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Published in Les Goring, Residential Surveying Matters and Building Terminology, 2023
Block or brick paving/pavers: In recent decades this historic practice of paving roads and footpaths has re-emerged in the form of paved driveways to privately-owned dwellings. Hard-faced bricks can be used, but coloured concrete-pavers seem to be more popular. A 200mm/8 in. to 250mm/10 in. depth has to be prepared below the required finished-surface, to receive a substrate of well-compacted Mot type 1 hogging, topped by a 25mm/1 in. to 38mm/1½ in. evenly-laid layer of sharp (coarse) sand upon which the pavers are carefully laid. Final jointing is done with kiln-dried sand.
Bricks and brickwork
Published in Arthur Lyons, Materials for Architects and Builders, 2019
The standard BS EN 1344: 2013 stipulates minimum paver thicknesses of 40 mm and 30 mm for flexible and rigid construction, respectively. However, 50 mm pavers are generally used for flexible laying and 60 mm pavers are necessary when subjected to substantial vehicular traffic (BS 7533-1: 2001). Table 1.7 shows the standard sizes. Clay pavers are classified on the basis of freeze/thaw resistance. Pavers with designation FP0 are unsuitable for saturated freezing conditions, while pavers designated FP100 may be used under freeze/thaw conditions. The standard BS EN 1344: 2013 classifies pavers into five categories (T0–T4) of transverse breaking strength, with the lowest category, T0, being appropriate only for rigid construction. Slip resistance for the unpolished pavers is categorised as high, moderate, low or extremely low. This factor needs to be considered, particularly for potentially wet conditions, to ensure safe pedestrian and traffic usage. The standard BS 7533 (Parts 1, 2, 3, 9 and 13) describes the design for heavy- and light-duty pavements, as well as flexible, rigid and permeable pavements in clay blocks, respectively.
Storm Water Pollutant Management
Published in David H.F. Liu, Béla G. Lipták, Paul A. Bouts, Groundwater and Surface Water Pollution, 2019
For parking lots and access roads, planners can use modular pavement systems. Pavers are placed on a prepared sand and gravel base, which overlays the subsoil. The voids of the pavers are filled with either sand, gravel, or sod. Frost problems are minimal.
Mechanical and microstructural study on interlocking concrete block pavers using waste granite dust
Published in International Journal of Pavement Engineering, 2022
Arjun Siva Rathan R. T, Sunitha V
Interlocking Concrete Block Pavers (ICBP) is one of the prominent types of pavement constructions for infrastructural development. The basic advantageous properties such as high strength and durability, aesthetically pleasing surface, easy maintenance, comfortable to walk on, quicker installation, easy to remove, refit and reuse, make paver blocks a popular choice in pavement construction. The ICBP is mainly used in light traffic areas such as residential roads, intersections, toll plazas, pedestrian crossing areas, parks, sidewalks, patios, parking bays and high volume roads. The ICBP has also extended its application in factories, container depots, service stations, airports and harbours. Although the usage of ICBP is not in competence to the conventional flexible and rigid pavement, the percentage of usage of ICBP has been increased from the past. As per the Interlocking Concrete Pavement Institute’s (ICPI, 2018) Annual report of 2018, the installation of segmental concrete pavers in US and Canada has increased by 63% between 2010 and 2017. In India, the guidelines for the interlocking paver blocks specified in IRC: SP: 63 – 2004 were revised to IRC: SP: 63 – 2018 stating that the use of ICBP in various applications has increased sharply with considerable advancement in technology.
Production of sludge-incorporated paver blocks for efficient waste management
Published in Journal of the Air & Waste Management Association, 2018
Ahirrao, Borse, and Bagrecha (2014) concluded that incorporating 20% of waste glass in place of sand in concrete paving block gives acceptable mechanical properties, and replacing of 25% of cement with fly ash provides desirable compressive strength and flexural strength. The breaking load is adequate, so these blocks can be used for heavy-duty industrial roads as per IS 15658 (2006). Bhavin, Jayeshkumar, and Shah (2013) recorded that the interlocking pavers are a modern-day solution for low-cost outdoor application. Paver block is solid, un-reinforced precast cement concrete paving units used in the surface course of pavement. They are high-strength concrete precast elements in various shapes, sizes, and colors to suit the imaginations of landscape architects and nature’s essence. By improving its abrasion resistance and flexural strength, it can be used in heavy traffic areas and give surface resistance for higher life; it was finally concluded that the abrasion resistance of paver block at 28 days improves the results at up to 45% of paver block. In abrasion resistance, minimum abrasion results were obtained by adding 0.3% polypropylene in paver block.
Experimental investigation on paver blocks of fly ash-based geopolymer concrete containing silica fume
Published in Road Materials and Pavement Design, 2023
Rishabh Bajpai, Vedant Soni, Anshuman Shrivastava, Dipankar Ghosh
An important application of geopolymer in concrete pavement is a new research direction. Improvement in pavement materials is a way of achieving great sustainability. Paver blocks prepared by using cementless concrete can be an ecological and economical solution in the field of pavement (Rajkumar et al., 2016). Precast Paver blocks have gained a lot of importance due to efficient performance and ease of production and maintenance. Since, cement production inculcates the emission of greenhouse gases contributing to world’s third-highest air pollution cause (Andrew, 2018), researchers have tried incorporating different materials to reduce the use of cement in the production of paver blocks. Waste marble in cement concrete increased the abrasion resistance and freeze–thaw durability but decreased mechanical strength (Gencel et al., 2012). Partial replacement of ceramic tile waste in paver block has shown satisfactory results but required hydraulic pressure for compaction making it economically unsustainable (Wattanasiriwech et al., 2009). A study on sugarcane bagasse ash in concrete reported that the compressive strength is comparable after replacing 50% cement with bagasse ash; however, other properties were not tested, and hence, a clear conclusion cannot be made (Rajkumar et al., 2016). The aforementioned waste materials reduced the cost of paver block though were not considered as the perfect replacement as every material has its limitations. The fly ash-based geopolymer concrete paver block yielded better compressive strength for the same binder and aggregate proportion while surpassing in freeze and thaw durability and endurance to chemical attack (Vaz et al., 2012). The sustainability of the concrete was improved because of the use of geopolymer. However, the cost incurred due to alkaline activators was disturbing, which led to further research in geopolymer concrete paver blocks. Recycled and slag aggregate-based geopolymer paver blocks exhibited improved abrasion resistance, but the water absorption increased due to high absorbing capacity of slag (Tawalare et al., 2018). Hossiney et al. (2020) reported a reduction in the performance of geopolymer paver block when reclaimed asphalt pavement (RAP) is utilised. Apart from the binder, aggregates were replaced by plastic waste (Mane et al., 2019) and E-waste and fly ash (Ingole et al., 2019), which decreased the cost while having no significant overall improvement in strength. Several alternative materials have been evaluated for the paver blocks to improve the sustainability. Industrial by-product-based geopolymer would be an ideal road construction material of low life cycle cost. Geopolymer is a cementless binder, and hence, it has a great scope in the field of sustainable pavement.