Calibration and Validation of SWAT for the Upper Maquoketa River Watershed, June 2005

A validation study has been performed using the Soil and Water Assessment Tool (SWAT) model with data collected for the Upper Maquoketa River Watershed (UMRW), which drains over 16,000 ha in northeast Iowa. This validation assessment builds on a previous study with nested modeling for the UMRW that required both the Agricultural Policy EXtender (APEX) model and SWAT. In the nested modeling approach, edge-offield flows and pollutant load estimates were generated for manure application fields with APEX and were then subsequently routed to the watershed outlet in SWAT, along with flows and pollutant loadings estimated for the rest of the watershed routed to the watershed outlet. In the current study, the entire UMRW cropland area was simulated in SWAT, which required translating the APEX subareas into SWAT hydrologic response units (HRUs). Calibration and validation of the SWAT output was performed by comparing predicted flow and NO3-N loadings with corresponding in-stream measurements at the watershed outlet from 1999 to 2001. Annual stream flows measured at the watershed outlet were greatly under-predicted when precipitation data collected within the watershed during the 1999-2001 period were used to drive SWAT. Selection of alternative climate data resulted in greatly improved average annual stream predictions, and also relatively strong r2 values of 0.73 and 0.72 for the predicted average monthly flows and NO3-N loads, respectively. The impact of alternative precipitation data shows that as average annual precipitation increases 19%, the relative change in average annual streamflow is about 55%. In summary, the results of this study show that SWAT can replicate measured trends for this watershed and that climate inputs are very important for validating SWAT and other water quality models.

Evalution of Hot Mix Asphalt Moisture Sensitivity Using the Nottingham Asphalt Test Equipment, July 2005

Moisture sensitivity of Hot Mix Asphalt (HMA) mixtures, generally called stripping, is a major form of distress in asphalt concrete pavement. It is characterized by the loss of adhesive bond between the asphalt binder and the aggregate (a failure of the bonding of the binder to the aggregate) or by a softening of the cohesive bonds within the asphalt binder (a failure within the binder itself), both of which are due to the action of loading under traffic in the presence of moisture. The evaluation of HMA moisture sensitivity has been divided into two categories: visual inspection test and mechanical test. However, most of them have been developed in pre-Superpave mix design. This research was undertaken to develop a protocol for evaluating the moisture sensitivity potential of HMA mixtures using the Nottingham Asphalt Tester (NAT). The mechanisms of HMA moisture sensitivity were reviewed and the test protocols using the NAT were developed. Different types of blends as moisture-sensitive groups and non-moisture-sensitive groups were used to evaluate the potential of the proposed test. The test results were analyzed with three parameters based on performance character: the retained flow number depending on critical permanent deformation failure (RFNP), the retained flow number depending on cohesion failure (RFNC), and energy ratio (ER). Analysis based on energy ratio of elastic strain (EREE ) at flow number of cohesion failure (FNC) has higher potential to evaluate the HMA moisture sensitivity than other parameters. If the measurement error in data-acquisition process is removed, analyses based on RFNP and RFNC would also have high potential to evaluate the HMA moisture sensitivity. The vacuum pressure saturation used in AASHTO T 283 and proposed test has a risk to damage specimen before the load applying.

Consumer Advisory Bulletin, Wire Fraud Targets Your Mind & Your Money!, September 2010

The Attorney General’s Consumer Protection Division receives hundreds of calls and consumer complaints every year. Follow these tips to avoid unexpected expense and disappointments. This record is about: Wire Fraud Targets Your Mind & Your Money

Evaluation of Hot Mix Asphalt Moisture Sensitivity Using the Nottingham Asphalt Test Equipment, July 2005

Moisture sensitivity of Hot Mix Asphalt (HMA) mixtures, generally called stripping, is a major form of distress in asphalt concrete pavement. It is characterized by the loss of adhesive bond between the asphalt binder and the aggregate (a failure of the bonding of the binder to the aggregate) or by a softening of the cohesive bonds within the asphalt binder (a failure within the binder itself), both of which are due to the action of loading under traffic in the presence of moisture. The evaluation of HMA moisture sensitivity has been divided into two categories: visual inspection test and mechanical test. However, most of them have been developed in pre-Superpave mix design. This research was undertaken to develop a protocol for evaluating the moisture sensitivity potential of HMA mixtures using the Nottingham Asphalt Tester (NAT). The mechanisms of HMA moisture sensitivity were reviewed and the test protocols using the NAT were developed. Different types of blends as moisture-sensitive groups and non-moisture-sensitive groups were used to evaluate the potential of the proposed test. The test results were analyzed with three parameters based on performance character: the retained flow number depending on critical permanent deformation failure (RFNP), the retained flow number depending on cohesion failure (RFNC), and energy ratio (ER). Analysis based on energy ratio of elastic strain (EREE ) at flow number of cohesion failure (FNC) has higher potential to evaluate the HMA moisture sensitivity than other parameters. If the measurement error in data-acquisition process is removed, analyses based on RFNP and RFNC would also have high potential to evaluate the HMA moisture sensitivity. The vacuum pressure saturation used in AASHTO T 283 and proposed test has a risk to damage specimen before the load applying.

Consumer Advisory: Don’t Touch That Wire! Money Transfer Scams, August 2013

The Attorney General’s Consumer Protection Division receives hundreds of calls and consumer complaints every year. Follow these tips to avoid unexpected expense and disappointments. This record is about: Don’t Touch That Wire! Money Transfer Scams

Iowa Calibration of MEPDG Performance Prediction Models, 2013

This study aims to improve the accuracy of AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) pavement performance predictions for Iowa pavement systems through local calibration of MEPDG prediction models. A total of 130 representative pavement sites across Iowa were selected. The selected pavement sites represent flexible, rigid, and composite pavement systems throughout Iowa. The required MEPDG inputs and the historical performance data for the selected sites were extracted from a variety of sources. The accuracy of the nationally-calibrated MEPDG prediction models for Iowa conditions was evaluated. The local calibration factors of MEPDG performance prediction models were identified to improve the accuracy of model predictions. The identified local calibration coefficients are presented with other significant findings and recommendations for use in MEPDG/DARWin-ME for Iowa pavement systems.

Iowa Calibration of MEPDG Performance Prediction Models: Tech Transfer Summary

This study aims to improve the accuracy of AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) pavement performance predictions for Iowa pavement systems through local calibration of MEPDG prediction models. A total of 130 representative pavement sites across Iowa were selected. The selected pavement sites represent flexible, rigid, and composite pavement systems throughout Iowa. The required MEPDG inputs and the historical performance data for the selected sites were extracted from a variety of sources. The accuracy of the nationally-calibrated MEPDG prediction models for Iowa conditions was evaluated. The local calibration factors of MEPDG performance prediction models were identified to improve the accuracy of model predictions. The identified local calibration coefficients are presented with other significant findings and recommendations for use in MEPDG/DARWin-ME for Iowa pavement systems.

Development of EDMI Calibration Baseline, HR-241, 1984

Electronic distance measuring instruments (EDMI) are used by surveyors in routine length measurements. The constant and scale factors of the instrument tend to change due to usage, transportation, and aging of crystals. Calibration baselines are established to enable surveyors to check the instruments and determine any changes in the values of constant and scale factors. The National Geodetic Survey (NGS) has developed guidelines for establishing these baselines. In 1981 an EDMI baseline at ISU was established according to NGS guidelines. In October 1982, the NGS measured the distances between monuments. Computer programs for reducing observed distances were developed. Mathematical model and computer programs for determining constant and scale factors were developed. A method was developed to detect any movements of the monuments. Periodic measurements of the baseline were made. No significant movement of the monuments was detected.

Low Modulus Hot Pour Joint Sealant for ACC Pavements, HR-534, 1990

Over the years, the Iowa Department of Transportation has established an outstanding network of connector highways across the state of Iowa. Construction and paving of these primary roadways has essentially been completed. Unfortunately, many of these primary highway pavements are reaching their design life and are in need of rehabilitation. The emphasis, therefore, has shifted from the construction of new highways to the maintenance and rehabilitation of existing highways. The Iowa DOT in recent years has become more concerned with preventing the ingress of surface water into the pavement structure. Crack sealing is receiving greater emphasis. Specifications have been modified to require improved low modulus crack and joint sealing materials.

Calibration of Highway Safety Manual Work Zone Crash Modification Factors, TPF-5(081), 2014

The Highway Safety Manual is the national safety manual that provides quantitative methods for analyzing highway safety. The HSM presents crash modification factors related to work zone characteristics such as work zone duration and length. These crash modification factors were based on high-impact work zones in California. Therefore there was a need to use work zone and safety data from the Midwest to calibrate these crash modification factors for use in the Midwest. Almost 11,000 Missouri freeway work zones were analyzed to derive a representative and stratified sample of 162 work zones. The 162 work zones was more than four times the number of work zones used in the HSM. This dataset was used for modeling and testing crash modification factors applicable to the Midwest. The dataset contained work zones ranging from 0.76 mile to 9.24 miles and with durations from 16 days to 590 days. A combined fatal/injury/non-injury model produced a R2 fit of 0.9079 and a prediction slope of 0.963. The resulting crash modification factors of 1.01 for duration and 0.58 for length were smaller than the values in the HSM. Two practical application examples illustrate the use of the crash modification factors for comparing alternate work zone setups.

Effect of Density on Marshall Stability of Hot-Mix Asphaltic Concrete, MLR-82-01, 1982

The Iowa D.O.T. specifications do not require 100 percent of 50 blow Marshall density (generally 94%) for field compaction. However, stabilities are determined in the Laboratory on specimens compacted to 100 percent of Marshall density. The purpose of this study is to determine the stabilities of specimens compacted to various densities which are below 100 percent of the 50 blow Marshall density.

Calibration and Reliability of a Nuclear Asphalt Content Gauge, MLR-87-02, 1987

Based on results of an evaluation performed during the winter of 1985-86, six Troxler 3241-B Asphalt Content Gauges were purchased for District use in monitoring project asphalt contents. Use of these gauges will help reduce the need for chemical based extractions. Effective use of the gauges depends on the accurate preparation and transfer of project mix calibrations from the Central Lab to the Districts. The objective of this project was to evaluate the precision and accuracy of a gauge in determining asphalt contents and to develop a mix calibration transfer procedure for implementation during the 1987 construction. The first part of the study was accomplished by preparing mix calibrations in the Central Lab gauge and taking multiple measurements of a sample with known asphalt content. The second part was accomplished by preparing transfer pans, obtaining count data on the pans using each gauge, and transferring calibrations from one gauge to another through the use of calibration transfer equations. The transferred calibrations were tested by measuring samples with a known asphalt content. The study established that the Troxler 3241-B Asphalt Content Gauge yields results of acceptable accuracy and precision as evidenced by a standard deviation of 0.04% asphalt content on multiple measurements of the same sample. The calibration transfer procedure proved feasible and resulted in the calibration transfer portion of Materials I.M. 335 - Method of Test For Determining the Asphalt Content of Bituminous Mixtures by the Nuclear Method.

Evaluation of Hot Mix Asphalt Moisture Sensitivity Using the Nottingham Asphalt Test Equipment, TR-555, 2010

Pavements are subjected to different stresses during their design lives. A properly designed pavement will perform adequately during its design life, and the distresses will not exceed the allowable limits; however, there are several factors that can lead to premature pavement failure. One such factor is moisture sensitivity. AASHTO T 283 is the standard test used in the moisture susceptibility evaluation of asphalt mixtures, but the results of the test are not very representative of the expected behavior of asphalt mixtures. The dynamic modulus test measures a fundamental property of the mixture. The results of the dynamic modulus test can be used directly in the Mechanistic-Empirical Pavement Design Guide (MEPDG) and are considered a very good representation of the expected field performance of the mixture. Further research is still needed to study how the dynamic modulus results are affected by moisture. The flow number test was studied in previous research as a candidate test for moisture-susceptibility evaluation, but the results of that research were not favorable. This research has four main objectives. The first objective of this research is to evaluate the usefulness of the dynamic modulus and flow number tests in moisture-susceptibility evaluation. The second objective is to compare the results to those achieved using the AASHTO T 283 test. The third objective is to study the effect of different methods of sample conditioning and testing conditions. The fourth objective of the research is to study the variability in the test results.

Examination of Curing Criteria for Cold In-Place Recycling (Phase 3: Calibration of Moisture Loss Indices and Development of Stiffness Gain Model), TR-609, 2011

In the previous study, moisture loss indices were developed based on the field measurements from one CIR-foam and one CIR-emulsion construction sites. To calibrate these moisture loss indices, additional CIR construction sites were monitored using embedded moisture and temperature sensors. In addition, to determine the optimum timing of an HMA overlay on the CIR layer, the potential of using the stiffness of CIR layer measured by geo-gauge instead of the moisture measurement by a nuclear gauge was explored. Based on the monitoring the moisture and stiffness from seven CIR project sites, the following conclusions are derived: 1. In some cases, the in-situ stiffness remained constant and, in other cases, despite some rainfalls, stiffness of the CIR layers steadily increased during the curing time. 2. The stiffness measured by geo-gauge was affected by a significant amount of rainfall. 3. The moisture indices developed for CIR sites can be used for predicting moisture level in a typical CIR project. The initial moisture content and temperature were the most significant factors in predicting the future moisture content in the CIR layer. 4. The stiffness of a CIR layer is an extremely useful tool for contractors to use for timing their HMA overlay. To determine the optimal timing of an HMA overlay, it is recommended that the moisture loss index should be used in conjunction with the stiffness of the CIR layer.

Investigation of AASHTOWare Pavement ME Design/DARWin-ME Performance Prediction Models for Iowa Pavement Analysis and Design, 2015

The Mechanistic-Empirical Pavement Design Guide (MEPDG) was developed under National Cooperative Highway Research Program (NCHRP) Project 1-37A as a novel mechanistic-empirical procedure for the analysis and design of pavements. The MEPDG was subsequently supported by AASHTO’s DARWin-ME and most recently marketed as AASHTOWare Pavement ME Design software as of February 2013. Although the core design process and computational engine have remained the same over the years, some enhancements to the pavement performance prediction models have been implemented along with other documented changes as the MEPDG transitioned to AASHTOWare Pavement ME Design software. Preliminary studies were carried out to determine possible differences between AASHTOWare Pavement ME Design, MEPDG (version 1.1), and DARWin-ME (version 1.1) performance predictions for new jointed plain concrete pavement (JPCP), new hot mix asphalt (HMA), and HMA over JPCP systems. Differences were indeed observed between the pavement performance predictions produced by these different software versions. Further investigation was needed to verify these differences and to evaluate whether identified local calibration factors from the latest MEPDG (version 1.1) were acceptable for use with the latest version (version 2.1.24) of AASHTOWare Pavement ME Design at the time this research was conducted. Therefore, the primary objective of this research was to examine AASHTOWare Pavement ME Design performance predictions using previously identified MEPDG calibration factors (through InTrans Project 11-401) and, if needed, refine the local calibration coefficients of AASHTOWare Pavement ME Design pavement performance predictions for Iowa pavement systems using linear and nonlinear optimization procedures. A total of 130 representative sections across Iowa consisting of JPCP, new HMA, and HMA over JPCP sections were used. The local calibration results of AASHTOWare Pavement ME Design are presented and compared with national and locally calibrated MEPDG models.