Demonstration and Field Evaluation of Alternative Portland Cement Concrete Pavement Reinforcement Materials, Construction Report, HR-1069, 1998

The function of dowel bars is the transfer of a load across the transverse joint from one pavement slab to the adjoining slab. In the past, these transfer mechanisms have been made of steel. However, pavement damage such as loss of bonding, deterioration, hollowing, cracking and spalling start to occur when the dowels begin to corrode. A significant amount of research has been done to evaluate alternative types of materials for use in the reinforcement of concrete pavements. Initial findings have indicated that stainless steel and fiber composite materials possess properties, such as flexural strength and corrosion resistance, that are equivalent to the Department of Transportation specifications for standard steel, 1 1/2 inch diameter dowel bars. Several factors affect the load transfer of dowels; these include diameter, alignment, grouting, bonding, spacing, corrosion resistance, joint spacing, slab thickness and dowel embedment length. This research is directed at the analysis of load transfer based on material type and dowel spacing. Specifically, this research is directed at analyzing the load transfer characteristics of: (a) 8-inch verses 12-inch spacing, and (b) alternative dowel material compared to epoxy coated steel dowels, will also be analyzed. This report documents the installation of the test sections, placed in 1997. Dowel material type and location are identified. Construction observations and limitations with each dowel material are shown.

Protection of Structural Concrete Substructures, Construction Report, HR-220, 1981

It is the objective of this project to determine, via field tests, the long term effectiveness of several available systems as their ability to protect concrete surfaces against the intrusion of chloride ions. Early concepts of this project included utilizing personnel from several offices within the Highway Division of the Iowa Department of Transportation. Cooperation and coordination with regularly scheduled activities were considered imperative. A meeting for this purpose was held on April 16, 1980. This meeting was attended by the investigators, Mr. Bernard C. Brown, Office of Materials, Mr. Richard Merritt, District 6 Materials Engineer, Mr. John Saunders, District 6 Maintenance Engineer, and Mr. James Phinney, Resident Maintenance Engineer.

Low Cost Fly Ash - Sand Stabilization Roadway, Construction Report, HR-259, 1986

Fly ash, a by-product of coal-fired electricity generating plants, has for years been promoted as a material suitable for highway construction. Disposal of the large quantities of fly ash produced is expensive and creates environmental concerns. The pozzolanic properties make it promotable as a partial Portland cement replacement in pc concrete, a stabilizer for soil and aggregate in embankments and road bases, and a filler material in grout. Stabilizing soils and aggregates for road construction has the potential of using large quantities of fly ash. Iowa Highway Research Board Project HR-194, "Mission-Oriented Dust Control and Surface Improvement Processes for Unpaved Roads", included short test sections of cement, fly ash, and salvaged granular road material mixed for a base in western Iowa. The research showed that cement fly ash aggregate (CFA) has promise as a stabilizing agent in Iowa. There are several sources of sand that when mixed with fly ash may attain strengths much greater than fly ash mixed with salvaged granular road material at little additional cost

Life designing: A paradigm for career construction in the 21st century

At the beginning of the 21st century, a new social arrangement of work poses a series of questions and challenges to scholars who aim to help people develop their working lives. Given the globalization of career counseling, we decided to address these issues and then to formulate potentially innovative responses in an international forum. We used this approach to avoid the difficulties of creating models and methods in one country and then trying to export them to other countries where they would be adapted for use. This article presents the initial outcome of this collaboration, a counseling model and methods. The life-designing model for career intervention endorses five presuppositions about people and their work lives: contextual possibilities, dynamic processes, non-linear progression, multiple perspectives, and personal patterns. Thinking from these five presuppositions, we have crafted a contextualized model based on the epistemology of social constructionism, particularly recognizing that an individual's knowledge and identity are the product of social interaction and that meaning is co-constructed through discourse. The life-design framework for counseling implements the theories of self-constructing [Guichard, J. (2005). Life-long self-construction. International Journal for Educational and Vocational Guidance, 5, 111-124] and career construction [Savickas, M. L. (2005). The theory and practice of career construction. In S. D. Brown & R. W. Lent (Eds.), Career development and counselling: putting theory and research to work (pp. 42-70). Hoboken, NJ: Wiley] that describe vocational behavior and its development. Thus, the framework is structured to be life-long, holistic, contextual, and preventive.

Practical Data Collection: Establishing Methods and Procedures for Measuring Water Clarity and Turbidity of Storm Water Run-Off from Active Major Highway Construction Sites, 2014

In anticipation of regulation involving numeric turbidity limit at highway construction sites, research was done into the most appropriate, affordable methods for surface water monitoring. Measuring sediment concentration in streams may be conducted a number of ways. As part of a project funded by the Iowa Department of Transportation, several testing methods were explored to determine the most affordable, appropriate methods for data collection both in the field and in the lab. The primary purpose of the research was to determine the exchangeability of the acrylic transparency tube for water clarity analysis as compared to the turbidimeter.

Image Analysis for the Characterization of Materials for Highway Construction : Phase I, Progress Report, HR-346, 1992

The major objective of this project is to evaluate image analysis for characterizing air voids in Portland cement contract (PCC) and asphalt concrete (AC) and aggregate gradation in asphalt concrete. Phase 1 of this project has concentrated on evaluation and refinement of sample preparation techniques, evaluation of methods and instruments for conducting image analysis, and finally, analysis and comparison of a select portion of samples. Preliminary results suggest a strong correlation between the results obtained from the linear traverse method and image analysis methods for determining percent air voids in concrete. Preliminary work with asphalt samples has shown that damage caused by a high vacuum of the conventional scanning electron microscope (SEM) may too disruptive. Alternative solutions have been explored, including confocal microscopy and low vacuum electron microscopy. Additionally, a conventional high vacuum SEM operating at a marginal operating vacuum may suffice.

Bond Contribution to Whitetopping Performance on Low Volume Roads, Construction Report, HR-341, 1993

This research was initiated in 1991 as a part of a whitetopping project to study the effectiveness of various techniques to enhance bond strength between a new Portland cement concrete (PCC) overlay and an existing asphalt cement concrete (ACC) pavement surface. A 1,676 m (5,500 ft) section of county road R16 in Dallas County, Iowa was divided into 12 test sections. The various techniques used to enhance bond were power brooming, power brooming with air blast, milling, cement and water grout, and emulsion tack coat. As a part of these bonding techniques, two pavement thicknesses were placed; two different concrete proportions were used; and two sections were planed to a uniform cross-slope.

Air Formed Arch Culvert Construction: Crawford County, Construction Reports, HR-314, 1991

Iowa's secondary roads contain nearly 15,000 bridges which are less than 40 feet (12 m) in length. Many of these bridges were built several decades ago and need to be replaced. Box culvert construction has proven to be an adequate bridge replacement technique. Recently a new bridge replacement alternative, called the Air-0-Form method, has emerged which has several potential advantages over box culvert construction. This new technique uses inflated balloons as the interior form in the construction of an arch culvert. The objective of research project HR-314 was to construct an air formed arch culvert to determine the applicability of the Air-O-Form technique as a county bridge replacement alternative.

Field Evaluation of Cold In-Place Recycling of Asphalt Concrete, HR-303, Construction Report, 1990

There are still many vintage portland cement concrete (PCC) pavements, 18 ft wide (5.4 m), dating back to pre-World War II era in use today. Successive overlays have been placed to cover joints and to improve rideability. The average thickness of the existing asphalt cement concrete (ACC) along route E66 in Tama County, Iowa, was 6.13 in. (15.6 cm). The rehabilitation strategy called for widening the base using the top 3 in. (7.6 cm) of the existing ACC by a recycling process involving cold milling and mixing with additional emulsion/rejuvenator. The material was then placed into a widening trench and compacted to match the level of the milled surface. This project was undertaken to develop a rehabilitation methodology to widen these older pavements economically and to have a finished surface capable of carrying traffic with little or no additional work.

High Molecular Weight Methacrylate Sealing of a Bridge Deck, HR-2031, Construction Report, 1988

The Iowa Department of Transportation used a high molecular weight methacrylate (HMWM) resin to seal a 3,340 ft. x 64 ft. bridge deck in October 1986. The sealing was necessary to prevent deicing salt brine from entering a substantial number of transverse cracks that coincided with the epoxy coated top steel and unprotected bottom steel. HMWM resin is a three component product composed of a monomer, a curnene hydroperoxide initiator and a cobalt naphthenate promoter. The HMWM was applied with a dual spray bar system and flat-fan nozzles. Initiated monomer delivered through one spray bar was mixed in the air with promoted monomer from the other spray bar. The application rate averaged 0.956 gallons per 100 square feet for the tined textured driving lanes. Dry sand was broadcast on the surface at an average coverage of 0.58 lbs. per square yard to maintain friction. Coring showed that the H.MWM resin penetrated the cracks more than two inches deep. Testing of the treated deck yielded Friction Numbers averaging 33 with a treaded tire compared to 36 prior to treatment. An inspection soon after treatment found five leaky cracks in one of the 15 spans. One inspection during a steady rain showed no leakage, but leakage from numerous cracks occurred during a subsequent rain. A second HMWM application was made on two spans to determine if a double application would prevent leakage. This evaluation has not been completed.

Induction of transgenic hairy roots in soybean genotypes by Agrobacterium rhizogenes‑mediated transformation

The objective of this work was to perform the screening of soybean genotypes as to their ability to respond to the induction of hairy roots by Agrobacterium rhizogenes‑mediated transformation. Four Brazilian soybean cultivars (BRSMG 68 Vencedora, BRS 137, Embrapa 48, and MG/BR 46 Conquista) and two North American ones adapted to Brazilian cropping conditions (Bragg and IAS‑5) were screened for their capacity to respond to A. rhizogenes in protocols for in vitro hairy root culture and ex vitro composite plant production. Four‑day‑old seedlings with uniform size were injected with A. rhizogenes harboring the plasmid p35S‑GFP. Seedlings expressing green fluorescent protein (GFP) in at least one hairy root were used to determine the transformation frequency. Using an axenic in vitro protocol, excised cotyledons from four‑day‑old seedlings were infected with A. rhizogenes harboring the pCAMBIA1301 plasmid, containing the gusA reporter gene. The transformation frequency and the number of days for hairy root emergence after bacterial infection (DAI) were evaluated. The transformation frequency and DAI varied according to the genotype. Cultivars MG/BR 46 Conquista and BRSMG 68 Vencedora are more susceptible to A. rhizogenes and can be recommended for transformation experiments.

Evaluation of Unbonded Ultrathin Whitetopping of Brick Streets, TR-466, Construction Report, 2002

Many cities in Iowa have retained the original brick street surfaces in downtown areas and in older residential areas as the base for modern driving surfaces. The original brick surfaces were not built to handle current and future traffic loadings. In recent years, these surfaces have tended to shift and become uneven, creating problems with safety. Asphaltic concrete overlays have been the typical rehabilitation technique in these situations. This has proven to be a successful rehabilitation technique in some cases; in other cases, the combination of movement of the brick and flexibility of the asphalt has proven to accentuate the original problems. Most of the existing literature on rehabilitation of brick streets shows the use of asphaltic concrete. Other rehabilitation methods include reconstruction of the brick surface and strengthening of the surface by placing asphaltic concrete or portland cement concrete, along with sand, underneath the brick layers. To date, little if anything has been done in the area of using portland cement concrete as an overlay of the brick surfaces. This final report documents the planning, construction, and performance of unbonded ultrathin whitetopping rehabilitation of a brick street in Oskaloosa, Iowa, in 2001. It also reports on a similar project in Des Moines that was constructed two years later in 2003.

Investigation of Techniques for Accelerating the Construction of Bridge Deck Overlays, 2016

Use of bridge deck overlays is important in maximizing bridge service life. Overlays can replace the deteriorated part of the deck, thus extending the bridge life. Even though overlay construction avoids the construction of a whole new bridge deck, construction still takes significant time in re-opening the bridge to traffic. Current processes and practices are time-consuming and multiple opportunities may exist to reduce overall construction time by modifying construction requirements and/or materials utilized. Reducing the construction time could have an effect on reducing the socioeconomic costs associated with bridge deck rehabilitation and the inconvenience caused to travelers. This work included three major tasks with literature review, field investigation, and laboratory testing. Overlay concrete mix used for present construction takes long curing hours and therefore an investigation was carried out to find fast-curing concrete mixes that could reduce construction time. Several fast-cuing concrete mixes were found and suggested for further evaluation. An on-going overlay construction project was observed and documented. Through these observations, several opportunities were suggested where small modifications in the process could lead to significant time savings. With current standards of the removal depth of substrate concrete in Iowa, it takes long hours for the removal process. Four different laboratory tests were performed with different loading conditions to determine the necessary substrate concrete removal depth for a proper bond between the substrate concrete and the new overlay concrete. Several parameters, such as failure load, bond stress, and stiffness, were compared for four different concrete removal depths. Through the results and observations of this investigation several conclusions were made which could reduce bridge deck overlay construction time.

Evaluation of Recycled Rubber in Asphalt Concrete, HR-330, Construction Report, 1991

Discarded tires present major disposal and environmental problems. The recycling of those tires in asphalt cement concrete is what this research deals with. The Iowa DOT and the University of Northern Iowa (UNI) are evaluating the use of discarded tires in asphalt rubber cement and rubber chip mixes. The project is located on US 61 between Blue Grass and Muscatine in Muscatine County. It contains four rubberized asphalt sections and control sections. One section consists of reacted rubber asphalt cement used in both the binder and surface courses, and one section, both lanes, contains a rubber chip mix. The reacted rubber asphalt and the rubber chip mixes were laid in July 1991. The project construction went well with a few problems of shoving and cracking of the mat. This report contains information about procedures and tests that were run and those that will be run. It also has a cost comparison since this is a major concern with the use of asphalt rubber. Evaluation of this project will continue for five years. Three more research projects containing rubberized asphalt were constructed in 1991 and another is to be constructed in 1992.