IRJET - Design of Improved Drainage System using Pervious Concrete

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 03 | Mar 2020 www.irjet.net p-ISSN: 2395-0072
© 2020, IRJET | Impact Factor value: 7.34 | ISO 9001:2008 Certified Journal | Page 12
Design of Improved Drainage System using Pervious Concrete
Aghila B1, K Ashok Kumar2, M Samuel Thanaraj3
1PG student, ME Construction Engineering and Management, Nehru Institute of Technology, Coimbatore
2Assistant Professor, Dept. of Civil Engineering, Nehru Institute of Technology, Coimbatore
3Assistant Professor, Dept. of Civil Engineering, Nehru Institute of Technology, Coimbatore
---------------------------------------------------------------------***---------------------------------------------------------------------
Abstract - Pervious concrete is a relatively new concept for
rural road pavement, with increase into the problems in
rural areas related to the low ground water level,
agricultural problem. Pervious concrete has introduced in
rural road as a road pavement material. Pervious concrete
as a paving material has seen renewed interest due to its
ability to allow water to flow through itself to minimize
storm water runoff. In rural area cost consideration is the
primary factor which must be kept in mind. So that in rural
areas costly storm water management practices is not
applicable. Pervious concrete pavement is unique and
effective means to meet growing environmental demands.
By capturing rainwater and allowing it to seep into the
ground. This pavement technology creates more efficient
land use by eliminating the need for retention ponds, swell,
and other costly storm water management devices. Pervious
concrete can be used for a number of applications, but its
primary use is in road pavement such as in rural areas. In
rural areas larger amount of rainwater ends up falling on
impervious surfaces such as parking lots, driveways,
sidewalks, and streets rather than soaking into the soil. This
creates an imbalance in the natural ecosystem and leads to
a host of problems. Kavilpad is one of those place where
there is no sufficient space for proper drainage hence it is
the site that we selected for the implementation of our
project.
Key Words: Pervious concrete, drainage, rural
1. INTRODUCTION
Pervious concrete can be used for a number of
applications, but its primary use is in road pavement such
as in rural areas. Pervious concrete is also referred to as
porous concrete, permeable concrete, no-fines concrete,
gap-graded concrete, and enhanced-porosity concrete.
Pervious concrete contains little or no fine aggregates such
as sand, it is sometimes referred to as “no-fines” concrete.
Pervious concrete pavement in rural areas is a unique and
effective means to achieve a proper drainage. In rural
areas larger amount of rainwater ends up falling on
impervious surfaces such as parking lots, driveways,
sidewalks, and streets rather than soaking into the soil.
This water either flows away or it just cease to move. As
the latter creates many severe problems in the habitat, the
rainwater rushing across pavement surfaces picks up
everything from oil and grease spills to chemical
fertilizers. Kavilpad is one of those places with poor
drainage system which induced a spark to take this
project.
2. AIM AND OBJECTIVE
The main aim is to improve the drainage system using
pervious concrete.
The objectives are as follows:
 Review the different geological conditions
encountered in the area.
 Evaluate the current road drainage design
systems.
 Develop better design for drainage systems that
can be used in rural roads.
3. METHODOLOGY
1. Surveying
2. CBR Test
3. Test On Pervious Concrete
4. Comparison With Ordinary Concrete
5. Design Of Pavement
6. Design Of Drainage System
4. RECONNAISSANCE AND SURVEYING
Reconnaissance survey is done to examine the general
character of the area for the purpose of determining the
most feasible route or routes for the further more detailed
investigations.
Profile and cross section leveling was done.
4.1 LONGITUDINAL SECTION OF ROAD
Fig 4.1 Longitudinal section of road

CROSS SECTIONING OF ROADS
Fig 4.2 Cross Section of roads
5. TEST CONDUCTED ON SOIL
CALIFORNIA BEARING TEST
The soil samples of non-stabilized and stabilized soil for
CBR test were prepared as per standard procedure.
C.B.R. = (Test load/Standard load) x 100
Since it is an already existing road the CBR value of that
road is given below
Standard load at 2.5mm penetration=1370kg
Standard load at 5mm penetration=2055kg
CBR at 2.5mm penetration=(load at 2.5mm
penetration/std load)x100
CBR=(70/1370)X100
=5.109
For 5mm penetration=(105/2055)x100
CBR=5.11
5.1 STABILISATION OF SUBGRADE
Since the bearing capacity of the soil in the site is very low,
it is necessary to stabilise it .The sub grade is essentially
black cotton soil. RHA and CaCl₂ cannot be used alone for
stabilization as they lack cementing agent for increased
strength and are difficult to pulverize soil at low water
content respectively. Thus Optimization of above 2
combinations can be an effective method for soil
stabilization and it is Found at 10% RHA and 1.5% CaCl₂.
Reinforcing the soil with Coir Fiber can improve the
strength characteristics of the soil and the optimum
performing subgrade is obtained with the application of
10% RHA, 1.5% CaCl₂ and 0.5% Coir Fiber.
6. TEST ON PERVIOUS CONCRETE
6.1 MATERIALS FOR MAKING PERVIOUS CONCRETE:-
Cement, Water, Coarse aggregate, Cementitious materials
CEMENTITIOUS MATERIALS:- Silica fume, Ground
granulated blast-furnace slag, Fly ash
6.2 MIX DESIGN OF PERVIOUS CONCRETE
Mix design can be defined as the process of selecting
suitable ingredients of concrete and determining their
relative proportions with the object of producing concrete
of certain minimum strength and durability as
economically as possible.
Size of the cube a=15cm
Volume of the cube a³= (15X10^-2)^3
= 3.375X10^-3 m³
Mix proportion = 1:2:4 (M15)
Weight of concrete = 24000X3.375X10^-3
= 81N
Mass of concrete = 81/9.81
=8.2568 kg
For pervious concrete to acquire full strength 75% of the
total weight will be aggregate and remaining 25% will be
cement.

Weight of the cement= (25/100)X8.2568
=2.0642 kg
About 8% of the cement is replaced by silica fume, 6% by
fly ash, and 12% by GGBS.
Therefore weight of silica fume=0.1651 kg
Weight of fly ash=0.1238 kg
Weight of GGBS=0.2477 kg
Water cement ratio=0.36
6.3 COMPRESSION TEST
The result after conducting compression test are as
follows
Compressive strength of conventional concrete (7 days)
= 27.50 N/mm²
Compressive strength of pervious concrete (7 days)
= 24.30 N/mm²
7. RESULTS AND DISCUSSION
Fig 7.1 structure of conventional and pervious concrete
Strength:- From the test conducted we got,
Compressive strength of ordinary concrete (7 days)=
27.50 N/mm²
Compressive strength of pervious concrete(7 days)= 24.30
N/mm²
Durability:- As the water seeps out quickly through the
pervious concrete as compared to the conventional
concrete. Hence the formation of pot holes reduced.
Permeability:- The flow rate through the pervious
concrete is more than conventional concrete due to more
voids
7.1 PROPERTIES OF PERVIOUS CONCRETE
 Deformation in the sub grade is not transferred to
subsequent layers
 Design is based on flexural strength or slab action
 Have high flexural strength
 Have low repair cost but completion cost is high
 Life span is more when compared to the rigid
pavements (low maintenance cost)
 Surfacing can be directly laid on the sub grade
 Thermal stresses are more vulnerable to be
induced as the ability to contract and expand is
very less in concrete. That’s why expansion joints
are needed.
 Strength of the road is less dependent on the
strength of the sub grade.
 Rolling of the surfacing is not needed.
 Road cannot be used until 14 days of curing.
 Force of friction is high.
 No damage by oils and greases.
8. DESIGN OF PERVIOUS PAVEMENT
PERVIOUS PAVEMENT CATEGORIES
For the cross-section of pervious concrete pavement we
have to adopt the following details from California
Department of Transportation, for pervious concrete we
use the following criteria.
Minimum thicknesses for the Class 4 AB layer:
Table 8.1 Pervious pavement categories

From the above table we have;
 Zero for Category A (non-auto locations)
 0.50 feet for Category B auto areas
 0.70 feet for Category B truck areas
 0.70 feet for Category C truck areas
Hence we have to use 0.50 feet depth of pervious
concrete layer that means 16cm in which it will give
higher amount of porosity that allows water to percolate
in to ground water and also it can withstand the load given
by the parking vehicles.
8.1 DETAILED DRAWING
9. PIPE SYSTEM
PIPE DESIGN:- Generally for pervious pavements pipes
consisting of 100mm to 200mm diameter can be provided.
therefore here we are adopting 150 mm diameter pipes.
The pipes are made of PVC( Poly vinyl chloride).
Fig 6.1 Pipe Design
DRAINAGE SYSTEM:- A French drain or weeping tile is a
trench filled with gravel or rock or containing a perforated
pipe that redirects surface water and groundwater away
from an area.
SLOPE REQUIREMENTS:- The trench bottom should be
sloped about 1 inch for every 8 feet in the direction of the
flow. That is the slope at which the pipe should be laid 1
vertical to 1057 horizontal for maximum efficiency.
FILTER FABRICS:- Geotextiles are permeable fabrics.
When used in soil, they serve generally five different
functions: Separate, Filter, Reinforce, Protect, Drain
9.1 MAINTENANCE
The majority of pervious concrete pavements function
well with little or no maintenance. However, after
repeated water flows, debris and residue may lodge within
the top 1” to 1 ¼” of the void structure. Maintenance of
pervious concrete pavement consists primarily of
removing this debris and residue from the void structure
to rejuvenate some of its original permeability. In
preparing the site prior to construction, drainage of
surrounding landscaping should be designed to prevent
flow of materials onto pavement surfaces. Soil, rocks,
leaves, and other debris may infiltrate the voids and
hinder the flow of water, decreasing the utility of the
pavement. Landscaping materials such as mulch, sand, and
topsoil should not be on the concrete, even temporarily.
A specific frequency for maintenance cannot be stated
because of differences in site conditions, water flow and
traffic. One recommendation is to evaluate the
permeability of the pavement immediately after
construction using ASTM C1701 – Standard Test Method
for Infiltration Rate of In-Place Pervious Concrete. Perform
the test in several locations to establish a benchmark, and
re-test at similar locations after a period of service to
evaluate the rate of clogging of the pavement with time.
This can be used as a basis to set a pavement maintenance
schedule for that site.
Vacuuming annually or more often may be necessary to
remove debris from the surface of the pavements. For best
results over a large area, a regenerative vacuum sweeper
should be used. Other cleaning options may include power
blowing and pressure washing. Research has shown that
using any of these methods to clean a clogged pervious
concrete pavement can restore 80% to 90% of the original
permeability in some cases.
10. CONCLUSIONS
Pervious concrete pavements are a very cost-effective and
environmentally friendly solution to support sustainable
construction. Its ability to capture storm water and
recharge ground water while reducing storm water runoff
enables pervious concrete to play a significant role.
Pervious concrete is a smart sustainable option with very
high potential. Pervious concrete is an ideal solution to
control storm water, re-charging of ground water, flood
control at downstream and sustainable land management.
Knowledge on pervious concrete is very well received by
the Specifies/ Architects / Engineers. Comparing it with
conventional concrete it is very much compatible with the
conventional concrete. The region where we are going to
cast this road is requires the pervious nature because it is
a marshy area. Even the cost considerations are very much
economical than the conventional concrete road. Thus we
conclude that the pervious concrete road is compatible
and very apt for our area under considerations.

REFERENCES
[1] Dr.S.K.Khanna, Dr.C.E.G.JustoNEM CHAND & BROS,
Roorkee“Highway Engineering”( U.A) ISBN 81-85240-
77-9
[2] Mr.V. R. Patil , Prof. A. K. Gupta , Prof. D. B. Desai “Use
Of Pervious Concrete In Construction Of Pavement For
Improving Their Performance” ISSN: 2278-1684, PP:
54-56
[3] M. Harshavarthana Balaji, M.R.Amarnaath, R.A.Kavin,
S. Jaya pradeep “DESIGN OF ECO FRIENDLY PERVIOUS
CONCRETE” ISSN 0976 – 6308 (Print) ISSN 0976 –
6316(Online), pp. 22-29 www.jifactor.com
http://www.concrete.org
http://www.concretenetwork.com/pervious/
[4] Darshan S. Shah 1, Prof. Jayeshkumar Pitroda,
Prof.J.J.Bhavsar “Pervious Concrete: New Era For
Rural Road Pavement” ISSN: 2231-5381
http://www.ijettjournal.org

IRJET - Design of Improved Drainage System using Pervious Concrete

More Related Content

What's hot (20)

Similar to IRJET - Design of Improved Drainage System using Pervious Concrete (20)

More from IRJET Journal (20)

Recently uploaded (20)

IRJET - Design of Improved Drainage System using Pervious Concrete