Red Light Running in Iowa, Jaunary 2001

Crashes related to red light running account for more than 800 deaths and thousands of injuries each year in the United States. Many states and local jurisdictions have undertaken studies and enacted programs in reaction to this major transportation safety concern. This research study examined the scope of this phenomenon in Iowa, reviewed red light running reduction studies and programs nationwide, and proposed countermeasures to address significant violation problems.

Report on a special investigation of the New Hampton Municipal Light Plant for the period January 1, 2001 through May 31, 2012

Report on a special investigation of the New Hampton Municipal Light Plant for the period January 1, 2001 through May 31, 2012

Report on a special investigation of the Coggon Municipal Light Plant for the period July 1, 2004 through August 27, 2012

Report on a special investigation of the Coggon Municipal Light Plant for the period July 1, 2004 through August 27, 2012

Blanket Curing to Promote Early Strength Concrete, MLR-87-7, 1989

Fast Track concrete has proven to be successful in obtaining high early strengths. This benefit does not come without cost. Special Type III cement and insulating blankets to accelerate the cure add to its expense when compared to conventional paving. This research was intended to determine the benefit derived from the use of insulating blankets to accelerate strength gain in three concrete mixes using Type I cement. The goal was to determine mixes and curing procedures that would result in a range of opening times. This determination would allow the most economical design for a particular project by tailoring it to a specific time restraint. Three mixes of various cement content were tested in the field. Flexural beams were cast for each mix and tested at various ages. Two test sections were placed for each mix, one section being cured with the addition of insulating blankets and the other being cured with only conventional curing compound. Iowa Department of Transportation specifications require 500 psi flexural strength before a pavement can be opened to traffic. Concrete with Fast Track proportions (nominal 7 1/2 bag), Type I cement, and insulating blankets reached that strength in approximately 36 hr, a standard mix (nominal 6 1/2 bag) using the blankets in approximately 48 hr, and the Fast Track proportions with Type I cement without blankets in about 60 hr. The results showed a significant improvement in early strength gain with the use of insulating blankets.

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.

Effect of Grooved Concrete on Curing Efficiency, MLR-83-4, 1983

The textured concrete surface on all PCC primary paving projects (and when specified on secondary projects) is required to be grooved in a specified manner. The laboratory test for determining the efficiency index of concrete curing compounds is made on slabs that are not grooved. This short investigation was undertaken to determine any changes in the curing efficiency index when using various rates of application of curing compound on grooved concrete. Currently a 95 percent curing efficiency index is specified at an application rate of 15 square yards per gallon. Can this efficiency be achieved, and if so at what application rate, on grooved concrete? Grooving the concrete greatly increases the surface area and also causes the liquid curing compound to run off the high spots and collect in the grooves.

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.

Steam Curing of Portland Cement Concrete at Atmospheric Pressure, HR-40, 1962

The primary reason for using steam in the curing of concrete is to produce a high early strength. This high early strength is very desirable to the manufacturers of precast and prestressed concrete units, which often require expensive forms or stress beds. They want to remove the forms and move the units to storage yards as soon as possible. The minimum time between casting and moving the units is usually governed by the strength of the concrete. Steam curing accelerates the gain in strength at early ages, but the uncontrolled use of steam may seriously affect the growth in strength at later ages. The research described in this report was prompted by the need to establish realistic controls and specifications for the steam curing of pretensioned, prestressed concrete bridge beams and concrete culvert pipe manufactured in central plants. The complete project encompasses a series of laboratory and field investigations conducted over a period of approximately three years.

A Study of Curing Methods and Type II Cements on the Durability of Concrete, R-11-Z(1), 1969

A program of A (90 day moist room), B (14 day moist room) and C (7 day moist room and 7 day 50%_humidity) type curing for the R-11-Z program of durability of concrete using the automatic freeze and thaw machine (ASTM C-291) has been used in the Materials Department of the Iowa State Highway Commission since December 6, 1966. A summary of the results obtained from then until March 25, 1968, indicates that the B and C type curing are yielding very little valuable information. However, the A cure exhibits a wide range of durability factors and also groups the aggregates in an order which is related to the service record (there are definite exceptions. The biggest disadvantage to the A cure is the length of time that it takes to complete the test (90 day cure and 38 day test). The Kansas Highway Department has experimented with different cements and aggregates in order to determine which combination offers a concrete with the best durability factor possible. In an experimental test section of highway, concrete made with a Type II cement appeared to have better durability than others made with Type I cements. Because of this, a question has been raised at the Iowa State Highway Commission - Can concrete made with Type II cements, because of a lesser amount of tricalcium aluminate, yield better durability than concrete made with Type I cements?

Evaluation of the Confirmation Light System at Signalized Intersections in Medium to Large Iowa Communities to Reduce Red Light Running Violations”, TR-657, 2015

Red light running continues to be a serious safety concern for many communities in the United States. The Federal Highway Administration reported that in 2011, red light running accounted for 676 fatalities nationwide. Red light running crashes at a signalized intersections are more serious, especially in high speed corridors where speeds are above 35 mph. Many communities have invested in red light countermeasures including low-cost strategies (e.g. signal backplates, targeted enforcement, signal timing adjustments and improvement with signage) to high-cost strategies (e.g. automated enforcement and intersection geometric improvements). This research study investigated intersection confirmation lights as a low-cost strategy to reduce red light running violations. Two intersections in Altoona and Waterloo, Iowa were equipped with confirmation lights which targeted the through and left turning movements. Confirmation lights enable a single police officer to monitor a specific lane of traffic downstream of the intersection. A before-after analysis was conducted in which a change in red light running violations prior to- and 1 and 3 months after installation were evaluated. A test of proportions was used to determine if the change in red light running violation rates were statistically significant at the 90 and 95 percent levels of confidence. The two treatment intersections were then compared to the changes of red light running violation rates at spillover intersections (directly adjacent to the treatment intersections) and control intersections. The results of the analysis indicated a 10 percent reduction of red light running violations in Altoona and a 299 percent increase in Waterloo at the treatment locations. Finally, the research team investigated the time into red for each observed red light running violation. The analysis indicated that many of the violations occurred less than one second into the red phase and that most of the violation occurred during or shortly after the all-red phase.

Report on a review of certain expenditures made by the Iowa Department of Public Health, including the Iowa Board of Pharmacy, the Iowa Dental Board, the Iowa Board of Medicine, and the Iowa Board of Nursing, from July 1, 2011 through August 31, 2014

Report on a review of certain expenditures made by the Iowa Department of Public Health, including the Iowa Board of Pharmacy, the Iowa Dental Board, the Iowa Board of Medicine, and the Iowa Board of Nursing, from July 1, 2011 through August 31, 2014

Impacts of Internal Curing on Concrete Properties, TR-676, 2015

Conventional concrete is typically cured using external methods. External curing prevents drying of the surface, allows the mixture to stay warm and moist, and results in continued cement hydration (Taylor 2014). Internal curing is a relatively recent technique that has been developed to prolong cement hydration by providing internal water reservoirs in a concrete mixture that do not adversely affect the concrete mixture’s fresh or hardened physical properties. Internal curing grew out of the need for more durable structural concretes that were resistant to shrinkage cracking. Joint spacing for concrete overlays can be increased if slab warping is reduced or eliminated. One of the most promising potential benefits from using internal curing for concrete overlays, then, is the reduced number of joints due to increased joint spacing (Wei and Hansen 2008).

Portland Cement Concrete Curing Compound Performance Phase I and Phase II, MLR-02-03, 2003

Testing the efficiency of Portland Cement Concrete (PCC) curing compounds is currently done following Test Method Iowa 901-D, May 2002. Concrete test specimens are prepared from mortar materials and are wet cured 5 hours before the curing compound is applied. All brands of curing compound submitted to the Iowa Department of Transportation are laboratory tested for comparative performance under the same test conditions. These conditions are different than field PCC paving conditions. Phase I tests followed Test Method Iowa 901-D, but modified the application amounts of the curing compound. Test results showed that the application of two coats of one-half thickness each increased efficiency compared to one full thickness coat. Phase II tests also used the modified application amounts, used a concrete mix (instead of a mortar mix) and applied curing compound a few minutes after molding. Measurements of losses, during spraying of the curing compound, were noted and were found to be significant. Test results showed that application amounts, testing techniques, concrete specimen mix design and spray losses do influence the curing compound efficiency. The significance of the spray losses indicates that the conventional test method being used (Iowa 901 D) should be revised.

Examination of Curing Criteria for Cold In-Place Recycling, TR-553, 2008

Cold In-Place Recycling (CIR) has been used widely in rehabilitating the rural highways because it improves a long-term pavement performance. A CIR layer is normally covered by a hot mix asphalt (HMA) overlay in order to protect it from water ingress and traffic abrasion and obtain the required pavement structure and texture. Curing is the term currently used for the period of time that a CIR layer should remain exposed to drying conditions before an HMA overlay is placed. The industry standard for curing time is 10 days to 14 days or a maximum moisture content of 1.5 percent, which appear to be very conservative. When the exposed CIR layer is required to carry traffic for many weeks before the wearing surface is placed, it increases the risk of a premature failure in both CIR layer and overlay. This study was performed to explore technically sound ways to identify minimum in-place CIR properties necessary to permit placement of the HMA overlay. To represent the curing process of CIR pavement in the field construction, three different laboratory curing procedures were examined: 1) uncovered, 2) semi-covered and 3) covered specimens. The indirect tensile strength of specimens in all three curing conditions did not increase during an early stage of curing but increased during a later stage of curing usually when the moisture content falls below 1.5%. Dynamic modulus and flow number increased as curing time increased and moisture contents decreased. For the same curing time, CIR-foam specimens exhibited the higher tensile strength and less moisture content than CIR-emulsion. The laboratory test results concluded that the method of curing temperature and length of the curing period significantly affect the properties of the CIR mixtures. The moisture loss index was developed to predict the moisture condition in the field and, in the future, this index be calibrated with the measurements of temperature and moisture of a CIR layer in the field.

Examination of Curing Criteria for Cold In-Place Recycling Phase 2: Measuring Temperature, Moisture, Deflection and Distress from CIR Test Section, TR-590, 2009

The previous research performed laboratory experiments to measure the impacts of the curing on the indirect tensile strength of both CIR-foam and CIR-emulsion mixtures. However, a fundamental question was raised during the previous research regarding a relationship between the field moisture content and the laboratory moisture content. Therefore, during this research, both temperature and moisture conditions were measured in the field by embedding the sensors at a midpoint and a bottom of the CIR layer. The main objectives of the research are to: (1) measure the moisture levels throughout a CIR layer and (2) develop a moisture loss index to determine the optimum curing time of CIR layer before HMA overlay. To develop a set of moisture loss indices, the moisture contents and temperatures of CIR-foam and CIR-emulsion layers were monitored for five months. Based on the limited field experiment, the following conclusions are derived: 1. The moisture content of the CIR layer can be monitored accurately using the capacitance type moisture sensor. 2. The moisture loss index for CIR layers is a viable tool in determining the optimum timing for an overlay without measuring actual moisture contents. 3. The modulus back-calculated based on the deflection measured by FWD seemed to be in a good agreement with the stiffness measured by geo-gauge. 4. The geo-gauge should be considered for measuring the stiffness of CIR layer that can be used to determine the timing of an overlay. 5. The stiffness of CIR-foam layer increased as a curing time increased and it seemed to be more influenced by a temperature than moisture content. The developed sets of moisture loss indices based on the field measurements will help pavement engineers determine an optimum timing of an overlay without continually measuring moisture conditions in the field using a nuclear gauge.