Like many snow- and ice-control professionals, Carver County Public Works maintenance operations staff are searching for new options to reduce the amount of chloride that reaches our waters from road salt operations. Using food production byproducts such as pickle brine are among the alternatives maintenance staff have been exploring.
Carver County regularly uses salt brine as part of their winter maintenance operations, which has become a widely accepted practice for controlling snow and ice. In the right situation, salt brine can be a more effective alternative to traditional road salt. An opportunity to obtain a free supply of sodium-rich pickle juice from a nearby canning facility seemed like a natural candidate worthy of consideration as a source of brine for county anti-icing and de-icing operations. In addition, recycling the pickle brine could reduce the amount of the waste byproduct.
The Carver County Public Works Department began testing samples of the pickle juice in 2016 with some encouraging results. But further testing showed the brine from the pickle cannery had variable salinity and pH levels that could damage maintenance equipment. Given the variables involved, staff determined it would be difficult to manually control the manufacture of the brine into a usable liquid. VariTech Industries recommended purchase of the Brine Boss, an automated brine blending system to manufacture the 23.3 percent brine solution needed for effective ice control operations. In addition, staff found adding potassium hydroxide to pickle brine neutralizes the pH level.
Carver County staff received a grant through the Local OPERA Program to help purchase the brine making system and support further research into the viability of using pickle brine in winter maintenance operations. Staff also restored an old VariTech 600 brine maker obtained from MnDOT for the project.
After extensive testing and analysis, VariTech engineers and Carver County staff concluded that pickle brine acquired from the cannery had to be exactly the same (salinity, vinegar content, and sugar content) for each and every batch or the system sensors would fail. But it turned out that the pickle brine supplier could not provide chemically consistent batches, and the VariTech system was unable to produce a consistent blend of 23.3 percent brine solution using pickle brine. As a result, Carver County staff determined they were unable to continue using pickle brine for snow and ice control.
Nevertheless, this project benefits other agencies considering the use of food production byproducts. The Carver County project demonstrates that there can be an alternative anti-icing product. As technology continues to advance, Carver County may revisit the use of pickle brine as a viable snow- and ice-control option.
For additional information about the project, check out these resources:
MnDOT conducted field and lab analyses of nontraditional fog seals used by local agencies around the state. Results show that agriculture-based bioseals offer value that must be balanced against temporary reductions in retroreflectivity and pavement friction. Bioseals offer greater friction and visibility than traditional fog seals.
“There is some value to the bioseals. They seal the pavement, and they’re clear so they have a minimal effect on striping. These applications are appropriate in certain areas,” said Bruce Hasbargen, County Engineer, Beltrami County.
What Was the Need?
Maintenance crews often spray pavement surfaces with a “fog” of liquid sealant after pavement has been in service for a year or more. These fog seals extend the water resistance of asphalt and protect pavements from oxidation.
Fog seals wear off after a few years, but can be inexpensively reapplied. The seals lengthen maintenance cycles, protecting asphalt between activities such as crack repair and surface treatment. Traditional fog seals, however, are dark, asphaltic mixtures that obscure pavement striping and reduce the reflectivity of materials. Fog seals also reduce friction, and so typically suit pavements with low-speed service conditions.
In recent years, city and county road agencies in Minnesota turned to bioseals—agriculture-based, clear liquids that manufacturers claim seal pavement against oxidation and water damage without concealing pavement markings. Bioseals are currently not less expensive than petroleum industry products, and little independent work had been performed to identify performance benefits.
What Was Our Goal?
To provide local agencies with more information about bioseal performance, the MnDOT Office of Materials and Road Research studied selected bioseal products in the lab and in the field (MnROAD test site pictured above), comparing them to traditional seals to determine product performance, durability and impact on friction and pavement marking visibility.
What Did We Do?
Following a literature review of fog seal treatments, investigators selected four seals for analysis: a traditional asphalt-emulsion sealer; a nontraditional, polymerized maltene emulsion longitudinal joint sealant (Jointbond); and two soy-based bioseals (RePlay and Biorestor). These seals were applied in 2014 to 8-foot shoulder sections built in 2013 on County Highway 75 in Wright County, north of Monticello. Seals were sprayed on shoulders outside painted markings, in shoulder space where investigators applied geotextile patches and strips of highly reflective striping tape commonly used on some roads. Untreated shoulder areas of 500 feet and 1,320 feet served as control sections.
After spraying, investigators removed the geotextiles to evaluate the quality of application work by bioseal distributors. They also removed some striping tape and reapplied it as shoulder striping to Cell 33 at the MnROAD test facility, where they could reliably monitor traffic passes over the biosealed markings and evaluate retroreflectivity over time. At the Wright County site, researchers examined pavement distress, friction properties and permeability on the shoulders for three years.
Lab studies included testing seal residue and stiffness in field-aged cores taken from the sealed test sections in year three. Finally, in year three researchers surveyed local agencies in Minnesota about their use of nontraditional fog seals.
What Did We Learn?
Geotextile coating levels showed that vendor application of bioseals is consistent and well-executed. Nontraditional seals do not obscure striping, but bioseals leave residue that temporarily reduces the retroreflectivity of sealed markings to below MnDOT-required levels. Acceptable levels of retroreflectivity returned to the Jointbond samples after 800 truck passes at MnROAD, and to Biorestor and RePlay samples after 1,600 truck passes.
Every tested seal reduced pavement friction. Recovery of friction for the three nontraditional products, which reduced friction by 11 to 17 percent, took about 200 days with no traffic. The traditional, asphaltic fog seal reduced friction by 67 percent and took longer to recover, remaining slippery for turning in wet conditions for over two years.
“Bioseals affect pavement friction, so agencies need to use some caution when using them. City streets are probably going to be very good for nontraditional seals,” said Eddie Johnson, Research Project Engineer, MnDOT Office of Materials and Road Research.
Each seal reduced pavement permeability for about two years; after two years, only the traditional seal continued to provide water protection. The permeability benefit of fog seals lasts significantly longer than the retroreflectivity reduction; when reflectivity recovers, the seals still provide water resistance. Field surveys also found that Biorestor and RePlay may help resist cracks.
Laboratory studies showed that high-temperature stiffness for every treatment was greater than control samples in the top layer than in the middle of cores, suggesting that seals may improve rut resistance of treated pavements in hot weather. Low-temperature stiffness was higher in the top sections for every treatment except the traditional fog seal.
Of the 57 agencies that responded to the survey, 32 have used nontraditional fog seals, preferring Biorestor and RePlay to others. Over half of these users recommend the use of such seals; responses suggest that bioseals offer sealing benefit for two years and, in some cases, up to six years.
Nontraditional fog seals protect pavements from water and may help prevent cracking. Traditional seals offer longer-lasting water resistance, but also longer-lasting and greater friction reduction. Agencies must consider temporary reductions in retroreflectivity and friction for any seal, and may wish to continue using fog seals only in lower-speed environments.
Continued monitoring of applications would be helpful in determining long-term performance. The study observed that overlaying biosealed asphalt with a traditional fog seal should be effective in extending permeability.
MnDOT has upgraded its software for concrete pavement design. MnPAVE-Rigid 2.0 is now easier to use and allows designers to select from more options for aggregate base types and thicknesses, and incorporate specific traffic values.
“In the original software, we only allowed one aggregate base thickness and one aggregate type. MnPAVE-Rigid 2.0 allows two base thicknesses and three base types,” said Tim Andersen, Pavement Design Engineer, MnDOT Office of Materials and Road Research.
What Was the Need?
MnDOT developed its own pavement design software, MnPAVE-Rigid, in 2014 that incorporated the methodology of the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic–Empirical Pavement Design Guide (MEPDG). Minnesota’s pavement designers use MnPAVE to apply AASHTO’s most sophisticated design principles for both rigid and flexible pavement, focusing on mechanical properties of the pavement and prevention of early cracking and other distress.
AASHTO’s mechanistic–empirical (M–E) design methods entail hundreds of inputs, each a mechanical parameter, a measure of site-specific characteristics or a design goal. To simplify the input selection process, AASHTO’s M–E design software offers various input levels to reduce the data gathering and input burden. The most basic level uses default values for most of the inputs based on national averages, but still requires dozens of inputs for the number of pavement layers, traffic expectations, climate and other features.
MnPAVE-Rigid for concrete pavement design reduced that number of inputs to nine, operating like a module of AASHTO’s M–E software. MnPAVE-Rigid inputs work with a set of default values for jointed plain concrete selected by the MnDOT Office of Materials and Road Research in 2014, as described in the MnPAVE-Rigid 1.0 report.
“Many states ignored the challenge of adopting AASHTO M–E or they bought an AASHTO
software license. MnDOT used its accumulated knowledge of AASHTO M–E and Minnesota conditions to build MnPAVE-Rigid, and so can account for its M–E design results firsthand,” said Derek Tompkins, Principal Civil Engineer, American Engineering Testing, Inc.
Since implementing MnPAVE-Rigid 1.0, MnDOT has gathered feedback from users about their experience with the software. In the current project, MnDOT wanted to address this feedback, and expand and improve the original software by exploring additional options with some of the default parameters for concrete pavements.
What Was Our Goal?
The goal of this project was to update MnPAVE-Rigid 1.0 by expanding the range of inputs for traffic, subgrade type, base type and thickness, and to make the user interface more accessible.
What Did We Implement?
MnPAVE-Rigid 2.0 allows users to enter 11 inputs, including inputs related to specific traffic levels and aggregate base types; calculate the new design thickness; and print a project report that summarizes the inputs and the recommended thickness. The upgraded software is more user-friendly, and MnDOT can maintain or make future upgrades to the source code.
How Did We Do It?
Researchers met with the Technical Advisory Panel and reviewed the list of software improvements requested by pavement designers and the MnDOT Office of Materials and Road Research.
Because every change to an input affects a large number of default input variables, investigators ran over 21,000 simulations to analyze the impact of changes made to inputs for base type, base thickness, subgrade type and traffic level. The research team also modified the traffic input calculator to allow designers to enter traffic values from MnDOT’s weigh-in-motion and traffic counting data. The calculator runs input traffic data in software simulations and assigns the input an appropriate axle value for design.
MnPAVE-Rigid 1.0 ran designs based on Class 5 aggregate base over a subgrade like clay loam. Other aggregate types were added to simulations to determine how the software responds to these changes. Investigation also explored the addition of subgrade material options in design simulations.
What Was the Impact?
MnPAVE-Rigid 2.0 is more user-friendly. Its tabs better match designer needs, and the software offers a design report PDF file for export. Instead of selecting from limited options for traffic volumes (default, normal and heavy), users can now input traffic data that the software will categorize. Designers can input Class 5 aggregate, Class 5Q (a higher quality aggregate with fewer fines) and open graded aggregate (no fines). Users can also choose 4-inch or 12-inch aggregate base thicknesses. An additional subgrade option was not included, as simulations indicated a sand subgrade input did not discernibly impact structural thickness outputs.
The AASHTO M–E software is expensive, and agencies that use it have to work closely with consultants to receive training and to explore or modify the code. MnDOT owns and manages the source code for MnPAVE-Rigid 2.0, can keep it secure, and can continue to change and upgrade it internally for Windows and Linux platforms.
MnDOT designers around the state are reviewing the software, but it is essentially already in use. After full review, the Office of Materials and Road Research will post a link to the program on its website. Presentations about the software upgrades will be made at meetings for materials and soils engineers through the fall of 2018.
Data from a new system for tracking work zone intrusions may be used to change work zone design and policies, reducing the risk of injury and death from intrusion crashes.
MnDOT and the Local Road Research Board engaged researchers to develop a user-friendly system that allows highway crews to quickly record instances of motorists’ intrusion into work zones, using a laptop, tablet or paper.
“This collaboration resulted in a fast, efficient and easy-to-use system because crews and supervisors let us know throughout the process exactly what they needed to consistently report work zone intrusions,” said Nichole Morris, Director, University of Minnesota HumanFIRST Laboratory.
What Was Our Goal?
The goal of this research project was to develop and test an efficient, comprehensive and user-friendly reporting system for intrusions into work zones. It was essential for the system to be accepted by highway workers. The information collected from the system, which was modeled after the existing MNCrash report, would then be used to examine risk factors to reduce intrusions and danger to workers. Safety data would be relayed back to workers and to MnDOT managers, providing an empirical basis for design changes to work zones, as well as future policy recommendations to the state government.
“To reduce work zone intrusions and make work zones safer, we need to track and analyze the intrusions. This reporting system will generate the data we need to make smart changes and possibly to influence legislative policy,” said Todd Haglin, Emergency Management and Safety Manager, MnDOT Office of Administration.
What Did We Do?
To design a usable system for reporting work zone intrusions, research designers had to:
Understand the characteristics of the typical system user (in this case, the work zone supervisors and crew).
Develop common or typical intrusion scenarios to realistically test the system.
Conduct iterative testing with typical users (supervisors and crew members) and incorporate revisions based on test results.
The research team interviewed work zone supervisors from rural and urban truck station locations across the state: in Baxter, St. Cloud and Duluth and at Cedar Avenue near Minneapolis-St. Paul. Researchers sought to learn what crews and supervisors considered an intrusion and what they thought should be reportable elements of the intrusion, such as the work zone layout, weather, location, time, visibility, road conditions and maneuvers of the intruding vehicle.
Researchers used information gathered from the interviews to develop four typical intrusion scenarios—which were reviewed and revised by MnDOT supervisors—and used these scenarios to test the prototype reporting interface. Then they conducted usability tests with these scenarios and with actual intrusions that crews had experienced. Users suggested changes to the report format throughout the process.
Crews and supervisors collaborated with researchers during three rounds of testing, revising the reporting interface after each round. An online beta version had been supplemented with a paper version. Both versions were revised through this iterative design process.
What Did We Learn?
This design approach allowed the research team to produce a report interface incorporating the very specific needs of the work zone crews and supervisors:
The third major revision split the report decision flow into two options—a shorter report and a comprehensive report—based on whether the intrusion presented a risk to the crew. Without this revision, intrusions that workers considered minor were not likely to be reported.
Researchers surveyed users of the system with each revision. Supervisors liked the drop-down menus, the comprehensiveness of the system and its ease of use. They rated the final revision as good in terms of usability, ease of use and time to completion (five to six minutes on average).
The final design version was tested using a laptop, tablet and paper. Multiple reporting options made it more likely that workers and supervisors would quickly report data about a work zone intrusion before details were forgotten.
Supervisors and workers involved in the design process gave high marks to the final version of the reporting system. The design is considered complete. Researchers had created the interface as a free-standing program, using the University of Minnesota’s digital resources to build and evaluate their design. For this reporting system to be made vailable for use by MnDOT and other agency workers, MnDOT must engage MNIT, the state’s information technology professionals, to determine where the system will reside and to integrate it into the state’s existing computer platform.
New solutions are urgently needed to address Minnesota’s aging pavement infrastructure since current materials and technologies can’t keep up with the rate of deterioration and limited funding. MnDOT recently entered into a contract with the University of Minnesota to further explore new materials and technologies – including taconite and Graphite Nanoplatelets (GNP) – that could offer cost-effective solutions for longer-lasting pavement.
The university has investigated the use of taconite aggregates for more than a decade (see ongoing and completed research), and started investigating GNP-reinforced asphalt materials more than three years ago (see recently completed research). Both materials present very unique properties that can be used to better build and maintain asphalt pavements.
This research project will focus on two applications with significant potential in the pavement area:
Early detection and repair of cracking by developing a novel asphalt material in which GNP materials, taconite concentrate, and conventional asphalt binders are combined for damage sensing and healing. The material damage will be assessed by measuring the electrical resistance, while the damage healing will be achieved by applying microwave to the material.
Thermal enhancement of tack coat bonding between asphalt overlay lifts, using GNP and taconite concentrate and microwave heating. Poor bonding can result in many different pavement distresses that decrease the pavement structural strength and life, ranging from top-down cracking, potholes and fatigue failure.
Improving pavement durability
The latest data shows that 15 percent of roads in Minnesota are in poor condition, at a cost to each motorist $480 per year. Low-temperature cracking is one of the main causes of pavement failure in Minnesota. Studies have shown that early detection of damage and cracking and timely repair is essential for extending the lifespan of the pavements.
Each dollar spent in the early-stage of pavement life could eliminate or delay $6 to $10 in future rehabilitation or reconstruction costs.
A series of recent studies funded by the National Cooperative Highway Research Program (NCHRP) and MnDOT showed that the GNP-modified asphalt binders and mixtures exhibit a significant improvement in both mechanical and compaction properties. The combination of the previous research and the proposed research will fully explore the properties of GNP-taconite modified asphalt binders and mixtures as a multi-functional pavement material, which will address various needs of MNDOT, including high fracture resistance, efficient compaction process, and cost-effective pavement preservation operations. By addressing these needs, the result of this research will lead to an innovative and efficient means to improve the long-term durability and resilience of asphalt pavements in Minnesota.
The two-year research project aims to explore the damage sensing and healing capability of asphalt binders and mixtures modified by GNP and taconite concentrates. The essential idea is to combine GNP and taconite concentrates with asphalt binders to make the final asphalt products electrical conductive. By measuring the change of electrical resistance, researchers will be able to determine the damage extent. When the damage extent reaches a certain level, the University will apply microwave to the pavement to generate heat, which will heal the cracks through viscous flow of warm asphalt binder. In addition, the thermal bonding capabilities of a novel tack coat material also modified with GNP and taconite concentrate will be investigated. The research will consist of four parts:
Electrical conductivity tests on GNP-taconite modified asphalt binders and mixtures
Modeling of relationship between electrical resistance and damage extent
Investigation of self-healing capability through microwave
Investigation of a microwave-based tack coat system to enhance thermal bonding in asphalt paving
Watch for new developments on this project here. Other Minnesota pavement research can be found at MnDOT.gov/research.
A research implementation project completed by MnDOT’s Bridge Office shows that phased array ultrasonic 3-D scanning more accurately detects and measures corrosion on steel bridges than traditional methods. More accurate data will allow engineers to correctly evaluate bridge conditions, calculate safe load capacity and make better maintenance recommendations.
“The Phased Array Ultrasonic Testing System (PAUT) can acquire thousands more data points than can traditional methods in the same amount of time, which makes PAUT technology very useful,” said William Lee Nelson, a MnDOT bridge engineering specialist.
What Was the Need?
Corrosion on steel bridges results from exposure to environmental elements and deicing chemicals, and can lead to loss of steel thickness, with subsequent functional and structural issues. Regular inspection to detect and monitor fatigue cracking and other structural damage is critical to extending bridge performance and ensuring traveler safety on the approximately 13,000 bridges in Minnesota. While MnDOT is committed to improving its infrastructure, increasing costs of bridge inspections and maintenance have prompted the agency to seek innovative methods for performing inspections.
Bridge inspectors have been using conventional ultrasonic devices and hand measuring techniques to evaluate corrosion for many years. However, it is not always possible to obtain complete and accurate data using those methods. Accurate steel thickness and corrosion mapping data is critical for bridge engineers to correctly evaluate bridge conditions, calculate safe load capacity and make better maintenance decisions. Without quality data, bridge engineers may make recommendations that can lead to unnecessary and expensive repairs.
Newer versions of ultrasonic devices—such as the phased array ultrasonic testing (PAUT) system—use 3-D scanning technology to produce enhanced images and data. One of the advantages of PAUT devices over conventional ultrasonic models is that they provide thousands more data points, allowing engineers to more accurately measure steel thickness and predict maintenance issues and costs. Another benefit of PAUT devices is that they collect corrosion mapping data much more quickly than conventional ultrasonic devices, which improves safety and efficiency by reducing the time bridge inspectors spend on the bridge.
What Was Our Goal?
The goal of this project was to provide bridge inspectors with training and equipment to collect high-quality data by using the 3-D scanning technology of a PAUT system. The enhanced data would enable bridge engineers to make more accurate assessments of bridge condition and more cost-effective maintenance recommendations.
What Did We Implement?
Investigators reviewed the literature on projects evaluating PAUT systems and identified several studies that assessed these devices favorably. They selected an Olympus OmniScan SX PAUT system for use in this project and used the collected information from the literature review as a point of reference for their field observation testing.
How Did We Do It?
After MnDOT bridge inspectors were trained in the OmniScan PAUT system, they used it to obtain corrosion mapping data for four steel structures in Minnesota: the Sorlie Bridge (Polk County), the Baudette Bridge (Baudette), a high mast light (Duluth) and a test specimen from the Silverdale Bridge (Grant). The project team then compared the PAUT system data with data obtained from traditional (single-beam) ultrasonic methods and traditional field measuring methods.
What Was the Impact?
The comparison showed that the PAUT equipment provided more complete and more accurate corrosion mapping data than did the single-beam ultrasonic and traditional field measuring methods. Based on the findings of the literature review, field observations and the data collected, the project team noted other benefits of using PAUT technology for bridge inspection, including:
Accurately determines the thickness and section of structural steel members, allowing engineers to make better recommendations on load capacity.
Establishes baseline measurements to better predict maintenance costs.
Provides high-quality data that allows engineers to make better repair and maintenance recommendations to avoid unnecessary and costly repairs.
Collects inspection data quickly, resulting in time and cost savings for bridge inspectors in the field.
MnDOT will begin deploying the PAUT system to conduct corrosion inspection of steel bridges and ancillary structures throughout Minnesota. MnDOT will also update the nondestructive testing content in MnDOT’s Bridge and Structure Inspection Program Manual.
Additionally, MnDOT plans to develop and write inspection procedures for the PAUT system and to distribute information about PAUT deployment, targeting MnDOT bridge inspection units, bridge engineers and bridge owners.
Truck traffic significantly improves deicer performance, deicers perform poorly below 10 degrees Fahrenheit, and brine is spread more by traffic spray and snowplow throw than by storm runoff. This is the outcome of multi-year tests performed in the snow-covered parking lots of two Twin Cities entertainment destinations.
“There is notable airborne removal of deicers from road spray by vehicles and under high wind conditions. For the deicing materials MnDOT uses, little melt is observed below 10 degrees Fahrenheit,” said Tom Peters, Maintenance Research and Training Engineer, MnDOT Office of Maintenance.
MnDOT has conducted several research projects to better understand the performance of both deicing and anti-icing materials (applied to the roadway before a storm to prevent or mitigate ice buildup). Two previous studies evaluated solid materials and liquid brine. In Phase I researchers examined over 50 deicer and anti-icing compounds and blends. They determined that ice melt capacity correlates closely with application temperature, which is the principal factor in effectiveness. Rock salt offers greater ice melt capability, but liquid deicers adhere better to roadways and cause less corrosion and environmental damage to road and bridge environments.
In Phase II, researchers studied deicer performance in the field and considered how traffic levels, truck volumes, weather, pavement type and other factors affect performance. Research showed that deicers work better at warmer temperatures, with little effectiveness below about 10 degrees Fahrenheit. Truck traffic significantly improved deicer performance, contributing to wider and quicker melts. Chlorides were swept off bridge decks by snowplowing, and deicing effectiveness diminished as truck speed rose.
However, severe weather hampered research in Phase II; the winter of 2013-2014 was the coldest experienced in Minnesota in over 30 years. The severity of winter conditions impeded the temperature study of deicer performance and snowplow performance, leaving the research team and MnDOT interested in further study.
What Was Our Goal?
This study aimed to continue the work of Phase II in more representative winter conditions. Researchers evaluated deicer effectiveness, plowing effectiveness, anti-icer persistence in traffic and drains, and pavement shedding of deicers.
What Did We Do?
During the winters of 2015-2016 and 2016-2017, both of which were mild with below-average snow accumulations, the research team followed closely the methods used in Phase II.
Deicers were studied at two facilities in Shakopee, Minnesota. One facility included nine 900-foot lanes on which plow trucks spread deicers at highway speeds. The other facility featured four 500-foot lanes, where deicers were spread by hand in 100-foot segments. Investigators monitored weather and evaluated deicer performance with photography and infrared thermography.
Snowplowing by MnDOT Metro District plow operators was conducted at the two Shakopee facilities as well, at operating speeds of up to 30 mph. Researchers documented performance of various plow configurations in various truck combinations with on-site observation, handheld photography and time-lapse photography.
Anti-icing, in which deicer brines are applied to dry pavement to prevent ice formation, was conducted on an elevated section of U.S. Highway 169 near Mankato that experienced actual traffic. Investigators recorded application rate, time, temperature, precipitation and traffic, as well as deicer flow and concentration in storm drainage runoff over time.
Researchers studied pavement shedding of deicers in a lab in terms of storm runoff flow and anti-icer concentration in drainage from artificially induced precipitation. Deicers were applied in brine form, dried, chilled and held at temperatures below the freezing point of water and within the range of effective ice melt temperatures.
What Did We Learn?
Research confirmed that deicer performance varies with temperature, with little benefit from rock salt at 10 degrees Fahrenheit or colder unless the pavement is exposed to sunlight. Deicer accumulated in drains at substantially lower levels than roadway applications suggest regardless of traffic conditions, confirming observations that the majority of deicer loss occurs from displacement by traffic and snowplows.
Plow results were fairly uniform across all lanes and along lane lengths for a given plow type, suggesting truck, plow and driver combinations performed uniformly at each track. At higher speeds, snow rises higher in the curvature of the plow, and snow casts more broadly off plow ends and distributes to greater distances.
“Truck traffic makes a huge difference on deicer performance. If two or three dump trucks that aren’t spreading but have weight in them follow a salt truck, salt use might be cut by two-thirds,” said Stephen Druschel, Professor, Minnesota State University, Mankato, Department of Civil Engineering.
Deicers and anti-icers showed wider and quicker melting capability with traffic, especially by trucks, than without. Prewetting offered no significant observable benefit under most conditions, contrary to reports from snowplow drivers in field operations, unless snow was dry; then significant benefits were observed.
Asphalt and concrete pavements shed salinity at high levels initially and at declining levels at about 0.3 inch precipitation. The type of pavement involved had no apparent effect on deicer runoff.
The impact of truck traffic on deicer performance is significant and needs to be widely communicated. Reports that prewetting improves deicer adhesion in windy conditions and speeds the initiation of ice melt may warrant further review. Evaluation of atmospheric and off-roadway drainage may help quantify traffic-induced brine spray and plow throw.
By load testing part of a bridge that was removed over Nine Mile Creek, researchers have proven that an innovative and cost-effective method for repairing damaged bridge girders restores them to their original strength.
The findings will help MnDOT and other transportation agencies avoid lengthy traffic closures and more costly techniques when repairing other bridges.
“This innovative method works remarkably well. The amount of damage the crew repaired was pretty extensive. In the end, the strength of the repaired damaged girders was slightly more than the strength of the undamaged girders,” said Carol Shield, Professor, University of Minnesota Department of Civil, Environmental and Geo-Engineering.
The salting of bridge and roadways during Minnesota winters can create highly corrosive conditions that damage bridges. Such was the case with the Highway 169 Nine Mile Creek Bridge near Edina and Minnetonka, where leaking expansion joints caused corrosion to elements responsible for the strength of bridge girders: shear reinforcement, prestressing strands, and the surrounding concrete.
During a 2013 repair, crews encountered two locations of severe beam deterioration. To repair these areas, MnDOT used a novel method developed in Michigan that involved removing deteriorated concrete and cleaning the area, placing steel reinforcement cages around the damaged beam ends and then encasing the beam ends with concrete. The repair concrete was a specific form of concrete placement called “shotcrete”—a mix of sand, aggregate and cement that is applied with a hose that is wetted at the nozzle before the mixture is sprayed at high velocity onto the repair surface. When the desired thickness of the concrete placement is reached, the placement is troweled and shaped to finish to the desired cross section. The beam end repairs were made in October 2013 and allowed the bridge to continue its function to the public.
MnDOT was able to make the repairs without traffic interruption.
Several years later, the bridge was scheduled for replacement. The repaired girder ends appeared to be in good condition, but the repair technique had not been studied for strength. The bridge replacement presented MnDOT with an excellent opportunity to evaluate the repair method for use on other damaged girder ends.
What Was Our Goal?
When the southbound lanes of the bridge were taken out of service in spring 2017, four prestressed girders were removed from the structure and brought to the University of Minnesota’s Theodore V. Galambos Structural Engineering Laboratory for testing.
Researchers examined and tested the beams to evaluate the effectiveness of the reinforced shotcrete repair method.
“Two of the girders have ends that were repaired by MnDOT, and two girders have ends that never needed to be repaired,” Shield said. “We [tested] the four girders and [compared] their strengths to determine if the repair actually returned the girders to the strength they had prior to the corrosion-related damage.”
The fact that researchers tested good girders alongside repaired girders gave MnDOT a high level of confidence, said Paul Pilarski, Metro North Regional Bridge Construction Engineer, MnDOT Bridge Office.
Bridge girder ends can be repaired for only $5,000 to $10,000, using this new method.
What Did We Learn?
All repairs had been done in field conditions that have the potential to adversely affect the results. But when the beams broke in the lab, the shotcrete repair did not separate from the bonding surface. The repaired reinforced concrete beam ends were found to be at least as strong as similar beams that were in good condition and had not needed repair. The initial repair methods and subsequent testing of the prestressed beam ends are demonstrated in a video created by the research team (testing starts at 3:30 min).
Using this method, severely deteriorated beam ends can be repaired with reinforcement cages and shotcrete for $5,000 to $10,000. The alternative to this type of repair involves constructing a new beam, closing traffic, removing the bridge deck over the damaged beam as well as the beam itself, and recasting the bridge deck and barrier—an intrusive replacement that costs hundreds of thousands of dollars and more than a month of bridge lane closures.
Results have been presented internally at MnDOT, at state and Midwest conferences in late 2017, and at the National Bridge Preservation Partnership Conference in April 2018. Presentations have impressed transportation engineers from around the country and have increased confidence in dealing with aging infrastructure. MnDOT will continue to refine repair methods with the shotcrete treatment based on best industry practices, and will continue to use the beam end repair method if similar conditions are encountered in the state.
MnDOT bridge inspectors often have to find out what lies beneath the surface of Minnesota’s rivers. Thanks to new sonar inspection technology, the Bridge Office now has a way to see previously hidden riverbed floors and underwater bridge structures in far better detail than ever before.
Typically, bridge engineers turn to professional divers to provide information about what’s underwater. But diving inspections don’t always deliver precise information about bridge damage, debris and riverbed topography.
Of the 11,183 Minnesota bridges that span waterways, about 585 require underwater inspection.
In recent years, bridge inspectors turned to underwater inspection technologies to identify areas of interest and direct divers who can inspect hands on. In turbid, sediment-heavy conditions with low visibility such as the Mississippi River, non-optical technologies – laser, radar and sonar – offer safe and useful options. Sonar gathers underwater acoustic data into point clouds for imaging two-and three-dimensional models of conditions.
In winter 2014, a vendor demonstrated the use of sonar at the Third Avenue bridge over the Mississippi River in Minneapolis, where a void was previously discovered during a diving inspection. Acoustic investigation of the frozen-over site delivered a three-dimensional image of a scoured cavity of eroded concrete under a pier in conditions unsuitable to diving inspection. Later that year, the Bridge Office purchased its own three-beam sonar unit with funds secured from MnDOT’s research implementation program. MnDOT is the nation’s first state transportation department to use the technology, according to Petra DeWall, waterway engineer.
The new 3D scanning technology provides much better information than divers can. Nicki Bartelt, hydraulic design engineer, said divers can see up to 2 feet in front of them in good rivers, so most of the work is done by feel.
With the new technology, Bartelt and her colleagues receive a 3D image to base decisions on. Diver reports included only narratives and rough sketches.
“It’s like night and day,” said Nicki Bartelt, hydraulic design engineer. “It’s a picture, but it’s more than that. It’s a point cloud. It’s totally scalable. It is real-world elevations and dimensions. It’s like the difference between Google Earth and a paper map.”
Although the information is far better from these scans, federal bridge inspection standards still require hands-on inspection of bridges, including substructures above and below the water’s surface. For now, the scans will be used to augment diver inspections and other purposes.
“We’re looking to augment with scans to make it safer for the divers,” DeWall said.
The research implementation team identified a host of lessons and best practices after purchasing and testing the new equipment.
“This does have a pretty steep learning curve,” Bartelt said. “It’s not something you can just buy and use. You have to learn how to use it.”
Getting different pieces of the equipment set up and able to communicate with each other was the first difficult step. Field testing also identified the need for a dedicated generator to provide a consistent portable power source because of difficulty with batteries.
MnDOT will develop and publish an underwater imaging policy and reach out to districts, counties, cities and other bridge owners to promote its imaging capability. The hydraulics unit will develop data on completed projects, generate a list of bridges that suit underwater imaging and ensure field personnel are trained to use imaging techniques and inspection.
“I think it’s really exciting, because it opens your eyes to what’s going on in the river,” said DeWall. “We always just assumed before, but now we can see it and document it. The fact that you have the ability to rotate the picture and move it around, and zoom through it makes a huge difference.”
These videos explain the sonar inspection technology:
Adding graphite nanoplatelets (GNP) to asphalt binders and applying the methodology developed in a new MnDOT study could provide a cost-effective approach to reducing cold-weather cracking and increasing the durability of Minnesota pavements.
“This project gives MnDOT a low-cost way to incorporate the latest nanotechnologies into our asphalt mixtures, reducing cold-weather cracking and increasing the durability of Minnesota pavements,” said Shongtao Dai, Research Operations Engineer, MnDOT Office of Materials and Road Research.
What Was Our Goal?
The objective of this project was to develop a cost-effective method to determine the optimum mix design of GNP-reinforced asphalt binders and mixtures. This method would predict the fracture behavior of these materials using a combination of simple laboratory testing and computer modeling.
What Did We Do?
Researchers developed a method for determining the quantity of GNP to add to an asphalt binder to achieve optimal asphalt mixture performance. The method used a computer model to predict the low-temperature fracture behavior of mixtures based on bending beam rheometer (BBR) tests on fine aggregate mixtures. This test applies a load to the center of a thin, rectangular specimen that has been cooled to a low temperature while its edges rest on two elevated supports, and then measures how the specimen bends over time. The results of this test determine the stiffness of materials and their ability to relax the stresses of contraction.
The BBR test is simpler, less expensive and less labor-intensive than the more accurate semicircular bend (SCB) test, which measures fracture resistance—the way cracks in a material form—by loading a semicircular sample from its apex. However, the SCB test can determine the properties of all the particles within a mixture; the BBR test can only evaluate the mechanical properties of coarse aggregates. To obtain the accuracy of the SCB test without the labor and expense, the computer model developed by researchers in this study uses BBR results as inputs to simulate SCB tests and infer the properties of fine aggregates.
What Did We Learn?
Researchers validated their computer model by comparing its results with those of actual SCB tests. They found that the model was able to predict the results of SCB tests for both conventional and GNP-modified mixtures. By performing only a BBR test on the fine aggregates mixture and inputting the results into the computer model, researchers obtained a reasonable prediction of the fracture response of the final asphalt mixtures.
In turn, the model showed that using GNP in asphalt binders can significantly improve the strength and fracture resistance of a mixture compared to mixtures with unmodified asphalt binders. The model can be used as a design tool to determine what percentage of GNP is needed to achieve the necessary tensile strength for a target value of fracture energy.
Using GNP in asphalt binders, in combination with the methodology developed in this project, could potentially provide MnDOT with a cost-effective approach to improving the cold-weather performance of Minnesota pavements, preventing cracking and increasing pavement durability. MnDOT will continue to evaluate the use of GNP in its asphalt mixes.