State-of-the-Art Methods for Design of Integral Bridge Abutments, HR-227, 1981

The routine use of integral abutments to tie bridge superstructures to foundation piling began in this country about 30 years ago. Kansas, Missouri, Ohio, North Dakota, and Tennessee were some of the early users. This method of construction has steadily grown more popular. Today more than half of the state highway agencies have developed design criteria for bridges without expansion joint devices.

Dynamic Simulation Methods for Evaluating Motor Vehicle and Roadway Design and Resolving Policy Issues, 1990

This study had three objectives: (1) to develop a comprehensive truck simulation that executes rapidly, has a modular program construction to allow variation of vehicle characteristics, and is able to realistically predict vehicle motion and the tire-road surface interaction forces; (2) to develop a model of doweled portland cement concrete pavement that can be used to determine slab deflection and stress at predetermined nodes, and that allows for the variation of traditional thickness design factors; and (3) to implement these two models on a work station with suitable menu driven modules so that both existing and proposed pavements can be evaluated with respect to design life, given specific characteristics of the heavy vehicles that will be using the facility. This report summarizes the work that has been performed during the first year of the study. Briefly, the following has been accomplished: A two dimensional model of a typical 3-S2 tractor-trailer combination was created. A finite element structural analysis program, ANSYS, was used to model the pavement. Computer runs have been performed varying the parameters defining both vehicle and road elements. The resulting time specific displacements for each node are plotted, and the displacement basin is generated for defined vehicles. Relative damage to the pavement can then be estimated. A damage function resulting from load replications must be assumed that will be reflected by further pavement deterioration. Comparison with actual damage on Interstate 80 will eventually allow verification of these procedures.

Iowa Department of Transportation : A Design for Growth, 1971

This report has been prepared to provide a succinct documentation of the results of an intensive "finding" as to the requirement for an Iowa Department of Transportation, the recommended general organizational characteristics, and the implementation process requisite to instituting an Iowa Department of Transportation. This report specifies, in summary, the systematic procedure employed in the analysis, followed by a presentation of the fundamental concepts associated with a department of transportation and documentation of the "need" for a state department of transportation. The majority of the report is devoted to presentation of a best judgment as to how an Iowa Department of Transportation should be organized and implemented. The report concludes with a discussion of a recommended approach to the implementation of the department, and issues and recommendations for review.

1990 Planning and Research Program, 1990

Planning and objectives for various departments within the Department of Transportation for 1990

Evolution of Design Practice at the Iowa State Highway Commission for the Determination of Peak Discharges at Bridges and Culverts, 1971

This paper carries the rather weighty title of "Evolution of Design Practice at the Iowa State Highway Commission for the Determination of Peak Discharges at .Bridges and Culverts." Hopefully, this evolving process will lead to a more precise definition of a peak rate of runoff for a selected recurrence interval at a particular site. In this paper the author will relate where the Highway Commission has been, is now, and will be going in this art of hydrology. He will then offer some examples at a few sites in Iowa to illustrate the use of the various methods. Finally, he will look ahead to some of the pitfalls still lying in wait for us.

Review of Geometric Design Criteria and Lighting Design Criteria, 1968

The investigations for this report were initiated in October, 1967, to perform the following: l. Review the current Iowa State Highway Commission roadway geometric design standards and criteria for conformance with national policies and recent research findings with special attention to high way safety. 2. Review the current Iowa State Highway Commission roadway lighting design standards and criteria for conformance with national policies and recent research findings with special attention to high way safety

Evaluation of Bond Retainage in Portland Cement Concrete Overlays Using Infrared Thermography and Ground Penetrating Radar, HR-537, Final Report, 1989

When concrete deterioration begins to occur in highway pavement, repairs become necessary to assure the rider safety, extend its useful life and restore its riding qualities. One rehabilitation technique used to restore the pavement to acceptable highway standards is to apply a thin portland cement concrete (PCC) overlay to the existing pavement. First, any necessary repairs are made to the existing pavement, the surface is then prepared, and the PCC overlay is applied. Brice Petrides-Donohue, Inc. (Donohue) was retained by the Iowa Department of Transportation (IDOT) to evaluate the present condition with respect to debonding of the PCC overlay at fifteen sites on Interstate 80 and State Highway 141 throughout the State of Iowa. This was accomplished by conducting an infrared thermographic and ground penetrating radar survey of these sites which were selected by the Iowa Department of Transportation. The fifteen selected sites were all two lanes wide and one-tenth of a mile long, for a total of three lane miles or 190,080 square feet. The selected sites are as follows: On Interstate 80 Eastbound, from milepost 35.25 to 35.35, milepost 36.00 to 36.10, milepost 37.00 to 37.10, milepost 38.00 to 38.10 and milepost 39.00 to 39.10, on State Highway 141 from milepost 134.00 to 134.10, milepost 134.90 to milepost 135.00, milepost 135.90 to 136.00, milepost 137.00 to 137.10 and milepost 138.00 to 138.10, and on Interstate 80 Westbound from milepost 184.00 to 184.10, milepost 185.00 to 185.10, milepost 186.00 to 186.10, milepost 187.00 to 187.10, and from milepost 188.00 to 188.10.

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

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

Iowa Department of Transportation Major Items - Preliminary Quantity Report, June 21, 2016; With Addendums

Weekly letting report

Development of a Durability Test for Asphalts, HR-124, Progress Report No. 3., 1969

Research Project HR-124, "Development of a Laboratory Durability Test for Asphalts," was initiated in 1966 as a long range comprehensive program. Its ultimate objective was to develop a simple, rapid laboratory test that could be used by highway engineers to select paving asphalt according to quality, to identify inferior asphalts, and to reasonably predict the useful life of asphalts once they were incorporated in the pavements. This report, designated Progress Report No. 3, summarizes the work accomplished during the second year of the HR-124 extension (1967 - 1969), i. e., the period from 1 October 1968 to 31 October 1969.

Improvement of Longitudinal Joints in Asphalt Pavement, HR-215, Construction Report, 1981

One significant benefit of asphalt concrete pavement construction is that it may be opened to traffic within one hour after being laid. Therefore, road closure and detour are not necessary, but only temporary lane closure and control of traffic. This one lane construction, even though desirable in regard to maintaining traffic flow, does pose an additional problem. The longitudinal joint at centerline often becomes a maintenance problem. The objective of this research project is to identify construction procedures that will provide an improved centerline joint.

Iowa Highway Programs, Finances, and Progress, 1951

(a) Iowa has a total of 101,620 miles of rural roads, both primary and secondary. (b) On January 1, 1951, a total of 68,869 miles of these rural roads were surfaced - mostly with gravel and crushed stone. (c) Additional roads are being surfaced at the rate of 2676 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 26.0 per cent from property taxes, 63.5 per cent from road use taxes, 10.5 per cent from Federal aid. (f) Annual income under present laws, available for highway construction, is approximately For primary roads ----------------- $24,000,000 For secondary roads---------------- $41,967,000 (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued. (h) Unobligated available farm to market road funds are rapidly being placed under contract. (i) The letting of highway contracts is increasing rapidly. (j)- Iowa's highway program is estimated to cost $945,000,000 and will require twenty years to build. These are the highlights of Iowa's highway program. The details will follow in succeeding paragraphs.

Iowa Highway Programs, Finances, and Progress, 1952

(a) Iowa has a total of 101,620 miles of rural roads, both primary and secondary. (b) On January 1, 1952, a total of 71,493 miles of these rural roads were surfaced - mostly with gravel and crushed stone. (c) Additional roads are being surfaced at the rate of 2662 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 26.0 per cent from property taxes, 63.5 per cent from road use taxes, 10.5 per cent from Federal aid. (f) Annual income under present laws, available for highway construction, is approximately For primary roads------------------$23,000,000 For secondary roads---------------- 41,967,000 (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued. (h) The surplus of farm to market road funds created during and immediately following the War have now been placed under contract, with only a minimum working balance remaining in the fund. (i) Iowa's highway program was estimated to cost $945,000,000 and to require twenty years to build, by the 1948 Legislative Committee. This estimate would now have to be increased due to price increases and higher required standards. These are the highlights of Iowa's highway program. The details will follow in succeeding paragraphs.

Iowa Highway Program, Finances and Progress, 1954

(a) Iowa has a total of 101,451 miles of rural roads, both primary and secondary. (b) On January 1, l954, a total of 77,024 miles of these rural roads were surfaced - mostly with gravel and crushed stone. This is 5,53l miles greater than on January l, 1952. (c) Additional roads are being surfaced at the rate of 2766 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 25.4 per cent from property taxes and special taxes......................................$29,708,546.67 63.7 per cent from road use taxes.......... 74,581,080.30 10.6 per cent from Federal Aid (1952 Act).. 12,424,000.00 0.3 per cent from miscellaneous receipts.. 287,922.86 ---- ------------- 100.0 $117,001,549.83 (f) Annual income under present laws, available for highway construction, is approximately, For primary roads $29,420,000.00 For secondary roads $44,328,000.00 In 19_3, $7,299,000 of secondary road construction funds was transferred to the maintenance fund. (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued.

Primary Roads and Their Municipal Extensions, 1949

A discussion of several issues related to road construction, including budget, legislation, maintenance, and pending improvements.