Bridge Deck Expansion Assembly on I-380 in Waterloo, HR-505B, 1990

The objective of this research was to evaluate two experimental Acme MSB neoprene expansion assemblies to identify possible construction problems and to determine the long term performance. These joints were installed in Black Hawk County on the curved bridge of ramp H from US 218 to I-380 in Waterloo, Iowa. Visual inspections were made yearly. There is slow leakage at one joint and indication that there is some slow leakage of both joints. The joint assemblies have performed well.

Bridge Deck Expansion Assembly on U.S. 20 in Sioux City, HR-505A, 1990

This project was to determine possible construction problems and evaluate the performance of experimental joint seals. Joints were installed in Woodbury County on US 20 over the Missouri River. ACME-Beta B-520 joints were used. Visual inspections were made yearly. Although the joints performed well for eight years, they deteriorated rapidly and have failed. It was concluded these joints did not perform satisfactorily.

Comparison of Creep and Resilient Modulus Laboratory Results with Field Cores, HR-311, Part 3, 1993

This is Part 3 of a study of creep and resilient modulus testing of hot mix asphalt concrete. The creep and resilient modulus testing in Part 1 showed the improved load carrying characteristics of crushed particles. Cores from pavements drilled in Part 2 exhibited a poor correlation with rutting and creep/resilient modulus on pavement with a range of rut depths. The objective of Part 3 was to determine the relationship of creep and resilient modulus for 1) Marshall specimens from laboratory mixing for mix design; 2) Marshall specimens from construction plant mixing; and 3) cores drilled from the hot mixed asphalt pavement. The creep and resilient modulus data from these three sources exhibited substantial variations. No meaningful correlations of the results from these three sources were obtained.

Field Data Collection and Reporting Study, HR-377, 1997

A review of the Iowa Department of Transportation's field data collection and reporting system has been performed. Included were several systems used by the Office of Construction and Local Jurisdictions. The entire field data collection and reporting systems for asphalt cement concrete (ACC) paving, portland cement concrete (PCC) paving, and PCC structures were streamlined and computerized. The field procedures for materials acceptance were also reviewed. Best practices were identified and a method was developed to prioritize materials so transportation agencies could focus their efforts on high priority materials. Iowa State University researchers facilitated a discussion about Equal Employment Opportunity (EEO) and Affirmative Action (AA) procedures between the Office of Construction field staff and the Office of Contracts. A set of alternative procedures was developed. Later the Office of Contracts considered these alternatives as they developed new procedures that are currently being implemented. The job close-out package was reviewed and two unnecessary procedures were eliminated. Numerous other procedures were reviewed and flowcharted. Several changes have been recommended that will increase efficiency and allow staff time to be devoted to higher priority activities. It is estimated the improvements in ACC paving, PCC paving and structural concrete will by similar to three full time equivalent (FTE) positions to field construction, field materials and Office of Materials. Elimination of EEO interviews will be equivalent to one FTE position. It is estimated that other miscellaneous changes will be equivalent to at least one other FTE person. This is a total five FTEs. These are conservative estimates based on savings that are easily quantified. It is likely that total positive effect is greater when items that are difficult to quantify are considered.

Design Manual for Strengthening of Continuous-Span Composite Bridges, HR-333, 1993

The need for upgrading a large number of understrength bridges in the United States has been well documented in the literature. This manual presents two methods for strengthening continuous-span composite bridges: post-tensioning of the positive moment regions of the bridge stringers and the addition of superimposed trusses at the piers. The use of these two systems is an efficient method of reducing flexural overstresses in undercapacity bridges. Before strengthening a given bridge however, other deficiencies (inadequate shear connection, fatigue problems, extensive corrosion) should be addressed. Since continuous-span composite bridges are indeterminant structures, there is longitudinal and transverse distribution of the strengthening axial forces and moments. This manual basically provides the engineer with a procedure for determining the distribution of strengthening forces and moments throughout the bridge. As a result of the longitudinal and transverse force distribution, the design methodology presented in this manual for continuous-span composite bridges is extremely complex. To simplify the procedure, a spreadsheet has been developed for use by practicing engineers. This design aid greatly simplifies the design of a strengthening system for a given bridge in that it eliminates numerous tedious hand calculations, computes the required force and moment fractions, and performs the necessary iterations for determining the required strengthening forces. The force and moment distribution fraction formulas developed in this manual are primarily for the Iowa DOT V12 and V14 three-span four-stringer bridges. These formulas may be used on other bridges if they are within the limits stated in this manual. Use of the distribution fraction formulas for bridges not within the stated limits is not recommended.

Crack and Seat PCC Pavement Prior to Resurfacing US 59 - Shelby County, HR-527, 1993

Asphalt concrete resurfacing is the most commonly utilized rehabilitation practice used by the Iowa Department of Transportation. The major problem with asphalt concrete resurfacing is the reflective cracking from underlying cracks and joints in the portland cement concrete (PCC) pavement. Cracking and seating the PCC prior to an asphalt overlay was the construction method evaluated in this project. There was cracking and seating on portions of the project and portions were overlaid without this process. There were also different overlay thicknesses used. Comparisons of crack and seating to the normal overlay method and the different depths are compared in this report. Cracking and seating results in some structural loss, but does reduce the problem of reflection cracking.

Testing of Old Reinforced Concrete Bridges, HR-390, 1997

The objective of this research project was to service load test a representative sample of old reinforced concrete bridges (some of them historic and some of them scheduled for demolition) with the results being used to create a database so the performance of similar bridges could be predicted. The types of bridges tested included two reinforced concrete open spandrel arches, two reinforced concrete filled spandrel arches, one reinforced concrete slab bridge, and one two span reinforced concrete stringer bridge. The testing of each bridge consisted of applying a static load at various locations on the bridges and monitoring strains and deflections in critical members. The load was applied by means of a tandem axle dump truck with varying magnitudes of load. At each load increment, the truck was stopped at predetermined transverse and longitudinal locations and strain and deflection data were obtained. The strain data obtained were then evaluated in relation to the strain values predicted by traditional analytical procedures and a carrying capacity of the bridges was determined based on the experimental data. The response of a majority of the bridges tested was considerably lower than that predicted by analysis. Thus, the safe load carrying capacities of the bridges were greater than those predicted by the analytical models, and in a few cases, the load carrying capacities were found to be three or four times greater than calculated values. However, the test results of one bridge were lower than those predicted by analysis and thus resulted in the analytical rating being reduced. The results of the testing verified that traditional analytical methods, in most instances, are conservative and that the safe load carrying capacities of a majority of the reinforced concrete bridges are considerably greater than what one would determine on the basis of analytical analysis alone. In extrapolating the results obtained from diagnostic load tests to levels greater than those placed on the bridge during the load test, care must be taken to ensure safe bridge performance at the higher load levels. To extrapolate the load test results from the bridges tested in this investigation, the method developed by Lichtenstein in NCHRP Project 12-28(13)A was used.

Evaluation of Recycled Rubber in Asphalt Concrete, HR-330, 1996

The purpose of this research was to evaluate the performance and the use of asphalt rubber binders and recycled rubber granules in asphalt pavement in the state of Iowa. This five year research project was initiated in June 1991 and it was incorporated into Muscatine County Construction Project US 61 from Muscatine to Blue Grass over an existing 10 in. (25.4 cm) by 24 ft (7.3 m) jointed rigid concrete pavement constructed in 1957. The research site consisted of four experimental sections (one section containing rubber chip, one section containing reacted asphalt rubber in both binder and surface, and two sections containing reacted asphalt rubber in surface) and four control sections. This report contains findings of the University of Northern Iowa research team covering selected responsibilities of the research project "Determination of the aging and changing of the conventional asphalt binder and asphalt-rubber binder". Based on the laboratory test, the inclusion of recycled crumb rubber into asphalt affects the ductility of modified binder at various temperatures.

The Effects of Crushed Particles in Asphalt Mixtures, HR-311 and MLR-88-16, 1990

One of the most serious impediments to the continued successful use of hot-mix asphalt (HMA) pavements is rutting. The Iowa Department of Transportation has required 85% crushed particles and 75-blow Marshall mix design in an effort to prevent rutting on Interstate roadways. Relationships between the percent of crushed particles and resistance to rutting in pavement through the use of various laboratory test procedures must be developed. HMA mixtures were made with 0, 30, 60, 85, and 100% crushed gravel, crushed limestone, and crushed quartzite combined with uncrushed sand and gravel. These aggregate combinations were used with 4, 5, and 6% asphalt cement (ac). Laboratory tests included Marshall stability, resilient modulus, indirect tensile, and creep. A creep resistance factor (CRF) was developed to provide a single numeric value for creep test results. The CRF values relate well to the amount of crushed particles and the perceived resistance to rutting. The indirect tensile test is highly dependent on the ac with a small effect from the percent of crushed particles. The Marshall stability from 75-blow compaction relates well to the percent of crushed particles. The resilient modulus in some cases is highly affected by grade of ac.

Refinement of Rapid PCC Coarse Aggregate Testing Program, HR-1071, 1999

The characterization and categorization of coarse aggregates for use in portland cement concrete (PCC) pavements is a highly refined process at the Iowa Department of Transportation. Over the past 10 to 15 years, much effort has been directed at pursuing direct testing schemes to supplement or replace existing physical testing schemes. Direct testing refers to the process of directly measuring the chemical and mineralogical properties of an aggregate and then attempting to correlate those measured properties to historical performance information (i.e., field service record). This is in contrast to indirect measurement techniques, which generally attempt to extrapolate the performance of laboratory test specimens to expected field performance. The purpose of this research project was to investigate and refine the use of direct testing methods, such as X-ray analysis techniques and thermal analysis techniques, to categorize carbonate aggregates for use in portland cement concrete. The results of this study indicated that the general testing methods that are currently used to obtain data for estimating service life tend to be very reliable and have good to excellent repeatability. Several changes in the current techniques were recommended to enhance the long-term reliability of the carbonate database. These changes can be summarized as follows: (a) Limits that are more stringent need to be set on the maximum particle size in the samples subjected to testing. This should help to improve the reliability of all three of the test methods studied during this project. (b) X-ray diffraction testing needs to be refined to incorporate the use of an internal standard. This will help to minimize the influence of sample positioning errors and it will also allow for the calculation of the concentration of the various minerals present in the samples. (c) Thermal analysis data needs to be corrected for moisture content and clay content prior to calculating the carbonate content of the sample.

Pipe Rehabilitation with Polyethylene Pipe Liners, HR-370, Construction Report, 1995

Corroded, deteriorated, misaligned, and distorted drainage pipes can cause a serious threat to a roadway. Normal practice is to remove and replace the damaged drainage structure. An alternative method of rehabilitating these structures is to slip line them with a polyethylene liner. Twelve drainage structures were slip lined with polyethylene liners during 1994 in Iowa. Two types of liners installed were "Culvert Renew" and "Snap-Tite". It was found that the liners could be easily installed by most highway, county, and city maintenance departments. The liners restore the flow and increase the service life of the original drainage structure. The liners were found to be cost competitive with the removal and replacement of the existing drainage structure. Slip lining has the largest economic benefit when the roadway is paved, the culvert is under a deep fill, or traffic volumes are high. The annular space between the original pipe and the liner was filled with flowable mortar. Care should be taken to properly brace and grout the annular space between the liner and the culvert.

X-Ray Diffraction Studies of Soils and Soil Stabilizers, HR-106, 1965

The two goals of this project stated in the Proposal were: (1) study lime diffusion in clayey soils, and (2) find the role of MgO in soil-dolomitic lime stabilization. Because of the practice significance of these goals we temporarily overstaffed this project, giving somewhat a "crash" program. As a result, proposed work was finished up early (as were the funds), and more important, some of the findings were early enough and of sufficient merit to put into field trials in the Fall of 1964. The work now being completed and the funds all being expended, this Final Report is therefore submitted before the anticipated project termination date.

Performance of Various Thicknesses of P.C. Concrete Secondary Pavement, HR-9, 1979

In 1951 Greene County and the Iowa Highway Research Board paved County Road E-33 from Iowa Highway No. 17 (now Iowa 4) to Farlin with various thicknesses [ranging from 4.5 in. (11.4 cm) to 6 in. (15.2 cm)] of portland cement concrete pavement. The project, designated HR-9, was divided into ten research sections. This formed pavement was placed on the existing grade. Eight of the sections were non-reinforced except for centerline tie bars and no contraction joints were used. Mesh reinforcing and contraction joints spaced at 29 ft 7 in. (9.02 m) intervals were used in two 4.5-in. (11.4-cm) thick sections. The concrete in one of the sections was air entrained. Signs denoting the design and limits of the research sections were placed along the roadway. The pavement has performed well over its 28-year life, carrying a light volume of traffic safely while requiring no major maintenance. The 4.5-in. (11.4-cm) thick mesh-reinforced pavement with contraction joints has exhibited the best overall performance.

Investigation of the Loss of Prestress in Prestressed Concrete Beams due to Steam Curing, HR-62, 1961

Mass production of prestressed concrete beams is facilitated by the accelerated curing of the concrete. The ·method most commonly used for this purpose is steam curing at atmospheric pressure. This requires concrete temperatures as high as 150°F. during the curing period. Prestressing facilities in Iowa are located out of doors. This means that during the winter season the forms are set and the steel cables are stressed at temperatures as low as 0°F. The thermal expansion of the prestressing cables should result in a reduction of the stress which was placed in them at the lower temperature. If the stress is reduced in the cables, then the amount of prestress ultimately transferred to the concrete may be less than the amount for which the beam was designed. Research project HR-62 was undertaken to measure and explain the difference between the initial stress placed in the cables and the actual stress which is eventually transferred to the concrete. The project was assigned to the Materials Department Laboratory under the general supervision of the Testing Engineer, Mr. James W. Johnson. A small stress bed complete with steam curing facilities was set up in the laboratory, and prestressed concrete beams were fabricated under closely controlled conditions. Measurements were made to determine the initial stress in the steel and the final stress in the concrete. The results of these tests indicate that there is a general loss of prestressing force in excess of that caused by elastic shortening of the concrete. The exact amount of the loss and the identification of the factors involved could not be determined from this limited investigation.

Fatigue and Residual Stress Investigation of Composite Prestressed Steel Beams, HR-74, 1963

Two composite, prestressed, steel beams, fabricated by slightly different methods, were fatigue tested to destruction. Stresses and deflections were measured at regular intervals, and the behavior of each beam as failure progressed was recorded. Residual stresses were then evaluated by testing segments of each beam. An attempt was made to assess the effects of the residual stresses on fatigue strength.