Construction and Building Materials 118 (2016) 20–26

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Development of permeability test method for porous concrete block

pavement materials considering clogging
Wuguang Lin a, Dae-Geun Park b, Sung Woo Ryu c, Byeong-Tae Lee d,⇑, Yoon-Ho Cho e
a
College of Transport and Communications, Shanghai Maritime Univ., 1550 Haigang Ave., Shanghai, PR China
b
Pavement Research Center, Seoul Metropolitan Government Quality Inspection Office, 131 Taebong-ro, Seocho-gu, Seoul 137-900, Republic of Korea
c
Korea Expressway Corporation Research Institute, 208-96, Dongbu-daero 922 beon-gil, Dongtan-myeon, Hwaseong-si, Gyeonggi-do, Republic of Korea
d
Dept. of Civil and Environmental Engineering, Chung-Ang Univ., 84 Heukseok-Ro, Dongjak-Gu, Seoul 156-756, Republic of Korea
e
Dept. of Civil and Environmental Engineering, Chung-Ang Univ., 84 Heukseok-Ro, Dongjak-Gu, Seoul, Republic of Korea

h i g h l i g h t s

! The causes of clogging were investigated and a clogging simulator was developed to evaluate the sustainable permeability of porous concrete block
pavement.
! Furthermore, a test method for verifying the sustainability of infiltration which can predict and assess the permeability performance was proposed.
! It was found that the pores were easily clogged with the vibration frequency increased, but with the amount of contaminants increased to a degree
clogging had less influence on vibration.

a r t i c l e i n f o a b s t r a c t

Article history: Pervious pavement has been used widely due to efficient hydrological characteristics such as reduction of
Received 21 August 2015 runoff during floods, providing delay of rainwater into sewer systems and ground water quality improve-
Received in revised form 7 March 2016 ment. However, clogging prevents it from functioning properly due to sedimentation after a short period
Accepted 20 March 2016
of service, which results to poor permeability and performance of pervious pavement. In this study, the
causes of clogging were investigated and a clogging simulator was developed in order to evaluate the sus-
tainable permeability of porous concrete block pavement in advance. Furthermore, a test method for ver-
Keywords:
ifying the sustainability of infiltration which can predict and assess the permeability performance by
Clogging simulator
Porous concrete block materials
years of service was proposed. In addition, the penetration of contaminants also varies depending on
Sustainable permeability test vehicle vibration and the rainwater that permeates together with it. It was found that the pores were
easily clogged with the vibration frequency increased, but with the amount of contaminants increased
to a degree clogging had less influence on vibration. When various types of porous concrete block pavers
were evaluated with the proposed sustainable permeability test method, the coefficient of permeability
before and after the test have shown very high correlation.
! 2016 Published by Elsevier Ltd.

1. Introduction the performance of some pervious pavement systems is

Pervious pavement has been widely used because of efficient
hydrologic characteristics, such as driving safety during rainy days,
runoff reduction and ground water quality improvement etc. The
permeability of new pervious pavement is known to be at least
4500 mm/h (equivalent to 1.25 mm/s) before traffic opening, and
⇑ Corresponding author.
E-mail addresses: wglin@shmtu.edu.cn (W. Lin), dgpark94@seoul.go.kr
(D.-G. Park), honor.ryn@ex.co.kr (S.W. Ryu), humanlee@samsung.com (B.-T. Lee),
yhcho@cau.ac.kr (Y.-H. Cho).
0.03 " 0.3 mm/h even after service for 15–20 years (Yong et al.
2013) [1]. The service life of pervious pavement is defined as the
period until the pervious function of pavement drops due to clog-
ging up to a level at which it cannot cope with the design storm
and requires maintenance such as cleaning (Wong, 2006) [2].
Clogging phenomenon refers to the loss of permeable function
due to the clogging of pores with various foreign particles on the
road entering the pervious pavement after traffic opening, thus
lowering the coefficient of permeability and hydraulic conductiv-
ity. Kayhanian et al. (2012) [3] took the images of core specimens
using X-ray and found that most cases of clogging occurred on the

http://dx.doi.org/10.1016/j.conbuildmat.2016.03.107
0950-0618/! 2016 Published by Elsevier Ltd.
 W. Lin et al. / Construction and Building Materials 118 (2016) 20–26
surface of pavement. A majority of the specimens, which were
collected from field were clogged from the surface down to
25 mm. and some of them were even clogged down to 100 mm.
Pratt et al. (1995) [4] claimed that the accumulation of fine parti-
cles in the pores of pervious pavement caused clogging and the
mass of the cumulative sediments was the most critical factor. Fur-
thermore, the particle size of sediments can be another influencing
factor because small sediment particles are locked by large parti-
cles, and the more small particles there are, the faster the pores
get clogged (Colandini et al., 1995) [5]. According to the findings
from the study by Kayhanian et al. (2012) [3], the content of dust
with 38 lm or smaller particle diameter is the major influencing
factor of clogging.
The test method of permeability for the porous medium is
mainly divided into lab tests and field performance tests, but it is
difficult to predict the permeability of the pervious pavement in-
service by using these methods. Further, since it is difficult to sim-
ulate rainwater containing pollutants, the actual evolution of sur-
face infiltration is unknown. A typical field permeability test
methods for pervious pavement are introduced by the ASTM C
1701 [6] which is based on constant head permeability test.
Another typical laboratory test method for permeable pavement
materials is introduced by KS F 4419 [7]. The limitation of these
test methods is that they cannot predict the permeability after it
is open to traffic.
Unlike typical porous medium, traffic is loaded on the pervious
pavement in most cases after construction. This means the process
of contamination penetrating into the voids can vary due to traffic
load, such as pressure by its weight and vibration by driving on the
pavement. It will further be accelerated by the pore clogging
caused by tire friction or compression forces. However, it was con-
firmed that there are no case studies on clogging of the porous
medium by applying vibration. Therefore, the test method for eval-
uating the permeability of pervious pavement considering the
characteristics of the traffic will be required. In this study, a
method of evaluating the sustainable permeability of pervious
pavement materials was proposed after simulating the clogging
process through a lab test with contaminants on actual roads.
2. Dust contaminants collection and grain-size analysis
2.1. Dust contaminants collection
The movements of contaminants on the roads are classified into
siltation, suspension, and creep. Siltation is the movement of small
particles with a diameter of 70–500 lm, which fly from the surface
of pavement and move along the shape of orbit under the influence
of the resistance of air and the gravity. This consists of 55–72% of
all movements. Suspension refers to the floating and moving of
particles in air by wind at a distance before being precipitated.
The diameter of these particles is smaller than 70 lm. Suspension
accounts for 3–10% of all movements. Creep refers to the rolling or
slow moving of sands and aggregate-sized particles under the
influence of silting particles and accounts for 7–25% of all move-
ments. Among these particles, large sand particles gather on the
pervious pavement and the spaces between them are filled with
dusts or fine particles generated from worn out pavement surface
and vehicle tires, which decrease permeability and clog the pores,
thereby making the pavement impervious (Amirjani, 2010) [8].
To identify the characteristics of fine dusts in roads, the con-
taminants on the roads were collected for two consecutive days
with a road cleaning equipment that was being used by local gov-
ernment of Seoul city. The recommended operating speed of the
vehicles was 10–15 km/h and the total length of the sections that
were passed through was 45 km. The local roads investigated were
21
constructed by typical asphalt pavement with 3.5 m width for each
lane. Hence, the total investigating area concerned for collecting
contaminants is 157,500 m2. The roads in this area were cleaned
each day.
2.2. Dust contaminants grain-size analysis
Table 1 shows the weight of the collected contaminants per day.
The cleaning equipment automatically classifies large contami-
nants and fine dusts, and stores them separately. The weights of
contaminants shown in Table 2 were calculated depending on dis-
tance and area of the cleaning equipment operated.
To examine the characteristics of road dusts affecting clogging,
the average grain size of contaminants was analyzed using six
samples that were collected each from large and fine dust bins.
The grain sizes of the large contaminants and fine dusts following
t-distribution at 95% confidence level are shown in Fig. 1. Most of
the contaminants filtered through No. 4 sieve were leaves and
cigarette butts which would not greatly affect clogging over time.
The largest percentage of the contaminants was the grain sizes
between No. 30 and No. 50 sieves, which are mainly sand and dust
with the particle diameters between 0.60 and 0.36 mm. They were
regarded as causing clogging as they come in contact with water
and became agglomerated. The collected large contaminants and
fine dusts were combined at 56:44 ratios in the laboratory and
the gradation was shown in Fig. 2.
The permeability of pervious pavement decreases as the service
period increases. The correlations between permeability and ser-
vice period were analyzed on the basis of the amount of collected
contaminants. As a result of the analysis of the contaminants col-
lected by cleaning equipment in Eupyeong-gu, Seoul, the variation
of the amount of contaminants was not significant. Therefore, it
was assumed that the same amount of contaminants was gener-
ated every year. The amount of daily contaminants per unit area
was calculated as 332 mg/m2/day.
3. Clogging simulator and test method
3.1. Clogging simulator
The clogging simulator was developed to simulate the event in
which the pores of pervious pavement can be clogged by contam-
inants in water initially. Furthermore, a motor was attached to
simulate the vibration of the vehicle on the road and early clog-
ging. A mold of a certain size was used to evaluate the pervious
pavement as shown in Fig. 3 that indicates the details of the clog-
ging simulator.
On the asphalt road at a constant vehicle speed of 60 km/h, tor-
sion resonance of the tire exhibits a large peak around the fre-
quency of 40 Hz (Umeno, 2002) [9]. The vibration motor can
simulate the vehicle movement in the vertical direction, which
can be controlled to 0–60 Hz with the increment of 0.1 Hz. The
main body and table were fixed with springs to minimize the test
error when the table is vibrated. The size of the mold to mount per-
vious material is 200 # 200 # 150 mm, and the porous blocks
which are sold in large numbers at present in Korea can be tested.
Sponge was attached to an iron plate so as to prevent gaps between
Table 1
Comparison of weights of contaminants collected at local road in Seoul.
1st Day (kg) 2nd Day (kg) Average (kg)
Large contaminants 27.60 Large contaminants 30.70 29.15
Fine dusts 9.45 Fine dusts 17.15 23.18
10.45 9.30
Total contaminants 47.50 Total contaminants 57.15 52.33
22 W. Lin et al. / Construction and Building Materials 118 (2016) 20–26

Table 2 4. Evaluation of different test methods

Weight of contaminants by unit distance and area.

Division Large Fine Total To determine the process of permeating contaminants, a trial
contaminants dusts contaminants test was conducted in three conditions. First one is a dry method
Weight of contaminants 647.78 515.11 1162.89 that supplies contaminants only through the vibration of equip-
by distance (mg/m) ment without water (case 1, dry method). Second is the application
Weight of contaminants 185.08 147.17 332.25
of vibration in dry method with no water for 50% of the total vibra-
by area (mg/m2)
tion time and then conduct a vibration test while adding water for
the remaining 50% (case 2, dry and wet method). Third is the appli-
cation of vibration while supplying contaminants and water simul-
100
taneously to clog the pores of the pervious pavement (case 3, wet
Coarse_lower
Coarse_upper method). For the test specimen, porous blocks having a dimension
Fine_lower
80 Fine_upper of 200 mm # 200 mm # 60 mm are used. The porosity and coeffi-
cient of permeability of the porous blocks are about 15% and
Passing ratio (%)

0.56 mm/s, respectively.

60 The effect of contaminant application methods on the perme-
ability coefficient is shown in Fig. 5. The critical condition for clog-
ging pores was case 3 (wet method) followed by case 2 (dry and
40
wet method) and case 1 (dry method). In particular, the wet
method and dry method showed 2 mm/s or greater difference in
20 permeability coefficient. The reason for this seems that when the
contaminants are washed out with rainwater, the resistance
between the dust particles and pavement material could be
0 decreased, allowing the contaminants to easily penetrate and clog
No.4 No.8 No.16 No.30 No.50 No.100 No.200 Pan
Sieve number
the pores. Furthermore, all cases with clogged pores in the pervi-
ous blocks are most critical one in the 60-second vibration time
Fig. 1. Gradation envelopes of large contaminants and fine dusts. as shown in Fig. 5. Before the test, it was expected that the longer
the vibration time, the lower the permeability coefficient. On the
contrary, the permeability coefficient recovered between 60 s and
90 s. In cases 1 and 2 particularly, the permeability coefficient
100
recovered by at least 0.05 mm/s. The reason for this is that as the
Lower vibration time becomes longer, the particles escaped below the
Upper
80 Active specimen due to excessive vibration. Therefore, case 3 was adopted
for contamination penetrating method of this test because it can
simulate the worst case, and additional tests were conducted by
Passing ratio (%)

60 changing the contaminant input quantity, vibration frequency,

and vibration time.

40 5. Clogging by vibration frequency, duration and service period

Various tests were conducted to evaluate the effects of the con-

20
0 nants supplied in this test is equal to the daily generated per unit
No.4 No.8 No.16 No.30 No.50 No.100 No.200
Sieve number
Fig. 2. Gradation envelope of synthesized contaminants.
the mold and specimen when the specimen is fixed. The fixing
frame is designed to hold the mold mounted on the table during
vibration which is fastened. A hose was connected to the table
for drainage.
3.2. Permeability test method
A test method for evaluating clogging by contaminants of pervi-
ous pavement using the new apparatus is shown schematically in
Fig. 4. The pervious pavement materials are mounted in the mold
in keeping the level, and a specific amount of the modified contam-
inants scattered homogeneously on the specimen. While applying
vibration with a motor, the amount of contaminants is checked.
After the contaminants have permeated, the specimen is separated
from the mold, and the coefficient of permeability is measured
through the constant head test method presented in KS F 4419 [7].
taminant amount, frequency and duration of vibration on the
change of the permeability coefficient. The amount of contami-
pan area as previously calculated above, and the periods were set to 1,
2, 5, 7, and 9 years. The frequency of vibration was varied from 20
to 60 Hz with 10 Hz intervals. The vibration duration time was var-
ied to 15, 30, 45, 60, and 90 s. A total of 3 specimens were used for
a total of 125 variations. The pervious pavement specimen is iden-
tical to the specimen used in the test method establishment pro-
cess. Statistical analysis was conducted to determine the
experimental error, and the result is shown in Fig. 6. The average
value of the difference between the individual measurements for
each test variable and the standard deviation were 0.002 and
0.04, respectively.
The test results by vibration frequency and time for each input
quantity are shown in Fig. 7. The result corresponding to the first
year after traffic opening is shown in Fig. 7(a). There was no effect
varying frequency for the same duration. Further, no effects of dif-
ferent vibration time at the same frequency were found either. As a
result of the test, the permeability coefficient did not change much
in general and was close to the initial value before the contami-
nants were processed. The average permeability coefficient was
0.49 mm/s and the standard deviation was 0.03 mm/s.
In the results corresponding to the second year of service as
shown in Fig. 7(b), the permeability coefficient was generally lower
 W. Lin et al. / Construction and Building Materials 118 (2016) 20–26 23

Fig. 3. Contaminant penetration apparatus: ① Mold, ② Waterproof plate, ③ Main Body, ④ Pervious pavement, ⑤ Mold fixing frame, ⑥ Spring, ⑦ Controller, ⑧ Vibration
motor.

Fixing the specimen Permeation process of contaminants Evaluation of permeability performance

Fig. 4. Contaminant penetration method.

0.6
Case 1
Case 2
Coefficient of permeability (mm/sec)

0.5 Case 3

0.4

0.3

0.2

0.1

0.0
0 20 40 60 80 100
Duration of vibration (sec)
Fig. 6. Difference in average values by test variable.

Fig. 5. Difference in permeability coefficient by water supply in vibration test.

when the vibration frequency was higher, except for some test
results. As the vibration time increased from 15 s to 60 s, the per-
meability coefficient decreased. However, the permeability coeffi-
cient by vibration frequency converged at 90 s of vibration time.
It means that there is a time when the change of the permeability
coefficient slows down after a specific vibration duration time, and
it will be possible to identify the difference in clogging effect by
different amount contaminant.
The test results for the fifth year of service showed similar
trends as the second year test results. As the vibration frequency
increased, the coefficient of permeability decreased, and also as
the vibration time increased, the permeability coefficient
decreased. When contaminants corresponding to the 7th and 9th
year of service were inputted, the change of the coefficient of per-
meability by vibration frequency and time showed similar trends.
The coefficient of permeability still decreased as the vibration fre-
quency increased, but the decrement was smaller compared to the
test results for the 2nd and 5th years.
24 W. Lin et al. / Construction and Building Materials 118 (2016) 20–26

0.6 0.6
20 Hz

Coefficient of permeability (mm/sec)

30 Hz
Coefficient of permeability (mm/sec)

0.5 0.5 40 Hz
50 Hz
60 Hz

0.4 0.4

0.3 0.3

0.2 0.2

20 Hz
30 Hz
0.1 40 Hz 0.1

(a) 50 Hz
60 Hz
(b)
0.0 0.0
0 20 40 60 80 100 0 20 40 60 80 100
Duration of vibration (sec) Duration of vibration (sec)

0.6
0.6
20 Hz 20 Hz
30 Hz 30 Hz
40 Hz
Coefficient of permeability (mm/sec)

0.5 40 Hz
Coefficient of permeability (mm/sec)

50 Hz 0.5
50 Hz
60 Hz 60 Hz
0.4 0.4

0.3 0.3

0.2 0.2

0.1 0.1

(c) (d)
0.0 0.0
0 20 40 60 80 100 0 20 40 60 80 100
Duration of vibration (sec) Duration of vibration (sec)

0.6
20 Hz
30 Hz
Coefficient of permeability (mm/sec)

0.5 40 Hz
50 Hz
60 Hz

0.4

0.3

0.2

0.1

(e)
0.0
0 20 40 60 80 100
Duration of vibration (sec)

Fig. 7. Test results by contaminant input quantity, vibration frequency, and vibration time: (a) 1 year (b) 2 years (c) 5 years (d) 7 years (e) 9 years.

For the effects by vibration duration time, the permeability To analyze the pores in the pervious concrete blocks that were
coefficient decreased with the vibration duration time increased clogged over time, the correlations between the permeability coef-
until 60 s. Therefore, once the contaminant quantity increases up ficient and service life were investigated. Each results of 1, 2, 5, 7,
to a certain level, it becomes a main factor in lowering the and 9 years of service was statistically analyzed, regardless of the
permeability coefficient rather than the vibration duration. Based vibration time and frequency, and the results are shown in Fig.8.
on the above test results, clogging can be maximized by setting The permeability predictor for pervious concrete block pavement
the vibration time to 60 s and the vibration frequency to 60 Hz to was presented below (Eq. (1)):
evaluate the sustainable permeability of the pervious pavement
K ¼ 0:17 þ 0:41expð'0:57xÞ ð1Þ
materials.
 W. Lin et al. / Construction and Building Materials 118 (2016) 20–26 25

where, K in Eq. (1) = permeability, x = age. As the years increased, 0.6

the permeability coefficient tended to decrease exponentially, and

Coefficient of permeability (mm/sec)

its change rate also decreased. In the 1st year, the permeability 0.5
coefficient decreased by about 13% compared to the initial value,
and in the 2nd year, it decreased sharply by 44%. The test results
0.4
of the 5th and 9th years showed similar permeability coefficient K = 0.17+0.41exp(-0.57x)
and decreased by about 33% compared to the initial value. This sug-
0.3
gests that the sustainability of the permeability coefficient is closely
associated with the contaminant quantity, but the effect on the per-
meability performance reaches a critical limit when the pores are 0.2
clogged to a certain degree. According to the graph showing trend
of permeability coefficient by Interpave (2010) [10], the value of 0.1
K = exp(7.03-2.55x-1.22y+f1(x)+f2(y))
the pervious pavement drops by about 40% after five years of ser-
vice. After that, the change of the permeability performance is
0.0
insignificant. Similar test results were derived in this study as well. 0 2 4 6 8 10
Therefore, the contaminant quantity to evaluate the sustainable Performance period (year)
permeability of pervious pavement was standardized until 5 years.
To verify the validity of the permeability predictor and provide Fig. 9. Coefficient of permeability comparison between two models.
the appropriate cleaning time for pervious concrete block pave-
ment, the developed model (Eq. (1)) was compared with the hydro-
logic model presented by Kayhanian et al. (2012) [3] which base on 2.5
field test results (Eq. (2))
Coefficient of permeability after test (mm/sec)
lnðKÞ ¼ 7:03 ' 2:55x ' 1:22y þ f 1 ðxÞ þ f 2 ðyÞ ð2Þ
2.0
where, K in Eq. (2) = permeability at average of the left and right
wheel paths (traffic loading area, unit = cm/s), x and y in Eq. (2)
= age and total sediment mass of particles <38 lm, respectively. 1.5
f 1 ðxÞ and f 2 ðyÞ are presented below:

f 1 ðxÞ ¼ '0:99 þ 1:65x ' 1:16 # 2 þ 0:30 # 3; x < 2:0 1.0

¼ 1:09 ' 0:62x þ 0:05x2 ; 2:0 < x < 3:5
¼ 0:65 þ 0:10x ' 0:005x2 þ 0:008x3 ; x > 3:5
0.5 y = 0.469x-0.004
R2 = 0.88
f 2 ðyÞ ¼ 0:46 þ 7:61y ' 2:07y2 ' 4:32y3 ; y < 0:47
¼ 1:23 þ 28:77y ' 3:19y2 ' 34:58y3 ; 0:47 < y < 0:60
0.0
¼ 52:59 ' 10:20y ' 84:06y2 þ 36:60y3 ; 0:60 < y < 0:87 0.0 0.5 1.0 1.5 2.0 2.5
¼ '56:92 ' 28:46y þ 139:73y2 ' 57:69y3 ; y > 0:87 Coefficient of permeability before test (mm/sec)

Fig. 10. Comparison of the coefficient of permeability between before and after the
Fig. 9 gave the result comparison between two models. Even
sustainable permeability test.
though the permeability coefficient calculated by two hydrologic
models shown totally different results, but both of the model
shown the permeability decreased most serious began from the
2nd year. Also, the permeability coefficient decreased sharply from
the 2nd year after service base on the test results in Fig. 8. To avoid periodic vacuum cleaning was suggested within two years after the
the hydrological failure by clogging, infiltration maintained job by pavement placed. When the pavement is almost completely
clogged, cleaning is difficult and expensive.

1.0
Active
Curve fit line 6. Verify the test method
Coefficient of permeability (mm/sec)

0.8
To verify the validity of the test method, 63 types of pervious
pavement materials were evaluated. The permeability coefficients
0.6
were compared before and after the sustainable permeability test.
The quantity of contaminants used in the test corresponds to five
y = 0.17+0.41*exp(-0.57*x) years accumulation, and the vibration frequency and vibration
0.4 time were set to 60 Hz and 60 s, respectively. The test results are
R2 =0. 91 shown in Fig. 10. The permeability coefficients before and after
the test showed a high correlation (R2 = 0.88). Through the correla-
0.2 tion equation the permeability coefficient after 5 years could be
predicted from the coefficient of permeability before applying con-
tamination. Furthermore, it will be possible to tentatively use the
0.0
0 2 4 6 8 10
initial coefficient of permeability values to model permeability
Performance period (year)
reduction due to clogging in a hydrological analysis. Although
there were variations by the type of pervious pavement, the per-
Fig. 8. Reduction trend of the coefficient of permeability by years of service. meability coefficient decreased by 54% on average.
26 W. Lin et al. / Construction and Building Materials 118 (2016) 20–26
7. Conclusions
Clogging prevents pervious pavement from functioning prop-
erly because the pavement becomes impervious after a short per-
iod of service. In this study, to evaluate the sustainable
permeability of pervious pavement in advance, the causes of clog-
ging were investigated and a clogging simulation apparatus was
developed. Furthermore, a test method for verifying the sustain-
ability of infiltration which can predict and assess the permeability
performance by years of service was presented.
i. The clogging has been found to be greatly affected by the
years of service, which means the cumulative quantity of
contaminants. However, when pores are clogged to some
degree, the change of the coefficient of permeability slows
down.
ii. Furthermore, the penetration characteristics of contami-
nants vary depending on whether there is vehicle vibration
or whether rainwater permeates together with them. When
the vibration frequency was set up from 20 Hz to 60 Hz, the
pores were easily clogged with the increase in vibration fre-
quency. The permeability had less influence on vibration
with supplying increment amounts of cumulative
contaminants.
iii. To avoid the hydrological failure by clogging, infiltration
maintenance job by periodic vacuum cleaning was sug-
gested within two years after the pavement placed. When
the pavement is almost completely clogged, cleaning is dif-
ficult and expensive.
iv. When 63 types of porous concrete block pavers were evalu-
ated with the proposed permeability test method, the coef-
ficients of permeability before and after the test showed a
very high correlation (R2 = 0.88) between them, and the
coefficient of permeability decreased by 54% (maxi-
mum = 76%, minimum = 20%) on average. Based on these
findings, it will be possible to tentatively use the initial coef-
ficient of permeability values to model permeability reduc-
tion due to clogging in the hydrological analysis.
In the future, more research is needed to comparatively analyze
the reduction trend of permeability and the findings of this study
through continuous monitoring about pervious pavement materi-
als installed on the roads.
Acknowledgements
This work was supported by the National Research Foundation
of Korea (NRF) Grant funded by the Korea government (MSIP) (No.
2014R1A2A2A01007697).
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