a

Technological Institute of Chilpancingo

Unit 1
HISTORY OF PAVEMENTS

Design and construction of pavements

Osvaldo Santos Sevilla

No. 17520222

Group B
HISTORY OF PAVEMENTS
BACKGROUND
The stone was one of the first materials used by man.
due to its extraordinary characteristics, such as resistance,
decoration, etc., and also as raw material for manufacturing
of others materials of construction.

It is estimated that it was around 3000 BC that the Hilite Empire (in the Anatolian peninsula)
built the firstroadsto solid ground.

In Crete during the Middle Minoan period (2300–1700 B.C.), it was used as flooring in the
processional route that runs from the vicinity of the sea to the palace of
Knossos, large stone slabs set on layers of clay, stone, and plaster.
Typically, the stone used is limestone due to its abundance in the area and workability.
although sandstone is used on rare occasions.

In Babylon (600 B.C.), on the processional avenue of AiburShabu, they use

also slabs like pavement. The subgrade consists of several rows of blocks
of terracotta united by asphalt Figure: 0 natural and as pavement limestone slabs
chamfered at the bottom, also sealed with natural asphalt, including the joints.

other examples of paving have been found on the main arteries that connected the
real Persian capitals in Iran. Thus, remnants of pebbles as well as gravel have been found,
paved stone, arranged on the ground in a width that ranges between 5 and
the 7 meters, near Kūh-i Qaley Kūh-i Shahrak, in the heart of the Iranian region of Fārs. There is
Researchers who have linked these remains to those of a channel, although the non-existence of
these structures to the southeast of Kūh-i Qale support the interpretation that these remains formed
part of an ancient paved road, which has been dated to the Achaemenid period.
Roman roads

To be fair, the Carthaginians are generally credited with the merit of having been
the first to build and maintain a system of roads (around 600 B.C.)
according to Tillson [1900]. It is suggested that the Romans adopted the practice of a system
of military roads of the Carthaginians. It is estimated that the Romans built about
87,000 km of roads within its empire (approximately equal to the length of the
interstate system of the U.S.

It is very likely that the Greeks were

the first to use the carts to
wall coverings, being more
afternoonthe Romans the what
perfected the process of
manufacturing, selecting with great
careful with the raw materials that
they were coming from Etruria, studying although
rudimentarily, the properties of
the lime after it has been cooked. To the lime a
once obtained, they added sand for the
manufacturing of mortars. Both in the times of the Romans and in the following centuries,
they considered as impure limestone those that contained clay for the production of lime.

The section of the Appian Way can be considered the type of roadway of the highest quality.

The Roman design for its primary roads in the United Kingdom generally consisted of four
layers (from top to bottom) as follows [Collins and Hart, 1936]:
• Crustal Summit (surface): Smooth, polygonal blocks lying on the layer
underlying.
• Core: A type of base layer composed of gravel and sand with lime cement.
• Rudus: The third layer is composed of masonry and smaller stones as well.
established in lime mortar.
• Statumen: Two or three rows of flat stones set in lime mortar.

During the 15th and 16th centuries

During the 15th and 16th centuries, the paving of streets became popular. Although the
The French were the first nation of modern times to conduct a study.
systematic of road construction, the oldest technical document that
knowledge about road construction is a police ordinance from Julich-Berg dating back to
1554 and regulates the repair of roads with stones, wood, and bundles found in the
proximity.
In the seventeenth century, in France, the creation of“The School of Bridges and Roads”,
the first engineering school in the world, and what is more important, it includes the
initial conservation expenses in the General State Budgets.

It is in this period when the foundations of 'modern' construction begin to be established.

of the roads/highways, sections of pavements are determined, based mainly on
the use of stone in the different layers.

In France, there is an event and three names linked to the construction technique of
ways. The three names are Hubert Gautier, Jean-Rodolphe Perronet and Pierre-Marie-
Jereme Trésaguet.

Hubert Gautier (1660–1737)

He wrote a Treatise on Bridges that was a model book for more than 70 years, and Treatise on the
Construction of Roads (1715) which is considered the first modern treaty of
construction of roads. In his treaty, he advises the stabilization of clay soils
mixing them with gravel and, curiously, advises against compacting the embankment.

Pierre-Marie (1716–1796)
He considered that the foundation soil and not the layers of a road should support
the loads and developed a construction system improving the support. reducing
thickening it by successive layers of crushed stone with a hard surface.
I recommend the following layers.

A base of thick stones driven in by hand.

A layer of regulation with fragments of stone.
A wearing surface with a thickness of three inches made up of stones from
size of a hard and crushed walnut.

Mosaics 1800
Coming from the East, they were introduced to Europe by the Greeks. These mosaics
they were made by combining small pieces of marble and natural stones that were fixed
between itself and the ground using natural lime-based cement.
Thomas Telford (1757–1834)
Telford attempted, as much as possible, the construction of roads on relatively flat slopes.
(no more than 1 in 30) in order to reduce the number of horses needed for transport
load. Additionally, the pavement section was approximately 350 to 450 mm deep and
It is generally specified in three layers.

The lower layer consists of large stones (100 mm) wide and between 75 to 180 mm.
of depth [Collins and Hart, 1936]. It is this specific layer that makes Telford's design
unique [Baker, 1903]. On top of this, two layers of stones of 65 mm were placed.
of maximum size (approximately 150 to 250 mm of total thickness) followed by a layer of
gravel rolling over 40 mm thick (see Figure 2). It is estimated that this system
It could support a load of 88 N/mm (500 pounds per inch of width).

John Loudon Macadam (1756–1836)

In 1820, John Macadam observed that most of the "paved" roads in the United Kingdom
In the early 1800s they were made of rounded gravel [Sonríe, 1904]. I knew that
angular gravel over well-compacted subgrade would perform substantially better.
An inclined sub-base surface is used to improve drainage (unlike Telford
which uses a flat sub-base surface) on which angular aggregate (hand-broken) is placed
maximum size of 75 mm) in two layers for a total depth of about 200 mm
[Gillette, 1906]. In addition to this, the wear layer was placed (approximately 50 mm thick,
with a maximum total size of 25 mm) [Collins, 1936]. Macadam's reason for the size of
25 mm maximum aggregate was to provide a 'smooth' walk for cart wheels. Therefore,
The total depth of a typical Macadam pavement was about 250 mm.

The first pavements that we could consider as precursors to the current ones were
those from“Macadam”The allowable load in this type of pavements was estimated at 158 N/mm. It is estimated
that, in the first half of the 19th century, about 2,500 km had been built in Great Britain,
roads with this type of material.

1870 Edmund J. DeSmedt

It produced the first asphalt pavement in New Jersey, United States. Also
paving Pennsylvania Avenue in Washington, D.C. for which I used 54,000
cubic yards of asphalt layers from Trinidad Island.
Its initial use occurs in the United States, due to the need to create roads and routes.
transitables for mass transportation. Creation of new transport routes due to the
population growth.

1900 Frederick J. Warren

He patented the first hot asphalt mixtures for paving, called
Warriente-Bitulithic
1901 The oil
The development of oil promotes the use of asphalt binders for manufacturing.
of roads and runways.
Aviation is developing at great speed, so the construction of
runways that can support the weight of aircraft.

1905 The concrete

Concrete begins to be used as a material for the construction of roads,
giving rise to the most important public works project in history: the system
interstate highways, with a length of almost 28,000 km.
1990 Minnestore Research Project Essay
It was done to determine the effect of heavy traffic and climate cycles on the
materials about pavement design.

2000 NCAT Pavement Test Track

Its primary objective was to compare the behavior of different asphalt mixtures.
as they are subjected to real traffic over time.

Conclusion
The use of pavements dates back many years due to the need for
to move along a path that was resistant. Since earlier times it was known
knowledge that some materials were resistant to the transit that existed, and
they started to improve those conditions by changing materials, layer thickness,
length and width of the track for better resistance.
Each civilization had its way of making pavement with different materials such as
sand, limestone, sandstone, amalgam, clay, gravel, gypsum among others.
All this information we have has helped us improve what are the
pavements and thanks to the researchers today we have different types of
pavements.
Bibliographic references

• COMMUNICATION TEAM (2016) History of the use of asphalt,

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• Rama Labrador F. History of urban pavements. Cimbra

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• RuizDayana, HISTORY OF PAVEMENT, Timeline created

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• redsocial56(2015)History of the Pavement

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October 2020

• Zorío Blanco V. History of roads, road transport and transportation.

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2020

• Unable to access the content from the provided URL.[Access October 10 of

2020

• Joaquín Velázquez Muñoz, 2012, Herakleion pp. 51, 52

Construction and Validation of a Questionnaire to Assess the Environmental Attitudes of University Students in Mexico.
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