Effect of Warmer Minnesota Winters on Freeze-Thaw Cycles

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Date Created
2022
Report Number
2022-04
Description
An increase in freeze-thaw events will result in detrimental impacts on pavement systems. However, the impacts of recent climate changes on freeze-thaw cycles have not been well studied, although they are of interest to a broad number of transportation agencies. In this study, the number of freeze-thaw events at typical air temperature sensor level (e.g., 6 feet above the earth’s surface) as well as at different pavement layers and critical sub-pavement locations such as saturated subgrade within the active zone were quantified. In response to global warming, current work resulted in rigorously quantified freeze-thaw events rooted in climate data from 1941 to 2020. Results indicated that in the recent 40 years (i.e., 1981-2020), Minnesota winters have become warmer by 1-2 °F daytime and 2-5 °F nighttime temperatures. With a decrease in freezing temperatures, the yearly number of freeze-thaw cycles tended to decrease at shallow pavement depths (< 6 inches), whereas remained sporadic at deeper pavement layers. The decreases in freeze-thaw events at shallower depths were significant during the early and late winter months. However, the annual freeze-thaw events at the air temperature sensor level were randomly distributed throughout the analysis period.

Determining Pavement Design Criteria for Recycled Aggregate Base and Large Stone Subbase

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Date Created
2021
Report Number
NRRA202103
Description
This project was performed to evaluate the performance of recycled aggregates and large stones used in the aggregate base/subbase layers of pavement systems and provide recommendations regarding pavement design and material selection. As part of this project, eleven test cells were built at MnROAD to evaluate the impact of recycled aggregates and large stones on the long-term pavement performance via a series of laboratory [permeability, soil-water characteristic curve (SWCC), stereophotography (image analysis), gyratory compaction, and resilient modulus (MR) tests] and field tests [intelligent compaction (IC), falling weight deflectometer tests (FWD), rutting measurements, international roughness index (IRI) measurements, light weight deflectometer (LWD) tests, and dynamic cone penetrometer (DCP) tests]. In addition, a pavement mechanistic-empirical (ME) design approach was used to provide recommendations for designs of pavement systems containing recycled aggregate base (RAB) and large stone subbase (LSSB) layers. Overall, this project found that finer recycled concrete aggregate (RCA) material would be preferable to coarser RCA material and a blend of RCA and recycled asphalt pavement (RAP) materials would be preferable to natural aggregate for aggregate base layers. RCA materials provided better performance than the blend of RCA and RAP materials, indicating that RCA materials would be preferable to the blend. For LSSB layers, this project found that geosynthetics would be required to successfully construct thinner LSSB layers. Overall, thicker LSSB layers provided better structural support than thinner LSSB layers both in the short term and the long term.

Concrete Grinding Residue: Its Effect on Roadside Vegetation and Soil Properties

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Date Created
2019
Report Number
2019-06
Description
Concrete grinding residue (CGR) is a slurry waste consisting of water and concrete fines generated from diamond grinding operations that is used to smooth a concrete pavement surface. During this process; CGRs are mostly disposed along the roadside; which can influence soils and plant communities along the roadways. To understand the effects of CGR on soil physical and chemical properties and plant growth; a controlled field site at the Kelly Farm in Iowa was used with CGR application rates of 0; 10; 20; and 40 dry ton/acre to test properties of soils and plants before the application and one month; six months and one year after the CGR application. Two roadsides along Interstate 90 in Minnesota where CGR material was applied in the past were investigated as well. Laboratory and field experiments were conducted to measure plant biomass; bulk density; hydraulic conductivity; infiltration; pH; electrical conductivity (EC); alkalinity; metals; cation exchange capacity (CEC); exchangeable sodium percentage (ESP); and percentage base saturation (PBS) of soil samples collected from the test sites. Statistical analyses were conducted to correlate the CGR additions to the properties of soils and plants. The results of statistical analyses from the Kelly Farm indicated that CGR material did not significantly affect soil physical properties and plant biomass but impacted the chemical properties of soil. Changes in some soil properties such as pH and percent base saturation (PBS) due to CGR did not persist after one year. The results from two Minnesota roadsides indicated that the areas receiving CGR applications in the past did not negatively affect soil quality and plant growth.

Effects of Implements of Husbandry (Farm Equipment) on Pavement Performance

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Date Created
2012
Report Number
2012-08
Description
The effects of farm equipment on the structural behavior of flexible and rigid pavements were investigated in this study. The project quantified the difference in pavement behavior caused by heavy farm equipment as compared to a typical 5-axle, 80 kip semi-truck. This research was conducted on full scale pavement test sections designed and constructed at the Minnesota Road Research facility (MnROAD). The testing was conducted in the spring and fall seasons to capture responses when the pavement is at its weakest state and when agricultural vehicles operate at a higher frequency, respectively. The flexible pavement sections were heavily instrumented with strain gauges and earth pressure cells to measure essential pavement responses under heavy agricultural vehicles, whereas the rigid pavement sections were instrumented with strain gauges and linear variable differential transducers (LVDTs). The full scale testing data collected in this study were used to validate and calibrate analytical models used to predict relative damage to pavements. The developed procedure uses various inputs (including axle weight, tire footprint, pavement structure, material characteristics, and climatic information) to determine the critical pavement responses (strains and deflections). An analysis was performed to determine the damage caused by various types of vehicles to the roadway when there is a need to move large amounts agricultural product.

Impacts of Overweight Implements of Husbandry on Minnesota Roads and Bridges

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Date Created
2004
Report Number
2005-05
Description
Over the past few decades, the national industry has seen the number of farms decrease with a simultaneous increase in the average farm size. With larger farms and continuously improving farming techniques, the need to increase production and efficiency has affected equipment carrying capacity and completely changed the tools being used. During select seasons, it is common to have single -axle loads on secondary roads and bridges that exceed normal load limits (typical examples are grain carts and manure wagons). Even though these load levels occur only during a short period of time of the year (fall for grain carts and spring for manure wagons), there is concern that they can do significant damage to pavements and bridges. Currently, the only limitation placed upon farm implements is a metric based upon the load per unit width of tire. This metric does not appear to be consistent with the metrics commonly used during design of infrastructure. The objective of the work presented in this report was to perform a synthesis study related to the impacts of heavy agriculture vehicles on Minnesota pavements and bridges and to identify those impacts. The synthesis and associated analyses were completed using metrics that are consistent with engineering design and evaluation concepts. The conclusion of this study validates the years of close observation of highway and bridge engineers that the heavy agricultural loads can cause potential problems in terms of both safety to the traveling public and added costs to the maintenance of the local system of highway infrastructure.