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.

Investigation of Two Bridge Alternatives for Low Volume Roads Volume 2 of 2 Concept 2: Beam In Slab Bridge, HR-382, 1997

Recent reports have indicated that 23.5% of the nation's highway bridges are structurally deficient and 17.7% are functionally obsolete. A significant number of these bridges are on the Iowa secondary road system where over 86% of the rural bridge management responsibilities are assigned to the counties. Some of the bridges can be strengthened or otherwise rehabilitated, but many more are in need of immediate replacement. In a recent investigation (HR-365 "Evaluation of Bridge Replacement Alternatives for the County Bridge System") several types of replacement bridges that are currently being used on low volume roads were identified. It was also determined that a large number of counties (69%) have the ability and are interested in utilizing their own forces to design and construct short span bridges. After reviewing the results from HR-365, the research team developed one "new" bridge replacement concept and a modification of a replacement system currently being used. Both of these bridge replacement alternatives were investigated in this study, the results of which are presented in two volumes. This volume (Volume 2) presents the results of Concept 2 - Modification of the Beam-in-Slab Bridge. Concept 1 - Steel Beam Precast Units is presented in Volume 1. Concept 2 involves various laboratory tests of the Beam-in-Slab bridge (BISB) currently being used by Benton County and several other Iowa counties. In this investigation, the behavior and strength of the BISB were determined; a new method of obtaining composite action between the steel beams and concrete was also tested. Since the Concept 2 bridge is primarily intended for use on low-volume roads, the system can be constructed with new or used beams. In the experimental part of the investigation, there were three types of laboratory tests: push-out tests, service and ultimate load tests of models of the BISB, and composite beam tests utilizing the newly developed shear connection. In addition to the laboratory tests, there was a field test in which an existing BISB was service load tested. An equation was developed for predicting the strength of the shear connection investigated; in addition, a finite element model for analyzing the BISB was also developed. Push-out tests were completed to determine the strength of the recently developed shear connector. A total of 36 specimens were tested, with variables such as hole diameter, hole spacing, presence of reinforcement, etc. being investigated. In the model tests of the BISB, two and four beam specimens [L=9,140 mm (30 ft)] were service load tested for behavior and load distribution data. Upon completion of these tests, both specimens were loaded to failure. In the composite beam tests, four beams, one with standard shear studs and three using the shear connection developed, were tested. Upon completion of the service load tests, all four beams were loaded to failure. The strength and behavior of the beams with the new shear connection were found to be essentially the same as that of the specimen with standard shear studs.

Dense Concrete Layer as Top Course of Bridge Deck Construction, HR-502, 1990

The use of deicing salts in this part of the country is a necessity to remove ice from our bridges. The use of these salts has always been a problem since the chloride-ions penetrate the concrete and reach the steel and cause corrosion which eventually cause deterioration of both the steel and concrete. One method used to try to prevent this from happening was to apply a waterproof membrane to the concrete after it was placed. This method did help, but was not cost effective as the longevity of the membrane system was of relatively short duration. For this reason, this research project was initiated. After the original deck was placed a second layer of concrete about 1 1/2" thick was placed on top. Biennial evaluation of the decks included testing for delaminations and steel corrosion. Cores were also obtained for a chloride analysis. Testing and observations showed the two-layer bridge deck to be effective in preventing corrosion. Since the time this project was initiated, epoxy steel has been introduced and is a cost effective way to protect the steel from corrosion.

Non-Grouted Bonded PCC Overlay City of Oskaloosa, HR-528, 1993

Based upon the success the Iowa Department of Transportation has had using thin bonded, low slump, dense portland cement concrete on bridge decks for rehabilitation, it was decided to pursue research in the area of bonded portland cement concrete resurfacing of pavements. Since that time, in an effort to reduce costs, research was conducted into eliminating the grouting operation. On this project a non-grouted overlay was used to modernize an existing urban street. This research project is located in the City of Oskaloosa on 11th Avenue from South M Street to South Market Street. Construction of the project went well and the non-grouted overlay has performed very well to date.

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.

Fast Track Portland Cement Concrete Pavement, HR-538, 1997

In 1987, 1.5 km (0.935 mi.) of Spruce Hill Drive in Bettendorf, Iowa was reconstructed. It is an arteriel street with commercial usage on both termini with single family residential dwellings along most of the project. A portland cement concrete (PCC) pavement design was selected, but a 14 day curing period would have been an undue hardship on the residents and commercial businesses. An Iowa DOT Class F fast track concrete was used so the roadway could be used in 7 to 10 days. The Class F concrete with fly ash was relatively sticky and exhibited early stiffening problems and substantial difficulty in obtaining the target entrained air content of 6.5%. These problems were never completely resolved on the project. Annual visual field reviews were conducted through 1996. In November 1991, severe premature distress was identified on the westbound two lanes of the full width replacement. The most deteriorated section in a sag vertical, 152 m (500 ft.) of the westbound roadway, was replaced in 1996. Premature distress has been identified on a dozen other conventional PCC Iowa pavements constructed between 1983 and 1989, so the deterioration may not be related to the fact that it was fast track pavement.

Reinforced Slope with Geogrids, HR-548, 1997

The objective of this research study is to evaluate the performance, maintenance requirements and cost effectiveness of constructing reinforced slope along a concrete bikeway overpass with a Geogrid system such as manufactured by Tensar Corporation or Reinforced Earth Company. This final report consists of two separate reports - construction and performance. An earlier design report and work plan was submitted to the Iowa DOT in 1989. From the Design Report, it was determined that the reinforced slope would be the most economical system for this particular bikeway project. Preliminary cost estimates for other design alternatives including concrete retaining walls, gabions and sheet pile walls ranged from $204/L.F. to $220/L.F. The actual final construction cost of the reinforced slope with GEDGRIDS was around $112/L.F. Although, since the reinforced slope system was not feasible next to the bridge overpass because of design constraints, a fair cost comparison should reflect costs of constructing a concrete retaining wall. Including the concrete retaining wall costs raises the per lineal foot cost to around $122/L.F. In addition to this initial construction cost effectiveness of the reinforced slope, there has been little or no maintenance needed for this reinforced slope. It was noted that some edge mowing or weed whacking could be done near the concrete bikeway slab to improve the visual quality of the slope, but no work has been assigned to city crews. It was added that this kind of weed whacking over such steep slope is more difficult and there could possibly be more potential for work related injury. The geogrid reinforced slope has performed really well once the vegetation took control and prevented soil washing across the bikeway slab. To that end, interim erosion control measures might need to be considered in future projects. Some construction observations were noted. First, there i s no specialized experience or equipment required for a contractor to successfully build a low-to-medium geogrid reinforced slope structure. Second, the adaptability of the reinforced earth structure enables the designer to best fit the shape of the structure to the environment and could enhance aesthetic quality. Finally, a reinforced slope can be built with relatively soft soils provided differential settlements between facing are limited to one or two percent.

Evaluation of Brisco Scour Monitors, HR-551, 1993

Two Brisco Scour Monitors were installed on pier MS1 of the Mississippi River at Burlington in August 1991. No problems were encountered during the installation. The monitors consist of a probe resting on the river bottom fastened to a cable that wraps around a reel. An electrical system monitors the movement of the reel which transmits to a digital readout which shows whether scour has occurred. The intent was to monitor the digital readout twice a year during a four-year evaluation period. The scour monitor digital readouts malfunctioned frequently due to electrical storms. The scour monitor performance was completely unacceptable.

Iowa Ultra Thin Whitetopping at Two Years of Age, HR-559, 1996

An 11.6 km research project was constructed in 1994 on a portion of Iowa Highway 21 in Iowa County, from U.S. 6 to Iowa Highway 212. This research is intended to evaluate the effect of four primary variables on long term performances of the PCC concrete overlay, commonly called whitetopping. The variables are thickness (50 mm, 100 mm, 150 mm, and 200 mm), joint spacing (0.6 m squares, 1.2 m squares, 1.8 m squares, and 4.6 m spacing), fiber use (concrete with and without polypropolene fibers) and surface preparation (patch only, scarifying the surface, and cold-in-place recycling). After two years, only two sections exhibit a small amount of debonding and distress cracking. Both sections are 50 mm thick. Within each of these two sections, only 2% of the area is affected. Two other 50 mm thick sections have a small number of cracks but no debonding has been found. No adverse effects of these cracks are evident. Three asphalt overlay sections were also constructed. In each asphalt section, transverse cracks have recently been found. At two years of age, the research sections are performing very well. An insignificant number of cracks and no distressed areas have been found in any research sections thicker than 50 mm.

Shotblasting to Improve Frictional Properties, HR-1057, 1992

Thin overlays, diamond grinding, longitudinal grooving, transverse grooving, and milling have been successful techniques for restoring frictional properties on portland cement concrete (PCC) pavements. Shotblasting offers a lower cost alternative if successful. Five test sections of shotblasting were placed on IA 9 from Decorah east to the Winneshiek County line (milepost 260.0 to 270.0). Both smooth tire and ribbed tire friction testing (ASTM E274) was performed. The conclusions and recommendations are: Based on the study, friction enhancement by shotblasting has a relatively short service life when measured by the ribbed tire test. However, when measured by the smooth tire test, the friction enhancement is longer lasting. Consideration of shotblasting for friction enhancement may be warranted to gain additional information, particularly when smooth tire friction properties are at issue.

Pooled Fund Study of Premature Concrete Pavement Deterioration, HR-1063, Supplementary Study, 1997

Recently, a number of roads have begun to exhibit the onset of deterioration at relatively early ages. Since this deterioration appears to be the result of materials issues, data concerning raw materials, design, and paving conditions have been collected and analyzed for correlation between independent variables and deterioration. This analysis shows that there is a positive and statistically significant correlation between deterioration and the following variables: alkali and sulfate content of the cementitious materials, impermeable base course, paving temperature, and the presence of fly ash. This study also concludes that there is a significant need for improvement in data collection and maintenance by many organizations responsible for the production of concrete.

Crack Sealing Utilizing a Heat Lance, HR-2058, 1997

Four Iowa DOT asphalt concrete pavement crack sealing projects were selected to evaluate the benefits of heat lance crack preparation. Two, one-half mile sections, both with and without heat lance preparation, were constructed in Story, Monroe, Clinton and Wayne Counties in 1991 and 1992. They were visually evaluated annually from 1992 through 1996. The heat lance preparation did not yield improved seal performance or extended longevity. There was no perceivable difference between crack sealing with and without heat lance preparation.

Determination of Tension Crack Development in Plastic P.C. Concrete with Retarding Admixtures, MLR-86-12, 1987

Bridge deck cracking occasionally occurs during construction for any number of reasons. Improper design, concrete placement or deck curing can result in cracks. One contributing factor toward cracking may be dead load deflections induced during concrete placement. For both continuous and non-continuous bridges, specific placement sequences are required to minimize harmful deflections in previously placed sections. Set retarding admixtures are also used to keep previously placed concrete plastic until the pour is completed. The problem is--at what point does movement of the concrete cause permanent damage to the deck. The study evaluated the time to crack formation relationship for mixes with low and high dosages of set retarding admixtures currently approved for use in Iowa state and county projects.

Iowa's CHLOE Profilometer Correlation Procedure, MLR-87-10, 1987

The Iowa DOT has been correlating its roadmeters to the CHLOE Profilometer since 1968. The same test method for the Present Serviceability Index (PSI) deduction from the pavement condition (crack and patch) survey has also been used since 1968. Resulting PSI measurements on the Interstate and Primary Highway Systems have had good continuity through the years due to these test procedures. A computer program called PSITREND has been developed to plot PSI versus year tested for every rural pavement section in the State of Iowa. PSITREND provides pavement performance trends which are very useful for prediction of rehabilitation needs and for evaluation of new designs or rehabilitation techniques. The PSITREND data base should be maintained through future years to expand on nineteen years of historical PSI test information already collected.

Pavement Evaluation Using the Road Rater Deflection Dish, MLR-89-2, 1989

In recent years the Iowa Department of Transportation has shifted emphasis from the construction of new roads to the maintenance and preservation of existing highways. A need has developed for evaluating pavements structurally to select the correct rehabilitation strategy and to properly design a pavement overlay if necessary. Road Rater non-destructive testing has fulfilled this need and has been used successfully to evaluate pavement and subgrade conditions and to design asphaltic concrete overlays and portland cement concrete overlays. The Iowa Road Rater Design Method has been simplified so that it may be easily understood and used by various individuals who are involved in pavement restoration and management. Road Rater evaluation techniques have worked well to date and have been verified by pavement coring, soils sampling and testing. Void detection testing has also been performed, and results indicate that the Road Rater can be used to locate pavement voids and that Road Rater evaluation techniques are reasonably accurate. The success of Road Rater research and development has made dynamic deflection test data an important pavement management input.