The brief is about bays, not about asphalt
A client asking for a car park to be resurfaced is asking about something else. How many bays are out of service on a Saturday, whether the yard still takes a curtain-sider at six in the morning, how many nights the barrier stays up, and when the disabled bays by the entrance come back. Nobody at the pre-start meeting asks what the nominal aggregate size is. They ask when they get their spaces back, and the answer to that is a phasing plan, not a paving method.
Phasing is where the fixed points bite. The entrance sits at a highway boundary you are not allowed to raise. The shop thresholds are where they are. There are forty chamber covers, a dozen gully gratings and a scattering of valve boxes set to the level of a surface you are about to bury, and every one of them has to be found, priced and lifted before the paver reaches it. A crew that turns up on night one with a paver and no schedule of ironwork will spend night one hand-working around cast iron and night four explaining a bump.
So take the job in the order the constraints arrive rather than the order the material goes down. What the existing surface will carry, where the extra thickness is allowed to go, what has to come up to meet it, and how the finished mat gets proven. The paving itself is two nights in the middle of that sequence and is the part least likely to go wrong.
What the old surface will let you get away with
An overlay is a surfacing operation, not a structural one. It buys a new wearing surface, a new profile and a sealed skin over a pavement whose structure is still doing its job. What it cannot do is repair anything that is moving. Bond a new mat onto a base that flexes under a loaded axle and you have paid for two courses of asphalt to crack in the same places as the first one, on roughly the same schedule.
The survey that decides this is a walked one. ASTM D6433, the practice for pavement condition index surveys of roads and parking lots, gives a defensible way to record it: sample units, distress types, severity and extent, rather than one adjective for the whole site. On a car park the walk needs doing when the bays are empty, which usually means the same night shift the paving will run on, and it needs a level survey run alongside it because half the distresses you are recording are shaped like the levels.
Sort what you find into two piles. Distress that lives in the top of the bound layer — ravelling, loss of surface fines, oxidised grey binder, fine map cracking, minor bleeding at the trolley bays — is exactly what an overlay is for. Distress that reports on something underneath is not. Interconnected cracking in the wheel paths of the delivery route, depressions that hold water after every shower, potholes that were patched last spring and have reopened, and any area where the surface visibly deflects under a laden vehicle are all telling you that the problem is below the layer you were proposing to add. Those areas come out full depth and get rebuilt before the overlay goes anywhere near them.
Cracks that are not yet structural still need a decision. A tight transverse crack under a new mat becomes a tight transverse crack in the new mat, usually inside two winters, because the movement that opened it has not gone away. The options are all imperfect: seal them and accept the reflection, mill deeper and lose the crack tips, or install a geosynthetic interlayer and accept its cost and its complication at kerbs and chambers. Asphalt Institute MS-16, on pavement preservation and maintenance, is the right place to argue the choice from. What is not defensible is pricing an overlay and quietly hoping the cracks stay shut.
| What you are looking at | What it is reporting | What the overlay does about it |
|---|---|---|
| Ravelling, loose fines, grey oxidised binder | The binder at the surface has aged and let go of the aggregate | Cures it — this is the failure an overlay is for |
| Fine map cracking with no pattern in the wheel paths | Surface-level ageing and shrinkage | Covers it, provided the mat below is sound |
| Tight transverse and longitudinal cracks | Thermal and reflective movement in the bound layers | Reflects through unless the cracks are treated first |
| Interconnected cracking in the wheel paths | Fatigue from below — base or subgrade is failing | Nothing. Full-depth repair, then overlay |
| Ruts with no cracking alongside them | Deformation within the bound layers | Regulate or mill; filling ruts with the surface course alone does not hold |
| Depressions that pond after rain | Settlement, very often over a trench or a chamber | Nothing until the cause is dug up and fixed |
| Edge break at an unsupported kerb line | The mat is cantilevered over nothing | Nothing. Rebuild the edge support first |
Where the thickness ends up
Three things go on top of the old surface, and they are bought three different ways. A bond coat, which is a sprayed film measured in litres. A regulating course, which is asphalt placed at whatever depth the profile demands and is therefore the one item on the job that no area-times-depth sum describes honestly. And the surface course, which is the only one of the three that is a straightforward tonnage against a stated compacted thickness.
In the areas dug out full depth, the build-up is different again: new granular base, primed, with the surface course carried straight over it. That means two different bond materials on the same site on the same night, sprayed at rates that differ by a factor of three or more, and it is worth drawing that before the distributor arrives rather than explaining it to the operator at two in the morning.
A car park overlay, sound ground on the left and a dug-out bay on the right
- New surface course — the only layer that runs across the whole site and the only one bought as a clean tonnage against a stated compacted depth Asphalt Driveway Calculator
- Regulating course — placed only where the profile is out, at a depth that varies across the area, so its tonnage comes off a level survey rather than off a multiplication
- Tack coat on the old surface — a thin bond film sprayed on bound material, meant to stay on top and break, not to soak in; tracked away by site traffic if it is not protected Asphalt Tack Coat Calculator
- Prime coat on the new base — sprayed heavily onto unbound stone so it penetrates and binds the loose surface fines, and it needs a cure period the tack coat does not Asphalt Emulsion Prime Coat Calculator
- Existing bound pavement — kept, swept and tested rather than bought, and the whole proposition of an overlay is that this layer is still carrying the load
- Granular base in the dug-out bays — only under the areas taken out full depth, ordered by weight against a compacted depth and proved by density before anything is sprayed on it Roadway Base Course Aggregate Tonnage Calculator
Everything fixed in elevation gets a vote
A 40 mm (1.5 in) overlay raises the surface by 40 mm, and every fixed elevation on the site now sits 40 mm lower relative to it. A kerb that had a 100 mm upstand has 60 mm. A shop threshold that was flush is now a 40 mm downstand into the building. A dropped kerb at the accessible route has lost most of its transition. These are not defects the paving crew introduces through carelessness; they are the arithmetic of the job, and the only defence is a level survey taken before anybody prices a depth.
Where the extra thickness cannot be accommodated, the answer is to take material away first. An edge mill along the kerb line, typically a metre or two wide and tapered out, restores the upstand and gives the roller something to compact against. A full-width mill and inlay preserves every level on the site and costs the planing, the haulage and the disposal, which is why it is specified where levels are unforgiving and avoided where they are not. Feathering the new mat out to nothing at a boundary is the option that always looks cheapest on the night and always ravels first: a feather edge has no thickness to compact and no aggregate skeleton to hold. Cut a butt joint instead.
Accessible bays deserve their own check, run twice. The ADA Standards for Accessible Design limit the slope of accessible parking spaces and their access aisles to no steeper than 1:48 in any direction, and a regulating course laid to fix ponding elsewhere on the site is entirely capable of pushing a compliant bay out of tolerance. Survey those bays before, model what the overlay does to them, and survey them again after. The same discipline applies to the falls generally: a bituminous car park surface flatter than about 1 in 60 relies on a finishing accuracy that a paver working around islands, kerbs and chamber lids does not reliably deliver, and the binding figure is on the drainage drawing rather than in anyone's head.
- Run a level survey on a grid before pricing anything, tied to a benchmark that will still exist after the works.
- Record every fixed elevation separately: thresholds, gully gratings, chamber covers, kerb tops, the boundary tie-in and each accessible bay.
- Subtract the proposed overlay depth from every kerb upstand and check what is left against what the client actually needs it to do.
- Mark the mill lines on the survey drawing, not on the night — edge mills and inlay areas are a plant decision with a lead time.
- Model the finished falls in the accessible bays and access aisles, and confirm they still clear 1:48 in every direction.
- Set the tie-in wedge at every entrance so the new surface runs out to the existing level on a cut joint, never on a feather.
The chambers come up before the paver does
Ironwork is where resurfacing jobs lose their margin. Every chamber cover, gully grating, valve box, stop-tap cover and cable drawpit on the site is currently set to the old surface and has to finish flush with the new one. On this job the specification requires them raised first, which is the harder of the two sequences to build but the one that leaves a continuous mat: the alternative — paving over the lot and cutting each one out afterwards — gives the paver an uninterrupted run and then buys you forty small reinstatements, each with its own joint, in a surface the client is about to drive on.
Raising first means boxing out. Saw-cut a square around the frame, generally a few hundred millimetres clear of it on every side so there is room to work and room to compact, break out to the top of the shaft, and lift the frame off. What happens next depends on what you find. A sound shaft with an intact top takes adjustment rings or a bedding build-up of the right height, the frame reset on a bedding mortar, and the box backfilled and compacted. A shaft whose top courses have been broken up by years of wheel loads through a rocking frame is a different job: the cover slab or cone comes off and riser sections go back in to bring the structure to the new level properly. ASTM C478 covers the precast circular sections and grade rings; AASHTO M 306 covers the castings themselves; in the UK the frame and cover are selected by load class to BS EN 124, which puts car-only parking areas in class B 125 and the routes carrying delivery vehicles and refuse wagons in class D 400.
Be honest about which of those two cases each chamber is. Shimming a sound shaft up by 40 mm is a bedding thickness question, not a ring count — most adjustment rings sit well under the 150 mm that a standard riser segment starts at, and a tall stack of thin rings under a wheel load is a hinge waiting to work loose. Many agencies cap the total adjustment height for exactly that reason, and the cap is in the standard detail for your authority. Where the raise or the rebuild is deep enough to be genuine riser work, counting the segments is the arithmetic below.
Two details decide whether the ironwork is still flush in a year. Set the cover a few millimetres below the finished mat rather than level with it, so the roller passes over the asphalt and not over the frame, and so a plough or a sweeper brush does not catch the edge. And choose the bedding by its strength gain, not its price: the manufacturer's data sheet states the time to opening under traffic for the specific rapid-strength product, and in a car park that reopens at seven that figure is the one that governs the sequence.
- Walk the site and schedule every piece of ironwork, including the ones sitting under parked cars at the time of the survey.
- Record the existing cover level and the proposed finished level for each, and note the raise required.
- Split the schedule into shims, adjustment-ring builds and shaft rebuilds before ordering anything.
- Box out, break down to sound material, and check the shaft top before deciding which of the three you are actually doing.
- Reset the frame a few millimetres below the finished mat level and never proud of it, on a bedding chosen for its opening-to-traffic time.
- Backfill and compact the box, then hand-work the mat up to the frame and roll it in the same shift, not the next one.
For the chambers whose shafts are being rebuilt to the new level rather than shimmed, this counts the riser segments the stack needs. Note its shortest ring is 150 mm — for a 40 mm lift on a sound shaft you are bedding a frame, not stacking rings, and the answer is a mortar thickness instead.
The total required depth of the manhole structure.
The height of the standard precast riser ring being stacked.
Riser rings needed
10 rings
They open the calculator with your figures already in it
Manhole Ring/Riser Segment Calculator: 10 rings — shown in imperial, US market. The link sets both, so the result they see is the one on your screen.
Estimated cost — your price
This site holds no price list for this material — local prices vary too much to publish honestly. Enter your supplier's price and the result is costed with it.
What this calculation does not cover
- Every millimetre of the depth you type is turned into riser ring. Nothing is taken off first for the base slab, the base or barrel section the stack sits on, or the cone that closes it at the top, so an invert-to-grade figure entered here returns more rings than the structure actually takes.
- Joints are absent from the arithmetic. A stack of ten rings has nine mortar or sealant joints between them, and the built height is treated as the ring count multiplied by the ring height with nothing added for joint thickness and nothing taken back for a gasket that compresses under load.
- Rounding up is where the fit disappears. The answer is a whole count and nothing else, so three metres of depth on 0.305 m rings comes back as ten rings that stand 3.05 m, and the leftover that grade rings or a frame adjustment would normally absorb is never reported.
- Height is the only ring property asked for. Diameter, wall thickness, joint profile, unit weight and load class play no part, so a narrow chamber and a wide one return the same figure even though their rings differ in cost, in weight, and in the lifting gear needed to set them.
- Because the ring-height box carries no unit selector of its own, it always reads as metres even when the depth above it is being entered in feet or inches, and an imperial take-off has to convert its 6 in, 8 in or 12 in rings by hand before typing them in.
- Anything shorter than 0.15 m is refused by that same field, which puts the thin grade-adjustment rings used for the final trim to cover level outside what can be counted here; those have to be worked out separately and added to the order.
Prime belongs on stone, tack belongs on old black
Two sprayed materials, two entirely different jobs, and a distributor operator who has been given one rate for the night is going to get one of them wrong. A prime coat goes onto unbound granular base and is meant to soak in — it binds the loose fines at the top of the stone into something coherent and gives the first bound layer a surface to sit on rather than a dusty one to slide across. A tack coat goes onto bound material, old or new, and is meant to stay on top and break into a thin adhesive film. The difference in application rate is not marginal: prime is specified in the region of a litre per square metre, tack in tenths of one, and the governing figures are in the project specification rather than in anyone's memory.
The materials differ too. Prime is a cutback — medium-curing grades under ASTM D2027 — or a purpose-made priming emulsion; tack is an emulsion selected under ASTM D977 for anionic grades or ASTM D2397 for cationic, and Asphalt Institute MS-19 is where the selection between them is argued. The other operational difference is cure time. A prime coat needs to be left, commonly a day or two and longer in cool or humid weather, before anything is paved over it, and a car park programme that has the patch areas primed at midnight and paved at two has not left it. Where the prime is still tacky underfoot, it is not ready, and blotting sand is a remedy for tracking, not for an uncured prime.
In a car park that is still trading, tack coat gets destroyed by traffic more often than by anything else. Delivery vehicles crossing a tacked area, a site van reversing over it, even the paver's own supply lorries, lift the film off on their tyres and deposit it somewhere else, and the mat you lay over the bare patch is debonded before it has cooled. Sweep mechanically before spraying, keep every wheel off the sprayed area until the paver reaches it, and where the phasing genuinely will not allow that, price a non-tracking tack grade instead of hoping. Slippage cracks at the turning circles six months later are the receipt for skipping this.
The primed area is only the bays taken out full depth, not the whole car park — measure that area separately and put a litre figure against it, because it is ordered as a different product from the tack and on a different day.
The area of granular base course to receive the prime coat.
The volume of prime coat emulsion applied per unit area of base, in the unit shown beside the field.
Prime coat needed
158 gal
Rate depends on how absorptive the base is. A tight, well-compacted dense-graded base takes far less than an open crushed-stone base, and applying a heavy-base rate to a tight one leaves emulsion sitting on the surface where it will be tracked away by the paver.
They open the calculator with your figures already in it
Asphalt Emulsion Prime Coat Calculator: 158 gal — shown in imperial, US market. The link sets both, so the result they see is the one on your screen.
Estimated cost — your price
This site holds no price list for this material — local prices vary too much to publish honestly. Enter your supplier's price and the result is costed with it.
What this calculation does not cover
- Prime coat must cure before paving — commonly 24 to 48 hours, longer in cool or humid weather. Paving over uncured prime traps solvent under the mat.
- Where prime does not fully penetrate, blotting sand is applied so haul traffic does not pick it up. That sand is a separate material.
- Many modern specifications omit prime coat entirely on well-compacted dense-graded bases, on the basis that it adds little bond and delays the works. Check what your specification actually requires before pricing it.
Ordering a mat that arrives in phases
Tonnage is area times compacted thickness times compacted density, and only the first two of those are yours. Density belongs to the mix: it moves with aggregate specific gravity and gradation, and the supplier's own mix data is the source, not a remembered constant. On a resurfacing job the area is also less obvious than it looks, because the parts of the site getting a regulating course, the parts getting only a surface course, and the parts rebuilt full depth are three different quantities and only one of them is a rectangle.
The regulating course is the honest uncertainty and it should be carried as one. It fills a void whose depth varies across the site, which means the only defensible estimate comes off the level survey — grid the area, take the difference between the existing level and the design level at each node, and average it over the area it applies to. Even then, price it as a provisional tonnage and record the surveyed basis, because a client who is billed for a variation without seeing the survey it came from will assume the worst.
Then break the order down by phase rather than by site. Each night's paving is a strip that has to start and finish on a joint the site can live with by opening time, which usually means a joint that falls along a bay line or an aisle edge rather than across a running lane. Sequence the loads so the paver never stops — every stop is a transverse joint you did not draw — and count backwards from the last load of the night to the time the mat has to be cool enough to take traffic.
Run it per paving strip rather than across the whole car park: it takes a length and a width, it is bounded at 100 m by 20 m, and phase-by-phase is how the loads get booked anyway. Read the caveat above into its answer, though — it works to an average compacted density of 145 lb/ft³ rather than asking for one, so where the supplier's mix data differs, scale the tonnage by the ratio of the two densities. Add the strips for the night's order.
The length of the driveway.
The width of the driveway.
2-3 in (5-7.5 cm) is standard for residential driveways.
Estimated asphalt driveway needed
5.891 tons
- Driveway area
- 390 sq ft
- Volume
- 81.25 cubic ft
They open the calculator with your figures already in it
Asphalt Driveway Calculator: 5.89 tons — shown in imperial, US market. The link sets both, so the result they see is the one on your screen.
Estimated cost — your price
This site holds no price list for this material — local prices vary too much to publish honestly. Enter your supplier's price and the result is costed with it.
What this calculation does not cover
- ASPHALT IS ORDERED HOT AND LAID TO A DEADLINE, which is the constraint no tonnage figure carries. A load cools on the truck, and a small residential job that cannot take a full load in one placement either pays for a part load or gets material that has lost its workability. The practical minimum order, not the calculated tonnage, is often what governs.
- The 145 lb/ft³ is COMPACTED density. Loose mix off the truck is substantially less dense, so a depth checked before rolling is not the depth you are paying for — and a mat laid to the finished depth before compaction finishes thin.
- The base beneath it decides whether any of this lasts. Asphalt is a flexible surfacing that distributes load into what is under it; laid over an inadequate or unconsolidated base it fails by rutting and edge break regardless of its own thickness.
- No allowance for the edge. An unconfined asphalt edge ravels, and either a haunch of extra material or an edging detail is needed — neither is in a rectangular volume.
- The 145 lb (66 kg) per cubic foot density is applied as a single constant to every mix, so the tonnage moves in direct proportion to it — a plant running a different aggregate gradation or binder content will weigh out heavier or lighter, and their own ticket density is the figure to order against.
- Length times width is taken as one plain rectangle, which leaves out the flare where the driveway meets the street, any turning bay or parking spur, and the extra material a curved or ragged edge swallows.
- Nothing is added on top of the geometric quantity: there is no allowance for mix left cooling in the truck bed, for over-run past the edge of the mat, or for a load that arrives too cold to lay and gets rejected.
- Thickness is treated as the finished compacted depth, because a compacted density is applied to it — the loose mat behind the paver will gauge deeper than the number entered, so setting the screed to that depth leaves the job short once it is rolled.
- A single thickness is spread over the whole area as one lift and the field stops at 6 in (152 mm), so there is no split between a binder course and a wearing course, and heavier commercial or truck-loaded sections fall outside the range the input accepts.
A thin mat on a cold surface has minutes, not hours
Everything about a car park overlay shortens the compaction window. The lift is thin, because it is a surface course over an existing pavement rather than a structural layer. The surface underneath it is cold, and on a night shift it is colder than the air. Most of the heat in a mat leaves downward into what it was laid on, not upward off the top, so a 40 mm surface course on a chilled existing pavement at two in the morning is a genuinely different rolling job from the same mix laid at midday in June. The breakdown roller belongs immediately behind the screed, not fifty metres back, and the pattern is established on a test strip at the start of the night rather than negotiated as the shift wears on.
The geometry works against you as well. A car park is full of kerbs, islands, chambers and edges, and each one is a place where the roller cannot get the confinement it needs. Hand-worked material around a raised frame cools faster than the mat and gets rolled last, which is precisely backwards. Plan those areas so the frame is in, the material is placed and the small roller is on it while the mix is still hot, and never park a vibrating drum on a hot mat while somebody sorts out a problem elsewhere.
Proving the mat from cores, not from a gauge reading
The number the specification will judge this pavement on is in-place density, expressed as a percentage of the mix's theoretical maximum specific gravity. It is a ratio of two laboratory figures. The core's bulk specific gravity, Gmb, is determined under AASHTO T 166 and describes the mat as it came out of the road, air voids included. The mix's Gmm is determined under AASHTO T 209 and describes the same material with every void removed. Divide the first by the second, multiply by a hundred, and what is left over from a hundred is the air void content — a definition rather than an approximation.
On a thin overlay, cores are not a formality that a gauge can stand in for. A nuclear gauge in backscatter mode reads through something in the order of the top 75 to 100 mm of pavement, which on a 40 mm lift means a substantial share of the reading is coming from the old surface underneath. Gauges are calibrated back to cores rather than replacing them, the correlation is mix-specific, and on a thin lift over an unknown existing pavement it is a process-control instrument and nothing more. ASTM D2950 is the method for the nuclear reading; ASTM D5361 is the practice for taking the cores that actually settle the question.
Two traps live in the arithmetic rather than in the drilling. The first is a Gmm from the wrong mix or the wrong production day — it belongs to the plant's output on the day the mat was laid, and borrowing last week's makes the ratio meaningless however carefully the core was handled. The second is judging a lot from one core. Acceptance is normally statistical across a lot of several cores by the specification's own method, and one low reading is a reason to look, not a reason to condemn. Joints are usually held to a lower threshold than the mat because they are compacted from one side, so enter the figure for the location the core actually came from.
Then reinstate the holes before you leave. A 150 mm core hole in a trafficked car park is a heel trap and a claim, and it is also a direct path for water into the layer you have just built. Fill and compact them in the same shift the cores are taken, and photograph each one with its reference so the record ties the density result to a location somebody can find again.
| Figure | What it describes | Where it comes from |
|---|---|---|
| Gmb | The core as it came out of the mat, with its air voids in it | AASHTO T 166, on the core |
| Gmm | The same mix with every air void removed | AASHTO T 209, on the day's production |
| Percent of Gmm | How close the rolling got to the void-free case | Gmb divided by Gmm, times one hundred |
| Air voids | The share of the mat's volume that is air | One hundred minus the percent of Gmm |
Put the lab's two gravities and your specification's minimum in together — it returns the percentage, the air voids that go with it, and the margin over or under the threshold you are being judged against.
The compacted core's bulk specific gravity, straight off the lab report.
The mix's void-free maximum specific gravity, sometimes called the Rice gravity.
The acceptance threshold the specification sets for this lift.
In-place density
93.73 %
- Air void content
- 6.27 %
- Margin over the specified minimum
- 1.73 %
- Specified minimum applied
- 92 %
They open the calculator with your figures already in it
Asphalt In-Place Density (Percent of Gmm) Calculator: 93.73 % — shown in imperial, US market. The link sets both, so the result they see is the one on your screen.
What this calculation does not cover
- One core describes one location. Acceptance is normally decided on a lot with several cores, by the specification's own statistical method.
- Nothing here judges whether the Gmm used belongs to the same mix and production day as the core.
Handing it back
Markings go back from a record, not from memory. Photograph and dimension the existing layout before the first mill cut, including the bay count, the aisle arrows, the accessible bay hatching and anything the client has added since the site was built. Paint can go down once the mat is cool enough to walk without marking, but thermoplastic and cold-applied plastics each have a substrate temperature and cure window in the manufacturer's data sheet, and applying either onto a mat that is still giving off heat is how a client ends up with a bay line that has sunk into the surface.
Reopening is a temperature decision. A mat still warm enough to take an impression will take one from a power-steering scuff in a parking bay, and those scuffs are permanent. Let it cool to something close to ambient before the barrier goes up, which on a summer night is the last hour of the shift and on a cold one is quicker than the crew expects. Leave the client a marked-up drawing of every chamber raised, every full-depth repair and every core location, because the next contractor on this site will otherwise have to find all three the hard way.
What has to be settled before the first phase
A resurfacing take-off is mostly a survey, not a material list. The quantities are easy once the levels and the ironwork schedule exist, and undeliverable before they do.
- Grid level survey, existing and design — Tied to a benchmark outside the works. It produces the regulating tonnage, the mill areas and the ironwork raises in one exercise.
- Condition survey by sample unit — Recorded to ASTM D6433 rather than as a single adjective for the whole site, so the full-depth areas are defensible when they are billed.
- Full-depth repair areas — Measured, marked on the drawing and priced separately. These are the areas an overlay cannot fix and the ones a client queries.
- Schedule of ironwork — Every cover, grating, valve box and drawpit, with its existing level, its finished level and whether it is a shim, a ring build or a shaft rebuild.
- Kerb upstand after the overlay — Existing upstand minus the overlay depth, checked against what the client needs the kerb to do. This is what decides whether you edge mill.
- Accessible bays and access aisles — Modelled at the finished level and confirmed against the 1:48 limit in every direction before the surface course is laid, not after.
- Bond coat split — Primed area and tacked area measured separately, with their two rates. They are different products, and the tack rate is a fraction of the prime rate.
- Surface course tonnage by phase strip — Compacted thickness times area times the supplier's own mix density, one strip per night's paving rather than one figure for the site.
- Regulating course as a provisional quantity — Averaged off the survey grid and recorded as such. It fills a variable void and no fixed depth describes it honestly.
- Density acceptance and coring frequency — The percentage of Gmm required, the lot size, the number of cores and the separate figure allowed at joints — all from the specification.
- Markings record — Photographed and dimensioned before the first cut, including bay counts and hatching, so the reinstatement is a copy and not an interpretation.
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