Porous Pavement: Research, Development, and Demonstration

Field, Richard; Masters, Hugh; Singer, Melvin

doi:10.1061/tpejan.0000985

Cited by 22 publications

(2 citation statements)

References 0 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Well-established consequences of pavement as an impervious surface interface of the built environment are coupled and altered hydrologic, chemistry, temperature, and particulate fluxes across this infrastructure interface. This coupling, in particular with respect to hydrologic phenomena such as urban flooding and reduction of groundwater recharge has been reported in the literature for decades (3)(4)(5)(6). There is increasing recognition that restoration of the altered urban hydrologic cycle is required.…”

mentioning

confidence: 74%

Application of Kozeny–Kovàcs Model to Predict the Hydraulic Conductivity of Permeable Pavements

Ranieri

Antonacci

Guo

et al. 2010

Transportation Research Record

View full text Add to dashboard Cite

Permeable pavements provide a frictional surface for vehicles during rainfall runoff and function as a porous infrastructure interface, allowing the infiltration and evaporation of rainfall runoff, as well as treatment of pollutants when designed for solute and particulate separation. The hydraulic conductivity (ksat) of permeable pavement is an important hydraulic property. A series of empirical and pore structure models using constant head and pore-based measurements, including total porosity (φt), effective porosity (φe), and pore size distribution indices generated through X-ray tomography (XRT) were used to study permeable pavement. XRT results indicate that the pore matrix is heterodisperse, with φt ≠ φe. Results indicate that the traditional models based on a simple pore structure do not reproduce measured ksat values. More complex pore structure models, even with modification from the original form, gave better results. A modified Kozeny-Kovàcs model was used to reproduce the measured ksat values. The modified model introduces φe and the characteristic pore diameter (De) instead of φt and specific surface area, respectively. Such permeable pavement pore structure parameters with the modified Kozeny-Kovàcs model can be predicted. These results can be useful in the design stage of permeable pavement when a target value of ksat is desired to obtain both friction benefits to improve vehicle safety in wet conditions and to control the infiltration-evaporation of rainfall. The ksat results are combined with continuous simulation modeling using historical rainfall for a Cincinnati, Ohio, highway site on I-75 to provide results illustrating permeable pavement as a low impact development infrastructure component in the highway environment.

show abstract

mentioning

confidence: 74%

Application of Kozeny–Kovàcs Model to Predict the Hydraulic Conductivity of Permeable Pavements

Ranieri

Antonacci

Guo

et al. 2010

Transportation Research Record

View full text Add to dashboard Cite

show abstract

“…Since the late 1970s, a variety of permeable pavement projects have been constructed for low-traffic areas carrying light vehicles and occasional truck traffic (16). There have been both failures and successes.…”

mentioning

confidence: 99%

Development and Validation of a Mechanistic–Empirical Design Method for Permeable Interlocking Concrete Pavement

Jones

et al. 2016

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

Fully permeable (or porous or pervious) pavements are pavements whose layers are all intended to be permeable. They are used to minimize the adverse effects of stormwater runoff generated from impervious surfaces. They may also be an effective solution for cool pavement strategies for improving outdoor thermal environments and mitigating heat island effects in hot climates. Most current applications of permeable pavements in North America are used for roads with a low traffic volume, basic access streets, parking lots, and recreation and landscaped areas, all of which carry light, slow-moving traffic. Structural design methods have been empirical in nature. Mechanistic–empirical approaches for fully permeable pavement designs have not been developed, but when available, would probably speed up the implementation of fully permeable pavements and potentially extend their use to pavements with a higher volume of traffic where appropriate. This paper summarizes the development of a mechanistic–empirical design method and design tool for permeable interlocking concrete pavements, which uses mechanistic analysis and partial validation with accelerated pavement testing results. A new example design table, based on the number of days with standing water in the subbase (0, 10, 30, 50, 90, and 120), was developed with an Excel spreadsheet-based design tool. The format of the table is similar to that of the current guideline for permeable interlocking concrete pavements of the Interlocking Concrete Pavement Institute. Designs for a specific set of project circumstances can be developed with the same Excel spreadsheet-based design tool used to develop the tables along with the hydrological design procedures provided in the Interlocking Concrete Pavement Institute guide.

show abstract

Coupled infiltration and filtration behaviours of concrete porous pavement for stormwater management

Kuang¹,

Fu²

2012

Hydrological Processes

View full text Add to dashboard Cite

Cementitious porous pavement (CPP) is a structural low‐impact development material for rainfall–runoff management. Both infiltration and filtration are critical functions for CPP stormwater quality and quantity control. In this study, three groups of CPP specimens exposed to rainfall–runoff for 4 years and experienced with different maintenance intervals (6, 12 and 48 months, respectively) were used to examine CPP infiltration and filtration performance. Particle mass strained on CPP surface, saturated infiltration rate If, temporal infiltration rate I(t), suspended sediment concentration (SSC) and turbidity (τ) were measured to evaluate the process of filtration/infiltration. I(t), SSC and τ were examined less than 50 mg/l of the suspended particle loading. It was found that the CPP surface cleaning methods used in the past 4 years, namely, high pressure wash followed by vacuuming with one atmosphere (100 kPa), were effective, and a 12‐month maintenance interval was verified suitable to maintain the pore structure an acceptable infiltration rate for stormwater management. It was also found that CPP infiltration and filtration process affect each other, and the two properties are coupled in urban stormwater quality and quantity control. On the basis of the experimental measurements, the temporal infiltration rate of the cleaned CPP under a certain particle loading could be simulated by a first‐order nonlinear rational model, and effluent turbidity–SSC relationship was found following a power law. Copyright © 2012 John Wiley & Sons, Ltd.

show abstract

Porous Pavement: Research, Development, and Demonstration

Cited by 22 publications

References 0 publications

Application of Kozeny–Kovàcs Model to Predict the Hydraulic Conductivity of Permeable Pavements

Application of Kozeny–Kovàcs Model to Predict the Hydraulic Conductivity of Permeable Pavements

Development and Validation of a Mechanistic–Empirical Design Method for Permeable Interlocking Concrete Pavement

Coupled infiltration and filtration behaviours of concrete porous pavement for stormwater management

Contact Info

Product

Resources

About