“PERMEABLE CONCRETE PAVEMENT”

Project Report submitted

To

CHHATTISGARH SWAMI VIVEKANAND TECHNICAL UNIVERSITY

BHILAI (C.G.), India

for

fulfillment of the award of Degree of

Bachelor of Engineering in Civil Engineering by

AKASH GABEL
ANSHUMAN PANDEY
APURVA BAJPAI
CHNDRAKANT
 RUPESH GAVEL
Under the Guidance of MR.RITESH KAMBLE
MR.

Department of Civil Engineering,

G.D. Rungta College of Engineering & Technology,

Kohka - Kurud Road, Bhilai (C.G.)

`
 CERTIFICATE BY THE EXAMINERS

This is to certify that the minor project report on “PERMEABLE PAVEMENT CONCRETE”
submitted by the the student of B.E final year of civil department during the academic year of
2018-2019 has been examined by the undersigned as a part of the examination and is hear by
recommended for the award of degree of Bachelor of Engineering in civil engineering by G.D
Rungta college of engineering and Technology Bhilai from Chhattisgarh swami Vivekanand
technical university ,Bhilai .This certification does not necessarily endorse or except any
statement made opinions expressed or conclusion drawn as report however it only signifies the
acceptance of the report of the purpose to be submitted.

(Singnature) (Singnature)

INTERNAL EXTERNAL
EXAMINATION EXAMINATION

NAME- NAME-

DESIGNATION- DESIGNATION-

INSTITUTE- INSTITUTE-
 CERTIFICATE

This is to certify that the minor report on “PERMEABLE PAVEMENT

CONCRETE” submitted by the student of B.E civil engineering have work on the
project.

NAME ROLL NO ENROL.NO SIGNATURE

AKASH GABEL 3422015002 AR3142

ANSHUMAN PANDEY 3422015009 AR3186
APURVA BAJPAI 30420216308 AO4690
CHANDRAKANT 3422015015 AR3227
RUPESH KUMAR GAVEL 3422015043 AR3355

Carried out under my guidance and supervision to the award of B.E Course in civil engineering
branch of “Chhattisgarh swami vivekanand technical university”, Bhilai(C.G)

To the best of my knowledge of report

 Embodies the work of the candidate
 Has duly been completed.

 Fulfills the requirement of the ordinance relating in B.E course of the university

(Signature of guide)

MR. RITESH KAMBLE

Lecturer
 Civil engineering department

G.D Rungta, Bhilai( C.G)-490006

Department of civil engineering. The Project work as mention above is here by being

recommended and forworded for examination and evaluation.

(Signature of H.O.D)

Head of the department

Civil engineering department

G.D Rungta, Bhilai( C.G)-490006

 ACKNOWLEDGEMENT

We express our beep sense of gratitude and immense report to our revert guide MR RITESH
KAMBLE, civil engineering for her guidance, constant for her guidance, constant
encouragement and successful completion of work . we have proud privilege to accomplish this
entire work. The sincerity integritory and punctuality which she has incorporated in us will take a
long way in life.

I highly thankful to head of department , for providing me necessary facilities and cooperation
during the course of study .
I express my indebtedness to our principal for the constant encouragement given throughout the
project work and the project work and guidance the shared me throughout the project.

At the last but not the least, I would like to thank all the people who have helped and support us
 ABSTRACT

The use of permeable pavements is one method UC Davis can adopt to enhance its
water sustainability. The implementation of permeable pavements in place of
standard impermeable asphalt would theoretically increase water infiltration into
underground storage and the filtration of rainwater, while reducing runoffs. We
will do a cost and benefit analysis of the different types of permeable pavements
over a period of 25 years to find the most cost effective alternative.

It will be difficult in measuring the exact value without making some assumptions
to simplify calculations, such as the area of UC Davis available for permeable
pavement. Also, we will also taking into account the hydrological differences of
each pavement’s performance into our decision. The hypothesis is that the
installation of permeable pavements will be more costly initially compared to
standard impermeable asphalt.

However, the benefits received over time from installing permeable pavements will
make it more cost effective while also improving water sustainability on the
campus. We hope that this research paper will shed insight on the monetary and
hydrological differences between different alternatives of permeable pavements so
that institutions thinking of installing permeable pavements can make an educated
decision
 CONTENTS

CHAPTER-1

INTRODUCTION

S.NO. PAGE NO.

1.1 AN OVERVIEW

1.2 OBJECTIVE OF THESIS

1.3 LIST OF TABLES

1.4 LIST OF FIGURES

CHAPTER - 2

LITERATURE REVIEW

CHAPTER- 3

MATERIALS

3.1 Portland pozzolana cement

3.2 Coarse aggregate

3.3 Fly ash

3.4 Fine aggregates

3.5 Potable water

 CHAPTER- 4

METHODOLOGY

4.1 Construction sequence

4.2 Installation of various surfaces

C

CHAPTER-1

INTRODUCTION
 DECLERATION BY THE CANDIDATE

We ,the undersigned declare that the project work entitled ”PERMEABLE CONCRETE
PAVEMENT” is based on the work carried out during the course of our study under the
guidance and supervision of MR. K.L MOTGHARE ,department of civil engineering
,G.D.R.C.E.T,Bhilai. We assists that the statement made and conclusion frown are the outcomes
of the project work. We further declare that to the best of our knowledge and belief the project
work report does not contain any part of work which has been submitted for the award of
Bachelor’s degree or any other degree/diploma/certificate in the university or any other
university.

NAME SIGNATURE

AKASH GABEL
ANSHUMAN PANDEY
APURVA BAJPAI
CHNDRAKANT GHIRITLAHRE
RUPESH GAVEL
 CHAPTER 1

INTRODUCTION
1.1 AN OVERVIEW

Permeable pavements are alternative paving surfaces that allow stormwater runoff
to filter through voids in the pavement surface into an underlying stone reservoir,
where it is temporarily stored and/or infiltrated.

A variety of permeable pavement surfaces are available, including pervious

concrete, porous asphalt and permeable interlocking concrete pavers. While the
specific design may vary, all permeable pavements have a similar structure,
consisting of a surface pavement layer, an underlying stone aggregate reservoir
layer and a filter layer or fabric installed on the bottom .

The thickness of the reservoir layer is determined by both a structural and

hydrologic design analysis. The reservoir layer serves to retain storm water and
also supports the design traffic loads for the pavement. In low-infiltration soils,
some or all of the filtered runoff is collected in an under drain and returned to the
storm drain system.

If infiltration rates in the native soils permit, permeable pavement can be designed
without an under drain, to enable full infiltration of runoff. A combination of these
methods can be used to infiltrate a portion of the filtered runoff.
1..1 OBJECTIVE OF THESIS

 The main objective of our project is to determine whether the use of

permeable pavements in any future construction plans will lead to a larger
monetary net benefit than using regular asphalt.

 In order to figure this out, we will perform a cost benefit analysis, over a
span of 25 years, comparing the different types of pavement if we covered
half of UC Davis’ campus with pavement.

 Due to inflation rates and uncertainty, our monetary values and

measurements we calculated from documents, published in previous years,
will be changed to equivalent values in present terms
 In multiple tables, we will lay out the cost of installing and maintaining each
type of pavement. In a separate table, we will show the benefits or cost
avoided of using permeable pavements.

 From this we were able to choose the best scenario that yielded the greatest
net benefits.
 CHAPTER -2

LITERATURE REVIEW
2.1 LITERATURE REVIEW

 Malhotra (1976),

Malhotra (1976), found that the density of permeable concrete is generally

about 70 percent of conventional concrete when made with similar
constituents. The density of permeable concrete using conventional
aggregates varies from 1602 to 1922 kg/m3 . Adequate vibration is
imperative for strength of conventional concrete. The use of permeable
concrete is different and is a self-packing product.

Malhotra (1976) suggests that the use of mechanical vibrators and ramming
is not recommended with permeable concrete. A light rodding should be
adequate and used to ensure that the concrete reaches all sections of the
formwork. This is not a problem with conventional concrete since it has
greater flow ability than permeable concrete. The light rodding ensures that
the concrete has penetrated all the areas impeded by reinforcing steel.
Malhotra stresses that in situations where normal conditions are not achieved
during placement and curing, the formwork should not be removed after 24
hours as with conventional concrete.

Permeable concrete has very low cohesiveness and formwork should remain
until the cement paste has hardened sufficiently to hold the aggregate
particles together. However, this is more of a consideration in low
temperature conditions and when used in non-pavement applications where
the concrete is not sufficiently supported by the ground or other means.

 Ghafoori et al (1995),
 Ghafoori et al (1995), undertook a considerable amount of laboratory
investigation to determine the effectiveness of permeable concrete as a
paving material. The curing types were investigated to determine if there
was any difference between wet and sealed curing. There appeared to be
only a negligible difference in strength between the different curing
methods. It was clear from the test results that the strength development of
permeable concrete was not dependent upon the curing conditions. The
indirect tensile test conducted by Ghafoori et al found that the sample tests
varied between 1.22 and 2.83 MPa. The greater tensile strength was
achieved with a lower aggregate cement ratio.

Ghafoori et al (1995) explained the more favorable properties obtained by

the lower aggregate-cement ratio by an improved mechanical interlocking
behavior between the aggregate particles. Ghafoori et al produced permeable
concrete with a compressive strength in excess of 20 MPa when using an
aggregate-cement ratio of4:1

 Abadjieva et al (1997),

Abadjieva et al (1997), determined that the compressive strength of

permeable concrete increases with age at a similar rate to conventional
concrete. The permeable concrete specimens tested had aggregate-cement
ratios varying from 6:1 to 10:1. The 28 day compressive strength obtained
by these mixes ranged from 1.1 and 8.2 MPa, with the aggregate-cement
ratio of 6:1 being the strongest. He concluded the most plausible explanation
for the reduced strength was caused by the increased porosity of the concrete
samples. This strength is sufficient for structural load bearing walls and
associate applications.
  Satish kumar &, Dr. Devinder Sharma et al(DECEMBER 2017)

e-ISSN: 2395-0056

p-ISSN: 2395-0072

This dissertation analyses the effectiveness of Permeable concrete in

pavement. This was achieved by analyzing the properties and characteristics of
Permeable concrete. The performance of Permeable concrete was compared with a
concrete sample that is comparable to the material used for the construction of
conventional concrete road pavements. Permeable concrete is mostly used in non-
pavements applications, limited use in pavements applications. This is to assess the
suitability for Permeable concrete to be used for the construction of road pavement.
The tests conducted to determine the fresh concrete properties were the slump test
and compacting factor tests. These were complimented by hardened concrete tests
including the following: compressive strength, indirect tensile strength. After that
there is a comparisons are made between the both type of concrete. It was found
that Permeable concrete pavements possess some positive features like increased
skid resistance and high permeability but lacks the high strength required for
highly traffic areas. Permeable concrete has proven to have properties suitable for
use in low volume traffic areas. The properties found may change depending on
the aggregate particle chosen, however this aspect requires further investigation.
Nonetheless, if Permeable concrete pavements can be implemented, it will have
numerous positive effects on the environment.
CHAPTER 3

MATERIALS
3.1 Portland puzzolana cement

 Pozzolana, also known as pozzolanic ash (pulvis puteolanus in Latin), is a

natural siliceous or siliceous and aluminous material which reacts
with calcium hydroxide in the presence of water at room temperature
(cf. pozzolanic reaction).

 In this reaction insoluble calcium silicate hydrate and calcium aluminate

hydrate compounds are formed possessing cementitious properties. The
designation pozzolana is derived from one of the primary deposits
of volcanic ash used by the Romans in Italy, at Pozzuoli. Nowadays the
definition of pozzolana encompasses any volcanic material
(pumice or volcanic ash), predominantly composed of fine volcanic glass,
that is used as a pozzolan. Note the difference with the term pozzolan, which
exerts no bearing on the specific origin of the material, as opposed to
pozzolana, which can only be used for pozzolans of volcanic origin,
primarily composed of volcanic glass.

 Pozzolana is abundant in certain locations and is extensively used as an

addition to Portland cement in countries such as Italy, Germany, Kenya,
Turkey, China and Greece. Compared to industrial by-
product pozzolans they are characterized by larger ranges in composition
and a larger variability in physical properties. The application of pozzolana
in Portland cement is mainly controlled by the local availability of suitable
deposits and the competition with the accessible industrial by-product
supplementary cementitious materials. In part due to the exhaustion of the
latter sources and the extensive reserves of pozzolana available, partly
because of the proven technical advantages of an intelligent use of
pozzolana, their use is expected to be strongly expanded in the future.
3.2 Coarse Aggregate

 Those particles that are predominantly retained on the 4.75 mm (No. 4) sieve
and will pass through 3-inch screen, are called coarse aggregate.
 The coarser the aggregate, the more economical the mix. Larger pieces offer
less surface area of the particles than an equivalent volume of small pieces.
Use of the largest permissible maximum size of coarse aggregate permits a
reduction in cement and water requirements.
 Using aggregates larger than the maximum size of coarse aggregates
permitted can result in interlock and form arches or obstructions within a
concrete form. That allows the area below to become a void, or at best, to
become filled with finer particles of sand and cement only and results in a
weakened area.
3.3 fly ash

 Fly ash or flue ash, also known as pulverised fuel ash in the United
Kingdom, is a coal combustion product that is composed of
the particulates (fine particles of burned fuel) that are driven out of coal-
fired boilers together with the flue gases. Ash that falls to the bottom of the
boiler is called bottom ash. In modern coal-fired power plants, fly ash is
generally captured by electrostatic precipitators or other particle filtration
equipment before the flue gases reach the chimneys. Together with bottom
ash removed from the bottom of the boiler, it is known as coal ash.
Depending upon the source and composition of the coal being burned,

 the components of fly ash vary considerably, but all fly ash includes
substantial amounts of silicon dioxide (SiO2)
(both amorphous and crystalline), aluminium oxide (Al2O3) and calcium
oxide (CaO), the main mineral compounds in coal-bearing rock strata.
3.2 Fine aggregate

Fine aggregates generally consist of natural sand or crushed stone with most
particles passing through a 9.5mm sieve. Fine aggregates generally consist of
natural sand or crushed stone with most particles passing through a 3/8-inch
sieve. Fine aggregate is natural sand which has been washed and sieved to
remove particles larger than 5 mm.
 CHAPTER 4

METHODOLOGY
4.1 CONSTRUCTION SEQUENCE

The following is a typical construction sequence to properly install permeable

pavement, which may be modified depending on the pavement type.

Step 1. Construction of the permeable pavement begins after the entire

contributing drainage area has been stabilized. The proposed site should be
checked for existing utilities prior to any excavation.

Step 2. Temporary erosion and sediment controls are needed during installation to
divert stormwater away from the permeable pavement area until it is constructed
and contributing drainage areas have been stabilized by a uniform perennial
vegetative cover with a density of at least 70 percent over the entire pervious
surface area, or other equivalent means. Special protection measures such as
erosion control fabrics may be needed to protect vulnerable side slopes from
erosion during and after the excavation process. The proposed permeable pavement
area must be kept free from sediment during the entire construction process.

Step 3. Where possible, excavation should work from the sides and outside the
footprint of the permeable pavement area (to avoid soil compaction). Contractors
can utilize a “cell” construction approach, whereby the proposed permeable
pavement area is divided into 500 to 1000 square feet temporary cells with 10 to 15
feet wide earthen bridges between them so that the cells can be excavated from the
side. Then the earthen bridges are removed. Excavated material should be placed
away from the open excavation to maintain stability of the side walls.
Step 4. The native soils along the bottom of the permeable pavement system can
be scarified or tilled to a depth of 3 to 4 inches and graded prior to the placement
of the aggregate.

Step 5. Geotextile should be installed on the sides of the reservoir layer

applications that do not use concrete curbs extending the full base depth. The
design engineer may elect to use geotextile over the soil subgrade as well. Overlap
of each sheet should follow recommendations in AASHTO M-288.

Step 6. Provide a minimum of 2 inches of aggregate around underdrain pipes. The

underdrains should slope down towards the outlet at a grade of 0.5 percent or
steeper. The up-gradient end of underdrains in the reservoir layer should be
capped. Where an underdrain pipe is connected to a structure, there should be no
perforations within at least one foot of the structure. Ensure that there are no
perforations in clean-outs within at least one foot from the surface.

Step 7. Spread maximum 8 inch lifts (6 inch preferred) of the reservoir

base/subbase or base stone. Moistening the aggregate during spreading will
facilitate better compaction. Compact reservoir layers (layer with larger than No.
57 stone) with a 10 ton roller with two passes in static mode or until there is no
visible movement of the aggregate. For No. 57 or similar sized stone layers, make
two passes in vibratory mode and two passes in static mode or until there is no
visible movement of the aggregate. Do not crush the aggregate with the roller.
Corners and other areas where rollers cannot reach are compacted with a vibratory
plate compactor capable of least 13,500 pound force (lbf) and equipped with a
compaction indicator. PICP bases require a 4 inch base layer and this is compacted
separately from the subbase layer with two passes in vibratory then two in static
mode.
Step 8. Install the desired depth of the bedding or choker layer, depending on the
type of pavement, as follows.

 Pervious Concrete: No bedding/choker layer is used.

 Porous Asphalt: The choker layer for porous asphalt pavement consists
of 1 inch of washed No. 57 stone.
 PICP: The bedding layer for open-jointed pavement blocks should
consist of 2 inches of washed No.8 stone. This layer is compacted after
pavers are placed on it and their joints are filled with aggregate.

Step 9. Paving materials should be installed according to manufacturer or industry

specifications for the particular type of pavement. Installation highlights are
provided below. After the installation is complete, the permeable pavement surface
should be tested for acceptance using a minimum infiltration rate of 100 inch/hr
using ASTM C1701 Standard Test Method for Infiltration Rate of In Place
Pervious Concrete. This test method can be used on porous asphalt and PICP.

4.2 INSTALLATION OF VARIOUS SURFACES

Porous asphalt installation

The following has been excerpted from the Minnesota Asphalt Pavement
Association (MAPA 2012) and from the National Asphalt Pavement
Association (Hansen 2008). These documents should be reviewed for
detailed specifications.
 Use PG 58-28 or PG 64-22 asphalt binder.
 Install porous asphalt pavement at according to temperatures
recommended in the aforementioned references with a minimum air
temperature of 50oF to ensure that the surface does not stiffen before
compaction.
 Complete compaction of the surface course when the surface is cool
enough to resist a 10-ton roller. One or two passes of the roller are
required for proper compaction. More rolling could cause a reduction in
the porosity of the pavement.
 The mixing plant must provide certification of the aggregate mix,
abrasion loss factor, and asphalt content in the mix.
 Transport the mix to the site in a clean truck with smooth dump beds
sprayed with a non-petroleum release agent. The mix should be
covered during transportation to control cooling.

Pervious concrete installation

The basic installation sequence for pervious concrete is outlined by the

American Concrete Institute in ACI Specification 522.1 (ACI 2010) and
can be purchased from the American Concrete Institute. Guide
specifications for Minnesota applications should be obtained from
the Aggregate and Ready Mix Association of Minnesota. Concrete
installers should successfully complete a recognized pervious concrete
installers training program, the Pervious Concrete Contractor
Certification Program offered by the National Ready Mix Concrete
Association. The basic installation procedure follows:
 Water the underlying aggregate (reservoir layer) before the concrete is placed,
so that the aggregate does not draw moisture from the freshly laid pervious
concrete.
 After the concrete is placed, approximately 3/8 to 1/2 inch is struck off, using a
vibratory screed. This is to allow for compaction of the concrete pavement.
 Compact the pavement with a steel pipe roller. Care should be taken so that
over-compaction does not occur.
 Cut joints for the concrete to a depth of ¼ inch.
 Curing: Cover the pavement with plastic sheeting within 20 minutes of the
strike-off, and keep it covered for at least seven days. Do not allow traffic on
the pavement during this time period.

Installation of interlocking pavers

The basic installation process is described in greater detail by Smith (Smith 2011).
Permeable paver job foremen should successfully complete the PICP Installer
Technician Course training program offered by the Interlocking Concrete
Pavement Institute (ICPI). The ICPI provides a variety of technical courses.

The following installation method also applies to clay paving units. Contact
manufacturers of composite units for installation specifications. Guide construction
specifications are available from the Interlocking Concrete Pavement Institute.

 Moisten, place and level the AASHTO No. 2 stone subbase and compact it in
minimum 12 inch thick lifts with four passes of a 10-ton steel drum static roller
until there is no visible movement. The first two passes are in vibratory mode
with the final two passes in static mode. The filter aggregate should be moist to
facilitate movement into the reservoir course.
 Place edge restraints before the base layer, bedding and pavers are installed.
Permeable interlocking pavement systems require edge restraints to prevent
vehicle tires from moving the pavers. Edge restraints may be standard concrete
curbs or curb and gutters.
 Moisten, place and level the AASHTO No. 57 base stone in a single lift (4
inches thick). Compact it into the reservoir course beneath with at least four (4)
passes of a 10-ton steel drum static roller until there is no visible movement.
The first two passes are in vibratory mode, with the final two passes in static
mode.
 Place and screed the bedding course material (typically AASHTO No. 8 stone
(MnDOT 3127-FA-3), 2 inches thick).
 Pavers may be placed by hand or with mechanical installation equipment.
 Fill gaps at the edge of the paved areas with cut pavers or edge units. When cut
pavers are needed, cut the pavers with a paver splitter or masonry saw. Cut
pavers no smaller than one-third (1/3) of the full unit size if subject to tires.
 Fill the joints and openings with stone. Joint openings must be filled with
AASHTO No. 8 (MnDOT 3127-FA-3), 89 or 9 (MnDOT 3127 FA-2)stone per
the paver manufacturer’s recommendation. Sweep and remove excess stones
from the paver surface.
 Compact and seat the pavers into the bedding course with a minimum low-
amplitude 5,000 lbf, 75- to 95 Hz plate compactor. Do not compact within 6
feet of the unrestrained edges of the pavers.
 Thoroughly sweep the surface after construction to remove all excess
aggregate.
 Inspect the area for settlement. Any paving units that settle must be reset and
inspected.The contractor should return to the site within 6 months to top up the
paver joints with stones.
 .

CHAPTER - 5

Conclusion
 5. CONCLUSION

 When traditional concrete is compared to pervious concrete across criteria of

cost, availability of contractors, and future outcomes such as durability,
maintenance, and long term savings, pervious concrete is clearly equal to
traditional concrete where it is appropriate to be used. In many situations, it
comes out ahead.

 In addition, when other factors such as long-term impact on the environment

are considered, pervious concrete proves superior.

 The infiltration properties of the material — the ability to remove pollutants

from storm water – show far greater effectiveness than some of the most
popular storm water management systems.

 This demonstrates that a paving system which is nearly equal in cost to

traditional concrete actually pays for itself over the long term, with a more
effective storm water infiltration system than commonly used traditional
storm water systems. It is therefore possible to employ an environmentally
sound pavement solution while saving money.

 Pervious concrete has increased its presence in the industry and advanced its
mix designs and equipment.
 No doubt you have heart of it and its “GREEN” possibilities previous
concrete is similar to conventional concrete but manufactured without most
or all of the sand
CAPTER -6

REFERENCE
6. REFERENCES

[1] B C PUNMIA ,Basic civil Engineering.

[2]