TECHNICAL FIELD The present disclosure is generally related to drainage and, more particularly, is related to diversion of infiltration and subsurface water.
BACKGROUND Water is a destructive force in roadways, particularly in the sub-surface support for various roadway types. Infiltration and subsurface water affect asphalt and concrete roadways, but are particularly destructive to gravel roadways. With gravel roadways, after one or more rainfalls, and in particular a heavy rainfall, the gravel roads may wash away. Even if the gravel road is crowned, ditched, and properly packed, they may still wash away, regardless of the materials used in the subsurface. This is typically due to the over saturation of the roadway materials. During rainfall events with high intensities, the void areas within the roadway materials quickly fill with water. The roadway materials are typically placed on highly compacted subgrade that is far less permeable than the roadway materials. Once the roadway material is fully saturated, the structural properties are significantly reduced and quickly allow for roadway surface failure caused by soil pumping through the application of loads from normal traffic.
Additionally, roadway materials may experience a significant reduction in cohesiveness at full saturation. This reduction in cohesiveness allows for the roadway material to be transported more easily through normal erosion caused by the flow of water through and along the surface of the roadway materials.
Erosion is one of the biggest problems facing roadways and roadway maintenance. Erosion allows for the transport of roadway material beneath paved surfaces. The loss of roadway materials beneath pavement allows for voids. When these voids become large enough, the pavement above may crack under stress from normal traffic loads, fall into the voids, and create pot holes. Erosion also allows for the transport of roadway materials along the surface of gravel roadways. This transport allows for ???
Solutions to erosion problems have included the addition of calcium, lime, and/or other hardening materials to make the gravel pack better and more resistant to erosion, but even these wash away after time. There are heretofore unaddressed needs with these previous solutions.
SUMMARY Example embodiments of the present disclosure provide systems for draining the roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage. Briefly described, in architecture, one example embodiment of the system, among others, can be implemented as follows: interceptor trenches configured to drain roadway materials and divert the infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage; and aggregate filled in the interceptor trenches
Embodiments of the present disclosure can also be viewed as providing methods for draining and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage. In this regard, one embodiment of such a method, among others, can be broadly summarized by the following steps: providing infiltration and subsurface interceptor trenches; and filling the subsurface interceptor trenches with aggregate.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view of a roadway with potholes.
FIG. 2 is a cross-sectional view of an asphalt roadway with cracks
FIG. 3 is a cross-sectional view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 4 is a cross-sectional view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 5 is a top view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 6 is a top view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 7 is a top view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 8 is a top view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 9 is a top view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 10 is a cross-sectional view of an example embodiment of the system for draining and diverting infiltration and subsurface water of FIG. 9.
FIG. 11 is a top view of an example embodiment of a system for draining roadway materials and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 12 is a cross-sectional view of an example embodiment of the system for draining and diverting infiltration and subsurface water of FIG. 11.
FIG. 13 is a cross-sectional view of an example embodiment of the system for draining and diverting infiltration and subsurface water of FIG. 11.
FIG. 14 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 15 is a cross-sectional view of an example embodiment of the system for draining and diverting infiltration and subsurface water of FIG. 14.
FIG. 16 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 17 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 18 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 19 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 20 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 21 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 22 is a cross-sectional view of an example embodiment of the system for draining and diverting infiltration and subsurface water of FIG. 21.
FIG. 23 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 24 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 25 is a top view of an example embodiment of a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 26 is a flow chart of an example embodiment of a method of designing a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
FIG. 27 is a flow chart of an example embodiment of a method of designing a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage.
DETAILED DESCRIPTION Embodiments of the present disclosure will be described more fully hereinafter with reference to the accompanying drawings in which like numerals represent like elements throughout the several figures, and in which example embodiments are shown. Embodiments of the claims may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. The examples set forth herein are non-limiting examples and are merely examples among other possible examples.
Conventional roadway and parking drainage systems focus on collecting storm water runoff from the surface of roadways and parking lots. Their primary concern is to collect the water that falls on the surface and transport it away from the roadway. However, conventional drainage systems will only collect up to roughly 95% of storm water runoff on paved surfaces and up to roughly 60% of storm water runoff on unpaved surfaces. The remaining 5% and 40%, respectively, will infiltrate the roadway surface materials and begin to cause adverse affects that in turn reduce the service life of the roadway materials. The disclosed systems and methods address the infiltration of storm water not currently addressed by conventional storm water collection devices along roadways and parking lots and improve the service life of the roadway materials. These systems and methods allow for removal of water that has infiltrated the roadway materials that otherwise could not be removed through the use of conventional drainage systems. Keeping the roadway materials drained reduces the saturation levels of the roadway materials and will significantly reduce the losses of structural and cohesive properties that cause roadway materials to fail.
Example embodiments of the systems and methods for diverting infiltration and subsurface water may include excavation and filling under roadways, such as gravel roads, by using interceptor trenches. An interceptor trench is a trench, which may be filled with non-limiting examples of gravel, surge stone, rip rap, or other suitable aggregate that drains the water infiltrating roadway materials from normal rainfall or subsurface seepage through underlying soil and carries it to conventional storm water conveyance systems or other natural path of drainage to minimize soil erosion. These interceptor trenches, incorporated under the road, may be filled with heavy material such as rock or other aggregate having high void ratios that allow for levels of permeability greater than the roadway materials. The interceptor trenches drain the roadway material, intercept the water, and carry it off before it can increase the saturation level of the roadway materials. This reduces the velocity and volume of storm water on the surface of the roadway and within the roadway materials to prevent the erosion of the roadway materials.
The horizontal and vertical positioning, length, width, depth, and frequency of the interceptor trenches along a roadway will vary depending on the characteristics of each site in which the interceptor trenches are installed. Such characteristics may include topography, rainfall intensity, roadway width, roadway slope along the centerline, roadway crown, horizontal curvature of the roadway, vertical curvature of the roadway, availability of existing storm water conveyance systems and/or natural drainage paths, and soil properties of existing roadway subgrades. [WHAT ABOUT VOLUME OF TRAFFIC AND TYPE OF TRAFFIC ON THE ROADWAY?} The disclosed systems and methods for diverting infiltration and subsurface water will work on paved roads as well as gravel roads because paved roads have similar issues as gravel roads regarding the propensity for water to find its way to the surface and with the subsurface being washed away. Paved roadways with poorly drained subgrades increase saturation of roadway materials that, during extreme cold conditions, promote frost wedging of the upper pavement surfaces and further increase the roads susceptibility to pot holes.
A roadway—paved, gravel, or otherwise—can be examined to determine the path of the water down the road. In the winter time, it may cause deterioration of the road and, potentially, accidents. In example embodiments of the systems and methods disclosed herein, interceptor trenches may be covered with whatever material is chosen for the road surface, whether that's gravel, concrete, asphalt, or other suitable roadway materials. Particular sections and shapes of the subsurface may be excavated, filled with the rock or other suitable material, and then covered with the roadway material. Example non-limiting embodiments of the roadway material may include crusher run, #57 stone, #34 stone, asphalt, concrete, or any other commonly used aggregate or construction material used in the construction of roadways.
Example embodiments of the fill rock are type 3 riprap, rubble, shot rock, and rock armor, among other suitable materials. Riprap may be made from a variety of rock types, commonly granite or limestone, and occasionally concrete rubble from building and paving demolition. Riprap works by absorbing and deflecting the impact of moving water before the water reaches the defended structure. The size and mass of the riprap material affects the impact energy of the moving water, while the gaps between the rocks trap and slow the flow of water, lessening its ability to erode soil or the subsurface material. Riprap typically has high void ratios and allows for higher levels of permeability to keep the overlying roadway materials well drained. In an example embodiment, one level of rock may be used; however, with higher volumes of water, a deeper trench may be used.
Multiple configurations may be used depending on the slope and amount of water in a particular area and the composition of the subsurface, among other factors. The steeper the hill, the steeper the angle of the trench should be to handle the volume and speed of the water. Smaller trenches and higher frequency may be implemented. Trench systems without a centerline may be suitable for use with gravel roads. Some of the trenches may be configured based on several factors, including, but not limited to, the roadway material, the slope of the road, whether the road banks, the grade of the surrounding land, the materials of the subsurface (whether it's clay, rock, gravel, granite, sand, etc.), and whether there is curvature in the road, among others. The trenches may be adapted for these particular conditions. The trench system has an additional advantage in that the water that comes off of these roads will be filtered because of the rock. This reduces the total suspended solids present in the storm water runoff and increases overall storm water quality. The reduction in loss of roadway material due to erosion will also increase the environmental effectiveness as well.
FIG. 1 provides a cross sectional view of an asphalt road as presently constructed in the industry. Stone layer 140, impact stone layer 130 and asphalt layer 110 are installed on top of subsurface layer 150. When water flows under asphalt layer 110, it transports roadway material in layer 130 away and causes weaknesses in asphalt layer 110 causing potholes 120. Stone layer 140 is typically surge stone, #57 stone, #34 stone or other suitable stone aggregate material. Although some of the stone layers may be shown with more than one layer of rock, in example embodiments, a single layer of rock may be used in the disclosed systems and methods of diverting infiltration and subsurface water.
FIG. 2 provides another example of a failed roadway with surge stone layer 240, crushed rock layer 230 and asphalt layer 210 installed on subsurface layer 250. Cracks 220 have formed in road 200 due to water flow under asphalt layer 210.
FIG. 3 provides a cross sectional view of an example embodiment of a system for diverting sub-surface water from asphalt road 300. Rock layers 330 represent the interceptor trench and are installed on either side of untrenched center channel in subsurface 350. Crushed rock layer 320 and asphalt layer 310 are installed on rock layers 330. Dirt shoulders 340 span either side of asphalt layer 310 and crushed rock layer 320. Water drains from rock layer 330 down into ditch 360 on either side.
FIG. 4 provides a cross sectional view of an example embodiment of a system and method for diverting subsurface water in roadway 400. In subsurface 450, interceptor trench 430 is dug on either side and filled with rocks leaving center channel 440. Gravel layer 420 is then laid atop interceptor trenches 430 and untrenched center channel 440 such that these interceptor trenches will siphon water off into a ditch on either side of subsurface 450. Each of interceptor trenches 430 may be angled down so that the water will flow out from under gravel road 420 into the ditches on either side. The example embodiment of FIG. 4 is a configuration which may be used for drainage on a level gravel road, among other conditions.
FIG. 5 provides a top view of the configuration of the interceptor trenches shown in FIG. 4. In system 500, interceptor trenches 520 are burrowed on either side in subsurface 530 leaving untrenched center channel 510. Interceptor trenches 520 may be filled with surge stone or other type of aggregate material. In this example embodiment, the width of the trench increases and decreases in a substantially sinusoidal pattern as it moves along untrenched center channel 510. The example embodiment in FIG. 5 is a configuration which may be used for drainage on roadways that have very low vertical slope along the centerline of the roadway, among other conditions. This may include areas that are flat, near the top of a crest vertical curve along a roadway centerline grade profile, or near the bottom of a sag vertical curve along a roadway centerline grade profile.
FIG. 6 provides an alternative configuration with interceptor trenches 620 burrowed in subsurface 630 leaving center channel 610. The width of interceptor trenches 620 increases and decreases as they move along untrenched center channel 610, but in a different pattern than used in FIG. 510. Interceptor trenches 620 may be filled with surge stone or other appropriate materials. The example embodiment in FIG. 6 is a configuration which may be used for drainage on roadways that have very low vertical slope along the centerline of the roadway, among other conditions. This may include areas that are flat, near the top of a crest vertical curve along a roadway centerline grade profile, or near the bottom of a sag vertical curve along a roadway centerline grade profile. The example embodiments in FIG. 5 and FIG. 6 may be appropriate for a gravel road.
FIG. 7 provides alternative configuration 700 in which interceptor trenches 720 are burrowed into subsurface 730 leaving center channel 710. In this example embodiment, the width of the trench increases and decreases in a substantially sinusoidal pattern as it moves along untrenched center channel 710. Smaller trenches 740 are burrowed in the remaining untrenched spaces left by the larger trenches. Smaller trenches 740 provide alternatives to FIG. 5 and FIG. 6 to allow for smaller areas of interceptor trench. The example embodiment in FIG. 7 is a configuration which may be used for drainage on roadways that have very low vertical slope along the centerline of the roadway, among other conditions. This would be areas that are extremely flat, near the top of a crest vertical curve along a roadway centerline grade profile, or near the bottom of a sag vertical curve along a roadway centerline grade profile.
FIG. 8 provides an example embodiment of a system for drainage on hard surfaced roads or gravel roads with a significant grade along the centerline profile and a crown on the roadway. Center interceptor trench 810 is dug into subsurface 830 with lateral interceptor trenches 820 coming off of center interceptor trench 810. A steeper grade may call for more angled trenches. Again, the interceptor trenches are filled with some type of rock substance such as riprap or other suitable material.
FIG. 9 provides an example embodiment of a system for drainage suitable for hard surfaced roads or other drivable surface with a level grade. System 900 includes center interceptor trench 910 dug into subsurface 930 with lateral interceptor trenches 920 extending at substantially 90 degree angles from center interceptor trench 910. Again, interceptor trenches 920 are filled with some type of rock substance such as riprap or other suitable material.
FIG. 10 provides a profile view along the roadway centerline of system 900 from FIG. 9. Cross sectional view 1000 provides subsurface 1030 with interceptor trenches 1020, crushed rock layer 1010 and asphalt layer 1005. The bottom of trenches 1020 may be angled down into collection trenches into which water may flow. Trenches 1020 may be filled with rock such as riprap or other suitable material. The example embodiment provided in FIG. 9 and FIG. 10 may be suitable for hard surfaced roads with a level grade, among other conditions.
FIG. 11 provides system 1100, which is an example embodiment of interceptor trenches which may be suitable for a lesser grade for either gravel or surfaced roads, among other conditions. The grade of the roadway is in the direction of the arrows. Trenches 1120 are burrowed into subsurface 1130 and filled with surge stone, riprap, or other suitable materials. The interceptor trenches may have a slight curve to them, which may aid in the drainage of water. The size, width, depth and spacing may depend on the grade, the average rainfall, the maximum rainfall recorded, the banking, and the length of the grade. Each interceptor trench 1120 may be filled with surge stone, riprap, or other suitable material.
As provided in cross sectional view 1200 of FIG. 12, interceptor trench 1220 may slope from the center to the sides. Each of interceptor trenches 1220 may be burrowed into subsurface 1230 and then covered with layer 1210 which may be comprised of gravel or pavement, among other materials. Trench 1220 may slope from center to the sides to further drain water from under top layer 1210.
As shown in roadway profile view 1300 in FIG. 13, each interceptor trench 1320 may also be tapered from top to bottom. Interceptor trenches 1320 are dug into subsurface 1330 and filled with surge stone or other suitable material. The down slope of each interceptor trench 1320 may be tapered to allow overflow to exit slowly.
FIG. 14 provides an example embodiment of a system, which may be suitable for roadways with steeper grades and a crowned surface, in which the grade slopes down in the direction of the arrows, among other conditions. Trenches 1420 may be burrowed into subsurface 1430 and filled with surge stone, riprap, or other suitable material. In this example embodiment, there is no center trench. Each trench 1420 angles away from a center point in the direction of the grade.
In this example embodiment, as shown in roadway profile view 1500 in FIG. 15, interceptor trenches 1520 are dug into subsurface 1530 and covered with road surface 1510. The back and/or front wall of each trench 1520 may be angled for slow exhaustive overflow of water.
FIG. 16 provides an example embodiment of system 1600, which may be suitable for implementation in a roadway with a low slope along the profile grade, which is also banked to the left such that the left side is the low side, among other conditions. Trenches 1620 are burrowed into subsurface 1630 and filled with surge stone, riprap, or other suitable material. Interceptor trenches 1640 may comprise larger trenches that run substantially along the grade with smaller outshoot trenches that run substantially perpendicular to the grade from high to low, or across the bank, in other words.
FIG. 17 provides example embodiment 1700, which may be suitable for a roadway with a low slope along the profile grade, banked down to the right side, among other conditions. Interceptor trenches 1720 may be burrowed into subsurface 1730 and filled with surge stone, riprap, or other suitable material. Interceptor trenches 1720 may be angled along the grade from top to bottom and from left to right.
FIG. 18 provides example embodiment system 1800, which may be suitable for a curved embankment, among other conditions. Interceptor trenches 1820 are dug in subsurface 1830 and filled with surge stone, riprap, or other suitable materials. Interceptor trenches 1820 follow the curve of the roadway. On either end of the curve, a lateral trench angles in the direction of the banking. Also, in this example embodiment, on either or both ends of the curve, one or more small interceptor trenches may extend out of the lateral trench.
FIG. 19 provides example embodiment system 1900, suitable for diverting subsurface water. System 1900 includes center channel 1910, left channel 1930 and right channel 1940 burrowed into subsurface 1950. Each of channels 1910, 1930, and 1940 are regularly connected with connecting channels 1920. This configuration may be suitable for hard surface roads and gravel roads with significant profile grades, among other conditions. The outside trenches may exhaust the water outside of the roadways or convey it to an existing storm water system. Additionally, each of outside trenches 1930 and 1940 may be lined on the outside with a concrete curb. {IS THIS CONCRETE CURB APPLICABLE TO OTHER CONFIGURATIONS?}
FIG. 20 provides example embodiment 2000 of a system for diverting water under a roadway including side channel trench 2010 along the right side of the roadway with interceptor trenches 2020 substantially regularly extending from channel trench 2010. Trenches 2010 and 2020 are burrowed into subsurface 2030. This configuration may be suitable for steep grades that slope down to the right, among other conditions.
FIG. 21 provides example embodiment 2100 of a drywell for ponding water under paved roads. System 2100 comprises french drains 2140 substantially regularly placed across the area to be drained. French drains 2140 are surrounded by interceptor trenches 2110 that are filled with surge stone, rip rap, layered aggregate, or other suitable material. Interceptor trenches 2110 may be surrounded with compacted subgrade 2130 and the water may be drained from interceptor trenches 2110 through leech line 2160 into a collection pond, or through drains 2140 into storm drain system 2150.
FIG. 22 provides a side view 2200 of the drywell system provided in FIG. 20. Again, drains 2240 are positioned in the roadway layer with a interceptor trenches 2110 filled with packed stone underneath. Layer 2250, which may be comprised of stone as a non-limiting example, lies underneath and bottom layer 2260 is filled with rip rap, surge stone, or other suitable material. The entire system is surrounded with compacted subgrade layer 2230.
FIG. 23 provides an example embodiment of a system for drainage suitable for hard surfaced roads with rigid pavement or other drivable surface with intermediate construction joints. One specific application would be a two lane road with a rigid pavement design and curb and gutter along the outside of the travel lanes. System 2300 includes center interceptor trench 2310 dug into subsurface 2330 with lateral interceptor trenches 2320 extending at substantially 90 degree angles from center channel 2310 to edge channel 2340 that would typically be installed along the joint between the pavement and the curb and gutter along the edge of the travel lanes. Again, the interceptor trenches are filled with some type of rock substance such as riprap or other suitable material. Construction joints in the pavement layer may be placed above interceptor trenches 2320 and 2340.
FIG. 24 provides an example embodiment of a system for drainage suitable for hard surfaced roads with rigid pavement or other drivable surface with intermediate construction joints. One specific application would be a multi lane road with a rigid pavement design. Another specific example would include a parking lot with rigid pavement design and intermediate construction joints. System 2400 includes transverse {TRANSVERSE OR TRAVERS? BOTH ARE USED IN THIS SECTION} interceptor trenches 2410 at intervals dug into subsurface 2430 with lateral interceptor trenches 2420 extending at substantially 90 degree angles from traverse interceptor trenches 2410. These traverse and lateral trenches would typically be installed along the construction joints in the pavement and any joints between the pavement and the curb and gutter, if used, along the perimeter of the driving surfaces. Again, the interceptor trenches are filled with some type of rock substance such as riprap or other suitable material. Construction joints in the pavement layer may be placed above interceptor trenches 2410 and 2420.
FIG. 25 provides an example embodiment of system 2500, which may be suitable for implementation in a roadway with a low slope along the profile grade, which also has substantially no crown or cross slope. Interceptor trenches 2520 are burrowed into subsurface 2530 and filled with surge stone, riprap, or other suitable material. These trenches extend across the section of the roadway at substantially 90 degree angles and would most likely be used in areas where no center or side drains would provide benefit to draining relatively flat roadway surfaces.
FIG. 26 provides flow diagram 2600 of a method for designing a system for draining roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage. In block 2605, a determination is made as to whether the driving surface or roadway is paved. If the driving surface is not paved, then in block 2610, the flow chart moves to FIG. 27. If the driving surface is paved, then in block 2615, a determination is made as to whether the driving surface has construction or expansion joints. If the driving surface has construction joints, then in block 2620 a determination is made as to whether curb and gutter is to be used. If curb and gutter is to be used, then in block 2625, the system of FIG. 23 may be implemented. If curb and gutter is not used, then in block 2630 a determination is made as to whether the driving surface is a parking lot or a roadway with more than two lanes.
If the driving surface is a parking lot or roadway with more than two lanes, in block 2635, the system of FIG. 23 may be implemented. If the driving surface is not a parking lot or roadway with more than two lanes, in block 2640, the system of FIG. 9 may be implemented. If, as determined in block 2615, the driving surface does not have construction or expansion joints, a determination is made in block 2645 as to whether curb and gutter is to be implemented. If a curb and gutter is to be used, then in block 2650, the system of FIG. 9 may be implemented. If a curb and gutter is to be used, then in block 2655, the system of FIG. 8 may be implemented. This decision work flow offers general guidelines for selecting potential systems for implementation. Additional considerations may lead to the use of other similar systems. Additionally, other similar systems may be used under these same considerations.
FIG. 27 provides flow diagram 2700 of a method for designing a system for draining unpaved roadway material and diverting infiltration and subsurface water to conventional storm water conveyance systems or any other natural path of drainage. In block 2705, a determination is made as to whether the unpaved roadway surface is crowned. If the unpaved roadway surface is crowned, then in block 2710, a determination is made as to whether the slope of the surface along the vertical profile is less than approximately one percent. If the slope of the surface along the vertical profile is less than approximately one percent, then in block 2715 a determination is made as to whether the section of the roadway is along a horizontal tangent. If the section of the roadway is along a horizontal tangent, then in block 2725, the system of FIG. 5, FIG. 6, or FIG. 7 may be implemented. If the section of the roadway is not along a horizontal tangent, then in block 2730 the system of FIG. 18 may be implemented.
If the slope of the surface along the vertical profile is not less than approximately one percent, in block 2720, the system of FIG. 11 or FIG. 14 may be implemented. If, in block 2705, it is determined that the unpaved surface is not crowned, in block 2735 a determination is made as to whether the roadway surface is super elevated. If the roadway surface is super elevated, in block 2740, the system of FIG. 16, FIG. 17, FIG. 18, or FIG. 20 may be implemented. If the roadway surface is not super elevated, a determination is made in block 2745 as to whether the slope of the surface along the vertical profile is less than approximately one percent. If the slope of the surface along the vertical profile is less than approximately one percent, then in block 2750, the system of FIG. 5, FIG. 6, FIG. 7, FIG. 21, or FIG. 25 may be implemented. If the slope of the surface along the vertical profile is not less than approximately one percent, then in block 2755, the system of FIG. 25 may be implemented. This decision work flow offers general guidelines for selecting potential systems for implementation. Additional considerations may lead to the use of other similar systems. Additionally, other similar systems may be used under these same considerations.
Although the present invention has been described in detail, it should be understood that various changes, substitutions and alterations can be made thereto without departing from the spirit and scope of the invention as defined by the appended claims.
