The Economics of Reducing the County Road System: Three Case Studies in Iowa - Executive Summary, HR-242, 1986

This Executive Summary presents a brief summary of the main research report, "The Economics of Reducing the County Road System: Three Case Studies in Iowa" (DOT/OST/P-34/86-035). The case studies are described, as well as the analytic methodology and research findings.

The Economics of Reducing the County Road System: Three Case Studies in Iowa, HR-242, 1986

This research project looked at the economic benefits and costs associated with alternative strategies for abandoning low volume rural highways and bridges. Three test counties in Iowa were studied, each 100 square miles in size: Hamilton County having a high agricultural tax base and a high percentage of paved roads and few bridges; Shelby County having a relatively low agricultural tax base, hilly terrain and a low percentage of paved road and many bridges; and Linn County having a high agricultural tax base, a high percentage of paved roads and a large number of non-farm households. A questionnaire survey was undertaken to develop estimates of farm and household travel patterns. Benefits and costs associated with the abandonment of various segments of rural highway and bridge mileages in each county were calculated. "Benefits" calculated were reduced future reconstruction and maintenance costs, whereas "costs" were the added cost of travel resulting from the reduced mileage. Some of the findings suggest limited cost savings from abandonment of county roads with no property access in areas with large non-farm rural population; relatively high cost savings from the abandonment of roads with no property access in areas with small rural population; and the largest savings from the conversion of public dead-end gravel roads with property or residence accesses to private drives.

Reducing the Problem of Transverse Cracking, HR-232, 1985

The Iowa Department of Transportation (DOT) is continually improving the pavement management program and striving to reduce maintenance needs. Through a 1979 pavement management study, the Iowa DOT became a participant in a five state Federal Highway Administration (FHWA) study of "Transverse Cracking of Asphalt Pavements". There were numerous conclusions and recommendations but no agreement as to the major factors contributing to transverse cracking or methods of preventing or reducing the occurrence of transverse cracking. The project did focus attention on the problem and generated ideas for research. This project is one of two state funded research projects that were a direct result of the FHWA project. Iowa DOT personnel had been monitoring temperature susceptibility of asphalt cements by the Norman McLeod Modified Penetration Index. Even though there are many variables from one asphalt mix to another, the trend seemed to indicate that the frequency of transverse cracking was highly dependent on the temperature susceptibility. Research project HR-217 "Reducing the Adverse Effects of Transverse Cracking" was initiated to verify the concept. A final report has been published after a four-year evaluation. The crack frequency with the high temperature susceptible asphalt cement was substantially greater than for the low temperature susceptible asphalt cement. An increased asphalt cement content in the asphalt treated base also reduced the crack frequency. This research on prevention of transverse cracking with fabric supports the following conclusions: 1. Engineering fabric does not prevent transverse cracking of asphalt cement concrete. 2. Engineering fabric may retard the occurrence of transverse cracking. 3. Engineering fabric does not contribute significantly to the structural capability of an asphalt concrete pavement.

Reducing the Adverse Effects of Transverse Cracking, HR-217, 1984

This research was initiated to identify methods of reducing the occurrence of transverse cracking. Eight (four repetitive) research sections were established to study three variations in the asphalt concrete pavement. The first variation was the comparison of low- and high-temperature-susceptible asphalt cement (AC) from two different sources. The second variable was to saw and seal transverse joints at spacings varying from 40 to 100 ft. The third variable was to increase the AC content in the asphalt treated base by 1 percent. The research sections were constructed with relatively few problems. Crack and joint surveys have been conducted on all research sections at intervals of less than 1 year since construction. No cracking was identified after the first winter season. The sawed joints also remained sealed through the first winter. At an age of approximately 1 1/2 years there was substantial cracking of the high-temperature-susceptible AC sections and substantial failure of the sealant material in the sawed joints. After almost 4 years, the asphalt pavement constructed with the high-temperature-susceptible AC produced a crack interval of 35 ft, the low-temperature-susceptible AC yielded an interval of 170 ft, and the low-temperature-susceptible AC with an increased AC content yielded an interval of 528 ft. The Pen-Vis number is an effective measure of temperature susceptibility of asphalt cements. The frequency of transverse cracking is affected by the temperature susceptibility of the AC. An increased AC content also reduces the frequency of transverse cracking.

Reducing the Adverse Effects of Transverse Cracking, Construction Report, HR-217, 1981

The objective of this research project was to identify a method of reducing the adverse effect of transverse cracking and to improve the performance of asphalt pavement. The research involved three variations from the contractor's planned operation. Briefly, they were: (1) use of another asphalt cement; (2) saw and seal transverse joints; and (3) increased asphalt cement content. The following conclusions were reached: (1) an improved sealant or sealing procedure is needed if transverse joints are to be used in asphalt pavements; (2) the penetration-viscosity number (PVN) is an effective measure of the temperature susceptibility of asphalt cements; (3) the use of a high temperature susceptible asphalt cement produced severe transverse cracking; (4) the use of asphalt cements with low temperature susceptibility will reduce the frequency of transverse cracking; and (5) an increased asphalt cement content in the asphalt treated base will reduce the frequency of transverse cracking.

Lateral Load Resistance of Diaphragms in Prestressed Concrete Girder Bridges, HR-319, 1991

Each year several prestressed concrete girder bridges in Iowa and other states are struck and damaged by vehicles with loads too high to pass under the bridge. Whether or not intermediate diaphragms play a significant role in reducing the effect of these unusual loading conditions has often been a topic of discussion. A study of the effects of the type and location of intermediate diaphragms in prestressed concrete girder bridges when the bridge girder flanges were subjected to various levels of vertical and horizontal loading was undertaken. The purpose of the research was to determine whether steel diaphragms of any conventional configuration can provide adequate protection to minimize the damage to prestressed concrete girders caused by lateral loads, similar to the protection provided by the reinforced concrete intermediate diaphragms presently being used by the Iowa Department of Transportation. The research program conducted and described in this report included the following: A comprehensive literature search and survey questionnaire were undertaken to define the state-of-the-art in the use of intermediate diaphragms in prestressed concrete girder bridges. A full scale, simple span, restressed concrete girder bridge model, containing three beams was constructed and tested with several types of intermediate diaphragms located at the one-third points of the span or at the mid-span. Analytical studies involving a three-dimensional finite element analysis model were used to provide additional information on the behavior of the experimental bridge. The performance of the bridge with no intermediate diaphragms was quite different than that with intermediate diaphragms in place. All intermediate diaphragms tested had some effect in distributing the loads to the slab and other girders, although some diaphragm types performed better than others. The research conducted has indicated that the replacement of the reinforced concrete intermediate diaphragms currently being used in Iowa with structural steel diaphragms may be possible.

Ultimate Load Behavior of Full-Scale Highway Truss Bridges: Phase I - Ultimate Load Tests of the Hubby Bridge - Boone County, Interim Report, HR-169, 1975

As a result of the construction of the Saylorville Dam and Reservoir on the Des Moines River, six highway bridges crossing the river were scheduled for removal. One of these, an old pinconnected high-truss single-lane bridge, was selected for a testing program which included ultimate load tests. The purpose of the ultimate load tests, which are summarized in this report, was to relate design and rating procedures presently used in bridge design to the field behavior of this type of truss bridge. The ultimate load tests consisted of ultimate load testing of one span of the bridge, of two I-shaped floorbeams, and of two panels of the timber deck. The theoretical capacity of each of these components is compared with the results from the field tests.

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.

Investigation of the Impact of Dual-Lane Axle Spacing on Lateral Load Distribution, 2016

The spacing of adjacent wheel lines of dual-lane loads induces different lateral live load distributions on bridges, which cannot be determined using the current American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) or Load Factor Design (LFD) equations for vehicles with standard axle configurations. Current Iowa law requires dual-lane loads to meet a five-foot requirement, the adequacy of which needs to be verified. To improve the state policy and AASHTO code specifications, it is necessary to understand the actual effects of wheel-line spacing on lateral load distribution. The main objective of this research was to investigate the impact of the wheel-line spacing of dual-lane loads on the lateral load distribution on bridges. To achieve this objective, a numerical evaluation using two-dimensional linear elastic finite element (FE) models was performed. For simulation purposes, 20 prestressed-concrete bridges, 20 steel bridges, and 20 slab bridges were randomly sampled from the Iowa bridge database. Based on the FE results, the load distribution factors (LDFs) of the concrete and steel bridges and the equivalent lengths of the slab bridges were derived. To investigate the variations of LDFs, a total of 22 types of single-axle four-wheel-line dual-lane loads were taken into account with configurations consisting of combinations of various interior and exterior wheel-line spacing. The corresponding moment and shear LDFs and equivalent widths were also derived using the AASHTO equations and the adequacy of the Iowa DOT five-foot requirement was evaluated. Finally, the axle weight limits per lane for different dual-lane load types were further calculated and recommended to complement the current Iowa Department of Transportation (DOT) policy and AASHTO code specifications.

Stream water‐quality monitoring conducted in support of the Iowa Nutrient Reduction Strategy (2016)

Monitoring of nitrogen and phosphorus in streams and rivers throughout Iowa is an essential element of the Iowa Nutrient Reduction Strategy (INRS). Sampling and analysis of surface water is necessary to develop periodic estimates of the amounts of nitrogen and phosphorus transported from Iowa. Surface and groundwater monitoring provides the scientific evidence needed to document the effectiveness of nutrient reduction practices and the impact they have on water quality. Lastly, monitoring data informs decisions about where and how best to implement nutrient reduction practices, by both point sources and nonpoint sources, to provide the greatest benefit at the least cost. The impetus for this report comes from the Water Resources Coordination Council (WRCC) which states in its 2014‐15 Annual Report “Efforts are underway to improve understanding of the multiple nutrient monitoring efforts that may be available and can be compared to the nutrient WQ monitoring framework to identify opportunities and potential data gaps to better coordinate and prioritize future nutrient monitoring efforts.” This report is the culmination of those efforts.

Iowa Nutrient Reduction Strategy : a science and technology-based framework to assess and reduce nutrients to Iowa waters and the Gulf of Mexico (2016)

On November 19, 2012, Iowa Gov. Terry Branstad, Iowa Secretary of Agriculture Bill Northey, Director Chuck Gipp from the Iowa Department of Natural Resources and Dr. John Lawrence of Iowa State University announced the release of the Iowa Nutrient Reduction Strategy for public comment. A two-month public comment period and several informational meetings allowed the public to provide feedback on the draft strategy. Updates and improvements were made to the draft based on the public comments. The final version of the strategy was released May 29, 2013. The Iowa Nutrient Reduction Strategy is a science and technology-based approach to assess and reduce nutrients delivered to Iowa waterways and the Gulf of Mexico. The strategy outlines voluntary efforts to reduce nutrients in surface water from both point sources, such as wastewater treatment plants and industrial facilities, and nonpoint sources, including farm fields and urban areas, in a scientific, reasonable and cost effective manner. The development of the strategy reflects more than two years of work led by the Iowa Department of Agriculture and Land Stewardship, Iowa Department of Natural Resources and Iowa State University. The scientific assessment to evaluate and model the effects of practices was developed through the efforts of 23 individuals representing five agencies or organizations, including scientists from ISU, IDALS, DNR, USDA Agricultural Research Service and USDA Natural Resources Conservation Service. The strategy was developed in response to the 2008 Gulf Hypoxia Action Plan that calls for the 12 states along the Mississippi River to develop strategies to reduce nutrient loading to the Gulf of Mexico. The Iowa strategy follows the recommended framework provided by EPA in 2011 and is only the second state to complete a statewide nutrient reduction strategy. This strategy is the beginning. Operational plans are being developed and work is underway. This is a dynamic document that will evolve over time, and is a key step towards improving Iowa’s water quality. The impetus for this report comes from the Water Resources Coordination Council (WRCC) which states in its 2014‐15 Annual Report “Efforts are underway to improve understanding of the multiple nutrient monitoring efforts that may be available and can be compared to the nutrient WQ monitoring framework to identify opportunities and potential data gaps to better coordinate and prioritize future nutrient monitoring efforts.” This report is the culmination of those efforts.

Iowa Nutrient Reduction Strategy : a science and technology-based framework to assess and reduce nutrients to Iowa waters and the Gulf of Mexico (2013)

On November 19, 2012, Iowa Gov. Terry Branstad, Iowa Secretary of Agriculture Bill Northey, Director Chuck Gipp from the Iowa Department of Natural Resources and Dr. John Lawrence of Iowa State University announced the release of the Iowa Nutrient Reduction Strategy for public comment. A two-month public comment period and several informational meetings allowed the public to provide feedback on the draft strategy. Updates and improvements were made to the draft based on the public comments. The final version of the strategy was released May 29, 2013. The Iowa Nutrient Reduction Strategy is a science and technology-based approach to assess and reduce nutrients delivered to Iowa waterways and the Gulf of Mexico. The strategy outlines voluntary efforts to reduce nutrients in surface water from both point sources, such as wastewater treatment plants and industrial facilities, and nonpoint sources, including farm fields and urban areas, in a scientific, reasonable and cost effective manner. The development of the strategy reflects more than two years of work led by the Iowa Department of Agriculture and Land Stewardship, Iowa Department of Natural Resources and Iowa State University. The scientific assessment to evaluate and model the effects of practices was developed through the efforts of 23 individuals representing five agencies or organizations, including scientists from ISU, IDALS, DNR, USDA Agricultural Research Service and USDA Natural Resources Conservation Service. The strategy was developed in response to the 2008 Gulf Hypoxia Action Plan that calls for the 12 states along the Mississippi River to develop strategies to reduce nutrient loading to the Gulf of Mexico. The Iowa strategy follows the recommended framework provided by EPA in 2011 and is only the second state to complete a statewide nutrient reduction strategy. This strategy is the beginning. Operational plans are being developed and work is underway. This is a dynamic document that will evolve over time, and is a key step towards improving Iowa’s water quality. The impetus for this report comes from the Water Resources Coordination Council (WRCC) which states in its 2014‐15 Annual Report “Efforts are underway to improve understanding of the multiple nutrient monitoring efforts that may be available and can be compared to the nutrient WQ monitoring framework to identify opportunities and potential data gaps to better coordinate and prioritize future nutrient monitoring efforts.” This report is the culmination of those efforts.

Iowa Nutrient Reduction Strategy : a science and technology-based framework to assess and reduce nutrients to Iowa waters and the Gulf of Mexico (2012)

On November 19, 2012, Iowa Gov. Terry Branstad, Iowa Secretary of Agriculture Bill Northey, Director Chuck Gipp from the Iowa Department of Natural Resources and Dr. John Lawrence of Iowa State University announced the release of the Iowa Nutrient Reduction Strategy for public comment. A two-month public comment period and several informational meetings allowed the public to provide feedback on the draft strategy. Updates and improvements were made to the draft based on the public comments. The final version of the strategy was released May 29, 2013. The Iowa Nutrient Reduction Strategy is a science and technology-based approach to assess and reduce nutrients delivered to Iowa waterways and the Gulf of Mexico. The strategy outlines voluntary efforts to reduce nutrients in surface water from both point sources, such as wastewater treatment plants and industrial facilities, and nonpoint sources, including farm fields and urban areas, in a scientific, reasonable and cost effective manner. The development of the strategy reflects more than two years of work led by the Iowa Department of Agriculture and Land Stewardship, Iowa Department of Natural Resources and Iowa State University. The scientific assessment to evaluate and model the effects of practices was developed through the efforts of 23 individuals representing five agencies or organizations, including scientists from ISU, IDALS, DNR, USDA Agricultural Research Service and USDA Natural Resources Conservation Service. The strategy was developed in response to the 2008 Gulf Hypoxia Action Plan that calls for the 12 states along the Mississippi River to develop strategies to reduce nutrient loading to the Gulf of Mexico. The Iowa strategy follows the recommended framework provided by EPA in 2011 and is only the second state to complete a statewide nutrient reduction strategy. This strategy is the beginning. Operational plans are being developed and work is underway. This is a dynamic document that will evolve over time, and is a key step towards improving Iowa’s water quality. The impetus for this report comes from the Water Resources Coordination Council (WRCC) which states in its 2014‐15 Annual Report “Efforts are underway to improve understanding of the multiple nutrient monitoring efforts that may be available and can be compared to the nutrient WQ monitoring framework to identify opportunities and potential data gaps to better coordinate and prioritize future nutrient monitoring efforts.” This report is the culmination of those efforts.

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.

The Effect of Four-Lane to Three-Lane Conversion on the Number of Crashes and Crash Rates in Iowa Roads, June 2005

We analyze crash data collected by the Iowa Department of Transportation using Bayesian methods. The data set includes monthly crash numbers, estimated monthly traffic volumes, site length and other information collected at 30 paired sites in Iowa over more than 20 years during which an intervention experiment was set up. The intervention consisted in transforming 15 undivided road segments from four-lane to three lanes, while an additional 15 segments, thought to be comparable in terms of traffic safety-related characteristics were not converted. The main objective of this work is to find out whether the intervention reduces the number of crashes and the crash rates at the treated sites. We fitted a hierarchical Poisson regression model with a change-point to the number of monthly crashes per mile at each of the sites. Explanatory variables in the model included estimated monthly traffic volume, time, an indicator for intervention reflecting whether the site was a “treatment” or a “control” site, and various interactions. We accounted for seasonal effects in the number of crashes at a site by including smooth trigonometric functions with three different periods to reflect the four seasons of the year. A change-point at the month and year in which the intervention was completed for treated sites was also included. The number of crashes at a site can be thought to follow a Poisson distribution. To estimate the association between crashes and the explanatory variables, we used a log link function and added a random effect to account for overdispersion and for autocorrelation among observations obtained at the same site. We used proper but non-informative priors for all parameters in the model, and carried out all calculations using Markov chain Monte Carlo methods implemented in WinBUGS. We evaluated the effect of the four to three-lane conversion by comparing the expected number of crashes per year per mile during the years preceding the conversion and following the conversion for treatment and control sites. We estimated this difference using the observed traffic volumes at each site and also on a per 100,000,000 vehicles. We also conducted a prospective analysis to forecast the expected number of crashes per mile at each site in the study one year, three years and five years following the four to three-lane conversion. Posterior predictive distributions of the number of crashes, the crash rate and the percent reduction in crashes per mile were obtained for each site for the months of January and June one, three and five years after completion of the intervention. The model appears to fit the data well. We found that in most sites, the intervention was effective and reduced the number of crashes. Overall, and for the observed traffic volumes, the reduction in the expected number of crashes per year and mile at converted sites was 32.3% (31.4% to 33.5% with 95% probability) while at the control sites, the reduction was estimated to be 7.1% (5.7% to 8.2% with 95% probability). When the reduction in the expected number of crashes per year, mile and 100,000,000 AADT was computed, the estimates were 44.3% (43.9% to 44.6%) and 25.5% (24.6% to 26.0%) for converted and control sites, respectively. In both cases, the difference in the percent reduction in the expected number of crashes during the years following the conversion was significantly larger at converted sites than at control sites, even though the number of crashes appears to decline over time at all sites. Results indicate that the reduction in the expected number of sites per mile has a steeper negative slope at converted than at control sites. Consistent with this, the forecasted reduction in the number of crashes per year and mile during the years after completion of the conversion at converted sites is more pronounced than at control sites. Seasonal effects on the number of crashes have been well-documented. In this dataset, we found that, as expected, the expected number of monthly crashes per mile tends to be higher during winter months than during the rest of the year. Perhaps more interestingly, we found that there is an interaction between the four to three-lane conversion and season; the reduction in the number of crashes appears to be more pronounced during months, when the weather is nice than during other times of the year, even though a reduction was estimated for the entire year. Thus, it appears that the four to three-lane conversion, while effective year-round, is particularly effective in reducing the expected number of crashes in nice weather.