Determine Initial Cause for Current Premature Portland Cement Concrete Pavement Deterioration Final Report, 2000

A detailed investigation has been conducted on core samples taken from 17 portland cement concrete pavements located in Iowa. The goal of the investigation was to help to clarify the root cause of the premature deterioration problem that has become evident since the early 1990s. Laboratory experiments were also conducted to evaluate how cement composition, mixing time, and admixtures could have influenced the occurrence of premature deterioration. The cements used in this study were selected in an attempt to cover the main compositional parameters pertinent to the construction industry in Iowa. The hardened air content determinations conducted during this study indicated that the pavements that exhibited premature deterioration often contained poor to marginal entrained-air void systems. In addition, petrographic studies indicated that sometimes the entrained-air void system had been marginal after mixing and placement of the pavement slab, while in other instances a marginal to adequate entrained-air void system had been filled with ettringite. The filling was most probably accelerated because of shrinkage cracking at the surface of the concrete pavements. The results of this study suggest that the durability—more sciecifically, the frost resistance—of the concrete pavements should be less than anticipated during the design stage of the pavements. Construction practices played a significant role in the premature deterioration problem. The pavements that exhibited premature distress also exhibited features that suggested poor mixing and poor control of aggregate grading. Segregation was very common in the cores extracted from the pavements that exhibited premature distress. This suggests that the vibrators on the paver were used to overcome a workability problem. Entrained-air voids formed in concrete mixtures experiencing these types of problems normally tend to be extremely coarse, and hence they can easily be lost during the paving process. This tends to leave the pavement with a low air content and a poor distribution of air voids. All of these features were consistent with a premature stiffening problem that drastically influenced the ability of the contractor to place the concrete mixture. Laboratory studies conducted during this project indicated that most premature stiffening problems can be directly attributed to the portland cement used on the project. The admixtures (class C fly ash and water reducer) tended to have only a minor influence on the premature stiffening problem when they were used at the dosage rates described in this study.

Value of positron emission tomography in full-thickness chest wall resections for malignancies

Rapport de synthèse : Les tumeurs de la paroi thoracique sont des pathologies graves dont le traitement principal consiste en une résection chirurgicale. L'enjeu majeur de cette intervention ontologique est de réséquer la totalité de la tumeur, ce qui nécessite une planification préopératoire minutieuse. Classiquement, l'identification et la localisation de la tumeur se fait à l'aide de la tomodensitométrie (computed tomography, CT) ou de l'imagerie par résonnance magnétique (1RM). Actuellement, l'imagerie nucléaire fonctionnelle par tomographie par émission de positons (positron emission tomography, PET) qui peut être couplée au CT (PET/CT) est de plus en plus appliquée aux patients présentant une tumeur maligne. Son efficacité a fréquemment été démontrée. Le but de la présente étude est d'évaluer la valeur du PET dans la planification de la résection des tumeurs de la paroi thoracique. Une analyse rétrospective de dix-huit patients opérés entre 2004 et 2006 a été réalisée; Dans ce groupe de patient, la taille de la tumeur mesurée sur la pièce opératoire réséquée a été comparée à la taille de la tumeur mesurée sur le CT et le PET. Les résultats démontrent que le CT surestimait de manière consistante la taille réelle de la tumeur par rapport au PET (+64% par rapport à +1%, P<0.001). De plus, le PET s'est avéré particulièrement performant pour prédire la taille des tumeurs de plus de 5.5 cm de diamètre par rapport au CT (valeur prédictive positive 80% par rapport à 44% et spécificité 93% par apport à 64%, respectivement). Cette étude démontre que le PET permettrait de mesurer la taille des tumeurs de la paroi thoracique de manière plus précise que le CT. Cette nouvelle modalité diagnostique s'avèrerait donc utile pour planifier les résections chirurgicales de telles tumeurs. A notre connaissance, aucune publication ne décrit la valeur du PET dans ce domaine. Les performances accrues du PET permettraient une meilleure délimitation des tumeurs ce qui améliorerait la précision de la résection chirurgicale. En conclusion, cette étude préliminaire rétrospective démontre la faisabilité du PET pour les tumeurs de la paroi thoracique. Ces résultats devraient être confirmés par une étude prospective incluant un plus grand nombre de patients avec la perspective de juger l'impact clinique réel du PET sur la prise en charge thérapeutique des patients.

Defining the Attributes of Good In-Service Portland Cement Concrete Pavements, December 2004

Much of the current research in portland cement concrete (PCC) pavements deals with the analysis of early pavement life failures and seeks to find ways to prevent those from reoccurring. The Long Term Pavement Performance (LTPP) portion of the Strategic Highway Research Program (SHRP) has identified some of the key factors in designing and building new PCC pavements. This statement will build on the Iowa Highway Research Board (IHRB) project TR-463, Field Performance Study of Past Iowa Pavement Research: A Look Back. In Iowa and across the nation, there are multiple pavements that were built more than 20 years ago that have been and are continuing to provide very good service to the public. They are found on both state and local routes and in both low and high traffic volume areas. There is a need to learn what went into those pavements, from the subgrade through the surface, that makes them perform so well. The purpose of this research project was to conduct a scoping study that could be used to evaluate the need for additional research to study the attributes of well-performing concrete pavements. The concept of zero-maintenance jointed plain concrete pavements” was iterated in this study for long-lasting, well-performing portland cement concrete pavement sections. The scope of the study was limited to a brief literature survey, pavement performance data collection from many counties, cities, and primary and interstate roads in Iowa, field visits to many selected pavement sites, and analysis of the collected data. No laboratory orfield testing was conducted for this phase of the project. A problem statement with a research plan was created that could be used to guide the second phase of the project.

Stringless Portland Cement Concrete Paving, February 2004

This report describes results from a study evaluating the use of stringless paving using a combination of global positioning and laser technologies. CMI and Geologic Computer Systems developed this technology and successfully implemented it on construction earthmoving and grading projects. Concrete paving is a new area for considering this technology. Fred Carlson Co. agreed to test the stringless paving technology on two challenging concrete paving projects located in Washington County, Iowa. The evaluation was conducted on two paving projects in Washington County, Iowa, during the summer of 2003. The research team from Iowa State University monitored the guidance and elevation conformance to the original design. They employed a combination of physical depth checks, surface location and elevation surveys, concrete yield checks, and physical survey of the control stakes and string line elevations. A final check on profile of the pavement surface was accomplished by the use of the Iowa Department of Transportation Light Weight Surface Analyzer (LISA). Due to the speed of paving and the rapid changes in terrain, the laser technology was abandoned for this project. Total control of the guidance and elevation controls on the slip-form paver were moved from string line to global positioning systems (GPS). The evaluation was a success, and the results indicate that GPS control is feasible and approaching the desired goals of guidance and profile control with the use of three dimensional design models. Further enhancements are needed in the physical features of the slipform paver oil system controls and in the computer program for controlling elevation.

Core Analysis of Portland Cement Concrete Slip Formed Barriers, January 2000

Premature deterioration of slip formed portland cement concrete (PCC) barriers is an ongoing problem in the Iowa Primary and Interstate highway system. The requirement to have a concrete mix which can be sufficiently pliable to be readily molded into the barrier shape and yet be sufficiently stiff to maintain a true shape and height immediately after molding is difficult to meet. A concrete mix which is stiff enough to maintain its shape immediately after molding is usually difficult to work with. It often contains open or hidden tears and large voids. One way to minimize the molding resistance is by additional vibration. If intensive vibration is applied, the entrapped air voids and tears in the concrete can usually be eliminated, however, in that process, the essential entrained air content can also be lost. In the evaluation of slip formed PCC barriers, it is common to find large voids, tears and a low entrained air content, all contributing to premature deterioration. A study was initiated to evaluate core samples taken from good and from bad appearing areas of various median barriers. Evaluations were done covering visual appearance, construction information, air content and chloride content.

Portland Cement Concrete Patching Techniques vs. Performance and Traffic Delay, January 2004

Standards for the construction of full-depth patching in portland cement concrete pavement usually require replacement of all deteriorated based materials with crushed stone, up to the bottom of the existing pavement layer. In an effort to reduce the time of patch construction and costs, the Iowa Department of Transportation and the Department of Civil, Construction and Environmental Engineering at Iowa State University studied the use of extra concrete depth as an option for base construction. This report compares the impact of additional concrete patching material depth on rate of strength gain, potential for early opening to traffic, patching costs, and long-term patch performance. This report also compares those characteristics in terms of early setting and standard concrete mixes. The results have the potential to change the method of Portland cement concrete pavement patch construction in Iowa.

Two-Lift Portland Cement Concrete Pavements to Meet Public Needs, September 2004

The report reviews the past work in the United States and internationally in the development of two-lift pavements. It points out the strengths and limitations in the construction of such portland cement concrete pavements. Certain cost, mix design, and construction problems are inhibiting the growth of this product. Changes in the availability of aggregates, knowledge of materials and new construction equipment, and the desire for specific surfaces to meet noise, durability, and safety are prompting the need to reconsider this type of construction.

Developing Smooth, Quiet, Safe Portland Cement Concrete Pavements, March 2004

The concrete paving industry has spent large amounts of time working to provide safe, quiet, and smooth pavements for the traveling public as their needs and driving habits have changed since the advent of the automobile. During that time, the efforts of research, design, and construction were directed at one of the problems at a time. Current public surveys indicate that the traveling public wishes to have safe, quiet, and smooth pavements. This report identifies the problems remaining in the areas of developing smooth, quiet, and safe portland cement concrete pavement in each pavement we build. It develops the research framework that can be used to bring the existing information together with additional research in each area. The resulting answers can be used in each pavement design for a quiet, safe, and smooth pavement that is also long lasting.

Two Lift Portland Cement Concrete Pavements to Meet Public Needs, September 2004

The report reviews the past work in the United States and internationally in the development of two-lift pavements. It points out the strengths and limitations in the construction of such portland cement concrete pavements. Certain cost, mix design, and construction problems are inhibiting the growth of this product. Changes in the availability of aggregates, knowledge of materials and new construction equipment, and the desire for specific surfaces to meet noise, durability, and safety are prompting the need to reconsider this type of construction.

Evaluation of Composite Pavement Unbonded Overlays: Phases I and II, April 2003

In recent years, thin whitetopping has evolved as a viable rehabilitation technique for deteriorated asphalt cement concrete (ACC) pavements. Numerous projects have been constructed and tested; these projects allow researchers to identify the important elements contributing to the projects’ successes. These elements include surface preparation, overlay thickness, synthetic fiber reinforcement usage, joint spacing, and joint sealing. Although the main factors affecting thin whitetopping performance have been identified by previous research, questions still existed as to the optimum design incorporating these variables. The objective of this research is to investigate the interaction between these variables over time. Laboratory testing and field-testing were planned in order to accomplish the research objective. Laboratory testing involved shear testing of the bond between the portland cement concrete (PCC) overlay and the ACC surface. Field-testing involved falling weight deflectometer deflection responses, measurement of joint faulting and joint opening, and visual distress surveys on the 9.6-mile project. The project was located on Iowa Highway 13 extending north from the city of Manchester, Iowa, to Iowa Highway 3 in Delaware County. Variables investigated included ACC surface preparation, PCC thickness, synthetic fiber reinforcement usage, and joint spacing. This report documents the planning, equipment selection, construction, field changes, and construction concerns of the project built in 2002. The data from this research could be combined with historical data to develop a design specification for the construction of thin, unbonded overlays.

Design and Construction Procedures for Concrete Overlay and Widening of Existing Pavements, September 2005

State Highway Departments and local street and road agencies are currently faced with aging highway systems and a need to extend the life of some of the pavements. The agency engineer should have the opportunity to explore the use of multiple surface types in the selection of a preferred rehabilitation strategy. This study was designed to look at the portland cement concrete overlay alternative and especially the design of overlays for existing composite (portland cement and asphaltic cement concrete) pavements. Existing design procedures for portland cement concrete overlays deal primarily with an existing asphaltic concrete pavement with an underlying granular base or stabilized base. This study reviewed those design methods and moved to the development of a design for overlays of composite pavements. It deals directly with existing portland cement concrete pavements that have been overlaid with successive asphaltic concrete overlays and are in need of another overlay due to poor performance of the existing surface. The results of this study provide the engineer with a way to use existing deflection technology coupled with materials testing and a combination of existing overlay design methods to determine the design thickness of the portland cement concrete overlay. The design methodology provides guidance for the engineer, from the evaluation of the existing pavement condition through the construction of the overlay. It also provides a structural analysis of various joint and widening patterns on the performance of such designs. This work provides the engineer with a portland cement concrete overlay solution to composite pavements or conventional asphaltic concrete pavements that are in need of surface rehabilitation.

Rehabilitation of Concrete Pavements Utilizing Rebblization and Crack and Seat Methods, June 2005

Deterioration in portland cement concrete (PCC) pavements can occur due to distresses caused by a combination of traffic loads and weather conditions. Hot mix asphalt (HMA) overlay is the most commonly used rehabilitation technique for such deteriorated PCC pavements. However, the performance of these HMA overlaid pavements is hindered due to the occurrence of reflective cracking, resulting in significant reduction of pavement serviceability. Various fractured slab techniques, including rubblization, crack and seat, and break and seat are used to minimize reflective cracking by reducing the slab action. However, the design of structural overlay thickness for cracked and seated and rubblized pavements is difficult as the resulting structure is neither a “true” rigid pavement nor a “true” flexible pavement. Existing design methodologies use the empirical procedures based on the AASHO Road Test conducted in 1961. But, the AASHO Road Test did not employ any fractured slab technique, and there are numerous limitations associated with extrapolating its results to HMA overlay thickness design for fractured PCC pavements. The main objective of this project is to develop a mechanistic-empirical (ME) design approach for the HMA overlay thickness design for fractured PCC pavements. In this design procedure, failure criteria such as the tensile strain at the bottom of HMA layer and the vertical compressive strain on the surface of subgrade are used to consider HMA fatigue and subgrade rutting, respectively. The developed ME design system is also implemented in a Visual Basic computer program. A partial validation of the design method with reference to an instrumented trial project (IA-141, Polk County) in Iowa is provided in this report. Tensile strain values at the bottom of the HMA layer collected from the FWD testing at this project site are in agreement with the results obtained from the developed computer program.

Reference intervals for common carotid intima-media thickness measured with echotracking: relation with risk factors.

AIMS: Common carotid artery intima-media thickness (CCIMT) is widely used as a surrogate marker of atherosclerosis, given its predictive association with cardiovascular disease (CVD). The interpretation of CCIMT values has been hampered by the absence of reference values, however. We therefore aimed to establish reference intervals of CCIMT, obtained using the probably most accurate method at present (i.e. echotracking), to help interpretation of these measures. METHODS AND RESULTS: We combined CCIMT data obtained by echotracking on 24 871 individuals (53% men; age range 15-101 years) from 24 research centres worldwide. Individuals without CVD, cardiovascular risk factors (CV-RFs), and BP-, lipid-, and/or glucose-lowering medication constituted a healthy sub-population (n = 4234) used to establish sex-specific equations for percentiles of CCIMT across age. With these equations, we generated CCIMT Z-scores in different reference sub-populations, thereby allowing for a standardized comparison between observed and predicted ('normal') values from individuals of the same age and sex. In the sub-population without CVD and treatment (n = 14 609), and in men and women, respectively, CCIMT Z-scores were independently associated with systolic blood pressure [standardized βs 0.19 (95% CI: 0.16-0.22) and 0.18 (0.15-0.21)], smoking [0.25 (0.19-0.31) and 0.11 (0.04-0.18)], diabetes [0.19 (0.05-0.33) and 0.19 (0.02-0.36)], total-to-HDL cholesterol ratio [0.07 (0.04-0.10) and 0.05 (0.02-0.09)], and body mass index [0.14 (0.12-0.17) and 0.07 (0.04-0.10)]. CONCLUSION: We estimated age- and sex-specific percentiles of CCIMT in a healthy population and assessed the association of CV-RFs with CCIMT Z-scores, which enables comparison of IMT values for (patient) groups with different cardiovascular risk profiles, helping interpretation of such measures obtained both in research and clinical settings.

Cartilage thickness at the posterior medial femoral condyle is increased in femorotibial knee osteoarthritis: a cross-sectional CT arthrography study (Part 2).

OBJECTIVE: To evaluate the thickness of cartilage at the posterior aspect of the medial and lateral condyle in Osteoarthritis (OA) knees compared to non-OA knees using computed tomography arthrography (CTA). DESIGN: 535 consecutive knee CTAs (mean patient age = 48.7 ± 16.0; 286 males), were retrospectively analyzed. Knees were radiographically classified into OA or non-OA knees according to a modified Kellgren/Lawrence (K/L) grading scheme. Cartilage thickness at the posterior aspect of the medial and lateral femoral condyles was measured on sagittal reformations, and compared between matched OA and non-OA knees in the whole sample population and in subgroups defined by gender and age. RESULTS: The cartilage of the posterior aspect of medial condyle was statistically significantly thicker in OA knees (2.43 mm (95% confidence interval (CI) = 2.36, 2.51)) compared to non-OA knees (2.13 mm (95%CI = 2.02, 2.17)) in the entire sample population (P < 0.001), as well as for all subgroups of patients over 40 years old (all P ≤ 0.01), except for females above 60 years old (P = 0.07). Increase in cartilage thickness at the posterior aspect of the medial condyle was associated with increasing K/L grade in the entire sample population, as well as for males and females separately (regression coefficient = 0.10-0.12, all P < 0.001). For the lateral condyle, there was no statistically significant association between cartilage thickness and OA (either presence of OA or K/L grade). CONCLUSIONS: Cartilage thickness at the non-weight-bearing posterior aspect of the medial condyle, but not of the lateral condyle, was increased in OA knees compared to non-OA knees. Furthermore, cartilage thickness at the posterior aspect of the medial condyle increased with increasing K/L grade.