Special investigation of the Monona County Engineer’s Office for the period January 1, 2004 through April 20, 2007

Special investigation of the Monona County Engineer’s Office for the period January 1, 2004 through April 20, 2007

Report on a special investigation of the Adair County Engineer’s Office for the period December 5, 2001 through December 31, 2011

Report on a special investigation of the Adair County Engineer’s Office for the period December 5, 2001 through December 31, 2011

Report on a special investigation of the Lyon County Engineer’s Office for the period August 1, 2006 through May 31, 2012

Report on a special investigation of the Lyon County Engineer’s Office for the period August 1, 2006 through May 31, 2012

Report on applying agreed-upon procedures to the Fayette County Engineer’s Office for the period July 1, 2012 through June 30, 2013

Report on applying agreed-upon procedures to the Fayette County Engineer’s Office for the period July 1, 2012 through June 30, 2013

Iowa County Engineers Association Service Bureau, TR-417, 2000

The ICEA Service Bureau, created in 1998 after nearly seven years of prior effort, has now existed for 2% years. Although assisted in starting up by a grant of $300,000 from the Iowa Highway Research Board, it now operates exclusively on the basis of dues paid by 98 member counties. Its three person staff operates out of an office in Des Moines, Iowa, where the 28E agency subleases space from the Iowa State Association of Counties. Services, provided via the Internet, include News & updates, Communications support, Files for download, On-line database driven applications, a reference center, and a business area. Future services are being identified by both formal and informal processes and the Bureau has established itself as a valued member of the county engineering world in Iowa.

Systematic Identification of High Crash Locations Final Report, 2001

Federal and state policy makers increasingly emphasize the need to reduce highway crash rates. This emphasis is demonstrated in Iowa’s recently released draft Iowa Strategic Highway Safety Plan and by the U.S. Department of Transportation’s placement of “improved transportation safety” at the top of its list of strategic goals. Thus, finding improved methods to enhance highway safety has become a top priority at highway agencies. The objective of this project is to develop tools and procedures by which Iowa engineers can identify potentially hazardous roadway locations and designs, and to demonstrate the utility of these tools by developing candidate lists of high crash locations in the State. An initial task, building an integrated database to facilitate the tools and procedures, is an important product, in and of itself. Accordingly, the Iowa Department of Transportation (Iowa DOT) Geographic Information Management System (GIMS) and Geographic Information System Accident Analysis and Location System (GIS-ALAS) databases were integrated with available digital imagery. (The GIMS database contains roadway characteristics, e.g., lane width, surface and shoulder type, and traffic volume, for all public roadways. GIS-ALAS records include data, e.g., vehicles, drivers, roadway conditions, and the crash severity, for crashes occurring on public roadways during then past 10 years.)

Alternative Solutions to Meet the Service Needs of Low Volume Bridges in lowa, June 2004

There is a nationwide need for a safe, efficient and cost effective transportation system. An essential component of this system is the bridges. Local agencies perhaps have an even greater task than federal and state agencies in maintaining the low volume road (LVR) bridge system due to lack of sufficient resources and funding. The primary focus of this study was to review the various aspects of off-system bridge design, rehabilitation, and replacement. Specifically, a reference report was developed to address common problems in LVR bridges. The source of information included both Iowa and national agencies. This report is intended to be a “user manual” or “tool box” of information, procedures and choices for county engineers to employ in the management of their bridge inventory plus identify areas and problems that need to be researched

Steel Diaphragms in Prestressed Concrete Girder Bridges, September 2004

Over the years, bridge engineers have been concerned about the response of prestressed concrete (PC) girder bridges that had been hit by over-height vehicles or vehicle loads. When a bridge is struck by an over-height vehicle or vehicle load, usually the outside and in some instances one of the interior girders are damaged in a bridge. The effect of intermediate diaphragms in providing damage protection to the PC girders of a bridge is not clearly defined. This analytical study focused on the role of intermediate diaphragms in reducing the occurrence of damage in the girders of a PC-girder bridge that has been struck by an over-height vehicle or vehicle load. The study also investigated whether a steel, intermediate diaphragm would essentially provide the same degree of impact protection for PC girders as that provided by a reinforced-concrete diaphragm. This investigation includes the following: a literature search and a survey questionnaire to determine the state-of-the-art in the use and design of intermediate diaphragms in PC-girder bridges. Comparisons were made between the strain and displacement results that were experimentally measured for a large-scale, laboratory, model bridge during previously documented work and those results that were obtained from analyses of the finite-element models that were developed during this research for that bridge. These comparisons were conducted to calibrate the finite element models used in the analyses for this research on intermediate diaphragms. Finite-element models were developed for non-skewed and skewed PC-girder bridges. Each model was analyzed with either a reinforced concrete or two types of steel, intermediate diaphragms that were located at mid-span of an interior span for a PC-girder bridge. The bridge models were analyzed for lateral-impact loads that were applied to the bottom flange of the exterior girders at the diaphragms location and away from the diaphragms location. A comparison was conducted between the strains and displacements induced in the girders for each intermediate-diaphragm type. These results showed that intermediate diaphragms have an effect in reducing impact damage to the PC girders. When the lateral impact-load was applied at the diaphragm location, the reinforced-concrete diaphragms provided more protection for the girders than that provided by the two types of steel diaphragms. The three types of diaphragms provided essentially the same degree of protection to the impacted, PC girder when the lateral-impact load was applied away from the diaphragm location.

Iowa Workforce, Today and Tomorrow, 2004

Demographic and employment information are used by economic developers, market researchers, counselors and curriculum developers for educational institutions, academic researchers, government planners, and private businesses. Occupational information on employment and wages also provides guidance for students making their first career choices and older workers considering a change of profession. In the last decade, Iowans have grown older and more diverse. The median age (2000) stood at 36.6 years, with 38 counties recording a median age of 40 or above. In the last decade, Hispanics accounted for a third of Iowa’s population growth. The most highly educated Iowans were Asians, with 43 percent earning a minimum of a bachelor’s degree. The Iowa labor force has been growing erratically since 1980, but still reached a record 1,663,000 in 2002 before inching downward. In the next 25 years, the labor force will see dramatic changes with the impending retirement of the baby boom generation and the influx of new immigrants and younger college-educated workers. While Iowa nonfarm employment declined by 7,000 workers during 2003, it did show improvement in the second half of the year. In a prosperous year, the Iowa economy generates an average of 2,500 jobs per month. This number was negative during the recession and has been below average this year. National economic events will continue to have a strong impact on Iowa job growth. Occupations requiring higher education are among the higher-paying Iowa jobs. Computer software engineers, computer support specialists, and customer service representatives are expected to be among the faster-growing occupations. Also, the aging population will bring opportunities for workers in healthcare. Occupations requiring higher education are among the higher-paying Iowa

Dowel Bar Optimization: Phases I and II, October 2001

America’s roadways are in serious need of repair. According to the American Society of Civil Engineers (ASCE), one-third of the nation’s roads are in poor or mediocre condition. ASCE has estimated that under these circumstances American drivers will sacrifice $5.8 billion and as many as 13,800 fatalities a year from 1999 to 2001 ( 1). A large factor in the deterioration of these roads is a result of how well the steel reinforcement transfers loads across the concrete slabs. Fabricating this reinforcement using a shape conducive to transferring these loads will help to aid in minimizing roadway damage. Load transfer within a series of concrete slabs takes place across the joints. For a typical concrete paved road, these joints are approximately 1/8-inch gaps between two adjacent slabs. Dowel bars are located at these joints and used to transfer load from one slab to its adjacent slabs. As long as the dowel bar is completely surrounded by concrete no problems will occur. However, when the hole starts to oblong a void space is created and difficulties can arise. This void space is formed due to a stress concentration where the dowel contacts the concrete. Over time, the repeated process of traffic traveling over the joint crushes the concrete surrounding the dowel bar and causes a void in the concrete. This void inhibits the dowel’s ability to effectively transfer load across the joint. Furthermore, this void gives water and other particles a place to collect that will eventually corrode and potentially bind or lock the joint so that no thermal expansion is allowed. Once there is no longer load transferred across the joint, the load is transferred to the foundation and differential settlement of the adjacent slabs will occur.

Angle Parking on Iowa's Low Volume Primary Extentions in Small Towns, January 2003

On-street parking has been considered problematic by engineers for many years. In fact, numerous studies have concluded that diagonal or angle parking in particular is potentially more of a safety concern than parallel or no parking at all. It is a common position of many states, including Iowa, to discourage or completely prohibit angle parking on primary road extensions in urban areas. However, with the acceptance of “context sensitive design” and traffic calming techniques, policies for on-street parking are receiving re -consideration in many agencies including the FHWA. This study was undertaken to analyze operational and safety histories in the state of Iowa where various types of on-street parking have existed for many years, concentrating in particular on smaller communities. Specifically of interest was a comparison of diagonal parking locations to other types with regard to related crash histories. If possible, it was intended to develop guidelines to assist Iowa Department of Transportation designers in the consideration of parking requirements for road improvements through small communities. In this regard, several criteria were analyzed to determine possible contribution to crash history including road width, clearance to parked vehicles, traffic volumes, community population, and length of parking area. None of these factors, with the possible exception of population, displayed a clearly definable relationship to crash history. However, when average crash rates for various parking types were compared for non-intersection crashes, differences in rates between areas with diagonal parking and those with parallel parking were almost negligible. In fact, those observed rates were less than sample locations with no parking at all. These results seem to indicate that indeed there may exist no compelling justification for blanket prohibition of angle parking along Iowa’s primary extensions in all urban areas. Rather, a case-by-case investigation with each project design of the most applicable parking type would seem appropriate in smaller communities.