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8/12/2019 Tipos de Secciones

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DESIGN OF CONCRETE BLOCK PAVEMENTS IN FRGEisenmann, 3 ., r ,eykauf, G.

Munich Technica l U n i v e r s i t yPrUfamt fUr Bau von Landverkehrswegen

SUMMARYRepubl ic o f Germany (FRG) c o n c r e t e block pavements (CBP) a r e in use

decades . An i nc r e a s ing a pp l i c a t i on i s to be observed s ince the e a r l y se ve n t i e s ,pe de s t r i a n pr e c i nc t s and t r a f f i c - f r e e zones were r e qu i r e d no t only bv theof b ig c i t i e s but a l s o o f sma l l towns. Nowadays the a pp l i c a t i on on urbanand i n d u s t r i a l areas i s of i nc r e a s ing impor tance .

1986 the s t r u c t u r a l des ign o f concre t e block pavements in the FRG i s spe c i f i e da t h i c kne s s c a ta logue , t he s t andard iza t ion RStO 86 . Al l roads and urban zoneswi th in t he scope o f t h i s ca ta logue , whose main s p e c i f i c a t i o n s are shown.

fo r heavy du ty CBP a spe c i a l th ickness design i s necessa ry . An example fo rpavement o f a c on ta ine r t e r m ina l , where t he c on t a ine r s a r e p i l e d up t h r e e f o l d i swel l as fo r an area which i s t r a v e l l e d by very heavy s t a c ke r t r ucks wi th

loads o f up to 800 kN. These CBP need a t h i c k bound base o f even more than 30 cm.cau t ion should be g iven to t he water permeabi l i ty o f t h i s base course into preven t f r o s t d e t e r i o r a t i o n in t he bedding l a ye r ; t h i s could be achieveda r e spe c t i ve base cour se o f No-Fines -Concre te . A recommendat ion fo r t he s t r u c t u r et h i s pavement type w i l l be ou t l i ne d .

THICKNESS CATALOGUEIn 1986 t he r e v i s e d t h i c kne s s c a t a Rich t l in ien fUr d i e S ta nda r d i

des Oberbaues von Verkehr s f la - RStO 86 has been i n t roduced inFRG. Contra ry to former s t a nda r d i t h i s ca ta logue i s not on lyroads bu t a l so fo r urbanand urban zones . t t he r e f o r ean a bs o lu t e ly necessa ry demand t h a tt h i s ca ta logue no t on ly a spha l t andpavements should be includeda l s o CBP.

o f a s t a nda r d i z a t i on a ga i n s tdes ign methods i s t h a t on ly t hoseare compr ised , fo r whichlong - te r m exper i ences a r eFur ther advantage i s theto s e l e c t among s e ve r a l sugge

t h a t s t r u c t u r e which c o n s i d e r sa c t ua l l oc a l c ond i t i ons most pr o 1) .T r a f f i c Classt r a f f i c c l a s se s are cons idered ins t a nda r d i z a t i on RStO 86, depending

the number o f heavy ve h ic l e s per daydef ined as :

VB = DTV (SV) . f 1 f 2 . f 3 . f 1DTV{SV = average number of t rucks witha maximum to ta l weight of

> 2,8 t per dav (al l laneso th road), wh n openedfor t raf f ic

f i f a c t o r s , cons ide r ing expec tedf u tu r e t r a f f i c , number o fl a ne s , wid th o f l anes ands lope , r e spe c t i ve l y .In the l i g h t e s t t r a f f i c c l a s s VI thet r a f f i c volume VB r e s u l t s to < 10 andin the he a v i e s t t r a f f i c c l a s s I ( h igh ways) to VB > 1800. The use o f CBP i sr e s t r i c t e d to t r a f f i c c l a s s e s I I I to VI(medium to ve r y l i g h t ) .I f t he t r a f f i c i n t e n s i t y cannot bedetermined fo r spe c i a l types o f urbans t r e e t s o r paved a r e a s t h e s e zones a rer e l a t e d to t he t r a f f i c c l a s s by itsfunc t ion (Tab. 2 ) . t i s ev iden t t h a te . g . a pe de s t r i a n p r e c i nc t wi th heavyload ing t r a f f i c cor responds to t r a f f i cc l a s s I I I .Table 2 : Recommended minimum t o t a l, .c ons t r uc t i on dep th o fpavements

Frostsusceptibility Class Min Construction Depthof Subgrade Soil Traffic ClassI to IV V and VI

F2 50 cm 40cmF3 60cm 50em


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Construct ion Depthnecessary t o t a l cons t ruc t ion depththe CBP depends f i r s t o f a l l on thecapac i ty of the base and subbaseFor t h i s purpose a bear ingof EV2 ~ 45 N/rom (determineda pla t e bear ing t e s t ) always i s r e on the format ion l eve l . I f t h i si s not to be expected due to poorcondi t ions a cement s t ab i l i z a or s imi l a r measures to i nc reases t r en g th should be planned.

a c e r t a i n th ickness of the basesubbase courses should be remained,compaction and bear ing capaon top o f base wi l l not be sa t i s The requi red th icknesses arein Fig . 1, depending on the kindbase . For example, an asphal t basehave a minimum t h i ckness o f 8 cm;blanket l ayer of round aggrega(sand or gravel) in a minimum th ickof 24 cm and o f broken aggregatesa minimum th ickness of 19 cm may beonly in a reas , where l o ca lav a i l ab l e , t h a t theload bear ing value of EV2 >

N mm 2 on top w i l l be reached .the t o t a l cons t ruc t ion depthon the f ro s t condi t ions . Tot he necessary f ro s t r e s i s t an tof the pavement the f ros t suscep t i of the subgrade Fl (non),(severe) and F3 (very severe) havebe t aken i n to account . Tab. 1 showsrecommended minimum cons t ruc t ionThe l o ca l condi t ions are to be

by i nc reas ing or decreas ingminimum depth by the fo l lowing term:[em] = min.depth [em] A B C D E

c l ima t i c condi t ions (3 c l ima t i czones) : 0 to + 15 cmv e r t i c a l al ignment cut , embankment)+5 to -5 cmh o r i zo n ta l al ignment ; i s i t u a t edon a north inc l ine : +5 cmwater condi t ions ; i ground waterl ev e l l e s s than 2 m under format ionl ev e l : +5 cmedge zones paved, drainage condi -t i o n s : 0 to -10 cmt o t a l cons t ruc t ion depth should bein f u l l decimeters . Under vervloca l condi t ions the in -

of the minimum cons t ruc t ionr e s u l t s to +30 cm, i . e . the t o t a ldepth sums up to 90 cm

151

Table 1 : Types of road and t r a f f i c zonesr e l a t ed to t r a f f i c c l a s sTYPE

Ma yor Roacl:1c'.. strial St re e t?ec.es tr . ian P r e c in c t wi th Heavy LoadingT r a f f i c3;;'5 Lar.es in Bus St a t i o n s2 ~ ~ r i e s to Truck park ing on Highways

~ o c a l D i s ~ r ~ ~ u ~ o r Road, T r ~ n k Road? e c e s t r i a n Prec i n c t with Loading T r a f f i cLay Sy ir-. 3\. s St a t i o n s

? a r k i n ~ places for Trucks and B ~ s e sc o n s t a ~ t l y used)

T ra : f i c Zones fo r Cars and T r ~ c k s on2 i c ; : ~ w a y s

: = ~ ' : ' : . a < ; e HaaG? e d e s ~ r ~ a ~ ?rec i r .c tPark inc Places fo r Cars and s o ~ e T r ~ c k s

t c o n s t a ~ t l y used)? a r ~ ~ n g Places :0= Trucks and 3 ~ s e s

se lda ... i::. use)

Fro: ::age Roae? a = k i c ~ Places o r Cars c o n s t a n t l y -.;sed)Park':'nc Places for Cars and SOr:l02 B'.. ses(selda' ; ' in \ :502

1.3 Concrete Block Pavements

TRAFFIC CLASS

i

:v

The CBP l i s t e d in Fig . 1 in dependencyof the cons t ruc t ion depth are a l l shownwith 8 cm t h i ck blocks-and a 3 cm t h i ckbedding course . This i s the s tandards t ru c t u re ; however, rec tanqula r blocksor those o f d i f f e r e n t shapes in a t h i ck ness range between 6 cm and 14 cm and a

b ~ d d i n g c o u r s ~ o f more than 3 cm, dependlng on the klnd and s i ze of blocks , a real lowed. The r e sp ec t iv e th ickness d i f f e rence i s to be equal ized in t he f ro s tblanket l ay e r .The requi rements fo r concre te b locks arel i s t e d in DIN 18501 the maximum blocklength should not exceed 28 cm, theconcre te compressive s t r en q th shouldexceed an average va lue of-60 N mm2 .The bedding lav,er (maximum t h i ckness5 cm when compadted) should co n s i s t ofsand 0/2 mm o r 0/4 mm or o f graded ch ip pings 0/5 rom. A maximum s i ze o f 8 riunnever should be exceeded. With heav i lvt r a f f i ck ed CBP the admix o f cement o rl ime to the bedding mater ia l (volumeconten t 1 : 8) could be appropr ia te .However, under severe f ro s t condi t ionsand app l ica t ion o f de- ic ing s a l t o f t endete r io ra t ions of t h i s t r ea t ed beddingl ayers are observed . Dec i s ive fo r a goodlong term behaviour o f the bedding -l ayer i s a func t iona l pavement dra inage .Surface water , p en e t ra t i n g in the blockj o in t s must be dra ined of f r ap id ly by a


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e l a s t i c i t y in the range o fto 20000 N/mm 2

have shown t h a t cons ide r ings t ruc tu r cracks , which normal lyava i lab le in cement t r e a t ed bases ,o f e l a s t i c i t y o f E =N/mm2 and a s t a t i c bendingo f Z = 1,75 N/mm 2 are r ep re values fo r the des ign o ft r e a t ed bases , which are in

with t he German spec i f i c a ZTVT-StB 86. I f no severeo f t r a f f i c occurs ( l ike

areas) the permiss ib leunder repeated load i sto 0,6 . BBZ under cons tan tthe al lowable working s t r e s s i sto 0,8 . Z (e .g . on con ta i t e rmina l s ) .

Design o f Container Terminalspaved su r face o f con ta iner t e rmina l sto much highe r loads andthan convent ional

su r face . Conta iners usual ly a reup th reefo ld and own only smal l(Fig. 2) . Measurements o f t heRailways DB and a t heo re t i ca lby means of mathematicalhave shown t ha t wi th aconf idence o f 95 a maxiload o f 3 x 173 kN wi l l not beif 40 foo t con ta iner s a reThis r e s u l t s in a des ign loadone suppor t o f 130 kN and acon tac t p ressu re o f 4,64

2 (Fig. 2) .3 the ca lcu la ted bending t e n s i l ea t the bottom s ide of thet r e a t ed base (CTB), ac t i v a t edt he 4 des ign loads i n d i r ec t ion II I (near ly i den t i ca l with t heare p lo t t ed fo r at h i ckness o f the CTB plus t h el ayer (cement t r e a t ed sand) . tt h a t t he CTB i s exposed tof l ex u ra l s t r es ses . However, itbe pOinted out t h a t by means o fs impl i f i ed des ign method,out l ined2 . 1 , the load d i s t r i b u t i o n

o f the CBP i s cons ideredpa r t ly : the i n t e r locked blocks., inj o in t s f ine sand (even tua l lyt rea ted ) i s brushed and v ib ra tedto withs tand compress ivedue t o a n ac t i v a t ed bendingTo quan t i fy t h i s bending momenti s d i f f i c u l t ; in a rough e s t i a reduct ion of the ac t i v a t edt e n s i l e s t r e s s e s by 20 seemse adequate , cons ider ing the s a fe tyi nheren t in the pavementbe i n f e r r ed from Fig. 3 t h a tan al lowable working s t r e s s o ft imes t he s t a t i c bending t e n s i l e

-1 7 5 -+

_ ~ 6 } 1tOmmC::JNTAiNER SUPPORT1 2 4 ~

contact area negtecting the recess. F = 160 x ~ 7 S ;; 28000mm2

5'ACK'N0 ::JF CONTAINERS I.", " I I i : 173kN, I:i i i 173kN

j':Tl 10 1 ~ b i ~ ~ k NI ELEVATIGN \

: ... :"IGEi one s:.Jpport)3 x 173kNQrmx = 4 = 129.75 KN

p = 130 00028000

- 130.00 kN

4.64N/mmL

fl jQ(jQUG. = /-- = 94,-+4mrr;\ 4.,64 11

. . 300--4+ 9 0 ~ G = 9",'" . _.. _..... -.................. . . . . ~ :: -.,6':" r \ i n ~ L

70QimrrJ ,on,+ I ; ~ :) .ca.: (f::.

Fig . 2: Conta iner t e rmina l s :load and con tac t p ressu ress t r e s s (cons tant load ing) t he r equ i redth i ckness o f t he CTB p lus bedding l ay e rr e s u l t s to 33 cm, i . e . t he CTB shouldhave a minimum t h i ckness o f 29 cm, in s t a l l e d on a f r o s t b lanket l ay e r with abea r ing cap ac i t y o f EV2 > 120 N/mm2(p la te bea r ing t e s t ) . -A fu r t h e r ca lcu la t ion was performed toevalua te the in f luence o f concre t e blockt h i ckness on the necessa ry t h i ckness o ft he CTB. This ana lys i s showed, t h a t ani ncrease or decrease of the concre t eblock t h i ckness by 4 cm (14 cm and 6 cmblocks) would r e s u l t s under the samedes ign c r i t e r i a in an about 2 cmt h in n e r and 2 cm t h i cke r CTB, r e s p e c t i vely . Hence, by a s imple cost -compar isont he optimum t h i ckness o f t he concre t eblocks fo r i n s t a l l a t i o n in a mosteconomic s t ruc tu r e can be der ived . tshould be no t i ced , t h a t t he r equ i redth i ckness o f concre te blocks i s notn eces s a r i l y a funct ion o f t he load ing :even 60 mm t h i ck concre t e blocks aremainly exposed to compressive s t r e s s e sand are t h e re fo re ab le to withs tandheav ies t loading s .


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BIT. JOINT SEALING100mm BLOCK40mm BED ( S A N D ~ ) ~ ~ ~ ~ : : : : : = b : ; : ~ ; ; ~ = & : t : 2 lFABRIC o 6 Go SLOTTED SE\..IER,150mm NO FINES C O N C R ~ E ~ 1 : : E . . . ; : . - - ; . _ ' - - - ; . _ ~ o : - ~ ~ . . . . ; . : = = ~ 2 = 5 : 0 1 c ~ o ; : Eo170mm CEMENT TREATEDBASE (eTB)

PERFORATEDPIPE DRAIN 80mm

. , j< - - - - - - 100cm - - - - -5: Heavy t r a f f i c k e d concre te block pavement s t ruc tu r e wi th a base course

of No-Fines-Concre te

Fines-Concre te can be l ayed by cont i o n a l r a i l guided paver s as wel l ass l ip - fo rm pavers , however wi threduced v ib ra t i o n . As t hes t r en g t h of t h i s No-Fines-i s even b e t t e r t han t h a t o f ades igned eTB-th ickness may beheavy t r a f f i cked CBP, i . e .cm on con ta iner t e rmi n a l s and 32 cmr e sp ec t i v e working a r eas . A moreso l u t i o n would be a s t r u c

o f 15 cm No-Fines-;.c.ete, suppor-t::.ed by a CTB in r e s p e c reduced th ickness bu t wi th aof ~ 2,5 Fig . 5) . To p re

e ros ion o f t he block beddingsand o r cement t r e a t e d sand) ashould be i n s t a l l e d i n thei n t e r f ace . Besides a funcconnect ion between the porousl ayer and d r a i n pipes i ss sa r y . A good long te rm behav iourpermanent su r face deformat ionsi s to be expected wi th t h i s

REFERENCES:1) Eisenmann J. Leykauf G.Bau vOn VerkehrsfUichenBetonkalend.er 1987, S. 641 - 7482) Leykauf G.

3)

Hydrau l isch gebundene Tragsch ich t enaus a l t e rna t iven Minera l s to f fge-mischen .StraBen- und Tie fbau , Heft 1/1987S . 10 - 14Leykauf G., Moss Th.Laborversuche mi t hvdrau l i s chbundenem Aspha l tg ranu la t undwirkung auf d i e BemessungStraBe und Autobahn 38),Hef t 11/1987

g eAus-

4) Lor in R. , Michel G.Drainage wi th porous concre tefounda t ion fo r a i r p o r t pavement .In t e rn a t i o n a l Seminar on Drainageand Er o d ab i l i t y a t the conc re tes lab-subbase -shou lde r i n t e r f a c ePar i s , 24-25 March 1983L.C .P .C . -S .E .T .R .A. -P . I .A .R .C . )

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