Evaluation of the MIT-Scan-T2 for Non-Destructive PCC Pavement Thickness Determination Final Report, July 2008

The MIT-Scan-T2 device is marketed as a non-destructive way to determine pavement thickness on both HMA and PCC pavements. PCC pavement thickness determination is an important incentivedisincentive measurement for the Iowa DOT and contractors. The thickness incentive can be as much as 3% of the concrete contact unit price and the disincentive can be as severe as remove and replace. This study evaluated the potential of the MIT device for PCC pavement thickness quality assurance. The limited testing indicates the unit is sufficiently repeatable and accurate enough to replace core drilling as the thickness measurement method. Further study is needed to statistically establish the single user and multi-user/device precision as well as establish an appropriate sampling protocol and PWL specification.

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.

Permeability of Granular Subbase Materials, MLR-90-4, 1991

The purpose of this research was to evaluate the materials Iowa uses as a granular subbase and to determine if it provides adequate drainage. Numerous laboratory and in-situ tests were conducted on the materials currently being used in Iowa. The follow conclusions can be made based on the test results: 1. The crushed concrete that is used as a subbase material has a relatively low permeability compared to many other materials used by other states. 2. Further research and tests are needed to find the necessary parameters for crushed concrete to make sure it is providing its optimum drainage and preventing premature damage of the pavement. 3. We have definitely made improvements in drainage in the past few months, but there are many areas that we can improve on that will increase the permeability of this material and insure that the pavement system is safe from premature damage due to water. The current gradation specification for granular subbase material at the start of this study was: Sieve # % Passing 1” 100 #8 10-35 #50 0-15 #200 0-6

Pile Design and Tests for Integral Abutment Bridges, HR-273, 1987

Expansion joints increase both the initial cost and the maintenance cost of bridges. Integral abutment bridges provide an attractive design alternative because expansion joints are eliminated from the bridge itself. However, the piles in these bridges are subjected to horizontal movement as the bridge expands and contracts during temperature changes. The objective of this research was to develop a method of designing piles for these conditions. Separate field tests simulating a pile and a bridge girder were conducted for three loading cases: (1) vertical load only, (2) horizontal displacement of pile head only, and (3) combined horizontal displacement of pile head with subsequent vertical load. Both tests (1) and (3) reached the same ultimate vertical load, that is, the horizontal displacement had no effect on the vertical load capacity. Several model tests were conducted in sand with a scale factor of about 1:10. Experimental results from both the field and model tests were used to develop the vertical and horizontal load-displacement properties of the soil. These properties were input into the finite element computer program Integral Abutment Bridge Two-Dimensional (IAB2D), which was developed under a previous research contract. Experimental and analytical results compared well for the test cases. Two alternative design methods, both based upon the American Association of State Highway and Transportation Officials (AASHTO) Specification, were developed. Alternative One is quite conservative relative to IAB2D results and does not permit plastic redistribution of forces. Alternative Two is also conservative when compared to IAB2D, but plastic redistribution is permitted. To use Alternative Two, the pile cross section must have sufficient inelastic rotation capacity before local buckling occurs. A design example for a friction pile and an end-bearing pile illustrates both alternatives.

Iowa Motorcycle Ride Meter, HR-1019, 1980

The Iowa Department of Transportation (Iowa DOT) through the Highway Division is responsible for the design, construction and maintenance of roadways that will provide a high level of serviceability to the motorist. First, the motorist expects to be able to get where he wants to go, but now he also demands a minimum level of comfort. In the construction of new roadways, the public is quick to express dissatisfaction with rough pavements. The Highway Division of the Iowa DOT (formerly Iowa State Highway Commission) has a specification which requires a "smooth-riding surface". For over 40 years, new portland cement concrete (pcc) pavement has been checked with a 10-foot rolling straightedge. The contractor is required to grind, saw or mill off all high spots that deviate more than 1/8" from the 10-foot straight line. Unfortunately, there are instances where a roadway that will meet the above criteria does not provide a "smooth-riding surface". The roadway may have monger undulations (swales) that result in an undesirable ride. The objective of this project was to develop a repeatable, reliable time stable, lightweight test unit to measure the riding quality of pcc pavement at normal highway speed the day after construction.

Evaluation of Limestone Filler in Gravel Mixtures "Asphaltic Concrete", R-228, 1968

This study was designed to provide background information on asphaltic concrete mixtures peculiar to northwest Iowa. This background is necessary to provide the basis for future specifications. There were several projects let in 1967 involving l", 3/4" and 3/8" mixes of Type "B'' asphaltic concrete which specified in part, II Not less than 40% of the material passing the No. 200 sieve shall be pulverized limestone or mineral filler, but in no case shall the per cent of pulverized limestone or mineral filler passing the No. 200 sieve be less than 2%. No credit will be allowed for limestone in gravel - II Northwest Iowa has no suitable limestone or mineral filler locally available. As a result, this material has to be imported, raising the cost of the mix approximately twenty-five cents per ton. The purpose of this study, therefore, was designed to compare some original job mix samples with alternate mixes from the same local material, but without the addition of pulverized limestone or mineral filler. Since the filler from the crushed gravel does not have the same crushing characteristics or sieve analysis as the pulverized limestone or mineral filler, they could not be compared on an equal percentage basis. Therefore, the alternate mixes were made to conform to the following proposed specification, "No less than 40% of the material passing No. 200 sieve shall be pulverized limestone or mineral filler or a 100% crushed gravel, but in no case shall the per cent of pulverized limestone or mineral filler or a 100% crushed gravel passing the No. 200 sieve be less than 2%."

Field Evaluation of Quality Management Concrete, MLR-97-3, 1998

Quality management concrete allows the contractor to develop the mix design for the portland cement concrete. This research was initiated to gain knowledge about contractor mix designs. An experiment was done to determine the variation in cylinders, beams, and cores that could be used to test the strength of the contractor's mix. In addition, the contractor's cylinder strengths and gradations were analyzed for statistical stability and process capability. This research supports the following conclusions: (1) The mold type used to cast the concrete cylinders had an effect on the compressive strength of the concrete. The 4.5-in. by 9-in. (11.43-cm by 22.86-cm) cylinders had lower strength at a 95% confidence interval than the 4-in. by 8-in. (10.16-cm by 20.32-cm) and 6-in. by 12-in. (15.24-cm by 30.48-cm) cylinders. (2) The low vibration consolidation effort had the lowest strength of the three consolidation efforts. In particular, an interaction occurred between the low vibration effort and the 4.5-in. by 9-in. (11.43-cm by 22.86-cm) mold. This interaction produced very low compressive strengths when compared with the other consolidation efforts. (3) A correlation of 0.64 R-squared was found between the 28 day cylinder and 28 day compressive strengths. (4) The compressive strength results of the process control testing were not in statistical control. The aggregate gradations were mostly in statistical control. The gradation process was capable of meeting specification requirements. However, many of the sieves were off target. (5) The fineness modulus of the aggregate gradations did not correlate well with the strength of the concrete. However, this is not surprising considering that the gradation tests and the strength tests did not represent the same material. In addition, the concrete still has many other variables that will affect its strength that were not controlled.

A Study of the Reliability of the ASTM C-666 Freeze-Thaw Test, MLR-72-01 and R-252, 1972

The Iowa State Highway Commission purchased a Conrad automatic freeze and thaw machine and placed it in operation during October 1961. There were a few problems, but considering, the many electrical and mechanical devices used in the automatic system it has always functioned quite well. Rapid freezing and thawing of 4"x4"xl8" concrete beams has been conducted primarily in accordance with ASTM C-29l (now ASTM C-666 procedure B) at the rate of one beam per day. Over 4000 beams have been tested since 1961, with determination of the resulting durability factors. Various methods of curing were used and a standard 90 day moist cure was selected. This cure seemed to yield durability factors that correlated very well with ratings of coarse aggregates based on service records. Some concrete beams had been made using the same coarse aggregate and the durability factors compared relatively well with previous tests. Durability factors seemed to yield reasonable results until large variations in durability factors were noted from beams of identical concrete mix proportions in research projects R-234 and R-247. This then presents the question "How reliable is the durability as determined by ASTM C-666?" This question became increasingly more important when a specification requiring a minimum durability factor for P.C. concrete made from coarse aggregates was incorporated into the 1972 Standard Specification for coarse aggregates for concrete.

Molecular genetic framework for protophloem formation.

The phloem performs essential systemic functions in tracheophytes, yet little is known about its molecular genetic specification. Here we show that application of the peptide ligand CLAVATA3/EMBRYO SURROUNDING REGION 45 (CLE45) specifically inhibits specification of protophloem in Arabidopsis roots by locking the sieve element precursor cell in its preceding developmental state. CLE45 treatment, as well as viable transgenic expression of a weak CLE45(G6T) variant, interferes not only with commitment to sieve element fate but also with the formative sieve element precursor cell division that creates protophloem and metaphloem cell files. However, the absence of this division appears to be a secondary effect of discontinuous sieve element files and subsequent systemically reduced auxin signaling in the root meristem. In the absence of the formative sieve element precursor cell division, metaphloem identity is seemingly adopted by the normally procambial cell file instead, pointing to possibly independent positional cues for metaphloem formation. The protophloem formation and differentiation defects in brevis radix (brx) and octopus (ops) mutants are similar to those observed in transgenic seedlings with increased CLE45 activity and can be rescued by loss of function of a putative CLE45 receptor, BARELY ANY MERISTEM 3 (BAM3). Conversely, a dominant gain-of-function ops allele or mild OPS dosage increase suppresses brx defects and confers CLE45 resistance. Thus, our data suggest that delicate quantitative interplay between the opposing activities of BAM3-mediated CLE45 signals and OPS-dependent signals determines cellular commitment to protophloem sieve element fate, with OPS acting as a positive, quantitative master regulator of phloem fate.

Pavement Profiling by Milling, Addendum to HR-283, 1988

Iowa DOT research in 1986, demonstrated that carbide tooth milling can produce an acceptable surface texture. Based upon that research, specifications were developed for "Pavement Surface Repair (Milling)". This specification was applied to reprofile a nine-mile section of badly faulted portland cement concrete (pcc) pavement on route 163 just east of Des Moines. The Profile Index (measured with a 25-foot California Profilograph) was improved from an average of 55.2 inches per mile prior to milling to 10.6 inches per mile after milling. The bid price was $0.75 per square yard for pcc containing limestone coarse aggregate and $1.21 for pcc containing gravel coarse aggregate. Carbide tooth milling should be considered as an acceptable alternate method of reprofiling even though there is some spalling of joints.

Gradation Analysis of Cold Feed and Extracted Bituminuous Mix Samples, MLR-88-2, 1988

Since 1987, the Iowa Department of Transportation has based control of hot asphalt concrete mixes on cold feed gradations. This report presents results of comparisons between cold feed gradations and gradations of aggregate from the same material after it has been processed through the plant and laydown machine. Results are categorized based on mix type, plant type, and method of dust control, in an effort to quantify and identify the factors contributing to those changes. Results of the report are: 1. From the 390 sample comparisons made, aggregate degradation due to asphalt plant processing was demonstrated by an average increase of +0.7% passing the #200 sieve and an average increase in surface area of +1.8 sq. ft. per pound of aggregate. 2. Categories with Type A Mix or Recycling as a sorting criteria generally produced greater degradation than categories containing Type B Mixes and/or plants with scrubbers. 3. None of the averages calculated for the categories should be considered unacceptably high, however, it is information that should be considered when making mix changes in the field, selecting asphalt contents for borderline mix designs, or when evaluating potential mix gradation specification or design criteria changes.

Evaluation of Concrete Patching Mixes and Opening Time Using the Maturity Concept, MLR-93-7, 1993

This report summarizes the findings of a research which was intended to evaluate the concrete strength and opening time for the full depth patching projects in Iowa under cold weather and whether or not cold water could be allowed in the mix. This research was performed both in the laboratory and in the field. The results indicated that with the present specification the concrete strength after five hours for two-lane patches which requires hot water and calcium chloride is about 1,600 psi. Hence, if a higher strength is desired, a longer curing time is required. Hot water will have to be used and water reducer is not recommended for two-lane patches. On the other hand, the concrete strength for multi-lane patches with either hot or cold water approaches 4,000 psi in less than 24 hours. There was only a slight difference in compressive strengths between the 24-hour and 36-hours curing times.

Vibration Study for Consolidation of Portland Cement Concrete, MLR-95-4, 1999

The Iowa Department of Transportation has noticed an increase in the occurrence of excessively vibrated portland cement concrete (PCC) pavements. The overconsolidation of PCC pavements can be observed in several sections of PCC highways across the state of Iowa. Also, excessive vibration is believed to be a factor in the premature deterioration of several pavements in Iowa. To address the problem of excessive vibration, a research project was conducted to document the vibratory practices of PCC slipform paving in Iowa and determine the effect of vibration on the air content of pavement. The primary factors studied were paver speed, vibrator frequency, and air content relative to the location of the vibrator. The study concluded that the Iowa Department of Transportation specification of 5000 and 8000 vibrations per minute (vpm) for slipform pavers is effective for normal paver speeds observed on the three test paving projects. Excessive vibration was clearly identified on one project where a vibrator frequency was found to be 12,000 vpm. When the paver speed was reduced to half the normal speed, hard air contents indicated that excessive vibration was beginning to occur in the localized area immediately surrounding the vibrator at a frequency of 8000 vpm. Analysis of variance testing indicated many variables and interactions to be significant at a 95% confidence level; however, the variables and interactions that were found to be significant varied from project to project. This affirms the complexity of the process for consolidating PCC.

Vibration Study for Consolidation of Portland Cement Concrete, Preprint, MLR-95-4, 1997

The Iowa Department of Transportation has discovered an increase in the occurrence of excessively vibrated portland cement concrete (PCC) pavements. The overconsolidation of PCC pavements has been observed in several projects across the state. Overconsolidation is also believed to be a factor in acceleration of premature deterioration of at least two pavement projects in Iowa. To address the problem, a research project in 1995 documented the vibratory practices of PCC slipform paving in Iowa in order to determine the effect of vibration on consolidation and air content of pavement. Paver speed, vibrator frequency, and air content relative to the location of the vibrator were studied. The study concluded that the Iowa Department of Transportation specification of 5,000 to 8,000 vibrations per minute (vpm) for slipform pavers is effective for normal paver speeds on the three projects that were examined. Excessive vibration was clearly identified on one project where a vibrator frequency of 12,000 vpm was discovered. When the paver speed was reduced to half the normal speed, hard air contents indicate that excessive vibration was beginning to occur in the localized area immediately surrounding the vibrator at a frequency of 8,000 vpm. The study also indicates that the radius of influence of the vibrators is smaller than has been claimed.

Evaluation Study of Pit Run Gravel Asphalt Treated Base Mixtures with Various Percentages of Crushed Limestone, R-217, 1968

In November of 1966, an investigation of the rigid Class I asphalt treated base specification, requiring 70 per cent crushed limestone, was initiated. It was felt that it might be possible to modify the need for crushed particles, in the construction of basis on heavy duty roads, at a savings, by using more local materials, without sacrificing strength and/or durability. This is a short study on typical sources of pit run gravel, with various percentages of limestone. It is conducted with an eye open to the possibility that our specifications may be modified. The possibility that further investigation may be desirable is not ignored.