Report Final333

Application of permeable pavements as a sustainable Seminar report 2019
solution for the mitigation of stormwater runoff
CHAPTER 1
INTRODUCTION
Permeable pavement is a specific type of pavement with a high porosity that allows rainwater
to pass through it into the ground below. Unlike traditional impervious paving materials,
permeable paving systems allow stormwater to percolate and infiltrate through the pavement
and into the aggregate layers and/or soil below. In addition to reducing surface runoff,
permeable paving systems can trap suspended solids, thereby filtering pollutants from
stormwater. The goal is to control stormwater at the source, reduce runoff and improve water
quality by filtering pollutants in the subsurface layers. A permeable pavement is also known
as pervious or porous concrete .Fully permeable pavements are those where in each layer is
permeable, and the pavement structure serves as a reservoir to store storm water. Even though
permeable pavements are used in the United States, they are generally limited only to parking
lots, basic access streets, recreation areas which carry light weight vehicles or slow-moving
traffic. One of the major concern with the permeable pavement is due to its reduced strength
as compared to ordinary pavement due to the provision of interconnected voids in permeable
pavements. Very limited research has been conducted on mechanistic-empirical design and
long-term performance observation of permeable pavements which carry heavy loads and
high traffic. Permeable pavements have been compared with current Best Management
Practices (BMP) for storm water management and appear to be cost competitive based on
preliminary analysis and hydraulic performance evaluation.
The structural design of the pavements has typically been empirical in nature and uncertainty
in its application for heavy vehicles which has restricted the speed of fully permeable
pavement technology development. The above problem can be solved by implementing the
mechanistic-empirical approach which has been used in this project. This approach consists
of determining relevant material properties and using them in computer models to examine
the performance of the pavement. The results will be used for validation and calibration of
structural design procedure and performance will be evaluated through monitoring de-stresses
on field test sections.
Department of Civil Engineering 1 SCET

The base layer of both sections is open-graded which allows the stormwater to be stored and
infiltrated into the subgrade soil. Due to the open-graded nature of surface layer and base
layer of the pavement, the stormwater infiltrates through the layers of pavement recharging
the groundwater reserves and eliminating the need for construction of side drainage for
collecting the stormwater. These pavements help balance hydrological cycle process,
eliminate the need for drainage pipes, reduce the hydroplaning and increase the skid
resistance between the vehicle tire and the pavement surface. The design tables used in the
design are prepared from computer modeling cases and calculations, but have not yet been
validated in the field, which is the purpose of this study.
The design of fully permeable asphalt and concrete pavements was performed using the
design procedure proposed in the (University of California Pavement Research Center)
UCPRC report. Pressure cells and strain gages were installed during the construction to
collect stress and strain data. Once the construction was completed, the pavement sections
were open to traffic, and then data was collected to examine the performance of the
constructed test sections. The collected data was analyzed and are being used to validate and
calibrate the structural design procedure recommended by UCPRC.

CHAPTER 2
ROLE OF PERMEABLE PAVEMENT WITH STORMWATER RUNOFF

MANAGEMENT
Fully permeable pavements is common to construct as a thin layer (5–8 cm) of permeable
stratum (usually asphalt) on top of an existing conventional impermeable paved surfaces;
known as porous friction course (PFC). PFC pavements are usually used for noise reduction
in urban areas, while it might also provide safety benefits during rain events, and some water
quality benefits. In PFC pavements however, nearly all runoffs are laterally discharged to
roadways right-of-way through sublayer of permeable pavement without any stormwater
runoff volume management.
Fully permeable pavement consist multiple permeable layers and the subsurface layers have
the ability to capture and store stormwater until it infiltrates into the subgrade native soil and
eventually into the groundwater. Permeable pavements are designed and constructed as
porous asphalt, pervious concrete, or interlocking concrete pavers with some variations in
mixed design and layer’s depth as shown in Fig. 1. As can be noted, a typical cross-section
generally consists of the surface permeable pavement (asphalt, concrete or interlocking
pavers) on top of a choker coarseor a filter course of poorly graded sand, a stone subbase
reservoir bed, and uncompacted or moderately compacted (light to medium) subgrade. In
some permeable pavement construction, non-woven geotextile fabric is added to separate the
reservoir bed with subgrade soil and occasionally (if needed) an underdrain pipe may be
added to discharge the overflow to a nearby storm drain or ‘right-of- way’ hydraulic
infrastructure. Because permeable pavement retain the stormwater runoff volume and the
related pollutants mass within the pavement system, it is considered as a best management
practice (BMP) and or as a low impact development (LID) design for stormwater
management.

(a)Pervious concrete (b) Porous asphalt

Fig.1 Typical cross sections of different permeable pavements with various mixed design and
depth layers

CHAPTER 3
PERMEABLE PAVEMENT STRUCTURE
According to the Technical Specification for Permeable Bituminous Pavement (2012),

permeable pavement can be divided into the following 3 categories based on water flow path:
Drainage surface: Permeable material is only used on the surface layer. Impervious asphalt
material or asphalt seal coat is used on the base layer. Rainfall is allowed to seep into the
surface, but not the base. After the rainfall passes through the surface, the water moves along
the top surface of the impervious base and is directly discharged from the roadbed through
road drainage facility. The structure is shown in Fig. 2 (a).
Semi-permeable pavement: Permeable material is used on the surface layer. Permeable open-
graded aggregate is used on the base layer. The cushion layer is composed of impervious
materials such as asphalt sand. Impervious geotextile must be installed above the subgrade as
an impermeable layer. The rainfall passes through the surface layer and the base layer, and
then it is directly discharged on the top surface of the impervious geotextile. The structure is
shown in Fig. 2(b).
Permeable road: permeable material is used on both asphalt layer and base layer. Permeable
geotextile mesh is used above subgrade to improve the bearing capacity. Rainfall passes
through the surface layer, the base and the cushion layer, and directly seeps into the subgrade.
The structure is shown in Fig. 2(c). When considering the feasibility of pavement structural
design, porous asphalt mixture is used on the surface layer of drainage surface with air void
ratio around 20%. The drainage surface can be made of single or double layer drainage
surface with thickness of 4 cm or 10 cm. Permeable pavement and permeable road use graded
gravel or gravel as a reservoir with maximum size of 37.5 mm or 31.5 mm. Thickness is no
less than 15 cm, and the air void ratio is usually 40%.The basic testing principle of
permeability measurement method is Darcy’s law, the difference of each measuring
methodlies in the sample size and test sequence. In this paper, a self-made apparatus is used
to measure the permeability. The range of permeability coefficient of porous asphalt mixture
is 0.15–0.5 cm/s. The permeability of porous asphalt mixture is 150 mm/h (equivalent to the
permeability coefficient of 0.25 cm/s). The permeability coefficient of graded macadam is no
less than 0.4 cm/s, the hydraulic conductivity is 240 mm/h (equivalent to the permeability

coefficient of 0.4 cm/s). The hydraulic conductivity of drainage surface and permeable
pavement is 0 as they both have impermeable bottom.
(a) Drainage surface (b) Permeable pavement (c) Permeable road
Fig 2. Different kind of permeable pavement structures

CHAPTER 4
MATERIAL CHARACTERIZATION AND TESTING
4.1 SUBGRADE
Subgrade material is the soil present under the base or sub-base layer of the pavement. In
conventional pavement, the subgrade is well-compacted during construction to increase the
structural strength of the pavement. However, compaction of the subgrade should be
minimized for the fully permeable pavement to provide infiltration of water. This condition
of the subgrade, poorly compacted and often saturated, must be considered when designing
the pavement structure.
Boring and sampling tests were conducted at the location of test sections. The results showed
that subgrade material consisted of lean clay to clayey sand material. The subgrade was
observed to be moist and with stiffness ranging between soft to medium. The moisture
content and dry density of selected samples obtained from the exploratory borings were
evaluated using test method ASTM D 2937. The results show that for 0–5 feet, the moisture
content was 17.4% and dry density was 1658 kg/m3 (103.5 pcf).
The percentage of fines passing the sieve No. 200 sieve was evaluated through the wash
sieve. The test procedure was in general accordance with ASTM D 1140. The percent passing
#200 was 54.7% for 0–1.5 m depth and 40.3% for 1.83 m depth. Liquid limit, plastic limit,
and plasticity index of the soil were evaluated. The test procedure was in general accordance
with ASTM D 4318. The results are presented in Table 1.
Table 1. Atterberg limits of subgrade
Depth Liquid limit Plastic limit Plasticity index USCS

classification
At 3 feet 32 16 Sandy lean clay
At 5 feet NP NP Silty sand

4.2 BASE COURSE
Base material differentiates the surface layer and the subgrade layer and contributes to most
of the bearing capacity of the pavement. Base layer also provides much of the shear stress
protection to the subgrade and bending resistance to the surface layer of the pavement. In the
study, the ASTM#2 aggregate was used as the base material. In conventional pavement, the
base layer is densely compacted to provide a platform to overlay surface layer and provide
good structural strength to the pavement. In fully permeable pavement, the open-graded base
course is used to allow the water to be stored while it is infiltrating into the subgrade. The
level of compaction and resultant strength are influenced by open-graded base course. To
compensate the lower strength and stiffness, a greater thickness of the base layer is required.
The sampling test was conducted on the ASTM#2 material of the base layer using ASTM
D75 test procedure. The results of the test are shown in Table 2. The ASTM #2 aggregate
was tested for abrasion loss using ASTM C535 and test results show that for 1000
revolutions, the abrasion loss was 10%.
Table 2. Sampling of base material
Sieve size Percentage passing

3 in (75 mm) 100
2 ½ in (62.5 mm) 94
2 in (50 mm) 64
1 ½ in (37.5 mm) 13
1 in (25 mm) 4
¾ in (19 mm) 2
½ in(12.5 mm) 2
3/8 in (9.5 mm) 1
No. 200 (75 mm) 0.2
4.3 BEDDING MATERIAL
Bedding layer is laid between the surface layer and the base layer of the pavement structure.
In the study, ASTM #8 aggregate was used as the bedding material per the design proposed
by UCPRC. This layer serves as a working layer for the application of the surface layer and
helps in accumulation of water and in the removal of the debris from the stormwater. Bedding
layer provides structural strength to the surface layer.

Based on the ASTM D75 test, the percentage passing of the ASTM#8 material was calculated
and is listed below in Table 3. The abrasion loss was 20% based on the test ASTM C131 for
500 revolutions. The soundness test results show a soundness of 1.5 for the bedding material
based on ASTM C88 test method.
Table 3. Sampling of bedding material.

1 ½ in (37.5 mm) 100
3/8 in (9.5 mm) 88

No. 4 (4.75 mm) 218
No. 8 (2.36 mm) 3
No. 16 (1.18 mm) 2
No. 200 (75 mm) 0.4
4.4 PERMEABLE ASPHALT
The performance grade of the asphalt used for the asphalt test section was PG 70-10. The
percentage of asphalt was 5.2 while the surface area of aggregates was 14.6. The material
gradation was performed for the HMA-O material used in the fully permeable asphalt
pavement. The results are shown below in Table 4

Table 4. HMA-O gradation results

1 in.(25 mm) 100
3/4 in.(19 mm) 100
1/2 in.(12.5 mm) 95.3
3/8 in.(9.5 mm) 82.1
No. 4 (4.75 mm) 28.4
No. 8 (2.36 mm) 13.9
No. 16 (1.18 mm) 9.8
No. 30 (0.60 mm) 8.5
No. 50 (0.30 mm) 5.8
No. 100 (0.15 mm) 4.2
No. 200 (0.075 mm) 3.3
4.5 MIXTURE DESIGNING AND PROPOTIONING
The design approach of permeable concrete is mainly based on proper selection of narrowly
graded coarse aggregate and varying the paste volume until the target properties are achieved.
The optimum water content that should be used in permeable concrete depends mainly on the
gradation and physical characteristics of aggregate as well as the cementitious materials type
and content. Typical w/b ranging between 0.27 to 0.43, sometimes combined with water
reducing admixtures, is generally selected for desired workability. The workability is
assumed to be satisfactory when a handful sample of the mixture is squeezed and released
resulting in a mixture that neither crumbles nor becomes void‐free. Typical ranges of mixture
proportions reported in several studies are listed in Table 5.
A successful mix design for permeable concrete should consist of a balanced composition of
materials to ensure the best performance in terms of permeability, strength, and durability.
The most important condition in the design of permeable concrete is to keep the continuity of
cement paste with coarse aggregate embedded so that continuous voids are maintained.
Generally, the aggregate‐cement ratios (A/C) are in the range of 4 to 6 by mass. These A/C
ratios lead to aggregate contents between 1300 kg/m3 to 1800 kg/m3. Higher A/C ratios have
been used in laboratory studies, but with significant reduction in strength.
Figure 3 presents an example of PCPC cross‐sectional area. It is a combination of good

quality aggregate covered with adequate cementitious paste that leads to the formation of

interconnected and disconnected pores. A balance between interconnected and disconnected

pores will lead to PCPC with adequate permeability and reasonable strength.
Fig 3. Cross‐section of permeable concrete illustrating porous structure.
Table 5. Mixture proportions of permeable concrete
References Year Cementitious Aggregates (kg/m3) W/CM Agg./CM ratio Water (W)
material(CM)
Khankhaje et al. [6] 2016 340 1460 0.32 ‐‐ 109
Chandrappa et al. [7] 2016 321‐487 1373‐1692 0.25‐0.35 3.0‐5.0 84‐161
Yahia & Kabagire [5] 2014 195‐535 1500‐1700 0.30 ‐‐ ‐‐
Nguyen et al. [8] 2013 309 1525 0.30 4.9 93
4.6 FLEXURAL STRENGTH OF CONCRETE
The tensile strength of the concrete is measured in terms of flexural strength. It is measured
using a concrete beam without reinforcement or ability of slab to resist failure in bending.
The flexural strength of concrete is expressed in terms of Modulus of Rupture (psi). A typical
modulus of rupture ranges between 300 psi and 700 psi. The average 28-day modulus of
rupture was 4 MPa (585 psi) and unit weight 2116 kg/m3 (132.1 pcf). The results of the
testing samples are as shown in Table 6.

Table 6. Flexural strength of permeable concrete sample (a)
Date Date Age Width Depth Span Ultimate load Modulus of

sampled tested (days) (in) (in) (in) (lbf) Rupture
07/25/16 08/22/16 28 5.85 6.00 18.00 6913 590
07/25/16 08/22/16 28 6.00 6.05 18.00 7014 575
07/25/16 09/19/16 56 5.95 6.05 18.00 7628 630
07/25/16 09/19/16 56 5.90 6.00 18.00 7290 620
(a) 1 Inch = 25 mm, 1 lb = 0.453592 kg, 1 ft = 0.3048 m.

CHAPTER 5
PERMEABILITY MEASUREMENTS
Until recently, there was no standard method available to measure the permeability of
permeable pavements. However, national Center for Asphalt Technology (NCAT) developed
a permeameter (see Fig. 4a) that is commonly used for the permeability measurement of
porous asphalt pavements. In 2009, the ASTM developed the standard method ASTM C1701
(see Fig. 4b) to measure the permeability of pervious concrete. Detail description of the both
methods for the measurement of permeable pavements. Findings of permeability measure-
ments from various studies performed at UCPRC is summarized below.
Fig.4. NCAT and ASTM C1701 permeameters used for field permeability measurements of
permeable pavements (note: the NCAT permeameter usually come with two additional
smaller cylindrical tiers on top of the two-cylinder tiers shown, but that is only used for
impermeable conventional asphalt pavements and hence is not needed for highly permeable
pavements).

5.1 COMPARISON OF PERMEABLITY MEASURED BY NCAT

PERMEAMETER AND STANDARD METHOD C1701
The principal objective of this part of the study was to compare the permeability values of
field test sections comprised of porous asphalt and pervious concrete pavements using both
the ASTM C1701 and NCAT methods. The permeability tests were performed on 4 m by 4 m
test sections constructed at the UCPRC test facilities in Davis, California. The test sections
include open-graded asphalt concrete and pervious concrete. For each permeable pavement
surface type, two different designs were constructed. Both of the porous asphalt sections had
the same surface material; the difference was in the thicknesses of the layers. The two
pervious concrete sections had different thicknesses and different concrete surface material
mix designs and the aggregate gradations. Permeability measurements were performed at five
different locations on each section (upper left corner, upper right corner, lower left corner,
lower right corner and in the center). Three permeability measurements were performed at
each location for both methods.
It is important to note that an accurate permeability measurement under field conditions is

required to have a tight and secure permeameter with pavement surface to ensure that there is
no water leakage. Both the NCAT and the ASTM C1701 methods specify the use of
plumbing putty to prevent water leakage. However, our initial field measurements verified
that plumbing putty does not adequately prevent water leakage. To effectively seal the
interface between the permeameters and the permeable pavements we found Ecoflex 5
silicone rubber to be a better alternative for preventing water leakage.
The results obtained from this part of the study showed that: (1) both the ASTM C1701 and
the NCAT methods can effectively be used to measure the permeability of all pavement
surface types. Hence, mix design and binder type will not significantly impact the
measurement precision. (2) permeability measured with the ASTM C1701 method was more
conservative and generally the measurement values were at least 50 lower than the values
measured with the NCAT method. While both ASTM and NCAT methods can be used for
permeability measurements regardless of the pavement surfaces, the results were not the
same and these differences may be attributed by a number of fundamental differences in
measurement methods. Two notable differences were the permeameter ring size that have
contact with pavement surfaces and whether the operation is under constant head or falling

head. Several experiments were performed to address these questions and the results showed
that when the ASTM C1701 permeameter cylinder diameter was reduced to 150 mm (closer
to the diameter of the lower ring size of NCAT permeameter), comparable permeability
values were measured. Moreover, operating the recommended ASTM C1701 permeameter
configuration under falling head (similar to the NCAT permeameter method) also resulted in
a comparable permeability values. Based on these findings, it is possible to obtain a better
correlation of results between the two methods when the bottom ring size in the NCAT
permeameter and in the ASTM C1701 method is the same. One additional notable constraint
associated with the NCAT method during field permeability measurement is related to the
advance knowledge of pavement thickness that is needed as an input for permeability
calculation. The pavement thickness may not always be known or practical to measure under
field condition. Even if the thickness is known, experience has shown that the as-built
pavement thickness may not always be uniform and hence the permeability measured within
a specified pavement area may not be the same due to variation in pavement thickness. This
problem is not an explicit issue with the ASTM C1701 method.
5.2 PERMEABILITY MEASUREMENTS OF POROUS ASPHALT AND

PERVIOUS CONCRETE IN PARKING LOTS
The objective of this part of the study was to measure permeability of selective porous
asphalt and pervious concrete pavements within parking lots throughout California. For this
study 23 parking lots were selected in which 20 were porous asphalt and 3 were pervious
concrete. The reason that more porous asphalt parking lots were selected is due the fact that
majority of the permeable parking lot installations were the asphalt type. A total of five
locations were tested within each parking lot. The permeability was measured using NCAT
permeameters as described in Section 5.1. For each parking lot, a representative parking
space was selected, and the permeability was measured on three locations within each
parking space. These three locations include the left wheel path (LWP), right wheel path
(RWP) and the center of the same parking space but shifted towards the back of the parking
space to minimize interference from consecutive permeability tests. For each location, three
permeability measurement were made, and the average is recorded.
The average of all permeability results for each parking lot is summarized in Table 7. As
shown, the field permeability within parking lots varied widely. For example, the

permeability in site PL17 is nearly 600 times greater than the permeability in site PL6.
Multiple factors can contribute to the variation in permeability results and these factors may
include: traffic volume, parking lot maintenance, level of cracking, amount of vegetation and
debris, level of erosion, total sediment mass, fine sediment (<38 lm) mass, average rainfall,
and average temperature. The data associated with these factors were independently collected
from each site or obtained from existing sources. A regression statistical analysis was
performed to assess the influencing parameter on permeability measurement. The result of
statistical analysis showed that the pavement age and the fine particles (particles less than 38
lm) mass found to be a major factor that significantly influences the pavement permeability
value. In a few newly constructed parking lots, however, the permeability measurement was
lower, and this low permeability may be attributed by to their failed field construction due to
a lack of standard design. Therefore, proper pavement design and construction with regular
maintenance may maintain the high permeability throughout the life of parking lot.
Table 7. Average permeability vales measured from different parking lots
Parking lot Lot size (m2) Lot age (years) Average permeability within parking
space (cm/s)
Pervious
concrete
PL1 418 0.67 0.225
PL2 279 1.00 0.855
PL3 557 3.00 0.170
PL4 4645 3.00 0.023
PL5 4088 4.00 0.005
PL6 2787 4.00 0.003
PL7 557 4.50 0.037
PL8 1858 2.00 0.435
PL9 372 2.50 0.000
PL10 2323 6.50 0.003
PL11 2323 6.50 0.001
PL12 1524 8.00 0.001
PL13 492 0.92 0.476
PL14 186 1.50 0.632
PL15 465 0.17 0.187
PL16 465 1.60 0.037
PL17 279 3.00 1.817
PL18 4645 3.00 1.528
PL19 743 3.50 0.175
PL20 111 3.50 0.311
Porous asphalt
PL21 7432 4.00 0.560
PL22 465 2.00 0.700
PL23 1858 1.50 1.281

5.3 PERMEABILITY MEASUREMENTS OF OPEN-GRADED

PAVEMENT OPERATED UNDER HVS
The objective of this part of the study was to determine the permeability of different open-
graded friction course (OGFC) pavements before and after heavy vehicle simulator (HVS)
operation. The OGFCs were constructed based of different binder materials and thickness and
HVS simulations were performed under different load and repetition. The permeability was
measured using both the NCAT permeameter and standard ASTM C1701 method. The
permeability was measured on different locations within each HVS site. Three permeability
measurements were made for each location and the average of the three measurement was
calculated.
To see the changes in permeability before and after HVS operation more clearly, the average
permeability measurement before and after HVS operation were presented graphically for
each OGFC test track site. An example permeability measurement for test track 653HB and
663HB operated under HVS with dual wheel path and single wheel path is shown in Figs. 4
and 5, respectively. From these two example results and other results (not shown here)
obtained from this part of the study, it was concluded that: (1) the individual permeability
values measured under ASTM was generally lower than NCAT, (2) the average permeability
values after HVS testing were generally decreased in the range of 27–92% compared to the
pre HVS testing, (3) the majority of the reduction in permeability after HVS testing occurred
within early loading repetition (500– 2000) and further reduced to near zero after 30,000
repetitions, and (4) the reduction in permeability was found to be mostly due to rutting affect
by vehicular loading as was simulated by HVS.

CHAPTER 6
HYDRAULIC PERFOMANCE EVALUATION
An optimal fully permeable pavement design is one that is strong enough to handle design
traffic loads at the design speed while at the same time assuring an adequate storage capacity
for capturing the runoff volume and infiltrating it within designed drawdown time per
stormwater management objectives. From the hydrological point of view, if the surface of
fully permeable pavement is well maintained, infiltration through the surface of the pavement
will not be limiting. Thus, hydrologic design is typically based on the storage capacity
provided by the fully permeable pavement to temporarily store the required designed
stormwater event runoff volume. The storage capacity of the entire fully permeable pavement
system includes the capacity within the permeable pavement layer, the capacity within the
base course and, in some circumstances, it may also include underground storage tanks.
Table 8. Comparison of various parameters related to fully permeable

pavements and conventional pavements
Parameter Impacting factor Fully permeable pavement Conventional

pavement
Construction Structural capacity Low High
Hydrologic Vertical High Very low
permeability
Water storage High Very low
Surface over flow Low High
Environmental Pollution type Point and non-point source Point and non-point
source
Pollution level Low High
Noise level Low High
Energy Heat island effect Medium High
Economic Initial cost Medium/high Low
In general, the hydrologic design process determines the required thickness of the layers
within the permeable pavement system so that the pavement system will have the capacity to
temporarily store runoff volume from the design storm event. Once obtained, the subgrade
aggregate layers thickness is compared to the thickness obtained from the structural design
procedure and the more conservative value (i.e. thicker) is selected for final design.
Additionally, permeable pavement systems should also be designed so that they can infiltrate
or drain the design runoff volume from the system within the desired drawdown time (e.g. 48
hrs). The infiltration capacity of the subgrade is therefore an important design factor because
it could be the limiting rate in the performance evaluation of the fully permeable pavement

system. Another important factor in the hydrologic design process that may be considered in
colder areas is the concern associated with freeze–thaw damage. In this case the minimum
required design thickness of subbase to protect against freeze–thaw damage is that which
allows the maximum water surface elevation to be contained within the subbase when the
design storm is routed through the system.
While fully permeable pavements have been used in parking lots and light traffic and low
speed roads in urban and non-urban areas, their application for high volume traffic with
heavy vehicles load and higher speeds in the highway environment has not been fully tested.
In the future, as part of a sustainable transportation system, it is expected that some
transportation agencies may adapt the use of fully permeable pavements for highway
shoulders; especially for a more efficient and cost-effective methods of stormwater runoff
management for highways. Under fully permeable pavement shoulder design concept, the
highway traffic lanes are designed and constructed based on the impermeable conventional
pavement, but the shoulders are designed as fully permeable pavement and separated by a
non-permeable fabric to prevent the movement of captured stormwater into the subgrade of
highway traffic areas (see Fig. 5). Several studies were performed by the University of
California Pavement Research Center for the California Department of Transportation
(Caltrans) to determine the technical feasibility of the application of FDPP for highway
shoulders. To fulfill the primary objective of the study, both laboratory and simulation studies
were performed to evaluate the structural design and hydraulic performance of porous asphalt
and pervious concrete pavements under medium speed and heavy traffic loads. The main
focus of the study was to determine the minimum required aggregate depth to retain the
specific design stormwater runoff volume.

Fig.5. A conceptual full depth permeable pavement shoulder design for urban
roads and highways stormwater runoff management (note: for simulation study,
the width of permeable shoulder (Lp) is assumed to be the same width of a
single highway lane (Li)

CHAPTER 7
TEST TRACK LOCATION AND FULLY PERMEABLE PAVEMENT

DESIGN
The test location was used for parking for many years and was renovated once again to make
it more sustainable.
7.1 Mechanistic-Empirical design
The M-E design development process includes determining the relevant material property in
the lab and field, evaluating performance of the pavement using computer models, and
accelerated load testing. Structural properties, such as stiffness, strength, durability, fatigue,
and rutting are taken into consideration in this method. Design procedure and design tables
were generated taking the above properties into consideration, which help in designing fully
permeable pavement were provided by a study in UCPRC (University of California
Pavement Research Centre).
7.2 Fully permeable pavement design
The preliminary design method for fully permeable pavements was developed by University
of California Pavement Research Center based on the regional rainfall, storm event return
period, traffic, truck speed, surfacing type open-graded asphalt concrete (HMA-O), open-
graded Portland cement concrete (PCC-O), and shear stress-to-shear strength on top of the
subgrade. The design tables which have been used in designing fully permeable pavements
were generated using computer modeling cases and calculations, but are yet to be validated in
the field. The following is the proposed design procedure: subgrade soil permeability, region,
design storm event period and lanes drained are selected. Thickness of the open-graded
gravel base is determined from the above information.
A hydraulic study was conducted by UCPRC to determine the performance of fully

permeable pavements as a part of their study. Assessment of hydraulic performance was
performed by determining the minimum thickness required for base course aggregate to
retain stormwater during rainfall events. Simulation for varied hydrological, material, and
geometric conditions was performed to evaluate the hydraulic performance. A software
known as HYDRUS was used in evaluation of hydraulic performance.

In PCC-O pavement slab length, thickness of base, design traffic, and design speed determine
the thickness of the surface layer, while in HMA-O pavement, thickness of base, design
traffic and design speed are incorporated to determine the HMA- O layer thickness. Once the
thickness of different layers is determined, the shear stress to shear strength ratio is identified
on the top of the subgrade to prevent permanent deformation.
50mm ASTM No. 8 Bedding

layer
Geotextile on bottom and sides
Fig.6. (a) Fully permeable asphalt pavement; (b) Fully permeable concrete pavement

CHAPTER 8
TEST TRACK LAYOUT AND INSTRUMENTATION AND

CONSTRUCTION
The vertical stress on top of the subgrade and strain at the bottom of the surface layer
measurements were collected in the study to evaluate the performance of the test sections.
The vertical stress was measured using pressure cells while the vertical strain was measured
through strain gages. The instrument positions are shown in Fig.7. In the figure, the
rectangular box with numbers 1–8 are strain gages, and the blue highlighted spots are the
pressure cells.
Strain gages were installed on top of the bedding layer on both the pavement sections two
each in transverse and longitudinal directions during construction. The Pressure cells were
installed in the subgrade layer of the concrete and asphalt section to measure the vertical
pressure under the moving wheel. On both the sections pressure cells were installed before
placing of the geotextile.
8.1 TEST TRACK CONSTRUCTION

The test location along with the rest of the parking lot was excavated and the subgrade was
prepared with minimum allowable compaction. The soil was excavated based on the depth
required for different pavement sections. Geotextile material per UCPRC report was placed
on the subgrade floor and sides of the excavation to prevent the movement of subgrade fines
into the base material.
Base layer of the pavement provides most of the structural strength required for the pavement
to withstand. Thickness of the base layer differed with type of pavement, for asphalt
pavement it was 500 mm, and for concrete pavement it was 710 mm. ASTM#2 aggregate was
used and was compacted after placement, which increases the strength of the base layer. As
the base is open graded, it will allow the water to percolate through the layers and store the
stormwater.
Bedding layer is sandwiched between the surface layer and the base layer of the pavement.
Mixing of surface and base layers is stopped through inclusion of bedding material which
also provide structural strength to the surface layer. ASTM #8 material was used as the
bedding material. A thickness of 50 mm was placed in both the pavement types and was
compacted for strength purposes.

Fig.7. Sensors location on the track
Asphalt was placed on top of bedding layer of the asphalt pavement section. A thickness of
200 mm of asphalt was placed and was compacted using a static roller. The asphalt test
section was open to traffic after one day, Concrete was poured on top of the bedding layer of
the pavement from the ready-mix concrete pumping truck. A thickness of 250 mm of the
concrete was placed. Compaction of the concrete was performed using the roller screed and
hand floats. A plastic cover was used for curing of the permeable concrete test section for 7
days.
8.2 TRAFFIC VOLUME COUNT

Traffic volume forecasting is a phenomenon which deals with the prediction of number of
vehicles that are most likely to use the transportation facility in the future. In general, the
traffic volume data is used to assess the critical flow periods and identify the influence of
heavy vehicles or pedestrians on traffic flow of vehicles. The type of data collection period
depends on the type of counting and objectives of the projects. In this study, the traffic
volume count was determined to validate the data collected from both the test sections.
Traffic volume counting can be performed by two methods Manual Counting and Automatic
Counting. Manual counting is performed to collect the data of vehicle classification, vehicle
turnings, the vehicle moving direction, vehicle occupancy (CTRE, 2002).
Manual count method is mostly used in the collection of small data samples at a required
location and considered to be cost-effective and mandatory in case of unavailability of
automated devices (CTRE, 2002). Manual counts are performed for periods of less than a
day. With most common intervals being 5, 10 or 15 min.
In this study, the data was recorded on a tally sheet which is the simplest way of performing
the traffic count. The data were recorded on a pre-prepared location form with a tick. A

stopwatch was used to measure 15 min interval time. The traffic count was performed for a
week for data accuracy and consistency during the peak hours of the day at the test location
and was used for forecasting.
The traffic volume count was forecasted by plotting a graph and using the polynomial
equation that was generated for the plot. The plot was generated for both the morning peak
hours and evening peak hours. The morning peak hours were from 8 am to 11 am and the
evening peak hours were from 3 pm to 7 pm. The plot was used to forecast the traffic. The
traffic volume count plot for morning and evening peak hours is shown in Fig. 8.
Fig.8. Peak hour traffic plot for morning and evening

CHAPTER 9
DATA COLLECTION AND ANALYSIS

This section provides information on data collection, Vertical pressure (stress) at the top of
the subgrade on asphalt and concrete section, and strain at the bottom of the asphalt and
concrete surface layers.
The collected DATA for pressure cells and strain gages was analyzed using MATLAB
software. Through MATLAB, the data was converted, and plots were generated for pressure
cells and strain gages. The collected data was used in the validation of data collected from the
test sections.
9.1 DATA ANAYSIS

This section provides a summary of the data collected for strain and stress of the pavement.
In this study, the strain gages were installed on top of the bedding layer in asphalt and
concrete sections. The vertical pressure (stress) on the top of the subgrade of concrete and
asphalt pavement, as well as strain data for the pavements, were collected.
The vertical pressure on top of the subgrade of the concrete and asphalt pavement were
compared to assess the stress on the subgrade. From the analysis it was observed that:
pressure reading was directly proportional to the load applied on the pavement. Though the
pressure cells were placed in the subgrade layer for both pavements, the pressure reading
between the two test sections differed. The readings were linearly increasing with increase in
the load of the vehicle. The vertical pressure recorded on the concrete test section subgrade
was lower when compared to the vertical pressure on asphalt test section subgrade, as
expected, Fig. 9. Also, due to the high stiffness in the concrete pavement, stress on the
subgrade was low.
The measured strain that occurred at the bottom of the surface layer of the concrete and
asphalt test section are compared in the analysis, Fig. 10. The following are the observations
from the analysis:
The deformation of the pavement due to load application, and deformation is directly
proportional to the load applied to the pavement.
The strain gages were installed in longitudinal and transverse directions to measure the
vertical strain at the bottom of surface layer in concrete and asphalt sections.
Inappropriate construction lead to the failure of the longitudinal strain gage in the asphalt
section.
The vertical strain in the transverse direction at the bottom of the asphalt surface is higher
than that of the concrete surface.

The vertical strain in longitudinal direction was higher when compared to vertical strain in
transverse direction in the concrete section. The analyzed data for stress and strain is being
used to evaluate the performance of both fully permeable test sections (asphalt and concrete).
The stress and strain data will be used in performance modeling and structural analysis
process developed by UCPRC, through which validation of design tables will be performed.
The performance evaluation results will be used in validating and calibrating the structural
design procedure (design tables) of fully permeable pavements proposed by UCPRC to
accommodate freeways in a sustainable way.
Fig.9. Stress comparison on Asphalt and Concrete sections
Fig.10. (a) Transverse strain reading at the bottom of asphalt layer; (b) Transverse strain
reading at the bottom of concrete layer

CHAPTER 10
MAINTANACE
Once you have installed your Permeable or Pervious Pavers there are some maintenance
requirements that should be carried out regularly in order to maintain the efficiency of your
new porous system. Concrete permeable Pavers interlocking Concrete Pavers and Porous
Concrete requires a little more care. These surfaces need to be kept clean and free of debris,
so it is necessary to carry out vacuuming and washing of the surface so as to keep the voids
clear and allow them to function as they should. You can use street sweepers and vacuums to
maintain these types of pavers, and carry out the procedure about 4 times a year. It is a good
idea to check the level of the fill material in the voids of Interlocking Pavers, and re-fill them
The primary purpose of cleaning and maintaining permeable paver System is to make sure
that the drainage voids in the surface are clean and clear from all kinds of debris. If such
debris is left it will clog up the drainage voids of your pavement and in turn reduce the flow
capacity of the system. If you carry out the following maintenance procedures on a regular
basis you will be able to prevent the natural clogging of the voids to occur, which can
possibly render your Permeable Pavers useless. Permeable Pavers are an effective filter,
removing 100% of gross pollutants from stormwater as it passes through the substrate.
Follow these steps and secure your new Permeable Pavers Installation:
1. Inspection of site on a regular basis, after installation you should inspect it once a month
for about 4-6 months. After this time period you can inspect the site annually, particularly
after there has been heavy rain or storms, for this is the time when the drainage voids can
become clogged with organic debris.
2. Every 3 months you should get into the habit of sweeping and vacuuming your permeable
surface. Here we can use street sweepers that have a vacuum and brushes, which help clean
out the voids in your paver system, and therefore, restore permeability.
3. It is also a good idea to apply high pressure hosing of the site after you have swept and
vacuumed it thoroughly. Check that the voids are still well filled with aggregate, and if not
you may have to regularly re-fill them. Using clean gravel is the chosen fill material.
4. You can fix or replace damaged Permeable Pavers, and you can also repair sections of
Porous Concrete

CHAPTER 11
MERITS AND DEMERITS
11.1 ADVANTAGES
The major benefit of installing permeable pavement is stormwater management. Permeable
pavements help in managing stormwater efficiently by re-establishing a natural hydrologic
balance and reducing the volume of runoff. It releases the precipitation slowly in the ground
rather than letting it flow into storm drains, which is a huge wastage. Further, it can help in
reducing the concentration of pollutants in the stormwater in three ways: physically - by
trapping them in the pavement, chemically -the bacteria and other microbes break down and
use the pollutants, and biologically - plants growing in between the pavers help in trapping
and storing the pollutants. Permeable pavement does not require expensive specialty
equipment like asphalt or concrete surfaces do. For a permanent installation, the ground must
be cleared of vegetation and graded, the layer of rock is installed as a base, similar to a
concrete or asphalt installation. Then the grids are laid out, and trimmed to fit around any
objects. The grids are pallet-sized and light enough to be carried by a single person, making it
easy to cover large areas in a very short time. Once the grids are in place and locked together,
they are filled with gravel or limestone, and compacted into a strong and durable surface. Due
to the strength of the grids, heavy equipment can be used to dump, spread and compact the
fill material with proper planning and coordination. Once the grids are filled, they are durable
enough to accommodate almost any type of vehicle or equipment. Once filled, permeable
pavement is as durable as concrete or asphalt surfaces, and in many cases, even more durable.
It can support heavy equipment such as wheel loaders, backhoes, fork lifts, dump trucks and
18-wheelers without a problem. Because it is a floating surface and has joints that make it
flexible, it can move as the soil beneath it changes. Asphalt or concrete will tend to buckle
when conditions like frost cause upheaval, or if the soil underneath is compacted or washed
away. Permeable pavement will not crack due to expansion and contraction like concrete, and
it is less likely to be damaged and form potholes, like asphalt. The permeable pavement grids
are made from environmentally-friendly recycled materials, which reduces the amount of
waste in the system and reduces the energy required to acquire new materials. At the end of
their lifespan, they can easily be recycled, further reducing their carbon footprint. Asphalt and
concrete can be expensive to install and require a large amount of labor. Permeable pavement
is less expensive per square foot, and is much less labor-intensive. The fill materials can be
obtained from local sources, reducing transportation costs, and because the paving grids are
made from lightweight plastic, the shipping costs are kept to a minimum. Sometimes
businesses need extra parking on a temporary basis, like during the holiday season or at large
sporting events. Afterward, the space may need to be reclaimed for other uses. Permeable
pavement can be the perfect solution for temporary parking. The grids can be laid down over
a simple bed of gravel or reasonably flat soil, then filled with gravel or limestone to create a
temporary parking area. Afterward, the grids can easily be removed and stored for the next
time they are needed, and the fill material can be hauled away or reused elsewhere. The grids
themselves, without fill, can be used for temporary lawn parking with lightweight vehicles,

and by spreading the load out, the lawn incurs less damage and the grids can easily be
removed and stored for later use. For permanent expansion parking at venues like fairgrounds
or music venues, the grids can be installed with a base of rock, then filled with sod or soil and
grass seed to provide a durable parking surface that looks like a regular lawn when it is not
being used. It can be maintained with regular lawn equipment, and unlike dirt parking areas,
it will not turn into a muddy mess after a rain storm. Heavy equipment at construction sites or
oil fields can cause damage to the surrounding soil, compacting it or creating ruts that make it
difficult to traverse, especially after a rain storm. With permeable pavement, you can create
temporary roads that protect the soil during construction or drilling operations. Afterward, the
roads can be removed, and the site can be restored to almost original condition. With a bed of
rock and gravel fill, the permeable pavement will be able to support the heaviest equipment,
but can still be easy to remove. With a conventional asphalt or concrete surface, the parking
area must be crowned and have a system of storm drains and pipes to control water during
rain or flooding events. This can significantly add to the construction costs of the parking
area, and if the system is connected to a municipal waste water system, there may be extra
costs and permits required to install the drainage system. Permeable pavement allows any
water that accumulates to drain through the surface and into the ground. This helps to prevent
flooding and allows any aquifers in the area to replenish naturally. In areas with loose soil,
such as the arid southwest or on hills or slopes, permeable pavement can be used to retain soil
and prevent erosion. Simply place the paving grids over the area that needs protection and fill
it with gravel, or for a more natural look, soil and grass seed. It can also be used for
landscaping purposes, to create walkways or decorative areas around trees or other structures.
Permeable pavement is an extremely versatile paving material and is a great value compared
to asphalt or concrete. It creates a strong, durable surface that requires a minimal amount of
maintenance, and it can be used almost anywhere. Some more advantages of laying down
permeable pavement include:
1. Permeable pavement doesn’t produce a ‘heat island’ — an area on the pavement that
is much warmer than the surroundings.
2. It can be made using recycled materials, which puts less pressure on the environment
to produce materials to build pavements and driveways. There are new techniques that
allow manufacturers to use the byproducts, such as slag cement from iron
manufacturers, to make concrete that can be used as a component of the green
pavement. This helps in reducing landfill space as well.
3. Since water and precipitation seep through the pavement, there won’t be any ice
formation on it. Even in freezing temperatures, the pavement will remain warm and
proves to be a safe surface for driving and walking.
4. The pavement stays cool in the summers due to the circulation of precipitation and
water. Additionally, its lighter color also helps in the same

11.2. DISADVANTAGES
Unfortunately, there are some disadvantages that come along with permeable pavements.
They include:
1. It is more expensive to install as compared to traditional pavements.
2. The maintenance requirements of permeable pavement are quite different. It is prone to

clogging if the water in the reservoir isn’t drained out properly. The sand and fine particles
that can block the space between the pavers must be removed using an industrial vacuum. It
can even clog when you sand for ice during the winter. If you do not cater to clogging
quickly, it will cause the water and pollutants to run off the surface, defeating the purpose of
installing permeable pavement.
3. They aren’t as strong as traditional or asphalt pavements. If you put consistent pressure (like
heavy vehicle braking) on it, then the pores of the pavement will collapse. Due to this,
permeable pavement isn’t ideal for building airport runways and highways.

CHAPTER 12
CONCLUSION
This paper presents the research undertaken to build test sections (asphalt and concrete) based
on the new design method developed using the mechanistic-empirical design approach. The
design tables used in the design are prepared from computer modeling cases and calculations,
but have not yet been validated in the field, which is the purpose of this study.
Instrumentation of pressure cells and strain gages was performed during construction of test
sections in order to collect stress and strain data of both test sections. The collected data from
pressure cells and strain gages were analyzed, and graphs were plotted to study the pattern
and trend in the data sets. The stress and strain measurements, cracking and rutting will be
used to validate and calibrate the pavement structural design procedure. The collected data
has revealed that there is a difference in the performance of both test sections.
1) The asphalt test section data results showed high readings of vertical pressure on the top of
subgrade when compared with the concrete section.
2) The vertical strain in transverse direction at the bottom of the asphalt surface layer was
recorded high in comparison to the concrete test section.
3) The vertical strain in the transverse direction was low when compared to the vertical strain
in the longitudinal direction at the bottom of concrete surface layer.
4) Both the test sections performed well in terms of distresses. Also, reduced the
hydroplaning and increased the skid resistance between the vehicle tire and the pavement
surface.
5) With respect to the hydraulic performance evaluation, it was determined that: (a) minimum
of 0.15 m to maximum of 2.9 m aggregate base thickness is sufficient to capture all rainfall
over the course of a rainy season, (b) the required minimum aggregate thickness in high
rainfall regions is about 50 percent more than the minimum aggregate thickness required for
medium rainfall regions, (c) longer recurrence periods (50- and 100-year) require thicker
bases compared with 2-year periods, (d) the change in aggregate thickness for 50- and 100-
year recurrence periods was insignificant. (e) the subgrade soil saturated hydraulic
conductivity and soil permeability is the most significant factor for design, and it should be
higher than 3.6 m/h to make the required aggregate depth more practical
6) The findings related to the permeability measurements showed that: (a) both the ASTM
C1701 and the NCAT methods can effectively be used to measure the permeability of all
pavement surface types, (b) permeability measured with the ASTM C1701 method was
generally at least 50 percent lower than the value measured with the NCAT method, (c)
stronger correlation between the two measurement could be obtained when the diameter of
ring size in ASTM C1701 permeameter

was reduced to half of the original ring size, (d) permeability measured in permeable parking
lots showed that the pavement age and the fine particles (particles less than 38 lm) mass are
among the most significant factors influencing the pavement permeability value, (e) the
average permeability values after HVS operation were generally decreased in the range of
27–92% compared to the pre HVS testing, and the majority of the reduction in permeability
after HVS operation occurred within early loading repetition (500–2000) and further reduced
to near zero after 30,000 repetitions
The collected data is being used to evaluate the performance of both test sections. Based on
the performance evaluation results, it was determined that it is possible to develop and
implement the fully permeable pavement design as part of a sustainable transportation for
freeways.

REFERENCES
[1] Harvey, J., Shan, S., Li, H., Jones, D., Wu, R., 2017. Fully Permeable Pavement for
Stormwater Management: Progress and Obstacles to Implementation in California,
Technical Memorandum: UCPRC-TM-2017-03
[2] Jones, D., Harvey, J., Li, H., Campbell, B., 2010a. Laboratory Tests to Assess
Mechanical Properties of Permeable Pavement Materials (Technical Memorandum).
California Department of Transportation, Sacramento.
[3] Jones, D., Harvey, J., Li, H., Wang, T., Wu, R., Campbell, B., 2010b. Laboratory Testing
and Modeling for Structural Performance of Fully Permeable Pavements, Final Report.
California Department of Transportation, Sacramento. CTSW-RT-10-249.04
[4] Li, H., Jones, D., Harvey, J., 2010. Computer Modeling Study to Understand the
Performance Properties of Fully Permeable Pavements (Technical Memorandum). California
Department of Transportation, Sacramento
[5] A. Yahia, D. Kabagire, New approach to proportion pervious concrete, Constr Build
Mater (2014) 62: 38–46.
[6] E. Khankhaje, M.R. Salim, J. Mirza, M.W. Hussin, M. Rafieizonooz, Properties of

sustainable lightweight pervious concrete containing oil palm kernel shell as coarse
aggregate, Constr Build Mater (2016) 126: 1054‐1065
[7] A.K. Chandrappa, K.P. Biligori, Comprehensive investigation of permeability

characteristics of pervious concrete: A hydrodynamic approach, Constr Build Mater (2016)
123: 627‐637.
[8] D.H. Nguyen, M. Boutouil, N. Sebaibi, L. Leleyter, F. Baraud, Valorization of seashell

by‐products in pervious concrete pavers, Constr Build Mater (2013) 46: 151‐160.

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Application of permeable pavements as a sustainable Seminar report 2019

solution for the mitigation of stormwater runoff

Department of Civil Engineering 1 SCET

Department of Civil Engineering 2 SCET

ROLE OF PERMEABLE PAVEMENT WITH STORMWATER RUNOFF

Department of Civil Engineering 3 SCET

(a)Pervious concrete (b) Porous asphalt

Department of Civil Engineering 4 SCET

PERMEABLE PAVEMENT STRUCTURE

According to the Technical Specification for Permeable Bituminous Pavement (2012),

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(a) Drainage surface (b) Permeable pavement (c) Permeable road

Fig 2. Different kind of permeable pavement structures

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MATERIAL CHARACTERIZATION AND TESTING

Table 1. Atterberg limits of subgrade

Depth Liquid limit Plastic limit Plasticity index USCS

At 3 feet 32 16 Sandy lean clay

At 5 feet NP NP Silty sand

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4.2 BASE COURSE

Table 2. Sampling of base material

Sieve size Percentage passing

4.3 BEDDING MATERIAL

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Table 3. Sampling of bedding material.

3/8 in (9.5 mm) 88

No. 200 (75 mm) 0.4

4.4 PERMEABLE ASPHALT

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Table 4. HMA-O gradation results

Sieve size Percentage passing

4.5 MIXTURE DESIGNING AND PROPOTIONING

Figure 3 presents an example of PCPC cross‐sectional area. It is a combination of good

Department of Civil Engineering 10 SCET

interconnected and disconnected pores. A balance between interconnected and disconnected

Fig 3. Cross‐section of permeable concrete illustrating porous structure.

Table 5. Mixture proportions of permeable concrete

Khankhaje et al. [6] 2016 340 1460 0.32 ‐‐ 109

Chandrappa et al. [7] 2016 321‐487 1373‐1692 0.25‐0.35 3.0‐5.0 84‐161

Yahia & Kabagire [5] 2014 195‐535 1500‐1700 0.30 ‐‐ ‐‐

Nguyen et al. [8] 2013 309 1525 0.30 4.9 93

4.6 FLEXURAL STRENGTH OF CONCRETE

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Table 6. Flexural strength of permeable concrete sample (a)

Date Date Age Width Depth Span Ultimate load Modulus of

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5.1 COMPARISON OF PERMEABLITY MEASURED BY NCAT

It is important to note that an accurate permeability measurement under field conditions is

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5.2 PERMEABILITY MEASUREMENTS OF POROUS ASPHALT AND

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Table 7. Average permeability vales measured from different parking lots

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5.3 PERMEABILITY MEASUREMENTS OF OPEN-GRADED

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HYDRAULIC PERFOMANCE EVALUATION

Table 8. Comparison of various parameters related to fully permeable

Parameter Impacting factor Fully permeable pavement Conventional

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TEST TRACK LOCATION AND FULLY PERMEABLE PAVEMENT