Laboratory Evaluation of Asphalt-Rubber in Asphalt Paving Mixture, MLR-89-15, 1990

Interest in the use of ground rubber from used tires as a hot asphalt mix binder has been increasing due to the magnitude of the disposal problem posed by the annual addition of millions of waste tires to the refuse stream. This study evaluates, through laboratory means, the performance of asphalt-rubber as a hot mix binder as compared to conventional asphalt. The results indicate that asphalt-rubber outperforms its base asphalt in mixes of identical gradation and comparable void content on tests that are heavily dependent on binder characteristics (resilient modulus and indirect tension). An appreciable increase in rut resistance due to the use of asphalt-rubber is not indicated.

Laboratory Evaluation of Polymer and Multi-Grade Asphalt Binders, MLR-90-5, 1992

A number of claims have been made that polymer modified asphalt cements, multi-grade asphalt cements, and other modifications of the liquid asphalt will prevent rutting and other deterioration of asphalt mixes, thereby, extending the service life of asphalt pavements. This laboratory study evaluates regular AC-20 asphalt cement, PAC-30 polymer modified asphalt cement and AC-10-30 multi-grade asphalt cement. PAC-30 was also evaluated with 15% Gilsonite and 15% Witcurb in a 75% crushed stone - 25% sand mix. These mixtures were evaluated for all Marshall properties along with indirect tensile, resilient modulus, and creep resistance.

Evaluation of the Argentine Nondestructive Test for Determining Concrete Compressive Strength, R-269 and MLR-75-2, 1975

The compressive strength of concrete is an important factor in the design of concrete structures and pavements. To assure the quality of the concrete placed at the project, concrete compressive cylinders are made at the jobsite. These cylinders undergo a destructive test to determine their compressive strength. However, the determination of concrete compressive strength of the concrete actually in the structure or pavement is frequently desirable. For this reason, a nondestructive test of the concrete is required. A nondestructive test of concrete compressive strength should be economical, easily performed by field personnel, and capable of producing accurate, reproducible results. The nondestructive test should be capable of detecting the extent of poor concrete in a pavement or structure due to improper handling, placement, or variations in mixing or materials.

Production and Evaluation of Calcium Magnesium Acetate, HR-243, 1982

Calcium magnesium acetate (CMA) has been identified by Bjorksten Research Laboratories as an environmentally harmless alternative to sodium or calcium chloride for deicing highways. Their study found CMA to be noncorrosive to steel, aluminum and zinc with little or no anticipated environmental impact. When used, it degrades into elements found in abundance in nature. The deicing capabilities were found to be similar to sodium chloride. The neutralized CMA they produced did cause scaling of PC concrete, but they did not expect mildly alkaline CMA to have this effect. In the initial investigation of CMA at the Iowa DOT laboratory, it was found that CMA produced from hydrated lime and acetic acid was a light, fluffy material. It was recognized that a deicer in this form would be difficult to effectively distribute on highways without considerable wind loss. A process was developed to produce CMA in the presence of sand to increase particle weight. In this report the product of this process, which consists of sand particles coated with CMA, is referred to as "CMA deicer". The mixture of salts, calcium magnesium acetate, is referred to as "CMA". The major problems with CMA for deicing are: (1) it is not commercially available, (2) it is expensive with present production methods and (3) there is very little known about how it performs on highways under actual deicing conditions. In view of the potential benefits this material offers, it is highly desirable to find solutions or answers to these problems. This study provides information to advance that effort. The study consisted of four principal tasks which were: 1. Production of CMA Deicer The objective was to further develop the laboratory process for producing CMA deicer on a pilot plant basis and to produce a sufficient quantity for field trials. The original proposal called for producing 20 tons of CMA deicer. 2. Field Evaluation of CMA Deicer The objective was to evaluate the effectiveness of CMA deicer when used under field conditions and obtain information on application procedures. Performance was compared with a regular 50/50 mixture of sand and sodium chloride. 3. Investigation of Effects of CMA on PC Concrete The objective was to determine any scaling effect that mildly alkaline CMA might have on PC concrete. Comparison was made with calcium chloride. 4. Determine Feasibility of Producing High Magnesium CMA The objective was to investigate the possibility of producing a CMA deicer with magnesium acetate content well above that produced from dolomitic lime. A high magnesium acetate content is desirable because pure magnesium acetate has a water eutectic of -22 F° as compared with +5 F° for calcium acetate and is therefore a more effective deicer.

Field Evaluation of Compaction Monitoring Technology: Phase II Volumes 1 and 2, TR-495, 2006

This report documents an extensive field program carried out to identify the relationships between soil engineering properties, as measured by various in situ devices, and the results of machine compaction monitoring using prototype compaction monitoring technology developed by Caterpillar Inc. Primary research tasks for this study include the following: (1) experimental testing and statistical analyses to evaluate machine power in terms of the engineering properties of the compacted soil (e.g., density, strength, stiffness) and (2) recommendations for using the compaction monitoring technology in practice. The compaction monitoring technology includes sensors that monitor the power consumption used to move the compaction machine, an on-board computer and display screen, and a GPS system to map the spatial location of the machine. In situ soil density, strength, and stiffness data characterized the soil at various stages of compaction. For each test strip or test area, in situ soil properties were compared directly to machine power values to establish statistical relationships. Statistical models were developed to predict soil density, strength, and stiffness from the machine power values. Field data for multiple test strips were evaluated. The R2 correlation coefficient was generally used to assess the quality of the regressions. Strong correlations were observed between averaged machine power and field measurement data. The relationships are based on the compaction model derived from laboratory data. Correlation coefficients (R2) were consistently higher for thicker lifts than for thin lifts, indicating that the depth influencing machine power response exceeds the representative lift thickness encountered under field conditions. Caterpillar Inc. compaction monitoring technology also identified localized areas of an earthwork project with weak or poorly compacted soil. The soil properties at these locations were verified using in situ test devices. This report also documents the steps required to implement the compaction monitoring technology evaluated.

Field Demonstration and Laboratory Evaluation of Foamed Asphalts - Muscatine County, HR-233, 1985

In view of the energy, environmental, and economic advantages of the foamed asphalt process using local aggregates in cold mixes and the promising results from Research Project HR-212, a 4.2-mile section of county road in Muscatine County was built with foamed asphalt and local aggregates during August-September 1983. Extensive laboratory evaluation was carried out on five plant mixes representing foamed mixes used in the nine test sections, a laboratory prepared foamed mix, and a laboratory prepared hot mix similar to Plant Mix 1. The foamed mixes were compacted, cured under 15 curing conditions and tested for bulk specific gravity, Marshall stability at 77° F and at 140° F, cured moisture content, resilient modulus and effects of moisture damage due to freeze-thaw cycles, water soaking, and vacuum saturation. In addition, four sets of 83 core samples were taken at 1 to 15 months and tested for moisture content, specific gravity, Marshall stability, and resilient modulus. In summary, the test road has performed satisfactorily for almost two years. The few early construction problems encountered were to be expected for experimental projects dealing with new materials and technologies. Overall results to date are encouraging and foamed asphalt mixes have proved to have the potential as a viable base material in areas where marginal aggregates are available. It is hoped and expected that performance evaluation of the test sections will be continued and that more foamed asphalt trial projects will be constructed and monitored so that experiences and findings from this project can be verified and mix design criteria can be gradually established. For future foamed asphalt projects it is recommended that anti-stripping additives, such as hydrated lime, be added in view of the potential moisture susceptibility of foamed mixes observed in the laboratory evaluation.

Evaluation of Preformed Neoprene Joint Seals, HR-318, 1994

Most pavement contraction joint seals in Iowa, in general, have been performing in less than a satisfactory manner. The effective life of the seals, in maintaining a watertight joint, has been only from two to five years. In search of improvements, research was proposed to evaluate preformed neoprene joint seals. The performance of those seals was to be compared mainly with the hot poured rubberized asphalt sealants and cold applied silicone sealants or other sealants commonly used at the time this research began. Joint designs and methods of sawing were also investigated. All evaluations were done in new portland cement concrete (PCC) pavements. Three projects were initially selected and each included a research section of joint sealing. Some additional sites were later added for evaluation. Several joint sealants were evaluated at each research site. The various sites included high, medium and low levels of traffic. Evaluations were done over a five-year period. Neoprene joint seals provided better performance than hot or cold field formed joints.

Manual for Evaluation, Rehabilitation and Strengthening of Low Volume Bridges, HR-323, 1993

This report contains an evaluation and design manual for strengthening and replacing low volume steel stringer and timber stringer bridges. An advisory panel consisting of county and municipal engineers provided direction for the development of the manual. NBI bridge data, along with results from questionnaires sent to county and municipal engineers were used to formulate the manual. Types of structures shown to have the greatest need for cost-effective strengthening methods are steel stringer and timber stringer bridges. Procedures for strengthening these two types of structures have been developed. Various types of replacement bridges have also been included so that the most cost effective solution for a deficient bridge may be obtained. The key results of this study is an extensive compilation, which can be used by county engineers, of the most effective techniques for strengthening deficient existing bridges. The replacement bridge types included have been used in numerous low volume applications in surrounding states, as well as in Iowa. An economic analysis for determining the cost-effectiveness of the various strengthening methods and replacement bridges is also an important part of the manual. Microcomputer spreadsheet software for several of the strengthening methods, types of replacement bridges and for the economic analysis has been developed, documented and presented in the manual. So the manual, Chp. 3 of the final report, can be easily located, blue divider pages have been inserted to delineate the manual from the rest of the report.

Engineering Study for the Evaluation of Public Road Administration and Maintenance Alternatives, HR-265, 1985

Iowa's public road system of 112,000 miles is one of the largest and the best in the nation. It represents a considerable financial investment of taxpayer revenues over the years. And, it requires a sustained investment to preserve an economical level of transport service into the future. In 1982, a Governor's Blue Ribbon Transportation Task Force evaluated the effectiveness of Iowa's entire transportation system. Four important Task Force recommendations dealt with public road administrative issues in Iowa. These issues were related to: (1) Design criteria and levels of maintenance; (2) Consistency in the use of standards among jurisdictions; (3) Consolidation of maintenance operations at one jurisdiction level; and (4) Jurisdicational authority for roads; The issues formed the background for Research Project HR-265.

User's Manual for the County Road Evaluation Program - Volume I, HR-242, 1986

Provides instructions for using the computer program which was developed under the research project, "The Economics of Reducing the County Road System: Three Case Studies In Iowa". This program operates on an IBP personal computer with 300K storage. A fixed disk is required with at least 3 megabytes of storage. The computer must be equipped with DOS version 3.0; the programs are written in Fortran. The user's manual describes all data requirements including network preparation, trip information, cost for maintenance, reconstruction, etc. Program operation instructions are presented, as well as sample solution output and a listing of the computer programs.

Evaluation of Limestone Filler in Gravel Mixtures "Asphaltic Concrete", R-228, 1968

This study was designed to provide background information on asphaltic concrete mixtures peculiar to northwest Iowa. This background is necessary to provide the basis for future specifications. There were several projects let in 1967 involving l", 3/4" and 3/8" mixes of Type "B'' asphaltic concrete which specified in part, II Not less than 40% of the material passing the No. 200 sieve shall be pulverized limestone or mineral filler, but in no case shall the per cent of pulverized limestone or mineral filler passing the No. 200 sieve be less than 2%. No credit will be allowed for limestone in gravel - II Northwest Iowa has no suitable limestone or mineral filler locally available. As a result, this material has to be imported, raising the cost of the mix approximately twenty-five cents per ton. The purpose of this study, therefore, was designed to compare some original job mix samples with alternate mixes from the same local material, but without the addition of pulverized limestone or mineral filler. Since the filler from the crushed gravel does not have the same crushing characteristics or sieve analysis as the pulverized limestone or mineral filler, they could not be compared on an equal percentage basis. Therefore, the alternate mixes were made to conform to the following proposed specification, "No less than 40% of the material passing No. 200 sieve shall be pulverized limestone or mineral filler or a 100% crushed gravel, but in no case shall the per cent of pulverized limestone or mineral filler or a 100% crushed gravel passing the No. 200 sieve be less than 2%."

A Laboratory Evaluation of Tungsten Carbide Inserts for Snowplow Blades, MLR-95-6, 1996

Tungsten carbide used in snowplow blades was studied from three manufacturers. The carbides were measured for common industry properties including specific gravity and hardness. In addition, an abrasion resistance was performed. There was no significant difference found in abrasion resistance between the Kenametal and the Valk carbides. The Bucyrus carbides showed improved abrasion resistance, but were outside industry specifications for specific gravity.

Field Evaluation of Quality Management Concrete, MLR-97-3, 1998

Quality management concrete allows the contractor to develop the mix design for the portland cement concrete. This research was initiated to gain knowledge about contractor mix designs. An experiment was done to determine the variation in cylinders, beams, and cores that could be used to test the strength of the contractor's mix. In addition, the contractor's cylinder strengths and gradations were analyzed for statistical stability and process capability. This research supports the following conclusions: (1) The mold type used to cast the concrete cylinders had an effect on the compressive strength of the concrete. The 4.5-in. by 9-in. (11.43-cm by 22.86-cm) cylinders had lower strength at a 95% confidence interval than the 4-in. by 8-in. (10.16-cm by 20.32-cm) and 6-in. by 12-in. (15.24-cm by 30.48-cm) cylinders. (2) The low vibration consolidation effort had the lowest strength of the three consolidation efforts. In particular, an interaction occurred between the low vibration effort and the 4.5-in. by 9-in. (11.43-cm by 22.86-cm) mold. This interaction produced very low compressive strengths when compared with the other consolidation efforts. (3) A correlation of 0.64 R-squared was found between the 28 day cylinder and 28 day compressive strengths. (4) The compressive strength results of the process control testing were not in statistical control. The aggregate gradations were mostly in statistical control. The gradation process was capable of meeting specification requirements. However, many of the sieves were off target. (5) The fineness modulus of the aggregate gradations did not correlate well with the strength of the concrete. However, this is not surprising considering that the gradation tests and the strength tests did not represent the same material. In addition, the concrete still has many other variables that will affect its strength that were not controlled.

Evaluation of Concrete Sealers for Use on Bridge Pier Tops and Abutments, R-242, 1971

Many reports have been written concerning investigations of concrete sealants. The primary concern of most investigators is the protection of bridge decks from de-icing chemicals which cause surface scaling and, when allowed to permeate to reinforcing steel, result in deep spalling and general concrete deterioration. The problem of protecting abutments and pier tops from salt solutions entails a significantly different approach than the problem of protecting bridge decks. The epoxy resins become eligible as a protective material since one need not be concerned with slipperiness or its abrasive characteristics. Protection with linseed oil at regular intervals would prove bothersome because of the inaccessibility of pier tops after the deck is placed. The primary purpose of this investigation was to evaluate various commercial products in terms of their ability to prevent concrete scaling of bridge abutments and pier tops which are subject to salt water deterioration.

Thin Bonded Overlay Evaluation, Construction Report, HR-559, 1999

In recent years, ultra-thin whitetopping (UTW) has evolved as a viable rehabilitation technique for deteriorated asphalt cement concrete (ACC) pavement. Numerous UTW projects have been constructed and tested, enabling researchers to identify key elements contributing to their successful performance. These elements include foundation support, the interface bonding condition, portland cement concrete (PCC) overlay thickness, synthetic fiber reinforcement usage, joint spacing, and joint sealing. The interface bonding condition is the most important of these elements. It enables the pavement to act as a composite structure, thus reducing tensile stresses and allowing an ultra-thin PCC overlay to perform as intended. Although the main factors affecting UTW performance have been identified in previous research, neither the impact that external variables have on the elements nor the element interaction have been thoroughly investigated. The objective of this research was to investigate the interface bonding condition between an ultra-thin PCC overlay and an ACC base over time, considering the previously mentioned variables. Laboratory testing and full scale field testing were planned to accomplish the research objective. Laboratory testing involved monitoring interface strains in fabricated PCC/ACC composite test beams subjected to either static or dynamic flexural loading. Variables investigated included ACC surface preparation, PCC thickness, and synthetic fiber reinforcement usage. Field testing involved monitoring PCC/ACC interface stains and temperatures, falling weight deflectometer (FWD) deflection responses, direct shear strengths, and distresses on a 7.2 mile Iowa Department of Transportation (Iowa DOT) UTW project (HR-559). The project was located on Iowa Highway 21 between Iowa Highway 212 and U.S. Highway 6 in Iowa County, near Belle Plaine, Iowa. Variables investigated included ACC surface preparation, PCC thickness, synthetic fiber reinforcement usage, joint spacing, and joint sealing. This report documents the planning, equipment selection, and construction of the project built in 1994.