Evaluation of Dense Bridge Floor Concrete Using High Range Water Reducer, May 1983

The objectives of this research project are: (1) To determine the feasibility of proportioning, mixing, placing and finishing a dense portland cement concrete in a bridge floor using conventional mixing, placing and finishing equipment. (2) To determine the economics, longevity, maintenance performance and protective qualities of a dense portland cement concrete bridge floor when using a high rangewater reducing admixture. The purpose of a high range water reducing admixture is to produce a dense, high quality concrete at a low water-cement ratio witj adequate workability. A low water-cement ratio contributes greatly to increased strength. The normal 7 day strength of untreated concrete would be expected i n 3 days using a superplasticizer. A dense concrete also has the desirable properties of excellent durability and reduced permeability. It is felt that a higher quality, denser, higher strength portland cement concrete can be produced and placed, using conventional equipment, by the addition of a high range water reducing admixture. Such a dense concrete, w i t h a water/cement ratio of approximately 0.30 to 0.35, would be expected to be much less permeable and thus retard the intrusion of chloride. With care and attention given to obtaining the design cover over steel (2% inches clear), it i s hoped that protection for the design life of the structure will be obtained. Evaluation of this experimental concrete bridge floor included chloride content and delamination testing of the concrete floor five years after construction. A comparitive evaluation o f a control section o f concrete without the water reducing admixture was conducted. Other items o f comparison include workability during construction, strength, density, water-cement ratio and chloride penetration.

Evaluation of Rumble Stripes on Low-Volume Rural Roads in Iowa—Phase II Final Report, November 2011

Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have proven effective in mitigating these crashes, but the strips are commonly installed in paved shoulders on higher-volume roads that are owned by the State of Iowa. Lower-volume paved rural roads owned by local agencies do not commonly feature paved shoulders but frequently experience run-off-road crashes. This project involved installing rumble stripes, which are a combination of conventional rumble strips with a painted edge line placed on the surface of the milled area, along the edge of the travel lanes, but at a narrow width to avoid possible intrusion into the normal vehicle travel paths. The research described in this report was part of a project funded by the Federal Highway Administration, Iowa Highway Research Board, and Iowa Department of Transportation to evaluate the effectiveness of edge-line rumble strips in Iowa. The project evaluated the effectiveness of rumble stripes in reducing run-off-road crashes and in improving the longevity and wet-weather visibility of edge-line markings. This project consisted of two phases. The first phase was to select pilot study locations, select a set of test sites, install rumble stripes, summarize lessons learned during installation, and provide a preliminary assessment of the rumble stripes’ performance. The purpose of this report was to document results from Phase II. A before and after crash analysis was conducted to assess whether use of the treatment had resulted in fewer crashes. However, due to low sample size, results of the analysis were inconclusive. Lateral position was also evaluated before and after installation of the treatment to determine whether vehicles engaged in better lane keeping. Pavement marking wear was also assessed.

Asphalt Emulsions for Highway Construction, HR-216, 1985

A 5.8 mile section of Dubuque County (Iowa) Road D-53 was selected for this project, the objective of which were to: 1. identify a cost effective asphalt emulsion bound macadam typical cross section; 2. determine the effectiveness of engineering fabric placed under macadam roadbeds; and 3. evalaute the use of emulsions in surface seal coats. A number of conclusions were reached: 1. The minus #200 sieve material for the macadam stone should be held to a minimum. For the emulsion used on this project, the minus #200 material had less than 4 percent to achieve satisfactory coating of the macadam stone. 2. The placement of the emulsion treated macadam required no additional equipment or time than the plain macadam placement. 3. Emulsion treating the macadam stone for the shoulder base appears unnecessary. 4. The emulsion treated macadam base beneath an asphaltic concrete wearing surface yielded a higher structural rating than the plain macadam beneath a comparable ashaltic concrete surface. 5. The performance of the fabric between the subgrade and the macadam base to prevent soil intrusion into the base could not be determined by the non-destructive testing conducted. 6. When no choke stone is used over the macadam base, allowance for ac mix overrun should be made. 7. Use of an emulsion instead of a cutback asphalt saved money and energy. However, the poor performance of the seal coat negated any real savings.

Construction of a Bridge Floor Using High Range Water Reducer, Construction Report, HR-192, 1978

The use of a high range water reducer in bridge floors was initiated by an Iowa Highway Research Board project (HR-192) in 1977 for two basic reasons. One was to determine the feasibility of using a high range water reducer (HRWR) in bridge floor concrete using conventional concrete proportioning, transporting and finishing equipment. The second was to determine the performance and protective qualities against chloride intrusion of a dense concrete bridge floor by de-icing agents used on Iowa's highways during winter months. This project was basically intended to overcome some problems that developed in the original research project. The problems alluded to are the time limits from batching to finishing; use of a different type of finishing machine; need for supplemental vibration on the surface of the concrete during the screeding operation and difficulty of texturing. The use of a double oscillating screed finishing machine worked well and supplemental vibration on one of the screeds was not needed. The limit of 45 minutes from batching the concrete to placement on the deck was verified. This is a maximum when the HRWR is introduced at the batch plant. The problem of texturing was not solved completely but is similar to our problems on the dense "Iowa System" overlay used on bridge deck repair projects. This project reinforced some earlier doubts about using truck transit mixers for mixing and transporting concrete containing HRWR when introduced at the batch plant.

Protection of Structural Concrete Substructures, HR-220, Progress Report, 1984

The corrosion of reinforcing steel within concrete has always been a problem in construction of bridge decks. With low slump concrete and epoxy rebar, progress has been made in controlling the corrosion. There is concern, however, that the chloride also attacks the substructures, specifically the pier columns. They are subject to chloride attack by chemical deicers in the drainage from the bridge deck. Piers supporting grade separation bridges are also subject to chlorides contained in the direct splash from the lower level traffic. In this project, a field evaluation was conducted to evaluate the effectiveness of commercially available products in preventing chloride intrusion.

Evaluation of Rumble Stripes on Low-Volume Rural Roads in Iowa—Phase I, TR-577, 2009

Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have been proven effective in mitigating these crashes, but these strips are commonly installed in paved shoulders adjacent to higher-volume roads owned by the State of Iowa. Lower-volume paved rural roads owned by local agencies do not commonly feature paved shoulders but frequently experience run-off-road crashes. This project involved installing “rumble stripes,” which are a combination of conventional rumble strips with a painted edge line placed on the surface of the milled area, along the edge of the travel lanes but at a narrow width to avoid possible intrusion into the normal vehicle travel paths. Candidate locations were selected from a list of paved local rural roads that were most recently listed in the top 5% of roads for run-off-road crashes in Iowa. Horizontal curves were the most favored locations for rumble stripe installation because they commonly experience roadway departure crashes. The research described in this report was part of a project funded by the Federal Highway Administration, Iowa Highway Research Board, and Iowa Department of Transportation to evaluate the effectiveness of edge line rumble strips in Iowa. The project evaluated the effectiveness of “rumble stripes” in reducing run-off-road crashes and in improving the longevity and wet weather visibility of edge line markings. This project consists of two phases. The first phase was to select pilot study locations, select a set of test sites, install rumble stripes, summarize lessons learned during installation, and provide a preliminary assessment of the rumble stripes’ performance. This information is summarized in this report. The purpose of the second phase is to provide a more long-term assessment of the performance of the pavement markings, conduct preliminary crash assessments, and evaluate lane keeping. This will result in a forthcoming second report.

Transverse Joint Sealing with Various Sealants, HR-203, 1983

Iowa's first portland cement concrete pavement was constructed in 1904 in the City of LeMars. A portion of that pavement served traffic until 1974 at which time it was resurfaced. The first rural Iowa pee pavement (16' wide, 6" to 7" thick) was constructed under the direction of the Iowa State Highway Commission in 1913. Some of Iowa's early pavements had transverse joints at 25-foot spacings. At that time, joint spacings across the nation ranged from 24 to 100 ft. There have been many changes in joint design over the years with some pavements being constructed without transverse joints. Joint spacing on Iowa primary pavements has generally remained around 20 feet with this spacing having been adopted as an Iowa standard in 1954. Until 1978 it was common to specify a 40-foot joint spacing on secondary pavements. The performance of the pavements with joint spacings greater than 20 feet, and in some cases no contraction joints, generated a 1955 research project on joint spacing. This project was 16 miles long containing sections without contraction joints and sections with joints sawed at intervals of 20, 50 and 80 feet. Approximately half of the sawed joints were left unsealed. The results of this research supported the 20-foot spacing, but were inconclusive regarding the benefits of sealing. One of the desired characteristics of joint sealing material is that it should act as a moisture barrier and prevent the intrusion of surface water. It was generally accepted from past experience that the hot poured type joint seals did not provide this effective moisture barrier.

Performance of Poly-Carb, Inc. Flexogrid Bridge Overlay System, MLR-86-04, 2001

Intrusion of deicing materials and surface water into concrete bridge decks is a main contributor in deck reinforcing steel corrosion and concrete delamination. Salt, spread on bridge decks to melt ice, dissolves in water and permeates voids in the concrete deck. When the chloride content of the concrete in contact with reinforcing steel reaches a high enough concentration, the steel oxidizes. In Iowa, the method used to reduce bridge deck chloride penetration is the application of a low slump dense concrete overlay after the completion of all Class A and Class B floor repairs. A possible alternative to the use of dense concrete overlays, developed by Poly-Carb, Inc., is the MARK-163 FLEXOGRID Overlay System. FLEXOGRID is a two component system of epoxy and urethane which is applied on a bridge deck to a minimum thickness of ¼ inch. An aggregate mixture of silica quartz and aluminum oxide is broadcast onto the epoxy at a prescribed rate to provide deck protection and superior friction properties. The material is mixed on site and applied to the deck in a series of lifts (usually two) until the desired overlay thickness has been attained.

Laboratory Investigation of Grouted Coupler Connection Details for ABC Bridge Projects, RB07-013, 2015

With an ever increasing desire to utilize accelerated bridge construction (ABC) techniques, it is becoming critical that bridge designers and contractors have confidence in typical details. The Keg Creek Bridge on US 6 in Iowa was a recent ABC example that utilized connection details that had been utilized elsewhere. The connection details used between the drilled shaft and pier column and between the pier column and the pier cap were details needing evaluation. These connection details utilized grouted couplers that have been tested by others with mixed results—some indicating quality performance and others indicating questionable performance. There was a need to test these couplers to gain an understanding of their performance in likely Iowa details and to understand how their performance might be impacted by different construction processes. The objective of the work was to perform laboratory testing and evaluation of the grouted coupler connection details utilized on precast concrete elements for the Keg Creek Bridge. The Bridge Engineering Center (BEC), with the assistance of the Iowa Department of Transportation (DOT) Office of Bridges and Structures, developed specimens representative of the Keg Creek Bridge connections for testing under static and fatigue loads in the structures laboratory. The specimens were also evaluated for their ability to resist the intrusion of water and chlorides. Evaluation of their performance was made through comparisons with design assumptions and previous research, as well as the physical performance of the coupled connections.

TraumaHawk: Improving Treatment for Crash Victims Using Photos and a Smartphone App

Photographic documentation of crashed vehicles at the scene can be used to improve triage of crash victims. A U.S. expert panel developed field triage rules to determine the likelihood of occupants sustaining serious injuries based on vehicle damage that would require transport to a trauma center (Sasser et al., 2011). The use of photographs for assessing vehicle damage and occupant compartment intrusion as it correlates to increased injury severity has been validated (Davidson et al., 2014). Providing trauma staff with crash scene photos remotely could assist them in predicting injuries. This would allow trauma care providers to assess the appropriate transport, as well as develop mental models of treatment options prior to patient arrival at the emergency department (ED). Crash-scene medical response has improved tremendously in the past 20-30 years. This is in part due to the increasing number of paramedics who now have advanced life support (ALS) training that allows independence in the field. However, while this advanced training provides a more streamlined field treatment protocol, it also means that paramedics focused on treating crash victims may not have time to communicate with trauma centers regarding crash injury mechanisms. As a result, trauma centers may not learn about severe trauma patients until just a few minutes before they arrive. The information transmitted by the TraumaHawk app allows interpretation of injury mechanisms from crash scene photos at the trauma center, providing clues about the type and severity of injury. With strategic crash scene photo documentation, trained trauma professionals can assess the severity and patterns of injury based on exterior crush and occupant intrusion. Intrusion increases the force experienced by vehicle occupants, which translates into a higher level of injury severity (Tencer et al., 2005; Assal et al., 2002; Mandell et al., 2010). First responders have the unique opportunity to assess the damaged vehicle at the crash scene, but often the mechanism of injury is limited or not even relayed to ED trauma staff. To integrate photographic and scene information, an app called TraumaHawk was created to capture images of crash vehicles and send them electronically to the trauma center. If efficiently implemented, it provides the potential advantage of increasing lead-time for preparation at the trauma center through the crash scene photos. Ideally, the result is better treatment outcomes for crash victims. The objective of this analysis was to examine if the extra lead-time granted by the TraumaHawk app could improve trauma team activation time over the current conventional communication method.

Protection of Structural Concrete Substructures, Construction Report, HR-220, 1981

It is the objective of this project to determine, via field tests, the long term effectiveness of several available systems as their ability to protect concrete surfaces against the intrusion of chloride ions. Early concepts of this project included utilizing personnel from several offices within the Highway Division of the Iowa Department of Transportation. Cooperation and coordination with regularly scheduled activities were considered imperative. A meeting for this purpose was held on April 16, 1980. This meeting was attended by the investigators, Mr. Bernard C. Brown, Office of Materials, Mr. Richard Merritt, District 6 Materials Engineer, Mr. John Saunders, District 6 Maintenance Engineer, and Mr. James Phinney, Resident Maintenance Engineer.