Document Siri 2

AN EXPERIMENTAL STUDY ON THIRSTY CONCRETE
ABSTRACT
Concrete is a composite material that consists essentially of a binding medium, such as a

mixture of Portland cement and water, within which are embedded particles or fragments of
aggregate, usually a combination of fine and coarse aggregate. Concrete is used to create hard
surfaces that is composed of aggregate bonds and fluid cement that hardens quite quickly. We
have different types of special concretes around us, each of these have different applications.
Presently we are facing many problems in the road pavement & ground water improvement. To
overcome this problem we have an effective idea called Pervious Concrete placement, to
control “Water Logging and Storm Water Management”. Pervious concrete pavement is a unique
and effective way to capture storm water and allow it to seep into the ground thus recharging
groundwater, reducing storm water runoff, and meeting storm water regulations. This system has
been recommended by geotechnical engineers as a Best Management Practices (BMPs) for the
management of storm water runoff. This pavement technology creates more efficient land use by
eliminating the need for retention ponds, and other storm water management devices. Pervious
surface treatment retain the water sub-surface as it gradually infiltrates into the soil holding the
storm water in multiple air voids (or) cells also assisting in water quality through degradation of
hydrocarbon into carbon dioxide and water, and retaining metals in structures keeps from the
ground water table. At many projects water logging at parking and walkways is the major issue
especially during monsoon as pavement and floors are normally impermeable. This results in
considerable amount of investment in repairs and providing storm water drain systems, which
may get clogged during peak over flow. Besides this there are many other problems that arise
due to above. In such situations it is very important to think about an economical solution which
helps in getting rid of all above problems. The best solution to above problem is pervious
concrete. Pervious concrete (no fines concrete) is a concrete containing little (or) no fines
aggregate consists of coarse aggregate and cement paste. It seems pervious concrete would be
natural choice for use in structural applications in this age of „Green Building‟. This paper
discuss the art of pervious concrete, Materials and possible mix proportions, Properties,
Applications, Advantages& Disadvantages.
DEPARTMENT OF CIVIL ENGINEERING,GCET,KADAPA Page 0

CHAPTER -1
INTRODUCTION
1.1 INTRODUCTION
A highway pavement is a structure consisting of superimposed layers of processed materials

above the natural soil sub-grade, whose primary function is to distribute the applied vehicle loads
to the sub-grade. The pavement structure should be able to provide a surface of acceptable riding
quality, adequate skid resistance, favourable light reflecting characteristics, and low noise
pollution. The ultimate aim is to ensure that the transmitted stresses due to wheel load are
sufficiently reduced, so that they will not exceed bearing capacity of the sub-grade. Two types of
pavements are generally recognized as serving this purpose, namely flexible pavements and rigid
pavements. This chapter gives an overview of pavement types, layers, and their functions, and
pavement failures. Improper design of pavements leads to early failure of pavements affecting
the riding quality.
1.2 REQUIREMENTS OF A PAVEMENT
An ideal pavement should meet the following requirements:
 Sufficient thickness to distribute the wheel load stresses to a safe value on the sub grade
soil,
 Structurally strong to withstand all types of stresses imposed upon it,
 Adequate coefficient of friction to prevent skidding of vehicles,
 Smooth surface to provide comfort to road users even at high speed,
 Produce least noise from moving vehicles,
 Dust proof surface so that traffic safety is not impaired by reducing visibility,
 Impervious surface, so that sub-grade soil is well protected, and
 Long design life with low maintenance cost.
1.3 TYPES OF PAVEMENTS
The pavements can be classified based on the structural performance into two, flexible
pavements and rigid pavements. In flexible pavements, wheel loads are transferred by grain-to-

grain contact of the aggregate through the granular structure. The flexible pavement, having less
flexural strength, acts like a flexible sheet (e.g. bituminous road). On the contrary, in rigid
pavements, wheel loads are transferred to sub-grade soil by flexural strength of the pavement
and the pavement acts like a rigid plate (e.g. cement concrete roads). In addition to these,
composite pavements are also available. A thin layer of flexible pavement over rigid pavement
Figure 1.1: Load transfer in granular structure
is an ideal pavement with most desirable characteristics. However, such pavements are rarely
used in new construction because of high cost and complex analysis required.
1.3.1 Flexible pavements
Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain
transfer through the points of contact in the granular structure (see Figure 19:1). The wheel load

acting on the pavement will be distributed to a wider area, and the stress decreases with the
depth. Taking advantage of this stress distribution characteristic, flexible pavements normally
has many layers. Hence, the design of flexible pavement uses the concept of layered system.
Based on this, flexible pavement may be constructed in a number of layers and the top layer has
to be of best quality to sustain maximum compressive stress, in addition to wear and tear. The
lower layers will experience lesser magnitude of stress and low-quality material can be used.
Flexible pavements are constructed using bituminous materials. These can be either in the form
of surface treatments (such as bituminous surface treatments generally found on low volume
roads) or, asphalt concrete surface courses (generally used on high volume roads such as national
highways). Flexible pavement layers reflect the deformation of the lower layers on to the surface
layer (e.g., if there is any undulation in sub-grade then it will be transferred to the surface layer).
In the case of flexible pavement, the design is based on overall performance of flexible
pavement, and the stresses produced should be kept well below the allowable stresses of each
pavement layer.
Figure 1.2: Typical cross section of a flexible pavement
1.3.1.1 Types of Flexible Pavements
The following types of construction have been used in flexible pavement:
 Conventional layered flexible pavement,

 Full - depth asphalt pavement, and

 Contained rock asphalt mat (CRAM).

Conventional flexible pavements are layered systems with high quality expensive materials are
placed in the top where stresses are high, and low quality cheap materials are placed in lower
layers.
Full - depth asphalt pavements are constructed by placing bituminous layers directly on the
soil sub-grade. This is more suitable when there is high traffic and local materials are not
available.
Contained rock asphalt mats are constructed by placing dense/open graded aggregate layers in
between two asphalt layers. Modified dense graded asphalt concrete is placed above the sub-
grade will significantly reduce the vertical compressive strain on soil sub-grade and protect from
surface water.
1.3.1.2 Typical layers of a flexible pavement
Typical layers of a conventional flexible pavement includes seal coat, surface course, tack coat,
binder course, prime coat, base course, sub-base course, compacted sub-grade, and natural sub-
grade (Figure 1:2).
Seal Coat:
Seal coat is a thin surface treatment used to water-proof the surface and to provide skid
resistance.
Tack Coat:
Tack coat is a very light application of asphalt, usually asphalt emulsion diluted with water. It
provides proper bonding between two layers of binder course and must be thin, uniformly cover
the entire surface, and set very fast.
Prime Coat:

Prime coat is an application of low viscous cutback bitumen to an absorbent surface like granular
bases on which binder layer is placed. It provides bonding between two layers. Unlike tack coat,
prime coat penetrates into the layer below, plugs the voids, and forms a water tight surface.
Surface course:
Surface course is the layer directly in contact with traffic loads and generally contains superior
quality materials. They are usually constructed with dense graded asphalt concrete (AC). The
functions and requirements of this layer are:
 It provides characteristics such as friction, smoothness, drainage, etc. Also it will prevent
the entrance of excessive quantities of surface water into the underlying base, sub-base
and sub-grade,
 It must be tough to resist the distortion under traffic and provide a smooth and skid-
resistant riding surface,
 It must be water proof to protect the entire base and sub-grade from the weakening erect
of water.
Binder course:
This layer provides the bulk of the asphalt concrete structure. Its chief purpose is to distribute
load to the base course the binder course generally consists of aggregates having less asphalt and
doesn't require quality as high as the surface course, so replacing a part of the surface course by
the binder course results in more economical design.
Base course:
The base course is the layer of material immediately beneath the surface of binder course and it
provides additional load distribution and contributes to the sub-surface drainage. It may be
composed of crushed stone, crushed slag, and other untreated or stabilized materials.
Sub-Base course:

The sub-base course is the layer of material beneath the base course and the primary functions
are to provide structural support, improve drainage, and reduce the intrusion of fines from the
sub-grade in the pavement structure If the base course is open graded, then the sub-base course
with more fines can serve as a filler between sub-grade and the base course A sub-base course is
not always needed or used. For example, a pavement constructed over a high quality, stiff sub-
grade may not need the additional features offered by a sub-base course. In such situations, sub-
base course may not be provided.
Sub-grade:
The top soil or sub-grade is a layer of natural soil prepared to receive the stresses from the layers
above. It is essential that at no time soil sub-grade is overstressed. It should be compacted to the
desirable density, near the optimum moisture content.
1.3.1.3 FAILURE OF FLEXIBLE PAVEMENTS
The major flexible pavement failures are fatigue cracking, rutting, and thermal cracking. The
fatigue cracking of flexible pavement is due to horizontal tensile strain at the bottom of the
asphaltic concrete. The failure criterion relates allowable number of load repetitions to tensile
strain and this relation can be determined in the laboratory fatigue test on asphaltic concrete
specimens. Rutting occurs only on flexible pavements as indicated by permanent deformation or
rut depth along wheel load path. Two design methods have been used to control rutting: one to
limit the vertical compressive strain on the top of subgrade and other to limit rutting to a
tolerable amount (12 mm normally). Thermal cracking includes both low-temperature cracking
and thermal fatigue cracking.
Fig.: 1.2.1 Typical Cross section of Rigid pavement

Fig.:1.3. Elastic Plate resting on Viscous Foundation
1.3.2 RIGID PAVEMENTS
Rigid pavements have sufficient flexural strength to transmit the wheel load stresses to a
wider area below. A typical cross section of the rigid pavement is shown in Figure 19:3.
Compared to flexible pavement, rigid pavements are placed either directly on the prepared sub-
grade or on a single layer of granular or stabilized material. Since there is only one layer of
material between the concrete and the sub-grade, this layer can be called as base or sub-base
course.
In rigid pavement, load is distributed by the slab action, and the pavement behaves like
an elastic plate resting on a viscous medium (Figure 1:4). Rigid pavements are constructed by
Portland cement concrete (PCC) and should be analyzed by plate theory instead of layer theory,
assuming an elastic plate resting on viscous foundation. Plate theory is a simplified version of
layer theory that assumes the concrete slab as a medium thick plate which is plane before
loading and to remain plane after loading. Bending of the slab due to wheel load and temperature
variation and the resulting tensile and flexural stress.
1.3.2.1 TYPES OF RIGID PAVEMENTS
Rigid pavements can be classified into four types:

 Jointed plain concrete pavement (JPCP),

 Jointed reinforced concrete pavement (JRCP),
 Continuous reinforced concrete pavement (CRCP), and
 Pre-stressed concrete pavement (PCP).
Jointed Plain Concrete Pavement: are plain cement concrete pavements constructed with
closely spaced contraction joints. Dowel bars or aggregate interlocks are normally used for load
transfer across joints. They normally has a joint spacing of 5 to 10m.
Jointed Reinforced Concrete Pavement: Although reinforcements do not improve the

structural capacity significantly, they can drastically increase the joint spacing to 10 to 30m.
Dowel bars are required for load transfer. Reinforcement‟s help to keep the slab together even
after cracks. Continuous Reinforced Concrete Pavement: Complete elimination of joints are
achieved by reinforcement.
1.3.2.2 FAILURE CRITERIA OF RIGID PAVEMENTS
Traditionally fatigue cracking has been considered as the major, or only criterion for rigid
pavement design. The allowable number of load repetitions to cause fatigue cracking depends on
the stress ratio between flexural tensile stress and concrete modulus of rupture. Of late, pumping
is identified as an important failure criterion. Pumping is the ejection of soil slurry through the
joints and cracks of cement concrete pavement, caused during the downward movement of slab
under the heavy wheel loads. Other major types of distress in rigid pavements include faulting,
spalling, and deterioration.
1.3.2.3 FAILURE CRITERIA OF RIGID PAVEMENTS
Traditionally fatigue cracking has been considered as the major, or only criterion for rigid
pavement design. The allowable number of load repetitions to cause fatigue cracking depends on
the stress ratio between flexural tensile stress and concrete modulus of rupture. Of late, pumping
is identified as an important failure criterion. Pumping is the ejection of soil slurry through the
joints and cracks of cement concrete pavement, caused during the downward movement of slab

under the heavy wheel loads. Other major types of distress in rigid pavements include faulting,
spalling, and deterioration.
1.4 SUMMARY
Pavements form the basic supporting structure in highway transportation. Each layer of
pavement has a multitude of functions to perform which has to be duly considered during the
design process. Different types of pavements can be adopted depending upon the traffic
requirements. Improper design of pavements leads to early failure of pavements affecting the
riding quality also.
1.5 PROBLEMS
1. The thin layer of bitumen coating between an existing bituminous layer and a new
bituminous layer is:
(a) Seal coat
(b) Intermediate coat
(c) Tack coat
(d) Prime coat
2. Rigid pavements are designed by
(a) Rigid plate theory
(b) Elastic plate theory
(c) In finite layer theory
(d) Interlocking of aggregates
1.6 SOLUTIONS

1. The thin layer of bitumen coating between an existing bituminous layer and a new
bituminous layer is:
(a) Seal coat
(b) Intermediate coat
(c) Tack coat
(d) Prime coat
1.7. General
Concrete is a material used to create hard surfaces that is composed of Aggregate bonds and
fluid cement that hardens fairly quickly. In almost every Industry, concrete is most widely used
man made material. The word “concrete” is derived from the word “concretus”, meaning
compact or condensed. A composite material that consists essentially of a binding medium, such
as a mixture of Portland cement and water, within which are embedded particles or fragments of
aggregate, usually a combination of ﬁne and coarse aggregate. Concrete is by far the most
versatile and most widely used construction material worldwide. It can be engineered to satisfy a
wide range of performance speciﬁcations, unlike other building materials, such as natural stone
or steel, which generally have to be used as they are. Because the tensile strength of concrete is
much lower than its compressive strength, it is typically reinforced with steel bars, in this case it
is known as reinforced concrete. Concrete is a kind of man-made stone which is made by mixing
gel materials, granular coarse-fine aggregate and water (if necessary, a certain amount of
additive and mineral materials is added) in a proper ratio evenly, and then getting solidified and
hardened. It is one of the main building materials in projects. The one mostly used in
construction projects is the cement concrete made by mixing gel materials, aggregate (sand and
stone), and water, which should get through hardening process. Cement concrete is also called
ordinary concrete, which is the focus of this chapter. Concrete is widely used in industry,

national defense and civil buildings. With the rapid development of China's construction
projects, the concrete with different kinds of functions has come into being.
History: Concrete has been around centuries. Concrete has been used in construction for over
2,000 years, perhaps first by Romans in their aqueducts and roadways. The romans used
primitive mix for their Concrete. Mortar consisted of small gravel and coarse sand mixed
together with hot lime and water. The structures we see today are all made of it. The need for
concrete is always changing, thus enabling modifications to be made on the different types of
concrete that exist today in order to conform to the surroundings and the times. It is important to
remember that cement is powder that reacts with water to form cement paste, a hard, solid
material that forms the matrix for the concrete composite. The addition of sand (fine aggregates)
that are up to a few millimeters in diameter makes mortar, and the addition of rocks (coarse
aggregates) of up to a few centimeters in diameter makes concrete. It has always been known
that concrete is a porous material, whose properties depend on its pore space. Today concrete is
finding more intensives including residential construction and works of art.
1.8 Historical Background:
Over the last few years, pervious concrete has become a very relevant topic in the construction
industry. More and more specifications call for pervious concrete in different applications. Some
of these applications include parking lots, sidewalks and even pavers where in the past these
were solely the domain of conventional concrete or black top. The popularity of pervious
concrete continues to rise with the increased awareness of environmental protection and
preservation. Pervious concrete is recognized by United States Green Building Council
(USGBC), which sets the green building rating system known as the LEED program (The
Leadership in Energy and Environmental Design. This section discusses the ramifications of
current research and practice of pervious concrete in pavement and water engineering. It
elucidates the existing best practices and accentuates research findings that are germane to this
study. To achieve this objective, the section is divided into the following subsections.
• Mechanical and rheological properties of pervious concrete
• Mix design and structural design of pervious concrete pavements
• Performance of pervious concrete

• Tire –Pavement Acoustics of pervious concrete pavements
• Benefit/cost of Using Pervious Portland Cement Concrete Pavements
Ordinarily storm water run-off necessitates expensive design and construction of storm water
structures that include detention or infiltration ponds. Intuitively, there is a huge saving in cost if
the paved surface in pervious and conducts the storm water directly to the ground. The Pervious
concrete design provides this benefit. Normal concrete is impervious and may contain entrained
air up to 7.5 % as in our high-performance concrete. The entrained air is discontinuous in normal
concrete permeability is infinitesimal compared to the rate of flooding or ponding or run-off on
the pavement surface. Pervious concrete is made up of gap-graded aggregate linked by cement
paste, systematically placed to allow for contiguous voids or cavities that allow for free passage
of water. The reduction of pervious surfaces has been an issue of concern with the construction
of bound pavement surfacing. Some Cities in the Metro area have been forced to improvise
methods of minimizing storm water intrusion from developments that are in proximity to
wetlands or some trout streams. Run-off from impervious surfaces has been known to distort the
thermal balance of streams when extreme temperatures precede heavy rains. In solving this
problem some communities, they have made various attempts to encourage some infiltration by
constructing pervious concrete on porous bases.
Pervious concrete has been around for hundreds of years. In Europe, pervious concrete, most
commonly referred to as Gap graded concrete, has been used in the construction industry for
approximately 150 years. The initial usage of this type of concrete in Europe was in applications
such as prefabricated panels, steam-cured blocks or cast-in-place load bearing walls for single
and multi-story houses and, in some instances, in high-rise buildings. A larger amount of
pervious concrete was used after World War II when sufficient volumes of building brick could
not be produced to support housing needs. Less expensive building construction methods were
explored and pervious concrete was one of them. In some countries, coarse aggregate was used
for the production of pervious concrete and in other countries, brick rubble was utilized. Over
time, the brick rubble was exhausted and replaced by crushed or natural coarse aggregate. Lower
production costs led to the acceptance of pervious concrete as a building material. Pervious or
gap graded concrete was mostly used in construction housing applications. Many new houses
were built using pervious concrete in the United Kingdom, Germany, Holland, France, Belgium,

Scotland, Spain, Hungary, Venezuela, West Africa, the Middle East, Australia, and Russia.
Before World War II, the use of pervious concrete had been limited to two-story housing but
after World War II, the pervious concrete technology had advanced and could be used in
buildings up to ten stories high. The reason that the usage of pervious concrete in the United
States falls far behind the European countries is due to the fact that no building material
shortages have been experienced in the United States, therefore little effort has been made to
explore and develop new alternative materials.
1.9. Pervious concrete:
Pervious concrete is a unique cement-based product whose porous structure permits free passage
of water through the concrete and into the soil without compromising the durability or integrity
of the concrete. State and municipal governments as well as Water Management Districts have a
great interest in finding solutions for excess storm water runoff and the associated water quality
issues. The restrictions and design requirements associated with construction of impervious
surfaces are often costly with regard to development. Substitution of impervious pavement areas
with pervious paving surfaces provides a desirable combination of storm water retention
properties and structural features of conventional pavement that comply with storm water
regulations. This leads to a more cost-effective management of storm water runoff while
retaining a water and pollution budget for local areas. Pervious concrete is a performance-
engineered concrete made with controlled amounts of cement, coarse aggregates, water, and
admixtures to create a mass of aggregate particles covered with a thin coating of paste. 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. For strength, and to keep the paste from
flowing and filling the voids, a low water/cementitious material (w/c) ratio is required. The w/c
ratio is critical for the successful production. A typical w/c ratio of about 0.3 is often employed.
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. Pervious
concrete has also been referred to as porous concrete, permeable concrete, no-fines concrete,
gap-graded concrete, and enhanced-porosity concrete (Jain, 1966; Menninger, 1988; Naik et al
2002; Brown, 2008.) Pervious concrete is a mixture of hydraulic cement, coarse aggregate of

smaller size, admixtures and water. Pervious concrete allows the water to percolate through the
concrete into the sub-base and recharge the underground water level. Typically, pervious
concrete does not contain any sand and its air void content varies between 15 and 30%. A small
amount of sand can be used for compressive strength improvement but air void content will be
reduced and permeability lowered. It is important to maintain the proper volume of paste/mortar
in the mix design so that the aggregate is equally coated but the excess of paste/mortar does not
fill the void space within coarse aggregate. Voids within the pervious concrete should be
interconnected so they create channels through which water can freely flow. The latest in runoff
control is pervious concrete, though its earliest application dates back to 1852 (Tennis et al,
2005). Pervious concrete has a 15-25% void structure, allowing for 120- 320 liters of water per
minute to pass through each square meter, with typical flow rate of 3.4 mm/s (200 L /m2/min) or
more. This flow rate is greater than that generated during any rain event, allowing water to flow
through it. To demonstrate the effectiveness of pervious concrete, 6815 liters of water were
released on a pavement in USA, far exceeding the heaviest rainfall possible, and it was found
that the water drained effectively without runoff (Chusid and Paris, 2006). Thus, when pervious
concrete pavements are used, storm water percolates into the ground beneath, recharging the
natural water table instead of running off and causing erosion. The first flush from a storm (the
first 25 mm to 35 mm of rainfall) carries away 90 percent of pollutants found on pavements. It
can pollute streams and rivers, as they are normally allowed to flow into waterways, untreated. In
the case of pervious concrete, when water percolates into the ground, natural bacteria found in
soils break down organic pollutants. Hydrocarbons (for example, motor oil and fuel) become
attached to the large surface area of the pervious concrete or the aggregate sub base and are
reduced by natural attenuation, either through evaporation or biological degradation. It also
mechanically filters out larger pieces of metal or biological material for later collection during
routine maintenance. Thus, the majority of first-flush pollutants are removed by the pervious
concrete system. This prevents the pollutants from entering storm water collectors and conveyed
to local surface waters (Note that pervious pavements may not be appropriate where inorganic
pollutants are found). Hence, the U.S. Environmental Protection Agency (EPA) has designated
pervious pavement as a best management practice for storm water runoff.

1.10. Necessity of pervious concrete:
Pervious concrete used in place of conventional concrete decreases the total amount of runoff
leaving a site, promotes infiltration of runoff into the ground, reduces the amount of pollutants
carried to a storm drain or waterway, and aids with reducing peak runoff velocity and volume.
Developing land for residential, commercial and industrial use carries the detrimental effect of
vastly increasing the amount of impervious surface area as land is paved to create roads and
parking lots. During a storm, runoff flows over impervious pavement, picking up pollutants such
as dirt, grease and oil, and transports these contaminants to streams and storm sewer systems. In
response to this issue, designers developed porous paving systems that allow runoff to pass
through the pavement into a stone reservoir, before infiltrating the soil below to recharge the
groundwater supply. With proper installation and maintenance, porous paving allows for
infiltration of up to 80% of annual runoff volume. Additionally, studies indicate that porous
concrete systems can remove up to 65% of undissolved nutrients from runoff and up to 95% of
sediment in runoff. The design for application of porous concrete consists of at least three layers:
a two to four-inch layer of porous concrete, a one to two-inch filter layer of half-inch crushed
aggregate, a 12-inch minimum reservoir layer of one to three-inch aggregate, and an optional
layer of filter fabric. Porous concrete consists of a mix including Portland cement, uniform open-
graded coarse aggregate, and water. The void space of porous concrete ranges between 15% and
22%, compared to a three to five percent void space in conventional concrete. The concrete itself
provides for some pretreatment of runoff. Runoff is stored in the reservoir bed, a highly
permeable layer of open-graded clean washed aggregate with at least 40% void space. The
filtered runoff then percolates through the uncompacted soil base into the groundwater supply.
Porous concrete is placed using forms, then leveled with a screed. No finishing is required, and
jointing is optional. Porous concrete is applicable to many light-duty uses, including overflow
parking areas, residential street parking lanes, parking pads in parking lots, sidewalks, golf cart
and bike paths, and emergency access lanes. With proper maintenance, including regular
vacuuming of the surface to prevent clogging by sediment, porous concrete can have a minimum
service life of 20 years. While pervious concrete pavements may be new to some areas of the
country, Florida and other southeastern states have been installing them since the 1970s to
control runoff, erosion, and flooding. Florida has been a leader in the construction of pavements
using pervious concrete, according to the Florida Concrete & Products Association. Hundreds of
projects have been completed statewide, with many pavements in service for more than 10 years.
More recently, pervious concrete has been embraced by the West Coast for its environmental
benefits. For example, pervious concrete is helping communities in California and Washington
restore groundwater supplies and reduce pollution of coastal waters, which can endanger fragile
aquatic ecosystems and even swimmers. In a study conducted by researchers at the University of
California, Irvine, contaminated runoff has been linked with waterborne illnesses in surfers in
urban areas. In the Pacific Northwest, most of the annual precipitation comes from rainfall events
of less than an inch. A storm water management system using pervious concrete can be very
effective at reducing total runoff and increasing the amount of filtered groundwater, according to
Glacier Northwest, the area‟s largest concrete supplier. In California, pervious concrete is
primarily being used to pave parking lots, says Young‟s. But he notes that it‟s also becoming a
practical alternative for subdivision streets, sidewalks, and golf cart paths. More homeowners are
using pervious concrete as well, to eliminate puddling, prevent erosion, and save the expense of
tying into local storm sewer systems. Typical applications include driveways, walkways, and
pool decks.
1.11. SALIENT FEATURES:
 The main advantages of pervious concrete pavement are as follows:

 Water treatment by pollutant removal
 Less need for curbing and storm sewers
 Recharge of local aquifers
 Residential roads and driveways
 Parking lots
 Noise barriers
 Slope stabilization
 Hydraulic structures.
 Swimming pool decks.
 Tennis courts.
 Effective management of storm water runoff, which is pavement edge drains.
 Reduces storm water runoff.

 Eliminates need for detention ponds and other costly storm water management‟s
practices.
 Replenishes water table and aquifers.
 Allow for more efficient land development.
 Minimizes slash flooding and standing water.
 Prevents warm and polluted water entering our streams.
 Mitigates surface pollutants.
 Its high porosity provides is thermally insulating (i.e. in walls of building).
 It has good acoustical properties for sound barrier walls.
 It helps owners comply with EPA (Environmental protection Agency) storm water
regulations.
 Its drainage media for hydraulic structures and green houses.
 Recharging of ground water supplies.
 Water treatment by pollutant removal;
 Less need for curbing and storm sewers;
 Improved road safety because of better skid resistance;
 Recharge to local aquifer.
1.12. OBJECTIVE
At many projects water logging at parking and walkways is the major issue especially during
monsoon as pavement and floors are normally impermeable. This results in considerable
amount of investment in repairs and providing storm water drain systems, which may get
clogged during peak over flow. Besides this there are many other problems that arise due to
above. In such situations it is very important to think about an economical solution which
helps in getting rid of all above problems. The best solution to above problem is pervious
concrete.
Pervious concrete (no fines concrete) is a concrete containing little (or) no fines aggregate
consists of coarse aggregate and cement paste. It seems pervious concrete would be natural
choice for use in structural applications in this age of „Green Building‟. This paper discusses
the art of pervious concrete, Materials and possible mix proportions, Properties,
Applications, Advantages& Disadvantages.


CHAPTER -2
LITERATURE REVIEW
(1) The Joe D.Luck, Stephen Workman, Steph F.Higgins S.Coyne (2006)
The above authors discussed about the hydrologic properties of pervious concrete as this
concrete allows water to transmit at relatively high rates. Their study mainly focused on the
hydrologic properties of pervious concrete to as to determine the porosity, permeability and
water retention characteristics. To conduct the tests specified they prepared 16 mixtures from
fine aggregates sizes with varying the use of fibers and fly ash in it (pervious concrete with three
replicates for each mixture).After the preparation of required number of test specimen they go
for the testing of bulk density, porosity, specific retention, specific yield and bulk permeability
and they also studied about the solid/liquid separation property of the pervious concrete.
(2) A.K.jain, Dr.J.S.Ghouhan & S.S.Goliya (October-December, 2011)
Pervious concrete is determined by laboratory results due to the effect of shape & size aggregate
on permeability. Pervious concrete allows water and air to pass through it. They prepared the
pervious concrete by the use of aggregates having the characteristics required (flakiness index,
los Angeles abrasion value, water absorption, specific gravity, unit weight, void content and
angularity number) , Portland pozzolanic cement (having the specific gravity in the range of
2.89 to 2.9 , having the required range of standard consistency(%), initial & final settling times
& compressive strength for 7days, 28days etc. ) and they used potable water to prepare the
pervious concrete. They used three types and three sizes of aggregates to conduct study on
pervious concrete. To determine the permeability of porous concrete specimen mixed, prepared
and cured for required period. The specimen was tested using constant head permeability test. On
the basis of the results obtained they evaluate the effect of angularity number of aggregate, mix
of aggregate, and water content ratio and permeability of concrete mix. They finally concluded
that for three different types of aggregates tested having different angularity number aggregates
with high angularity number produced more permeability.

(3) S.O.Ajamu, A.A.JImoh, J.R.Oluremi (May 2012)
In this the structural performance of pervious concrete in construction were illustrated. To

evaluate this they were studied about the effects of varying aggregate size on the porosity,
compressive strength and specific gravity of pervious concrete as this study covers the simple
use of pervious concrete as pavement as material in the construction of pedestrian walk ways and
parking lots. They produced three batches of test specimen to conduct the study from the
aggregates of different size, aggregate cement ratios having different weights of aggregates,
weight of concrete and volume produced. The pervious concrete blocks of different mixes were
tested for compressive test at specific age of 7, 14, 21 & 28days of curing by the use of
compression testing machine. As a result from the tests conducted the compressive strength of
the pervious concrete increases with in age and as the aggregate cement ratio reduces. They
conducted the permeability for the pervious concrete prepared by the use of falling head
permeability head setup and after all the tests these people concluded that:
1. The smaller the size of the coarse aggregate should be able to produce a higher compressive
strength and at the same time produce a high permeability rate.
2. The mixture with higher aggregate cement ratio are considered to be useful for a pavement
that requires low compressive strength and high permeability rate.
(4) The Javed Ahamed Bhat, Reyoz Ahmad Qanab and A.R.Dar (September 2012)
The use of machine crushed animal bones as partial replacement of coarse aggregates in light
weight aggregates as this partial replaced concrete has the benefit of reusability, sustainable
development and reduction in cost. To fix up the crushed animal bones as coarse aggregates by
partial replacement of coarse aggregates they conduct the test on light weight concrete with
various ratios of normal aggregates to crushed animal bones as 100:0,75:25,65:35,50:50,25:75 &
0:100 with M20 grade concrete of water/cement ratio 0.45 and ordinary Portland cement of 43
grade. To conduct the tests they prepared the concrete specimens by replacing normal aggregate
by CAB aggregate as coarse aggregate in proportion of ratios as state above and totally of they
prepared 6 different proportions of mixes. After the proportions of test specimens and tests, they
found that the :
1. Workability of CAB concrete reduces as the percentage of CAB aggregate increases.

2. The compressive strength of CAB concrete is low as compared to normal concrete however it
can be improved by using silica fume.
3. With the percentage replacement of crushed animal bones the increase in unit weight of
concrete goes on decreasing.
4. They suggested that this concrete is economical and this is best suited, as this is light weighted
can reduce the occurrence of the earth quakes.
(5) Darshan S.Shah, Prof.Jayeshkumarpitroda, Prof.J.J.Bhavsar (8-August 2013)
Pervious concrete rural road pavement as these pervious concrete pavements reduced the storm
water runoff and prevent s water enter into the streams and also prevents it from being polluted I
the rural areas which is a replacement of conventional concrete. On the basis of the pervious
concrete environmental benefits, hydraulic and durable properties and slight difference in cost,
the pervious concrete best suitable for rural areas than the conventional concrete based on
situational requirements.
(6) Neetu B.Yadav, Jayesh A.shah and Rushabh A.shah (September 2013)
This paper illustrates the pervious concrete as low cost construction tool. Accepting the
drawbacks and benefits of the pervious concrete the final conclusion of these researches is the
maintenance is easy if the pervious concrete is properly installed. The pervious concrete is a cost
effective and environmentally friendly solution to support sustainable construction as it places
significant role in capturing the storm water and recharging the ground water while reducing the
storm runoff with a very high potential and also suggested that as this is of the low cost. It is very
beneficial to implement in India to solve environmental problems and water logging problems.
(7) Darshan S. Shah, Jayeshkumar Pitroda (April 2014)
The above discussion is about the hardened properties of pervious concrete as this concrete has
wide applications in construction industry .To study the hardened properties of pervious concrete
they prepared the pervious concrete mixture with cement, coarse aggregate/gravel and water (if
available –micro fibers and admixtures) and casted with different concrete mix proportions, with
different gravel sizes and with different grades of cement (OPC Grade 53, PPC Grade 53). After
the required period of curing i.e., 7, 14, 28 days the casted blocks were subjected to compressive

strength test and flexural strength test. From the results obtained above tests they concluded
finally that:
1. Pervious concrete with smaller size of gravel and lower mix proportion made with OPC53
Grade cement has highest compressive strength compared to any other mix proportion.
2. Similarly pervious concrete with smaller size of gravel with lower mix proportion with OPC53
Grade cement has high flexural strength compared to any other mix proportions.
3. From the experimental result they determined that the both compressive strength as well as
flexural strength were low. So it cannot be used for structural application and is used for many
applications namely sidewalks, parking lots, sports surfaces, swimming pool ducks, drive ways.
(8) M.HarshaVarthanaBlaji, M.R.Amarnath, R.A.Kavin & S.Pradeep (Feb-2015)
The discussion is about the eco-friendly nature of pervious concrete. In this research this people
compare the flexible pavement and the pervious concrete according their properties, advantages
and disadvantages. In this they illustrated the water purifying performance and noise absorbing
property of the pervious concrete and also illustrates the need of pervious concrete in rural road
pavements. After that they go for the design of pervious road pavement by making the use of
ordinary Portland cement 53 grade to IS 269-1976, coarse aggregate of nominal size 12.5mm and
crushed granite aggregate of 2.77 to 4.75mm, an admixture of silica fume and water then the
designed the pervious concrete pavement and checked the various properties of the pervious
concrete pavement. Finally by the results they concluded that the pervious concrete pavement
has the requirements for the conductance of water seepage and strength and suggested that the
pervious concrete is usable in pavements.
(9) The C.Manoj Kumar, U.K.Mark Uivin Raj and D Mahadevan (2015)
In this paper it illustrates about the effect of titanium dioxide in pervious concrete as the titanium
oxide is used as a chemical admixture to enhance the permeability in pervious concrete by
oxidizing the pollutants and helping in washing down the clogged particles from the pores during
rainy season. To found the effect of titanium dioxide in pervious concrete they conducted the
three tests namely split tensile strength test by split cylinder, compressive by compression testing
machine and permeability test by constant head permeameter. From the results obtained above,
they found and concluded that the addition of TiO2 cause aeration reaction considerably

improves the permeability and suggested that the titanium dioxide pervious concrete in much
better than conventional pervious concrete.
(10) The Bhuvanesh KV and Hema S (August 2016)
The above discussion is about the behavior and performance of pervious concrete by the use of
fiber and mineral admixtures. To conduct this study they prepared a pervious concrete mix with
materials and properties- ordinary Portland cement of 53 grade available having specific gravity
3.4, coarse aggregates of maximum size 10,20,40mm having specific gravity 2.67,Flyash as
replacement of cement having specific gravity 2.32, fiber of glass having the density 2.46 and
potable water with this materials they prepared M30 grade concrete based on guideline of
EFNARC and they conducted tests for the split tensile strength and compressive strength of
concrete of pervious concrete with fly ash and fibers from the results of the test they conducted
they observed that there is a variation of up and down in the compression and split tensile
strengths with an increase of percentage replacement of fly ash .Finally they concluded that:
1. By adding fly ash and fiber to concrete it increases the strength compared to normal concrete.
2. When the replacement of cement with fly ash is kept within 25%, it gives good results.

CHAPTER-3
MATERIALS AND DESIGN
Pervious concrete uses the same materials as conventional concrete with the exceptions that the
fine aggregate typically is eliminated entirely, and the size distribution (grading) 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. Proportioning pervious concrete mixtures is different compared
to procedures used for conventional concrete and the mixture proportions are somewhat less
forgiving than conventional concrete mixtures- tight controls on batching of all of the ingredients
are necessary to provide the desired results. 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 a pervious concrete mixture will depend on the characteristics of the ingredients,
how they are proportioned and the mixture is consolidated. Pervious concrete is typically
consolidated
1. Cementations material:
As in tradition concreting, Portland cements (ASTMC 150, C1157) and blended cements
(ASTMC 595, C1157) may be used in pervious concrete. In addition, supplementary
cementitious materials (SCMs) such as a fly ash, pozzolans (ASTM C618),and ground
granulated blast furnace slag(ASTM C989) may be used testing materials beforehand through
trail 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.
 Supplementary cementitious materials (SCMs) Such as fly ash, pozzolana, and slag can
be added to the cement. These influence concrete performance, setting time, rate of
strength development, porosity, permeability etc.
 The key to high-performance concrete is the use of SCMs. Silica fume, fly ash, and blast
furnace slag all increase durability by decreasing permeability and cracking.
 Silica fume is a byproduct of silicon production.

It consists of super fine spherical particles which significantly increase the strength and
durability of concrete. Used frequently for high – rise buildings, it produces concrete that
exceeds 20,000 psi compressive strength. Silica fume can replace cement in quantities of
5-12%.
 Fly ash is the waste by product of burning coal in electrical power plants; it used to be
land filled, now a significant amount used in cement. This material can be used to replace
5- 65% of the Portland cement.
 Blast furnace slag is waste by product of steel manufacturing. It imports added strength
durability of concrete, and can replaced 20- 70% of the cement in the mix.
2. Aggregate:
Fine aggregate content is limited in pervious concrete, and coarse aggregate is kept to a narrow
gradation. Commonly-used gradations of coarse aggregate include ASTMC 33 NO.8 (3/8 in. to
NO 16), and NO.89 (3/8 in. to NO.50) sieves [in metric units: NO. 67(19.0TO4.75mm), NO.8
(9.5 to 2.36mm), and NO.89 (9.5 to1.18mm)]. Single -sized aggregate up to 1 inch (25mm) has
also been used. A narrow grading is the important characteristic. Larger aggregates provide a
rougher surface. Recent uses for pervious concrete have focused on parking lots, low traffic
pavements, and pedestrian walk ways. For these applications, the smallest sized aggregate
feasible is used for aesthetic reasons. Coarse aggregate size 89(3/8- in. or9.5mm top size) has
been extensively for parking lot and pedestrian applications, dating back 20 years or more in
Florida Both rounded aggregate (gravel) and angular aggregate (crushed stone) have been used
to produce pervious concrete. Typically, higher strengths are achieved with rounded aggregates,
although angular aggregates are generally suitable. Aggregate for pavements should conform to
ASTMD448; while ASTM C33 covers aggregate for use in general concrete construction. It
should be noted that control of water is important in pervious concrete mixtures. Water absorbed
from the mixture by aggregates that are too dry can lead to dry mixtures that do not place or
compact well. However, extra water in aggregates contributes to the mixing water and increase
the water-to-cement ratio of the concrete.

Coarse aggregate:
STRENGTH
The aggregates used in top layers are subjected to (i) Stress action due to traffic wheel load, (ii)
Wear and tear, (iii) crushing. For a high-quality pavement, the aggregates should possess high
resistance to crushing, and to withstand the stresses due to traffic wheel load.
HARDNESS
The aggregates used in the surface course are subjected to constant rubbing or abrasion due to
moving traffic. The aggregates should be hard enough to resist the abrasive action caused by the
movements of traffic. The abrasive action is severe when steel tyred vehicles moves over the
aggregates exposed at the top surface.
TOUGHNESS
Resistance of the aggregates to impact is termed as toughness. Aggregates used in the pavement
should be able to resist the effect caused by the jumping of the steel tyred wheels from one
particle to another at different levels causes severe impact on the aggregates.
SHAPE OF AGGREGATES
Aggregates which happen to fall in a particular size range may have rounded, cubical, angular,
flaky or elongated particles. It is evident that the flaky and elongated particles will have less
strength and durability when compared with cubical, angular or rounded particles of the same
aggregate. Hence too flaky and too much elongated aggregates should be avoided as far as
possible.
ADHESION WITH BITUMEN

The aggregates used in bituminous pavements should have less affinity with water when
compared with bituminous materials, otherwise the bituminous coating on the aggregate will be
stripped off in presence of water.
DURABILITY
The property of aggregates to withstand adverse action of weather is called soundness. The
aggregates are subjected to the physical and chemical action of rain and bottom water, impurities
there-in and that of atmosphere, hence it is desirable that the road aggregates used in the
construction should be sound enough to withstand the weathering action.
FREEDOM FROM DELETERIOUS PARTICLES

Specifications for aggregates used in bituminous mixes usually require the aggregates to be
clean, tough and durable in nature and free from excess amount of flat or elongated pieces, dust,
clay balls and other objectionable material. Similarly aggregates used in Portland cement
concrete mixes must be clean and free from deleterious substances such as clay lumps, chert, silt
and other organic impurities.
3. WATER:
Water-to-cement ratios between 0.27 and 0.36 are used routinely with proper inclusion of
chemical admixtures, and those as high as 0.40 have been used successfully. The relation
between strength and water-to-cement ratio is not clear for pervious concrete, because unlike
conventional concrete, the total paste content is less than the voids content between the
aggregates. Therefore, making the paste stronger may not always lead to increased overall
strength. Water content should be tightly controlled. The correct water content has been
described as giving the mixture a sheen, without flowing off the aggregate. A handful of
pervious concrete formed in to a ball will not crumble or lose its void structure as the paste
flows in to the spaces between the aggregates. Water quality is discussed in ACI-301. As a
general rule, drinking water is suitable for use in concrete. Recycled water from concrete
production operations may be used as well, if it meets provisions of ASTM C 94 or AASHTOM
157.If there is a question as to the suitability of a water source, trial batching with job materials
is recommended.

4. ADMIXTURES:
Chemical admixtures are used in pervious concrete to obtain special properties, as in

conventional concrete. Because of the rapid setting time associated with pervious concrete,
retarders or hydration-stabilizing admixtures are commonly used. Use of chemical admixtures
should closely follow manufactures recommendations. Air-entraining admixtures can reduce
freeze –thaw damage in pervious concrete, and are used where freeze-thaw is a concern.
Proprietary admixtures products that facilitate placement and protection of pervious pavements
are used.
Typical ranges of materials proportions in pervious concrete
Proportions lb/yd2 Proportions, kg/m2
Cementitious materials 450 to 550 267 to 326
Total aggregate 2000 to 2500 1190 to 1480
Water cement ratio 0.27 to 0.36 --
Fine aggregate 0 to 500lbs 0 to 297
These proportions are given for information only. Successful mixture design will depend on
properties of the particular materials used and must be tested in the trial batches to establish
proper proportions and determine expected behavior. Concrete procedures may have mixture
proportions for pervious concrete optimized for performance with local materials. In such
instances, those proportions are preferable Chemical admixtures, particularly retarders and
hydration stabilizers, are also used commonly, at dosages recommended by the manufacturer.
Use of supplementary cementitious materials, such as fly ash and slag, is common as well.
Higher ratios have been used, but significant reductions in strength and durability may result.
PROPERTIES:
1. FRESH PROPERTIES:

The plastic pervious concrete mixture is stiff compared to traditional concrete. Slumps, when
measured, are generally less than ¾ inches (20mm), although slumps as high as 2 inches (50mm)
have been used. When placed and compacted, the aggregates are tightly adhered to one another
and exhibit the characteristics of open matrix. For quality control and quality assurance, unit
weight or bulk density is the preferred measurement because some fresh concrete properties such
as slump, are not meaningful for pervious concrete. Conventional cast-cylinder strength tests are
also of little value, because the field consolidation of pervious concrete is difficult to reproduce
in cylindrical test specimens, and strengths are heavily dependent on the void content. Unit
weights of pervious concrete mixtures are approximately 70% of traditional concrete mixtures
.Concrete working time is typically reduced for pervious concrete mixtures. Usually, one hour
between mixing and placing is all that is recommended. However, this can be controlled using
retarders and hydration stabilizers that extend the working time by as much as 1.5 hours,
depending on the dosage.
2. HARDENED PROPERTIES:
a) Density and porosity:
The density of pervious concrete depends on the properties and proportions of the materials used,
and on the compaction procedures used in placement. In-place densities on the order of 100lb/ft3
(1600kg/m3 to 2000kg/m3) are common, which is in the upper range of light weight of concretes.
A pavement 5 inches (125mm) thick with 20% voids will able to store 1 inch (25mm) of a
sustained rainstorm in its voids, which covers the vast majority of rainfall events in the US when
placed on a 6 inch (150mm) thick layer of open graded gravel or crushed rock sub base, the
storage capacity increases to as much as 3 inches (75mm) of precipitation.
b) Permeability:
The flow rate through pervious concrete depends on the materials and placing operations.
Typical flow rates for water through pervious concrete are 3 gal/ft2/min (770in. /hr.,
320l/m2/min, or 0.54 cm/s), with rates of up to 17 gal/ft2/min (1650 in. /hr., 700 l/m2/min,1.2
cm/s).Even higher rates have been measured in the laboratory.
c) Compressive strength:

In the laboratory pervious concrete mixtures have been found to develop compressive strength in
the range of 500 to 4000psi (3.5mpa to28mpa), which is suitable for a wide range of applications
.Typical values are about 2500 psi (17mpa).As with any concrete, the properties and
combinations as specific materials, as well as placement techniques and environmental
conditions, will dictate the actual in-place strength. However, currently there is no ASTM test
standard for compressive strength of pervious concrete. Testing variability measured with
various draft test methods has been found to be high and therefore compressive strength is not
recommended as an acceptance criterion. Rather, it is recommended that a target void contain
(between15% to 25%) as measured by ASTMC 1688: standard test method for density and void
content of freshly mixed pervious concrete, be specified for quality assurance and acceptency.
As started in ACI 522. 1:13: specification for pervious concrete pavement, the tolerance for the
specified void content is +\- 5%
d) Flexural strength:
Flexural strength in pervious concretes generally ranges between about 150psi (1mpa) to 550psi
(3.8mpa) many factors influence the flexural strength, particularly degree of compaction,
porosity, and the aggregate: to cement (A\C) ratio. However, the typical application constructed
with pervious concrete does not require the measurement of flexural strength for design.
e) Shrinkage:
Drying shrinkage of pervious concrete develops sooner, but is much less than conventional
concrete. Specific values will depend on the mixtures and materials used, but values on the order
of 0.002 have been reported, roughly of that of conventional concrete mixture. The materials low
paste and motor content is a possible explanation. Roughly 50% to 80% of shrinkage occurs in
the first ten days, comparative 20% to 30% in the same order for conventional concrete. Because
of this lower shrinkage and surface texture, many pervious concretes are made without control
joints and allow to crack randomly.
3) DURABILITY:

a) Freeze-thaw resistance:
Freeze-thaw resistance of pervious concrete in the field appears to depend on the saturation level
of the voids in the concrete at the time of freezing in the field , it appears that the rapid raining
characteristics of pervious concrete prevent saturation from accruing. Anecdotal evidence of
suggests that snow covered pervious concrete clears quicker, possibly because its voids allow the
snow to thaw more quickly than it wood on conventional pavements. In fact, several pervious
concrete placements in North Carolina and Tennessee have been in service for over ten years.
Note that the porosity of pervious concrete from the large voids distinctly different from the
microscopic air voids that provide protection to the paste conventional concrete in freeze-thaw
environment. When the large open voids are saturated, complete freezing can cause severe
damage in only a few cycles. Standardized testing ASMC 666(American Society of Military
Comptrollers) may not represent field conditions fairly, as the large open voids are kept saturated
in the test, and the because the rate freezing and thawing is rapid. It has been shown that even
after 80cycles of slow freezing and thawing (one cycle per day) pervious concrete mixtures
maintain more than 95% of their relative dynamic modulus, while the same mixtures showed less
than 50% when tested at a more rapid rate (5 to 6 cycles per day) it was noted that better
performance also could expected in the field because of the rapid raining characteristics of
pervious concrete.
Research indicates that entrained air in the paste dramatically improves freeze thaw protection
for pervious concrete. In addition to the use of air: entraining the agents in the cement paste,
place in the pervious concrete on a minimum of 6inchs (150mm), and often up to 12 (300mm) or
even 18inchs (450mm) of a drainable rock base, such as 1inch (25mm) crushes stone, is
normally recommended in freeze thaw environments where any substantial moisture will be
encountered during freezing conditions.
b) Sulfate resistance:
Aggressive chemicals in soil or water, such as acids and sulfates, are a concern to conventional
concrete and pervious concrete alike, and the mechanism for attack are similar. However, the
open structure of pervious concrete makes it more susceptible to attack over a larger area.
Pervious concretes can be used in areas in of high sulfate soils and ground waters if isolated from
them. Placing the pervious concrete over a 6 inch (150mm) layer of 1 inch (25mm) maximum
top size aggregate provides a pavement base, storm water storage, and isolation for the pervious
concrete. Unless these precautions are taken in aggressive environments, recommendations
fromACI201on water to cement ratio and materials types /proportions should be followed
strictly.
c) Abrasion resistance:
Abrasion resistance because of the rougher surface texture and open structure of pervious
concrete, abrasion and raveling aggregate particles can be problem, particularly where snow
plows are used to clear pavements. This one reason why applications such as highways are
generally not suitable for pervious concretes however, anecdotal evidence indicates that pervious
concrete pavements allow snow to melt faster, requiring less plowing. Most pervious concrete
pavements will have a few loose aggregates on the surface in the early weeks after opening to
traffic. This rocks where loosely bound to be surface initially and popped out because of the
traffic loading. After the first few weeks the rate of surface because of the traffic loading after
the first few weeks, the rate of surface raveling of reduced considerably and the pavement
surface becomes much more stable proper compaction and curing techniques reduce the
occurrence of surface travelling.
CHAPTER-4

EXPERIMENTAL INVESTIGATIONS
A set of tests have been conducted on coarse aggregate & the properties of aggregate are studied:
1) Aggregate Impact Test
2) Aggregate Crushing Test
3) Shape Test
a) Flakiness Index
b) Elongation Index
4) Los Angeles Abrasion Test
1) Aggregate Impact Test:
Objective: This method of test covers the procedure for determining the aggregate impact value
of coarse aggregate.
Theory: The “aggregate impact value” gives a relative measure of the resistance of an aggregate
to sudden shock or impact, which in some aggregates differs from its resistance to a slow
compressive load.
Apparatus: An impact testing machine complying with the following:
1. A cylindrical steel cup of internal dimensions: Diameter 102 mm, Depth 50 mm and not than
6.3 mm thick
2. A metal hammer weighing 13.5 to 14.0 kg, the lower end of which shall be cylindrical in
shape, 100.0 mm in diameter and 5 cm long, with a 2 mm chamfer at the lower edge, and case-
hardened. The hammer shall slide freely between vertical guides so arranged that the lower
(cylindrical) part of the hammer is above and concentric with the cup.
3. Means for raising the hammer and allowing it to fall freely between the vertical guides from a
height of 380 mm on to the test sample in the cup, and means for adjusting the height of fall
within 5 mm. Sieves-The IS Sieves of sizes 12.5, 10 and 2.36 mm, Tamping Rod, balance of
capacity not less than 500 gm, Oven etc.

Procedure:
01. The test sample shall consist of aggregate the whole of which passes a 12.5 mm IS Sieve and
is retained on a 10 mm IS Sieve. The aggregate comprising the test sample shall be dried in an
oven for a period of four hours at a temperature of 100 to 110°C and cooled.
02. The measure shall be filled about one-third full with the aggregate and tamped with 25
strokes of the rounded end of the tamping rod. The net weight of aggregate in the measure shall
be determined to the nearest gram (Weight A)
03. The impact machine shall rest without wedging or packing upon the level plate, block or
floor, so that it is rigid and the hammer guide columns are vertical.
04. The cup shall be fixed firmly in position on the base of the machine and the whole of the test
sample placed in it and compacted by a single tamping of 25 strokes of the tamping rod.
05. The hammer shall be raised until its lower face is 380 mm above the upper surface of the
aggregate in the cup, and allowed to fall freely on to the aggregate. The test sample shall be
subjected to a total of 15 such blows each being delivered at an interval of not less than one
second.
06. The crushed aggregate shall then be removed from the cup and the whole of it sieved on the
2.36 mm IS Sieve until no further significant amount passes in one minute. The fraction passing
the sieve shall be weighed to an accuracy of 0.1 g (Weight. B).
07. The fraction retained on the sieve shall also be weighed (Weight C) and, if the total weight
(C+B) is less than the initial weight (Weight A) by more than one gram, the result shall be
discarded and a fresh test made. Two tests shall be made.
Calculation:
The ratio of the weight of fines formed to the total sample weight in each test shall he
expressed as a percentage, the result being recorded to the first decimal place:
Aggregate Impact Value =
TABLE:0 1

S.No Details Values

1. Total weight of aggregate sample Empty cylinder=1797g
filling in the cylinder=A Empty cylinder+aggregate=2131g
Aggregate(A)=334g
2. Weight of aggregate passing Sample(B)= 36g
2.36mm sieve after the test=B
3. Aggregate Impact value percent =

fines= =10.77%
Result: The aggregate Impact value of given sample of coarse aggregate is 10.77%
The aggregate impact value should not be more than 45 per cent for aggregate used for concrete
other than for wearing surfaces, and 30 per cent for concrete used for wearing surfaces such a
runways, roads and air field pavements.
As 10.77% <45% (other than wearing surfaces)
10.77 %< 30% (wearing surfaces)
2) Aggregate Crushing Value Test:
Objective: This method of test covers the procedure for determining the aggregate crushing value
of coarse aggregate.
Theory: The „aggregate crushing value „gives a relative measure of the resistance of an aggregate
to crushing under a gradually applied compressive load. With aggregate of „aggregate crushing
value„30 or higher, the result may be anomalous, and in such cases the ten „percent fines value
„should be determined instead.
Apparatus: A 15-cm diameter open-ended steel cylinder, with plunger and base-plate, of the
general form and dimensions, A straight metal tamping rod, A balance of capacity 3 kg, readable
and accurate to one gram, IS Sieves of sizes 12.5, 10 and 2.36 mm, For measuring the sample,

cylindrical metal measure of sufficient rigidity to retain its form under rough usage and of the
following internal dimensions: Diameter 11.5 cm and Height 18.0 cm
Procedure:
0 1. The material for the standard test shall consist of aggregate passing a 12.5 mm IS Sieve and
retained on a 10 mm IS Sieve, and shall be thoroughly separated on these sieves before testing.
02. The aggregate shall be tested in a surface-dry condition. If dried by heating, the period of
drying shall not exceed four hours, the temperature shall be 100 to 110°C and the aggregate shall
be cooled to room temperature before testing.
03. The appropriate quantity may be found conveniently by filling the cylindrical measure in
three layers of approximately equal depth, each layer being tamped 25 times with the rounded
end of the tamping rod and finally leveled off, using the tamping rod as a straight-edge.
04. The weight of material comprising the test sample shall be determined (Weight A) and the
same weight of sample shall be taken for the repeat test.
05. The apparatus, with the test sample and plunger in position, shall then be placed between the
platens of the testing machine and loaded at as uniform a rate as possible so that the total load is
reached in 10 minutes. The total load shall be 400 kN.
06. The load shall be released and the whole of the material removed from the cylinder and
sieved on a 2.36 mm IS Sieve for the standard test. The fraction passing the sieve shall be
weighed (Weight B).
TABLE:0 2

Total weight of dry Weight of fines Passing Aggregate Crushing Value =

sample(A) 2.36
I.S sieve (B)
2746g 820g
=
=29.86%
Calculation: The ratio of the weight of fines formed to the total sample weight in each test shall
be expressed as a percentage, the result being recorded to the first decimal place:
Aggregate crushing value =
A=weight in g of saturated-Dry sample
B=weight in g of fraction passing through appropriate sieve
Aggregate Crushing Value = = 29.86%
Result: The aggregate crushing value of given sample of coarse aggregate is 29.86%
The aggregate crushing value should not be more than 45 per cent for aggregate used for
concrete other than for wearing surfaces, and 30 per cent for concrete used for wearing surfaces
such a runways, roads and air field pavements.
As 29.85% <45% (other than wearing surfaces)
29.85 %< 30% (wearing surfaces)
3) Shape Tests:
Objective: To determination of Flakiness Index and Elongation Index of Course Aggregates.
Theory: Particle shape and surface texture influence the properties of freshly mixed concrete
more than the properties of hardened concrete. Rough-textured, angular, and elongated particles
require more water to produce workable concrete than smooth, rounded compact aggregate.
Consequently, the cement content must also be increased to maintain the water-cement ratio.
Generally, flat and elongated particles are avoided or are limited to about 15 % by weight of the
total aggregate.

Apparatus: Balance, Gauging Trowel, Stop Watch, etc.
Procedure:
1. Sample - A quantity of aggregate shall be taken sufficient to provide the minimum number of
200 pieces of any fraction to be tested. The air-dry sample shall be weighed and sieved
successively on the appropriate sieves starting with the largest. Care shall be taken to ensure that
the sieves are clean before use.
2. Each sieve shall be shaken separately over a clean tray until not more than a trace passes, but
in any case for a period of not less than two minutes. The shaking shall be done with a varied
motion, backward sand forwards, left to right, circular clockwise and anti-clockwise, and with
frequent jarring, so that the material is kept moving over the sieve surface in frequently changing
directions. Material shall not be forced through the sieve by hand pressure.
3. Separation of Flaky material- Each fraction shall be gauged in turn for thickness on a metal
gauge of the pattern shown or in bulk on sieves having elongated slots. The width of the slot
used in the gauge or sieve shall be of the dimensions specified for the appropriate size of
material.
4. Weighing of Flaky Material - The total amount passing the gauge shall be weighed to an
accuracy of at least 0.1 percent of the weight of the test sample.
5. The flakiness index is the total weight of the material passing the various thickness gauges or
sieves, expressed as a percentage of the total weight of the sample gauged.
6. Separation of Elongated Material- Each fraction shall be gauged individually for length on a
metal length gauge of the pattern.
7. Weighing of Elongated Material - The total amount retained by the length gauge shall be
weighed to an accuracy of at least 0.1 percent of the weight of the test sample.
8. The elongation index is the total weight of the material retained on the various length gauges,
expressed as a percentage of the total weight of the sample gauged.

Size of aggregate Weight of sieve Length gauge Weight of Percentage of weight

passing retained fraction (w) (G) mm elongated retained = *100
partially retained
0-22.4 407 20.16 46 11.3
22.4-19 858 37.26 187 21.79
19-12.5 1998 28.35 209 10.46
12.5-10 403 20.25 206 51.11
10-6.3 695 14.67 820 117.98
∑ ∑
TABLE 03: Elongation Index
TABLE 04: Flakiness Index:
Size of aggregate Weight of sieve Length gauge Weight of Percentage of weight

passing retained fraction (w) (G) mm elongated retained = *100
partially retained

0-22.4 407 6.72 111 27.27

22.4-19 858 12.42 73 8.5
19-12.5 1998 15.75 291 14.56
12.5-10 403 6.75 66 16.37
10-6.3 695 4.89 357 51.36
∑ ∑
Calculation:
The Flakiness Index on an aggregate=
=100*∑
=100*
=33.66%
The Elongation Index on an aggregate=
=100*∑
=100*
=20.59%
Result: i) The flakiness index of a given sample of fine aggregate is 33.66%
ii) The elongation index of a given sample of fine aggregate is 20.59%
4) Los Angeles Abrasion Test:
Objective: This method of test methods of determining the abrasion value of coarse aggregate by
the use of Los Angeles machine.

Theory : Abrasive Charge-The abrasive charge shall consist of cast iron spheres or steel spheres
approximately 48 mm in. diameter and each weight between 390 and 445 g.
Apparatus : Los Angeles machine - The Los Angeles abrasion testing machine shall consist of a
hollow steel cylinder, closed at both ends, having an inside diameter of 700 mm and an inside
length of 500 mm. The cylinder shall be mounted on stub shafts attached to the ends of the
cylinders but not entering it, and shall be mounted in such, a manner that it may be rotated about
its axis in a horizontal position. An opening in the cylinder shall be provided for the introduction
of the test sample. A removable steel shelf, projecting radially 88 mm into the cylinder and
extending its full length, shall be mounted along one element of the interior surface of the
cylinder. The shelf shall be of such thickness and so mounted, by bolts or other approved means,
as to be firm and rigid. The 2.63 mm IS Sieve.
Procedure:
1. The test sample shall consist of clean aggregate which has been dried in an oven at 105 to
110°C to substantially constant weight
2. The test sample and the abrasive charge shall be placed in the Los Angeles abrasion testing
machine and the machine rotated at a speed of 20 to 33 rev/min. For grading‟s A, B, C and D, the
machine shall be rotated for 500 revolutions; for grading E, F and G, it shall be rotated for 1,000
revolutions.
3. The machine shall be so driven and so counter-balanced as to maintain a substantially

uniform peripheral speed. If an angle is used as the shelf, the machine shall be rotated in such a
direction that the charge is caught on the outside surface of the angle.
4. At the completion of the test, the material shall be discharged from the machine and a
preliminary separation of the sample made on a sieve coarser than the 2.63 mm IS Sieve.
5. The material coarser than the 2.63 mm IS Sieve shall be washed dried in an oven at 105 to
110°C to a substantially constant weight, and accurately weighed to the nearest gram.
Test values & calculation

TABLE 05:
Test values and calculation Value

Weight of specimen= W1 g 5000g
Weight of the specimen after abrasion test, retained on 2.63 mm 3144g

test sieve W2 g
Los Angeles Abrasion Value percentage wear 37.12%

=
Calculation:
Original weight of aggregate sample (w1g) = 5000g
Weight of aggregate sample retained (w2g) = 3144g
Weight of passing 1.7mm IS Sieve is (w1-w2) = 1856
Abrasion value =
= *100
=37.12%
DESIGN OF PERVIOUS CONCRETE
Permeable pavements must be designed to achieve
two aims:
1. Support the traffic loads.
2. Manage surface water effectively (i.e. provide sufficient storage).

SYSTEM A_ TOTAL INFILTRATION
SYSTEM B_PARTIAL INFILTRATION

SYSTEM A_ TOTAL ATTENUATION
HYDROLOGICAL DESIGN

STRUCTURAL DESIGN
Why it is required?
• To determine Base / sub-base thickness
• To determine its working condition under pressure
• To determine soil stability
POINTS TO BE CONSIDERED
1. Outflow rate:
Outflow rate from drains approximated by,
qp =k*m
where qp = Outflow through under drain, feet/hour
k = Coefficient of permeability for each 6inch diameter under drain, feet/hour.
m = under drain pipe, slope, feet/feet

UNDER DRAIN
INSTALLATION OF PERMEABLE CONCRETE PAVEMENT
Installation of permeable concrete include following processes:
i. Sub-grade and sub-base preparation.
ii. Batching and mixing.
iii. Transportation.

iv. Placement.
v. Joint placement.
vi. Finishing.
vii. Curing.
viii. Open to traffic
1. Routine maintenance
This routine maintenance should be performed as needed to keep the entire pervious concrete
area clean.
The following types of routine maintenance are:
 Blowing (Leaf blower).

 Truck sweeping.
2. Periodic maintenance
Periodic maintenance is done as the temperature changes mainly in winter (according
to season) to remove any anti-skid materials.
Two main classes of street sweepers:
 Mechanical street sweepers.
 Vacuum street sweepers.
3. Annual maintenance
Annual maintenance is the maintenance which is performed annually (once in a year).
The following types of annual maintenance are:
• Deep cleaning or unclogging.
• Use of chemicals & Pressure washing.


CHAPTER-5
ADVANTAGES
The advantages of pervious concrete can be classified into three types:
1. Environmental benefits of pervious concrete:
Concrete can be recycled:
When the time comes to demolish a concrete structure or pavement, the material need not be
wasted. It can be crushed and used as aggregate, base material or as a paving material. Even
rebar can be recycled. And while it is being crushed it is absorbing CO2.
Concrete can be made pervious to improve environment:
Concrete can be made porous. This is done by removing sand and fines from the mix, and
adjusting the cement paste with admixtures for maximum strength. The base and the pervious
concrete mix is made of sustainable materials. It is installed inside of steel forms rather than
wood. Steel is stronger, straighter and being reused, it does not use up trees. Charger's success
comes from more than three decades of experience and continuous training. Concrete evidence
you get more than you pay for! For successful installation every crew member is trained to work
as a part of a precision team. From the moment that the ready mix truck arrives a smooth
choreography swings into motion placing, vibrating, and roller compacting, misting and covering
with polyethylene.
2. Contamination:
Drive-thru, gas stations, parking lots and driveways catch the most oil and grease. Roads are
next. They also collect heavy metals from engines and catalytic converters, and harmful
components from rubber tires. When it rains, they become large polluters. Most rain events
produce one inch or less of rain. Too many impervious surfaces short-circuit nature‟s design,
preventing the earth from getting the water it needs, by diverting it into storm sewers, streams
and other bodies of water. We needlessly waste a precious commodity. That first inch of rain
becomes loaded with pollutants from roads, parking lots and driveways. It is often more toxic
than sanitary sewer water.

3. Controlling Storm Water Runoff:
a. The main benefit is a sustainable reduction in runoff rate and volume from the area of pervious
pavement as well as adjacent impervious areas. In properly designed systems, all of the runoff
may be detained and released at a rate adequate to prevent increased flood flows, and to recharge
the local aquifer as a natural system would.
b. Pervious concrete Pavement can pass 3 to 5 gallons of water per minute per square foot,
similar to natural ground cover.
c. Caution should be used when storm water from adjacent impervious areas is diverted onto the
pervious sections to avoid the introduction of large amounts of sediment that may temporarily
reduce the porosity of the pervious pavement.
d. Temporary clogging is rare and is easily rectified through pressure washing and vacuuming.
4. Storm Water Damage:
If you enjoy fishing, conventional pavements are against your interests. Asphalt and
conventional pavements absorb the sun‟s rays and convert them to heat. When it rains, the
temperatures of storm water run offs may be elevated 10° to 30°. That warm water can stress or
kill marine life, water plants and helpful bacteria. Elevated temperatures decrease the amount of
oxygen in streams and estuaries which in turn decreases development of fish eggs, young fish
and plankton which are the first link in the marine food chain. Unfiltered storm water discharged
into streams and estuaries also carries fertilizers, pesticides, soils and other pollutants which can
kill marine life either directly or indirectly. Indirectly, suspended particles can absorb more
sunlight thus further raising water temperatures. This is also contributes to algae blooms like red
tides which rob additional oxygen from streams, estuaries, lakes and salt water bodies.
5. Global Warming:
Black pavements and hot impervious roofs are taking more and more natural planted surfaces out
of doing what they do best. Natural surfaces like grass and trees absorb sunlight and through
photosynthesis they remove that Global Warming gas, Carbon Dioxide, as well as other
pollutants from the air we breathe. Also their roots and foliage help trap storm water and move it
to the underground aquifer. If you are concerned about global warming, consider this: Asphalt
pavements absorb more of the heat of the sun. This adds to the problem. Because asphalt is so

widely used it creates heat islands as its black or grey surface absorbs sunlight. In summer its
temperature may climb to 140° F or more. That heat requires more air conditioning thus
requiring more electricity. Most electricity is generated using fossil fuels. So not only does this
waste money, but in making electricity, power plants create more greenhouse gasses. Even
impervious concrete absorbs much heat from the sun. Of the three, pervious concrete is the
coolest. When it rains on hot pavements, the rain evaporates more quickly. Less water reaches
the aquifer or other runoff receptors. Without Pervious Pavements, what eventually reaches
streams, estuaries, the bays, the Intracoastal Waterway and the Gulf of Mexico or ocean is
warmer water. It affects everything living in those waters changing the balance of nature.
6. Use of pervious concrete in road pavements:
One innovative approach to sustainable road pavement design and construction is the use of
permeable concrete pavements. It has been observed that the growth and spread of impervious
surfaces within urbanizing watersheds pose significant threats to the quality of natural and built
environments. Such threats include increased storm water runoff, reduced water quality, higher
maximum summer temperatures, degraded and destroyed aquatic and terrestrial habitats, and the
diminished aesthetic appeal of streams and landscapes. The materials used to cover such
impervious surfaces may effectively seal surfaces, repel water and prevent precipitation and
other water from infiltrating soils. They also allow storm water to wash over them, thus
generating large volumes of runoff followed by relatively dry conditions a short time later.
Pollutants would also accumulate over such impervious surfaces. Permeable concrete pavement
systems are claimed to help control the amount of contaminants in waterways, through reducing
or eliminating runoff, and allowing treatment of pollution. Such treatment occurs as a result of
capturing initial rainfall and allowing it to percolate into the ground, thus allowing soil chemistry
and biology to "treat” the polluted water naturally. It is also claimed that through collecting
rainfall and allowing it to infiltrate permeable concrete allows increased ground water1344
aquifer recharge, reduction of peak water flow through drainage channels, and minimization of
flooding. It may also allow credits to be obtained in green rating scales for sustainable
construction. Other claimed advantages of this material include less absorption of solar radiation
because of the light colour of concrete pavements compared with darker materials, and less
storage of heat because of the relatively open pore structure of permeable concrete. It is also

claimed to better protect trees than other surfaces. It is claimed that the high flow rate of water
through a permeable concrete pavement allows the capture of rainfall, thus reducing storm water
runoff, recharging groundwater and supporting sustainable construction through controlling
rainwater on-site and addressing storm water runoff issues. A permeable concrete pavement and
its sub-base may provide enough water storage capacity to eliminate the need for retention
ponds, swales, and other precipitation runoff containment strategies, thus leading to more
efficient land use. (Tennis et al. 2004). It is also lightweight and has low-shrinkage properties.
Permeable concrete has been used extensively for the construction of tennis courts in Europe,
especially in France (Ghafoori and Dutta 1995). More recently, permeable concrete has been
used to reduce noise resulting from the interaction between tyre and pavement (Neithalath et al.
2006). It was believed that the porous surface can minimize air pumping, while the pores inside
the material also absorb sound energy through internal friction. On the other hand, there are
potential issues with permeable concrete pavement such as its potential to clog under certain
circumstances with muddy runoff, and the importance of planning and executing with care their
mix design and construction details (Tennis et al. 2004). This last factor, which is particularly
important if permeable concrete is to be used for durable road pavements.
7. Environmentally Friendly pavement:
a. Local Materials. (Not foreign petroleum products)
b. Natural vegetation not choked by impervious cover.
1. Tree roots are irrigated by natural rain.
2. Tree roots can exchange air.
c. Less Smog due to lower “Heat Island Effect” of pervious concrete.
d. Less lighting and Electricity needed due to reflectivity of concrete
1. Saves in initial construction requirement and costs.
2. Saves in energy and in operational costs every year.
8. Experience has shown that pervious concrete pavement does not clog, as many fear. It can
suffer reduced permeability, but not enough to become impermeable.

9. Pervious concrete pavement is not damaged by Freeze Thaw Cycles. The inherent porosity of
the product does not allow it to occur.
10. Retention areas replace with more economical land uses.
a. Parking lots
b. Drives.
c. Break areas, or common areas.
11. Safer parking plots.
a. Elimination of puddles and wet pavement.
b. Brighter visibility at night.
c. Friction levels during and after rains, similar to dry conditions.
12. Pervious concrete Pavement can be used as the downstream parking strip to receive sheet
flow from existing parking areas with poor storm water control.
13. Snowplows do not damage a properly installed pervious.
14. If the storm water or sub base contains non-filterable pollutants, the pervious concrete system
can be replaced on an Impermeable membrane, and the water detained until treatment, or re-used
on site reducing downstream pollution.
15. Allow for the use of existing storm sewer systems for new developments.
DISADVANTAGES OF PERVIOUS CONCRETE:
 Runoff from adjacent areas onto pervious concrete needs to be prevented.

 The parking areas are generally limited to auto parking and occasional trucks.
 If reinforcement is required, epoxy coated bars should be used.
 Concrete is variable in permeability; over vibration significantly reduces permeability.
 It is still a new material that requires acceptance from cities and states.
 You need a contractor with special skills and tools to place it.
 Costs more than regular concrete.
 Needs yearly maintenance. Vacuum or pressure wash sand and debris out.

 Basically it is very environmentally friendly, but takes more money and effort to use it
properly.
 Some building codes may not allow installation.
 Limited use in heavy vehicle traffic areas.
 Clogging if improperly installed and poorly maintained.
CHAPTER-6

APPLICATIONS
1) Applications for reducing environmental impact:
Pervious concrete describes its performance including capabilities to permeate, drain, and retain
water, purify water, absorb noise, adjust/adsorb moisture, and thermal capabilities, as well as the
application of the porous concrete for reducing environmental impact by actively utilizing these
capabilities.
a) Water-permeating/draining/retaining performance:
The water-permeating, -draining, and -retaining performances of the porous concrete have been
utilized as road pavements, sidewalks, parks, and building exteriors, as well as for plant bedding
and permeable rainwater retention facilities, such as permeable trenches, permeable gullies and
permeable gutters. Particularly for road pavement, the porous concrete has been used for more
than5, 00,000 m2 of exterior pavement, sidewalks, and exhibition squares since 1985, most of
which are of permeable full-depth types. Water-draining composite types have been used for
middle and heavy traffic roads. For tollgates on heavy traffic expressways, the porous concrete
having high rutting resistance, abrasion resistance and oil resistance as well as drainage function
is bonded and unified with continuous reinforced concrete slabs into composite pavement to
withstand the repeated stopping and starting motions of cars. For the purpose of tentative
ponding of rainwater and recharging into the ground, the porous concrete is used for permeable
trenches, gullies, and side gutters.
b) Water purifying performance:
Pollution of urban rivers, lakes, and wetlands and enclosed coastal waters near large cities has
been serious in recent years due to runoffs containing wastewater from homes and plants, posing
problems of environmental disruption. Water purification by the porous concrete is a sort of
inter-gravel contact oxidation, in which the biota formed on the internal surfaces of continuous
voids provides an additional bio-purification function. It is therefore anticipated that the porous
concrete applied to revetment and coastal areas would contribute to water purification by the
biota consisting of various organisms including microbes. The application of the porous concrete
to this field includes waterway purification using the porous concrete blocks with embedded
aerators, which are expected to adsorb nitrogen and phosphorus as well. Other examples include

facilities for bio purification by inter-gravel contact oxidation and those constructed as biotopes
with a function of water purification where a wide variety of living organisms gather.
c) Noise-absorbing performance:
Porous materials can be used as noise-absorbing products. Active attempts have been made in
recent years to develop precast concrete acoustic panels using the porous concrete, to impart not
only a noise-insulating effect but also noise-absorbing one to concrete products. Practical
application of the porous concrete to noise barriers, the backside of elevated roads and inside
walls of tunnels is under way.
d) Thermal performance:
Thermal performance of the porous concrete refers to its performance to mitigate or improve the
environment in terms of thermal conditions. Investigation into thermal performance of the
porous concrete has just commenced. Field experience is still limited, with a small number of
examples including road pavements and rooftop gardens.
e) Moisture-conditioning/adsorbing performance:
The moisture-conditioning performance of the porous concrete is said to depend on the moisture-
absorbing properties of aggregate, void content, the conditions of internal void surfaces, and the
properties of the binder. Excellent moisture-conditioning performance can therefore be achieved
for buildings requiring such properties by properly selecting the aggregate, binder and mixture
proportions to be used. Due to its large surface area, the porous concrete can be made to possess
a gas-adsorbing performance by selecting materials to adsorb Sox and NOx for the aggregate and
binder (e.g., zeolite), with which hazardous gases in the atmosphere can be adsorbed and made
harmless. Also, hazardous gases can be fixed and made innocuous further by applying a photo
catalyst, such as titanium oxide, to the porous concrete surfaces.
2) Applications using bio-adoptability:

The applications of porous concrete in bio habitats focusing on its friendliness to plants, insects
and other animals as well as to marine organisms and microbes.
a) Plant-growing performance:

When plants are growing on the porous concrete, it is necessary to provide space for growing
roots, ensure effective water retention, reduce the amount of alkali leaching and retain fertilizer
components. Regarding space for roots, the recommended continuous void contents are as
follows:
Not less than 25% for immediate plant growth, not less than 21 % for later growth and not less
than 18% for viable growth. Applicable aggregate sizes, which determine the void size, are
crushed stone in the range of 5-13mm, 13-20mm, 20-30mm, 5-20mm, 15-20mm and 15-25mm.
For ensuring an effective amount of water retention, it is desirable to fill a water-retaining
material in the voids to compensate for the low effective amount of water retention of the porous
concrete or to cover the top surfaces with soil.
b) Insect/animal accommodating performance:
Voids in the porous concrete may serve as habitats for larvae of waterside land insects, water
bugs and benthic organisms in plain water. In order to achieve vegetation on river revetments
made of the porous concrete, the void content should be not less than 18%, and the void diameter
should be 1-2mm (crushed stone NO.6: 5-13mm) or 3-4mm (crushed stone NO.5: 13-20mm).
Organisms of a size that fit such voids can inhabit the spaces. The void diameter is a critical
factor. Larvae of mole crickets (approximately 1cm long and 3mm thick) were reportedly found
to grow in the porous concrete revetment with a void content of 22% and void diameter of 3-4.
c) Marine organisms:
The high coarseness of the porous concrete makes it easy for seaweed and shell-fish to cling to
its surfaces. Though no particular recommendations are available for the void content and its size
for these surface inhabitants, it is generally considered adequate to select a void content of not
less than 18% using crushed stone No. 6(5-13mm}, preferably No. 5(13-20mm} or greater, for
the aggregate.
Microbes:
In enclosed water such as gulfs, lakes and wetlands, water quality deterioration by algal blooms
of phytoplankton, such as "red tide", has been posing a serious problem in recent years. This
phenomenon is primarily attributed to increases in the levels of biological nutrients entering such
waters. The porous concrete made using crushed stone provides a range of surface coarseness
depending on the aggregate diameter. When such surfaces are kept in contact with turbid water,
not only aerobic but also anaerobic bacteria are reported to inhabit in the bio films on the
external surfaces of the porous concrete. It follows that microscopic anaerobic conditions can
exist in such bio films adhering to the minute irregularities of the surfaces. It is therefore
desirable to select aggregate for the porous concrete to provide a habitat for both aerobic and
anaerobic bacteria by making the surface and internal environments more anaerobic, in order to
accelerate the denitrifying effect.
3) Durability:
In light of increasing field experience with porous concrete, the following sections summarize
deterioration of the porous concrete due to cyclic wetting and drying, hydrate washout, and
repeated freezing and thawing. Round-robin tests were conducted by the committee in regard to
cyclic wetting and drying, as well as washout tests.
a) Effects of plain water and sea water:
Assuming the case where the porous concrete is used as a base for water purification or seaweed
field formation, tests were conducted in which the porous concrete was immersed in a flow of
tap water or artificial seawater. These tests revealed that the losses in the relative dynamic
modules were marginal, that the mass of concrete decreased in fresh water but increased in
artificial seawater, and that the Ca(OH) concentration decreased by leaching.
When the porous concrete was immersed in natural seawater, the compressive strength increased
by around 20% at early ages and decreased from the peak by 10 to 15% at 182 days. It was also
found that the addition of silica fume reduced the strength losses and that the strength increased
as the aggregate diameter decreased. This is presumably because seaweed and bio-films of
microbes in natural seawater adhere to the internal and external surfaces of the porous concrete,
tending to inhibit strength losses. Test data on a longer term basis are essential for elucidating
deterioration of the porous concrete by fresh and seawater. Future investigation is anticipated.
b) Cyclic wetting and drying:
Under alternating dry and wet conditions due to rainwater and moisture, paste or mortar
undergoes expansion and contraction, which produces differences between the coefficients of
drying shrinkage and thermal expansion of the matrix and the aggregate, causing concern about
microscopic cracking. Various test methods have conventionally been attempted to measure the
resistance to this action, but the results are known to widely vary depending on the test method.

It is generally reported that the use of fine aggregate and the use of small-diameter coarse
aggregate improve the resistance to cyclic wetting and drying, that not only void content but also
void size strongly affects the resistance, and that inclusion of short fibers may improve the
resistance.
c) Freezing and thawing:
Being a structure having continuous voids, the porous concrete readily allows permeation of
water including rainwater, resulting in freezing and thawing action internally and externally. This
causes concern that the porous concrete might be more vulnerable to deterioration than normal
concrete. Possible effects on this kind of deterioration include thermal conductivity, latent heat
of concrete during freezing and thawing of water in concrete, and thermal properties of concrete.
A deterioration mechanism resulting from the difference between the coefficients of linear
expansions of ice and paste is assumed for this phenomenon. Though a number of test methods
and parameters have been proposed for evaluating the resistance to freezing and thawing, the
results widely vary depending on the test method. It is therefore important to select a test method
suitable for the specific use. In general, smaller diameters of coarse aggregate tend to lead to
lower resistance to freezing and thawing. Methods of improving resistance to freezing and
thawing of the porous concrete include the use of air-entraining admixture, densification of
microstructures by the addition of silica fume and other additions, improvement of bond at
aggregate-paste interfaces, and improvement of ductility by the addition of fibers.
d) Carbonation:
Major causes of carbonation of the porous concrete include CO2 permeation and reductions in
the pH value due to leaching out calcium from concrete surfaces. Since the porous concrete has
mostly been used for unreinforced concrete having no steel reinforcement such as steel bars, few
examples of study or deterioration are currently available regarding carbonation.
e) Abrasion:
As the thin binder layer covering coarse aggregate is directly subjected to physical actions,
significant abrasion is of concern. Abrasion by tires and tire chains of vehicles is expected for
road pavement, whereas abrasion by water flow including gravel and sand is expected for
revetments. The abrasion loss of the porous concrete by erosion is lower than that of normal
concrete, and the greater the coarse aggregate, the lower the abrasion loss. When comparing the

porous concretes made using the same coarse aggregate, the higher the compressive strength
gives the higher abrasion resistance. In regard to the resistance to aggregate loss (by the Cantabro
method, mass loss ratio), the losses increase as the void content increases, and decreases as the
maximum aggregate size decreases.
f) Repeated loading (fatigue):
There are some reports focusing on the resistance of the porous concrete to repeated loading
inroad pavement. Whereas test results of the compressive fatigue properties of the porous
concrete
scatter more widely than normal concrete, underwater resistance to fatigue of the porous concrete
is known to be higher than that of normal concrete in the range of low upper limit stresses.
Though the flexural fatigue properties of the porous concrete is lower in water than in air, it is
pointed out that its fatigue life is comparable to that of normal concrete.
g) Effects of plants:
Possible effects of plants on the porous concrete include failure due to the growth pressure of
roots and erosion by organic acids secreted from roots, but no such failure or erosion has so far
been reported. The absence of defect incidents due to root growth is presumably attributed to the
fact that there have been only a limited number of examples of planting arbors on the porous
concrete, with the age being 5 years at the longest, and that the compressive strength of the
porous concrete is significantly higher than soil hardness, while its tensile strength exceeds the
pressure of growing roots. The absence of defects due to organic acids secreted from tree roots is
considered to be due to the fact that organic acids are mostly weak acid with weak erosive action
on concrete compared with inorganic acids and that the chemical resistance of the porous
concrete is high owing to the low water cement ratio 20 to 30 %
h) Alkali-aggregate reaction:
No reports have been available on defects induced by alkali-aggregate-reaction or investigation
into the reaction in regard to the porous concrete. In light of the mechanism of concrete
expansion due to alkali-aggregate reaction, it is considered probable that the expansion resulting
from alkali-aggregate reaction in the porous concrete is absorbed by air voids, which account for
more than 10% of the concrete volume, ending up with no expansive pressure or damage. On the
other hand, it is also possible that cracking or bond failure can occur in the microscopic range,

i.e., at the boundaries between coarse aggregate and paste or mortar, leading to damage including
strength losses. This is another subject for the future.
Conclusion
From the above results conducted on coarse aggregates, it concluded that:
 The result obtained for Aggregate Impact Value of coarse aggregate is 10.77%, which is
less than 45% so it can be used in concrete.
 Aggregate crushing value is 29.86%, the obtained value is less than 45% and can be used
for concrete and 30 % for concrete used for wearing surfaces such as runways, roads and
air field pavements. Therefore, Coarse aggregate is used as coarse aggregate for pervious
concrete constructions.
 The obtained values of Elongation and Flakiness Index of Coarse aggregate are 33.66%
and 20.59%, both the values are less than the 45% of weight of sample. So that the values
satisfy the permissible limit, so the aggregate is used in pervious concrete.
 The obtained value for Los Angeles Abrasion test is 37.12%, the value should be less
than 40%, and hence the value satisfy the permissible limit.
 From the above results it is clear that Coarse aggregate can be replaced in place of normal
aggregate by Experimental Investigations.
 Further these aggregates can be used for studying the Fresh, Hardened properties, and
Durability of pervious concrete.
S.No TESTS ON AGGREGATE OBTAINED VALUE PERMISSIBLE

VALUE

1 Aggregate Impact Test 10.77% <30%,<45%

2. Aggregate Crushing test 29.86% <30%
3. Elongation Index 20.59% <45%
4. Flakiness index 33.66% <45%
5. Los Angeles Abrasion Test 37.12% <40%
Previous concrete is best solution for all the problems related pavement this is so called
thirsty concrete which will accept all the water and drain capacity is also better compare to
normal pavement

REFERENCES
01 Luck, joe D.; Workman, Stephen R.; Higgins, Stephen F.; and Coyne, Mark S.,
”Hydrologic Properties of Pervious Concrete”(2006).
02 Jain A.K., Chouhan J.S., Dongre Ashish, "Pervious Concrete: An Environmental
Friendly Material For Sustainable Development", Proceeding of the International
Seminar, Sustainable Concrete Construction Organized By India Chapter of American
Concrete Institute, 8-10 February, 2008 Ratnagiri, Maharashtra.
03 S.O. Ajamu, A.A. Jimoh, J.R. Oluremi (2012), “Evaluation of the Structural
Performance of Pervious Concrete in Construction” International Journal of
Engineering and Technology Volume 2 No.5, May, 2012.
04 Javed Ahmed Bhat, Reyaz Ahmad Qasab and A.R.Dar(ISSN 1819-6608), “Machine
Crushed Animal Bones as Partial Replacement of Coarse aggregate in Light weight
concrete”.
05 Darshan S.Shah, Jayesh Kumar Pitroda (2013) “Assessment for Use of Gravel In
Pervious Concrete”.
06 Neethu B. Yadav, Jayesh A. Shah, Rushabh A. Shah (2013) “Pervious concrete:
solution for Low cost construction”.
07 Darshan S.Shah, Jayesh Kumar Pitroda (2014) “An Experimental Study On Hardened
Properties of pervious concrete.
08 M. Harsharthana Balaji, M.RAmarnath, R.A. Kalvil, S.J.Pradeep (2015) “Design of Eco
Friendly Pervious concrete”.
09 C. Manoj Kumar, U.K. Mark Vivin Raj and D.Mahadevan (2015) “Effect of Titanium
Di-oxide in Pervious concrete.
10 Bhuvanesh K V, Hema S (2016) “Behaviour and Performance of Pervious Concrete
using Fibers and Mineral Admixtures.

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AN EXPERIMENTAL STUDY ON THIRSTY CONCRETE

Concrete is a composite material that consists essentially of a binding medium, such as a

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A highway pavement is a structure consisting of superimposed layers of processed materials

1.2 REQUIREMENTS OF A PAVEMENT

An ideal pavement should meet the following requirements:

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Figure 1.1: Load transfer in granular structure

1.3.1 Flexible pavements

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Figure 1.2: Typical cross section of a flexible pavement

1.3.1.1 Types of Flexible Pavements

The following types of construction have been used in flexible pavement:

 Conventional layered flexible pavement,

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 Contained rock asphalt mat (CRAM).

1.3.1.2 Typical layers of a flexible pavement

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1.3.1.3 FAILURE OF FLEXIBLE PAVEMENTS

Fig.: 1.2.1 Typical Cross section of Rigid pavement

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Fig.:1.3. Elastic Plate resting on Viscous Foundation

1.3.2 RIGID PAVEMENTS

1.3.2.1 TYPES OF RIGID PAVEMENTS

Rigid pavements can be classified into four types:

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 Jointed plain concrete pavement (JPCP),

Jointed Reinforced Concrete Pavement: Although reinforcements do not improve the

1.3.2.2 FAILURE CRITERIA OF RIGID PAVEMENTS

1.3.2.3 FAILURE CRITERIA OF RIGID PAVEMENTS

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(a) Seal coat

(b) Intermediate coat

(c) Tack coat

(d) Prime coat

2. Rigid pavements are designed by

(a) Rigid plate theory

(b) Elastic plate theory

(c) In finite layer theory

(d) Interlocking of aggregates

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(a) Seal coat

(b) Intermediate coat

(c) Tack coat

(d) Prime coat

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1.8 Historical Background:

• Mechanical and rheological properties of pervious concrete

• Mix design and structural design of pervious concrete pavements

• Performance of pervious concrete

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• Tire –Pavement Acoustics of pervious concrete pavements

• Benefit/cost of Using Pervious Portland Cement Concrete Pavements

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1.9. Pervious concrete:

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1.10. Necessity of pervious concrete: