Asphalt cement concrete pavement recycling, Cass and Montgomery Counties : final report for Iowa DOT project HR-1018, Federal Highway Administration demonstration project no. 39, contract no. DOT-FH-15-336, 1986

This demonstration project consisted of three adjacent highway resurfacing projects using asphalt cement concrete removed from an Interstate highway which had become severely rutted.

Impact of Curling and Warping on Concrete Pavement, TR-668, 2016

Portland cement concrete (PCC) pavement undergoes repeated environmental load-related deflection resulting from temperature and moisture variations across the pavement depth. This phenomenon, referred to as PCC pavement curling and warping, has been known and studied since the mid-1920s. Slab curvature can be further magnified under repeated traffic loads and may ultimately lead to fatigue failures, including top-down and bottom-up transverse, longitudinal, and corner cracking. It is therefore important to measure the “true” degree of curling and warping in PCC pavements, not only for quality control (QC) and quality assurance (QA) purposes, but also to achieve a better understanding of its relationship to long-term pavement performance. In order to better understand the curling and warping behavior of PCC pavements in Iowa and provide recommendations to mitigate curling and warping deflections, field investigations were performed at six existing sites during the late fall of 2015. These sites included PCC pavements with various ages, slab shapes, mix design aspects, and environmental conditions during construction. A stationary light detection and ranging (LiDAR) device was used to scan the slab surfaces. The degree of curling and warping along the longitudinal, transverse, and diagonal directions was calculated for the selected slabs based on the point clouds acquired using LiDAR. The results and findings are correlated to variations in pavement performance, mix design, pavement design, and construction details at each site. Recommendations regarding how to minimize curling and warping are provided based on a literature review and this field study. Some examples of using point cloud data to build three-dimensional (3D) models of the overall curvature of the slab shape are presented to show the feasibility of using this 3D analysis method for curling and warping analysis.

Estudo da substituição de agregados miúdos naturais por pó de pedra em concreto de cimento portland

The sharp consumption of natural resources by the construction industry has motivated numerous studies concerning the application of waste to replace partially or fully, some materials, such as aggregates, thereby reducing the environmental impact caused by the extraction of sand and crushing process. The application of stone dust from crushing process arising as an aggregate for the production of Portland cement concrete is a viable alternative in view of the high cost of natural sands, in addition to the environmental damage which causes its operation to the environment. The stone dust has reduced cost compared to natural sand because it is produced in the beds of their own quarries, which are usually located close to major urban centers. This study examined the feasibility of using stone dust from the crushing of rock gneisses in the state of Bahia, replacing natural quartz sand. In the development of scientific study was conducted to characterize physical and chemical raw materials applied and molded cylindrical specimens , using as reference values Fck 20, Fck 25 and Fck 30 MPa ( resistance characteristic of the concrete after 28 days) in following compositions stone powder: 10%, 30%, 50 %, 100% and 100% with additive. The specimens were cured and subjected to the tests of compressive strength and water absorption, then the samples were subjected to the tests of X-ray diffraction and scanning electron microscopy. The results obtained showed that the composition with 10% stone powder showed the best results regarding the physical and mechanical tests performed, confirming the reduction in compressive strength and increased water uptake increased as the content of the powder stone in the concrete composition

Characterization of first sorption cycle of white Portland cement by 1H NMR

The work carried out is focused on the exploration of processes occurring in cement materials during sorption cycles by using Nuclear Magnetic Resonance (NMR) relaxometry. Long (months) and short (days-weeks) sorption cycles of cement materials were explored. The long cycle consists of around 6 months of drying and re-wetting cement samples of different sizes and water-to-cement (w/c) ratios in a homemade relative humidity (RH) chamber. Short cycles were performed by drying samples of different sizes and w/c ratios in the oven at 60 ˚C and re-wetting underwater. Different NMR techniques, such as one- and two-dimensional relaxometry and solid-signal analyses, were used to study the samples. Firstly, by the interpretation of quasi-continuous distributions of T2 relaxation time, we demonstrated that some reversible and irreversible changes concerning smaller porosity happened during the first sorption cycle. Secondly, using 2D NMR and a new 2D NMR inversion algorithm we showed preliminary results on the cement T1-T2 maps. Data obtained during sorption processes indicated possible water exchange between different pore populations inside the cement samples. Thirdly, the solid structure of cement samples was qualitatively investigated with T1 measurements and, as far as we know, for the first time interpreted with the Pake-Doublet theory. Changes in the solid structure were observed. Precisely variations of the amount of Ettringite during drying/wetting were proposed to take place. Finally, a work on NMR single-sided equipment design for in situ cement investigation was shown. The multi-cubic-blocks magnet structure design was performed using different specific CAD software, and the magnetic fields generated by RF coils of different geometries were investigated using a customized Matlab script. The single-sided NMR instrument equipped with the designed single-sided magnet and coil was built by the ERICA partner company MR Solutions (Abingdon, UK), and the preliminary results resultsated the correctness of the developed design.

Influence of EVA and acrylate polymers on some mechanical properties of cementitious repair mortars

In repair works of reinforced concrete, patch repairs tend to crack in the interfacial zone between the mortar and the old concrete. This occurs basically due to the high degree of restriction that acts on a patch repair. For this reason, the technology of patch repair needs to be the subject of a discussion involving professionals who work with projects, construction maintenance and mix proportioning of repair mortars. In the present work, a study is presented on the benefits that the ethylene vinyl acetate copolymer (EVA) and acrylate polymers can provide in the mix proportioning of a repair mortar with respect to compressive, tensile and direct-shear bond strength. The results indicated that the increase in bond strength and the reduction in the influence of the deficiency in Curing conditioning are the main contributions offered by the polymers studied here. (C) 2009 Elsevier, Ltd. All rights reserved.

Evaluation of Characterization and Performance Modeling of Cementitiously Stabilized Layers in the Mechanistic-Empirical Pavement Design Guide

Cementitious stabilization of aggregates and soils is an effective technique to increase the stiffness of base and subbase layers. Furthermore, cementitious bases can improve the fatigue behavior of asphalt surface layers and subgrade rutting over the short and long term. However, it can lead to additional distresses such as shrinkage and fatigue in the stabilized layers. Extensive research has tested these materials experimentally and characterized them; however, very little of this research attempts to correlate the mechanical properties of the stabilized layers with their performance. The Mechanistic Empirical Pavement Design Guide (MEPDG) provides a promising theoretical framework for the modeling of pavements containing cementitiously stabilized materials (CSMs). However, significant improvements are needed to bring the modeling of semirigid pavements in MEPDG to the same level as that of flexible and rigid pavements. Furthermore, the MEPDG does not model CSMs in a manner similar to those for hot-mix asphalt or portland cement concrete materials. As a result, performance gains from stabilized layers are difficult to assess using the MEPDG. The current characterization of CSMs was evaluated and issues with CSM modeling and characterization in the MEPDG were discussed. Addressing these issues will help designers quantify the benefits of stabilization for pavement service life.

Determination and Evaluation of Alternative Methods for Managing and Controlling Highway-Related Dust Phase II—Demonstration Project, June 2005

The State of Iowa currently has approximately 69,000 miles of unpaved secondary roads. Due to the low traffic count on these unpaved o nts as ng e two dust ed d roads, paving with asphalt or Portland cement concrete is not economical. Therefore to reduce dust production, the use of dust suppressants has been utilized for decades. This study was conducted to evaluate the effectiveness of several widely used dust suppressants through quantitative field testing on two of Iowa’s most widely used secondary road surface treatments: crushed limestone rock and alluvial sand/gravel. These commercially available dust suppressants included: lignin sulfonate, calcium chloride, and soybean oil soapstock. These suppressants were applied to 1000 ft test sections on four unpaved roads in Story County, Iowa. Tduplicate field conditions, the suppressants were applied as a surface spray once in early June and again in late August or early September. The four unpaved roads included two with crushed limestone rock and two with alluvial sand/gravel surface treatmewell as high and low traffic counts. The effectiveness of the dust suppressants was evaluated by comparing the dust produced on treated and untreated test sections. Dust collection was scheduled for 1, 2, 4, 6, and 8 weeks after each application, for a total testiperiod of 16 weeks. Results of a cost analysis between annual dust suppressant application and biennial aggregate replacement indicated that the cost of the dust suppressant, its transportation, and application were relatively high when compared to that of thaggregate types. Therefore, the biennial aggregate replacement is considered more economical than annual dust suppressant application, although the application of annual dust suppressant reduced the cost of road maintenance by 75 %. Results of thecollection indicated that the lignin sulfonate suppressant outperformed calcium chloride and soybean oil soapstock on all four unpavroads, the effect of the suppressants on the alluvial sand/gravel surface treatment was less than that on the crushed limestone rock, the residual effects of all the products seem reasonably well after blading, and the combination of alluvial sand/gravel surface treatment anhigh traffic count caused dust reduction to decrease dramatically.

Using the Air Void Anal Analyzer for Real-Time Quality Control Adjustments in the Field, November 2004

The air void analyzer (AVA) with its independent isolation base can be used to accurately evaluate the air void system—including volume of entrained air, size of air voids, and distribution of air voids—of fresh portland cement concrete (PCC) on the jobsite. With this information, quality control adjustments in concrete batching can be made in real time to improve the air void system and thus increase freeze-thaw durability. This technology offers many advantages over current practices for evaluating air in concrete.

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.

Ultra-Thin PCC Overlays, January 2005

· Evaluate conventional methods of slab removal and asphalt surface preparation for subsequent overlays of portland cement concrete (PCC) in the “remove and replace” areas. · Evaluate existing asphaltic concrete surface under the “remove and patch” areas of rehabilitation areas and evaluate joint formation in the areas of patching. · Evaluate polypropylene fiber enhanced concrete at the three-inch depth to determine the cost/benefit of its inclusion. · Evaluate the performance of the rehabilitated ultra-thin whitetopping sections and the extended performance of the existing ultra-thin sections with and without patching. · Validate existing ultra-thin whitetopping design procedures of the Portland Cement Association (PCA) and American Concrete Pavement Association (ACPA) for application in Iowa.

Evaluation of Transverse Joint Forming Methods for PCC Pavement, January 2006

The members of the Iowa Concrete Paving Association, the National Concrete Pavement Technology Center Research Committee, and the Iowa Highway Research Board commissioned a study to examine alternative ways of developing transverse joints in portland cement concrete pavements. The present study investigated six separate variations of vertical metal strips placed above and below the dowels in conventional baskets. In addition, the study investigated existing patented assemblies and a new assembly developed in Spain and used in Australia. The metal assemblies were placed in a new pavement and allowed to stay in place for 30 days before the Iowa Department of Transportation staff terminated the test by directing the contractor to saw and seal the joints. This report describes the design, construction, testing, and conclusions of the project.

Materials and Mix Optimization Procedures for PCC Pavements, March 2006

Severe environmental conditions, coupled with the routine use of deicing chemicals and increasing traffic volume, tend to place extreme demands on portland cement concrete (PCC) pavements. In most instances, engineers have been able to specify and build PCC pavements that met these challenges. However, there have also been reports of premature deterioration that could not be specifically attributed to a single cause. Modern concrete mixtures have evolved to become very complex chemical systems. The complexity can be attributed to both the number of ingredients used in any given mixture and the various types and sources of the ingredients supplied to any given project. Local environmental conditions can also influence the outcome of paving projects. This research project investigated important variables that impact the homogeneity and rheology of concrete mixtures. The project consisted of a field study and a laboratory study. The field study collected information from six different projects in Iowa. The information that was collected during the field study documented cementitious material properties, plastic concrete properties, and hardened concrete properties. The laboratory study was used to develop baseline mixture variability information for the field study. It also investigated plastic concrete properties using various new devices to evaluate rheology and mixing efficiency. In addition, the lab study evaluated a strategy for the optimization of mortar and concrete mixtures containing supplementary cementitious materials. The results of the field studies indicated that the quality management concrete (QMC) mixtures being placed in the state generally exhibited good uniformity and good to excellent workability. Hardened concrete properties (compressive strength and hardened air content) were also satisfactory. The uniformity of the raw cementitious materials that were used on the projects could not be monitored as closely as was desired by the investigators; however, the information that was gathered indicated that the bulk chemical composition of most materials streams was reasonably uniform. Specific minerals phases in the cementitious materials were less uniform than the bulk chemical composition. The results of the laboratory study indicated that ternary mixtures show significant promise for improving the performance of concrete mixtures. The lab study also verified the results from prior projects that have indicated that bassanite is typically the major sulfate phase that is present in Iowa cements. This causes the cements to exhibit premature stiffening problems (false set) in laboratory testing. Fly ash helps to reduce the impact of premature stiffening because it behaves like a low-range water reducer in most instances. The premature stiffening problem can also be alleviated by increasing the water–cement ratio of the mixture and providing a remix cycle for the mixture.

Evaluation of Composite Pavement Unbonded Overlays: Phase III, August 2006

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, allowing 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 conducted to achieve the research objectives. 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 include ACC surface preparation, PCC thickness, slab size, synthetic fiber reinforcement usage, and joint spacing. This report documents the planning, construction, and performance of each variable in the time period from summer 2002 through spring 2006. The project has performed well with only minor distress identification since its construction.

High Performance Concret Bridge Deck Overlays for County Bridges, October 2007

The Iowa Method for bridge deck overlays has been very successful in Iowa since its adoption in the 1970s. This method involves removal of deteriorated portions of a bridge deck followed by placement of a layer of den (Type O) Portland Cement Concrete (PCC). The challenge encountered with this type of bridge deck overlay is that the PCC must be mixed on-site, brought to the placement area and placed with specialized equipment. This adds considerably to the cost and limits contractor selection. A previous study (TR-427) showed that a dense PCC with high-range water reducers could successfully be used for bridge deck overlays using conventional equipment and methods. This current study evaluated the use of high performance PCC in place of a dense PCC for work on county bridges. High performance PCC uses fly ash and slag to replace some of the cement in the mix. This results in a workable PCC mix that cures to form a very low permeability overlay.

Evaluation of PCC Long-Term Durability Using Intermediate Sized Gravels to Optimize Mix Gradations, April 2010

With the implementation of the 2000 Q-MC specification, an incentive is provided to produce an optimized gradation to improve placement characteristics. Also, specifications for slip-formed barrier rail have changed to require an optimized gradation. Generally, these optimized gradations have been achieved by blending an intermediate aggregate with the coarse and fine aggregate. The demand for this intermediate aggregate has been satisfied by using crushed limestone chips developed from the crushing of the parent concrete stone. The availability, cost, and physical limitations of crushed limestone chips can be a concern. A viable option in addressing these concerns is the use of gravel as the intermediate aggregate. Unfortunately, gravels of Class 3I durability are limited to a small geographic area in Mississippi river sands north of the Rock River. Class 3 or Class 2 durability gravels are more widely available across the state. The durability classification of gravels is based on the amount and quality of the carbonate fraction of the material. At present, no service histories or research exists to assess the impact of using Class 3 or 2 durability gravels would have on the long-term durability of Portland cement concrete (PCC) pavement requiring Class 3I aggregate.