Chapter 3

METHODOLOGY

The researcher gathered three important parameters: Soil Investigation Report, Highest Annual

Average Daily Traffic, and Rainfall Intensity Duration Frequency Curve.

The Soil Investigation Report is highly recommended because the data can be used to determine

or estimate the material’s strength and its ability to drain the water. The researchers located the

highest AADT wherein it represents the average number of vehicles that will drive or pass through

all lanes of the roadway. The RIDF represents the maximum rainfall expected over a 24-hour time

period. After gathering all the data, researchers used a software called Permeable Design Pro, this

software application integrates hydrological and structural solutions for PICP and Concrete Grid

Pavement (CGP). The program will give the researchers an output of standard hydrological and

structural design that estimates the pavement capacity necessary to support traffic loading as well

as store, infiltrate and ex-filtrate surface water runoff.

3.1 Gathering of Soil Investigation Report

The soil testing were carried out at Nicanor Reyes Street and Dapitan Street in Sampaloc, Manila

to determine the allowable bearing pressure and other geotechnical condition of the underlying

soil. And also, to evaluate the suitability for supporting the traffic loadings in a saturated soil while

exfiltrating. (See Appendix A)

ATTACH AASHTO
 Figure 8. Subgrade Gradation [4]

3.2 Gathering of Annual Average Daily Traffic (AADT)

The number and types of vehicle passing on the pavement surface must be considered in order for

the user to estimate the total number of Equivalent Single Axle Loads (ESALs) expected over the

life of the pavement. (See Appendix C)

APPENDIX C
ANNUAL AVERAGE DAILY TRAFFIC DATA OF 2012
3.3 Gathering of Rainfall Intensity Duration Frequency Curve (RIDF)

The data for rainfall intensity were collected in Port Area, Manila. The selected location

automatically loads the 24-hour events for 2 to 100 year recurrences.

Figure 8. Intensity Duration Frequency Curve for Port Area, Philippines [4]
3.4 Determination of the Tertiary Road with the Highest Annual Average Daily Traffic

Using the list of the Annual Average Daily Traffic, the researchers determined the tertiary road

with the highest AADT and computed the values of Vehicle Equivalency Factor and Commercial

Vehicles. (See Appendix D)

APPENDIX D
ANNUAL AVERAGE DAILY TRAFFIC DATA OF 2016

3.5 Determination of Initial Base and Subbase Thickness

The determination of initial thickness is based on the ICPI’s base/subbase thickness chart for PICP

(see Table 1). ESALs from the traffic loadings and the R-value of the soil are used as parameters

to determine the initial thickness of the subbase and base layer of the permeable pavement.
Table 1. Interlocking Concrete Pavement Institute, base/subbase thickness design chart for PICP

[11]

3.6 Determination of Contributing Area

The determination of contributing area is based on the program Google Earth Pro. The software

uses advance geographical information system data importing for the measurement of the area,

radius, circumference and elevation data of a terrain. Using the software, the researchers

determined the contributing area based on the elevation and slope of a strip of land bounded by

two parallel roads on both sides of the lot area.

 Figure 9. Subgrade Gradation

3.7 Using Permeable Design Pro Software

The software used integrates the Hydrological and Structural Design solutions for PICP and

Concrete Grid Pavement (CGP). Standard Hydrological and Structural design procedures are

integrated into a well-rounded procedure to estimate the pavement capacity necessary to support

traffic loading as well as store water, infiltrate and exfiltrate surface water runoff.

3.7.1 Pavement Geometry

The Pavement geometry provides details for the dimensions of the pavement surface, slope,

and area of contributing surface. The Pavement Geometry helps to estimate the volume of

rainfall and the amount of water storage available.

Figure 10. Pavement Geometry [4]

3.7.2 Contributing Area

The contributing runoff affects the overall hydrological design. The adjacent areas are

assumed to receive an equal level of precipitation as the PICP. Runoff from these adjacent

areas will flow onto the PICP pavement section typically from roofs, impervious pavement

surfaces, or combined vegetated and impervious surfaces.

 Figure 11. Contributing Area [4]

3.7.3 Subgrade

The subgrade layer are divided into three categories based on their function in the analysis:

Gradation- it is used to evaluate the sieve analysis of the subgrade material. The users must

determine the actual soil property on a project.

Resilient Modulus- it can be measured in laboratory or in the field. If the Resilient Modulus

is not given, the program will give an estimated value that the users can use.

Porosity- it can be used to estimate the rate at which water can move through the material.

3.7.4 Granular Layers

The granular layers are placed above the subgrade material to provide the structural

strength for the PICP. These layers are providing a high level of porosity in order for it to

store water, and transport water to any outlets.

Base- this layer is a required pavement layer used to store water and protection to all layers

beneath it and the gradation that the user will use for this is ASTM No. 57.

Subbase- it stores most of the water and provide structural protection for subgrade. The

thickness that the user will use for this layer will depend on the water storage needed as

well as the traffic loadings. The gradation that the user will use for this is ASTM No.2.

3.7.5 Paving Layer

This layer provides a safe and durable surface for pedestrian and vehicular traffic. The

paving layer of the bedding material is typically highly permeable stone chip and the joints

or opening are filled with similar stone material.

Bedding Layer Gradation- the user will use the average gradation of ASTM No. 8 stone

which is typical open graded chip material.

Paving Layer Thickness- this thickness is typically 125mm representing an 80mm thick

pavers and 40-50mm thick layer of small stone bedding material.

3.7.6 Traffic

The Traffic loading is the most critical component in structural design. It considers the

types of loads that the pavement can carry in order to support its service life. The user

selects the appropriate traffic depending on what type of facilities they will design.

Figure 12. Traffic Parameters [4]

Design Life
It represents the number of years that the road is being designed to last prior to reaching

the minimum acceptable serviceability.

AADT

The Average Annual Daily Traffic (AADT) represents the average number of vehicles that

will drive, in all lanes of the roadway.

Directional Distribution

The user needs to determine if the road is either 1 way or 2 way to know the directional

distribution factor. Typically, it is assumed that traffic is equal in both directions and the

direction distribution is set to 50 percent.

Commercial Vehicles

The proportion of the traffic that is composed of trucks and busses. Since commercial

vehicle have a higher vehicle weight it greatly impacts the number of ESALs.

𝑵𝒐.𝒐𝒇 𝑪𝒐𝒎𝒎𝒆𝒓𝒄𝒊𝒂𝒍 𝑽𝒆𝒉𝒊𝒄𝒍𝒆𝒔

𝑪𝑽 = × 𝟏𝟎𝟎 Eqn. 3.1
𝑻𝒐𝒕𝒂𝒍 𝑨𝑨𝑫𝑻

Vehicle Equivalency Factor

The equivalency factor represents the average number of ESALs per commercial vehicle

driving on the roadway.

𝑻𝒐𝒕𝒂𝒍 𝑨𝒙𝒍𝒆 𝑳𝒐𝒂𝒅 (𝑪𝒐𝒎𝒎𝒆𝒓𝒄𝒊𝒂𝒍)

𝑨𝒗𝒆. 𝑽𝑬𝑭 = Eqn. 3.2
𝑻𝒐𝒕𝒂𝒍 𝑨𝑨𝑫𝑻

Roadways

To estimate the total number of ESALs expected over the life of the pavement, types and

number of vehicles driving

𝑨𝒏𝒏𝒖𝒂𝒍 𝑬𝑺𝑨𝑳𝒔

= 𝑨𝑨𝑫𝑻 × 𝑫𝒊𝒓𝒆𝒄𝒕𝒊𝒐𝒏𝒂𝒍 𝑫𝒊𝒔𝒕𝒓𝒊𝒃𝒖𝒕𝒊𝒐𝒏 × 𝑳𝒂𝒏𝒆 𝑫𝒊𝒔𝒕𝒓𝒊𝒃𝒖𝒕𝒊𝒐𝒏

× %𝑪𝒐𝒎𝒎𝒆𝒓𝒄𝒊𝒂𝒍 𝑽𝒆𝒉𝒊𝒄𝒍𝒆𝒔 × 𝑬𝒒𝒖𝒊𝒗𝒂𝒍𝒆𝒏𝒄𝒚 𝑭𝒂𝒄𝒕𝒐𝒓

× 𝑻𝒓𝒂𝒇𝒇𝒊𝒄 𝑫𝒂𝒚𝒔

Eqn. 3.3

ESALs
The estimated number of annual ESALs is calculated as the product of the AADT,

Directional distribution, lane distribution, traffic days, commercial vehicles, and

equivalency factor.

(𝟏+𝑮𝒓𝒐𝒘𝒕𝒉 𝑹𝒂𝒕𝒆)𝑺𝒆𝒓𝒗𝒊𝒄𝒆 𝑳𝒊𝒇𝒆 −𝟏

𝑬𝑺𝑨𝑳𝒔 = 𝑨𝒏𝒏𝒖𝒂𝒍 𝑬𝑺𝑨𝑳𝒔 × ( ) Eqn. 3.4
𝑮𝒓𝒐𝒘𝒕𝒉 𝑹𝒂𝒕𝒆

3.7.7 Rainfall Intensity Duration Frequency Curve

It represents the maximum rainfall expected over a 24-hour time period over a certain time

period.

Figure 13. 24 Hour Rainfall [4]

24 Hour Rainfall – Selecting a specific city location automatically loads the 24-hour events

for 2 to 100 year recurrences.

Cumulative Rainfall Distribution - The cumulative rainfall distribution graph can be seen

after running the program. The rainfall intensity shows the quantity of water that falls over

the 24-hour time period. Selecting different lines in the rainfall chart will display the

rainfall distribution for the different year storms.

3.7.8 Water Volume

To estimate how much water will accumulate in the base material as well as how long will

it take to drain a fully saturated pavement area.

𝑚3 𝑚3
𝑻𝒐𝒕𝒂𝒍 𝑾𝒂𝒕𝒆𝒓 𝑽𝒐𝒍𝒖𝒎𝒆 = 𝑃𝑟𝑒𝑐𝑖𝑝𝑖𝑡𝑎𝑡𝑖𝑜𝑛 ( ℎ𝑟 ) + 𝐶𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 𝑎𝑟𝑒𝑎 𝑟𝑢𝑛𝑜𝑓𝑓 ( ℎ𝑟 )

3.7.9 Underdrain Pipes

Underdrain pipes can be used if the PICP cannot accommodate the volume of water.

If any, determine the pipe diameter to be used and the drainage area per pipe.

ASDASDASDASD

3.7.10 Running the Program

Each time the Run button is pressed, the program will calculate the inserted parameters.

When the Real-Time Simulation is set to “on”, then each time any value is changed in the

project, all the values will be recalculated and the report and graphs will be updated. This

will be a powerful tool if the user is tuning the design.

Report Window – The report window will provide tabular and graphic results of the

analysis. The summary graphic show the total thickness of the design permeable aggregate
 layers. The user can select a specific storm return period by incrementing or decrementing

the value in the entry box.

Shown below are sample results that will be given by the program after simulation:

Figure 14. Precipitation Volume [4] Figure 15. Water Depth [4]

Figure 16. Pipe and Catchment Area [4] Figure 17. Subgrade Infiltration [4]
 Figure 19. Storm Return Period [4]

Figure 20. Structural Design Information [4]

3.8 Design Constraints

The researchers aim to develop a significant study regarding the reduction of storm water that will

be helpful to the community. By the reduction of storm water, lesser suspension of work hours

will greatly help the public and private sector in increasing their monetary value, there will be no

wasted time and plans because of flood. Also, flood generates numerous accidents and cause

delays which can also be avoided. This research contributes to the body of knowledge of studies

regarding permeable pavement in the Philippines that can be used by future researchers.

The permeable pavement is not yet used here in the Philippines for roads. But in 2006 at Moline,

Illinois there was a comparative cost of having different types of pavements per square foot. The

PICP was found out to be more economical than the other types of pavements like concrete and
asphalt. PICP costs $10.95/sf while concrete and asphalt shows to be $15/sf and $11.5/sf

respectively. [ref] With that, this study shows that the PICP can be achieved in a lesser price than

the conventional pavement.

Lastly, the data gathered that helped us in the design of PICP using Permeable Design Pro was

provided by the different government agencies. The rainfall intensity of Port area, Manila came

from the Philippine Atmospheric, Geophysical and Astronomical Services Administration

(PAGASA) and the other data for structural design and traffic considerations was provided by the

Department of Public Works and Highways (DPWH) North Manila. With these information the

researchers were able to simulate and analyze the results using the program. The DPWH can also

benefit to the study of PICP because they are responsible with pavement design, this research can

be used to provide information regarding permeable pavements for tertiary roads.