DESIGN MANUAL FOR ROADS AND BRIDGES

Your attention is drawn to Interim Advice Note 29, VOLUME 7 PAVEMENT DESIGN AND
which has been issued by the Highways Agency for MAINTENANCE
use on trunk roads and motorways in England. SECTION 2 PAVEMENT DESIGN AND
Click here to view this Interim Advice Note. CONSTRUCTION

PART 3

HD 26/94 AMENDMENT NO 3

DESIGN CRITERIA

SUMMARY
This amendment consists of a revised Chapter 5 to
HD 26/94. The changes reflect the latest understanding
about how flexible pavements deteriorate and gives
advice on terminology.

INSTRUCTIONS FOR USE

1. Remove existing Chapter 5 from Volume 7,
Section 2, Part 3 and archive as appropriate.

2. Insert revised Chapter 5 into Volume 7, Section 2,

Part 3.

3. Archive this sheet as appropriate.

Note: A quarterly index with a full set of Volume

Contents Pages is available separately from The
Stationery Office Ltd.

February 1998
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 DESIGN MANUAL FOR ROADS AND BRIDGES HD 26/94
incorporating Amendment
No. 3 February 1998

THE HIGHWAYS AGENCY

THE SCOTTISH OFFICE DEVELOPMENT

DEPARTMENT

THE WELSH OFFICE

Y SWYDDFA GYMREIG

THE DEPARTMENT OF THE ENVIRONMENT FOR

NORTHERN IRELAND

Design Criteria

Summary: This amendment consists of a revised Chapter 5 to HD 26/94. The changes

reflect the latest understanding about how flexible pavements deteriorate
and gives advice on terminology.

Volume 7 home page

Volume 7 Section 2
Part 3 HD 26/94 Amendments

AMENDMENT NO. 3 (FEBRUARY 1998)

Replacement Pages

Page number Date

Chapter 5 - Pages 5/1 - 5/4 February 1998

The replacement front sheet supersedes that dated March 1995. The superseded pages should be archived as
appropriate.

Implementation

The replacement pages should be used forthwith on all schemes for the construction, improvement and maintenance
of trunk roads, including motorways.

February 1998
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DESIGN MANUAL FOR ROADS AND BRIDGES

VOLUME 7 PAVEMENT DESIGN

AND MAINTENANCE
SECTION 2 PAVEMENT DESIGN
AND CONSTRUCTION

PART 3

PAVEMENT DESIGN

Contents

Chapter

1. Introduction

2. Design Implementation

3. Roadbase Materials

4. Surfacing Materials

5. Design Criteria

6. The Analytical Approach

7. References and Bibliography

8. Enquiries

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I
Volume 7 Section 2 Chapter 1
Part3 HD 26194 Introduction

1. INTRODUCTION
General
1.1 This part details the materials and
thicknesses to be used for new pavement
construction, covering all standard pavement types.
It reviews the principles of design which have been
used, as well as mentioning the cost implications
and those environmental considerations which most
closely affect pavement design. It does not include
the estimation of design traffic [HD 24 (DMRB
7.2.1)], nor does it cover the design of pavement
foundations [HD 25 @MRB7.2.2)].

Implementation

1.2 This Part shall be used forthwith on all

schemes for the construction, improvement and
maintenance of trunk roads including motorways,
currently being prepared provided that, in the
opinion of the Overseeing Department this would
not result in significant additional expense or delay.
Design organisations should confirm its application
to particular to particular schemes with the
Overseeing Department.

Mutual Recognition

1.3 The construction and maintenance of

highway pavements will normally be carried out
under contracts incorporating the Overseeing
Department’s Specification for Highway Works
(MCHWI). In such casesproducts conforming to
equivalent standards and specifications of other
member states will be acceptable in accordance with
the terms of the 104 and 105 Series of Clauses of
that Specification. Any contract not containing
these Clauses must contain suitable clauses of
mutual recognition having the same effect regarding
which advice should be sought.

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ChaptPr 1 Volume 7 Section 2
Introduction Part 3 HD26/94

AIL ANALYTICAL
DESIGN

l/2 January 1994

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 Volume 7 Section 2
Part 3 HD26/94
. 2. DESIGN IMPLEMENTATION
PAVEMENTTYPES
2.1 Four types of pavement are
speclt%d by the Department, as follows:-
Flexible; the surfacing and roadbase
materials are bound with bituminous
binder. Permitted roadbase materials are
as follows:-
Dense Bitumen Macadam (DBM)
Hot Rolled Asphalt (HRA)
Dense Tar Macadam @TM)
DBM + 50 penetration bitumen (DBMSO)
Heavy Duty Macadam (DDM)
a Phxible Comuosite; the surfacing and
upper roadbase materials are bound with
bituminous binder on a lower roadbase of
cement bound material (CBM).
R&& concrete surface slabs in the
following categories:-
Unreinforced Concrete (URC)
Jointed Reinforced Concrete (JRC)
Continuously Reinforced Concrete
(CRW
d Comuositg; continuously reinforced
concrete roadbase (CRCR) with
bituminous surfacing.
a 2.5
2.2 For the design of a particular
project there may be technical reasons
why one or more of these pavement types
is preferred. However, in most cases,
designs shall be carried out for all
permitted options.
lICKNESS
2.3 Flgurea 2.1- 2.4 give the
pavement material thickmuses appropriate
to each roadbase type.
a
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Chapter 2
Desien lmolementation
Thicknesses depend on the design traMc see
HD 24 (DMRR 7.2.1). The thickness shall be
rounded up to the nearest Smm in each case.
The thicknesses and permitted materials for
wearing course and basecourse are also given
in the notes to Figures 2.1 - 2.4.
Other Details
2.4 For light and medium traffic levels, DBM,
HRA and DTM roadbase are considered to be of
similar quality, their differing strengths and weaknesses
cancelling out. For this reason, a single design line is
used for all three materials. However, for the heaviest
traffic loading categories (> 80 msa), the designs in
Figure 2.1 incorporate a l25mm lower roadbase layer
of HRA, since it is easier to lay and compact than
either DBM or DTM above an unbound granular
sub-base material, and is also better suited to sustain
the horizontal tensile strains present at this level.
DBM or DTM roadbase, both of which have slightly
better deformation characteristics than HRA, is retained
for the upper roadbase to give the best resistance to
deformation in the zone which experiences higher
temperatures and shear stresses. Where DBM50 or
HDM roadbase is used, studies have shown the
inclusion of an HRA lower roadbase to give no benefit.
Individual construction widths of
CBM roadbase shall not exceed 4.75m. This
minimises the risk of longitudinal cracking
induced by combined stresses in a flexible
composite pavement designed with
indeterminate life, (i.e. 200 mm of
bituminous material over 250 mm of CBM3
or 230 mm of CBM4 - see Chapter 5).
Highway Construction Details (TWHW3) give
example joint layouts. Flexible composite
roads with determinate life (Le. thinner
construction) are more likely to deteriorate
by general cracking; consequently restricting
the individual laid width will not necessarily
lead to improved performance.
2/l
chapter 2 Volume 7 Section 2
Design Implementation Part 3 I-ID 26194
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FIGURE 2.1 Design Thicknesses for Flexible Pavements
2l2 January 1994
Volume 7 Section 2 chapter 2
Part 3 HD 26/94 Design Implementation

Notes on figure 2.1:- 9. Bituminous basecourse materials, and

1. Bituminous surfacing shall consist
of either 45mm or SOmm of HRA
wearing course or 50mm of PA
wearing wurse. For HRA
wearing wurse refer to Clause 911
of the Specification (MCHWl), to
BSS94 Part 1: 1992: Annex B:
Table Bl - for references to
stability and flow values related to
traflic loading. Design values for
Scotland are given in the
Overseeing Department’s special
requirements in Clause
NG911S.SO (TWXW2).
roadbase materials where traffk
exceds 8Omsa, shall wntain crushed
rock, or slag coarse aggregate, unless
local experience exists of the
successful use of gravel. For DTM
basecourse the fine aggregate shall
also be crushed rock or slag.
10. A DBM/HRAiDTM design for traffk
over 8Omsa shall include a 125mm
lower roadbase lnycr of HRA with
DBM/DTM as the remainder of the
roadbase material.

2. IfPAistobeused,its
contribution to the bituminous
material design thickness is 20mm.
For PA refer to HD 27 (DMRB :sign Traffic 65 msa
7.2.4). dIa b
:sign Thickness 32omm
3. A 6Omm dense basewurse is
required beneath PA wearing Itions:-
wurse. 45mm HRA w/c*
55mm HDM or DBMS0 b/c
4. A basecourse is optional beneath 220mm HDM r/b
an HRA wearing course. If used
it shall be SOmm or 55mm thick, 45mm HRA w/c*
of any permitted material, except 275mm HDM r/b
see note 5.
50mm Porous Asphalt w/c
5. Either HDM or DBMS0 6Omm HDM or DBMS0 b/c
basecourse shall he used over 240mm HDM r/b
HDM or DBM50 roadbase.
The contractor may choose to lay 50mm HRA
6. HRA roadbase and basecourse wearing course (see Paragraph 2.6).
shall wntuin 50 penetration grade
hinder.

7. DBM roadbase and basecourse

shall wntain 100 penetration
grade binder.

8. DTM roadbase and basecourse

shall wntain CSO or C54 grade
Tar.

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 chapter 2 Volume 7 Section 2
Design Implementation Part 3 HD 26/94
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FIGURE 2.2 Design Thicknesses for Flexible Composite Pavements
214 January 199;1
volu”le 7 section 2 Chapter 2
Part 3 HD 26/94 Design Implementation

Notes on Figure 2.2:- permitted as an alternative. In

Scotland the minimum thiclmess of
1. Bituminous surfacing shall consist CBM3 or 4 shall be 175mm.
of either 4Smm or 50mm of HRA I
wearing course. For HRA
wearing course refer to Clause 911
of the Specification (MCHWl), to
Bs594 Part 1: 1992: Annex B: Examnle
Table Bl for references to stability
and flow values related to traffic Design Traffic I3 msa
loading. Design values for Design Thicknesses 14Omm bituminous
Scotland are given in the 220mm CBM3
Overseeing Department’s special
requirements in Clause Options:-
NG91lS.SG (T+KDWZ). a) 45mm HRA w/c*
55mm DBM, DTM or HRA b/c
2. A basecourse is optional beneath 40mm DBM, DTM or HRA rib
an HRA wearing course. If it is 220mm CBM3
used it shall be at least 50mm
thlclt, of any permitted material. b) 45mm HRA w/c*
95mm DBM, DTM or HRA r/b
3. Where a bituminous roadbase is 220mm CBM3
required, it may be of any * The contractor may choose to lay 50mm HRA
permitted material.
wearing course (see paragraph 2.6).
4. HRA roadbase and basecourse
shall contain 50 penetration grade
binder.

5. DBM roadbase and basecourse

shall contain 100 penetration
grade binder.

6. DTM roadbase and basccourse

shall contain C50 or C54 grade
Tar.

7. Bituminous basecourse materials

shall contain crushed rock, or slag
coarse aggregate, unless local
experience exists of the successful
use of gravel. For DTM
basecourse the line aggregate shall
also be crushed roch or slag.

a. Cement Bound Material from

Figure 2.2 shall be CBM3 except
that, where the design tbiclcness is
greaterthan23Omm,thena
23Omm layer of CBM4 shall be

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 chapter 2 Volume 7 Section 2
De@ Implementation Part 3 HD26/!M
I.

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I I I I I I I III n
FIGURE 2.3 Design Thicknesses for Rigid Pavements
216 January 1994
 ExamDIe
Notes on Flpre 2.3~
Design Traffic I40 msa
1. Maximum transverse joint Pavement Type JRC
spacings - URC pavements:- Reinforcement 5OOmm*/m
Design Thickness 260mm
For slab thickness up to Transverse Joint Spacing 27m
(a)
230mm

- 4m for contraction joints

- 40m for expansion joints

(b) For slab thickness 230mm

and over

- 5m for contraction joints

- 60m for expansion joints

2. The maximum transverse joint

spacings for JRC pavements shall
be 25m except for slabs having
6OOmm* reinforcement or less,
where the maximum joint spacing
shall be read from the insert to
this figure. Every third joint shall
be an expansion joint, the
remainder being contraction
joints.

3. Intermediate values of slab

thichness, longitudinal
reinforcement area, and maximum
transverse joint spacing, for JRC
pavements, may be interpolated.

4. All transverse joint spacings, for

both URC and JRC pavements,
may be increased by 20% if
limestone coarse aggregate is used
throughout the depth of the slab.

5. Refer to the Specillcation (Series

1000) for periods when contraction
joints may be substituted for
expansion joints.

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Design Implenwntation Part 3 I-ID 26/94
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FIGURE 2.4 Design Thicknesses for Continuous Rigid and Rigid Composite Pavements
2/g January 1994
Volume 7 Section 2 Chapter 2
Part 3 HD26/94 De&n Implementation

Notes on Figure 2.4:- area, comprising 16mm diameter

1. Bituminous surfaclng to CRCR
pavements shall be either 45mm or
50mm of HRA wearing course
over 55mm or 50mm of DBM,
DTM or HRA basecourse, or
5Omm of porous asphalt over
either 60mm or !Mtmm of HRA
basecourse (see note 2). For I-IRA
wearing course refer to Clause 911
of the Specltication (MCHWI) to
BS594 Part 1: 1992: Annex B:
Table Bl for reference to stability
and flow values related to traffic
loading. Design values for
Scotland are given in the
Overseeing Department’s special
requirements in Clause
NG9llS.SO (MCHW2).
deformed steel bars. If required,
transverse reinforcement shall be
12mm diameter bars at 600mm
spacings, for both CRCP and CRCR.
9. Longitudinal reinforcement in CRCR
pavements shall be 0.4% of the
concrete slab cross-sectional area,
comprising 12mm diameter bars.
10. Anchorages shall be provided in
CRCP pavements at ends and any
discontinuities in the pavement
(ground beam or steel beam).
11. No anchorages are required in CRCR
pavements.

2. If PA wearing course is used,

either the basecourse shall be Examole
thickened to 90mm QI the CRCR
shall be increased by 10mm. Design Traffic 170 msa
Pavement Tvne CRCP
3. HRA basecourse shall contain 50 Desigc Thickness 230mm
penetration grade binder.
Optionx-
4. DBM basecourse shall contain 100
penetration grade binder. a) 45mm HRA w/c*
55mm DBM, DTM or HRA b/c
5. PA wearing course shall contain 230mm CRCR
modified binder.
b) 50mm Porous Asphalt w/c
6. DTM roadbase and basecourse 90mm HRA b/c
shall contain C50 or C54 grade 230mm CRCR
Tar.
d 50mm Porous Asphalt w/c
7. All bituminous basecourse 60mm HRA b/c
materials shall contain crushed 240mm CRCR
rock, or slag coarse aggregate, * The contractor may choose to lay 50mm HRA
unless local experience exists of the
successful use of gravel. For DTM wearing course (see Paragraph 2.6).
basecourse the ftne aggregate shall
also be crushed rock or slag.

8. Longitudinal reinforcement in
CRCP pavements shall be 0.6% of
the concrete slab cross+eetional

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chapter 2 Volume 7 Section 2

Design Implementation Part 3 HD 26194

2.6 If HRA wearing course is specified
then the contractor shall be offered the
option of either 45mm or SOmm
tbiclmessm wRb no overall reduction in
the bituminous bound layers. Also SW
HD27 (DMRR 7.2.4.4).
2.7 In the case of JRC pavements, 4
design alternatives shall be given
corresponding to the 4 design curves
shown on Figure 2.3 for different
quantities of longitudinal reinforcement.
2.8 Pigures 2.3 and 2.4 assume the
presence of a lm hardstrip or
bardshoulder adjacent to the most heavily
trafficked lane. Urban roads, and any
other roads that do not have a lm
hardstrip or a hardshoulder adjacent to
the left hand lane will require thicker
slabs. The additional required thichness
is given in Figure 2.5. TrafRching of
right hand lanes and hardshoulders
dting future maintenance will be of
relatively short duration and need not be
considered in design.
2.9 Edge treatments and other construction
drawings are given in the Highway Construction
Details (MCHW3).
2.11 Roth CRCP and CRCR shall he
included as alternative pavement
eonstrudions where the design traffk loading
exceeds 30 msa. Roth may be included in
Contracts with design trafilc loadings lower
than this figure where their advantages are
considered worthwhile. One of the
advantages is the elimination of transverse
joints with their continuing maintenance
liability.
I
2.12 CRCP pavements develop a fine transverse
crack pattern soon after the concrete is laid. Initially
the crack spacing is about 3 or 4m. Further cracking is
usual after the road has been in service for a time.
The continuous longitudinal reinforcement holds the
cracks tightly closed, ensuring load transfer by
aggregate interlock and minimising corrosion of the
reinforcement. The crack propagation in CRCP
pavements is closely related to the proportion of steel
and the strength of the concrete.
Additional Slab
Tbicknws (mm)
4o1 I
35 4
30
25
i..;:r;

!I
20 ’ I I I I
2.10 A separation membrane is 150 200 250 300 350
required between slPb and sub-base for Slab Design Tbickneaa (mm)
both URC and JRC pavements, mainly in
order to reduce loss of water from the
fresh concrete. It also helps to reduce the PIGURE 2.5 Additional Concrete Slab Thickness for
friction between the slab and the sub-base Pavements without lm Hardstrip
and thus inhibit the formation of mid bay
cracks.

I 2/10
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January 199d
Volume 7 ktlon 2 Chapter 2
Part 3 lID2q4
2.13 The depth of reinforcement in the slab has
been chosen to reduce the risk of corrosion caused
by salts penetrating the cracks. Transverse
reinforcement is only required for ease of
construction and may be omitted, except where
there is a risk of differential settlement and where h
is required to act as tie bars at joints in JRC
pavements The effect of the orientation of
transverse reinforcement is currently the subject of
research. There may be advantages in placing it at
an angle of less than 90” to the longitudinal
reinforcement. The Overseeing Department should
be consulted regarding the latest position.
2.14 Longitudinal steel may be welded or spliced
on site and positioned so that front loading of
concrete to a slip form paver is possible, provided
the bars are guided into the correct position in the
slab through gates in the paver. If transverse
reinforcement is omitted from CRCP or CRCR, the
interval between longitudinal joints should be
restricted to 4.2m (or Sm where limestone
aggregate us used).
2.15 The separation membrane is omitted from
CRCP construction to give a higher level of friction
between the concrete slab and the sub-base than for
jointed slabs. The restraint provided by the sub-
base reduces the amount of movement at the ends
of the pavement and encourages the desired crack
pattern. Discontinuities in the slab should be
avoided wherever possible as they encourage the
formation of closely spaced cracks, with increased
risk of spalling. Gullies and manholes should be
located outside the main CRCP slab for this reason.
If this is not possible, the slab around the gullies
and manholes should be heavily reinforced as
shown in Highway Construction Details
(MCHW3).
1-w I994
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Design Implementation
2.16 The ends of CRCP shall either be
restrained by ground beam anchorages, or
movement is accommodated within wide
flange steel beam expansion joints, to
ensure that forces are not transmitted to
structures and adjacent forms of
pavement construction by the expansion
of the slab. Roth types are used in
conjunction with transition slabs, as
shown in Highway Construction Details
(MCHW3).
2.17 Ground beam anchorages shall not be
used where the subgrade strength is poor,
especially on high embankments where
consolidation may be insuffkient to restrain
movement of the beam downstands.
2.18 A CRCP pavement can be considered as part of
a staged construction, because it can be strengthened
with a bituminous surfacing or a concrete overlay at a
later date. The implications for additional loading on
underbridges, clearance at overbridges, and problems
at wide-flange beam expansion joints should be
considered.
2. I9 In rigid composite pavements, the bituminous
surfacing helps to reduce water penetration into the
concrete slab and the potential for corrosion of the
reinforcement. It also provides thermal protection
from rapid temperature changes for the concrete
roadbase. A fully flexible transition zone is employed
as shown in Highway Construction Details (MCHW3),
to minimise forces on structures.
2.20 In Figure 2.4, permitted rigid composite
pavements consist of continuously reinforced concrete
roadbase (CRCR) overlaid with at least 100 mm of
bituminous material. The use of only a wearing course
as bituminous surfacing material is not permitted as
experience suggests that the durability of a wearing
course laid directly on concrete would be insufficient to
achieve a maintenance free life of more than a few
years. In addition, anchorages would be required for
CRCR with just a wearing course surfacing, whereas
with I00 mm surfacing no anchorages are necessary,
because the slab is protectcal from large thermal
stresses.
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Design Implementation Part 3 HD 26/P4

Ground Subject to Movement

2.21 Flexible composite and URC construction

are suitable in normal applications except where
differential movement, subsidence or appreciable
settlement are expected. This includes areas where
mines are currently worked, or may be worked in
the next 20 years. Flexible and JRC construction
are suitable in ah applications, except where large
differential movements or large settlements caused
by compressible ground, or considerable subsidence
caused by mining are expected. CRCP and CRCR
constructions are suitable in ail applications. They
may be particularly suitable where large differential
movements are expected because they can
accommodate significant strains while remaining
substantially intact.

Alternative Designs

2.22 If any pavement design other than

those given in this section is to be
considered, approval is required from the
Overseeing Department at the preliminary
design stage. Submissions seeking
approval for alternative designs shall
include a Justtftcation for the choice of
non-standard materials and/or
thicknesses, supporting calculations and
an indicatton of any additional
spedftcatton requtrements or testing
reghne whtcb may be necessary for their
validation. Analytical pavement design
(see Chapter 6) may be used in support of
Pwo=b.

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Volume 7 Section 2 chapter 3
Part 3 HD 26194 Roadbase Materials

3. ROADBASE MATERIALS
FLJZXIBLE FLEXIBLE COMPOSITE

3.1 Flexible pavements shall contain
only those roadbase materials given in
paragraph 2.1 of Chapter 2. Details of
composition, manufacture and laying of
each are given in the Specification
(MCHWl) Series 900 and in British
Standards.
3.2 The following brief descriptions outline the
differing properties of the permitted roadbase
alternatives.
3.8 The standard cement bound material
to be used in flexible composite design is
CBM3 (see Specification, (MCHWl), Series
1000). However, when the layer thickness
exceeds 230 mm, it may prove difficult to
comply with the Specification with some
mixes and compaction plant. For this reason,
a 230 mm layer of CBM4 is considered to be
an adequate alternative and shall be offered,
so that the contractor can make a choice
based on cost and the capacity of available
plant.

3.3 DBM is a continuously graded material of

relatively low binder content (100 penetration RIGID AND RIGID COMPOSITE
grade). It is a deformation resistant material but
has leas resistance to fatigue cracking than the other
standard materials. 3.9 For all rigid and rigid composite
pavement alternatives the concrete slab shall
3.4 HRA is a gap graded material with be Pavement Quality Concrete @QC),
relatively high binder content (50 penetration manufactured, laid and cured in accordance
grade). It is easier to lay and compact than the with the Specification (MCHWl) Series 1000.
other materials, has good resistance to fatigue
cracking, but can be susceptible to deformation
under heavy traffic, especially when moving slowly
(eg uphill). 3.10 The factors influencing the performance of
rigid and rigid composite pavements include:-
3.5 m is a continuously graded material
with a greater percentage of fine material than a) Magnitude of wheel loading and position
DBM and a 50 penetration grade binder. It is less b) Underlying support to the surface slab
easy to lay and compact than DBM or HRA but has c) Temperature and moisture changes
the highest stiffness and good resistance to both d) Strength of concrete
fatigue cracking and deformation. e) Fatigue behaviour of concrete
n Thickness of surface slab
3.6 DBM5Q contains 50 penetration grade g) Amount of reinforcement
binder and has the composition of DBM. It has
marginally inferior properties to HDM, but is 3.1 I Load induced stresses at slab corners and edges
superior to 100 penetration DBM. are greater than in the slab centre, necessitating dowel
bars to distribute loads between slabs. Joint associated
3.1 DTM is similar to DBM but uses tar binder distress occurs principally when dowels do not function
grade C50 or C54. It is more temperature properly. The benefit of using a tied shoulder is
susceptible. apparent since the free edge is then remote from the
wheelpaths, with a consequent reduction in stress.

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3.12 The stress generated in a concrete slab However, longitudinal joints are of the e type
partly depends on the stiffness ratio between the only. These tie the slabs together, and can be thought
slab and its underlying support. To maximise the of as acting as ‘hinges’ in the slab.
pavement life, all rigid pavements are specified
with a relatively stiff cemented sub- base. This
type of sub-base erodes less than an unbound
material and is leas water susceptible should joint
sealants fail.

3.13 Temperature and, to a lesser extent,

moisture changes cause shrinkage/expansion of the CONlXACllON
slab which, if restrained induce stresses in the
concrete. With the exception of continuously
reinforced concrete pavements a separation layer is
applied between the slab and underlying sub-base in
order to reduce this restraint. However the
non-uniform nature of temperature changes results
in slab curvature and their cyclic nature leads to
EXF’ANSION
stressreversal from day to night. These stresses
are restrained by the slab self weight and the dowel
bars.

3.14 Concrete is inherently strong in

compression, but weak in tension. Repeated
stressing will eventually load to crack initiation
unless the stress is very low. Thicker slabs result WARPINO
in lower stressesbeing generated under the
combined influence of vehicular and temperature
loading. - FIGURE 3.1 Joints in Concrete Pavements

3.15 A better distribution of loads occurs where 3.17 The permitted spacing of transverse joints is a
tbe concrete pavement extends lm or more beyond function of slab thickness aggregate type, and, for
the edge of lanes carrying commercial vehicles. JRC, the quantity of reinforcement. Joint spacing
This distribution occurs whether or not a reflects the capacity of the slab to distribute strain
longitudinal construction joint or wet-formed joint rather than allow damaging strain concentrations.
is included adjacent to the edge line as permitted by
Highway Construction Details (MCHW3). 3.18 Limestone aggregate has a lower coefficient of
thermal expansion than other aggregate types, resulting
Joints in Concre4e Pavements in less expansion/contraction of the slab. Therefore
greater joint spacings can be used. The effectiveness
3.16 Three different types of joints (see Figure of reinforcement, as a distributor of strain, increases
3.1) are used in concrete pavements. They are with tbe amount used. Greater joint spacings can be
contraction, expansion and warping joints, typical used with larger areas of reinforcement, although this
details of which are illustrated in Highway results in greater movement at each joint, necessitating
Construction Details (MCHW3). All three types appropriate selection of sealants.
permit warping movement. Contraction joints
enable the slab to shorten when its temperature falls
and allow the slab to expand subsequently by
approximately the same amount. Exoansion joints
allow the slab to shorten and also cater for the
expansion movement that would naturally occur at
temperatures higher than that of tbe concrete at the
time the slab was constructed. Transverse joints
are either expansion or contraction types.

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Volume 7 Section 2 chapter 4
Part 3 IID 26194 Surfacing Materials

4. SURFACING MATERIALS
Wearing Course

4.1 Except where con&e is used as
the surface layer, all Trunk Roads shall
he surfaced with a wearing course of
either Hot Rolled Asphalt @IRA) or
Porous Asphalt (PA). Details of the
composition, manufacture and laying of
each are given in the Specitication
(MCHWl) Series 900 and in British
Standards. The following paragraphs
briefly describe the properties of each
material (see also Pigure 4.1).
9 *ggregak
m Binder / Sand / Filler
0 Void
4.3 pA is an open graded material designed to
enable rapid drainage of surface water from the road,
reducing spray. It also reduces the effect of tyre noise.
The material is inherently less stiff and durable than
HRA and a 50 mm layer contributes only 2Omm to the
combined bituminous layer thickness. Further advice
is given in HD 27 (DMRB 7.2.4.5).
Basecourse
4.4 A separate basecourse layer is optional under
an HRA wearing course, but should always be
provided under PA. The materials permitted are HRA,
DBM, DTM, DBMS0 and HDM. Only HDM or
DBMS0 basecourse may be used over HDM or
DBMS0 roadbase respectively. Composition,
manufacture and laying details are given in the
Specification (MCHWI) Series 900 and in BS4987
(1988). A basecourse layer is classed as part of the
structural bituminous layer thickness given in Chapter
2. Consideration should be given to specifying the
maximum nominal particle size of the basecourse or
roadbase in relation to the layer thickness.

Porous

FIGURE 4.1 Wearing Course Materials

4.2 m is a gap graded material with high

binder content (50 penetration grade). It is dense
and has good resistance to fatigue cracking but can
be susceptible to deformation. The surface texture
is formed by rolling precoated chippings into the
asphalt mat. This technique requires careful
judgement to achieve the correct combination of
rate of spread and amount of rolling. An
excessively high spread rate leads to rapid loss of
chippings under trafftc. Excessive rolling produces
excessive embedment of the chippings into the
asphalt and consequent loss of texture depth. HRA
is sufficiently stiff and durable to be considered
structurally as part of the combined bituminous
layer thickness given in Chapter 2. Further advice
on laying HRA is given in HD 27 (DMRB
7.2.4.4).

lmmv 1994 4/l

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Volume 7 Section 2 Chapter 5
Part 3 HD 26/94 Design Criteria

5. DESIGN CRITERIA
BASIS OF THE DESIGN
5.1 The designs given in this chapter are based on the
work of the TRL; in particular on the reports LR1132
(1984), for flexible and flexible composite construction,
and RR87 (1987), for rigid and rigid composite
construction. They also take account of some later
research on new pavement materials.
5.2 LR1132 is based on observations and
measurements of full scale road experiments over a 20
year period, supplemented by structural analysis to
rationalise and extend the data. The analysis uses the
elastic stiffness modulus of the various pavement and
foundation layers, to calculate the strains developed
within the structure. The strains are related to pavement
life.
5.3 RR87 is largely empirical, based on the
performance of full scale experimental roads. For
continuously reinforced concrete there is little
performance data and designs have been extrapolated
by a comparison between jointed unreinforced and
reinforced concrete. For rigid composite structures, an
allowance has been made for the structural contribution
and thermal insulation effected by the bituminous
surfacing.
COST IMPLICATIONS
5.6 Appropriate staged construction can minimise the
whole life cost and provide the required serviceable life.
The first stage of construction for flexible composite
pavements is normally designed for the traffic loading
predicted to occur over 20 years. Major maintenance in
the form of overlaying and/or partial reconstruction will
then be required to carry the traffic loading predicted to
occur over the succeeding 20 years. In addition to major
maintenance, surface treatment in the form of surface
dressing or resurfacing would be expected to be
required at about 10 years and 30 years. The period
until surface treatment is required will also vary
depending on the site's requirement for skidding
resistance. For some fully flexible pavements, the first
stage would normally be 20 years as for flexible
composite pavements. However for many pavements
with heavy design traffic in relation to the capacity of
the layout, and for schemes where whole life costing
will be taken into account, a 40 year design life should
be included as an option. A flexible pavement designed
for a 40 year life should, with a well maintained
surfacing, give a long life with little major maintenance
required. Porous asphalt surfacing is likely to have a
shorter life than hot rolled asphalt. Therefore where
porous asphalt is used, allowance should be made for
more frequent maintenance. Rigid and rigid composite
pavements are designed not to require major
maintenance for 40 years, although surface treatments
and repairs will still be required.

5.4 A Whole Life Cost assessment of a pavement USE OF POROUS ASPHALT

considers the following elements:
5.7 A number of factors need to be considered before
Works Costs: using Porous Asphalt (PA) surfacing. Most decisions
a) New Construction will be based on a broad judgement, having regard to
b) Maintenance the objectives required for each site. It is not possible to
c) Residual Value quantify all the costs or benefits in monetary terms with
any degree of confidence. Judgement is still needed to
User Costs: interpret the results of any assessment. The following
a) Traffic Delay points should assist in deriving costs and benefits in
b) Accidents at Roadworks order that a decision can be made.
c) Skidding Accidents
d) Fuel Consumption/Tyre Wear Relative Costs
e) Residual Allowance
5.8 PA may be more expensive initially than
5.5 A minimum whole life cost is generally achieved conventional road surfacings, for the following reasons:
when a design life of approximately 40 years is
assumed. For this reason, the standard design life for all a) A greater quantity of high quality aggregates is
types of pavement, with appropriate maintenance, is 40 required, compared with rolled asphalt, to
years. maintain the required level of skid resistance.
Bitumen content is significantly reduced and pre-
coated chippings are not required, resulting in a
counter-balancing cost saving;

February 1998 5/1

Volume 7 home page
Chapter 5
Design Criteria
b) It also contributes less to the structural strength of
the pavement than conventional HRA surfacing
increasing overall thickness of the pavement by
approximately 25mm. The consequential effects
of this increase on the earthworks and drainage
design and their costs needs to be considered.
5.9 To determine the relative costs of surfacing
pavements with PA, compared with other materials, it is
necessary to take account of the durability of the
surfaces. PA may require replacement at an earlier date
than hot rolled asphalt but current indications are that
the expected life can be in excess of 7 years (although it
is expected the use of modified binder will give longer
life expectancy), compared with about 10 years for
rolled asphalt. There is no maintenance treatment for PA
surfacing if all the properties of the material are to be
retained, other than replacement. The consequential
traffic delay costs brought about by this increased
frequency of maintenance treatment need to be taken
into account in addition to those aspects already
considered above.
5.10 While the quantifiable benefits obtained may be
modest, the use of PA is considered worthwhile on trunk
roads at accident sites where skidding accidents, which
may have been attributed to wet weather spray, have
occurred. Although TRL research does not indicate a
strong link between accidents and spray on road
surfaces in wet weather, the relative costs and benefits
of reducing accidents at the site, need to be assessed for
each case.
5.11 The use of PA in noise sensitive areas may reduce
noise from traffic travelling on high-speed roads. Any
extra cost associated with the use of PA at a site should
be compared with alternative means of securing an
equivalent reduction in noise levels as, for example,
would be obtained by moving the line or level of the
road or providing or increasing the amount of provision
for noise barriers or noise insulation to affected
buildings.
5.12 The use of PA for noise reduction purposes on
trunk roads should only be considered where the
intention is to use PA at the outset and to re-use PA
when renewal becomes due. Costs of the use and re-use
of PA should be taken into account when considering
relative merits of various forms of noise attenuation
(insulation, barriers, bunds, PA etc). Other low-noise
surface options should always be considered.
5.13 A decision on whether or not to use PA should be
taken only after consideration of all the above relevant
factors.
5/2
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Volume 7 Section 2
Part 3 HD 26/94
5.14 The Overseeing Organisation may be consulted
for advice on the suitability of using PA in particular
circumstances. Further details on PA are contained in
HD 27 (DMRB 7.2.4.5) and also will be available in
HD 37 (DMRB 7.5.2)
DEFINITIONS OF FAILURE AND
INVESTIGATORY CONDITIONS
5.15 All pavements in this Volume are designed to
carry the traffic estimated to occur over 40 years, with
appropriate maintenance over that period. A well
constructed flexible pavement though, that has been
built above a threshold strength, will have a very long
structural life, provided that distress in the form of
cracks and ruts appearing at the surface, is treated
before it begins to affect the structural integrity of the
road.
Fully Flexible and Flexible Composite Pavements
5.16 Appropriate maintenance for flexible (20 year)
and flexible composite (determinate) pavements
includes a strengthening overlay after about 20 years -
when these pavements are expected to reach the onset of
the “investigatory” phase. Whole life costing studies
showed that if these pavements are designed to reach
the investigatory phase after about twenty years, then an
overlay applied during the investigatory phase
minimised whole life costs. It is for this reason that a 20
year initial design life to strengthening was chosen and
why pavements are designed to carry the traffic loading
(in millions of standard axles - msa) estimated to occur
over this initial 20 year period.
Critical and Investigatory
5.17 The term “critical” is no longer used. For
information on the relationship between “investigatory”
and “critical”, refer to Annex 3 of HD29 (DMRB
7.3.2). For flexible and flexible composite pavements,
the onset of critical conditions was defined as the stage
in the pavement’s life when the deterioration in its
structural strength, as measured by its deflection,
became unpredictable. Critical was never a single
moment, but a period lasting some time, and was never
meant to imply that a treatment was definitely required.
5.18 In a similar manner, should treatment not be
carried out during the “investigatory” phase, there is a
risk that subsequent deterioration will occur at an
increasing rate, and failure conditions rapidly reached.
This may require reconstruction of the whole
pavement. Whole life costing studies have shown that
reconstruction will be less economic than intervention
during the investigatory phase, and the full design life
February 1998
Volume 7 Section 2
Part 3 HD 26/94
to failure (20 mm rut or severe cracking) will not be
achieved. Because of the above risk, it is advised that a
flexible or flexible composite pavement should usually
be strengthened when 15% of a suitable treatment
length has entered the investigatory phase. On average,
up to 15% of such pavements, designed according to
this Volume, can be expected to have reached the
investigatory condition by the time the design traffic has
been carried.
Residual Life
5.19 Residual life is the time period before a pavement
is expected to enter its investigatory phase. Although
residual life is given in years it is dependent on the
traffic loading that the pavement has carried, an
estimate of future traffic loading it is likely to carry, and
the actual measured deflection. For example, a
pavement may have been designed to carry 80msa in 20
years. If by year 12 it had carried 70msa, and is
estimated to carry 10msa in the next two years, the
remaining life is not necessarily 2 years but will depend
on the measured deflection and may indicate a total
carrying capacity greater or less than the 80msa design.
5.20 A pavement that has zero residual life is just at,
or has passed into, the investigatory phase of its life.
The rate of structural deterioration may stay the same or
decrease slowly or rapidly. At some time after a
pavement has entered the investigatory phase there will
be an optimum time at which to overlay. Unfortunately,
one cannot predict with certainty when this will occur;
one can only monitor deflection and surface condition
trends, and look for changes which signal an increase in
structural deterioration.
Life Cycle
5.21 There are four main phases of structural
deterioration of a flexible pavement:
a) A period when a new or strengthened pavement is
stabilising; strength is variable but generally
increasing;
b) A period of stability when strength may remain
stable or slowly increase or decrease, and the
pavement’s rate of structural deterioration may be
predicted with some confidence;
c) A period when a pavement’s structural
deterioration becomes less predictable. Strength
may either continue as before or gradually or
rapidly decrease. Pavements entering this phase
should be monitored and investigated to ensure
that the next phase is not reached; hence this
phase is termed the “investigatory” phase;
February 1998
Volume 7 home page
Chapter 5
Design Criteria
d) The pavement deteriorates to a condition from
which it can be strengthened only by total
reconstruction. Once this phase has been reached
the pavement has reached “failure” conditions. It
is important to realise however that such
pavements may not need reconstruction
immediately, but will probably have several years
of life left in them before maintenance is
required.
During the second phase, the rate of deterioration can be
predicted with reasonable accuracy, but in the third
phase, the rate of deterioration to structural failure is
difficult to forecast with any certainty. This does not
mean that the pavement is necessarily in immediate
danger of failure - there may be many years of useful
life left in it before a strengthening overlay is required.
Pavements entering the third phase must therefore be
monitored and investigated to ensure that any
maintenance treatment is, in fact, required.
Flexible Composite Pavements
5.22 In flexible composite construction, transverse
shrinkage cracks will tend to occur in the cement bound
material (CBM) roadbase very early in the life of a
pavement. Observations have indicated that these
primary transverse cracks will not have a significant
effect on the structural performance of the pavement,
unless the soil beneath the sub-formation is moisture
susceptible. They are not therefore taken into account in
determining the onset of the investigatory phase even if
they reflect through the bituminous layers and become
visible at the surface.
5.23 Typically, the combined effect of traffic and
temperature will result in a gradual deterioration of the
CBM roadbase from both secondary transverse cracking
and longitudinal cracking, generally in the wheelpaths.
Pavement designs where this gradual deterioration is
anticipated are described as having a “determinate” life,
and are designed on the same basis as fully flexible (20
year) pavements, ie they are designed to reach the
investigatory phase of their life after about 20 years.
Some reconstruction and replacement of the roadbase
may then be required together with a strengthening
overlay to extend its life in a predictable manner.
5.24 Research has shown that if the pavement is
designed so that the strength and thickness of the CBM
roadbase are both sufficient to resist the combined
effects of traffic and temperature, the roadbase will
have a long but indeterminate life, and should not
generally need replacement at the end of the first stage
of the design life. Pavement designs of this type are
5/3
Chapter 5 Volume 7 Section 2
Design Criteria Part 3 HD 26/94

termed “indeterminate”. Designs for indeterminate life
are intended to be used for design traffic loadings
greater than 20 msa and/or where traffic delays due to
future maintenance are likely to be severe.
Rigid Pavements: Jointed Reinforced Concrete
Pavements
5.25 The failure condition of a Jointed Reinforced
Concrete (JRC) pavement represents the end of its
serviceable life, and the point where the rate of cracking
begins to increase rapidly. At that stage the life of the
pavement might be extended by suitable strengthening
measures rather than excavation and complete
reconstruction. During the life of the road, some
replacement of the concrete slabs will be required in
addition to the resealing of joints and any arris and thin
bonded repairs that may be required, see HD 32
(DMRB 7.4.2).
5.26 In Jointed Reinforced Concrete (JRC) pavements,
individual bays are judged to have failed when the
length of wide cracking per bay exceeds one lane width.
On average, up to 50% of bays can be expected to reach
the failure condition by the end of the design life.
Rigid Pavements: Unreinforced Concrete
Pavements
5.27 In Unreinforced Concrete (URC) pavements,
individual bays are judged to have failed if any one of
the following defects are present:
Rigid: Continuously Reinforced Concrete
Pavements. Rigid Composite (CRCR) Pavements
5.28 Since there are relatively few old examples of
Continuously Reinforced Concrete (CRCP and CRCR)
pavements of appreciable age in the UK, it is difficult to
define the condition expected at the end of the design
life. However, the period before the pavement requires
structural strengthening is expected to be at least the
design life, if designed in accordance with this Volume.
Likely maintenance will be localised full depth repairs
for punchouts, and spalling of CRCP as well as surface
treatments to restore skidding resistance for both CRCP
and CRCR. The criteria for structural strengthening are:
a) When most cracks are wide, reinforcement is
showing signs of corrosion; sub-base or subgrade
is affected by water penetration;
b) Settlement has resulted in a profile which
seriously affects surface water drainage.
SPECIAL CONSIDERATIONS
5.29 A factor which is likely to be of primary
importance is the degree to which future maintenance is
likely to cause disruption. In some cases, it may be
necessary to consider a slightly more expensive
pavement solution, to reduce traffic disruption
associated with future maintenance works.

a) A medium or wide crack crossing the bay

longitudinally or transversely. A medium crack is
defined as greater than 0.5mm wide and
accompanied by a partial loss of aggregate
interlock across the fracture. A wide crack is
defined as greater than 1.5mm wide and
associated with complete loss of aggregate
interlock;

b) A medium longitudinal and medium transverse

crack intersecting, both starting from an edge and
longer than 200mm;

c) Wide corner cracking, more than 200mm radius

centred on the corner.

On average, up to 30% of bays can be expected to have

reached one of the failure conditions by the time the
design traffic loading has been carried.

5/4 February 1998

Volume 7 home page
Volume 7 Section 2
Part3 HD26/94
6. THE ANALYTICAL APPROACH
6.1 The design charts presented in
Chapter 2 have been developed from
work done on experimental roads but also
with the assistance of an analytical
pavement design method. This chapter
outlines the general principles of
analytical design. However, the
Overseeing Department must be consulted
before such methods are used to produce
designs other than those given in Chapter
2.
6.2 The philosophy of the analytical approach
to pavement design is that the structure should be
treated in the same way as other civil engineering
structures, the procedure for which may be
summarised as follows:-
a) Specify the loading.
b) Estimate the size of components.
cl Consider the materials available.
d) Carry out a structural analysis using
theoretical principles.
e) Compare critical stresses, strains or
deflections with allowable values.
0 Make adjustments to materials or geometry
until a satisfactory design is achieved.
ia Consider the economic feasibility of the
result.
6.3 Figure 6.1 illustrates diagrammatically the
two modes of failure caused by trafficking of a
pavement, which the designer seeks to avoid within
the design life. The concept of a design life is
particularly important for pavements, since they do
not fail suddenly but gradually deteriorate over a
period of time.
FIGURE 6.1 Critical Stresses and Strains
January 1994
Volume 7 home page
Chapter 6
The Analrtical Aooroach
6.4 Cracking of a bituminous layer arises from
repeated tensile strain, e,, the maximum value of which
theoretically occurs near the bottom of the layer. The
crack, once initiated, propagates causing gradual
weakening of the structure and reduction in stiftitess
modulus.
6.5 For a lean concrete base or concrete slab, the
design criterion relating to fatigue cracking is
maximum tensile stress (uJ at the bottom of the layer.
In addition, for concrete slabs, in particular, the
enhanced stressesgenerated at edges or corners of the
bay are assessed. Using this method, the influence of
temperature induced stresses can also be considered.
6.6 The development of a rut arises from the
accumulation of permanent strain throughout the
structure. Its prediction is complicated and is still the
subject of research. However, if the compressive
strain in the subgrade, &, is limited, experience has
shown that excessive rutting will not occur unless poor
bituminous mix design or inadequate compaction are
involved.
6.7 The design task then, is to proportion the
pavement strncture so that the critical levels of stress or
strain will not be exceeded in the design life. To
achieve this, the designer needs information on the
engineering properties of the materials, particularly:-
a) Effective stiffness modulus, which governs load
spreading behaviour.
b) Deformation resistance, which governs rutting
behaviour.
d Fatigue resistance, which governs cracking
behaviour.
Procedure
6.8 Analytical pavement design relies upon the use
of a multi-layer linear elastic solution to the pavement
structure, generally using a sophisticated computer
program. A standard axle load (40kN wheel load) is
applied. Appropriate stiffness moduli have to be
chosen for the various pavement layers, either on the
basis of known mix properties etc. or from laboratory
or field tests. The relevant critical strains or stresses,
as described above, are found.
6/l
Chapter 6 Volume 7 Se&ion 2
The Analytiepl Approach Part3 HD 26194

6.9 Relationships between pavement life and

these critical strains or stresses have been derived
from a combination of laboratory testing and
pavement performance monitoring. The references
given at the end of this section all give such
relationships. However, it is generally necessary to
make further judgements, particularly regarding the
fatigue properties of the materials before an
analpicai methods will yield an appropriate answer
in terms of pavement life.

6.10 For example two very different bituminous

mixes such as Hot Rolled Asphalt and Dense
Bitumen Macadam would be expected to yield
different lives in fatigue for the same tensile strain.
This will in reality depend particularly on the
bier grade and content. Similarly, the permanent
deformation behaviour of a sandy subgrade will
differ from (and generally be better than) a clay of
the same stiffness and same strain e,.

6.11 It should be noted that several different

analytical design methods have been proposed,
differing slightly in their mathematical formulation.
Besides LR1132 (1984) these include (Brunton et
al, 1987; Monismith et al, 1987; Freeme et al,
1987). Experience is required in their application
since errors can arise if elements from different
methods are inappropriately combined.

Volume 7 home page

Volume 7 ktion 2 Chapter 7
Part 3 HD 26/94 References and Bibliography

7. REFERENCES AND BIBLIOGRAPHY

References
1984
LR1132; Powell W D, Potter J F, Mayhew H C
and NUM M E, “The Structural Design of
Bituminous Roads”, TRRL.
1987
RR87; Mayhew H C and Harding H M, “Thickness
Design of Concrete Roads”, TRRL.
Freeme C R, De Beer M and Vilijoen A W, “The
Behaviour and Mechanistic Design of Asphalt
Pavements”, Proc 6th Int Conf Structural Design of
Asphalt Pavements, Ann Arbor, Michigan, pp 333-343.
Monismith C L, Finn F N, Ahlbom G and Markevich
N, “A General Analytically Based Approach to the
Design of Asphalt Concrete Pavements”, Proc 6th Int.
Conf. Structural Design of Asphalt Pavements, AM
Arbor, Michigan, pp 344-365.

1988

BS4987; Parts 1 and 2 “Coated Macadam for Roads

and other Paved Areas”, BSI.

BS594; Part 1, Hot rolled asphalt for roads and

other paved areas. BSI.

1994

HD 24 @MRB 7.2.1) Trafl% Assessment,

HD 27 @MRB 72.4) Pavement Construction

Methods.

HD 32 (DMRB 7.4.2) Maintenance of Concrete

Roads.

Specification for Highway Works (MCHW l),

Highway Construction Details (MCHW3).

1987

Brunton J M, Brown SF and Pell P S,

“Developments to the Nottingham Analytical
Design Method for Asphalt Pavements”, Proc 6th
Int. Conf. Structural Design of Asphalt Pavements,
AM Arbor, Michigan, pp 366-377.

hnuary 1994 711

Volume 7 home page
Volume 7 Section 2 Chapter 8
Part 3 HD 26/94 Enquiries

8. ENQUIRIES
All technical enquiries or comments on this Part should he sent in writing as appropriate to:-

Chief Highway Engineer

The Department of Transport
St Christopher House v
Southwark Street T A ROCHESTER
LONDON SE1 OTE Chief Highway Engineer

The Deputy Chief Engineer

The Scottish OftIce Industry Department
Roads Directorate
New St Andrew’s House 1 INNES
EDINBURGH EH 13TG Deputy Chief Engineer

The Director of Highways

Welsh Office
Y Swyddfa Gymreig
Government Buildings
Ty Glas Road
Llanishen K 1 THOMAS
CARDIFF CF4 SPL Director of Highways

Chief Engineer - Roads Service

Department of the Environment for Northern Ireland
Roads Service Headquarters @k@-+$
Clarence Court
lo-18 Adelaide Street W J McCOUBREY
BELFAST BT2 8GB Chief Engineer - Roads Service

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