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Enforcement Postponed

The U.S. Department of Labor’s Occupation Safety and Health Administration (OSHA) recently postponed enforcement of new, stricter rules regarding worker exposure to silica dust on job sites. Originally scheduled to begin June 23, 2017, enforcement of the new rules will now begin Sept. 23, 2017. Current rules will be changed this fall to reflect substantial reductions in exposure to airborne dust on job sites. A key rule change is a reduction in the 8-hour exposure limit from 100 to 50 micrograms per cubic meter of air averaged over an eight-hour day. Determining exposure to these small concentrations is typically done by workers wearing lightweight, portable air monitoring equipment that captures dust while on the job site.

Current rules require a written exposure control plan with specific tasks to protect workers. This is implemented by a designated, competent person who articulates housekeeping practices that reduce exposure with feasible alternatives. Employers must offer medical exams including chest x-rays and lung function tests to employees. These must be done every three years for workers who wear a respirator for 30 or more days annually. There must be ongoing worker training in saw cutting and other operations that result in silica exposure with instruction in ways to limit exposure. Finally, employers must keep records of workers’ silica exposure and medical exams.

OSHA’s new silica exposure rules are delayed to give more time for construction companies to comply. Silica dust on job sites requires control measures via wet (or dry) saw cutting with a vacuum system and worker protection equipment. The pavers shown here are among 5 million square feet in container yards at the Port of Oakland, CA.

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ICPI Releases Technical Bulletin on PICP Maintenance

Available at icpi.org, this 12-page bulletin with 33 figures walks the reader through a range of maintenance practices mostly to prevent sediment from collecting on the surface, or remove it should it remain.

The bulletin covers practices supporting surface infiltration, such as not using sand in the surface or within the pavement assembly, conducting effective erosion control during and after construction, and maintaining joints filled with aggregate so sediment can be more easily removed from the surface.

The text then moves on to surface infiltration inspection and testing, which includes inspection points before and after a rainstorm, as well as surface infiltration testing per ASTM C1781 Standard Test Method for Surface Infiltration Rate of Permeable Unit Pavement Systems. A tool at icpi.org for calculating surface infiltration using this ASTM standard is referenced to facilitate better surface infiltration monitoring.

Tech Spec 23.

Tech Spec 23 published Feb. 2017.

The document explains routine and restorative surface cleaning. Routine means periodic preventive cleaning, i.e., keeping the surface water infiltrating. Restorative cleaning is often required when cleaning is neglected. This often results in water ponding on the surface. Sediment must be drawn out of the joints with the help of equipment to increase surface infiltration.

Advice then moves into preventive maintenance equipment options for maintaining various sized PICP applications. This section provides a range of technologies for cleaning, from a simple broom to sophisticated vacuum truck equipment. For clogged PICP with low overall surface infiltration, restorative infiltration maintenance techniques for small and large clogged surfaces are also covered.

An inspection list is provided for maintaining surface infiltration as well as a checklist for addressing distresses such as settlement or rutting. Guidance on winter maintenance is included as well as directions on how to reinstate PICP over underground utilities. This information supports cities that use PICP in highly urbanized areas.

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2017 HNA Awards Entry Open

The HNA Awards recognize outstanding hardscape projects by contractors building residential and commercial walkways, patios, driveways, commercial plazas, parking lots, streets and more.

Award winners and honorable mentions will be recognized during the 2017 Hardscape North America trade show at the HNA Awards Recognition Ceremony in Louisville on October 19.

They also will be announced in a national press release, featured in Interlock Design magazine, and highlighted on the HNA website and in several major industry publications.

A distinguished panel of industry experts will select award winners and honorable mentions.
Entry Rates

Complete your online entry, submit photos and project description by August 14, 2017 for early bird rates ($100 for Members of ICPI, NCMA or BIA/$140 for Non-Members).

Entries will be accepted up to September 11, 2017 at a higher rate ($200 for Members of ICPI, NCMA or BIA/$240 for Non-Members).
2017 HNA Award Categories

Projects for consideration must have been completed between November 1, 2013 and June 30, 2017.
[insert award chart]
*Awards 12-15 can include natural stone, masonry veneer and mortared walls.

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Don’t Be Fooled

Having worked with segmental and monolithic pavements for a few decades, one growing notion popularized in marketing/technical information for competing pavement systems is H-20 loading. Product literature for plastic pipes, chambers, stormwater storage crates, grids, etc., state confidently that their products can receive an H-20 load.

While that may be true, here’s a more complete picture. The H-20 load notion comes from bridge design and not from pavement design. The concept is found in the American Association of State Highway and Transportation Officials (AASHTO) Standard Specifications for Highway Bridges. Most bridges that receive trucks label such loads as H-20 or HS-20 in the bridge design process. The ‘20’ stands for a 20-ton vehicle, i.e., 4 tons on the steering axle and 16 tons on the drive (rear) axle. Adding an ‘S’ means the truck is a tractor-trailer combination. This adds 16 tons to a third (rear) axle, making a 36-ton vehicle.

The H-20 load is used in bridge structure design, a process that examines how the structure deflects under the weight of the bridge itself (dead load) and the applied truckloads (Iive). Computerized structural design models find the right size beams that limit their movement (deflection) under truckloads. The deflection in the structure is analyzed under H-20 and HS-20 loads, and likely other loading options depending on the anticipated traffic.

H-20 or HS-20 is a single truckload used in the analysis of bridge designs. These designations don’t apply to pavement design. Pavements are not designed to receive a single truck on them. In fact, my grassed front yard could easily receive an H-20 load. Obviously, that lawn is not a suitable pavement structure for repetitive loads from trucks.

Whether grass or something else, pavements do not typically fail from one H-20 or HS-20 load. Their limitations are defined by their ability to receive thousands or even millions of axle loads from trucks. Since axle loads vary with every vehicle, the AASHTO 1993 Guide for Design of Pavement Structures provides a process to equalize them to 18,000 lbs using a pavement concept developed in the 1950s called equivalent single axle loads or ESALs. Applying the ESAL concept, one H-20 load equals about 10 ESALs and one HS-20 load equals 26 ESALs.

Pavement failure (an unserviceable pavement) is typically seen as rutting in asphalt and cracking in rigid concrete pavements. In either case, the pavement surface slowly fatigues from repetitive loads over time due to tension and resulting horizontal strain at the bottom of the pavement surface. This eventually causes the pavement surface to bend or break.

Interlocking concrete pavements have a much higher compressive strength than conventional concrete (8,000 psi versus 4,000 psi). This makes the paving units especially resistant to fatigue from repeated loads compared to conventional asphalt or concrete surfaces. Most interlocking concrete pavements wear out deeper in the pavement, i.e., from repeated compressive strain within the bedding sand, base or at the top of the soil subgrade layer. This suggests that the base thickness needs to be sized and then constructed correctly, as well as testing conducted on soil subgrade compaction.

ICPI provides guidance documents to help with design on www.icpi.org. ICPI Tech Spec 4 Structural Design of Interlocking Concrete Pavements is one such document. Another is ASCE 58-16 Structural Design of Interlocking Concrete Pavement for Municipal Streets and Roadways. Both documents provide structural designs up to 10 million ESALs, a very busy major urban thoroughfare.

In the meantime, don’t be fooled. When the term H-20 appears in product literature, ask what happens when that load is repetitively applied? How long does the pavement last? When does it become unserviceable and fail from rutting or cracking? These are the core pavement design questions that require an answer for designers to create reliable pavements.

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Resetting the Bar

The Transportation & Development Institute (T&DI) of the American Society of Civil Engineers (ASCE) recently updated and released ASCE 58-16 Structural Design of Interlocking Concrete Pavement for Municipal Streets and Roadways. According to the ASCE, “The standard provides preparatory information for design, key design elements, design tables for pavement equivalent (to asphalt) structural design, construction considerations, applicable standards, definitions, and best practices.” This new version, which replaces Standard ASCE/T&DI/ICPI 58-10, includes updated references to quoted ASTM standards, clarification of subgrade type and drainage characteristics, and the addition of new green infrastructure rating systems.

The 42-page design guide provides tables for base thickness using aggregate, asphalt-treated, cement-treated and asphalt bases under interlocking concrete paving units that conform to ASTM C936. The book provides thicknesses for various soil subgrade conditions under traffic up to 45 mph and exerting no more than 10 million lifetime 18,000 lb (80 kN) equivalent single axle loads or ESALs. Transportation engineers, road designers, planners, pavement manufacturers and municipal officials can rely on this comprehensive guide to interlocking concrete pavements.

ASCE Standards_August 2016_new green.inddDave Hein, P. Eng., Vice President of T&DI and chairman of the technical committee that created and updated the standard, notes that, “ASCE 58-16 continues to provide municipal and consulting engineers with this tool to design and implement interlocking concrete pavements in streets, alleys and parking lots. When properly designed and constructed, these pavements can be more cost-effective over their life than conventional asphalt and concrete. And besides, pavers upgrade the appearance of any street.”

Purchase the updated standard at www.asce.org/booksandjournals. The price is $60 for ASCE members and $80 for non-members.

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Clarify and Confirm

Last summer, ASTM approved C1782 Standard Specification for Utility Segmental Concrete Paving Slabs. Needed for decades, the industry now provides a baseline product standard for segmental concrete paving units from 12 x 12 up to 48 x 48 in. (300 x 300 up to 1,200 x 1,200 mm). ASTM C1782, however, was written for paving units that do not require close dimensional tolerances. Such tolerances noted in Table 1 at right are from that standard.

Utility paving slabs often have architectural finishes and are used in residential and some commercial applications for at-grade and roof ballast applications. Architectural finishes include (but are not limited to) blasted, hammered, tumbled, textured and polished surfaces. The Interlocking Concrete Pavement Institute is proposing a second ASTM standard for slabs with closer (tighter) dimensional tolerances. Like products conforming to C1782, products conforming to the proposed standard typically have architectural finishes. However, the main difference between C1782 and the proposed new standard is that the latter has closer dimensional tolerances required for pedestal-set roof applications, as well as for at-grade bitumen-set and some sand-set applications. The new proposed standard formalizes these dimensional tolerances used with architectural paving units for these applications for over 20 years. This proposed new standard below is very similar to ASTM C1782 except for the closer dimensional tolerances shown in Table 2.

Rather than provide optional closer dimensional tolerances within C1782, a new standard is being proposed that differentiates itself from C1782 with higher dimensional tolerances for architectural paving slabs. Also, two distinct paving slab standards (standard and architectural grade) can help reduce confusion between these two groups of paving products among specifiers, contractors, and other users. Freeze-thaw durability and flexural strength requirements are proposed to remain the same as those in C1782. Acceptance of this new standard is anticipated in 2018, but this depends on the outcome of voting by ASTM members.

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Doing the Math

Thanks to a grant from the ICPI Foundation for Education and Research, design tables were developed earlier this year that provide technically conservative base solutions for paving slabs subject to vehicles. The tables were developed using finite element modeling that simulated pressures from truck tires on paving slabs of various sizes and flexural strengths. The modeling included a 1-inch (25 mm) thick sand bed under the slabs, three base materials, and three soil subgrade conditions. This article previews the design approach for pedestrian and vehicular applications derived from that modeling.

For pedestrian applications, 12 x 12 in. (300 x 300 mm) units can be placed on a minimum 6 in. (150 mm) thickness of compacted aggregate base. Thicker bases (generally 8 to 12 in. or 200 to 300 mm thick) should be used in freezing climates and/or on weak clay soils (CBR < 3%). Designers should consider using a lean concrete or concrete base for larger paving units because achieving a very smooth base surface can be difficult with compacted aggregate base.

Design options become a bit more complex for vehicular applications. The first step is determining the maximum number of lifetime 18,000 lb equivalent single axle load or ESAL repetitions. (Caltrans Traffic Indexes are provided in parentheses.) Determining ESALs or TIs can be done using Table 1. It divides them into five categories. Higher ESAL categories generally require thicker units and concrete bases. Applications exceeding 75,000 lifetime ESALs should use interlocking concrete pavers.


Math-Table1


The next step is determining the soil strength. The minimum values for designs is a resilient modulus of 5,100 psi (35 MPa), 3% California Bearing Ratio, or an R-value = 7. The maximum values are 11,600 psi (80 MPa), 10% and 18, respectively. Soils with higher values use the latter set for determining the unit size and thickness. after laboratory tests determine the soil strength, that points to specific slab sizes and bases that will work given the anticipated design ESALs in Table 2. Square paving units are recommended over rectangular ones for vehicular traffic with placement in a running bond pattern.

The ICPI design method offers three base options described below in ascending order of supporting stiffness. Construction should include compacting the soil subgrade and bases/subbases to at least 95% of standard Proctor density per ASTM D698 Standard Test Methods for Laboratory Compaction of Soil Standard Effort.

(a) A 12 in. (300 mm) thick compacted aggregate base with gradation conforming to provincial, state or municipal specifications for road base used under asphalt pavement. If there are no guidelines, use the gradations in ASTM D2940 Standard Specification for Graded Aggregate Material for Bases or Subbases for Highways or Airports and as described in ICPI Tech Spec 2 Construction of Interlocking Concrete Pavements.

Slabs can take a modest amount of trucks but using thicker units. The ICPI guide tells designers and contractors how thick.

Slabs can take a modest amount of trucks but using thicker units. The ICPI guide tells designers and contractors how thick.

(b) A 4 in. (100 mm) thick lean concrete base over a 6 in. (150 mm) thick compacted aggregate base. The lean concrete should have a minimum 725 psi (5 MPa) compressive strength after 7 days per ASTM D1633 Standard Test Methods for Compressive Strength of Molded Soil-Cement Cylinders. Lean concrete is typically a lower strength concrete or a cement-treated base of similar stiffness and strength where an aggregate base is charged with cement (typically 3% to 6% by weight) to bind the aggregates when the cement cures.

(c) A 4 in. (100 mm) thick concrete base over a 6 in. (150 mm) compacted aggregate base. The concrete should have a minimum compressive strength is 3,000 psi (20 MPa) per ASTM C39 Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens.

Table 2 presents a sample of the design tables using a concrete base. The designer finds the paving slab length and width and thickness that corresponds to the soil subgrade strength and slab flexural strength. Paving slab length and widths start at 12 x 12 in. and go up to 48 x 48 in. As an illustrative example, Table 2 only goes to 24 in. slabs and not up to 48 in. due to space limitations. Slab thicknesses are 2, 3, 4 and 5 in. If the exact paving slab length and width are not on the table, the designer finds the closest size paving slab, using a smaller and/or thicker unit as a conservative design measure. The design tables cover square and rectangular slabs only.


Math-Table2


An example follows on how a design table works. The highlighted 24 x 24 x 3 in. thick slab is selected by the designer. This will be a concrete base and aggregate subbase over a 5% CBR subgrade with a minimum 750 psi flexural strength for the slabs. The intersection of the highlighted horizontal and vertical columns is marked OHV which means the maximum lifetime load is 75,000 ESALs per Table 1. If the designer wants to use a 24 x 24 x 3 in. slab on a weaker soil subgrade, then the maximum allowed ESALs would be 30,000. 

Designs using a concrete base include a 1 in. (25 mm) thick sand setting bed under the slabs. This design solution also applies to paving slabs in a bitumen-sand bed (typically 1 in. or 25 mm thick) since bitumen-set applications require a concrete base. This introduces an additional measure of conservative design since bitumen-sand materials provide a modest increase in stiffness and increased stability resisting repeated turning, accelerating, and braking tire lateral loads.

This article was intended to sample how structural design is done with paving slabs. Similar, additional design tables have been developed for planks and an ICPI Tech Spec is expected later in 2017. As partial validation, the ICPI Foundation for Education and Research is funding the construction of a full-scale load testing area at a paver manufacturing facility in Maryland. The area will receive trucks loaded with paving products where each truck pass will exert several ESALs. The condition of the slabs and planks set on aggregate and concrete bases will be monitored to see how quickly or slowly the slabs will crack, as that defines failure. The testing will likely begin in spring 2017 and run for a few years.

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Relaxing Traffic

Just about every urban center in Canada and the U.S. is jammed with traffic, especially during morning and evening rush hour (or rush hours in bigger cities). Regardless of the city size, there consistently seems to be more cars and trucks than pavement to move them. It’s certainly not relaxing traffic for the drivers stuck in it.

Because they are just about the lowest density urban land use, residential areas don’t see many traffic jams. Thanks to spread out land use, residential traffic isn’t quite as hectic. While it’s not relaxing, at least it moves, even during rush hour.

Whether low or high density, residential areas are a rising source of complaints about near misses, car crashes, plus cyclist and pedestrian accidents. Vehicular traffic needs to relax, be calmed and be mindful of non-vehicular users.

There are a variety of tools and designs to calm traffic. They range from the ubiquitous (and cheap) stop sign to more visible designs that extend curbs to narrow intersections and slow traffic. Radical road remedies reduce flows and reclaim space for bus lanes, pedestrian refuge islands, bike lanes, sidewalks, bus shelters, parking or landscaping.

A main motivation for using calming remedies is creating safer streets. The benefits outweigh the costs. According to the National Safety Council, a car accident with an incapacitating injury costs the private and public sectors (medical care, loss of productivity, etc.) about $208,500. The direct and societal costs run over $4 million for each traffic death. In 2013, a motor vehicle injury occurred on average every 14 seconds according to the Rocky Mountain Insurance Information Association. Given these events and costs, an investment in traffic calming can be recovered almost immediately.

When it comes to using pavements to slow drivers, the options are limited: speed humps or the really annoying speed bumps. A forgotten form of relaxation is changing the surface to interlocking concrete pavement. A surface change means a visual and noise change that’s kinesthetically communicated to the driver via the steering wheel. Unfortunately, ICP doesn’t show up regularly in classic traffic-calming references published by the Federal Highway Administration, the American Association of State Highway and Transportation Officials, or the Institute for Traffic Engineers. Why? No experience and no hard before-and-after data.

So let’s start collecting data. The industry seeks a current condition where vehicular and pedestrian traffic conflict is a documented problem as measured by vehicle/pedestrian counts, near-miss reports, accidents and other incidents. For example, we are seeking conditions near schools where traffic calming is essential. We’d like to monitor before and after results via surveys and/or speed/traffic counters. We are seeking a partnership where other stakeholders participate with us financially as well as in the planning, execution and monitoring stages. Potential opportunities include school districts, police/fire/rescue stations, busy residential streets, libraries, parks, business districts and complete street projects. If there is traffic that needs calming, drivers that need to relax and slow down to spare injuries and deaths, we just might have a relaxing solution.

Interested in a partnership to make roads safer? Email icpi@icpi.org.

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Updates on Paving Product Standards

ASTM’s C1782 Specification for Utility Segmental Concrete Paving Slabs provides a baseline acceptance standard for slab products manufactured with dry-cast, wet-cast and hydraulically pressed processes. Available for purchase on www.astm.org, C1782 determines the minimum average flexural strength (725 psi), dimensional and warpage tolerances, and freeze-thaw durability requirements for paving slabs with dimensions ranging from 12 x 12 to 48 x 48 inches.

Due to their larger size, segmental concrete paving slabs do not conform to ASTM C936 Standard Specification for Solid Concrete Interlocking Paving Units. The only available product standard for slabs prior to C1782 was a CSA (Canadian) paving slab standard in existence since 1972. C1782 now provides requirements with familiar ASTM terms and references that producers can meet. The standard was developed by paving slab manufacturers, testing labs and other experts within the ASTM Subcommittee on Manufactured Masonry Units and Related Units (also known as C15.03).

Architects, civil engineers and landscape architects will benefit most from C1782 by using it in construction specifications. Paving slab manufacturers will use the standard to promote products that meet or exceed its requirements. The standard will also give concrete testing labs the opportunity to provide an additional service in testing paving slabs. Most importantly, C1782 clearly differentiates slabs from the pavers in C936.

ICPI indicated that another segmental concrete paving slab standard will be submitted for balloting by ASTM in the coming months. This one will likely be named Specification for Architectural Segmental Concrete Paving Slabs. The architectural designation means it will cover units with textured architectural finishes such as hammered, polished or molded surfaces. Additionally, the specification will include closer tolerances than C1782 to better accommodate precision installations that use pedestals for roof decks, bitumen-set (sand-asphalt bedding) and some sand-set bedding applications. Such units may require grinding (also known as gauging) to conform to tighter dimensional tolerances.

UPDATES TO THE CONCRETE PAVER STANDARD

ASTM C936 Standard Specification for Solid Concrete Interlocking Paving Units received an appendix with a zone map that points to optional use of -15° C (5° F) as the lowest temperature using ASTM C1645 Standard Test Method for Freeze-thaw and De-icing Salt Durability of Solid Concrete Interlocking Paving Units. This test method calls for immersing pavers or coupons cut from paving slabs into a 3% saline solution and then exposing them to a maximum of 49 freeze-thaw cycles (each 24 hours) while inside an automated freezer. The material loss from the paver is weighed and must not exceed 500 grams per square meter of surface area to meet C936. This optional ASTM test method is very similar to that in CSA A231.2 Precast Concrete Pavers. The new optional lower temperature in C936 should increase assurance of winter durability to the purchaser as well as to the manufacturer.

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2016 HNA Hardscape Project Awards

The HNA Hardscape Project Awards recognize outstanding hardscape projects by contractors building residential walkways, patios, driveways, commercial plazas, parking lots and streets. In its ninth year, the awards program received 114 entries. Projects were judged on intent, design, quality of construction and craftsmanship, compatibility with related construction materials and systems, construction innovation, detailing and overall design excellence.


1. Combination of Hardscape Products – Commercial – More than 20,000 SF

UNIVERSITY OF SAN FRANCISCO

  • LOCATION: San Francisco, CA
  • CONTRACTOR: The Legacy Paver Group
  • MANUFACTURERS: Pavestone Company & Natural Granite Pavers
  • DESIGNER: Interstice Architects

The University of San Francisco campus has undergone major redevelopment over the last eight years, removing asphalt driveways and paths and replacing them with over 50,000 sf of interlocking concrete pavers. The new science building included over 30,000 sf of granite pavers. The campus walk consists of Pavestone Villa pavers, and the science building pavers are custom-cut granite slabs in various sizes and shades of gray. The most challenging aspect of the installation was working with tight deadlines over the summer to get everything in place before students returned for the fall semester.


2. Combination of Hardscape Products – Commercial – Less than 20,000 SF

NURSING HOME COURTYARD

  • LOCATION: Wilmington, MA
  • CONTRACTOR: Monello Landscape Industries
  • MANUFACTURERS: Techo‐Bloc
  • DESIGNER: Joe Monello

The contractor provided the client with a showcase for the ages utilizing outdoor kitchens, pergolas, water fountains, audio, lighting, seat walls, custom pavers, a sensory garden and a variety of beautiful plantings. The outdoor kitchens feature a steel superstructure and have an exterior veneer. A leathered granite was installed for the countertops and was also used for the many bistro tables throughout the courtyard. Half of the tables were lowered to ADA height compliance so wheelchair users can sit and enjoy the space. The main patio uses Techo-Bloc Blu 60 aged pavers while the inner walkways contain Techo-Bloc Blu 60 smooth pavers. Using two different pavers creates a unique identity while instilling a sense of movement throughout the space.


3. Combination of Hardscape Products – Residential – More than 4,000 SF

BALTAZAR RESIDENCE

  • LOCATION: Wilbraham, MA
  • CONTRACTOR: Bahler Brothers
  • MANUFACTURERS: Techo‐Bloc
  • DESIGNER: Jen Kloter, Bahler Brothers

The owners of Baltazar Residence have large families and frequently entertain, so they needed a large space for activities supporting both. A series of retaining walls and patio levels create several outdoor rooms. To preserve the panoramic view from the back of the house, the design kept a low profile. An infinity-edge pool was a crucial focal point of the design. The overall design and curves of each of the 10 walls created niches for intimate spaces as well as more expansive areas. The interaction between landscape bed lines, patio edges and walls flows across the different levels, working together as a whole. The entire area becomes a resort-like oasis for entertaining 100 people, yet has intimate enough spaces to be comfortable for this family of four.


4. Combination of Hardscape Products – Residential – Less than 4,000 SF

BUTLER REAR YARD MAKEOVER

  • LOCATION: Oceanside, CA
  • CONTRACTOR: Landmark Pavers
  • MANUFACTURERS: Belgard
  • DESIGNER: Isaiah Ruczewski

This project’s initial challenge was taking full advantage of the expansive view of a ridgeline and canyon location while maximizing the shallow depth of the backyard space. A family-friendly, conversational fire pit surrounded by freestanding seating walls creates a focal point for the hardscape setting. A Belgard Cambridge Cobble patio accented by raised planter bed walls with soft-curved lines was installed next to an artificial turf yard to complete this outdoor entertaining space. The one unforeseen challenge during construction was the elevation that required drainage well beneath the standard depth while providing adequate fall to the street. Having solved this, the homeowners now enjoy their westward sunset view, surrounded by a colorful softscape of organics that complement this stunning hardscape installation.


5. Concrete Paver – Commercial – More than 15,000 SF

CENTENNIAL MALL

  • LOCATION: Lincoln, NE
  • CONTRACTOR: Dreamscapes, Inc.
  • MANUFACTURERS: Pavestone Company
  • DESIGNER: Clark Enerson

Built in 1967 to commemorate Nebraska’s 100th anniversary, Centennial Mall recently underwent a complete makeover to serve as a community gathering place. The recent renovation effectively connects the state capitol to the University of Nebraska via a pedestrian-friendly environment. Stretching from K Street to R Street, visitors encounter information about Native American tribes, Nebraska’s diverse eco-regions, transportation history, state leaders and community supporters. Pavestone supplied 30,000 sf of pavers instrumental to telling the Nebraska story. Various paver colors depict the different eco-regions of Nebraska. Using special tools and creative talents, the contractor engraved and inlaid pavers to depict Nebraska’s rivers and railroad lines. The design also included a dark, monolithic, square-edged paver to highlight the importance of the state capitol building. Fountains along the way celebrate education, imagination and creativity—supporting Nebraska’s motto, “The Good Life.”


6. Concrete Paver – Commercial – Less than 15,000 SF

TERRITORY SQUARE LIBRARY

  • LOCATION: Florence, AZ
  • CONTRACTOR: Re‐Create Companies, LLC
  • MANUFACTURERS: Belgard
  • DESIGNER: Hidell Associates Architects

This project supports a multi-faceted, multi-owner project in development along the Gila River dedicated to the future of the entire community. The town worked closely with a legendary architect and planner to develop a bold vision linking this historic town with the growing suburbs. Pavers create a warm, beautiful and inviting environment for senior citizens, adults, teenagers and children to join together for the use of the surrounding amenities. Square units dominate the installation, starting with the overall layout, the 12 x 12 in. paver stack bond walkways, and finishing with a field of ashlar pattern pavers. A ground-face soldier course frames each paver area elegantly. Additionally, the differing paver colors helped maintain consistency with the overall design of the building.


7. Concrete Paver – Commercial – More than 3,000 SF

NEVADA WOLFPACK BASKETBALL COURT

  • LOCATION: Reno, NV
  • CONTRACTOR: Hain Enterprises
  • MANUFACTURERS: Basalite Concrete Products
  • DESIGNER: Mark Hain

Always up for a creative challenge, Mark Hain of Hain Enterprises was asked to create a basketball court for a customer that replicated the one at Lawlor Events Center on the University of Nevada, Reno, campus. Mark accepted the challenge, obtaining access to the actual court at the Lawlor Events Center, creating a template over the center court logo and then creating an intricate concrete paver design. Through painstaking scribing and an insistence on precision handmade cuts, Mark’s crews crafted a court that’s now the envy of all Nevada Wolfpack fans and one that will last a lifetime. His use of several different paver colors and shapes to enhance the periphery of the logo completes the artistic canvas, in addition to the logo itself that can be seen and enjoyed by airplane passengers flying south of Reno.


8. Concrete Paver – Commercial – Less than 3,000 SF

ZEPLIN RESIDENCE

  • LOCATION: Omaha, NE
  • CONTRACTOR: Paver Designs, LLC
  • MANUFACTURERS: Belgard/Techniseal
  • DESIGNER: Jim and Justin Hampton

This project design features a paver patio with inlay, seat wall, fire pit and water feature to deliver some height and character to the large flat backyard. The homeowner wanted to make the patio a destination spot that would draw guests and visitors. To access the patio, one first crosses over a stream via a stone bridge. Paver Designs hand-carved two stone pillars and inset stained glass backlit with LED lighting to lead the way. After laying the pavers, Paver Designs hand-drew the inlays for cutting. A band of natural stone included in the wall columns matches those on the house. Forty tons of granite boulders create a waterfall feature, which includes a shallow wading area for the homeowner’s grandchildren. LED lighting throughout the project creates a warm and welcoming effect at night.


9. Concrete Paver – Permeable – Commercial

SEA SCOUT BASE GALVESTON

  • LOCATION: Galveston, TX
  • CONTRACTOR: Gulf Coast Pavers
  • MANUFACTURERS: Pavestone Company
  • DESIGNER: Studio Outside

The Sea Scout Base Galveston is a destination and educational experience for Boy Scouts and Sea Scouts from all over the country. Concrete pavers were used throughout the site to connect multiple outdoor spaces and provide a functional yet beautiful underlying floor with high-end finishes and textures. With a focus on environmental stewardship, the site landscape captures and reuses rainwater. Parking for 50 cars and associated driveways are executed with permeable pavers, allowing rainwater to be collected via below-grade storage. By using locally-manufactured permeable pavers in colors with high solar reflectivity, the project earned sustainable sites and resource conservation credits toward LEED Platinum Certification. The pavers used for this job were 6 x 12 City Stone I and Eco-Priora permeable pavers in charcoal, shot-blast pewter and marble Quartex finishes.


10. Concrete Paver – Permeable – Residential

POST OAK COMMUNITY

  • LOCATION: Atlanta, GA
  • CONTRACTOR: Surfaces Group, LLC
  • MANUFACTURERS: Pavestone Company
  • DESIGNER: Watts & Browning Engineers, Inc.

Post Oak Community is a private subdivision in an upscale Atlanta suburb. The permeable paver design met the impervious cover limitations and water quality requirements. Pavestone’s Eco-Venetian four-piece combo created a striking visual interest to the pavement. The designer managed storm drainage and provided stormwater detention with an aesthetic that matches the design of the new homes while complementing the surrounding existing homes. The warmth of the Chattanooga Sandstone color includes earth tones of buff and charcoal for a subtle blend of natural stone. By using a permeable paver system, all stormwater is out of sight and mind. The result: an inviting neighborhood that draws one in like a Norman Rockwell painting.



HONORABLE MENTIONS

1. Combination of Hardscape Products – Commercial – More than 20,000 SF

Tivoli Auraria Campus

  • LOCATION: Denver, CO
  • CONTRACTOR: Continental Hardscape Systems
  • MANUFACTURER: Pavestone Company
  • DESIGNER: Wenk Landscape Architecture and Planning

The Heights at Sugarloaf

  • LOCATION: Duluth, GA
  • CONTRACTOR: Worthing Southeast Builders
  • MANUFACTURER: Pavestone Company
  • DESIGNER: SGN+A, Brian Nonemaker, Principle

2. Combination of Hardscape Products – Commercial – Less than 20,000 SF

Oak Ridge Country Club

  • LOCATION: Oak Ridge, TN
  • CONTRACTOR: Ladd‐Scapes, Inc.
  • MANUFACTURER: Belgard

3. Combination of Hardscape Products – Residential – More than 4,000 SF

Collo Backyard Retreat

  • LOCATION: Ashburn, VA
  • CONTRACTOR: Holloway Company
  • MANUFACTURER: Travertine
  • DESIGNER: Ted Tidmore

Hot Tub Movie Theater

  • LOCATION: Wayne, NJ
  • CONTRACTOR: Monello Landscape Industries
  • MANUFACTURER: Techo‐Bloc
  • DESIGNER: Joe Monello

4. Combination of Hardscape Products – Residential – Less than 4,000 SF

Beausir Residence

  • LOCATION: Overland Park, KS
  • CONTRACTOR: MW Lawn and Landscape
  • MANUFACTURER: Pavestone Company
  • DESIGNER: Aaron Albertson

5. Concrete Paver – Commercial – More than 15,000 SF

State Farm Regional Office at Cityline

  • LOCATION: Richardson, TX
  • CONTRACTOR: Builders Services Company
  • MANUFACTURER: Pavestone Company
  • DESIGNER: The Office of James Burnett

6. Concrete Paver – Commercial – Less than 15,000 SF

Look Cinemas Prestonwood

  • LOCATION: Dallas, TX
  • CONTRACTOR: Arlington Pavers
  • MANUFACTURER: Pavestone Company
  • DESIGNER: StudioOutside

7. Concrete Paver – Residential – More than 3,000 SF

Honeysuckle Lane Residence

  • LOCATION: Appleton, WI
  • CONTRACTOR: CLA Landscaping
  • MANUFACTURER: County Materials Corporation

8. Concrete Paver – Residential – Less than 3,000 SF

Old Town Oasis

  • LOCATION: Fort Collins, CO
  • CONTRACTOR: Lindgren Landscape
  • MANUFACTURER: Belgard
  • DESIGNER: Tim Lindgren

Hardscape Art

  • LOCATION: Kingsport, TN
  • CONTRACTOR: Jackson Jones Construction
  • MANUFACTURER: Techo‐Bloc
  • DESIGNER: Jackson Jones Construction

9. Concrete Paver – Permeable Commercial

Riviera Beach Marina

  • LOCATION: Riviera Beach, FL
  • CONTRACTOR: Precise Paving
  • MANUFACTURER: Belgard
  • DESIGNER: Calvin, Giordano & Associates Engineers, EDSA Landscape Architects