Investigation of Warm-Mix Asphalt Using Iowa Aggregates Final Report, April 2011

The implementation of warm-mix asphalt (WMA) is becoming more widespread with a growing number of contractors utilizing various WMA technologies. Early research suggests WMA may be more susceptible to moisture damage than traditional hot-mix asphalt (HMA) mixes. The objectives of this study are to test the binder and mix properties of WMA technologies for both field- and laboratory-produced mixes to determine the performance of WMA compared to traditional HMA. Field- and laboratory-produced mixes were studied. The laboratory-produced mixes compared HMA control mixes with WMA mixes that had the same mix design. The WMA technologies used for the laboratory study were Advera, Sasobit, and Evotherm. The field study tested four WMA field-produced mixes. Each of the four mixes had a corresponding control HMA mix. The WMA technologies used in the field study included: Evotherm 3G/Revix, Sasobit, and Double Barrel Green Foaming. The three main factors for this study were WMA/HMA, moisture-conditioned/not moisture-conditioned, and reheated/not reheated. Mixes were evaluated based on performance tests. Binder testing was performed to determine the rheological differences between HMA and WMA binders to determine if binder grade requirements change with the addition of WMA additives. The conclusions of this study are as follows:  Reduced mixing and compaction temperatures were achieved.  Statistical differences were found when comparing tensile strength ratio (TSR) values for both laboratory- and field-produced mixes. In the laboratory, none of the WMA additives performed as well as the HMA. For the field mixes, all TSR values passed Iowa’s minimum specification of 0.8 but, on average, WMA is lower compared to HMA TSR values.  Dynamic modulus results show that, on average, HMA will have higher dynamic modulus values. This means the HMA exhibits stiffer material properties compared to WMA; this may not necessarily mean superior performance in all cases.  Flow number results show that WMA has reduced flow number values compared to HMA. The only exception was the fourth field mix and weather delayed production of the control mix by nine days. The laboratory mixes showed that flow number values increased significantly with the addition of recycled asphalt pavement (RAP).  In the laboratory study, Advera reduced TSR values. Given that Advera is a foaming agent, the increase in moisture susceptibility is likely attributed to the release of water necessary for the improvement of the workability of the asphalt mixture.

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Il est maintenant accepté par une large part de la communauté scientifique que le climat est en train de changer sous l'influence des gaz à effet de serre émis par les activités humaines. Pour la Suisse, cela correspond à une augmentation des températures et à une diminution probable des précipitations estivales.Etant donné le manque de recul et de données historiques précises, l'influence des changements climatiques sur la biodiversité n'est encore connue que d'études ponctuelles limitées à certaines espèces. Celles-ci nous livrent néanmoins des signaux clairs de changement dans la distribution et la phénologie des espèces, généralement cohérents avec les résultats des modèles prédictifs pour le futur.Globalement, les espèces montrent une tendance à migrer vers les altitudes supérieures. Celles qui occupent aujourd'hui les altitudes les plus élevées vont probablement voir leur domaine se rétrécir. De grands risques d'extinction planent donc sur les espèces alpines, pour lesquelles la Suisse a une responsabilité toute particulière. Parallèlement, la diminution des précipitations estivales va augmenter les problèmes de sécheresses, ce qui pourrait conduire, par exemple, à une réduction des forêts en Valais central et à un assèchement prématuré des lieux de ponte des amphibiens. Inversement, certaines espèces thermophiles de basses altitudes pourraient profiter des nouvelles conditions en accroissant leur domaine de répartition, comme déjà observé chez certains insectes.En plus des changements climatiques, d'autres facteurs menacent indirectement les espèces. La forte fragmentation du territoire limitera la capacité des espèces à coloniser de nouveaux territoires par manque de connexions entre les milieux favorables. Un climat plus chaud permettra une intensification de l'agriculture en montagne, accompagnée des effets néfastes déjà bien connus en plaine, ou pourrait favoriser certaines maladies. De plus, les printemps plus précoces décaleront le développement de certaines espèces, ce qui pourrait fortement modifier les interactions entre espèces et les chaînes trophiques.Les conséquences des changements climatiques sur la biodiversité dépendront aussi des décisions prises au niveau national et international et des mesures prises pour la protection du climat. Afin de limiter les pertes, il est important de mettre en place des corridors favorisant la colonisation de nouvelles aires par les espèces et d'utiliser les synergies possibles entre protection de la biodiversité et lutte contre les changements climatiques. De plus, le monitoring des espèces les plus sensibles aidera à développer, avant qu'il ne soit trop tard, les mesures complémentaires nécessaires à leur conservation.

Le paradoxe tibétain : Théodore Pavie et les explorateurs du Tibet

Si le Tibet figure en marge des voyages et de l'oeuvre de Théodore Pavie, il occupe pourtant une position-clé, quoique déconsidérée, dans le programme scientifique de l'auteur. L'orientaliste - indianiste et sinologue - s'est rendu en Inde et en Chine lors de son voyage de 1839, mais non au Tibet, alors encore largement inexploré. De surcroît, alors que Pavie succède à Eugène Burnouf, auteur éminent de l'Introduction au bouddhisme indien (1844), à la chaire d'études indiennes du Collège de France, ce n'est pas lui mais son condisciple Philippe-Edouard Foucaux qui prendra en charge l'enseignement du tibétain dans les milieux orientalistes parisiens. Dès lors, en quoi le nom de Pavie se rapporte-t-il à l'histoire des savoirs et des représentations du Tibet ?A Calcutta, notre voyageur fait la rencontre d'Alexandre Csoma de Kőrös, savant hongrois fondateur des études tibétaines. A son retour en France, alors même que l'on apprend en Europe l'exploit du père Huc, lequel missionnaire vient de pénétrer à Lhassa, Pavie rédige un article dans la Revue des Deux Mondes sur « Le Thibet et les études thibétaines » (1847). Cet article, pétri par un souffle romantique grandiose, articule savoirs et imaginaire sur le Tibet. Les Tibétains, sauvages et primitifs, à l'image de leur territoire, sont présentés comme les héritiers historiques des civilisations indienne et chinoise. Le Tibet apparaît dès lors comme le musée pétrifié du bouddhisme originel, que le savant peut reconstituer sous les traits - à ses yeux dégénérés - du « lamaïsme », et, en premier lieu, à travers les livres innombrables des bibliothèques des monastères tibétains - attirant sans le savoir l'attention du public français sur l'une des plus grandes littératures du monde. Tout en balisant un nouveau domaine d'études « interdisciplinaire » s'ouvrant à l'orientalisme, Pavie n'en vient-il pas à formuler ce que l'on pourrait appeler un paradoxe tibétain ? Comment le Tibet, isolé par-delà les plus imposantes chaînes de montagne du globe, peut-il être le dépositaire d'une des plus grandes civilisations de l'histoire humaine ? A l'orée de la grande période d'exploration du Tibet, l'orientaliste ne consacre-t-il pas une vision du Tibet qui fera fortune chez les voyageurs français de la seconde moitié du XIXe siècle ? Examiner ce pan de la tibétologie française naissante amène à croiser différentes figures de savants et d'explorateurs, en vue de dégager les processus par lesquels savoirs et représentations liés au Tibet se sont constitués à la fin du XIXe siècle.

Investigation of Warm-Mix Asphalt for Iowa Roadways, TR-635, 2013

Phase II of this study further evaluated the performance of plant-produced warm-mix asphalt (WMA) mixes by conducting additional mixture performance tests at a broader range of temperatures, adding additional pavements to the study, comparing virgin and recovered binder properties, performing pavement condition surveys, and comparing survey data with the Mechanistic Empirical Pavement Design Guide (MEPDG) forecast for pavement damage over 20 years of service life. Further objectives detailing curing behavior, quality assurance testing, and hybrid technologies were as follows: * Compare the predicted and observed field performance of existing WMA trials produced in the previous Phase I study to that of hot-mix asphalt (HMA) control sections to determine if Phase I conclusions are translating to the field; * Identify any curing effect (and timing of the effect) of WMA mixtures and binders in the field; * Determine how the field-compacted mixture properties and recovered binder properties of WMA compare to those of HMA over time for technologies common to Iowa; * Identify the protocols for WMA sample preparation for volumetric and performance testing that best simulate field conditions. The findings of this study indicate that WMA additives do show statistical differences in mixture properties in some of the mixes tested. These differences will not always be statistically different from mixture to mixture. Multiple factors, such as WMA additive type, amount of recycled asphalt material, construction conditions, and mixture variability all play a role in determining the extent of which WMA and HMA mixes differ. Other significant findings of this study include effects of curing, aging in recovered binders from HMA and WMA cores, and the influence of recycled asphalt shingles (RAS) used with WMA. These findings will be of interest to owner agencies and contractors utilizing WMA technologies.

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.

Deicing Salt Corrosion with and without Inhibitors, MLR-87-8, 1989

Chloride ion penetration through concrete to reinforcing steel is causing the premature deterioration of numerous bridge decks in Iowa. The purpose of the research reported in this paper was to determine whether any of several additives or alternative deicing chemicals could inhibit corrosion of reinforcing steel. The deicers tested were calcium magnesium acetate (CMA), CMA plus NaCl (NaCl: sodium chloride), Quicksalt plus PCI, and CG-90, a polyphosphate solution being developed by Cargill. Two tests were established. First, steel coupons were placed in a 15% solution of a deicer and distilled water to determine which alternative deicer would cause the least amount of corrosion in solution. The coupons were weighed periodically to determine each coupon's weight loss from corrosion. The second test involved ponding a 15% solution of each material on reinforced concrete blocks. Weekly copper-copper sulfate electrical half-cell (CSE) potential readings were taken on each block to determine whether corrosive activity was occurring at the steel surface. When the ponding research was concluded, concrete samples were taken from one of the three blocks ponded with each deicer. The samples were used to determine the chloride ion content at the level of the steel. Results show that all the deicers were less corrosive than NaCl. Only pure CMA, however, significantly inhibited the corrosion of steel embedded in concrete.

Improvement of Granular Base Course Materials with Portland Cement, Special Report, HR-99

A highway base course may be defined as a layer of granular material which lies immediately below the wearing surface of a pavement and must possess high resistance to deformation in order to withstand pressures imposed by traffic. A material commonly used for base course construction is crushed limestone. Sources of limestone, acceptable for highway bases in the state of Iowa, occur almost entirely in the Pennsylvanian, Mississippian and Devonian strata. Performance records of the latter two have been quite good, while material from the Pennsylvanian stratum has failed on numerous occasions. The study reported herein is one segment of an extensive research program on compacted crushed limestone used for flexible highway base courses. The primary goals of the total study are: 1. Determination of a suitable and realistic laboratory method of compaction. 2. Effect of gradation, and mineralogy of the fines, on shearing strength. 3. Possible improvement of the shear strength with organic and inorganic chemical stabilization additives. Although the study reported herein deals primarily with the third goal, information gathered from work on the first two was required for this investigation. The primary goal of this study was the evaluation of various factors of stability of three crushed limestones when treated with small amounts of type I Portland cement. Investigation of the untreated materials has indicated that shear strength alone is not the controlling factor for stability of crushed stone bases. Thus the following observations were made in addition to shear strength parameters, to more adequately ascertain the stability of the cement treated materials: 1. Volume change during consolidation and shear testing. 2. Pore pressure during shear. The consolidated-undrained triaxial shear test was used for determination of the above factors.

Asphalt Cement Containing AC-13, HR-522, Construction Report, 1985

Stopping and turning maneuvers on high traffic volume asphalt cement concrete surfaced roads and streets often causes distortion of the pavement. Distortion may show up as excessive rutting in the wheel path, shoving of the pavement and/or rippling of the surface. Often times repeated corrective work such as cold milling or heater planing is required in these areas to maintain the pavement surface in a reasonable condition. In recent years polymer additives have been developed for asphalt cement concrete paving mixes that show promise in improving the inplace stability of the pavements. AC-13 (Styrelf 13) available from Bitucote Products Company, St. Louis, Missouri is an asphalt cement that has been modified by an additive to exhibit characteristics of very high stability in asphalt mixes.

Surface Improvement and Dust Palliation of Unpaved Secondary Roads and Streets, HR-151, 1973

As of December 31, 1970 there were 57,270 miles of Local Secondary roads and 32,958 miles of Farm to Market roads in the Iowa secondary road system. The Local Secondary system carried a traffic load of 2,714,180 daily vehicle miles, accounting for 32% of all traffic in the secondary system. For all Local Secondary roads having some form of surfacing, 98% were surfaced with gravel or crushed stone. During the 1970 construction year 335 miles of surfaced roads were constructed in the Local Secondary system with 78% being surfaced with gravel or crushed stone. The total maintenance expenditure for all secondary roads in Iowa during 1970 amounted to $40,086,091. Of this, 42%, or $17,020,332, was spent for aggregate replacement on existing gravel or crushed stone roads with an additional 31% ($12,604,456) being spent on maintenance other than resurfacing. This amounts to 73% of the total maintenance budget and are the largest two maintenance expenditure items out of a list of 10 ranging from bridges to drainage assessments. The next largest item was 7%, for maintenance of existing flexible bases. Three concurrent phases of study were included in this project: (1) laboratory screenings studies of various additives thought to have potential for long-lasting dust palliation, soil additive strength, durability, and additive retention potential; (2) test road construction using those additives that indicated promise for performance-serviceability usage; and (3) observations and tests of constructed sections for evaluation of the additive's contribution to performance and serviceability as well as the relationship to initial costs.

Surface Improvement and Dust Palliation of Unpaved Secondary Roads and Streets, Progress Report, HR-151, 1971

A combined study of dust control and low-cost surface improvements of soil and aggregate materials for immediate (and intermediate) use as a treated surface course is being conducted in three concurrent phases: (1) laboratory screening of various additives thought to have potential for long-lasting dust palliation, soil-additive strength, durability, and additive retention potential; (2) test road construction, using those additives from the screening studies that indicate promise for performance and serviceability; and (3) observation and tests of constructed sections for evaluation of the additive's contribution to performance and serviceability as well as relationship to initial costs. A brief review is presented of the problem, some methods of measuring it, previously adopted approaches to it, project field tests and a portion of the results thus far, and portions of the laboratory work accomplished in the screening studies.

Pitfalls in aminoacid and organic acid analysis: 3-hydroxypropionic aciduria.

Pitfalls in organic acid analysis can originate from inadequate methodology, analytical interferences, in vivo interactions and from pre-analytical conditions which often are unknown to the specialized analytical laboratory. Among the latter, ingested food and additives, metabolites of food processing or medications have to be considered. Bacterial metabolites from the gastrointestinal or urogenital system or formed after sample collection can lead to pitfalls as well. An example of such a patient whose urinary metabolites mimic at first glance inherited propionic aciduria is described.

Performance of Holstein heifers fed sugarcane silages treated with urea, sodium benzoate or Lactobacillus buchneri

The objective of this work was to evaluate the performance of heifers fed sugarcane silages produced with and without additives. Thirty-two Holstein heifers were randomly assigned, in a block design, to evaluate rations (46% silage; 54% concentrate; 12% crude protein) containing silages treated with (fresh basis) urea (0.5%), sodium benzoate (0.1%) or Lactobacillus buchneri (3.64x10(5) cfu g-1 ). Inoculation with L. buchneri improved daily gain (1.24 vs. 0.94 kg day-1 ), and the addition of benzoate resulted in better feed conversion (7.6 vs. 9.4 kg of dry matter per kg of live weight), in relation to the untreated silage (control). Treatments did not affect dry matter intake (mean of 2.19% of live weight). Rations containing silages treated with benzoate or L. buchneri showed lower cost per kg of weight gain. Treatment with urea did not improve animal performance, but the cost per kg of weight gain was lower than that of the control ration.

Asphalt Cement Containing AC-13, HR-522, Final Report, 1988

Stopping and turning maneuvers on high traffic volume asphalt cement concrete surfaced roads and streets often cause distortion of the pavement. Distortion may show up as excessive rutting in the wheel path, shoving of the pavement and/or rippling of the surface. Often times repeated corrective work such as cold milling or heater planing is required in these areas to maintain the pavement surface in a reasonable condition. In recent years polymer additives have been developed for asphalt cement concrete paving mixes that show promise in improving the inplace stability of the pavements. AC-13 (Styrelf 13) available from Bitucote Products Company, St. Louis, Missouri is an asphalt cement that has been modified by an additive to exhibit characteristics of very high stability in asphalt mixes.

Biofuel Co-Product Uses for Pavement Geo-Materials Stabilization, TR-582, 2010

The production and use of biofuels has increased in the present context of sustainable development. Biofuel production from plant biomass produces not only biofuel or ethanol but also co-products containing lignin, modified lignin, and lignin derivatives. This research investigated the utilization of lignin-containing biofuel co-products (BCPs) in pavement soil stabilization as a new application area. Laboratory tests were conducted to evaluate the performance and the moisture susceptibility of two types of BCP-treated soil samples compared to the performance of untreated and traditional stabilizer-treated (fly ash) soil samples. The two types of BCPs investigated were (1) a liquid type with higher lignin content (co-product A) and (b) a powder type with lower lignin content (co-product B). Various additive combinations (co-product A and fly ash, co-products A and B, etc.) were also evaluated as alternatives to stand-alone co-products. Test results indicate that BCPs are effective in stabilizing the Iowa Class 10 soil classified as CL or A-6(8) and have excellent resistance to moisture degradation. Strengths and moisture resistance in comparison to traditional additives (fly ash) could be obtained through the use of combined additives (co-product A + fly ash; co-product A + co-product B). Utilizing BCPs as a soil stabilizer appears to be one of the many viable answers to the profitability of the bio-based products and the bioenergy business. Future research is needed to evaluate the freeze-thaw durability and for resilient modulus characterization of BCP-modified layers for a variety of pavement subgrade and base soil types. In addition, the long-term performance of these BCPs should be evaluated under actual field conditions and traffic loadings. Innovative uses of BCP in pavement-related applications could not only provide additional revenue streams to improve the economics of biorefineries, but could also serve to establish green road infrastructures.

Determination and Evaluation of Alternate Methods for Managing and Controlling Highway-Related Dust, TR-449, 2002

Road dust is caused by wind entraining fine material from the roadway surface and the main source of Iowa road dust is attrition of carbonate rock used as aggregate. The mechanisms of dust suppression can be considered as two processes: increasing particle size of the surface fines by agglomeration and inhibiting degradation of the coarse material. Agglomeration may occur by capillary tension in the pore water, surfactants that increase bonding between clay particles, and cements that bind the mineral matter together. Hygroscopic dust suppressants such as calcium chloride have short durations of effectiveness because capillary tension is the primary agglomeration mechanism. Somewhat more permanent methods of agglomeration result from chemicals that cement smaller particles into a mat or larger particles. The cements include lignosulfonates, resins, and asphalt products. The duration of the cements depend on their solubility and the climate. The only dust palliative that decreases aggregate degradation is shredded shingles that act as cushions between aggregate particles. It is likely that synthetic polymers also provide some protection against coarse aggregate attrition. Calcium chloride and lignosulfonates are widely used in Iowa. Both palliatives have a useful duration of about 6 months. Calcium chloride is effective with surface soils of moderate fine content and plasticity whereas lignin works best with materials that have high fine content and high plasticity indices. Bentonite appears to be effective for up to two years and works well with surface materials having low fines and plasticity and works well with limestone aggregate. Selection of appropriate dust suppressants should be based on characterization of the road surface material. Estimation of dosage rates for potential palliatives can be based on data from this report, from technical reports, information from reliable vendors, or laboratory screening tests. The selection should include economic analysis of construction and maintenance costs. The effectiveness of the treatment should be evaluated by any of the field performance measuring techniques discussed in this report. Novel dust control agents that need research for potential application in Iowa include; acidulated soybean oil (soapstock), soybean oil, ground up asphalt shingles, and foamed asphalt. New laboratory evaluation protocols to screen additives for potential effectiveness and determine dosage are needed. A modification of ASTM D 560 to estimate the freeze-thaw and wet-dry durability of Portland cement stabilized soils would be a starting point for improved laboratory testing of dust palliatives.