Republic of the Philippines

CATANDUANES STATE UNIVERSITY

Virac, Catanduanes
Page 1 of 12

CHAPTER 9: PAVEMENT MATERIALS AND DESIGN

Course Title: Highway and Railroad Engineering

Objectives:
By the end of this module, students will be able to:
1. Identify and describe the different materials used in pavement construction.
2. Understand the properties and suitability of materials for specific pavement layers.
3. Analyze the factors influencing pavement performance and durability.

I. PORTLAND CEMENT
Portland cement is a key material in the construction of rigid pavements. It is a fine, powdery substance
made by heating a mixture of limestone and clay in a kiln, then grinding the resultant clinker with gypsum.
Its hydraulic properties allow it to harden and gain strength upon reacting with water, making it suitable for
various construction applications, including pavement layers.

Types of Portland Cement

The different types of Portland cement as per ASSHTO specifications are enumerated as follows:
1. Type I or IA – Ordinary Portland Cement (OPC): General-purpose cement used in pavements where
no special requirements exist.
2. Type II – Moderate Sulfate Resistance Cement: Used in pavements exposed to moderate sulfate
conditions, such as areas with sulfate-rich soils.
3. Type III or IIIA – High Early Strength Cement: Ideal for rapid construction projects where early
strength is critical.
4. Type IV – Low Heat Cement: Used in massive structures to minimize heat generation during
hydration.
5. Type V – High Sulfate Resistance Cement: Designed for environments with high sulfate exposure,
such as saline areas.

Properties of Portland Cement

1. Compressive Strength: Cement gains strength over time, with 28-day strength being a standard
measure.
2. Setting Time: Initial and final setting times determine workability during construction. Typically, initial
setting occurs within 30-45 minutes, while final setting is achieved in 6-8 hours.
a. Initial Setting Time: refers to the point when the cement paste begins to lose its plasticity and
can no longer flow.
b. Final setting time: when the cement has hardened enough to bear some load.
3. Durability: Resistant to weathering, chemical attack, and wear, ensuring long pavement life.
4. Heat of Hydration: Heat generated during hydration can affect large pavements. Managing heat is
essential to prevent cracking.
5. Workability: Proper mixing and consistency are necessary for ease of application.

Role of Portland Cement in Pavement Construction

1. Rigid Pavements: Forms the primary structural layer, providing a strong and durable surface capable
of withstanding heavy loads.
2. Base and Subbase Layers: Used in stabilized bases where additional strength and stiffness are
required.
3. Joint Fillers and Sealants: Portland cement is often mixed with other materials for joint filling to
ensure continuity and prevent water infiltration.
4. Rehabilitation of Pavements: Cement-based overlays are used to restore deteriorated pavements.

Deterioration of Concrete Pavement

Concrete pavements, though highly durable and reliable, are not immune to deterioration over time.
Understanding the causes, mechanisms, and effects of pavement deterioration is critical for designing
effective maintenance strategies and extending pavement lifespan.
Types of Deterioration:
 Republic of the Philippines
CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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1. Distortion: a vertical displacement of concrete slabs at joints or cracks. Distortion is due to failure or
weakness of joints. The cause of faulting are:
a. loss of slab support
b. erosion of sub-base
For faulting to occur, there must be free water on top of the base and pavement deflection across
the joint from heavy axle loads. This is a result in pumping, a tremendous force that develop under
the pavement
2. Cracking: Can take many forms in concrete pavements which could be a result of either from applied
load or from temperature or moisture changes. The most common types of cracks are:
a. Corner cracks associated with excessive corner deflection.
b. Transverse cracks associated with mixture or temperature stresses, or poor construction
method.
3. Disintegration: appears in the form of durability cracking, scaling or spalling as the result of mix
design or construction related problems.
a. D-cracking - usually result from freeze-thaw action.
b. Scaling - A network of shallow fine hairline cracks which extend through the upper surface of
the concrete. This might be the result from deicing salts, improper construction, free-thaw
cycle, steel reinforcement too close to the surface.
c. Spalling of cracks or joints is the breaking or chipping of the joint edges. It is the result from
excessive stresses at joint, weak concrete, poorly designed or constructed joints.
Changes in temperature and moisture content create slab curling and flexural stresses and overall
lengthening and shortening slabs. The tendency of the slab to shorten is due to temperature drop or drying
which create Tensile Stresses. On the other hand, the tendency to lengthen from temperature rise or
increased moisture creates Compressive Stresses.

Advantages of Portland Cement in Pavement Design

1. High Durability: Long service life with minimal maintenance compared to flexible pavements.
2. Load-Bearing Capacity: Effectively distributes heavy axle loads, minimizing subgrade deformation.
3. Resilience to Environmental Factors: Withstands freeze-thaw cycles, temperature variations, and
chemical exposure.
4. Sustainability: Cement pavements can incorporate recycled materials and are recyclable
themselves.

Challenges in Using Portland Cement

1. Initial Costs: Construction of rigid pavements is costly compared to flexible pavements.
2. Thermal Cracking: Temperature-induced stresses can cause cracking without proper joint design.
3. Rigid Behavior: Minimal flexibility can lead to localized failures under excessive stress.
4. Curing Requirements: Cement-based pavements require proper curing to achieve desired strength
and durability.

Control of Cracks
Load transfer and joint alignment is sometimes depended solely on aggregate interlock. If the joint opening
is considerably small from .03 to .04 inch, the projecting aggregate is considered tightly keyed and when
the edge of one slab deflects due to load, the adjoining edge will also be forced down. If the coarse
aggregates are weak as when the joint open so wide, the aggregate interlock is considered ineffective as a
means of load transfer. Although some agencies employed designs based on aggregate interlock, others
adopted the use of steel bar dowels as load transfer devices at the pavement joints.
Dowels can be greased, painted or coated with asphalt for almost one half of their length to break the bond
with concrete allowing the dowels to slip within one of the abutting slab ends. Skewed transverse contraction
joints in plain concrete pavements are being adopted. Joints are slanted .60 m in each 3.60 m lane from the
normal position. The offset places the inside of a double tire of a truck just forward of the joint and at the
same time the outside wheels are just behind the joint.
 Republic of the Philippines
CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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Transverse Expansion Joints

Expansion joints give space allowance for the lengthening of slab due to expansion brought about by
temperature effects. Because of the so many buckling upward of concrete pavement, Engineers have come
up with a conclusion that these blowups serve as conclusive evidence that expansion joint is necessary.

Longitudinal Joints
Longitudinal joints are usually provided between adjacent traffic lanes. It is considered as hinges to provide
edge support but allow rotation between the slabs. By these methods, flexural stresses that might cause
irregular cracks along the length of the road are relieved. Longitudinal joints could not be considered a major
problem under the following assumptions:
1. That there is no big load transfer across them.
2. That the expansion and contraction movement developed across the pavement width is small.
3. When the lanes are constructed at different time using side forms, joint commonly provides a keyway
in the first slab to accept load transfer.
4. In longitudinal joints, deformed tie bar is used since the purpose is to hold the slabs tightly together,
rather to allow the joints to open and close.
5. Diameters and spacing of tie bars are determined by the force needed to pull the narrower pavement
slab over the subgrade to the joint.
6. The length of tie bar is determined from the embedment in the concrete necessary to develop the
strength of the bar.

The Construction Joints

If the concrete pouring will be interrupted for quite some time that a cold joint will be inevitable, the practice
is to provide a transverse construction joints. Deformed tie bars may be used to hold the joint tightly closed
together. However, if the construction joint replaces a contraction joint, dowels could be the alternative.
Sealing the Construction Joints
Construction joints and cracks has to be cleaned and sealed to prevent infiltration of water to the subgrade
and to keep dirt out of the joints. Materials for such purpose include harder paving and air-blown asphalts,
sometimes mixed with mineral filler, rubber asphalt and various rubber compounds. They are usually poured
hot and stiff then cooled, others are placed cold (AASHTO M-173). There are also preformed seals made
of strips of extruded neoprene compressed for insertion into the joint groove. The seal then expand filling
the space completely.

Reinforcement for Joints

Steel reinforcement for concrete pavement joints are specified in the design to prevent the widening of
cracks. Cracks are usually produced by shrinkage or thermal contraction. The reinforcement holds the
fractured faces in rigid contact preserving the aggregate interlock and the intrusion of dirt or water. These
reinforcing bars are not intended to resist flexural stresses produced by loads or curling.
Welded wire fabrics are used as reinforcement for pavement and are made from cold-drawn steel wires
having the following properties:
 Republic of the Philippines
CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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• Minimum allowed Tensile Strength - 80,000 psi

• Yield Strength - 70,000 psi
• Reinforcing bars, of billet, rail or axle steel yield strength among them from 40,000 to 75,000 psi
The reinforcing steel is mounted in one layer more or less above the mid-depth of the slab. The formula for
designing reinforcement for jointed pavement concrete slab is:
As = LfW/2S
where: As = Area of steel cross section per foot of slab
L = Length of slab between joints in feet
F = Coefficient of friction between the slab and the subgrade called the coefficient of subgrade
resistance usually ranges from 1 to 2 with 1.5 recommended by the AASHTO Interim Guide.
W = Weight of slab per square foot of pavement surface in pounds
S = Working Stress in the reinforcing steel in pounds per sq. in. AASHTO Interim Guide suggest
working stress from 30,000 to 45,000 psi depending on the type and grade of steel.

The Subgrade and the Subbase for Concrete Pavement

The construction standard for subgrade and embankment are precise and almost typical for all pavement
types. Under the concrete pavement literature, an undercourse of selected material is always imposed upon
between the subgrade or embankment and the concrete. The AASHTO Interim Guide recommend that this
subbase must be extended from .30 to .60 m outside the pavement edge to serve as an edge support. For
the heaviest travelled facilities, a treated cement, or asphalt subbase is recommended for it increases the
fatigue life and reduces joint failure.
The wide acceptance of the subbase stabilized with Portland cement concrete pavement is due to the
investigation result of pumping of concrete slabs. Pumping is the ejection of Water and subgrade soil through
the joints and cracks and along the edges of the concrete pavement. A repeated depression of pavement
joints by heavy axle load is the activating factor in pumping. With the presence of water on a fine-grained
subgrade churning of the water and the soil activates forming a slurry that expel to the surface. A continued
pumping will flush the soil from beneath the pavement to the affected locations. Failure of the joint will be
noticed followed by transverse cracking or breaking of the corners. One crack will invite more chance for
pumping action and joints failure by cracking will be progressive.
Pumping will be minimized where undercourse have been constructed resistant to erosion by cement or
bituminous treatment or when the pavement slab is underlaid by a properly graded granular material.
Despite continuous studies, researches and experimental development made, there is no assurance for an
effective means of preventing joint movements or the means of excluding free water from under pavement
joints, cracks and edges. So far, the use of undercourses with drainage provision is being considered as
the solution to prevent pumping.

Placing of Concrete
1. Concrete shall be deposited in such a manner as to require minimal rehandling. Unless truck mixers
or non-agitating hauling equipment are equipped with means to discharge concrete without
segregation of the materials, the concrete shall be unloaded into an approved spreading device and
mechanically spread on the grade in such a manner as to prevent segregation.
2. Placing shall be continuous between transverse joints without the use of intermediate bulkheads.
Necessary hand spreading shall be done with shovels, not rakes. Workmen shall not be allowed to
walk in the freshly mixed concrete with boots or shoes coated with earth or foreign substances.
3. Where concrete is to be placed adjoining a previously constructed lane and mechanical equipment
will be operated upon the existing lane that previously constructed lane shall have attained the
strength for 14 day concrete. If only finishing equipment is carried on the existing lane paving in
adjoining lanes maybe permitted after (3) days.
4. Vibrators shall not be permitted to come in contact with a joint assembly, the grade or a side form.
In no case shall the vibrator be operated longer than 15 seconds in any one location.
5. Concrete shall be deposited as near as possible to the expansion and contraction joints without
disturbing them, but shall not be dumped from the discharge bucket or hopper into a joint assembly
unless the hopper is well centered on the joint assembly.
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CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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II. JOINTS
Joints shall be constructed of the type and dimensions and at the locations required by the plans or
special provisions. All joints shall be protected from the intrusion of injurious foreign material until sealed.
1. Longitudinal Joints
a. Deformed steel tie bars of specified length, size, spacing and materials shall be placed
perpendicular to the longitudinal joints. Tie bar shall not be painted or coated with asphalt or
other material or enclosed in tubes or sleeves.
b. Tie bars, except those made of rail steel, maybe bent at right angles against the form of the
first lane constructed and straightened into final position before the concrete of the adjacent
lane is placed.
c. The longitudinal joint shall be sawed before the end of the curing period or shortly thereafter
and before any equipment or vehicles are allowed on the pavement. The sawed area shall
be thoroughly cleaned and if required the joint shall immediately be filled with sealer.
d. Longitudinal pavement insert type joints shall be formed by placing a continuous strip of
plastic material which will not react adversely with the chemical constituent of the concrete.
2. Transverse Expansion Joint
a. The expansion joint filler shall be continuous from form to form shaped to the subgrade and
to the keyway along the form.
b. Performed joint filler shall be furnished in lengths equal to the pavement width or equal to the
width of the lane.
c. Finished joint shall not deviate more than 6 mm from a straight line. If joint fillers are
assembled in sections, there shall be no offsets between adjacent units.
d. No plugs of concrete shall be permitted anywhere within the expansion space.
3. Transverse Contraction Joint
a. Transverse Strip Contraction Joint. It shall be formed by installing a parting strip to be left in
place as shown on plans.
b. Formed Groove. It shall be made by depressing an approved tool or device into the plastic
concrete. The tool or device shall remain in place at least until the concrete has attained its
initial set and shall remain in place at least until the concrete has attained its initial set and
shall then be removed without disturbing the adjacent concrete, unless the device is designed
to remain in the joint.
4. Sawed Contraction Joint:
a. It shall be created by sawing grooves in the surface of the pavement of the width, depth and
the spacing and lines shown on the plans, with an approved concrete saw.
b. After each joint is sawed, it shall be thoroughly cleaned including the adjacent concrete
surface.
c. Sawing of the joint shall commence as soon as the concrete has hardened sufficiently to
permit sawing without excessive ravelling, usually within 24 hours.
d. All joints shall be sawed before uncontrolled shrinkage cracking take place. If necessary, the
sawing operations shall be carried on during the day or night regardless of weather
conditions.
e. The sawing of any joint shall be omitted if crack occurs at or near the joint location prior to
the time of sawing.
f. Sawing shall be discontinued when a crack develops ahead of the saw. In general, all joints
should be sawed in sequence,
g. 'If extreme condition exist which make it impractical to prevent erratic cracking by early
sawing, the contraction joint groove shall be formed prior to initial set of concrete as provided
above.
5. Transverse Construction Joint
a. It shall be constructed when there is an interruption of more than 30 minutes in the concreting
operations.
b. B No transverse joint shall be constructed within 1.50 meters of an expansion joint,
contraction joint, or plane of weakness.
c. C If sufficient concrete has been mixed at the time of interruption to form a slab of at least
1.50 meter long, the excess concrete from the last preceding joint shall be removed and
disposed of as directed.
 Republic of the Philippines
CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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6. Load Transfer Device

a. Dowels when used, shall be held in position parallel to the surface and center line of the slab
by a metal device that is left in the pavement.
b. The portion of each dowel painted with one coat of lead of tar, shall be thoroughly coated
with approved bituminous materials or an approved lubricant, to prevent the concrete from
binding to that portion of the dowel.
c. The sleeves for dowels shall be metal designed to cover 50 mm plus or minus 5 mm of the
dowel, with a watertight closed end and with a suitable stop to hold the end of the sleeves at
least 25 mm from the end of the dowel.
d. In lieu of using dowel assemblies at contraction joints, dowel maybe placed in the full
thickness of pavement by a mechanical device approved by the Engineer.

III. FINAL STRIKE-OFF (CONSOLIDATION AND FISHING)

• The sequence of operations shall be the strike-off and consolidation, floating and removal of laitance,
straight edging and final surface finish.
• The addition of water to the surface of the concrete to assist in finishing operations will not be
permitted. If the application of water to the surface is permitted, it shall be applied as fog spray by
means of an approved spray equipment.
• The concrete adjacent to joints shall be compacted or firmly placed without voids or segregation
against the joint material, also under and around all load transfer devices, joint assembly units, and
other features designed to extend into the pavement.
• Concrete adjacent to joints shall be mechanically vibrated. After the concrete has been placed and
vibrated adjacent to the joints, the finishing machine shall be brought forward, operating in a manner
to avoid damage or misalignment of joints.
• If uninterrupted operation of the finishing machine, to over and beyond the joints causes segregation
of concrete, damage to misalignment of the joints, the finishing machine shall be stopped when the
front screed is approximately 20 cm from the joint.
• The front screed shall be lifted and set directly on top of the joint and the forward motion of the
finishing machine resumed. When the second screed is close enough to permit the excess mortar
in front of it to flow over the joint, it shall be lifted and carried over the joint.
• Thereafter, the finishing machine may be run over the joint without lifting the screeds, provided there
is no segregated concrete immediately between the joint and the screed or on top of the joint.
Machine Finishing
1. Non-Vibratory Method The concrete shall be distributed or spread as soon as placed. As soon as
the concrete has been placed, it shall be struck off and screeded by an approved finishing machine.
The machine shall go over each area of pavement as many times and at such intervals as necessary
to give the proper compaction and leave a surface of uniform texture. Excessive operation over a
given area shall be avoided. The tops of the forms shall be kept clean by an effective device attached
to the machine and the travel of the machines on forms shall be maintained true without wobbling or
other variation tending to affect the precision finish.
2. During the first pass of the finishing machine, a uniform ridge of concrete shall be maintained ahead
of the front screed in its entire length.
3. Vibratory method-When vibration is specified, vibrators for full width vibration of concrete paving
slabs, shall meet the requirements specified for equipment.
4. If uniform and satisfactory density of the concrete is not obtained by the vibratory method at joints,
along forms, at structures and throughout the pavement, the contractor will be required to furnish
equipment and method which will produce pavement conforming to the specifications.

Hand Finishing
Hand finishing methods may only be used under the following conditions:
1. In the event of breakdown of the mechanical equipment, hand methods may be used to finish the
concrete already deposited on the grade.
2. In narrow widths or areas of irregular dimensions where operations of the mechanical equipment is
impractical, hand methods maybe used
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CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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3. Concrete as soon as placed, shall be struck off and screeded. An approved portable screed shall be
used. A second screed shall be provided for striking off the bottom layer of concrete if reinforcement
is used.
4. The screed for the surface shall be at least 60 cm. longer than the maximum width of the slab to be
struck off. It shall be of approved design, sufficiently rigid to retain its shape, and constructed either
of metal or other suitable material shod with metal. Consolidation shall be attained by the use of a
suitable vibrator or other approved equipment.
5. In operation, the screed shall be moved forward on the forms with a combined longitudinal and
transverse shearing motion, moving in the direction in which the work is progressing and so
manipulated that neither end is raised from the side forms during the striking off process. If
necessary, this shall be repeated until the surface is of uniform textures, true to grade and cross
section, and free from porous areas.

Floating
1. After the concrete has been struck off and consolidated, it is further smoothed, trued and
consolidated by means of a longitudinal float, either by hand or mechanical method.
2. The hand operated longitudinal float shall be not less than 3.60 m (12') in length and 15 cm. in width
properly stiffened to prevent flexibility and warping.
3. The longitudinal float, operated from foot bridges resting on the side forms and spanning but not
touching the concrete, shall be worked with a sawing motion while held in a floating position parallel
to the road center line, and moving gradually from one side of the pavement to the other.
4. Movement ahead along the center line of the pavement shall be in successive advances of not more
than one half length of the float.
5. Any excess water of soupy material shall be wasted over the side forms on each pass.
6. The mechanical longitudinal float shall be of design approved by the Engineer, and shall be in good
working condition. The tracks from which the float operates shall be accurately adjusted to the
required crown. The float shall be accurately adjusted and coordinated with adjustment of the
transverse finishing machine so that a small amount of mortar is carried ahead of the float at all
times.
7. The float shall pass over each area of pavement at least two times, but excessive operations over a
given area will not be permitted. Any excess water or soupy material shall be wasted over the side
forms on each pass.

IV. STRAIGHT-EDGE TESTING AND SURFACE CORRECTION

1. After the floating has been completed and the excess water removed, but while the concrete is still
plastic, the surface of the concrete shall be tested for trueness with a 300 cm long straight edge. For
this purpose the contractor shall furnish and use an accurate 300 cm. straight edge swung from
handles 100 cm longer than one half the width of the slab.
2. The straight edge shall be held in contact with the surface in successive positions parallel to the road
center line and the whole area gone over from one side of the slab to the other as necessary.
3. Advances along the road shall be in successive stages of not more than one half the length of the
straight edge. Any depression found shall be immediately filled with freshly mixed concrete, struck
off, consolidated and finished.
4. Special attention shall be given to assure that the surface across joints meets the requirements for
smoothness. Straight edge testing shall continue until the entire surface is found to be free from
observable departures from the straight edge and the slab conforms to the required grade and cross
section.
Final Finish
1. If the surface texture is broom finished, it shall be applied when the water sheen has practically
disappeared. The broom shall be drawn from the center to the edge of the pavement with adjacent
strokes slightly overlapping.
2. The brooming operation should be executed that the corrugations produced in the surface shall be
uniform in appearance and not more than 1.5 mm in depth.
3. Brooming shall be completed before the concrete is in such condition that the surface will be unduly
roughened by the operation.
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CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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4. The surface thus finished shall be free from rough and porous areas, irregularities and depressions
resulting from improper handling of the broom.
5. Broom shall be of the quality, size and construction and be operated so as to produce a surface
finish meeting the approval of the Engineer.
6. If the surface texture is belt finished, when straight edging is complete and water sheen has
practically disappeared and lust before the concrete becomes non plastic, the surface shall be belted
with a 2-ply canvass belt not less than 20 cm. wide and at least 100 cm longer than the pavement
width.
7. Hand belt shall have suitable handles to permit controlled, uniform manipulation. The belt shall be
operated with short strokes transverse to the center line and with a rapid advance parallel to the
center line.
8. If the surface texture is drag finished, a drag shall be used which consists of a seamless strip of
damp burlap or cotton fabric, which shall produce a uniform of gritty texture after dragging it
longitudinally along the full width of pavement.
9. For pavement 5 meter or more in width, the drag shall be mounted on a bridge which travels on the
forms. The dimension of the drag shall be such that a strip of burlap or fabric at least 100 cm wide
is in contact with the full width of pavement surface while the drag is used.
10. The drag shall consist of not less than 2 layers of burlap with the bottom layer approximately 15 cm.
wider than the layer. The drag shall be maintained in such a condition that the resultant surface is of
uniform appearance and reasonably free from grooves over 1-5 mm in depth. Drags shall be
maintained clean and free from encrusted mortar. Drags that cannot be cleaned shall be discarded
and new drags be substituted.
Regardless of the method used for final finish, the hardened surface of pavement shall have a coefficient of
friction of 0.25 or more. Completed pavement that is found to have a coefficient of friction Jess than 0.25
shall be grounded or scored by the contractor at his expense to provide the required coefficient of friction.

Edging at Forms and Joints:

1. After the final finish, but before the concrete has taken its initial set, the edges of the pavement along
each side of each slab, and on each side of transverse expansion joints, formed joints, transverse
construction joints, and emergency construction joints, shall be worked with an approved tool and
rounded to the radius required by the plans.
2. A well-defined and continuous radius shall be produced and a smooth, dense mortar finish obtained.
The surface of the slab shall not be unduly disturbed by tilting the tool during the use.
3. At all joints, any tool marks appearing on the slab adjacent to the joints shall be eliminated by
brooming the surface. In doing this, the rounding of the corner of the slab shall not be disturbed. All
concrete on top of the joint filler shall be completely removed.
4. All joints shall be tested with a straight edge before the concrete has set and correction made if one
edge of the joint is higher than the other. If you have reached this part of the module, you have an
additional of five points if you are going to write on number forty-one your Christmas wish this year.

V. SURFACE TEST
1. As soon as the concrete has hardened sufficiently, the pavement surface shall be tested with a 3
meter straight edge or other specified device.
2. Area showing high spots of more than 3 mm but not exceeding 12 mm in 3 meter shall be marked
and immediately ground down with an approved grinding tool to an elevation where the area or spot
will not show surface deviations in excess of 3mm when tested with 3 meter straight edge.
3. Where the departure from correct cross section exceeds 12 mm, the pavement shall be removed
and replaced by and at the expense of the contractor.
4. Any area or section so removed shall be not less than 1.5 meter in length and not less than the full
width of the lane involved.
5. When it is necessary to remove and replace a section of pavement, any remaining portion of the
slab adjacent to the joints that is less than 1.5 meter in length, shall be removed and replaced.
 Republic of the Philippines
CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
Page 9 of 12

VI. CURING
1. Immediately after the finishing operations have been completed and the concrete has sufficiently
set, the entire surface of the newly placed concrete shall be cured in accordance with either one of
the methods described herein.
2. Failure to provide sufficient cover material of whatever kind the contractor may elect to use, or lack
of water to adequately take care of both curing and other requirements, shall be cause for immediate
suspension of concreting operations. The concrete shall not be left exposed for more than 1/2 hour
between stages of curing or during the curing period.
Curing could be done using the following materials or methods:
• The use of Cotton or Burlap Mats.
• The use of Water-Proof Paper
• Straw Curing
• By Impervious Membrane Method
• The use of White Polyethylene Sheet

VII. REMOVAL OF FORMS

Forms for concrete shall remain in place undisturbed for not less than twenty four hours after concrete has
been poured. The removal procedures are as follows:
• In the removal of forms, crowbars should be used in pulling out nails and pins. However, care should
be exercised so as not to break the pavement edge.
• In case portion of the concrete are spalled, they shall be immediately repaired with fresh mortar
mixed in the proportion of one part Portland Cement and two parts of fine aggregate.
• Major honeycombed areas will be considered as defective work and shall be removed and replaced.
• Any area or section so removed shall not be less than the distance between the weakened planes
joint not less than the full width of the lane involved.

VIII. PROTECTION OF PAVEMENT

The pavement and its appurtenances shall be protected against both public traffic and traffic caused by his
own employees. This shall include watchmen to direct traffic and the erection of and maintenance of warning
signs, lights, pavement bridges or crossovers, etc.
The plans or special provisions will indicate the location and type of device of facility required to protect the
work and provide adequately for traffic. Any damage to the pavement occurring prior to final acceptance
shall be repaired or the pavement be replaced.

QUIZ # 8
Write your answers in a short coupon bond (for those who chose to have a printed copy). Send your answers
to rmbchong@[Link] in a pdf file (for those who chose to have a soft copy), please use the following
file name: Quiz8_LastName_First Name Initial and Middle Initial (e.g. Quiz7_Chong_RMB)

1. What is the main chemical process used to 3. What is the typical initial setting time for
produce Portland cement? Portland cement?
A) Heating gypsum with limestone A) 1-2 hours
B) Heating a mixture of limestone and clay in a kiln B) 15-30 minutes
C) Heating silica with lime C) 30-45 minutes
D) Grinding limestone and gypsum together D) 6-8 hours

2. Which type of Portland cement is specifically 4. Which of the following is NOT a common type
used in areas exposed to high sulfate conditions? of cracking in concrete pavements?
A) Type I A) Corner cracking
B) Type II B) Transverse cracking
C) Type III C) Longitudinal cracking
D) Type V D) Circular cracking
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CATANDUANES STATE UNIVERSITY
Virac, Catanduanes
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5. Which of the following best describes B) The load transfer mechanism becomes
"distortion" in concrete pavements? ineffective
A) The surface layer erodes over time C) The concrete slabs bond together
B) Vertical displacement at joints or cracks D) The pavement's resistance to freezing
C) Fine hairline cracks appearing across the increases
surface
D) Cracking due to temperature variations 13. Which type of joint is used to allow for the
expansion of concrete due to temperature
6. What is the primary function of Portland cement changes?
in pavement construction? A) Longitudinal joints
A) To provide flexibility to the pavement B) Expansion joints
B) To form the primary structural layer of rigid C) Construction joints
pavements D) Contraction joints
C) To reduce the weight of the pavement
D) To improve the surface friction of the pavement 14. What is the purpose of longitudinal joints in
concrete pavements?
7. What causes "D-cracking" in concrete A) To allow rotation and relieve flexural stresses
pavements? B) To enable slab expansion due to temperature
A) Freeze-thaw action changes
B) Excessive moisture content C) To control cracking at the pavement edges
C) Poor joint design D) To seal construction joints
D) Inadequate curing
15. Which of the following is NOT an assumption
8. What is the primary cause of "spalling" at for a longitudinal joint design?
concrete joints? A) There is no major load transfer across the joint
A) Excessive stresses at the joint due to heavy B) The movement across the joint is small
traffic C) Tie bars are used to hold the slabs together
B) Freeze-thaw cycles D) The joint allows for expansion and contraction
C) Poor material selection for joint fillers movement
D) Lack of proper curing
16. In the case of a cold construction joint, what
9. Which of the following is an advantage of using alternative is used instead of dowels?
Portland cement in pavement construction? A) Welded wire fabric
A) Low initial construction cost B) Expansion joints
B) High flexibility compared to other materials C) Tie bars
C) High durability with minimal maintenance D) Aggregate interlock
D) More susceptible to freeze-thaw damage
17. What is the purpose of sealing construction
10. Which type of Portland cement is used for joints?
rapid construction where early strength is critical? A) To prevent water infiltration and dirt
A) Type I accumulation
B) Type II B) To provide flexibility to the joint
C) Type III C) To facilitate the expansion of the slab
D) Type V D) To enhance the strength of the concrete

11. What is the primary purpose of dowel bars in 18. What type of steel is typically used for
concrete pavements? reinforcement in concrete pavement joints?
A) To prevent pavement cracking A) Low-carbon steel
B) To aid in load transfer at joints B) Cold-drawn steel
C) To prevent slab deflection C) Stainless steel
D) To enhance thermal resistance D) Aluminum alloy

12. What happens when the joint opening is too 19. What is the role of welded wire fabric in
wide for aggregate interlock to function concrete pavement reinforcement?
effectively? A) To prevent the expansion of the slab
A) It leads to thermal expansion B) To resist tensile stresses from traffic loads
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C) To hold fractured faces in rigid contact and 27. What material is used to form a longitudinal
preserve aggregate interlock joint insert in concrete pavement?
D) To provide additional thermal resistance A) Metal strips
B) Plastic material
20. Which of the following is a key factor C) Steel rods
contributing to “pumping” in concrete pavements? D) Rubber padding
A) Excessive weight of vehicles
B) Freeze-thaw action 28. When should a transverse contraction joint be
C) Water and soil ejected from joints under load sawed?
D) Improper curing of concrete A) As soon as the concrete has hardened enough,
usually within 24 hours
21. What is the primary purpose of using B) 48 hours after concrete placement
mechanical spreaders when placing concrete? C) After the concrete has fully cured
A) To ensure minimal rehandling of the concrete D) Immediately after the concrete is placed
B) To enhance the mix of cement and aggregate
C) To increase the strength of the concrete 29. What is the minimum distance that a
D) To facilitate the curing process transverse construction joint should be placed
from an expansion or contraction joint?
22. How long must the previously constructed lane A) 0.5 meters
attain strength before placing concrete on the B) 1 meter
adjoining lane? C) 1.5 meters
A) 7 days D) 2 meters
B) 10 days
C) 14 days 30. How are dowels positioned at contraction
D) 28 days joints?
A) They are placed using hand tools
23. When is it permissible to place concrete on an B) They are held in position by a metal device
existing lane if only finishing equipment is used? C) They are inserted by hand without any device
A) After 1 day D) They are mechanically welded into the
B) After 3 days pavement
C) After 7 days
D) After 14 days 31. What is prohibited when finishing concrete
surfaces?
24. What is the maximum time allowed for a A) Adding water to the surface
vibrator to be operated in one location? B) Using a mechanical vibrator
A) 5 seconds C) Using hand finishing tools
B) 10 seconds D) Applying a fog spray for curing
C) 15 seconds
D) 30 seconds 32. How far from the joint should the front screed
of the finishing machine be when it is lifted?
25. What should not come in contact with a A) 10 cm
vibrator during concrete placement? B) 15 cm
A) The side forms C) 20 cm
B) The subgrade D) 30 cm
C) The joint assembly
D) All of the above 33. What action should be taken if segregation of
concrete occurs while using the finishing
26. What is the primary function of longitudinal machine?
joints in concrete pavements? A) Stop the finishing machine immediately
A) To provide expansion space B) Lift the front screed and set it on top of the joint
B) To hold slabs tightly together and prevent C) Increase the speed of the machine
movement D) Apply more water to the surface
C) To prevent transverse cracking
D) To facilitate slab rotation 34. What is the purpose of using a longitudinal
float in the finishing process?
A) To apply the final surface texture
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B) To smooth, true, and consolidate the concrete D) Apply additional concrete to fill the gap
C) To remove excess mortar
D) To test the surface for trueness 38. Which of the following is NOT an acceptable
curing method?
35. When should the straight-edge testing be A) The use of Cotton or Burlap Mats
done? B) The use of Water-Proof Paper
A) As soon as the concrete has fully cured C) The use of Polyvinyl Chloride Sheets
B) After the floating operation while the concrete D) Straw Curing
is still plastic
C) Before applying the finishing touch 39. How long must concrete forms remain in place
D) Once the concrete is completely hardened before removal?
A) 12 hours
36. What is the minimum distance between high B) 24 hours
spots that require grinding in the surface test? C) 48 hours
A) 1 mm D) 72 hours
B) 3 mm
C) 5 mm 40. What is required if the pavement is damaged
D) 10 mm before final acceptance?
A) No action is required
37. What should be done if an area of pavement B) The damage must be repaired or the pavement
exceeds the allowable 12 mm deviation in the replaced
surface test? C) The pavement must be ground down
A) Smooth the surface with a trowel D) The pavement must be covered until final
B) Grind the area down to conform to the correct inspection
cross-section
C) Remove and replace the section

References:
ACI Committee 211. (2008). Guide for Selecting Proportions for Concrete. American Concrete Institute (ACI).
American Society for Testing and Materials (ASTM). (2021).
Compiled Concrete Pavement Module by Engr. Michael M. Traballo
Huang, Y. H. (2004). Pavement Analysis and Design. Prentice Hall.
Kosmatka, S. H., Kerkhoff, B., & Panarese, W. C. (2002). Design and Control of Concrete Mixtures. Portland Cement
Association (PCA).
Mamlouk, M. S., & Zaniewski, J. P. (2014). Materials for Civil and Construction Engineers. Pearson.
Neville, A. M. (2011). Properties of Concrete. Pearson Education.
Portland Cement Association (PCA). (2023). Concrete Basics: A Guide to Concrete Materials and Design.