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362 PLAZA - PAVERS h31. i.kszit .9;. ..r.,r,."Gin.:'r 7-;-;u.it t.)~•.ztF3+ , ..,'h,-?W>.,.,*7v "u_- • ...� ^rte:::-_... _,r V. i '.'1';?:, ,; . Y-.• :: "a, W � pfQFM{O"rT7 GROUP we make iteasy y . Y 1E s,4,.- V3. -1• _ 4( j-i" APPROVED '+`7`` " Pervious Pavers �' E-�y`� 7 F L k ' R. w '1411 ",a'•2r r E. c` �� t,_ sh �?s y . k 4e, Lt,,,cr .! ,gip .. -Y a • .�Y ' l I .e.,«�� 'c._-Z rW' 4i4aWiaiioi al,�J�.d �,:r..42 .�--' -d ,c-".'i rr 6 C',.-*,,,,1`at•off, ,-1 • • �",.ty5,yt'�,,,_ ,�; r . sGn`r~,.,y~ 4,141 4, 4,-4-- y,ysi ~infz �+., yY,r A(a ct-3 d w Kik s 6�� q�' , `.: a..6,4:,t vv�x -•' *_, " ',.� lea*`t r'; 11: ki. fft • • . �. resfir' af !• ,11'3.'24,1 rys*a5'rs J : tx F tw � � T . `w.. rt^ J'G v � ` � yt F£ LY� . ;.--e-Ilio...-4,7-1.-;.-4!.-Y, , •IL �yl0:04,"y($,4. ,,,A= it 1T t.k0- !y9,y ,yv,g•w,dFi. , r.„,„,00.-.0. sr xvra vZ' f: in!49 .v , -444410.5::14,:m.,,•04.1,4 + r 'N ' f + � S�r.rtK�..Jsn.C .r e4.. I'p7UF_ s N , ` r4!tky - r { vimr ,r 'SUi - a • .i ea ; , � r *' � � . • - r4As,r �Y• +C��A 1xt �`Y * .4,-.,. .":"' �'�-.7Z i , t.4A � ` �' � �TS ' , � �..sk � ,r � � �. ' i,, ..„,,,,.....„„.,,,......,;,,„,....,:: � F 4. ,T-.:, ..„....,,,.: ,,,..,,,,,..„. � �� . V474 .r�g�4•Vy '7' 4'� vF '� .^s #w: l e'Y„l r, r )-- ,V.-7.g.?,. A r g. (. .''.* w o• 1,r h , � ptsar K . rJ,Ka ::.- k q•, • * -nt �1 43. • , �SV * I 7 . • • 1 • v w 'Y: > e2 kf� '7 � ' ri :1.r•lieA . r . . 44• - 'e,, .4. i1 r , VY✓s,, The porous appearance of these units allowsrainfall to directly enter and pass though because concrete has no fines. Like other pavers, the units are fitted together over bedding, pea gravel is recommended. Sanding the joints is not recommended as this could dog the pavers. Porous units do not meet the requirements of ASTM C 936; however,these units have strength of 4,000+ psi with a permeability of over 40 inches per hour. The best use is for pedestrian areas, bicycle paths, and residential applications. We offer pervious pavers in our 4x8, Old Towne, 6x9, and 6x6 profiles and in all of our standard blends. Some of the benefits; • Reduction of runoff by as much as 100% from frequent, low-intensity and short duration storms. • Increased recharge of ground water. • Eliminates flooding and puddling in parking lots • Reduction or elimination of retention ponds • Conservation of space on site and reduction of impervious cover More info is available at ICPI website; http://www.icpi.org/design/permeable pavers.cfm Tremron Group, Arcadia (863) 491-0990 www.tremrongroup_com 10/31/2017 Installation Interlocking Concrete Pavement Institute •I C 1� U) LOGIN(/user/login) • N (Mee,1)-"( wv.n vuxI %U fll Join(Jjoin) About(/who-icpi) shop UshoP) Contact(/contact) Search Installation ShareThis ICPI provides construction guidelines to design professionals and installers of interlocking concrete pavements.Several resources are available on this website that review the steps necessary for constructing interlocking concrete pavements. This pavement structure is commonly used for both pedestrian and vehicular applications.Pedestrian areas,driveways,and areas subject to limited vehicular use are paved with units 2 3/8 in.(60 mm)thick.Streets and industrial pavements should be paved with units at least 31/8 in.(80 mm)thick. Compaction of the soil subgrade and aggregate base materials are essential to the long-term performance of interlocking concrete pavements. Installation steps typically include job planning,layout,excavating and compacting the soil subgrade,applying geotextiles(optional),spreading and compacting the sub-base and/or base aggregates,constructing edge,restraints,placing and screeding the bedding sand,placing concrete pavers,compacting concrete pavers, sweeping in jointing sand and final compaction. Installation Basics Note:The elevations and surface tolerance of the soil subgrade determine the final surface elevations of concrete pavers.The paver installation contractor cannot correct deficiencies excavation and grading of the soil subgrade with additional bedding materials.Therefore,the surface elevations of the soil subgrade should be checked and accepted by the General Contractor or designated party,with written certification presented to the paver installation subcontractor prior to starting work. A. Acceptance of Site Verification of Conditions: 1. General Contractor shall inspect,accept and certify in writing to the paver installation subcontractor that site conditions meet specifications for the following items prior to installation of interlocking concrete pavers. • Note:Compaction of the soil subgrade is optional and should be determined by the project engineer.If the soil subgrade requires compaction,compact to a minimum of 95%standard Proctor density per ASTM C 698.Compacted soil density and moisture should be checked in the field with a nuclear density gauge or other test methods for compliance to specifications.Stabilization of the soil and/or base material may be necessary with weak or continually saturated soils,or when subject to high wheel loads.Compaction will reduce the permeability of soils.If soil compaction is necessary,reduced infiltration may require drain pipes within the open-graded subbase to conform to local storm drainage requirements. • Verify that subgrade preparation,compacted density and elevations conform to specified requirements. • Provide written density test results for soil subgrade to the Owner,General Contractor and paver installation subcontractor. • Verify location,type,and elevations of edge restraints,[concrete collars around]utility structures,and drainage pipes and inlets. 2. Do not proceed with installation of bedding and interlocking concrete pavers until subgrade soil conditions are corrected by the General Contractor or designated subcontractor. PREPARATION A. Verify that the soil subgrade is free from standing water. B. Stockpile joint/opening filler,base and subbase materials such that they are free from standing water,uniformly graded,free of any organic material or sediment, debris,and ready for placement. C. Edge Restraint Preparation: • 1. Install edge restraints per the drawings[at the indicated elevations]. INSTALLATION Note:The minimum slope of the soil subgrade is typically 0.5%.Actual slope of soil subgrade will depend on the drainage design and exfiltration type.All drain pipes, observation wells,overflow pipes,and(if applicable)geotextiles,berms,baffles and impermeable liner should be in place per the drawings prior to or during placement of the subbase and base,depending on their location.Core must be taken not to damage drainpipes during compaction and paving.No mud or sediment can be left on the base or bedding aggregates.If they are contaminated,they must be removed and replaced with clean materials.Base/subbase thicknesses and drainage should be determined using(CPI's Permeable Interlocking Concrete Pavements manual and Permeable Design Pro software. https://www.icpi.org/paving-systems/permeable-pavers/installation 1/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute A. General 1. Any excess thickness of soil applied over the excavated soil subgrade to trap sediment from adjacent construction activities shall be removed before application of the[geotextile]and subbase materials. 2. Keep area where pavement is to be constructed free from sediment during entire job.[Geotextiles]Base and bedding materials contaminated with sediment shall be removed and replaced with clean materials. 3. Do not damage drainpipes,overflow pipes,observation wells,or any inlets and other drainage appurtenances during installation.Report any damage immediately to the project engineer. B. Geotextiles 1. Place on[bottom and]sides of soil subgrade.Secure in place to prevent wrinkling from vehicle tires and tracks. 2. Overlap a minimum of[0.3 m(12 in.)][0.6 m(24 in.)]in the direction of drainage. C. Open-graded subbase and base Note:Compaction of areas or sites that cannot accommodate a roller vibratory compactor may use a minimum 13,500 lbf(60 kN)vibratory plate compactor with a compaction indicator.At least two passes should be made over each lift of the subbase and base aggregates. 1. Moisten,spread and compact the No.2 subbase in 4 to 6 in.(100 to 150 mm)lifts[without wrinkling or folding the geotextile.Place subbase to protect geotextile from wrinkling under equipment tires and tracks.] 2. For each lift,make at least two passes in the vibratory mode then at least two in the static mode with a minimum 10 t(8 T)vibratory roller until there is no visible movement of the No.2 stone.Do not crush aggregate with the roller. 3. The surface tolerance of the compacted No.2 subbase shall be±2 1/2 in.(±65mm) over a 10 ft(3 m)straightedge. 4. Moisten,spread and compact the No.57 base layer in one 4 in.(100 mm)thick lift. • On this layer,make at least two passes in the vibratory mode then at least two in the static mode with a minimum 10 t(8 T)vibratory roller until there is no visible movement of the No.57 stone.Do not crush aggregate with the roller. • Note:At the option of the designer,this supplemental test method bracketed in items 5 through 9 below can be used to establish a consistent methodology for in- situ density data collection of open-graded aggregate base layer(typically ASTM No.57 stone).This test method can assist contractors in reaching adequate job site compaction and offer an additional level of confidence for the project owner and designer.This test method is appropriate for pavement subject to consistent vehicular traffic such as parking lots and roads.It is not needed for pedestrian areas and residential driveways.Other test methods should be considered to check consistent compaction of the soil subgrode(when specified),the aggregate subbase and base layers,and the pavers.These include stiffness measurements using a Geogauge perASTM D 6758 or a Zorn Lightweight Deflectometer perASTM E 2835. 5. Use part of the compacted base area as a control strip for density testing by the [Testing Company]. • The[Testing Company]shall supply nuclear moisture/density gauges and ancillary equipment required to conduct density and moisture content measurements for compaction of the No.57 aggregate drainage layer.Qualified testing laboratory operators/gauges may conduct compaction testing.Each gauge operator shall be trained in the safe operation,transportation and handling of the gauge.The registered owner of the gauge shall have and maintain a valid Radioisotope License for each gauge. • Each gauge shall have been calibrated within the last 12 months,either by the manufacturer or other qualified agent,against certified density and moisture reference blocks.The density standard count and the moisture standard count shall be within 2 percent and 4 percent respectively,of the most recent calibration values.A certificate of calibration for each gauge shall accompany each gauge. 6. Target Density • Determine a target density on the control strip during under the following conditions: o (1)after initial placement and compaction of the base aggregate layer o (2)when there is a perceptible change in the appearance or gradation of the aggregate, o (3) when there is a change in the source of aggregate. • Test field density according to ASTM D 2922 Standard Test Methods for Density of Soil and Soil-Aggregate In-Place by Nuclear Methods(shallow Depth).Field density tests shall be performed on compacted base materials to determine within acceptable limits of a target density. 7. Control Strip • The Testing Company shall construct a control strip for the determination of a target density consisting of a single uniform lift as specified in the contract documents,but not more than 4 in.(100 mm)thick and covering approximately 600 yd2(500 m2)in area.No testing shall be performed within 10 ft(3 m)from any unrestrained outside edge of the work area.The control strip may be incorporated into the project upon acceptance of density measurements by the Testing Company. • During construction of the control strip,the surface of the aggregate shall be visibly moist and maintained as such throughout construction and compaction. • After initial placement of the aggregate base material,the compaction equipment shall make two passes over the entire surface of the control strip.Field densities and field moisture contents,using the backscatter/indirect method,shall be determined at five randomly selected locations at least 15 ft(5 m) apart.The dry density and moisture content shall be calculated for each of these locations and the averages shall be used as initial values.The maximum compacted thickness of the aggregate base layer measured for density shall be 4 in.(100 mm). https://www.icpi.org/paving-systems/permeable-pavers/installation 2/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute • The compaction equipment shall then make two additional passes over the entire surface of the control strip.After compaction,three separate,random field • density and moisture content determinations shall be made,using the backscatter/indirect method,and a new average dry density and moisture content shall be calculated. • If the new average dry density exceeds the previous value by more than 1.2 pcf(20 kg/m3)then two additional passes of the equipment shall be carried out as described above.If the new average dry density does not exceed the previous value by more than 1.2 pcf(20 kg/m3),then compaction of the control strip will be considered satisfactory and complete. • Upon satisfactory completion of the control strip,an additional seven(7)field density and moisture tests,using the backscatter/indirect method,shall be taken at random locations and the dry density and moisture content values shall be determined.The final dry density and moisture content of the control strip shall be the average of these seven values plus the three most recent values obtained upon completion. 8. Compaction a.Use a smooth dual or single smooth drum,minimum 10 t(8 T)vibratory roller or a minimum 13,500 lbf(60 kN),reversible vibratory plate compactor with a compaction indicator without crushing the aggregate base. b.Compact aggregates without crushing them. 9. Test Report The test report shall include the following: 1.Project description. 2.Sketch of test area and test locations. 3.Aggregate type and layer thicknesses. 4.Aggregate characteristic properties:gradation,void ratio,bulk density. 5.Compaction equipment type and weight. 6.Static or vibratory compaction. 7.Number of passes of the compaction equipment. 8.Test number and location. 9.Individual and average field wet density,moisture content,and dry density values determined after each compaction operation in accordance with ASTM D 2922 Standard Test Methods for Density of Soil and Soil-Aggregate In-Place by Nuclear Methods(Shallow Depth). 10.Calculation of target density.] • The surface tolerance the compacted No.57 base should not deviate more than.±1 in.(25 • mm)over a 10 ft(3 m)straightedge. Note:As on alternative test method,in-place density of the base aggregate may be checked per ASTM D 4254.Compacted density should be 95%of the laboratory index density established for the base layer. E. Bedding layer • Moisten,spread and screed the No.8 stone bedding material. • Fill voids left by removed screed rails with No.8 stone. • The surface tolerance of the screeded No.8 bedding layer shall be±3/8 in(10 mm)over a 10 ft(3 m)straightedge. • Do not subject screeded bedding material to any pedestrian or vehicular traffic before paving unit installation begins. F. Permeable interlocking concrete pavers and joint/opening fill material • Lay the paving units in the pattern(s)and joint widths shown on the drawings.Maintain straight pattern lines. • Fill gaps at the edges of the paved area with cut units.Cut pavers subject to tire traffic shall be no smaller than 1/3 of a whole unit. • Cut pavers and place along the edges with a[double-bladed splitter or]masonry saw. • Fill the openings and joints with[No.8]stone. • Note:Some paver joint widths may be narrow and not accept most of the No.8 stone.Use joint material that will fill joints such as washed ASTM No.89 or No.9 stone. • Remove excess aggregate on the surface by sweeping pavers clean. • Compact and seat the pavers into the bedding material using a low-amplitude,75-90 Hz plate compactor capable of at least 5,000 Ibf(22 kN).This will require at least two passes with the plate compactor. • Do not compact within 6 ft(2 m)of the unrestrained edges of the paving units. • Apply additional aggregate to the openings and joints if needed,filling them completely.Remove excess aggregate by sweeping then compact the pavers. This will require at least two passes with the plate compactor. • All pavers within 6 ft(2 m)of the laying face must be left fully compacted at the completion of each day. • The final surface tolerance of compacted pavers shall not deviate more than±3/8(10 mm)under a 10 ft(3 m)long straightedge. • The surface elevation of pavers shall be 1/8 to 1/4 in.(3 to 6 mm)above adjacent drainage inlets,concrete collars or channels. FIELD QUALITY CONTROL A. After sweeping the surface clean,check final elevations for conformance to the drawings. https://www.icpi.org/paving-systems/permeable-pavers/installation 3/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute B. lip'page:No greater than 1/8 in.(3 mm)difference in height between adjacent pavers. • Note:The surface of the pavers may be 1/8 to 1/4 in.(3 to 6 mm)above the final elevations after compaction.This helps compensate for possible minor settling normal to pavements. C. The surface elevation of pavers shall be 1/8 to 1/4 in.(3 to 6 mm)above adjacent drainage inlets,concrete collars or channels. D. Bond lines for paver courses:±'h in.(±15 mm)over a 50 ft(15 m)string line. E. Verify the surface infiltration at a minimum of 100 in./hour using test method C 1781. PROTECTION A. After work in this section is complete,the General Contractor shall be responsible for protecting work from sediment deposition and damage due to subsequent construction activity on the site. B. PICP installation contractor shall return to site after 6 months from the completion of the work and provide the following as required:fill paver joints with stones,replace broken or cracked pavers,and re-level settled pavers to initial elevations.Any additional work shall be considered part of original bid price and with no additional compensation. Related Projects Riviera Beach Marina(/project-profiles/riviera-beach-marina) October 13,2017 Sea Scout Base Galveston(/project-profiles/sea-scout-base-galveston) October 6,2017 Post Oak Community(/project-profiles/post-oak-community) September 29,2017 SEE ALL(/project-profiles) For PICP Installers Installers !CPI has designed courses that teach installers the best practices for the installation of interlocking concrete pavement in commercial applications(Level II course)and in the installation of permeable interlocking concrete pavement systems(PICP course). PICP Installers(/node/2727)-Certified Installers with training in the installation of permeable interlocking concrete pavement systems PAVING SYSTEMS(/PAVING- PROJECT PROFILES(/PROJECT- RESOURCE LIBRARY(/RESOURCE- EDUCATION&CERTIFICATION SYSTEMS) PROFILES) LIBRARY) (/EDUCATION-CERTIFICATION) Concrete Pavers(/paving- Submit a Project(/node/add/project Find a Member Contractor(/resource- Education(/education- systems/concrete-pavers) profile) library/find-contractor) certification/education) Permeable Pavers(/paving- Find a Distributor(/resource- Certification(/ICPICertification) systems/permeable-pavers) library/find-distributor) Paving Slabs(/paving-systems/paving- Find a Manufacturer(/resource- slabs) library/find-manufacturer) Grids(/paving-systems/grids) Find a Supplier(/resource-library/find- EVENTS(/EVENTS) supplier) Segmental Retaining Walls(/paving- systems/segmental-retaining-walls) Verify a Certified Installer(/resource- Hardscape North America(/2017HNA) library/verify-certified-installer) Events Calendar(/events/calendar) Find a Tech Spec(/resource- library/find-tech-spec) /resource- 1ibrary/find-tech-spec) https://www.icpi.org/paving-systems/permeable-pavers/installation 4/6 ADS AND STOOP: 80 SF \L IMPERMIABLE SURFACES I"CONSTRUCTION: 3,250 SF kL IMPERMIABLE LOT COVERAGE: 49.8% -A VOLUME CALCULATIONS: V= (0.6 * 2,484 * 9.3) / 12 = 1,155 FT3 T V= (0.6 * 3250 * 9.3) /12= 1,512 FT3 ERENCE TO BE RETAINED ON SITE: 357 FT3 PPROVED MERRIAM /(1i7--(7 RESIDENCE SHEET LIST TITLE SHEET SHEET DUMBER SHEET NAME 00 TITLE SHEET 01 GENERAL NOTES 02 GENERAL NOTES 03 FLASHING DETAILS 04 FLASHING DETAILS Project Number ##### !00 FIRST FLOOR PLAN Date 11 . 13.2017 !01 2ND FLOOR PLAN !02 ROOF PLAN Drawn By EN '_03 SCHEDULES Checked By MWM 300 ELEVATIONS 301 ELEVATIONS 100 SECTIONS 101 SECTIONS A 100 102 SECTION DETAILS 103 SECTION DETAILS '00 FIRST FLOOR ELECTRICAL ')r d PI ( IThP PrP _ PI PfTRIfAI 10/31/017 Installation I Interlocking Concrete Pavement Pavemennt Institute !CPU!) LOGIN(/user/login) / ERV 1 015 P,4V N k ♦ wUm /MM.ttugm� Join(/join) About(/who-icpi) Shop(/shop) Contact(/contact) IN (1(2N Search Installation ShareThis ICPI provides construction guidelines to design professionals and installers of interlocking concrete pavements.Several resources are available on this website that review the steps necessary for constructing interlocking concrete pavements. This pavement structure is commonly used for both pedestrian and vehicular applications.Pedestrian areas,driveways,and areas subject to limited vehicular use are paved with units 2 3/8 in.(60 mm)thick.Streets and industrial pavements should be paved with units at least 31/8 in.(80 mm)thick. Compaction of the soil subgrade and aggregate base materials are essential to the long-term performance of interlocking concrete pavements. Installation steps typically include job planning,layout,excavating and compacting the soil subgrade,applying geotextiles(optional),spreading and compacting the sub-base and/or base aggregates,constructing edge,restraints,placing and screeding the bedding sand,placing concrete pavers,compacting concrete pavers, sweeping in jointing sand and final compaction. Installation Basics Note:The elevations and surface tolerance of the soil subgrade determine the final surface elevations of concrete pavers.The paver installation contractor cannot correct deficiencies excavation and grading of the soil subgrade with additional bedding materials.Therefore,the surface elevations of the soil subgrade should be checked and accepted by the General Contractor or designated party,with written certification presented to the paver installation subcontractor prior to starting work. A. Acceptance of Site Verification of Conditions: 1. General Contractor shall inspect,accept and certify in writing to the paver installation subcontractor that site conditions meet specifications for the following items prior to installation of interlocking concrete pavers. • Note:Compaction of the soil subgrode is optional and should be determined by the project engineer.If the soil subgrade requires compaction,compact to a minimum of 95%standard Proctor density per ASTM C 698.Compacted soil density and moisture should be checked in the field with a nuclear density gauge or other test methods for compliance to specifications.Stabilization of the soil and/or base material maybe necessary with weak or continually saturated soils,or when subject to high wheel loads.Compaction will reduce the permeability of soils.If soil compaction is necessary,reduced infiltration may require drain pipes within the open-graded subbase to conform to local storm drainage requirements. • Verify that subgrade preparation,compacted density and elevations conform to specified requirements. • Provide written density test results for soil subgrade to the Owner,General Contractor and paver installation subcontractor. • Verify location,type,and elevations of edge restraints,[concrete collars around]utility structures,and drainage pipes and inlets. 2. Do not proceed with installation of bedding and interlocking concrete pavers until subgrade soil conditions are corrected by the General Contractor or designated subcontractor. PREPARATION A. Verify that the soil subgrade is free from standing water. B. Stockpile joint/opening filler,base and subbase materials such that they are free from standing water,uniformly graded,free of any organic material or sediment, debris,and ready for placement. C. Edge Restraint Preparation: • 1. Install edge restraints per the drawings[at the indicated elevations]. INSTALLATION Note:The minimum slope of the soil subgrade is typically 0.5%.Actual slope of soil subgrade will depend on the drainage design and exfiltration type.All drain pipes, observation wells,overflow pipes,and(if applicable)geotextiles,berms,baffles and impermeable liner should be in place per the drawings prior to or during placement of the subbase and base,depending on their location.Care must be taken not to damage drainpipes during compaction and paving.No mud or sediment can be left on the base or bedding aggregates.If they are contaminated,they must be removed and replaced with clean materials.Base/subbase thicknesses and drainage should be determined using ICPI's Permeable Interlocking Concrete Pavements manual and Permeable Design Pro software. https://www.icpi.org/paving-systems/permeable-pavers/installation 1/6 a 10/31,'2017 Installation I Interlocking Concrete Pavement Institute • The compaction equipment shall then make two additional passes over the entire surface of the control strip:After compaction,three separate,random field density and moisture content determinations shall be made,using the backscatter/indirect method,anda new average dry density and moisture content shall be calculated. • If the new average dry density exceeds the previous value by more than 1.2 pcf(20 kg/m3)then two additional passes of the equipment shall be carried out as described above.If the new average dry density does not exceed the previous value by more than 1.2 pcf(20 kg/m3),then compaction of the control strip will be considered satisfactory and complete. • Upon satisfactory completion of the control strip,an additional seven(7)field density and moisture tests,using the backscatter/indirect method,shall be taken at random locations and the dry density and moisture content values shall be determined.The final dry density and moisture content of the control strip shall be the average of these seven values plus the three most recent values obtained upon completion. 8. Compaction a.Use a smooth dual or single smooth drum,minimum 10 t(8 T)vibratory roller or a minimum 13,500 lbf(60 kN),reversible vibratory plate compactor with a compaction indicator without crushing the aggregate base. b.Compact aggregates without crushing them. 9. Test Report The test report shall include the following: 1.Project description. 2.Sketch of test area and test locations. 3.Aggregate type and layer thicknesses. 4.Aggregate characteristic properties:gradation,void ratio,bulk density. 5.Compaction equipment type and weight. 6.Static or vibratory compaction. 7.Number of passes of the compaction equipment. 8.Test number and location. 9.Individual and average field wet density,moisture content,and dry density values determined after each compaction operation in accordance with ASTM D 2922 Standard Test Methods for Density of Soil and Soil-Aggregate In-Place by Nuclear Methods(Shallow Depth). 10.Calculation of target density.] • The surface tolerance the compacted No.57 base should not deviate more than.±1 in.(25 • mm)over a 10 ft(3 m)straightedge. Note:As an alternative test method,in-place density of the base aggregate may be checked per ASTM D 4254.Compacted density should be 95%of the laboratory index density established for the base layer. E. Bedding layer • Moisten,spread and screed the No.8 stone bedding material. • Fill voids left by removed screed rails with No.8 stone. • The surface tolerance of the screeded No.8 bedding layer shall be±3/8 in(10 mm)over a 10 ft(3 m)straightedge. • Do not subject screeded bedding material to any pedestrian or vehicular traffic before paving unit installation begins. F. Permeable interlocking concrete pavers and joint/opening fill material • Lay the paving units in the pattern(s)and joint widths shown on the drawings.Maintain straight pattern lines. • Fill gaps at the edges of the paved area with cut units.Cut pavers subject to tire traffic shall be no smaller than 1/3 of a whole unit. • Cut pavers and place along the edges with a[double-bladed splitter or]masonry saw. • Fill the openings and joints with[No.8]stone. • Note:Some paver joint widths may be narrow and not accept most of the No.8 stone.Use joint material that will fill joints such as washed ASTM No.89 or No.9 stone. • Remove excess aggregate on the surface by sweeping pavers clean. • Compact and seat the pavers into the bedding material using a low-amplitude,75-90 Hz plate compactor capable of at least 5,000 lbf(22 kN).This will require at least two passes with the plate compactor. • Do not compact within 6 ft(2 m)of the unrestrained edges of the paving units. • Apply additional aggregate to the openings and joints if needed,filling them completely.Remove excess aggregate by sweeping then compact the pavers. This will require at least two passes with the plate compactor. • All pavers within 6 ft(2 m)of the laying face must be left fully compacted at the completion of each day. • The final surface tolerance of compacted pavers shall not deviate more than±3/8(10 mm)under a 10 ft(3 m)long straightedge. • The surface elevation of pavers shall be 1/8 to 1/4 in.(3 to 6 mm)above adjacent drainage inlets,concrete collars or channels. FIELD QUALITY CONTROL A. After sweeping the surface clean,check final elevations for conformance to the drawings. https://www.icpi.org/paving-systems/permeable-pavers/installation 3/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute Ise !COW W LOGIN(/user/login) • fvve_fit-t)f-( Join(/join) About(/who-icpi) Shop(/shop) Contact(/contact) Search DENIED Installation ShareThis !CPI provides construction guidelines to design professionals and installers of interlocking concrete pavements.Several resources are available on this website that review the steps necessary for constructing interlocking concrete pavements. This pavement structure is commonly used for both pedestrian and vehicular applications.Pedestrian areas,driveways,and areas subject to limited vehicular use are paved with units 2 3/8 in.(60 mm)thick.Streets and industrial pavements should be paved with units at least 31/8 in.(80 mm)thick. Compaction of the soil subgrade and aggregate base materials are essential to the long-term performance of interlocking concrete pavements. Installation steps typically include job planning,layout,excavating and compacting the soil subgrade,applying geotextiles(optional),spreading and compacting the sub-base and/or base aggregates,constructing edge,restraints,placing and screeding the bedding sand,placing concrete pavers,compacting concrete pavers, sweeping in jointing sand and final compaction. Installation Basics Note:The elevations and surface tolerance of the soil subgrade determine the final surface elevations of concrete pavers.The paver installation contractor cannot correct deficiencies excavation and grading of the soil subgrade with additional bedding materials.Therefore,the surface elevations of the soil subgrade should be checked and accepted by the General Contractor or designated party,with written certification presented to the paver installation subcontractor prior to starting work. A. Acceptance of Site Verification of Conditions: 1. General Contractor shall inspect,accept and certify in writing to the paver installation subcontractor that site conditions meet specifications for the following items prior to installation of interlocking concrete pavers. • Note:Compaction of the soil subgrade is optional and should be determined by the project engineer.If the soil subgrade requires compaction,compact to a minimum of 956 standard Proctor density per ASTM C 698.Compacted soil density and moisture should be checked in the field with a nuclear density gauge or other test methods for compliance to specifications.Stabilization of the soil and/or base material may be necessary with weak or continually saturated soils,or when subject to high wheel loads.Compaction will reduce the permeability of soils.If soil compaction is necessary,reduced infiltration may require drain pipes within the open-graded subbase to conform to local storm drainage requirements. • Verify that subgrade preparation,compacted density and elevations conform to specified requirements. • Provide written density test results for soil subgrade to the Owner,General Contractor and paver installation subcontractor. • Verify location,type,and elevations of edge restraints,[concrete collars around]utility structures,and drainage pipes and inlets. 2. Do not proceed with installation of bedding and interlocking concrete pavers until subgrade soil conditions are corrected by the General Contractor or designated subcontractor. PREPARATION A. Verify that the soil subgrade is free from standing water. B. Stockpile joint/opening filler,base and subbase materials such that they are free from standing water,uniformly graded,free of any organic material or sediment, debris,and ready for placement. C. Edge Restraint Preparation: • 1. Install edge restraints per the drawings[at the indicated elevations]. INSTALLATION Note:The minimum slope of the soil subgrade is typically 0.5%.Actual slope of soil subgrade will depend on the drainage design and exfiltration type.All drain pipes, observation wells,overflow pipes,and(if applicable)geotextiles,berms,baffles and impermeable liner should be in place per the drawings prior to or during placement of the subbase and base,depending on their location.Care must be taken not to damage drainpipes during compaction and paving.No mud or sediment can be left on the base or bedding aggregates.If they are contaminated,they must be removed and replaced with clean materials.Base/subbase thicknesses and drainage should be determined using(CPI's Permeable Interlocking Concrete Pavements manual and Permeable Design Pro software. https://www.icpi.org/paving-systems/permeable-pavers/installation 1/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute A. General 1. Any excess thickness of soil applied over the excavated soil subgrade to trap sediment from adjacent construction activities shall be removed before application of the[geotextile]and subbase materials. 2. Keep area where pavement is to be constructed free from sediment during entire job.[Geotextiles]Base and bedding materials contaminated with sediment shall be removed and replaced with clean materials. 3. Do not damage drainpipes,overflow pipes,observation wells,or any inlets and other drainage appurtenances during installation.Report any damage immediately to the project engineer. B. Geotextiles 1. Place on[bottom and]sides of soil subgrade.Secure in place to prevent wrinkling from vehicle tires and tracks. 2. Overlap a minimum of[0.3 m(12 in.)][0.6 m(24 in.)]in the direction of drainage. C. Open-graded subbase and base Note:Compaction of areas or sites that cannot accommodate a roller vibratory compactor may use a minimum 13,500 lbf(60 kN)vibratory plate compactor with a compaction indicator.At least two passes should be made over each lift of the subbase and base aggregates. 1. Moisten,spread and compact the No.2 subbase in 4 to 6 in.(100 to 150 mm)lifts[without wrinkling or folding the geotextile.Place subbase to protect geotextile from wrinkling under equipment tires and tracks.] 2. For each lift,make at least two passes in the vibratory mode then at least two in the static mode with a minimum 10 t(8 T)vibratory roller until there is no visible movement of the No.2 stone.Do not crush aggregate with the roller. 3. The surface tolerance of the compacted No.2 subbase shall be±2 1/2 in.(±65mm) over a 10 ft(3 m)straightedge. 4. Moisten,spread and compact the No.57 base layer in one 4 in.(100 mm)thick lift. • On this layer,make at least two passes in the vibratory mode then at least two in the static mode with a minimum 10 t(8 T)vibratory roller until there is no visible movement of the No.57 stone.Do not crush aggregate with the roller. • Note:At the option of the designer,this supplemental test method bracketed in items 5 through 9 below con be used to establish a consistent methodology for in- situ density data collection of open-graded aggregate base layer(typically ASTM No.57 stone).This test method can assist contractors in reaching adequate job site compaction and offer an additional level of confidence for the project owner and designer.This test method is appropriate for pavement subject to consistent vehicular traffic such as parking lots and roads.It is not needed for pedestrian areas and residential driveways.Other test methods should be considered to check consistent compaction of the soil subgrade(when specified),the aggregate subbase and base layers,and the pavers.These include stiffness measurements using a Geogauge per ASTM D 6758 or a Zorn Lightweight Deflectometer per ASTM E 2835. 5. Use part of the compacted base area as a control strip for density testing by the [Testing Company]. • The[Testing Company]shall supply nuclear moisture/density gauges and ancillary equipment required to conduct density and moisture content measurements for compaction of the No.57 aggregate drainage layer.Qualified testing laboratory operators/gauges may conduct compaction testing.Each gauge operator shall be trained in the safe operation,transportation and handling of the gauge.The registered owner of the gauge shall have and maintain a valid Radioisotope License for each gauge. • Each gauge shall have been calibrated within the last 12 months,either by the manufacturer or other qualified agent,against certified density and moisture reference blocks.The density standard count and the moisture standard count shall be within 2 percent and 4 percent respectively,of the most recent calibration values.A certificate of calibration for each gauge shall accompany each gauge. 6. Target Density • Determine a target density on the control strip during under the following conditions: o (1)after initial placement and compaction of the base aggregate layer o (2)when there is a perceptible change in the appearance or gradation of the aggregate, o (3) when there is a change in the source of aggregate. • Test field density according to ASTM D 2922 Standard Test Methods for Density of Soil and Soil-Aggregate In-Place by Nuclear Methods(shallow Depth).Field density tests shall be performed on compacted base materials to determine within acceptable limits of a target density. 7. Control Strip • The Testing Company shall construct a control strip for the determination of a target density consisting of a single uniform lift as specified in the contract documents,but not more than 4 in.(100 mm)thick and covering approximately 600 yd2(500 m2)in area.No testing shall be performed within 10 ft(3 m)from any unrestrained outside edge of the work area.The control strip may be incorporated into the project upon acceptance of density measurements by the Testing Company. • During construction of the control strip,the surface of the aggregate shall be visibly moist and maintained as such throughout construction and compaction. • After initial placement of the aggregate base material,the compaction equipment shall make two passes over the entire surface of the control strip.Field densities and field moisture contents,using the backscatter/indirect method,shall be determined at five randomly selected locations at least 15 ft(5 m) apart.The dry density and moisture content shall be calculated for each of these locations and the averages shall be used as initial values.The maximum compacted thickness of the aggregate base layer measured for density shall be 4 in.(100 mm). https://www.icpi.org/paving-systems/permeable-pavers/installation 2/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute ••The compaction equipment shall then make two additional passes over the entire surface of the control strip.After compaction,three separate,random field density and moisture content determinations shall be made,using the backscatter/indirect method,and a new average dry density and moisture content shall be calculated. • If the new average dry density exceeds the previous value by more than 1.2 pcf(20 kg/m3)then two additional passes of the equipment shall be carried out as described above.If the new average dry density does not exceed the previous value by more than 1.2 pcf(20 kg/m3),then compaction of the control strip will be considered satisfactory and complete. • Upon satisfactory completion of the control strip,an additional seven(7)field density and moisture tests,using the backscatter/indirect method,shall be taken at random locations and the dry density and moisture content values shall be determined.The final dry density and moisture content of the control strip shall be the average of these seven values plus the three most recent values obtained upon completion. 8. Compaction a.Use a smooth dual or single smooth drum,minimum 10 t(8 T)vibratory roller or a minimum 13,500 lbf(60 kN),reversible vibratory plate compactor with a compaction indicator without crushing the aggregate base. b.Compact aggregates without crushing them. 9. Test Report The test report shall include the following: 1.Project description. 2.Sketch of test area and test locations. 3.Aggregate type and layer thicknesses. 4.Aggregate characteristic properties:gradation,void ratio,bulk density. 5.Compaction equipment type and weight. 6.Static or vibratory compaction. 7.Number of passes of the compaction equipment. 8.Test number and location. 9.Individual and average field wet density,moisture content,and dry density values determined after each compaction operation in accordance with ASTM D 2922 Standard Test Methods for Density of Soil and Soil-Aggregate In-Place by Nuclear Methods(Shallow Depth). 10.Calculation of target density.] • The surface tolerance the compacted No.57 base should not deviate more than.±1 in.(25 • mm)over a 10 ft(3 m)straightedge. Note:As an alternative test method,in-place density of the base aggregate maybe checked per ASTM D 4254.Compacted density should be 95%of the laboratory index density established for the base layer. E. Bedding layer • Moisten,spread and screed the No.8 stone bedding material. • Fill voids left by removed screed rails with No.8 stone. • The surface tolerance of the screeded No.8 bedding layer shall be±3/8 in(10 mm)over a 10 ft(3 m)straightedge. • Do not subject screeded bedding material to any pedestrian or vehicular traffic before paving unit installation begins. F. Permeable interlocking concrete pavers and joint/opening fill material • Lay the paving units in the pattern(s)and joint widths shown on the drawings.Maintain straight pattern lines. • Fill gaps at the edges of the paved area with cut units.Cut pavers subject to tire traffic shall be no smaller than 1/3 of a whole unit. • Cut pavers and place along the edges with a(double-bladed splitter or]masonry saw. • Fill the openings and joints with[No.8]stone. • Note:Some paver joint widths may be narrow and not accept most of the No.8 stone.Use joint material that will fill joints such as washed ASTM No.89 or No.9 stone. • Remove excess aggregate on the surface by sweeping pavers clean. • Compact and seat the pavers into the bedding material using a low-amplitude,75-90 Hz plate compactor capable of at least 5,000 lbf(22 kN).This will require at least two passes with the plate compactor. • Do not compact within 6 ft(2 m)of the unrestrained edges of the paving units. • Apply additional aggregate to the openings and joints if needed,filling them completely.Remove excess aggregate by sweeping then compact the pavers. This will require at least two passes with the plate compactor. • All pavers within 6 ft(2 m)of the laying face must be left fully compacted at the completion of each day. • The final surface tolerance of compacted pavers shall not deviate more than±3/8(10 mm)under a 10 ft(3 m)long straightedge. • The surface elevation of pavers shall be 1/8 to 1/4 in.(3 to 6 mm)above adjacent drainage inlets,concrete collars or channels. FIELD QUALITY CONTROL A. After sweeping the surface clean,check final elevations for conformance to the drawings. https://www.icpi.org/paving-systems/permeable-pavers/installation 3/6 10/31/2017 Installation I Interlocking Concrete Pavement Institute B. Lippage:No greater than 1/8 in.(3 mm)difference in height between adjacent pavers. Note:The surface of the pavers may be 1/8 to 1/4 in.(3 to 6 mm)above the final elevations after compaction.This helps compensate for possible minor settling normal to pavements. C. The surface elevation of pavers shall be 1/8 to 1/4 in.(3 to 6 mm)above adjacent drainage inlets,concrete collars or channels. D. Bond lines for paver courses:±'/2 in.(±15 mm)over a 50 ft(15 m)string line. E. Verify the surface infiltration at a minimum of 100 in./hour using test method C 1781. PROTECTION A. After work in this section is complete,the General Contractor shall be responsible for protecting work from sediment deposition and damage due to subsequent construction activity on the site. B. PICP installation contractor shall return to site after 6 months from the completion of the work and provide the following as required:fill paver joints with stones,replace broken or cracked pavers,and re-level settled pavers to initial elevations.Any additional work shall be considered part of original bid price and with no additional compensation. Related Projects Riviera Beach Marina(/project-profiles/riviera-beach-marina) October 13,2017 Sea Scout Base Galveston(/project-profiles/sea-scout-base-galveston) October 6,2017 Post Oak Community(/project-profiles/post-oak-community) September 29,2017 SEE ALL(/project-profiles) For PICP Installers Installers !CPI has designed courses that teach installers the best practices for the installation of interlocking concrete pavement in commercial applications(Level II course)and in the installation of permeable interlocking concrete pavement systems(PICP course). PICP Installers(/node/2727)-Certified Installers with training in the installation of permeable interlocking concrete pavement systems PAVING SYSTEMS(/PAVING- PROJECT PROFILES(/PROJECT- RESOURCE LIBRARY(/RESOURCE- EDUCATION&CERTIFICATION SYSTEMS) PROFILES) LIBRARY) (/EDUCATION-CERTIFICATION) Concrete Pavers(/paving- Submit a Project(/node/add/project- Find a Member Contractor(/resource- Education(/education- systems/concrete-pavers) profile) library/find-contractor) certification/education) Permeable Pavers(/paving- Find a Distributor(/resource- Certification(/ICPICertification) systems/permeable-pavers) library/find-distributor) Paving Slabs(/paving-systems/paving- Find a Manufacturer(/resource- slabs) library/find-manufacturer) Grids(/paving-systems/grids) Find a Supplier(/resource-library/find- EVENTS(/EVENTS) supplier) Segmental Retaining Walls(/paving- Hardscape North America(/2017HNA) systems/segmental-retaining-walls) Verify a Certified Installer(/resource- library/verify-certified-installer) Events Calendar(/events/calendar) Find a Tech Spec((resource- library/find-tech-spec) (resource- library/find-tech-spec) https://www.icpi.org/paving-systems/permeable-pavers/i n sta Ilation 4/6 TREMRON 1 WE MAKE IT EASY %1110 DENIED s - r 'iii �I J1111111111( 11 I , -0 r .. ? taw '-__ x `+': .,r Kt r ',..it t t n ' v ; `t c rri i �```� �`3` I \ ''s "---, --....----,. ,N N'S.,.: s....,2",,,,..‘..:',,,,,,,,.:' ,. :wilf.4014A44 i \ \ - _ , \ - '.'.**% ., *%. , 1 p `'1 • 1✓ G REF \ COEEFCTIO \ ECO — FRIENDLY PERMEABLE PAVERS TREMRON . COM PERMEABLE PAVERS • • 4X8 PERMEABLE I. MANAGE STORMWATER RUNOFF Dimensions: 4'08- j --- -" --'-"r m IOW i IThickn... 3-11t non.e) W Tremron's Green Collection offer aesthetic beauty,and engineered quality,while positively contributing to the surrounding environment.These SF per cub.: an ,y I a specially designed pavers will reduce or eliminate storm water run-off and decrease flooding,while returning rainwater into the natural water table. cub.Weight: 3300la A• �) X In addition,Permeable Pavers also provide a sturdy paved surface for vehicular and foot traffic In parking areas,low volume roadways,driveways, Permeability: 96% • patios,and walkways. ._--- }r' Environmental Benefits of Peppe9QhP4,ert+ — - -- — 1111 • Surface Water Management Storm water drains back into native soil,recharging groundwater supplies and p AQUA PAVER a ` reducing storm water run-off. DInM.l00.- 9-7 915' Ct • Reduce Landscape Irrigation Demand : .• Thickn... 3-ve-(eorK") > Recharges groundwater supplies A A_�, ) lA 0 ` N 4 1, f ',#'.- SP per cub.: 92 0. • Minimize Local Heat Island Effects � k Permeable pavers are available In colors that have high SRI values which Inlail ''..1 cub.waabS 2925 Vs p turn helpreduce Heat Island Effect SOW Fuvaa, � C P.rm.ebnny: e.e% The benefits of Permeable Pavers are well documented,and their use by designers is encouraged.The United States Green Building Council(USGBC)recognizes Permeable Pavers as a Best Management Practice(BMP)to control quality and quantity of Stormwater Runoff.The USGBC Leadership in Energy and Environmental Design(LEED•i Green Building Rating System provides a variety of credits for projects that Incorporate Permeable Paver Systems. SF RIMA T —�• 8L$PAVERS ..:,,,,....:,. Mry NZTnil ariaII 1.... .;:` . , Dlm«tNen. e-Ke• Compacted Shc el Perimeter Permeable CPavan n-teEne.. }Va'(a0mm) i_ w5 No 0,W Eltone In Jdnb -' , SF Pe Cub.: 99 a lb/MOCK P.rnl.a0le Paver ]'ISO MMI 1hkY ASTM NP.S IMaing Stone ! LL Sad Plugs of Gram S..A s' Cube Weight: 2a001a. Mina'8a SOS.Thick Compact. 9 'I t Sb-SJ6M Stone I RpOaa Openings boll Mgt VpeMttve Cosi Perm.abllny: 75%•10% - 1 i� �:I F'll09'83rgs.MMIe IowS.O lu•Ircs corbe or L.Concrete Edge /F1• 1•a.l'RE+o SAW Bedding sera 'l. MM 4'Wide �� Compacted A00 50,W ass. WEN la illi MOIR • r ;,5,-rh ,'- MerW a Adhere Pews%TPP _-_ u n IIID n•'-n1� •• +++ TURF BLOCK -il 11 III =- Required _mit' '--111:7-11,-,7-1r Lxl,M1 ri4Pia TOhlckn...1 }t/9'�(BOmm)1 11=111': — m up at sm.. III uncomPaara Native 11adI1I Ilsub9r.a kiln r IeoMM Y Ta — m oPneneswbMl. Design Engineer (J ILII_ JLJlO II=' coot.N... a 11 .i7.-$4.'.... "' :,M' SF Per Cuba• 94 k m Comp..S0bgrAtl. •O1SION,MATERIAL a CONSTRUCTION OAIORINIS 00 FOLLOW 1001 SPECIFICATIONS ,.,1. �i f"',,-;11t..1, ' 4 --'' ----_ / V' •PAVER IURFACES SLOP MAX'S.SOIL SUIORADI SLOK MAX 0.a• W >✓�' y� 1 Cub.Weight. 2200 los : a •EASE TMCILNSSS VARIES WITH TRArSC CLIMATE AND SLAGRAOE •"MGM SASE AND/OR DRAIN MPH MAY 11 R1oupM0 IF PAnn MECUM RLINOF.FROM Permeability: 40% A- AD ..III,MINWUM MEI THICKNESS MOR RESIDENTIAL DRIVEWAYS LCIMT IMPERVIOUS SURFACER OR MOORS t. M�'. •CAIT.IN-PACE CONCRETE 02RIE CAN Il WITHOUT PAVERS ON TOR IN SUCH CASK CURES •r no.11.1.1 IASI THICKNPSS O FLAN S{WAND LOTS SHOULD BE LEVEL WITH CONCRETE PAVER FIELD. r,.+i.,,i..,.. POI Openings...b,No lSten. NI Openlrb.ab N..War.Stan. STANDARD COLORS SPECIAL ORDER COLORS Penn..COMM*Porn r«e.•N Cann.Pawn. cWwwp•RAmminl sln,cevw FarCurbfEtl •:'rug p R i ShoOb For W.MaOwego(Cu.Sheen)0V50rE00w Drainage ices SMwN . aO lite 0504 y r'I'-r !Ogg N P � =III-I IIGl ilk No 57 Opn. 15.7 174777 ' r �BoI iot� 11,,'I'IWnl t• �I IINIle n�, 2 e fL 1--III M001ng Course l.S'.2'(APSO SIM thick Ill llni m:"..:::::":747:::::.,::4tan. _- -4 reds tone rib aaPbew fi �, '. ate ; :: :+� :atL :�i�'-• i �x _ • •• t `��l•lli •71/1 P«ro..Ne rM..sp«.aaswparo •Te • !1 1'ADO M)ZirkNo.s7 stone �•• - ( u• ,��'., D.enA"442. 747.: CHARCOAL GRANITE AUTUMN BLEND CAPPUCCINO HERITAGE iL:41.1....:4'..: '1�•�:.��•• J tr{�. 1- open-creeaa e,w lir ��7>4t•1•}{'irt�tiri D.a.,aMamVusit»wsmb... {t •fP•,I • •1{•t•^• •K geobKM on TPP.ntl aW.of bubbas. •a •�t••"�}•�i T'al Ul,ar{S.yoxa Cun > t"gym �tT}) • • • ....71671. _ •>•a •'•JJ ll�i�j eek •(x••,µEn f,af..ig I B I II_t-11. Mln a-IISO MMI T''''No]Erone Subbw ) 5'lldlldta_�J' O.aNNN on SubR•eM pr NNW — 1— _ 11 I-- 11—I -IF II=i. - 1 I=�. °np1n^' Optional Gamete on Bottom _ — i==1- elf fila Nen+.na«.e own MPH.Mop.. r - slam sew.,or w.,m soli%Awea. 5e.Subarea.Sbpea to Oren I k r„ •My 0 stole SUMO.TH•CKNEss YPRIES BY COIGN ICONSUL'.10a SVEae.CuTIOy.1 STONE S1210A.E THICKNESS VARIES EY DESIGN RONSuLT!CPI SPEGNCATIONSI NO.2STONE MAY SE suasnrunD WITH NG.1 OR NO4 STONE NATURAL GREY OLD CHICAGO SAND DUNE SIERRA '-41111Whilik'llh 411111111 141.114:14- . 4 Iiiiiiht':. I' :l • i ----t-•:z-'...NI ti,„ %• A.\\ \ • •••iid i . r bill Ah. 4 I ' r. 1111 • _ Ar „T. - -a, °'_ r it I '. , .a.a 1--— * . . -- r "6 . . .....7.4 , _. _ ' tw . .. . ..; . ... ..... .. „„ _ ,,,. , , „ , , d2 �ma.��yy.,., w r r i 1 r ♦ I ♦ r • r 11. x. •� z. • • y. rl ♦\ 1 .'„ / i /\ %\ ',_/ ...--N, "••••-•"- - ,, \ ` � i 7 1 „ � f ; { ° . n ,, ,,. ../...,..„ , _,......„. ,,...... L.,„,, , _,_, ,, ___,_ __,- .„, ''rt�,f yt " I. 'III" c'.„.i---._� � L.,,,, ,,_ ,,, � . 4 ,-, - %air' 2." ''''''', '\\. \ 11-x. r� .'a 4x8 PERMEABLE AQUA PAVER 4x8 Permeable Pavers have the appearance of a traditional pavers,but w:.;111-......oversized With their beautiful unique shape,versatile design and superior permeability,Aqua Paversr".. Joints to allow for water to Infiltrate through the sub base releasing Into the ground below. are the ideal solution for eco-friendly hardscape design with optimum aesthetic appeal. This reduces run-off and helps filter the rain water as It Is reintroduced back Into the ground Additionally,Aqua Pavers help protect the environment from dangerous pollutants In storm water supply.Produced In a 3-Y5'thickness,It can be used In both residential and heavy water run-off by allowing for the readmission of water Into the ground naturally recharging �- vehicular applications,and Is compliant with the Americans with Disabilities Act the aquifer. iifitiori 4$4; boded.Cede Dbn.td.n. Thlrkn... fir per Cub. Cub.Welsh Seth!.Amn.bbby Product Cod. ahnwrlau Thldm... N per C8d. Cub.welsh! $urhe.hrm..billy. EC03143 4'x8' 3119'(80mm) 96 3300 Ins 9.6% EC03145 9.718'x6' 3-118'(80mm) 92 2926 lbs B 8. , _ .a . .A: . 1 , t)/.'1 S *;'..741114141111"111"11411"4""""1"1""illilli"4"4"""""••=oft...... 1 I I i - - ILt 1 t '` 1-..,43_.. Ir : 1 9 aew y.� eR/. • -.' .� + - oC`• "r••�r:sir ws. �iw_ '"-..-•—•••••:.z-t.„..,.._-�. _ ‘1..*.. 1.v _ ' .rea�7RCt'' 0 ..',,. o.sl. . w... --si.mar-..,..444044"...- ... :. -ws,.. t \'\ „-.:. ' Y� "�"-"c. ? ` air -..,...1. __.' " ; rw► '�,,, ` ,a �i�.nC�i'�[2�'�(g�q +>idr�t$Y 'a�``T��--34. ,,,,,..'�� `may 1 i7 � +� raE: / r �,� , y w " y`�....`�` '-,..,�-..,,�.1 [}( T'11, It �S` ` ....�'.�wl.. .._ .,, °�'�'. \\.,."-..„1- `� `` ...r te `` ' \ L/ �� ,. r � y•`� ,_ I j}t • '1 l / f I ;. , \\ � \ .tib `�'�•�1\ ..�� y1. 71., a , kir 1 �� ,..-14,..t,,,. ..1.7'"'�, •�- • N2c--‘,_ - -• ---,'--,.;.,.:,---..,2--„,-,-, . ".4.,..:_vt ogrz,-;r1r. I., .1,4: ' err f�.�, j P e I y' '1, ,'^,� a � r`4�` •:,,y""•.;`'w.' T �.4, ' - •1.N ,i � ' "^a .`,".!" :.9 Zz/ - - r ...-- -'''.... 4 . N. .,,,\ • \ .- ' ,.. < s% .., . ,. • '11' ‘ = t4,4,, / f ' ';‘) ....---7;bL---- - -4; - A mac+, • 1 M-a r r .,,.,...„--‘ .,..\''4N . ,., '''''' ,...4.4:..],I* 4 -'" V '---\ ,. \ - .,,,- `, \ f 1 • ' ' .,- - \-''' ,,... * Ns-' ‘ , t '.' '1 , , t.. . ,0/40,..$,.'",,i, ,. 4r l' ,..• '_4 . , f ? .1 >''t '''''' -I' iii$ ra'-'"'".4 r 44 ...AI V* \ ..S4*-4**4' SF RIMA TURF BLOCK SF RIMA INSTALLATION OPTIONS SF Rima permeable pavers will reduce or eliminate storm water run-off,which decreases Providing a permanent solution to soli erosion problems, Turf Block can be used flooding and relieves sewer systems.With a 3-1/8"thick profile,SF Rime provides a sturdy In a wide variety of applications,from fire routes and parking areas to residential surface for vehicular traffic,making It perfect for both residential and commercial usesapplications such as driveways and patios. Manufactured 3-1/2" thick, Turf Block CI I (, With the unique spacer design,SF Rime can be installed nub to block,or nub to nub forprovides a sturdy q p g pavement for vehicular traffic that is perfect for both residential and Increased water drainage and turf growthcommercial uses. Y NUB TO BLOCK NUB TO NUB Y Product Cad. Dlmwubn. Tldelm... OP/M Cub. CMN Weight WARC.P.nn..W9ly 7.99 PERMEA91LItt ,0 142144414811.144 Product prbWM 4Ce4. Dlmn. Th1.RnOPP.r Cab. CMw.IyM WA.e.PwmMbllMy 0004020 8'z9' 31,9'(90mm) 99 290015, 799.0% EC04040 23519'z16L4' 3-V9'(130m=11 94 2200 lb. I 4016 • rilil Late' 0o + J fes.._ r z4: ' ....„,, ,_ r Itic, I•�� . 1 c-,-,. ii , iiiti.„ . _...,_ , .. , . .. .... ,, , _ _ ., , ... a w.. ,,...„....,______ „ ..._ ______•_ . .,. .. . ... ___ .... ._ . . , ., . . ...... „_..... . ..,:,.......,____ „ ...,.. .„, _________ 4„. .: , . . . ____ ,.__ • ...L. • . ...t....... __. r .._ .,..,... i' Imo” .l. _ - y .. ,' �'j . • _�. _ „ / ) 1 TREMRON WE MAKE iT EASY 0 JACKSONVILLE MIAMI ARCADIA 2885 ST.CLAIR ST 11321 NW 138TH ST 3144 HIGHWAY 17 NE JACKSONVILLE,FL 32254 MEDLEY,FL 33178 ARCADIA,FL 34266 (904)359-5900 (305)82.59000 (863)491-0990 LAKELAND POMPANO ATLANTA 1030 AIRPORT RD 1251 NE 48TH ST 1436 MUNICIPAL PKWY LAKELAND,FL 33811 POMPANO BEACH,FL 33064 DOUGLASVILI E,GA 30134 (863)603-0995 (954)418-0000 (404)968-8280 . . T R E M R O N . C O M • TREMRON ___, WE MAKE IT EASY 0 PERVIOIJS/PER/VJEABLE PA VER INS TA L L A TION TREMRON AK, `' FILL PAVER JOINTS WITH#89 STONE RESIDENTIAL PERV1OUS/PERMEABLE PERVIOUS PAVERS PAVER DRIVEWAY t 4 ' ' # 1..:- 1"THICK#89 STONE g�, : March 31, 2009 SF PERMEABLE PAVING STONE SYSTEMS ,14 -` ' s . �. : - • •gyp"� 4. ' sy^ r4 Y 1-- -Y.-•. ...„...„...,,,,..,..„:, ,...,. r I t „ „ fi14 r+ �..,._• \ ---1,---4: By: Applied Research Associates,Inc. DENIED 5401 Eglinton Avenue West, Suite 105 Toronto, Ontario,Canada M9C 5K6 Telephone: (416)621-9555 Facsimile: (416)621-4917 Web: www.ara.com/transportation Imo EtS7/4) For: SF Concrete Technology Inc. 3338 Enniskillen Circle Mississauga, Ontario,Canada L5C 2M8 Telephone: (905)615-9290 Facsimile: (905)279-9164 Email: info@sfconcrete.on.ca Web: www.sfconcrete.com TABLE OF CONTENTS 1.0 Introduction 1 2.0 SF Permeable Interlocking Concrete Paving Systems 1 3.0 Environmental Benefits of the SF Permeable Pavement Systems 2 4.0 Design Requirements 4 4.1 Site Feasibility 4 4.2 Pavement Structural Design 5 Traffic Requirements 5 Design Reliability 6 Material Information 7 4.3 Filter Requirements 9 4.4 Design for Structural Capacity 10 4.5 Design Layer Thickness 11 5.0 Hydrologic Design 12 5.1 Rainfall Intensity and Pattern 13 5.2 Surface Runoff 13 Surface Runoff Estimation using Curve Numbers 13 Surface Runoff Estimation using the Rational Method 15 Timing of Surface Runoff 15 Infiltration Capacity of Pavers 17 5.3 Storage Capacity of Granular Materials 17 5.4 Rate of Groundwater Recharge 18 Design of Permeable Pavements on Fine Grained Soils 19 5.5 Geotextiles in Permeable Pavement Systems 20 5.6 Design and Use of Subdrains 20 5.7 Design Examples 21 6.0 Other Design Considerations 21 6.1 Designing Permeable Pavements for Cold Weather Environments 21 Freeze-Thaw Resistance 21 Winter Maintenance 22 Snow Melt 22 6.2 Construction 23 7.0 Conclusion 24 8.0 References 24 LIST OF APPENDICES APPENDIX A—Design Examples r ` SF CONCRETE TECHNOLOGY 1NC. 1.0 INTRODUCTION 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[1] and their use by designers is encouraged through the Leadership in Energy and Environmental Design(LEED®)Green Building Rating Systemm. SF-RIMATM has been leading the development of paving stone permeable pavement systems for over a decade. The VS 5TM Eco and VS STM Drain products provide reliable pavement systems to meet the structural requirements of a traditional pavement and provide the additional benefits of a permeable surface. 2.0 SF PERMEABLE INTERLOCKING CONCRETE PAVING SYSTEMS SF Permeable interlocking concrete paving systems offers 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 soil. Permeable paving systems are recognized by environmental protection agencies in the United States and in 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. -; SF CONCRETE TECHNOLOGY INC. 1 rilfh 0I .11 3.0 ENVIRONMENTAL BENEFITS OF THE SF-RIMA 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; _; c a o a n • energy efficiency; .oodfir ,tom • 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 pavers,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 TECHNOLOGY INC. 2 Table 1. Potential LEED Credits Available to Permeable Pavements Credit Credit Name Credit Requirements Product Compatibility No. 6.1 Stormwater To minimize impervious surfaces SF-RimafM ,VS 5—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 75 mm/hr(3 in/hr)for discharge rate. 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-development can reduce TSS by up to 95 percent Treatment total suspended solids(TSS)and and TP by up to 70 percent. 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-coloured/high- light coloured 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 Product contains 3.5 percent post- Content: 7.5 recycled content as a project industrial and 0 percent post- percent and 15 average(by weight)of all consumer recycled content. percent(post Division 2-10 project materials. consumer+�h post industrial) 5.1 &5.2 Regional 10 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) Manufactured via truck or rail respectively. Regionally) Source: Green Alberta Product Evaluation No. 08-001-V01 [2] In most 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. r "' SF CONCRETE TECHNOLOGY INC. 3 4.0 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. The process used to determine the optimal design is outlined in Figure 1. V ' � 1 Structural Analysis Hydrological Analysis s • V r 1 Pavement Structure: Drainage Design: Type and thickness of Drainage features pavement layers and characteristic Consider changing Is the •Drainage characteristics drainage Yes adequate? No Consider changing •Thickness of pavement granular layers / Figure 1. Design Procedure Flowchart A well designed permeable pavement must be structurally adequate to support vehicles and have sufficient 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. 4.1 Site Feasibility 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. 10. SF CONCRETE TECHNOLOGY INC. 4 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 recommend based on an overall environmental assessment. The hydrologic performance of the site is also an important permeable pavement design consideration. With water moving though 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 be at least 1 m(3ft)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 Structural 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 [3]. 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. 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 lb)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[3]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 low traffic volume locations,it is common to make general assumptions for the design traffic rather than complete detailed traffic surveys. A.� r y M 1,454 AIAP Figure 2. Traffic on Permeable Pavements 1115.`'. SF CONCRETE TECHNOLOGY INC. 5 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 =AADT x Directional Distribution x Lane Distribution x% Commercial Vehicles x Vehicle Equivalency Factor x Traffic 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,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)s`rvke"e —1 GrowthRate 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 I-Cars ESALs=7,500 • Category II-Cars and Light Trucks ESALs=30,000 • Category III-Cars and Occasional Heavy Vehicles-ESALs=75,000 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. Design Reliability Reliability is a concept used in the AASHTO 1993 design guide to account 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 SF CONCRETE TECHNOLOGY INC. 6 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. 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 typically permeable pavement structure, shown in Figure 3, includes a paver surface over bedding material granular base,granular subbase,on top of the native subgrade. SF Rima JOINT BEDDING z — I0 80 mm(3 1/8 in) E~.1 ASTM No.8 Aggregateo oe o o ma• p e g et8o 00 C)on Qo8e0 20-30 mm(3/4 to 1'/t in) BASE LAYER S1 ie ► 4/Srg• 4704 I•t I,4 a!`• 100 mm(4 in) •ASTM No.s7 Aggregate �i {.,��4.4�/4� ieltotat 7 istwoo Q.O 0%c70,;0 70Q . 4 OQOoO -co 40Q, 9K) a Oc��B°��Oc�O� min. SUB-BASE LAYER [�-�( (��(� O Q� ODt 0 � C) f Iso mm(6 in) ASTM No.2 Aggregate c po QQ po QQ po O 4 agr�a0QQoOoQQ o O COC PC) pObD 000 Figure 3. Typical Cross-Section and Materials 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 Limerock Bearing Ratio(LBR)tests. The resilient modulus of the subgrade 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 like the system shown in Table 2. SF CONCRETE TECHNOLOGY INC. 7 Table 2. 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 borrow GP, SP Poorly graded gravels 145-205 MPa Excellent to Negligible to and sands (21,000-30,000 psi) fair slight GM, SM Silty gravels and sands 145 -235 MPa Fair to semi- Slight to moderate (21,000-34,000 psi) impervious GC, SC Clayey gravels and 89- 160 MPa Practically Negligible to sands (13,000-23,000 psi) impervious slight ML,MI Silts and sandy silts 70- 105 MPa Typically poor Severe (10,000- 15,000 psi) CL,MH Low plasticity clays 35-55 MPa Practically Slight to severe and compressible silts (5,000-8,000 psi) impervious CI,CH Medium to high 20-42 MPa Semi- Negligible to plasticity clays (3,000-6,000 psi) impervious to severe impervious 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 to ensure pavement structure drainage and a surface without 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 is typically specified to be no more than 50 mm(2 inches)in thickness. Aggregates should be crushed,angular materials to ensure 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 [4]. 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. I • SF CONCRETE TECHNOLOGY INC. 8 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) 0 to 10 1.16 mm(No. 16) 0to5 Base Material(ASTM No.57) 37.5 mm(1 1/2 in.) 100 25 mm(1 in.) 95 to 100 12.5 mm(1/2 in.) 25to60 4.75 mm(No.4) 0 to 10 2.36 mm(No. 8) 0 to 5 Subbase Material(ASTM No.2) 75mm(3in.) 100 63 mm(2 1/2 in.) 90 to 100 50 mm(2 in.) 35 to 70 37.5 mm(1 1/2 in.) 0 to 15 19mm(3/4in.) 0to5 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 neighbouring 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 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: D15 Layer 1/1315 Layer 2>=5 D15 Layer 1/1385 Layer 2<=5 D50 Layer 1 /DS0 Layer 2<=25 Where: Di is the sieve screen size in millimetres 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. rP°" SF CONCRETE TECHNOLOGY INC-9 Cu=Dbo(filter)/Dto(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 Design 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. Axle Load Ce 0 ° 0pc ° 0 0 0000 o00 0-0 0 ®0000 ° 0 0� Base/Sup ease 00 °000000 0..00 0000 o0 • 000 -;_),_0 00 0o 0 o 000 Subgrade Soil /\ /\, Figure 4. Distribution of Traffic Loads onto Underlying Layers 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 [3]: ( APS/ W — xs +9.36x10 SN+l —0.20+ +2.32xlo login 4.2-1.5 to /I gin is —ZR o gin( 1094 gin MR —8.07 0.40+ (SN+1y 19 Where: SN: Structural Number representing the minimum structure needed to support the traffic loads. Wig: 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). r SF CONCRETE TECHNOLOGY INC. 10 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 totalled 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=a1D1 +a2D2 +a3D3 SN: Structural number determined from the layer information. To meet the 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. For the above equation,the D values must be in U.S. customary units,i.e.inches. 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'M VS 5—Drain and VS 5—Eco paving stones are 80 mm(3 1/8")thick and are placed on a bedding chip material typically 20-30 mm(3/4"to 1 1/4")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. k" SF CONCRETE TECHNOLOGY INC. 11 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. 5.0 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 behaviour 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 though 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). Rainfall/ Snowmelt Runoff Water Evaporation/ from Surrounding Area Trans iratio Paver System I i r Surface Runoff,§IFfade Base/ Infiltration Subbase Subgrade Subdrain Groundmier Outflow Recharge Figure 5. Inflow and Outflow of Water on a Permeable Pavement 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 in a reasonable time 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+ frne Inflow(Time)—OuOlow(Time) r SF CONCRETE TECHNOLOGY INC_ 12 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 neighbouring 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 possible 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. Surface Runoff Estimation using Curve Numbers The United States Department of Agriculture Natural Resources Conservation Service(NRCS)[6] 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[5]: l 2 P-0.2x(1-10I Q= ` J P-0.8x(1°° 10) 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 no- SF CONCRETE TECHNOLOGY INC. 13 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. _A ��' ..- .. 35 t r�q • 'fir .. � - - .�,. Figure 6. Water Running onto a VS Sr"{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 within the NRCS system are based on 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. Table 4. Curve Numbers for Example Runoff Areas Average Soil Group Impervious Cover type and hydrologic condition Area A B C D Open space(lawns,parks,golf courses,cemeteries,etc)3: 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 14 J SF CONCRETE TECHNOLOGY INC. Average Soil Group Impervious Cover type and hydrologic condition Area A B C D 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 1 acre 20 51 68 79 84 2 acres 12 46 65 77 82 Newly graded areas(pervious areas only, 77 86 91 94 no vegetation)s 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=CBIxA Q: Peak discharge,cfs 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. 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. SF CONCRETE TECHNOLOGY INC. 15 Table 5. Example Rational Runoff Coefficients. Runoff Area Type Area Description Coefficient(c) Flat roof Metal,glass,fiber reinforced cement 0.9— 1.0 Slope 3 to 5 % Roofing felt 0.9 Gravel 0.7 Green roof Humus layer< 10 cm thick 0.5 Slope 15 to 15% Humus layer>— 10 cm thick 0.3 Streets,walkways, Asphalt,concrete without joints 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: 0.007x(nxLr'8 7► = os x sm Tt: 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 pavers. 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[7] 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 n - SF CONCRETE TECHNOLOGY INC. 16 conjunction with the runoff rate to determine how much water can enter the system. The initial infiltration rate of SF-Rim "'is very high and can be conservatively estimated at 75 mm/hour(3 inches/hour)for a 20-25 year initial pavement design life. Infiltration Capacity of Pavers The other area of permeability that needs to be considered is the runoff potential of the permeable pavement itself. In most 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 SF Rima permeable pavements can exceed 270 L/s/hectare(3.8 in/hour). This rate will accept the total volume for many small storms,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. 53 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 over time. The storage available,and time that it takes to drain are governed by the porosity and permeability of the layers(Figure 7). 00000 ce a� � , :0 Pores Air Voids Water m W p i �s _ 1 I }, ' '� �'- ar clasiar - I , GranulGranular ,Li) j'2l )____,,LMaterial Material { — Permeability means Porosity is Ease of passage of %ofporec in the 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— yD (rxGs) n`"` SF CONCRETE TECHNOLOGY INC. 17 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('): 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/m3(62 and 125 pcf). 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/m3(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 the groundwater. 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. 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 8. Based on the subgrade permeability,the quantity of water that can enter the groundwater can be estimated by Darcy's Law [8]. Since the water table is 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. QGroundwater =k Subgrade X Depth of Water in Pavement x Subgrade Infiltration Factor Thickness of Pavement Where: ()Groundwater: Flow rate of water into groundwater recharge(m/day,ft/day) ksungrade: Hydraulic conductivity of the subgrade material(m/day,ft/day) Subgrade Infiltration Factor: Expected reduction in subgrade permeability due to clogging rig SF CONCRETE TECHNOLOGY INC. 18 1 Clean 1 10-1 — Gravels y 102 101 g Clean sands 10-2 •• l0-3 &sand and g10-4gravel mixes 10-3 0 10-5 - Silty 10-4 a. 0 10.6Materials 10-5 and Till 10-6 4 5 .4) 10-7 -C.) • 104 - 4-4 Unfissured 10- U 10-9 Clays 10-8 U iO-9 10-10 -J Figure 8. 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 0.5. 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. Design of Permeable Pavements on Fine Grained Soils 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 slow down 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 the allowed by the natural soils. �`"' SF CONCRETE TECHNOLOGY INC- 19 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 [9]: For fine grained soils(>50%passing the 0.075mm(No.200)sieve) Woven Geotextiles: AOS<D85 Non-Woven Geotextiles: AOS<1.8•D85 For coarse grained soils(<50%passing the 0.075mm(No.200)sieve) AOS<B •D85 Where: B= 1for 2>Cu>_8 B.0.5 for 2<Cu<4 B= 1for 4<Cu<8 Cu =D6o/Dio Permeability Criteria: kpabirc>kso;1 5.6 Design and Use of Subdrains 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. In most 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 100-150 mm(4-6 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. 1E2`` SF CONCRETE TECHNOLOGY INC. 20 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. d,.Permeable Dmgn Pro _ Fie 5811Iro Ree A.l�:EianOk=US Custom, - Iafs pm.lel - L-,)-j J , p X011�.—_—Lawry _ 353434 f (• Proem.Stuck. P0.wnr G.xmelq L 111... of r ;Wens( ICPI• , Permelbl I don9 f Ie Yavemenb r S44404 L.ea — Snuceu I dHYdloloq (Design l.fV. r Rays alodAa Lnl/1 500 • Ilea..Tile.Example 2 US Cewlamagy r Pwx1p Vat 50 n Le H34mdpn - � P 011 CengW 50011 - Conipa34an P._u_ 2518110 R enl Yh051 50t Vf4ea Pa emon11814 25.0003 r Gtl!1 ,.P.aW Catchment area 25,000t(An CN•73.2) -f Same 0 R.303 lowcaWbp.w dem nal awl Lat.125.03410 6/880000 Panplaava Sbu1IUl I000I511enl 3 r Pao* C..ewpA^a PwaglJYe1 S3ue3nal NumOw 1 5 m -l 5414sa34Desopw Pea d E..nr, Can Rayne-.e *ow. inn Riess SIm Suece l'1 I* Co. ., Stye P-1 Trr[ SacarFW 10000 49 24 IS Base nate.oat A>TY No 5151.03 r s. P....rr S00000ral COHF0en1 005 f 5elcnaM Baa Tram a1Dlr R1 .b 2100 98 011 r Rm...., . m003eo Number 011n T Smm Paton I3nbness loin r Ra1y PoIos101 0288 f Ga.. `bbl 1:ta30 01 r Ar.4.S.w'p` Permeab441 108 191 Mtn r > Sr.aae W3wly ASTM n No Slane I [ ' `_ IJ S01n3aN Coefi[rem 0.05 2•• Andrus S,a®.l 0348 . Gm f Anaycomi .4 room . -r Fr1Ax Reat1 r G1c3 oaraR r su may r Raa. Figure 9. Permeable Design Pro Software from ICPI. 6.0 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. Freeze-Thaw Resistance The water enters the pavement through designed open spaces(joints)between SF-Rimarm 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. �1 ' SF CONCRETE TECHNOLOGY INC. 21 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, coarse-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. 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. 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 gravel 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. 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. - SF CONCRETE TECHNOLOGY INC. 22 6.2 Construction The proper design of permeable pavements 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 of the subgrade materials. For permeable pavements,high levels of compaction in the subgrade are not desirable. As compaction and density increase,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. Upon completion of the base materials,the bedding material should be levelled. 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 si7P on sections expecting vehicular traffic. Once placement of the paving stones is completed in the area,the surface is swept and the system compacted using a plate compactor with a minimum force of 8 kN(1,800 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. 4..i r _I • v s., . t. • Figure 10. Mechanical Paver Placement Equipment SF CONCRETE TECHNOLOGY INC. 23 7.0 CONCLUSION SF-RimaTM 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. The VS 5 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. 8.0 REFERENCES 1. Ferguson,Bruce. Porous Pavements. CRC Press,2005. 2. Green Alberta. Product Compatibility Evaluation-LEED®-NC Canada. GA Product Evaluation 08-001-VOI,December 2008. 3. American Association of State Highway and Transportation Officials. AASHTO Guide for Design of Pavement Structures. 1993. 4. American Standard Testing and Materials(ASTM). ASTM D 2940: Standard Specification for Graded Aggregate Material For Bases or Subbases for Highways or Airports. 2003 5. Urban Hydrology for Small Watersheds. Technical Release 55,USDA,June 1986. 6. U.S.Department of Agriculture,Natural Resources Conservation Service,Soil Survey Manual, Washington,D.C.,2008. 7. Borgwardt,S.,A. Gerlach,M.Köhler,Kommentar zum Merkblatt fair wasserdurchlassige Befestigung von Verkehsflachen, Fachvereinigung Betonproduckte fair Strassen-, Landschafts-and Gartenbau e.V. (SLG),2001. 8. Cedegren,Harry. Seepage,Drainage, and Flow Nets, Third Edition. John Wiley and Sons Inc., 1989. 9. Holtz,R.D.. Geosynthetic Design &Construction Guidelines-Participation Notebook,Federal Highway Administration Contract No.FHWADTFH61-93-C-00120,McLean,Virginia, 1995. n . SF CONCRETE TECHNOLOGY INC. 24 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 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 ft2)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 ESALs was used. Since it is 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: 80 mm 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 Since the site is only expected to absorb the water that arrives as precipitation over it's 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 with stand 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 m2(77,280 ft2)pavement area, this represents a total of 1,170 m3(38,700 ft3)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 graded aggregate materials with a density of 2.65 and a compacted bulk density of 2,100 kg/m (131 lb/ft)the void space available would be 20.8 percent. A.1 n=1— Yn (7w *Gs) n=1— 2,100m3 (1,000m3 •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 m2 . 0.475 m• 20.8% Q=897 m3(29,670 ft3) 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 m2-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 (lin) ASTM No.8 Bedding Stone 100 mm(4 in) ASTM No.57 Open Graded Base 650 mm(25.5in) 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) subdrains 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 slow release system to eliminate extreme peaks and better manage the stormwater. " SF CONCRETE TECHNOLOGY INC. 2