Permeability Of Pavement Research Articles

Evaluation of concrete surface permeability: A dynamic water film-based approach

To address the limitations of current concrete permeability evaluation, which can only test cored samples or on specific positions, this study proposed an innovative in-situ approach based on dynamic water film changes for evaluating concrete surface permeability. A porosity prediction model of concrete surface has been developed through ElasticNet regression, based on the data of dynamic water film thickness and concrete surface porosity. Considering different testing environment, the correction factors of temperature, relative humidity, wind speed, solar radiation intensity, and surface slope were determined. Then, we developed a large area in-situ test system based on moving platform for concrete surface permeability evaluation. The result indicates that there is a significant correlation between the water film permeation rate and the porosity, and the porosity prediction model exhibits high accuracy. The large area in-situ test system streamlines the concrete pavement permeability evaluation process, thereby contributes to maintenance and management of concrete pavements.

Detection and quantitative evaluation of pumping distress on bridge deck pavement through field and laboratory experiments

Pumping distress refers to the phenomenon of dynamic water entering a pavement, soaking the cement concrete layer to form slurry, and being pumped out of the pavement void under the action of traffic loading. Pumping distress is frequently reported in high temperature and rainy regions, such as Sichuan province in China. Various factors contribute to pumping distress on bridge decks, but most of these factors have merely been subjected to qualitative assessment. The aim of the study is to conduct a comprehensive quantitative analysis through three years of field investigations and laboratory experiments. The field investigations include ground penetrating radar (GPR), pavement permeability tests, skid resistance tests, and drainage facilities surveys. The quantitative analysis of the field and laboratory inspections revealed that the formation reason, deterioration rate, and damage degree of pumping distress were different between the truck and emergency lanes. The occurrence of pumping distresses was significantly related to the uneven construction of the bridge deck leveling layer, compaction segregation, and poor drainage. Additionally, the influence of pavement thickness uniformity on pumping distress was evaluated by incorporating GPR techniques. Failure in the waterproof adhesion layer resulted in the barrier between the cement concrete deck and the asphalt mixture breaking, which allowed alkaline sources to move and transfer to the pavement layer easily. The outcomes of this study can help bridge authorities and construction contractors choose appropriate design and construction measures to prevent pumping distress.

Modelling Runoff from Permeable Pavements: A Link to the Curve Number Method

Permeable Pavement (PP) models are valuable tools for studying the implementation of PPs in urban environments. However, the runoff simulated by traditional models such as the Curve Number (CN) is different from that created with PP models, as infiltration is computed differently. However, many investigations compare the runoff created by both models to extract broader conclusions without considering how the two models are related. Hence, this research explores the relation between runoff simulated by one general model, selecting the widespread CN model as a baseline, and the PP model provided in the Storm Water Management Model (SWMM). Correlation was set using the hydrograph created with the CN in a single event as a baseline and obtaining the best pavement permeability value from the PP model by calibration. The influence of storm depth, pavement slope, catchment shape, and PP type was also analysed. Calibration was conducted based on the Nash–Sutcliffe coefficient, but peak and volume performances were also studied. The results show that it is possible to link runoff hydrographs computed with the PP model to those created with the CN method, although that relation is not useful for the entire CN range. That relation is practical for CNs higher than 88 and shall be helpful for urban planners and researchers to compare several pervious/impervious scenarios in urban drainage models more robustly. One direct application is to compare the runoff computed by both models without changing the method that simulates runoff. It shall be enough to change a unique parameter that can be linked to a certain imperviousness by the CN.

Permeability detection and distress evolution characteristics of semi-rigid base asphalt pavement by infrared thermal difference method

ABSTRACT Semi-rigid base asphalt pavement (SBAP) has been recognised as an economical and high load-carrying ability pavement and has been practised widely in China. One of its primary deficiencies is water distress. In this study, the permeability detection of SBAP was investigated by infrared thermal difference method (ITDM), in which the permeability and distress evolution characteristics were explored by detecting the temperature difference. The air voids, thermal difference and permeability of asphalt pavement specimens were designed to obtain influence of water volume change on pavement temperature. The field thermal difference tests were performed by special test carriage and pavement distress were measured to obtain permeability responses. The results indicate that during temperature difference increases from 2 ∘ C to 5.9 ∘ C, ITDM will reflect the air voids and permeability coefficient of asphalt pavement. The results also show it takes more than 3 days for the water in the saturated specimens with a permeability coefficient greater than 300 mL/min to evaporate, which is unfavourable to the pavement. Furthermore, the field ITDM experimental results are corresponded well with pavement distress. It is concluded that ITDM is an effective approach for asphalt pavement permeability detection.

The method of intelligent wireless sensor to improve the water permeability of permeable asphalt concrete pavement

AbstractThis research aims to study the intelligent wireless sensor to improve the water permeability of permeable asphalt concrete pavement. The water permeability of pavement is extremely important for the traffic environment. This study first briefly introduces the background and significance analysis, and then exemplifies the deployment algorithm and model of wireless sensors on asphalt pavement. For example, the wireless sensor deployment strategy along the asphalt pavement based on linear dual sink nodes can be divided into linear wireless sensor node deployment, wireless sensor energy consumption model, and wireless sensor zone coverage principle. Another example is the wireless sensor network (WSN) deployment model along the asphalt road and the wireless sensor structure model, which are divided into WSN structure, sensor node structure, gateway interconnection of WSNs and other types of networks. Then this study conducts experiments and results analysis based on wireless sensors for improving the permeability of asphalt pavement and asphalt content. In this study, the factors affecting the water permeability of asphalt pavement are tested, and the application of sensors in testing its performance, and the optimal asphalt ratio is selected in the experiment to make its water permeability better. Finally, the study discusses and summarises the experiments, and it is concluded that the optimum asphalt content in the mixture is 5.48%–6.22%. Influencing factors include temperature and humidity, void ratio, cross slope gradient and so on. This experiment has a good reference prospect.

Long-Term Noise Reduction Performance Evaluation by Asphalt Pavement Method

This study compared the long-term noise reduction performance through field measurements using different asphalt pavement methods. The main variables were the type of pavement methods, including the porous, Stone Mastic Asphalt (SMA), and thin-layer. Noise data over the last 11 years was analyzed. Noise reduction performance of porous pavements continued to decrease due to pores filling over time and that maintenance is necessary three years post-construction. Since the intaglio surface was formed in SMA, a non-porous pavement, using thin-layer methods, the noise reduction performance could be maintained at a certain level for an extended period. Based on this study, further studies, including the effects of the traffic and the permeability of pavements, could establish the standardization of noise reduction pavement technology.

Concrete Paving Slabs for Comfort of Movement of Mobility-Impaired Pedestrians-A Survey.

People with locomotion difficulties encounter many barriers in a pedestrian environment. Pavement quality has been shown to substantially affect pedestrian satisfaction in general, and its optimal design may contribute to reducing the stigma put on people with impairments. Our research involved a survey assessing perception and attitudes towards pavement quality and characteristics for pedestrian comfort. The classic correlation of the variables based on contingency tables was used to analyse data and to test whether respondents’ perceptions depended on certain profile features. The completion of the statistical inference was the use of advanced algorithms of the correspondence analysis method. The relationships between the variables were assessed optionally using the chi2 test. The study results revealed desirable parameters and features of paving surfaces. People who use manual wheelchairs and declare limb loss prefer medium- and large-format concrete pavers with smooth finishing and no bevelling. People with skeletal abnormalities or peripheral neuropathy prefer concrete slabs and surfaces made of small- or medium-sized panels arranged in a regular pattern, made of smooth non-slip concrete with narrow joints. Further laboratory tests are necessary to investigate whether increased water permeability of pavements constructed on eco-friendly base layers can curb damage to the pavement surface and provide long-term durability.

Laboratory study of cleaning effects of clogged porous asphalt mixtures

Currently, there does not exist any established test method to evaluate the long-term performance of a porous asphalt pavement against clogging, with or without maintenance cleaning. This study proposes a laboratory test method to bridge this gap. The test method consisted of three main procedures: (i) A procedure to introduce clogging materials into a test specimen, (ii) a procedure to measure the permeability coefficient of the specimen, and (iii) a de-clogging cleaning procedure simulating high-pressure washing. Three porous asphalt mixtures were studied. The test results showed that mixtures with a higher initial porosity required less maintenance effort in terms of the frequency of cleaning, achieved higher cleaning effectiveness in terms of the overall pavement service performance, and had longer service life. A higher cleaning frequency having cleaning activated sooner would produce better overall pavement permeability performance over the entire pavement service life.

Effects of Roads Characteristics and Green Space on Urban Temperature

PURPOSES : The purpose of this study is to investigate the effects of urban road characteristics on temperature changes in urban areas using surface thermal temperature. METHODS : This study measured the surface thermal temperature of each road component from urban roads, analyzed the effect of the road component characteristics and vegetation on temperature, and estimated the regression models. RESULTS : As a result, the mean temperature was 27.3 ℃ on the roadway, 25.5 ℃ on the vegetated median, and 22.9 ℃ on the sidewalks. The roadside temperature was 26.14 ℃ with surrounding buildings and 23.82 ℃ near green spaces. The temperature with street trees was lower (24.45 ℃) than without (28.38 ℃) while it was 23.96 ℃ with vegetated median and 25.64 ℃ without. The temperatures were lower (24.70 ℃) on the permeable surface than on the impermeable surface (28.38 ℃). Model estimates show that the temperature decreases by 0.007 ℃ with an increase of 1 m² green (permeable space) space and the temperature with buildings tends to be 1.729 ℃ higher than that with green space. As green space increases by 1 m², the temperature tends to decrease by 0.017 ℃ on the roadway and by 0.012 ℃ on the sidewalk. Shade effect models show that street trees with shade affect temperature reduction by -3.884 ℃ on roadways and -3.314 ℃ on sidewalks. CONCLUSIONS : The results of this study demonstrate the differing effects of road characteristics on temperature. The roadway is more sensitive than the sidewalk to temperature changes and roadside vegetation, ambient green space, and pavement permeability contribute to temperature reduction.

Experimental Study and Calculation of a Three-Dimensional Finite Element Model of Infiltration in Drainage Asphalt Pavement.

Drainage asphalt pavement provides excellent drainage performance and driving safety, where the permeability of the pavement is the critical performance. When analyzing the permeability of drainage asphalt pavements, the previously used two-dimensional infiltration calculation model with boundary conditions deviates from the real situation. In this article, a three-dimensional infiltration finite element method was proposed to evaluate the permeability of pavement, and the feasibility of the three-dimensional infiltration finite element method to evaluate the drainage capacity of drainage asphalt pavement was verified by using the single-sided permeability test of indoor rutted slabs of drainage asphalt mixtures as an example. Finally, the effects of the longitudinal slope of the pavement on the drainage performance of the drained asphalt pavement was investigated by calculations based on the three-dimensional infiltration finite element method. The results indicated that: when the longitudinal slope was less than 6%, the influence of longitudinal slope size on the drainage capacity of drainage asphalt pavement was very small. When the gradient of the longitudinal slope from 0 to 6%, the critical drainage capacity of the pavement corresponding to each cross slope was maintained at a relatively stable value.

The Impact of Pavement Permeability on Time of Concentration in a Small Urban Watershed with a Semi-Arid Climate

Despite the popularity of the permeable pavements in urban areas in recent years, a few empirical equations have been developed to estimate the time of concentration (Tc) on pervious surfaces, and almost none of them is evaluated over the permeable pavements. In this paper, we aim to investigate the effect of low impact development (LID) on Tc and develop a new equation for estimating overland flow Tc compatible with both permeable and impermeable pavements in small urban watersheds with a semi-arid climate. An experimental model was devised to determine the new equation. Synthetic rainfall (22–40 mm.h−1) was applied to a rectangular shaped (6 m × 1 m) test watershed with an adjustable longitudinal slope (0.5–8%) and zero lateral slope. Porous asphalt and permeable interlocking concrete paver (PICP) were employed as the permeable pavements. Then, to validate the obtained equation from experimental data, a field study was conducted over a 1-ha watershed during a Low intensity (<4 mm.h−1) rain event. The comparison between 13 empirical and semi-empirical equations (including the one developed in this study) for estimating Tc in the test condition indicates that Chen and Wong’s equation with −0.03 bias and the Nash-Sutcliffe efficiency (NSE) equal to 0.9 and 0.7 for impervious and pervious surfaces respectively is the most precise equation. On the other hand, for the field study, the newly developed formula outperformed other equations and estimated the Tc with a 3.7% error. Moreover, the results of experiments on the PICP surface showed that replacing 10 to 15% of an urban watershed surface by PICP in a region with the rainfall intensity less than 40 mm.h−1 and storm duration less than 1 h causes a considerable reduction (almost 100%) in the surface runoff.

A field performance evaluation of the periodic maintenance for pervious concrete pavement

The pores of pervious concrete pavement will be clogged by sediment carried by rainwater runoff and atmospheric deposition on the pavement in the course of using, thus reducing the permeability of pavement. It is necessary to adopt effective maintenance measures to keep the permeability of the pavement. In this study, an improved single ring infiltrometer is used to measure the permeability of a newly constructed pervious pavement. In order to study the deterioration process of the pavement permeability under periodic clogging maintenance conditions, four different gradations of clogging materials and eight different maintenance methods were used for 32 test cases. Different maintenance methods are designed to find the best combination, including different pressure wash, sweep + vacuum and pressure wash + vacuum. The study shows when the pressure wash is between 5 and 20Mpa, the maintenance effect has little difference, and the combination of pressure wash and vacuum suction has the best maintenance effect.

Development of a new analytical water film depth (WFD) prediction model for asphalt pavement drainage evaluation

Pavement drainage Evaluation is conducive to reduce hydroplaning risk. Empirical Water Film Depth (WFD) models are low accuracy and have limited application scope. This study develops an analytical WFD model by simulating the dynamic of sheet flow. Based on the field data of 10 test sites the analytical model and two empirical models are applied for WFD prediction. Refer to the field measured WFD, correlation tests are applied, and the findings include: the intervening factors on WFDs are ranked as follows rainfall intensity, pavement permeability, flow path length, flow path slope, and texture depth; the proposed analytical model is more accurate than Gallaway model and PAVDRN model. The significance is twofold. First, accumulated rainwater is involved in WFD estimation. Second, the hazardous ponding location is identified, so that pavement engineers can take remedial measures to reduce potential hydroplaning.

Surface drainage evaluation of asphalt pavement using a new analytical water film depth model

Water film formed on the pavement surface would cause potential hydroplaning, so evaluation of pavement drainage is critical in the pavement safety analysis. However, the widely used water film depth (WFD) models are empirical models. The empirical data contributing to model development and the storm design of the empirical models limit their application scope and reduce their accuracy. This study develops an analytical WFD model by simulating the dynamic of the sheet flow on the pavement surface. Pavement permeability, texture, and geometry combined with rainfall coefficient are considered as the intervening factors on WFD. The proposed new analytical WFD model assists in capturing the highest intensity and covers the impacts of accumulated rainwater on WFDs. In order to acquire the rainfall data and the field WFDs data for the model application and validation, Pavement Drainage Measuring Instrument is developed in this study. Indeed, pavement texture, pavement slope, and pavement permeability are measured by LS-40 surface texture analyser, SurPro3500 walking profiler, and seepage instrument, respectively. Subsequently, a case study of WFD prediction on 10 test sites is provided based on the new analytical WFD model and the two widely used WFD models (PAVDRN and Gallaway model). Finally, a validation test is conducted by comparing the predicted WFDs with the field measured WFD (reference). The results from Kendall correlation method illustrate that the proposed new analytical WFD model (correlation coefficient of 0.7433) is more accurate in WFDs prediction for asphalt pavement than the PAVDRN model (correlation coefficient of 0.3343) and the Gallaway model (correlation coefficient of 0.4201). The new analytical WFD model can be applied by transportation agencies for pavement drainage evaluation.

Urban permeable pavement system design based on “sponge city” concept

Based on the “sponge city” concept, to implement the goal of building a city within the city to solve the sponge waterlogging, rational utilization of water resources, reduce water pollution this paper, combined with the city planning level in China, establishes the design system of city road flooding from the macro, medium and micro level, explore the design method of city water permeable pavement system, and has a practical significance the lower flood risk water ecological problems. On the macro level, we established an urban pavement sponge system under the regional ecological pattern by “spot permeable open space – low impact developing rain water road system – catchment area and catchment wetland”. On a medium level, this paper proposed the permeable suitability of pavement and the planning control indicators when combined with urban functional districts to conduct permeable pavement roads plans and controls. On micro level, the paper studied sponge technology design of permeable pavement from road structure, surface material, and other aspects aimed at the pavement permeability requirements.

Study on infrared differential thermal non-destructive testing technology of the permeability of hot mix asphalt pavements

In order to non-destructive test (NDT) the permeability coefficient of hot mix asphalt (HMA) pavements fast, A methodology for assessing the permeability coefficient was proposed by infrared differential thermal testing of pavement after rain. The relationship between permeability coefficient and air voids of HMA specimen deter-mined. Finite element method (FEM) models were built to calculate the surface temperature difference with different exposure time after precipitation. Simulated solar radiation source and fully saturated plate specimens were set in laboratory, tests verify that the different exposure time the specimen surface temperature difference. Infrared differential thermal detection permeable pavement hardware and corresponding software developed. Based on many test results, the evaluation index and criteria of permeability coefficient of HMA pavements tested by infrared differential thermal were developed. The results showed that: There is correlation between air voids and permeability coefficient of HMA specimen. Permeability coefficient of HMA pavements can be determined by different surface temperature at different exposure time. 9:00 am - 14:00 pm is the best time to detect permeability coefficient by infrared differential thermal NDT. Permeable asphalt pavement permeability can be achieved by infrared detector quickly and continuously, a lane testing; Per the permeable assessment criteria, in-place pavements permeability coefficients can be accurately evaluated.

Evaluation of Nano-TiO2 Modified Waterborne Epoxy Resin as Fog Seal and Exhaust Degradation Material in Asphalt Pavement

AbstractThe objective of this study was to investigate the feasibility of TiO2 waterborne epoxy resin as fog seal and exhaust degradation material in asphalt pavement. To achieve this objective, a commercial anatase/rutile mixed-phase nano-TiO2 was added to waterborne epoxy resin at various percentages. Prepared TiO2 coating was characterized with the use of adhesive shear strength test and laboratory photocatalytic performance test, which was performed with a newly developed apparatus for the study of vehicle exhaust decomposition. In addition, the impact of TiO2 coating on skid resistance and permeability of asphalt pavement was analyzed, with the British Pendulum, sand patch method, and pavement permeability test. The results of the experiments indicated that TiO2 waterborne epoxy resin coating was very effective in decomposing NO, HC, and CO pollutants from automobile exhaust. Moreover, application of waterborne epoxy resin as fog seal could maintain the skid resistance and improve the impermeability of the pavement.

Maintenance measures for preservation and recovery of permeable pavement surface infiltration rate – The effects of street sweeping, vacuum cleaning, high pressure washing, and milling

The surface infiltration rates (SIR) of permeable pavements decline with time as sediment and debris clog pore spaces. Effective maintenance techniques are needed to ensure the hydraulic functionality and water quality benefits of this stormwater control. Eight different small-scale and full-scale maintenance techniques aimed at recovering pavement permeability were evaluated at ten different permeable pavement sites in the USA and Sweden. Maintenance techniques included manual removal of the upper 2 cm of fill material, mechanical street sweeping, regenerative-air street sweeping, vacuum street sweeping, hand-held vacuuming, high pressure washing, and milling of porous asphalt. The removal of the upper 2 cm of clogging material did not significantly improve the SIR of concrete grid paves (CGP) and permeable interlocking concrete pavers (PICP) due to the inclusion of fines in the joint and bedding stone during construction, suggesting routine maintenance cannot overcome improper construction. For porous asphalt maintenance, industrial hand-held vacuum cleaning, pressure washing, and milling were increasingly successful at recovering the SIR. Milling to a depth of 2.5 cm nearly restored the SIR for a 21-year old porous asphalt pavement to like-new conditions. For PICP, street sweepers employing suction were shown to be preferable to mechanical sweepers; additionally, maintenance efforts may become more intensive over time to maintain a threshold SIR, as maintenance was not 100% effective at removing clogging material.

A Markov Chain Monte Carlo Technique Based Optimal Mix Design of Porous Concrete

Porous concrete is one of the innovative and promising concrete products, which is featured with a relatively high water permeability rate. Compared with conventional concrete products, due to the lack of fine aggregates in the mix design of porous concrete, the void spaces between the coarse aggregates remains unfilled and causes a large amount of porosity in the hardened concrete mass. On the other hand, the strength of porous concrete is usually lower than that of the conventional concrete products due to the lack of fine aggregates. For the purpose of achieving a relatively high strength of porous concrete while maintaining a good permeability of pavements, the mix design of porous concrete is modeled as a Markov Chain Monte Carlo (MCMC) system and a Gibbs Sampling method based approach is developed to approximate the optimal mix design. The simulation results show that, by using the proposed approach, the system converges to the optimal solution quickly and the derived optimal mix design achieves the tradeoff between the compressive strength and the permeability rate.

Effectiveness of Asphalt Rejuvenator

Abstract This paper presents an evaluation of maltene rejuvenator effectiveness. The rejuvenator was applied on the U.S.-40 highway in Henry County, IN, and its performance was monitored and evaluated using four different evaluation methods: (1) friction, (2) permeability test, (3) dynamic shear rheometer, and (4) contact-angle test. The results demonstrate that the rejuvenator has no significant effects on pavement permeability. However, the rejuvenator reduced the moduli (i.e., dynamic shear modulus, viscous modulus, and elastic modulus), increased the phase angle, and increased the water drop contact angle of the asphalt binder. The influence depth of the rejuvenator was approximately 12.5 mm from the surface for the test section. The influence life of the rejuvenator lasted longer than 391 days. Even though all average friction numbers (FNs) throughout the measurement period were above the INDOT minimum requirement (i.e., &amp;gt;20 FN), this depended to a large extent on the surface friction of the existing pavement before applying the rejuvenator. There was a significant FN reduction of a maximum of 47 % within a day after the application of the rejuvenator. Based on the friction performance, a friction test on existing pavements should be required prior to application of the rejuvenator. A pavement with a low FN should not receive the rejuvenator application.