Chapter 2
Chapter 2
Chapter 2
of Portland cement, coarse aggregate, little or no fine aggregate, admixtures, and water. The mix
of these fixings will create a solidified material with associated pores that enable water to go
material, as it reduces storm water runoff in the top soil, improves storm water quality, may
recharge groundwater supplies, and it can diminish the impact of the “urban heat island effect”.
environmentally friendly option for ready mix concrete. [ CITATION srm19 \l 1033 ]
With a pervious concrete mix, the aggregates are much coarser and there is next to
nothing when it comes to sand—this event generates “voids,” or compartments made of air
space, that permit water and air to flow through with no trouble. These mixes are commonly
used as pavement and in greenhouses, parking areas, pathways, and almost all sustainable
Pervious concrete had its earliest stages in Europe. In the 19th century, pervious concrete
was used in a variety of applications such as load bearing walls, mass-produced panels, and
paving.
In the United Kingdom in 1852, two houses were built with gravel and concrete. Cost efficiency
seems to have been the prime goal for its earliest usage due to the limited amount of cement
used. It was not until 1923 when pervious concrete reemerged as a feasible construction
material. This time it was limited to the building of 2-story households in areas such as Scotland,
Liverpool, London, and Manchester. Use of pervious concrete in Europe improved gradually,
particularly in the post-World War II era. Since pervious concrete uses less cement than
conventional concrete and cement was uncommon at the time, it appeared that pervious concrete
was the top material for that period. Once again, housing construction was its main use. Pervious
concrete continued to advance in terms of popularity and its use spread to areas such as
Venezuela, West Africa, Australia, Russia, and the Middle East.[ CITATION Cho07 \l 1033 ]
Although not a new invention, pervious concrete has only been applied in the United
States in the past fifty years. The notion was proposed in the 1960s in hopes of reducing floods,
raising water tables, and replenishing aquifers, while a decade later the Environmental Protection
Agency (EPA) began testing it to determine its cost and efficiency. These tests were done at
various sites in Delaware, Pennsylvania, and Texas, with Texas being the most significant site
since it was the only one to have installed monitoring instruments.[CITATION Placeholder1 \l 1033 ]
Pervious concrete has been used as one of the key materials for permeable pavement.
Permeable pavement systems have become common in the past decade due to their noteworthy
influence to sustainable drainage systems. Since the 19th century, the drainage system has been
established as a pipeline system. However, this traditional system quite often leads to stormwater
runoff, especially in urban areas. Thus, this pipeline drainage system is not really efficient.
Permeable pavement systems can play a significant role in controlling stormwater runoff,
especially in urban areas. Water Sensitive Urban Design (WSUD) has claimed that this system
has benefits such as a reduction in the potential for flooding, recharging the groundwater level,
Two factors determine the design thickness of pervious pavements, the hydraulic
properties, such as permeability and volume of voids, and the mechanical properties, such as
strength and stiffness. Pervious concrete used in pavement systems must be designed to support
the intended traffic load and contribute positively to the site-specific stormwater management
strategy. The designer selects the appropriate material properties, the appropriate pavement
thickness, and other characteristics needed to meet the hydrological requirements and anticipated
traffic loads simultaneously. Separate analyses are required for both the hydraulic and the
structural requirements, and the larger of the two values for pavement thickness will determine
decide whether the qualities of the pervious solid asphalt framework are sufficient to invade,
store, and discharge the normal inflow of water (which incorporates direct precipitation and may
likewise incorporate excess spillover from nearby impenetrable surfaces). All things considered,
data required in a hydrologic examination incorporates the precipitation force levels, the
thickness and penetrability characteristics of the pervious solid asphalt cross slants and
geometrics, and porousness properties and qualities of the basic base, subbase, and subgrade
materials. Numerous hydrological plan techniques exist that can be utilized when planning
pervious solid asphalt frameworks, including the Regular Resources Protection Administration
Bend Number Strategy and the Normal Technique (Leming et al. 2007). Fundamentally, the
hydrologic structure of pervious solid asphalts should consider two potential conditions to
guarantee that abundance surface spillover doesn't happen (Leming et al. 2007):
1. Low penetrability of the pervious solid material that is lacking to catch the "main
2. Insufficient maintenance gave in the past solid structure (section and subbase).
Frequently, the thickness of pervious solid asphalt is first decided dependent on basic
necessities and afterward broke down to decide its appropriateness to meet the hydrologic needs
of the undertaking site. In the event that the thickness is seen as insufficient, modifications can
be made to the thickness of the pervious asphalt or the hidden base course.
2.3.1) Structural Design Considerations
Pervious concrete pavements can be designed using virtually any standard concrete
pavement procedure (e.g., American Association of State Highway and Transportation Officials,
Portland Cement Association, Street Pave) (Delatte 2007). The American Concrete Pavement
Association has recently developed a comprehensive program, Pervious Pave that can be used to
develop both structural and hydrological designs for pervious pavements (Rodden et al. 2011).
Regardless of the procedure used, there are critical factors to consider in the design of pervious
concrete pavements (ACI 2010): Subgrade and subbase. In the design of pervious pavements,
which should account for the effects of both the subgrade and the subbase. An open-graded
subbase is commonly used beneath pervious concrete pavements not only to provide an avenue
for vertical drainage of water to the subgrade, but also to provide storage capabilities. Special
subgrade conditions (such as frost susceptibility or expansive soils) may require direct treatment.
design. However, testing to determine the flexural strength of pervious concrete may be subject
to high variability therefore, it is common to measure compressive strengths and to use empirical
relationships to estimate flexural strengths for use in design (Tennis et al. 2004).
terms of equivalent 18,000-lb (80 kN) single-axle load repetitions, which many procedures
compute directly based on assumed truck-traffic distributions. Most pervious concrete pavements
are used in low-truck-traffic applications. Currently there are no thickness standards for pervious
concrete pavements, but many pervious pavements for parking lots are constructed 6 inches (150
mm) thick, whereas pervious pavements for low-volume streets have been constructed between 6
Benefits/Advantages Limitations/Disadvantages
Limited use in heavy vehicle traffic
Decreasing flooding possibilities,
areas
especially in urban areas
Extended curing time
Recharging the groundwater level
Sensitivity to water content and control
Reducing puddles on the road
in fresh concrete
Improving water quality through
Special attention and care in design of
percolation
some soil types such as expansive soils
Sound absorption
and frost-susceptible ones
Heat absorption
Special attention possibly required with
Supporting vegetation growth
high groundwater
Maintenance
Prevention of clogging of the void structure