Interlock Design - Winter 2019

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Interlocking Concrete Pavement Institute 14801 Murdock Street, Suite 230 Chantilly, VA 20151

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Interlocking Concrete Pavement Institute 14801 Murdock Street, Suite 230 Chantilly, VA 20151

THE OFFICIAL PUBLICATION OF THE INTERLOCKING CONCRETE PAVEMENT INSTITUTE

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volume 26 number 1

100 ISSUE & TH ICPI’S 25 ANNIVERSARY

® EXECUTIVE DIRECTOR: Charles McGrath, CAE PUBLISHING DIRECTOR: Dennis Smith EDITORIAL DIRECTOR: David R. Smith

W i n t er 2019

CONTRIBUTING EDITOR: Robert Bowers, P.Eng. DESIGNER: Stephanie Pendell

We feature highlights from the past 100 issues.

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FEATURES 09

100 MAGAZINES OF PROGRESS

14801 Murdock Street, Suite 230 Chantilly, VA 20151 Tel 703.657.6900 Fax 703.657.6901 Email icpi@icpi.org ICPI Canada P.O. Box 1150 Uxbridge, ON L9P 1N4 Canada SUBSCRIPTION AND MEMBERSHIP: Qualified design professionals can receive a complimentary subscription—email us at icpi@icpi.org.

For further information about this publication or about membership in ICPI, write to the appropriate address, call 703.657.6900 or fax 703.657.6901.

Send story submissions for consideration to dsmith@icpi.org.

Manage your subscription at www.icpi.org.

Interlock Design is published quarterly by the members of the Interlocking Concrete Pavement Institute (ICPI) for producers, suppliers, contractors, specifiers and users of interlocking concrete pavements.

The opinions expressed in Interlock Design articles are those of the authors and do not necessarily represent the position of the editor or ICPI.

DEPARTMENTS ICPI Webinar Seminars Register at: www.icpi.org/view/events

02 INTERLOCKUTOR WE’VE ONLY JUST BEGUN 27 MAIN EVENTS 27 ADVERTISER INDEX

ADVERTISING DAN HARTZOG danH@llmpubs.com | 503-445-2229 RONNIE JACKO ronnieJ@llmpubs.com | 503-445-2234 DESIGN STEPHANIE PENDELL stephanie@llmpubs.com

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ISSN 1087-9862 The acceptance of advertising in Interlock Design magazine does not constitute or imply the endorsement or recommendation by ICPI or its members, staff, editors or the publishers of any product or service mentioned, referenced or advertised in the publication.

ICPI accepts no responsibility for any claims made in any advertisement. ICPI further reserves the right to refuse to accept any advertisement.

Canada Post Agreement No. 41567031 ©2019 Interlocking Concrete Pavement Institute. Visit our website at www.icpi.org.

interlockutor We’ve Only Just Begun

W David R. Smith

ith due respect to the title of Karen Carpenter’s 1970 classic song, the segmental concrete paver industry is still nascent in 2019. The song’s timing coincides with the first concrete paver project in North America, about one million sf installed on Roosevelt Island, a two-mile long rock situated in the East River next to Manhattan. The project used concrete pavers in a street designed for mostly pedestrian use and electric buses. The z-paver was used, manufactured in New Jersey by a German entrepreneur named Josef Peitz. His effort didn’t result in a permanent concrete paver plant there. The paver production machine was sold after the pavers were shipped to New York City.

Street Z-pavers on Roosevelt Island, New York in 1969

In the meantime, the first permanent concrete paver plants were emerging in Ontario, Canada. From 1973 to 1990, the U.S. and Canadian paver industry grew to a few dozen manufacturers selling landmark municipal, commercial, industrial and port projects. Their documentation was mostly missed by this magazine because its inaugural issue was February 1994. Some compensation is presented via a partial list of projects built during those twenty-plus years.

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A project on Roosevelt Island in New York City used concrete pavers in a street designed for mostly pedestrian use and electric buses.

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1983 North Bay, Ontario — 150,000 sf of streets and sidewalks

Photo courtesy of Portland Cement Association

1982

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Pier IX (formerly Massey Coal Terminal) Newport News, Virginia — 610,000 sf subjected to huge coal piles (for steel making) readied by big bulldozers for loading onto collier ships bound for Europe or elsewhere

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Photo courtesy of Uni-Group USA

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1989 Port of Baltimore, Maryland — Seagirt Terminal 230,000 sf in container handling areas. This grew to about 2 million sf in various places around the port

1989 San Antonio, Texas — 1,000,000 sf of streets and sidewalks

1986 Canadian Pacific Railroad Intermodal Terminal, Edmonton, Alberta — 164,000 sf in container handling areas. This grew to about 1 million sf

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19 91 Dallas-Fort Worth International Airport, Texas — 261,000 sf for three cross taxiways

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Port of New Orleans, Louisiana — container handling areas, grew to 1 million sf by 1996, then higher

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19 92 Northeast Florida Regional Airport, St. Augustine — 50,000 sf general aviation aircraft parking

19 94 Port of Tampa, Florida — Berth 208 used 788,000 sf placed over several years that supports storage areas for rolled sheet steel and flat stock

19 93 Port of Oakland, California — Berth 30 saw 330,000 sf in container handling and chassis operation areas.

This project was the cover story on inaugural issue in February 1994.

This installation set the stage for 5 million sf placed from 2002–2004 in Berths 55–59 and in other berths. This installation is the largest in the Western Hemisphere

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In 1990, the paver industry united under the aegis of the National Concrete Masonry Association based in Herndon, Virginia.

The group was dubbed The Concrete Paver Institute. In 1993, it left and formed the Interlocking Concrete Pavement Institute based in nearby Sterling. The first year’s budget was about $510,000 with 66 charter members. Now based in Chantilly, Virginia, in owner-occupied offices, membership is about 1,200 with a budget of $3.8 million. Besides project case studies, over those past 100 issues, this magazine documented ICPI technical resources and education programs for the industry, design professionals, and contractors.

Segmental paving is a centuries-old pavement. Given its age and ubiquitous use, you might expect pavement organizations supporting it. That’s obviously not the case. In North America, other pavement industries and their associations got a head start. This happened because pavements in the New World went from dirt to asphalt

and concrete pavements to create smooth surfaces for vehicles. While there was a brief showing of clay brick pavers in center cities, there was no centuries-old tradition of using segmental paving like Europe and Asia translated into modern and large interlocking concrete pavement markets today.

Compared to the industry associations, the Interlocking Concrete Pavement Institute (ICPI) has been in business for a short 25 years. Most of this issue looks back on some of the landmark projects, technical developments and ICPI programs documented by this magazine over the past 25 years. While looking back and celebrating growth, ICPI and its members have only just begun to institutionalize segmental concrete pavements into our transportation infrastructure, visual and mental landscapes thereby creating awareness, expectation and wider use throughout society. We look forward to the next 25 years.

While looking back and celebrating growth, ICPI and its members have only just begun to institutionalize segmental concrete pavements into our transportation infrastructure, visual and mental landscapes thereby creating awareness, expectation and wider use throughout society.

Here is a list of national asphalt and concrete pavement groups with their starting year.

1902 Portland Cement Association

1919 Asphalt Institute

1930 National Ready Mix Concrete Association*

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National Asphalt Pavement Association

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*promotes concrete for structures as well as pavements

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 COVER STORY

Winter 2019

100 Magazine Issues of Progress

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With financial support from ICPI members, this magazine humbly started in 1994 with the idea of featuring innovative segmental concrete paving projects. While featuring residential projects from time to time, the main editorial objective was sharing project experiences that increased engineering design, construction, and maintenance know-how for interlocking concrete pavement (ICP), permeable interlocking concrete pavement (PICP), segmental concrete paving slabs, and concrete grid pavements.

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This 100th issue highlights the past 25 years. Space doesn’t allow display of all the engineering innovations and visual fireworks in all 100 issues. Many engineers, landscape architects, architects designed, and skilled contractors built some unique, groundbreaking projects. Moreover, willing, and in some cases daring project owners paid for them.

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FEBRUARY 1994 Sea-to-Shining-Sea Pavers—The first issue featured about 330,000 sf of interlocking concrete pavements installed at Berth 30 at the Port of Oakland, California.

Like the Port of Baltimore, Maryland, the initial Oakland ICP project led to 5 million sf. Baltimore’s initial project in 1989 of of 230,000 sf eventually led to a total of 2 million sf there.

As the masters of ports with ICP, the Dutch began placing acres in the Port of Rotterdam in the mid1980s. The total is likely around 20 million sf today. The Baltimore and Oakland projects received inspiration from Dutch pavement engineers. In the case of Baltimore, the engineer who designed the pavers for the European Container Terminus at the Port of Rotterdam provided design guidance to the Port of Baltimore. For Oakland, a Dutch engineer working for the Port at the time helped move ICP forward.

Machine installed ICP was placed on an asphalt base over a granular subbase.

The ICP design allowed for storage of container-laden trailers and shipping containers moved by much heavier reacher-stacker equipment shown here.

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While many municipalities installed ICP crosswalks, the City of Limoilou paved entire intersections and part of the roads leading to them. This larger area provided an early warning to slow down drivers and watch for pedestrians.

AUGUST 1995 Traffic calming is one of the primary safety benefits of segmental concrete pavements. ICP at intersections in VieuxLimoilou next to Quebec City, Canada, was selected to slow drivers. Colored, cast-in-place concrete was rejected in favor of the distinct visual appearance of texture change required to warn drivers, as well as ICPs ease of utility repairs. This was the first of several traffic calming projects reported in this magazine. This issue was also the first one to show PICP, mostly applications in Germany where the idea began.

Construction plans included handcolored colored pavers for installers to follow. The field plans were laminated to prevent rain damage.

FEBRUARY 1996

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Since 1995, the magazine published winners of a design contest most years. The initial national contest was run jointly with Concrete Products magazine. In 2008, ICPI opted to run it’s own contest as part of the Hardscape North America trade show. No matter the sponsor, the winning entries each year consistently revealed innovative designs. The contest winner on the cover of this issue featured a non-repeating paver pattern resembling African Kente cloth. Built under a Metro station in the Overtown neighborhood in the city of Miami, Florida, concrete pavers met the need to construct the 23,834 sf project within three months and at a reasonable cost.

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The Port of Tampa eventually installed almost 800,000 sf of ICP in Berth 208 for bulk storage including sheet steel rolls and plates.

The Port of New Orleans is primarily a container handling port with some bulk handling facilities. Twenty-five acres of ICP supported container handling areas.

MAY 1996 The Port of New Orleans, Louisiana, placed 25 acres of ICP in their Nashville and Louisiana Avenue container terminals which inspired the Port of Tampa, Florida, to install 18 acres in Berth 208 for bulk steel storage. Life cycle cost analysis by the Port of New Orleans demonstrated the lower overall costs for ICP on a cement-treated base compared to unreinforced and reinforced concrete pavements.

A consultant’s study for the Port of Tampa demonstrated that ICP on a thick aggregate base reinforced with geogrid would be sufficient to support heavy plates and rolls of sheet steel compared to asphalt pavement. Machine-assisted installation was used in both projects.

ICP unites the entire site, making platforms to enjoy the scenery.

FEBRUARY 1997 Across North America, increasing flood occurrences are damaging roads and shortening their life. The Forks cultural center near downtown Winnipeg, Manitoba, at the confluence of the Assiniboine and Red Rivers demonstrated the ability of ICP to resist damage from inundation. Some of the 200,000 sf rest on concrete docks along the Assiniboine River. They are covered each winter by rising waters for about eight weeks. When the flood waters recede, the fire department washes them clean, making the pavers ready for the spring and summer events. The flood-resistant mechanics of ICP are simple: the sand-filled joints between the pavers relieve water pressure in the saturated bedding sand.

With rising sea levels and increasing damage to local roads from flooding, a resilient solution appears to be demonstrated here. In the meantime, the pavers visually unite various buildings.

The paver-covered docks along the river resist flooding each winter then stand ready to serve the remainder of the year.

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Facing Lake Ontario, the entrance of Toronto’s National Trade Centre has concrete waves washing up to it.

The side entrance does as well.

AUGUST 1997 Two elegant acres of a jazzed paver pattern graces the entrance to Canada’s National Trade Centre in downtown Toronto.

Having done similar, smaller paver pattern designs for other municipalities, the Toronto project became the apogee of art professor Jerry Clapsaddle’s visual treats in unit concrete paving.

While the paver waves reflect the shore of nearby Lake Ontario, the design came from exploration of computer-generated patterns. With the help of invisible rays from the Buck Rogers architecture, the pavement’s energy level has yet to be matched by other ICP projects. It resonates without making a sound.

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A new international airport for Hong Kong rests on an island near the city. Since there wasn’t quite enough land on the island for the airport, one of the island’s mountains was removed and cast into the sea to create the land. Expected pavement settlement was addressed with about 5 million sf of concrete ICP around part of the passenger terminal and cargo buildings. Installed on a cement-treated base, pavers enabled easier of repairs with reduced down times compared to rigid concrete pavement. Inspired by other overseas airfield projects and by ICPI’s Airfield Pavement Design with Concrete Pavers manual, the Hong Kong project remains the largest installation of ICP in an airport. ICPI later published a case study on the project in cooperation with the British contractor, John Howe, and Interpave UK.

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…and the cargo apron.

Five million sf of ICP covers a part of the terminal apron at Hong Kong International Airport …

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SEPTEMBER 30, 1999

Getting some respect: the U.S. Department of Labor recognizes segmental paving.

At a meeting with ICPI members, the U.S. White House Office of Management and Budget revised the Department of Labor’s Bureau of Labor Statistics Standard Occupational Classification to include a new occupation called Segmental Pavers. The classification number is 47-4091 and the occupation is defined as one who “lays out, cuts, and places segmental paving units. Includes installers of bedding and restraining materials for the paving units.” With some 7,000 years of history, it was good to see the United States government recognize this ancient occupation.

This shows one end of 3,000+ foot-long wharf supporting Berths 55 through 59.

The wharf and container storage areas include 5 million sf of ICP.

Three paver installation contractors mechanically placed bedding sand and 100 mm thick pavers using mechanized equipment.

AUGUST 2001 At 5 million sf, the Port of Oakland Berths 55 through 59 achieves the record for the largest ICP project in the Western Hemisphere. ICP was selected because the pavement was built on about 2 million cubic yards of fill soil that presented some risk of differential settlement over time. Compared to other surfaces, ICP could tolerate some deformation and still be serviceable.

The pavement could also likely survive earthquakes. “Fill” also consisted of demolished buildings of a former WWII U.S. Navy base. The pavement structure consisted of 100 mm thick pavers on an inch of bedding sand over 3 inches of asphalt and 18 inches of Caltrans Class 2 aggregate base. Tenant Hanjin Shipping Company, Ltd., wanted ICP because it could support various heavy container handling equipment such as top pick machines and rubber-tired gantries.

Time is money: Port managers and shippers want no problems with pavements.

Damaged surfaces can slow down container movements and ICP facilitates fast repairs.

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NOVEMBER 2000 While acres of ICP in plazas and streets surround the Rock and Roll Hall of Fame in downtown Cleveland, Ohio, this issue featured a groundbreaking, high-slope, 350,000 sf street project in Colma, California. See page 25 for a follow up article 18 years later. The residential streets and sidewalks demonstrated that ICP could maintain a stable surface at an 18% slope. Sometimes a concern of fire departments, the project increased confidence in using pavers in steeply sloped paver driveways and streets.

Located at the Dundalk Marine Terminal, this was one of several ICP paving projects at the Port of Baltimore.

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As previously noted, 1989 marked the first use of 230,000 sf of ICP in a wharf at the Seagirt Marine Terminal at the Port of Baltimore, Maryland. This project was inspired by 660,000 sf of ICP placed in 1983 at Massey Coal Terminal (now Pier IX) in Newport News, Virginia. This issue documented projects at the Port of Baltimore, all totaling almost 2 million sf.

The applications included container yards and a roll-on/ roll-off (aka ro-ro) facility that receives heavy wheeled equipment and steel-tracked vehicles. The ro-ro areas were created by removing existing asphalt and paving an inlay of concrete pavers and bedding sand.

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Machine installation was used to place 120 mm thick paving units for new container handling areas at Dundalk.

Heavy vehicles in the Port’s storage facilities relied on ICP for support. Most of these areas were ICP inlays on existing asphalt pavement. These locations used 80 mm thick paving units.

ICPI and BIA-funded wheelchair-pavement interaction studies in 2002 and 2004 conducted by the University of Pittsburgh demonstrated that certain pavers and paving patterns transmitted little vibration to wheelchair users.

MAY 2003 The passage of the Americans with Disabilities act in the early 1990s led to development of design guidelines for the public-right-of-way proposed by the U.S. Access Board in 2000.

With no technical justification, pavers were disqualified from sidewalks in the proposed guidelines due to wheelchair user discomfort from vibrations. This motivated ICPI and the Brick Industry Association (BIA) in 2002 to involve well-known wheelchair researchers at the University of Pittsburgh to test vibrations in wheelchairs passing over jointed, castin-place concrete, as well as concrete and clay pavers.

Not surprisingly, the research results indicated that pavers with small or no chamfers enabled a smooth ride for wheelchair users. This research began a supportive relationship with the U.S. Access Board that led to additional industry research in 2004, new surface roughness measurement technology in 2014, an ASTM standard for taking roughness measurements in 2016, and additional roughness research in 2017 that affirmed Access Board roughness criteria recommended in 2018.

ICPI and BIA funded research in 2013 that developed laser-assisted surface roughness measurement tools like the one shown here. This work coincided with U.S. Access Board developing relationships between surface roughness and wheelchair user discomfort. In 2016, an ASTM test method for measuring surface roughness was issued providing guidance on using the machine shown. All this work provided objective criteria for accepting segmental paving surfaces compatible with wheelchair users.

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NOVEMBER 2004 While around for decades, this was first issue to recognize the emerging use of segmental concrete paving slabs. The basic difference between a paver and slab is the former can be picked up and placed with one hand; that latter requires at least two. Canadian producers helped moved the slab industry forward by having the Canadian Standards Association publish the initial version of slab standard in 1972 dubbed CSA A231.1 Precast Concrete Paving Slabs. Forty-four years later, the U.S. industry, having grown and learned much from the Canadians, published a product standard through ASTM in 2016 called C1782 Standard Specification for Segmental Concrete Paving Slabs. The ICPI developed detail drawings, guide construction specifications, and Tech Spec technical bulletins that address paving slabs. At this writing, ICPI has drafted structural design guidelines for limited vehicular traffic and is conducting fullscale testing to validate them.

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In 1985, the editor (as a municipal employee) orchestrated the design and construction of the first mechanically-installed city street in the U.S., specifically in a historic district in Dayton, Ohio. This issue visited that street 20 years later and, according to the City of Dayton, found that the picturesque street received no repairs for its first twenty years.

Tecumseh Street, Dayton, Ohio, 20 years on: still just as practical, costeffective and beautiful as opening day.

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Whether in a patio or plaza, paving slabs have a calming effect.

As with other Tech Specs, this magazine remains a way to introduce the series of now 23 ICPI Tech Spec technical bulletins (also on www. icpi.org). This one on bedding sand provided in 2006 borrowed from lessons learned from bedding sand failures and research, and provided test methods to help identify the most durable sands suitable for heavy vehicular traffic.

NOVEMBER 2006 Besides the regular circulation, this issue was distributed at the 8th International Conference on Concrete Block Paving in San Francisco during the same month. Sponsored by member donations to the ICPI Foundation for Education and Research, the triennial conference attracted about 400 delegates to hear presentations on 80 technical papers. The issue also covered center-city revitalization in Kingston, Ontario, using pavers, permeable pavement research, and guidelines on selecting bedding sand for vehicular applications, also known as ICPI Tech Spec 17 Bedding Sand Selection for Interlocking Concrete Pavements in Vehicular Applications. Thanks to conference and advertiser support, this issue was the largest at 64 pages.

AUGUST 2007 Traffic calming received additional coverage from the editor’s several visits to the Netherlands with some occurring before ICPI and this magazine started. The 2007 article explained the critical role of concrete pavers in the evolution of traffic calming there. The latest designs were featured as created by Hans Monderman, a traffic engineer from Drachten in the northern part of The Netherlands. Wikipedia captures Mr Moderman’s approach well: “His most famous approach has been labeled designing for negotiation, which he

openly admits works better in some places than others. At busy urban intersections with slow traffic, he has found that it is often safer and more effective to get road users to focus on looking at one another instead of traffic control devices. Rather than crosswalks, signs, lights, etc., he designs the road to make it easier for users to see and negotiate with one another.

His goal is to enhance the conspicuity and

predictability of users, empowering them to cooperate with each another.”

Thanks to his fewer-signs-is-more-driverinformation approach, Mr. Monderman remains a legend in the traffic calming world. With his sudden death in 2008, the editor was thrilled to visit him and tour some of his designs in 2007. Most of his projects relied on ICP to draw driver attention to pedestrians.

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NOVEMBER 2007 With its inaugural show in March 2007 in Nashville, Tennessee, Hardscape North America (HNA) ran a second show there in March 2008. At the time, the small show was fledgling. When HNA co-located in Louisville, Kentucky, with the GIE+EXPO in 2010, a symbiosis occurred by displaying the world of hardscaping to the landscaping industry, and vice versa. HNA since has grown to 166 exhibitors occupying over 46,000 net sf and programs attracting over 3,600 attendees. This is added to some 16,000 attendees at the GIE+EXPO which together is the 13th largest trade show in the U.S. The 2008 HNA show inaugurated the HNA Project Awards contest whose winners presented the finest residential and commercial projects in this magazine for the past ten years.

There’s a discernable temperature difference on a warm day when walking from an adjacent asphalt lot to the PICP parking lot next to Chicago’s White Sox Stadium.

PICP saved the extra expense of installing underground vaults to store runoff.

The U.S. National Pollutant Discharge Elimination System (NPDES) permits in the early 2000s essentially regulated PICP into existence. State and local municipalities, and especially some 772 older cities with combined sanitary and storm sewer systems, developed guidelines for reducing pollutants and stormwater runoff.

PICP was recognized as an effective control measure to reach water quality improvement and water quantity reduction goals.

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AUGUST 2008 Then the largest PICP project at 265,000 sf, a parking lot at the Chicago White Sox stadium saved the client money by not having to install expensive underground vaults for storing runoff from the 100year storm. The issue also featured a 140,000 sf PICP parking lot at a commercial redevelopment project in northern Ohio. In addition, an article introduced ICPI’s PICP design software, Permeable Design Pro, available at www.permeabledesignpro.com.

HNA in 2018. HNA was like grapes, i.e., taking three years to realize a decent harvest. Co-location with the GIE+EXPO greatly strengthened the future of HNA. While it’s a show mostly for contractors and dealers, designers could receive much inspiration by attending.

FEBRUARY 2010 One of the most visible PICP projects opened in 2010 at a U.S. Environmental Protection Agency facility in Edison, New Jersey. The site is a 100-car parking lot with side-by-side monitoring of PICP, pervious concrete and porous asphalt. The main research objective is determining any long-term impacts from pollutants on soils under permeable pavement. Maintenance is also being documented as well as surface infiltration. The project received much press and on-line exposure, and EPA published various reports over the years of monitoring. So far, so good regarding pollutant reductions with regular maintenance and snow removal. The PICP area was expanded in 2016 as part of removing raveled previous concrete.

May 1997

August 2010

AUGUST 2010 First documented on the cover of the May 1997 issue, a later phase of sidewalks along Biscayne Boulevard in downtown Miami, Florida, brought the total to about 1 million sf of ICP. Desinged by Brazilian landscape architect Roberto Burle Marx, the bold paver supergraphics suggest the wilder side of Miami with its rich ethnic heritage.

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First issued in 2010, a national standard on ICP structural design from the ASCE Transportation & Development Institute provides increased confidence of civil engineers and landscape architects designing ICP streets.

NOVEMBER 2010 With assistance from ICPI members and the ICPI Foundation, the University of New Hampshire Stormwater Center built a 13,000 sf PICP street and cul-de-sac parking lot and monitored it for over a year to demonstrate that PICP works in cold climates.

The year 2010 was also the year the American Society of Civil Engineers released ASCE 58-10 Structural Design of Interlocking Concrete Pavement for Municipal Streets and Roadways. Slightly revised and re-approved in 2016, the standard provides ICP design with aggregate and stabilized bases.

This magazine reported on Toyota’s use of 326,000 sf of PICP at a dealership in Vancouver, Washington. The magazine also gave guidance on ICP crosswalks, sometimes presenting difficult assemblies to design for durable results. This issue summarized results from full-scale load testing of various ICP crosswalks, bases and edge restraints conducted by the University of Waterloo.

The research provided design guidance for ICPI Tech Spec 19 Design, Construction and Maintenance of Interlocking Concrete Pavement Crosswalks released in 2014.

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FEBRUARY 2011 Thanks to ICPIfunded research, Tech Spec 19 provides guidance on selecting crosswalk assemblies compatible with a range of traffic levels.

MAY 2011 Besides covering a few universities (among many) using much ICP for walks and plazas, this issue reported on Charles City, Iowa, placing 170,000 sf of PICP as a first phase in an older residential neighborhood. This saved money by not having to replace and upsize the storm sewer system. A follow up article appeared in the Summer 2014 issue which documented an additional phase, plus other PICP projects in Iowa.

SUMMER 2012 The magazine underwent a name change to Interlock Design and received a layout upgrade. Quarterly issues were designated by season rather than by month. The cover story featured the first PICP alley in Los Angeles which converted a linear dump into a pleasant spot supporting adjacent restaurants and bars.

Usually not available to most PICP projects, this one found an opportunity to enhance the existing economic and social culture, one unique to LA’s Hollywood neighborhood.

Before

After

Brian Shackel (left) relaxing with Harald von Langsdorff in Argentina in 2009. Brian was an Australian civil engineer who, through many seminars, technical papers, a book and design assistance, encouraged the use of ICP and PICP in many countries including the U.S. and Canada for some 25 years. Brian passed in 2012.

Before and After: The City of Los Angeles cleaned up the alley, installed PICP that supported adjacent bars with café space.

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WINTER 2014 At 20 years old, this issue provided a brief timeline of the years that led up to the formation of ICPI, as well as the first two decades of ICPI’s progress. In project news, a developer for Whole Foods and Walgreens used 40,000 sf of PICP to prevent runoff from entering the pristine Boise River next to it that also runs through the center of Idaho’s capital city. This was the first PICP project of this size in the state. Not uncommon for PICP projects, it spared a detention pond on the site, thereby enabling additional development land in the future.

An unsung hero: John Emery (right) passed in 2014, a quiet civil engineer from England who was the first to place ICP in Luton (England) International Airport in 1981. That eventually led to about 16 million sf now in use in private, commercial and military airports around the world, including NATO bases. Brian Shackel is in the center and John Knapton and Ann Hunnicutt behind. The location is a NASA test facility in Langley, Virginia.

Tom Yager’s NASA conducted simulated full-scale aircraft tire friction tests on ICP in 1992 with favorable results.

PICP replacing asphalt transformed and upgraded the character of an older residential neighborhood in Charles City, Iowa.

The cover story about acres of PICP alleys and streets in three Iowa cities came from an editor’s tour there.

Charles City expanded an initial area to cover streets among 27 blocks of an older residential neighborhood. A smaller village, West Union, saw its Main Street downtown paved in PICP. The older city of Dubuque installed a few PICP green alleys as a pilot program and is commencing phased installation of over 200 to reduce combined sewage from entering the Mississippi River.

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SUMMER 2014 Dubuque, Iowa piloted several PICP green alleys and is now replacing hundreds to reduce combined sewer overflows.

PICP was used as an economic development tool in West Union, Iowa, to help attract businesses back to this small downtown for its farming community. The underground renovations included geothermal heating to reduce building energy costs as well as PICP to preserve a nearby stream.

A case study by ICPI provides details on how the Atlanta project came about as well as its design and construction.

WINTER 2017 As one of the largest PICP projects in the country, The City of Atlanta solved combined sewer flooding with PICP.

In response to combined sewer overflows and neighborhood flooding, the City of Atlanta built the largest street installation of PICP at over 700,000 sf to store and infiltrate stormwater. The multi-phase project was part of the Southeast Atlanta Green Infrastructure Initiative. The $66 million invested in PICP eliminated flooding and raised property values in older residential neighborhoods. ICPI also created a case study on the project as shown below.

After 32 years and saving millions by not maintaining asphalt, the City of North Bay plans to refresh the old ICP streets and expand them into others.

SPRING 2017 With the post-recession residential market surging, this issue presented a fine example of complete backyard room.

Two projects were revisited tracking 30-plus year of ICP performance: downtown North Bay, Ontario, and Tecumseh Street in Dayton, Ohio. A 2016 visit by the editor to the latter showed that the cast-in-place concrete installed at the same time as the ICP in 1985 was showing serious signs of cracking and wear. The concrete pavers were fine, continuing their compliant adjustment to minor settlement and in a few small areas and where the base was weakening, all while remaining serviceable. The editorial addressed the age-old, common misconception that H-20 loads are relevant to pavement design.

Don’t be fooled; such loads are used in bridge design only.

After 30 years, the ICP ‘cracks’ or joints are still where you want them. In contrast, the adjacent cracked asphalt on the left is where the asphalt puts them.

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Twenty year-old residential streets in Colma, California are headed toward being more cost-effective than asphalt, as well as more attractive in support of property values.

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COVER STORY

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SUMMER 2018 After reporting the project in the November 2000 issue, this issue returned to Colma, California, to visit its 20-year old residential ICP streets. The editor found them almost in the same condition as when installed, and with essentially no maintenance. The same town public works director who oversaw the street and sidewalk installation in 1997 was still employed. He reflected on the life cycle costs compared to asphalt. He noted that in Colma’s moderate climate and residential traffic, ICP would have a lower life-cycle cost than asphalt after about 30 years. The ICP will reach that goal. He did note that seal coating as well as milling and replacing asphalt interferes with traffic and residents’ schedules. ICPI has none of that.

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InterlockDesign.org

Since the first issue in 1994, about two million copies of this magazine have been distributed across the U.S., Canada, and overseas to designers and contractors.

The editorial noted that ICPI and the industry is just starting out after 25 years when compared to other pavement systems. There are still decades ahead of research and education to institutionalize interlocking concrete pavements into road engineering to the same awareness level as asphalt and cast-in-place concrete.

This magazine’s charge is to document the industry’s progress, specifically ICPI’s, and in doing so, raise awareness and confidence in segmental concrete pavement systems. As an observer, it’s been fascinating to witness the horizon unfold each year with creative design, construction and maintenance solutions for residential, commercial, institutional, municipal, industrial, port and airport pavement applications.

Thank you for your readership!

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Winter 2019

THE MAIN EVENTS



the MAIN events EVENTS Concrete Paver Installer Courses

Permeable Interlocking Concrete Pavement Installer Courses

March 4

Suburban Collection Showplace • Novi, MI

March 7

March 5

Outdoor Solutions Landscape & Paver Supply • Gilroy, CA

Outdoor Solutions Landscape & Paver Supply • Gilroy, CA

March 12

March 5

Ramada Inn Lewison • Lewiston, ME

DC Department of Energy and Environment • Washington, DC

March 6

Scheels • Overland Park, KS

March 14

AGC – Nevada Chapter • Reno, NV

March 12

AGC – Nevada Chapter • Reno, NV

March 27

Temple University’s Ambler Campus • Ambler, PA

March 13

Larimer County Conference Center • Loveland, CO

March 18

The Cave Restaurant • Saskatoon, SK

March 20

Winnipeg Construction Association • Winnipeg, MB

Residential Specialist Installer Courses March 4

Suburban Collection Showplace • Novi, MI

March 28

Fairfield Inn Phoenix Midtown • Phoenix, AZ

April 4

San Diego Botanic Garden • Encinitas, CA

WEBINARS March 12

Onscreen Takeoffs and Utilizing the Plan Rooms

May TBD

OSHA Required Competent Persons Silica Training

March 19

ICPI Tech Spec 23: PICP Maintenance

May 23

How to Use Permeable Design Pro

April 25

Life-Cycle Cost Analysis on ICP and PICP

May13

ICPI Foundation Projects Update (ICPI Members Only)

April 30

ICPI Tech Spec 2: Construction of ICP Visit the Events page on www.icpi.org for details.

ADVERTISERS IN THIS ISSUE BP Pro.................................. Inside Front Cover, 1 Browning Enterprises, Inc./ Alabama Pallets....................................................26 Columbia Machine, Inc.......................................26 KOBRA Molds, LLC............................................20 Oldcastle Architectural, Inc.......................... 8, 25 Oly-Ola...................................................................16 PAVE TECH Hardscape Outfitters..................25

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SEK, Inc..........................................................25, 28

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Rekers (North America), Inc..............................27

Standley Batch Systems, Inc............................26

27

Sinnov, Inc............................................................... 7

Topwerk America Ltd...................................25, 28

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Interlock Design readers and advertisers for your support over the past 100 issues!

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