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.

The Potential of Friction as a Tool for Winter Maintenance, TR-400, 1998

It is intuitively obvious that snow or ice on a road surface will make that surface more slippery and thus more hazardous. However, quantifying this slipperiness by measuring the friction between the road surface and a vehicle is rather difficult. If such friction readings could be easily made, they might provide a means to control winter maintenance activities more efficiently than at present. This study is a preliminary examination of the possibility of using friction as an operational tool in winter maintenance. In particular, the relationship of friction to traffic volume and speed, and accident rates is examined, and the current lack of knowledge in this area is outlined. The state of the art of friction measuring techniques is reviewed. A series of experiments whereby greater knowledge of how friction deteriorates during a storm and is restored by treatment is proposed. The relationship between plowing forces and the ice-pavement bond strength is discussed. The challenge of integrating all these potential sources of information into a useful final product is presented together with a potential approach. A preliminary cost-benefit analysis of friction measuring devices is performed and suggests that considerable savings might be realized if certain assumptions should hold true. The steps required to bring friction from its current state as a research tool to full deployment as an operational tool are presented and discussed. While much remains to be done in this regard, it is apparent that friction could be an extremely effective operational tool in winter maintenance activities of the future.

Correlation of Locally-based Performance of Asphalts with Their Physicochemical Parameters, HR-298, 1990

This project was undertaken to study the relationships between the performance of locally available asphalts and their physicochemical properties under Iowa conditions with the ultimate objective of development of a locally and performance-based asphalt specification for durable pavements. Physical and physicochemical tests were performed on three sets of asphalt samples including: (a) twelve samples from local asphalt suppliers and their TFOT residues, (b) six core samples of known service records, and (c) a total of 79 asphalts from 10 pavement projects including original, lab aged and recovered asphalts from field mixes, as well as from lab aged mixes. Tests included standard rheological tests, HP-GPC and TMA. Some specific viscoelastic tests (at 5 deg C) were run on b samples and on some a samples. DSC and X-ray diffraction studies were performed on a and b samples. Furthermore, NMR techniques were applied to some a, b and c samples. Efforts were made to identify physicochemical properties which are correlated to physical properties known to affect field performance. The significant physicochemical parameters were used as a basis for an improved performance-based trial specification for Iowa to ensure more durable pavements.

Control of Concrete Deterioration Due to Trace Compounds in Deicers, HR-299, 1992

This report describes the research completed under the research contract entitled "Development of a Conductometric Test for Frost Resistance of Concrete" undertaken for the Iowa Highway Research Board. The objective of the project was to develop a test method which can be reasonably and rapidly performed in the laboratory and in the field to predict, with a high degree of certainty, the behavior of concrete subjected to the action of alternate freezing and thawing. The significance of the results obtained, and recommendations for use and the continued development of conductometric testing are presented in this final report. In this project the conductometric evaluation of concrete durability was explored with three different test methods. The test methods and procedures for each type of test as well as presentation of the results obtained and their significance are included in the body of the report. The three test methods were: (1) Conductometric evaluation of the resistance of concrete to rapid freezing and thawing, (2) Conductometric evaluation of the resistance of concrete to natural freezing and thawing, and (3) Conductometric evaluation of the pore size distribution of concrete and its correlation to concrete durability. The report also includes recommendations for the continued development of these test methods.

A Laboratory Evaluation of Asphaltic Concrete Containing Asphadur, MLR-78-2, 1978

This report describes a laboratory evaluation of three asphaltic concrete, plant produced mixtures containing Asphadur. The mixtures represent a type A asphaltic concrete and two type B asphaltic concretes. The type A and one of the type B mixtures were used in pavements and will be evaluated later for durability and serviceability. The second type B mixture was made only for laboratory testing. In each instance, control batches of the same mixtures but without Asphadur were made for comparison. Type A is a high type asphaltic concrete, requires a minimum of 65 percent crushed particles and is generally used for higher traffic volume roads. Type B is used for intermediate or lower traffic volumes and requires a minimum of 30 percent crushed particles.

Underseal Evaluation Project: Poweshiek County I-80 Near Milepost 189.5, Eastbound Roadway, MLR-85-10, 1985

The purpose of this project was to determine the optimal hole pattern needed for undersealing work, and also to determine if it is feasible to underseal a roadway with existing longitudinal subdrains without plugging the subdrain system. At the test site the hole pattern had little effect on the grout distribution. It was found that the hole pattern, to be effective, must locate existing voids and that holes must extend at least 2 in. (5 cm) below the underside of the pavement. It appeared that pavements can be undersealed without significant damage to the existing subdrains, but special care is needed to assure that excess grout is not injected into the drainage system. Recommendations are made concerning the hole pattern, grout efflux time, and procedures for minimizing the risk of plugging the subdrains with grout.

Pavement Wear and Studded Tire Use in Iowa, HR-148, 1979

This report presents the results of surveys to determine studded tire usage in Iowa. Also reported are the results of measurements of transverse pavement profiles at selected locations where the pavement is subjected to a high volume of traffic. The surveys were made in January of each of the years 1969 through 1978 and in each of 27 areas into which the state was divided. Estimates of studded tire usage were also made at various locations on Interstate highways in Iowa. The lowest percentage of studded tires was observed in the initial count during the winter of 1968-69. Two years later the percentage had increased to the maximum (22.6%) and then began a gradual decline. The latest count in January of 1978 indicated 8.5% of the cars had studded tires. The decline in the use of studded tires is attributed to the efforts of the Iowa DOT and others to obtain a ban on studded tires and a continual increase in the use of radial tires with claims of improved traction. The wear measurements were recorded by camera. It was found that studded tires have worn ruts in Iowa pavements as deep as 5/16 inch. The ruts lead to water on the pavement and this causes hydroplaning, as well as splash and spray. The conclusion of the study was that studded tires should be banned in Iowa.

Characteristics of Iowa Fine Aggregate, MLR-92-6, 1996

The objective of this research was to evaluate the quality (angularity, mortar strengths and alkali-silica reactivity) of fine aggregate for Iowa portland cement concrete (PCC) pavements. Sands were obtained from 30 sources representative of fine aggregate across Iowa. The gradation, fineness modulus and mortar strengths were determined for all sands. Angularity was evaluated using a new National Aggregate Association (NAA) flow test. The NAA uncompacted void values are significantly affected by the percent of crushed particles and are a good measure of fine aggregate angularity. The alkali-silica reactivity of Iowa sands was measured by the ASTM P214 test. By P214 many Iowa sands were identified as being reactive while only two were innocuous. More research is needed on P214 because pavement performance history has shown very little alkali-silica reactivity deterioration of pavement. Six of the sands tested by P214 were evaluated using the Canadian Prism Test. None were identified as being reactive by the Canadian Prism Test.

Laboratory Evaluation of Polymer and Multi-Grade Asphalt Binders, MLR-90-5, 1992

A number of claims have been made that polymer modified asphalt cements, multi-grade asphalt cements, and other modifications of the liquid asphalt will prevent rutting and other deterioration of asphalt mixes, thereby, extending the service life of asphalt pavements. This laboratory study evaluates regular AC-20 asphalt cement, PAC-30 polymer modified asphalt cement and AC-10-30 multi-grade asphalt cement. PAC-30 was also evaluated with 15% Gilsonite and 15% Witcurb in a 75% crushed stone - 25% sand mix. These mixtures were evaluated for all Marshall properties along with indirect tensile, resilient modulus, and creep resistance.

Correlation of the IJK Roadmeter to the International Roughness Index, MLR-91-5, 1992

The Iowa Department of Transportation has been determining a present serviceability index (PSI) on the primary highway system since 1968. A CHLOE profilometer has been used as the standard for calibrating the Roadmeters that do the system survey. The current Roadmeter, an IJK Iowa DOT developed unit, is not considered an acceptable Roadmeter for determining the FHWA required International Roughness Index (IRI). Iowa purchased a commercial version of the South Dakota type profile (SD Unit) to obtain IRI. This study was undertaken to correlate the IRI to the IJK Roadmeter and retire the Roadmeter. One hundred forty-seven pavement management sections (IPMS) were tested in June and July 1991 with both units. Correlation coefficients and standard error of estimates were: r' Std. Error PCC pavements 0.81 0.15 Composite pavements 0.71 0.18 ACC pavements 0.77 0.17 The correlation equations developed from this work will allow use of the IRI to predict the IJK Roadmeter response with sufficient accuracy. Trend analysis should also not be affected.

Vibratory Effects in Reinforced Portland Cement Concrete Pavement, MLR-97-2, 1997

A double mat of reinforcement steel consisting of No. 5 bars was placed in the longitudinal and transverse directions in a 26' wide, 10" thick pavement. The bars were placed on 12" centers with 2" of cover from the top and bottom surfaces. The special reinforcement is to provide additional strength in the pavement over an area of old coal mine tunnels. Auxiliary and standard paver vibrators were used to consolidate the concrete. There was concern that over-vibration could be occurring in some areas and also that a lack of consolidation may be occurring under the steel bars in some areas. A core evaluation study of the pavement was developed. The results showed that the consolidation and the air contents were satisfactory. Additional paving with reinforcement in the same area should use the same or similar method and amount of vibration as was used in the area evaluated in this study.

Evaluation of the Argentine Nondestructive Test for Determining Concrete Compressive Strength, R-269 and MLR-75-2, 1975

The compressive strength of concrete is an important factor in the design of concrete structures and pavements. To assure the quality of the concrete placed at the project, concrete compressive cylinders are made at the jobsite. These cylinders undergo a destructive test to determine their compressive strength. However, the determination of concrete compressive strength of the concrete actually in the structure or pavement is frequently desirable. For this reason, a nondestructive test of the concrete is required. A nondestructive test of concrete compressive strength should be economical, easily performed by field personnel, and capable of producing accurate, reproducible results. The nondestructive test should be capable of detecting the extent of poor concrete in a pavement or structure due to improper handling, placement, or variations in mixing or materials.

Using Scanning Lasers for Real-Time Pavement Thickness Measurement, TR-538, 2006

Due to limited budgets and reduced inspection staff, state departments of transportation (DOTs) are in need of innovative approaches for providing more efficient quality assurance on concrete paving projects. The goal of this research was to investigate and test new methods that can determine pavement thickness in real time. Three methods were evaluated: laser scanning, ultrasonic sensors, and eddy current sensors. Laser scanning, which scans the surface of the base prior to paving and then scans the surface after paving, can determine the thickness at any point. Also, scanning lasers provide thorough data coverage that can be used to calculate thickness variance accurately and identify any areas where the thickness is below tolerance. Ultrasonic and eddy current sensors also have the potential to measure thickness nondestructively at discrete points and may result in an easier method of obtaining thickness. There appear to be two viable approaches for measuring concrete pavement thickness during the paving operation: laser scanning and eddy current sensors. Laser scanning has proved to be a reliable technique in terms of its ability to provide virtual core thickness with low variability. Research is still required to develop a prototype system that integrates point cloud data from two scanners. Eddy current sensors have also proved to be a suitable alternative, and are probably closer to field implementation than the laser scanning approach. As a next step for this research project, it is suggested that a pavement thickness measuring device using eddy current sensors be created, which would involve both a handheld and paver-mounted version of the device.

Cracking and Seating to Retard Reflective Cracking - Fremont County, HR-279, 1993

The concept of cracking and seating a portland cement concrete (pcc) pavement prior to laying an asphalt cement concrete (acc) surface in order to reduce reflection cracking has been around since the 1950s. With the advent of improved cracking equipment, this method gained renewed interest in the 1970s and 1980s. This project incorporated six test sections of which four were cracked and seated prior to being overlaid. Fremont County decided to utilize only a 0.9 m (3 ft) cracking pattern based on a 30 m (100 ft) trial test section. Pavement cracking appeared to be effective in reducing primarily longitudinal reflectance cracking, but only marginally successful in the reduction of transverse reflective cracking.

Pavement Texturing by Milling, HR-283, 1987

Experience has shown that milling machines with carbide tipped teeth have the capability of profiling most asphalt concrete (ac) and portland cement concrete (pcc) pavements. Most standard milling operations today leave a very coarse, generally objectionable surface texture. This research utilized a Cedarapids Wirtgen 1900C mill modified by adding additional teeth. There were 411 teeth at a 5 millimeter transverse spacing (standard spacing is 15 mm) on a 6 ft. 4 in. long drum. The mill was used to profile and texture the surface of one ac and two pcc pavements. One year after the milling operation there is still some noticeable change in tire noise but the general appearance is good. The milling operation with the additional teeth provides an acceptable surface texture with improved Friction Numbers when compared to a nonmilled surface.