1657 SEMINOLE RD -DRIVEWAY �j
CITY OF ATLANTIC BEACH
800 SEMINOLE ROAD
ATLANTIC BEACH,FL 32233
' INSPECTION PHONE LINE 247-5814
DRIVEWAY PERMIT
MUST CALL BY 4PM FOR NEXT DAY INSPECTION: 247-5814
JOB INFORMATION:
Job ID: 15-DWAY-1064
Job Type: DRIVEWAY
Description: DRIVEWAY PAVERS
Estimated Value:
Issue Date: 5/14/2015
Expiration Date: 11/10/2015
PROPERTY ADDRESS:
Address: 1657 SEMINOLE RD
RE Number. 169564-0030
PROPERTY OWNER:
Name: SMITH, MARK
Address: 1015 ATLANTIC BLVD STE 99
GENERAL CONTRACTOR INFORMATION:
Name: INTRACOASTAL BUILDERS CORP.
Address: 14286 -19 BE BEACH BLVD APT 242 CA MATTHEW
LAWRENCE REIMER
Phone: - -
PERMIT INFORMATION: PUBLIC WORKS: UTILITY DEPT.:
Full erosion control measures must be installed and approved prior to beginning any earth
disturbing activities. Contact Public Works(247-5834)for Erosion and Sediment Control
Inspection prior to start of construction.
All silt must remain on-site during construction. Silt fence to be installed around pool and
driveway during construction.
Roll off container company must be on City approved list and container cannot be placed on
City Right-of-Way. (Approved:Advanced Disposal, Realco, Republic Services, Shappel's and
Waste Pro.)
Full right-of-way restoration, including sod, is required.
Ensure all meter boxes, sewer cleanouts and valve covers are set to grade and visible.
A sewer cleanout must be installed at the property line. Cleanout must be covered with
an RT1 concrete box with metal lid Cleanout to be set to grade and visible.
PERMU IS APPROVED ONLY C ^^IDA
BUILDING CODES.
CITY OF ATLANTIC BEACH
r 800 SEMINOLE ROAD
1 - ATLANTIC BEACH,FL 32233
INSPECTION PHONE LINE 247-5814
FEES:
Fence/ROW $35.00
Total Payments: $35.00
PERMIT IS APPROVED ONLY IN ACCORDANCE WITH ALL CITY OF ATLANTIC BEACH ORDINANCES AND THE FLORMA
BUILDING CODES.
CITY OF ATLANTIC BEACH
Iso
CONSTRUCTION PERMIT WITHIN CITY RIGHTS OFBOO Seminole Roadi'e'NDF-ASEENTSZ Atlantic Beach,Florida 322335445 — _
PLEASE SUBMIT�f COMPLETE SETS OF PLANS WITH APPLICATION.
MA}F� 9'247'5800
904-247-5845
DateL—s 1411<- gY'
Job Address_[( 7 AFM rnrn, c p PERMIT#
KOA'17 ISSUED BY THE CITY
Pernitee: LLOB 4 ?ErCI �)AIK LSA,
Permittee Address: Telephone#_� - 8��ZCttt{ 31.�1
Mfu
Requesting Permission to Construct: En
Local (Reference to CrossStreel-AO H
511l ill ¢
Applicant declares that prior to filing this app
both aerial and underground and the accurate lrcauon he has ascertained the location of all
existing utilities,
locations are shown rt the sketches.
A Letter of Notification was mailed to the following Liblities/Municipalities:
Jacksonville Electric Authority
Bell South Telephone Company Yes( ) No ( ) Date: N,4.
Ferrell Gas Yes( ) No ( ) Date: A
ComcastYes( ) No ( ) Date:Yes ( ) No ( ) Date:
2 Whenever necessary for the r any Porton, repair, improvement, maintenance, safe and efficient operation,
alteration or relocation of all, or any portion of said street or easement as once,determined b the Director of Works, any or all of said poles, wires, pipes, cables or other facilities and appurtenances authorized
hereunder, shall be immediately removed from said street or easement or reset or relocat d hereon as
required by the Director of Public Works, and at the expense of the Permittee unless reimbursement is
authorized.
3. All work shall meet City of Atlantic Beach or Florida Departppent of Transportation Standards and be
Performed - under the supervision of LTMtvJ GrHI /)N
Superintendent) located at /010 Tor '>�ACJAcrtL Jl Contractors Project
4. All materials and equipmentshall be subject to ins MC .IAEA Vii{ Telephone
5. All city pection by the Direct— or of public Works or his designee, ys
ty property shall be restored to its original condition as far as practical, in keeping with city specifications
and the manner satisfactory to the city.
6. A sketch of plans covering details of this installation, as well as, a co
part of this permit. Calculations showin an incre se in Im ervious area recent
owner's lot orb the of
Right of Wav re to be Included with this ao licabon copy of a recent survey shall in made a
7. This permittee shall commence actual construction in good faith with-��
more than 60 days from date of permit approval, then permittee must review the permit with tdays. If the he beginning date is
of
Public Works to make sure no changes have occurred in the area that would affect the permitted
6. It is understood and agreed that the rights and privileges herein set out are granted only to the extent ctthe
City's right, title and interest in the land to be entered upon and used ber, P construction.
and the
times, assume all risk of and indemnify, defend, and save harmless the City of ANantic BHolderwill, at all
each from and
against any and all loss, damage, and cost of expenses arising in any the ity Of At exercisentiBchor from and
exercises by the holder of the aforesaid rights and privileges.
g. The Director of Public Works shall be notified twenty-four (24) hours prior to starting work and again
immediately upon completion.
OWNER —,
signed: D te. '� ' 4/1�
Before m this ay �rrt
State Of Flonda,has personal) Ant ounty of Duval,
Notary public at Large,State of F�joP da,Com of naval. I t JUSTIN Npryttagt
MY commission expires: NYCOnMMOl1#NOON
arsonaily Knovm FXPI MAN 27,1019
Producd Identi0ca0o .
Permit Attachment of for
Permit# issued
20_Atlantic Beach,FL 32233
Owner's Name:F/!f IGLU
R.E.#: l fm 5 y t — 0 0 3 0 Property Address: /&57 St=t lap(,
Subdivision: "klj 5;90 V Lot#/Block#:
REVOCABLE ENCROACBMENT PERMIT
THIS REVOCABLE ENCROACHMENT PERMIT,issued on this_day of
by Atlantic Beach, Florida, a municipal corporation organized and exi -- — 20_'
Florida, hereinaffe referred to as "CITY" and Z6 F/NK��strng under the laws of the State of
hereinafter referred to as"USER". ----_ of Atlantic Beach; Florida,
WITNESSETH:
enter upon the
That the CITY does hereby grant the USER permission on a revocable basis as described herein the right to
property of the City of Atlantic Beach for the purpose as described in the City of Atlantic
f-
Beach Right-, Way/Easemem permit numbers noted above(copies attached).
This work is generally described as:_ Al V1*4 10LAaM FW-r
Any facility maintained, repaned, erected, and/or installed in the exercise of the privilege granted remains
subject to relocation or removal on thirty(30)days notice by CPPV to the USER, said notice to USER shall be
given by certified mail, term
/ SeM)nl Otf receipt G ggst�r to�the following address:
ATa.,ti,,rft 3Z2
The depositing of said notice of cancellation in the United States mail
cancellation and the burden is upon USER to keep the CPPV informed of Uall constitute the
notice of
ail shall
proper address.
The USER shall promptly make any and all necessary repairs to any facility erected or maintained in the
exercise of the privilege herein granted and shall at all times maintain said facility in good and safe condition.
In the event it is necessary for the CITY or the City's approved representative or other franchised utility to
enter upon the above-described property of the CITY, the USER shall replace at the USER's sole expense,
any and all material necessarily displaced during the action of maintaining, repairing, operating, replacing, or
adding to of the utilities and facilities of the CITY or franchise utility provider.
The facilities allowed by the permit shall meet the current requirements of the City Code, Building Codes,
Land Development Code,and all other land use and code requirements of the CITY,including
City Code Section 19-7(h)which states"Driveways that cross sidewalks: City sidewalks may not be replaced
With other materials, but must be replaced with smooth concrete left as in color so that it matches the
existing and adjoining sidewalks."
Page 1 of 2
The USER, prior to making any changes from the approved plans and/or method, must obtain
approval from the City of Atlantic Beach,Public Works Department,for said change. The USER shall,at the
discretion of the written
CITY, be requested to submit as-built drawings showing the change within thirty(30) days
after the day of completion.
This permit shall insure to the benefit of, and be binding upon, the USER and thew respective successors and
assigns.
USER shall meet the terms and conditions of this permit and to all of the applicable State and CITY laws
and/or specifications, to include utilities locate requirements and use li applicable Lire and of public
rights-of--way and other public land. USER further agrees that the CITY and its officers and employees shall
be saved harmless by the USER from any of the work herein under the terms of this permit and that all of said
liabilities are hereby assumed by the USER.
DATED and SIGNED this—day of
By:Ay �O er
(to be signed in presence of the Notary)
STATE OF FLORIDA
COUNTY OF DUVAL
On this-4-- day of
and for said Countyan& Staff' 20� p�sonally appeared before me, a Notary public in
l(257 6e i'r t01e , Rnb n IP
the property owner of
and who executed the fore o 'Atlantic Beach,Flonda known to me[o be the Person(s)described in
g nrg instrument; who acknowledged to me that he or she executed the same freely
and voluntarily and for the uses and
L�'J �"' � Purposes therein mentioned.
ci` alp,..`
Public in for said County and State "' dusna uxwtacEs
�' tnrcoattasspne
CITY OF ATLANTIC BEACH, FLORIDA, a
municipal corporation:
Approved:
Doug Layton,Public Works Director
For Permits where city sidewalk is impacted,
City Manager approval required:
Nelson Van Liere,City Manager
Page 2 of
Intracoastal Builders Corporation
General Contracting 8 Construction Consulting ' pO
1020 Theodore Ave, Jacksonville Beach, Florida 32250 '
Phone: 904.509.1345 . Fax: 904.513.9204
Florida: CGC0 • CPC 1457185
Georgia: GCLT-OAT-GA000090
Ya+aamll�mfapmtlori
May 5, 2015
Mr. Doug Layton, Public Works Director
City of Atlantic Beach—Dept. of Public Works
1200 Sandpiper Lane
Atlantic Beach, Florida 3223341318
Re: PERMIT APPLICATION FOR DRIVEWAY REPLACEMENT
ASSOCIATED PERMIT# 15-POOL-870
ADDRESS: 1657 Seminole Rd.
Dear Mr. Layton: ,
Attached, please find two copies of sketches showing the proposed areas for replacement of the existing
concrete driveway with new pervious pavers. The areas are as follows:
1. Area D — Removal of 700 square feet of the existing driveway within the property line and
replacement with pervious pavers.
2. Area J—This is an added area of 60 square feet that may be added upon the owners discretion.
3. Area G — Removal of 360 square feet of the existing driveway in the right of way with pervious
pavers from the property line to the east side of the existing sidewalk.
Impervious area calculations both existing and proposed are indicted on the attached drawings. The
change from concrete to pervious pavers will provide a net reduction from 2,565 at impervious to 2,470
sf impervious.
The proposed paver is a Tremron Permeable Aqua Paver and data sheets are attached.
The existing sidewalk and driveway throat shall remain or at the Owner's option shall be replaced with
concrete materials identical to the existing configuration. If replacement is desired by the Owner, please
provide details regarding concrete specifications, maximum allowed driveway width and maximum throat
width.
Please contact me with any questions or concerns or if further clarification is needed.
Sincerely,
r
Matthew Reimer
Intracoastal Builders Corporation
CGC062894 •CPC1457185
www.intracoastalhuilrl,c corn
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SF PERMEABLE PAVING STONE SYSTEMS
SF Concrete Technology Inc.
3338 Enniskillen Circle
Mississauga,Ontario,Canada L5C2M8
Telephone: (905)615-9290 Facsimile: (905)279-9164
Email: infot6lsfconcrete.on.ca
Web: www.sfconcrete.com
Prepared by:
Applied Research Associates, Inc.
Transportation Sector
5401 Eglinton Avenue,Suite 105
Toronto,Ontario M9C SK6
(416)621-9555
* F11qF1
Table of Contents
Tableof Contents.................................................................................................................................i
1. Introduction.................................................................................................................................1
2. SF Permeable Interlocking Concrete Paving System......................................................................1
3. Environmental Benefits of SF Permeable Pavement Systems........................................................2
4. Design Requirements...................................................................................................................4
4.1 Site Feasibility...................................................................................................................................5
4.2 Pavement Structural Design...............................................................................................................5
4.2.1 Traffic Requirements.............................................................................................................5
4.2.2 Design Reliability...................................................................................................................7
4.2.3 Material Information..........................................................................................................�..7
4.3 Filter Requirements.........................................................................................................................10
4.4 Design for StructuralCapacity..........................................................................................................30
4.5 Design Layer Thickness....................................................................................................................11
5. Hydrologic Design......................................................................................................................12
5.1 Rainfall intensity and Pattern...........................................................................................................13
5.2 Surface Runoff.................................................................................................................................13
5.2.1 Surface Runoff Estimation using Curve Numbers..................................................................13
5.2.2 Surface Runoff Estimation using the Rational Method..........................................................15
5.2.3 Timing of Surface Runoff......................................................................................................16
5.2.4 Infiltration Capacity of Pavers..............................................................................................17
5.3 Storage Capacity of Granular Materials ..................................................................17
5.4 Rate of Groundwater Recharge........................................................................................................18
5.4.1 Design of Permeable Pavements on Fine Grained Soils.........................................................20
5.5 Geotextiles in Permeable Pavement Systems...................................................................................20
5.6 Design and Use of Subdrains............................................................................................................21
5.7 Design Examples.............................................................................................................................21
6. Other Design Considerations......................................................................................................22
6.1 Designing Permeable Pavements for Cold Weather Environments...................................................22
6.1.1 Freeze-Thaw Resistance.......................................................................................................22
6.1.2 Winter Maintenance............................................................................................................23
6.1.3 Snow Melt...........................................................................................................................23
6.2 Construction...................................................................................................................................23
7. Conclusion.................................................................................................................................24
8. References.................................................................................................................................25
AppendixA - Design Example
...
Pagel
1. Introductlon
Environmental responsibility through green initiatives is being embraced in the transportation industry
from grass roots community groups to the federal government. The initiatives are far reaching from
community tree planting events to sustainable infrastructure design. One such tool in the sustainable
infrastructure design arsenal is the use of permeable pavement systems. The ability to use the large
areas occupied by pavements to improve hydrology and groundwater recharge has many potential
benefits.
Traditional pavement surfaces are virtually impermeable and are used in conjunction with ditches and
storm drains to channelize precipitation towards storm water management facilities. These facilities
have a tendency to bypass natural watersheds and groundwater recharge regimes.
Permeable pavements provide a different approach. Rather than channelizing precipitation along the
surface of the pavement,the water is allowed to infiltrate and flow through the pavement surface
where it can be stored and slowly allowed to return into the local groundwater system. The benefits of
this approach are well documented Ill and their use by designers is encouraged through the Leadership
in Energy and Environmental Design(LEED°)Green Building Rating System'".
In addition,the use of permeable pavements can be cost-effective as the use of these pavement
systems can reduce or even eliminate costly storm sewer systems,reduce the size of storm water
detention ponds and provide additional land area for potential development or parkland.
SF-RIMA-has been leading the development of permeable pavement systems for over a decade. The
VS S"-Eco and VS 5--Drain products provide reliable pavement systems to meet the structural
requirements of a traditional pavement and provide the additional benefits of a permeable surface.
2. SF Permeable Interlocking Concrete Paving System
SF Permeable interlocking concrete paving systems offer an environmentally friendly way of providing
long lasting beautiful walkways,driveways and parking areas. The pavement system effectively filters
and drains stormwater back into the native subgrade soil.
Permeable paving systems are recognized by environmental protection agencies in the United States
and Canada as a best management practice(BMP)for stormwater control. SF Permeable interlocking
concrete paving systems allow infiltration of rain water directly into the pavement and can capture
additional runoff from adjacent impermeable areas.
SF Permeable interlocking concrete paving systems are constructed over an open-graded crushed stone
base. The base provides infiltration and partial treatment of stormwater pollution for improved water
quality and slow release of captured water to the underlying subgrade soil.
The paving stones themselves(shown below)are constructed with no slump concrete and have
compressive strength in excess of 55 MPa(8,000 psi). The paving stones use patented technology to
maximize drainage and strength while using the shape of the paving stones to transfer surface loads to
adjacent blocks and to resist lateral shifting.
1
3. Environmental Benefits of SF Permeable Pavement Systems
SF Permeable Paving Systems assist with effective environmental management and help to reduce the
impacts of land development. As pavement surfaces can contribute a significant percentage of usable
development area,it is critical to assess their impact on the environment. The use of permeable ,
pavements and permeable paving stone systems can provide significant measurable benefits that
reduce the impact of development and foster sustainability.
The LEED•program has been active in educating design professionals on the environment effects of
infrastructure design and acknowledging those who are working to reduce the impact of development
on the environment.
According to the U.S.and Canadian Green Building Councils[2],LEED•is a third-party certification
program and an internationally accepted benchmark for the design,construction and operation of high
performance green buildings. It provides building owners and operators the tools they need to have an
immediate and measurable impact on their buildings'performance.
LEED• promotes a whole-building approach to sustainability by recognizing performance in five key
areas of human and environmental health:
• sustainable site development;
• water efficiency;
• energy efficiency; 19
kIN..00If
• materials selection;and
• indoor environmental quality.
By providing a rating system and guidance in its use,design professionals are encouraged to utilize
techniques and materials that have a positive impact on the environment. Specifically for permeable
pavements,there are several credits that can be used to demonstrate the sustainability of a project.
Some of the potential credits available are summarized in Table 1.
SF Concrete Techndogy lnc.
2
Table 1. Potential LEED Credits Available to Permeable Pavements
Credit No. Credit Name Credit Requirements Product Compatibility
6.1 Stormwater To minimize impervious surfaces SF-Rima°,V55' —Drain and VS 5'"
Management: and to encourage the natural —Eco,permeable concrete
Rate and processes of infiltration. pavements can reduce runoff up to
Quantity Determine existing site 100 percent from frequent,low
imperviousness. Design for 50 intensity and short rainstorms. The
percent or less imperviousness long-term infiltration rate is
within a 1.5 year,24 hr peak estimated at 255 mm/hr(10 in/hr)
discharge rate. for a 20-year initial service life. It is
recommended however,to provide
drainage swales to handle flows
that exceed the design rainstorm.
6.2 Stormwater Removes 80 percent of the SF permeable concrete pavements
Management: average annual post- can reduce TSS by up to 95 percent
Treatment development total suspended and TP by up to 70 percent.
solids(TSS)and 40 percent of
the average annual post-
development total phosphorous
(TP)based on the average
annual loadings from all storms
less than or equal to the 2-
year/24-hour storm.
7.1 Heat Island Provide shade(within 5 years) SF permeable pavements which are
Effect:Non- and/or use light-colored/high- light colored can assist in meeting
Roof albedo materials(reflectance of this LEED requirement.
at least 0.3)and/or open grid
pavement for at least 30 percent
of the site's non-roof impervious
surfaces,including parking lots,
walkways,plazas,etc.
4.1&4.2 Recycled 7.5 percent to 15 percent Products may contain post-
Content:7.5 recycled content as a project industrial and post-consumer
percent and 15 average(by weight)of all recycled content.
percent(past Division 2-10 project materials.
consumer+%
post industrial)
5.1&5.2 Regional 30 percent to 20 percent of all This criteria is dependent on
Materials:10 Division 2-10 project materials manufacturer and site location.
percent and 20 (by weight)to be extracted and
percent manufactured within 800 to
(Extracted and 2,400 km(500 to 1,500 miles)via
Manufactured truck or rail respectively.
Regionally)
Source: Green Alberta Product Evaluation No. 08-001-V01 W
ra ,n, w.. .i. ..
3
Inmost cases,the primary advantage of permeable pavements is the storm water management aspects
with the control of runoff and the reduction of the imperviousness. By encouraging water from storms
to recharge the groundwater table rather than storm water treatment systems,these permeable
pavement systems can have a profound effect on localized ecosystems.
In addition,it may be possible to obtain LEED credits based on a reduction of heat island effect as well as
recycled content of the pavement structure(paving layer,base and subbase). This should be reviewed
on a project by project basis to obtain the maximum number of LEED credits possible
4. Design Requirements
Permeable pavement systems have become widely used across North America with an increasing body
of experience guiding design and construction. The design details and guidance provided in this
document are based on a combination of this experience,extensive research,and hydrology theory.
This guide is provided to help mitigate risk and ensure a functional and conservative pavement design.
The design inputs are outlined in detail to provide guidance and allow customized designs for various
site layouts,structural and hydrological requirements. Additional guidance is also available from the
Interlocking Concrete Pavement Institute in their Permeable Interlocking Concrete Pavements manual
[3]. The process used to determine the optimal design is outlined in Figure 1.
...................
Strudural Analysis Hydrological
Analysis
PavementStmcture: Drainage Design:
Type and thickness of Drainagefeatures
pavement layers and characteristic
Consider changing
Isthe •".Ie;e charecteristl
Yes drainageMin
adequate? Consider changing
•Thickness of pavement
granular layers
.............................................................................................e
Figure 1. Design Procedure Flowchart
A well designed permeable pavement must be structurally adequate to support vehicles and have
appropriate drainage characteristics. To complete this process,the structural capacity needs of the
pavement are determined based on the subgrade type,condition and anticipated traffic loading. This
cross-section is then evaluated to determine if it will meet the drainage requirements based on the
hydrological analysis. If the drainage capacity is not adequate,changes to the hydrological design are
made by changing materials,increasing the thickness of the water storage layer,or adding subdrains
and other drainage features.
4
4.1 Site Fesslbblty
Permeable pavement systems are most commonly used in areas with lower traffic volumes such as
parking lots,driveways and low volume roadways. Not every site is appropriate for a permeable '
pavement system. It is important that the site is not subject to frequent heavy traffic and that water
captured by the pavement can be accommodated through either infiltration into the subgrade or
through other drainage features.
Any environmental issues should also be considered before selecting a permeable pavement for the site.
The potential for surface contaminants such as oil from vehicles to enter the groundwater table should
be considered. Additional design options such as water treatment,geotextiles,and/or contaminant
filter layers may be recommended based on an overall environmental assessment.
The hydrologic performance of the site is also an important permeable pavement design consideration.
With water moving through the pavement system into the natural soil beneath,it is important that the
water be able to infiltrate into the soil within a reasonable time frame. It is also important to ensure
that the pavement structure beat least 1.2 m (4 ft)above the depth of the water. If the subgrade has
low permeability,or the water table is close to the surface,other water removal options such as
subdrains may need to be considered.
4.2 Pavement Stmotural Design
The structural design of paving stone surfaced pavements in North America commonly follows the
flexible pavement design methodology outlined in the 1993 American Association of State and Highway
Transportation Officials(AASHTO)Guide for the Design of Pavement Structures[4]. The AASHTO design
procedure incorporates the strength of the individual pavement layers and calculates the thickness of
each layer required to protect the underlying subgrade material from permanent deformation.
4.2.1 Traffic Requirements
Traffic loading is a critical component of the structural design. This represents the vehicular loads that
the pavement is expected to support over its service life. The anticipated traffic and loading information
is characterized by the AASHTO design procedure in terms of the Equivalent Single Axle Loads(ESALs)
that the pavement is expected to support over its design life. The design ESALs represent the wear to
the pavement caused by an equivalent number of 80 kN(18,000 Ib)axles driving on the pavement.
To estimate the total number of ESALs expected over the design life of the pavement,the number and
types of vehicles driving on the road need to be determined. Vehicles driving on the pavement have
different characteristics including the number and spacing of axles and vehicle weight. Examples of
truck weight factors are provided in the AASHTO Design Guide[4]and can be used to estimate the total
number of ESALs expected over the entire design life.
Since permeable paver systems are typically used for relatively low traffic volume locations,it is
common to make general assumptions for the design traffic rather than complete detailed traffic
surveys.
>. . . z... . ate. . .
5
s
rs .w
0-�.O�M'
Figure 2. Typical SF-Rima°Permeable Pavement Installation
4.2.1.1 Roadways
To estimate the total number of ESALs expected over the life of the pavement,the number and types of
vehicles driving on the pavement surface need to be determined. The types of vehicles have different
characteristics including number and spacing of axles and axle weights. The total number of ESALs is
calculated using the following formula.
Annual ESALs=AADTx Directional Distribution x Lone Distribution x%Commercial Vehicles x
Vehicle Equivalency Factor x Trak Days
Where: AADT: Annual Average Daily Traffic
Directional Distribution: Percent of heavy vehicles travelling in each direction
Lane Distribution: Percent of heavy vehicles in each lane
%Commercial: Percent of commercial vehicles in the AADT
Vehicle Equivalency Factor: Number of ESALs per commercial vehicle
Traffic Days: Number of days per year when the pavement is subject to traffic
The above ESAL formula uses the best available traffic information to estimate the highest number of
ESALs to which the pavement will be subjected in a year. It combines the Annual Average Daily Traffic
(AADT),the percent of heavy commercial vehicles,an ESAL equivalency factor for commercial vehicles,
6
and information on which lanes these vehicles are driving in. This is then factored to estimate the total
ESALs over the entire design life of the pavement using an appropriate traffic growth rate.
ESALS=AnnuaIESALs (1+GrowthRate),""`le 1I
GrowthRate J
4.2.1.2 Parking Areas
Detailed ESAL calculations are not typically completed for parking areas where traffic is typically lower
and less channelized than for roadways. It is more common to assume the design ESALs based on the
types of vehicles expected to use the pavement. For example,design period ESALs for a typical parking
lot can be estimated as follows:
• Category l-Cars ESALs=7,500
• Category II-Cars and Light Trucks ESALs=30,000
• Category III-Cars and Occasional Heavy Vehicles-ESALs=75,000
4.2.1.3 Service Life
The service life of a pavement is the expected years of service prior to major rehabilitation. Major
rehabilitation typically consists of removal of the pavers and bedding layer,repairs to the base material,
drainage improvements and replacement of the bedding layer and pavers. Rehabilitation is typically
required to address shear failure of the bedding,base,subbase or subgrade soils as typically indicated
by surface deformation from wheel loads or settlements.
4.22 Design Reliability
Reliability is a concept used in the AASHTO 1993 design guide to amount for variability of pavement
materials,layer thicknesses,and construction. Reliability is a measure of the design risk of the
pavement reaching its intended design life. Reliability is expressed in terms of a percentage. For
example,a reliability of 90 percent means that the selected design should achieve or exceed its intended
service life,9 times out of 10. The higher the reliability level,the thicker the pavement for a given
number of design ESALs. Typically,higher reliability levels are selected for higher volume pavements.
For example,a major highway may be designed with a reliability level of 90 or 95 percent,whereas a
parking lot pavement might be designed with a reliability of 70 or 75 percent.
4.2.3 Material Information
The materials selected for the pavement layers are very important and can have a significant impact on
the performance of the pavement. The typical permeable pavement structure,shown in Figure 3,
includes a paver surface over bedding material,granular base,granular subbase,on top of the native
subgrade.
4.2.3.1 Subgrade Material
The support capability of the subgrade needs to be determined for all pavement designs. For the 1993
AASHTO design procedure,resilient modulus is used to describe the strength of the subgrade soil.
Resilient modulus provides an indication of the load/deformation characteristics of the subgrade. This
can also be determined directly from laboratory testing or through surrogates such as California Bearing
Ratio(CBR),R-value or Florida Unnerock Bearing Ratio(LBR)tests. The resilient modulus of the subgrade
7
is determined in the moisture condition expected during the life of the pavement. For preliminary
investigations,or if it is not possible to perform laboratory tests,typical resilient modulus values are
available based on soil classification such as that shown in Table 2.
SF Rima JOINT BEDDING
i, IW6m (31A,n)
IT N�.a �. :,. . �e'tl:Bo S• 049 %Ilo i 10 N mm 1314 ro 1 xinl
zO BASE LAYER(S) toommlup
F ASTM Na 57 fter W
OD
i �Oo 0
SUB-BASE LAYER
� (��j `CJ 150mm16 int
Q ASTM Nu 21,r, ah
z 6D CJ�i7� QO`O
Figure 3. Typical Cross-Section and Materials
Table 1. Typical Subgrade Materials
Resilient Modulus Drainage Susceptibility to
Class Brief Description MPa(psi) Rating Frost Action
Boulders/ Rock,rock fill, >275 MPa Excellent None
cobbles shattered rock, (>40,000 psi)
boulders/cobbles
GW,SW Well graded gravels 160-250 MPa Excellent Negligible
and sands suitable as (23,000-36,000 psi)
granular barrow
GP,SP Poorly graded gravels 145-205 MPa Excellent to fair Negligible to
andsands (21,000-30,000 psi) slight
GM,SM Silty gravels and sands 145-235 MPa Fair to semi- Slight to
(21,000-34,000 psi) impervious moderate
GC,SC Clayey gravels and 89-160 MPa Practically Negligible to
sands (13,000-23,000 psi) impervious I slight
ML,MI Silts and sandy silts 70-105 MPa Typically poor Severe
(10,000-15,000 psi)
CL,MH Low plasticity clays and 35-55 MPa Practically Slight to severe
compressible silts (5,000-8,000 psi) impervious
Cl,CH Medium to high 20-42 MPa Semi- Negligible to
plasticity clays (3,000-6,000 psi) impervious to severe
impervious
8
4.2.3.2 Bedding Base and Subbase Material
In a permeable pavement system,the proper selection of the bedding layer,base and subbase is an
important consideration. These layers not only provide a substantial contribution to the structural
capacity,but also the short term water storage capacity required for infiltration and a surface devoid of
ponding. Typically,open graded(porous)granular materials are used.
A permeable bedding layer is typically used for fine grading and to provide a stable base for the paving
stones. The bedding layer thickness is typically specified to be 20 to 30 mm(3/4 to 1%inches)and no
more than 50 mm(2 inches).
Aggregates should be crushed and angular to ensure stability and strong interlock. Unbound base and
subbase materials should meet the local state,provincial or municipal standards governing these
materials. Where local specifications are unavailable,the base/subbase material should meet the
gradation requirements of ASTM D 2940[5].
Typical materials recommended for permeable pavements include a bedding layer of ASTM No. 8
aggregate,ASTM No.57 base aggregate and ASTM No.2 subbase aggregate. These materials are
considered compatible for both drainage and filter requirements. Gradation requirements for these
materials are provided in Table 3.
Table 3. Typical Granular Material Gradations
Sieve Size Percent Passing
Bedding and Joint/Opening Filler(ASTM No.8)
12.5 mm(1/2 in.) 100
9.5 mm(3/8 in.) 85 to 100
4.75 mm (No.4) 10 to 30
2.36 mm (No.8) Oto 10
1.16 mm (No. 16) Otos
Base Material(ASTM No.57)
37.5 mm(11/2 in.) 100
25 mm(1 in.) 95 to 100
12.5 mm(1/2 in.) 25 to 60
4.75 mm(No.4) Oto 10
2.36 mm(No.B) Otos
Subbase Material(ASTM No.2)
75 mm(3 in.) 100
63 min(21/2 in.) 90 to 100
35 to 70
So mm 12 in.�37.5 m(1 /2 m.) Oto 15
19 mm(3/4 in.) Otos
9
4.3 Filter Requirements.
When using open graded materials,care must be taken to prevent the layers from mixing. If the fine
particles from one material migrate and fill the larger pore space of adjacent materials,the storage
capacity is decreased,permeability is reduced,and differential settlement may occur.
The materials selected must provide a reasonable ratio of particle size to prevent migration of the
smaller aggregate particles into the spaces between the larger aggregate sizes. This is of particular
importance at the transition between the pavement structure and the natural subgrade. The filter
criteria should be applied to all combinations of adjacent layers,e.g.bedding layer/base,base/subbase,
subbase/subgrade,etc. In situations where the filter criteria are not met,consideration should be given
to using a geotextile or other separator layer. The following guidelines are recommended by the U.S. '
Federal Highway Administration(FHWA)to prevent the migration of granular materials but still
encourage movement of water between layers:
Dzs Layer 1/Dzs Layer 2>=5
Dzs Layer 1/1)as Layer 2<=5
Ds°Layer 1/Ds°Layer 2<=25
Where:C.is the sieve screen size in millimeters at which"x"percent of the particles,by weight
are smaller
The criteria are also recommended along with a preference to avoid gap graded materials with
Coefficients of Uniformity(Cu)of less than 20.
Cu=D,(filter)/D,(filter)
These criteria will help to reduce the risk of particle migration and premature failure. The ASTM stone
combinations recommended within this document meet the filter requirements.
4.4 Dealgn for Structural Capacity
Once the site information,traffic,and materials to be used have been collected,the structural capacity
required can be determined. The design inputs are used to produce a required Structural Number(SN)
for a given pavement. This SN represents the thickness and strength of the required pavement layer .
materials to ensure that the subgrade is adequately protected from the traffic loads.
/Ude
Load
C
, o
Base Su ase
oeo e,
vow o
Subgrade Soil X
Figure 4. Distribution of Traffic Loads onto Underlying Layers
SO
The 1993 AASHTO design procedure uses a series of layers to distribute the traffic loads and prevent
large stresses on softer layers. The SN is obtained using the equation below I41: ,
APS 1
log„W„ =z,xs,+9.36x log.(SN+1)-0.20+ logker 4 1094 ) +2.32 x log,M,-8.07
0.40+
(SN+0`9
Where:
SN: Structural Number representing the minimum structure needed to support the traffic
loads
W18: The traffic volume in terms of 18 kip(80 kN)equivalent single axle loads(ESALs)
ZR: The normal distribution statistic for the requested reliability(ie.zR=-0.6745 for 75%
reliability)
so: The standard error represents the variability in the traffic that the section will support
due to variability in materials and construction(so=0.45)
APSI: The acceptable change in serviceability change from the initial construction until
significant rehabilitation or maintenance
MR: The resilient modulus is a measure of the stiffness of the subgrade soils. For the above
equation,the MR must be in U.S.customary units,i.e.pounds per square inch
Design Reliability
The reliability design concepts are generally incorporated into the way the pavement designer
assembles pavement design inputs. Although it is dependent on the application and importance of the
pavement,a reliability level of 75 percent is typically recommended for low volume traffic pavements.
This represents a low to medium reliability level. Higher levels of reliability may be considered for
important thoroughfares. A standard error of 0.45 is recommended for paver systems.
Pavement Serviceability
The level of serviceability of pavers is an important aspect in determining the structural design. For
most permeable paver systems the acceptable change of serviceability(APSI)is expected to be 1.7. This
value reflects the conditions,ease of construction,and typical expectations of low traffic volume
pavements.
4.5 Design Layer Thickness
The Structural Number(SN)provides Information on the total structural capacity of the pavement,but
not on the thickness of the individual materials that are to be placed to create the pavement structure.
To determine the thickness of the required layers,the various placed materials are assessed and totaled
to determine if they meet the design structural number. The pavement structure is considered to be
adequate of the placed layers have a structural number equal to or higher that calculated above. The
SN is determined from the layers as:
SN=a,D,+a2D2+a3D3
u
Where:
SN: Structural number determined from the layer information. To meetthe design,the
layers must produce an SN equal to or greater than the design structural number. The
SN is calculated as the sum of the layer thickness and structural layer coefficient
products
a: The'a'values represent structural layer coefficients that are dependent on the
materials being placed. The multiple'a'values represent the multiple placed layers(ie.
paving layer,base,and subbase)
D: The thickness of the layers. The multiple thickness values represent the multiple placed
layers
For paving stone systems,the surface layer is composed of paving stones on a bedding layer material.
The SF-Rima',VS 5'"—Drain and VS 5'"—Eco paving stones are 80 mm(31/8")thick and are placed on
a bedding chip material typically 20 to 30 mm(3/4"to 11/4")thick. Based on research conducted by.
the Interlocking Concrete Pavement Institute,a layer coefficient'a'value of 0.3 to 0.4 is recommended
for the paving stone and bedding chip.
The thickness of the other layers is used to add additional structural capacity to the pavement. For open
graded base materials,a layer coefficient'a'value of approximately 0.05 to 0.10 is considered
appropriate.
5. Hydrologic Design
The other major design variable that must be accounted for is the hydrologic properties. Since
permeable pavement systems are expected to help accept incoming storm water and mitigate the rapid
runoff,the behavior during rainfall events must be considered.
The hydrology effects of the permeable pavement are evaluated through a detailed water balance. The
water entering the permeable pavement is dissipated primarily through runoff or through infiltration
into the subgrade. Supplementary subdrain systems may also be used to accommodate high water Flow
when slower drainage into the subgrade is expected(Figure 5).
R.W.Ul
Snowmelt
Runoff Water
Evapm aubn/ from S..rounding
Trans IraB Area
p rS"tem
'JoBaca/
Subbase
Subgrade
Figure S. Inflow and Outflow of Water on a Permeable Pavement
�r�tiP(mncrefe TeNnnlogy Inc.
12
The design for water balance is important as the pavement structure still must safely allow vehicles to
move safely;it is very important that no water ponds on the surface because this could cause
hydroplaning. It is also important that all of the water that is transferred into the base/subbase drains
within about 24 to 48 hours to accommodate multiple rain events.
When properly designed,runoff can be reduced by 100 percent from frequent,low intensity and short
duration storms,whereby reducing or eliminating the need for retention ponds and storm sewer
connections. The impact of the higher intensity storms can also be greatly reduced slowing the time it
takes for the water to reach any surface outlets. The water balance for the pavement system is
generated as a function of time to show that water arriving and leaving the system can occur at different
rates throughout a storm period.
Water Volume(Time)=Initial Water Level+f,nnmelnflow(Time)—Outflow(Time)
For safety reasons,it is very important to prevent standing water on the surface of the pavement.
Standing water can cause hydroplaning of vehicles,inconvenience for pedestrians,and potential
Flooding of adjacent areas.
5.1 Rainfall Intensity and Pattern
The source of storm water primarily comes from precipitation events. These storms cause water to not
only fall directly onto the pavement surface,but depending on the grading of adjacent areas,it is
passible that water falling on adjacent areas will flow along the surface onto the pavement adding
significant quantities of water to the permeable pavement.
In order to complete the hydrological design,it is necessary to know the intensity and duration of the
rain event. The storm frequency,which is frequently used for design,represents how often a storm of a
specified magnitude or greater will occur. For example,a 50 year storm indicates a storm intensity and
duration that is only expected to occur once every 50 years.
In addition to the amount of water entering the permeable pavement,the storm pattern is also
important. Since heavy rain events tend to take place over many hours,the rate at which the water
arrives is important to consider. During the lighter intensity storms,it is possible that much of the water
can infiltrate into the subgrade. During higher intensity portions of the storm,water may need to be
stored within the pavement structure.
5.2 Surface Runoff
Surface runoff is important when designing permeable pavement systems. If the permeable pavement
is sloped,some of the water may flow off the pavement into surrounding drainage systems or swales. If
areas surrounding the permeable pavement are sloped toward the pavement,water not absorbed in
these areas may Flow onto the permeable pavement.
There are several ways to estimate the quantity of runoff from a surface area. The two most common
ways are the U.S.Soil Conservations Service's curve numbers and the rational method.
5.2.1 Surface Runoff Estimation using Curve Numbers
The United States Department of Agriculture Natural Resources Conservation Service(NRCS)[7]in the
US developed Curve Numbers(CN)far various materials to represent the effects of typical soil
conditions and land use factors. For the SCS methodology,the following equation is used to estimate
runoff[61:
13
1
( ll]
Q— P-0.2x(LCN JJ
1l1l
I P-0.8x1 100 10
(CN 1J
l \l CN
Where:
Q: Direct Runoff(in)
P: Rainfall(in)
CN: Curve Number
The calculation of the runoff allows the inflow onto the surface of the permeable pavement to be
estimated. The total runoff onto the permeable pavement surface is calculated as the sum of the runoff
from all adjacent catchment areas. The runoff calculation above is then used to estimate the
percentage of water at the surface of the pavement that filters into the granular materials.
Figure 6. Water Running onto a VS 5--Drain Permeable Pavement
The Curve Number(CN)is typically based on the surface cover and condition of the areas. With some
areas allowing water to be easily absorbed while other areas are practically impermeable,the selection
of the CN value can greatly affect the surface runoff. A complete list of CN values has been published by
the NRCS and a representative sample of values can be seen in Table 4. The soil groupings used withid
the NRCS system are based primarily on underlying soil type where soil group A soils are well-drained
sandy and gravelly soils,B soils are moderately well-drained with mixed fine and coarse soil particle
texture,C soils are moderately fine to fine textured with low infiltration rates,and D soils are clay soils
with high runoff potential.
U
Table 4. Curve Numbers for Example Runoff Areas
Average Soil Group
Impervious
Cover type and hydrologic condition Area A 5 C D
Open space(lawns,parks,golf courses,cemeteries,etc)a:
Poor condition(grass cover<50%) 68 79 86 89
Fair condition(grass cover 50%to 75%) 49 69 79 84
Good condition(grass cover>75%) 39 61 74 80
Impervious areas:
Paved parking lots,roofs,driveways,etc 98 98 98 98
Streets and roads:
Paved:curbs and storm sewers 98 98 98 98
(excluding Right of Way(ROW))
Paved:open ditches(including ROW) 83 89 92 93
Gravel(including ROW) 76 85 89 91
Dirt(including ROW) 72 82 87 89
Western desert urban areas:
Natural desert landscaping 63 77 85 88
(pervious areas only)4
Artificial desert landscaping 96 96 96 96
Urban districts:
Commercial and business 85 89 92 94 95
Industrial 72 81 88 91 93
Residential districts by average lot size:
1/8 acre or less(town houses) 65 77 85 90 92
1/4 acre 38 61 75 83 87
1/3 acre 30 57 72 81 86
1/2 acre 25 54 70 80 85
P21 acre 20 51 68 79 84
acres 12 46 65 77 82
Newly graded areas(pervious areas 77 86 91 94
only,no vegetation)s
5.22 Surface Runoff Estimation using the Rational Method
The other primary method of identifying the quantity of water runoff is called the Rational Method and
it uses standard coefficients based on surface land use to estimate how much water will run along the
surface.
Q=CxIxA
Q: Peak discharge,ds
15
C: Rational method runoff coefficient
I: Rainfall intensity,inch/hour
A: Drainage area,acre
This method uses a variety of runoff coefficients(C)that will represent the conditions at each location.
Some typical values used in design can be seen in Table 5.
5.2.3 Timing of Surface Runoff
In conservative designs,it is common to assume that all water will arrive and need to be stored
simultaneously. However,it is possible to better optimize the design by looking at the timing of the
water and the storm events. This is possible because there is also a delay associated with how long it
will take water from adjacent areas to reach the permeable pavement. This delay is important because
in many cases it will cause the peak inflow of water to occur significantly after the peak intensity of the
storm. This will allow some water to drain into the subgrade over the storm which would allow for an
increase in capacity.
Table S. Example Rational Runoff Coefficients
Runoff Coefficlent
Area Type Area Description (c)
Flat roof Metal,glass,fiber reinforced cement 0.9-1.0
Slope 3 t 5% Roofing felt 0.9
Gravel 0.7
Green roof Humus layer 510 cm thick 0.5
Slope 15 to 15% Humus layer 210 cm thick 0.3
Streets,walkways, Asphalt,concrete withoutjoints 0.9
plazas(flat) Paving stones with narrow joints 0.75
Solid gravel layer 0.6
Paving stones with open joints 0.5
Loose gravel layer,gravel with grass 0.3
Interlocking paving stones with joints 0.25
Grid pavers(turfstone) 0.15
Slopes,shoulders and Clayey soil 0.5
ditches with rainwater Loamy sandy soil 0.4
discharge to drainage Gravel and sandy soil 0.3
system
Gardens,pastures and Flat ground 0.05-0.1
landscapes with Sloped ground 0.1-0.3
rainwater discharge to
drainage system
By determining the inflow at various times during the storm and accounting for the time for the water to
reach the pavement,peak inflow rates can be determined along with an estimate of the amount of
water stored in the system at any time point. The time lag is calculated as:
We
16
0.007x�n xL 's
Ti = P0.s x s.a
Where:
Tq Travel time(hours)
n: Manning's roughness number
L: Length of travel distance(ft)
P: Precipitation(in)
s: Slope of hydraulic grade line(%)
During high intensity rain events,it is also possible that water may runoff the surface of the permeable
pavement. Generally,the nature of the paver system surface encourages water to flow along the gaps
between the paving stones. This initiates the surface infiltration causing the water to enter in the open
graded base layers. The only time where water is likely to runoff the pavement or pool on the surface is
when the base is saturated or the infiltration rate has reached its capacity.
Based on the storage capacity of the pavement system,research by Borgwardt[81 in Germany has
indicated that there is also a maximum rate of flow of water through the surface joints into the
pavement system. Over time,depending on site conditions,the surface joints and granular material can
become clogged and reduce this surface inflow by up to 85 percent. The maximum surface inflow rate is
used in conjunction with the runoff rate to determine how much water can enter the system. The initial
infiltration rate of SF-Rima"is very high and can be conservatively estimated at 255 mm/hour(10
inches/hour)for a 20-25 year initial pavement design life.
5.2.4 Infiltration Capacity of Pavers
The other area of permeability that needs to be considered is the runoff potential of the permeable
pavement itself. Inmost practical situations,water is not expected to runoff the surface of the SF-Rima•
permeable pavement systems. Testing has shown that a long term surface infiltration rate of
permeability for properly maintained SF-Rima•permeable pavements can exceed 710 L/s/hectare(10
in/hour). This rate will accept the total volume for many small rain events,however peak storm
intensity of low frequency storms should be examined to prevent short term surface pooling.
To ensure that the water can be readily absorbed,the site should be designed to prevent steep slopes.
Other factors to consider in maintaining high levels of infiltration are ensuring that the pavement
surface is kept clean and clear of debris. It is also important that the subsurface layers be designed with
adequate capacity and drainage to prevent them from refusing additional water.
5.3 Storage Capacity of Granular Materials
In larger storm events,the water is expected to arrive faster than it is likely to infiltrate into the
subgrade. As a method to control the water during the peak inflow period,it is often temporarily stored
In the pore space between the base and subbase aggregates. This water is then drained into the
subgrade and groundwater table overtime. The storage available and time that it takes to drain is
governed by the porosity and permeability of the layers(Figure 7).
17
Porosity and Permeability
t10J � 0
Au Voitls
� Water ��
Permeabiftmeans PorosRyis
Ease of passage of %ofpores in[he
water material
through the material
Figure 7. Porosity and Permeability
The storage capacity of the granular layers is equivalent to the amount of void space in the granular
base and subbase. These materials have very little fine material which allows the pore spaces between
aggregates to fill easily and completely. The void space for any granular material is defined by the
porosity(n).
n=1— VD
(Vw.Gj
Porosity(n): The n value is the calculated percentage of the material volume that is comprised of the
voids between aggregate particles.
Dry Unit Weight(yo): The Unit Weight represents the bulk density of the granular material. This value
is determined in a laboratory as the mass of the material over the compacted volume
(including air voids). Most mineral soils have dry unit weights between 1,000 and 2,000
kg/m'(62 and 125 pd).
Aggregate Specific Gravity(Gs): The Gs value is the density of the aggregate particles relative to the
density of water. The particle density is the mass of the particles without considering
the volume of the voids between the particles. These values are a unit less ratio.
Unit Weight of Water(yw): The Unit Weight of Water is a constant value that represents the density of
water at standard temperature and pressure. This value is 1,000 kg/m'(62.4 pcf).
5.4 Rate of Groundwater Recharge
As water is absorbed into the granular layers,it will begin to infiltrate into the subgrade and back into
thegroundwater. The rate of groundwater recharge is very important in the design of permeable
pavements because a faster recharge will allow rapid drainage allowing the permeable pavement to
accommodate larger rain storms. It is also important to ensure that there is adequate time to drain
between storm events.
Lit
is
The main factors to consider with groundwater recharge are the depth from the bottom of the
pavement granular layers to the water table and the permeability of the subgrade materials. Ideally
having a depth of 1.2 m(4 feet)or more of non saturated subgrade will ensure that groundwater table
will be able to withstand all inflow from the pavement structure.
The permeability rate of the subgrade materials can greatly affect the design. Higher permeable
materials such as sand subgrade will allow water to drain quickly. Finer materials such as silts and clays
have much lower permeability and it may take days or even weeks to drain the pavement. Typical
subgrade permeability rates are shown in Figure B.
Based on the subgrade permeability,the quantity of water that can enter the groundwater can be
estimated by Darcy's law[9]. Since the water table is a safe distance below the base/subbase layer,the
hydraulic gradient can be assumed to be 1.0 as the drop in elevation is the main cause of the flow. It is
also assumed that the drainage will be taking place uniformly across the bottom of the pavement as the
base/subbase becomes saturated.
Q x Subgrade Infiltration Factor Depth of Water in Pavement
,a,,,, x
v eaar —k— s hood` Thickness of Pavement
Where:
06.und..n.,: Flow rate of water into groundwater recharge(m/day,ft/day)
ks.b,Wd : Hydraulic conductivity of the subgrade material(m/day,ft/day)
Subgrade Infiltration Factor: Expected reduction in subgrade permeability due to clogging
Clean t
Gravels
— to
to-' Clean sands toy y
to-' &sand and —
A to- gravel to
E to• E
`w 10-' Silty `a
`o 10 Materials
N
10 c
w
to, a
to,
w to' d
a tp. o
u
10
to�^
Figure g. Permeability Rates of Subgrade Materials ,
The subgrade infiltration reduction factor is used in this calculation to account for less than saturated
conditions and potential clogging due to movement of fine particles into the subgrade. The factor is
expected to have a typical value of O.S. This factor effectively reduces the expected subgrade
permeability by 50 percent.
The water depth in the pavement is calculated for every time step due to the changing depth of water in
the pavement materials. As the depth increases,the static pressure is expected to increase which will
directly affect the rate of drainage.
19
5.4.1 Design of Permeable Pavements on Fine Grained Solo
There are many potential benefits to using permeable pavement systems. When a site is located that
has primarily fine grained soils,the low level of permeability often makes ground water recharge more
difficult. The lower permeability for silts and clays will mean that other drainage facilities will be
necessary to drain the structure. There are still benefits of reducing peak water Flows that are provided
by permeable pavements.
The timing of water infiltration is often as important as the volume when developing storm water
management plans. Most traditional urban developments have a negative impact on flood areas
because they allow more water to flow at a much faster pace into streams and rivers. This creates a
large peak in the inflow which cannot be adequately drained and can cause Flooding. The effect of these
improvements over large watersheds can be cumulative and cause significant problems downstream.
Permeable pavement systems,with properly designed subdrains systems,will actually delay the water
inflow and slowdown the rate the water will reach the surface water outlets. During the peak of the
storm,the water will enter the permeable pavement system and percolate into the open graded
material. By using the placed granular materials to temporarily store the storm water,the subdrains can
be designed to allow a metered outflow that will reduce the risk of Flooding. This process is
accomplished while still encouraging as much groundwater recharge as allowed by the natural soils.
5.5 Geotextiles In Permeable Pavement Systems
Geotextiles may be used with permeable pavement systems to prevent movement of fine subgrade
materials into the large pores of the base and subbase materials. It is important that the proper
geotextile is selected for each project. The apparent opening size(AOS)of the geotextile needs to be
small enough to prevent the movement of the subgrade into the subbase while being large enough to
allow water to easily drain through the fabric.
The US Federal Highway Administration(FHWA)has recommended criteria for selecting the geotextile
[10):
For fine grained soils(>50%passing the 0.075mm(No.200)sieve)
Woven Geotextiles: AOS 5 Das
Non-Woven Geotextiles: AOS s 1.8-Des
For coarse grained soils(<50%passing the 0.075mm(No.2D0)sieve)
AOS 5 B Das
Where:
B=1for 22 Cu t8
8=0.5 for 2<Cu<4
B=Ifor 4<Cu<8
Cu =Dsa/D�a
Permeability Criteria: kr.birtz kSoi
20
5.6 Design and Use of Subdralns
In many cases,supplementary drainage such as a subdrain system is not necessary in permeable
pavement systems. If the subgrade soil does not drain the system in a reasonable amount of time,
subdrains can be used. These drains assist in handling peak water flow which cannot effectively be
drained into the subgrade.
Inmost traditional pavement systems,subdrains are placed at the bottom of the subbase layer so that
all water entering the system can be drained quickly and effectively. However,in permeable pavement
systems,the purpose of subdrains is to prevent over-saturation of the pavement during high intensity
rain events. To accomplish this,the subdrains are typically placed above the subgrade so that they are
only used during storm events when a substantial portion of the base material has become saturated.
This will allow the water from the majority of storm events to infiltrate into the subgrade.
Subdrains to be installed are typically 100450 mm(46 in)perforated plastic pipes. They are typically
placed in a uniformly graded filter material in order to prevent fines from entering into the subdrain
system. It is important that the subdrains are correctly installed and that they do not become clogged
over time. In the case of fine graded systems or pavements with geotextiles,these subdrains may be
the only significant source of water removal.
Subdrains can be connected to drainage ditches,storm sewers and supplementary storm water features
such as local ponds. By adjusting the depth of the subdrains the discharge rates can be controlled to
prevent flooding and reduce treatment costs when possible. Subdrains should also be equipped with
rodent screens to prevent rodents from building nests and clogging the outlets.
5.7 Design Examples
Example structural and hydrological permeable pavement designs are given in Appendix A. The
Interlocking Concrete Pavement Institute has released the Permeable Design Pro software application,
Figure 9,to allow users to develop permeable pavement designs in a user friendly format. The design
software provides guidance on material selection and includes a database of storm events for most
North American cities.
21
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6. Other Design Considerations
6.1 Designing Permeable Pavements for Cold Weather Environments
In colder climates,there are some additional factors which often need to be addressed by designers.
6.1.1 Freeze-Thaw Resistance
The water enters the pavement through designed open spaces(joints)between SF-Rima°paving stones
and drains in to underlying open graded layers and will not be retained in pavement's surface structure
and thus demonstrates good freeze-thaw resistance.
Water ideally drains to the subgrade layer or to lateral drainage pipes relatively quickly without freezing
in place. For slow draining systems,it is important that adequate protection is provided to allow the
pavement system to drain before any suspended water is allowed to freeze.
The coldest temperature is near the pavement surface. Freezing gradually progresses into the base
layers and subgrade where the frost remains for only a short time. The depth of frost penetration into a
pavement and its subgrade depends on temperature,the nature and moisture content of the material.
Generally,nominal frost depth is determined on local experiences and is available from local agencies.
Fine grained soil is particularly susceptible to heave upon freezing,because moisture suspended in small
pores can migrate toward growing ice crystals. This kind of ice formation does not occur in well-drained,
warse-grained aggregates such as gravel with a void space of about 30 percent. The typical placed
material,open-graded crushed stone without fine particles,is non-frost-susceptible.
22
The natural subgrade soils however may have the potential to cause frost issues if the frost depth is
sufficiently deep. As water freezes In isolated grains in fine soils,the system can expand causing
localized heave areas. To protect the subgrade from frost completely,a sufficient thickness of non-
frost-susceptible base and subbase material should be provided.
6.12 Winter Maintenance
In cold weather climates,the temperatures and precipitation can cause a variety of hazards and
obstacles for permeable pavement systems. Most of the problems are caused by the frozen
precipitation. As snow accumulates,it also can become contaminated with chlorides and road abrasives
(sand). When the snow and ice then melt,they can provide a large influx of water into a permeable
pavement system over a relatively short time frame. This can cause flooding of the pavement as well as
contaminants entering the groundwater through the permeable pavement system.
If salts are used for deicing,then the groundwater should be monitored for chlorides. This can be done
through sampling water in observation wells located in the pavement base and soil. Chloride levels in
the samples should be compared to local criteria for the particular use of the water in the receiving lake,
stream or river.
When the frost depth exceeds 1 m(3 ft),all permeable parking lots should be set back from the
subgrade of adjacent roads by at least 6 m(20 ft).This will reduce the potential for frost lenses and
heaving of soil under the roadway.
The most ecological alternative to using deicing salts is the use of a grovel material,the same or similar
aggregate used in the joints of a SF-Rima*pavement. This material can be spread over the pavement
surface and will reduce slippery conditions on the concrete paving stones. Winter sand should not be
applied to avoid clogging of the pavement joints.
6.1.3 Snow Melt
Snow melt in the spring can provide large quantities of water to a permeable pavement system that may
still be frozen. Snow piles and snow melt should not be directed to a permeable concrete pavement if
groundwater contamination from chlorides is a concern. However,this may not be avoidable in some
situations. If high chloride concentrations in the runoff and groundwater are anticipated,then
consideration should be given to using one or two design options:
1. Runoff from snow melt can be diverted from the pavement during the winter. The diversion of
runoff away from the pavement is typically through channels or pipes. Pipe valves must be
operated each winter and spring. Snowmelt,however,is not treated but diverted elsewhere.
2. Oversized drainage pipes can be used to remove the runoff during snowmelt,and then be closed
for the remainder of the year.
6.2 Construction
The proper design of permeable pavement systems will ensure that they have the ability to
accommodate the expected storm events and the traffic driving on the surface. However it is important
that the system be constructed properly to ensure the expected design life will be reached.
During construction it is important that all layers be placed carefully and compacted to prevent any
secondary consolidation due to traffic. This process starts with the excavation,grading,and compaction
23
of the subgrade materials. For permeable pavements,high levels of compaction in the subgrade are not
desirable. As compaction and density increases,the permeability of the subgrade decreases.
The use of geotextiles is common in permeable pavement systems. With large size aggregates in placed
granular layers and fine materials in the subgrade,the geotextile can prevent the migration of fines
materials which may clog the granular layers or subgrade.
Each layer must be placed carefully on top of underlying layers to prevent the mixing of materials and
reducing the filling of voids. Care needs to be taken in placement of the layers,specifically for vehicular
applications,to prevent tearing or puncture of the fabric by coarse,angular aggregates.
Placement of the open graded aggregate bases also must be completed with strict compaction controls.
The base materials are compacted with a minimum 5,000 Ibf(22 kN)plate compactor.The compactor
force on the pavers pushes the bedding layer into the upper portion of the base materials. Upon
completion of the base materials,the bedding material should be level. It is important to have this layer
placed properly as it will reflect the final grade of the travelled surface upon completion.
The paving stones are placed on top of the compacted bedding material manually or using mechanized
devices as shown in Figure 10. At pavement edges,stones should be cut to fill any remainder spaces.
Cut stones should be larger than one third of Initial stone size on sections expecting vehicular traffic.
Once placement of the paving stones is completed in the area,the surface is swept clean and the system
compacted using a plate compactor with a minimum force of 22 kN (5,000 lbs)at 75 to 90 kHz vibration.
After initial compaction,the joints or openings are filled with additional bedding material to fill the joints
flush with the pavement surface and prevent shifting of the surface.
a
Figure 10. Mechanical Paver Placement Equipment '
7. Conduslon
SF-Rima'permeable paver systems are actively being implemented across North America because of
their aesthetic beauty,engineered quality,and positive environmental contribution. If properly
designed and constructed,these pavements can meet and greatly exceed their expected design lives.
24
The VS5--Eco and VS 5--Drain products can be effectively used on a large range of projects and
should be considered when designing a permeable pavement system.
8. References
1. Ferguson,Bruce. Porous Pavements. CRC Press,2005.
2. Green Alberta. Product Compatibility Evaluation-LEED®-NC Canada. GA Product Evaluation
08-001-V01,December 2008.
3. Interlocking Concrete Pavement Institute. Permeable Interlocking Concrete Pavements, Selection,
Design, Construction and Maintenance,Fourth Edition,Herndon,Virginia,2011.
4. American Association of State Highway and Transportation Officials. AASHTO Guide far Design of
Pavement Structures. 1993.
5. American Standard Testing and Materials(ASTM). ASTMD 1940: Standard Spec f cation for
Graded Aggregate Material For Bases or Subbases for Highways or Airports. 2009
6. Urban Hydrology for Small Watersheds. Technical Release 55,USDA,June 1986.
7. U.S.Department of Agriculture,Natural Resources Conservation Service,Soil Survey Manual,
Washington,D.C.,2008.
8. Borgwardt, S.,A. Gerlach,M.K61ler,Kommenmr mm MerkblattAr wasserdurchidssige Befmtigung
von Verkehsflachen, Fachveremigung Betonproduckie fur Strossen-.Landschafts-and Gartenbau e.V.
(SLG),2001.
9. Cedegren,Harry. Seepage, Drainage, and Flow Nets, Third Edition. John Wiley and Sons Inc., 1989.
10. Holtz,R.D.. Geosynthetic Design&Construction Guidelines-participation Notebook,Federal
Highway Administration Contract No.FHWADTFH61-93-C-00120,McLean,Virginia, 1995.
25
Appendix A
Design Example
Permeable Parking Lot in Chicago.Illinois
The following example outlines the procedure followed to design a permeable pavement system for a
parking area pavement in Chicago,Illinois. The parking area,designed primarily for passenger
vehicles,is part of a commercial plaza. The goals of the design are to provide a pavement structurally
capable of accommodating the relatively light traffic and delay the inflow of water into the local
storm water system.
The parking area is rectangular in shape and is 100 by 75 m'(320 x 240 ft')in size. The parking area is
not expected to receive additional runoff from any adjacent property and is to be constructed in an
area with poorly draining silt subgrade.
Structural Capacity
The structural capacity for a parking area is expected to be minimal. Since primarily cars are expected
to be using the parking area,with a chance of some light trucks used for deliveries,a design traffic
level of 30,000 ESAIs was used. Since it is a parking area,a reliability of 75 percent can be used for
the design. The resilient modulus for the silt subgrade is assumed to be 20 MPa(2,900 psi).
Using the 1993,AASHTO Guide for Design of Pavement Structures formula,a recommended
structural number of 64 mm(2.5 in). The thickness of the subbase is determined to ensure that the
required structural number is met. The following design meets the structural requirements:
80mm SF-Rima*Paving Stones
25 mm(1 in) ASTM No.8 Bedding Stone
100 mm(4 in) ASTM No.57 Open Graded Base
475 mm(19 in) ASTM No.2 Open Graded Subbase
Using this cross-section will provide the necessary structural protection of the subgrade materials,but
it is necessary to now check if it meets the hydrologic requirements.
Hydrologic Capacity
This site is only expected to absorb the water that arrives as precipitation over its area. In the
Chicago,IL area,the rainfall expected for a range of 24 hour storm periods can be seen below:
Storm(years) Intensity,mm(in)
2 76(3)
5 99(3.9)
10 115(4.5)
25 138(5.4)
50 156(6.1)
100 173(6.8)
In order for the pavement to be designed to withstand a 50 year design storm,it must be capable of
storing the 156 mm(6.1 in)that would be expected. For the entire 7,500 m'(77,280 ft')pavement
area,this represents a total of 1,170 m'(38,700 ft')of water.
Although the pavement cross-section has 575 mm(22.6 in)of open graded base and subbase and the
depth of the water is only 156 mm(6.1 in),the amount of water that can be held by the pavement is
controlled by the amount of void space within the open graded materials. Assuming typical open
_... . M. .... Page Al
graded aggregate materials with a density of 2.65 and a compacted bulk density of 2,100 kg/m'(131
Ib/ft')the void space available would be 20.8 percent.
n=1— Vo
(Vw'Gj
n=1—
2,100M3
1,000 2.65
n=20.8%
This means that for the parking area,there will be the storage capacity equivalent to the volume of
the volume of the pores in the open graded base:
Q=Area-Open Graded Thickness-Porosity
Q=7,500 m'-0.475 m .20.8%
Q=897 m'(29,670 ft)
Since the volume of water expected for a 50-year storm is higher than the capacity of the pavement,
the thickness of the subbase should be increased to allow for the additional storage. The required
thickness is:
Q=Area-Open Graded Thickness- Porosity
1,170 m3=7,500 m' Open Graded Thickness-20.8 percent
Open Graded Thickness=750 mm(29.5 in)
This thickness assumes that all water will arrive at the site and be stored simultaneously. While this is
not practical in the field,this allows for a factor of safety to account for factors not considered in the
analysis. To accommodate the 50-year design storm,the following final design cross-section would
be necessary:
80 mm SF-Rima•Paving Stones
25 mm (Sin) ASTM No.8 Bedding Stone
100 mm(4 in) ASTM No.57 Open Graded Base
650 mm(25.51n) ASTM No.2 Open Graded Subbase
Due to the fine grained nature of the silt subgrade material,subdrains will be required to drain the
pavement in a reasonable time frame. Based on the size of the site,it is recommended that 100 mm
(4 in)subdrams be installed at the bottom of the subbase to allow the water to be removed in a
controlled fashion. The permeable pavement system will act as a storage and slowly releases the
system to eliminate extreme peaks and better manage the stormwater.
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