Lightweight Aggregate Use in Structural Concrete, MLR-69-1 and R-229, 1969

The Iowa State Highway Commission has adopted a number of rigid safety requirements that the Bureau of Public Roads has set forth as standards for road construction. One of these safety requirements is the elimination of two piers on Interstate grade separations, thus leaving two long spans. These longer spans lower the ability of prestressed concrete beams to compete economically with steel beams. In an effort to be more competitive, the prestressing companies have been studying the use of lightweight aggregate in structural concrete.

Thermogravimetric Analysis of Carbonate Aggregate, HR-336, 1994

Research has shown that one of the major contributing factors in early joint deterioration of portland cement concrete (PCC) pavement is the quality of the coarse aggregate. Conventional physical and freeze/thaw tests are slow and not satisfactory in evaluating aggregate quality. In the last ten years the Iowa DOT has been evaluating X-ray analysis and other new technologies to predict aggregate durability in PCC pavement. The objective of this research is to evaluate thermogravimetric analysis (TGA) of carbonate aggregate. The TGA testing has been conducted with a TA 2950 Thermogravimetric Analyzer. The equipment is controlled by an IBM compatible computer. A "TA Hi-RES" (trademark) software package allows for rapid testing while retaining high resolution. The carbon dioxide is driven off the dolomite fraction between 705 deg C and 745 deg C and off the calcite fraction between 905 deg C and 940 deg C. The graphical plot of the temperature and weight loss using the same sample size and test procedure demonstrates that the test is very accurate and repeatable. A substantial number of both dolomites and limestones (calcites) have been subjected to TGA testing. The slopes of the weight loss plot prior to the dolomite and calcite transitions does correlate with field performance. The noncarbonate fraction, which correlates to the acid insolubles, can be determined by TGA for most calcites and some dolomites. TGA has provided information that can be used to help predict the quality of carbonate aggregate.

The Value of the County Engineer: Strategies to Expand the Shrinking Employment Pool, HR-338, 1993

The first phase of this research involved an effort to identify the issues relevant to gaining a better understanding of the County Engineering profession. A related objective was to develop strategies to attract responsible, motivated and committed professionals to pursue County Engineering positions. In an era where a large percentage of County Engineers are reaching retirement age, the shrinking employment pool may eventually jeopardize the quality of secondary road systems not only in Iowa, but nationwide. As we move toward the 21st century, in an era of declining resources, it is likely that professional staff members in charge of secondary roads will find themselves working with less flexible budgets for the construction and maintenance of roads and bridges. It was important to understand the challenges presented to them, and the degree to which those challenges will demand greater expertise in prioritizing resource allocations for the rehabilitation and maintenance of the 10 million miles of county roads nationwide. Only after understanding what a county engineer is and what this person does will it become feasible for the profession to begin "selling itself", i.e., attracting a new generation of County Engineers. Reaching this objective involved examining the responsibilities, goals, and, sometimes, the frustrations experienced by those persons in charge of secondary road systems in the nine states that agreed to participate in the study. The second phase of this research involved addressing ways to counter the problems associated with the exodus of County Engineers who are reaching retirement age. Many of the questions asked of participants asked them to compare the advantages and disadvantages of public sector work with the private sector. Based on interviews with nearly 50 County Engineers and feedback from 268 who returned surveys for the research, issues relevant to the profession were analyzed and recommendations were made to the profession as it prepares to attract a new generation. It was concluded that both State and Regional Associations for County Engineers, and the National Association of County Engineers are most well-situated to present opportunities for continued professional development. This factor is appealing for those who are interested in competitive advantages as professionals. While salaries in the public sector may not be able to effectively compete with those offered by the private sector, it was concluded that this is only one factor of concern to those who are in the business of "public service". It was concluded, however, that Boards of Supervisors and their equivalents in other states will need to more clearly understand the value of the contributions made by County Engineers. Then the selling points the profession can hope to capitalize on can focus on the strength of state organizations and a strong national organization that act as clearinghouses of information and advocates for the profession, as well as anchors that provide opportunities for staying current on issues and technologies.

High Range Water Reducer in Portland Cement Concrete Made with D-Cracking Susceptible Coarse Aggregate, HR-1021, 1980

The objective of this research was to determine of the use of High Range Water Reducers (HRWR) (resulting in a lower water content ratio) with a D-cracking susceptible crushed limestone coarse aggregate would yield significant improvement in the durability.

Coarse Aggregate Gradations for P.C. Concrete, MLR-94-8, 1995

The effect of coarse aggregate gradation and cement content on strength of concrete was studied. Concrete made of Iowa Department of Transportation Standard Mix C-3 and Aggregate Gradation No. 3 were selected as reference. C-3 proportions were used for mixes #1 and #2. C-3 mix with 10% reduction of the cement content was used for mix #3. C-3 mix with 20% reduction of the cement content was used for mix #4. On the other hand, mix #1 used coarse aggregate of Gradation No. 3, while mixes #2, #3, and #4 used coarse aggregate mix of 65% concrete stone and 35% 3/8 in. chips. It was found that strengths of portland cement concrete decrease with decreasing cement factor. On the other hand, 35% of chip replacement for coarse aggregate increases strengths of concrete. By replacing 35% of coarse aggregate with chips, one could reduce cement factor 10% and achieve equivalent strengths.

Structural Analysis of Aggregate Blends Using the SHRP Gyratory Compactor, MLR-95-8, 1996

The Iowa Department of Transportation (IDOT) received a Strategic Highway Research Program (SHRP) gyratory compactor in December 1994. Since then IDOT has been studying the ability of the compactor to analyze fundamental properties of aggregates such as shape, texture, and gradation by studying the volumetrics of the aggregate blends under a standard load using the SHRP gyratory compactor. This method of analyzing the volumetrics of aggregate blends is similar to SHRP's fine aggregate angularity procedure, which analyzes void levels in noncompacted aggregate blends, which in turn can be used to evaluate the texture or shape of aggregates, what SHRP refers to as angularity. Research is showing that by splitting the aggregate blend on the 2.36-mm (#8) sieve and analyzing the volumetrics or angularity of the separated blend, important fundamental properties can be determined. Most important is structure (the degree and location of aggregate interlock). In addition, analysis of the volumes of the coarse and fine portions can predict the voids in the mineral aggregate and the desired asphalt content. By predicting these properties, it can be determined whether the combined aggregate blend, when mixed with asphalt cement, will produce a mix with structural adequacy to carry the designed traffic load.

Evaluation of Cover Aggregate Stripping Characteristics, HR-182, 1979

The purpose of Research Project HR-182 was to identify those aggregate types which would perform satisfactorily as seal coat aggregates. Aggregates were chosen from across the State to represent the various types normally encountered and were used with two different types of binder bitumens. A water spray treatment was also included to simulate the effects of rainfall. The evaluation was based upon aggregate retention. Due to the influence of unexpected variables upon the field samples, the laboratory data are reliable for only the most general observations. Namely, that gravels as a group appear to be retained better than carbonates and rain-fall shortly after seal coat placement can affect aggregate retention. The subsequent field observations and analysis of skid resistance data permit the following conclusions: 1. Aggregate retention is influenced by lithologic type with the gravels, quartzite, haydite, dolomites, and medium grained limestones performing best. 2. Aggregate retention is not influenced by binder bitumen type. 3. Friction values of seal coats are influ-enced by aggregate retention and/or lithologic type. The following recommendations have been determined: The aggregate used for cover aggregate/seal coat projects should be Type 4 or better skid resistance as identified in Iowa DOT Materials Instructional Memorandum T-203. This will result in maximizing the possibility of good aggregate retention and skid resistance.

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.

Evaluation of Experimental Data Obtained from Lightweight Aggregate Bridge Girders, HR-104, 1968

The use of lightweight aggregates in prestressed concrete is becoming more of a reality as our design criteria become more demanding. Bridge girders of greater lengths have been restricted from travel on many of our highways because the weight of the combined girders and transporting vehicle is excessive making hauls of any distance prohibitive. This, along with new safety recommendations, prompted the State of Iowa to investigate the use of lightweight aggregate bridge girders. A series of three projects was started to investigate the possibility of using lightweight aggregate in prestressed concrete. The object of this project is to study the effect which lightweight aggregate concrete has on the camber of bridge girders when used in a field situation.

Field Observation of Five Lightweight Aggregate Pretensioned Prestressed Bridge Beams, HR-104, 1969

The use of lightweight aggregates in pretensioned prestressed concrete beams is becoming more advantageous as our design criteria dictate longer span concrete bridges. Bridge beams of greater lengths have been restricted from travel on many of our highways because the weight of the combined beams and transporting vehicle was excessive, making hauls of any distance prohibitive. This, along with the fact that new safety requirements necessitate the use of longer spans in grade separation structures over major highways, prompted the State of Iowa to investigate the use of lightweight aggregate bridge beams. The objective of this project is the collection of field deflection measurements for five pretensioned prestressed lightweight aggregate concrete bridge beams fabricated by conventional plant processes; also the comparison of the actual cambers and deflections of the beams with that predicted from the design assumptions.

Fly Ash Affect on Alkali-Aggregate Reactivity, MLR-88-7, 1989

Cement-aggregate reactions were first reported in the 1940's. Depletion of quality aggregate, changes in cement and the use of fly ash make cement-aggregate reactions a problem still today. This latest research into alkali-aggregate reactivity was initiated to evaluate the new ASTM style test containers and evaluate the effect of Class C fly ash on the expansive reaction. Three aggregates were tested in combination with three cements and three fly ashes available in Iowa. Thirty-six combinations were made and tested over a six-month period. The conclusions were: (1) the new style ASTM containers were much more effective than the containers used by the Iowa DOT in the past; (2) some mixes with 15 percent Class C fly ash had increased expansion over comparative mixes without fly ash; and (3) the Oreapolis #8 pit did not appear to have an alkali-silica reaction problem based on this testing and earlier reported testing.

Durability of P.C. Concrete as Affected by Aggregate Size, Curing and Proportions, R-214, 1968

The durability of concrete is a most important aspect in pavement life. Deterioration of the interstate portland cement concrete pavement has prompted various studies of factors which may contribute to the durability. Studies of cores taken from deteriorated areas indicated that the larger particles of coarse aggregate may contribute greatly to the problem. This indication was mainly due to the analysis of the cracking pattern which showed that most of the cracks passed through the larger aggregates and the larger aggregate particles were more cracked than the smaller particles. The purpose of this project is to determine if the size of the coarse aggregate has a bearing on the durability of freeze and thaw beams. A secondary purpose of this project is to determine what effect the method of curing and proportions have on the durability of freeze and thaw beams.

An Investigation of Portland Cement Concrete Utilizing 70% Class V Aggregate and 30% Calcareous Coarse Aggregate, R-255, 1973

The main sources of coarse aggregate for secondary slip form paving in Southwest Iowa exhibit undesirable "D" cracking. "D" cracking is a discoloration of the concrete caused by fine, hairline cracks. These cracks are caused by the freezing and thawing of moisture inside the coarse aggregate. The cracks are often hour glass shaped, are parallel to each other, and occur along saw joints. The B-4, a typical secondary mix, utilizes 50% fine aggregate and 50% coarse aggregate. It has been proposed that a concrete mix with less coarse aggregate and more fine aggregate might impede this type of deterioration. The Nebraska Standard 47B Mix, a 70% fine aggregate, and 30% coarse aggregate mix, as used by Nebraska Department of Roads produces concrete with ultimate strengths in excess of 4500 psi but because of the higher cost of cement (it is a six bag per cubic yard mix) is not competitive with our present secondary mixes. The sands of Southwest Iowa generally have poorer mortar strengths than the average Iowa Sand. Class V Aggregate also found in Southwest Iowa has a coarser sand fraction, therefore it has a better mortar strength, but exhibits an acidic reaction and therefore must be·used with limestone. This illustrates the need to find a mix for use in Southwest Iowa that possesses adequate strength and satisfactory durability at a low cost. The purpose of this study is to determine a concrete mix with an acceptable cement content which will produce physical properties similar to that of our present secondary paving mixes.

Characteristics of Chemical Treated Roadway Surfaces, HR-33, 1963

Iowa Highway Commission Project HR-33, "Characteristics of Chemically Treated Roadway Surfaces", was investigated at the Iowa Engineering Experiment Station under Project 375-S. The purpose of the project as originally proposed was to study the physical and chemical characteristics of chemically treated roadway surfaces. All chemical treatments were to be included, but only sodium chloride and calcium chloride treated roadways were investigated. The uses of other types of chemical treatment were not discovered until recently, notably spent sulfite liquor and a commercial additive. Costs of stabilized secondary roads in Hamilton County averaged $4300.00 per mile even though remanent soil-aggregate material was used. The cost of similar roads in Franklin County was $4400.00 per mile. The Franklin County road surfaces were constructed entirely from materials that were hauled to the road site. Costs in Butler County were a little over $3000.00 per mile some eight years ago. Chemical investigations indicate that calcium chloride and sodium chloride are lost through leaching. Approximately 95 percent of the sodium chloride appears to have been lost, and nearly 65 percent of the calcium chloride has disappeared. The latter value may be much in error since surface dressings of calcium chloride are commonly used and have not been taken into account. Clay contents of the soil-aggregate-chemical stabilized roads range from about 6 to ll percent, averaging 8 or 9 percent. The thicknesses of stabilized mats are usually 2 to 4 inches, with in-place densities ranging from 130 to 145 pcf. Generally the densities found in sodium chloride stabilized roads were slightly higher than those found in the calcium chloride stabilized roads.