A REVIEW OF

SURVEYING PROJECT
ON
VITCC Parking Lot
CLE1003
 Parking: An
overview
Act of stopping and disengaging a vehicle.

One of the major problems created by the

increasing road traffic.
Impact of transport development.

Great economical impact.

 PARKING LOT

A location that is designated for parking.

A dedicated area that has been provided with a

durable or semi-durable surface

Parking lots are a feature of every city and

suburban area.
 PARKING REQUIREMENTS

Residential plot area less than 300 sq.m -

community parking space.

Residential plot area from 500 to 1000 sq.m,

minimum one-fourth of the open area.

Offices may require at least one space for every

70 sq.m as parking area.
 Parking: Types
On street parking

A) Parallel Parking
B) Angular Parking
E) Right Angle Parking

Off street Parking

 ON STREET PARKING
On street parking means the vehicles are parked on
the sides of the street itself.
This will be usually controlled by government
agencies itself. Common types of on-street parking
are as listed below.
This classification is based on the angle in which the
vehicles are parked with respect to the road
alignment.
As per IRC the standard dimensions of a car is taken
as 5-2.5 meters and that for a truck is 3.75 -7.5
meters.
 ON STREET PARKING
PARALLEL PARKING:
The vehicles are parked along the length of the
road. Here there is no backward movement
involved while parking or un-parking the vehicle.
Hence, it is the safest parking from the accident
perspective. However, it consumes the maximum
curb length and therefore only a maximum number
of vehicles can be parked for a given kerb length.
This method of parking produces least obstruction
to the on-going traffic on the road since least road
width is used. Parallel parking of cars is shown in
figure.
ON STREET PARKING

The length available to park =L

Number of vehicles, N= L/5.9
 30 DEGREE PARKING
In thirty degree parking, the vehicles are parked at
30degrees with respect to the road alignment.
In this case, more vehicles can be parked
compared to parallel parking.
Also there is better maneuverability. Delay caused
to the traffic is also minimum in this type of
parking. An example is shown in figure

For vehicles, L = AC + (N-1)CE =5.58+(N-1)5 =0.58+5N

 45 DEGREE PARKING
As the angle of parking increases, more number of
vehicles can be parked.
Hence compared to parallel parking and thirty
degree parking, more number of vehicles can be
accommodated in this type of parking.
From figure, length of parking space available for
parkingnumber of vehicles in a given kerb is=
3.54 N+1.77
 60 DEGREE PARKING
The vehicles are parked at 60to the direction of
road.
More number of vehicles can be accommodated
in this parking type.
From the figure, length available for
parkingvehicles =2.89N+2.16.
 RIGHT ANGLE PARKING
In right angle parking or 90parking, the vehicles are
parked perpendicular to the direction of the road.

Although it consumes maximum width, kerb length

required is very little.

In this type of parking, the vehicles need complex

maneuvering and this may cause severe accidents.

This arrangement causes obstruction to the road traffic

particularly if the road width is less. However, it can
accommodate maximum number of vehicles for a given
kerb length. An example is shown in figure. Length
available for parkingnumber of vehicles is= 2.5N.
 OFF STREET PARKING
In many urban centers, some areas are
exclusively allotted for parking which will be at
some distance away from the main stream of
traffic.
Such a parking is referred to as off-street parking.
They may be operated by either public agencies
or private firms.
A typical layout of an off-street parking is shown
in figure.
AUTOMATED MULTILEVEL CAR PARKING
SYSTEMS
Anautomated (car) parking system(APS) is a
mechanical system designed to minimize the area
and/or volume required for parking cars.
Like a multi-story parking garage, an APS provides
parking for cars on multiple levels stacked
vertically to maximize the number ofparking
spaceswhile minimizing land usage.
 HORIZONTAL CIRCULATION TYPE CAR
PARKING SYSTEM
PUZZLE CAR PARKING
SYSTEMS
 Parking Survey Made Efficient in
Intelligent Parking Systems
The emerging of intelligent sensors results in the
emergence and development of intelligent parking.
Parking survey is one of the most important things
for the parking managers and corresponding
planners or researchers.
We discuss the problem of making parking survey
in intelligent parking systems where parking
spaces, entrance and exit are detected to acquire
the occupation of the parking.
We present three possible sensor layouts and
corresponding algorithms to obtain the
characteristic index needed in parking survey.
In intelligent parking systems, we can also do
parking survey in different time and areas with the
same detection data. Parking survey can focuses
on parking section or a single parking space.
Proposal and Application of Parking Area
Performance Measurement Methodology
The function of parking areas at expressway rest stops is to provide
drivers with opportunities to park their vehicles for their own purposes,
so the number of parking spots has been discussed.
However, as the number of parking spots increases, the parking area
becomes maze-like and the use of the parking spots becomes
inefficient.
This leads to skepticism that an increase in parking area capacity will
contribute to enhancing parking area performance.
Meanwhile, one vehicle is able to park in a parking spot when another
vehicle exits the area that is fully occupied, so the condition of drop-by
traffic at a rest stop can be discussed using the queuing theory by
viewing a rest stop as a warehouse.
Thus, this study aims to determine the applicability of the queuing
theory when discussing drop-by traffic situations, while assuming a
first-in first-out (FIFO) condition.
For the applicability of the queuing theory of describing parking area
performance, this study employed the ETC probe time-stamp data.
 Proposal and Application of Parking Area
Performance Measurement Methodology
The observed values from the ETC probe time-stamp data and FIFO
assumed time lags are described, and the applicability of the observed
ETC time-stamp data to representing the exact conditions was
determined by comparing the number of vehicles parked on the hour
every hour and those counted by the observed ETC probe time-stamp
data.
Finally, the applicability of the FIFO assumption was discussed using the
correlation between the observed ETC probe time-stamp data and the
FIFO assumed time lags calculated by the data. The results indicate that
a FIFO assumption could alternate the observed ETC probe time-stamp
data.
The number of vehicles staying on the hour every hour can be
represented by the calculation results from FIFO assuming time lags.
These findings show that it could be possible to determine the
congregative situations of an expressway rest stop analyzed by the
ingress and egress time-stamp records.
Also, this result assumes any contribution to assessing the functional
performance by measuring only the number of vehicles entering and
exiting a parking area.
 Parking Space Management Via
Dynamic Performance-based Pricing
In congested urban areas, it remains a pressing challenge to reduce
unnecessary vehicle circling for parking while at the same time
maximize parking space utilization.
In observance of new information technologies that have become
readily accessible to drivers and parking agencies, we develop a
dynamic non-cooperative bi-level model (i.e. Stackelberg leader-
follower game) to set parking prices in real-time for effective parking
access and space utilization.
The model is expected to fit into an integrated parking pricing and
management system, where parking reservations and transactions
are facilitated by sensing and informatics infrastructures, that
ensures the availability of convenient spaces at equilibrium market
prices.
It is shown with numerical examples that the proposed dynamic
parking pricing model has the potential to virtually eliminate vehicle
circling for parking, which results in significant reduction in adverse
socioeconomic externalities such as traffic congestion and emissions.
TOWER PARKING SYSTEM
CART TYPE PARKING SYSTEM
 FIELD SURVEY
WORK
Venue
VIT CHENNAI

OBJECTIVE
To establish a parking lot
in the campus for vehicles that
arrive on a
daily basis and occasional basis.
 SIGNIFICANCE

VIT University, Chennai campus needs a proper

parking lot.

The field study will pave the way to plan a suitable

parking lot in the campus.
The outcome of the study may serve as base-line for
the future planning and implementation.

The studies of parking lot comes under transportation

engineering but its an honest effort from our end to
utilize our theoretical knowledge in practical field.
 TECHNIQUES USED

CHAIN AND CROSS STAFF SURVEY

TRAVERSING WITH PRISMATIC COMPASS

AND CHAIN
PLANE TABLE SURVEY

LEVELLING
 CHAIN AND CROSS STAFF SURVEY
Aim:
To measure horizontal distance between two points by chaining and to take
perpendicular offsets.

We used chain surveying method to find out the offsets from the center length line of
the proposed area for the parking lot.

Methodology

1. We have adopted chain surveying method for measuring the distances of the field
boundaries from the center line.

2. We get offsets of permanent and temporary obstacles which may be taken into
account while establishing the parking lot.

Instruments: Chain, Metallic Tape, Ranging rod, Ranging pole, Cross Staff,
Arrows, Pegs

Theory: Cross-Staff is the simplest instrument used for setting out perpendicular i.e.
taking offsets from a chain line. it is easier and quicker method ,but not very
accurate .
CHAIN AND CROSS STAFF SURVEY

Procedure

1. Reconnaissance

2. Collection of equipment

3. Marking stations

4. Triangulation

5. Locating details and offsets

 CHAIN AND CROSS STAFF SURVEY
Procedure:

Two chain men are required in this process. The chain men are
called as Leader and follower. The chain man at the forward end of
the chain is called leader and chain man at the zero or rear end of the
chain is called as follower.

Fix station A and B at some distance by fixing wooden peg to

determine horizontal distance between them.

Position of station A, and B is fixed by measuring their position from at

least three permanent objects and location sketch of station A and b
are drawn.

The follower holds one handle of the chain in contact with peg at
station A.

The leader takes the other handle of the chain, arrows and ranging
rod & walks in the forward direction dragging chain with him.
 CHAIN AND CROSS STAFF SURVEY
After the chain is stretched completely along the line the
follower steps on one side of the line with the ranging rod
touching the handle.
The follower directs the leader to stand exactly in the line. The
leader puts a scratch at the position & inserts an arrow. He then
moves forward with the chain handle with the remaining arrows
and ranging rod till the follower reaches the next arrow point.
During this procedure details which are along the side of the
chain line are located by lateral measurement with the help of
offset and tape. The points located are known as perpendicular
offsets.
All the perpendicular offsets are measured till station B is
reached. All the measurements recorded in the field book.
CHAIN AND CROSS STAFF SURVEY

Objectives accomplished:

1. We found the obstacles on ground

2. We analyzed the boundaries and their

irregularity.
TRAVERSING WITH PRISMATIC COMPASS AND CHAIN OPEN TRANRSE
AND RECORDING

Aim: To perform the compass survey in open traverse formed by

series of connected straight lines.
Instruments: Prismatic compass, tripod, tape, chain, arrows and
ranging rods.
Procedure:
Set the instrument at the starting station A and perform all the
necessary adjustments.
Sight the next station B, take fore bearing of AB and measure
the distance AB.
Take F.B of AE which provides check; similarly bearing of any
line AC, CE, etc. also provides the check.
TRAVERSING WITH PRISMATIC COMPASS AND CHAIN OPEN TRANRSE
AND RECORDING

Shift the instrument to subsequent station B. After fixing the

instrument sight the previous station A and observe the reading,
which gives the B.B. of AB.

Sight next station C observe F.B of BC and measure the distance

BC.

Locate the details surrounding the traverse station if necessary, by

taking bearings or lengths or both from chains line.

Repeat the process at every station.

It is to be noted that first and last stations have only fore bearing
and back bearings respectively.

Take Back bearings of the first point from the last point
 PLANE TABLE SURVEY

1. Graphical method in which field work

and plotting are done simultaneously.

2. Particularly adapted for small scale or

medium scale mapping.

3. Consists of a drawing board mounted

on a tripod and an alidade.
 PLANE TABLE SURVEY
Aim: Locating given site by plane table surveying (One full size
drawing sheet)

Instruments used

1. Alidade

2. Plumbing fork or U-frame with a plumb bob for

centering the table

3. Compass

4. A3 Sheets

5. Drawing board

6. Tripod

7. Ranging rods
 PLANE TABLE SURVEY
Methodology

1. For the execution of our project, we

have adopted the Radiation method of
Plane Table Surveying.

2. In this method, the point is located on

plan by drawing a ray from the plane
table station to the point.

3. Follows the plotting to scale along the

ray

4. The distance measured from the

station to the point.
 PLANE TABLE SURVEY
Review of Theory

Radiation Method: When from a single set of plane table on

instrument station different details are located on the sheet,
the method is known as radiation method In this method the
rays are drawn from the instrument station to the point to be
located, then the distances are measured from the
instruments station to the point and the position of the each
point is plotted on the sheet using a suitable scale. The
method is most suited for surveying small areas which can
be controlled by single setting. It can also be used in
combination with other method. This method can be applied
for locating distant points if the distances are obtained
tacheometrically with the help of the telescope alidade.
 PLANE TABLE SURVEY
Procedure:

Select the position of the table where it is be set so that all the
points to be located are visible from it. Let O be the position of
such a point on the ground
Set the plane table over this point and level it. Draw the North line in
the top corner of sheet by means of trough compass at the table.

Now transfer the position of the point O on the ground to the sheet
by means of the plumbing fork. The point O will represent point o
will represent point O on the ground.

With the alidade touching the point o( may be represented by fixing

a pin), sight the point A in the field. Draw the ray along the fiducial
edge. Measure the distance of this point from the instrument station
by means of tape and plot the point a corresponding to point A in
the field to scale in the sheet.
 PLANE TABLE SURVEY
Measure distance between PQ and set it off to scale along the
ray drawn to Q thus fixing the position of q on sheet.

Shift the table and set up it at Q .Set up q point exactly over Q on

ground &level it Again sight all points from Q

The intersection points are required points to be plotted

Place the alidade along qp & orientation done by Back sighting

 PLANE TABLE SURVEY
Objectives accomplished

1. Plane Table Surveying aided in

computation of the area of the
parking ground.

2. This further acknowledges us with

estimation of vehicles that can be
accommodated in the area for the
purpose of parking.

3. Proper estimation of the

accommodation of vehicles in the
chosen area is crucial for the
planning and construction of a
parking lot.
 DIFFERENTIAL LEVELLING
Aim:
To determine the level difference between (differences in
elevation) between two points which are not intervisible.

Instruments: Auto level, Tripod Stand, Levelling Staff

(5m)

Methodology
1.Height of Instrument (H.I) = Reduced level of
Bench mark+ Back sight (B.S)
2.Reduced level of intermediate stations and
Change point = H.I I.S or H.I-F.S
3.New H.I = Reduced level of Change point +
B.S
4.Reduced level of last point = H.I last F.S
last
5.Check: B.S- F.S = Difference between the
 DIFFERENTIAL LEVELLING
PROCEDURE

Setup the level at station A, such that the points whose reduced
levels need to be estimated are clearly visible.
The level should be set perfectly horizontal with the aid of the
leveling screws.
This is ensured by positioning the spherical bubble at the centre
of the bubble tube.
Once the temporary adjustments of the level are done, the
instrument is directed towards the target staff held at the Bench
mark and the staff reading is entered as back sight.
Depending on the inter-visibility of the stations, adequate
change points are selected and the leveling is carried out until
the reading corresponding to the last station is taken.
The readings entered in the level book are solved using Height
of instrument method and the difference in elevations between
the two points is estimated.
 DIFFERENTIAL LEVELLING
Depending on the intervisibility of the
stations, adequate change points are selected
and the levelling is carried out until the
reading corresponding to the last station is
taken.
The readings entered in the level book are
solved using Height of instrument method
and the difference in elevations between the
two points is estimated.
OBSERVATIONS
 DIFFERENTIAL LEVELLING
Objectives accomplished

We found out the different ground levels on

the field at different locations and their
differences in height with respect to other
points.
DIFFERENTIAL LEVELLING
 FINAL REVIEW OBJECTIVES

1. All problems in the surveying

methods used for the parking lot
survey will be analysed.

2. Establishing a parking lot on the

proposed field.

3. The objective is to minimize any

problems occurring when the
parking lot is established.
Pervious concrete
 INTRODUCTION
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.
 INTRODUCTION
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).
The LEED program is the nationally accepted
benchmark for the design, construction, and
operation of high performance green buildings.
 Definition
Pervious concrete, sometimes referred to as no-fines
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 fi ll the void space within
coarse aggregate.
 Advantages
The advantages of pervious concrete
can be classified into 3 basic
categories.

Environmental

Safety

Economics
 Advantages : Environmental

More and more attention is being paid to the impact

of the construction industry on our living
environment.
The Clean Water Act (1977) mandates State counties
and Municipalities to adopt steps and procedures to
reduce the amount of polluted storm water.
Since parking lots are generally impermeable
surfaces, they contribute significantly to this issue.
The use of pervious concrete is well-suited for this
application.
 ADVANTAGES : ENVIRONMENTAL

Reduces the size and sometimes the need for storm

water runoffs

Recharges the ground water level

Allows for the natural treatment of polluted water by

soil filtration

Does not create heat islands due to its light color

Reduces risk of flooding and top soil wash away

Improves the quality of landscaping and reduces the

need for watering
 ADVANTAGES : SAFETY

Reduces tire noise Due to open interconnected air void

structure, pervious concrete has been found to act as an
effective acoustic absorbent. The tire noise generated
between tire and pavement is lower with pervious concrete
as compared to conventional concrete or black top.

Prevents glare Pervious concrete allows the water to flow

freely through the surface which reduces glare, especially
at night when the road is wet.

Reduces hydroplaning and flooding When pervious

concrete is designed correctly all the precipitation should
be absorbed by sub-grade or diverted away from
pavement by a drainage system (in case of low absorption
sub-grade). This results in reduced flooding and a puddle
free surface, eliminating hydroplaning.
 ADVANTAGES : ECONOMICS

Savings and other benefits that come with the usage of pervious
concrete are due mostly to the following factors:

Reduces or eliminates the need for storm sewers or retention

ponds

Increases facilities for parking by reducing water retention

areas

Increases permeable area and may qualify for permeable area

credit

Recognized by Leadership in Energy and Environmental

Development (LEED)

Requires less costly repairs than black top

Longer service life and lower life cycle cost than asphalt
 Keep in Mind...
Pervious concrete is only as good as its design and
installation.

The initial design and proper installation is absolutely

critical for long term durability and proper functioning
of the entire system.

It is important for the designer and contractor to be

fully aware of the possible consequences of improper
design and installation, and to have a full
understanding of the function of each component in a
pervious pavement system.
 KEEP IN MIND
To function properly, pervious concrete should be used
on flat/low grade areas

In comparison with conventional pavements, pervious

concrete requires stricter measures be taken when
preparing the sub-base in order to achieve the
required permeability

Mechanical properties prohibit the use of pervious

concrete in certain applications, such as high speed
roads or roads exposed to heavy load traffic

Maintenance such as vacuuming or sweeping may be

required in certain areas to preserve pervious
properties
 Mix Design
Pervious concrete contains large amounts of
interconnected air voids which allow water to pass
through rapidly.
The typical air void content of pervious concrete is
between 1530% allowing a flow rate of 218
gal/min/ft2.
Structural properties can be altered by the addition
of finer aggregate. A minimum of 15% air void
content is necessary to provide sufficient
permeability.
 Mix Design : Aggregates
Pervious concrete has little or no fine aggregates in the mixture.

Aggregate size is typically between 3/8 to1/2 inch maximum.

Larger aggregate may not be suitable as it may cause the surface

to be too coarse, which may not be acceptable for local codes in
terms of surface roughness.
Natural or crushed aggregate can be used. In general, rounded
aggregate will require less compaction effort than crushed
aggregate.
The aggregate should be kept moist or wet especially when high
temperatures are expected.
If dry aggregate is used, the absorption and moisture content
must be considered as pervious concrete mix designs work with
low w/c ratio.
Insufficient amount of free water can lead to excessive drying and
possibly to improper compaction.
 MIX DESIGN : AGGREGATES
Adversely, too much water will make the paste/mortar
too thin, causing an improper bond between
aggregates and allowing paste/mortar seepage.
The paste/mortar seepage will result in lower
permeability rates of the system.
The aggregate to cement ratio usually falls between
4:1 to 5:1.
If fine aggregate or sand is used, special precautions
must be taken in order to maintain the air void content
and provide a sufficient water flow rate.
The use of fine aggregate will improve the
compressive strength but reduce the permeability
rate.
 MIX DESIGN : Cementitious Materials

Typically Type I cement is used for the

production of pervious concrete.
The usage of other cement is possible but
depends on local availability.
The cement content varies between 450
lbs/cu.yd. up to 700 lbs/cu.yd.
Supplementary cementitious materials such
as fly ash or slag can be used in exchange up
to about 25% (fly ash) and up to about 50%
(slag) of cement.
 MIX DESIGN : WATER

Water meeting standard requirements for conventional

concrete can be used for the production of pervious
concrete.
No special requirements in terms of water quality are
necessary.
The water content of pervious concrete is determined in the
same way as conventional concrete.
Testing has indicated that a water/cement ratio in the range
of 0.27 0.35 allows for best dispersion of cement
paste/mortar and best coating of aggregate particles.
With lower w/c ratio, balling of the mix can be observed. In
this case, a water reducing admixture should be added to
improve workability.
 MIX DESIGN : ADMIXTURES

Chemical admixtures play a significant role in

paste/mortar quality, which ultimately determines the
quality of pervious concrete.

Water reducing admixtures may be used for lowering

w/c ratio and increasing the strength of paste/mortar.

Retarding / Accelerating admixtures allow one to

adjust the setting properties of concrete in relation to
ambient conditions.

Air Entraining Admixtures may be used to improve

the freeze/thaw durability of the paste/mortar.
 MIX DESIGN : ADMIXTURES

Other specialty products such as Viscosity Modifying

Admixtures (VMA), latex-based admixtures, or water
repellents may be used to ease placement, compaction
and improve placement speed. Water repellents have a
positive impact on overall durability.

Color/pigment additives in powdered or liquid form can be

used for the production of colored pervious concrete.
In general, it is recommended to use integral colorants as
there is always initial raveling when a structure is put in
service.
External surface paints, if not applied properly, can also
reduce the permeability of the pavement.
 Typical composition of
Pervious Concrete

Pervious concrete describes a zero inch slump concrete

made of gap graded coarse aggregate, portland
cement, little or no fine aggregate, admixtures and
water.
Pervious concrete is not specified by w/c ratio or
workability like other types of concrete.
The quality of pervious concrete is measured by air void
content, water permeability rate, and unit weight.
These properties are important for the proper
functionality of this material.
Higher compressive strength is a plus but not a
determining factor for quality.
 TYPICAL COMPOSITION OF
PERVIOUS CONCRETE

As compared to conventional or self-

consolidating concrete, pervious concrete
works as a system composed of several
components.
Each component is critical to the overall
functionality of the final product.
There are four basic parts in pervious
composition:
 TYPICAL COMPOSITION OF
PERVIOUS CONCRETE

1. The Pervious Concrete layer

The topmost layer of a pervious concrete system is in
direct contact with traffic and the surrounding
environment.
It is made up of small, coarse aggregate (usually #8),
cementitious materials, water and admixtures.
The air void content of this layer is approximately 1530%.

This layer must be strong enough to withstand direct traffic

and durable enough to resist various types of weather
conditions.
The typical thickness of a pervious concrete layer
 TYPICAL COMPOSITION OF
PERVIOUS CONCRETE

2. Sub-base layer
This section is placed underneath the pervious
concrete layer.
It is made up of coarser aggregate (up to 1) and
serves as a storage reservoir for water passing
through the first layer.
The thickness of this layer varies based on local
conditions as well as the amount and size of average
rainfall in the given area.
In general, for the majority of projects the height of
this layer is more than 9 inches.
 TYPICAL COMPOSITION OF
PERVIOUS CONCRETE

3. Sub-grade layer
This is the undisturbed soil underneath the sub-base layer.
Sub-grade layer infiltration rate determines how much water
can be absorbed within a given time.
This directly affects the size of the sub-base layer. If the
infiltration rate is too low, larger sub-base or drainage should
be considered.
If the sub-grade is too fine, it may be necessary to place geo-
textile in between the sub-base and sub-grade to minimize
the migration of fine soil particles into the sub-base.
Omitting this could lead to clogging and reduced retention
capacity.
 TYPICAL COMPOSITION OF
PERVIOUS CONCRETE

4. Drainage
A drainage system is not always necessary but may be
needed when the infiltration rate of the sub-grade
layer is low and water contained in the sub-base
cannot be absorbed by soil quickly enough.
Drainage systems are very often incorporated in
projects when pervious concrete is placed on graded
sub-grade.
In this case, drainage prevents excessive migration of
water underneath the sub-base layer and reduces the
possible transport of fine soil to the lowest spot of
pavement, where clogging can occur.
Applications
Low-volume traffic pavements

Sidewalks and pathways

Parking areas

Driveways

Low water crossings

Tennis courts

Patios

Artificial reefs

Slope stabilization

Well linings

Tree grates in sidewalks

Foundations
 Applications
Floors for greenhouses

Fish hatcheries

Aquatic amusement centers

Zoos

Hydraulic structures

Swimming pool decks

Pavement edge drains

Groins and seawalls

Noise barriers

Walls (including load-bearing)

Residential roads and alleys

Sub-base for conventional

concrete pavements
THANK YOU
 Bibliography

www.Sciencedirect.com

www.google.com

Subramanian- Surveying text book.