PERVIOUS ROAD

A Major project (CE-805) submitted in partial fulfilment of the requirement for the award
of the degree of

BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING

Submitted by-
NAME ENROLMENT NO
DIPANSHU KANESH 0101CE201024
GAGAN PRAJAPATI 0101CE201029
SHITANSH PARDHI 0101CE201055
SHIVAM MISHRA 0101CE201058
SHIVESH PRATAP SINGH 0101CE201059

Under the guidance of Prof. Amit Rai

Department of Civil Engineering

University of Technology (UIT)
Rajiv Gandhi Proudyogiki Vishwavidyalaya (RGPV), Bhopal
May 2024
 University Institute of Technology, R.G.P.V., Bhopal
Department of Civil Engineering
CERTIFICATE

This is to certify that the major project titled, PERVIOUS ROAD, submitted by
DIPANSHU KANESH (0101CE201024), GAGAN PRAJAPATI (0101CE201029),
SHITANSH PARDHI (0101CE201055), SHIVAM MISHRA (0101CE201058),
SHIVESH PRATAP SINGH (0101CE201059) in partial fulfillment of the requirement for
the award of Bachelor of Technology in Civil Engineering to the Rajiv Gandhi Proudyogiki
Vishwavidyalaya, Bhopal is a bonafide record of the work carried out by him under my
supervision and guidance during the academic year.

Prof. Amit Rai Prof. Suresh Singh Kushwah

Assistant Professor Head
Department of Civil Engineering Department of Civil Engineering
University Institute of Technology University Institute of Technology
Rajiv Gandhi Proudyogiki Vishwavidyalaya, Rajiv Gandhi Proudyogiki Vishwavidyalaya
Bhopal Bhopal

i
 ACKNOWLEDGMENT

The completion of any inter-disciplinary project depends upon cooperation, co-ordination

and combined efforts of several sources of knowledge. We are grateful to Prof. Amit Rai
for his even willingness to give us valuable advice and direction; whenever we approached
him with a problem. We are thankful to him for providing immense guidance for this
project.
We are also thankful to Prof. Suresh Singh Kushwah Head, Department of Civil
Engineering. We are also grateful to, faculty members of Department of Civil engineering
UIT-RGPV for his immense guidance in our project.
And all the staff members for their immense cooperation and motivation of completing out
the project.
We would also like to thank all our friends and faculty members of the department for
their valuable suggestions and support.

Name Enrolment no.

DIPANSHU KANESH 0101CE201024

GAGAN PRAJAPATI 0101CE201029
SHITANSH PARDHI 0101CE201055
SHIVAM MISHRA 0101CE201058
SHIVESH PRATAP SINGH 0101CE201059

Bhopal
May 2024

ii
 ABSTRACT

During rainy season or at the places which receives greater rainfall we see that the road is
flooded with water which leads to hundreds of accidents. This is because of presence of
water over the surface of the road which reduces the friction of the road and also leads to
various accidents. In order to solve this problem our group has come up with a smart solution
which will not let water be on the surface of water maintain the regular traffic flow. The key
is to change the composition of the road construction materials which will not let the water
be on the Surface of the road. As a result, we see that the water is no longer on the surface
of road results in two lessons number of accident and it also reduces the cost of construction
of road.

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 TABLE OF CONTENTS

Certificate i

Acknowledgement ii

Abstract iii

Table of Contents iv
List of Tables v
List of Figures vi-vii
Abbreviations and notations viii

Chapter 1 Introduction 1

1.1 Applications 1

1.2 Environmental Benefits 4

Chapter 2 Literature review 6

Chapter 3 Problem Identification 8

Chapter 4 Methodology 10

Chapter 5 Cost Estimation 18

Chapter 6 Preparation 20

Chapter 7 Result 28

Conclusion 30

References 31

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 LIST OF TABLES

Table No. Description of Table Page No.

4.1 Comparative result of normal cube 17

and pervious cube

5.1 Abstract cost of normal road 18

5.2 Abstract cost of pervious road 19

5.3 Rate comparison between normal road 20

and pervious road

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 LIST OF FIGURES

Figure No. Description of Figure Page No.

1.1 Pervious concrete sample 1

1.2 Pervious and impervious road 3

1.3 Local impervious road 4

1.4 Actual view of impervious road 5

3.1 Flooded road 8

3.2 Water table 9

3.3 Storm water 9

4.1 Material supplier 10

4.2 Sea stone 11

4.3 Angular aggregate 12

4.4 Reinforcement 13

4.5 Dry mixing of concrete 13

4.6 Curing 14

4.7 De-shuttering of formwork 15

4.8 Water discharge test 16

4.9 Cube sample 16

4.10 Compression testing machine 17

6.1 Sub-grade preparation 21

6.2 Batching plant 22

6.3 Placement and consolidation 23

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6.4 Finishing 24

6.5 Curing 25

7.1 Line graph for rate 29

7.2 Line graph for compressive strength 29

vii
 ABBREVIATIONS

Abbreviations

EPA = Environmental Protection Agency

BME = Best Management Practices
LEED = Leadership In Energy and Environmental Design
PCP = Permeable Concrete Pavement
SCM = Supplementary Cementitious Materials

viii
 CHAPTER – 1

INTRODUCTION

Pervious concrete pavement is a unique and effective means to meet growing environmental
demands. By capturing rainwater and allowing it to seep into the ground, pervious concrete is
instrumental in recharging groundwater, reducing stormwater' and meeting U.S. Environmental
Protection Agency (EPA) stormwater regular the use of pervious concrete is among the Best
Management Practices (BME) recommended by the EPA and by other agencies and geotechnical
engineers across the country for the management of stormwater runoff on a regional and local
basis. This pavement technology creates more efficient land use by eliminating the need for
retention ponds, swales, and other stormwater management devices. In pervious concrete,
carefully controlled amounts of water and cementitious materials are used to create a paste that
forms a thick coating around aggregate particles. A pervious concrete mixture contains little or no
sand, creating a substantial void content. Using sufficient paste to coat and bind the aggregate
particles together creates a system of highly permeable, interconnected voids that drains quickly.
Typically, between 15% and 25% voids are achieved in the hardened concrete, and flow rates for
water through pervious concrete typically are around 480 in./hr (0.34 cm/s, which is 5 gal/ft2/ min
or 200 L/m2/min), although they can be much higher. Both the low mortar content and high
porosity also reduce strength compared to conventional concrete mixtures, but sufficient strength
for many applications is readily achieved. While pervious concrete can be used for a surprising
number of applications, its primary use is in pavement. This report will focus on the pavement
applications of the material, which also has been referred to as porous concrete, permeable
concrete, no-fines concrete, gap-graded concrete, and enhanced-porosity concrete.

Fig 1.1 Pervious Concrete Sample

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Previous concrete allows 509% infiltration while impermeable concrete allows only 15% and it
has lighter densities of 15M to 1900 kg / m3. Before placing the concrete, treatment begins on the
rear concrete slab and pavement, the subgrade must be dampened to prevent water from being
absorbed by the concrete.

Placement followed by a fog misting plastic, sheeting is the recommended for curing process for
the last seven days, the implication of extensive concrete should replace sheeting.

1.1 APPLICATIONS

Although not a new technology (it was first used in 1852 (Ghafoor and Dutta 1995b), pervious
concrete is receiving renewed interest, partly because of federal clean water legislation. The high
flow rate of water through a pervious concrete pavement allows rainfall to be captured and to
percolate into the ground, reducing stormwater runoff, recharging groundwater, supporting
sustainable construction, providing a solution for construction that is sensitive to environmental
concerns, and helping owners comply with EPA stormwater regulations. This unique ability of
pervious concrete offers advantages to the environment, public agencies, and building owners by
controlling rainwater on-site and addressing stormwater runoff issues. This can be of particular
interest in urban areas or where land is very expensive. Depending on local regulations and
environment, a pervious concrete pavement and its subbase may provide enough water storage
capacity to eliminate the need for retention ponds, swales, and other precipitation runoff
containment strategies.

This provides for more efficient land use and is one factor that has led to a renewed interest in
pervious concrete. Other applications that take advantage of the high flow rate through pervious
concrete include drainage media for hydraulic structures, parking lots, tennis courts, greenhouses,
and pervious base layers under heavy duty pavements. Its high porosity also gives it other useful
characteristics: it is thermally insulating (for example, in walls of buildings) and has good
acoustical properties (for sound barrier walls).

Although pavements are the dominant application for pervious concrete in the U.S., it has also
been used as a structural material for many years in Europe. Applications include walls for two-
story houses, load-bearing walls for high-rise buildings (up to ten stories), infill panels for high-
rise buildings, sea groins, roads, and parking lots. lists examples of applications for which
pervious concrete has been used successfully.

2
All of these applications take advantage of the benefits of pervious concrete's characteristics.
However, to achieve these results, mix design and construction details must be planned and
executed with care.

This are the application of pervious concrete:

• Low-volume pavements pervious walk Residential roads, alleys, and driveways

• Sidewalks and pathways
• Parking areas
• Low water crossings
• Tennis courts
• Subbase for conventional concrete pavements
• Artificial reefs
• Slope stabilization
• Well linings
• Tree grates in sidewalks
• Foundations/floors for greenhouses, fish hatcheries, aquatic amusements centres and Zoo
• Hydraulic structures
• Swimming pool decks
• Pavement edge drains
• Groins and seawalls
• Noise barriers.

Fig 1.2 Pervious and Impervious Road

3
 Fig 1.3 Local Impervious Road

1.2 ENVIRONMENTAL BENEFTTS

As mentioned earlier, pervious concrete pavement systems provide valuable stormwater

management tool under the requirements of the EPA Storm Water Phase-II Final Rule (EPA
2000). Phase-Li regulations provide programs and practices to help control the number of
contaminants in our waterways. Impervious pavements particularly parking lots collect oil, anti-
freeze, and other automobile fluids that can be washed into streams, lakes, and oceans when it
rains. EPA Storm Water regulations set limits on the levels of pollution in our streams and lakes.
To meet these regulations, local officials have considered two basic approaches: 1) reduce the
overall runoff from an area, and 2) reduce the level of pollution contained in runoff.

Efforts to reduce runoff include zoning ordinances and regulations that reduce of impervious
surfaces in new developments (including parking and roof areas), green space requirements, and
implementation of "stormwater utility districts" that levy an impact fee on a property owner based
on the amount of impervious area. Efforts to reduce the level of pollution from stormwater include
requirements for developers to provide systems that collect the "first flush" of rainfall, usually
about in. (25 mm), and "treat" the pollution prior to release.

Pervious concrete pavement reduces or eliminates runoff and permits "treatment" of pollution:
two studies conducted on the long-term pollutant removal in porous pavements suggest high
pollutant removal rates.

Benefits of are as follows:

• It reduces stormwater runoff replenishes water tables and aquifers.

• It eliminates detention ponds that are costly for stormwater management practices.

4
 • Also permits for extra environment-friendly land growth.
• It prevents warm and polluted water from getting into streams.

By capturing the first flush of rainfall and allowing it to percolate into the ground, soil chemistry
and biology are allowed to "treat" the polluted water naturally. Thus, stormwater retention areas
may be reduced or eliminated, allowing increased land use. Furthermore, by collecting rainfall
and allowing it to infiltrate, groundwater and aquifer recharge is increased, peak water flow
through drainage channels is reduced and flooding is minimized. In fact, the EPA named pervious
pavements as a BMP for stormwater pollution prevention (EPA 1999) because they allow fluids to
percolate into the soil.

Fig 1.4 Actual View of Impervious Road

Another important factor leading to renewed interest in pervious concrete is an increasing

emphasis on sustainable construction. Because of its benefits in controlling stormwater runoff and
pollution prevention, pervious concrete has the potential to help earn a credit point in the U.S.
Green Building Council's Leadership in Energy & Environmental Design (LEED) Green Building
Rating System, increasing the chance to obtain LEED project certification. This credit is in
addition to other LEED credits that may be earned through the use of concrete for its other
environmental benefits, such as reducing heat island effects, recycled content, and regional
materials.

The light colour of concrete pavements absorbs less heat from solar radiation than darker
pavements, and the relatively open pore structure of pervious concrete stores less heat, helping to
lower heat island effects in urban areas.

5
 CHAPTER 2

LITERATURE REVIEW

• Moretti et al. (2019): stated that the practice of waterproof material in pavement has led
in increasing the flow of water into sewage system creating problems relating to flooding,
reduced ground water table recharge and surface temperature increase due to heat island
effect. As such, permeable pavement provides best alternative. However, they suffer from
clogging and therefore require schedule cleaning. With the application of Permeable
Concrete Pavement (PCP), storm water runoff can be managed. Removal of organic and
inorganic materials during infiltration process improves the quality of ground water.

• S. Dash, B. Kar (2018): Environment friendly pervious concrete for sustainable

construction. The paper looked at varies studies conducted on permeable pavement system
and their current applications such as detailed design of permeable interlocking concrete
pavement, maintenance and water quality control aspect. The permeable pavement system
are changing the way human development interacts with natural environment. Its
application towards parking lots, highways and even airport runways are all improvement
in terms of water quality, water quantity and safety.

• Satish Kumar, Dr. Devinder Sharma, Er. Neeraj Kumar (2017) - A review paper on
permeable concrete as a road pavement. There is analysis of size of aggregate (25mm), for
future study or analysis. Pervious concrete is a special type of concrete with a high
porosity used for concrete pavement application that allows water from precipitation and
other sources to pass directly through it, thereby reducing runoff from a site and allowing
ground water recharge.

• Anush Chandrappa, Krishna Prapoorna Biligiri (2016): did research on pervious

concrete as a sustainable pavement material –Research findings and future prospects. This
paper reviews the developments and state-of-the-art pertinent to pervious concrete
research and practices. The investigations on mechanical-hydrological-durability
properties of pervious concrete performed in various studies have been reviewed. The use
of pervious concrete in low-volume road applications has been attracting urban developers
and contractors due to its various benefits. A review has been made on rehabilitation
techniques to increase the hydraulic efficiency of pervious concrete pavements. This paper
reviewed the current state-of the-art corresponding to key mechanical and hydrological
properties of pervious concrete pavement material. The main objective of this paper was to
introduce the reader with the importance of pervious concrete and its benefits in the
context of urbanization. The paper has discussed various properties of pervious concrete
such as mechanical, hydrological, durability, field performance, environmental and cost-
benefits

• Md. Abid Alam and Shagufta Naz, (2015): They conducted study on 3 batches of no-
fine concrete each with two different sizes of aggregate were prepared to find the mix that
generated high compressive strength and study the effect of percentage of fine aggregate

6
 on the compressive strength of no-fine concrete. The purpose of this project is to the
feasibility of producing highly sustainable no-fine concrete mixtures and evaluating the
effect of fine aggregate on their properties. No-fine concrete is produced by using ordinary
Portland cement, coarse aggregates, and water.

This concrete is tested for its properties, such as slump value, porosity and compressive
strength. However, 10 to 20% fine aggregate is Used to partially replace coarse aggregate.
The results showed that porosity has significant effect on compressive strength of no-fine
concrete. Replacement of coarse aggregate with fine aggregate up to 20% had significant
effect on the porosity and compressive strength of the no-fine concrete.

• V.G. Khurd and Nitish M. Patil, (2015): Based on the experimental investigation into
the properties of pervious concrete, the following conclusions are made: Pervious concrete
could be made with conventional concrete making materials to have permeability between.
4mm/s and 8 mm/s. Cement replacement with fly ash contributed to the reduction in long
term strength of pervious concrete similar to that noted with the conventional concrete.
Since the water permeability as the main criterion for the pervious concrete, fly ash can be
used in the production of pervious concrete to achieve an environmentally friendly
concrete. The flexural strength of pervious concrete with fine aggregate is lower than the
strength requirement of highway pavements therefore this concrete is suitable for light
traffic pavements and can be an applicable for village roads in India.

• Darshan Shah et.al, (2013): Cost comparison of normal concrete and pervious concrete
shown for 1 m 3 is Rs 587 and Rs 558 for M 20 grade concrete. It has been proved that
that there is a considerable saving in using the pervious pavement. In another research they
have shown that pervious concrete made by 1:6 concrete mix proportion has more
durability and less water absorption and pervious concrete made by 1:10 mix proportion
has more water absorption and less durability.

• Nader Ghafoor and Shivaji Dutta (1995): This Paper traces the Development and
applications of no-fine concrete for building and no pavement applications. When
compared with conventional concrete, no-fines concrete exhibits substantially different
properties. Some of the noted characteristics of no-fine concrete are: lower unit weight and
drying shrinkage, higher permeability, higher thermal insulation values, lower
compressive, tensile, and bond strengths, lower pressure on formwork during construction
and longer curing time required prior to form removal, elimination of capillary attraction,
and economy in materials.

7
 CHAPTER 3

PROBLEM IDENTIFICATION

We have already seen a great deal of problem in the road during rainy season. Specially, when a
lot of water is collected in the road which causes a lot of accidents. Because of this rain water a lot
of accidents are occurring all over the world and there seem to be no solution for this. Every year
millions of people are dying in the road because of the presence of rain water and excessive
moisture. According to some research papers published by gov. recognized institutes,
approximately 150,000 people die in India due to road accidents every year which is a very
serious concern all over the world. Very clearly, these accidents are occurring due to engineering
faults and in capabilities of the engineers.

PROBLEM 1: EXCESSIVE FLOOD WATER IN THE ROAD

Due to presence of excessive rain water in the streets, there are a lot of accidents in the road. This
is a huge problem all over the world. Millions of people are dying world due this small reason.

Fig 3.1 Flooded Road

PROBLEM 2: DECREASING WATER TABLE

The water table is decreasing, the reason behind is that the rain water is not getting enough space
to go inside the ground. Hence, this results into decrease in ground water table. This problem is
seen specially in the urban area's coz due to presence of impervious road and water cannot be
passed through it. Depletion of water means scarcity of water which means that there is a lack of
water. Water scarcity is the lack of sufficient available freshwater resources to meet water
demand. It affects every continent. It is manifested by partial or no satisfaction of expressed
8
demand, economic competition for water quantity or quality, disputes between users, irreversible
depletion of groundwater, and negative impacts on the environment.

Fig. 3.2 Water Table

PROBLEM 3: STORM WATER

Presence of excessive storm water is another great problem. Its presence creates a great chance of
accidents to occur. Storm water generally occupy drive way, civil road etc. Uncontrolled
stormwater runoff has many cumulative impacts on humans and the environment including:
Flooding- Damage to public and private property. Eroded Streambanks Sediment clogs
waterways, fills lakes, reservoirs, kills fish and aquatic animals. Widened Stream Channels Loss
of valuable property.

Fig 3.3 Storm Water

9
 CHAPTER 4

METHODOLOGY

Methodology was done in three following steps:

• Collection of required material

1
• Preparation of sample
2
• Testing and Data collection
3

4.1 COLLECTION OF REQUIRED MATERIALS

• Collection of the required materials is done by the local means only.

• Like shops, private labs and local labours.
• While constructing the road, the materials should be available near the site only.
• This is mainly for the ease of construction for the site engineers and labours.

Fig 4.1 Material Supplier

MATERIAL AND DESIGN MIX

Pervious concrete uses the same materials as conventional concrete, with the exceptions that the
fine aggregate typically is eliminated entirely, and the size distribution of the coarse aggregate is
kept narrow, allowing for relatively little particle packing. This provides the useful hardened
properties, but also results in a mix that requires different considerations in mixing, placing,
compaction, and curing. When developing pervious concrete mixtures, the goal is to obtain a
target or design void content that will allow for the percolation of water. The void content of
pervious concrete mixture will depend on the characteristics of the ingredients, how they are
10
proportioned and how the mixture is consolidated. Pervious concrete is typically designed for a
void content in the range of 15% to 30%. Generally, as the void content decreases, the strength
increases and permeability decreases. For pervious concrete mixtures it is even more important to
verify through trial batches that the mixture achieves the characteristics assumed or targeted when
developing mixture proportions. Frequently one finds that even though the design void content is
20%, when the pervious concrete mixture is proportioned, the experimentally measured void
content is considerably different. This depends on the workability of the mixture and amount of
consolidation.

CEMENTITIOUS MATERIALS

As in traditional concreting, PPC and blended cements may be used in pervious concrete. In
addition, supplementary cementitious materials (SCM) such as fly ash, pozzolans, and ground-
granulated blast furnace slag may be used. Testing materials beforehand through trial batching is
strongly recommended so that properties that can be important to performance (setting time, rate
of strength development, porosity, and permeability, among others) can be determined.

AGGREGATES

• Sea Stones: The sea stones are totally nature-made shape and available in the form of
seashore gravel. This aggregate allows minimum percentages of voids (32-33%), hence
offers more workability. They also perform well with a low water-cement ratio. These
aggregates are not considered suitable for high-strength concrete due to its poor
interlocking behavior and weak bond strength.

Fig 4.2 Sea Stone

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 • Angular Aggregates: The angular aggregate has well defined edges and these are
obtained by crushing the rocks. These aggregates offer maximum percentage of voids (38-
45%) hence gives less workability. Angular aggregates give a high specific area compared
to rounded aggregates. With a greater specific surface are they show higher bond strength
than rounded aggregates.

Fig 4.3 Angular Aggregate

4.2 PREPARATION OF SAMPLE

4.2.1 REINFORCEMENT

• Firstly, reinforcement is done to give some extra strength to the pavement so that it can
bear the load of heavy vehicles passing over it and does not fail under the excessive
pressure.
• In our sample we have used bars of 8 mm diameter. Bars of more than 8mm diameter can
also be used as this thickness of bar is also used in the RCC slab. The diameter of the bars
can also be changed according to the need of the strength required by the road.
• The gaps provided in the reinforcement is done by the analysis of the road.
• The minimum c/c distance between the bars is around @55mm - @65mm.
• Here we have provided spacing of @77 mm.
• The minimum and maximum spacing of reinforcement in concrete structure such as beams
and slabs are provided as per IS 456: 2000. The minimum reinforcement spacing is based
on maximum size of aggregates, so that concrete can be placed and compacted properly.
The maximum reinforcement spacing based on depths of the beams and slabs to provide
adequate support for bending moment and shear force in design.

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 Fig 4.4 Reinforcement

4.2.2 PREPARATION OF CONCRETE MIX

Concrete is made by mixing natural materials without heating: cement, aggregate (sand and
chippings), water and perhaps additives. This mixture hardens after a few hours. In terms of the
ratio for concrete, it depends on what strength you are trying to achieve, but as a general guide a
standard concrete mix would be part cement to 2 parts sand to 4 parts aggregates. For pervious
road, a mix of part cement to 0.5 parts sand to 3 parts aggregates can be used

• Concrete grade M25

• Mix Ratio 1:0.5:3
• Sea stone and Angular aggregates are used

Fig 4.5 Dry Mixing of Concrete.

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4.2.3 CASTING

Cast-in-place concrete or Cast-in-situ concrete is a technology of construction of buildings where

walls and slabs of the buildings are cast at the site in formwork. This differs from precast concrete
technology where slabs are cast elsewhere and then brought to the construction site and
assembled.

• 10 mm cover block is provided. (A cover block is essentially a spacer that is used to lift
the rebar mesh off the ground so that concrete may flow under the rebar)
• Keep some voids in the mix to pass water. (This is due to presence of course aggregate in
the mixture)
• Tamping was done with the help of heavy metal. (Tamping is one of the last steps in
finishing a concrete surface. It is used to compact low slump concrete mix while it's still
wet, making it stronger and more durable)
• Shuttering is generally done by metal or wooden plates, but here we have used stone slab.

4.2.4 CURING

• Purpose of Curing It is an exothermic reaction (which releases heat). After adding water to
the concrete mix, hydration starts, which tends to dry the concrete quickly. Hence concrete
is kept moist by curing, to stop it from drying out before attaining its maximum strength.
• After 24 hours of casting curing process done, for seven days.
• Wet covering is done here for curing the slab.

Fig 4.6 Curing

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4.2.5 DE SHUTTERING

• De - shuttering should be done very carefully and slowly.

• Aggressive de-shuttering may result into deformation of slab.
• It was done after 7 days of casting.

Fig. 4.7 De-Shuttering of formwork

4.3 TESTS ON SAMPLE

1. Water Absorption Test

2. Water Discharge Test

3. Cube Test

4.3.1 WATER ABSORPTION TEST

water-absorption test A test to determine the moisture content of soil as a percentage of its dry
weight (IS 1124:1974). The sample is weighed, dried in an oven, then reweighed under standard
conditions.

• First the initial weight of the sample was taken.

• Then the sample was soaked into water for 24 hours.
• Then sample was weighted again.

4.3.2 WATER DISCHARGE TEST

• 1 Litre of water is poured on the surface.

• Then the remaining water is measured.

Here,

a) Initial weight of the sample = 17.852KG

b) Final weight of the sample = 18.596KG

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c) Weight gain in gram = 0.744gms

d) Weight gain in percentage = 4.082%

Fig 4.8 Water Discharge Test

4.3.3 CUBE TEST

A typical concrete cube test follows these main steps:

• Take a sample of freshly mixed concrete. We take a sample of the concrete we want to test
from our mobile batching unit, where it has been freshly mixed.
• Pour the concrete into 3 cube moulds the sample concrete is poured into 3 cubes moulds,
• Let the concrete cubes to be cure after 24 hours. The Cube 1, Cube 2, Cube 3, are kept in
water tanks for 7 days, 14 days, 28 days respectively.

Fig. 4.9 Cube sample

• Concrete cubes are typically made in moulds with the dimensions of 150 mm x 150 mm x
150 mm.
• The concrete should be tested after 7 days, 14 days and after 28 days i.e., 3 cubes are taken
so that the concrete can be measured after different lengths of time

16
 Fig 4.10 Compression Testing Machine

Table 4.1 Comparative result of normal cube and pervious cube

Type of Cube Grade Minimum Minimum Minimum

Compressive Compressive Compressive
Strength Strength Strength
(N/mm2 at 7 (N/mm2 at 14 (N/mm2 at 14
days days days
Normal Cube M25 17 22.5 25
Pervious Cube M25 15.5 20 22

• Cube test was done on a compression testing machine.

• Cube was tested after 28 days.
• Strength gained after 28 days was 22 N/mm².

17
 CHAPTER 5

COST ESTIMATION

Table 5.1 Abstract Cost of Normal Road

18
Table 5.2 Abstract Cost of Pervious Road

19
Table 5.3 Rate Comparison between normal road and pervious road

20
 CHAPTER-6
PREPARATION

6.1 SUB GRADE AND SUB BASE PREPARATION

Uniformity of subgrade support is a key criterion for placing pervious pavement. As in other types
of pavements, truck ruts and other irregularities must be smoothed and compacted prior to
placement. Since subgrade and subbase preparation are critical components of pervious concrete
pavement performance, refer to "Hydrological Design Considerations" and "Structural Design
Considerations" elsewhere in this document for more information. However, increasing the
subgrade density decreases its permeability.

Since pervious pavements contain mineral water and high porosity, care must be taken to ensure
that the pavement does not dry out prematurely. The subgrade must be moist (without free-
standing water) prior to placement to prevent water from being removed from the lower portion of
the pavement too soon.

This is recommended practice for conventional concrete pavement placement if conditions for
high evaporation rates are present, but is even more important in pervious concrete placement
because the high voids can allow more rapid drying, with subsequent decrease in strength and
durability, under less extreme conditions.

Fig 6.1 Sub-grade preparation

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6.2 BATCHING AND MIXING

The special properties of pervious concrete require tighter control of mixture proportioning. In
particular, the water content of pervious concrete is limited to a narrow range to provide adequate
strength and permeability, and prevent the paste from flowing off the aggregates and closing of
the open structure.

A limited paste content means that added water will have more drastic impact than that
experienced in conventional concrete applications. Aggregate moisture level should be monitored
carefully and accounted for, as both waters absorbed by the aggregate and excess moisture
supplied with the aggregate can be detrimental. Contractors and producers must work together to
ensure a proper mixture prior to delivery at the job site.

The correct water content will provide a mix with a sheen. A unit weight test is necessary to
provide assurance of consistent mixture proportions. Unit weights between 1600 kg/m³ and 2000
kg/m³ are typical, and on-site measured values typically are required to be within 5% of the design
unit weight.

Aggregate and cement proportions will be established by testing and experience with locally
available materials, as variations in materials characteristics or prescriptive mix designs. Almost
certainly, the mixtures will be stiff. Conventional concrete mixing equipment is used, although
mixing times may be extended compared to conventional concrete.

Fig 6.2 Batching Plant

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6.3 PLACEMENT AND CONSOLIDATION

A variety of placement techniques can be used for constructing pervious concrete pavements; as
with conventional concrete, placement techniques are developed to fit the specific jobsite
conditions. It should be noted that pervious concrete mixtures cannot be pumped, making site
access an important planning consideration. Prior to placement, the subbase preparation and forms
should be double-checked. Any irregularities, rutting, or misalignment should be corrected. Each
load of concrete should be inspected visually for consistency and aggregate coating. Unit weight
tests provide the best routine test for monitoring quality and are recommended for each load of
pervious concrete.

Placement should be continuous, and spreading and strike off should be rapid. Conventional
formwork is used. Mechanical (vibrating) and manual screeds are used commonly, although
manual screeds can cause tears in the surface if the mixture is too stiff. Other devices, such as
laser screeds, could also be used. For pavements, it is recommended to strike off about 15 to 20
mm above the forms to allow for compaction. One technique for accomplishing this is to attach a
temporary wood strip above the top form to bring it to the desired height. After strike off, the
strips are removed and the concrete is consolidated to the height of the form. Special height-
adjusting vibrating screeds also have been used to provide the extra height. With vibrating
screeds, care should be taken that the frequency of vibration is reduced to avoid over-compaction
or closing off the surface, resulting in blocked voids. Edges near forms are compacted using at
300 mm by 300 mm steel tamp, a float, or other similar device to prevent raveling of the edges.

Fig 6.3 Placement and consolidation

6.4 FINISHING

Typically, pervious concrete pavements are not finished in the same way as conventional concrete
pavements. Normal floating and troweling operations tend to close up the top surface of the voids,

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which defeats the purpose of pervious concrete. For the majority of pervious pavements, the
"finishing" step is the compaction. This leaves a rougher surface, but can improve traction.

A pervious concrete pour is a three-step process placing to elevation, compaction and curing.
Unlike traditional concrete which looks for a smooth, finished surface, pervious concrete
contractors strive for compaction, aggregate interlock and a porous surface.

Like traditional concrete, there are many different methods and equipment for pouring pervious
concrete. However, since pervious concrete is a low-slump mixture, it cannot be pumped into
place like traditional concrete. The most common methods of placement are directly from a ready-
mixed truck, with a concrete buggy or by conveyor.

Strips are poured every other to allow the pervious the proper amount of curing time. Current
documents specify contractors pour strips between 12 and 20 feet wide. However, this can be a
challenge when pouring very large areas that have tight scheduling deadlines. New equipment,
such as laser screeds, allows contractors to pour larger areas without strips for situations like
these.

Fig 6.4 Finishing

6.5 CURING AND PROTECTION

Curing pervious concrete helps hold in moisture to allow full hydration. And since pervious is a
porous concrete, the top 1 to 11/2 inches are critical when it comes to proper curing. Fisher says.
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An improper cure may result in raveling on the top or the edges of the slab. Plus, improper curing
will prevent the pervious concrete from reaching its desired properties and strength. Although an
improper cure does not mean the pervious concrete is sure to fail, it does greatly increase the
chance for failure.

The open structure and relatively rough surface of pervious concrete exposes more surface area of
the cement paste to evaporation, making curing even more essential than in conventional
concreting. Water is needed for the chemical reactions of the cement and it is critical for pervious
concrete to be cured promptly. In some regions, it is common to apply an evaporation retarder
before compaction to minimize any potential for surface water loss. Because pervious concrete
pavements do not bleed, they can have a high propensity for plastic shrinkage cracking.

Curing should be started as soon as practical after placing, compacting, and jointing. Best practice
calls for curing to begin within a maximum of 20 minutes after these procedures. High ambient
temperatures and windy conditions will have more pronounced effects relative to conventional
pavements and should be taken into account.

Fig 6.5 Curing

6.6 MAINTENANCE

The majority of pervious concrete pavements function well with little or no maintenance.
Maintenance of pervious concrete pavement consists primarily of prevention of clogging of the
void structure. In preparing the site prior to construction, drainage of surrounding landscaping
should be designed to prevent flow of materials onto pavement surfaces. Soil, rock, leaves, and
other debris may infiltrate the voids and hinder the flow of water. decreasing the utility of the
pavement.

Landscaping materials such as mulch, sand, and topsoil should not be loaded on pervious
concrete, even temporarily. Vacuuming annually or more often may be necessary to remove
debris from the surface of the pavements. Other cleaning options may include power blowing and

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pressure washing. Pressure washing of a clogged pervious concrete pavement has restored 80% to
90% of the permeability in some cases (MCIA 2002). It also should be noted that maintenance
practices for pervious concrete pavements are still being developed.

• CLEANING

Most of the pervious concrete pavements require minimal or no maintenance but often sand, dirt,
rocks, leaves and other debris creep into the void structure of the pervious concrete clogging the
flow of water. Routine cleaning to catch and remove materials and sediment particles before they
get deeper into the concrete matrix can help prevent anything from affecting the pervious
concrete's permeability. Regular dry-sweeping can keep mulch, sand, debris and topsoil from
accumulating on the surface

Dry-vacuuming the surface annually with a vacuum sweeper can help dislodge and remove
hidden dirt and debris. In some cases, where routine cleaning has been neglected, more aggressive
maintenance with pressure washers or power blowers may be required to extricate debris particles
from the top surface of the pervious concrete, and restore 80% to 90% of the permeability. Along
with routine periodic cleaning, the pavement's porosity and rate of water percolation should be
checked to ensure proper functionality of the pavement and storm water system.

• SURROUNDING AREAS

There may be dragged to the pervious concrete pavement by wind or traffic which may impact the
porosity so periodic cleaning or dry sweeping of the surrounding areas may be necessary too.
Landscaping materials such as mulch and topsoil should never be stored on the pervious concrete
pavement. Longevity of pervious concrete pavement is possible through minimal maintenance,
which is of the void structure. Properly constructed pervious concrete that is maintained well is
highly durable and can last 20 to 40 years because of its natural characteristic capability of
handling extreme temperature impact.

6.7 BENEFITS

ENVIRONMENTAL BENEFITS

1) Eliminates untreated storm water and creates zero runoff

2) Directly recharges groundwater Mitigates first flush" pollution

• Protects streams watersheds, and ecosystems

• Mimics the drainage and filtration of bioswales and natural soils
• Reduces surface temperatures and heat island effect

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3) Provides a higher albedo surface reflectivity index (0.35 or higher)

DEVELOPMENTAL BENEFITS

• All stormwater catches the beans structures within the plate.

• All storm water piping to detention water and ponds.
• The need for detention water/piping system and the many problems.

FINANCIAL BENEFITS

• A pervious infrastructure is much more profitable for the developer Eliminates time
consuming and costly storm water detention vaults and piping systems.
• Eliminates the cost of curb and gutter installations Reclaims lots otherwise consumed by
vaults and ponds.

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 CHAPTER – 7

RESULT

The performance of pervious concrete pavements may be assessed in a number of ways, including
monitoring changes in the permeability/porosity of the system (which would indicate clogging of
the void structure), the presence of distress (both structural and surficial), and resistance to freeze-
thaw damage. Unfortunately, there are limited long- term performance data on pervious concrete,
but generally performance is considered satisfactory.

In designing the concrete pavements for infrastructure and transportation planning, the porous
pavements made from pervious concrete can help in reducing storm water runoff and recharging
the ground water. The excess runoff can be prevented during heavy rainfall. Pervious concrete is
environmentally friendly material and can be used in India. The research work in this direction is
on the way.

The performance of pervious concrete is very satisfactory and can be used practically. This will be
very useful thing to be used in the near future, specially to fulfil the environmental needs. The
cost of the pervious roads will definitely reduce in the near future as more and more research and
development will be done in this field.

There is a great possibility of improvement in this as there are some drawbacks also in this type of
road like increase in cost, increase in time and requirement of skilled labours in the work. The use
of this type of road will give a lot of environmental benefits and life benefits. This road is much
safer and facilitated then normal conventional concrete road. We have found that the cast of the
pervious road is much more than that of normal concrete road but it also comes up with a huge
advantage over the normal road as the normal road is not permeable at all and hence retains water
over its surface. Looking at the overall performance, drawbacks and advantages of the road, it will
be highly beneficial to introduce this method of construction for the civilians and more research
must be done in order to reduce the cost of cofunctions.

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 Fig 7.1 Line Graph for Rate

Fig 7.2 Line Graph for compressive strength

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 CHAPTER – 8

CONCLUSION

The use of pervious concrete has increased significantly in the last several years, perhaps largely
because it is considered an environmentally friendly, sustainable product. The use of pervious
concrete provides a number of benefits, most notably in the effective management of stormwater
runoff. Other significant benefits include reducing contaminants in waterways, recharging
groundwater supplies, reducing heat island effects, and reducing pavement-tire noise emissions.
Still, there are a number of areas that need additional developmental work to improve or enhance
the capabilities of pervious concrete pavements.

One area is the continued monitoring of the performance of pervious concrete so that long- term
performance trends can be documented; this will also help in evaluating the suitability of pervious
concrete for other applications, such as overlays. Tied in with this is the assessment of the
suitability of current structural design approaches to provide competent designs, particularly
regarding the fatigue behavior of pervious concrete. Finally, a third area is in the testing and
evaluation of pervious concrete, as current test methods for conventional concrete are not
generally applicable to pervious concrete.

The main objective of the project is to solve the problem of flooded road. Its ability to capture
storm water and recharge ground water while reducing storm water runoff enables pervious
concrete play a significant role. Due to its potential to reduce the runoff, it is commonly used as
pavement material. The smaller the size of coarse aggregate should be able to produce a higher
compressive strength and at the same time produce a higher permeability rate. The mixtures with
higher aggregate/cement ratio 3:1 is considered to be useful for a pavement that requires low
compressive strength and high permeability rate. The ideal pervious concrete mix is expected to
provide the maximum compressive strength, and the optimal infiltration rate.

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 BIBLIOGRAPHY

• Md. Abid Alam and Shagufta Naz, "Experimental Study of the Properties of No-Fines
Concrete", 2015.
• V.G. Khurd and Nitish M. Patil, "Utilization of Waste Plastic in Road Construction",
2015.
• Tanvir Hossain, Md. Abdus Salam, Mohiuddin Abdul Kader, "Pervious concrete using
brick chips as coarse aggregate: An experimental study", 2011.
• Darshan Shah, Jayesh Kumar Pitroda, J.J. Bhavsar, "Pervious Concrete: New Era For
Rural Road Pavement", 2013.
• Neetu B. Yadav, Jayesh A Shah, Rishabh A Shah "Pervious Concrete: s
• Low-Cost Construction", 2013.

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