Green Pavement Research Articles

Environmental Performance of the Stormpav Permeable Pavement Using the Stormwater Management Model (SWMM)

Urban stormwater runoff is contaminated with a variety of pollutants, including total suspended solids (TSS) and total phosphorus (TP), as a result of non-source pollution from transportation, residences, and businesses, as well as sediment from human activities and construction sites. These pollutants are expected to degrade the water quality in local rivers and streams, impairing the quality of marine life and contaminating drinking water supplies. This study evaluates the environmental performance of a permeable pavement system in an urban catchment using the stormwater management model (SWMM). Two pavement systems with different hydraulic designs were compared to reduce runoff, increment of groundwater storage and the environmental parameters assessments on total suspended solids (TSS) and Total Phosphorus (TP). The first system comprises a StormPav, which is the UNIMAS innovated green pavement with subsurface hollow cylindrical micro-detention pond storage of about 70% void content. The second system consists of porous concrete (PC) pavement assembled in a layered of coarse and fine particles to ensure water can infiltrate through, with about 40% void content. The environmental impact assessment was applied at Padungan Commercial Centre in the Kuching City of Malaysia. The case study simulated in low impact development (LID) sub-catchment in SWMM to obtain the runoff, infiltration and environmental quality performance. In the assessment, it was found that, for both pavement systems, higher stormsat shorter duration resulted in higher reduction efficiency. The StormPav is more effective in reducing runoff, while presenting a lower value for environmental assessments in removing TSS and TP compared to PC.

Design and performance evaluation of a new green pavement: 100% recycled asphalt pavement and 100% industrial solid waste

In order to achieve sustainable development of road construction while addressing the occupation of land resources and the environmental impact of recycled asphalt pavement (RAP) and industrial solid waste, as well as the problem of insufficient resistance to permanent deformation and durability of conventional asphalt pavement, this study designed a new type of green pavement, which uses 100% RAP to form a large void matrix skeleton and 100% solid waste to prepare grouting materials. Research has found that green pavement has significantly higher high-temperature stability and durability than conventional asphalt pavement. The green pavement formed with a continuous gradation RAP matrix skeleton can be 100%–1000% higher than the green pavement formed with a single particle size gradation RAP matrix skeleton under the same fatigue stress ratio and load. At the same time, it also has significantly higher low-temperature bending characteristics, strength characteristics, and crack resistance. The above indicates that the green pavement designed in this study has good pavement performance, mechanical properties, and durability, especially the green pavement formed with a continuous gradation RAP matrix skeleton.

Modified asphalt-rubber green pavement (MARGPave) mixtures: Product development and performance assessment

The major objective of this study was to develop “Modified Asphalt-Rubber Green Pavement (MARGPave)” mixtures with dense- and gap-graded aggregate structures to accomplish performance attributes superior to the conventional asphalt-rubber mixtures. The scope encompassed production of one conventional dense-graded, one dense-graded MARGPave, one gap-graded MARGPave, and one gap-graded asphalt-rubber mixtures using the Superpave mix design, conduct of stiffness modulus tests, moisture sensitivity, and fatigue evaluation at varying temperature-frequency combinations, which generated over 300 data points. The dense-graded MARGPave mix exhibited three times higher fatigue life and increased durability than the conventional dense-graded mix. The gap-graded MARGPave mix had lower modulus at all temperatures by more than 50% than the dense-graded MARGPave mix due to 2% higher asphalt content and rubber inclusions. Likewise, the modulus of gap-graded MARGPave mix was higher than gap-graded asphalt-rubber mix across all temperatures and frequencies, indicative of the elastic nature of the MARGPave mix due to higher rubber content. Higher modulus at higher temperatures and lower modulus at lower temperatures were concurrently displayed by dense-graded MARGPave mix, which indicated that the material would be resistant against rutting and low-temperature thermal cracking, thereby able to outperform conventional materials with insignificant rate of change of viscosity with increasing temperatures, and the presence of rubber particles that would render the mix the necessary additional resilience to endure the mix performance for the entire design life. It is noteworthy that the procedure of blending asphalt binder, aggregates, and the modified asphalt-rubber product that replaces some portions of fine aggregates helped create MARGPave mixtures that was found akin to the semi-dry process technology. It is envisioned that the indigenously developed MARGPave mixtures will be best suited as a roadway construction and maintenance strategy that supports the engineering use of end-of-life tires, encouraging the waste-to-wealth concept.

Economic and environmental assessment of a green pavement recycling solution using foamed asphalt binder based on LCA and LCCA

Cold-in-place recycling with foamed asphalt binders (CIR-F) has been considered as an environmentally sustainable option for asphalt pavement maintenance due to the low mixing temperature and the reuse of up to 100% of existing asphalt materials. However, the quantitative assessment of its economic and environmental performance from a life cycle perspective has rarely been addressed in the literature. To fill in the gap, this study conducted cradle-to-laid life cycle assessment (LCA) and life cycle cost analysis (LCCA) to estimate the annual energy consumption, carbon emissions, and equivalent uniform annual cost (EUAC) of CIR-F and compared it with the traditional mill & fill (M&F). The considered life cycle stages include raw material production, construction, transportation, and work zone traffic management. The heat map visualization technique was employed to explore the influence of service life on the relative environmental and economic advantages of CIR-F. The results show that both economic and environmental impacts of CIR-F were significantly reduced compared to conventional M&F, with 66.45% less cost, 59.62% less energy consumption and 45.73% less carbon emissions. Reducing the service life of CIR-F will reduce, or even completely offset, its benefits over M&F. Assuming a service life of 15 years for conventional M&F, the service life of CIR-F needs to be greater than 8 years to maintain its environmental advantage. The results of this study provide a quantitative assessment of the economic and environmental benefits of CIR-F, providing evidence for its broader application.

ENVIRONMENTAL ASSESSMENT OF STORMPAV GREEN PAVEMENT FOR STORMWATER MANAGEMENT

This study evaluates the stormwater management potential of a green pavement technology for permeable road pavement with subsurface micro-detention storage (StormPav) from a water quality perspective. The system provides integration of permeable pavement with hollow spaces to attenuate peak discharge with design installation using precast products. The environmental assessment was gathered from field experiments to assess the water quality, mosquito breeding capability and infiltration rate in the StormPav. The water quality parameters were determined to assess environmental benefits, which are one of the components of sustainable development. The parameters consist of total suspended solids, pH and alkalinity and they showed identical results to other permeable pavement types. Larvae development was found as early as eight days in stagnant water in the cylindrical hollow section of StormPav. However, the StormPav showed a high permeability rate within 122.45 mm/hr to 168.12 mm/hr at subgrade soil of HSG A soils group with no stagnant water retained in the void section in less than two hours, which nullified the required retention time for larvae development. Hence, StormPav displayed a significant benefit in terms of environmental concern for a sustainable design invention in stormwater management with the presence of subsurface detention storage.

The effect of different road pavement typologies on urban heat island: a case study

ABSTRACT The Urban Heat Island (UHI) phenomenon is commonly solved by implementing materials with optimal thermic and evapotranspiration properties which help decreasing the air temperature in dense urban areas. This approach has been applied in this study, testing six different materials (replacing the current Macadam) in one parking area in Bari (Italy), which provides a large-scale testbed, by means of a thermal three-dimensional non-hydrostatic simulation: impervious asphalt pavement (IAP), asphalt permeable pavement (APP), green pavement (GP), green pavement-asphalt permeable pavement (GP+APP), grey porous concrete blocks (GCB), and light concrete permeable pavement (LCPP). The highest-performance pavements in terms of potential air temperature (PAT) reduction were the GP (−1.22°C), GCB (−1.26°C) and LCPP (−1.22°C), which also showed a constant relative humidity, suggesting their UHI mitigation benefits. A comparison of the structural properties as well as the construction and maintenance costs of such pavements is also provided, finding the best mitigation strategy (GCB).

Development of green pavement rating system in the UAE

Development of green pavement rating system in the UAE

Evaluation model of LID facilities based on the influence of water resource value

Abstract Low-impact development (LID) facilities can not only effectively control rainwater runoff and its pollution, but also enhance the value of urban water resources in water systems. Current studies usually pay more attention to the effect of pollution control indicators, and there are few reports on the evaluation of LID facilities from the perspective of enhancing the value of water resources. Taking the Maluan Bay area of Haicang, Xiamen as an example, an evaluation model of water resource value was established based on the SWMM software and the pollution loss model. From the perspective of economic quantification, the value of water resources brought by three types of LID facilities, such as green roofs, permeable pavement and infiltration gallery, under rainfall conditions in different recurrence intervals was simulated and calculated. In the single rainfall event of 1–10a recurrence interval, the water resource value brought by the green roofs is 679.14–787.49 RMB/hm2, the permeable pavement is 79.07–383.37 RMB/hm2 and the infiltration gallery is 825.45–1,021.79 RMB/hm2. The results show that the value of water resources brought by the three types of LID facilities decreases with the increase of rainfall recurrence interval.

Urban water dissipation calculation based on the improved water balance models

Abstract The urban water dissipation models are developed based on observation and different urban construction patterns. The regional water dissipation is selected in Zhengzhou, the capital city of Henan Province, China. According to model calculation results, the annual water dissipation was obtained (820.0 mm), which is significantly higher than that compared with the traditional methods (494. 4 mm). The results show that the water dissipation contribution rate of green space, inside building, hardened ground and pavement, and water surface are 40.58, 38.70, 18.32, and 2.40%, respectively. The water dissipation of hardened ground and pavement, green space, and water surface is greatly influenced by hydrological and meteorological factors. The water dissipation inside a building is proportional to the number of building layers and residents. The results show that water dissipation inside a building cannot be ignored and it is the main component of artificial water dissipation. Under the same rainfall conditions, the water dissipation of the hardened ground and pavement is inversely proportion to the runoff coefficient.

A review on green pavement hydrological design and recommended permeable pavement with detention storage

This paper reviews innovation of green pavement technology for storm water management in an urban environment. This can be related with hydrological performance and assessments of the permeable pavement. Features of the typical permeable pavement are presented and discussed. Topics covered include recognizing important of permeable pavement, stormwater management benefit and detailed hydrological properties and design. The information in this paper provides stakeholders with an overview of research and development of green pavement. In particular, it discussed the benefit and advantages of the green pavement in current use. On the other hand, the permeable pavement with subsurface detention namely StormPav is presented. The hydrological design modification and innovation, as well as hydrological design and stormwater management benefits have been summarised. Therefore provided another option for green pavement infrastructure series to be used in roadworks.

Incorporation of Recycled Tire Products in Pavement-Grade Concrete: An Experimental Study

The phenomenon of dumping used tires in Kuwait has reached critical levels, with a landfill containing millions of tires being formed in a remote area, which is a major environmental hazard. Nowadays, recycled rubber is used as a suitable and useful material in civil engineering applications, particularly in the production of “green concrete”. This study aims to see whether recycled tire by-products can be used to make “green concrete” for pavements. Each type of tire by-product was tested individually to examine its properties and effects on a benchmark mix before creating hybrid mixes that contain a combination of the materials. Eleven mixes containing different doses of shredded or crumbed rubber or steel fibers contained within the tires were made to evaluate their impact on the concrete’s slump, compressive strength, split tensile strength, and modulus of rupture. Additionally, twelve hybrid concrete mixes containing different doses of various tire by-products were developed. Preliminary results show that the incorporation of rubber products has a reduction on the concrete’s properties. The use of replacement materials sourced from recycled tires using the dosages investigated in this study does not detract from the usability of green pavement concrete suited for hot weather. The concrete produced in this study could be evaluated for specific properties relating to its road safety in further studies. Additionally, long-term effects of using the concrete can be studied using finite element analysis.

Assessment Ranking for Green Pavement Material Elements

The development of green roadway in Malaysia is one of the contributions to accomplish Malaysia Go Green Campaign. Hence, sustainable materials are widely used in road construction recently because people are more aware about its implications towards environments. However, people keep trying to find the most suitable sustainable materials to be used in designing road pavement. Hence, a new method is introduced which assessment ranking for green pavement material element and research is developed by finding and adding more green material used in designing pavements in Malaysia. They are then been categorized and analysed in order to identify which will become the most preferred material. Development of questionnaire survey is one of the steps involved as well as analysis of factor and ranking method for all the green material elements used in roads. About 25 respondents including teams from Public Work Department (JKR) and consultant company are chosen to answer the questionnaire survey according to their specialisation in road construction area. The agreement level which is the output from survey will be transferred into Minitab Software and measured using factor analysis. The factor score which is product from factor loading and mean values being restructure and becomes the weightage factor. Thus, all the material elements are ranked based on their weighted factor value. From the analysis of questionnaire survey, alternative binder become the most preferable material to be used for green pavement for it has the largest weighted factor.

Developed photocatalytic semi-flexible pavement for automobile exhaust purification using iron-doped titanium dioxide

To develop a green and sustainable photocatalytic semi-flexible pavement (SFP) for automobile exhaust (AE) purification using the iron (Fe)-doped titaniumdioxide (TiO2) loaded in the adsorbable hardened cement paste of SFP, the effects of Fe doping on microstructure and photoabsorption performances of TiO2 were discussed. Also, the catalytic purification efficiency of Fe-doped TiO2 to AE and its influences on pavement performances of SFP were investigated. Test results indicate that the prepared Fe-doped TiO2 is anatase phase. Fe ions are successfully doped into TiO2, improving its catalytic efficiency when exposed to visible light. The grain size of Fe-doped TiO2 is 14–18 nm. The doped Fe ion inhibits the growth of crystalline grain in TiO2. Also, the photoabsorption edge band shows an obvious red shift from ultraviolet to visible light region. The band gap of TiO2 is obviously decreased by the Fe doping, and the visible light absorbance of TiO2 is increased, improving its utilization efficiency of solar irradiation. Further, the Fe-doped TiO2 shows higher purification efficiency to HC and NOx, following the pseudo-first-order kinetics reaction model. The purification reaction of HC occurs to produce CO2 and H2O. Additionally, the acidulous NOx is easily adsorbed by alkaline cement paste in SFP, enhancing the photocatalytic purification to NOx. NOx is purified to generate nitrate and H2O. However, Fe-doped TiO2 shows unsatisfactory photocatalytic purification efficiency to CO and CO2 due to their reversiblereactions, not following the pseudo-first-order kinetics reaction model. The Fe-doped TiO2 dosage of 8% is proposed to add in cement slurry for prepare photocatalytic SFP. The prepared Fe-doped TiO2 shows slight effects on pavement performances of SFP, and can be used in SFP to develop a new sustainable and green pavement material.

Evaluation of Fracture and Fatigue Cracking Characterization Ability of Nonstandardized Semicircular-Bending Test for Asphalt Concrete

AbstractReclaimed asphalt pavement (RAP) has been used recently in warm-mix asphalt (WMA) as a part of sustainable and green pavement design. The main issue of using high RAP content in WMA is asso...

Evaluation of Cold Mix Asphalt Concrete Properties

Cold mix asphalt concrete is considered as a sustainable and green pavement, the aggregates and the binder can be mixed, laid, and compacted without consumption of energy. In this investigation, an attempt has been made to prepare cold mix asphalt concrete for base course construction. Two types of liquid binder, named Cationic emulsion Medium Setting CMS and Medium Curing cutback MC-250 have been implemented in preparation of Marshall specimens. Four types of additives, named Portland cement, coal fly ash, limestone dust and hydrated lime have been tried. Mixtures were subjected to aeration, then compacted. However, Specimens were subjected to curing before testing. It was concluded that mixtures with (optimum cutback content + 5% cement and 4 hours aeration and 24 hours curing at 60°C) and (optimum emulsion content +2% hydrated lime +3% cement or fly ash and 4 hours aeration at 25°C and 24 hours curing at 60°C) satisfies the volumetric and Marshall properties requirements for base course. It was recommended that increasing the aeration and curing periods is beneficial for the cold mix asphalt concrete in satisfying the specification requirements for base course. Keywords:Cold Mix; Asphalt Concrete; Cement; Lime; Fly ash; Marshall; Aeration; Curing;

Carbon Emission Calculation Method and Low-Carbon Technology for Use in Expressway Construction

There is a need for a quantitative calculation method for carbon emissions during asphalt pavement construction. In this study, the carbon sources were detected and carbon emission during pavement construction was divided into two parts—the emission resulting from energy consumption and that arising from the volatilization of asphalt mixtures itself. The carbon emission calculation model of energy consumption is presented based on the energy consumption list and calorific value method proposed by the Intergovernmental Panel on Climate Change. The model of the carbon emission from volatilization of asphalt mixtures was introduced based on a combination of on-site inspection data and the greenhouse gas diffusion rate and calculated volume. Finally, high-carbon emission processes and total carbon emissions were obtained, and the corresponding low-carbon technologies were proposed for different types of carbon emissions. The results show that the ratio of carbon emission generated by energy consumption and the volatilization of asphalt mixtures is 3:2; aggregate and asphalt heating are high-carbon emission processes of energy consumption, while asphalt mixture rolling and mixing are the high-carbon emission processes of asphalt mixture. Furthermore, the use of natural gas can control carbon emission in energy consumption; low-carbon asphalt mixtures and warm mixing technology can effectively reduce carbon emission from the volatilization of asphalt mixtures. This study lays a theoretical foundation for green pavement construction.

StormPav Green Pavement the environmentally friendly pavement

Growth of economy and population density, open space is being converted to roads or other infrastructures such as buildings or parking lots reducing green space. This paper demonstrates a new type of green pavement designed to replace flexible and rigid pavements which are water impermeable and have a short design life. This type of green pavement helps reduce runoff problems in urban areas. StormPav GP is an innovative Industrialised Building System (IBS) Green Pavement which has been shown to have structural, environmental and economic advantages. However, its susceptibility to distress has yet to be analyzed. This study addresses this gap by analyzing the mechanistic properties and evaluating distress of StormPav GP as compared to flexible and rigid pavements. WinJULEA, KenPave and Circly 6.0 were used for this analysis which also investigated the effects of different tire pressures on deflections. StormPav GP was found to have lower deflection due to a tandem axle dual wheel load on any pavement surface and provided a more uniform settlement with higher elastic modulus and shear modulus than flexible and rigid pavement.

Sensitivity analysis of stormpav composite pavement

This study investigates the design and performance of modified composite pavement called StormPav. In this study, the sensitivity analysis is carried out by using available freeware to prove whether the StormPav composite pavement is able to provide long-life pavement and better levels of performance, both structural and functionally, than the traditional pavements. For this case, the sensitivity analysis is included data for fatigue behavior, rutting in the HMA (Hot Mix Asphalt) layer, and temperature gradient reduction of PCC slab with an HMA overlay. The StormPav composite pavement is actually an innovation IBS green pavement with structural, environmental and economic advantages. Inspired from Legos concept, the StormPav is made out of modular panels or “roadblocks” that are like enormous lego pieces that assemble and interlocking together forming a uniform settlement and at the same time acting as the monolithic character. The idea of StormPav is actually to minimize the usage of material in the composite pavement but provide the same strength and benefits as composite pavement.

Application of StormPav Green Pavement System in a Government Buildings Redevelopment Scheme

StormPav Green Pavement System is a non-commercialized permeable road with a function of stormwater detention. This paper demonstrates the application of the R&D product in part of a 14,000 m2 government building complex as a new feature of sustainable drainage system. To assess its stormwater impacts to the project site, two software are utilized to analyze the stormwater flow processes when merely 10% of the project area is incorporated with StormPav. Firstly, Storm Water Management Model (SWMM) is used to simulate the project-wide stormwater flow, in which reductions between 22% - 6% in terms of peak flow rates are predicted compared to conventional drains when subjected to 5 – 180 minutes of 10-year Average Recurrent Interval (ARI) design rainfall. Secondly, SolidWorks Flow Simulation (SWFS) simulates the detailed flow processes within the StormPav system, in which it is found 0.5 – 1.3 m/s of velocities are predicted around the inlets and outlet that conform to the local stormwater management standard. Besides, SWFS allows visualization of velocity and streamline profiles across the StormPav system that conventional SWMM could not provide.

Modelling of StormPav Green Pavement System with Storm Water Management Model and InfoWorks Collection System

Prior to any construction work related to stormwater, it is preferable to involve a computer-based modelling. This paper outlines two different computer-based modelling tools to model a green technology named StormPav Green Pavement. In determining befitting software for use, two key factors are considered: (i) fast model construction (ii) provision of an affordable design model. To meet these key factors, the Storm Water Management Model (SWMM), and InfoWorks Collection System (CS) are deployed in this study. The predictive results of the two models are compared for different design storm durations under 10-year Average Recurrent Interval (ARI). The predictive results suggest that both models are compatible. Yet, SWMM is preferable to model StormPav Green Pavement as it could provide reasonably fast model construction and the software tool is an open source software used worldwide.