131 Paving

A SunCam online continuing education course
An Introduction to
Concrete Pavement Construction
by
John E. Kristensen PE., PLS.

An Introduction to Concrete Pavement Construction
Recent changes in the construction industry have made concrete paving a more
desirable choice of many owners for their projects. However, concrete paving is a
specialized construction operation that relatively few contractors in the U.S. can perform
on a large-scale basis. Exposure for “hands-on” experience has been limited. This
course is designed to give an overview of the construction practices and procedures for
this type of pavement structure and to describe the changes in the industry that have
moved more owners to make concrete the paving material of choice.
Traditionally, the original cost to provide concrete pavement on a project could cost as
much as 50% more than an equivalent asphalt section, based on design loading. The
true savings an owner could realize was in the significantly reduced maintenance costs
and the much longer usable life span of the product. Interstate highways of asphalt
pavement typically need to be replaced every 10 to 12 years. Equivalent concrete
roadways will provide a satisfactory riding surface with minimal maintenance for 20
years, and many have performed for double that number. These numbers are highly
variable and depend on many factors like freeze/thaw cycles, average daily traffic
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volumes, and traffic loading types but, assuming similar quality of construction, they are
historically correct.
Improved methods of construction have lowered the cost of providing concrete paving
and have improved the final product offered. The volatility of the petroleum-based
asphalt cement used in asphalt paving has negatively impacted the material cost and
availability of this pavement type. Lastly, environmental concerns and LEED
(Leadership in Energy and Environmental Design) approaches have all narrowed the
upfront cost differential and added to the long-term benefits of choosing concrete paving
over asphalt.
Concrete Pavement Types and Uses

Concrete pavement is usually defined by dimensional properties, such as layer

thickness; by physical properties such as concrete strength (either compressive or
usually flexural); and by joint and reinforcing type. The specified type will depend on
use, loading, maintenance, and budget. Typically layer thickness will vary from six to
nineteen inches. Concrete strengths vary from owner to owner, from aircraft rated to
pedestrian use. Lastly reinforcing can be light, heavy, or none at all.
Concrete Physical Properties – These properties, more than any other, will dictate the
paving method used. Properties can include layer thickness, lane widths and lengths,
and regularity of shape. Pavement methods will be broken down later in the course, but
in summary, more regular-shaped lanes and mass-quantity pavement types lead
towards the slip form paving method, while irregular-shaped panels, varying
thicknesses, and limited quantity are usually hand-formed.
Concrete Strength – Most concrete strength requirements for concrete pavement are
specified in flexural strength. The anticipated use for the pavement will determine the
minimum flexural strength needed. The designers will use the design vehicle footprints
to determine the bending forces placed on the concrete by the wheel loads. The testing
of the concrete for flexural strength requires the breaking of concrete beams. The
casting, curing, and testing of these beams are extremely sensitive. If special care is
not taken, the test results can be highly variable. Testing concrete’s compressive
strength using cylinders is a much more reliable method of confirming a produced
concrete strength but there has not been an established method of equating a
concrete’s tested compressive strength to a flexural performance. Many owners
recognize the limits of the flexural test and specify a compressive strength they
determine to be equivalent to their flexural needs, while others allow for simultaneous
testing of beams and cylinders for the same mix and use the more consistent cylinder
tests to “weed out” obviously errant flexural results.

Reinforced Concrete Pavement – This refers to pavement of any depth or type having
some sort of tensile reinforcement, reinforcing bars, mesh, or fibers in the pavement.
The reinforcing can be continuous through the transverse and longitudinal joints or non-
continuous with interruptions at the joint locations. Load transfer devices across joints
in themselves don’t classify the pavement as reinforced. Continuous reinforcing
typically would have stock lengths of the designed bars (#4,5,or 6s) lap spliced in each
direction with no transverse joint requirements except at starting and stopping points for
the day’s production (construction joint). The mats of steel are held in place with either
steel or plastic chairs at a designed depth below finished grade. Concrete or other
masonry blocks can be used as chairs for light pavement thicknesses.
Unreinforced Concrete Pavement – This pavement type refers to pavement of any

depth with no reinforcement.

Jointed Concrete Pavement – This pavement type refers to unreinforced pavement or

non-continuous reinforced concrete pavement with designed locations of longitudinal
and transverse joints to control concrete cracking. Typical joints are located 20 to 60
feet apart, load transfer devices are specified as needed, and joint sealing items are
required, depending on use and exposure designs.
Roller Compacted Pavement – This is a concrete pavement typically found in lock and
dam construction and airports. This type is gaining popularity for roadway shoulders and
odd shaped paving areas.

Ingredients
Raw Materials for concrete:

Fine Aggregate – Sand (natural or man-made)
Coarse Aggregate – Depending on use and depth may be a mixture of two or more
gradations)
Cement and other cementious materials (flyash, slag)
Admixtures (air entraining, water reducer, etc.)
Mix Designs for the concrete are obviously dependent on the intended use,
constructability, availability of materials, and owner’s specifications. Thin lift, light
weight pavements may use pea gravel; while heavy duty airport pavements may include
1-1/2” stone or larger. Slipform pavement methods require very stiff mixes with slumps
preferably less than 1” while reinforced panels with side forms can have much higher
slumps as long as the water cement ratio allows. Winter mixes may require heated
water, while summer months need ice, etc.
Once the mix is identified, trial mixes of varying proportions are made and tested for
suitability and application. Ingredients will be modified to find the most cost effective
mix that will meet the owner’s needs and the contractor’s construction.
Portland Cement:
Type I General Purpose – used when specific properties of other types are not
specified
Type II General Purpose exposed to moderate sulfate action, or when a moderate
heat of hydration is required
Type III Used for high early strength
Type IV Used for low heat of hydration
Type V High sulfate resistance

CONCRETE PAVING TYPES
CONCRETE ROADWAY PAVEMENT
Concrete roadway pavement will vary from state to state depending on the DOT’s
preferences and input from the federal highway department. Interstate Highways and
State Routes are the typical projects for concrete pavement, but some inner city streets
and minor roads will choose this pavement based on loading, exposure, and service life.
Typically travel lane widths will be 12 feet, shoulders 10 feet, and ramps 16 feet.
Depending on cross slope consistency slipform crews can place multiple lane widths
with a single pull 24 to 36 feet wide. If load transfer devices are designed at the joints,
they may be inserted mechanically by the paving machine with a dowel bar or tie bar
inserter, or they may be placed ahead of the paving operation in baskets set to the line
and embedment depth of the joint.

Rideability specifications are becoming very common with all pavement. Pavement
smoothness will increase the service life of the concrete and reduce the impact loads at
the joints. Many states have gone to a “100% grind spec” where the surface of the
pavement is diamond ground to a profile grade. This method is also being used to
refurbish older concrete pavements resulting in extending the useful life many years
past traditional expectations for failure.

AIRPORT CONCRETE PAVEMENT
New pavement construction at airports, commercial or military, for taxiways, runways, or

parking aprons will likely be concrete pavement. The large wheel and impact loads
from the aircraft and the operations make concrete pavement the best value. The
investment made by the various tenants (airlines) and the safety to the passengers and
protection of equipment and cargo make the long-term durability of concrete the
preferred choice of materials. Also the chemical de-icers, fueling operations, and other
physical and chemical exposures add to the harsh environment the pavement must
withstand.
Runways may run 9,000 to 16,000 feet in length and 150ft to 200ft wide. Paving lanes
run from 18.5ft to 37.5ft in width making runways the most suitable airport pavement for
slipforming. Taxiways and Aprons have much shorter paving lanes and have irregular
boundaries which will produce a mixture of both handform placements and slipform
placements. Each of these paving areas run much deeper than normal roadway
pavement. Airport pavements are usually deeper than 12” and may run in excess of 21”
deep. Keeping a consistent mix and a constant supply is critical for slipforming
at these depths because the pavement sides tend to “slough” down and cause
the edges to round. This condition will be unacceptable to the owner due to
consolidation issues in the pavement and drainage issues at the pavement joints.
Airport pavements also have many embedded items that will affect the construction
methods. Conduit and metal bases for lighting and signaling, fuel pits, and drainage
structures may need to be “blocked out” with forms while slipforming production lanes,
then hand placed at a later date after the utility is installed and set to grade.

Airports usually have many large open areas for staging and storing paving equipment.
This makes the ideal for mobilizing a portable concrete batch plant. These plants can
effectively be set up on less than three acres, but this will restrict aggregate storage,
truck routes, truck washing, and may cause environmental issues. Central batch plants,
single or double drum depending on production, are preferable. 10 CY batches can be
produced in about a 90-second mix time. The mix will be loaded and hauled by dump
trucks or agitory dump trucks; a positive method of locking the dump beds is needed
due to the liquid head of the concrete on the tailgate. The site should be as close to the
placement as possible. A haul time under 15 minutes should be the goal.

Typical Airport Concrete Paving Machine List:

Plant
Johnson Ross Central Mix Plant, Cat 966 Loader, Cat Mod. 3412 Gen Set
Paving Prep
Cat 16 Grader w/ 8 gang-drill, JD 595 Excavator w/ 4 gang-drill, Water Truck
Paving
CMI SF6004 SLIPFORM PAVER, CMI Placer MTP400AS PLACER, Cure Machine
GOMACO MOD. TC-600
Haul
Tandem, Tri-Axel, Quad-Axle, Quint-Axle Dumps

Apron Paving:
The main portion of the new pavement shown is on a 20’ x 20’ grid of 16” and 17”
concrete. The concrete placement was therefore slipped at 20’ lane widths. Due to the
amount of obstructions (i.e., fuel pits, trench drain, and thickened edges) there are very
few productive slip lanes. Instead, there were a lot of small chopped up lanes that
required multiple moves with the slip form paver in a single day’s pour. These
obstructions also created a lot of hand pours.

ROLLER COMPACTED CONCRETE PAVEMENT
Another paving type that is gaining popularity is RCC paving, which stands for roller
compacted concrete. This type of paving was specialized a few years ago; uses were
limited to roller compacted concrete dams and levees, or small parking lots in urban
areas. The method is more mainstream today. DOTs are experimenting with the
product mostly with roadway shoulders and areas of low traffic but the results for cost,
durability, and service support expansion, therefore, RCC Paving will probably expand
further in both private and public markets.

A stiff concrete mix is delivered to an asphalt or ABG type paver and either dumped
directly into the paver hopper, run through a concrete placing machine or both. Similar
to asphalt paving, the compacting tamps of the paver will set the initial density of the
concrete. Subgrade, Mix Design, and Moisture are critical but the mix usually gets 92%
compaction at the paver with a 6.5% moisture. A steel drum roller follows the paver to
achieve the final density. For placements of around 400 to 600 cubic yards per day, a
single roller is sufficient, but for productions around 1000 cubic yards a second steel
drum or rubber-tired roller will be necessary. Different weather conditions and
production rates will determine the second roller type. Over rolling is a concern, and the
crew must be aware of the established roller pattern to maintain consistency.
For rideability, the skis from the asphalt paver provide a physical means of controlling
the pavement surface. Many asphalt crews use electronic sensors for that type of mix
but currently the concrete product is substantially better using the skis. Also
maintaining a constant head of mix in the paver hopper will limit starts and stops which
will minimize transverse ruts cut by the screed.

RCC PAVING RE-CAP
1) Subgrade is critical.
2) Mix design & moister is also critical.
3) Over rolling is possible.
4) For rideability 1. start with a wire on the outside & run cross-slope, then use a ski
& cross-slope as you add lanes. 2. If possible start in the middle with ski’s & work
to the outside using a ski & cross-slope.
5) Production will vary with every project. Whenever possible use a placer and back
trucks to the paver. The paver has to move at 3% speed minimum. Over 100
yards per hour is possible.
6) Pave crew size – Paver operator, placer operator, grader/hoe operator, 2 screed
men, 2 shovel men, a dump man, wheel barrow man, truck organizer, mechanic,
2 roller operators and a Foreman.
7) Plant crew size – Plant operator, loader operator, laborer and mechanic.( Higher
production would require a second laborer)
8) Other equipment & personal to consider: QC person, Water truck, Core truck,
Cure buggy/truck, Survey and Sub to green cut.

CONCRETE PAVING METHODS
SLIPFORM CONCRETE PAVEMENT
Slipform Paving is a paving method that uses very stiff concrete mixes (1/2” to 1-1/2”
slumps) and extrudes the concrete through a paving machine. The machine sets the
pavement to alignment and grade. The stiffness of the mix allows it to maintain its
shape with minor handwork. Maintaining a constant speed and constant mix are critical
to providing a quality pavement.
If the project meets the requirements to justify Slipform Paving, it is the most cost-
effective method of mass concrete paving. It usually will include:
1. Long, uninterrupted lanes of pavement.
2. A large quantity of pavement to distribute mobilization and set-up costs.
3. Uniform pavement widths and depths and typical sections. Varying widths
and varying finished surfaces can be accommodated by some pavers.

Finished grade elevations are set by surveyors on string lines that the paving machine
can read. These string lines control the pavement alignment and elevation. Fully
automated machines that utilize GPS and laser survey control are currently in limited
use. The technology is improving, but the risk of costly concrete repairs due to an
errant satellite reading has kept the industry from adopting this method as readily as
other grading activities in construction.
HAND FORMED or SIDE FORMED PAVEMENT
When concrete pavement can’t be slipformed, we must use forms to support the sides
of the wet concrete until it has set and initially cured. Odd-shaped blocks,
reinforcement, joint types, access, and quantity are all reasons that contribute to the
decision for hand forming concrete placements.
Even though quantities of placement may not be sufficient for slipforming, they may still
be significant and require machinery for placement and finishing. Transit mix trucks can
be used to deliver hand formed concrete placements utilizing the shoots to spread and
distribute the mix uniformly into the forms. Concrete belt placers can also distribute the

concrete uniformly across the pavement sections, so dump trucks can still be used for
hauling while minimizing hand work for spreading the load. Allen screeds or Clary
screeds finish the surface of the concrete while riding the tops of the forms.
Afterwards, a textured finish like a burlap drag may be applied. Forms can be made
from varying materials but are usually 10 foot long steel of the required height. Steel is
used for durability and strength. The forms are set to grade and pinned in place with
steel rods. Alignment and grade of the forms are critical for a quality pavement surface
for rideability and drainage, and quality joints.
Above an air screed rides the forms while below a clary roller screed is used to provide
the initial surface finish and set the pavement to final grade elevations.

CONCRETE PAVING EQUIPMENT
CONCRETE DISTRIBUTER
Concrete is usually delivered to the concrete placement in dump trucks rather than
transit mix trucks normally associated with concrete placements. The trucks will dump
the loads into the hopper end of the distributer, which will then be conveyed out the arm
of the distributer to the point of placement. This spreads the load evenly across the
paving lane in front of the placement, consolidation, and finishing operations.
Distributers can be track mounted or rubber tired as shown.

CONCRETE PAVERS
Concrete Pavers are very variable in shape and application. All contain equipment to
vibrate, consolidate, shape, and finish the concrete. Most slipform pavers extrude the
concrete and are track mounted as shown above and below.

Others ride on the rails of steel forms.
CONCRETE FINISH/CURE MACHINES

Usually the last piece of equipment in the “paving train,” the machine applies the final
surface finish to the pavement like a burlap drag or rake tined grooves. Then the
machine sprays the concrete with a curing compound to seal the concrete moisture in
order to prevent surface drying and promote hydration.
PORTABLE CONCRETE BATCH PLANTS
The quantity of concrete involved in most concrete pavement projects will require a
concrete plant dedicated to the paving operations. Most local suppliers will not be able
to meet the demands of the concrete paving crews because their plants are not the right
type or they have other customers to satisfy. Slipform paving projects will need a
central drum plant set up onsite. Transit mix plants and off-site suppliers typically won’t
be capable of producing the cubic yards per hour to make the required production for a
slipform paving project.

Correct planning for setting up a concrete plant onsite is needed. Finding the right
location will involve access to the site and suppliers, adequate storage and operational
area, cost for purchase or rental, and environmental considerations. First obtain the
site, get the permits for construction and operation, deliver and erect the plant, verify
trial mixes, then start producing a consistent quality mix.
Most plants will be equipped with additional storage “pigs” for cement, electronic
batching technology, admixture dispensers, and a control trailer for the plant operator.

Central Drum Concrete Plant with extra cement storage next to a cement treated
aggregate Pugmill Plant at an airport apron concrete paving site. Cement treated
aggregate was used for base course material under 16” of concrete pavement.

CHANGES IN CONCRETE PAVING
Changes in technology have changed the views of concrete pavement. Improvements

in slipform paving are yielding longer lasting, better riding, and more cost-effective
pavements for owners. Dowel bar inserters are providing a reliable labor-saving
method to install load transfer devices. 100% diamond grinding has provided rideability
measurements that surpass other pavement types and eliminates the impact loads at
joints extending the pavement life (the characteristic “thump-thump” associated with
driving over concrete joints). Similarly older pavements are given new life by grinding
the surface to produce a new ride. Thinner concrete pavements in bonded and
unbonded overlays (white topping) can be provided for rehabbing older pavements. Full
depth reclamation with infused concrete is an in place alternative for pavement rehab
that can be performed with very tight schedules, minimal impacts, and produces a long
lasting cost effective repair. Stamped concrete, colored concrete, and textures allow
architectural considerations (Excellent examples of both texturing and coloring of
concrete are the simulated mud roads of the Disney Animal Kingdom’s safari ride. The
concrete was colored to mimic mud and after initial concrete pavement finishing, bus
tires were rolled over, fake animal tracks were pressed into, and twigs/leaves were
embedded to resemble the poorly kept mud roads of the African Savannah).
Concrete paving dowel bar inserter

unbounded concrete “white topping” overlay
Lastly, concrete pavement can be used for LEED construction. Permeable concrete
helps control pavement run-off, provides root space and irrigation for trees and
plantings, and controls surface transported pollutants. All concrete pavement aids the
heat sink in controlling high temperatures unlike other pavement types. Light-colored
pavements (concrete vs. asphalt) reflect sunlight rather than absorbing solar heat.
Communities can lower average temperatures by replacing pavement types as a
temperature controlling device. An additional benefit of the light reflection is better
night-time lumination. Business developments and communities can reduce energy
costs from reduced air conditioning needs and reduced lighting for similar visibility. Also
concrete has been shown to help clean the air by bonding chemically to automobile
exhausts and rendering the emissions inert. TX Active “pollution eating” concrete is
also self-cleaning and returns to a white finish even after staining with organic and
inorganic pollutants.

Concrete Paving fun facts from various internet sources
Romans constructed nearly 5300 miles of concrete paved roads from 300 BC to 476 AD
using pozzolana cement.
The first US Highway of concrete pavement was 24 mile long, 9 foot wide lane of 5”
thick concrete constructed in 1913 near Pine Bluff, AK
The invention of the slip-form paver was in 1949.

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A SunCam online continuing education course

John E. Kristensen PE., PLS.

www.SunCam.com Copyright 2010 Name of Author Page 2 of 28

Concrete Pavement Types and Uses

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Concrete pavement is usually defined by dimensional properties, such as layer

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Unreinforced Concrete Pavement – This pavement type refers to pavement of any

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Jointed Concrete Pavement – This pavement type refers to unreinforced pavement or

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Raw Materials for concrete:

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CONCRETE PAVING TYPES

CONCRETE ROADWAY PAVEMENT

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AIRPORT CONCRETE PAVEMENT

New pavement construction at airports, commercial or military, for taxiways, runways, or

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Typical Airport Concrete Paving Machine List:

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ROLLER COMPACTED CONCRETE PAVEMENT

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RCC PAVING RE-CAP

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CONCRETE PAVING METHODS

SLIPFORM CONCRETE PAVEMENT

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HAND FORMED or SIDE FORMED PAVEMENT

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CONCRETE PAVING EQUIPMENT

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Others ride on the rails of steel forms.

CONCRETE FINISH/CURE MACHINES

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PORTABLE CONCRETE BATCH PLANTS

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CHANGES IN CONCRETE PAVING

Changes in technology have changed the views of concrete pavement. Improvements

Concrete paving dowel bar inserter

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unbounded concrete “white topping” overlay

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Concrete Paving fun facts from various internet sources

The invention of the slip-form paver was in 1949.

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