BAA.

Reinstatement and Recycling

The structure of block paved areas allows sectional removal and reinstatement using the original blocks. The materials ability to accommodate reinstatement has been likened to unzipping the surface without leaving evidence, in contrast to the patched or ribboned areas always
appar-ent in an asphalt reinstatement. The re-use of concrete paving blocks contributes further
to its impressive environmental credentials.

Colours, Finishes, Shapes and Sizes

Concrete block paving is available in a constantly expanding variety of shapes, sizes, colours
and finishes and can be installed in numerous bonds and laying patterns, enabling it to delineate space or focus on specific features. Colours are formed from UV stable pigments which are
an integral part of the block mix. Some blocks are multi-colour or brindle, formed from batches
of two or more colours - such as black, red and buff - which are then blended together. Concrete block paving, often with an irregular or weathered appearance, can match the look of
stone setts, cobbles, clay bricks and other traditional surfaces while costing significantly less
and pro-viding better slip resistance and a more accessible surface for all pedestrians. Full
details of spe-cial products and finishes can be obtained from individual Interpave manufacturer
Members.

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Performance
The new European Standard BS EN 1338: 2003, Concrete Paving Blocks - Requirements and
Test Methods has introduced a different approach to the old British Standard that will give specifiers and suppliers more confidence in the use of concrete paving blocks. Whereas the BS EN
stipulates that the manufactured concrete must conform to a wider range of performance characteristics, determined on actual manufactured concrete paving block. Additionally, instead of
having one size fits all, all the performance characteristics are classified into classes, which
the manufacturer must declare, so that the specifier and supplier has the relevant information
need-ed to make informed selections.
Before any product is launched it is subjected to the rigours of Initial Type Testing which
demon-strates conformity to the BS EN for a product family. A family of product types is best
described as paving blocks manufactured to give a similar surface using the same equipment,
process and raw materials, e.g. a paving block manufactured with a natural river gravel will belong to the same surface family (same performance characteristics) as a paving block manufactured with crushed granite/limestone. Each manufacturer will declare their definitions of product
families when asked.
The continuing conformance of the concrete block paving to the BS EN is supported by Routine Type Testing and additional measures established under Factory Production Control. The
BS EN describes how the performance characteristics are to be assessed with detailed test
meth-ods and procedures, as described below. These methods are to be used in all cases of
dispute resolution. Other methods can be used routinely to check compliance with the BS EN
provided correlation is established with the standard method.
Splitting Strength - is a measure of the ability of the concrete block paving to withstand load.
It is determined under laboratory conditions applying a tensile splitting test. The concrete block
paving is placed between two rigid bearers rounded to a radius of 75 5 mm, after immersion
in water for 24 hours, and a load uniformly applied at a rate which corresponds to an increase
in stress of 0.05 0.01 MPa/s until failure is reached. For each block the individual splitting
strength in MPa is determined by calculation using the formula and a correction factor, and are
recorded to check compliance with the BS EN. The number of blocks per sample will vary depending on previous production performance assessed statistically by attributes or variables.
Weathering Resistance - is a measure of the ability of the concrete paving block to withstand
weathering where specific conditions exist such as frequent contact of the surfaces with deicing salt under frost conditions. It can be assessed under laboratory conditions by measuring
the amount of spalled material from a surface under the cycle of freezing/thawing action using
a de-icing salt solution. Or, if no de-icing salt is used, then the measurement of the porosity by
meas-uring the water absorption of the block should be used.

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Abrasion Resistance - is a measure of the ability of the concrete paving block to withstand erosion caused by trafficking in service. It is assessed under laboratory conditions by abrading the
surface of the block with a flow of a hard abrasive material while applying a known force. The
resulting loss of material from the block surface is measured by determining the abraded width.
Slip/Skid Resistance - is a measure of the ability of the concrete block paving laid in service to
withstand slipping for pedestrians and skidding for vehicles. The unpolished slip resistance value
is determined using a standard rubber material attached to a Pendulum Friction Tester and
tested under wet conditions. To determine the polished paver value (PPV) for all paving units BS
7932: 1998 should be used. This standard has formed the basis for the European Test Method
DD ENV 12633:2003. This test method measures the slip resistance of the block paving after it
has been synthetically trafficked (or polished) under laboratory conditions to replicate the performance of block paving during its life under traffic conditions. For more details please contact
Interpave.

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2 STRUCTURAL DESIGN
This section offers detailed guidance on structural design for various applications of concrete
block paving. Generally, accepted design methods for concrete block pavements are based on
the performance of asphalt pavements but using an equivalence factor to convert the surface to
block paving. These methods can be considered as conservative, as research shows that interlock between the concrete blocks contributes to the structural performance of pavements.
Examples of uses of block paving
Thickness of Block
mm

Typical application

50

Driveways, Patios, Pathways and Footways

60/65

Adopted highways and other roads <0.5 msa

Cul-de-sacs, petrol forecourts, pedestrian areas subject to regular heavy traffic

80

Heavy duty pavements 0.5 to 12 msa

100

Very heavy duty pavements

Appropriate design methods for the pavement construction including sub-base, and where required, roadbase thicknesses are dependent upon traffic volumes, in millions of cumulative
standard axles (msa):
up to 0.5 msa - BS 7533-2: 2002, Pavements constructed with clay, natural stone or concrete pavers, Part 2: Guide for the structural design of light duty pavements constructed of
clay pavers or precast concrete paving blocks.
0.5 to 12 msa - BS 7533-1: 2001, Pavements constructed with clay, natural stone or concrete pavers, Part 1: Guide for the structural design of heavy duty pavements constructed of
clay pavers or precast concrete paving blocks.
exceeding 12 msa - Interpave publication: The structural design of heavy duty pavements
for ports and other industries (which can be ordered on-line) or other appropriate design
guides.
For aircraft pavements, the Civil Aviation Authority report: The use of pavers for aircraft pavements includes design methods for both new and overlay pavements derived from the specific
loading characteristics of todays civil aircraft. The Ministry of Defence has also developed recommendations for concrete block pavements used by military aircraft. In addition to the above,
design guidance for Overlay Resurfacing is also included in this section. Separate guidance is
pro-vided for the design of permeable pavements at www.paving.org.uk.

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Light Duty Pavements:

The British Standard BS 7533-2 provides guidance on the design of lightly trafficked pavements
for all paved areas subject to the usual road spectrum of axles loads up to 11 000 kg. This
applies to areas trafficked by up to 0.5 msa which includes cul-de-sacs, driveways, car parks,
precincts, lightly trafficked roads, private and industrial vehicle parks, estate roads and paved
areas.
STEP 1
The bearing strength of the subgrade should be obtained as this determines the overall thickness of the sub-base. The strength of the subgrade is described as the California Bearing
Ratio (CBR). The CBR of the underlying materials may be provided by a site investigation report. If there is no report or the CBR has not been obtained then it may be estimated using the
follow-ing table:
Estimated CBR values for British soils
Type of subgrade

Plasticity index

CBR per cent

70

60

50

40

silty clay

30

sandy clay

20

10

heavy clay

silt

poorly graded sand

20

well graded sand

40

well graded sandy gravel

60

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The following information has been extracted and summarised from BS 7533: Part 2. For subbase design, the subgrade strength can be estimated using simple field tests (after initial compaction of the trimmed ground) to give the sub-base thickness:
Identification of materials and CBR values using a simple field test
Rock or soil
Type

Simple field test

CBR

Condition

Rock

Hard

Requires mechanical pick for excavation

Above 5%

Sand
Gravel

Compact

50mm square peg hard to drive in 150mm

>5%

Clay
Sandy clay

Stiff

Cannot be moulded by fingers

Need pick for excavation

5%-2%

Clay
Sandy clay

Firm

Can be moulded by fingers

Need spade for excavation

5%-2%

Sand
Silty clay
Clayey sand

Loose

Dry lumps easily broken down

50mm square peg driven in easily

2%

Silt
Sandy clay
Silty clay
Clay

Soft

Can easily be moulded by fingers

<2%

Silt
Sandy clay
Silty clay
Clay

Very soft

Exudes between fingers when squeezed

Seekspecialistadvice

NOTE 1 This table is based on the principles in BS 8103-1.

NOTE 2 The CBR of the rock or soil is significantly affected by moisture content

For loose, soft and very soft materials comprising sand, silt and clay, specialist advice should be
sought. The above guidance applies where the water table is 300 mm or more below formation
level. Specialist advice should be sought where this is less, standing water is present or there
are any doubts about the ground conditions. Any soft spots should be dug out and replaced with
good fill or sub-base material and fully compacted. On sites where the CBR varies from place to
place then the lowest recorded value should be used.

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STEP 2
The number of commercial vehicles using the area should be obtained. As a guide to typical
applications and number of commercial vehicles per day (cv/d) the following table can be used.
cv/d

Category Maximum trafficking(msa)

I

> 0.5

II

0.5

Typical applications
use BS 7533 -1

>5
<5

Adopted highways & other roads

Car parks with occasional heavy traffic
Footways overridden by vehicular traffic

IIIa

<1

Pedestrian areas with occasional vehicular traffic

IIIb

Nil

Car parks and footways

Private drives, paths, patio

IV

A typical design life of 20 years can be adopted for concrete block paving.
The volume of traffic to be carried by the pavement is expressed as standard axles.
This theoretical figure is calculated by taking the number of commercial vehicles using the
pave-ment during its design lifetime. Where channelised traffic in highways and roadways occurs, the traffic figure should be multiplied by 3. If the application of this factor results in a figure
greater than 0.5 msa then BS 7533-1 should be used.
STEP 3
The construction thickness is determined based on the category of application and the CBR,
and the thickness of each layer obtained from the following table.
Category

Sub-base thickness mm
CBR

Roadbase
mm

Laying Course
mm

Paving thicknessminimum mm

<2% 3%

4%

5% >6%

II

400

350

250

150 150

125

30

60

IIIa

350

300

225

150 150

30

50

250

150

100

100

70

30

50

IIIb

300

250

175

100 100

30

50

IV

200

150

125

100

30

50

0
0

A DESIGN EXAMPLE
A driveway is to be constructed overlying firm clay with an estimated CBR value between 2 and 5.
The category is IV and the construction thickness, using the lowest CBR value, is obtained from
the above table, as follows:
Construction thicknesses -

Sub-base

200 mm

Laying Course

50 mm

Paving Blocks

50 mm

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Heavy Duty Pavements

The procedure for the design of paving subject to highway loading conditions can be calculated
from BS7533-1, on which the following guidance is based.
STEP 1
Establish the CBR of the subgrade. The saturated CBR value should be determined either by
site investigation or, in the case of fine grained soils, from the plasticity index of the subgrade
material. The degree of subgrade drainage must also be considered when deciding the appropriate CBR to be assumed.
Site investigation data should be analysed carefully and advice sought if in doubt. The equivalent equilibrium suction index CBR values may then be obtained from the following table, which
is taken from BS7533-1.
Equilibrium suction index CBR
Type of soil

PI

Heavy clay

70
60

High water table

Construction conditions
Poor
Average
Good
1.5 to 2
2
2
1.5 to 2
2
2 to 2.5

Low water table

Construction conditions
Poor
Average
Good
1.5 to 2
2
2 to 2.5
1.5 to 2
2
2 to 2.5

50

1.5 to 2

2 to 2.5

2 to 2.5

2 to 2.5

2 to 2.5

40

2 to 2.5

2.5 to 3

2.5 to 3

2.5

3 to 3.5

Silty clay

30

2.5 to 3.5

3 to 4

3.5 to 5

3 to 3.5

4 to 6

Sandy clay

20

2.5 to 4

4 to 5

4.5 to 7

3 to 4

5 to 6

6 to 8

10

1.5 to 3.5

3 to 6

3.5 to 7

2.5 to 4

4.5 to 7

7 to >8

Silt
Poorly graded sand
Well graded sand

Sandy gravel

20
40
60

The construction conditions referred to in the table above relate to the general conditions on site
during the construction period. This factor has a significant effect on the assessment of the CBR
value to be used. A high water table is one which is 300 mm or less below the formation level,
while a low water table is 1 m or more below the formation level. Good conditions are where the
subgrade is protected promptly with an improvement layer or sub-base, while Poor condi-tions
are where little or no subgrade protection is provided.
The value used for the CBR should be based on the worst results obtained on site. If it is considered to be economical, a localised design can be introduced for the poorer areas or poor
materials can be replaced.

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10

STEP 2
Assess the number of commercial vehicles per day (cv/d) passing in each direction and determine the number of standard axles for the required design life from the following table.
Conversion of commercial vehicles per day (cv/d) to number of standard axles in millions of axles
(msa)
Volume of
traffic
cv/d

Cumulative traffic (msa)

20 years design life

40 years design life

zero growth

2% growth

zero growth

2% growth

30

0.2

0.3

0.4

0.6

120

0.8

2
500

15*

22*

1000

16*

22*

This table applies to normal pavements on which commercial vehicles constitute less than 50%
of the flow. In other cases, guidance should be sought from TRL1132**.
Particular care should be taken in the selection of the laying course material to be used for areas
subjected to loading by heavy channelised traffic, particularly in areas of high rainfall. The minimum block thickness for roads carrying averages of more than 5 commercial vehicles per day
should be 80 mm. In cases of lesser flows the block thickness may be 50 mm.
Notes:
* Volumes exceed the scope of BS 7533: Part 1
** TRL1132 - 1984. The Structural Design of Bituminous Roads.
Special Cases
In some cases unusual or particularly onerous loading effects or other conditions should be taken
into account, e.g. the following:

a) Where channelised traffic is expected, the traffic figures should be multiplied by three before
carrying out the design, to allow for the increase in the concentrated application of loads at a
particular location on the pavement. Normal lane widths in a highway do not generally constitute channelised traffic but channelised traffic can develop on any road, e.g. on steep hills,
approaches to traffic signals and pinch points within traffic calming measures.
b) Where speeds in excess of 30 mph (50 km/h) are expected, the cumulative traffic should be
multiplied by two before carrying out the design to allow for dynamic loading effects.
c) Where both channelised traffic and speeds in excess of 30 mph (50 km/h) occur only the
higher multiplier, i.e. three, should be applied.
d) Pavements constructed over frost-susceptible soils should have an overall thickness of non
frost-susceptible material of not less than 450mm.

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11

STEP 3
Use the following table to determine the thickness of the improvement layer and sub-base, or
sub-base alone. The thicknesses are dependent upon the subgrade CBR value and trafficking. Using the combination of improvement layer with sub-base or sub-base only may result in a
pavement design of equivalent structural performance.
Foundation option
<2%
Untrafficked

>2%

>3%

>4%

>5%-

>10%

>15%

-<3%

-<4%

-<5%

<10%

-<15%

-<30%

Sub-base/improvement- 150/150 150/150

layer
Sub-base

170

Sub-base alone
150

Up to 4 dwellings Sub-base/improvement- 150/210 150/180 150/150

layer
2000m2or
100 sa
250
190
Sub-base

150

150

150

150

Sub-base alone
160

150

150

150

Sub-base/improvement- 150/370 150/250 150/170 150/160 150/150 150/150 150/0

Up to 20 dwellinglayer
sor 200 sa
Sub-base
310
240
210
180
150
150
Up to 50 dwellings Sub-base/improvement- 150/470 150/340 150/250 150/220 150/200 150/150 150/0
5000m2commer- layer

cial or
500 sa

Sub-base

350

270

230

200

160

150

Up to 80 dwellings Sub-base/improvement- 150/600 150/450 150/350 150/300 150/250 150/180 150/0

8000m2orcommer- layer

cial or
1000 sa

Sub-base

400

310

270

225

180

150

Sub-base/improvement- 200/600 200/450 150/450 150/350 150/300 150/250 150/150

largedevelopment layer
5000m2
Sub-base
450
350
310
270
240
225

The number of standard axles in the table is based on traffic during the construction phase, i.e.
those designed to impose directly on to the sub base during the construction period.
Sub base materials should be Type 1 granular materials as in the Specification for Highway
Works. The use of Type 2 or inferior materials may lead to the pavement construction becoming
excessively sensitive to moisture changes and water movements. Any soft or poorly compacted
materials must be removed from the subgrade.
If the subgrade materials are susceptible to frost attack, the total pavement thickness of sub
base, laying course sand and concrete blocks must not be less than 450 mm. The nominal compacted laying course thickness over a sub base of granular material should be 50 mm. When a
bound roadbase is provided a thinner laying course may be used but in no place should the compacted thickness of sand laying material be less than 30 mm.

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12

STEP 4
The thickness of roadbase required can be ascertained from the number of standard axles using
the pavement in its design life and the type of roadbase employed from the following table:
Structural design for roadbase and surfacing
Design in millions
of
standard axles

Roadbase thickness (mm)

CBM3

Laying course
thickness
(mm)

Dense bitumen
macadam roadbase
(mm)

blockthickness
(mm)

0.5 to 1.5

130

130

30

50, 60, 65 or 80

>1.5 to 4

130

130

30

80

>4 to 8

180

155

30

80

>8 to 12

230

170

30

80

For pavements with msas in the range of >1.5 to 8, it is permissible to reduce the blocks thickness if the road base thickness is increased to compensate. The following table gives guidance
on the increase in road base necessary.
Alternative design for roadbase and surfacing
Design in millions
of
standard axles

Roadbase thickness (mm)

CBM3

Laying course
thickness
(mm)

Dense bitumen
macadam roadbase
(mm)

blockthickness
(mm)

>1.5 to 4

150

150

30

60

>1.5 to 4

145

145

30

65

>4 to 8

195

170

30

65

The materials used in the roadbase should be as specified in Clauses 906 or 1038 of the Specification for Highway Works. Other materials may be substituted and guidance may be found in
BS7533 -1.

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13

A DESIGN EXAMPLE
A housing development of 50 dwellings will be served by an access road, which will be trafficked by 120 commercial vehicles per day. The traffic is estimated to grow at 2% over 20
years. The road sub-base will be used for site access and the CBR of the subgrade value is
between 4 and 5%. The speed limit for the road is 50 kph but traffic is channelised.
SUBGRADE CBR VALUE
Step 1

Determine subgrade CBR

CBR value = 4 5%

CUMULATIVE TRAFFIC
Step 2

Assess the number of commercial vehicles/day (cv/d) passing in each direction and determine
the number of standard axles for the required design life.
cv/d = 120
growth will be 2% over 20 years
therefore cumulative traffic = 1 msa
but traffic is channelised
therefore increase the cumulative traffic by a factor of 3
therefore cumulative traffic = 3 msa

SUB-BASE/IMPROVEMENT LAYER Determine the thickness of the sub-base/improvement layer

THICKNESS
CBR value = 4 5%
Step 3
up to 50 dwellings
therefore sub-base/improvement layer = 150/220mm
or sub-base only = 230mm
ROADBASE AND BLOCK THICKNESS
Step 4

Determine the roadbase and block thicknesses

msa = 3
therefore roadbase thickness = 130mm (CBM3)
or = 130mm (DBM)
laying course thickness = 30mm
block thickness = 80mm

Construction thicknesses Block paving

80 mm

Laying course

30 mm

Roadbase CBM 3 or DBM

130 mm

Sub-base / improvement layer

or if sub-base only

150/220 mm
230mm

Ports and Other Very Heavy Duty Pavements

The Third Edition of the Interpave and British Ports AssociationThe structural design of heavy
duty pavements for ports and other industries can be used to design pavements surfaced with
block paving. It was published in 1996 and, for the first time, a radically new way of analysing
pavements is incorporated in the design method, which includes pavement design charts based
on finite element analysis. This has allowed design to be based on the concept of Equivalent
Single Load. Also, it has allowed the design of the whole pavement to be separated into design
of the base and design of the foundation. In making this separation, no accuracy is lost and the
design exercise has been greatly simplified, such that only one chart is now required for design.
The resulting pavement should remain serviceable throughout its life. During the last 10 years,
a good deal of experience has been gained in the use of Material Conversion Factors or Material Equivalence Factors so that they can now be used as a means of effectively swapping
one mate-rial for another during the design process. This means that when a design has been
produced using the chart, the designer can generate alternative design solutions using different
materials and so investigate a full range of solutions.
The Third Edition of the Interpave and British Ports Association The structural design of heavy
duty pavements for ports and other industries can be ordered on-line at www.paving.org.uk.

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14

Pavements for Aircraft

Where concrete block paving is used by aircraft, design should follow the recommendations of
the Civil Aviation Authority or Ministry of Defence on the use of pavers for aircraft pavements.

Pavement Overlays
In the Component Overlay Design Method given in BS 7533: Part 1, the condition of each
course in an existing pavement is expressed as an equivalent thickness of a standard material. This allows the current condition of dilapidated materials to be assessed numerically. The
standard material chosen is dense bitumen macadam (see Clause 903 of the Department of
Transport Specification for Highway Works).
Once each type of material within the pavement is identified, a Material Conversion Factor
(MCF) is assigned to that material. The true thickness of each course in the pavement is then
multi-plied by the appropriate MCF to obtain the equivalent thickness of dense bitumen macadam.
In order to account for any degradation which may have taken place in each course of the
pave-ment since construction, the equivalent thickness of each course is multiplied by two factors which account for the less than perfect condition of the material in the pavement. These
two con-dition factors are CF1, to be applied to take account of cracking and spalling of the
pavement materials, and CF2, to account for rutting and settlement. If the deterioration of the
surface of the roadbase is a result of failure in the sub-base, the subgrade improvement layer or
the subgrade, it may not be possible to overlay the existing pavement.
Once the existing pavement has been transformed into an equivalent thickness of dense bitumen macadam, a pavement is designed in accordance with the new pavement design method
and that theoretical pavement is then transformed into an equivalent thickness of dense bitumen macadam using the material conversion factors. By comparing the equivalent thickness
of dense bitumen macadam in the existing pavement with the equivalent thickness of dense
bitu-men macadam required for the new pavement, a determination can be made as to whether
the provision of a concrete block paving overlay will provide a satisfactory engineering solution.
It may be that an additional course of material will have to be provided beneath the concrete
block paving in order to bring the overlaid pavement to a satisfactory structural condition (see
BS 7533: Part 1 for full details).

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15

3 DETAILING AND CONSTRUCTION

This construction guidance is based upon information from the Specification for Highway
Works, BS7533 : Part 3 - 1997, Pavements constructed with clay, natural stone or concrete
pavers (please note that this standard is under revision and it is proposed to be re-published
2005), other relevant guides and hands-on best practice experience.
A block paved area should be able to accommodate the intended trafficking over its design
life, without experiencing significant surface deformation. In order to achieve this the pavement
must be correctly designed and properly constructed. Close attention to detailing will ensure an
aes-thetically acceptable block surface able to transmit the applied loads to the structural elements of the pavement layers.
The correct level of compaction of each layer of the block pavement will prevent the formation
of ruts throughout its life by maintaining the structural integrity of the surface course, and protect-ing the pavement layers and subgrade from becoming overstressed.
Paving Blocks

Laying Course
Roadbase
(if required)

Sub-base

Formation level
Subgrade improvement
layer (capping layer) (if
required)
Sub-formation level
Subgrade

The main elements of a typical conventional concrete block paved pavement construction are
shown in the cross-section above. The roadbase and capping layers are dependent on the level
of trafficking and ground strength respectively, and may not be present in all pavements.
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The Construction Process

The block laying procedure is set out below in a flow chart, as an aid.
Pavement Construction Procedure

Before commencement of the block laying, the preceding work i.e. base construction, edge
restraints, features and penetrations within the pavement such as drainage channels, inspection
pits, etc., should be checked to ensure they are in compliance with the contract requirements.
Particular attention should be paid to the base levels and tolerances to ensure that, when the
block layer is constructed, overall surface levels and tolerances are achievable.
Any non-conformances in the processing works must be corrected before the commencing of the
block layer construction.
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Preparation of Subgrade
Any soft spots should first be excavated and back-filled with well-compacted suitable material.
The subgrade or original ground formation should then be prepared by trimming to level and
compacting to a tolerance within +20 mm and -30 mm, in accordance with the Specification for
Highway Works. For conventional block pavements (as opposed to permeable pavements) it
may also be necessary to introduce drainage into the sub-grade to lower the water table and
improve the bearing capacity of the sub-grade.

Preparation of Pavement Layers

Capping Layer
The construction of a capping layer is a method to improve the bearing capacity of a weak
sub-grade. It may also be used with a suitable geotextile fabric, which prevents loss of capping
mate-rial into a soft sub-grade. When a capping layer is included, the upper surface of this layer
is often referred to as the formation. The subgrade surface is then called the sub-formation.
The capping layer should be rolled to a tolerance within +20 mm and -30 mm, in accordance
with the Specification for Highway Works.
Sub-base
A sub-base should be present in all pavements as it helps to spread the applied wheel loads.
Generally, DTp Type 1 material is recommended for conventional concrete block pavements.
It should be compacted in accordance with the Specification for Highway Works to a tolerance within +20 mm and -15 mm. It should be dense and tightly compacted to avoid downward
migra-tion of the laying course material.
Roadbase
A roadbase may be required in heavier duty pavements. It forms a major load-bearing layer
with-in the pavement construction. The roadbase material should be one of the materials listed
in the following table and laid in accordance with the Specification for Highway Works. It should
be laid to a tighter surface tolerance than the sub-base, within +0 mm and -12 mm.
Roadbase Materials
Roadbase Material
Dense bitumen macadam

Material Clause*
903

Compaction Clause*
901

Hot rolled asphalt

904

901

Pavement quality concrete

1001 to 1034

1024 to 1025

Cement-bound materialcategory 1 1036

(CBM 1)

1035

Cement-bound materialcategory 2 1037

(CBM 2)
Cement-bound materialcategory 3 1038
(CBM 3)

1035

Cement-bound materialcategory 4 1039

(CBM 4)

1035

1035

*See the Specification for Highway Works

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Preparation of Existing Bases as the Sub-layer (Overlay Resurfacing)

Where blocks are to be laid over existing roads or other paved areas, it may be necessary to correct levels of the existing pavement to ensure final surface tolerances are within +0 mm and -12
mm.

Level adjustment
Any excess material should be removed, for example using a planing process, to allow installation of the required laying course thickness. Where levels need to be built up, suitable material complying with the table above should be used, laid and compacted in accordance with the
Specification for Highway Works. Care should be taken to ensure existing drainage will continue
to function after any adjustments to levels.

Preparation of Restraints
Edge Restraints
The paved area must be restrained at its edges to prevent movement, either of the whole paved
area or individual blocks. Edge restraints resist lateral movement, prevent rotation of the blocks
under load and restrict loss of laying course material at the boundaries.
Edge restraints should be laid at all boundaries of the block paved area including where block
paving abuts different flexible materials, such as bituminous bound material. They should be suitable for the relevant application and sufficiently robust to resist displacement if likely to be overrun by vehicles. It may be necessary to extend sub-layers to support the edge restraint together
with any base and haunching. Compaction of pavement layers near edge restraints should be
delayed until any concrete bed and haunching has gained sufficient strength to prevent movement of the edge restraint.
The following diagrams illustrate typical edge restraints for various situations:
Domestic light traffic areas/adjacent to a building

100mm

in situ concrete haunching

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Light vehicle and pedestrian traffic

50mm

100mm

155mm
25mm
1:3 cement & sand
mortar bed

100mm
200mm

25mm

haunching

Estate roadways/car parking areas

kerb unit
200mm

25mm
100mm
300mm
1:3 cement & sand
mortar bed

haunching

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Heavy industrial traffic

haunchings

50mm
125mm
205mm

25mm
150mm

250mm

50mm

10mm x 225mm long mild steel dowel if

required at 600 - 900mm centres

1:3 cement & sand

mortar bed

Temporary Restraints
For areas of pavement that cannot be completed for some time and may be subject to trafficking near the edge of the unfinished area, it may be necessary to construct temporary restraints
to prevent movement of laid blocks. Temporary restraints should be constructed to resist lateral
movement during full compaction of the paving and subsequent trafficking.

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Preparation of the Block Paved Surface Course

Laying Course
The laying course material should be naturally occurring sand (from the quaternary geological
series) or sea-dredged sand. It should not contain cement. Other materials including crushed
rock fines may be used for category IV applications. The category of the sand and its grading
should be in accordance with the following tables.
Laying Course Material Categories
Laying
Course
Category

Application

IA

Aircraft pavements
Bus stations
Pavements with severely channelised traffic

IB

Industrial pavements
Loading bays

II

Adopted highways
Roads
Petrol station forecourts
Pedestrianisation schemes with regular heavy traffic
Car parks with some heavy vehicles
Footways with frequent vehicle overrun

III

IV

Pedestrianization projects receiving only occasionalheavy

trafficcar parks receiving no heavy vehicles
Private driveways
Areas with only pedestrian traffic
Footways with occasional vehicle overrun

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The following table is based upon the new European Aggregate Standard BS EN 12620 and provides basic gradings.
Laying Course Material Grading
Sieve (mm)

% Passing

100

100

6.3

95

100

85

99

0.5

30

0.063

70
See the following
table

Site Category
Passing 63micron (max) (f)

IA

IB

II

III

IV

0.3%

0.5%

1.5%

3.0%

4.0%

As a guide to moisture content, after the material has been squeezed in the hand and the hand
is opened the laying course material should bind together without showing free moisture on its
surface. Where laying course material is stored on site it should be covered to reduce moisture
loss due to evaporation, or saturation from rainfall.
If the laying course material becomes saturated after laying then it should be removed and replaced with laying course material in a condition suitable for the block laying operation. Alternatively, the laying course can be left in place until it dries sufficiently to allow block laying to proceed.
Drainage of Laying Course
It is desirable to drain the laying course material. Localised drainage may also be required where
a physical barrier within the pavement surface could lead to water collecting in the laying course.
The size and spacing of the drainage outlets through the impermeable layer depend upon the
size, shape and gradient of the underlying layer. A typical, minimum example is 30mm diameter
holes at 1.0 m centres. The holes should be covered with a suitable filter fabric, extending at
least 150 mm either side of the drainage hole, to prevent loss of laying course.
Laying Course Thickness
The laying course should have a nominal compacted thickness to achieve tolerance as shown in
the following table.
Laying Course Thickness and Tolerance
Thickness mm

Tolerance

50

+15
-20

30

+120

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Laying Course Construction

The laying course material should be screeded and prepared using one of the following methods:
a) Pre-compaction of laying course: Spread the material in one layer and compact using
a plate compactor making allowances for the reduction in thickness achieved during compaction and level the surface by screeding. A pre-compacted laying course is recommended
for mechanically installing block paving. Contact Interpave Member companies for further
details pertinent to their method of mechanical laying.
b) Uncompacted laying course: Spread the material loosely in a uniform layer and screed to
the thickness required to give the target laying course thickness after the paving blocks have
been laid and vibrated into place.
(c) Special Equipment: Lay and compact the laying course material with specialised equipment such as an asphalt paving machine or similar type of equipment.
When drainage of the laying course is required, it will be necessary to incorporate a geotextile
filter to prevent sand migrating into drainage systems or into cracks in the underlying pavement
layer. Where concrete block paving is laid in combination with small element paving flags the
compacted sand thickness will be determined by the requirements of the flags.
Where screed rails have been used to assist in the line and level of the laying course screeding
they should be carefully removed to avoid disturbing the screeded surface. Any depressions
left by the screeding rails should be made good. If the prepared laying course is disturbed or
damaged prior to block laying it should be corrected before block laying commences.
Construction of the Block Paving Layer
Blocks can be hand or machine laid. Block laying should normally start at a fixed edge restraint.
If this edge restraint is unlikely to be adequately straight or at 90 to the intended block bond, a
string line temporary datum should be set up a short distance from the edge restraint and used
to align the first row of blocks. A second string line at 90 to the first will ensure that the block
bond does not wander. The area between the first string line and edge restraint can then be
infilled with blocks, cut to fit as necessary.
It is advisable to continue to use string lines or other control methods during laying of the paved
area. Manufacturing tolerances in the blocks and normal joint/laying tolerances may not aid
per-fectly straight joint lines but using string lines and continuously adjusting blocks as they are
laid will ensure acceptable alignment of the bond and joint spaces - providing that joints do not
exceed the specified joint widths.

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The blocks should be laid with joint widths between 2-5 mm, in the specified bond. The spacer
nibs on some blocks are not designed to fix the joint width but rather to prevent damage to the
blocks from face to face contact. For hand laying, the installer should work from blocks already
placed, taking care not to disturb them. Full blocks should be laid first using an open laying face
as shown:
string line
open laying face
(45 to the edge restraint)
open laying face
1
2

2
string line

edge restraint

A closed laying face, as shown below, should be avoided wherever possible as it can become
impossible to lay blocks between the castellations created as the paving of the area progresses.
closed laying face

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Block Laying Patterns

Precast concrete paving blocks are manufactured in an array of shapes, sizes and colours enabling the designer to create numerous patterns and designs.
For pedestrian areas, the laying pattern is not as important to serviceability as in trafficable
areas. For vehicular trafficked areas, the most effective laying pattern is herringbone bond. The
orientation of her-ringbone bond in relation to the direction of vehicular areas does not affect the
performance of the pavement. The herringbone pattern is usually set at 45 or 90 to the longest straight edge. Rectangular units may be used in stretcher bond but it is desirable that the
stretcher bond is not in line with the general flow of traffic.
Stretcher bond

Stretcher bond is suited to pedestrian areas and very lightly trafficked areas not subject to regular
turn-ing movements or frequent braking or acceleration. Block rows should be laid at right angles
Basket weave or Parquet

This pattern is suited to pedestrian areas only and should not be used for trafficked areas.
Herringbone at 90 to an edge

Herringbone at 45 to an edge

Herringbone patterns are suitable for all applications. Either 90 or 45 Herringbone pattern oriented to the longest straight edge should be used with vehicular areas. This reduces the incidence of creep and distributes wheel loads more evenly to the underlying pavement construction.

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Coloured Blocks
Coloured blocks can be used to form patterns in a pavement, either for aesthetic or more functional uses. Blocks can be used to create pictures and/or words, as well as chevron patterns on
traffic islands, yellow no-parking lines and car parking bay delineation.

Proprietary Shapes or Systems

Interpave members guidance should be sought on the suitability of proprietary shapes or systems for particular applications.

Other Design Considerations

Concrete block paving can accommodate areas of any shape or size and careful design can
min-imise the need for block cutting. The orientation of the pattern in relation to the longest
bound-aries of the paved area will determine how much cutting of blocks is necessary to complete paving of the area. A typical residential road layout provides a good example as shown:

Herringbone pattern bordered with

starter units at these locations

Careful selection of the laying bond, the orientation of the bond and position of any breaks or
changes in the bond can reduce the amount of block cutting and speed up the laying process.

Falls
After an initial period of operation a concrete block pavement surface can be regarded as virtually impermeable in trafficked areas. It therefore requires gradients for drainage of surface water,
as for any surfacing material. Minimum crossfalls of 2.5% (1:40) and longitudinal falls of 1.25%
(1:80) are recommended for carriageways. Where proprietary drainage systems are used the
pavement should be laid with a minimum crossfall of 2.5% and the longitudinal fall as recommended by the drainage manufacturer. For other areas minimum 1% (1:100) longitudinal falls
and 1.25% (1:80) crossfalls are recommended. To summarise:

Carriageway Minimum Crossfall 2.5% (1:40)

Carriageway Minimum Longitudinal Fall 1.25% (1:80)
Other Areas Minimum Crossfall 1.25% (1:80)
Other Areas Minimum Longitudinal Fall 1.0% (1:100)
Carriageways with propriety drainage systems crossfalls 2.5% (1:40)

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Mechanical Laying
Whilst the basic principles of mechanical laying of block paving do not differ greatly from hand
laying, there are a number of points which should be considered when planning a machine laid
project. Rectangular or proprietary shaped blocks, configured in an appropriate pattern, are
packaged in clusters, typically 1 m2, and installed by specialist block laying machines or equipment. Essentially, a hydraulically operated clamp is used to close the blocks together within the
cluster, lift the cluster and place into position within the pavement. Please contact Interpave
Member companies for details of block types suitable for mechanical laying and specific laying
instructions for particular products.
Block Cutting
Before the end of the working day or the onset of inclement weather, the block paved area
should be completed, as far as practicable, with the insertion of cut blocks, followed by the bedding operation, joint filling and compaction.
Blocks should be cut using a hydraulic or mechanical block splitter, saw or abrasive disc cutter,
to an accuracy that ensures a joint width between 2-5 mm. Cut blocks may be used up to one
third of their original length. Cut blocks smaller than a quarter of their original length should not
be used. Cutting the blocks longitudinally should be avoided, as the resultant cut piece may be
significantly weaker than a full-width block. It may not be possible to maintain a maximum 5 mm
joint at all times when blocks are laid to a tight curved edge.

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Edge Details
To avoid small infill pieces of blocks (which are almost inevitable when cutting shaped blocks)
it is recommended that manufacturers edge/end blocks be used to provide a straight line adjacent to all perimeters and that the infill between the edge blocks and the edge restraint is filled
by using rectangular blocks, with any cutting being within this rectangular block area. Alternatively, blocks can be saw cut and chamfered, to give the appearance of a manufactured block
and may be used directly against an edge restraints or against stretcher courses.
Wherever possible, avoid placing the cut face of a block against an adjacent edge restraint, as
shown below:

Cut faces should be positioned against an adjacent block chamfer to reduce the visual intrusion
of the square cut edge:

The above detail can be adopted as shown where the block pattern is square to the edge restraint. With curved edge restraints or where the block pattern is not square to the edge restraint
a single stretcher course, double stretcher course or a header/soldier course can be introduced
against the kerb or edge restraint. Cut faces of blocks can then be positioned against this course
to reduce the visual impact of the cut, providing a neat finish and also making the marking of the
cut block much easier.
These details can be used with any bond, with a stretcher course of rectangular blocks used with
either rectangular or shaped blocks. Alternatively blocks can be saw cut and chamfered.
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Edge Details

Single stretcher course

kerb
single stretcher course

Double stretcher course

kerb
double stretcher course

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Soldier course
kerbs or edge restraints

note: these blocks re-orientated and

combined with half blocks to
minimise small and/or
slender cuts.

Cut/purpose made half blocks

Kerb or edge restraint

single stretcher course

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Special fittings (mitre blocks)

Special starter units to ease laying are available for use with rectangular blocks laid in a 45 herringbone pattern. These units may be used in rectangular areas, where the edge restraints are at
45 to the block pattern, but should not be used on radii.
For individual manufacturers special shapes there may be specific starter, edge and end blocks
available. Contact the Interpave Member companies for availability of these products.

Manhole Details
Ideally, manhole covers or gully frames with straight sides should be used to allow the block
paving to directly abut the frame. A stretcher course at this point, around the manhole, avoids
cut edges of blocks directly against the frame and ensures any cut edges are less intrusive. This
stretcher course may be laid on a mortar bed where there is a possibility of bedding sand migrating beneath the manhole surround. After compaction the block surface level should be 3-6 mm
above the manhole cover and frame to allow for any future settlement.
Frame bedded and haunched with concrete
block paving
sand bed

3-6mm

1:3 cement
sand mortar
void

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The typical manhole details shown below use block paving stretcher courses. They also illustrate
the use of half blocks to break the bond and avoid the need for cut pieces of less than a quarter of a block in length.
Manhole detail (no concrete infill)

Manhole detail (concrete infill)

If a manhole cover or gully frame without straight sides is used, which will not allow the paving to
directly abut the frame, then a surround of C35 air entrained concrete to BS EN 206-1 should be
incorporated as shown. Careful selection of the raw materials for the concrete and/or the addition of suitable colour pigments can help reduce the visual impact of the concrete surround.
This concrete surround should be a minimum maximum of 100 mm wide and extend to the underside of the laying course or manhole frame flange. Where an infill exceeding 100 mm is required a stretcher course of blocks can be introduced to the concrete surround.

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Drainage channels
Drainage channels can be formed using rectangular paving blocks laid on a mortar bed to produce a dished channel, with a concrete foundation below if the paving is subject to vehicular
traf-ficking. The compacted block surface level should be between 3 mm and 6 mm higher than
sur-face drainage channels and outlets for pedestrian areas.
Dished channel formed from blocks
laying course

sub base

1:3 cement & sand mortar bed

Proprietary drainage channels used within block paved areas should be treated as manholes
and picture framed with stretcher or header courses to allow cut edges to abut a block chamfer.
After compaction, the block surface level should be between 3 mm and 6 mm above the edge of
the drainage unit to allow for any future settlement.
Dished concrete channel
precast concrete unit

laying course

sub base

in situ
concrete
foundation

1:3 cement & sand mortar bed

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Slotted drainage channel

laying course

precast concrete

sub base

1:3 cement sand

morter bed

in situ concrete foundation

Block Layer Compaction

The laying course material and blocks should be compacted using a vibrating plate compactor, as
detailed in the following table. Some blocks may require a rubber or neoprene faced sole-plate to
prevent damage to the block surfaces.
Vibrating Plate Compactor Requirements
Plate Requirements
Site category
(see page 22)
IA,IB and II
III and IV

Minimum Area (m2)

0.250.20

Minimum Effective
Force/ Unit Area
(kN/m2)

Vibration
Frequency (Hz)

Minimum Mass kg

75

65-100

200

60

75-100

80

The block paved area should be fully compacted as soon as possible after both full blocks and
cut blocks have been laid, to achieve finished pavement tolerances of 6 mm from the design
level after compaction. Adjacent blocks should not differ in level by more than 2 mm and, when
measured with a 3 m straight edge, there should be no surface irregularity (i.e. depression or
high point) greater than 10 mm. Ideally, at the cessation of the days work, compaction should be
completed to within 1.0 m of an unrestrained edge.

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Joint Filling
Before the commencement of the joint filling operation the block layer should be checked to
ensure that it is in full compliance with the specification, including levels and tolerances, joint
spaces and block alignment, and with any non-conformance corrected. Only after satisfactory
corrections (if needed) have been made should the jointing operation commence.
Fine, dry (preferably kiln dried), free-flowing silica sand in accordance with the following table
(based upon the new European Aggregate Standard, BS EN 12620 - fine category f2) should
be brushed into the joints between the blocks, fully filling the joints. This operation is followed
by two or more applications of the vibrating plate compactor. Additional sand should be added
to top up the joint as necessary after compaction and during the early life of the pavement. The
sand selected should not stain the surface of the paving.
Jointing Material Grading
Sieve (mm)

% Passing

100

100

85

100

0.05

55

100

0.063(f)

Completion of the Work

Before the pavement is handed over a final inspection should be carried out to ensure that all
work is in compliance with the contractual requirements and any non-compliance should be corrected.
Vacuum sweepers should not be used until the joints have silted up to avoid sand loss.
Alternatively the jointing sand may be stabilised (to prevent sand loss) with a suitable joint sealant.

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4 REINSTATEMENT
This section is intended to help with the opening up and
rein-statement of conventional and permeable concrete
block paving - for access to underground services or repairs to the pavement structure.
Unlike other pavement materials, with concrete block paving it is possible to complete reinstatement work with no
visual evidence that a repair has been undertaken. This
guide combines information from BS 7533-11: 2003, Code
of practice for the opening, maintenance and reinstatement of pavements of concrete, clay and natural stone with
hands-on experience to provide practical advice. Although
sugges-tions on appropriate equipment are listed, these
are not exhaustive and do not include personal protective
equip-ment or other health and safety measures required
by cur-rent legislation. All health and safety measures are
the responsibility of those undertaking the work.

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Equipment List:

Special block
removal/extractor tool

Hand shovels
Crow-bar, hammer & bolster, pick-axe
Large flat-bladed screw drivers or special block removal/
extractor tools (shown)
Special paver alignment tool
Wire brushes and/or stiff hand brushes
Storage pallets
Broom and hand brush
Hand rammer (50 x 50mm timber or hammer shaft)
Aluminium or notched wood screeding board with length
to suit the area width
Screed rails, 25, 30, 35 and 50mm thick (usually steel hollow section or bar)
String line
Steel float
Rubber mallets
Rubber coated sledge hammer or special paver hammer
Replacement blocks - see later page
hammer and bolster, block splitter (shown) or bench saw
An appropriate plate compactor
General cleaning equipment

Block splitter

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Remove the paving blocks:

Equipment Checklist
Crow-bar, hammer & bolster, pick-axe
Large flat-balded screw drivers or special block removal/extractor tools
Wire brushes and/or stiff hand brushes
Strorage pallets
1. Take up the blocks in the order shown on the next pages
due to the interlock, it is usually necessary to break the first few blocks for easy removal of the
remainder
2. Clean the joint sand and detritus from the blocks before stacking or re-use
3. Stack damaged and undamaged block separately and at least 0.5m away from
the excavation
damaged blocks can be kept for re-use as cut blocks

4. Stack and store blocks adjecent to where they were removed, or record and lable stacks, so
that they can be re-laid in the same or nearby areas
this will help ensure that they fit back in position

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Take up the blocks in the

order shown

Due to the interlock it is

usually necessary to break
these blocks first

These blocks may need

careful prising out with the
aid of flat-bladed screw drivers or special block removal /
extractor tools

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Take up the blocks in the

order shown

These blocks may need

careful prising out with the
aid of flat-bladed screw drivers or special block
removal / extractor tools

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Take up the blocks in the

order shown

These blocks may need

careful prising out with the
aid of flat-bladed screw drivers or special block removal
/ extractor tools

Continue in this way untill the required area has been opened up

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Remove laying course:

Equipment Checklist
Hand shovels
Shovel up and dispose of the laying course material, which must not be re-used

Repair/Reinstate the lower pavement layers:

1. Carry out the required work to services or lower pavement layers
2. Reinstate to give a finished level so that the laying course will be the correct thickness
Although BS 7533-11: 2003 suggests that reinstatement should have a cambered surface with
blocks slightly proud slightly proud of the existing for future settlement, experience shows this to
be unnecessary if material selection, constuction and compaction are all carried out correctly

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Placing the new laying course:

Equipment Checklist
Broom and hand brush
Hand shovel
Hand rammer (50 x 50mm timber or hammer shaft)
1. Carefully remove debris, old laying course and jointing material from the surface of the
surrounding blocks and side-walls of the blocks adjacent to the repair
2. Ensure that remaining blocks are fully supported on the laying course with some level
existing laying course exposed in front

3. Select the correct laying course material grading and thickness shown in the tables on the
following pages for either conventional or permeable block paving
4. Place and spread the correct laying course material (see pages 22-23)
5. Compact (hand ram) the new laying course material against the existing to ensure there are
no voids where they meet. This does not apply to permeable pavement laying course material
which can not be compacted

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Screed the laying course: - for areas up to 3.0m wide

Equipment Checklist
Aluminium or notched wood screeding board with length to suit the area width
Steel float
1. Screed the laying course to approximately 5mm above the underside of the adjacent blocks
using a notched screeding board running on top of the existing blocks as shown
Although BS 7533-11: 2003 suggests that reinstatement should have a cambered surface with
blocks slightly proud slightly proud of the existing for future settlement, experience shows this
to be unnecessary if material selection, constuction and compaction are all carried out correctly

2. Use a rectangular steel float to hand screed areas that can not be screeded with the board
For areas of any width, it is advisable to undertake a small trial of laying course screeding,
block laying and compaction to ensure the right thickness of laying course material for the
reinstated blocks to be at the same level as the surrounding blocks. If necessary make adjustments to the screed before proceeding with any more work

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Screed the laying course: - for areas up to 3.0m wide

Equipment Checklist
Aluminium or notched wood screeding board with length to suit the area width
Screed rails, 25, 30, 35 and 50mm thick (usually steel hollow section or bar)
String line
Steel float
1. Place temporary screed rails at a maximum of 3.0m centres to form a screeding datum wit in
the areas to be reinstated
2. Check the rail levels by placing a block on top of each rail and pulling a string line from each
side of the existing pavement across the top of the block. Ensure that the block is approximately 5mm above the string line (to allow for compaction of the laying course)
Although BS 7533-11: 2003 suggests that reinstatement should have a cambered surface with
blocks slightly proud slightly proud of the existing for future settlement, experience shows this
to be unnecessary if material selection, constuction and compaction are all carried out correctly
3. If necessary, adjust the level of the screed rail If it needs to be lower, replace within a thinner rail
If it needs to be higher, pack underneath with sand laying course material or use a thicker rail
4. pack laying course material into any voids under the temporary screed rail to ensure that it
does not deflect during screeding

5. Screed as described on previous page

6. Remove temporary screed rails and replace with laying course material, then hand
screed/float
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Select replacement blocks:

Any replacement blocks should be evenly distributed over the whole area and not place together. If a significant quantity of new replacement blocks is required then size compatibility with
existing blocks is essential to ensurethat they can be reinstalled successfully. this is necessary
due to size tolerances that are allowable under the manufacturing standard BS 6717: 2001.

Size compatibility between existing and new blocks can be checked by laying out 20 existing and
20 new replacement blocks side by side, ensuring that they are pushed tight to eachother.
If the cumulative length of the replacement blocks is the same or shorter, this would indicate that
these blocks are smaller and should fit easily into the reinstated area. If the length of the replacement blocks is longer, this would indicate that these blocks are larger and this may cause difficulties with fitting these blocks into the reinstatement.
if difficulties are encountered, it may be necessary to saw-cut a thin (2-3mm) slice off some
blocks to allow them to fit
for shaped blocks, it is permissible to reduce the size by saw-cutting into halves (along length
or width) and fixing these back together using a high strength epoxy resin suitable for concrete

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Lay the blocks:

Equipment Checklist
String line
Rubber mallets
Rubber coated sledge hammer or special paver hammer
Large flat-bladed drivers or special paver alignment tools
Replacement blocks - see previous page
1. Check that the existing blocks around the perimeter of the reinstatement have not moved or
crept. If necessary, adjust or remove. Sweep clean the surface of the pavement around the
area to be re-laid
avoid detritus, laying and joining material from getting into joints, as this will detrimentally effect
block fitting and adjustment of alignment or joint spaces
2. Place blocks in the required pattern (in the order shown in the drawings that follow) with a
joint
space in the range of 2 to 5mm, without disturbance to the bedding sand
Re-use undamaged blocks previously removed from this area. If it is necessary to use new
replacement blocks, then distribute them equally within the area during laying
Ensure that all blocks have had all traces of laying and jointing material and detritus removed
from them
3. Continuously monitor the alignment of the pattern, viewing from approximately 5mm away
and
checking the alignment to the existing pavement in two directions at 90 to each other
For large areas use string lines to assist in this alignment
4. Adjust alignment of the blocks to ensure they fit together, with the aid of the appropiate
alignment tools

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Relay the blocks in the order

shown

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Relay the blocks in the order

shown

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Relay the blocks in the order

shown

Continue to relay back and fore to

complete the area

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Cutting Blocks:
Equipment Checklist
Hammer and bolster
Hydraulic block splitter or bench saw
When necessary, blocks should be cut so that, when laid,
the cuts align and the joint space is between 2 and 5mm.
Cut blocks smaller than one quarter of their original length
should not be used. Special edge blocks or half blocks and
reorientation of blocks within the pattern should be used to
minimise the need for small cut blocks. Do not use in-fill
mortar or concrete.
Block splitter

Compacting the laying course:

Equipment Checklist
The appropriate plate compactor, (see pages 35 and 22)
1. Compact the laying course by running the plate compactor over the laid blocks at least twice
2. Around the perimeter of the reinstatement, ensure that the compactor traverses half on
the existing and half on the newly laid blocks

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Check joint widths and block heights:

Equipment Checklist
Large flat-bladed screw drivers or special paver alignment tool
Special block extractor tool
1. Check block alignment and joint widths which should be in range of 2 to 5mm, adjust with
alignment tools if necessary
2. Check for broken and damaged blocks and replace if necessary
3. Check for any protruding blocks and adjust the height as necessary by removing and
correcting the level of the laying course. If the laying course has been disturbed, re-compact
after replacing the block(s)

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Fill block joints:

Equipment Checklist
The appropriate plate compactor, selected in accordance with the requirements of BS
7533: Part 3, Annex F, selected from the previous tables
1. Only proceed with joint filling if the blocks, alignment, joint width and block heights
have been checked and are acceptable. If not, make all necessary corrections first
2. Select the correct joint filling material grading (see page 36)
3. Place and sweep the joint filling material into joints
4. Compact the joint filling material by running the plate compactor over the laid blocks at least
twice
5. Around the perimeter of the reinstatement, ensure that the compactor traverses half on
the existing and half on the newly laid blocks

Final check:
Equipment Checklist
General cleaning equipment
Check alignment, joint width and block height are all Ok and correct if necessary. Remove debris and sweep the area clean
At the end of each days work all blocks laid shall be fully joint sanded and compact
This completes the reinstatement procedure which should leave no visible evidence that
a repair has been undertaken.

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5 CLEANINGMAINTENANCE ANDSEALING
The following notes are intended for general guidance on the cleaning and maintenance of precast concrete paving and are not intended to be exhaustive.
Any surfacing material may suffer from staining or marking, due to general trafficking or contamination from other sources. There may also be some vegetation growing in joints or on the
paving itself in shaded areas or areas subject to long periods of dampness.
Regular maintenance and good cleaning practice will enhance the overall appearance of the
paving.

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Health and Safety advice:

Some of the cleaning methods described involve the use of chemicals which must be used correctly and strictly in accordance with the suppliers/manufacturers recommendation. The following precautions should also be noted:
Appropriate protective clothing such as gloves, goggles, ear defenders, boots and overalls
should be worn.
Adequate ventilation is required in confined spaces when using chemicals.
When using flammable materials, cigarettes, naked flames and other sources of ignition should
be avoided.
When diluting acid based cleaners, ALWAYS add acid to water and not water to cleaner.
Any clothing which is contaminated with chemicals should be disposed of safely.
Care must be taken not to damage, contaminate or stain any adjoining material.
Personnel operating in the area of the cleaning must be protected from any hazard created by
the cleaning. (Risk Assessments and COSHH)
It is particularly important with all cleaning methods that trials should be carried out on a
small, preferably inconspicuous area, to determine the effect of the treatment before commencing work on a larger area.

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Cleaning of paving:
General dirt and detritus:
To remove general dirt and detritus, regular brushing is recommended. If the colour of the
paving becomes masked it may be re-established by scrubbing with soap and warm water, either
by hand or by using an industrial cleaner.
Ensure all the soap has been thoroughly washed from the surface on completion of the
cleaning and carefully channelled in the resulting run-off to either drainage points or containers
where it can be safely disposed of.
If a power hose is used then care must be taken to avoid the removal of the jointing
material (sand or mortar). After completion the pavement should be inspected and the joining
material replaced as required.
Moss, lichens and algae:
Moss, lichens and algae should not grow on concrete unless the area is heavily shaded, is
under trees or is not adequately drained. If such growth does occur and is considered undesirable then the area should be treated with a proprietary cleaner suitable for the purpose, used in
accordance with the manufacturers instructions. Some treatments leave a residue to discourage
the regrowth of the moss and algae, but this will only be of limited value if the surrounding conditions leave the paving damp and in shade.
Rust stains:
Action must be taken to eliminate the sources of staining. To remove the rust stain, the
surface should be wetted and the affected area treated with an acid based concrete cleaner (no
stronger than an equivalent 5% Hydrochloric acid solution or similar). However acid cleaners
attacks concrete. It may leave a slightly roughened surface or leach out some of the pigment
from the concrete, so care must be taken when using acid based cleaners. After application of
the cleaner any residue should be washed off the surface of the concrete with copious quantities
of water to avoid staining. Care should be taken to dispose of the run-off safely. All manufacturers instructions must be strictly followed and after cleaning is completed, any chemical residue
should be disposed of carefully.
Oil stains:
Oil penetrates readily into concrete, but it should
not stain if any spillage is removed promptly with an absorbent material e.g. paper towels or cloth. Do not wipe
as this will drive the oil into the concrete and spread the
contamination over a larger area.
If the stain persists, a cleaner suitable for the
purpose should be used in accordance with the manufacturers instructions.

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Alternatively the surface can be scrubbed with a strong detergent and the residue washed away
with hot water. However, care must be taken as this method might also result in the leaching out
of some pigment from the concrete product and discolouration due to surface abrasion of the
concrete.
Bitumen stains:
Bitumen does not penetrate concrete readily. The bitumen should be left until it has cooled.
It can then be removed using a paint scraper or similar mechanical device. If it is particularly
resistant, the use of ice to make the bitumen even more brittle may be required, prior to scrap-ing
it from the paving. Any residue should be removed with an abrasive powder and finally the whole
area rinsed with clean water.
Certain proprietary cleaning agents are available to remove bitumen, but these should first
be tested on an inconspicuous area of the paving.
Chewing gum:
Chewing gum is one of the most difficult substances to remove from any surface. Newly discarded
gum can be scraped off using a scraper. Hardened
gum can be removed by chiselling it off the surface
of the paving, using a hot water/steam cleaner or by
chemical means.
There are contract cleaning companies who specialise
in this type of cleaning, and it is recommended that
they be contacted directly for further details.
Scuff marks from vehicle tyres:
These can normally be removed by steam cleaning or by scrubbing the area with hot water and a
strong detergent.

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Graffiti and paint stains:

Both paint and graffiti are difficult to remove. Fresh wet paint should be soaked up with an
absorbent material without wiping the paint, as this will spread the stain. It should then be treated with a suitable solvent, for the paint involved, and the area washed with a concentrated
deter-gent, taking care with the disposal of the run-off material. Most paint strippers are Sulphuric Acid based and attack the concrete.
Dried paint should be scraped off as far as possible and an appropriate paint remover
applied, used in accordance with the manufacturers instructions. Paint manufacturers may be
able to give more detailed advice on the removal of graffiti and it may be necessary to consult
them if there are large areas of vandalism.
Epoxy and polyester stains:
Areas of solidified epoxy or polyester resin can be removed by carefully burning off with a
blowtorch. Care must be taken not to inhale any fumes given off or to overheat the concrete sufficient to cause explosive fracture of the coarse aggregate.
If black stains remain after burning, this can be removed by scrubbing with soap and water.
For larger areas, grit blasting may also have to be considered. This will not affect the durability
of the material but may affect the micro-texture of the surface. It is advisable to test a small area
before any large scale operation is undertaken.
Smoke, fire and tobacco stains:
Normally these stains can be removed by scrubbing with soap and water. Where stains
persist a mixture of scouring powder and household bleach can be used. When using bleach, it
is important the bleach is washed from the area once cleaning is completed and the run-off disposed of carefully. Bleach is detrimental to plant life so care should be taken to protect adjacent
lawns and borders.
Beverage stains:
These can normally be removed by scrubbing with hot soapy water. If the stain is persistent, apply mild bleach solution and then rinse the area with clean water, taking care to dispose
of the run-off safely.

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Initial maintenance of non mortared joints:

Refilling joints:
Jointing material may be lost from paving joints in early life during both dry and wet weather.
In dry weather dry jointing material on the surface of the joint can be lost before it can consolidate.
Particularly on steep slopes, the material can be washed from the surface of the joints during
heavy rain in its early life. It is therefore important to inspect areas of new paving regularly in
their early life and top up joints if necessary.
Sweeping:
Until joints have become stabilised (naturally or chemically) the paving should only be
brushed by hand. Mechanical sweepers, (see following section) and in particular sweepers with
high suction forces should not be used in the early life of the pavement. If they are used, there
is a real risk of loss of jointing material from between the paving units. This is particually important for permeable pavements that have enlarged joints or voids.
Sealants:
Any form of surface sealing used on the paving must be applied in strict accordance with the
manufacturers instructions. It must be accepted that sealants, see Sealing of Block Paving,
may have an effect on the colour of the paving, its slip/skid resistance and may require on-going main-tenance during the life of the paving. It is also important that the surface of the units is
dry and clean before any sealer is applied.

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Mechanical sweepers on paved areas:

Important considerations:
The following recommendations deal with vehicles and associated equipment and their use in
sweeping and washing paved and flagged footways, footpaths, pedestrian areas and roads:
Equipment should be purpose designed to sweep the particular area. If there is any doubt about
suitability the vehicle manufacturer should be consulted.
Where possible, low pressure tyres should be fitted to reduce the risk of breaking or cracking
flags.
Tyres should be inflated according to the manufacturers recommendations, again to ensure
mini-mum weight per unit area.
Polypropylene, rather than wire, brushes should be used.
Sweeping brush pressures should be set to the minimum required to suit the particular task, i.e.
surfaces swept regularly will require a lower setting than those swept infrequently or covered
with heavy deposits.
Tyre and brush pressures should be regularly checked.
When sweeping, engine speed should be set at the minimum required to maintain vacuum
(suc-tion) pressure.
Operators, including reliefs, should be trained to operate machinery in accordance with manufac-turers recommendations.
When equipment is stationary or left unattended, suction, brush rotation and water jetting equipment should be switched off to avoid the risk of damage to the paved area below the stationary
equipment.
For conventional block pavements or flag pavements in new or re-laid areas, agreement should
be reached with the local highway authority on a period of manual cleaning to allow flags and
block paving to become established, and the joints to seal with detritus. This period may be
reduced by using either a water based bonding agent or elastomeric prepolymer sealant, and
by agreement with the cleansing authority on an appropriate sweeping and sealant replacement
regime.
When water jetting equipment is used to wash areas, the jets or hand held lance should be directed at the surface at an angle not greater than 30 to the horizontal and diagonally across the
joints (i.e. not parallel) using a high concentrate detergent solution. The area should be inspected after cleaning to ensure that joints remain full with any required jointing material replacement
carried out after the pavement is dry.

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Sealing of block paving:

The introduction of a sealer to a conventional or permeable concrete block pavement can be a

cost effective method of improving its appearance and, under some circumstances, prolonging its
life.
The sealing of jointing material in many environments in conventional block pavements cannot be
relied upon to occur naturally since (modern) cleaning tools such as pressure washers and vacuum sweepers can have adverse effects.
Other benefits may include inhibition of weed growth in the joints and prevention of staining to
paver surfaces.
Types of Sealers
Water based emulsions:
These rely on penetration of solids into the jointing sand. As the solids are filtered out only a weak,
short-term bonding is achieved within the joint. However, they do have a limited use, particularly in
sit-uations where solvent based products are expressly excluded.
Solvent based acrylics:
These in the short term will create a glossy finish to the surface providing an aesthetic appeal for
some and an unnatural look for others. The main disadvantage is that, in general, they do not have
elas-tomeric properties (essential for flexible paving) and their ability to repel staining from hydrocarbons is short lived. Furthermore they can become softened when exposed to hydrocarbons (e.g.
diesel, petrol) and even destroyed by brake fluid.
Specialist Pre-Polymer Urethane:
This is an effective sealer/stabiliser, having good long term performance with the ability to stabilise
jointing sand, allowing it to be utilised in harsh environments such as airfields and ports. This type of
sealer is highly elastomeric and therefore appropriate for a flexible pavement system. Some sealers
are manufactured with a high solids content and are able to resist staining from engine oils.
Preparation of paved surfaces:
Sealers may be used on old or new paved surfaces, coverage depending on the porosity of the paving material and the depth and width of the joints. Sealers should generally not be applied if rainfall
is fore-cast within the following 8 hours.
Newly laid paving surfaces:
The surface should be clean and free from oil, algae, dust and lime bloom. Surface temperature
must be above 5C and below 30C. Application outside of these temperatures ranges may be
possible however advice should be sought from the manufacturer. Before installation, joints should
only be par-tially filled with kiln dried sand. Before application of the sealer, care should be taken to
ensure that the jointing sand is completely dry and where necessary refilled in the joints.
Older paved surfaces:
The pavers must be thoroughly cleaned using a pressure cleaner to remove all algae and lichen.
Pressure cleaning/washing will also remove all weeds and grass and most of the top layer of jointing
sand from between the joints of the blocks. Sufficient time should be left before sealing takes place
to ensure that the substrate dries out and to ensure that there is no efflorescence. Therefore at least
two weeks between cleaning and sealing are recommended, and the joints refilled before applying
sealer.
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Methods of application:
The preparation and application including all safety requirements should be undertaken in
accor-dance with the suppliers/manufacturers recommendations

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Efflorescence:

White patches appearing on the surface of concrete paving naturally cause concern. However,
such concern is rarely justified in the long term, as the appearance is normally the result of efflorescence.
Forms of Efflorescence
The term efflorescence is also frequently used to describe whitish deposits or stains on building
materials. However there are many forms of efflorescence, which have little in common, other
than the fact that they result in a white discolouration. Efflorescence, as generally found on concrete paving products, is known as lime bloom. It is a surface deposit on the concrete, seen either in the form of white patches or as a more general lightening in colour. When the latter effect
is seen it is often misinterpreted as a fading or washing out of the colour of pigmented concrete.
Formation of Lime Bloom
Lime bloom, when it occurs, is a natural phenomenon brought about by the normal chemical
reaction between cement and water. A product of this reaction is calcium hydroxide, lime, which
is slightly soluble in water. Under certain conditions it can migrate through damp concrete to the
surface where it in turn reacts with atmospheric carbon dioxide to produce a deposit of calcium
carbonate crystals.
This deposit gives rise to the white patches or the overall lightening referred to earlier. It is normally extremely thin, and when wetted, the deposit becomes transparent and seems to disappear.
Occurrence
The occurrence of lime bloom on the surface of concrete paving products is a spasmodic and
unpredictable phenomenon not associated with poor quality manufacture. The weather is a
signif-icant factor with lime bloom forming more readily when concrete becomes wet and dries
slowly; therefore occurrences are more frequent in winter months. Generally it only occurs in the
early life of concrete paving products, and materials which have been in place for a year or more,
without experiencing lime bloom, are unlikely to be affected. The phenomenon is temporary and
superficial and will generally disappear in time without affecting concrete strength or durability.

Block paving showing efflorescence

The same blocks after weathering

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Removal of Lime Bloom

Introduction
Lime bloom can generally be expected to disappear over a period of time, depending on the
envi-ronment to which the paving is subjected. Rainwater, being slightly acidic, dissolves the
surface deposit. Where paving is fully exposed to the weather any efflorescence would normally
be expected to disappear within the first year or two, although it might be longer for a sheltered
site.
Removal would be accelerated by abrasion caused by foot or vehicular trafficking.
Treatment
Equipment:
The following minimum equipment is required:
1
Protective gloves and goggles
2
Appropriate footwear
3
Brush with soft bristles/plastic watering can for application
4
Supply of clean water
Procedure
Proprietary cleaners can be used for more immediate removal of lime bloom. Most proprietary
cleaning treatments contain acids and detergents, so it is important to ensure that the manufacturers instructions and all relevant environmental regulations are followed. Incorrect or careless
cleaning may result in injury or damage and discolouration to the surface of the concrete paving. It is advisable to carry out a test on a small and inconspicuous area of paving before undertak-ing cleaning over the complete area.
The procedure is best carried out in cool conditions. When the paving is hot, rapid evaporation may lead to recurrence of deposits. Care should be taken when applying acid based
clean-ers to concrete. Acid attacks concrete and over application may alter the appearance of
the paving.
Wash off the residue and inspect the paving. In the case of stubborn or heavy deposits
repeat the application as necessary.
After final application of the cleaner wash off any residue with plenty of water to prevent staining, taking care to dispose of the run-off safely. Allow the paving to dry and inspect the surface
and joints and resand/replace mortar to joints as necessary.
Long term experience suggests that it is unlikely that lime bloom will recur after removal
with acid based treatments. It is not possible, however, to give a guarantee against recurrence.
Preventing recurrence:
A further possibility, which may be considered after successful cleaning, is the use of a sealant
to minimise recurrence, see Paving Sealants.
Advice on the use of such treatments can be obtained from specialist companies.

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HEIDELBERGCEMENT Group

Formpave

www.paving.org.uk
60 Charles Street, Leicester LE1 1FB United Kingdom e:
info@paving.org.uk t: 0116 253 6161 f: 0116 251 4568

INTERPAVE IS A PRODUCT ASSOCIATION OF THE BRITISH PRECAST CONCRETE FEDERATION LTD

t: 0116 253 6161 f: 0116 251 4568 e:

info@britishprecast.org
cast.org

www.britishpre-

t: 0116 222 9840

0116 251 4568

f:
e:

info@interlay.org.uk
www.interlay.org.uk

BPCF Ltd 2005