Report on stormwater management

“Water Absorbing Road (W.A.R.): New Technique
for road construction using pervious pavement ”
A SEMINAR REPORT
Submitted to
SAVITRIBAI PHULE PUNE UNIVERSITY, PUNE
Submitted By
1) Saurabh Anil Pawar (S190510157)
Under the Guidance of
Prof. Rahul Kesarkar
DEPARTMENT OF CIVIL ENGINEERING
JSPM’s IMPERIAL COLLEGE OF ENGINEERING & RESEARCH
WAGHOILI, PUNE- 412207
A.Y.2020-21
JSPM’s Imperial College of Engineering & Research

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INDEX:
Sr. No. CONTENT Page Number
1. Introduction 5
2. Literature Survey 8
3. Objectives of Study 10
4. Area of Study 11
5. Observations 13
6. Research Methodology 17
7. Merits/Demerits 28
8. Future Scope of Study 29
9. Conclusions 31
10. References 32

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Abstract:
Roads are lifeline of our country as it is the best suitable method for all type of
vehicles and most used by common people. The development of any country largely
depends on the efficiency of its transportation system, because the transportation of a
chain of activities related to economic development. Human wants are satisfied by the
production of good and its distribution. It provides access to airport, dock & harbours
railways stations which are other modes of transport. It provides door to door services
which is not possible by other modes of transport. Total road length = 5,532,482 km in
India including village road. The road is ordinary type i.e., concrete road, WBM road
or bituminous road. If we replace these roads by water absorbing road (WAR) we can
save large quantity of water. Ordinary road constructed in cities majorly face the
problem of flooding of road and because its top layer is impervious. In urban areas
larger amount of rainwater ends up falling on impervious surfaces such as parking lots,
driveways, sidewalks, and streets rather than soaking into the soil and becomes
stormwater. This creates an imbalance in the natural ecosystem and leads to a host of
problems including erosion, floods, ground water level depletion and pollution of
rivers, as rainwater rushing across pavement surfaces picks up everything from oil and
grease spills to de-icing salts and chemical fertilizers.

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INTRODUCTION:
Presently natural resources are increasingly consumed due to rapid urbanization.
Because of this, various strategies are being investigated by Engineers to protect and
restore natural ecosystems in the world. Stormwater management has become a prime
factor for cities and municipalities due to increased urbanization. The impervious
nature of conventional pavement systems has resulted in increased stormwater runoff
quantity that has stemmed in a large volume of first flush containing unacceptable
level of pollutants and unwarranted flash floods.3-6 The impervious pavement acts as
a heat storage media release the heat back into the atmosphere during night times.
Because of which, Urban Heat Islands (UHI) has to lead to thermal discomfort which
will increase the electricity bills and increase in CO2 emissions due to high usage of
air conditioners. To reduce the impact of urbanization, a lot of research is going on to
use eco-friendly materials and adopted detention and retention basins to reduce runoff.
By considering all strategies, to reduce the effect of urbanization on groundwater and
other environmental factors, the pervious pavement is considered as the best solution
in structural, hydrological, economic point of view. The research on pervious
pavement materials has been in developed countries such as USA and Japan since
1980’s. Pervious concrete is a mixture of Portland cement, water, coarse aggregate and
in some cases, chemical admixtures. The absence of fine aggregate helps in increasing
the voids and water can pass through these voids and reaches to ground level. It has
relatively stiff consistency, which dictates its handling and placement requirements.
Permeable Pavement is the best solution for increased storm water runoff and decrease
stream water quality. Pavements are an emerging technology constructed for low
volume roads and parking lots alternative storm water management technique or best
management practice. Permeable pavements are alternative paving surfaces that
capture and temporarily store the storm water by filtering runoff through voids in the
pavement surface into an underlying stone reservoir. Filtered runoff may be collected
and returned to the conveyance system, or allowed to partially infiltrate into the soil.
Fig.1: Basic ideal design of water permeable pavememnt

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This system is not so widely used in India. Permeable Pavement Systems are designed
to achieve water quality and quantity benefits by allowing movement of storm water
through the pavement surface and into a base/sub base reservoir. The water passes
through the voids in the pavement materials and provides the structural support as
conventional pavement. That’s why permeable pavements can be served as an
alternative to conventional road and parking lots. These pavements have ability to
reduce urban runoff and trap pollutants. Also, it provides the opportunities to reduce
the impacts of urbanization on receiving water systems by providing at source
treatment and management of storm water. Permeable pavement systems have been
shown to improve the storm water quality by reducing the pollutant concentrations and
pollutant loading of suspended sol. The main purpose of this review paper is to
provide knowledge about the pervious material and its advantages. There is a lot of
scope for research in this area, which helps to protect our environment and ground
water resources, heavy metals, hydrocarbons and some nutrients.
Need Of Permeable
Pavement
To solve traffic jam
problems in highly
developed areas due to
problem of water logging.
To reduce the imbalance
in natural ecosystem.
By using permeable
paving system, we can
collect the rainwater/ Storm
water by this system and
store to ground water table
or by constructing a tank.
Permeable pavement can reduce the concentration of some pollutants either
physically (by trapping it in pavement or soil), chemically (bacteria and other
microorganisms can breakdown and utilize some pollutants), or biologically (plants that
grow in some types of pavements).
Need of adaption to this technique in INDIA:
land which could hold the rain water are being systematically converted into valuable
real estate with a result that impervious surfaces such as roads, parking lots, roof tops
are covering the natural vegetation. The use of pervious concrete can help alleviate the
damage of all of these ills. Another significant advantage in India as compared to
Western countries is the significantly lower cost of labor. Much of the pervious concrete
construction is manual and can be done without heavy equipment and therefore pervious
concrete can be placed at a lower cost even in rural areas. A caution though is the higher
prevalence of airborne dust in India that could lead to clogging of the pervious concrete.
Pervious concrete can function with no maintenance and some level of clogging.
Nevertheless, frequent preventative maintenance is recommended. In apartment

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communities, resident associations could perhaps take this over and those applications
could be the first ones to be attempted. In future with increased urbanisation,
diminishing ground water levels and focus on sustainability, technologies such as
pervious concrete are likely to become even more popular in India as well as other
countries
Indian cities must become ‘sponge cities’ to tackle urban flooding as –
1. Urban flooding has become a recurrent feature in Indian metros. India’s Land
policy has not helped in managing or controlling the recurrence of major floods
in urban areas. The reason for poor land policy could be economic, social and
political. The importance of proper land policy has been highlighted even by
World Meteorological Organisation (WMO)
2. There is a lack of a proper drainage network in the cities. Trillions of litres of
free, rainwater drop each year, yet most of it is channelled straight into gutters,
drains and rivers. This represents a waste of a valuable natural resource.
3. Concrete structures tend to wastewater while natural systems retain it. When we
build cities, we build on wetlands and ponds, which actually have the ability to
soak in extra water.
4. Cities are getting bigger and climate change is threatening to bring more extreme
weather events. There is no long-term vision of how to tackle such climate
challenges.
5. Rising global temperatures are making rainfall from storms more destructive
which bring devastating urban floods.
Fig:2 the death causing due to floods.

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Literature Survey:
The literature search included reviews of published and unpublished literature, field
performance reports, and other published and unpublished documents. Quite a lot has
been published over the last two years about permeable pavements. An extensive
bibliography is provided at the end of this report. However, the literature on field
performance remains limited.
Lucas Niehuns Antunes, Enedir Ghisi and Liseane Padilha Thives (Nov. 2018):
Permeable Pavements Life Cycle Assessment: A Literature Review.
The number of studies involving life cycle assessment has increased significantly in
recent years. The life cycle assessment has been applied to assess the environmental
performance of water infrastructures, including the environmental impacts associated
with construction, maintenance and disposal, mainly evaluating the amount of
greenhouse gas emissions, as well as the consumption of energy and natural resources.
The objective of this paper is to present an overview of permeable pavements and show
studies of life cycle assessment that compare the environmental performance of
permeable pavements with traditional drainage systems.
Reshma K. J. Keerthi K. Vidhyashree H. P., Shabnam K. R. Deekshitha and
Kiran Raj Shetty: Challenges in Implementation of Porous Asphalt Concrete in
Barmanna Layout, Nelamangala Bangalore Rural District.
Bangalore which is also known as the Silicon City of India has faced a heavy rain fall
of 1666mm in October, 2017 breaking the earlier record of 1606mm in 2005. Roads
were inundated, all the vehicles were submerged and even found floating. The increased
rain fall has led to 50% of accidents and potholes (Times of India, Oct 16th 2017).
Frequent road reconstruction has resulted in heavy traffic, potholes on the rods and
accidents as a result of poor road conditions. This project mainly focused on
Nelamangala to implement porous asphalt pavements. A survey was conducted in
Barmanna Layout and identified that poor roads conditions was the most important
problem. The data was collected through survey and identified that about 57% of the
respondent were in the opinion that poor road condition has increased the accidents and
number of potholes. For the identified problems porous asphalt pavement can be a
solution which helps in overcoming these problems and cost analysis of asphalt
pavement was done. It was concluded that porous asphalt pavement can reduce
accidents, potholes and heavy traffic.
Schaefer, Vernon R., Keijin Wang, Muhannad T. Suleiman, and John T. Kevern,
“Mix Design Development for Pervious Concrete in Cold Weather Climates,” Report
Number 2006-01, National Concrete Pavement Technology Centre, Iowa State
University, February 2006. http://www.pcccenter.iastate.edu/projects/reports.cfm
Darshan S. Shah, “Water absorbing Concrete: New Era for Rural Road Pavement”
(Issued on 8th, August 2014)- The above paper states study on using pervious concrete
as road construction material relatively new concept for rural road pavement, with
increasing problem in rural areas related to low ground water level, agriculture problem.
His report focuses on pavement application of concrete which also has been referred on
pervious concrete, permeable concrete, no fine concrete, gap graded concrete and
enhanced porosity concrete.

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NavyaGundu “Water absorbing Concrete: New Era for Rural Road Pavement” [Sep. -
Oct. 2015]-In this paper, an innovative model that can transport water pass into the
pavement has been suggested in this direction. Different combinations of Cement, water
and Course aggregate with different maximum size and gradation were adopted for
mixing process to make approximately at M20 grade concrete.M20 grade concrete is
achieved with a w/c ratio of 0.4 to 0.45 Course aggregate of nominal size 20 mm and
with a cement to Course aggregate ratio of 1:4. Its density and flexural strength were
observed to be 21 kN/m3and 35 kg/cm2respectively.A pavement slab suitable for low
traffic volume roads is designed as per IRC SP62: 2004 which allows storage of water
upto 125 lit./m3of concrete pavement giving time for infiltration thereby reducing the
runoff and recharging the ground water or sufficient time for transport of it. A perforated
pipe can be provided at centre of the pavement above sub-base such that it collects the
water stored in concrete and drains it to the required treatment plant or a fill pit. This
however needs further investigation and trials before practical implementation.
(2017, A.M. Admute) he found a new technique in permeable pavement for
construction of road pavement in India. This research describes the use of permeable
pavement and where it can be used, how to increase the strength by porous asphalt. In
2014 Stephen. A. Arin had made optimal mix designs for pervious concrete for an
urban area. Pervious concrete is used at Columbia and finding out the strength by
different mix design and conducting various test on the pavement. (2015, Rajesh
Kumar) made characteristics study on pervious concrete. This journal contains the
characteristic study of pervious concrete by using various mix design and to find out
the compressive strength, flexural strength, void ratio so to get the best of ever mix
design. (James b. Leedom) made a case study enhanced porous concrete pavement
system creates advantages for all stakeholders. In this research porous pavement was
used at ‘west rawsonavenues’s’ at Framklim, the storm water was used by retail
building and the cost of the pavement was lower than surface detention system.
(2018, Yogita Aswale) had made a design of permeable pavement for storm water
runoff solution. In this journal they have done the compare conventional pavement and
permeable pavement, find the strength of permeable pavement and found that
permeable pavement is more convenient paver and cost is also less.
(2016, Mukul Nama) had done a case study of sitapur institutional area, Jaipur. They
made the permeable pavement and use the storm water again. They also found that
durability get increases due to permeable pavement depending upon the aggregate
durability and strength and the life span is 8-10 years. (S. Arvind) had made a
construction of porous asphalt pavement using graphene. In this journal they use
graphene for increase the strength of porous pavement without losing the desired
strength they were manage to increase the crushing value of aggregate, stability of
graphene porous is more, in short, the overall properties get increased by use of
graphene.

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Objectives Of Study:
There are numerous objectives associated with the use of Pervious pavement:
Volume Reduction Flood Control:
Because water flows through
porous pavement, the volume of
runoff generated during a storm
event is significantly decreased or
eliminated altogether. This
reduction in volume results in flood
control and reduces the need for
traditional stormwater
infrastructure (piping, catch basins,
stormwater ponds, curbing, etc.).
Water Quality: Pollutants are captured during infiltration, reducing pollutant load to
local waterways. Infiltrated runoff recharges groundwater supplies, improves flow in
streams, and reduces the need for landscaping irrigation.
Road Safety and Durability: Porous pavement increases skid resistance and traction
on wet surfaces while also reducing the spray from passing vehicles and decreasing
noise. Since water infiltrates rather than pools, black ice does not form and less road
salting is needed. Pavement lifespan also increases.
Heat Island Effect Mitigation: Heat islands are developed areas that are hotter than
surrounding rural areas. Traditional paving materials, which become hotter than
vegetated surfaces, contribute to the heat island effect. In applications of porous
pavement, the amount of heat released at night is reduced due to the limited transfer of
heat to the subsurface layers
***according to above image we can clearly identify that we really need to look
into this and if possible after implementing this technique on large basis we can
improve it and change it vice versa.

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Area of Study:
Jaipur is old heritage city in India which are fighting with natural disasters like storm
water and its discharge in civil colonies and nearby villages where no heavy vehicles
are available. Institutional area of Sitapur, Jaipur comes under this category. We
research about the weather condition and the types of soil and suitability of pavement
for better transportation.We found that porous pavement will help in enhancement of
durability and better improvement in road transportation of proposed area.
Soil Analysis of Proposed Area
Jaipur district is characterized by wide range of landscapes including hillocks,
pediments, undulating fluvial plains, Aeolian dune fields, ravines, Palaeo channel etc.
Structural hills (mostly in northern and north eastern parts) trending NNE-SSW are
generally composed of Delhi quartzite.
Place Soil Type Bearing Capacity CBR Value
Institutional area
nearby Poornima
College
Fine-grained soils
in which slit and
clay-size particles
predominate Low 2.15

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Rainfall data in Sitapura institutional area:
The semi-arid district receives standard yearly rainfall of527mm (1901-71) while
normal annual precipitation for the previous 30 years (1977-2006) is 565mm. yearly
normal rainfall during the age 2001 to 2010 has be 527mm. Over 90% of whole yearly
rainfall is recognized during monsoon. Total annual latent evapotranspiration
is1744.7mm. The coefficient of difference is modest at 32.6% indicating slightly
unreliable pattern of rainfall. Though, Jaipur city has knowledgeable floods in 1981,
the district is prone to drought spells as witnessed during 1984 to 1989 and 1999 to
2002.
Proposed method of construction at site:

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Observations:
After reading the research paper we found its various properties, its cost valuation and
the required maintenance.
For quality control or quality assurance, unit weight or bulk density is the preferred
measurement because some fresh concrete properties, such as slump, are not meaningful
for pervious concrete. Conventional cast cylinder strength tests also are of little value,
because the field consolidation of pervious concrete is difficult to reproduce in
cylindrical test specimens, and strengths are heavily dependent on the void content. Unit
weights of pervious concrete mixtures are approximately 70% of traditional concrete
mixtures. Concrete working time typically is reduced for pervious concrete mixtures.
Usually, one hour between mixing and placing is all that is recommended. However,
this can be controlled using retarders and hydration stabilizers that extend the working
time by as much as 1.5 hours, depending on the dosage.
Hardened Properties
Density and porosity: The density of pervious concrete depends on the properties and
proportions of the materials used, and on the compaction, procedures used in placement.
In-place densities on the order of 100 lb/ft3 to 125 lb/ft3 (1600 kg/m3 to 2000 kg/m3)
are common, which is in the upper range of lightweight concretes. A pavement 5 in.
(125 mm) thick with 20% voids will be able to store 1 in. (25 mm) of a sustained
rainstorm in its voids, which covers the vast majority of rainfall events in the U.S. When
placed on a 6-in. (150-mm) thick layer of open-graded gravel or crushed rock subbase,
the storage capacity increases to as much as 3 in. (75 mm) of precipitation.
Permeability: The flow rate through pervious concrete depends on the materials and
placing operations. Typical flow rates for water through pervious concrete are
3gal/ft2/min (288 in./hr, 120 L/m2/min, or 0.2 cm/s) to 8 gal/ft2/min (770 in./hr, 320
L/m2/min, or 0.54 cm/s), with rates up to 17 gal/ft2/min (1650 in./hr, 700 L/m2/min, 1.2
cm/s) and higher having been measured in the laboratory (Crouch 2004).
Compressive strength: Pervious concrete mixtures can develop compressive strengths
in the range of 500 psi to 4000 psi (3.5 MPa to 28 MPa), which is suitable for a wide
range of applications. Typical values are about 2500 psi (17 MPa). As with any concrete,
the properties and combinations of specific materials, as well as placement techniques
and environmental conditions, will dictate the actual in-place strength. Drilled cores are
the best measure of in-place strengths, as compaction differences make cast cylinders
less representative of field concrete.
Flexural strength: Flexural strength in pervious concretes generally ranges between
about 150 psi (1 MPa) and 550 psi (3.8 MPa). Many factors influence the flexural
strength, particularly degree of compaction, porosity, and the aggregate: cement (A/C)
ratio. However, the typical application constructed with pervious concrete does not
require the measurement of flexural strength for design.
Shrinkage: Drying shrinkage of pervious concrete develops sooner, but is much less
than conventional concrete. Specific values will depend on the mixtures and materials
used, but values on the order of 200 10-6 have been reported (Malhotra 1976), roughly
half that of conventional concrete mixtures. The material’s low paste and mortar content

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is a possible explanation. Roughly 50% to 80% of shrinkage occurs in the first 10 days,
compared to 20% to 30% in the same period for conventional concrete. Because of this
lower shrinkage and the surface texture, many pervious concretes are made without
control joints and allowed to crack randomly.
Materials: Pervious concrete uses the same materials as conventional concrete, with the
exceptions that the fine aggregate typically is eliminated entirely, and the size
distribution (grading) of the coarse aggregate is kept narrow, allowing for relatively little
particle packing. This provides the useful hardened properties, but also results in a mix
that requires different considerations in mixing, placing, compaction, and curing. The
mixture proportions are somewhat less forgiving than conventional concrete mixtures
tight controls on batching of all of the ingredients are necessary to provide the desired
results. Often, local concrete producers will be able to best determine the mix
proportions for locally available materials based on trial batching and experience. Table
3 provides typical ranges of materials proportions in pervious concrete, and ACI 211.3
provides a procedure for producing pervious concrete mixture proportions.
Cementitious materials: As in traditional concreting, portland cements and blended
cements may be used in pervious concrete. In addition, supplementary cementitious
materials (SCMs), such as fly ash and pozzolans and ground-granulated blast furnace
slag, may be used. Testing materials beforehand through trial batching is strongly
recommended so that properties that can be important to performance (setting time, rate
of strength development, porosity, and permeability, among others) can be determined.
Aggregate: Fine aggregate content is limited in pervious concrete and coarse aggregate
is kept to a narrow gradation. Commonly used gradations of coarse aggregate include A
(3⁄4 in.), (3⁄8 in.), (3⁄8 in.) sieves [in metric units: (19.0 to 4.75 mm), (9.5 to 2.36 mm),
or (9.5 to 1.18 mm), respectively]. Single-sized
aggregate up to 1 in. (25 mm) also has been used. ASTM
D 448 also may be used for defining gradings. A narrow
grading is the important characteristic. Larger
aggregates provide a rougher surface. Recent uses for
pervious concrete have focused on parking lots,
lowtraffic pavements, and pedestrian walkways. For
these applications, the smallest sized aggregate feasible
is used for aesthetic reasons. Coarse aggregate size (3⁄8-
in. or 9.5-mm top size) has been used extensively for
parking lot.
Water: Water to cementitious materials ratios between 0.27to 0.30 are used routinely
with proper inclusion of chemical admixtures, and those as high as 0.34 and 0.40 have
been used successfully. The relation between strength and water to cementitious
materials ratio is not clear for pervious concrete because unlike conventional concrete,
the total paste content is less than the voids content between the aggregates
COST OF POROUS PAVEMENT:

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The cost of pervious asphalts and stone recharge beds may be higher than standard
dense-grade asphalt surfaces due mainly to the amount of materials required for the
stone recharge bed. This cost difference however, is offset by the savings in the area of
land required by surface storm water retention basins or underground storm water
containment systems.
Material Normal
concrete of
M20 grade
Rupees/m3 Pervious
concrete
Rupees/m3
Cement
(300 Rs /
50
kg)
59.25 kg
356 46.5 kg
279
Fine
aggregate 88.88 kg 53
- -
Coarse
Aggregate
177.8 kg 178 279 279
Total
587 rupees/m3 558 rs/m3
Maintenance:
Maintenance of pervious concrete pavement consists primarily of prevention of
clogging of the void structure. In preparing the site prior to construction, drainage of
surrounding landscaping should be designed to prevent flow of materials onto
pavement surfaces. Soil, rock, leaves, and other debris may infiltrate the voids and
hinder the flow of water, decreasing the utility of the pavement. Landscaping materials
such as mulch, sand and topsoil should not be loaded on pervious concrete, even
temporarily. Vacuuming annually or more often may be necessary to remove debris
from the surface of the pavements. Other cleaning options may include power blowing
and pressure washing. Pressure washing of a clogged pervious concrete pavement has
restored 80% to 90% of the permeability in some cases (MCIA 2002). It also should
be noted that maintenance practices for pervious concrete pavements are still being
developed.

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Workability variation of
conventional and pervious concrete for different grades
Tensile strength of
pervious concrete.
Twenty-eight days compressive
strength variation of conventional
And pervious concrete cured in water
and cured in MgSo4
Seven days compressive strength
variation of conventional and
pervious concrete cured in water
and cured in MgSO4.

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Research Methodology:
There are various types of pavements such as Permeable Interlocking Concrete Pavers
(PICP), Pervious Concrete (PC), Pervious Asphalt (PA), Concrete Grid Pavers (CGP),
Plastic Turf Reinforcing Grid (PTRG).
The pavement course should be selected based on the project’s budget and desired
appearance as well as the types of loadings that will be applied to the permeable
pavement. I have detail studied of following three pavements
1.Permeable Interlocking Concrete Pavers (PICP)
PICPs are a type of unit paver system that maintains
drainage through gaps between the pavers filled
with small, uniformly graded gravel. The pavers are
bedded on a gravel layer that provides uniform
support and drainage.
Pros: Well, suited for plazas, patios, small parking
areas, parking stalls and residential streets. PICP is
easy to renovate if it becomes clogged. As compared
to PC and PA, PICP is easier and less costly to
renovate if it becomes clogged. The Interlocking
Concrete Pavement Institute offers a PICP Specialist
Certification program for contractors. Cons: PICP
often has the highest initial cost for materials and
installation. The regular maintenance of PICP is more
expensive than PC and PA because of the need to
refill the gravel after street sweeping and the greater
occurrence of weeds.
2.Pervious Concrete (PC)
PC is produced by reducing the fines in a
conventional concrete mix to maintain
interconnected void space for drainage. Pervious
concrete has a course appearance than standard
concrete.
Pros: PC is the most structurally sound permeable
course, making it a good choice for travel lanes or
larger vehicles in addition to parking areas, patios
and residential streets. The regular maintenance
costs are lower than PICP and CGP. PC has a design
guide, construction specification and a contractor
certification program managed by independent
organizations (American Concrete Institute and
National Ready Mixed Concrete Association). Cons:
Mixing and installation must be done correctly or the
PC will not function properly. It may be difficult to restore permeability to the PC after a
significant loss of initial permeability
without removing it and installing a new course

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3.Pervious Asphalt (PA)
Porous asphalt is very similar to standard asphalt
except that the fines have been removed to
maintain
interconnected void space. PA may not be
approved unless the designer shows that the
design provides equal or better performance than
PICP and PC. Pros: May be more economical in
initial cost than PC for large scale operations
(greater than 100,000 square feet).
Cons: PA does not offer the structural strength of
PC and it has a much shorter design life, typically
less than 15 years. There are also concerns about
unknowingly using asphalt sealants or overlays that
would eliminate the permeability of the PA. Mixing
and installation must be done correctly or the PA
will not function properly.
Major Design Elements
Available Space:
A prime advantage of permeable pavement is that it does not normally require additional
space at a new development or redevelopment site, which can be important for tight sites
or areas where land prices are high.
Soils:
Soil conditions do not constrain the use of permeable pavement, although they do determine
whether an underdrain is needed. Impermeable soils in Hydrologic Soil Groups (HSG) C or D
usually require an underdrain, whereas HSG A and B soils often do not. In addition,
permeable pavement should never be situated above fill soils unless designed with an
impermeable liner and underdrain.
If the proposed permeable pavement area is designed to infiltrate runoff without under
drains, it must have a minimum infiltration rate of 0.5 inches per hour. Initially, projected
soil infiltration rates can be estimated from USDA-NRCS soil data, but they must be
confirmed
by an on-site infiltration measurement. Native soils must have silt/clay content less than 40%
and clay content less than 20%. Designers should also evaluate existing soil properties during
initial site layout, and seek to configure the site to conserve and protect the soils with the
greatest recharge and infiltration rates. In particular, areas of HSG A or B soils shown on
NRCS soil surveys should be considered as primary locations for all types of infiltration.
External Drainage Area:
Any external drainage area contributing runoff to permeable pavement should generally
not exceed twice the surface area of the permeable pavement, and it should be as close to
100% impervious as possible. Some field experience has shown that an up gradient
drainage area (even if it is impervious) can contribute particulates to the permeable
pavement
and lead to clogging (Hirschman, et al., 2009). Therefore, careful sediment source control
and/or a pre-treatment strip or sump (e.g., stone or gravel) should be used to control
sediment run-on to the permeable pavement section.

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Type of Surface Pavement
The type of pavement should be selected based on a review of the factors, and
designed according to the product manufacturer’s recommendations.
Sub-base Reservoir Layer
The thickness of the reservoir layer is determined by RRV and D10 (see Equations 2
and 3). (pg. 23-24)
A professional should be consulted regarding the suitability of the soil subgrade.
• The reservoir below the permeable pavement surface should be composed of
clean, washed stone aggregate and sized for both the storm event to be treated and the
structural requirements of the expected traffic loading.
• The storage layer may consist of clean washed No. 57 stone, although No. 2
stone is preferred because it provides additional storage and structural stability.
• The bottom of the reservoir layer should be completely flat (less than 0.5%
slope) so that runoff will be able to infiltrate evenly through the entire surface. A flat
subgrade is needed to provide optimal storage capacity within the aggregate base.
Terraces and baffles or graded berms can be used in the subgrade design to store
stormwater at different elevations so that it can be treated. for a schematic of how
terraces and baffles can be configured in the subgrade. The plan set should include a
separate subsurface (subgrade) grading plan, especially for sites with
baffles/berms/terraces/bays/cells.
Underdrains
23-24
Schematic profile of permeable pavement.

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The use of underdrains is recommended when there is a reasonable potential for
infiltration rates to decrease over time, when underlying soils have an infiltration rate
of less than 1/2-inch per hour, or when soils must be compacted to achieve a desired
Proctor density. Underdrains can also be used to manage extreme storm events to keep
detained stormwater from backing up into the permeable pavement.
• An underdrain(s) should be placed within the reservoir and encased in 8 to 12
inches of clean, washed stone.
• An underdrain(s) can also be installed and capped at a downstream structure as
an option for future use if maintenance observations indicate a reduction in the soil
permeability.
• Underdrains should be used in accordance with the following: - Minimum
0.5% slope
- Located 20 feet or less from the next pipe when using multiple pipes
- Perforated schedule 40 PVC pipe (corrugated HDPE may be used for smaller
loadbearing applications), with 3/8-inch perforations at 6 inches on center
- Encased in a layer of clean, washed No.57 stone
- Include an adjustable outlet control design such as an orifice and weir wall housed
within an adjacent manhole or other structure that is easily accessed for maintenance
and inspections
- Outlet control design should ensure that the stone reservoir drains slowly
(recommended > 48hours); however, it must completely drain within 72 hours. -
Infiltration designs can be fitted with an underdrain(s) and capped at the downstream
structure as an option for future use if maintenance observations indicate a reduction
in the soil permeability.
- Underdrain cleanouts should be provided if the pavement surface area exceeds 1,000
ft2.
• Underdrains must be used in locations in which bedrock is encountered less than 2
feet beneath the planned invert of the reservoir layer.
Infiltration Sump
The infiltration sump consists of the same stone material as the reservoir layer. The
depth of this layer is sized so that the Runoff Reduction Volume of the sump can
infiltrate into the subsoil in a 48-to-72-hour period. The bottom of infiltration sump
must be at least 2 feet above the seasonally high-water table. The inclusion of an
infiltration sump is not permitted for designs with an impermeable liner. In fill soil
locations, geotechnical investigations are required to determine if the use of an
infiltration sump is permissible.
Filter Fabric (optional)
Filter fabric is another option to protect the bottom of the reservoir layer from
intrusion by underlying soils, although some practitioners recommend avoiding the
use of filter fabric beneath Permeable Pavements since it may become a future plane
of clogging within the system. Designers should evaluate the paving application and
refer to AASHTO M288-06 for an appropriate fabric specification. AASHTO M28806
covers six geotextile applications: Subsurface Drainage, Separation, Stabilization,
Permanent Erosion Control, Sediment Control and Paving Fabrics. However,
AASHTO M288-06 is not a design guideline. It is the engineer’s responsibility to
choose a geotextile for the application that takes into consideration site-specific soil

20
and water conditions. Fabrics for use under permeable pavement should at
a minimum meet criterion for Survivability Classes (1) and (2).
Bottom of the Reservoir Layer Protection
There are two options to protect the bottom of the reservoir layer from intrusion by
underlying soils. The first method involves covering the bottom with nonwoven,
polypropylene geotextile that is permeable, although some practitioners recommend
avoiding the use of filter fabric since it may become a future plane of clogging within
the system. Permeable filter fabric is still recommended to protect the excavated sides
of the reservoir layer, in order to prevent soil piping. The second method is to form a
barrier of choker stone and sand. In this case, underlying native soils should be
separated from reservoir base/subgrade layer by a thin 2-to-4-inch layer of clean,
washed, choker stone (ASTM D 448 No. 8 stone) covered by a layer of 6 to 8 inches
of course sand.
Observation Well
Observations wells measure the elevation of standing water at the subgrade of the
permeable pavement system. They are required for all commercial applications and for
any residential system exceeding 10,000 square feet. If the subgrade is not terraced,
then the observation well should be placed at the lower end of the subgrade slope. If
the subgrade is terraced, then one observation well should be built into the lower end
of each terrace. Observation wells should be fitted with a cap installed flush with the
pavement surface to facilitate quarterly inspection and maintenance. Observations of
the water depth throughout the estimated ponding time (T) provide an indication of
how well the water is infiltrating. The observation well should be placed near the
centre of the pavement and shall consist of a rigid 4-to-6-inch perforated PVC pipe.
This should be capped flush with or below the top of pavement elevation and fitted
with a screw or flange type cover.
An observation well enables inspection of water infiltration (Source: NCDENR).

21
Calculations:
Structural Design
If permeable pavement will be used in a parking lot or other setting that involves
vehicles, the pavement surface must be able to support the maximum anticipated
traffic load. The structural design process will vary according to the type of pavement
selected, and the manufacturer’s specific recommendations should be consulted. The
thickness of the permeable pavement and reservoir layer must be sized to support
structural loads and to temporarily store the design storm volume (e.g., the runoff
reduction, channel protection, and/or flood control volumes). On most new
development and redevelopment sites, the structural support requirements will dictate
the depth of the underlying stone reservoir.
The structural design of permeable pavements involves consideration of four main site
elements:
- Total traffic
- In-situ soil strength
- Environmental elements
- Bedding and Reservoir layer design
The resulting structural requirements may include, but are not limited to, the thickness
of the pavement,
filter, and reservoir layer. Designers should note that if the underlying soils have a low
California Bearing
Ratio (CBR) (less than 4%), they may need to be compacted to at least 95% of the
Standard Proctor
Density, which generally rules out their use for infiltration. Designers should
determine structural design requirements by consulting transportation design
guidance sources, such as the following:
TDOT Roadway Design Guidelines (REV. August 8, 2014)
http://www.tdot.state.tn.us/chief_Engineer/assistant_engineer_design/design/DesGuid
e.htm
AASHTO Guide for Design of Pavement Structures (1993)
http://www.transportation.org/
AASHTO Supplement to the Guide for Design of Pavement Structures (1998)
http://www.transportation.org/
Hydraulic Design:
Permeable pavement is typically sized to store the complete runoff reduction volume
or another design storm volume in the reservoir layer. Modelling has shown that this
simplified sizing rule approximates an 80% average rainfall volume removal for
subsurface soil infiltration rates up to one inch per hour. More conservative values are
given because both local and national experience has shown that clogging of the
permeable material can be an issue, especially with larger contributing areas carrying
significant soil materials onto the permeable surface.
The infiltration rate typically will be less than the flow rate through the pavement, so
that some underground reservoir storage will usually be required. Designers should
initially assume that there is no outflow through underdrains, to determine the depth of
the reservoir layer, assuming runoff fully infiltrates into the underlying soil. Design
recommendations:

22
• For design purposes, the native soil infiltration rate (i) should be the field-
tested soil infiltration rate divided by a factor of safety of 2. The minimum acceptable
native soil infiltration rate is 0.5 inches/hr. • The porosity (n) for No. 57 stone = 0.40
• Max. drain time for the reservoir layer should be not less than 48 or more than
72 hours.
Runoff Volume
The first step in designing permeable pavement SCM is to identify the size of the
CDA. Once the CDA is identified, the soil and cover type(s) must then be identified to
determine the net runoff volume for the appropriate design storm. Using the cover
type(s) to determine the CN for the CDA, the net runoff volume can be calculated
from the regionally-specific design storm using Tennessee Runoff Reduction
Assessment Tool (TNRRAT). This net runoff volume (or some smaller fraction if
another practice will be used to handle the remaining volume) is the target volume to
be handled by the Pervious Pavement SCM.
Practice Dimensions
Sizing the practice dimension can be done using the TNRRAT, otherwise,
manual calculation needs to be used.
Ponding time (T)
An infiltrating permeable pavement system shall be capable of
infiltrating the rainfall depth associated with the Runoff Reduction
Volume within 48 to 72 hours. The equation for estimating ponding time
is provided below.
Equation 1: Ponding Time (T)
T=P(1+R)/24*SF*i Where:
T = Ponding time (days)
P = Depth of the design storm (inches)
R = Aa/Ap, the ratio of the CDA to the permeable pavement area (between 0 and 1)
SF = Safety factor (0.2)
i = Measured in-situ soil infiltration rate (in/hr)
If the ponding time exceeds 72 hours, then the designer can reduce the amount of CDA
that drains to the permeable pavement and see if this decreases ponding time to less
than 72 hours. Otherwise, the site requires a detention system. It shall be designed to
detain the stormwater for a 48-to-72-hour period.
Equation 2: Aggregate Depth for the Runoff Reduction Volume (RRV)
The aggregate depth shall be determined based on the assumption that no infiltration
occurs during the design storm. The formula for RRV is as follows:
RRV=P(1+R)/n Where:
RRV = Depth of aggregate needed to treat the runoff reduction volume (inches) P
= Rainfall depth for the design storm (inches)
R = Aa/Ap, the ratio of the CDA to the permeable pavement area (between 0 and 1) n
= porosity of reservoir layer (0.4)
Please note that the bedding layer of aggregate in a PICP system may not be used to
provide storage for the runoff reduction volume.
Equation 3: Design for Safe Conveyance of the 10-year, 24-hour Storm Permeable
pavement designs shall include a mechanism for safely conveying the 10- year, 24-
hour storm, which may be accomplished through infiltration, bypass, or detention. The

23
permeable pavement can also be designed to meet local requirements for peak
attenuation and volume control for larger storms using the same design process
described below for the 10-year, 24-hour storm.
D10=P10(1+R)-d*i*SF/n
Infiltrate the 10-yr, 24-hr storm (Source: NCSU-BAE).
Detail via underdrain with upturned elbow (Source: NCSU-BAE).
***RRV is denoted by Daq in above 2 diagrams
Permeable Pavement Construction Sequence The following is a typical
construction sequence to properly install permeable pavement, which may need to be
modified to depending on whether Porous Asphalt (PA), Pervious Concrete (PC) or
Interlocking Paver (IP) designs are employed.

24
Step 1: Stabilize drainage area
Construction of the permeable pavement shall only begin after the entire contributing
drainage area
has been
stabilized.
The
proposed
site should
be checked
for existing
utilities
prior to any
excavation.
Do not install the system in rain or snow,
and do not install frozen bedding materials.
Step 2: Install temporary erosion and sediment control
As noted above, temporary erosion and sediment controls are needed during
installation to divert stormwater away from the permeable pavement area until it
is completed. Special protection measures such as erosion control fabrics may be
needed to protect vulnerable side slopes from erosion during the excavation
process. The proposed permeable pavement area
must be kept free from sediment during the entire
construction process. Construction materials that
are contaminated by sediments must be removed
and replaced with clean materials.
Step 3: Excavate the pavement area
Where possible, excavators or backhoes should
work from the sides to excavate the reservoir
layer to its appropriate design depth and
dimensions. For micro-scale and small-scale
pavement applications, excavating equipment should have arms with adequate
extension so they do not have to work inside the footprint of the permeable pavement
area (to avoid compaction).
Contractors can utilize a cell construction approach, whereby the proposed permeable
pavement area is split into 500 to 1000 sq. ft. Temporary cells with a 10-to-15-foot
earth bridge in between, so that cells can be excavated from the side. Excavated
material should be placed away from the open excavation so as to not jeopardize the
stability of the side walls. The final subgrade slope may not exceed 0.5%.
Step 4: Scarified the native soil
The native soils along the bottom and sides of the permeable pavement system should
be scarified or tilled to a depth of 6 to 9 inches prior to the placement of the filter layer
or filter fabric. In large scale paving applications with weak soils, the soil subgrade
may need to be compacted to 95% of the Standard Proctor Density to achieve the
desired loadbearing capacity. (NOTE: This effectively eliminates the infiltration

25
function of the installation, and it must be addressed during hydrologic design.) To rip
the subgrade, use a subsoil ripper to make parallel rips six to nine inches deep spaced
three feet apart along the length of the permeable pavement excavation. In silty or
clayey soils, clean coarse sand must be poured over the ripped surface to keep it free-
flowing (Brown and Hunt 2010). An alternative to ripping is trenching. If trenching is
chosen, then parallel trenches 12 inches wide by 12 inches deep shall be made along
the length of the permeable pavement excavation. Excavate trenches every 6 feet
(measured from centre to centre of each trench) and fill with. inch of clean coarse sand
and 11.5 inches of #57 stone aggregate (Brown and Hunt 2010).
Step 5: Install filter fabric
Filter fabric should be installed on the bottom
and the sides of the reservoir layer. In some
cases, an alternative filter layer may be
warranted. Filter fabric strips should overlap
down-slope by a minimum of 2 feet, and be
secured a minimum of 4 feet beyond the edge
of the excavation. Where the filter layer
extends beyond the edge of the pavement (to
convey runoff to the reservoir layer), install an
additional layer of filter fabric 1 foot below the
surface to prevent sediments from entering into
the reservoir layer. Excess filter fabric should not be trimmed until the site is fully
stabilized.
Step 6: Install the underdrain and observation well Provide a minimum of 2 inches
of aggregate above and below the underdrains.
The underdrains should slope down towards
the outlet at a grade of 0.5% or steeper. The
upgradient end of underdrains in the reservoir
layer should be capped. Where an underdrain
pipe is connected to a structure, there shall be
no perforations within 1 foot of the structure.
Ensure that there are no perforations in
cleanouts and observation wells within 1 foot
of the surface.
Step 7: Place aggregate base
Moisten and spread 6-inch lifts of the
appropriate clean, washed stone aggregate (usually No. 2 or No. 57 stone). Place at
least 4 inches of additional aggregate above the underdrain, and then compact it using
a vibratory roller in static mode until there is no visible movement of the aggregate.
Do not crush the aggregate with the roller.
Step 8: Install curb restraints and pavement barriers
Edge restraints and barriers between permeable and impervious pavement shall be
installed per design. Before moving on to the next step, be certain that the design and
installation are consistent.

26
Step 9: Install the bedding layer
Install the desired depth of the bedding layer, depending on the type of pavement, as
follows:
• Pervious Concrete: No bedding layer is used.
• Porous Asphalt: The bedding layer for porous asphalt pavement consists of 2 inches
of clean, washed ASTM D 448 No.8 stone. The filter course must be levelled and
pressed (choked) into the reservoir base with at least four (4) passes of a 10-ton steel
drum static roller.
• Interlocking Pavers: The bedding layer for open-jointed pavement blocks should
consist 2 inches of washed ASTM D 448 No.8 stone over 3 to 4 inches of No. 57.
The thickness of the bedding layer is to be based on the block manufacturer’s
recommendation or that of a qualified professional.
Step 10: Install pavement
Paving materials shall be installed in accordance with manufacturer or industry
specifications for the particular type of pavement.
Step 11: Protect the pavement through project completion
It is preferable to have the permeable pavement installed at the end of the site
construction timeline. If that is not possible, it is important to protect the permeable
pavement through project completion. This may be done by:
• Route construction access through other portions of the site so that no construction
traffic passes through the permeable pavement site. Install barriers or fences as
needed. • If this is not possible, protect the pavement per the construction
documents. Protection techniques that may be specified include mats, plastic
sheeting, barriers to limit access, or moving the stabilized construction entrance
• Schedule street sweeping during and after construction to prevent sediment from
accumulating on the pavement.

27
Merits/Demerits:
Merits:
1.Effective surface Runoff Management: Permeable paving surface allows water to
percolate though itself. They are effective in managing runoff from paved surfaces,
thus providing local flood control.
2. Control over Pollutants: Permeable paving surfaces keep the pollutants in place
in the soil or other material underlying the roadway, and allow water seepage to
groundwater recharge while preventing the stream erosion problems.
3. Ground Water Recharge: Permeable pavement contributes a lot in to ground
water recharge.
4.Eliminates Costly Drainage Systems: With a conventional asphalt or concrete
surface, the parking area must be crowned and have a system of storm drains and pipes
to control water during rain or flooding events. This can significantly add to the
construction costs of the parking area, and if the system is connected to a municipal
waste water system, there may be extra costs and permits required to install the
drainage system. Water absorbing roads allows any water that accumulates to drain
through the surface and into the ground. This helps to prevent flooding and allows any
aquifers in the area to replenish naturally.
5.Low Cost: Asphalt and concrete can be expensive to install and require a large
amount of labour. Permeable pavement is less expensive per square foot, and is much
less labour-intensive. The fill materials can be obtained from local sources, reducing
transportation costs, and because the paving grids are made from lightweight plastic,
the shipping costs are kept to a minimum.
7. Reduced heat island effect (due to evaporative cooling effect of water and
convective airflow).
Demerits:
Although advantageous in many regards, pervious concrete has limitations that must
be considered when planning its use. The bond strength between particles is lower
than conventional concrete and therefore provides a lower compressive strength. There
is potential for clogging thereby possibly reducing its permeability characteristics.
Finally, since the use of pervious concrete is fairly recent, there is a lack of expert
engineers and contractors required for its special installation.
1. It requires specialized construction practices.
2. Lack of standardize test methods.
3. Clogging of voids thus affecting the purpose of pavement.
4. Special attention possibly required with high groundwater.
5. Special attention and care in design of some soil types such as expansive
soils and frost-susceptible ones.

28
Future Scope of Study:
• Pervious concrete can be used in building for rainwater harvesting as well as
for cooling purpose by providing permeable wall.
• In the presence of clayey soil, water can be percolated through providing
borehole at every 1-2km with the help of drainage system.
• Flaky aggregate can be use to provide easy passes of water without any extra
drainage system provided. (Flaky aggregate have more strength).
• Water can be filtered and stored as fresh water below the ground.
• We can also give
direction to water
specifically according
to need. By providing
certain angle to the
flacky aggregate water
which gets drained
will make its way to
the slope going down
towards the sewer line
or any other drainage
arrangement. This
could be useful where
soil strata have less
water absorption
capacity.
• A detailed study is required to know the effects of aggregate gradation with
other types of aggregate to obtain higher strength and adequate engineering
properties of pervious concrete.
• The effect of compaction energy is one of the key factors to produce high
quality durable concrete.
• This aspect has to be studied in detail to determine the relationship between
compaction energy, porosity and strength parameter.
• Attempts can also be made to improve the 28-day flexural strength of the
pervious concrete mixes using different additives like silica fume, keeping the
permeability factor in mind.
• The economic benefits attained by using Porous Pavement design can also be
determined.
• One area is the continued monitoring of the performance of pervious concrete
so that long-term performance trends can be documented; this will also help in
evaluating the suitability of pervious concrete for other applications, such as
overlays.
• Tied in with this is the assessment of the suitability of current structural design
approaches to provide competent designs, particularly regarding the fatigue
behaviour of pervious concrete.

29
• A better understanding of the performance of permeable pavements over a time
frame that better corresponds with a life-span of 20 years.
• Finally, a third area is in the testing and evaluation of pervious concrete, as
current test methods for conventional concrete are not generally applicable to
pervious concrete.
Till date, the application of permeable pavement has been limited to some specific
applications like parking lots, low volume roads. Future research may allow for new
and innovative applications such as village roads, airport runways. Permeable
pavements generally have low strength but by increasing its strength and improving
the properties it can be used for construction heavy traffic roads like Urban roads,
Highway Shoulders, etc. Generally, in densely populated area less land space exists.
So those roads are not properly arranged and also surface drainage facilities are not
provided properly. So, in rainy seasons the problems of water clogging arise. So, for
these areas permeable pavement can become a good option. In parks or gardens
jogging tracks or walkways are mainly constructed of compacted soils. But in rainy
seasons these roads become muddy which cannot be used for their intended purpose.
This causes various problems to pedestrians. So, for this type of situations permeable
pavements can be proven advantageous. Future research on effects of contaminants
that remain in permeable pavement system should be taken under consideration. Also,
the impact of this system on environment after long time are unclear. Before all of this
research has to be done to improve the lifespan of system as well as to reduce the cost
of permeable pavement. If these problems were solved this system can be installed in
more places in India.
To scale up, the national government should encourage the formation of this new
technique at both national and international level for open conversations in exchange
of experience, good practices and innovations, enabling sponge-related knowledge to
be institutionalize.

30
Conclusions:
This report looked at various studies conducted on water absorbing roads and their
current application. Also discussed about the detailed design of permeable pavement
system, permeable interlocking concrete pavement in brief. Maintenance and water
quality control aspects relevant to the practitioner were outlined for permeable
pavement systems. These water absorbing roads are changing the way human
development interacts with the natural environment. Its application towards parking
lots, highways and even airport runways are all improvements in terms of water
quality, water quantity and safety.
Pervious concrete has less strength than conventional concrete by 18.2% for M15,
14.5% for M20 and 12.6% for M25.
Though the pervious concrete has low compressive, tensile and flexural strength it
has high coefficient of permeability hence the following conclusions are drawn based
on the permeability, environmental effects and economical aspects.
It is evident from the project that no fines concrete has more coefficient of
permeability. Hence, it is capable of capturing storm water and recharging the ground
water. As a result, it can be ideally used at parking areas and at residential areas where
the movement of vehicles is very moderate.
Further, no fines concrete is an environmentally friendly solution to support
sustainable construction. In this project, fine aggregates as an ingredient has not been
used. Presently, there is an acute shortage of natural sand all around. By making use of
FA in concrete, indirectly we may have been creating environmental problems.
Elimination of fines correspondingly decreases environment related problems. In
many cities’ diversion of runoff by proper means is complex task. Use of this concrete
can effectively control the run off as well as saving the finances invested on the
construction of drainage system. Hence, it can be established that no fines concrete is
very cost effective apart from being efficient.

31
References:
• C.WOLFERSBERGER (2008) in this paper, Pervious concrete usually requires
much less maintenance. But inspection and some attention will keep it working
for many years.
• K. WANG (2008) This paper describes the current state of practice in pervious
concrete placement methods and presents results from a laboratory-based study
to compare various placement practices and develop QA/QC criteria. • 1.M.
UmaMaguesvaria, c and V.L. Narasimhab ―Studies on Characterization of
Pervious Concrete for Pavement Applications. 2nd Conference of
Transportation Research Group of India (2nd CTRG), Social and Behavioral
Sciences 104 (2013) 198 – 207, Elsevier.
• S. Rajesh Kumar, ‖ Characteristic Study on Pervious Concrete-Volume 6, Issue
6, June (2015), Pp. 165-176 Article Id: 20320150606017International Journal of
Civil Engineering and Technology (IJCIET)
• Dreelin, E. A., Fowler, L., and Roland, C. C. (2003). A test of porous pavement
effectiveness on clay soils during natural storm events. Centre for Water
Sciences and Department of Fisheries and Wildlife. East Landing, MI: Michigan
State University.
• Fortez Rita, Merighi Joao, and Bandeira Alex., “Laboratory Studies on
Performance of Porous Concrete,” Department of Civil Engineering, Mackenzie
Presbyterian University, Brazil.
• Illgen, M., Schmitt, T., and Welker, A. (2007). Runoff and infiltration
characteristics of permeable pavements - Review of an intensive monitoring
program. Water Science Technology, 1023-1030.
• Kevern, J. T. (2008). Advancements in pervious concrete technology. Iowa State
University, Department of Civil Engineering. Ames: John Tristan Kevern.
• US Environmental Protection Agency, 1999. Porous Pavement, Stormwater
Technology Fact Sheet. United States Environmental Protection Agency
#EPA832-F-99-023. Washington, D.C.: USEPA Office of Water.
• Valavala, S., Montes, F., and Haselbach, L. (2006). Area-Rated rational
coefficients for portland cement pervious concrete pavement. Journal of
hydrologic engineering ASCE, 257-260.
• Yang, J., and Jiang, G. (2002). Experimental study on properties of pervious
concrete pavement materials. Department of Civil Engineering. Beijing, China:
Tsinghua University.
• Yang Jing and Jiang Guoliang Experimental study on properties of pervious
concrete pavement materials [Journal] // Cement and Concrete Research. -
2003.- 33. - pp. 381 -386.
• Leedom, J. B. (n.d.). Case Study: Enhanced Porous Concrete Pavement System
Creates Advantages for All Stakeholders.
• Khan, A. A. (2017). Study on Porous Concrete with Coarse Aggregate and Fine
Aggregate Mix Proportions. International Journal of Engineering Research &
Technology (IJERT), 531-534.
• North Carolina State University Biological and Agricultural Engineering
(NCSU-BAE).www.bae.ncsu.edu/stormwater/downloads.htm

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