Dissertations / Theses: 'Pervious pavement'

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Kunzen, Thomas. "HYDROLOGIC MASS BALANCE OF PERVIOUS CONCRETE PAVEMENT WITH SANDY SOILS." Master's thesis, University of Central Florida, 2006. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/3249.

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Use of pervious concrete pavement as a method of stormwater management has shown great promise in previous studies. Reduction in runoff, water quality improvements, and long-term economic benefits are but a few of its many advantages. Regulatory agencies such as the St. Johns River Water Management District require further research into the performance of pervious concrete pavement before granting credits for its use as a best management practice in controlling stormwater. As a part of a larger series of studies by UCF's Stormwater Management Academy, this thesis studies the hydrologic mass balance of pervious concrete pavement in sandy soil common in Florida. In order to conduct this study, a field experiment was constructed at the UCF Stormwater Field Lab. The experiment consisted of three 4-foot tall cylindrical polyethylene tanks with 30-inch diameters. All three tanks were placed into the side of a small embankment and fitted with outlet piping and piezometers. The test tanks were assembled by laying a 6-inch layer of gravel into the bottom of each tank, followed by a layer of Mirafi geofabric, followed by several feet of fine sand into which soil moisture probes were laid at varying depths. Two of the tanks were surfaced with 6-inch layers of portland cement pervious concrete, while the third tank was left with a bare sand surface. Mass balance was calculated by measuring moisture influx and storage in the soil mass. Data collection was divided into three phases. The first phase ran from August to November 2005. Moisture input consisted of normal outdoor rainfall that was measured by a nearby rain gauge, and storage was calculated by dividing the soil mass into zones governed by soil moisture probes. The second phase ran for two weeks in March 2006. Moisture input consisted of water manually poured onto the top of each tank in controlled volumes, and storage was calculated by using probe readings to create regression trendlines for soil moisture profiles. The third phase followed the procedure identical to the second phase and was conducted in the middle of April 2006. Data tabulation in this study faced several challenges, such as nonfunctional periods of time or complete malfunction of essential measuring equipment, flaws in the method of calculating storage in phase one of the experiment, and want of more data points to construct regression trendlines for soil moisture calculation in phases two and three of the experiment. However, the data in all phases of the experiment show that evaporation volume of the tanks with pervious concrete surfacing was nearly twice that of the tank with no concrete. Subsequent infiltration experiments showed that pervious concrete pavement is capable of retaining a portion of precipitation volume, reducing infiltration into the underlying soil and increasing total evaporation in the system.
M.S.C.E.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering

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Uju, Ikenna. "A STUDY OF THE STRENGTH OF PERVIOUS PAVEMENT SYSTEMS." Master's thesis, University of Central Florida, 2010. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2423.

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This thesis presents a study on the strength properties of the different pervious pavement systems installed at the Stormwater Management Academy field laboratory at University of Central Florida (UCF), Orlando. The strength tests were performed both in the laboratory and in the field. Laboratory testing was conducted to determine the compressive strength and flexural strength of the various pavement surfaces. Evaluation of field pavement performance was performed by comparing the deflection basins using the Falling Weight Deflectometer test on pervious concrete and porous asphalt with conventional impervious concrete and asphalt pavements of similar layer profile and thickness, respectively. From literature and previous work at the academy, it is evident that pervious pavements should not be used to withstand heavy traffic loading. They are mostly used in low traffic volume areas such as parking lots, driveways, walkways and some sub-divisional roads. This research studied the compressive strength and flexural moduli. Also it investigated the relationship between the compressive strength and void ratio, unit weight and volume by carrying out laboratory testing of different pervious pavements such as pervious concrete, porous asphalt, recycled rubber tires, recycled glass and porous aggregate. Different sizes of cylinders and beams were cast in place molds for these laboratory tests. Furthermore, the in-situ resilient moduli of the twenty four pavement sections in our research driveway were back calculated with Modulus 6.0 (Liu, et al., 2001) computer program. The calculated deflection basins were compared to the results obtained from a well known computer program called KENPAVE (Huang, 2004). The design of the requisite pavement layer thickness design was performed by doing hand calculations using American Association of State Highway Transportation Officials (AASHTO) method for flexible and rigid pavements and utilizing a Texas Transportation Institute (TTI) computer software known as FPS 19W (Liu, et al., 2006). The structural number for flexible pavements were calculated and tabulated for two different reliability levels (90% and 95%). Traffic loading was estimated in the absence of actual traffic count measurement devices at the field test site. Based on the laboratory testing, the maximum compressive strength of the cored pervious concrete was about 1730 psi. Backcalculated pervious concrete and porous asphalt moduli values were within the specified range discussed in literature. The in-situ modulus of elasticity range for pervious concrete is found to be 740 Â 1350 ksi, for porous asphalt 300 Â 1100 ksi, for permeable pavers 45 Â 320 ksi, for recycled rubber tire 20 Â 230 ksi, recycled glass pavement 850 ksi and porous aggregate 150 ksi. For low volume traffic loading, the minimum layer thickness was calculated for rigid pavements and it is presented in this study. In conclusion, this research summarizes the result of laboratory and field testing performed at the University of Central Florida Stormwater Management Academy Research laboratory to determine the strength related properties of pervious pavement systems.
M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MS

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Ballock, Craig. "CONSTRUCTION SPECIFICATIONS AND ANALYSIS OF REHABILITATION TECHNIQUES OF PERVIOUS CONCRETE PAVEMENT." Master's thesis, University of Central Florida, 2007. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2772.

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The primary objective of this study is to evaluate the clogging potential of installed pervious concrete systems, to analyze rehabilitation techniques and develop construction specifications for the construction of portland cement pervious concrete specific to the state of Florida. Currently, a consistent statewide policy has not been established in reference to credit for storage volume within the voids in pervious concrete and the coarse aggregate base. For this reason a current and updated assessment of pervious pavement is needed to benefit from the advantages of pervious pavement use in low traffic volume areas. Initially by modeling a pervious concrete system in a field laboratory with test cells of typical Florida soil conditions and groundwater elevations and combining these data with field data from multiple sites of long service life, a Florida specific construction methodology has been developed. It is hoped that by developing a more standardized design criteria for pervious pavements in Florida a statewide acceptance of portland cement pervious pavement can be achieved and credit can be earned based on the volume of stored stormwater. This study of field sites was subsequently expanded to include locations in the southeastern United States. Pervious concrete has suffered historically poor support due to a number of factors, including concern about poor long term performance due to clogging of surface pores. Eight existing parking lots were evaluated to determine the infiltration rates of pervious concrete systems that have had relatively no maintenance. Infiltration rates were measured using an embedded single-ring infiltrometer developed specifically for testing pervious concrete in an in-situ state. The average infiltration rates of the pervious concrete that was properly constructed at the investigated sites ranged from 0.4 to 227.2 inches per hour. A total of 30 pervious concrete cores were extracted and evaluated for infiltration rates after various rehabilitation techniques, including pressure washing, vacuum sweeping and a combination of the two methods, have been performed to rehabilitate the infiltration capability of the concrete. By evaluating the effectiveness of these rehabilitation techniques, recommendations have been developed for a maintenance schedule for pervious concrete installations. In most cases it was found that the three methods of maintenance investigated in this study typically resulted in a 200% or greater increase over the original infiltration rates of the pervious concrete cores. It is therefore recommended that as a general rule of thumb one or a combination of these rejuvenation techniques should be performed when the system infiltration rates are below 1.5 inches per hour to maintain the infiltration capability of pervious concrete pavements.
M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MS

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Zhang, Jie, and s3069216@student rmit edu au. "A laboratory scale study of infiltration from Pervious Pavements." RMIT University. Civil, Environmental and Chemical Engineering, 2006. http://adt.lib.rmit.edu.au/adt/public/adt-VIT20070125.164003.

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Increased urbanization causes pervious greenfields to be converted to impervious areas increasing stormwater runoff. Most of the urban floods occur because existing drainage systems are unable to handle peak flows during rainfall events. During a storm event, flood runoff will carry contaminants to receiving waters such as rivers and creeks. Engineers and scientists have combined their knowledge to introduce innovative thinking to manage the quality of urban runoff and harvest stormwater for productive purposes. The introduction of pervious pavements addresses all the principles in Water Sensitive Urban Design. A pervious pavement is a load bearing pavement structure that is permeable to water. The pervious layer sits on the top of a reservoir storage layer. Pervious pavements reduce the flood peak as well as improve the quality of stormwater at source before it is transported to receiving waters or reused productively. To be accepted as a viable solution, understanding of the influence of design parameters on the infiltration rate (both from the bedding and the sub-base) as well as strength of the pavement requires to be established. The design of a particular pavement will need to be customized for different properties of sub layer materials present in different sites. In addition, the designs will have to meet local government stormwater discharge standards. The design of drainage systems underneath pervious pavements will need to be based on the permeability of the whole pervious system. The objectives of the research project are to: Understand the factors influencing infiltration capacities and percolation rates through the pervious surface as well as the whole pavement structure including the bedding and the sub-base using a laboratory experimental setup. Obtain relationships between rainfall intensity, infiltration rate and runoff quantity based on the sub-grade material using a computational model to assist the design of pervious pavements. A laboratory scale pavement was constructed to develop relationships between the surface runoff and the infiltration volume from a pervious pavement with an Eco-Pavement surface. 2 to 5mm crushed gravel and 5 to 20mm open graded gravel were chosen as the bedding and sub-base material. Initial tests such as dry and wet density, crushing values, hydraulic conductivity, California Bearing Ratio tests for aggregate material were conducted before designing and constructing the pavement model. A rainfall simulator with evenly spaced 24 sprays was set up above the pervious pavement surface. The thesis presents design aspects of the laboratory scale pavement and the tests carried out in designing the pavement and the experimental procedure. The Green and Ampt model parameters to calculate infiltration were obtained from the laboratory test results from aggregate properties. Runoff results obtained from rainfall simulator tests were compared with the Green and Ampt infiltration model results to demonstrate that the Green and Ampt parameters could be successfully calculated from aggregate properties. The final infiltration rate and the cumulative infiltration volume of water were independent of the rainfall intensity once the surface is saturated. The model parameters were shown to be insensitive to the final infiltration capacity and to the total amount of infiltrated water. The Green and Ampt infiltration parameters are the most important parameters in designing pervious pavements using the PCSWMMPP model. The PCSWMMPP model is a Canadian model built specially for designing pervious pavements. This is independent of the type of sub-grade (sand or clay) determining whether the water is diverted to the urban drainage system (clay sub-grade) or deep percolation into the groundwater system (sand sub-grade). The percolation parameter in Darcy's law is important only if the infiltrated water recharges the groundwater. However, this parameter is also insensitive to the final discharge through the subgrade to the groundwater. The study concludes by presenting the design characteristics influencing runoff from a pervious pavement depending on the rainfall intensity, pavement structure and sub-grade material and a step-by step actions to follow in the design.

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Foster, Shiloh. "Porous Concrete: Proposal of UA Study and Best Practices." The University of Arizona, 2016. http://hdl.handle.net/10150/608602.

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Sustainable Built Environments Senior Capstone Project
Porous concrete pavements have been used in the eastern United States to effectively manage storm water when used as an alternative to impervious surfaces. This paper reviewed a wide body of available literature and research to examine their potential to reduce runoff at the University of Arizona. This study found that their unique structural properties enable them to infiltrate and detain large volumes of water in a stone sub-base below the slab, filtering out many street related contaminants without the need to install additional infrastructure. Porous concrete surfaces may support green development in the southwest where water is both a sensitive and valuable resource. However, long-term structural durability, clogging potential due to dust, and maintenance requirements have yet to be fully understood in this region. This paper then summarizes critical factors that affect the performance of porous concrete and proposes a framework for future study to be conducted by the University of Arizona in a way that would reduce runoff to major campus roads, contribute to a better understanding of sustainable storm water management in the southwest, and demonstrate leadership in environmental stewardship.

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Ravello, Bolo Mirella Rosa Linda, and Condori Andrea Stefany Baldeón. "Propuesta de concretos permeables para la captación de agua de lluvia en pavimentos de estacionamientos de hospitales en Arequipa." Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2020. http://hdl.handle.net/10757/652418.

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La presente tesis consiste en presentar una propuesta sostenible que ayude en el control y almacenamiento del agua de lluvia para evitar inundaciones y daños producidos en los estacionamientos de los hospitales en la ciudad de Arequipa. Se evaluaron dieciocho diseños de mezclas, nueve realizados con agregado grueso Huso 7 y los otros nueve con Huso 67. Para los diferentes diseños se cambió el porcentaje de agregado fino, la relación agua/cemento y la dosis de los aditivos. Por cada diseño de mezcla se elaboraron nueve probetas destinadas al ensayo de resistencia a la compresión, tres por cada edad, ensayadas a los 7, 14 y 28 días; se utilizaron 2 vigas de 6”x6”x20” para determinar el Módulo de Rotura y 2 probetas de 4”x8” para hallar la tasa de permeabilidad, para lo cual se necesitó realizar una réplica del permeabilímetro expuesto en el ACI 522. Los resultados de todos los ensayos serán presentados y comparados entre sí para determinar el grado de influencia de los mismos. Además, también se realizará un análisis costo beneficio por metro cuadrado para determinar qué tanto varía el costo del concreto permeable en comparación con el concreto convencional. Finalmente, se realizará un análisis cuantitativo entre los dieciocho diseños de mezcla y el concreto convencional. Para así determinar cuál es la mezcla óptima que cumpla con los requisitos necesarios para ser implementado en los estacionamientos de los hospitales en Arequipa y pueda competir en el mercado con el concreto convencional.
The present thesis consists of presenting a sustainable proposal that helps in the control and storage of rainwater to avoid floods and damages produced in the parking lots of hospitals in the city of Arequipa. Eighteen mix designs were evaluated, nine made with coarse aggregate Spindle 7 and the other nine with Spindle 67. For the different designs, the percentage of fine aggregate, the water / cement ratio and the dose of the additives were changed. For each mix design, nine specimens were prepared for the compression resistance test, three for each age, tested at 7, 14 and 28 days; 2 beams of 6 ”x6” x20 ”were used to determine the Modulus of Break and 2 specimens of 4” x8 ”to find the permeability rate, for which it was necessary to make a replica of the permeabilimeter exposed in the ACI 522. The results of all the tests will be presented and compared with each other to determine the degree of influence between them. In addition, a cost benefit analysis per square meter will also be performed to determine how much the cost of pervious concrete varies compared to conventional concrete. Finally, a quantitative analysis will be performed between the eighteen mix designs and conventional concrete. In order to determine which is the optimal mix that meets the necessary requirements to be implemented in hospital´s parking lots in Arequipa and can compete in the market with conventional concrete.
Tesis

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Ono, Bruno Watanabe. "Análise do desempenho estrutural e hidráulico de um pavimento permeável com revestimento de blocos de concreto unidirecionalmente articulados." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-22052018-150543/.

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O emprego de pavimentos permeáveis tem se tornado cada vez mais necessário como medida compensatória para amortecer as vazões de pico e atenuar os impactos gerados pelas chuvas torrenciais em áreas altamente urbanizadas. Dentre os materiais convencionalmente adotados como revestimento permeável no contexto nacional destacam-se os blocos de concreto intertravados (BCI) e o asfalto poroso. No entanto, internacionalmente, existem materiais alternativos que podem apresentar permeabilidade igual ou até mesmo superior. Sob esse prisma, convém destacar o uso dos blocos de concreto articulados (BCA), recentemente adotados nos Estados Unidos e na Coréia do Sul, cuja capacidade de infiltração vem mostrando-se bastante promissora. Diferentemente dos blocos intertravados, os BCA foram projetados para trabalhar em conjunto, já que são interconectados por meio do encaixe das articulações unidirecionais de cada peça, sobrepostas umas às outras, dispensando assim o uso de material de rejunte, o que por sua vez aumenta a permeabilidade do revestimento. Contudo, embora o desempenho hidráulico aparente ser eficaz, questiona-se se o pavimento de blocos de concreto articulados (PBCA) comporta-se de forma igualmente satisfatória em termos estruturais. Nesse sentido, visando avaliar o desempenho estrutural e hidráulico de um pavimento permeável de BCA, foi construída uma pista experimental (20 x 5 m) no Campus da USP, adotando-se dois tipos de base, uma de agregado reciclado (RCD) e outra de agregado natural (brita 1). Na análise estrutural utilizaram-se como parâmetros de avaliação as deflexões máximas obtidas via FWD (Falling Weight Deflectometer), a eficiência de transferência de carga (LTE - Load Transfer Efficiency) e por fim, os módulos de resiliência retroanalisados para cada camada. Ademais, a pesquisa ainda avaliou a influência da presença de fissuras ou trincas nos blocos no desempenho estrutural do pavimento, já que acabaram tornando-se recorrentes em ambas as seções avaliadas. Já na avaliação hidráulica, monitorou-se a taxa de infiltração in situ ao longo de quase vinte meses. Complementarmente, foram realizadas ainda avaliações laboratoriais dos materiais empregados e funcionais do pavimento. A análise estrutural indicou que o sentido articulado do BCA obteve respostas estruturais nitidamente melhores que o sentido não articulado em termos de módulo de resiliência, deflexões máximas e LTE, evidenciando que de fato as articulações conferem intertravamento ao pavimento, próximo ao propiciado pela areia de rejunte no BCI. A base de RCD por apresentar uma distribuição granulométrica mais bem distribuída do que a brita 1, também obteve melhores resultados. Já a presença de trincas ou fissuras nos blocos não acarretou comprometimento no desempenho estrutural da pista experimental, devido ao baixo grau de severidade da maioria das patologias encontradas, como atestou o levantamento funcional, cuja classificação indicou um pavimento em boas condições de serventia. No que diz respeito ao desempenho hidráulico, o pavimento apresentou um desempenho adequado em termos de capacidade de infiltração. Apesar da perda progressiva estimada em 20% ao ano, as taxas de infiltração in situ mantiveram-se acima de 10-3 m/s em todos os ensaios realizados, sendo, portanto, superior à maioria dos revestimentos permeáveis tradicionalmente utilizados como os blocos intertravados e a camada porosa de atrito, conforme descritos pela literatura.
Pervious pavements have become increasingly fundamental as a compensatory measure to attenuate peak flows and to mitigate the impacts generated by torrential storm water in highly urbanized areas. Among the usual materials applied in permeable surface layers, it is possible to highlight the interlocking concrete blocks (ICB) and the porous asphalt. However, internationally, there are alternative materials that are able to present a higher permeability. In this sense, the use of articulated concrete blocks (ACB) needs to be stressed. Recently adopted in United States of America and South Korea, ACB has presented promising infiltration rates. Unlike the ICB, the ACB was designed to work as an integrated framework due to the presence of articulated joints in one of the block directions, which allows discarding the jointing sand and as result, increases water infiltration. Nevertheless, although the pavement hydraulic performance seems to be successful, there are some doubts about the structural behavior. Thereby, aiming at evaluating the hydraulic and structural performance of an unidirectionally articulated concrete block pavement, a pavement experimental section (20 x 5 meters) was constructed at the University of São Paulo Campus. Two types of different bases were applied, namely recycled concrete aggregate (RCA) and natural aggregate. The structural assessment took into account the maximum deflection measurements, the load transfer efficiency (LTE) and the backcalculated elastic moduli of each layer. In addition, this work also evaluated the structural influence caused by the presence of damaged pavers, since it became a recurring problem. Regarding the hydraulic evaluation, the surface infiltration rate was monitored over twenty months after the pavement construction. Furthermore, functional and laboratorial analyses were carried out in order to check the structure serviceability level. The structural results indicated clearly that the articulated block side had better performance than the non-articulated block side in terms of elastic moduli, maximum deflections measurements and LTE, confirming the interlocking efficiency generated by the block shape, comparable to that one provided by the jointing sand in ICB. As the recycled aggregate was characterized by a more well graded particle size distribution than the natural aggregate, the RCA base also presented better structural responses. The presence of damaged blocks did not compromise the pavement structural performance, since the degree of severity was low, as verified by the functional evaluation, which showed a pavement in good conditions. Finally, concerning the hydraulic results, the pavement presented a high infiltration capacity. Even though an infiltration loss of about 20% per year has been detected, the infiltration rate remained greater than 10-3 m/s for all tests performed, being considerably higher than those found in pavements built with both interlocking concrete blocks and with porous asphalt, as reported in the literature.

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Kadurupokune, Wanniarachchi Kankanamge Nilmini Prasadika, and s3144302@student rmit edu au. "Sustainable management of stormwater using pervious pavements." RMIT University. Civil, Environmental and Chemical Engineering, 2008. http://adt.lib.rmit.edu.au/adt/public/adt-VIT20081029.102009.

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Pervious pavements in car parks and driveways reduce peak discharge and the volume of runoff flowing in to urban drains and improve the water quality by trapping the sediments in the infiltrated water. This reduces the risk of pollutants such as suspended solids and particle bound chemicals such as phosphorous, nitrogen, heavy metals and oils and hydrocarbons entering receiving waters. The key objectives of the study are to establish relationships between rainfall and pervious pavement runoff and quantify improvements to infiltrated stormwater quality through the pervious pavement. The field experimental results were used to calibrate the PCSWMMPP model and to develop water flow and quality improvement transfer functions of the MUSIC model for concrete block and turf cell pavements. The research reported herein has demonstrated that pervious pavements can be introduced as a sustainable stormwater management initiative and as a key Water Sensitive Urban Design feature to deliver numerous benefits to the environment. The outcomes from the study will be useful in designing environmentally friendly car parks, pedestrian paths, light traffic drive ways, sporting grounds and public areas in the future. Land developers and local government authorities will be major beneficiaries of the study which has increased the understanding of the use of pervious pavements and explored a number of issues that previously inhibited the wider use of pervious pavements in practice.

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Morgenroth, Justin. "The Effect of Porous Concrete Paving on Underlying Soil Conditions and Growth of Platanus orientalis." Thesis, University of Canterbury. School of Forestry, 2010. http://hdl.handle.net/10092/5112.

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Urbanisation is characterised by mass migration of people to urban areas and conversion of land from rural to urban land uses. Changes in population dynamics have led to half the world’s population living in urban areas; in developed countries, urban dwellers account for three-quarters of the total population. Though populations have shifted from rural to urban areas, people continue to rely on their environment, and trees in particular, for tangible and intangible benefits alike. A great deal of factual and anecdotal knowledge supports the role of trees for ecological, social, and economic well-being. In spite of this, during urbanisation, previously vegetated land is converted to housing, roads, or utility corridors, all of which are necessary to support growing populations. This thesis investigates tree growth in these modified urban landscapes, in particular, the effects of pavements on urban trees. Pavements are truly pervasive, covering more than half of all land in highly developed urban areas. Their durability and strength are of great importance to transportation, but large-scale soil sealing is not without consequence. Pavements affect the hydrologic cycle, soil and air temperature, and nutrient cycling. Because of their effect on the surrounding environment, pavements inherently affect remnant or planted trees. They are believed to negatively affect tree growth and survival, thereby compromising the ecological, social, and economic benefits otherwise derived from the urban forest. In recent times, porous pavements have been increasingly installed in favour of impervious pavements. Porous pavements are perceived to be an environmentally-sound alternative to standard impervious pavements. This thesis begins by reviewing the literature concerning porous pavement’s effect on underlying soil and urban vegetation, thus illustrating the scarcity of empirical data describing the effect of porous pavement on tree growth. A greater understanding of porous pavement’s impact on the surrounding environment is needed, if its installation is to continue. With this aim in mind, this thesis describes an experiment in Christchurch, New Zealand, which monitored the impacts of porous and impervious pavement on underlying soil conditions, and subsequent tree growth. The experiment comprised 50 Platanus orientalis trees planted in an augmented factorial design, which consisted of controls and four treatments. Trees were split evenly amongst plots, such that ten replicates existed per treatment. The pavement treatments measured 2.3m by 2.3m, and were based on the combination of pavement type (2 levels: porous, impervious) and pavement profile design (2 levels: +/- subbase compaction and gravel base). The resulting four treatments were impervious concrete pavement (IP), impervious concrete pavement with compacted subbase and gravel base (IP+), porous concrete pavement (PP), and porous concrete pavement with compacted subbase and gravel base (PP+). From December 2007 to March 2009, data were collected to determine the effect of these treatments on soil moisture, aeration, pH, and nutrient concentration. Final tree height, stem diameter, shoot and root biomass, and root distribution were also measured at the conclusion of the experiment. Results of this experiment indicated that the effects of pavement porosity on soil moisture and aeration were dynamic, varying with season and soil depth. Increased soil moisture beneath porous pavements resulted from rapid infiltration following precipitation. This decreased the duration of plant stress resulting from drought. Relative to bare soil, paved plots had consistently greater soil moisture, likely because pavements reduced evaporation. The inclusion of a gravel base in the profile design limited capillary upflow, which resulted in lower soil moisture under pavements designed with a gravel base. Soil aeration was significantly lower beneath pavements relative to unpaved plots. This is likely related to greater soil moisture beneath pavements. Finally, soil pH increased beneath pavements, in particular beneath porous pavements. Though all growth parameters increased for trees surrounded by porous, rather than impervious pavement, this occurred only in the absence of a compacted subgrade and gravel base. Evidently, the impact of the compacted subgrade superseded the impact of pavement porosity. Furthermore, root growth was relatively shallow beneath pavements, likely due to favourable soil moisture directly beneath pavements. This research highlights (i) the dramatic effect of pavements on underlying soil conditions; (ii) that pavements do not inherently limit tree growth; (iii) that porous pavements can conditionally improve tree growth; and (iv) that soil compaction limits potential benefits resulting from porous pavements.

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Goede, William Gunter. "Pervious concrete investigation into structural performance and evaluation of the applicability of existing thickness design methods /." Pullman, Wash. : Washington State University, 2009. http://www.dissertations.wsu.edu/Thesis/Fall2009/w_goede_112409.pdf.

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Thesis (M.S. in civil engineering)--Washington State University, December 2009.
Title from PDF title page (viewed on Jan. 22, 2010). "Department of Civil and Environmental Engineering." Includes bibliographical references (p. 98-102).

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Miloš, Šešlija. "Анализа примене отпадних и рециклираних материјала за израду порозног бетонског коловоза." Phd thesis, Univerzitet u Novom Sadu, Fakultet tehničkih nauka u Novom Sadu, 2018. https://www.cris.uns.ac.rs/record.jsf?recordId=107503&source=NDLTD&language=en.

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У дисертацији су анализиране мешавине за израду порозног бетонског коловоза. Пројектовано је укупно 12 различитих врста мешавина. За справљање бетонских мешавина коришћене су фракције природног и рециклираног агрегата. Електрофилтерски пепео, који је отпадни материјал из термоелектрана, коришћен је као минерални додатак, којим је замењен део цемента. Справљено је шест мешавина са рециклираним агрегатом и шест мешавина са природним агрегатом. Лабораторијска испитивања су обухватила испитивање чврстоће при притиску бетона након: 7, 28, 56 и 84 дана, чврстоће при савијању (након 28, 56 и 84 дана), модул еластичности (статички и динамички), отпорност према хабању, коефицијент водопропустљивости и порозност. Добијени резултати потврдили су постављене хипотезе да је са рециклираним агрегатом и електрофилтерским пепелом могуће пројектовати и извести порозни бетонски коловоз.
U disertaciji su analizirane mešavine za izradu poroznog betonskog kolovoza. Projektovano je ukupno 12 različitih vrsta mešavina. Za spravljanje betonskih mešavina korišćene su frakcije prirodnog i recikliranog agregata. Elektrofilterski pepeo, koji je otpadni materijal iz termoelektrana, korišćen je kao mineralni dodatak, kojim je zamenjen deo cementa. Spravljeno je šest mešavina sa recikliranim agregatom i šest mešavina sa prirodnim agregatom. Laboratorijska ispitivanja su obuhvatila ispitivanje čvrstoće pri pritisku betona nakon: 7, 28, 56 i 84 dana, čvrstoće pri savijanju (nakon 28, 56 i 84 dana), modul elastičnosti (statički i dinamički), otpornost prema habanju, koeficijent vodopropustljivosti i poroznost. Dobijeni rezultati potvrdili su postavljene hipoteze da je sa recikliranim agregatom i elektrofilterskim pepelom moguće projektovati i izvesti porozni betonski kolovoz.
In the dissertation, mixtures for the production of pervious concrete pavements are analyzed. The project has a total of 12 different types of mixtures. For the preparation of concrete mixtures, the fractions of natural and recycled aggregates were used. Fly ash, which is a waste material from thermal power plants, was used as a mineral supplement, which replaced a part of cement. Six mixtures with a recycled aggregate and six mixtures with a natural aggregate were collected. Laboratory tests included: compressive strength after 7, 28, 56 and 84 days, felxural strength (after 28, 56 and 84 days), modulus of elasticity (static and dynamic), abrasion, permeability and porosity. The obtained results confirmed the hypotheses that it is possible to design and execute a previous concrete pavement with a recycled aggregate and fly ash.

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Nnadi, E. O. "An evaluation of modified pervious pavements for water harvesting for irrigation purposes." Thesis, Coventry University, 2009. http://curve.coventry.ac.uk/open/items/f62c282d-4db2-21f3-4c30-7a77fe4d3def/1.

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The pervious pavement system has been identified as an effective source control device capable of removing urban stormwater pollution by trapping pollutants within the system and biodegradation. Recent studies have further demonstrated that the pervious pavement system could be used as a source of renewable energy capable of reducing household energy bill by about 80%. In view of ever increasing demand for water and the continued reduction in available fresh water resources in the world, stormwater has been recognized as a potential valuable source of water which could be harnessed. The overall aim of this multi disciplinary research was to evaluate the suitability of a modified pervious pavement system (PPS) for water harvesting and re-use, particularly focussing on potential third world applications and taking advantage of the latest developments in materials that are available for such applications. The aim was a holistic one in which water re-use was examined in terms of both the potential advantages from an irrigation point of view without ignoring the very important public health concerns that are often of concern when water is stored in circumstances which do not fit the normally used criteria for potable supplies. The results of this study confirmed the pollution control capability of the porous pavement system as earlier determined by previous studies. Also, a novel experimental rig was designed to reproducibly create very high and realistic rainfall events over model pavement structures. Furthermore, the performance of a new geotextile, Inbitex Composite® in the pervious pavement system was determined for the first time. Furthermore, this study also tested for the first time, the performance of a pervious pavement system modified by the incorporation of Inbitex Composite® geotextile with slits and made prescriptions as to how this new geotextile could be best installed in a modified pervious pavement system in order to achieve high infiltration without compromising pollution control. This study tested the practical use of the pervious pavement system for water harvesting and storage for reuse in irrigation. In order to achieve this, the author took what could be considered as a holistic approach to water quality issues and determined the chemical, electrochemical and microbiological quality of water stored in the system as well as investigated the public health concern of the potential of pathogenic organisms in waters stored in unconventional water storage system as the pervious pavement system. It also determined that the pervious pavement system have the capability to recycle water with physical, chemical and microbiological qualities that will meet international standards for irrigation and that the system does not offer a conducive environment for potential pathogenic organisms if contamination incident occurs from adjoining areas. This study also became the first to practically relate Sustainable Urban Drainage System (SUDS) to agricultural benefit by demonstrating how a SUDS device (pervious pavement system) could be used in addition to its urban drainage control role, as a source of supply of high quality irrigation water to cultivate crops fit for human and animal consumption despite high application of pollutants. This study determined contrary to the observation of earlier studies that the use of slow-release iv fertilizer could lead to eutrophication problems in cases where the water is channeled to natural water courses. Furthermore, active response of potential pathogenic bacteria to the presence of slow-release fertilizer was observed in this study. This raises a huge question on the need to add fertilizer to the pervious pavement system. Coupe, (2004) had demonstrated that oil degrading microbes would respond positively to food sources in the system and hence, there was no significant need for simulation by nutrient addition, the author concluded in the study presented here that fertilizer addition should only be conducted if the waters are to be used for irrigation where the nutrients would be beneficial to the plants and that even in this case, the microbiological water quality should be constantly monitored and the addition suspended if the risk of contamination from adjoining areas is high.

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Phillips, Jason B. "Pervious concrete paste composition a thesis presented to the faculty of the Graduate School, Tennessee Technological University /." Click to access online, 2009. http://proquest.umi.com/pqdweb?index=17&sid=1&srchmode=1&vinst=PROD&fmt=6&startpage=-1&clientid=28564&vname=PQD&RQT=309&did=1759989161&scaling=FULL&ts=1250626528&vtype=PQD&rqt=309&TS=1250626549&clientId=28564.

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Aguirre, Herrera Boris Augusto, and Giraldo Melanny Leonor Anchiraico. "Propuesta de utilización de pavimento de concreto permeable para reducir el efecto de precipitaciones intensas en las calles de Alfonso Ugarte y Miguel Grau, ubicadas en el departamento de Tumbes." Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2021. http://hdl.handle.net/10757/655019.

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El fenómeno El Niño provoca intensas precipitaciones pluviales que se acumulan y discurren por la superficie, transportando importantes caudales de agua que se incrementan con el desplazamiento debido a la carencia de un pavimento permeable como sucede en la ciudad de Tumbes. Esta deficiencia produce daños en los sistemas de abastecimiento de agua, alcantarillado y aguas pluviales que, debido a la cantidad de basura y lodo que transportan los azolvamientos severos, afectan a las infraestructuras hidráulicas, medio ambiente y calidad de vida de la población. Una propuesta de solución es utilizar un sistema de drenaje urbano sostenible que permita complementar el sistema único de saneamiento diseñado para las aguas servidas, residuales y pluviales, existente en la gran mayoría de ciudades. Esta solución consiste en el diseño de un pavimento permeable porque permite alcanzar un volumen de captación de agua de 81-730 l/min/m2 debido al contenido de vacíos de 13 a 25%. Esta característica física es importante para garantizar la infiltración de grandes volúmenes de agua mediante sus poros para luego transmitir a estratos subyacentes; reducir el flujo del calor al conductor; y mitigar la isla de calor urbano en las ciudades. La presente investigación tiene como objetivo evaluar el desempeño del concreto permeable mediante 5 diseños de mezcla para estudiar la resistencia a la compresión, a la flexión y permeabilidad; la comparación de la escorrentía superficial pluvial de un pavimento de concreto permeable con un pavimento de concreto convencional mediante el software SWMM 5.1; y la comparación respecto al costo.
The El Niño phenomenon causes intense rainfall that accumulates and runs over the surface, transporting significant volumes of water that increase with displacement due to the lack of a permeable pavement, as happens in the city of Tumbes. This deficiency causes damage to the water supply, sewerage, and rainwater systems that, due to the amount of garbage and mud transported by severe silts, affect the hydraulic infrastructures, environment, and quality of life of the population. A proposed solution is to use a sustainable urban drainage system that allows complementing the unique sanitation system designed for sewage, waste, and storm water, existing in most cities. This solution consists of the design of a permeable pavement because it allows reaching a water collection volume of 81-730 l/min/m2 due to the void content of 13 to 25%. This physical characteristic is important to guarantee the infiltration of large volumes of water through its pores and then transmit to underlying strata; reduce heat flow to the conductor; and mitigate the urban heat island in cities. The objective of this research is to evaluate the performance of permeable concrete through 5 mix designs to study the resistance to compression, bending and permeability; the comparison of the surface rain runoff of a permeable concrete pavement with a conventional concrete pavement using SWMM 5.1 software; and the cost comparison.
Tesis

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15

Cortier, Olivier. "Quantification des bénéfices des revêtements perméables. Modélisation à l'échelle de la structure et du bassin versant." Thesis, Normandie, 2018. http://www.theses.fr/2018NORMC247/document.

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Les revêtements perméables se développent en France et à l’étranger comme une technique d’avenir en réponse aux enjeux de la protection des sols et de l’amélioration du cycle de l’eau en milieu urbain. Le développement de pavés drainants au sein du laboratoire de l’ESITC Caen a mis en évidence le besoin de quantifier les apports des revêtements perméables pour répondre aux attentes des acteurs locaux et favoriser l’utilisation de ces techniques par les aménageurs. Dans ce but, ce travail de thèse porte sur la description des processus hydrologiques au sein des revêtements perméables et la quantification de leurs bénéfices sur le ruissellement urbain. Deux modèles ont été développés pour répondre à ces objectifs.Le premier permet de modéliser les processus hydrologiques au sein des structures perméables avec une approche physique basée sur la résolution de l’équation de RICHARDS par la méthode des éléments finis. Cette modélisation apporte des éléments de compréhension sur l’influence des propriétés de la structure et de son environnement sur ses performances. Elle a abouti à la proposition d’une représentation conceptuelle du comportement hydrologique des structures perméables. Le second modèle permet de modéliser le comportement hydrologique d’un bassin versant avec une approche par systèmes multi-agents. Différents scénarios d’implantation de revêtements perméables ont été simulés sur un site d’étude réel situé à Ouistreham en Normandie. L’exploration de ce modèle apporte des éléments de quantification des bénéfices de l’implantation des revêtements perméables sur le ruissellement de surface. Les résultats obtenus mettent en évidence le lien entre le ratio de surface perméable sur la surface imperméable et la réduction du ruissellement. Ils soulignent l’importance de la dispersion des zones de revêtements perméables pour optimiser leurs bénéfices
Permeable pavements are developing in France and abroad as a promising response to the growing issues of ground protection and the improvement of the water cycle in urban areas. The development of pervious concrete within the laboratory of ESITC Caen had highlighted the need to quantify the contributions of the permeable pavement, and thus meeting the expectations of local authorities and encouraging the use of these techniques by urban planners. In this purpose, this Phd aims at describing the hydrological mechanisms of the permeable pavements and quantifying their benefits on surface runoff. Two models were developed to respond to these objectives. The first one allows modeling the hydrological processes inside permeable pavement structures with a physically-based approach, which solves RICHARD’s law with a finite element method. This modeling enables the understanding of the influence of the properties of the structure and its environment on its performances. Results have led to the proposal of a conceptual representation of permeable structures. The second model allows modeling the hydrological behavior of an urban catchment with an agent-based approach. Various scenarios of permeable pavement implemantations were simulated on a real study site located at Ouistreham in Normandy. The analysis of this model enables the quantifying of the benefits of the implementation of permeable pavements on surface runoff. Results highlight the link between the permeable surface on the impermeable surface ratio and the reduction of runoff. They emphasize the importance of dispersing permeable pavement areas to maximize their benefits

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Mata, Luis Alexander. "Sedimentation of pervious concrete pavement systems." 2008. http://www.lib.ncsu.edu/theses/available/etd-10312008-122131/unrestricted/etd.pdf.

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17

chao, Hu-kai, and 胡凱超. "The improvement and Investigation of Structural pervious pavement." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/28913488174542121995.

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碩士
國立臺灣科技大學
營建工程系
101
There are a variety of pervious pavements to be used in Taiwan. Due to its higher stress strength, the effect of structural pervious pavement is the best among them, while the mechanical behavior of the plastic air conditional pipes in it is still be questioned. Therefore, the research is to improve the structure of air conditional pipes and proceeding the mechanical analysis toward pervious pavements in hope of further understanding structural pervious pavement. The research uses the Solid of SAP2000 to simulate the mechanical behavior of structural pervious pavement under the loads of heavy vehicles. In the condition of various coefficients of subgrade and no holes under pervious pavement, whether the horizontal (S11 and S22) and vertical (S33) stress caused by external forces will lead to failure? In order to avoid failure after the cracking of bottom pavement due to stress concentration and enlargement, we improve the structural pervious pavement to enhance tensile and bending strength.

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18

Chen, Li-Min, and 陳立民. "Practicability Assessment of Pervious Concrete Pavement with Lightweight Aggregate." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/69bf39.

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碩士
國立臺灣科技大學
營建工程系
95
Practicability Assessment of Pervious Concrete Pavement with Lightweight Aggregate Thesis Advisor : Der-Hsien Shen Graduate student : Li-Min Chen ABSTRACT The aim of this study is to evaluate the performance effects of pervious concrete with various replacement proportions of lightweight aggregate. The study is consisted of four stages; Stage 1 Well be discusses how steel fiber, polypropylene fiber, slag powder, fly ash, silica fume, and superplasticizer in cement paste improve mechanical properties of cement paste. Stage 2 develops the pervious concrete mix design method. Stage 3 evaluates the engineering properties of pervious concrete which used lightweight aggregate as coarse aggregate replacement for mixtures. Stage 4 conducts laboratory tests such as fatigue test, sound absorption property and pavement performance test to evaluate the feasibility of lightweight aggregate applied in pervious concrete pavement. The findings show that, in view of cement paste strength the steel fiber has better mechanical property than polypropylene fiber, and based on test results shown steel fiber at 1.5% brings highest strength. Moreover, in the water/binder ratio at 0.18, the binder containing cement, slag powder and silica fume has higher mechanical properties than that used of fly ash and silica fume. In property of fresh concrete, lightweight aggregate are round nature with pozzolan admixture improves the slump and workability. In mechanical property, due to lightweight aggregate its porous structure. The compression strength, bending strength and dynamic elasticity/dynamic shear modulus are decreased with increase the replacement proportion of lightweight aggregate. In pavement performance, with increase of lightweight aggregate content and porosity at 20 ± 1%, sound absorption peak value increases, bringing better noise reduction. In water permeability, the permeability coefficient meets Japanese standard requirement (0.01cm/sec). Result of Cantabria test shows that cement paste has good adhesion and strength, offer better ability of anti-corrosion. Surface of pervious concrete has significant texture, offering a good skid-resistance on pavement surface. In durability property, used of lightweight aggregate place natural coarse aggregate will result in a negative effect of fatigue behavior. Overall, lightweight aggregate can be applied in pervious concrete. However, it is suggested the content of lightweight aggregate in place of natural coarse aggregate shall not exceed 25%. Keywords:pervious concrete, mix design, fatigue loading, pavement performance, water pervious coefficient, sound absorption coefficie

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Ding, Chan-Wei, and 丁展威. "Improvement and Examination the Design Method of Pervious Pavement." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/kzhtyj.

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碩士
國立臺灣海洋大學
河海工程學系
102
Due to rapid urbanization in Taiwan in recent years, a lot of green land becomes impervious area such as buildings, road construction, parking lot, etc. This impervious area reduces the capacity of surface infiltration. Hence, surface runoff is increased during rainfall period and results in urban flood problem. Using porous pavement to let rainwater flowing into drainage system or into the soil to reduce the urban flood and utilization of rainwater has been used widely in recent years in developed countries. Recently, promoting permeable pavement utilization in urban areas has been widely discussed in Taiwan. However, research regarding the planning and designing of porous pavement is few. Firstly, this study collects permeable pavement design methods and standards in both domestic and foreign countries and permeable pavement design standard maps locally. Then, existing permeable pavement design methods are reviewed and weak points are examined. In the following, an improved design method is recommended in which both structure and hydrological aspects are considered in designing porous pavement. This improved design method considers the factors of rainfall patterns, physiographic conditions and traffic volume, etc. to decide the suitable type and calculate the thickness of backfill pavement layer. Calculation procedures have been programmed using Microsoft Excel Language for designing porous pavement. In accordance with AASHTO pavement design method, for the selected number of Equivalent Single Axle Loads equals to 105 , the base layer thickness of permeable asphalt, interlocking bricks, permeable brick, brick construction with grass locally are in the range of 15 ~ 20 cm which basically meet the traffic load requirement. But for 2-, 5-, and 10-year return period of design storm with duration period of 90 minutes rainfall, the thickness obtained from the structure design are clearly insufficient from the aspect of the hydrological design. This study finds that if discharge pipe is installed at the top of gravel layer, excess rainwater can be discharged. This study also studies the area of porous pavement needed compared to the area of construction site and thickness required of gravel layer for controlling 2-, 5-, and 10-year return period of design storm. All these results are depicted as both figures and tables. All figures and tables developed in the study can help the designers in designing porous pavement without complicated computation procedures. Two applications are: 1. Find the thickness of base layer if the ratio of area of porous pavement and construction site is selected. 2. Find the ratio of area of porous pavement and construction site if the thickness of base layer is selected. Keywords: Porous pavement, design of porous pavement, Low Impact Development (LID), urban flood mitigation, sponge city.

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Golroo, Amir. "Predicting Pervious Concrete Pavement Performance for Usage in Cold Climates." Thesis, 2010. http://hdl.handle.net/10012/4934.

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Pervious Concrete Pavement (PCP) has the potential to provide significant benefits. To better understand the technical, economical, and environmental impacts of PCP, the performance must be comprehensively evaluated and quantified. Because PCP is a new material, there is no mechanism for properly quantifying its performance. In addition, the application of this technology in cold climates is limited and therefore limited in-service performance data is available. A comprehensive engineering based performance model quantifies the deterioration rate and predicts future performance. Pavement performance models are developed using a pavement condition index and extensive pavement condition databases. A pavement condition index is a value which expresses the overall condition of pavement by considering various factors such as surface distresses, structural defects, and ride quality. This research will assist pavement engineers and managers in the design, construction, and management of PCP. The review of published literature reveals that there is currently a large gap in the performance evaluation of PCP in cold climates. Neither extensive condition indices nor comprehensive performance models have been developed for PCP. This research involves development of comprehensive performance models for PCP in cold climates using laboratory and field experiments and existing available data in order to predict functionality (permeability rate) and surface distresses of PCP. This study is, furthermore, aimed at developing an extensive condition index for better management of PCP by predicting and quantifying the various types of distresses and the associated functionality of PCP with particular emphasis on cold climate usage and performance. The scope of this research is to design a comprehensive tool which is simple and cost-effective. The tool involves first defining the typical types of distresses that are occurring on PCP. This is facilitated through laboratory and field design, construction, and evaluation of two test sites located in Ontario. It also involves continuous evaluation of these sites and evaluation of several other sites in the United States. The main sources of data in this research are panel rating data and field investigations data. A panel rates the condition of PCP in terms of surface distresses and permeability rates. In addition to this, field measurements of distresses and permeability rates are obtained manually. As a result, the Pervious Concrete Condition Index (PCCI) is developed through incorporation of field measurements and panel ratings. By using regression analysis, performance models are developed between PCCI and pavement age. The performance models are validated using the data splitting technique. Ultimately, the performance models are calibrated using field data by applying the Markov Chain process (acquiring expert knowledge by distributing questionnaires) and the Bayesian technique.

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21

hang, Tsai ming, and 蔡旻翰. "The manufacturing of a pervious concrete pavement using magnesium phosphate cement." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/24915091183616412915.

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碩士
逢甲大學
土木工程學系
102
The compressive strength of pervious concrete normally lies between 14 kgf/cm2 and 140 kgf/cm2. Its low strength limits its application to areas with light traffic. It is necessary to enhance the compressive strength of pervious concrete so that it can be applied in pavement construction. In this study, Portland cement is completely replaced by magnesium phosphate cement named “Greenpower”. Greenpower features short setting time, high early strength, and high bond strength. It is also waterproof and does not require curing. Using the volume method in ACI211.3, designs with varied proportions, specimen castings, and physical and mechanical tests are conducted for different target porosities. Test results reveal that the average permeability coefficients of specimens at different levels of target porosity are all larger than 0.09 cm/s. Moreover, the average compressive strength of a specimen with a porosity of 25% exceeds 250 kgf/cm2 for 7-day curing. After 28 days of curing, the average compressive strength is over 300 kgf/cm2. In order to reduce the amount of Greenpower used, thus reducing costs, a certain percent weight of Greenpower is substituted with fly ash. The range of substitution varies between 10% and 50% of weight of Greenpower. The target porosity is set at 25%. The different specimens are cured for 7 days and 28 days, respectively. Another group of specimens are cured in water at 23 °C for 28 days, and compared with specimens that are air dried at room temperature for 28 days. Test results show that the compressive strength decreases with the increasing percentage of fly ash. When the amount of fly ash reaches 40% weight of Greenpower, the compressive strength of a 7-day water cured specimen is 115.2 kgf/cm2. The compressive strength of 28-day water cured specimens is not significantly different from that of specimens cured at room temperature for the same duration.

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Henderson, Vimy Ina. "Evaluation of the Performance of Pervious Concrete Pavement in the Canadian Climate." Thesis, 2012. http://hdl.handle.net/10012/6686.

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Pervious concrete pavement has the capacity to perform as two types of infrastructure: a pavement; and a stormwater management solution. It is a low impact development as it does not alter the natural hydrological cycle when implemented, unlike a conventional impermeable pavement. This research represents some of the initial investigations into pervious concrete pavement in Canada. The two research hypotheses of this research were the following: 1. Pervious concrete pavement can be successfully planned, designed, constructed and maintained in Canada for successful performance based on surface evaluations of permeability rate and surface condition. 2. Verification that the subsurface drainage capabilities of pervious concrete pavement are as described in literature and can be quantified using instrumentation. Through monitoring of the design, construction, performance and maintenance of five field sites across Canada and various laboratory pavement slabs, the behaviour of pervious concrete pavement in freeze-thaw conditions has been evaluated. This thesis presents the findings from the various phases of the life cycle of pervious concrete pavement: planning; design; construction; and maintenance. An interpretation of the performance of pervious concrete pavement both from the perspective of the surface and subsurface is included. The various field sites led to pervious concrete being used in areas exposed to static or parked traffic and areas with slow moving traffic. At the two sites that included static and slow moving traffic, the permeability performance was better in the areas of static traffic than those with moving traffic. Each of the field sites had a unique mix design and some had multiple variations of one basic mix design. The relationship between the void content and hardened density of the pervious concrete cores was linear with none of the cores being visually identified as outliers. Substantial deterioration in pavement structure performance was identified at one site. Other field sites showed changes in structural capacity over the monitoring timeline. However, no locations of substantial decreases in structural capacity were identified. The surface condition of the sites over the analysis period indicated that compaction to the surface during construction was helpful in constructing a quality pavement. The results of the project indicated that pervious concrete will crack when joints are not included and may also crack similarly to conventional impermeable concrete pavements if joints are spaced too widely or do not match joints of adjacent pavement. Washing the pervious concrete pavement surface with a large hose or garden hose was found to be the most effective in improving permeability across a site and also in increasing the permeability of the pervious concrete. The initial permeability of the pervious concrete pavement was found to influence future performance. Freeze-thaw cycling and moisture were found to alter the internal structure of pervious concrete. However, did not generally lead to surface distress development. The application of sand as a winter maintenance method decreased the permeability, as did the use of a salt solution. However, neither winter maintenance method led to the permeability rates of laboratory slabs dropping below an acceptable level. All three slabs loaded with a salt solution deteriorated to a point where the slabs had failed. The initial permeability of the field sites proved to be important and although some sites started with what appeared to be very high permeability rates, these sites were successful in the multiple year evaluation in maintaining adequate permeability rates. The types of surface distresses that developed in the cores and slabs in the laboratory were generally not substantially worse at the field sites, suggesting that pedestrian and vehicle traffic do not necessarily escalate distresses caused by the Canadian climate and corresponding winter activities. The subsurface drainage that was quantified by the instrumentation included in three field sites confirmed observations from the surface of the pavement and exceeded other expectations. Two field sites exhibited limited drainage capabilities on the surface of the pervious concrete pavement, one shortly after construction, and the other within a year following construction. The subsurface analysis quantified and confirmed that moisture was not able to drain completely vertically through the pavement structures at these two sites due to the limited access in the pervious concrete pavement surface. In comparison, the subsurface drainage at another site surpassed the assumed behaviour of pervious concrete pavement structures. The pavement structure in general at this site was highly permeable and this was identified as moisture was not observed to be collecting in the bottom of the storage base layer at any time or for any period of time. The successful overall drainage performance of this site demonstrates the ability to effectively use pervious concrete pavement in Canada.

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Chiang, Chia-Liang, and 江佳良. "Simulation Study of Water Purification on Pavement Engineering by Applying Pervious Concrete." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/02948520090717627448.

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碩士
朝陽科技大學
營建工程系碩士班
100
The Environmental Pro Agency (EPA) has adopted a policy that recommends the use of pervious pavements as a part of their Best Management Practice (BMP) as a way for communities to mitigate the problem of stormwater runoff. Pervious concrete pavements have also been selected as an integral solution to the problem of hot pavements in Cool Communities program. Generally, the air temperature over pervious concrete parking lots is cooler than the temperature over asphalt parking lots. Because of its light color, pervious concrete also reduces the “heat island” effect and reduces night time lighting needs. In addition, the ACI522R-06 report provides technical information on pervious concrete’s application at harbor engineering. The hydrological performance of pervious concrete is usually a key parameter in decisions to use this material for storm water management and is usually the characteristic of most interest to maintain water purification, therefore, this study conducted a simulation test of pervious pavement system. Pervious concrete pavement specimens in the water, desalination, wastewater recycling and oil pollutants showed significant improvement during the test: (1)After the rainwater passed through the pervious concrete pavement system, it could reduce the level of pollution contained in runoff. (2)After the seawater passed through the pervious concrete pavement system, the seawater decreased the level of salt content. (3)After the diluted sulfuric acid solution (pH = 2.0) passed through the pervious concrete pavement system, the solution increased the level of pH value. (4)When the waste oil passed through the pervious concrete pavement system, the pavement collected waste oil and reduced pollutants.

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Lin, Yu-ting, and 林育霆. "Study on the performance of pervious pavement using incinerator bottom fine-slag." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/88211464180743563672.

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碩士
國立屏東科技大學
土木工程系所
100
Permeable bed's type including porous asphalt, previous concrete, No-fines concrete, open-celled stones and gravel pave, etc. Permeable bed provided with Permeable bed provided with porous characteristics that rain can permeate into roadbed and keep water underground. It can lighten the burden of water courses. However, to hold the peak flow can slow down the heat island effect to reach eco-efficiency.The previous concrete intensity must be sacrifice in order to increase the permeable; therefore, it can't load things heavy. Light traffic low loading capacity the of pavement are suitable for use, such as pavement, parking area, concourses, etc. Ordinary permeable concrete which compressive resistance is about 200psi(1.4Mpa)~2000psi(14Mpa), its permeable coefficient is greater than 1.0×10-2cm/sec. Environmental Protection Administration shows the statistical data of all over Taiwan in all of the year 100 that production of dust is about 135 megaton after burning garbage up by the incinerator. Incineration bottom ash is about 107 megaton among the dust, approximately rate of 79% of the total dust amount. If these enormous of incineration bottom ash can be recycled to made the material of permeable bed, it will not only deplete enormous of incineration bottom ash but also solve the problem of compact the waste. Also, it can reduce the exploitation of sandstone coping as constructional engineering which has the problem of lacking sandstone day by day, and then to lower the cost of materials. In this study, the use of incineration bottom ash fines to the appropriate blending ratio to meet the surface layer of permeable pavement strength needs. First four variables (water cement ratio, resin amount, addition of slag, bottom ash fines accounting for natural aggregate percentage) for a trial basis, and then selected the appropriate ratio of the material production of cylindrical specimens (Ø10 × 20cm) compression and the data summarized to meet the strength of the specimens of bottom ash blended. The results showed the slag to add 10% help to improve the compressive strength, but add a greater than 20%, the compressive strength will be reduced. More blending of bottom ash fines of 20% and 25% of the specimens are higher than 20% of specimens, compressive strength, porosity and permeability coefficient of 25% good specimens. In addition, add the epoxy resin can improve the strength, but when added at more than 10% water-cement ratio is not adjusted to reduce will reduce the intensity due to the phenomenon of vertical flow. Blending incineration bottom ash fines to meet the strength demand of the permeable pavement surface can increase the utilization rate of waste re-use resources, the substance of the benefit to the sustainable development of domestic resources.

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25

Hung, Yan-Liang, and 洪延良. "A Study of Electric Arc Furnace Slag Concrete on the Pervious Pavement." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/87141406264949532496.

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碩士
國立臺灣海洋大學
河海工程學系
97
As the public pays much attention on the issue of global warming, the environmental destruction caused by the production process of the civil engineering industry makes civil engineers consider how to mitigate the global warming problem on the basis of functionality, safety, and durability and to achieve the purpose of preserving natural resources at the same time. Pervious pavement, which has features of ventilation, temperature adjustment, and water permeation, has been viewed as one of the measures to mitigate the global warming problem. Consequently, using electric arc furnace to make pervious slag concrete is studied. The parameters used in the study include aggregate type, aggregate size, past void volume ratio and water-cement ratio, compressive strenght, connected void ratio, permeability coefficient, suspended solid test, and obstruct ratio were investigated. According to the experiment data, the basic features of electric arc furnace slag concrete and the feasibility of application of electric arc furnace slag concrete on pervious pavement are evaluated. The results indicated the electric arc furnace slag concrete has better mechanical properties and water permeability than other comparable nature aggregate. The compressive strength increases as the paste amount increases but decreases as the aggregate size increases. In addition, electric arc furnace slag concrete on the pervious pavement has better performance at suspending solid and obstruct ratio than other nature aggregate. The result of examining the water passing through the pervious pavement showed the quality of the water was not changed because of the cover by cement and the transient period of passing water.

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26

Viswanathan, Bhavana. "Effect of pervious and impervious pavement on the rhizosphere of American Sweetgum (Liquidambar styraciflua)." Thesis, 2010. http://hdl.handle.net/1969.1/ETD-TAMU-2010-05-8045.

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Mature trees help to offset urban area problems caused by impervious pavement. Trees in paved areas remain unhealthy due to a poor root zone environment. The objective of this experiment was to test if soil under pervious concrete, with greater water and gas infiltration, would be more beneficial to existing mature trees during urban development. Root activity, root growth and soil chemistry of American sweetgum under standard concrete, pervious concrete and no concrete were measured. Soil CO2 efflux rates and soil CO2 concentrations were extremely high under both concrete treatments. Soil under standard concrete had lower oxygen concentrations than soil under pervious concrete and control treatments, particularly under wet conditions. There was no pavement effect on soil water content or soil chemistry. Under control treatment standing live root length was greater than under both concrete treatments. There were no major differences in soil conditions between impervious and pervious concrete treatments. The soil under the plots, a Ships clay, with very low permeability may have prevented soil water infiltration. Likely this overrode any potential treatment effects due to porosity of the concrete. To obtain root zone benefits out of pervious concrete, a different base soil with a higher permeability would be a better alternative.

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27

Li, Ming-shen, and 李明珅. "An experimental analysis on the permeability of pervious concrete pavement using incinerator bottom ash." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/00507796195880382925.

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碩士
國立屏東科技大學
土木工程系所
101
The Contents of Abstract in this Thesis： Pervious pavement have the characteristics of rainwater can seep directly into the roadbed and underground water, can delay peak flow and slow down the heat island effect, and thus achieve ecological benefits. Pervious pavement in increase permeable as the main consideration, the composition of the material strength become secondary, and therefore hardly afford large traffic loads, suitable for low traffic and low-bearer of the road, such as urban roadway, Township Road, industry, roads, parking lots and sidewalks. General cement pervious concrete compressive strength of approximately 200psi (1.5Mpa) ~ 2000psi (14Mpa) the permeable coefficient of greater than 1 × 10-2 cm/sec, which strength will be less than traditional asphalt concrete pavement. The main subject of this study is incinerator bottom ash, specifically in its use as the main recycled material in pervious concrete aggregate mixing. This study will explore pervious pavement surface bearing strength, water permeability, and the best surface material for pavement pellets to achieve low stripping of the extent-blending ratio. Consider the water-cement ratio 0.45, resin add the amount of 5%, The fines total coarse aggregate percentage , natural fines accounted of the bottom ash coarse aggregate percentage and blast furnace slag to add the amount of blending variables as the experimental analysis of the material, and then by the compressive strength shown in the Cantabria test data, statistical induction to meet demand for permeable pavement surface layer material blending the best ratio. The test results showed that the compressive strength of a fully bottom ash mixture is up to 118 kgf/cm2, while specimens cured for 28 days, the permeability coefficient between 0.0285 to 0.0496 cm/sec, which meet a specification greater than 1 × 10-2 cm/sec requirements, #4 and #8 aggregate mixed-particle mastering specimens helped increase the compressive strength and anti-stripping, but the water permeability coefficient will be slightly lower. Instead, adding the natural fine material and blast furnace powder to bottom ash fine material with the resin can effectively improve the compressive strength and anti-exfoliative of the specimen. Finally, the best ratio of 6 different irrigation system, changes in the underlying pavement analog ground floor is currently interviewing body after specimens were detected through changes in water quality and situ permeability coefficient. The test results showed the permeable pavement surface layer to 5 cm plus underlying natural gradation to 40 cm plus geotextiles of the pavement structure, the generating critical water runoff reached 227.11 cm3/sec, when converted into water permeability is approximately 2910.63 mm/hr, the highest amount of in situ permeability 1331 ml/15sec, while the permeable pavement to enhance the effectiveness of water purification water quality Dissolved oxygen ,and drop the Electrical Conductivity, Total Dissolved Solids and Oxidation-Reduction Potential.

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28

Hsieh, Tsung-Han, and 謝宗翰. "Temperature Prediction Models of Pervious Pavement and Its Impact to the Heat Island Effect." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/10924929294901127278.

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碩士
國立臺灣海洋大學
河海工程學系
104
Due to rapid urban development, more people move into urban areas which become more concentrated in population density and more impervious percentage. This results in changing existed heat balance in the urban areas. The center of urban areas accumulates a lot of heat which results in heat island effect. Porous pavement consists of honeycombed material. These porous will incur water evaporation, ventilation of heat flux in the air, reduction of air temperature and alleviation of heat island effect. Research and application of porous pavement have increased significantly worldwide in recent years. In contrary, research in the behavior of temperature variation in porous pavement and it effect to heat island effect is rare locally. The purpose of this research was to establish the temperature forecasting model using field observed data, which included air temperature, wind speed, humidity and temperature of porous pavement from 2015/5/1 to 2016/4/30, obtained by the Bureau of Public Work, Taipei City Government. The daily solar radiation data were from central weather bureau. Total numbers of observation date were 349 days. This research had developed both the statistical forecasting model and theoretical model for surface temperature of porous pavement. For the statistical forecasting model, the independent variables included air temperature, daily solar radiation, wind speed and humidity. Step-wise regression analysis was carried out by the SPSS statistical package. The statistical forecasting model for surface of porous pavement had been compared with the results of previous research. It showed that the model developed by this research was more reasonable than that of previous. The forecasting models for selected depths beneath the surface (15 cm, 33 cm and 43 cm) were also developed but two independent variables were considered. Their determination coefficients were 0.88, 0.86 and 0.80, respectively. Results also showed that the correlation between surface temperature and temperature at selected depths beneath the surface decreased as depth increased. For the theoretical model, heat balance was considered among daily solar radiation absorption, gravitational convection, heat radiation, latent heat of vaporization and thermal conduction. Each component in the model was estimated by empirical formula. The trend of temperature variation for surface temperature of porous pavement forecasted by the theoretical model had correlated with observed data but it was overestimated in summer season and underestimated in winter season compared to observed data. The possibility of this difference maybe the parameters used in the empirical formula in heat flux estimation formula such as reflection rate of pavement, radiation rate of material of pavement and thermal conductivity coefficient of the pavement. The sensitivity analysis for these parameters was therefore conducted using square root error and absolute error as evaluation indicators. Results showed that if reflection rate increased to 0.35, radiation rate of material increased to 0.85 and thermal conductivity coefficient increased to 0.6, both values of square root error and absolute error decreased dramatically from 33.68 to 28.21 and 28.16 to 23.81, respectively. Finally, this research assessed the definition of intensity of heat island effect and method of calculation. This research also found that location of measurement, range of measurement and method of calculation would have significant impact to intensity of heat island effect. From the observed data, it showed that the yearly average temperature difference between porous and regular pavement reached 0.8 degree of Celsius but the highest difference reached 9.91 degree of Celsius at 11 am on September 2, 2015. This research also evaluated the impact of reducing intensity of heat island effect by increasing porous pavement percentage in districts with imperious ratio more than 80% in New Taipei city. Results showed that 11% of intensity of heat island effect could be reduced if porous pavement percentage increased 10%.

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29

Sharaby, Ahmed. "Mathematical prediction model of the infiltration deterioration due to clogging in pervious pavement based on pore/particle size distribution." Thesis, 2019. http://hdl.handle.net/1828/10690.

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Permeable pavement structures (PPSs) are one of the significant LID systems that have potential positive effect on the ecosystem. Yet, the performance of permeable pavements is still questionable. Further studies on the hydrological performance of the system need to be addressed for better design criteria and maintenance during the operation. The infiltration through the pavement is a crucial parameter that projects the system performance. Several factors affect its deterioration. The entrapment of suspended materials associated with the infiltrated stormwater through the system is one of the major factors that affect its performance. Factors that promote the entrapment of particles were discussed thoroughly through the literature and are explained in this study. Many previous studies were focused on performing experimental work and developing empirical models to study the hydraulic performance of the system. Yet, prediction models on the infiltration deterioration need to be addressed and theoretical analysis needs to be performed in order to determine the empirical coefficients with defined parameters that were introduced in the previous literature. Furthermore, the sensitivity of the pore and particle size distribution and mass loading rate of the suspended materials on the infiltration rate need to be addressed. The study focuses on investigating performance of PPSs with examining the variation effect of pore and particle size distribution on it. A prediction model was made and simulated using Matlab software, in which pore and particle size means and standard deviations are taken as inputs. Further, the variation in these parameters on infiltration is examined. Critical levels, that infiltration decline would reach, were defined based on the introduced mechanisms from the previous literature. Based on the variation of pore and particle size means and standard deviations, these critical levels were studied through the analysis of the obtained results from the simulated model.
Graduate
2019-12-10

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30

Wu, Hao. "Investigating Properties of Pavement Materials Utilizing Loaded Wheel Tester (LWT)." 2011. http://trace.tennessee.edu/utk_graddiss/1041.

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Loaded wheel tester (LWT) is a common testing equipment usually used to test the permanent deformation and moisture susceptibility of asphalt mixtures by applying moving wheel loads on asphalt mixture specimens. It has been widely used in the United States since 1980s and practically each Department of Transportation or highway agency owns one or more LWT(s). Compared to other testing methods for pavement materials, LWT features movable wheel loads that allow more realistic situations existing on the actual pavement to be simulated in the laboratory. Due to its potential of creating a condition of repetitive loading, the concept of using LWT for characterizing the properties of pavement materials were promoted through four innovative or modified tests in this study. (1) The first test focuses on evaluating the effect of geogrids in reinforcing pavement base courses. In this test, a base course specimen compacted in a testing box with or without geogrids reinforced was tested under cyclic loading provided by LWT. The results showed that LWT test was able to characterize the improvement of the pavement base courses with geogrids reinforcement. In addition, the results from this study were repeatable and generally in agreement with the results from another independent study conducted by the University of Kansas with similar testing method and base materials. (2) A simple and efficient abrasion test was developed for characterizing the abrasion resistance of pervious concrete utilizing LWT. According to the abrading mechanisms for pervious concrete, some modifications were made to the loading system of LWT to achieve better simulations of the spalling/raveling actions on pervious concrete pavements. By comparing the results from LWT abrasion tests to Cantabro abrasion tests, LWT abrasion test was proved effective to differentiate the abrasion resistances for various pervious concretes. (3) Two innovative LWT tests were developed for characterizing the viscoelastic and fatigue properties of asphalt mixtures in this study. In the test, asphalt beam specimens are subjected to the cyclic loads supplied by the moving wheels of LWT, and the tensile deformations of the beam specimens are measured by the LVDTs mounted on the bottom. According to the stress and strain, the parameters associated to the viscoelastic and fatigue properties of the asphalt mixture can be obtained through theoretical analyses. In order to validate the concepts associated with the above mentioned tests, corresponding conventional tests have also been conducted to the same materials in the study. According to the comparisons between the conventional and the LWT tests, the LWT tests proposed in this study provided satisfactory repeatability and efficiency.

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31

Hsiao, Yu-Ying, and 蕭裕穎. "Studying the Temperature change of Pervious Concrete pavement with segmenting thermal Infrared Images by the Multilevel level set Approach." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/01587438516797759697.

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碩士
朝陽科技大學
營建工程系碩士班
101
Pervious concrete is a special type of concrete with a high porosity, high permeability, high volume of voids and rough surface. US Environmental Protection Agency (EPA) suggests that an appropriate use of pervious concrete is the best way to control initial rapid pollution and stormwater management. The Agency determines limiting conditions of rainstorm runoff of all regions and encourages the use of pervious concrete as road surface material. But in our country, there are not enough systematic studies into the nature of pervious concrete in local regions, especially the temperature changes caused by the heated surface of pervious concrete. The present study contains therefore a temperature observation test and an analysis using multi-layer classification. According to the empirical results, through the multi-layer classification of thermal imaging, the cells with a similar temperature could be efficiently classified as a block. The data analysis was obtained on the basis of the boundaries of temperature blocks. According to the analysis results, when its water-retention layer contained no water, pervious concrete pavement was heating up quickly because it was affected by the sunshine and the ambient temperature during the day and its average temperature was much higher than the ambient temperature; however, during the night, such difference was gradually reduced and thermal output was reduced to reach equilibrium with the ambient temperature. When the water-retention layer of pervious concrete contained no water, its temperature would be slightly higher than the asphalt concrete pavement.

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32

YOU, CHIA-CHUN, and 尤家駿. "Evaluate and research of the landscape structural pervious pavement of hollow precast concrete module technology to mitigate the environmental impact of urbanization." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/cf3zhs.

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碩士
國立勤益科技大學
景觀系
107
Cities result from the group life of human beings, and as one of the hot issues in recent years, urbanization represents a massive human settlement. However, rapid urbanization also brings many problems such as heat island effect, environmental pollution, decreased green areas, reduced biodiversity and floods arising from large area of impermeable pavement. In view of this, many planners and management units start to think about the way to peacefully coexist with the environment, by creating the urban living space without changing the traditional thinking of the nature but emphasizing learning from nature and creating the ultimate value of environment symbiosis. Among them, the impact of urbanization on water environment is one of the most important and urgent problems to be resolved. On this basis, this study applies hollow-structured permeable landscape pavement to evaluating the impact of heavy rainfall environment and focuses on the main problem of urban impermeable pavement to quantitatively analyze the relative effects of permeable landscape pavement. To be specific, mode fields are established for analysis, impermeable material such as concrete and permeable pavement such as grassland, grass-planting brick and high-pressure brick are used to compare the permeable effect and surface runoff, the most appropriate structure and water-retaining layer, seepage effect and heat environment and ecological diversity possibly formed by the common urban surfaces for environmental assessment experiment and analysis. The study show that the permeable pavement established by the hollow pouring method has both high strength and good water retention effect (about 74L/m2), and the runoff generation time of 35-37 minutes can be effectively reduced if a rainwater recycling system is equipped with. In the experiment with the inclination angle of 4°, grassland and high-pressure brick pavement produce no surface runoff; the infiltration of grass-planting brick is decreased by 6.8%-10.2% due to the impact of arrangement; No surface runoff is formed in the inclination experiment of high-pressure brick. The pavement surface temperature is easily affected by materials and colors with the difference of 7℃. After rainfalls, affected by evapotranspiration of materials, the temperature of the air layer remains stable, for example, high-pressure brick and grass-planting brick have better effect, which is about 0.6-1.5℃ lower than other modules. In addition, according to NGS analysis, the microorganisms in the permeable pavement soil are more closely related to those in grassland than concrete, with 20% similarity of the growth and development trend; the bacteria phase change in the top 1% are similar with those in grassland, which makes the whole ecology more diverse and complete. The results of CFD fluid simulation show that hollow pavement structure can reduce the rainfall penetration rate by 49%, thus reducing the impact of the underlying structure and effectively avoiding the foundation being emptied. The study results will be helpful to provide practical reference for design and planning in the future, to reduce impact of urbanization and extreme climate and to make the design results closer to the demands of friendly environment.

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33

Drake, Jennifer Anne Pauline. "Performance and Operation of Partial Infiltration Permeable Pavement Systems in the Ontario Climate." Thesis, 2009. http://hdl.handle.net/10214/7277.

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Partial-infiltration permeable pavement (PP) systems provide environmental benefits by increasing infiltration, attenuating storm flows and improving stormwater quality. This thesis focuses on the performance and operation of partial-infiltration PP systems over low permeability soil in Ontario. Three PP, AquaPave®, Eco-Optiloc® and Hydromedia® Pervious Concrete were monitored over two years and their performance was evaluated relative to an impermeable Asphalt control. Field data was collected from the Kortright PP pilot parking lot in Vaughan, Ontario. Through the use of restrictor valves on underdrains the PP systems were shown to provide substantial hydrologic benefits by eliminating stormwater outflow for rain events less than 7mm, reducing peak flows by 91% and reducing total stormwater volume by 43%. Stormwater quality was analyzed for winter and non-winter seasons. The PP were shown to greatly reduce the concentration and total loading of suspended solids, nutrients, hydrocarbons and most heavy metals. Some water quality data, such as pH, K, or Sr levels, indicate that the quality of PP effluent will change as the system ages. Study of PP sample boxes at the University of Guelph highlighted the role that construction materials have on effluent quality and showed that pollutants introduced by the pavement and aggregate are almost entirely in a dissolved form and decline very rapidly after a season of exposure to rainfall. Benefits to water quality were sustained during winter months. The partial-infiltration PP systems were shown to provide buffering of Na and Cl concentrations. Small and large-scale maintenance practices for PP systems were investigated. Small-sized equipment testing found that vacuum cleaning and pressure-washing have good potential to improve infiltration capacity. Testing of full-sized streetsweeping trucks demonstrated that permeability can be partially restored on PICP by suction-based sweeping. Vacuum-sweeping was beneficial on a PC pavement which had experienced large permeability losses. Results of this study indicate that partial-infiltration PP systems can be effective measures for maintaining or restoring infiltration functions on parking lots and other low volume traffic areas, even in areas with low permeability soils.

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34

Liu, Ju-Ju, and 劉茹如. "Comparative analysis on the measuring permeable methods of pervious concrete pavements." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/12740533599459133061.

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碩士
國立屏東科技大學
土木工程系所
102
Pervious pavements have the porous property, which enables the rain to flow directly into the sub-base and avoids catching water on the road surface. It has been increasingly adopted for roads of low occupancy traffic, footways, bike ways, parking lots and park pavements receutly. The infiltration is an important indication to evaluate infiltration capacity of the material ,both costant and falling head test will use to evaluate infiltration rate of soil in soil test. The former test is suitable for hight pervious soil(infiltration rate greater than 10 - 4 cm/sec),and the latter test is suitable for low pervious soil. Generaly, infiltration rate of concrete is required greater than 10 - 4 cm/sec. So far ,the evaluations of the filtration capacity of pervious concrete were not only used the constant head test internationally. For example , Japan Road Association examine field water infiltrometer method by falling head test. On the other hand, United States adopted ASTM-C1701 Single-ring infiltrometer method by constant head-like,moreover, infiltration rate are evaluate by Darcy’s low or according to energy (mass) law of conservation of volume calculation. This research focuses on various feasible constant head and falling head tests for the infiltration capacity of pervious pavements, and examines the reliability of each test. First, we concocted three barrels of concrete porous pavement material for simulation(40#westeur024#40#westeur024#69cm3). After 28 days of maintenance, we tested their infiltration capacity by situ infiltrometer,Mass balance method, Single-ring infiltrometer and Double-ring infiltrometer with both constant and falling head tests. We chose the access road to College center of the Environemetal NPUST as the experiment field of existing pervious pavement, and performed the identical tests on that site. Finally, we compared the infiltration capacity of the two based on the data collected from the tests. The results show that for both simulation pavement tested with Situ permeability instrument test method and cored and cylindrical samples tested with Lab Testing, the infiltration rates from falling head tests are 2-2.3 times higher than from constant head tests. On the other hand, the infiltration rates of simulation pervious pavement (numbered A-B-2) evaluated by Mass balance method, Situ infiltrometer and 30cm single-ring infiltrometer (ASTM-C1701) are very close. This means that for both Japan Road Association’s field water infiltrometer method and ASTM-C1701 single-ring infiltrometer (30 cm inner ring) method, the evaluations are reliable. However, when testing the infiltration capacity of existing pervious pavement, single-ring infiltrometer is a better choice. Using Single-ring and Double-ring infiltrometers to evaluate the infiltration capacity of existing pervious pavement and simulation pervious pavement, we found that the height of the head has notable impact on the infiltration rate. That is, the infiltration rate changes with respect to the water head. The ``Size effect’’ is also prominent in the size of the ring adopted for conducting the tests. Moreover, the data from Double-ring infiltrometer revealed that outer ring has the effect of preventing the leaking at the bottom of the inner ring. In this thesis, we did a systematic analysis and discuss the infiltration capacity of pervious pavements and various contributing effects involved in the experiments. The results could serve as a reference for the quality control uphile costructing a pervious pavement, when inspecting the infiltration capacity of the new pervious pavements. Thus, we think that this work has practical values in application area.

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35

Wang, Wei-Jhu, and 王偉筑. "Experimental study on incinerator bottom ash in pervious concrete to the base of road pavememt." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/t39qp8.

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碩士
義守大學
土木與生態工程學系
106
As the new technology is developing quickly and the pursuit of the economic growth becomes the main object for most countries. The development of the natural resource becomes overused and damaged. More demand on the different materials is highly acquired. Hence, the amounts of different wastes are growing fast and become an important issue to all the countries. It’s an emerging problem to Taiwan, an island with a scarce land. In Taiwan, the municipal solid wastes are mostly incinerated to reduce the volume of the wastes. However, the bottom ash, a bi-product of incineration of solid wastes, is produced and gradually accumulated becoming another emerging problem to be solved. In this study, the bottom ash is applied to replace part of the natural aggregates to manufacture the low density reclaimed permeable concrete. The basic properties and aggregate aggradation distribution of bottom ash are investigated. Moreover, the results performed by the SEM to investigate the interior structures of the bottom ash shows that the interior structures of the bottom ash were slender. Four different amounts of natural aggregates, 0, 10, 20, and 30%, are replaced by the bottom ash. The water/cement ratio of 0.45 for each design with bottom ash replacement are met the requirement of the standard of slump test. The best optimum replacement amount of bottom ash is 20%, which is determined by the results obtained from compressive strength test, permeability test, and unit weight test when applied the reclaimed permeable concrete to the base layer of the pavement. The rebound hammer test, in-situ permeability test, and DCP test are carried out to assess the in-situ performances of the reclaimed permeable concrete. Furthermore, the CBR and Mr values are obtained from the DCPI values and the regression equation is acquired from the regression analysis for obtaining appropriate concrete age in strength which is 3 days had met the engineering requirement.

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