Hydraulic, water-quality, and temperature performance of three types of permeable pavement under high sediment loading conditions

Selbig, William R.; Buer, Nicolas H.

doi:10.3133/sir20185037

Cited by 15 publications

(18 citation statements)

References 11 publications

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“…The infiltration rates for PA and PICB observed at the Taipei site were very similar to those reported by USGS [6] and the Montreal study [8], but quite different from results obtained by USEPA [1]. The inconsistency points to the fact that the actual field infiltration rate of porous pavement depends on many factors, such as installation and site environmental conditions, including underlying soil, runoff sediment load, etc.…”

Section: Infiltration Rate Monitoring Resultssupporting

confidence: 56%

“…Additionally, about 5%-7% of the runoff infiltrated into the material later evaporates, which could help mitigate the urban heat-island effect [1], as stipulated by an earlier field test study in Arizona [5]. Another comprehensive study by the US Geological Survey [6] observed higher pollutant removal by PC but also a declining infiltration rate. Permeable pavements could reduce the "black ice" effect because water stored in the pores have temperatures (much water at different times, so many different temperatures) above freezing during winter weather.The transportation sector may potentially be a major user of permeable pavements.…”

mentioning

confidence: 99%

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Field Testing of Porous Pavement Performance on Runoff and Temperature Control in Taipei City

Cheng

et al. 2019

Water

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The Taipei University of Technology, under contract from the Taipei City Government, completed a study on porous asphalt (PA) and permeable interlocking concrete brick (PICB) pavement performance with respect to stormwater runoff reduction and surface temperature mitigation. Additionally, the variation of infiltration rates against time of these pavements was monitored. The results show the following: (a) Runoff peak reduction ranged from 16% for large, intense storms to 55% for small, long-duration storms. Rainfall volume reduction ranged from 16% to 77% with an average of 37.6%; (b) Infiltration rate: for PICB, it decreased by 25% to 50% over a 15-month monitoring period, but the rate at one location increased significantly after cleaning; for PA, the rate remained high at one location, but decreased by 70%-80% after 10 months at two other locations, due mainly to clogging problems; (c) Surface temperature: during storm events, porous concrete bricks had on average lower temperatures compared to regular concrete with a maximum difference of 6.6 • C; for porous asphalt the maximum drop was 3.9 • C. During dry days, both PA and PICB showed a tendency of faster temperature increase as the air temperature rose, but also faster temperature decreases as the air cooled when compared to regular pavements. On very hot days, much lower surface temperatures were observed for porous pavements (for PA: 17.0 • C and for PICB: 14.3 • C) than those for regular pavements. The results suggest that large-scale applications of porous pavements could help mitigate urban heat island impacts.Water 2019, 11, 2635 2 of 15 types of permeable pavements: permeable interlocking concrete paver (PICP); pervious concrete (PC), and porous asphalt (PA). The results show that clogging might affect the infiltration rates at specific locations where solids tend to accumulate. Additionally, about 5%-7% of the runoff infiltrated into the material later evaporates, which could help mitigate the urban heat-island effect [1], as stipulated by an earlier field test study in Arizona [5]. Another comprehensive study by the US Geological Survey [6] observed higher pollutant removal by PC but also a declining infiltration rate. Permeable pavements could reduce the "black ice" effect because water stored in the pores have temperatures (much water at different times, so many different temperatures) above freezing during winter weather.The transportation sector may potentially be a major user of permeable pavements. For example, the Virginia Department of Transportation (VDOT) recently completed a study on PA application at a Park and Ride facility [7]. Results show that the infiltration rates remained high during a four-year monitoring period, and that the maintenance cost was low (less than $1500 per year). Another recent study by [8] reported significant benefits of PICP in reducing runoff peaks and urban flooding duration through field tests conducted in Canada. Recognizing the important role of permeable pavements in helping protect the environment under ...

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Section: Infiltration Rate Monitoring Resultssupporting

confidence: 56%

mentioning

confidence: 99%

Field Testing of Porous Pavement Performance on Runoff and Temperature Control in Taipei City

Cheng

et al. 2019

Water

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“…A second hypothetical option that was taken into consideration for flood risk management in case of the Glinščica river catchment is permeable concrete implementation. Permeable concrete is known to provide a cost-effective solution to the problem of localized urban flooding due to its ability of reducing storm-water runoff [39][40][41][42]. Moreover, permeable concrete (or pavement) also has multiple cold-weather benefits such as less road salt needs to be applied in winter with air stored in the material, which can have a positive effect on melting the snow or ice cover [43,44].…”

Section: Permeable Concretementioning

confidence: 99%

Exploring Options for Flood Risk Management with Special Focus on Retention Reservoirs

et al. 2021

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Floods are among the most frequent and deadliest natural disasters, and the magnitude and frequency of floods is expected to increase. Therefore, the effects of different flood risk management options need to be evaluated. In this study, afforestation, permeable concrete implementation, and the use of dry and wet retention reservoirs were tested as possible options for urban flood risk reduction in a case study involving the Glinščica river catchment (Slovenia). Additionally, the effect of dry and wet reservoirs was investigated at a larger (catchment) scale. Results showed that in the case of afforestation and permeable concrete, large areas are required to achieve notable peak discharge reduction (from a catchment scale point of view). The costs related to the implementation of such measures could be relatively high, and may become even higher than the potential benefits related to the multifunctionality and multi-purpose opportunities of such measures. On the other hand, dry and wet retention reservoirs could provide more significant peak discharge reductions; if appropriate locations are available, such reservoirs could be implemented at acceptable costs for decision makers. However, the results of this study show that reservoir effects quickly reduce with scale. This means that while these measures can have significant local effects, they may have only a minor impact at larger scales. We found that this was also the case for the afforestation and permeable concrete.

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“…In sum, if generalizations are to be made in the presence of widespread terminological inconsistencies, U.S. governmental bodies tend to use: "porous asphalt" when referring to high void fraction continuous surface asphalt, either "pervious concrete" or "porous concrete" when referring to high void fraction continuous surface concrete, "permeable pavement systems" for grids of pervious or impervious pavers, and "permeable pavements" or "pervious pavements" as the over-arching term [38]. Again, exceptions are common, such as the U.S. Geological Survey's Scientific Investigations Report 2018-5037 using "permeable asphalt" and "permeable concrete" [41]. Researchers outside the U.S. are encouraged to consider the publications of their own government.…”

Section: Resolving Terminology Of Porous Permeable and Pervious Pavementsmentioning

confidence: 99%

Advancing Pervious Pavements through Nomenclature, Standards, and Holistic Green Design

et al. 2020

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Researchers developing pervious pavements over the past few decades have commendably demonstrated long-term run-off reduction using a diverse collection of materials. Today, pervious pavements are widely recognized as a low impact development technique and a type of green infrastructure, and installations are proliferating throughout the United States and worldwide. The entire field of pervious pavements though, is being profoundly stunted by three persistent problems: conflicting nomenclature, flawed testing standards, and the absence of a holistic green design framework. This study examines each problem and proposes novel solutions. On nomenclature, a multi-channeled study of the terms “pervious”, “permeable”, and “porous” considers each word’s etymology and usage in the academic literature, in ASTM International standards, and by (U.S.-based) governmental entities. Support is found for using pervious pavements (i.e., “through” the “road”) as the over-arching category of all water passable pavements, branching down into porous pavements (i.e., “full of pores”, including porous asphalt and porous concrete) and permeable pavements (i.e., “containing passages”, often between paver units). ASTM International standards are shown to insufficiently account for the impact of paver unit size on infiltration rate, warranting the development of a more reliable testing method featuring variable infiltration ring size, shape, and placement. Finally, a ten-part holistic green design framework is elucidated for use in assessing candidate pavements and engineering new pavements, contextualizing the latest pervious pavement research and illuminating a brighter path forward.

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Hydraulic, water-quality, and temperature performance of three types of permeable pavement under high sediment loading conditions

Cited by 15 publications

References 11 publications

Field Testing of Porous Pavement Performance on Runoff and Temperature Control in Taipei City

Field Testing of Porous Pavement Performance on Runoff and Temperature Control in Taipei City

Exploring Options for Flood Risk Management with Special Focus on Retention Reservoirs

Advancing Pervious Pavements through Nomenclature, Standards, and Holistic Green Design

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