Britpavedigital 189976
Britpavedigital 189976
Britpavedigital 189976
NON-DESTRUCTIVE
DENSITY TESTING OF
CONCRETE PAVEMENTS
A Guide to the use of Nuclear Density Gauges
with Pavement Quality Concrete
Non-Destructive Density Testing of Concrete Pavements
BRITPAVE
Britpave, the British Cementitious Paving Association, promotes the better and greater use of concrete and
in-situ cementation infrastructure solutions. Members include major contractors, specialist equipment and
material suppliers, consulting engineers and interested trade associations. Together, Britpave provides a single
voice for the in-situ cementitious infrastructure sector.
Britpave
Indigo House
Unit Mulberry Business Park
Fishponds Road
Wokingham,
Berkshire
RG41 2GY
Email: info@britpave.org.uk
DISCLAIMER
All Britpave publications are published in good faith. All advice and information is provided for those who will evaluate the significance and
limitations of the publication and who will take responsibility for its use and application. No liability (including that negligence) for any loss
resulting from any such advice or information is accepted by Britpave or its authors.
2
Contents
Contents
Executive summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1 Background Research. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6
Summary of Key Recommendations
(upon which this non-destructive test method is based). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
References. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3
Non-Destructive Density Testing of Concrete Pavements
Executive Summary
Background
In order to avoid the need to take cored specimens from a newly laid concrete pavement, non-intrusive testing
for both concrete strength and in-situ density is required. The latest (2020) edition of the Specification for
Highway Works [1] has adopted strength compliance requirements based on cubes in accordance with BS EN
206 [2] and specifies that with the exception of the trial length, density shall be determined by non-destructive
methods. It is for the Contractor to propose a suitable non-destructive testing method for approval – the
Specification does not specify the methodology other than to require correlation against in-situ cored samples
in the trial length.
Basis of System
This non-destructive testing system is based on the use of nuclear density gauges, the quality control method
for density previously recommended in the 2003 edition of Notes for Guidance to the Specification for
Highway Works [3], Series NG 1000, and removes the need for cored specimens other than those required for
initial correlation and calibration exercises. It is acknowledged that other types of density gauges are used in
the asphalt industry, but these are geared towards thinner layers and are considered unsuitable for the thicker
layers involved in concrete pavements.
Trials
In order to calibrate the non-destructive test method, both the end performance (by coring) method and the
non-destructive NDG method are employed during the specified trial length and the results used to calibrate
each NDG device. This is necessary so as to produce quantitative results rather than simply qualitative
comparisons. The method for calibration is based on that used for Hydraulically Bound Mixture (HBM) density
measurements in the Specification for Highway Works [1], Series 800 and detailed in BS 1924-2 [4].
Key recommendation
Compliance density should be minimum 97% of the mean density of cubes made from the same delivery of
concrete. This effectively eliminates any variations due to air entrainment of the concrete and is consistent
with the maximum permissible entrapped air of 3%. The system can thus be applied to concrete with or
without entrained air.
4
1 - Background Research
1.2 The Notes for Guidance on the Specification (2003 edition) [3] recommended the use of Nuclear
Density Gauges for quality control of density in concrete pavements following research carried out by
TRL, in parallel with compliance testing on cored samples.
1.3 This research was undertaken by TRL on the evaluation of Nuclear Density Gauges
for use on pavement quality concrete (unpublished report PR/IP/67/01) [6] and concluded that
they could be used to assess the density of fresh pavement quality concrete, giving guidance of the
methodology and calibration required.
1.4 The report stated that “although the comparison of in-situ NDG derived values of dry density with
calculated values of theoretical maximum dry density (TMDD) is an acceptable approach, it is more
direct to compare the in-situ NDG wet density readings with a target wet density determined from a
refusal test.”
It went on to point out that this approach would avoid “the potential inaccuracy associated with
calculated values of TMDD”.
1.5 The system outlined in this guide is based on the comparison of in-situ NDG wet density with the wet
density of fully compacted cube specimens from the same concrete.
2.0 Strength
The procedure for testing and control of strength in the Specification for Highway Works [1] (2020
edition) for the main slab construction is as follows:
• S ets of 3 cubes shall be taken for every 400m² of pavement laid; a minimum of 6 sets per day shall
be taken.
• T he set of samples shall be taken from concrete delivered to the paving plant, each set being from a
different delivery of concrete.
• O
ne cube from each set shall be tested at 7 days (for early warning) and the other two at 28 days
after mixing (for compliance).
• Specimens shall be tested for compressive strength in accordance with EN 12390-3. [7]
• C
ube 28 day strengths will be assessed for compliance in accordance with BS EN 206 [2] Annex B,
Table B1 – Identity criteria for compressive strength.
3.0 D
ensity – Outline of Non-Destructive
Testing Approach
3.1 The Specification for Highway Works [1] Clause 1003 requires the density of saturated cores cut from
the pavement in the trial length, to be not less than 95% of the mean of 6 fully compacted moulded
specimens made from the same concrete and tested at the same age. This testing would typically be
carried out prior to the strength testing of the 7-day cube specimens from the trial length.
5
Non-Destructive Density Testing of Concrete Pavements
3.2 In accordance with Clause 1004 and Table 10/12 of the Specification, a minimum of 6 cores must be
taken from the trial length.
3.3 In the trial length, a minimum of three locations will be required for taking cube samples, NDG tests
and subsequent cored samples.
3.4 At each location, 3 cube samples, 2 NDG density determinations and 2 core samples will be taken,
with the cores being taken within 1m of the NDG test positions.
3.5 The refusal density concept assumes that the full compaction process for the moulded specimens
(cubes) removes all entrapped air, and leaves just entrained air in concrete with air-entrainment.
There is no practicable way of verifying this assumption and even if alternative cube specimen
compaction was undertaken, such as by vibrating table, it is not readily possible to differentiate
between entrained and entrapped air. As the end performance compliance tests for density in the
trial length are based on the site cube densities, it is proposed that the non-destructive approach be
based on the same cubes, albeit their wet bulk density rather than saturated density.
3.6 This approach has the advantage of an ongoing calculation of the refusal density for each test
location, rather than relying on a unique value from a trial mix, particularly with the variability inherent
between different deliveries of air-entrained concrete.
3.7 As the combination of NDG test and set of cubes relate to the same delivery of concrete, it is
assumed that any variability in entrained air content within that delivery, may be ignored.
3.8 On the assumption that the compaction of the cube specimens removes all entrapped air leaving only
entrained air where specified, the cube density thus represents refusal density for that concrete mix.
This is referred to as the Reference Density.
3.9 The Specification for Highway Works (May 2001 edition) [8] gave details in Clause 1003 of the
permissible air voids in the concrete pavement. The maximum permissible air voids is 3% in concrete
without air-entrainment, with the maximum permissible total air voids for air entrained concrete with
20mm maximum aggregate being 9.5%, corresponding with maximum permissible entrapped and
entrained air.
3.10 The minimum density requirement for the concrete can then be expressed as 97% of the Reference
Density, allowing for maximum permissible entrapped air of 3%.
3.11 The TRL report [6] recommends that the results are monitored as a running mean of four to identify
trends in density along the site.
3.12 As stated in the TRL report, it is important to note that “the density results obtained using the NDG
are not directly comparable to those obtained from cores extracted from the pavement, owing to
differences in the state of the material and time of testing”. For this reason, the NDG wet density
results are referenced against the wet density of cube specimens, expressed as a % of the mean wet
density of the corresponding set of 3 cubes (the Reference Density for the set).
3.13 During the main works, should the running mean of four consecutive NDG results be less than 97%,
then suspect individual results may be checked by taking a core and comparing with the saturated
cube densities, as required in the trial length.
6
4 - Calibration of the Nuclear Density Gauge to the Pavement Concrete Mix
3.14 Core densities may be marginally higher in some cases than the cube densities, indicating that the
slipform compaction process can produce lower air voids than the manual cube making process. This
is not unexpected, due to the intensive internal vibration inherent in the slipform process. However,
results from major projects would indicate that core densities are typically 97% to 98% of cube
densities under normal production conditions.
4.0 C
alibration of the Nuclear Density
Gauge to the Pavement Concrete Mix
4.1 It is standard practise to calibrate a NDG against a sample of the material in question compacted to
refusal or to a known density - in any event to a density which can be calculated. In this case, the
cube specimens are taken to be compacted to refusal as discussed in Section 3 of this guide and will
be used to determine refusal wet density (Reference Density) for production compliance in the main
works.
4.2 However, the saturated densities of the cubes are more accurate, as they are independent of cube
mould dimensional assumptions made in calculating the wet density of the fresh concrete. The NDG
calibration coefficient will therefore be based on the relative saturated densities of the cubes and
cores of the same age, produced from the same loads of concrete within the trial length.
4.3 Clause 870 of the Specification for Highway Works [1] requires the NDG to be calibrated for density
testing of Hydraulically Bound Mixtures, in accordance with BS1924-2 [4] involving the calculation
of a correction factor (or calibration coefficient) which is simply the ratio of the gauge reading to the
known density of the material in a “calibration box” of defined dimensions, with two determinations
being required. In this case however, the data from the cores (tested at 7 days) and corresponding
cubes from the trial length, will allow a sample population of 6 NDG and 6 core results to be included.
4.4 The derivation of the calibration coefficient to be applied to the NDG results is in accordance with
the method described in BS 1924-2 [4], except that results of saturated core and cube densities
determined in accordance with the trial length testing requirements, are used to calculate the
calibration coefficient for each NDG device. This approach ensures a correlation between the NDG
wet density and the saturated core density is established for each gauge and each concrete mix, as
the same cubes are used for both wet density and saturated density referencing in lieu of calibration
boxes.
4.5 A worked example is included in Appendix A. Note that the correction calculation is unique to each
gauge and concrete mix design.
4.6 The gauge shall be calibrated against the concrete during the construction of the trial length and
repeated should any changes to the mix design of the concrete be carried out.
4.7 Periodic checks against cored samples may be carried out at an agreed frequency and locations.
7
Non-Destructive Density Testing of Concrete Pavements
5.2 Determination of in-situ wet density shall be made by NDG at locations corresponding with each set
of cubes specimens, following the procedure outlined in the Specification for Highway Works [1],
Clause 1003 and Table 10/12.
5.3 TRL research indicated that both standard and strata nuclear density gauges may be used. The
standard gauge is widely available and would normally be used. The stratagauge may be used in
composite slabs comprising layers of concrete with dissimilar materials/properties such as 2 layer
exposed aggregate (EACS) construction.
5.4 The use of nuclear density gauges with wet concrete may present safety issues if the probe is in
contact with wet concrete and thus would require regular cleaning. This problem was identified at an
early stage in the TRL research and was overcome by the use of a protective aluminium plate and
guide tube into which the source probe is placed. A typical arrangement is shown in photographs
from the TRL report [6] included in Appendix D.
5.5 The gauge shall be used in direct transmission mode of operation. Each test shall consist of 3
measurements at 120 degrees to each other using the same source rod hole and the density taken as
the average of the higher 2 results.
5.6 Avoidance procedures shall be adopted to ensure the NDG results are not affected by reinforcing
steel. The location for insertion of the gauge probe shall be determined by measurement in order to
place the probe midway between the longitudinal bars in the reinforcement steel.
5.7 To ensure that the transverse reinforcement is avoided, the position of the nearest accessible
transverse bar should be marked and the test location chainage determined by measuring in
multiples of the 600mm transverse bar spacing, or by marking out the test location on the bound
base ahead of the paving operation.
5.8 The guide tube for the source rod (probe) should be inserted to depth of at least 150mm, the test hole
being made by carefully driving in a calibrated steel rod. The timing of this operation must be such
that the concrete is stiff enough not to collapse in on itself – typically 20 to 30 minutes after paving.
5.9 The holes (approximately 20mm in diameter) shall be reinstated using a mortar grout comprising 2
parts sand to 1 part cement, within 24 hours and finished flush with the concrete surface.
5.10 The NDG density result shall be expressed as a % of the mean density of the corresponding set of
cubes (the Reference Density for that set).
5.11 It is important to note that cube and NDG test groups must be performed on the same delivery
of concrete. Delivery records and pavement laying records must be co-ordinated as part of the
traceability procedures in the site quality assurance system, to ensure that cube and NDG tests
correlate to the same concrete delivery. This is essential to take out any variability in entrained air
between deliveries.
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6 - Summary of Key Recommendations
6.1 The calibration/correlation process shall be carried out for each individual NDG apparatus and each
concrete mix.
6.2 As site cube specimens, fully compacted in accordance with BS EN 12390-3 [7], are used to define
the benchmark density for compliance assessed by cored samples, these cubes are accepted as
setting the benchmark for refusal bulk wet density for calibration of the NDG in the trial length and for
testing of the main works.
6.3 The in-situ wet density is measured by NDG, corrected by the calibration coefficient established at
the trial length, and expressed as a % of the Reference Density calculated for each test set in the
main works.
6.4 The compliance requirement is that the running mean of 4 NDG in-situ wet density results achieves a
minimum of 97%, with no individual result less than 95%.
9
Non-Destructive Density Testing of Concrete Pavements
7.0 Appendices
A: Calibration of NDG for Pavement Quality Concrete – worked example
Calibration of NDG using cores from Trial Length- Derivation of calibration coefficient (CC)
Date: 18/02/2017
2424.4
10
B:
Density Testing Report
CUBES NDG
Running mean
Concrete Cube Mean set % of mean cube
Date Set No Chainage Wet density NDG density Corrected NDG³* of 4 consecutive
Ticket No reference wet density¹ wet density²
results
kg/m³ kg/m³ kg/m³ % result %
1
1
1
2
NDG Density Test reporting template
2
2
3
3
3
4
4
4
5
5
5
6
6
6
¹ Mean of each ² NDG density as % ³ Result = previous
set of 3 cubes of mean cube wet column x CC
density of each set
* NDG site result corrected by unique factor for each gauge.
11
12
Density Testing Report
CUBES NDG
C:
Running mean
Concrete Cube Mean set % of mean cube
Date Set No Chainage Wet density NDG density Corrected NDG³* of 4 consecutive
Ticket No reference wet density¹ wet density²
results
19/02/2017 kg/m³ kg/m³ kg/m³ % result %
4 11570-West bound lane 1 0234-076 714A 2440 2460 100.7% 99.1% 99.2%
4 714B 2450
Non-Destructive Density Testing of Concrete Pavements
D: Typical aluminium protective plate and guide tube in use with NDG
13
Non-Destructive Density Testing of Concrete Pavements
References
1. Specification for Highway Works – Manual of Contract Documents for Highway Works, Volume 1 (2020)
2. Concrete – Specification, performance, production and conformity. BS EN 206:2013
3. Notes for Guidance on the Specification for Highway Works – Manual of Contract Documents for
Highway Works, Volume 2 (2003)
4. Hydraulically bound and stabilized materials for civil engineering purposes. Part 2: Sample preparation
and testing of materials during and after treatment. BS1924-2, 2018
5. Specification for Highway Works – Manual of Contract Documents for Highway Works, Volume 1 (2003)
6. The evaluation of Nuclear Density Gauges for use on pavement quality concrete PR/IP/67/01 –
Transport Research Laboratory (unpublished report)
7. Testing hardened concrete. Compressive strength of test specimens. BS EN 12390-3:2009
8. Specification for Highways Works – Manual of Contract Documents for Highway Works,
Volume 1 (2001)
14
References
15
The British Cementitious Paving Association
Britpave, the British Cementitious Paving Association, promotes the better and greater use of concrete and
in-situ cementation infrastructure solutions. Members include major contractors, specialist equipment and material
suppliers, consulting engineers and interested trade associations.
Together, Britpave provides a single voice for the in-situ cementitious infrastructure sector.
DISCLAIMER
All Britpave publications are published in good faith. All advice and information is provided for those who will evaluate the
significance and limitations of the publication and who will take responsibility for its use and application. No liability (including
that negligence) for any loss resulting from any such advice or information is accepted by Britpave or its authors.
MBC31323-1