Ft. Stewart PICP Contracts Overview ASTM...

Ft. Stewart PICP

Contracts Overview

ASTM Update

November 2009Volume 16 Number 4

Departments4 Moving Multipliers Toward Exponents

Energy generating potential in PICP could be the next research and demonstration frontier.

Features6 Doing is Believing

The U.S. Army Corps of Engineers retrofits PICP as part of implementing low impact (re)development at Ft. Stewart, Georgia.

Engineer’s View14 ASTM Standards and Test Methods

Update Changes to ASTM C936, C140 and C1645 for concrete pavers enable greater consistency in compressive strength and freeze-thaw testing.

Contractor Focus 16 Commercial Contracts Overview

Expanding from residential to commercial paving requires a broad understanding of commercial contracts.

Industry News20 ICPI Foundation Engages University of

Georgia to Create Online University Curriculum

21 ASCE Standard on ICP Design Open for Public Comment

22 Hardscape Show to Combine with Green Industries Expo

24 Industry Calendar24 Advertisers Index

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©2009 Interlocking Concrete Pavement Institute • Visit our website at icpi.org

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bers of the Interlocking Concrete Pavement Institute (ICPI) for producers, suppliers,

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ContentsNovember 2009 • Volume 16 Number 4

Publishing Director Charles McGrath, CAE

Editor David R. Smith

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4 InterlockingConcretePavementMagazine|November2009

Moving Multipliers Toward Exponents

From the Editor David R. Smith

Every three years a collection of concrete segmental pavement enthusiasts from around the world hold

a conference. The next one is on October 18-21, the 9th International Conference on Concrete Block Paving in Buenos Aires, Argentina. This magazine has promoted this conference in recent issues and will provide a review in the February 2010 issue. A preliminary conference program can be found at www.sept.org/conferences.cfm. Hosted by the Argentinean Concrete Block Association, the program fea-tures presentation of almost 60 technical papers with at least 12 on various aspects of permeable interlocking concrete pavement (PICP).

It is no surprise that PICP occupies at least 20% of the conference program. PICP stormwater and pollutant reduc-tion benefits are increasingly documented. Where additional research is needed is on at least two subjects. First, research is needed on PICP over clay soils with perforated drain pipes in

the open-graded base, slightly above the soil subgrade. This combination of infiltration and detention likely offers higher reduction of nutrients such as nitrogen and phosphorous. These are key pollutants to control in many watersheds and PICP could assist.

The second area where more research is needed concerns comparing the pollutant deposition (seldom maintained) detention ponds compared to that on PICP. Some folks hold the misconception that a PICP parking lot receives the same magnitude of pollutants contained within detention ponds. Simple observation indicates a very high ratio of pollutant generating impervious area to the detention pond area. Verification might be found by visiting a box store or other commercial site. They generally display a high impervious cover to detention pond area ratio.

Compare this strategy for centralized runoff management

Continued on p. 24

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Russell Moncrief believes that building a low impact development (LID) project has much more impact

than talking about it. As Stormwater Program Manager for Ft. Stewart-Hunter Army Airfield near Savannah, Georgia, he is no stranger to LID principles and techniques having pro-moted them for years on military bases. His latest accom-plishment is a U.S Army base LID demonstration project sponsored by the Tulsa District of the U.S. Army Corps of Engineers with Construction Quality Assurance provided by the Corps of Engineers Savannah District. The centerpiece of the LID project is replacement of two former impervious asphalt parking lots with 34,000 sf (3,200 m2) of permeable interlocking concrete pavement (PICP).

In addition, this project includes other LID practices such as rain gardens; rain barrels that harvest roof stormwater runoff for irrigation; plastic grid paving with gravel; as well as recy-cling some 354 tons of demolished asphalt pavement materi-als. “Everyone seems to talk LID, but folks won’t do it unless they see it in the ground. Walking the LID walk is what this project was about,” noted Mr. Moncrief. He said that several legislative drivers and technical guidelines energized project funding and were integral to design and implementation. These include:

• National Pollutant Discharge Elimination System (NPDES) Phase II regulations;

• Georgia Stormwater Management Manual-Coastal Stormwater Supplement;

• Total Maximum Daily Load or TMDL requirements and total suspended solids removal;

• Compliance with Americans with Disabilities Act Design Guidelines;

• Unified Facilities Criteria 3-210-10, “Manual for Low Impact Development Design for DoD Facilities”;

• U.S. Army Corp of Engineers—Public Works Technical Bulletin 200-1-62, “LID for Sustainable Installations: Stormwater Design Planning Guidance for Development with Army Training Areas”; and

• A goal among federal agencies and military installations to strive for LEED silver levels for credits in sustainable design and building.

Perhaps the most powerful legislative driver emerged from Section 438 of the Energy Independence & Security Act of 2007, Executive Order #13423. This U.S. federal law identifies requirements for stormwater runoff for Federal Development Projects and states. The sponsor of any development or rede-

Applying LID principles at Ft. Stewart, Georgia transformed 34,000 sf (3,200 m2) of existing runoff-

generating asphalt pavement into zero-runoff permeable interlocking concrete pavement in spring 2009.

PICP at Ft. Stewart, GeorgiaDoing is Believing

Before After

InterlockingConcretePavementMagazine|November2009 7

velopment project involving a Federal facility with a footprint that exceeds 5,000 sf (465 m2) shall use “site planning, design, construction, and maintenance strategies for the property to maintain or restore to the maximum extent technically fea-sible, the predevelopment hydrology of the property with regard to the temperature, rate, volume, and duration of flow.” PICP enabled the Ft. Stewart LID project to meet all of these legislative mandates and technical requirements.

The PICP system consisted of an 8 in. (200 mm) thick subbase of ASTM No. 4 stone (see Figure 1), 3 in. (75 mm) of ASTM No. 57 stone for the base above, 11/2 to 2 in. (30 to 50 mm) thick ASTM No. 89 stone bedding for paver bedding course, and mechanically installed 31/8 in. (80 mm) thick concrete pavers with permeable ASTM No. 9 stone in the joints for surface infiltration. Figures 2, 3 and 4 illustrate screeding the No, 89 bedding, the paver layer configuration, mechanized equipment at work and the No. 9 stone enter-ing the paver joints. After installation of the jointing material and sweeping the surface clean, the concrete pavers were compacted and ready for use. The concrete pavers were sup-plied and installed by members of the Interlocking Concrete Pavement Institute.

Capable of storing about 4 in. (75 mm) of rainfall in the base and subbase, the entire structure exfiltrates detained stormwater into the silty-sand soil beneath the PICP. When compacted to at least 95% modified Proctor density, the soil subgrade exhibited infiltration rates of at least 4 in. (100 mm) per hour when measured with a double-ring infiltrometer (see Figure 5).

Weston Solutions, Inc. based in Atlanta, Georgia provided design and project management, and is a veteran consult-

ing engineering firm for the U.S. military. Project manager Richard Woodham, P.E. did extensive research on PICP design including consulting with the Interlocking Concrete Pavement Institute (ICPI) staff as well as manufacturing and contractor members on design and construction. He developed a pre-liminary pavement cross section and used ICPI’s Permeable Design Pro software to verify the pavement cross section for hydrologic and structural design.

As part of the project, Weston Solutions, Inc. provided a life-cycle cost analysis comparing the use of conventional impervious asphalt and concrete pavements to the PICP used for one of the retrofit parking areas. Design life for asphalt was set at 25 years, concrete at 30 years, and PICP at 45 years. The life expectancy of the asset was set at 50 years. While PICP ini-tial costs were higher, life-cycle costs were lower for PICP since detention pond requirements for conventional impervious pav-ing were included in the analysis. The chart on page 10 sum-marizes the life-cycle cost comparisons (source: Stormwater Infiltration Improvements Low Impact Development (LID) Project at Buildings 1137, 1137A and 1145 US Army Garrison – Ft. Stewart, Georgia, July 2009 by Weston Solutions, Inc.).

There are other benefits to using PICP in lieu of the con-ventional impervious pavements not considered in the eco-nomic analysis. This includes less land required to achieve project goals as the area required for parking also serves as the stormwater detention basin. This can typically reduce the amount of land required by up to one-third. Other benefits for Ft. Stewart include the reduction of stormwater volume direct-ed into the existing conveyance system which avoids costly reconstruction to increase flow capacity. Another benefit is the avoided costs associated with stormwater compliance.

Figure 1. A compacted 8 in. (200 mm) thick ASTM No. 4 stone provided a subbase with ample water storage capacity for water infiltration into the silty-sand subgrade. A 3 in. (75 mm) thick base layer of ASTM No. 57 stone was placed and compacted above this subbase.

Figure 2. After placing the ASTM No. 57 stone base, a 1½ to 2 in. (40 to 50 mm) thick layer of No. 89 stone is screeded and smoothed with equipment shown on the left. This equipment and crew work ahead of a machine that mechanically places the interlocking concrete pavers.

Continued on p. 8


Prior to retrofitting with PICP, stormwater runoff from the existing asphalt parking lots collected along the edge of the pavement and made access to the building difficult for employees and clients. The existing asphalt pavement had failed as evidenced by a significant amount of cracking that allowed soil sediments beneath the pavement to be pumped

up by vehicular traffic in wet conditions which negatively impacted the quality of the stormwater runoff into an adjacent wetland area. Vehicle parking overflowed onto vegetated areas that eventually eroded causing more sediment in the runoff.

Figure 3. Clamped by the mechanical installation machine, a worm’s eye view of the layer configuration for the 31/8 in. (80 mm) thick concrete pavers were placed on a mechanically screeded layer of ASTM No. 8 stone.

Figure 4. Highly permeable ASTM No. 9 stone was swept and filled the concrete paver joints prior to cleaning the surface and compacting the units.

Figure 5. While compacting soils under PICP reduces infiltration rates, the soil at Ft. Stewart was compacted and tested with a double-ring infiltrometer resulting in rates of at least 4 in. (100 mm) per hour. This rate was more than adequate to infiltrate storms common to coastal Georgia.

Figure 6. The low end of the parking lot has a cap accessing a vertical, perforated PVC pipe. This small well provides an opportunity to visually monitor infiltration into the soil subgrade.

Doing is Believing Continued from p.7

Continued on p. 10

Observation well


Asphalt Pavement

Concrete Pavement PICP

Initial Construction Cost

Soil Subbase Preparation $40,000 $40,000 $40,000

Installation of New Pavement System $2.84/SF $62,600 $4.88/SF $107,400 $7.70/SF $163,400

Installation of Stormwater Infrastructure $15,000 $15,000 0

(1) Initial Construction Costs (ICC) $117,600 (1) $162,400 (1) $203,000

Life-cycle Costs Analysis (LCCA)

Design Life (years) 25 30 45

Estimate Annual Maintenance (50 Yr Service Life) $6,000/yr (2) $3,000/yr (2) $2,000/yr

Replacement Interval Factor (3) 2.0 1.67 1.11

Replacement Cost (4) $125,200 $179,400 $181,400

Avoided Costs - - Land Area Not Required For Dry Detention Basin

Total Cost—LCCA (5) $542,800 $491,800 $484,400

Constructing traditional stormwater detention ponds to capture runoff from roofs and parking lots were not acceptable solutions due to space limitations. Traditional ponds require ongoing maintenance and can be a source of mosquitoes and unwanted animals and birds that take up residence in and around the ponds. Therefore, transforming existing asphalt parking lots into PICP that detains and infiltrates runoff pre-sented the most logical solution. Like many retrofit projects, excavating a built site can present challenges. The existing buildings and parking surfaces are near a forested wetland area. Pavement excavation uncovered decomposed stumps and organic soils that were undercut and replaced with a suit-able well-draining fill material.

Since the project is in a coastal region, the depth to the water table in the sandy soil on the site ranges from about 4 ft (1.2 m) down to 18 in. (0.45 m) at lower elevations near the wetland area. Concerns about the depth to the water table were overcome by placing perforated pipes on the soil sub-grade at the lower elevations where the depth of the water table is expected to rise during times of extended rainfall. Should water rise through the soil subgrade, the pipes can remove the water while protecting the structural integrity of the pavement base.

The PICP base includes an observation well, a perforated vertical 4 in. (100 mm) diameter pipe with a removable cap for observing drawdown of the water in the stone base and subbase. Figure 6 illustrates its location. Mr. Moncrief noted that a recent 3 in. (75 mm) rain event yielded 1/2 to 1 in. (13 to 25 mm) at the bottom of the well right after the storm. Mr. Moncrief said that even with this rainfall depth, the amount of discharge from the drain pipes was insignificant. Therefore, most water from high rainfall depths is infiltrated.

While it is apparent that the PICP is doing its job, Mr. Moncrief would like to implement a water quantity and qual-ity monitoring program to further investigate the performance of the LID practices. This would enable the environmental and financial long-term performance of the PICP and other LID practices to be precisely quantified and compared to tra-ditional stormwater management solutions. This would lend further support for implementation of an LID Master Plan for the entire base.

The project’s success is already measured in environmen-tal (reduced runoff), financial (lower projected life-cycle costs) and visual benefits. The most subtle measure of success is the absence of puddles which especially pleases the working staff, guests and customers. v

(1) Initial construction cost assumes that no additional land purchase was required. (2) Annual maintenance includes landscape services for dry detention basin. (3) Replacement interval factor equals service life of the pavement divided by the pavement design life. (4) Replacement cost equals installation of new pavement system times the replacement interval factor. (5) Total LCCA cost equals ICC plus maintenance for 50 years plus replacement cost (Cost Avoidance not included)

Doing is Believing Continued from p.8

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Engineer’s ViewASTM Standards and Test Methods UpdateCreated in 1982, ASTM C 936 Standard Specification for

Solid Concrete Interlocking Paving Units defines mini-mum requirements for concrete pavers. This product stan-dard references several ASTM test methods, some of which have been recently updated and adopted by ASTM. These include ASTM C140-09 Standard Test Methods for Sampling and Testing Concrete Masonry Units and Related Units and ASTM C1645-09 Standard Test Method for Freeze-thaw and De-icing Salt Durability of Solid Concrete Interlocking Paving Units. This article provides an overview and their implications for product testing and performance.

C140 provides test methods for compressive strength, absorption and measuring dimensional tolerances for a vari-ety of manufactured concrete products including concrete pavers. Recent changes in C140-09 relate to compressive strength testing of concrete pavers. When a paver is tested in compression, it is crushed in a machine with a thick steel plate that presses on the top of the unit while being supported by a large steel base. To achieve the most consistent and repre-sentative strengths possible, it is important that the force be applied evenly across the whole paver. If the force is uneven, ‘point loading’ or concentrated loading results. This creates inconsistent and lower, non-representative apparent strengths.

To help ensure that the compressive force is distributed evenly across the whole paver, prior to the test, each paver is capped with a fast-setting paste compound on the top and bottom surfaces to render a smooth parallel surface on both sides of the paver. Figure 1 illustrates a capped paver posi-tioned in a compressive strength testing machine.

Changes to C140-09 establish the capping compound as a gypsum-based material only and limit the thickness of the top and bottom caps to a maximum of 1.5 mm for each cap. Recent research sponsored by ICPI has shown that other capping materials such as sulfur based compounds (used for compression testing ready-mix concrete cylinders) can negatively influence compressive strength test results. Equally important, the research demonstrated that the cap thickness used on high strength paving units has a major influence on the measured strength. The thinner the cap, the more even is the distribution of the compressive forces across the pavers. The newly required thickness of 1.5 mm is approximately half of that allowed for caps on lower strength concrete masonry units and cylinders. Gypsum is the preferred capping material due to its ability to be thinly applied. The use of one kind of capping material (i.e. gypsum) also helps reduce variability in compressive strength test results.

Another important requirement of C140-09 is that the average cap thickness is now required to be shown on the final report so that the required maximum cap thickness can be easily verified. Figure 2 illustrates a capped paver before and after testing for compressive strength. The thin gypsum caps on the top and bottom help ensure even distribution of forces in the compression testing machine.

The ASTM C1645 freeze-thaw test method was adopted by ASTM in 2006 and replaces the freeze-thaw test method described in Section 8 of ASTM C67 Standard Test Methods for Sampling and Testing Brick and Structural Clay Tile. C936-09 now requires freeze-thaw durability testing using C1645 for applications where such freezing conditions exist. Freeze-thaw testing is not required if the pavers are not sub-ject to such climates. Unlike obsolete C67, C1645 includes the option of testing completely immersed concrete pavers in water or 3% saline solution based on the anticipated appli-cation and exposure to deicing salts. See Figure 3. Therefore, the specifier and pro-ducer should select the solution used in the test method based on the expected service expo-sure of the concrete pavers.

C1645-09 has seen a substantial list of changes with cor-responding changes made to C936-09 where relevant. Most of these changes make the test method more consistent and user-friendly for the testing labs as well as more consistent with the freeze-thaw test in the Canadian paver product standard, CSA A231.2-06, Precast Concrete Pavers, another test conducted by many of the same testing labs. Some of the most important changes include:

Figure 1. A capped concrete paver readied for testing for compressive strength. ASTM C936 requires an average of 8,000 psi or 55 MPa for compressive strength.

Figure 2. The exclusive use of gypsum capping is now required in testing concrete pavers according to ASTM test method C140. The capping thickness cannot exceed 1.5 mm.


• Collection and measure-ment of paver material lost from freeze-thaw testing is now being required after 7, 28 and 49 cycles (changed from 10, 25 and 50 cycles) with the passing criteria or maximum mass lost at 225 g/m2 of paver sur-face area after 28 cycles and 500 g/m2 after 49 cycles. This change to C1645 and C936 makes it easier for testing labs to schedule data collec-tion on weekly intervals (7, 28, and 49 days). This elimi-nates data-collection day on weekends (which does not always happen), thereby engendering more consistent test results. It also makes it consistent with CSA A231.2.

• To make the testing more consistent throughout the test chamber, C1645 now requires the freezing-and-thawing chamber (essentially a big freezer with a programmable

temperatures) to be able to maintain the required freez-ing temperature throughout the entire chamber interior no matter how many specimens are inside during testing. The temperature of the smallest and largest specimens in the freeze-thaw chamber must now be monitored throughout the testing and, the specimen containers

Figure 3. ASTM C1645 provides the freeze-thaw durability test method for concrete pavers. The method includes testing pavers completely immersed in a tap water or 3% saline solution.

Figure 4. Freeze-and-thaw chamber with concrete pavers creates low freezing temperatures in a matter of hours and are programmed to repeat freeze-thaw cycles according to ASTM or CSA test methods.

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Contractor Focus Commercial Contracts OverviewEditor’s Note: In recognition of opportunities for developing the commercial market, the Interlocking Concrete Pavement Institute is creating a Level II Concrete Paver Installer Certificate Course for those interested in or already doing commercial segmental concrete paving jobs. This course roll out is planned for early 2010. The follow-ing excerpted from the course materials provides some key features of commercial contracts. While there are common aspects to most commercial contracts, each contract is as different as the next regard-ing specific contract relationships and requirements, not to mention a wide ranging scope of work and segmental paving systems. This article is Part I of a three-part series.

An essential requirement for contractors is understanding components of commercial and municipal construction documents. Depending on the point in time in the bidding and construction process, a commercial contract consists of different components. Prior to bidding and bid acceptance a contract typically consists of the documents listed below:

• Procurement requirements including notices to bid-ders (such as pre-bid meetings and qualifications), bid forms and bid bonds

• General Conditions of the Contract and supplemen-tary conditions (as needed)

• Drawings and specifications • Contracting forms including bonds, certificates and

supplemental agreements• Addenda

After the bid is accepted and the contract is executed, the procurement requirements (first bullet) are removed and the remaining items are collectively called the contract docu-ments. The entire contract including specifications is bound into a book often called the project manual. Drawings sets are issued as separate documents due to their larger format. However, drawings are considered part of the contract docu-ments. If there is conflict between or omissions in the drawings or specifications, the specification content is given precedence over drawings in interpreting the design intent. Procedures for changing the contract by the owner or contractor should be in the contract, typically in the general conditions. Changes to drawings and specifications are made via addenda per proce-dures in the general conditions.

A common format for organizing specifications into a proj-ect manual is published by the Construction Specifications Institute or CSI in conjunction with the Construction Specifications Canada or CSC. The primary reference on com-mon practice for project contracts, specifications and drawings is found in the CSI book, The Project Resource Manual – CSI Manual of Practice. This reference book should be reviewed by all paver installation contractors and manufacturers. Much of this section is taken from this reference. CSI offers certificate courses to learn the subjects in this manual.

The core of every commercial construction contract of course is drawing and specifications. Drawings explain the location of assemblies such as pavements and how they meet others pavements, edges and buildings. They also provide dimensions to locate the assemblies and verify manufacturer’s recommendations for an application. Specifications describe how the assemblies are constructed. Specifications writ-ten according to CSI guidelines typically follow a three-part format as follows: Part 1–General, Part 2–Products and Part 3–Execution. (The Interlocking Concrete Pavement Institute provides guide specifications on icpi.org using this format.) CSI provides guidance on the content of each part and on using concise language.

Sometimes drawings (with notes) will reference the relevant section or sections of the construction specifications. For small-er projects, specifications may be written on the drawings rath-er than placed in a separate document. Regardless of where specifications occur and how they are written, an increasing number of design professionals and project owners are issuing documents to contractors electronically so they can conduct

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on-screen takeoffs for bid proposals.CSI’s MasterFormat system provides a struc-

ture for organizing project specifications for the many components of a building and site. The 1995 MasterFormat version was revised and expanded in 2004. The construction industry is slowly moving toward the 2004 organization. A big change in the 2004 MasterFormat version is an expansion of the number of divisions—from 16 to almost 50—and use of a six place number-ing system for specification sections instead of the older five place system.

The five-digit numbers in the 1995 MasterFormat are divided as shown in the follow-ing example heading for a specification section on concrete reinforcement.

03 2 0 0 – Concrete Reinforcement The first two digits, 03 are the division number also known as level one. Each of the next three digits represents level two, three, and four classification. More numbers (other than zeros) means greater differentiation of the assembly. The last number is often left as zero to provide an option for users to assign that last number if needed.

The new six-digit 2004 MasterFormat num-bering system works like this:

03 20 00 – Concrete Reinforcing Like the 1995 edition, the first two digits (03) continue representing division and remains as level one. The major difference involves the next pair of numbers, i.e., 20 represents level two and the third pair, 00 level three. Generally, level four numbers are not defined in MasterFormat. The user can do so by placing a decimal point at the end and adding two more numbers. For example:

03 52 16.13 Lightweight Cellular Insulating Concrete MasterFormat 2004 Edition Division Contents—All divisions in the 2004 edition are listed below from CSI’s Manual of Practice. In the 1995 version, the Unit Paving section was placed in Division 2 called Site Construction. Concrete unit paving specifica-tions were typically numbered 02750. In the new 2004 version, Division 2 is moved to Division 32 called Exterior Improvements. The detailed level listing for unit paving is noted below. Like the old Division 2, Division 32 covers all unit paving including concrete, clay, stone and other mate-rials. Sometimes concrete pavers or concrete paving slabs will be specified in other sections besides Division 32. For example, when paving

Continued on p. 18


units are used on roofs, they might be found in Division 7 Moisture and Thermal Protection.

1995 MasterFormat StructureThis structure is as follows:01 – General Requirements 02 – Site Construction03 – Concrete 04 – Masonry 05 – Metals06 – Wood and Plastics07 – Thermal and Moisture Protection08 – Door and Windows09 – Finishes 10 – Specialties11 – Equipment12 – Furnishings13 – Special Construction14 – Conveying Equipment15 – Mechanical16 – ElectricalThe 2004 MasterFormat version revised and expanded organi-zation of specifications under the following Division titles and numbers:

00 – Procurement and Contracting Requirements01 – General Requirements02 – Existing Conditions – Site Construction moved to Division 32 Exterior Improvements03 – Concrete04 – Masonry05 – Metals06 – Wood, Plastics, and Composites07 – Thermal and Moisture Protection08 – Openings09 – Finishes10 – Specialties11 – Equipment: Equipment related to process engineering has been relocated to the Process Equipment Subgroup and equipment related to infrastructure has been relocated to the Site and Infrastructure Subgroup.12 – Furnishings13 – Special Construction – Specifications related to process engineering have been relocated to the Process Equipment Subgroup. Security access, building automation, detection and alarm, and fire suppression subjects have been relocated to the Facility Services Subgroup.14 – Conveying Equipment: Renamed with process related material handling subjects relocated to the Process Equipment Subgroup.

Commercial Contracts Overview Continued from p. 17


15 – Mechanical - Division 15 has been reserved for future expansion and material has been relocated to Division 22 – Plumbing and Division 23 – Heating, Ventilating, and Air Conditioning in the Facility Services Subgroup. Division 16 – Electrical: Division 16 has been reserved for future expansion and material has been relocated to Divisions 26 – Electrical and 27 – Communications in the Facility Services Subgroup.

Facility Services Subgroup21 – Fire Suppression22 – Plumbing23 – Heating Ventilating and Air Conditioning25 – Integrated Automation26 – Electrical27 – Communications28 – Electronic Safety and Security

Site and Infrastructure Subgroup31 – Earthwork32 – Exterior ImprovementsThis Division includes all unit paving as fol-lows:32 14 00 Unit Paving32 14 13 Precast Concrete Unit Paving32 14 13.13 Interlocking Precast Concrete Unit Paving32 14 13.16 Precast Concrete Unit Paving Slabs32 14 13.19 Porous Precast Concrete Unit Paving32 14 16 Brick Unit Paving32 14 23 Asphalt Unit Paving32 14 26 Wood Paving32 14 29 Recycled-Rubber Paving32 14 40 Stone Paving32 14 43 Porous Unit Paving33 – Utilities34 – Transportation35 – Waterway and Marine Construction

Process Equipment Subgroup40 – Process Integration41 – Material Processing and Handling Equipment: Equipment for processing and conditioning of raw materials; material han-dling equipment for bulk materials as well as discrete units; manufacturing equipment and machinery, test equipment, and packag-ing / shipping systems.42 – Process Heating, Cooling, and Drying Equipment43 – Process Gas and Liquid Handling, Purification and Storage Equipment44 – Pollution Control Equipment

45 – Industry-Specific Manufacturing Equipment48 – Electrical Power Generation

The design professions and construction industries are moving to the 2004 version. Conversion requires substantive changes in computer filing, project manual structure, and con-tract implementation. Part II of this series will focus on General Conditions as it can be the most important part of a contract as well as how to estimate aspects of this section. Part III will provide an overview of bonds and liens. v

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The ICPI Foundation for Education and Research has engaged the University of Georgia College of Environmental Design to create an online curriculum on segmental concrete pavement for landscape architecture students. Heading the project team is Professor Doug Pardue, ASLA, who will develop a web-based curriculum for university landscape architecture educators and students in the U.S. and Canada. Foundation Trustee Chairman Dr. Marshall Brown notes that, “The Foundation is excited to have a top landscape architecture college creating an engaging and flexible resource for students and faculty. This is an impor-tant outreach to future designers of interlocking concrete pavements and permeable pavement systems.” The project is the first one initiated by the Foundation using proceeds from sponsoring the successful 8th International Conference on Concrete Block Paving in 2006. The Foundation has also raised some $3 million in commitments toward a $5 mil-lion endowment goal that will generate income for more research and education projects in the near future.

ICPI Foundation Engages University of Georgia to Create Online University Curriculum

Industry News

The content will consist of nine modules applicable to a wide array of landscape design education areas including studios, labs, ecologic and construction courses that pertain to segmental concrete pavement. The modules will be formu-lated through curriculum design charrettes to generate online and offline materials. These materials will include interactive media, downloadable presentations, individual and group exercises, and self assessments, all reinforced through hyper-links to each other. To develop engaging visual module ele-ments that support landscape architecture students’ graphic modes of learning, the project team will engage consultants from UGA’s Center for Teaching and Learning. The modules are as follows:

Overview Modules History Technology Sustainability Technical Modules Sustainable Roofs

Urban Design Community Design Studio ModulesUrban Studio Environmental Studio Garden Studio

Each module will include instructor materials such as keys and guides, the modules will allow for guided instruction in addition to self-learning. Instructors may moderate discussions, assist in online navigation, or download and utilize offline materials such as exercises and presenta-tions. This approach enables instructors to have flexibility in the use and timing of content incorporation.

Team exercises such as role playing will be included that allow students to work together to solve problems, aid one another and develop social skills and coop-eration. Modules will employ techniques to use the power of teamwork to build group knowledge of particular subjects such as construction or place making. These exer-cises could be moderated and guided by the instructor or simply assigned.

The curriculum will be critiqued by Canadian landscape architecture professors to help ensure its use among Canadian as well as U.S. university landscape architec-ture programs. The expected delivery of the completed curriculum is fall 2010. v


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Industry News

The Transportation and Development Institute of the American Society of Civil Engineers (ASCE) announced a public comment period on a professional standard, Structural Design of Interlocking Pavement for Municipal Streets and Roadways. The public comment period will be held from October 15, 2009 through November 30, 2009. The standard establishes guidelines for the structural design of interlocking concrete pavements and was developed according to the procedures established by American National Standards Institute. The proposed standard applies to paved areas subject to applicable permitted axle loads and trafficked up to 10 million 80 kN (18-kip) equivalent single axle loads (ESALs). The standard provides preparatory information for design, key design elements, design tables for pavement equivalent structural design according to the American Association of State Highway and Transportation

Officials 1993 Guide for the Design of Pavement Structures design procedures. The proposed standard includes defini-tions, construction considerations, related standards and best practices.

To participate in the public comment period, contact Lee Kusek, ASCE Codes & Standards Administrator at [email protected] or 703-295-6176. For more information on this stan-dard or on ASCE’s standards program, please contact Leikny Johnson at [email protected] or call 703-295-6413.

Founded in 2002, the Transportation and Development Institute of ASCE acts as a global leader for safe, secure and sustainable integrated transportation and development. Founded in 1852, ASCE represents more than 146,000 civil engineers worldwide and is the oldest national engineering society in the United States. For more information, visit www.asce.org. v

ASCE Standard on ICP Design Open for Public Comment

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The Hardscape North America (HNA) 2010 trade show will co-locate with the GIE+EXPO which stands for the Green Industry Equipment Expo (GIE-EXPO.com). This mega industry event is planned for October 28-30, 2010 in Louisville, Kentucky at the state-of-the-art Kentucky Exposition Center. By co-locating, Hardscape North America will have access to GIE+EXPO’s nearly 20,000 participants

With some 2000 registrants, the successful Hardscape North America contractor show jumps to a new level by joining the Green Industries Equipment Expo in 2010 where some 20,000 contractors are expected.

along with a 19-acre outdoor demonstration area adjacent to the exhibit hall. The GIE+EXPO is the 14th largest trade-show in the U.S. HNA will maintain its own identity with a separate registration area, different show colors and their own promotion campaign. For HNA the co-location means expanded education/conference programs for contractors and distributors as HNA will also partner with the Green Industries Conference responsible for the conference pro-gram.

Hardscape North America includes hands-on demonstra-tion workshops and targeted contractor seminars. In addi-tion, the HNA event will include the third annual Hardscape Projects Awards program for contractors. This awards program highlights many of the hardscape industry’s best projects. “HNA is the national hardscape show for successful hardscape contractors and their employees. By co-locating with GIE Expo, HNA looks forward to offering expanded education programs and trade show to contractors” said HNA Steering Special Committee chairman, Mike Mueller, General Manager, TEKA North America, Inc. The Hardscape North America trade show for hardscape contractors is produced by the Interlocking Concrete Pavement Institute (ICPI) and endorsed by the Brick Industry Association and the National Concrete Masonry Association. “The GIE+ EXPO attendees are mainly softscape contractors who may or may not do hardscape. By combining hardscapes with softscapes the show will benefit these contractors and both industries” said ICPI Chairman Ed Fioroni, Vice President, Marketing/Distributor Sales, Pavestone Company. To learn more about Hardscape North America visit www.HardscapeNA.com. v

Hardscape Show to Combine with Green Industries Expo

Industry News


must be rotated within the chamber after each residue collection period. Figure 4 illustrates a freezing-and-thawing chamber.

• While C1645 was developed around the standard Holland stone paver, nominally 4 x 8 in. or 100 x 200 mm, C1645-90 now allows saw-cutting of specimens from different shaped pavers to facili-tate freeze-thaw testing. The minimum required surface area is set at 190 cm2, approximately a Holland stone unit. This enables the use of more consistently sized test containers which positively influences consistent freeze-thaw test results.

• The standard C1645 test procedure requires the pavers to be cured for 28 days before testing of which half is in moist curing or saturated lime bath and half is in lab air. This is consistent with the CSA A231.2 test method and helps promote fully hydration of the paver before testing. With curing, the total test time from submittal to final report is about two to three months depending on whether the testing can be stopped at 28 days or if it needs to proceed to 49 days. To help expedite testing for producers who would like to receive the results sooner, C1645-09 now allows the manufacturer the option of skipping the cur-ing period which would cut about one month off of the required testing time. It is important to note, that this option can only be exercised by the manufacturer and cannot be requested by any other party

Finally, an important change is that ASTM C936-09 and C1645-09 are now “dual units” standards. This means that a user can specify inch-pound or metric units. There are slight differences in the test results and requirements when using inch-pound or metric units, so the manufacturer or specifier should select one or the other for the report when sending pavers to a testing laboratory.

To obtain the most recent editions of C936, C140 and C1645, visit www.astm.org/Standard/ index.shtml and enter the standard letter and numbers in the “search” box. All standards can be purchased for download as PDF files. v

ASTM Standards and Test Methods Update Continued from p. 15


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to micromanagement of runoff with PICP. Some PICP projects receive no runoff from impervious areas. Other PICP sites receive runoff from at least the same area from impervious surfaces, e.g., travel lanes in parking lots and roofs, increas-ing the ratio to one to one. To help manage this ratio, ICPI recommends that the total impervious area draining into PICP not be more than five times the PICP area. PICP is designed to treat lower pollutant loading by spreading it over an entire parking lot rather than pouring a concentrated mix into a detention pond.

Spatial cognition and related research needs aside, what makes PICP such a market opener is its multiplier effects. There is a growing research on other benefits besides reduc-ing runoff and pollutants. For example, the City of Chicago is researching the use of photocatalytic cement coatings on pav-ers to reduce nitrous oxides, an ingredient in photochemical smog. In addition, light colored pavers can increase reflectivity (albedo) and help reduce surface temperatures and the urban heat island. Lighter surfaces might reduce night time lighting

energy use. Because PICP holds water, there is some evapo-ration and local cooling at the surface, not to mention more water moving through the base for trees, water harvested for irrigating, and cooler runoff that doesn’t damage life in lakes and streams. Then there is reduced runoff that eases the bur-den on combined sewer systems in older cities, ADA compli-ant surfaces, and increased income from better site utilization and property taxes.

The international conference in Argentina is bringing forth another PICP multiplier. Research at Coventry University in the United Kingdom will be presented on the ability to use differ-ences in water and air temperature in the open-graded base and atmosphere. Some of the energy potential in this differ-ence can be captured using ground source heat pumps. The captured energy can supplement heating and cooling needs of adjacent buildings. While the technology is in its fledgling stages, the notion that PICP can help reduce energy use and possible carbon emissions might create increase multiple ben-efits exponentially. v

Moving Multipliers Toward Exponents Continued from p. 4

Concrete Paver Industry Calendar of Events November 16, 2009

ICPI Canadian Planning MeetingDoubletree Hotel

Toronto, ON

December 2-4, 2009Construct Canada

ICPI Booth# 236Toronto, ON

www.constructcanada.com/

March 19-20, 2010ICON EXPO

San Antonio, TXwww.iconexpo.org

March 19-22, 2010ICPI Annual Meeting

Marriott RiverwalkSan Antonio, TX

August 25-28, 2010ICPI Summer Meeting

Ottawa, ON

October 27-30, 2010Hardscape North America

Louisville, KY

See www.icpi.org for a listing of 2009–2010 ICPI installer certification schools.

School for Advanced Segmental Paving © 2009 icpi0909

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