Retardation of Reflective Cracking using Additive 5990, February, 1987

Research was conducted in 1980 using Additive 5990 to prevent reflective cracking in asphalt cement concrete when placed over portland cement concrete. Test sections were placed with 08, 3%, 6 8 , and 9% Additive 5990 by weight of asphalt cement at mix temperatures between 375OF and 415°F with AC-5 and AC-10 grade asphalt cement. Also, sections using AC-5 and AC-10 were constructed with the normal mix temperature (not to exceed 330°F). One section was placed using AC-20 mixed at the normal mix temperature. It was concluded that the Additive 5990 did not prevent reflective cracking on this project.

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.

Crystallization and properties of poly(ethylene terephtalate) copolymers containing 5-tert-butyl isophtalic units

The influence of incorporating 5-tert-butyl isophthalic units (tBI) in the polymer chain of poly(ethylene terephthalate) (PET) on the crystallization behavior, crystal structure, and tensile and gas transport properties of this polyester was evaluated. Random poly(ethyleneterephthalate-co-5-tert-butyl isophthalate) copolyesters (PETtBI) containing between 5 and 40 mol% of tBI units were examined. Isothermal crystallization studies were performed on amorphous glassy films at 120 8C and on molten samples at 200 8C by means of differential scanning calorimetry. Furthermore, the non-isothermal crystallization behavior of the copolyesters was investigated. It was observed that both crystallinity and crystallization rate of the PETtBI copolyesters tend to decrease largely with the comonomeric content, except for the copolymer containing 5 mol% of tBI units, which crystallized faster than PET. Fiber X-ray diffraction patterns of the semicrystalline PETtBI copolyesters proved that they adopt the same triclinic crystal structure as PET with the comonomeric units being excluded from the crystalline phase. Although PETtBI copolyesters became brittle for higher contents in tBI, the tensile modulus and strength of PET were barely affected by copolymerization. The ncorporation of tBI units slightly increased the permeability of PET, but copolymers containing up to 20 mol% of the comonomeric units were still able to present barrier properties.

Reducing the Problem of Transverse Cracking, HR-232, 1985

The Iowa Department of Transportation (DOT) is continually improving the pavement management program and striving to reduce maintenance needs. Through a 1979 pavement management study, the Iowa DOT became a participant in a five state Federal Highway Administration (FHWA) study of "Transverse Cracking of Asphalt Pavements". There were numerous conclusions and recommendations but no agreement as to the major factors contributing to transverse cracking or methods of preventing or reducing the occurrence of transverse cracking. The project did focus attention on the problem and generated ideas for research. This project is one of two state funded research projects that were a direct result of the FHWA project. Iowa DOT personnel had been monitoring temperature susceptibility of asphalt cements by the Norman McLeod Modified Penetration Index. Even though there are many variables from one asphalt mix to another, the trend seemed to indicate that the frequency of transverse cracking was highly dependent on the temperature susceptibility. Research project HR-217 "Reducing the Adverse Effects of Transverse Cracking" was initiated to verify the concept. A final report has been published after a four-year evaluation. The crack frequency with the high temperature susceptible asphalt cement was substantially greater than for the low temperature susceptible asphalt cement. An increased asphalt cement content in the asphalt treated base also reduced the crack frequency. This research on prevention of transverse cracking with fabric supports the following conclusions: 1. Engineering fabric does not prevent transverse cracking of asphalt cement concrete. 2. Engineering fabric may retard the occurrence of transverse cracking. 3. Engineering fabric does not contribute significantly to the structural capability of an asphalt concrete pavement.

High Range Water Reducer in Portland Cement Concrete Made with D-Cracking Susceptible Coarse Aggregate, HR-1021, 1980

The objective of this research was to determine of the use of High Range Water Reducers (HRWR) (resulting in a lower water content ratio) with a D-cracking susceptible crushed limestone coarse aggregate would yield significant improvement in the durability.

Preventing Cracking at Diaphragm/Plate Girder Connections in Steel Bridges, HR-393, 1998

Some of the Iowa Department of Transportation (Iowa DOT) continuous, steel, welded plate girder bridges have developed web cracking in the negative moment regions at the diaphragm connection plates. The cracks are due to out-of-plane bending of the web near the top flange of the girder. The out-of-plane bending occurs in the "web-gap", which is the portion of the girder web between (1) the top of the fillet welds attaching the diaphragm connection plate to the web and (2) the fillet welds attaching the flange to the web. A literature search indicated that four retrofit techniques have been suggested by other researchers to prevent or control this type of cracking. To eliminate the problem in new bridges, AASHTO specifications require a positive attachment between the connection plate and the top (tension) flange. Applying this requirement to existing bridges is expensive and difficult. The Iowa DOT has relied primarily on the hole-drilling technique to prevent crack extension once cracking has occurred; however, the literature indicates that hole-drilling alone may not be entirely effective in preventing crack extension. The objective of this research was to investigate experimentally a method proposed by the Iowa DOT to prevent cracking at the diaphragm/plate girder connection in steel bridges with X-type or K-type diaphragms. The method consists of loosening the bolts at some connections between the diaphragm diagonals and the connection plates. The investigation included selecting and testing five bridges: three with X-type diaphragms and two with K-type diaphragms. During 1996 and 1997, these bridges were instrumented using strain gages and displacement transducers to obtain the response at various locations before and after implementing the method. Bridges were subjected to loaded test trucks traveling in different lanes with speeds varying from crawl speed to 65 mph (104 km/h) to determine the effectiveness of the proposed method. The results of the study show that the effect of out-of-plane loading was confined to widths of approximately 4 in. (100 mm) on either side of the connection plates. Further, they demonstrate that the stresses in gaps with drilled holes were higher than those in gaps without cracks, implying that the drilling hole technique is not sufficient to prevent crack extension. The behavior of the web gaps in X-type diaphragm bridges was greatly enhanced by the proposed method as the stress range and out-of-plane distortion were reduced by at least 42% at the exterior girders. For bridges with K-type diaphragms, a similar trend was obtained. However, the stress range increased in one of the web gaps after implementing the proposed method. Other design aspects (wind, stability of compression flange, and lateral distribution of loads) must be considered when deciding whether to adopt the proposed method. Considering the results of this investigation, the proposed method can be implemented for X-type diaphragm bridges. Further research is recommended for K-type diaphragm bridges.

Reducing the Adverse Effects of Transverse Cracking, HR-217, 1984

This research was initiated to identify methods of reducing the occurrence of transverse cracking. Eight (four repetitive) research sections were established to study three variations in the asphalt concrete pavement. The first variation was the comparison of low- and high-temperature-susceptible asphalt cement (AC) from two different sources. The second variable was to saw and seal transverse joints at spacings varying from 40 to 100 ft. The third variable was to increase the AC content in the asphalt treated base by 1 percent. The research sections were constructed with relatively few problems. Crack and joint surveys have been conducted on all research sections at intervals of less than 1 year since construction. No cracking was identified after the first winter season. The sawed joints also remained sealed through the first winter. At an age of approximately 1 1/2 years there was substantial cracking of the high-temperature-susceptible AC sections and substantial failure of the sealant material in the sawed joints. After almost 4 years, the asphalt pavement constructed with the high-temperature-susceptible AC produced a crack interval of 35 ft, the low-temperature-susceptible AC yielded an interval of 170 ft, and the low-temperature-susceptible AC with an increased AC content yielded an interval of 528 ft. The Pen-Vis number is an effective measure of temperature susceptibility of asphalt cements. The frequency of transverse cracking is affected by the temperature susceptibility of the AC. An increased AC content also reduces the frequency of transverse cracking.

Glasgrid Fabric to Control Reflective Cracking, HR-535, 1990

The major problem with durability of asphalt cement concrete (ACC) overlays to rehabilitate jointed portland cement concrete (PCC) pavement comes from reflective cracking. The objective of this research was to evaluate the effectiveness of Glasgrid in regard to preventing reflection cracking. Glasgrid is a glass fiber mesh with 1/2 inch by 1 inch openings (Figure 1). Each strand is composed of many small glass fibers. After the grid is formed, it is coated with a polymer modified asphalt cement. In 1986, four experimental Glasgrid test sections were incorporated into Polk County project IR-35-2(191)67--12-77 on Interstate 35 from IA 5 to the west 1-80 interchange on the west edge of Des Moines, Single and double layers of Glasgrid were placed over transverse cracks and joints of the existing PCC pavement. The Glasgrid was placed on the PCC pavement for one section and between lifts of the ACC resurfacing on the other three sections. The four Glasgrid sections were compared to two sections without Glasgrid for four years. The sections were reviewed annually to determine how many cracks or joints had reflected through the resurfacing. Glasgrid placed on the PCC pavement was more effective at preventing reflection cracking than Glasgrid between lifts of AC resurfacing. In general, Glasgrid yielded a small reduction or retardation in the amount of reflection cracking, but not sufficient to justify additional expense for the use of Glasgrid.

A Study on the Use of Fabric to Retard Reflective Cracking Over Widened Joints, MLR-88-4, 1992

Reflective cracking of asphalt resurfacing has been a concern for a long time. Years ago wire mesh was used to control widening cracks. More recently it has been fabrics or fiberglass. In 1986, part of the proposed fabric was deleted from projects in different parts of Iowa with various histories and designs. These projects were monitored in 1988, 1989, 1990 and 1992 with only the thin (3 inch) overlays on newly widened pavements showing a significantly greater percentage of cracks in the areas where the fabric was deleted.

Retrofit Methods for Distortion Cracking Problems in Plate Girder Bridges, TR-436, 2003

This report is formatted to independently present four individual investigations related to similar web gap fatigue problems. Multiple steel girder bridges commonly exhibit fatigue cracking due to out-of-plane displacement of the web near the diaphragm connections. This fatigue-prone web gap area is typically located in negative moment regions of the girders where the diaphragm stiffener is not attached to the top flange. In the past, the Iowa Department of Transportation has attempted to stop fatigue crack propagation in these steel girder bridges by drilling holes at the crack tips. Other nondestructive retrofits have been tried; in a particular case on a two-girder bridge with floor beams, angles were bolted between the stiffener and top flange. The bolted angle retrofit has failed in the past and may not be a viable solution for diaphragm bridges. The drilled hole retrofit is often only a temporary solution, so a more permanent and effective retrofit is required. A new field retrofit has been developed that involves loosening the bolts in the connection between the diaphragm and the girders. Research on the retrofit has been initiated; however, no long-term studies of the effects of bolt loosening have been performed. The intent of this research is to study the short-term effects of the bolt loosening retrofit on I-beam and channel diaphragm bridges. The research also addressed the development of a continuous remote monitoring system to investigate the bolt loosening retrofit on an X-type diaphragm bridge over a number of months, ensuring that the measured strain and displacement reductions are not affected by time and continuous traffic loading on the bridge. The testing for the first three investigations is based on instrumentation of web gaps in a negative moment region on Iowa Department of Transportation bridges with I-beam, channel, and X-type diaphragms. One bridge of each type was instrumented with strain gages and deflection transducers. Field tests, using loaded trucks of known weight and configuration, were conducted on the bridges with the bolts in the tight condition and after implementing the bolt loosening retrofit to measure the effects of loosening the diaphragm bolts. Long-term data were also collected on the X-diaphragm bridge by a data acquisition system that collected the data continuously under ambient truck loading. The collected data were retrievable by an off-site modem connection to the remote data acquisition system. The data collection features and ruggedness of this system for remote bridge monitoring make it viable as a pilot system for future monitoring projects in Iowa. Results indicate that loosening the diaphragm bolts reduces strain and out-of-plane displacement in the web gap, and that the reduction is not affected over time by traffic or environmental loading on the bridge. Reducing the strain in the web gap allows the bridge to support more cycles of loading before experiencing fatigue, thus increase the service life of the bridge. Two-girder floor beam bridges may also exhibit fatigue cracking in girder webs.

Impact of Deck Cracking on Durability, TR-405, 2000

Concrete bridge decks subjected to corrosive environment because of the application of de-icing chemical could deteriorate at a rapid rate. In an effort to minimize corrosion of the reinforcement and the corresponding delaminations and spalls, the Iowa Department of Transportation started using epoxy-coated rebars (ECR) in the top mat of reinforcing around 1976 and in both mats 10 years later. The overall objective of this research was to determine the impact of deck cracking on durability and estimate the remaining functional service life of a bridge deck. This was accomplished by conducting a literature review, visually inspecting several bridge decks, collecting and sampling test cores from cracked and uncracked areas of bridge decks, determining the extent to which epoxy-coated rebars deteriorate at the site of cracks, and evaluating the impact of cracking on service life.

Reducing the Adverse Effects of Transverse Cracking, Construction Report, HR-217, 1981

The objective of this research project was to identify a method of reducing the adverse effect of transverse cracking and to improve the performance of asphalt pavement. The research involved three variations from the contractor's planned operation. Briefly, they were: (1) use of another asphalt cement; (2) saw and seal transverse joints; and (3) increased asphalt cement content. The following conclusions were reached: (1) an improved sealant or sealing procedure is needed if transverse joints are to be used in asphalt pavements; (2) the penetration-viscosity number (PVN) is an effective measure of the temperature susceptibility of asphalt cements; (3) the use of a high temperature susceptible asphalt cement produced severe transverse cracking; (4) the use of asphalt cements with low temperature susceptibility will reduce the frequency of transverse cracking; and (5) an increased asphalt cement content in the asphalt treated base will reduce the frequency of transverse cracking.

Ripening and quality of 'Laetitia' plums following harvest and cold storage as affected by inhibition of ethylene action

The inhibition of ethylene action by 1-methylcyclopropene (1-MCP) extends shelf and storage life of many climacteric fruits. However, 1-MCP appears to have limited effects on stone fruit depending on specie and cultivar. The effects of 1-MCP on ripening and quality of 'Laetitia' plums were determined during ripening at 23ºC following harvest and cold storage. Japanese plums (Prunus salicina, cv. Laetitia) were harvested at mature pre-climacteric stage, cooled to 2ºC within 36 hours of harvest and then treated with 0, 0.05, 0.10, 0.50 or 1.00 muL L-1 of 1-MCP at 1°C for 24 hours. Following treatment, fruits were either held at 23ºC for 16 days or stored at 1ºC for 50 days. Fruits were removed from cold storage at 10-day intervals and allowed to ripe at 23°C for five days. A delay of climacteric respiration and ethylene production by 1-MCP treatment during ripening following harvest and cold storage was associated to a slow rate of fruit softening. 1-MCP treatment also delayed the loss of titratable acidity and changes of flesh and skin color, whereas it had little or no effect on soluble solids content. 1-MCP effects were concentration- and storage duration-dependent and, generally, a saturation fruit response to 1-MCP occurred between 0.5 and 1.0 muL L-1. During ripening, 1-MCP treated fruits attained quality similar to that of controls. Results indicated that 1-MCP treatment may extend shelf life (23ºC) and storage life (1ºC) of 'Laetitia' plums by approximately six and 20 days, respectively.

Disturbed local auxin homeostasis enhances cellular anisotropy and reveals alternative wiring of auxin-ethylene crosstalk in Brachypodium distachyon seminal roots.

Observations gained from model organisms are essential, yet it remains unclear to which degree they are applicable to distant relatives. For example, in the dicotyledon Arabidopsis thaliana (Arabidopsis), auxin biosynthesis via indole-3-pyruvic acid (IPA) is essential for root development and requires redundant TRYPTOPHAN AMINOTRANSFERASE OF ARABIDOPSIS 1 (TAA1) and TAA1-RELATED (TAR) genes. A promoter T-DNA insertion in the monocotyledon Brachypodium distachyon (Brachypodium) TAR2-LIKE gene (BdTAR2L) severely down-regulates expression, suggesting reduced tryptophan aminotransferase activity in this mutant, which thus represents a hypomorphic Bdtar2l allele (Bdtar2l(hypo) ). Counterintuitive however, Bdtar2l(hypo) mutants display dramatically elongated seminal roots because of enhanced cell elongation. This phenotype is also observed in another, stronger Bdtar2l allele and can be mimicked by treating wild type with L-kynerunine, a specific TAA1/TAR inhibitor. Surprisingly, L-kynerunine-treated as well as Bdtar2l roots display elevated rather than reduced auxin levels. This does not appear to result from compensation by alternative auxin biosynthesis pathways. Rather, expression of YUCCA genes, which are rate-limiting for conversion of IPA to auxin, is increased in Bdtar2l mutants. Consistent with suppression of Bdtar2l(hypo) root phenotypes upon application of the ethylene precursor 1-aminocyclopropane-1-carboxylic-acid (ACC), BdYUCCA genes are down-regulated upon ACC treatment. Moreover, they are up-regulated in a downstream ethylene-signaling component homolog mutant, Bd ethylene insensitive 2-like 1, which also displays a Bdtar2l root phenotype. In summary, Bdtar2l phenotypes contrast with gradually reduced root growth and auxin levels described for Arabidopsis taa1/tar mutants. This could be explained if in Brachypodium, ethylene inhibits the rate-limiting step of auxin biosynthesis in an IPA-dependent manner to confer auxin levels that are sub-optimal for root cell elongation, as suggested by our observations. Thus, our results reveal a delicate homeostasis of local auxin and ethylene activity to control cell elongation in Brachypodium roots and suggest alternative wiring of auxin-ethylene crosstalk as compared to Arabidopsis.