Bs 7533 1 2001pdf PDF

BRITISH STANDARD |
| BS 7533-1:2001
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Licensed Copy: Jacek Adrjan, Bechtel ltd., Mon Jun 25 10:28:08 GMT+00:00 2007, Uncontrolled Copy, (c) BSI
|
Pavements constructed |
|
|
|
|
|
with clay, natural stone |
|
|
|
|
|
or concrete pavers |
|
|
|
|
|
|
|
|
Part 1: Guide for the structural design of |
|
|
heavy duty pavements constructed of |
|
|
clay pavers or precast concrete paving |
|
|
|
blocks |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
ICS 93.080.20 |
|
|
|
|
|
|
|
|
NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW
|
|
|
|
BS 7533-1:2001
Committees responsible for this

British Standard
The preparation of this British Standard was entrusted to Technical Committee
B/507, Paving units and kerbs, upon which the following bodies were represented:
Brick Development Association

British Cement Association
British Ceramic Research Ltd.
British Precast Concrete Federation Ltd.
Cementitious Slag Makers' Association
Country Surveyors' Society
Department of the Environment, Transport and the Regions (Highways Agency)
Institution of Civil Engineers
Institution of Highways and Transportation
Interlay, the Association of Block Paving Contractors
Interpave, the Concrete Block Paving Association
Landscape Institute
Society of Chemical Industry
Stone Federation
The following bodies were also represented in the drafting of the standard, through
subcommittees and panels:
British Civil Engineering Test Equipment Manufacturers' Association

Institution of Structural Engineers
National Federation of Clay Industries Ltd.
National Paving and Kerb Association
This British Standard, having

been prepared under the Amendments issued since publication
direction of the Sector
Committee for Building and Civil Amd. No. Date Comments
Engineering, was published under
the authority of the Standards
Committee and comes into effect
on 15 February 2001
BSI 02-2001
The following BSI references

relate to the work on this
standard:
Committee reference B/507
Draft for comment 98/108845 DC
ISBN 0 580 33235 7

BS 7533-1:2001
Contents
Page
Committees responsible Inside front cover

Foreword ii
1 Scope 1
2 Normative references 1
3 Terms and definitions 1
4 General design criteria 2
5 New pavement design 3
6 Pavement course specification 9
7 Pavement overlay design 10
Annex A (informative) Specification of Highway Works clauses 13
Annex B (informative) Example of the use of the design method for a new
pavement 13
Annex C (informative) Example of the use of the component overlay design
method 14
Bibliography 15
Figure 1 Pavement cross-section 5
Figure 2 New pavement design procedure Foundation design 7
Figure 3 New pavement design procedure Structural design for roadbase
and surfacing 9
Table 1 Equilibrium suction index CBR values 3
Table 2 Relationship between commercial vehicles per day and the number of
standard axles for design lives of 20 years and 40 years at growth rates of 0 %
and 2 % per annum 4
Table 3 Specification of Highway Works clauses 10
Table 4 Material conversion factors (MCFs) for evaluating highway pavement
materials 11
Table 5 Equivalent thickness of pavers and laying course 11
Table 6 Condition factor CF1 12
Table 7 Condition factor CF2 12
Table C.1 Existing pavement construction 14
Table C.2 Structural DBM equivalence 14
Table C.3 Paver overlay 14
BSI 02-2001 i
BS 7533-1:2001
Foreword
This part of BS 7533 has been prepared by Technical Committee B/507. It supersedes
BS 7533:1992, which is withdrawn.

BS 7533 will be published in the following parts:
Part 1: Guide for the structural design of heavy duty pavements constructed of
clay pavers or precast concrete paving blocks;
Part 2: Guide for the structural design of lightly trafficked pavements
constructed of clay pavers or precast concrete paving blocks;
Part 3: Code of practice for laying precast concrete paving blocks and clay
pavers for flexible pavements;
Part 4: Code of practice for the construction of pavements of precast concrete
flags or natural stone slabs;
Part 51): Guide for the design of pavements (other structural aspects);
Part 6: Code of practice for laying natural stone, precast concrete and clay kerb
units;
Part 71): Code of practice for the construction of pavements of natural stone
setts;
Part 81): Guide for the structural design of lightly trafficked pavements of
precast concrete flags and natural stone slabs.
Part 91): Code of practice for laying clay pavers.
Annexes A, B and C are informative.
A British Standard does not purport to include all the necessary provisions of a
contract. Users of British Standards are responsible for their correct application.
Compliance with a British Standard does not of itself confer immunity
from legal obligations.
Summary of pages
This document comprises a front cover, an inside front cover, pages i and ii, pages 1 to
15 and a back cover.
The BSI copyright notice displayed in this document indicates when the document was
last issued.
1) In preparation.
ii BSI 02-2001
BS 7533-1:2001
1 Scope
This British Standard provides guidance on the design of flexible pavements surfaced with clay or concrete
block pavers manufactured in accordance with BS 6677-1 and BS 6717-1 respectively and laid in accordance
with BS 7533-3. It applies to all pavements subjected to the usual road spectrum of axle loads up to 18 000 kg
and trafficked by between 0.5 million standard axles (msa) and 12 msa, including both highway pavements
and industrial pavements where the traffic is similar in character to highway vehicles. It specifically excludes
heavy duty pavements with traffic exceeding 12 msa and other applications such as aircraft pavements and
those in ports and specialized industrial areas.
NOTE 1 For design guidance for traffic levels of up to 0.5 msa, reference should be made to BS 7533-2.
NOTE 2 This design method can also be used for pavements constructed with stone blocks having the dimensions, tolerances and
characteristics consistent with the relevant requirements for clay and/or concrete pavers.
2 Normative references
The following normative documents contain provisions which, through reference in this text, constitute
provisions of this part of this British Standard. For dated references, subsequent amendments to, or revisions
of, any of these publications do not apply. For undated references, the latest edition of the publication
referred to applies.
BS 594-1, Hot rolled asphalt for roads and other paved areas Part 1: Specification for constituent
materials and asphalt mixtures.
BS 594-2, Hot rolled asphalt for roads and other paved areas Part 2: Specification for the transport,
laying and compaction of rolled asphalt.
BS 1377-4:1990, Methods of test for soils for civil engineering purposes Part 4: Compaction-related tests.
BS 4987-1, Coated macadam for roads and other paved areas Part 1: Specification for constituent
materials and for mixtures.
BS 4987-2, Coated macadam for roads and other paved areas Part 2: Specification for transport, laying
and compaction.
BS 6677-1, Clay and calcium silicate pavers for flexible pavements Part 1: Specification for pavers.
BS 6717-1, Precast concrete paving blocks Part 1: Specification for paving blocks.
BS 7533-2, Pavements constructed with clay, natural stone or concrete pavers Part 2: Guide for structural
design of lightly trafficked pavements constructed with clay or concrete block pavers.
BS 7533-3, Pavements constructed with clay, natural stone or concrete pavers Code of practice for laying
precast concrete paving blocks and clay pavers for flexible pavements.
Department of Transport Specification for Highway Works, 1986 edition. Department of the Environment,
Transport, and the Regions, London: The Stationery Office.
3 Terms and definitions

For the purposes of this part of BS 7533 the following terms and definitions apply.
3.1
paver
either a clay paver or a concrete block paver
3.2
laying course
layer of material on which pavers are bedded
3.3
subgrade
upper part of the soil, natural or constructed, that supports the loads transmitted by the overlying pavement
3.4
subgrade improvement layer
capping layer
layer of granular or treated material at the top of the subgrade to provide an improved foundation for the
pavement
BSI 02-2001 1
BS 7533-1:2001
3.5
sub-base
one or more layers of material placed immediately above the subgrade
3.6
roadbase
one or more layers of material placed above the sub-base that constitute the main structural elements of a
pavement
NOTE The roadbase can be a bituminous material and/or cement bound material.
3.7
channelized traffic
traffic where the vehicle track width and the traffic lane width are virtually the same
NOTE Normal lane widths in a highway do not constitute channelized traffic.
3.8
dynamic loading
spectrum of loads normally occurring on highway pavements at vehicle speeds exceeding 30 mile/h (50 km/h)
3.9
standard axle
axle carrying a load of 8 200 kg
3.10
cumulative traffic
number of standard axles a pavement is designed to carry, measured in million standard axles (msa)
3.11
commercial vehicle
vehicle having an unladen weight exceeding 1.5 t
3.12
flexible pavement
pavement, constructed with pavers jointed with sand laid on a laying course, which is assumed to behave in
a flexible manner
4 General design criteria

4.1 Basis of design
The design of new flexible pavements is based upon the method given in TRRL Report LR 1132 [1]. In the
case of overlay design either a surface deflection method or the component overlay method should be used
according to the type of pavement to be overlain.
4.2 Special cases
The design method described in clause 5 can be applied directly to the majority of flexible pavements.
However, in some cases unusual or particularly onerous loading effects or other conditions should be taken
into account, e.g. the following.
a) Where channelized traffic is expected, the traffic figures should be multiplied by three before carrying
out the design, to allow for the increase in the concentrated application of loads at a particular location on
the pavement. Normal lane widths in a highway do not generally constitute channelized traffic but
channelized traffic can develop on any road, e.g. on steep hills, approaches to traffic signals and pinch
points within traffic calming measures.
b) Where speeds in excess of 30 mile/h (50 km/h) are expected, the cumulative traffic should be multiplied
by two before carrying out the design to allow for dynamic loading effects.
c) Where both channelized traffic and speeds in excess of 30 mile/h (50 km/h) occur only the higher
multiplier, i.e. three, should be applied.
d) Pavements constructed over frost-susceptible soils should have an overall thickness of non
frost-susceptible material of not less than 450 mm.
2 BSI 02-2001
BS 7533-1:2001
e) Materials whose successful performance is dependent upon compaction being undertaken at critical
moisture contents should only be used when engineering supervision can ensure that a stable construction
can be achieved.
NOTE Some materials given in clause 804 of the Department of Transport Specification for Highway Works, 1986 edition,
(see annex A) may fall into this category.
5 New pavement design

5.1 Subgrade assessment
The design California Bearing Ratio (CBR) should be obtained either by testing or by measurement of the
plasticity index of the subgrade material. In the case of CBR testing, the method described in BS 1377-4:1990,
clause 7 should be used.
The sample should be taken at subgrade level and tested at estimated long-term moisture content. In
situations where it is possible that the subgrade will become saturated during part or all of the life of the
pavement, the method employing the soaking procedure should be used. Alternatively, equilibrium suction
index CBR values should be used. In the case of fine grained soils, the equilibrium suction index CBR can be
determined from a knowledge of the plasticity index as shown in Table 1.
As effective subgrade drainage can have a significant effect on long-term CBR values, it should be considered
during the design procedure.
NOTE 1 Filter drains set at the appropriate level and discharging to a satisfactory outfall or main drainage system have been found to
perform satisfactorily.
On sites where the CBR varies from place to place, the lowest recorded values should be used or
appropriate designs should be provided for different parts of the site using the lowest CBR recorded in each
part.
NOTE 2 It may be possible to remove soft spots and therefore ignore those low CBR values which relate to the removed material.
Consideration should be given to using portable CBR measuring apparatus, some of which have been found
to give sufficiently accurate results on fine grained soils when carried out at appropriate depths and
moisture contents. It is often the case that a large number of CBR measurements undertaken with this type
of apparatus is preferable to a relatively few measurements undertaken with the full scale in situ CBR
measuring apparatus.
Table 1 Equilibrium suction index CBR values

Type of soil Plasticity index High water table Low water table
Construction conditions Construction conditions
Poor Average Good Poor Average Good
Heavy clay 70 1.5 to 2 2 2 1.5 to 2 2 2 to 2.5

60 1.5 to 2 2 2 to 2.5 1.5 to 2 2 2 to 2.5
50 1.5 to 2 2 to 2.5 2 to 2.5 2 2 to 2.5 2 to 2.5
40 2 to 2.5 2.5 to 3 2.5 to 3 2.5 3 3 to 2.5
Silty clay 30 2.5 to 3.5 3 to 4 3.5 to 5 3 to 3.5 4 4 to 6
Sandy clay 20 2.5 to 4 4 to 5 4.5 to 7 3 to 4 5 to 6 6 to 8
10 1.5 to 3.5 3 to 6 3.5 to 7 2.5 to 4 4.5 to 7 7 to >8
Silt 1 1 1 1 2 2 1 1 2 2 2 2
Sand (poorly graded) 20
Sand (well graded) 40
Sandy gravel (well graded) 60
NOTE 1 This table indicates reasonable estimates of equilibrium values of CBR for combinations of poor, average and good
construction conditions with high and low water tables. Good conditions pertain where the subgrade is protected promptly with a
subgrade improvement layer or sub-base and the site is well drained with adequate falls. This results in subgrades never becoming
wetter than their equilibrium moisture contents beneath the finished road. Poor conditions pertain where there is little or no subgrade
protection and rainfall occurs on a poorly drained site so that the soil is fully wetted.
NOTE 2 A high water table is one 300 mm or less below formation level and is consistent with ineffective sub-soil drainage. A low
water table is 1 m or more below formation level.
BSI 02-2001 3
BS 7533-1:2001
Care should be exercised in the interpretation of site investigation data as the strength of soils is a function
of their moisture content, the in-service strength may be much lower in soils than the recorded values in the
site investigation. Care should also be exercised in using CBR values measured in summer as artificially high
figures may be obtained due to the dryness of the soil.
Particular care should be exercised with soils having CBRs of 3 % or less. It should be recognized that
BS 1377-9 requires that CBRs are quoted to the nearest whole figure, so that for very low CBRs the recorded
value will be an approximation.
The surface of the subgrade material should be prepared according to clause 616 of the Department of
Transport Specification for Highway Works, 1986 edition. In the case of silty clays, as the use of a vibrating
roller may fluidize the material rather than compact it, a deadweight roller should be used.
Detailed preparation of the subgrade should be in accordance with the recommendations in BS 7533-3.
5.2 Design life
Design should take into account the cumulative amount of traffic which the pavement has to carry,
measured either in terms of the number of commercial vehicles per day (cv/d), or the number of standard
axles. Table 2 shows the relationship between commercial vehicles per day and million standard axles (msa)
for design lives of 20 years and 40 years, in each case with zero growth and 2 % growth in traffic per annum.
A 20 year design life should generally be applicable unless access for possible maintenance of the roadbase is
likely to be difficult or expensive. Where the pavement serves a finite area, zero growth in traffic is likely to
be applicable, otherwise 2 % growth is recommended. If calculated growth figures are available these should
be used to ascertain the number of standard axles. For special cases, reference should be made to 4.2.
It may be necessary to reset the pavers during the life of a pavement if the rut depth exceeds 10 mm. This
may be a result of displacement of the laying course sand and is not necessarily an indication of pavement
failure. An inspection of the bound roadbase should be carried out prior to the relaying of pavers to ensure
that no structural deterioration has occurred.
Displacement of laying course materials can occur in pavements for a variety of reasons. For example,
pavements subjected to channelized trafficking, or particularly severe localized breaking or turning
movements, may require resetting of the surfacing materials from time to time. Furthermore, areas where
sustained heavy rainfall is common may develop surface undulations due to laying course sand movement
well before the end of the pavement's structural design life. Laying course sand thickness should therefore
not deviate from the values given in 5.3.6.
Table 2 Relationship between commercial vehicles per day and the number of standard axles
for design lives of 20 years and 40 years at growth rates of 0 % and 2 % per annum
Volume of traffic Cumulative traffic
20 years' design life 40 years' design life
Zero growth 2 % growth Zero growth 2 % growth
cv/d msa msa msa msa
30 0.2 0.3 0.4 0.6
120 0.8 1 2 3
250 2 3 6 9
500 6 8 15a 22a
1 000 16a 22a a a
NOTE This table is based upon the normal spectrum of light to heavy commercial vehicles on a typical UK highway. Where the
designer believes there is a greater proportion of light commercial vehicles than normal, these will be less damaging, hence more can
be permitted. Conversely if a higher proportion are rear engined buses or heavy commercial vehicles fewer may be permitted and
calculations based on axle damage factors are recommended, as described in TRRL Report LR 1132 [1].
a Volumes of traffic which exceed the scope of this British Standard.
4 BSI 02-2001
BS 7533-1:2001
Figure 1 Pavement cross-section
5.3 Selection of pavement components

5.3.1 General
The components of the pavement should be as illustrated in Figure 1. However, not all of the components
need to be present in every pavement.
Design should proceed according to the flow charts shown in Figure 2a), Figure 2b) and Figure 3. Firstly the
design CBR and the amount of traffic expected to use the pavement, expressed in million standard axles
(msa), should be determined as described in 5.2.
Engineering judgement should be used according to when, where and how the CBR was measured, local
knowledge of the performance of the subgrade soils, the extent to which the subgrade improvement layer
and sub-base will be trafficked, the proximity of subgrade drainage, and the likely time of year for
construction.
The use of a subgrade improvement layer plus a sub-base [see Figure 2a)] or the use of a sub-base alone
[(see Figure 2b)] results in pavement designs of equivalent structural performance. The choice of which
design to use may be taken on economic, practical or other scheme specific criteria.
An example of the use of the design method for a new pavement is given in annex B.
5.3.2 Subgrade improvement layer
Subgrade improvement layer materials should provide a CBR in excess of 15 % on which to lay the sub-base,
when designed according to the values given in Figure 2a).
5.3.3 Sub-base
If the sub-base is not to be used as an access road its thickness should be selected from the row entitled
Untrafficked in Figure 2a). If a subgrade improvement layer is provided, the thickness of sub-base and
subgrade improvement layer should be selected from the row entitled Untrafficked in Figure 2b).
If the road is to be used as an access road, the subgrade improvement (capping) layer and sub-base
thickness may have to be increased as shown in Figure 2a) or Figure 2b) according to the amount of traffic
which will travel directly over the sub-base. This should be determined in terms of either the number of
standard axles trafficking the sub-base, the number of dwellings being constructed, or the equivalent size in
square metres of the industrial or commercial property being constructed.
BSI 02-2001 5
BS 7533-1:2001
In the case of sites which cannot be categorized in one of these three ways it should be assumed that the
road will serve a large development trafficked by 5 000 standard axles. Engineering judgement should be
used in assessing the amount of construction traffic to which the sub-base will be subjected.
The detailed preparation of the sub-base should be in accordance with the recommendations in BS 7533-3.
When rainfall is expected, it is expedient to cover the sub-base as quickly as possible to prevent saturation
and also to protect the underlying materials. Remedial work may be required to the surface of a sub-base
which has been used as a construction access road.
In circumstances when excessive trafficking of the sub-base causes rutting of the subgrade or contamination
of the sub-base by subgrade material, the sub-base should be removed and remedial works to the subgrade
should be conducted.
5.3.4 Preparation of roadbase and laying course
The roadbase and laying course should be prepared in accordance with the recommendations in BS 7533-3.
5.3.5 Roadbase
Figure 3 shows roadbase thickness for cement bound material (CBM) and dense bitumen macadam
(DBM) 100 pen roadbases as defined in clauses 1 038 and 908 of the Department of Transport Specification
for Highway Works, 1986 edition. Where a DBM 50 pen is available, in accordance with clause 929 of the
Specification for Highway Works, 1986 edition, the thickness for DBM roadbase may be reduced by 15 %.
DBM incorporating 200 pen binder should not be used as it is susceptible to deformation, but where
unavoidable DBM thickness should be increased by 30 %. Engineering judgement should be used in the use
of higher strength CBM3 in areas subject to differential movements.
In the case where there are fewer than 0.5 msa and the pavement does not fall into one of the special
categories given in 4.2, the pavement should be designed in accordance with BS 7533-2.
NOTE A minimum nominal roadbase thickness of 130 mm has been included in Figure 2 for practical construction reasons. Alternative
roadbase thickness are given in Figure 2 for the relevant paver thickness.
5.3.6 Laying course

The nominal thickness of laying course materials should be 30 mm.
5.3.7 Pavers
Generally the paver thickness should be 50 mm, 60 mm, 65 mm or 80 mm (see Figure 3).
6 BSI 02-2001
BS 7533-1:2001
NOTE Sub-base and capping are shown thus: 150/350.

a Below 4 % a separating membrane is required.
b Heavy grade support mesh or fabric may be necessary to enable construction to proceed.
a) Capping and sub-base option
Figure 2 New pavement design procedure Foundation design
BSI 02-2001 7
BS 7533-1:2001
a Below 4 % a separating membrane is required.

b Heavy grade support mesh or fabric may be necessary to enable construction to proceed.
b) Sub-base only option
Figure 2 New pavement design procedure Foundation design (continued)
8 BSI 02-2001
BS 7533-1:2001
a For clay pavers type PB and concrete pavers only.

b For clay pavers type PB only.
c There is no long-term evidence concerning the performance in service of 65 mm pavers beyond 4 msa, so this design
information has been extrapolated.

Figure 3 New pavement design procedure Structural design for roadbase and
surfacing
6 Pavement course specification

6.1 Materials
In general the pavement construction materials should be specified according to the relevant clauses of the
Department of Transport Specification for Highway Works, 1986 edition, shown in Table 3.
6.2 Laying course and jointing material
The laying course and jointing material should be in accordance with the recommendations given in
BS 7533-3.
6.3 Pavers
Clay pavers should conform to BS 6677-1 and concrete block pavers should conform to BS 6717-1.
BSI 02-2001 9
BS 7533-1:2001
Table 3 Specification for Highway Works clauses (see annex A)

Category of material Clause number

Cement bound material 1 1 036
Pavement quality concrete 1 001 to 1 034
Dense bitumen macadam 908/929
Hot rolled asphalt 904
Type 1 granular sub-base material 803
Type 2 granular sub-base material 804
Wet mix macadam 805
Subgrade improvement material 613
7 Pavement overlay design

7.1 Selection of method
Overlay design should be undertaken in one of two ways, either by using a method based on elastic
deflection or by using a component overlay design method. The deflection-based method should be used
when existing flexible roads are to be overlain. When other types of roads or industrial areas are to be
overlain, the component overlay method should be used.
7.2 Deflection beam method
7.2.1 In the deflection beam method, described in TRRL Reports LR 833 [2], LR 834 [3] and LR 835 [4], it is
assumed that the overlay material will be a bituminous bound material. By taking the material conversion
factors (MCFs) given in Table 4, the method described in the reports can be adapted to overlaying with clay
or concrete block pavers. When the method indicates that a 110 mm thickness or less of dense bitumen
macadam (DBM) or hot rolled asphalt is required as the overlay, clay or concrete block pavers can be used
with safety. When it is found that a greater thickness than 110 mm is required, an additional layer of bound
material should be provided together with the pavers.
7.2.2 The minimum thickness of materials and the nominal sizes of aggregates used in overlays should
conform to BS 594-1 and BS 594-2, and BS 4987-1 and BS 4987-2.
7.3 Component overlay design method
7.3.1 Evaluation of existing pavement
7.3.1.1 General
In the component overlay design method, the condition of each course in an existing pavement should be
expressed as an equivalent thickness of a standard material. This allows the current condition of dilapidated
materials to be assessed numerically. The standard material chosen should be dense bitumen
macadam 100 pen (see the Specification for Highway Works). The method should be operated as described
in 7.3.1.2 to 7.3.1.4.
7.3.1.2 Preparation
The thickness and condition of each course of the existing pavement should be determined.
NOTE It is usually necessary to undertake trial excavations or to take cores.
7.3.1.3 Material conversion factor (MCF)

Once each type of material within the pavement is identified, an MCF (see Table 4) should be assigned to
that material. The true thickness of each course in the pavement should then be multiplied by the
appropriate MCF to obtain the equivalent thickness of DBM.
The equivalent thickness of pavers is given in Table 5.
10 BSI 02-2001
BS 7533-1:2001
Table 4 Material conversion factors (MCFs) for evaluating highway pavement materials
Category of material Material conversion factor (MCF)

Suggested value Range
Cement bound material 1 (CBM1) 0.4 0.2 to 0.6
Pavement quality concrete 1.7 1.5 to 1.9
Dense bitumen macadam (100 pen) 1.0 0.9 to 1.1
Hot rolled asphalt 1.0 0.9 to 1.1
Open textured macadam 0.7 0.5 to 0.9
Wet-mix or dry-bound macadam 0.45 0.3 to 0.6
Type 1 granular sub-base material over material with a CBR of >5 % 0.3 0.15 to 0.4
Type 2 granular sub-base material over material with a CBR of 25 % 0.1 0.05 to 0.15
Subgrade improvement material 0.1 0.05 to 0.15
NOTE The suggested values in this table relate to the stated materials in their common situations. In unusual situations, alternative
values may be substituted but will generally not depart from the range. Departures from the suggested values will occur only when
there is a specific reason for change.
Table 5 Equivalent thickness of pavers and laying course

Paver thickness Pavement laying course DBM (100 pen) equivalence
mm mm mm
80 110 120
65 110 105
60 110 100
50 110 90
BSI 02-2001 11
BS 7533-1:2001
7.3.1.4 Condition factors

In order to account for any degradation which may have taken place in each course of the pavement since it
was first constructed, the equivalent thickness of each course should be multiplied by two condition factors
(CF1 and CF2) which account for the less than perfect condition of the material in the pavement. CF1 should
be applied to take account of cracking and spalling of the pavement materials and CF2 should be applied to
account for rutting and settlement.
NOTE If the deterioration of the surface or roadbase is a result of failure in the sub-base, the subgrade improvement layer or the
subgrade, it may not be possible to overlay the existing pavement.
CF1 and CF2 should be determined for each course in the existing pavement according to the condition of
the material as shown in Tables 6 and 7.
For consistent results these factors should be applied by engineers with a working knowledge of a
recognized pavement assessment system.
If the rut depth is greater than 20 mm, the condition of the road foundation should be investigated to
determine whether subsurface drainage has been damaged.
7.3.1.5 Determination of feasibility of overlaying directly
Once the existing pavement has been transformed into an equivalent thickness of DBM, a pavement should
be designed in accordance with the method described in clause 5 and that theoretical pavement should be
transformed into an equivalent thickness of DBM using the material conversion factors given in Table 4. By
comparing the equivalent thickness of DBM in the existing pavement with the equivalent thickness of DBM
required for the new pavement, a determination can be made as to whether the provision of a clay or
concrete block paver overlay will provide a satisfactory engineering solution. It may be that an additional
course of material should be provided beneath the clay or concrete block pavers in order to bring the
overlain pavement to a satisfactory structural condition.
NOTE 1 Although some of the materials in Table 4 are not currently generally used or specified, it is possible that they will be
encountered in an existing pavement.
In the case of condition factor CF1, a degree of judgement is required in establishing the condition of the
material, especially for those courses beneath the surface. If there is no alternative evidence it can be
assumed that the materials beneath the surface are in a similar condition to those at the surface.
NOTE 2 It should be noted that a full investigation of the original pavement can often lead to greater structural adequacy being
assumed for the pavement to be overlain. Often this can make the difference between the possibility of directly overlaying with clay or
concrete block pavers and not being able to use this procedure.
If the levels or required falls for the finished surface after paving are different from those of the existing
surface, planing out or regulation with appropriate bituminous material will be required. The effect of such
removal or addition should be taken into account during the evaluation for overlaying. It is important that
the surface on which laying course material is laid should be such as to ensure a uniform thickness of laying
course material everywhere.
A worked example showing how the component overlay design method can be used is given in annex C.
Table 6 Condition factor CF1

Condition of material CF1
As new 1.0
Slight cracking 0.8
Substantial cracking 0.5
Fully cracked, or crazed and spalled 0.2
Table 7 Condition factor CF2

Degree of localized rutting or localized settlement CF2
mm
0 to 10 1.0
11 to 20 0.9
21 to 40 0.6
41 and above 0.3
12 BSI 02-2001
BS 7533-1:2001
Annex A (informative)
Specification for Highway Works clauses
The following clauses from the Department of Transport Specification for Highway Works, 1986 edition, are
referred to in this British Standard:
Clause number: 613;

616;
803;
804;
805;
904;
908;
929;
1 001 to 1 034 inclusive;
1 036 to 1 039 inclusive.
Annex B (informative)
Example of the use of the design method for a new pavement
A new shopping development of 4 500 m2 will be served by an access road, which will be trafficked by the
typical UK traffic mix with an initial 250 commercial vehicles per day after opening. Traffic growth is estimated
at 2 % over the 20 year design life of the pavement. The speed limit on the new road will be 40 mile/h (65 km/h).
During construction the road sub-base will be used for site access. The CBR of the subgrade is 4 %.
Design of the pavement in pavers proceeds as follows:
Step 1. Using Figure 2a) and the subgrade CBR of 4 %, as the sub-base is to be used for site access for a
commercial development of 4 500 m2, a subgrade improvement layer of 220 mm and a granular sub-base layer
of 100 mm thick is needed.
Step 2. Table 2 indicates that a traffic volume of 250 commercial vehicles per day with a 2 % growth rate will
result in cumulative traffic of 3 msa using the road over a 20 year design life. This assumes that the normal UK
traffic mix uses the access road.
Step 3. 4.2 states that where speeds in excess of 30 mile/h (50 km/h) are anticipated [this road will have
a 40 mile/h (65 km/h) speed limit] the cumulative traffic using pavement should be multiplied by two, i.e.
the 3 msa in step 3 will become 6 msa.
Step 4. 6 msa falls into the 4 msa to 8 msa bracket of Figure 3. This gives two alternatives, depending on the
thickness of paver selected.
The alternative pavement construction solutions are as follows:
Subgrade improvement layer 220 mm or 220 mm

Granular sub-base Type 1 100 mm or 100 mm
CBM 3 roadbase 180 mm or 195 mm
or
Dense bitumen macadam (100pen) roadbase 155 mm or 170 mm
Laying course 30 mm or 30 mm
Paver 80 mm or 65 mm
Using Figure 2b): a granular sub-base layer alone of 230 mm is needed. It is decided to proceed on this site with
the option of using a subgrade improvement layer.
BSI 02-2001 13
BS 7533-1:2001 Annex C
Annex C (informative)
Example of the use of the component overlay design method

Consider an overlay to an existing road with 65 mm thick pavers on 30 mm laying course sand. The existing
pavement construction is as given in Table C.1.
Table C.1 Existing pavement construction

Thickness Construction
mm
75 Hot rolled asphalt substantially cracked, 15 mm ruts
80 DBM, substantially cracked, 15 mm ruts
150 Pavement quality concrete, slightly cracked, no rutting
150 Type 2 sub-base material, no cracking, no rutting
2 % CBR subgrade
455 Total actual thickness
The overlain pavement is required to withstand 2 msa.

Step 1. Using Figure 2a) and Table 5 develop a design for a new road construction for the appropriate CBR and
trafficking to be expressed as the structural dense bitumen macadam equivalence thickness.
The structural DBM equivalence is obtained as given in Table C.2.
Step 2. The existing pavement with paver overlay is evaluated as shown in Table C.3.
The original pavement with a paver overlay is structurally equivalent to 394 mm of new DBM. A pavement to
withstand the anticipated trafficking on the soil conditions described requires the equivalent of 287 mm of new
DBM. Therefore, a paver overlay is feasible.
Table C.2 Structural DBM equivalence

Course Layer thickness MCF DBM equivalence
mm mm
65 mm pavers on 30 mm laying course sand 95 See Table 5 105
CBM3 130 0.7a 102
Type 1 granular sub-base material 150 0.3a 45
Subgrade improvement layer 150 0.1a 15
Total: 267
a See Table 4.
Table C.3 Paver overlay

Course Layer thickness MCF Condition DBM
factor equivalence
CF1a CF2b
mm mm
Paver overlay 95 See Table 5 105

Hot rolled asphalt 75 1.0c 0.5 0.9 34
Dense bitumen macadam 80 1.0c 0.5 0.9 36
Pavement quality concrete 150 1.7 0.8 1.0 204
Type 2 granular sub-base material 150 0.1c 1.0 1.0 15
Total: 394
a See Table 6.
b See Table 7.
c See Table 4.
14 BSI 02-2001
BS 7533-1:2001
Bibliography
Standards publications
BS 1377-9:1990, Methods of test for soils for civil engineering purposes Part 9: In-situ tests.
Other documents
[1] TRANSPORT RESEARCH LABORATORY (TRL). The structural design of bituminous roads. Crowthorne,
Berkshire: 1984 TRRL Report LR 11322).
[2] TRANSPORT RESEARCH LABORATORY (TRL). Prediction of pavement performance and the design of
overlays. Crowthorne, Berkshire: 1978 TRRL Report LR 8332).
[3] TRANSPORT RESEARCH LABORATORY (TRL). Pavement deflection: equipment for measurement in the
United Kingdom. Crowthorne, Berkshire: 1978 TRRL Report LR 8342).
[4] TRANSPORT RESEARCH LABORATORY (TRL). Pavement deflection: operating procedures for use in the
United Kingdom. Crowthorne, Berkshire: 1978 TRRL Report LR 8352).
2) Obtainable from TRL, Wokingham Road, Crowthorne, Berkshire, RG11 6AU.
BSI 02-2001 15
BS 7533-1:2001 |
|
|
|
|
|
|
|
|
BSI British Standards Institution
|
|
|
|
|
|
| BSI is the independent national body responsible for preparing British Standards. It
|
| presents the UK view on standards in Europe and at the international level. It is
| incorporated by Royal Charter.
|
|
| Revisions
|
|
| British Standards are updated by amendment or revision. Users of British Standards
|
| should make sure that they possess the latest amendments or editions.
|
|
| It is the constant aim of BSI to improve the quality of our products and services. We
|
| would be grateful if anyone finding an inaccuracy or ambiguity while using this
| British Standard would inform the Secretary of the technical committee responsible,
|
| the identity of which can be found on the inside front cover. Tel: 020 8996 9000.
|
| Fax: 020 8996 7400.
|
|
| BSI offers members an individual updating service called PLUS which ensures that
|
| subscribers automatically receive the latest editions of standards.
|
|
| Buying standards
|
| Orders for all BSI, international and foreign standards publications should be
|
| addressed to Customer Services. Tel: 020 8996 9001. Fax: 020 8996 7001. Standards
|
| are also available from the BSI website at http://www.bsi-global.com.
|
|
| In response to orders for international standards, it is BSI policy to supply the BSI
|
| implementation of those that have been published as British Standards, unless
|
| otherwise requested.
|
| Information on standards
|
|
| BSI provides a wide range of information on national, European and international
|
| standards through its Library and its Technical Help to Exporters Service. Various
|
| BSI electronic information services are also available which give details on all its
|
| products and services. Contact the Information Centre. Tel: 020 8996 7111.
|
| Fax: 020 8996 7048.
|
| Subscribing members of BSI are kept up to date with standards developments and
|
| receive substantial discounts on the purchase price of standards. For details of
|
| these and other benefits contact Membership Administration. Tel: 020 8996 7002.
|
| Fax: 020 8996 7001. Further information about BSI is available on the BSI website at
|
| http://www.bsi-global.com.
|
|
| Copyright
|
| Copyright subsists in all BSI publications. BSI also holds the copyright, in the UK, of
|
| the publications of the international standardization bodies. Except as permitted
|
| under the Copyright, Designs and Patents Act 1988 no extract may be reproduced,
|
| stored in a retrieval system or transmitted in any form or by any means electronic,
|
| photocopying, recording or otherwise without prior written permission from BSI.
|
|
| This does not preclude the free use, in the course of implementing the standard, of
| necessary details such as symbols, and size, type or grade designations. If these
|
| details are to be used for any other purpose than implementation then the prior
|
| written permission of BSI must be obtained.
|
|
| If permission is granted, the terms may include royalty payments or a licensing
|
| agreement. Details and advice can be obtained from the Copyright Manager.
|
| Tel: 020 8996 7070.
|
|
|
|
|
BSI |
|
389 Chiswick High Road |
|
London |
|
W4 4AL |
|
|
|
|
|
|

Bs 7533 1 2001pdf PDF

Uploaded by

Copyright:

Available Formats

Bs 7533 1 2001pdf PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Bs 7533 1 2001pdf PDF

Uploaded by

Copyright:

Available Formats

BRITISH STANDARD |

Committees responsible for this

Brick Development Association

British Civil Engineering Test Equipment Manufacturers' Association

This British Standard, having

The following BSI references

ISBN 0 580 33235 7

Committees responsible Inside front cover

BS 7533:1992, which is withdrawn.

3 Terms and definitions

4 General design criteria

5 New pavement design

Table 1 Equilibrium suction index CBR values

Heavy clay 70 1.5 to 2 2 2 1.5 to 2 2 2 to 2.5

Figure 1 Pavement cross-section

5.3 Selection of pavement components

5.3.6 Laying course

NOTE Sub-base and capping are shown thus: 150/350.

a) Capping and sub-base option

Figure 2 New pavement design procedure Foundation design

a Below 4 % a separating membrane is required.

b) Sub-base only option

Figure 2 New pavement design procedure Foundation design (continued)

a For clay pavers type PB and concrete pavers only.

information has been extrapolated.

6 Pavement course specification

Table 3 Specification for Highway Works clauses (see annex A)

Category of material Clause number

7 Pavement overlay design

7.3.1.3 Material conversion factor (MCF)

Category of material Material conversion factor (MCF)

Table 5 Equivalent thickness of pavers and laying course

7.3.1.4 Condition factors

Table 6 Condition factor CF1

Table 7 Condition factor CF2

Clause number: 613;

Subgrade improvement layer 220 mm or 220 mm

Example of the use of the component overlay design method

Table C.1 Existing pavement construction

The overlain pavement is required to withstand 2 msa.

Table C.2 Structural DBM equivalence

Table C.3 Paver overlay

Paver overlay 95 See Table 5 105

2) Obtainable from TRL, Wokingham Road, Crowthorne, Berkshire, RG11 6AU.

You might also like