International Journal of Transportation Science and Technology · vol. 4 · no.

1 · 2015 – pages 77 – 92 77

Developing A Framework for

Low-Volume Road
Implementation of Pervious
Concrete Pavements
Sonia Rahman, BSc1, Andrew B. Northmore, MASc, EIT2,
Vimy Henderson, PhD, PEng3 and Susan L. Tighe, PhD, PEng4
1MASc Candidate Department of Civil and Environmental Engineering University of Waterloo 200
University Avenue West Waterloo, ON, Canada N2L 3G1 [email protected]
2Research Assistant Department of Civil and Environmental Engineering University of Waterloo 200

University Avenue West Waterloo, ON, Canada N2L 3G1 [email protected]

3Pavement and Material Engineer Golder Associates 6925 Century Avenue, Suite #100, Mississauga,

Ontario, Canada L5N 7K2 [email protected]

4Professor and Canada Research Chair in Pavement and Infrastructure Management Norman W.

McLeod Professor in Sustainable Pavement Engineering Director, Centre for Pavement and
Transportation Technology Department of Civil and Environmental Engineering University of
Waterloo 200 University Avenue West Waterloo, ON, Canada N2L 3G1 [email protected]

ABSTRACT
Pervious concrete pavement is one of the promising pavement technologies, as it can help
overcome traditional pavement environmental impacts, assist with stormwater management, and
provide an effective low impact development solution. There are many benefits associated with
pervious concrete pavement such as assisting with water filtration, absorbing heavy metals and
reducing pollution. The most significant aspect, which draws the attention of environmental
agencies and cities and municipalities, is its ability to reduce storm water runoff. Pervious
concrete is documented as the paramount solution in storm water management by the United
States Environmental Protection Agency. Though it has been used in the southern United States
for years, the practice of using pervious concrete is more recent in northern climates where freeze
thaw is observed. In Canada, several pervious concrete parking lots have been constructed over
the past few years. However barriers exist for implementing the technology, as designers are not
always fully informed on the various functional and structural design considerations. In this
paper, a framework is developed to identify how pervious concrete can be integrated into low-
volume infrastructure. This paper also summarizes the structural performance and drainage
characteristics of pervious concrete parking lots constructed in various provinces of Canada,
demonstrating the viability of pervious concrete for low-volume northern applications.

This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

78 Developing A Framework for Low-Volume Road Implementation of Pervious Concrete Pavements

1. INTRODUCTION
Pervious concrete pavement is a technology that provides a sustainable, and ecological
pavement alternative. The porous nature of the material allows rainwater to percolate
directly through the pavement structure and join the natural ground water system,
mitigating traditional pavement impacts on natural hydrological cycles and removing
the needs for other stormwater management systems. Pervious concrete also provides
other benefits such as water filtration [1, 2], heat and noise control [3–5], and heavy
metal removal from stormwater runoff [6].
Pervious concrete mixes typically contain single-sized aggregate with locally
optimized levels of cementitious binder and water to provide a structure with at least 15%
voids [7]. The amount of fine aggregate is limited and optimized to increase the strength
while maintaining the required void content to facilitate drainage. This resulting pervious
concrete layer is constructed on a clear stone base, which acts as a reservoir layer to store
water during infiltrate to the existing subgrade soil. The thickness of the reservoir layer
depends upon the characteristics of underlying subgrade soil; a subgrade with a low
percolation rate would require a thicker reservoir to maintain a good precipitation rate.
The porous structure of pervious concrete results in lower compressive strength of the
material compared to conventional concrete. As a result, pervious concrete is an ideal
material for usage in residential streets, walkways, driveways, highway shoulders, and
parking lots [3] but not highways or roads with frequent heavy trucks. Literature suggests
that roads with Average Annual Daily Traffic (AADT) of 400 or less are considered as
low volume roads [8]. But for high traffic volume roads there is no national or American
Association of State Highway and Transportation Officials (AASHTO) definition. One of
the reasons behind this is as it is a local issue; it varies from agency to agency and depends
also on the area of construction. In this paper, roads are classified in four groups:
• Low Volume Road (AADT ≤ 400) [8]
• Moderate Volume Road (400<AADT ≤ 3,000) [9]
• High Volume Road (3,000<AADT ≤ 5,000)
• Very High Volume Road (AADT ≥ 5,000) [10]
Pervious concrete has been used in parts of Europe and warm climates in the United
States for several years but its use in the Northern severe cold climates, such as Canada,
has been limited [11]. This extreme cold climate presents an extra challenge for
pervious concrete and the Centre for Pavement and Transportation Technology, at the
University of Waterloo, has constructed and monitored several pervious concrete
parking lots across Canada in order to characterize the performance of pervious
concrete in cold climates. These sites have demonstrated that pervious concrete is able
to withstand low-volume traffic [12, 13]. From these results, a framework is developed
for designers to understand where they can apply pervious concrete in their
infrastructure and the design process they need to follow.

1.1. Objectives
This paper will present a framework for how to implement pervious concrete into
pavement infrastructure in northern regions; given the known performance of pervious
International Journal of Transportation Science and Technology · vol. 4 · no. 1 · 2015 79

concrete, this framework focuses on low-volume infrastructure applications. A

summary of the structural and drainage performance of pervious concrete parking lots
in northern environments as well as the benefits of applying pervious concrete will also
be provided to demonstrate the feasibility of using pervious concrete for low-volume
infrastructure.

2. PERVIOUS CONCRETE AND LOW-VOLUME ROAD (LVR)

Pervious concrete pavement is a sustainable pavement technology that is an alternative
product for low-volume applications. Almost two third of Canada’s public road are
either gravel, treated, or of earthen design [8]. Other types of surfacing on low volume
roads include Thin Bituminous Surfacing (TBS) treatments such as Cold Mixed Cold
Laid (CMCL) surfaces and Bituminous Surface Treatments (BST), chemically
stabilized surfaces, and some HMA pavements and concrete pavements [14].
As stated earlier pervious concrete pavement is mostly suitable for low volume
traffic roads [3]. To date most of the data available on pervious concrete are from
driveways, sidewalks and parking lots. However in this paper only parking lot data has
been provided. These data from parking lots can be correlated with low volume roads,
as the traffic volume is similar in both cases. Traffic speed and maneuverer pattern is
different. It can be assumed that in parking lot most loads are standing, turning and
breaking loads, which can affect the pavement structure more drastically. As pervious
concrete parking lot is able to withstand this loading, it can be predicted that it would
also be durable as low-volume road. In 2011, in Minnesota several test cells of LVR
were constructed with pervious concrete with a design life of 10 years. Road reliability
was evaluated with the American Concrete Pavement Association (ACPA) StreetPave
Software. All of the LVR test section passed with a reliability of 90 [15].

3. BENEFITS OF PERVOIUS CONCRETE IN LOW-VOLUME INFRASTRUCTURE

There are many associated benefits with using pervious concrete pavement compared
to the regular low volume roads used in practice.

3.1. Dust Control

Dust is a very common problem and a safety concern with gravel road. Various kinds
of treatments should be adopted to avoid this issue [14]. With pervious concrete
pavement it can be eliminated easily. Pervious concrete pavement provides a dust free,
smooth, and safe surface.

3.2. Drainage Control

To control and facilitate proper drainage is important for all kind of pavement
infrastructure. Often in improperly maintained gravel roads, shoulders can be higher
than the travelling lane, which causes drainage issues. Roadside drainage and ditches
are also important in conventional design [14]. Using pervious concrete pavement can
eliminate all this kind of drainage facilities and cut the cost of installation of drainage
systems. It also maximizes land uses, as no ditches are required and reduces the
likelihood of flooding [16].
80 Developing A Framework for Low-Volume Road Implementation of Pervious Concrete Pavements

3.3. Heat Control

Pervious concrete pavement can minimize heat islands effect and increase reflectivity
[16]. The main reason of both of these benefits is attributed to the light grey colour of
concrete, whereas the asphalt overlaid low volume road is black in colour. Research
indicates that the air temperature in urban areas can be up to 4°C degrees higher than it
would be in a rural setting [16]. Another study reported that in hot weather conditions,
conventional paving materials can reach of 50°C to 65°C and transmit excess heat to
the air above them as well as heat stormwater as it runs across pavements [17]. Porous
parking lots have been shown to lower surface temperature and it allows unheated water
to infiltrate directly to ground water table minimizing the impact on the aquatic
ecosystem [17]. Besides, as urban heat islands effects on humans are of great concern
to communities and cities, reduction of urban heat islands is a great benefit to the
environment. Besides the quality of heat control of pervious pavement can mitigate the
cooling costs of surrounding community.

3.4. Lighting Requirements

The light colour of pervious concrete pavement results in greater reflectivity and
reduces the amount of lighting infrastructure required to create the desired brightness
of parking lots and paths during evening and night use [16].

3.5. Economic
Pervious concrete pavement is a cost effective sustainable pavement technology. With
this pavement, the requirement of stormwater retention ponds or infrastructure such as
pipe network can be eliminated. So it cuts the expenses [16,17]. It also reduces property
space as well as probability of flooding [17]. The infiltrated water through pervious
concrete can be transferred to surrounding gardens and lawns to provide natural
moisture and thus can be used in water harvesting system. It limits the expense of
watering as well as water demand [16].

4. PARKING LOT FIELD SITES

The six case studies included in this paper were constructed between 2007 and 2011
with varying levels of monitoring. These sites were located across Canada, with the
majority being found in Southern Ontario. Figure 1 shows the locations of the six sites
being reviewed with general information of each site outlined in Table 1.

4.1 Performance Evaluation

A variety of tests were performed on samples from the six sites, including evaluating
the density, void content, compressive strength, modulus of rupture, and permeability.
A summary of the density and void content tests can be found in Table 2. Note that Sites
3, 4, and 5 had several different pervious concrete mixtures used in their construction,
and these different mixtures are denoted with letters following the site number.
Table 3 shows the compressive and flexural strength values that were measured from
samples from each of the sites. This information further demonstrates that in-practice,
pervious concrete is a much lower strength material than traditional concrete.
International Journal of Transportation Science and Technology · vol. 4 · no. 1 · 2015 81

Figure 1. Case Study Locations, modified from [12, 19]

Table 1. Field Site Location and Structural Design [12]

Structural Design
Site Location Construction Approx. PC CS S CTB
Year Area (m2) (mm) (mm) (mm) (mm)
1 Georgetown, ON 2007 630 300 600 – –
2 Campbellville, ON 2007 1800 240 100 200 –
3 Maple Ridge, BC 2008 100 250 200 – –
4 Barrie, ON 2008 500 200 300 – –
5 Montreal, QC 2009 108 200 – – 200
6 Carlisle, ON 2011 4000 150 – – 150
*PC represents pervious concrete, CS represents clear stone, S represents stone, and CTB
represents cement treated base

Surface distress evaluations were also performed on all of the sites in order to
visually inspect the structural performance of the pervious concrete. The information
from this for all sites is summarized in Table 4.
Permeability is an important performance characteristic of pervious concrete
pavements because without high levels of permeability, the ecological benefits of
allowing the pavement structure to act as a natural reservoir are lost. The permeability
of Sites 1 through 5 were determined using permeability measuring device (Gilson
Permeameter) over up to 4 years are plotted in Figure 2 and demonstrate the longevity
of permeability in unmaintained pervious concrete.
82 Developing A Framework for Low-Volume Road Implementation of Pervious Concrete Pavements

Table 2. Density and Void Results from the Field Sites, modified from [12, 20]

Avg. Density Avg. Density Void Content

Site # (CSA A23.2-6C, kg/m3) (ASTM C1688, kg/m3) (using CoreLok*, %)
1 2011 N/A 18
2 2012 N/A N/A
3a 1861 N/A 31
3b N/A N/A 13
4a 1803 N/A 28
4b 1958 N/A 26
4c 1920 N/A 26
5a 1842 1902 N/A
5b 1996 2025 N/A
5c 1917 1968 N/A
5d 1815 1910 N/A
6-cylinderss N/A 2249 13
6-cores N/A N/A 26
*CoreLok is an equipment that vacuum seals a plastic bag around the pervious concrete sample
in the laboratory.

Table 3. Compressive and Flexural Strength Results from the Field Sites,
modified from [12, 20]

28 Day Compressive Strength (MPa)

Cylinders Cylinders Modulus of Rupture,
Site # (CSA A23.2-3C) (Proctor Hammer*) Cores 28 Days (MPa)
1 21.5 N/A 7.3 1.64
2 22.8/11.8 N/A 7 4.21
3a 31.3 21.3 (10 drops), 14.2 N/A
30.4 (20 drops)
3b N/A N/A N/A N/A
4a N/A 8.2 (10 drops) 10 1.5
4b N/A 9.8 (10 drops) 16 2.0
4c N/A 8.6 (10 drops) 16.5 1.7
6 28.9 N/A 11.3 5.3
*In all cases, the cylinders prepared with the Proctor Hammer involved the pervious concrete
being placed in the mould in two lifts. The number of drops applied to each lift is given beside
the results in the table.

The maximum rainfall rate was determined from intensity duration frequency curves
from Environment Canada website for the area surrounding each field site [38]. The
maximum rainfall rate was similar for each of the five field sites and the highest was
selected, 0.0083 cm/sec. The permeability rate results were compared to a maximum
rainfall rate. If the permeability results were less than the maximum rainfall rate then
the permeability of the pavement was deemed to be inadequate.
International Journal of Transportation Science and Technology · vol. 4 · no. 1 · 2015 83

Table 4. Surface Condition Evaluation at the Field Sites, modified from

[12, 13, 20, 21]

Distress Types
Site # Age (yr) Ravelling, Joints Ravelling, Slab Cracking Aggregate Fracturing
1 2 M M – –
2 2 S S – –
3a/3b 1 – M S –
4a/4b/4c 1 S – – M
5a 0 – S – –
5b 0 VS VS S –
5c 0 S S S –
5d 0 – – – –
6 1 VS – VS –
6 2 S – VS –
6 3 M S S –
*VS: Very Slight, S: Slight, M: Moderate

Figure 2. Permeability of Sites 1–5 Over up to 4 Years [3]

4.2. Summary
These field sites demonstrate that pervious concrete is an effective option for the
structural design and stormwater management of low-volume infrastructure. The
minimal surface damage caused over time and the high maintained permeability show
that pervious concrete is very applicable to the design of low-volume infrastructure in
northern climates.
84 Developing A Framework for Low-Volume Road Implementation of Pervious Concrete Pavements

5. FRAMEWORK DEVELOPMENT
The proposed framework for pervious concrete implementation in infrastructure is
outlined in Figure 3 with descriptions of each step as follows

5.1. Traffic Determination

Within the framework illustrated in Figure 3, there are four levels of traffic considered
for the use of pervious concrete pavements.

400 400-3000 3000-5000

Figure 3. Framework for Pervious Concrete Implementation in Low Volume Road

Infrastructure
International Journal of Transportation Science and Technology · vol. 4 · no. 1 · 2015 85

In traffic determination, the type and level of traffic should be determined according to
previous records and recent survey. In general, for low volume road (AADT ≤400), pervious
concrete can successfully perform as paths or roads, parking lots, parkways, walkways,
driveways, shoulders etc. For moderate volume road (400<AADT≤3000), pervious concrete
can be used in the local roads and shoulders. For high volume road (3000<AADT≤5000)
pervious concrete pavement can only be used on shoulders. For very high volume road
(AADT > 5000), pervious concrete is not applicable due to structural concerns.

5.2. Design Considerations

Under this level all of the important factors for design should be taken into
consideration such as climate, site/area, subgrade condition etc. as each of these can
influence the performance of the pavement.

5.2.1. Climate check

In which climate pervious concrete will be installed is important. Literature suggests
that pervious concrete successfully performs in warm climate [16], and the case studies
presented in this paper provides valuable information about the satisfactory
performance of pervious concrete pavement in cold climates.

5.2.2. Site Investigation

Next the installation area should be analyzed. Pervious concrete should not be installed
in an area with stormwater hotspots such as commercial nurseries, automobile recycling
facilities, gas stations and outdoor liquid container storage areas. The runoff from these
areas carries high amounts of contaminants, which can pollute the groundwater [22].

5.2.3. Soil Investigation

Soil investigation is the other important step in the design process. Soil strength should
be sufficient to provide the pavement the strength to carry the traffic loading. If the
California bearing ratio (CBR) of the subgrade soil is less than 4%, then it should be
compacted to at least 95% of the Standard Proctor Density, which generally rules out
their use for infiltration [23]. Otherwise compaction to 90% of the Standard Proctor
Density is enough to provide with a satisfactory drainage capacity [24]. If the CBR
value of subgrade is lower or equal to 3; high clay or silt is present in the soil; water
table is shallow or subject to flooding then geotextile should be placed over subgrade.
In areas where swelling soil is present, precautions should be taken; cement, additives,
membranes etc. should be used to stabilize the soil [25].
In Figure 4 pervious pavement that placed on subbase is presented.

Figure 4. Pervious Concrete Layer Direct on the Subgrade [26]

86 Developing A Framework for Low-Volume Road Implementation of Pervious Concrete Pavements

5.3. External Drainage Requirement

The permeability rate of the subgrade soil does not constrain pervious concrete
pavement. If a well-drained soil is underneath, no external drainage is required. Native
soil that contain have silt/clay content less than 40% and clay content less than 20% is
considered as well drained subgrade. Subgrade soil with minimum permeability rate
0.5 inches per hour is also suitable for construction of pervious concrete. Otherwise if
the soil criterion is different or the permeability is lower than the acceptable limit, a
reservoir layer or external drainage system is required [23]. Figure 5 represents this type
of pervious pavement with draining pipe.

5.3.1. Reservoir Layer Thickness

The main function of the reservoir base layer of the pervious concrete pavement is to
work as a detention pond rather than a structural layer. This layer incorporates a storage
layer for the percolating water. This layer is generally recommended for pervious
concrete in a cold climate with frequent freeze thaw cycles or in the condition when the
permeability rate of subgrade soil is low [28]. It typically consists of open graded
aggregate with 20%-30% interconnected voids, which can provide water storage
capability [25]. Other literatures suggest that open graded clean stone with 20%–40%
void space is required in the base layer of pervious concrete pavement [22, 29].
Maximum drainage time for the reservoir layer should not be less than 24 nor more than
48 hours [23].
The typical thickness of this layer is 6”, though a detailed hydrological investigation
should be done to find out the proper thickness of the reservoir layer depending upon
the subgrade soil condition. The detailed hydrological design procedure can be found in
[23, 30].

5.3.2. Depth to Water Table

A minimum distance of 2 feet, from the bottom of pervious concrete to the seasonal
water table should be maintained [23].

5.4. Construction Considerations

This section provides the detailed procedure of construction.

Figure 5. Pervious Concrete with External Drainage Pipe [27]

International Journal of Transportation Science and Technology · vol. 4 · no. 1 · 2015 87

Figure 6. Pervious Concrete with Reservoir Layer [31]

5.4.1. Pervious concrete Placement

The subgrade soil and the reservoir layer should be prepared as described earlier. After
preparing those layers, pervious concrete material is placed directly on the base from
the chute. Wood/steel forms with shim on the top are used and these are filled with
pervious concrete higher (20 mm–25 mm) than the required final thickness. Then
typically a vibratory screed is used on the top of the shim to cross off the pervious
concrete and then the shims are removed. Following this, a manual weighted roller or a
hydraulic vibratory roller is applied to the forms to compact the pervious concrete and
to get a level pervious concrete surface [32]. The level of compaction should be
optimized to get the maximum drainage. To get the optimum compaction, methods can
be followed from [33]:
1. Overfilling the form.
2. Rolling a short 1 m to 3 m section then returning the roller to the initial location.
3. Adding a thin layer of pervious concrete to the previously rolled surface.
4. Rolling the surface again.

5.4.2. Jointing
To control cracking, joints are included into pervious concrete pavement in the similar
manner as conventional concrete pavement. The typical joint spacing is twice as the
thickness of pavement in feet. For example: a six inch pavement would have a joint
space of 12 feet (6” × 2 = 12’). The maximum joint spacing can be 15 feet [34]. Another
study recommended joint spacing of 6m up to 13m, which has record of no uncontrolled
cracking [35].
Before paving starts, joint locations must be pre-marked. String line can be used for
this type of marking. Generally flanged roller or pizza cutters are used to form joints in
pervious concrete pavement [33]. All joints should be completed immediately after
screed and before curing.
88 Developing A Framework for Low-Volume Road Implementation of Pervious Concrete Pavements

5.4.3. Curing
Curing is one of the most decisive actions for pervious concrete pavement. “If it dries,
it dies”, this sentence is very much true in working with pervious concrete pavement. It
is recommended to execute curing as soon as possible behind the screed [34]. Typically
curing is done by covering the pervious concrete pavement by a 4mm to 6 mm thick
plastic sheet. It is recommended to start the curing (cover the pavement with plastic
sheet) within 20 minutes of placement from the truck [24].

5.4.4. Timeline for Opening to Traffic

Guidelines for constructing pervious concrete pavement routinely reference that no
vehicle traffic should be allowed on the pavement until seven days after construction
[33, 35]. The Ontario Ministry of Transportation (MTO) currently requires that pervious
concrete not be opened to traffic until a core with a compressive strength of 15 MPa is
attained from the site. The minimum curing requirement is seven days.
The Ready Mix Concrete Association of Ontario (RMCAO) requires that no truck
traffic use a pervious concrete pavement until 14 days after construction [36]. The
Colorado Ready Mixed Concrete Association (CRMCA) requires that pervious
concrete pavement not be opened to the traffic until the pavement has reached the
equivalent maturity that would have been experienced after 14 days of curing at 21°C
at 95% relative humidity [24]. However seven days curing period is followed in most
of the cases.

5.5. Monitoring and Maintenance Considerations

Pervious concrete pavement can perform very well with a little regular maintenance. As
the porous structure can easily get clogged with sand, dirt, leaves and other debris, it
should be kept clean to confirm the drainage functionality. Routine checking of the
pavement porosity and infiltration rate can help to maintain its functionality. In general,
clogging is limited to the first 1” to 1.5” of the pavement thickness. Periodic and routine
vacuum cleaning, sweeping or pressure washing can restore the permeability.
Sometimes bleach is added to the pressure washing to remove mold and algae [37]. The
literature suggests the following recommendations for maintaining the pavement.
• Monthly inspection to ensure that the pavement is clean of debris, sediments, and
dewaters between storms.
• Mow upland and adjacent areas and seed bare areas as necessary.
• Annual inspection to find out the performance and surface distresses. [37]
Ravelling is a common distress in pervious concrete pavement. To find out if the
distress is only in the upper layer, so that it is not a structural deficiency, the surface
should be swept to remove the loose aggregate. This allows the depth of the raveling to
be examined. After sweeping up, the pavement should be monitored if the raveling is
going on or has stopped. If the distress goes on and depth is too deep to repair, then it
is suggested to replace the complete section or mill that localized section and place a
pervious concrete overlay [33].
International Journal of Transportation Science and Technology · vol. 4 · no. 1 · 2015 89

6. CONCLUSION
The main objective of this paper is to develop a framework to use pervious concrete in
low volume road. Overall the state-of-the-art in northern climate pervious concrete field
testing has demonstrated that, with diligent design, pervious concrete can be an
effective tool available to pavement designers for low-volume applications. All the sites
presented in this paper were not under regular maintenance. From the permeability
measurement results it is found that permeability reduces with time, as can be expected
that without maintenance. With proper maintenance better performance can be
obtained. The lower strength and modulus of rupture of the materials do limit the
number of heavy vehicles that pervious concrete can withstand, though the slight to
moderate surface distresses noted in Table 4 show that it withstands low-volume traffic
and freeze-thaw cycling very well. Thus pervious concrete can be a potential alternative
for sustainable low volume roads and provide a dust free, smooth, cost effective, and
safe alternative to traditional pavements.

ACKNOWLEDGEMENTS
The authors would like to thank all of their partners in this ongoing project including
the Cement Association of Canada, and particularly Rico Fung, Ready Mixed Concrete
Association, Dufferin Concrete, Rempel Bros. Concrete, Ministry of Transportation of
Ontario, Lafarge Canada, Beton du Mobile Quebec, City of Hamilton, King Paving and
Materials Company, Inter-County Concrete, University of Waterloo, and the Centre for
Pavement and Transportation Technology.

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