Laboratory Performance Evaluation of CIR-Emulsion and it Comparison Against CIR-Form Test Result from Phase II, Final Report TR-578 Phase III, December 2009

Currently, no standard mix design procedure is available for CIR-emulsion in Iowa. The CIR-foam mix design process developed during the previous phase is applied for CIR-emulsion mixtures with varying emulsified asphalt contents. Dynamic modulus test, dynamic creep test, static creep test and raveling test were conducted to evaluate the short- and long-term performance of CIR-emulsion mixtures at various testing temperatures and loading conditions. A potential benefit of this research is a better understanding of CIR-emulsion material properties in comparison with those of CIR-foam material that would allow for the selection of the most appropriate CIR technology and the type and amount of the optimum stabilization material. Dynamic modulus, flow number and flow time of CIR-emulsion mixtures using CSS-h were generally higher than those of HFMS-2p. Flow number and flow time of CIR-emulsion using RAP materials from Story County was higher than those from Clayton County. Flow number and flow time of CIR-emulsion with 0.5% emulsified asphalt was higher than CIR-emulsion with 1.0% or 1.5%. Raveling loss of CIR-emulsion with 1.5% emulsified was significantly less than those with 0.5% and 1.0%. Test results in terms of dynamic modulus, flow number, flow time and raveling loss of CIR-foam mixtures are generally better than those of CIR-emulsion mixtures. Given the limited RAP sources used for this study, it is recommended that the CIR-emulsion mix design procedure should be validated against several RAP sources and emulsion types.

An Investigation of Emulsion Stabilized Limestone Screenings, HR-309, 1994

A significant amount of waste limestone screenings is produced during aggregate production. This waste material cannot be used in highway construction because it does not meet current highway specifications. The purpose of this research was to determine if a waste limestone screenings/emulsion mix could be used to construct a base capable of supporting local traffic. A 1.27 mile (2.04 km) section of roadway in Linn County was selected for this research. The road was divided into seven sections. Six of the sections were used to test 4 in. (100 mm) and 6 in. (150 mm) compacted base thicknesses containing 2.5%, 3.5%, and 4.5% residual asphalt contents. The seventh section was a control section containing untreated waste limestone screenings. This research on emulsion stabilized limestone screenings supports the following conclusions: (1) A low maintenance roadway can be produced using a seal coat surface on 6 in. (150 mm) of stabilized limestone screenings with 4.5% asphalt cement; (2) A 6 in. (150 mm) emulsion stabilized base with less than 3.5% asphalt cement does not produce a satisfactory low cost maintenance roadway; (3) A 4 in. (100 mm) emulsion stabilized base does not produce a satisfactory low cost maintenance roadway; and (4) A 2 in. (50 mm) asphalt concrete surface would be necessary on many roads to provide a low maintenance roadway using emulsion stabilized limestone screenings.

Dust Control Using an Asphalt Emulsion, HR-196, 1977

In an effort to control fugitive dust on a gravel surfaced roadway in Boone County, a cationic asphalt emulsion was blended with warm water and applied with an asphalt distributor. The test included various application procedures. After visual observations, it was concluded that this procedure utilizing a dilute asphalt emulsion was not an effective method of dust control.

Asphalt Emulsion Bound Macadam in Dubuque County, Iowa, HR-216, Construction Report, 1981

This construction report describes a project investigating macadam base construction of roads. The objectives of this project were to: 1. identify a cost effective asphalt emulsion bound macadam typical cross section; 2. obtain useful data comparing seven typical cross sections; 3. determine the effectiveness of engineering fabric placed under macadam roadbeds; and 4. evaluate the use of emulsions in surface seal coats.

Asphalt Emulsions for Highway Construction (Emulsion Seal Coat), HR-1028, 1980

For the past several year Kossuth County has had a scheduled maintenance program of bituminous seal coating. This program has been used to maintain the 467 miles of asphaltic concrete surfaced roads in Kossuth County. Since most of the experience that Kossuth County had in seal coating was with cutback asphalt, it was decided to include the use of emulsified asphalt in Kossuth County's 1980 seal coat program. Federal Demonstration Project Funds were requested from the Federal Highway Administration to study the use of emulsified asphalt and funding was granted under Demonstration Project No. 55,:Asphalt Emulsions for Highway Construction." Items studied were design and construction procedure cost of alternate material, energy consumption and environmental considerations. A construction contract was awarded to Everds Brothers, Inc. of Algona, Iowa, on July 1, 1980. There were four bidders on the 54.5 miles of seal coating that was let. A map showing the location of the seal coating projects is shown in Appendix A, and a copy of the contract is shown in Appendix B. The contractor started the project on July 11, 1980 and completed the project on August 1, 1980. Construction inspection and follow-up inspections of the project were conducted by personnel of the Kossuth County Engineer's Office and testing of the materials, friction testing and road rater testing were conducted by the Material's Department of the Iowa Department of Transportation.

Laboratory Performance Evaluation of CIR-Emulsion and its Comparison Against CIR-Foam Test Results from Phase 2, TR-474, 2009

Currently, no standard mix design procedure is available for CIR-emulsion in Iowa. The CIR-foam mix design process developed during the previous phase is applied for CIR-emulsion mixtures with varying emulsified asphalt contents. Dynamic modulus test, dynamic creep test, static creep test and raveling test were conducted to evaluate the short- and long-term performance of CIR-emulsion mixtures at various testing temperatures and loading conditions. A potential benefit of this research is a better understanding of CIR-emulsion material properties in comparison with those of CIR-foam material that would allow for the selection of the most appropriate CIR technology and the type and amount of the optimum stabilization material. Dynamic modulus, flow number and flow time of CIR-emulsion mixtures using CSS- 1h were generally higher than those of HFMS-2p. Flow number and flow time of CIR-emulsion using RAP materials from Story County was higher than those from Clayton County. Flow number and flow time of CIR-emulsion with 0.5% emulsified asphalt was higher than CIR-emulsion with 1.0% or 1.5%. Raveling loss of CIR-emulsion with 1.5% emulsified was significantly less than those with 0.5% and 1.0%. Test results in terms of dynamic modulus, flow number, flow time and raveling loss of CIR-foam mixtures are generally better than those of CIR-emulsion mixtures. Given the limited RAP sources used for this study, it is recommended that the CIR-emulsion mix design procedure should be validated against several RAP sources and emulsion types.

An Investigation of Emulsion Stabilized Limestone Screenings, HR-309, 1989

During the processing of limestone to produce commercial aggregates, a significant amount of waste limestone screenings is produced. This waste material cannot be used in highway construction because it does not meet current highway specifications. The purpose of this research was to determine if a waste limestone screenings/emulsion mix could be used to construct a base capable of supporting local traffic. A 1.27 mile section of roadway in Linn County was selected for this research. The road was divided into seven sections. Six of the sections were used to test 4" and 6" compacted base thicknesses containing 2.5%, 3.5%, and 4.5% residual asphalt contents. The seventh section was a control section containing untreated waste limestone screenings.

Laboratory performance evaluation of CIR-emulsion and its comparison against CIR-foam test results from Phase III, TR-578

Currently, no standard mix design procedure is available for CIR-emulsion in Iowa. The CIR-foam mix design process developed during the previous phase is applied for CIR-emulsion mixtures with varying emulsified asphalt contents. Dynamic modulus test, dynamic creep test, static creep test and raveling test were conducted to evaluate the short- and long-term performance of CIR-emulsion mixtures at various testing temperatures and loading conditions. A potential benefit of this research is a better understanding of CIR-emulsion material properties in comparison with those of CIR-foam material that would allow for the selection of the most appropriate CIR technology and the type and amount of the optimum stabilization material. Dynamic modulus, flow number and flow time of CIR-emulsion mixtures using CSS-1h were generally higher than those of HFMS-2p. Flow number and flow time of CIR-emulsion using RAP materials from Story County was higher than those from Clayton County. Flow number and flow time of CIR-emulsion with 0.5% emulsified asphalt was higher than CIR-emulsion with 1.0% or 1.5%. Raveling loss of CIR-emulsion with 1.5% emulsified was significantly less than those with 0.5% and 1.0%. Test results in terms of dynamic modulus, flow number, flow time and raveling loss of CIR-foam mixtures are generally better than those of CIR-emulsion mixtures. Given the limited RAP sources used for this study, it is recommended that the CIR-emulsion mix design procedure should be validated against several RAP sources and emulsion types.

An Investigation of the Interstate 80 Rutting in Adair County, October 1983

This investigation was initiated to determine the causes of a rutting problem that occurred on Interstate 80 in Adair County. 1-80 from Iowa 25 to the Dallas County line was opened to traffic in November, 1960. The original pavement consisted of 4-1/2" of asphalt cement concrete over 12" of rolled stone base and 12" of granular subbase. A 5-1/2" overlay of asphalt cement concrete was placed in 1964. In 1970-1972, the roadway was resurfaced with 3" of asphalt cement concrete. In 1982, an asphalt cement concrete inlay, designed for a 10-year life, was placed in the eastbound lane. The mix designs for all courses met or exceeded all current criteria being used to formulate job mixes. Field construction reports indicate .that asphalt usage, densities, field voids and filler bitumen determinations were well within specification limits on a very consistent basis. Field laboratory reports indicate that laboratory voids for the base courses were within the prescribed limits for the base course and below the prescribed limits for the surface course. Instructional memorandums do indicate that extreme caution should be exercised when the voids are at or near the lower limits and traffic is not minimal. There is also a provision that provides for field voids controlling when there is a conflict between laboratory voids and field voids. It appears that contract documents do not adequately address the directions that must be taken when this conflict arises since it can readily be shown that laboratory voids must be in the very low or dangerous range if field voids are to be kept below the maximum limit under the current density specifications. A rut depth survey of January, 1983, identified little or no rutting on this section of roadway. Cross sections obtained in October, 1983, identified rutting which ranged from 0 to 0.9" with a general trend of the rutting to increase from a value of approximately 0.3" at MP 88 to a rut depth of 0.7" at MP 98. No areas of significant rutting were identified in the inside lane. Structural evaluation with the Road Rater indicated adequate structural capacity and also indicated that the longitudinal subdrains were functioning properly to provide adequate soil support values. Two pavement sections taken from the driving lane indicated very little distortion in the lower 7" base course. Essentially all of the distortion had occurred in the upper 2" base course and the 1..;1/2" surface course. Analysis of cores taken from this section of Interstate 80 indicated very little densification of either the surface or the upper or lower base courses. The asphalt cement content of both the Type B base courses and the Type A surface course were substantially higher than the intended asphalt cement content. The only explanation for this is that the salvaged material contained a greater percent of asphalt cement than initial extractions indicated. The penetration and viscosity of the blend of new asphalt cement and the asphalt cement recovered from the salvaged material were relatively close to that intended for this project. The 1983 ambient temperatures were extremely high from June 20 through September 10. The rutting is a result of a combination of adverse factors including, (1) high asphalt content, (2) the difference between laboratory and field voids, (3) lack of intermediate sized crushed particles, (4) high ambient temperatures. The high asphalt content in the 2" upper base course produced an asphalt concrete mix that did not exhibit satisfactory resistance to deformation from heavy loading. The majority of the rutting resulted from distortion of the 2" upper base lift. Heater planing is recommended as an interim corrective action. Further recommendation is to design for a 20-year alternative by removing 2-1/2" of material from the driving lane by milling and replacing with 2-1/2" of asphalt concrete with improved stability. This would be .followed by placing 1-1/2" of high quality resurfacing on the entire roadway. Other recommendations include improved density and stability requirements for asphalt concrete on high traffic roadways.

Iowa Power Fund Board Project Report Update, July 29, 2009

Amana Farms is using an anaerobic digestion, which is a two-stage digester that converts manure and other organic wastes into three valuable by-products: 1) Biogas – to fuel an engine/generator set to create electricity; 2) Biosolids - used as a livestock bedding material or as a soil amendment; 3) Liquid stream - will be applied as a low-odor fertilizer to growing crops. (see Business Plan appendix H) The methane biogas will be collected from the two stages of the anaerobic digestion vessel and used for fuel in the combined heat and power engine/generator sets. The engine/generator sets are natural gasfueled reciprocating engines modified to burn biogas. The electricity produced by the engine/generator sets will be used to offset on-farm power consumption and the excess power will be sold directly to Amana Society Service Company as a source of green power. The waste heat, in the form of hot water, will be collected from both the engine jacket liquid cooling system and from the engine exhaust (air) system. Approximately 30 to 60% of this waste heat will be used to heat the digester. The remaining waste heat will be used to heat other farm buildings and may provide heat for future use for drying corn or biosolids. The digester effluent will be pumped from the effluent pit at the end of the anaerobic digestion vessel to a manure solids separator. The mechanical manure separator will separate the effluent digested waste stream into solid and liquid fractions. The solids will be dewatered to approximately a 35% solid material. Some of the separated solids will be used by the farm for a livestock bedding replacement. The remaining separated solids may be sold to other farms for livestock bedding purposes or sold to after-markets, such as nurseries and composters for soil amendment material. The liquid from the manure separator, now with the majority of the large solids removed, will be pumped into the farm’s storage lagoon. A significant advantage of the effluent from the anaerobic digestion treatment process is that the viscosity of the effluent is such that the liquid effluent can now be pumped through an irrigation nozzle for field spreading.

Concrete Pavement Mixture Design and Analysis (MDA): Effect of Aggregate Systems on Concrete Properties, TPF-5(205), 2012

For years, specifications have focused on the water to cement ratio (w/cm) and strength of concrete, despite the majority of the volume of a concrete mixture consisting of aggregate. An aggregate distribution of roughly 60% coarse aggregate and 40% fine aggregate, regardless of gradation and availability of aggregates, has been used as the norm for a concrete pavement mixture. Efforts to reduce the costs and improve sustainability of concrete mixtures have pushed owners to pay closer attention to mixtures with a well-graded aggregate particle distribution. In general, workability has many different variables that are independent of gradation, such as paste volume and viscosity, aggregate’s shape, and texture. A better understanding of how the properties of aggregates affect the workability of concrete is needed. The effects of aggregate characteristics on concrete properties, such as ability to be vibrated, strength, and resistivity, were investigated using mixtures in which the paste content and the w/cm were held constant. The results showed the different aggregate proportions, the maximum nominal aggregate sizes, and combinations of different aggregates all had an impact on the performance in the strength, slump, and box test.

Beneficial Effects of Selected Additives on Asphalt Cement Mixes, HR-278, 1987

Effects of polyolefins, neoprene, styrene-butadiene-styrene (SBS) block copolymers, styrene-butadiene rubber (SBR) latex, and hydrated lime on two asphalt cements were evaluated. Physical and chemical tests were performed on a total of 16 binder blends. Asphalt concrete mixes were prepared and tested with these modified binders and two aggregates (crushed limestone and gravel), each at three asphalt content levels. Properties evaluated on the modified binders (original and thin-film oven aged) included: viscosity at 25 deg C, 60 deg C and 135 deg C with capillary tube and cone-plate viscometer, penetration at 5 deg C and 25 deg C, softening point, force ductility, and elastic recovery at 10 deg C, dropping ball test, tensile strength, and toughness and tenacity tests at 25 deg C. From these the penetration index, the viscosity-temperature susceptibility, the penetration-viscosity number, the critical low-temperature, long loading-time stiffness, and the cracking temperature were calculated. In addition, the binders were studied with x-ray diffraction, reflected fluorescence microscopy, and high-performance liquid chromatography techniques. Engineering properties evaluated on the 72 asphalt concrete mixes containing additives included: Marshall stability and flow, Marshall stiffness, voids properties, resilient modulus, indirect tensile strength, permanent deformation (creep), and effects of moisture by vacuum-saturation and Lottman treatments. Pavement sections of varied asphalt concrete thicknesses and containing different additives were compared to control mixes in terms of structural responses and pavement lives for different subgrades. Although all of the additives tested improved at least one aspect of the binder/mixture properties, no additive was found to improve all the relevant binder/mixture properties at the same time. On the basis of overall considerations, the optimum beneficial effects can be expected when the additives are used in conjunction with softer grade asphalts.

Field Evaluation of Cold In-Place Recycling of Asphalt Concrete, HR-303, 1993

The average thickness of the existing asphalt cement concrete (ACC) along route E66 in Tama County was 156 mm (6.13 in.). The rehabilitation strategy called for widening the base using the top 75 mm (3 in.) of the existing ACC by a recycling process involving cold milling and mixing with additional emulsion/rejuvenator. The material was then placed into a widening trench and compacted to match the level of the milled surface. The project had the following results: (1) Cold recycled ACC pavement provided adequate pavement structure for a low volume road; (2) Premature cracking of the ACC in the widened pavement area was caused by compaction of the mix over a saturated subgrade; and (3) Considerably less transverse and longitudinal cracking was observed with 75 mm (3 in.) of cold recycled ACC and a 50 mm (2 in.) hot mix ACC overlay than with a conventional hot mix overlay with no cold recycling. More research should be done on efficient construction procedures and incorporating longer test sections for proper evaluation.

Bond Enhancement Techniques for PCC Whitetopping, HR-341, 1996

This research was initiated in 1991 as a part of a whitetopping project to study the effectiveness of various techniques to enhance bond strength between a new portland cement concrete (PCC) overlay and an existing asphalt cement concrete (ACC) pavement surface. A 1,676 m (5,500 ft) section of county road R16 in Dallas County was divided into 12 test sections. The various techniques used to enhance bond were power brooming, power brooming with air blast, milling, cement and water grout, and emulsion tack coat. Also, two sections were planed to a uniform cross-section, two pavement thicknesses were placed, and two different concrete mix proportions were used. Bond strength was perceived to be the key to determining an appropriate design procedure for whitetopping. If adequate bond is achieved, a bonded PCC overlay technique can be used for design. Otherwise, an unbonded overlay procedure may be more appropriate. Conclusions are as follows: (1) Bond Strength Differences - Milling increased bond strength versus no milling. Tack coat showed increased bond strength versus no tack coat. Planing, Air Blast and Grouting did not provide noticeable improvements in bond strength; nor did different PCC types or thicknesses affect bond strength significantly. (2) Structure - Structural measurements correlated strongly with the wide variation in pavement thicknesses. They did not provide enough information to determine the strength of bonding or the level of support being provided by the ACC layer. Longitudinal cracking correlated with PCC thicknesses and with planing. (3) Bond Over Time - The bond between PCC and ACC layers is degrading over time in the outside wheel path in all of the sections except tack coat (section 12). The bond strength in the section with tack coat was lower than the others, but remained relatively steady.

Special Surface Preparation Prior to Bituminous Overlays, HR-231, 1987

Research project HR-231, "Special Surface Preparation Prior to Bituminous Overlay", was initiated in 1982 to study the effectiveness of three different crack fillers in extending pavement life. In particular, this project was designed to determine if any of the fillers could substantially reduce the rate of subsurface deterioration and general deterioration of an asphalt pavement at crack locations. This project also sought to determine the effects of the various crack filling procedures on different thicknesses of bituminous overlays. The three fillers, a fly ash slurry, an emulsion, and a rubberized asphalt mixture, were used along with a control section with no crack filler material on a 2.5 mile section of Cerro Gordo Trunk Route S-25 south of the town of Thornton. This report discusses the construction and performance of each filler material and makes recommendations concerning future use of any of the materials used.