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Issue link: http://landscapecontractor.epubxp.com/i/77439
Hardscapes 0!6%23s-!3/.29s",/#+3s2/#+3 0%2-%!",% ).4%2,/#+).' #/.#2%4% 0!6%-%.4 #APITALIZING ON A 'REEN /PPORTUNITY David Pitre, Chairman-Elect, Interlocking Concrete Pavement Institute; Engineering and Sales Manager for Pavestone, LLC C ontractors looking for a break from the sluggish economy should explore the prospects provided by permeable pavement. Industry surveys show that permeable use has grown by 100 percent since 2000, and could double again in the next decade. When mass-produced automobiles became available in the 1920s, an explosion of pavement ribboned across the United States, connecting the nation with about 43,000 square miles of urban impervious cover — an area nearly the size of Ohio. These im- pervious surfaces seal off the underlying soil, creating significant side effects like stream bank erosion, flooding and polluted waterways. To combat these problems, permeable pavement has become a popular substitute for asphalt, for its crucial stormwater manage- ment properties. The three primary technologies that promote stormwater infiltration in vehicular and pedestrian pavements are porous asphalt, pervious concrete and permeable interlocking concrete pavement (PICP). Pervious concrete and porous asphalt consist of small-sized ag- gregates bound with asphalt or cement, creating a porous matrix that supports vehicular traffic. In contrast, PICP is manufactured from a mix of crushed rock, sand, cement and pigment. Because there is very little water in the mix, it is moved easily on conveyor belts and Above: Permeable interlocking concrete pavement (PICP) is made to process precipitation and runoff from even the highest intensity rainstorms. Runoff is often eliminated completely, greatly reducing chances for pollutants to reach waterways. Left: PICP relies on solid, high-strength concrete units to support traffic, surrounded by small, highly permeable stone-filled joints to infiltrate stormwater. The angular-shaped joint aggregate aids interlock and load transfer between units. 14 LC DBM (Continued on page 16)