Changes

* geo-grids for sites with heavy vehicle loading

* geo-grids for sites with heavy vehicle loading

* monitoring wells and clean-outs

* monitoring wells and clean-outs

<gallery mode="packed-overlay" perrow=5 widths=150px heights=150px>

<gallery mode="packed-hover" perrow=5 widths=150px heights=150px>

File:PICPDouble.png|Permeable Interlocking Concrete Pavers (PICP) on a road with concrete edge restraints separating the impervious and permeable pavements.

File:Frankenthal - Versickerungsfähige Pflaster.jpg|Permeable Interlocking Concrete Pavers (PICP) on a roadway.  

File:Gridpaver.png.jpg|Permeable Grid System filled with gravel.

File:Gridpaver.png.jpg|Permeable Grid System filled with gravel (Source: Alexander Eichler).

File:PaveDrain.jpg|Permeable Articulated Block Systems: PaveDrain at the LSRCA headquarters in Newmarket, ON is an example of an articulated block system designed for heavy loads.

File:ArticulatedBlockPavers.png|Permeable Articulated Block Systems; mostly used for erosion control sites.  

File:perviousconcrete.png|Pervious Concrete applied to an alleyway in Chicago (Source: City of Chicago).

File:perviousconcrete.png|Pervious Concrete applied to an alleyway in Chicago (Source: City of Chicago).

File:Porousasphalt.png|Porous Asphalt parking lot (Source: Villanova Urban Stormwater Partnership).  

File:PorousAsphalt Stalls.png|Porous Asphalt in parking stalls (Source: EOR).  

</gallery>

</gallery>

The bottom of the reservoir should be level so that water infiltrates evenly.

The bottom of the reservoir should be level so that water infiltrates evenly.

'''[[Permeable paving: Sizing]]'''

'''[[Permeable pavements: Sizing]]'''

===Geotextile===

===Geotextile===

Permeable paving is not typically used in locations subject to heavy loads. However, some permeable pavements are designed for heavy loads and have been used in commercial port loading and storage areas.  A flexible geogrid structure may be used to improve the structural capacity of the pavement by spreading loads over a larger area.  Increasing the base thickness will also improve structural capacity.

Permeable paving is not typically used in locations subject to heavy loads. However, some permeable pavements are designed for heavy loads and have been used in commercial port loading and storage areas.  A flexible geogrid structure may be used to improve the structural capacity of the pavement by spreading loads over a larger area.  Increasing the base thickness will also improve structural capacity.

<gallery mode="packed" widths=300px heights=300px>

<gallery mode="packed" widths=300px heights=300px>

File:PaveDrain.jpg|PaveDrain at the LSRCA headquarters in Newmarket, ON is an example of an articulated block system designed for heavy loads.

File:Articulatedblocksystem.png|Permeable articulated block system at the LSRCA headquarters in Newmarket, ON is designed for heavy loads.

File:Geogitter-4.jpg|Geogrids like these are sometimes incorporated into the layers of permeable pavement foundation aggregates to provide additional stability and conserve aggregate material.

File:Geogitter-4.jpg|Geogrids like these are sometimes incorporated into the layers of permeable pavement foundation aggregates to provide additional stability and conserve aggregate material.

</gallery>

</gallery>

===Modeling permeable paving in the Treatment Train Tool===

 

'''[[Permeable paving: TTT]]'''

===Modelling permeable pavements in the Treatment Train Tool===

'''[[Permeable pavements: TTT]]'''

==Construction Considerations==

==Construction Considerations==

|style="text-align: center;" |King City, Ontario

|style="text-align: center;" |King City, Ontario

|style="text-align: center;" |'''<u><span title="Note: In this study, there was no underdrain in the pavement base, but an underdrain was located 1 m below the native soils to allow for sampling of infiltrated water. Temporary water storage fluctuations in the base were similar to those expected in a no underdrain design." >99%*</span></u>'''

|style="text-align: center;" |'''<u><span title="Note: In this study, there was no underdrain in the pavement base, but an underdrain was located 1 m below the native soils to allow for sampling of infiltrated water. Temporary water storage fluctuations in the base were similar to those expected in a no underdrain design." >99%*</span></u>'''

|style="text-align: center;" |[https://sustainabletechnologies.ca/app/uploads/2013/03/PP_FactsheetSept2011-compressed.pdf/ TRCA (2008)]

|style="text-align: center;" |<span class="plainlinks">[https://sustainabletechnologies.ca/app/uploads/2013/03/PP_FactsheetSept2011-compressed.pdf TRCA (2008)]</span>

|-

|-

|rowspan="7" style="text-align: center;" | Permeable pavement with underdrain

|rowspan="7" style="text-align: center;" | Permeable pavement with underdrain

|-

|-

|style="text-align: center;" |Vaughan, Ontario

|style="text-align: center;" |Vaughan, Ontario

|style="text-align: center;" |45%²

|style="text-align: center;" |'''<u><span title="Note: Runoff reduction estimates are based on differences in runoff volume between the practice and a conventional impervious surface over the period of monitoring.">45%*</span></u>'''

|style="text-align: center;" |[https://sustainabletechnologies.ca/app/uploads/2016/02/KPP-Ext_FinalReport_Dec2015.pdf/ Van Seters and Drake (2015)]

|style="text-align: center;" |<span class="plainlinks">[https://sustainabletechnologies.ca/app/uploads/2016/02/KPP-Ext_FinalReport_Dec2015.pdf Van Seters and Drake (2015)]</span>

|-

|-

|style="text-align: center;" |North Carolina

|style="text-align: center;" |North Carolina

|style="text-align: center;" |Mississauga

|style="text-align: center;" |Mississauga

|style="text-align: center;" |61 to 99%

|style="text-align: center;" |61 to 99%

|style="text-align: center;" |[https://cvc.ca/wp-content/uploads/2018/05/IMAX-Low-Impact-Development-Monitoring-Case-Study-may-24.pdf/ CVC (2018)]

|style="text-align: center;" |<span class="plainlinks">[https://cvc.ca/wp-content/uploads/2018/05/IMAX-Low-Impact-Development-Monitoring-Case-Study-may-24.pdf CVC (2018)]</span>

|-

|-

| colspan="2" style="text-align: center;" |'''<u><span title="Note: This estimate is provided only for the purpose of initial screening of LID practices suitable for achieving stormwater management objectives and targets.  Performance of individual facilities will vary depending on site specific contexts and facility design parameters and should be estimated as part of the design process and submitted with other documentation for review by the approval authority." >Runoff Reduction Estimate*</span></u>'''

| colspan="2" style="text-align: center;" |'''<u><span title="Note: This estimate is provided only for the purpose of initial screening of LID practices suitable for achieving stormwater management objectives and targets.  Performance of individual facilities will vary depending on site specific contexts and facility design parameters and should be estimated as part of the design process and submitted with other documentation for review by the approval authority." >Runoff Reduction Estimate*</span></u>'''

===Other Benefits===

===Other Benefits===

* ''Winter Performance:'' Snow plow and deicing costs are reduced due to rapid drainage of snow melt. Puddling on parking lots is also reduced.  A two year study of PICP in Vaughan found that the PICP provides equivalent or higher levels of safety compared with asphalt when treated with de-icing products at medium (0.049 kg/m2) or low (0.024 kg/m2) salt application rates<ref>Marvin, J., Scott, J., Van Seters, T., Bowers, B., Drake, J. Winter Maintenance of Permeable Interlocking Concrete Pavement: Evaluating Opportunities to Reduce Road Salt Pollution and Improve Winter Safety, submitted to Transportation Research Record May 2020, under review</ref>.

* ''Winter Performance:'' Snow plow and deicing costs are reduced due to rapid drainage of snow melt. Puddling on parking lots is also reduced.  A two year study of PICP in Vaughan found that the PICP provides equivalent or higher levels of safety compared with asphalt when treated with de-icing products at medium (0.049 kg/m2) or low (0.024 kg/m2) salt application rates<ref>Marvin, J., Scott, J., Van Seters, T., Bowers, B., Drake, J. Winter Maintenance of Permeable Interlocking Concrete Pavement: Evaluating Opportunities to Reduce Road Salt Pollution and Improve Winter Safety, submitted to Transportation Research Record May 2020, under review</ref>.

*''Urban Heat Island Effect Reduction:'' Porous materials have less thermal conductivity and thermal capacity than traditional impervious pavement, thereby reducing the urban heat island effect <ref name="example3">Ferguson, B.K. 2005. Porous Pavements. Integrative Studies in Water Management and Land Development. Taylor and Francis: New York.</ref>.  Year round measurements of asphalt and PICP surface temperatures in King City, Ontario showed asphalt temperatures above  20°C approximately 12% more often than the adjacent permeable pavers [https://sustainabletechnologies.ca/app/uploads/2013/03/PP_FactsheetSept2011-compressed.pdf/ (TRCA, 2008)].  

*''Urban Heat Island Effect Reduction:'' Porous materials have less thermal conductivity and thermal capacity than traditional impervious pavement, thereby reducing the urban heat island effect <ref name="example3">Ferguson, B.K. 2005. Porous Pavements. Integrative Studies in Water Management and Land Development. Taylor and Francis: New York.</ref>.  Year round measurements of asphalt and PICP surface temperatures in King City, Ontario showed asphalt temperatures above  20°C approximately 12% more often than the adjacent permeable pavers [https://sustainabletechnologies.ca/app/uploads/2013/03/PP_FactsheetSept2011-compressed.pdf/ (TRCA, 2008)].  

*[https://permacon.ca/en/ Permacon]

*[https://permacon.ca/en/ Permacon]

==Gallery==

==Gallery==

{{:Permeable paving: Gallery}}

{{:Permeable pavements: Gallery}}