JOURNAL OF ENGINEERING RESEARCH AND TECHNOLOGY, VOLUME 6, ISSUE 1, APRIL  2019 

 

  
 

1 
 

Producing Porous Asphalt in Palestine According to 

ASTM D7064  
 

Shafik Jendia
1
, Mousa Krezem

2 

 
1
 Professor of Highway Engineering, Islamic University of Gaza, Palestine 

2
 Msc. Degree of Infrastructure Engineering, Islamic University of Gaza, Palestine 

 

Abstract: Porous Asphalt (PA) pavements offer an alternative technology for storm water 

management because it differs from traditional asphalt pavement designs in its high air void 

ratio which can reach more than 20 %. Aim of the research is to produce porous asphalt 

according to ASTM D7064 and to study the different characteristics and properties of porous 

asphalt. The practical program of this study starts with studying the different properties of the 

used aggregates in preparing porous asphalt samples, then studying the different 

characteristics of used bitumen (density, ductility .. etc.). After that porous asphalt mix was 

prepared and PA samples was subjected to required laboratory tests to determine the air void 

ratios (Va%), optimum bitumen content (OBC) and permeability coefficient. The test results 

found that Va% ranges between 21 % to 29 % by several bitumen contents. The optimum 

bitumen content OBC of the non-modified porous asphalt was 3.5 % and the permeability 

coefficient reached approximately 55 m/day. 
 

Keywords- Porous Asphalt, air void ratio, Optimum Bitumen Content Draindown Test, 

Cantabro Abrasion Test, Marshal Test, ASTM D7064.   

 

Introduction 

Porous Asphalt (PA) materials are an 

open-graded mixes composed of relatively 

uniform graded aggregate and bitumen or 

modified binders. PA is mainly used as 

drainage layer, either at the pavement 

surface called Permeable Friction Courses 

(PFC) or within the pavement structure 

[1]. 

A layer of porous asphalt with thickness 

varies in the range of 20-100 mm and an 

air void ratio that is generally between 18 

– 22 % is normally placed as an overlay on 

top of an existing conventional concrete or 

asphalt surface. This overlay typically is 

referred to as Porous Asphalt (PA), 

Permeable Friction Courses (PFC), or 

Open Graded Friction Courses (OGFC) 

[2]. The high air void ratio of PA 

compared with dense asphalt concrete 

makes it as a storm water best 

management practice where the water goes 

through it rapidly- without any ponding at 

the surface faster than other traditional 

Figure (1): Cross section of Porous 

Asphalt pavement [4] 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

2 
 

dense-graded pavement as shown in Figure 

(1) [3]. 

PA is used all over the world mainly for 

two pavement applications; the first one as 

wearing courses on high-speed roadways 

where a thin layer of porous asphalt 

ranging from 20 to 50 mm thick is placed 

over a conventional impermeable 

pavement surface, this overlay allows 

water to drain into the porous layer and 

then moves laterally within it which highly 

helps in improving roadway safety. The 

second application where PA can also be 

used is for storm water management 

purposes where the quantity of storm 

water runoff is significantly reduced due to 

infiltration through the porous asphalt 

layer. In the second type of applications, a 

thicker porous asphalt layer (50–100 mm 

thick) is placed over an open graded 

aggregate base course that acts as a 

reservoir for storm water before it 

infiltrates into the underlying soil [5]. PA 

was produced previously in the laboratory 

based on the German specifications as a 

new technology in Palestine through a 

published scientific paper in this topic 

titled as: “Porous Asphalt: A New 

Pavement Technology in Palestine” [6].  

Objectives of the study 

The main aim of this paper is to study the 

purpose, properties, advantages, 

disadvantages, of the porous asphalt and 

finally determine the possibility of 

producing it in Palestine. More precisely, 

this paper represents a trial to: 

1. Determine the most suitable aggregate 

gradation which should be used in PA 

mix according to ASTM 

specifications.  

2. Obtain the optimum design of PA by 

determination Va%, OBC, stability 

and flow. 

3. Evaluate the permeability of PA. 

Advantages of Porous Asphalt 

Although its useful properties and benefits, 

PA has not been paved in Palestine yet. 

Some of these advantages are presented 

below [7, 8]: 

1. Reduction in Splash and Spray, 

Reduced Aquaplaning 

2. Reduction in Light Reflection and 

Headlight Glare 

3. Noise Reduction on the street surface 

4. Improvement in Skid Resistance 

5. Rut-Resistance 

6. Requires less need for curbing and 

storm sewers 

7. Recharging groundwater supply 

Disadvantages of Porous Asphalt 

Despite its useful properties and 

advantages, a high level of care still be 

needed before the use of PA due to its 

following disadvantages [5, 7, 8, 9, 10, 

11]:  

1. Stripping: 

Big amounts of water that penetrate 

porous asphalt due to its high 

permeability can make the asphalt in wet 

condition for long periods where some of 

these water amounts are not properly 

drained and remains in the asphalt's 

structure. This continuous wet condition 

of asphalt increases the rate of bitumen‟s 

stripping from the aggregate surfaces [5]. 

2. Raveling: 

Raveling is defined as a pavement distress 

resulting from the loss of individual 

aggregate particles at the surface of the 

pavement due to a loss of adhesion 

between the binder and the aggregate. In 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

3 
 

porous asphalt, and due to the high air 

voids content, oxygen, sunlight and water 

have access to a higher surface area of 

mixture which increasing the possibility 

of bitumen exposure to air compared to 

impervious asphalt mixes. This exposure 

to the air can lead to premature oxidation 

of the binder, thus making it brittle and 

leading to raveling [7]. 

3. Aging: 

One of the main properties in porous 

asphalt mixes is its high porosity which 

creates a suitable environment to the 

binder film in the mix to be exposed to 

oxygen, sunlight, water etc. This 

continuously exposure results in bitumen 

hardening and thus aggregated can be 

stripped easily from the asphalt mixes 

which leads finally to shorter service life 

of porous asphalt than conventional dense 

mixes [8]. 

4. Draindown: 

Draindown occurs in porous asphalt as a 

result of lack of fine aggregate which is 

done to reach higher permeability rates 

than dense asphalt mixes. Also the excess 

asphalt binder (bitumen) which is used to 

increase durability can cause draindown. 

This draindown appears as an excess 

asphalt binder that drains out of a porous 

asphalt mixture. Moreover, the high 

temperatures in summer can be a main 

reason for draindown which soften the 

binder and by gravity it gradually 

downwards in the asphalt layers until 

reaching stability in a cooler portion of 

the pavement. This phenomenon causes 

big problems in porous asphalt where the 

excess bitumen which downwards in the 

asphalt structure can clog these layers and 

thus decreases the permeability rates of 

the porous asphalt [7]. To prevent 

draindown in porous asphalt, then 

stabilizing additives should be used such 

as polymers which stiffen the asphalt 

binder and fibers which absorb the 

additional binder content [9]. 

5. Winter Maintenance: 

Lower thermal conductivity of the porous 

asphalt leads to make it colder than the 

dense asphalt mixes and thus this can 

facilitate the early settlement of snow and 

remains longer on the asphalt surface[10]. 

Some other issues need high degree of 

care when dealing with porous asphalt 

like: 

6. Reduction in Porosity [11] 

7. Shorter Service Life   

Materials and Testing Program 

A. Stage One: Determination of 

Aggregate and Bitumen Properties 

A.1 Aggregate Properties 

Four main types of aggregates were used 

in this experimental study. Table (1) 

highlights the different types of aggregate 

properties. 

Table (1): Aggregate test results according 

to ASTM specifications 

Specification 
Test 

Results 
Reference 

Specific 

Gravity 

(g/cm
3
) 

2.64–2.79 

ASTM 

C127-15 

C128-15 

Water 

Absorption 

(%)  

0.6-0.8  
ASTM 

C128 

Abrasion Loss 

Value (%) 
13.1-16.2  

ASTM 

C128 

Sieve Analysis 

of Aggregates 

and Blending 

Results 

See 

Appendix 

)A( 

 

 

 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

4 
 

0

10

20

30

40

50

60

70

80

90

100

0.01 0.1 1 10 100

%
 p

a
ss

in
g

  

Sieve size (mm) 

Min. Max. Suggested Gradation

A.2 Bitumen Properties 

Bitumen is tested in order to determine its 

mechanical properties. Table (2) illustrates 

the bitumen characteristics. 

Table (2): Bitumen test results according 

to ASTM specifications 

Test Results Reference 

Density 1.03 (g/ml) 
ASTM  

D 3289-08 

Penetration 
59 (1/10 

mm) 

ASTM 

D5/D5M-13 

Flash Point 289 (º C) 
ASTM  

D92 – 12b 

Ductility > 150 (cm) 
ASTM 

D113-07 

Solubility 99.5 (%) 
ASTM 

D2042-09 

Softening 

Point 
49 (º C) ASTM D 36 

 

B. Stage Two: Blending Process 

According to ASTM D7064 specifications, 

three different aggregate gradation curves 

were selected using blending process.    

Blending process (Appendix (A)) is based 

on a trail mathematical approach through 

proposing trial percentages for each 

aggregate type and finally comparing the 

passing percentages for each sieve with its 

equivalent in the specification limits. If the 

resulted gradation is within the acceptable 

limits, then the process is finalized with no 

further adjustments need to be made and 

this gradation is considered to be the 

chosen one; if not, an adjustment in 

aggregate sizes proportions should be 

made and the calculations repeated until 

reaching a gradation in which all aggregate 

sizes are within the acceptable limits [12]. 

The previous procedure was used 3 times 

to select 3 gradations within the ASTM 

D7064 limits. One of the 3 gradation 

curves is shown in Figure (2) and the 

calculation of all gradations is illustrated 

in Appendix [A]. 

 

 
 

C. Stage Three: Determination of PA 

properties 

C.1 Selection of the Most Suitable 

Gradation Curve 

This stage aims to select the most suitable 

gradation from the three proposed ones in 

stage 2 based on the maximum air void 

ratio. To determine the air void ratio (Va 

%) in porous asphalt, 12 porous asphalt 

samples (4 samples for each of 3 

gradations) were produced with a trail 

asphalt content 6% as stated in ASTM 

D7064 Specifications [13]. After that, 

Bulk Bulk Specific Gravity (Gmb) and 

Maximum Theoretical Specific Gravity 

(Gmm) were calculated to use them in 

finding the percent air void ratio (Va %) 

for each asphalt mix using Equation (1)  

Va % =          
   

   
   …. Equation (1) 

Figure (2): Suggested gradation 

curve in comparison with ASTM 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

5 
 

10

20

30

40

3 3.5 4 4.5 5 5.5 6 6.5

A
ir

 V
o

id
 R

a
ti

o
 %

 

Bitumen Content % 

Results of air void ratios are shown in 

Table (3): 

Table (3): Gmb, Gmm & Va % for 3 

different aggregate gradations 

Item 
Gradation 

I 

Gradation 

II 

Gradation 

III 

Gmb 1.946 1.866 1.857 

Gmm 2.427 2.428 2.424 

Va % 19.82 23.13 24.36 
 

Based on the previous results in Table (3), 

it is clearly shown that Gradation III (in 

Appendix [A]) is the most suitable one 

where it gives the highest air void ratio 

(24.36 %) with the stated percentages of 

four different aggregate types in Table (4) 

Table (4): Different aggregate percentages 

of the most suitable gradation for porous 

asphalt 

Aggregate Type 
Percentage 

% 

Filler (0/0.075 mm) 3% 

Simsimia (0/0/12 mm) 17% 

Adasia (0//19 mm) 75% 

Folia (0/25 mm) 5% 

Total 100% 

    

C.2 Conducting Draindown and 

Cantabro Abrasion Tests 

In order to determine the OBC, 39 PA 

samples were prepared using 6 different 

bitumen contents (3.5-6 % with 0.5% 

increment) and subjected for laboratory 

tests as shown in Tables (5) and (6): 

Table (5): Number and purpose of the 

produced PA samples in the test program 

No. of 

Produced 

PA Samples 

Purpose 

6 
For Air Void Ratio 

Calculations 

No. of 

Produced 

PA Samples 

Purpose 

6 
For Draindown Test 

(ASTM D6390) 

18 

For Cantabro Abrasion 

Tests 

(ASTM C131) 

9 
For Marshal Test 

(Stability and Flow) 

 

Table (6): Tests results of mechanical 

properties of PA using 6 different bitumen 

contents 

Bitumen 

Value 

(%) 

 Va 

(%) 

Draindown 

(%) 

Abrasion 

Loss (%) 

3.5 28.9 0.04 61 

4 25 0.07 59.6 

4.5 21.6 0.09 57.1 

5 27.3 0.12 55.4 

5.5 28 0.16 51.3 

6 24.4 0.21 47.8 

Figure (3): Air void ratio (Va %) vs. 

bitumen content (%) 

 As stated in ASTM D7064, the selected 

Open Graded Frication Course (OGFC) 

should be the one which meets the below 

specifications [13]: 

 Total air void ratio should be 

minimum 18% 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

6 
 

 Draindown value should not exceed 

0.3%  

 Abrasion Loss on un-aged Specimens 

from the Cantabro test should not 

exceed 20% where the Cantabro 

abrasion criteria are optional to be 

used in judgment as per ASTM D7064 

recommendations.   

Table (6) and Figure (3) indicate that when 

bitumen content increases, the air void 

ratio decreases until reaching high 

amounts of bitumen more than 4.5 % then 

the air void ratio increases. This can be 

referred to the low content of filler in 

relative to the increased bitumen content 

(especially at the high contents 5, 5.5 & 

6%) in PA mixes.  The high bitumen 

content lead finally to decrease the Bulk 

Specific Gravity (Gmb) and thus increasing 

the calculated air void ratio in the PA 

sample (Eq. 1). Accordingly, it is appeared 

that the unmodified PA mix cannot be 

used with high bitumen contents more than 

4.5 % percentages so that from the 

previous results, it is clearly shown that 

3.5%, 4% and 4.5% bitumen contents are 

the most three contents that met ASTM 

D7064 specifications in terms of air void 

ratios and draindown values. Therefore, 

these 3 bitumen contents were used to 

produce new 9 porous asphalt samples to 

be tested against their stability and flow 

(Marshall Test) as presented in the next 

step.   

C.3 Conducting Marshall Test to 

determine Optimum Bitumen Content 

(OBC) 

9 PA samples were prepared using the 

most suitable bitumen contents (3.5 %, 4 

% and 4.5 %) (3 samples for each 

bitumen content) to determine their 

stability and flow using Marshall test. The 

results of this test resulted in finding the 

OBC which gave the highest stability 

values. Results are given in Table (7). 

Table (7): Stability and flow values for PA 

according to used bitumen content 

Bitumen 

Content (%) 

Stability 

(KN) 
Flow (mm) 

3.5 4.95 3.6 

4 3.46 3.8 

4.5 4.44 4 

It is clearly appeared that bitumen content 

3.5% is the content which gives the 

highest stability of the asphalt mix (504.55 

Kg ≈ 4.95 KN), accordingly 3.5 % is 

taken as the OBC.   

D. Stage Four: Determination of 

Permeability Coefficient (K) of 

Porous Asphalt Mix 

To evaluate the permeability of PA, the 

falling head test was used. The testing 

process included preparing 2 PA samples 

from 2 different bitumen contents; 3.5 % 

“OBC” and 4 % “for comparison 

purposes”. Table (8) highlights the final 

results of permeability coefficient for each 

bitumen content where the results indicate 

that using bitumen content 3.5% results in 

higher permeability of PA. More details of 

calculating the permeability coefficient are 

presented in Appendix [B]. 

Table (8): Permeability coefficient (k) for 

porous asphalt using 2 different bitumen  

Contents 
 

Bitumen Content 

Permeability 

Coefficient (K)  

 (meter/day) 

3.5% 55.00 

4% 52.56 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

7 
 

Conclusions 

Based on experimental work results for 

porous asphalt mixtures, the following 

conclusions can be drawn: 

a. Porous asphalt can be easily 

produced in Palestine using the 

local available materials according 

to ASTM specifications (ASTM 

D7064). 

b. Porous asphalt has a high ratio of 

air void ratio that can reach more 

than 25% compared with air void 

ratio in dense asphalt concrete 

which lies between (3-7) %.  

c. Using different bitumen contents is 

leading to different air void ratios 

where the air void ratios were in 

the range (21–29) % when using 

bitumen contents between (3.5-6) 

%. 

d. The optimum bitumen content of 

porous asphalt is 3.5 % where it is 

lower than the bitumen content in 

dense asphalt concrete which can 

reach more than 5% due to its 

higher durability compared with 

porous asphalt types. 

e. The optimum bitumen content is 

3.5 % where it gives the highest air 

void ratio and lowest percentages 

of draindown in addition to normal 

value of asphalt stability. 

f. The bitumen content in porous 

asphalt is inversely proportional 

with abrasion loss values where 

using higher bitumen contents 

leads to lower abrasion loss values. 

g. Due to higher air void ratio of 

porous asphalt compared to dense 

asphalt concrete, its stability values 

are lower than other conventional 

asphalts. 

Recommendations   

a. It is recommended to start using 

porous asphalt in Palestine in order 

to gain its useful properties 

especially those which are related 

to decreasing runoff water amounts 

due to its higher permeability. 

b. It is recommended to use high 

permeable base course and sub-

base layers in porous asphalt to 

increase the efficiency in water 

infiltration especially with the high 

permeability of porous asphalt 

layer that reaches 55 m/day.    

c. It is recommended to conduct more 

research in porous asphalt topics to 

improve its durability and water 

infiltration characteristics 

especially in terms of the internal 

road layers (base course and sub-

base).  

d. It is recommended to conduct a  

specific studies related to the 

financial costs of porous asphalt 

and compare it with the costs of 

conventional types of asphalt.  

e. It is recommended to start 

preparing unique Palestinian 

Specifications related to porous 

asphalt and its properties.  

f. It is required to use some modifiers 

in porous asphalt mixtures to 

enhance its stability and abrasion 

loss values more than those that 

were obtained in this study.  

 

 

 

 

 

 

 

 

 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

8 
 

References  

[1] Federal Aviation Administration 

(FAA). (2001). “Hot Mix Asphalt Paving 

Handbook.” Advisory Circular No. 

150/5370-14A, U.S. Department of 

Transportation, Washington, D.C. 

 

[2] Barrett, M. E., and Shaw, C. B. 

(2006). “Stormwater Quality Benefits of a 

Porous Asphalt Overlay (No. FHWA/TX-

07/0-4605-2)”. Center for Transportation 

Research, University of Texas at Austin. 

 

[3] Putman, B. J., and Kline, L. C. (2012). 

“Comparison of Mix Design Methods for 

Porous Asphalt Mixtures”. Journal of 

Materials in Civil Engineering, 24(11), PP 

 ‏.1359-1367

 

[4] Permeable pavement, https:// 

stormwater.pca.state.mn.us/index.php?title

=File:Permeable_pavement_volume_credit

_2.png, accessed on 27
th

 November 2018. 

 

[5] Ali, N., Ramli, M. I., and Hustim, M. 

(2012). “Porous Asphalt „S Contribution 

on Road Safety and Environment”, 8th 

International Symposium on Lowland 

Technology September 11-13, 2012 in 

Bali, Indonesia. 

 

[6] Jendia, S., AlDahdooh, Z., AbuRahma, 

M., et al. (2018). “Porous Asphalt: A New 

Pavement Technology in 

Palestine”. Journal of Engineering 

Research and Technology, 5(1). 

 

[7] Lyons, K. R., and Putman, B. J. (2013). 

“Laboratory Evaluation of Stabilizing 

Methods for Porous Asphalt 

Mixtures”. Construction and Building 

Materials, 49, 772-780. 

 

 

[8] Hoban T W S, Liversedge F and 

Searby R. (1985). “Recent Developments 

in Pervious Macadam Surfaces”, Proc. 

3rd Eurobitumen Symp., The Hague, pp 

635-640. 

 

[9] Shankar, A. U., Suresha, S. N., and 

Saikumar, G. M. V. S. (2014). “Properties 

of Porous Friction Course Mixes For 

Flexible Pavements”. Indian Highways, 42 

(3). 

 

[10] Palatová, M. (2012). "New Trends in 

the Construction of Flexible Pavements", 

M.Sc Thesis: BRNO University of 

Technology. 

 

[11] Van Heystraeten, G., and Moraux, C. 

(1990). “Ten Years' Experience of Porous 

Asphalt in Belgium”. Transportation 

Research Record, (1265). 

 

[12] Jendia, S. (2000). “Highway 

Engineering-Structural Design”. Gaza: Dar 

El-Manara Library. 

 

[13] American Society of Testing and 

Materials (ASTM). ASTM 

D7064/D7064M – 08 “Standard Practice 

for Open-Graded Friction Course (OGFC) 

Mix Design”. 

 

 



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

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Appendix A 

Aggregates Blending 

Table A.1: Suggested Percentages for Porous Asphalt Aggregate Mix  

Aggregate mix 

Grain size (mm) 
Suggested percents 

for final agg. Mix 
0.075 0.18 0.3 0.6 2.36 4.75 9.5 12.5 19 25 

Filler 
59.68 76.94 88.73 98.06 100.00 100.00 100.00 100.00 100.00 100.00 

3.00% 
1.79 2.31 2.66 2.94 3.00 3.00 3.00 3.00 3.00 3.00 

Simsimia  
1.34 1.46 1.57 1.62 22.00 54.70 95.63 100.00 100.00 100.00 

17.00% 
0.23 0.25 0.27 0.28 3.74 9.30 16.26 17.00 17.00 17.00 

Adasia  
0.38 0.45 0.52 0.56 0.63 0.70 23.90 91.16 100.00 100.00 

75.00% 
0.29 0.34 0.39 0.42 0.47 0.53 17.93 68.37 75.00 75.00 

Folia 
0.54 0.59 0.64 0.72 0.77 1.52 13.01 35.64 95.31 100.00 

5.00% 
0.03 0.03 0.03 0.04 0.04 0.08 0.65 1.78 4.77 5.00 

∑% passing 2.33 2.92 3.35 3.67 7.25 12.90 37.83 90.15 99.77 100.00 100.0% 

Sieve size (mm) 0.08 0.15 0.30 0.85 2.36 4.75 9.50 12.50 19.00 25.00 
 

Wearing 0/ 12.5  

(Min) 
2    5 10 35 85 100  

ASTM Specifications 

D7064/D7064M − 08 Wearing 0/ 12.5  

(Max) 
4    10 25 60 100 100  



Shafik Jendia, Mousa Krezem/ Producing Porous Asphalt in Palestine According to ASTM D7064 (2019) 

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Appendix (B)   

Determination of Permeability of Porous Asphalt 

Mix 
 

Permeability coefficient (K) of porous asphalt samples was calculated using the falling head 

test method in which k can be found using equation B.1 below: 

   
   

     
  ……………. Equation (B.1) where, 

 Q: volume of water infiltrated through porous asphalt sample (cm
3
) 

 L: Sample height (cm) 

 A: Cross Sectional Area of asphalt sample (cm
2
) 

 H: height of water column (Pressure Head) (cm) 

 T: Elapsed time to infiltrate water through the asphalt sample (sec.)  

During the laboratory program execution, 2 porous asphalt samples with 2 different bitumen 

content (3.5% and 4% ) were prepared for permeability test purposes. Table (B.1) below 

presents the results of the test.  

Item Sample 1 (3.5% Bitumen) Sample 2 (4% Bitumen) 

Q (cm
3
) 

Trail 1 1,893 1,877 

Trail 2 1,946 1,861 

Trail 3 1,930 1,850 

Q (cm
3
) (average) 1,923 1,862.67 

L (cm) 7.8 7.85 

D (cm) 10 10.1 

A (cm
2
) = (

 

 
)      78.54 80.12 

H (cm) 50 50 

T (sec.) 60 60 

 From the previous data in Table (B.1), equation (B.1) can be used to find K as follows: 

For Sample 1 (3.5% Bitumen) 

   
   

     
   

         

           
  0.063659282 cm/sec. = 55.002 m/day        

For Sample 2 (4% Bitumen) 

   
   

     
   

             

           
  0.060833581 cm/sec. = 52.56 m/day