CONCRETE BLOCK PAVEMENTS

Design - Execution

Due to the large increase in small-scale concrete products, it seems

necessary to better publicise the main rules for good execution.
Recommendations for laying of concrete block pavements are also
essential since in addition to the classic concrete blocks, most of the socalled decorative blocks can also be delivered in various sizes with the
BENOR (Belgian quality certification) label. What is more, it should be
noted that in the new Standard Specifications, the regulations with
regard to road pavings have been expanded considerably.

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The recommendations listed in this bulletin above all aim to provide

clear information about the way in which concrete blocks can be laid
properly and without damage. In addition, this must occur easily,
quickly and economically.

C ONCRETE

BLOCK PAVEMENTS

Before discussing the actual laying of the blocks, the primary design
aspects will also briefly be recalled: after all, good execution of paving
starts with a good design.
As far as the choice of concrete paving blocks is concerned, preference
should be given to concrete blocks that comply with the European and
the Belgian NBN B21 311 standard Concrete paving blocks. The
quality of the blocks is after all guaranteed best if they bear the
BENOR label.

DESIGN

PREPARATION OF THE WORK

The structure of concrete block pavements usually looks as shown in

fig. 1.

Subgrade

The behaviour of the pavement is in the first place determined by the

quality of the subbase.
On week subgrades, a capping layer must also be laid.

Good drainage of the subgrade (drainage of rainwater and

groundwater) benefits the behaviour of the pavement. Before
applying the subbase or capping layer, the subgrade must always be
free of water and compacted as well as possible.

A kerb is always needed with block pavements, on the one hand to

lock in the stones and on the other hand to ensure that the material of
the laying course does not wash away.

Subbase

The laying course is typical for block pavements: it is applied to the

subbase as a profile layer and serves as a bedding for the concrete
blocks.

The execution of the subbase can usually occur in the same way as for
a normal road subbase. However, sometimes lighter compacting
machines have to be taken into account.

The joints are not filled until the concrete blocks have been
compacted.

When using a stony subbase, which is presently very topical,

segregation of the materials must be avoided. Continuous grading and
relatively fine granulates (max. 32 mm or 20 mm) are recommended.

The adjacent table gives a number of examples of recommended

standard cross-sections in function of the type of traffic expected (size
and frequency of traffic loadings) and the bearing capacity of the
subgrade. Blocks with a thickness smaller than 80 mm are usually
reserved for pedestrian pavements.

In order to avoid deformations, generally a cement-bound subbase is

recommended.

The subbase must have an even and a properly closed surface. It is

absolutely necessary:

to remove any unevenness greater than 1.5 cm. Usually it is a

requirement that unevenness measured with the 3m straightedge
may not exceed 1 cm;

to provide the necessary transverse slope. For concrete block

pavements usually a transverse slope of at least 2.5 % is required.

Interlocking blocks (type B, cf. standard NBN B21 311) are better able
to cushion the stresses from breaking and swerving cars (and lorries).
It is best to choose the type of interlocking block in consultation with
the manufacturer (permissible deviations in size, laying pattern or
bond to be used, availability of accessories, possibility of making
bends, etc.)
Designing concrete block pavements also includes correctly detailing
kerbs, gutters, special spots, speed bumps and ramps, etc. (fig. 2 ). The
quick drainage of surface water is also an important criterion. This
applies not least to pavements laid on an impervious subbase of lean
concrete.
The most commonly used bonds are shown in fig. 4. Chevron,
herringbone and elbow bonds are less subject to deformation as a
result of the traffic. They also cause less rolling noise than the stretcher
bond.

Only in this way a laying course with a uniform thickness can be

achieved.

Kerb
Practically speaking it is always necessary to place a kerb before
applying the laying course and often even before laying the subbase.
The permissible deviations in the size of the blocks delivered must be
taken into account for this. After all, making a small adjustment in the
width to be paved can mean that a lot of cutting and sawing is
avoided...

Note:
In case of exceptionally high loads, such as on container storage
areas and airport pavements, and for porous pavements (that is to
say in which the surface water can seep away directly through and
between the blocks into the subgrade) in principle other standard
cross sections and details apply than are shown here

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LAYING COURSE
The behaviour of the block pavement depends to a significant degree
on the quality of the laying course. A laying course serves on the one
hand to cushion the small unevenesses in the subbase and any slight
deviations in the thickness of the blocks, and on the other hand makes
it possible to compact the blocks properly and keep them in place.
That is why the ideal laying course is a slightly elastic and stable layer.
It is uniform in thickness, which after compaction is 3 to 4 cm thick. It is
not deformed by traffic, nor by fluctuations in the moisture content. In
addition, it must be relatively porous for most applications, so that no
water can stagnate between the blocks and the laying course. So it can
even have a draining function.
In case of an impervious subbase of lean concrete, there is a danger
that the water collects in the laying course. This can be avoided by
means of a suitable drainage system (fig. 2c).

Materials for the laying course

Taking into account the above requirements, the following materials
qualify:

For ordinary streets and squares with moderate traffic, well

graded, sharp, coarse sand 0/4 can be used, that preferably
contains less than 3 % fine elements smaller than 0.080 mm.
For road surfaces with relatively heavy traffic, such as roads in
built-up areas with through traffic, improved bedding sand is
recommended. During the past few years mixtures have been
successfully applied of about 40 % crushed sand 0/2 and 60 %
crushed stones 2/7 or 2/4, whose total content of fine elements
should also be limited to 3 %.
To achieve greater stability of the laying course, cement-stabilized
sand is sometimes used - usually at least 100 kg cement per m3amongst other things for the construction of speed bumps but also
for bus stops. This means that the concrete blocks have to be
compacted immediately on applying the laying course and
certainly before the mixture begins to harden. For heavy traffic
this cement-stabilized sand has to be made with coarse sand (0/4).

APPLYING AND FINISHING OF THE

BLOCK PAVEMENT
This involves placing the concrete blocks next to each other on the
laying course and fixing them.

Placing of the concrete blocks

Thanks to their regular shape, concrete blocks can usually be placed
tightly against each other on a profiled laying course.
In principle the blocks are laid in such a way that narrow joints of
about 2 mm are obtained. The actual joint width is affected by the
shape of the blocks and the bond to be made. If certain bonds with
rigid joint lines are prescribed, then it is advisable to regularly check
the alignment of the blocks with a string to make corrections where
necessary.
It is advisable to use concrete blocks from different packages at the
same time, so that any differences in colour are less noticeable. Laying
occurs from on top of the blocks that have been placed in order to
avoid disturbing the laying course. Normally, work starts at the edges,
preferably with entire blocks. Openings are filled up with filling blocks
cut to size, that should really not be smaller than half a block (fig. 3b).
Mechanical placing of the blocks can increase the output and thus
reduce the laying costs. Good agreements have to be made with the
manufacturer with regard to the bond, joint widths, connections, etc.
Special blocks with an irregular shape are fixed one by one in the
laying course, using relatively wide joints.
In order to avoid puddles of water on the sides, the blocks must be
placed in such a way that after compacting they are still 5 to 10 mm
higher than the kerbs (or the gutter elements).
It is best to place around singular spots, such as inspection pits, one or
two rows of stones, or to place them in high-quality micro-concrete
(fig. 2h, 2i, 3c).
Special attention must be given to connections between concrete
block pavements and monolithic concrete or asphalt pavements (fig.
2k, 2l).

Applying of the laying course

If the laying course is applied on a stony subbase, then the top of that
subbase must be properly closed, which can possibly be done by
compacting in fine material and/or washing it in. If not, this can later
give rise to unevenness in the pavement. To achieve a laying course
with a uniform thickness of 3 to 4 cm after compacting, in general 4 to
5 cm of non-compacted material must be spread out, depending on
the nature and moisture content of the materials.
The bedding sand itself is normally not compacted. When compacting
the blocks placed, indirect compacting is used. If blocks are placed on a
laying course that has already been compacted, they can become
damaged during compacting.

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Sometimes a thicker laying course is desired, for example as a profile

layer on an existing subbase or pavement. When certain materials are
used, such as a ternary mixture or cement-stabilized sand, the laying
course is then partly compacted beforehand. Then a layer of 15 to 20
mm of loose, non-compacted material has to be applied on top of that
to cushion the small permissible deviations in the thickness of the
blocks.
However it should be noted that a thick laying course is not advisable
for pavements subjected to heavy traffic.

Fixing of the concrete blocks and filling of the joints

When any openings have been filled, the blocks are fixed. This is done
with vibratory plate compactors with a rubber or plastic sole. In this
way the blocks are pressed into the bedding sand, whilst any
unevenness is eliminated.
Before starting with the compacting, the surface of the blocks and the
plate compactor have to be cleaned. Compacting always occurs from
the edge to the middle of the pavement. In addition, the compacting
is kept at least 1 m from the zone where the blocks are still being laid.
The evenness is measured with a 3 m straightedge. Any unevenness of
more than 5 mm is not accepted and has to be corrected by relaying
the blocks.
Differences in height between adjacent blocks may normally not
exceed 2 mm. This applies especially to blocks without bevelled edges,
for which even the smallest irregularity will be noticeable in skimming
light.
Any damaged blocks are immediately replaced.
When compacting has been carried out a number of times, fine, dry
sand 0/1 with less than 10 % fine elements smaller than 0.080 mm, or
crushed sand is swept into the joints.
For certain types of decorative paving, in which the joints can be
reasonably wide (> 3 mm), the use of crushed sand 0/2 or a ternary
sand mixture is recommended.

C ONCRETE

BLOCK PAVEMENTS

Even wider joints (> 5 mm) are usually filled with cement mortars. In
dry weather the surface must be kept moist for a few days, in order to
guarantee that the joints are properly and durably filled.
Filling the joints with sand and compacting is repeated until the blocks
are completely fixed. To facilitate filling the joints in wet weather, the
sand is sometimes washed into them. If the pavement has to deal with
fairly heavy traffic, a complementary compaction is useful. This occurs
with a multityred roller weighing at least 10 tons, but not until all the
aforementioned work has been carried out.

COLOURED CONCRETE BLOCKS

Coloured concrete blocks are not only chosen for aesthetic reasons.
The following functional considerations can play a role when choosing
the colours:

The ordinary grey, preferably dark grey, blocks or blocks with a

rather neutral colour (perhaps with nuances), brown-red, heather
colour and black-red are the most suitable for carriageways.

Finally, it is advisable to top up badly filled joints with sand a few

weeks after carrying out the work. It can also be useful to inspect the
joints and if necessary top them up at a later date.

Raised crossings require striking colours, for example dark red

combined with black and white blocks for the marking.

To avoid misunderstanding, (light) red blocks should primarily be

used for cycle paths.

Opening to traffic

Dark blocks in black concrete, perhaps made with black

granulates, are very suitable for speed bumps, parking spaces and
bus stops. Light coloured blocks are not advisable in these places
where there is a danger of oil stains. And darker elements are also
better used for ditches in which dirt can accumulate.

Light colours (light grey, off-white, sand colour, yellow, ochre,

light red ...) are above all suitable for paving pedestrian areas:
footpaths, pedestrian streets and squares.

The pavement may be driven on immediately after laying and properly

fixing the stones. If the laying course is made of cement-stabilized
sand, for example at speed bumps and zebra crossings, it is advisable
to keep out heavy traffic for a few days.
Deicing salts should not be spread on coloured, relatively young
concrete blocks that are laid in the autumn for at least the first 6
weeks after placing them

If additional requirements about colours are included in specifications,

it is always useful to follow the guidelines of the manufacturers or
suppliers. Certain colours are usually indicated with colour charts or
colour codes. It is advisable not to let the work start until samples have
been presented for approval.
When laying block pavements with coloured concrete blocks, of course
the same basic rules apply as for normal blocks.

Using coloured concrete blocks

Due to small variations permitted in the raw materials and
interruptions or changes to the production, slight differences in colour
are practically unavoidable. These differences will be more noticeable
with coloured blocks than with normal grey ones. So this has to be
taken into account when large surfaces are laid with the same colour.
Nuanced colours or combinations with darker blocks can offer a
solution.
However, conversely small differences in tint fade in time. A
sustainable decorative effect that is based on colour thus assumes
sufficiently strong contrasts. Variations in shape and bond can be used
to support the colour motifs. Interruptions in colour and shape of the
blocks also make it possible to correct any slight bends.
Although the recommendations in this bulletin were drawn up with
the utmost care, faults cannot be ruled out. Neither FEBELCEM, nor
those who have worked on this publication can be held liable for any
damage that ensues from using the information offered.

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C ONCRETE
BLOCK PAVEMENTS
picture: Guy Laurent Rijmenam

BIBLIOGRAPHY
HENDRIKX L.
Recommendations for the pose of concrete paving blocks
Concrete - Magazine of the Concrete Industry Association, nr. 122,
1993, p. 69-77

SHACKEL B.
Design and Construction of interlocking concrete block pavements
London and New York : Elsevier Applied Science, 1990, 229 pp.
Concrete block paving - Essential considerations
Concrete block paving - Installation
Concrete block paving - Detailing
Leicester : Interpave - The Concrete Block Paving Association,
Interpave Information Sheets, January 1991

Straatwerk vergeleken (Streetwork compared)

Ede (The Netherlands) : C.R.O.W. Publication n 78, 1993, 93 pp.

Beton-Bauteile fr den Verkehrswegebau (Precast Concrete

Elements for Road Construction)
Bonn (Germany) : Informationsstelle Beton-Bauteile, [1994?],
120 pp.

79
Authors :
Ir. arch. N. Naert
in co-operation with
Ir. L. Hendrickx
Ir. A. Jasienski

"Originally published in 1996 as technical sheet n 8 of the FEBELCEM "DOSSIER CEMENT".