Field Survey of Permeable Pavement Surface Infiltration Rates

The surface infiltration rates of 40 permeable pavement sites were tested in North Carolina, Maryland, Virginia, and Delaware. Two surface infiltration tests (pre- and postmaintenance) were performed on 15 concrete grid paver lots filled with sand. Maintenance was simulated by removing the top layer of residual material (13–19?mm). Simulated maintenance significantly (p<0.007) improved the surface infiltration rate. The median site surface infiltration rate increased from 4.9?cm/h for existing conditions to 8.6?cm/h after simulated maintenance. Fourteen permeable interlocking concrete pavers (PICP) and eleven porous concrete (PC) sites were also tested. PICP and PC sites built in close proximity to disturbed soil areas had surface infiltration rates significantly (p<0.0014 and p<0.0074, respectively) less than stable landscape sites. Median PICP surface infiltration rates of each condition were 80?cm/h and 2,000?cm/h, respectively. Median PC surface infiltration rates with and without fines were 13?cm/h and 4,000?cm/h, respectively. This study showed that: (1) the location of permeable pavements; and (2) maintenance of permeable pavements were critical to maintaining high surface infiltration rates.     

Effects of a Permeable Friction Course on Highway Runoff

This project documents the impact of a porous asphalt overlay on the quality and quantity of highway storm-water runoff. A permeable friction course, also known as open graded friction course, is a layer of porous asphalt approximately 50?mm thick, which is often applied on top of conventional asphalt or concrete highways to enhance safety and reduce noise. Storm-water runoff from a four-lane divided highway in the Austin, Texas area was monitored at two sites before and after the installation of a PFC. Observed concentrations of total suspended solids and pollutants associated with particulate material were much lower in the runoff from the PFC than that derived from the conventional asphalt surface. Concentration reductions were observed for total suspended solids, total lead, total copper, and total zinc at both monitoring locations. In addition to the above-mentioned constituents, concentrations of chemical oxygen demand and total Kjeldahl nitrogen were also lower in the runoff from the PFC at a site collecting paired samples from both pavement types. Concentrations of dissolved constituents were not significantly different and concentrations of polycyclic aromatic hydrocarbons were below the detection limit for both pavement types. The runoff coefficient for the PFC appears to be higher than for conventional pavements.     

Permeable Pavement as a Hydraulic and Filtration Interface for Urban Drainage

Permeable pavement, specifically cementitious permeable pavement (CPP), is a passive structural low impact development material and green infrastructure system for rainfall-runoff control. Multifunctional engineered CPP can fulfill requirements as a load-transmitting surface while serving as a more environmentally conscious infrastructure material that functions to restore the in situ hydrology while also functioning as a passive treatment unit operation and process. As an infrastructure material; CPP reduces runoff, filters, and treats infiltrating runoff, reduces thermal pollution and temperature, provides the load-carrying capacity of conventional rigid concrete pavement, and leaches environmentally beneficial Ca and alkalinity, as compared to flexible asphalt. In this study, pore characteristics of CPP, including effective porosity (?e), pore size distribution and tortuosity (τ) are examined using x-ray tomography and gravimetric-geometric methods. Total porosity (?t) is measured and utilized as a comparative index. Results provide insight when modeling CPP as an infiltration and evaporation interface, a conveyance/storage medium for liquid and gas, and with admixtures or coatings an adsorptive-filtration medium for pollutants such as phosphorus and metals. Results indicate that high particle separation and significant hydraulic conductivities can be achieved with CPP. The effectiveness of CPP for particle removal also requires that these particle deposits are managed on a periodic basis through practices such as pavement cleaning.     

Dynamic Numerical Analysis of Antimoisture-Damage Mechanism of Permeable Pavement Base

As a permeable base material of pavement, the large stone porous asphalt mixture (LSPM) is used widely in China to lessen the moisture damage of the asphalt pavement. However, the dynamics mechanism of the inhibitory effect of permeable base on moisture damage is not clear yet. The dynamic fluid-solid coupling analysis of the saturated pavement with LSPM base course, considering the asphalt mixtures as the porous medium, was performed using the finite difference numerical code FLAC3D. Numerical results revealed that the positive and negative dynamic pore pressure alternated in the pavement with the approaching and leaving of the wheel loads. The phenomenon of water pumping out of and sucking into the pavement under the moving loads was proved. The flow of fluid in pavement can be regarded as the laminar flow. The presence of the LSPM base course greatly decreased the dynamic pore pressure and the scouring force in the surface course because of the large permeability coefficient of the LSPM. The location of the maximum dynamic pore pressure also changed due to the LSPM base course. Due to the permeable base, the dissipation of the dynamic pore pressure was accelerated and thus the moisture damage was lessened.     

Performance of Geosynthetic-Reinforced Asphalt Pavements

This paper describes the performance of geosynthetic-reinforced asphalt pavement under monotonic, cyclic, and dynamic loading conditions. The study differed from current practice where geosynthetics are typically used as separators or to improve the bearing capacity of the subgrade. A geogrid layer was installed at the bottom of the asphalt concrete layer, along the asphalt-subgrade interface, to function as tensile reinforcement. The load was applied to the surface of the asphalt concrete layer using a rigid rectangular footing under plane strain conditions. The strains that developed along the geogrid over time and at different load levels were monitored. Two different types of geogrid reinforcements were used, and their restraining effects on the layered system were compared. The study showed that geosynthetic reinforcement increased the stiffness and bearing capacity of the asphalt concrete pavement. Under dynamic loading, the life of the asphalt concrete layer was prolonged in the presence of geosynthetic reinforcement. The stiffness of the geogrid and its interlocking with the asphalt concrete contributed to the restraining effect.     

Shanghai’s Experience on Utilizing the Rubblization for Jointed Concrete Pavement Rehabilitation

As agencies continue looking for cost-effective methods to rehabilitate deteriorated jointed concrete pavement (JCP), rubblization using a resonant breaker has been experimented by the Shanghai Municipal Roadway Authority (SMRA). It was demonstrated that rubblization using a resonant breaker offers a viable option for the SMRA because the rubblized pavement sections have been performing very well with no visible distress. Based on field observation for a typical hot mix asphalt concrete (HMAC) overlay on a nonrubblized JCP, it was found the treatment normally would have reflective cracking for the same overlay thickness in the first three years. Besides the cost advantage over the reconstruction, a resonant breaker also had yielded the minimum disturbance during the rubblization. It was observed that it was very effective to use water during compaction on a rubblized JCP surface to improve compaction efficiency and to control dust. Furthermore, there is no need to apply a prime coat before the HMAC overlay, as there was no detrimental effect that could be identified. The average rubblized JCP moduli were found to be 1,323?to?1,375?MPa, which are within the range reported in the literature. It was believed that there were high possibilities to increase rubblized JCP moduli without sacrificing the performance by increasing the particle size, because a reduction of 200?mm of HMAC was observed when rubblized JCP increased from 345?to?3,445?MPa at a subgrade modulus of 138?MPa and traffic of 30 million ESAL. However, further research is needed to optimize the rubblized JCP moduli in an attempt to reduce overlay thickness without creating reflective cracking.     

NJTxtr—A Computer Program Based on LASER to Monitor Asphalt Segregation

Abstract: This paper describes the research funded by the New Jersey Department of Transportation to develop an automated technology to monitor segregation during construction of hot-mix asphalt concrete pavements. A Laser-based system was used to measure surface texture and to detect segregation. Two segregated test sections and a control test section were tested to evaluate the applicability of Laser texture method to detect and quantify segregation. Laser texture data were gathered from all three sections. Ratios of texture in segregated areas to that in nonsegregated areas were set as the basis for detection of different levels of segregation. By combining the level of segregation and extent of segregation, an AREA index was developed to determine the acceptability of a pavement section. Based on AREA index, pay adjustment factors were proposed to reduce the payment to account for loss of pavement life due to segregation. Further remedial actions were proposed to correct segregated pavement sections with acceptable AREA index. Based on the above concepts, Windows-based computer program NJTxtr was developed to detect and quantify segregation. This computer program uses the Laser-equipment-collected pavement texture data and determines whether the pavement section is acceptable or unacceptable based on the level of segregation within a pavement section, and provides bonus or penalties to the contractor. The paper describes a novel technology using laser and associated software for construction quality control of asphalt concrete pavements. The proposed methodology was applied to detect segregation in an interstate highway section in New Jersey, and this section was repaved based on visual observation and recommendation from this study.     

Use of an Infrared Joint Heater to Improve Longitudinal Joint Performance in Hot Mix Asphalt Pavements

Longitudinal joint cracking is one of the most prevalent forms of distress in asphalt concrete pavements. The joint area does not achieve the same density as the mat due to an unconfined edge on the initial pass and a cold joint during the second pass. The lower density allows water to penetrate and the material cracks, usually within one?year of construction. There are many techniques for constructing longitudinal joints, one being to preheat the joint prior to paving the second lane. This paper describes a field study conducted in New Hampshire using an infrared joint heater. Thermocouples were embedded in the pavement to determine the extent of heat penetration from the infrared heaters. Cores were taken along the joint and in the travel lanes for both the control and test sections. Density and strength measurements were taken on the cores. Permeability measurements along the control and test joints were performed. A cracking survey performed one?year after construction showed that the section of pavement where the infrared heater was used had significantly less cracking than the control section.     

Investigation of Heaving at Holloman Air Force Base, New Mexico

Heaving of pavements and a building foundation became progressively worse on a project at Holloman Air Force Base (AFB), N.M. The cause of the heaving was identified as sulfate attack on recycled concrete used as fill and base course below the buildings and pavements. This recycled concrete came from sulfate-resistant airfield Portland concrete pavement that had existed for decades at Holloman AFB without distress. However, severe sulfate exposure conditions, ready availability of water, the more permeable nature of the crushed recycled concrete, less common thaumasite attack, possible soil contamination as a secondary source of alumina, or some combination of these factors allowed sulfate attack to develop in the recycled material even though it had not in the original concrete pavement.     

Successful Application of CLSM on a Weak Pavement Base/Subgrade for Heavy Truck Traffic

Lack of proper pavement base and subgrade compaction leads to premature failures that account for millions of dollars in damages. Controlled low-strength material (CLSM) concrete was introduced in this study as pavement base material near a manhole where proper compaction is unachievable. Rut-resistant stone matrix asphalt was placed on top of the CLSM as a wearing surface layer. Dynamic cone penetrometer (DCP) testing was used to monitor CLSM construction. One day after placing, the CLSM gained sufficient strength to support construction traffic. Further, DCP results indicated that the CLSM possessed uniform characteristics of concrete that could improve the load-bearing capacity and serviceability of the pavement near the manhole. After 18 months of heavy truck traffic, maximum rutting was 5?mm, well below the failure criteria of 12.5?mm. Based on cost and performance, CLSM concrete has the potential to improve problematic areas in pavement.     

Urban Runoff Quality Characterization and Load Estimation in Saskatoon, Canada

The improvement in the effluent quality of the treated sanitary sewage entering the South Saskatchewan River at Saskatoon, Canada, and the impending change in provincial legislation governing urban runoff, provided the impetus for Saskatchewan Environment to initiate the stormwater runoff quality study reported in this paper. Among others, the study involved a field program for characterizing the urban runoff water quality from four catchments, each representing a different type of land use. Both a site mean concentration approach and a multiple variable regression analysis approach were used to quantify the pollutant load contained within the runoff. Thereafter, using the runoff water quality characterizations developed in the study, rainfall–runoff pollutant loads from the entire city were estimated and compared with two local point sources to the receiving stream. On the basis of this analysis, it was found that urban runoff contributes more total suspended solids and total Kjeldahl nitrogen load, similar chemical oxygen demand load, and slightly less total phosphorus load than the two local point sources.     

In Situ Partial Exfiltration of Rainfall Runoff. II: Particle Separation

Metal elements or other constituents transported in urban and transportation land use rainfall runoff are often adsorbed on or incorporated with entrained particles that are ubiquitous in such runoff. Infiltration–exfiltration can be an effective in situ particle separation and quantity control structural best management practices or low impact development practices allowing runoff to return to soil after passive physical-chemical treatment. The in situ partial exfiltration reactor (PER), which combined the surface straining of the cementitious porous pavement (CPP) layer with filtration of oxide coated sand media beneath, provided control of water quantity and quality. Particle analyses were carried out for both influent and effluent to examine filter efficiency as a function of particle size and hydrology. Influent dm/dp ratios suggest that the dominant PER particle separation mechanisms were unsaturated physical–chemical filtration with the CPP layer functioning as a straining surface. Particle size distributions were modeled based on a two-parameter cumulative power-law function. The performance of the PER as a filter is shown to be a function of the unsteady site hydrology. Temporal variation in the filter coefficient and the volumetric particle fraction remaining were directly related to the unsteady influent loading rate. Particle removal efficiency by the PER based on concentration ranged from 71 to 96% on a mass-based concentration and 92–99% on a number based concentration. Results suggest that a properly designed PER can provide effective in situ control for particles and could be combined with or function separately from source control (i.e., pavement cleaning or a mass trading framework).     

Evaluation of Full-Depth Asphalt Pavement Construction Using X-Ray Computed Tomography and Ground Penetrating Radar

In the past few years, a number of full-depth or perpetual pavements have been designed and constructed in the State of Texas. A study was conducted to examine the quality of the compaction of the thick asphalt layers within these pavements using advanced forensic tools such as X-ray computed tomography (X-ray CT) and ground penetrating radar (GPR). The GPR is a nondestructive tool for evaluating the uniformity of density in pavements at highway speed. X-ray CT is a laboratory tool that is used to conduct detailed analysis of air void distribution and uniformity in asphalt pavement cores. This paper presents the results of analyzing one of the perpetual pavements constructed in State Highway 114 (SH-114). In this project, two different structural asphalt pavement sections were placed, one included a 1?in. (25.4 mm) stone filled (SF) Superpave mix and the other included a traditional dense graded Type B material. The dense graded Type B material was found to be uniformly compacted. However, major compaction problems were identified with the coarse SF Superpave mix. The poor compaction and associated high percent air vsoids were found to permit moisture infiltration, which could potentially lead to rapid pavement deterioration. The analysis showed very good agreement between the GPR and X-ray CT results and demonstrated the efficiency of using GPR and X-ray CT in the evaluation of asphalt pavement compaction.     

Utilizing Advanced Characterization Tools to Prevent Reflective Cracking

To prevent premature failures of rehabilitated concrete pavements, transportation authorities need tools to characterize the prerehab pavement condition of its load carrying capacity, and to determine the resistance of the overlay material to underlying crack/joint movements. Two quantitative methods, the rolling dynamic deflectometer (RDD) and overlay tester (OT), along with field performance data were employed in rehabilitation studies involving reflective cracks. The RDD is able to continuously assess vertical differential movements at joints/cracks that represent the potential for reflective cracks on existing pavements. The OT has the ability to determine the resistance of the overlay material to underlying crack/joint movements. The RDD W1?W3 deflections were used to determine areas that have a high potential for reflective cracking due to poor load transfer across joints and cracks. This paper documents results from the RDD and OT on the following five rehabilitation projects: (1) SH225; (2) US96; (3) SH12; (4) SH342; and (5) IH35W. Based on the available test results from these five projects, it was observed that the W1?W3 threshold values of 5.5 mils (0.140 mm) for exposed concrete pavement and 6.5 mils (0.165 mm) for composite pavement with existing hot mix asphalt overlay and an OT threshold value of 700 cycles correlated well with the field performance. Ignoring either of these critical factors may lead to premature reflective cracking.     

Field Evaluation of Four Level Spreader–Vegetative Filter Strips to Improve Urban Storm-Water Quality

An assessment of the performance of four level spreader–vegetative filter strip (LS-VFS) systems designed to treat urban storm-water runoff was undertaken at two sites in the Piedmont of North Carolina. At each site, a 7.6-m grassed filter strip and a 15.2-m half-grassed, half-forested filter strip were examined. Monitored parameters included rainfall, inflow to, and outflow from each LS-VFS system. A total of 21 and 22 flow-proportional water quality samples were collected and analyzed for the Apex and Louisburg sites, respectively. All studied LS-VFS systems significantly reduced mean total suspended solids (TSS) concentrations (p<0.05), with the 7.6 and 15.2-m buffers reducing TSS by at least 51 and 67%, respectively. Both 15.2-m VFSs significantly reduced the concentrations of total Kjeldahl nitrogen (TKN), total nitrogen (TN), organic nitrogen (Org-N), and NH4-N (p<0.05), whereas results were mixed for the 7.6-m VFSs. Significant pollutant mass reduction was observed (p<0.05) for all nine pollutant forms analyzed in Louisburg, which was caused by infiltration in the VFSs. The effects of VFS length and/or vegetation type are very important for pollutant removal, as effluent pollutant concentrations were lower (with one exception) for the 15.2-m VFSs. The median effluent concentrations for TN and total phosphorus (TP) for the four LS-VFSs were nearly always better than fair water quality benchmarks for the Piedmont of North Carolina, but only met good water quality metrics in one-half of the studied storm events.     

Pollutant Concentrations in Road Runoff: Southeast Queensland Case Study

This paper discusses the results of research into the pollutants in runoff from road pavement surfaces following natural rainfall events. Road runoff water quality was monitored at 21 sites centering around Brisbane, in southeast Queensland, Australia. The sites were selected according to traffic volumes, surrounding land use, pavement surface type, ease of access, and commercial vehicle percentage. Bridge sites were chosen for convenience of sample collection and minimized infrastructure modification. “First flush” grab samplers were permanently installed at each site to collect the first 20 L of runoff from one of the bridge drainage scuppers. The runoff samples were tested for a number of heavy metals, hydrocarbons, pesticides, and other physical characteristics. The observed results fall within the ranges of concentrations reported internationally and nationally but do not typically follow the “30,000 average annual daily traffic” results reported in the United States. Traffic volumes have not been found to be the best indicator of road runoff pollutant concentrations. Interevent duration has been found to be a statistically significant factor for pollutant concentrations. Sites incorporating exit lanes have recorded higher concentrations of acid-extractable copper and zinc, tending to support the hypothesis that brake pad and tire wear caused by rapid deceleration contributes to the concentrations of these metals in road runoff. Laser particle sizing has shown that a significant proportion of the sediment found in the runoff is <100 μm. However, these particulates do settle in water within 24 h, under laboratory conditions. This may be due to the presence of heavy metals.     

Structural Evaluation of Cement Concrete Roads in Mumbai City

Plain jointed concrete pavements laid in Mumbai City (India) during the early 1990s were structurally evaluated using a falling weight deflectometer (FWD) and testing of concrete cores extracted from the pavement slabs. The ultrasonic pulse velocity (UPV) of the concrete in the cores was determined first and then the cores were crushed under compression. The pavement deflections were found to be within the limits as suggested in the Indian codes and the international literature. The joint conditions were also found to be satisfactory. The design strength of the concrete was back-calculated from the compressive strength of the cores and was found to conform to the design specifications. However, the construction quality was found wanting as the thickness of pavement slabs at a few locations was lower than that specified and it has resulted in cracking of the slabs. The dynamic modulus of elasticity of concrete as determined by the FWD was found to correspond well with that computed from the UPV of cores and from the compressive strength of concrete. A method is suggested to estimate the structural parameters of uncracked pavement slabs from the dynamic modulus of elasticity obtained through the indirect method of UPV testing which is less expensive compared to evaluation by the FWD.     

不同降雨条件下城市路尘中稀土元素流失特征

通过对包头市路尘中14种稀土元素(rare earth elements,REEs)含量的测定分析以及小型人工降雨冲刷模拟,对稀土元素在路尘中的赋存特征及在其降雨径流中的流失特征进行了分析和探讨。结果表明,(1)路尘中的稀土元素随降雨过程发生迁移并在径流产生"流失浓缩"效应,浓缩强度随雨强增加而增强;相同雨强下,水泥下垫面的聚集效应高于沥青混凝土下垫面。(2)径流中水相稀土元素含量随降雨时间下降。(3)径流流失过程中,固相颗粒态中稀土元素的配分模式与路尘样品基本一致,呈现轻稀土富集的特征,轻重稀土之间的分馏程度较高;而水相中稀土元素的配分模式与原始路尘样品中有一定差异,轻重稀土之间的分馏程度降低。     

Pavement Life-Cycle Cost and Asphalt Binder Quality: Theoretical and Experimental Investigation

Quality control/quality assurance tests can be used to demonstrate that an as-constructed pavement has characteristics different from the contracted specifications of the as-designed pavement because the bitumen employed was of insufficient quality. Many different issues affect asphalt binder quality. Such problems can significantly increase the pavement life-cycle cost, which means that a pay adjustment (PA) is needed. Unfortunately, the quantitative analysis of this issue is very complex. The objectives of this study were to model the dependence of the pavement life-cycle cost on asphalt binder quality and to determine the quantitative relationship between bitumen viscosity and the PA for a given class of boundary conditions. In addition to modeling this problem theoretically, experiments and simulations were carried out through the use of the Mechanistic-Empirical Pavement Design Guide. We then derived the consequences of these effects on life-cycle cost by using a specific life-cycle cost model. Our results demonstrate that asphalt binder viscosity can strongly affect the expected pavement life and the PA, and thus needs to be taken into account in contract and construction management.     

Field Trial for Asphalt Pavements Reinforced with Geosynthetics and Behavior of Glass-Fiber Grids

This paper presents details of a large field trial and some observations conducted to evaluate the practical efficiencies of geosynthetically reinforced asphalt pavements in Shanxi Province, China. Three glass-fiber grids (LB2000 II, TGG-8080, GGA 2021), one plastic grid (Tensar AR1), two geotextiles (nonwoven needle-punched and nonwoven heat-bonded), and one geocomposite (Tensar AR-G) application were selected for evaluation. These geosynthetics were installed in the interface between new asphalt pavement layers (APL) and new cement-stabilized gravel–sand base courses coated by emulsified asphalt or within new APL in the reconstruction of asphalt pavement sections (Program I), or in the interface between old APL and new overlay layers in the asphalt overlay pavement sections (Program II). In each program, reinforced sections with different geosynthetics were compared with each other and with nonreinforced sections to determine relative performance. Inspections after construction showed that the integrated damage ratio and deflection in the pavement sections reinforced with glass–fiber grids were less than other pavement sections. Furthermore, after about 4?years of service, glass-fiber grids were dug out and no breaking and node movement were discovered. Nevertheless, observations indicated that geosynthetics may not be effective, if bearing capacity of the base course/subgrade is inadequate, or if the overlay thickness is too thin, or if preconstruction repair of distressed old pavement is incomplete.