Development and improvement of warm-mix asphalt technology

Traditionally, asphalt mixtures were produced at high temperatures (between 150°C to 180°C) and therefore often referred to as Hot Mix Asphalt (HMA). Recently, a new technology named Warm Mix Asphalt (WMA) was developed in Europe that allows HMA to be produced at a lower temperature. Over years of research efforts, a few WMA technologies were introduced including the foaming method using Aspha-min® and Advera® WMA; organic additives such as Sasobit® and Asphaltan B®; and chemical packages such as Evotherm® and Cecabase RT®. Benefits were found when lower temperatures were used to produce asphalt mixtures, especially when it comes to environmental and energy savings. Even though WMA has shown promising results in energy savings and emission reduction, however, only limited studies and laboratory tests have been conducted to date. The objectives of this project are to 1) develop a mix design framework for WMA by evaluating its mechanical properties; 2) evaluate performance of WMA containing high percentages of recycled asphalt material; and 3) evaluate the moisture sensitivity in WMA. The test results show that most of the WMA has higher fatigue life and TSR which indicated WMA has better fatigue cracking and moisture damage resistant; however, the rutting potential of most of the WMA tested were higher than the control HMA. A recommended WMA mix design framework was developed as well. The WMA design framework was presented in this study to provide contractors, and government agencies successfully design WMA. Mixtures containing high RAP and RAS were studied as well and the overall results show that WMA technology allows the mixture containing high RAP content and RAS to be produced at lower temperature (up to 35°C lower) without significantly affect the performance of asphalt mixture in terms of rutting, fatigue and moisture susceptibility. Lastly, the study also found that by introducing the hydrated lime in the WMA, all mixtures modified by the hydrated lime passed the minimum requirement of 0.80. This indicated that, the moisture susceptibility of the WMA can be improved by adding the hydrated lime.

Testing Wisconsin asphalt mixtures for the 2002 AASHTO mechanistic design procedure

There has been a continuous evolutionary process in asphalt pavement design. In the beginning it was crude and based on past experience. Through research, empirical methods were developed based on materials response to specific loading at the AASHO Road Test. Today, pavement design has progressed to a mechanistic-empirical method. This methodology takes into account the mechanical properties of the individual layers and uses empirical relationships to relate them to performance. The mechanical tests that are used as part of this methodology include dynamic modulus and flow number, which have been shown to correlate with field pavement performance. This thesis was based on a portion of a research project being conducted at Michigan Technological University (MTU) for the Wisconsin Department of Transportation (WisDOT). The global scope of this project dealt with the development of a library of values as they pertain to the mechanical properties of the asphalt pavement mixtures paved in Wisconsin. Additionally, a comparison with the current associated pavement design to that of the new AASHTO Design Guide was conducted. This thesis describes the development of the current pavement design methodology as well as the associated tests as part of a literature review. This report also details the materials that were sampled from field operations around the state of Wisconsin and their testing preparation and procedures. Testing was conducted on available round robin and three Wisconsin mixtures and the main results of the research were: The test history of the Superpave SPT (fatigue and permanent deformation dynamic modulus) does not affect the mean response for both dynamic modulus and flow number, but does increase the variability in the test results of the flow number. The method of specimen preparation, compacting to test geometry versus sawing/coring to test geometry, does not statistically appear to affect the intermediate and high temperature dynamic modulus and flow number test results. The 2002 AASHTO Design Guide simulations support the findings of the statistical analyses that the method of specimen preparation did not impact the performance of the HMA as a structural layer as predicted by the Design Guide software. The methodologies for determining the temperature-viscosity relationship as stipulated by Witczak are sensitive to the viscosity test temperatures employed. The increase in asphalt binder content by 0.3% was found to actually increase the dynamic modulus at the intermediate and high test temperature as well as flow number. This result was based the testing that was conducted and was contradictory to previous research and the hypothesis that was put forth for this thesis. This result should be used with caution and requires further review. Based on the limited results presented herein, the asphalt binder grade appears to have a greater impact on performance in the Superpave SPT than aggregate angularity. Dynamic modulus and flow number was shown to increase with traffic level (requiring an increase in aggregate angularity) and with a decrease in air voids and confirm the hypotheses regarding these two factors. Accumulated micro-strain at flow number as opposed to the use of flow number appeared to be a promising measure for comparing the quality of specimens within a specific mixture. At the current time the Design Guide and its associate software needs to be further improved prior to implementation by owner/agencies.

Discrete element methods for asphalt concrete : development and application of user-defined microstructural models and a viscoelastic micromechanical model

As an important Civil Engineering material, asphalt concrete (AC) is commonly used to build road surfaces, airports, and parking lots. With traditional laboratory tests and theoretical equations, it is a challenge to fully understand such a random composite material. Based on the discrete element method (DEM), this research seeks to develop and implement computer models as research approaches for improving understandings of AC microstructure-based mechanics. In this research, three categories of approaches were developed or employed to simulate microstructures of AC materials, namely the randomly-generated models, the idealized models, and image-based models. The image-based models were recommended for accurately predicting AC performance, while the other models were recommended as research tools to obtain deep insight into the AC microstructure-based mechanics. A viscoelastic micromechanical model was developed to capture viscoelastic interactions within the AC microstructure. Four types of constitutive models were built to address the four categories of interactions within an AC specimen. Each of the constitutive models consists of three parts which represent three different interaction behaviors: a stiffness model (force-displace relation), a bonding model (shear and tensile strengths), and a slip model (frictional property). Three techniques were developed to reduce the computational time for AC viscoelastic simulations. It was found that the computational time was significantly reduced to days or hours from years or months for typical three-dimensional models. Dynamic modulus and creep stiffness tests were simulated and methodologies were developed to determine the viscoelastic parameters. It was found that the DE models could successfully predict dynamic modulus, phase angles, and creep stiffness in a wide range of frequencies, temperatures, and time spans. Mineral aggregate morphology characteristics (sphericity, orientation, and angularity) were studied to investigate their impacts on AC creep stiffness. It was found that aggregate characteristics significantly impact creep stiffness. Pavement responses and pavement-vehicle interactions were investigated by simulating pavement sections under a rolling wheel. It was found that wheel acceleration, steadily moving, and deceleration significantly impact contact forces. Additionally, summary and recommendations were provided in the last chapter and part of computer programming codes wree provided in the appendixes.

Evaluation of the performance and cost-effectiveness of pavement sections containing open-graded base courses

Moisture induced distresses have been the prevalent distress type affecting the deterioration of both asphalt and concrete pavement sections. While various surface techniques have been employed over the years to minimize the ingress of moisture into the pavement structural sections, subsurface drainage components like open-graded base courses remain the best alternative in minimizing the time the pavement structural sections are exposed to saturated conditions. This research therefore focuses on assessing the performance and cost-effectiveness of pavement sections containing both treated and untreated open-graded aggregate base materials. Three common roadway aggregates comprising of two virgin aggregates and one recycled aggregate were investigated using four open-ended gradations and two binder types. Laboratory tests were conducted to determine the hydraulic, mechanical and durability characteristics of treated and untreated open-graded mixes made from these three aggregate types. Results of the experimental program show that for the same gradation and mix design types, limestone samples have the greatest drainage capacity, stability to traffic loads and resistance to degradation from environmental conditions like freeze-thaw. However, depending on the gradation and mix design used, all three aggregate types namely limestone, natural gravel and recycled concrete can meet the minimum coefficient of hydraulic conductivity required for good drainage in most pavements. Tests results for both asphalt and cement treated open-graded samples indicate that a percent air void content within the range of 15-25 will produce a treated open-graded base course with sufficient drainage capacity and also long term stability under both traffic and environmental loads. Using the new Mechanistic and Empirical Design Guide software, computer simulations of pavement performance were conducted on pavement sections containing these open-graded base aggregate base materials to determine how the MEPDG predicted pavement performance is sensitive to drainage. Using three truck traffic levels and four climatic regions, results of the computer simulations indicate that the predicted performance was not sensitive to the drainage characteristics of the open-graded base course. Based on the result of the MEPDG predicted pavement performance, the cost-effectiveness of the pavement sections with open-graded base was computed on the assumption that the increase service life experienced by these sections was attributed to the positive effects of subsurface drainage. The two cost analyses used gave two contrasting results with the one indicating that the inclusion of open-graded base courses can lead to substantial savings.

CHARACTERIZATION OF ASPHALT MATERIALS CONTAINING BIO OIL FROM MICHIGAN WOOD

The objective of this research is to develop sustainable wood-blend bioasphalt and characterize the atomic, molecular and bulk-scale behavior necessary to produce advanced asphalt paving mixtures. Bioasphalt was manufactured from Aspen, Basswood, Red Maple, Balsam, Maple, Pine, Beech and Magnolia wood via a 25 KWt fast-pyrolysis plant at 500 °C and refined into two distinct end forms - non-treated (5.54% moisture) and treated bioasphalt (1% moisture). Michigan petroleum-based asphalt, Performance Grade (PG) 58-28 was modified with 2, 5 and 10% of the bioasphalt by weight of base asphalt and characterized with the gas chromatography-mass spectroscopy (GC-MS), Fourier Transform Infra-red (FTIR) spectroscopy and the automated flocculation titrimetry techniques. The GC-MS method was used to characterize the Carbon-Hydrogen-Nitrogen (CHN) elemental ratio whiles the FTIR and the AFT were used to characterize the oxidative aging performance and the solubility parameters, respectively. For rheological characterization, the rotational viscosity, dynamic shear modulus and flexural bending methods are used in evaluating the low, intermediate and high temperature performance of the bio-modified asphalt materials. 54 5E3 (maximum of 3 million expected equivalent standard axle traffic loads) asphalt paving mixes were then prepared and characterized to investigate their laboratory permanent deformation, dynamic mix stiffness, moisture susceptibility, workability and constructability performance. From the research investigations, it was concluded that: 1) levo, 2, 6 dimethoxyphenol, 2 methoxy 4 vinylphenol, 2 methyl 1-2 cyclopentandione and 4-allyl-2, 6 dimetoxyphenol are the dominant chemical functional groups; 2) bioasphalt increases the viscosity and dynamic shear modulus of traditional asphalt binders; 3) Bio-modified petroleum asphalt can provide low-temperature cracking resistance benefits at -18 °C but is susceptible to cracking at -24 °C; 3) Carbonyl and sulphoxide oxidation in petroleum-based asphalt increases with increasing bioasphalt modifiers; 4) bioasphalt causes the asphaltene fractions in petroleum-based asphalt to precipitate out of the solvent maltene fractions; 5) there is no definite improvement or decline in the dynamic mix behavior of bio-modified mixes at low temperatures; 6) bio-modified asphalt mixes exhibit better rutting performance than traditional asphalt mixes; 7) bio-modified asphalt mixes have lower susceptibility to moisture damage; 8) more field compaction energy is needed to compact bio-modified mixes.

The Laboratory Evaluation of Bio Oil Derived From Waste Resources as Extender for Asphalt Binder

A shortage of petroleum asphalt is creating opportunities for engineers to utilize alternative pavement materials. Three types of bio oils, original bio oil (OB), dewatered bio oil (DWB) and polymer-modified bio oil (PMB) were used to modify and partially replace petroleum asphalt in this research. The research investigated the procedure of producing bio oil, the rheological properties of asphalt binders modified and partially replaced by bio oil, and the mechanical performances of asphalt mixtures modified by bio oil. The analysis of variance (ANOVA) is conducted on the test results for the significance analysis. The main finding of the study includes: 1) the virgin bioasphalt is softer than the traditional asphalt binder PG 58-28 but stiffer after RTFO aging because bio oil ages much faster than the traditional asphalt binder during mixing and compaction; 2) the binder test showed that the addition of bio oil is expected to improve the rutting performance while reduce the fatigue and low temperature performance; 3) both the mass loss and the oxidation are important reasons for the bio oil aging during RTFO test; the mixture test showed that 1) most of the bio oil modified asphalt mixture had slightly higher rutting depth than the control asphalt mixture, but the difference is not statistically significant; 2) the dynamic modulus of some of the bio oil modified asphalt mixture were slightly lower than the control asphalt mixture, the E* modulus is also not statistically significant; 3) most of the bio oil modified asphalt mixture had higher fatigue lives than the control asphalt mixture; 4) the inconsistence of binder test results and mixture test results may be attributed to that the aging during the mixing and compaction was not as high as that in the RTFO aging simulation. 5) the implementation of Michigan wood bioasphalt is anticipated to reduce the emission but bring irritation on eyes and skins during the mixing and compaction.

Ist der Asphalt den Rosen, überhaupt dem Pflanzenreich schädlich?

M. Kolb

(Table 2) Asphalt samples taken in the surveyed area at Chapopote Knoll, Southern Gulf of Mexico

Following the discovery of asphalt volcanism in the Campeche Knolls a research cruise was carried out in 2006 to unravel the nature of the asphalt deposits at Chapopote. The novel results support the concept that the asphalt deposits at the seafloor in 3000 m of water depth originate from the seepage of heavy petroleum with a density slightly greater than water. The released petroleum forms characteristic flow structures at the seafloor with surfaces that are 'ropy' or 'rough' similar to magmatic lava flows. The surface structures indicate that the viscosity of the heavy petroleum rapidly increases after extrusion due to loss of volatiles. Consequently, the heavy petroleum forms the observed asphalt deposit and solidifies. Detailed survey with a remotely operated vehicle revealed that the asphalts are subject to sequential alterations: e.g. volume reduction leading to the formation of visible cracks in the asphalt surface, followed by fragmentation of the entire deposit. While relatively fresh asphalt samples were gooey and sticky, older, fragmented pieces were found to be brittle without residual stickiness. Furthermore, there is evidence for petroleum seepage from below the asphalt deposits, leading to local up-doming and, sometimes, to whip-shaped extrusions. Extensive mapping by TV-guided tools of Chapopote Asphalt Volcano indicates that the main asphalt deposits occur at the south-western rim that borders a central, crater-like depression. The most recent asphalt deposit at Chapopote is the main asphalt field covering an area of ~2000 m**2. Asphalt volcanism is distinct from oil and gas seepage previously described in the Gulf of Mexico and elsewhere because it is characterized by episodic intrusions of semi-solid hydrocarbons that spread laterally over a substantial area and produce structures with significant vertical relief. As Chapopote occurs at the crest of a salt structure it is inferred that asphalt volcanism is a secondary result of salt tectonism.

Remediation of crude oil contaminated soils by means of bitumen emulsions

Effective remediation of contaminated sites with oils, heavy metals and other chemical agents is one of the most important environmental problems all over the world. Contaminated soils by petroleum from different sites and origins, might contaminate groundwater aquifers and then be spread by rain. Many years and the requirement of remedial techniques may be needed to remediate them. However, previous experiences show the uselessness of these methods for the solution of all problems. As any case of soil contamination is different, specific studies with relevant factors at financial aspects, legal limits and waste and soil characteristics are needed. In this work, a study of the use of bitumen asphalt emulsion to remediate contaminated soils by crude oils is exposed. By means of the soil stabilization technology, using the contaminated soils as aggregates and the tailor made emulsion as binder, the feasibility of the mix application to produce stable and resistant pavements is demonstrated

Influencia de la temperatura en la deflexión de firmes flexibles

En esta investigación se ha estudiado el efecto de la variación de la temperatura en la deflexión de firmes flexibles. En primer lugar se han recopilado los criterios existentes de ajuste de la deflexión por efecto de la temperatura. Posteriormente, se ha llevado a cabo un estudio empírico mediante la auscultación de las deflexiones en cinco tramos de carretera con firme flexible y con diferentes espesores de mezclas bituminosas (entre 10 y 30 cm). Las medidas se han efectuado en dos campañas (verano e invierno), tratando de abarcar un amplio rango de temperaturas. En cada campaña, se han llevado a cabo distintas auscultaciones a diferentes temperaturas. Las medidas de cada campaña se han realizado el mismo día. Se han obtenido los coeficientes empíricos de ajuste por temperatura para cada tramo analizado. Además, se ha realizado un estudio teórico mediante la elaboración de diferentes modelos (multicapa elástico lineal, multicapa visco-elástico lineal y elementos finitos) que reproducen la respuesta estructural de los firmes flexibles auscultados. La caracterización mecánica de las mezclas bituminosas se ha realizado mediante ensayos de módulo complejo en laboratorio, a diferentes temperaturas y frecuencias, sobre testigos extraídos en las carreteras estudiadas. Se han calculado los coeficientes teóricos de ajuste por temperatura para cada modelo elaborado y tramo analizado. Finalmente, se ha realizado un estudio comparativo entre los distintos coeficientes de ajuste (existentes, empíricos y teóricos), que ha puesto de manifiesto que, en todos los casos analizados, los coeficientes obtenidos en el modelo de elementos finitos son los que más se aproximan a los coeficientes empíricos (valor de referencia para los tramos analizados). El modelo desarrollado de elementos finitos permite reproducir el comportamiento visco-elástico de las mezclas bituminosas y el carácter dinámico de las cargas aplicadas. Se han utilizado elementos tipo tetraedro isoparamétrico lineal (C3D8R) para el firme y la parte superior del cimiento, mientras que para la parte inferior se han empleado elementos infinitos (CIN3D8). In this research the effect produced by the temperature change on flexible pavements deflection is analysed. First, the existing criteria of deflection adjustment by temperature were collected. Additionally, an empirical analysis was carried out, consisting on deflection tests in five flexible-pavement road sections with different asphalt mix thickness (from 10 to 30 cm). The measures were taken in two seasons (summer and winter) in an effort to register a wide range of temperatures. Different surveys were carried out at different temperatures in each season. The tests of each season were done at the same day. The empirical temperature adjustment factors for every analysed section were obtained. A theoretical study was carried out by developing different models (linear elastic multilayer, linear visco-elastic multilayer and finite elements) that reproduce the structural response of the tested flexible pavements. The mechanical characterization of the asphalt mixes was achieved through laboratory complex-modulus tests at different temperatures and frequencies, using pavement cores from the surveyed roads. The theoretical temperature adjustment factors for each model developed and each section analysed were calculated. Finally, a comparative study among the different adjustment factors (existing, empirical and theoretical) was carried out. It has shown that, in all analysed cases, the factors obtained with the finite elements model are the closest to the empirical factors (reference value for the analysed sections). The finite elements model developed makes it possible to reproduce the visco-elastic behavior of the asphalt mixes and the dynamic nature of the applied loads. Linear isoparametric tetrahedral elements (C3D8R) have been used for the pavement and the subgrade, while infinite elements (CIN3D8) have been used for the foundations.

Estudo em laboratório do desempenho de concreto asfáltico usinado a quente empregando ligante tipo asfalto-borracha

Pesquisas sobre aplicação de borracha de pneus descartados em pavimentação asfáltica vêm sendo desenvolvidas desde a década de 1960, especialmente nos Estados Unidos e, desde o início da década de 1990, no Brasil, como alternativa para diminuição dos problemas ambientais gerados por estes resíduos sólidos. Esta pesquisa tem por objetivo avaliar o desempenho de três misturas asfálticas do tipo concreto asfáltico usinado à quente: duas empregando teores diferentes de borracha moída e óleo de xisto (CAP 40 + 12% de borracha + 10% de óleo de xisto e CAP 40 + 20% de borracha + 15% de óleo de xisto) e uma convencional. Este estudo faz parte de um programa de pesquisa coordenado pela Escola de Engenharia de São Carlos da Universidade de São Paulo (EESC-USP), Universidade Estadual de Maringá (UEM) e Petrobrás, envolvendo a execução de misturas com borracha e óleo de xisto em trechos experimentais. Foram realizadas dosagens Marshall e ensaios de resistência à tração, módulo de resiliência e fluência por compressão uniaxial estática. Os corpos-de-prova empregados nos ensaios foram moldados no teor ótimo de cimento asfáltico referente a cada uma das misturas. Constatou-se a viabilidade técnica da adição de óleo extensor para a incorporação de borracha de pneus descartados em concreto asfáltico, permitindo a obtenção de resultados satisfatórios quanto aos projetos de dosagem das misturas pelo método Marshall. Com base nos resultados dos ensaios realizados, acredita-se ser viável a execução de trechos experimentais empregando as duas misturas modificadas.

Considerações sobre os métodos de dimensionamento estrutural de pavimentos com camadas recicladas a frio com espuma de asfalto.

A reciclagem profunda com espuma de asfalto tem sido uma alternativa de sucesso para a restauração de pavimentos degradados. Em relação às soluções tradicionais de reabilitação, como os recapeamentos, tem a vantagem de proporcionar a correção de defeitos em camadas inferiores, com a manutenção ou pequena elevação do greide da pista, além de ganhos ambientais, como um menor consumo de materiais virgens da natureza e redução do volume de material descartado. Entretanto, no Brasil não há método para dimensionamento estrutural para esta tecnologia, o que dificulta seu emprego. Para o desenvolvimento de um procedimento de dimensionamento que contemple este tipo de solução, foram estudados métodos presentes na bibliografia internacional: guia da AASHTO de 1993 e Caltrans, dos EUA, TRL386 e TRL611, da Inglaterra, as duas versões do guia sul-africano TG2 e os métodos oriundos do Austroads, tanto o procedimento interino de 2011 como adaptações de órgãos da Austrália e Nova Zelândia. Observou-se divergência de opiniões quanto ao comportamento do material reciclado com espuma de asfalto. Alguns órgãos e autores consideram o comportamento do mesmo mais próximo às misturas asfálticas, sendo o mecanismo de falha o trincamento, e outros o definem como semelhante a um material granular modificado com alta coesão e ruptura devido às deformações permanentes. Correlaciona-se tal associação ao teor de espuma usualmente utilizado nas obras rodoviárias. Outros aspectos que se destacam para este tipo de base são o ganho de resistência ao longo do tempo devido à cura, mesmo com início da operação da rodovia e a importância da infraestrutura remanescente no dimensionamento. Tais fatos foram corroborados pelos estudos de caso e resultados do trecho experimental construído na Rodovia Ayrton Senna - SP 070, monitorado por meio de ensaios deflectométricos com FWD durante um ano. Como resultado do trabalho, foi proposto um procedimento para o dimensionamento estrutural de pavimentos com camadas recicladas a frio com espuma de asfalto utilizando dados deflectométricos que atende o método do Manual de Pavimentação do Departamento Nacional de Infraestrutura de Transportes (DNIT) e incorpora diferentes aspectos na análise mecanicista. Outras conclusões são a viabilidade técnica a longo prazo da solução mencionada e a importância do controle tecnológico, com ênfase para o monitoramento deflectométrico nos primeiros meses de operação do pavimento para averiguar a evolução da cura do material.

Field and laboratory performance evaluation of a field-blended rubber asphalt.

ALICE is one of four major experiments of particle accelerator LHC installed in the European laboratory CERN. The management committee of the LHC accelerator has just approved a program update for this experiment. Among the upgrades planned for the coming years of the ALICE experiment is to improve the resolution and tracking efficiency maintaining the excellent particles identification ability, and to increase the read-out event rate to 100 KHz. In order to achieve this, it is necessary to update the Time Projection Chamber detector (TPC) and Muon tracking (MCH) detector modifying the read-out electronics, which is not suitable for this migration. To overcome this limitation the design, fabrication and experimental test of new ASIC named SAMPA has been proposed . This ASIC will support both positive and negative polarities, with 32 channels per chip and continuous data readout with smaller power consumption than the previous versions. This work aims to design, fabrication and experimental test of a readout front-end in 130nm CMOS technology with configurable polarity (positive/negative), peaking time and sensitivity. The new SAMPA ASIC can be used in both chambers (TPC and MCH). The proposed front-end is composed of a Charge Sensitive Amplifier (CSA) and a Semi-Gaussian shaper. In order to obtain an ASIC integrating 32 channels per chip, the design of the proposed front-end requires small area and low power consumption, but at the same time requires low noise. In this sense, a new Noise and PSRR (Power Supply Rejection Ratio) improvement technique for the CSA design without power and area impact is proposed in this work. The analysis and equations of the proposed circuit are presented which were verified by electrical simulations and experimental test of a produced chip with 5 channels of the designed front-end. The measured equivalent noise charge was <550e for 30mV/fC of sensitivity at a input capacitance of 18.5pF. The total core area of the front-end was 2300?m × 150?m, and the measured total power consumption was 9.1mW per channel.

Characterization of residual soil used for infiltration of reclaimed water

The effects of climate change and the growing demand for water for domestic, industrial, agricultural and recreational activities have been led the use of treated wastewater (reclaimed water) for such applications. The artificial recharge of aquifers with treated wastewater can be an alternative way for restoring underground water volumes that can be used for satisfying some activities, particularly in water shortage areas or where their quality is not suitable for use. After a two-year monitoring period in the Vila Fernando WWTP (Guarda, Portugal), the characteristics of the treated effluent suggest that it could be used for infiltration for aquifer recharge. A multi-criteria analysis based on GIS was developed for site location of infiltration sites. The procedure has involved the combination of six thematic maps and environmental, technical and economic criteria, over an area of 6687.1 ha. About 6.4 ha were selected for suitable sites for infiltration and one of these sites (Quinta de Gonçalo Martins, Guarda) was selected for collecting soil samples. The characterization of the soil indicates that is favorable to the infiltration of treated wastewater for artificial recharge of aquifers.