MediaWiki API result

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            "451": {
                "pageid": 451,
                "ns": 0,
                "title": "Red sand",
                "revisions": [
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                        "*": "==What is it?==\nRed sand, also known as a \"Minnesota filter\", is iron enhanced sand designed to capture soluble [[phosphorus]] that generally passes through a typical stormwater management facility. Iron has an affinity for dissolved phosphorus, which will serve to bind and therefore remove a portion of the dissolved phosphorus from the stormwater. <ref name=LSRCA>Lake Simcoe Region Conservation Authority. Showcasing Water Innovation: Stormwater Performance Monitoring Report. 2013. http://www.lsrca.on.ca/Shared%20Documents/reports/swi_monitoring_2013.pdf. Accessed September 8, 2017.</ref> The sand also filters the stormwater by removing a portion of the suspended solids and total phosphorus that may be attached to those particles.<ref name=LSRCA/>\n\n==How is it being used?==\nThe first retrofit  in Ontario to incorporate a red sand filter system was the George Richardson stormwater management pond in Newmarket.<ref name=LSRCA/> Red sand was installed as the last part of a treatment train to function as a final polishing unit. The underground system was first lined with a bentonite clay liner to minimize groundwater exchange, with various layers of clear stone and red sand sandwiched between nonwoven [[geotextiles]]. The water is distributed via a system of perforated pipes embedded in the top layer of the underground system just above the red sand filter media, with collector pipes located near the bottom. The system is estimated to have a reduction in phosphorus of 23 kg/year. <ref name=CVC>Credit Valley Conservation. George Richardson Stormwater Management Pond Retrofit. 2013. http://www.creditvalleyca.ca/wp-content/uploads/2013/08/CVC-Case-Study-George-Richardson_Aug_2013.pdf. Accessed September 8, 2017.</ref>\n\nAnother Ontario project was completed by the Upper Thames River Conservation Authority and Luckhart Transportation Limited, in which they retrofit an innovative wetland treatment system to test a red sand filter. This was the first of its kind for an agricultural application. In this project, a clear round stone was added to improve percolation and phosphorus retention.<ref>Upper Thames River Conservation Authority. Red Sand helps Protect Water Quality. 2014. http://thamesriver.on.ca/2014/11/11/red-sand-helps-protect-water-quality-november-11-2014/. Accessed September 8, 2017.</ref>.\n\nFinally, in a two year STEP research study that compared standard bioretention media to red sand and Sorbtive\u2122 amended media, the red sand plot was shown to have significantly lower total and dissolved phosphorus effluent concentrations.  However the phosphorus reductions occurred only in year 2, after fine particulates in the red sand media had been washed out of the system (STEP, 2019)<ref>STEP. 2019. Improving nutrient retention in bioretention. Technical Brief. Accessed: https://sustainabletechnologies.ca/app/uploads/2019/06/improving-nutrient-retention-in-bioretention-tech-brief.pdf</ref>. \n\n==Benefits==\nEarly data from the George Richardson site indicate a reduction in [[Total suspended solids]] and phosphorus after going through the system.<ref name=CVC/> \"Average TP concentrations into the filter were 0.12 mg/L with a maximum of 0.54 mg/L as compared to an average outlet concentration of 0.052 mg/L with a maximum of 0.13 mg/L. Average soluble phosphorus (orthophosphate) concentrations into the filter were 0.01mg/L with a maximum of 0.031 mg/L as compared with an average outlet concentration of 0.007 mg/L with a maximum of 0.044 mg/L.\" <ref name=LSRCA/> Poor orthophosphate removal was observed during hypoxic or anoxic conditions because the iron/phosphorus bond that facilitates the removal of orthophosphate can be broken under low oxygen conditions.<ref name=LSRCA/>\n\n==References==\n[[category: materials]]\n[[category: phosphorus]]\n[[category:water quality]]"
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            "316": {
                "pageid": 316,
                "ns": 0,
                "title": "Reducing impervious area",
                "revisions": [
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                        "*": "[[File:Tram Linz 077 2 Hillerstrasse.jpg|thumb|Tram Linz 077 2 Hillerstrasse]]\n[[File:Tram 3b La Villette tram et train.jpg|thumb|Tram 3b La Villette tram et train]]\n[[File:Bilbao Euskotran 404.jpg|thumb|Bilbao Euskotran 404]]\n{{TOClimit|2}}\n\nUnnecessary hardscape can be found all around urban areas from paved but unused traffic and parking lot islands to rarely used overflow parking. Many of the strategies described previously are primarily for the purpose of reducing impervious area on a macro scale. The following strategies provide examples of how to reduce impervious area on a micro or lot level scale. Individually, these reductions in impervious area may seem small but they can add up to substantial decreases in runoff and infrastructure costs. \n\n==Strategies==\n===Reduce street width===\nStreets constitute the largest percentage of impervious area and contribute proportionally to the urban runoff.  Streets widths are sized for the free flow of traffic and movements of large emergency vehicles.  In many cases, such as low density residential, these widths are oversized for the typical function of the street.  Amending urban design standards to allow alternative, narrower street widths might be appropriate in some situations.  There are a variety of ways to accommodate emergency vehicle movements and traffic flow on narrower streets, including alternative street parking configurations, vehicle pullout space, connected street networks, prohibiting parking near intersections, and reinforced turf or gravel edges.<ref>United States Environmental Protection Agency (U.S. EPA). 2007. Reducing Stormwater Costs through Low Impact Development (LID) Strategies and Practices. Report No. EPA 841-F-07-006. Washington, D.C.</ref>\n\n===Reduce building footprints===\nReduce the building footprint by using taller multi-story buildings and taking advantage of opportunities to consolidate services into the same space.  A single story design converted to a two- storey structure with the same floor space will eliminate 50% of the building footprint impervious area.  \n\n===Reduce parking footprints===\nParking footprints can be reduced in several ways. Excess parking not only results in greater stormwater impacts and greater stormwater management costs but also adds unnecessary construction and maintenance costs and uses space that could be used for a revenue generating purpose. \n*Keep the number of parking spaces to the minimum required. Parking ratio requirements are often set to meet the highest hourly parking demand during the peak season. The parking space requirement should instead consider an average parking demand and other factors influencing demand like access to mass transit.\n*Take advantage of opportunities for shared parking. For example, businesses with daytime parking peaks can be paired with evening parking peaks, such as offices and a theatre, or land uses with weekday peak demand can be paired with weekend peak demand land uses, such as a school and church.\n*Reductions in impervious surface can also be found in the geometry of the parking lot. One way aisles when paired with angled parking will require less space than a two way aisle.  Other reductions can be found in using unpaved end-of-stall overhangs, setting aside smaller stalls for compact vehicles, and configuring or overlapping common areas like fire lanes, collectors, loading, and drop off areas.\n*More costly approaches to reducing the parking footprint include parking structures or underground parking. \n\n===Consider alternative cul-de-sacs===\nUsing alternatives to the standard 15 metre radius cul-de-sac can further reduce the impervious area required to service each dwelling. Ways to reduce the impervious areas of cul-de-sacs include a landscaped or [[bioretention]] centre island, T-shaped turnaround, or by using a loop road instead.\n\n===Eliminate unnecessary sidewalks and driveways===\nSidewalks are an essential part of the transportation, recreation, safety, and character of a community.  A flexible design standard for sidewalks is recommended to allow for unnecessary sidewalks to be eliminated. Sidewalks that are not needed for pedestrian circulation or connectivity should be removed. Often sidewalks are only necessary on one side of the street. Driveway impervious area can be reduced through the use of shared driveways or alley accessed garages.<ref>Center for Watershed Protection (CWP). 1998. Better Site Design: A Handbook for Changing Development Rules in Your Community. Ellicott City, MD.</ref>\n\n==References==\n<references/>\n[[category: planning]]"
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