INTRODUCTION

General
1.1 This Part of the Design Manual for Roads and Bridges gives requirements and advice on
the materials and techniques available for road surfacing to trunk roads using concrete. Similar
requirements and advice relating to bituminous surfacing is found in HD 37 (DMRB 7.5.2).
1.2 This Part contains requirements and advice on providing a textured concrete surface finish
and Exposed Aggregate Concrete Surface (EACS).
1.3 The requirements and advice given in this document is provided on the basis that the
works are constructed in accordance with the HA Manual of Contract Documents for Highway
Works
Implementation
1.4
This document shall be implemented in accordance with GD 1. Safety risk assessments
shall be carried out in accordance with GD 4. An assessment as to the applicability of an
equality impact assessment (EqIA) shall be carried out for all designs. Where the assessment
indicates that an EqIA is required, then the designer shall carry out an EqIA.
This part has been updated for the purposes of EU compliance with additional minor changes
throughout. Attention is also drawn to the change in clause 4.11 for construction topped by
natural stone slabs.
Mutual Recognition
1.5 Where there is a requirement in this specification for compliance with any part of a British
Standard or other technical specification, that requirement may be met by compliance with the
Mutual Recognition clause in GD 1.

2.

TYPES OF CONCRETE PAVEMENT

SCOPE OF GUIDANCE
2.1 There are several different types of pavements incorporating concrete and/or hydraulically
bound mixtures. Those types of pavement incorporating concrete and/or hydraulically bound
mixtures most commonly encountered are:

CRCB Continuously reinforced concrete base

2.2 The design of the concrete pavement slab is covered in HD26. More guidance on the use
of thin bituminous overlays (less than 50mm thick) to provide the running surface can be found
in HD32, HD36 and HD37

3.

FEATURES OF CONCRETE PAVEMENT SURFACES AND DETAILING

General
3.1 The type of surface of the concrete pavement influences the skid resistance, ride quality
and noise levels experienced by the road user and in the wider environment.
3.2 The frictional qualities are determined largely by the micro texture at low speed and by the
macro texture at higher speeds (above 30 mph).
3.3 The low speed friction of pavement surfaces is routinely measured by SCRIM and is
described in HD 28. The high speed friction is not routinely measured but as a surrogate the
texture depth of the surface is monitored.
3.5 Older concrete pavements have a brushed finished surface. This finish has been found to
eventually wear off after several decades in service, leaving a relatively low textured running
surface.
3.6 Transversely brushed, tined and grooved concrete pavement surfaces are generally more
than 2dB noisier than worn Hot Rolled Asphalt HRA and are not permitted on new construction
without authorization from the Overseeing Organisation. They may still be used where an
existing concrete pavement is being repaired or widened.
3.7 In a jointed pavement the trafficked transverse joints at the slab interfaces can add to the
vehicle noise and reduce ride quality.
3.8 Designs for new concrete pavement incorporating the use of CRCP construction and the
use of quieter road surfaces, such as thin surfacing course system, exposed aggregate,
longitudinally grooved or specially formed concrete surfaces have been successfully delivered.
These have all provided low maintenance durable surfaces, maintaining ride quality and low
noise characteristics.
Detailing
3.9 Drainage features such as gullies and manholes should be constructed outside the
structural concrete pavement.
3.10 Structural interruptions in the main concrete slab need to be protected by isolation joints
and specifically designed pavement details.
3.11 The connection of a concrete pavement to a flexible pavement requires specifically
designed termination features and for CRCP ground anchors.
3.12 The design of slip roads reinforcement continuity requires particular attention.
3.13 Rolling crowns for concrete pavements need specific design and laying techniques.

4.

MATERIALS FOR CONCRETE PAVEMENTS

Materials
Cements
4.1 Cements used for the construction of concrete pavements are usually composed of
Portland Cement (PC), often in combination with ground granulated blast furnace slag (ggbs) or
pulverised fuel ash (pfa).
4.2 The specified minimum cement contents have been shown to provide the concrete with
satisfactory long term durability. The limits on ggbs and pfa have been set to give the concrete a
resistance to spalling when subjected to de-icing salts. Details of the requirements for concrete
constituents can be found in MCHW clause 1001.
Admixtures
4.3 To assist in maintaining the workability of high strength pavement quality concrete mixes,
while keeping a low water/cement ratio, plasticisers and superplasticisers are often used. Where
the concrete forms the running surface, air entrainment is required in the top 50mm (40mm in
EACS) of a concrete pavement to provide resistance to surface scaling from frost action.
Aggregates
4.4 The coarse aggregate will often be natural material, crushed concrete or air-cooled blast
furnace slag. The soundness value will exceed 75 and the maximum size will be 40mm, unless
the spacing of the longitudinal reinforcement is less than 90mm, when it will not exceed 20mm.
4.5 White flints should not be used. They can cause pop-outs or can lead to D-shaped
cracking. They consist of nodules of cortex or harder flints covered in cortex. Cortex is
weathered flint and is porous as are, to some extent, all flint aggregates. The overall porosity of
a flint aggregate will depend on the proportion of white flints. Smaller particles tend to have
higher adsorption than larger aggregate sizes.
4.6 The acid soluble content of the fine aggregate (sand) is limited to ensure the surface has
satisfactory low speed skidding resistance.
Construction
4.7
For a number of years new concrete pavements have been built in both single and 2
layer construction, both of which are permitted by the Specification (MCHW 1) Series 1000. The
Contractor may choose the method of construction. More recently 2 layer construction has been
used with either 2 separate pavers or a double-decker paving machine. The advantage of 2
layer construction is that only the top layer needs to be air entrained and the lower layer can
contain the higher levels of ggbs or pfa and sands with a higher acid soluble content. When
using different aggregates in each layer the difference in thermal expansion shall be considered
and demonstrated that they will not cause reduced durability in the constructed pavement.

4.8 Both fixed-form and slip-formed pavers have been successfully used. Recent
developments have made slip forming more attractive to contractors due to their increased
capacity and flexibility on site. Modern slip-form pavers also have the capability of being able to
be adapted for 2-layer construction.
4.9 Roller-compacted concrete is laid using a paver with a high-compaction screed. This
process is often used in the construction of logistics distribution center and warehouse
pavements. It has been used in road construction in some European countries and in North
America. A demonstration section of pavement utilizing this technology has been laid on a trunk
road in England.
Joints
4.10 Jointed construction is only permitted with the approval of the Overseeing Organisation.
Joints in concrete pavements have been found to be a frequent source of maintenance. Steps
have been taken to both improve the durability, hence the serviceability, and to reduce the
number of joints. Now expansion joints are only required at run on slabs at the end of CRCP
pavements. In JUC and JRC pavements to improve durability transverse joints shall be sawn
contraction joints. Longitudinal joints may be wet formed or sawn. The timing of sawing the
hardened concrete is critical. If sawn too early the aggregate will be plucked out, if too late the
concrete will have already cracked. With flint gravel aggregates in lower strength concrete
pavements cracking may occur before sawing can begin, whereas in pavements of high early
strength, flint gravel concrete joints are more likely to be successfully sawn. Dowel bars can be
successfully inserted by slip form pavers avoiding possible misalignment.
4.11 The spacing of joints in slabs may be increased if a coarse aggregate with a low
coefficient of linear expansion, such as limestone, is used in the concrete slab. If 2-layer
construction is used the increased joint spacing may be used if this aggregate is used
throughout the lower layer.
Surface finish
Regularity
4.12 The regularity of the surface provides a major contribution to the rolling resistance of that
surface and the noise generated by traffic. The micro-texture (dependent on the constituents of
the concrete) contributes to the slow-speed skidding resistance and sufficient macro-texture (as
measured by the volumetric test) reduces aquaplaning at high speed. Both are essential to
produce a safe road. Mega-texture is found to generate tyre/road noise. Both macro and megatexture are controlled by the oscillating longitudinal float, which is also known as a super
smoother. (For details of micro-, macro- and mega-texture see HD 36).
4.13 The oscillating longitudinal float is an integral part of the paving equipment, playing a vital
role in ensuring that a smooth, flat slab is produced. Where the oscillating longitudinal float is
part of a separate piece of equipment, as may be the case if rail mounted paving equipment is
chosen, it shall be kept close to the rest of the paving train so that it is working on the fresh
concrete surface.
Curing

4.14 Immediately after completion of the surface texturing of the slab it should be cured as
required by the Specification (MCHW 1) Clause 1027 to reduce initial surface thermal cracking.
During the initial period the surface should be protected against precipitation, moisture loss,
contamination and dispersal of curing agent to avoid damage to the surface of the slab.

5.

LOW NOISE TEXTURED CONCRETE SURFACE

General
5.1 In North America a variety of concrete pavement formed surfaces have been developed
that produce low road/tyre noise and provide a smooth ride. These often feature a texture that is
applied in the longitudinal direction. Work has also taken place in the UK to retrospectively cut
parallel longitudinal grooves into existing concrete road surfaces to reduce road/tyre noise and
increase the frictional quality of the pavement.
5.2 A minimum texture depth is specified in MCHW1 clause 1026 for a new brush finished
concrete pavement, to ensure adequate surface water drainage and high speed friction. This
texture depth requirement assumes that the applied texture is randomly orientated, as is
achieved with a brushed finish. It is not known how the high speed friction provided by a
longitudinally applied formed texture will relate to the texture depth as measured by either the
volumetric or high speed sensor methods.
5.3 The high speed friction of a road surface can be directly measured by the Pavement Friction
Tester and a range of values for in-service concrete pavements has been determined. Research
has shown that an average locked wheel friction of 0.3 measured at 90km/hr. is desirable for
non-event sections of high speed roads. The procedure for measurement of the average locked
wheel friction of the road surface in shall be in accordance with ASTM E274/E274M 11 (at a
speed of 90 km/hr rather than 40 mph specified in the test method), using a tyre that complies
with ASTM E524 08.
5.4 To allow innovation in the development of concrete pavement surfaces a guide to support an
application for a departure from MCHW1 clause 1026 has been developed.
For a departure, evidence shall be supplied to show that the proposed new surface form will:

Adequately allow for the dissipation of surface water to prevent vehicle

aquaplaning
Resist the wear and tear imposed by heavy vehicle movements and loading
Provide a minimum in-service locked wheel friction of 0.3 measured at 90 km/h
Be maintained during bulk construction from any demonstration pavement
installation
Indicate the anticipated noise level of the surface as defined in table 5/1

5.5 The designer shall specify the noise level required for the finished surface in the contract
specific Appendix 7/1. These levels are the same as for bituminous pavements. Detailed
information of the methodology for the assessment of road/tyre noise level is provided in
MCHW1 Clause 942. The levels are shown in table 5/5
TABLE 5/5: Road/Tyre Noise Levels
Level
3
2
1
0
NR

Equivalence to HRA Surfacing with 20mm pre coated chips

and 2mm texture depth
Very quiet surfacing material
Quieter than HRA surfacing materials
Equivalent to HRA surfacing materials
Equivalent to Cold Applied Ultra Thin Surfacing
No requirement

Road Surface Influence

RSI
-3.5 dB(A)
-2.5 dB(A)
-0.5 dB(A)
+1.2 dB(A)
No requirement

Durability
7.8 Concrete roads are structurally designed for a traffic life of forty years although the surface
will normally require restoration of skid resistance at some point in its life. The special aggregate
used in the top mix concrete is durable, with the minimum PSV and maximum AAV specified in
Appendix 7/1 of the Specification (MCHW 1). Evidence indicates that no particular durability
problems are likely to be encountered.
Noise
7.9 EACS is designed to provide an adequate level of skid resistance, both at high and low
speeds, as well as a low level of surface noise. Work by Descornet and Fuchs (1992) has
identified the respective roles of micro, macro and megatexture in relation to road/tyre noise. On
low speed roads, microtexture, which depends on the roughness or harshness of the aggregate,
is of prime importance. On higher speed roads, macrotexture created by procedures such as
transverse brushing or exposing the aggregate plays an important role in reducing noise.
Megatexture, the variations of amplitude of certain wavelengths in the 50 to 500mm range, is an
undesirable irregularity. It can be a major cause of road/tyre noise because it creates radial
vibration of the tyre. Megatexture can originate during the course of construction in the form of
corrugation or other surface irregularities. The use of the transverse finishing screed in advance
of a longitudinal oscillating float as soon as the surface is laid plays a vital role in eliminating
these characteristics by constructing the aggregate surface in a level plane and hence resulting
in noise reduction.
7.10 This type of surface typically exhibits noise reductions in excess of 2 dB(A) compared
with HRA bituminous surfaces and the acoustic properties of EACS are the most durable of all
road surfaces.
Structural Capacity
7.11 Depending upon the requirements of the highway scheme EACS may be applied to
Jointed Unreinforced (URC), Jointed Reinforced (JRC), and Continuously Reinforced (CRCP)
pavements.
Materials and Mixing
7.12 In two layer construction, the Specification (MCHW 800) gives a wide choice of
aggregates for the concrete in the lower layer. The aggregate used in the upper layer will need
to meet the requirements of HD36.
Batching and Transportation
7.13 The contamination of the concrete for EACS with aggregates or constituents for other
concretes shall be prevented. It is preferable that plant used for the batching and mixing of
EACS should be separate from that used for other concrete unless the mixing plant has a selfcleaning mechanism.
7.14 Dedicated, clearly identified delivery vehicles shall be used for the transport of the
separate mixes. These should be cleaned thoroughly between deliveries of separate mixes.
Open tipper trucks should be sheeted.

Construction
7.17 Two layer monolithic construction has been shown to be cost effective and has been
successfully used by contractors. The requirements for all types of concrete for road pavements
are given in the Specification (MCHW 1000). The batching output capacity and transport
delivery capacity should be sufficient to feed the paving equipment continuously, enabling a
constant forward movement to be maintained during the period of paving.
7.18 The oscillating longitudinal float plays a vital role in ensuring that a smooth, flat slab is
produced prior to the application of retarder.
7.19 The exposure of the surface is a two stage process including retarding of the surface
mortar, and brushing to expose the aggregate.
a)

A suitable retarder shall be used which will retard sufficiently the action of the cement at
the surface of the top layer so that the target texture depth can be achieved by the
brushing operation. Advice of retarder manufacturers may be sought. The retarder shall
contain a non-staining dye, for visual identification of adequate coverage. The application
system shall atomise the retarder with a fine spray enabling total and even coverage of
the slab to be obtained without overdosing with excess retarder flowing over the surface of
the slab. From the time that the concrete surface is finished and the retarder is applied the
surface of the concrete needs protection from both drying out and rainfall. The protection
shall be maintained until immediately before exposing the aggregate. This may be of a
physical nature with protective sheeting being tightly stretched across the slab and firmly
secured at the edges. An alternative is a system of protection where a chemical
substance, compatible with the retarder, is sprayed on to the newly retarded surface
which, after some minutes, forms a protective skin which protects the retarder and slab
against the elements. For this system temporary tentage is required to protect the surface
against rain before the longer term protection becomes operative.

b)

The second stage in the creation of the exposed aggregate surface is the brushing. The
time to start brushing must be determined from trial installations. Brushing too early will
result in chipping loss, and brushing too late will mean the surface texture will be very
difficult to achieve. The ideal surface will characteristically not only meet the target texture
depth requirements, but also exhibit a shoulder to shoulder pattern of chippings.
Experience indicates that the more cubic the shape of the chipping, the more likely that
close packing will occur.

7.20 Care should be taken to avoid fretting at day joints. This can be aggravated by retarder
spray running down the vertical end of the slab. Hand finishing of the concrete can cause
problems if excess grout is pulled to the surface, making exposure of the aggregate at this point
more difficult.
Surface Texture Depths
7.21 The required surface texture depths are stated in Appendix 7/1 in the Specification
(MCHW 700). See also Table NG 10/2 in the Notes for Guidance (MCHW 1000), which gives
guidance on the requirements of average, maximum and minimum texture depths for high
speed and low speed roads.
Brushing

7.22 The aggregate should be exposed by brushing in a longitudinal direction to give the
texture depth as stated in Appendix 7/1 in the Specification (MCHW 700). Brushing should
continue until that texture depth is achieved. Provision should be made for effective dust and
laitance collection and disposal.
Curing
7.23 After brushing is completed the surface should be dampened prior to the application of the
final curing agent.
Defect Repairs
7.24 If the specified minimum texture depth is not achieved by brushing, retexturing shall be
carried out. Failure to achieve the specified minimum texture depths will result in unsatisfactory
skid resistance for high speed vehicles. The full extent of any areas still nonconforming following
mechanical retexturing shall be removed and replaced.
7.25 Where the specified average texture depth has not been met, remedial measures should
be agreed with the Overseeing Organisation.
7.26 Surface defects may be repaired provided:
a)

The affected area is cut out to the top of the lower layer concrete;

b)

A bonding agent is used; and

c)

The same mix design used for the replacement concrete.

The aggregate should be exposed in such manner as to achieve a texture similar to that in an
adjacent compliant slab.