Heat Dissipation and Crack Control in Massive Concrete at the Burlington Bridge, MLR-94-1, 1995

The large concrete placements at the Burlington Bridge were expected to cause great temperature differentials within the individual placements. In an attempt to reduce cracking due to the large temperature differentials, the Iowa Department of Transportation required that contractors continuously monitor the temperatures and temperature differentials in the concrete placement to assure that the temperature differentials did not exceed 35 deg F. It was felt that if temperature differentials remained below 35 deg F, cracking would be minimized. The following is a summary of the background of the project, and what occurred during individual concrete placements. The following conclusions were drawn: 1) Side temperatures are cooler and more greatly affected by ambient air temperatures; 2) When the 35 deg F limit was exceeded, it was almost exclusively the center to side differential; 3) The top temperature increases substantially when a new pour is placed; 4) The use of ice and different cement types did seem to affect the overall temperature gain and the amount of time taken for any one placement to reach a peak, but did not necessarily prevent the differentials from exceeding the 35 deg F limit, nor prevent cracking in any placement; and 5) Larger placements have a greater tendency to exceed the differential limit.

Adubação nitrogenada e irrigação no maracujazeiro-amarelo. I. Produtividade e qualidade dos frutos

Conduziu-se um experimento em Campos dos Goytacazes, RJ, no período de dezembro de 1995 a junho de 1997, para avaliar o efeito da adubação nitrogenada, sob diferentes lâminas de irrigação, na produtividade e na qualidade dos frutos do maracujazeiro-amarelo. Testaram-se quatro doses de nitrogênio (50, 250, 450 e 650 g planta-1 ano-1 de N), utilizando a uréia como fonte de N, sob seis lâminas de irrigação (0, 25, 50, 75, 100 e 125% da ET0 - evapotranspiração de referência), num esquema fatorial 4 x 6, com três repetições. Utilizou-se um sistema de irrigação por gotejamento. Não houve variação na produtividade quando o N foi aplicado sob lâminas de irrigação de 0, 25, 100 e 125% da ET0. A produtividade máxima de frutos, 41,3 t ha-1, foi obtida quando se aplicaram 290 g planta-1 ano-1 de N, sob uma lâmina de irrigação de 75% da ET0, o que correspondeu a uma lâmina total de água (irrigação + precipitação efetiva) de 1.293 mm. A adubação nitrogenada influenciou o número de frutos e não apresentou influência sobre o peso médio e outras características qualitativas dos frutos. A irrigação influenciou a produtividade, o peso médio, o comprimento e o diâmetro dos frutos.

Metric Short Course for the Office of Bridges and Structures, HR-378, 1995

This metric short course was developed in response to a request from the Office of Bridges and Structures to assist in the training of engineers in the use of metric units of measure which will be required in all highway designs and construction after September 30, 1996 (CFR Presidential Executive Order No. 12770). The course notes which are contained in this report, were developed for a half-day course. The course contains a brief review of metrication in the U.S., metric units, prefixes, symbols, basic conversions, etc. The unique part of the course is that it presents several typical bridge calculations (such as capacity of reinforced concrete compression members, strength of pile caps, etc.) worked two ways: inch-pound units throughout with end conversion to metric and initial hard conversion to metric with metric units throughout. Comparisons of partial results and final results (obtained by working the problems the two ways) are made for each of the example problems.

Asphalt Resurfacing Structural Research, HR-556, Construction Report, 1995

Discarded tires present major disposal and environmental problems. One method of recycling tires is to use finely ground rubber from tires in asphalt cement concrete (ACC). This process has been researched in Iowa since 1991. There are currently eight projects being researched. This project involved using crumb rubber modifier (CRM) in ACC using a dry process. This project is located on US 63 in Howard County. It involved 17 test sections. There were five test sections using 20 lb of CRM per ton, four test sections using 10 lb of CRM per ton and eight test sections using a conventional mix. Not only were different mixes used, but the overlay was also placed in various thicknesses ranging from 2 in. to 8 in. (5 cm to 20 cm). The project was completed in August 1994. The project construction went well with only minor problems. This report contains information about procedures and tests that were completed and those that will be completed. Evaluation on the project will continue for five years.

Pipe Rehabilitation with Polyethylene Pipe Liners, HR-370, Construction Report, 1995

Corroded, deteriorated, misaligned, and distorted drainage pipes can cause a serious threat to a roadway. Normal practice is to remove and replace the damaged drainage structure. An alternative method of rehabilitating these structures is to slip line them with a polyethylene liner. Twelve drainage structures were slip lined with polyethylene liners during 1994 in Iowa. Two types of liners installed were "Culvert Renew" and "Snap-Tite". It was found that the liners could be easily installed by most highway, county, and city maintenance departments. The liners restore the flow and increase the service life of the original drainage structure. The liners were found to be cost competitive with the removal and replacement of the existing drainage structure. Slip lining has the largest economic benefit when the roadway is paved, the culvert is under a deep fill, or traffic volumes are high. The annular space between the original pipe and the liner was filled with flowable mortar. Care should be taken to properly brace and grout the annular space between the liner and the culvert.

Seguiment temporal de la reserva marina de les Illes Medes - I. Informe anual. Any 1995

Els seguiments o monitoritzacions, com els empenys humans, tenen per tret diferencial els alts i baixos, les dents de serra. I aixó, no només és vàlid per al comportament de les variables monitoritzades, sino també per als avatars administratius i financers. Fins l'extrem que la continuitat temporal, i no sols l'antiguitat delsregistres, és la millor mesura de la seriositat en la gestió d'un país; en aquest sentit, és evident que els països anglo-saxons tenen molt que ensenyar als llatins (p.e. en els registres de dades metereològiques).Abans del que haguèssim volgut, els alts i baixos polítics i financers van tocar, fent trontollar l'any 1995, al Seguiment del Patrimoni Biològic de les Illes Medes. L'any 1994 s'acabà el primer cicle del Pla d'Usos de l'Àrea protegida de les illes Medes (sorgit de la llei 19/1990 de 10 de desembre del Parlament de Catalunya).Aquest havia d'obrir les portes a un segon cicle quatrienal en el que, de forma preceptiva segons l'esmentada llei, s'havien de continuar els controls biològics del seu patrimoni natural. Per tant, no calia recorrer al nostre reiterat argument que en ecologia hom precisa de períodes d'estudi relativament llargs per definir amb fiabilitat les tendències de canvi: l'administració havia assumit l'argument i el feia seu. Malgrat tot, no podem dir que causès sorpresa la notícia que, després de moltes dil.lacions, informacions contradictòries i canvis de titularitat en els òrgans de gestió, el seguiment de 1995 es veia desproveït de suport financer (ens apresurem a reconeixer que a nivell d'intencions, el suport de les administracions involucrades no es va veure mai compromés). Conscients de la ingenuïtat d'esperar un suport lliure d'entrebancs, el nostre equip de treball havia assumit, des de l'inici del seguiment en 1990, el risc d'aquesta eventualitat. I havia previst que, arribat el cas, caldria continuar el seguiment, omplint si calia el buit derivat de la manca del marcadministratiu (en aquest cas el nou conveni entre la conselleria d'Agricultura, Ramaderia i Pesca i la Universitat de Barcelona) que per motius diversos no es restablí en tot el curs del 1995. És així que el seguiment del patrimoni natural de l'Àrea protegida de les illes Medes al llarg de l'any 1995 es feu amb recursos propis, la qual cosa vol dir amb moltes estretors econòmiques. Afortunadament, la situaciós'ha redrecat, en renovar-se per tres anys més (1996-1998) el conveni que estableix el seguiment. La satisfacció per la signatura d'aquest nou conveni, em fa alimentar l'esperança que ens anys a venir els nous gestors de la Reserva Marina de les Illes Medes, conscients del paper capdavanter d'aquest espai en la gestió dels espais litorals mediterrànis, no permetràn que tals anomalies es repeteixin.

Estado biológico de la pradera de Posidonia oceanica de las Islas Medas. Informe de 1995

Podeu consultar l'Informe complet a: http://hdl.handle.net/2445/24663

Seguiment temporal de la gorgonia Paramuricea clavata de les Illes Medes. Exercici 1995

Podeu consultar l'Informe complet a: http://hdl.handle.net/2445/24663

Seguiment temporal de la garota comuna Paracentrotus lividus en les Illes Medes. Exercici 1995

Podeu consultar l'Informe complet a: http://hdl.handle.net/2445/24663

Avaluació de la població de llagostes (Palinurus elephas) de les Illes Medes. Exercici 1995

Podeu consultar l'Informe complet a: http://hdl.handle.net/2445/24663

Impacte de la freqüentació dels escafandristes sobre les poblacions del briozou Pentapora fascialis a les Illes Medes: Seguiment 1992-1995

Podeu consultar l'Informe complet a: http://hdl.handle.net/2445/24663

Avaluació de la població de corall Corallium rubrum de les Illes Medes. Any 1995

Podeu consultar l'Informe complet a: http://hdl.handle.net/2445/24663

Micro-Computer Based Linear Scheduling Application for Highway Construction Project Control, HR-339A, 1995

This report describes a new approach to the problem of scheduling highway construction type projects. The technique can accurately model linear activities and identify the controlling activity path on a linear schedule. Current scheduling practices are unable to accomplish these two tasks with any accuracy for linear activities, leaving planners and manager suspicious of the information they provide. Basic linear scheduling is not a new technique, and many attempts have been made to apply it to various types of work in the past. However, the technique has never been widely used because of the lack of an analytical approach to activity relationships and development of an analytical approach to determining controlling activities. The Linear Scheduling Model (LSM) developed in this report, completes the linear scheduling technique by adding to linear scheduling all of the analytical capabilities, including computer applications, present in CPM scheduling today. The LSM has tremendous potential, and will likely have a significant impact on the way linear construction is scheduled in the future.

Bentonite Treatment for Economical Dust Reduction on Limestone Surfaced Secondary Roads, HR-351, 1995

This research project was directed at laboratory and field evaluation of sodium montmorillonite clay (Bentonite) as a dust palliative for limestone surfaced secondary roads. It was postulated that the electrically charged surfaces (negative) of the clay particles could interact with the charged surfaces (positive) of the limestone and act as a bonding agent to agglomerate fine (-#200) particulates, and also to bond the fine particulates to larger (+#200) limestone particles. One mile test roads were constructed in Tama, Appanoose, and Hancock counties in Iowa using Bentonite treatment levels (by weight of aggregate) ranging from 3.0 to 12.0%. Construction was accomplished by adding dry Bentonite to the surfacing material and then dry road mixing. The soda ash/water solution (dispersing agent) was spray applied and the treated surfacing material wet mixed by motor graders to a consistency of 2 to 3 inch slump concrete. Two motor graders working in tandem provided rapid mixing. Following wet mixing the material was surface spread and compacted by local traffic. Quantitative and qualitative periodic evaluations and testing of the test roads was conducted with respect to dust generation, crust development, roughness, and braking characteristics. As the Bentonite treatment level increased dust generation decreased. From a cost/benefit standpoint, an optimum level of treatment is about 8% (by weight of aggregate). For roads with light traffic, one application at this treatment level resulted in a 60-70% average dust reduction in the first season, 40-50% in the second season, and 20-30% in the third season. Crust development was rated at two times better than untreated control sections. No discernible trend was evident with respect to roughness. There was no evident difference in any of the test sections with respect to braking distance and braking handling characteristics, under wet surface conditions compared to the control sections. Chloride treatments are more effective in dust reduction in the short term (3-4 months). Bentonite treatment is capable of dust reduction over the long term (2-3 seasons). Normal maintenance blading operations can be used on Bentonite treated areas. Soda ash dispersed Bentonite treatment is estimated to be more than twice as cost effective per percent dust reduction than conventional chloride treatments, with respect to time. However, the disadvantage is that there is not the initial dramatic reduction in dust generation as with the chloride treatment. Although dust is reduced significantly after treatment there is still dust being generated. Video evidence indicates that the dust cloud in the Bentonite treated sections does not rise as high, or spread as wide as the cloud in the untreated section. It also settles faster than the cloud in the untreated section. This is considered important for driving safety of following traffic, and for nuisance dust invasion of residences and residential areas. The Bentonite appears to be functioning as a bonding agent.

A Different Perspective for Investigation of PCC Pavement Deterioration, HR-2074, 1995

Portland Cement Concrete (PCC) pavement has served the State of Iowa well for many years. The oldest Iowa pavement was placed in LeMars in 1904. Beginning in 1931, many miles of PCC pavement were built to "get out of the mud". Many of these early pavements provided good performance without deterioration for more than 50 years. In the late 1950s, Iowa was faced with severe PCC pavement deterioration called D cracking. Research identified the cause of this deterioration as crushed limestone containing a bad pore system. Selective quarrying and ledge control has alleviated this problem. In 1990, cracking deterioration was identified on a three-year-old pavement on US 20 in central Iowa. The coarse aggregate was a crushed limestone with an excellent history of performance in PCC pavement. Examination of cores showed very few cracks through the coarse aggregate particles. The cracks were predominately confined to the matrix. The deterioration was identified as alkali-silica reactivity (ASR) by a consultant. To investigate the cause of the deterioration, the Iowa DOT and Iowa State University jointly purchased a high resolution, low vacuum Hitachi Scanning Electron Microscope (SEM) with an energy dispersion detector. Subsequent evaluation identified no concentration of silica gel (silicon-Si), but did identify substantial amounts of sulfur-S and aluminum-AL (assumed to be ettringite) in the air voids. Some of these voids have cracks radiating from them leading us to conclude that the ettringite filled voids were a center of pressure causing the crack. The ettringite in the voids, after being subjected to sodium chloride (NaCl), initially swells and then dissolves. This low vacuum SEM research of PCC pavement deterioration supports the following conclusions: (1) A low vacuum SEM and an energy dispersion detector are very important for proper evaluation of PCC pavement deterioration; (2) There are instances today where PCC pavement deterioration is mistakenly identified as ASR; (3) Ettringite initially expands when subjected to NaCl; and the ettringite filled voids are a center-of-pressure that cracks the PCC; and (4) The deterioration of some current premature PCC pavement distress locations is caused by factors related to the formation of excessive ettringite.