Farm-Level Analysis of Risk Management Proposals, March 2000

This paper presents a detailed report of the representative farm analysis (summarized in FAPRI Policy Working Paper #01-00). At the request of several members of the Committee on Agriculture, Nutrition, and Forestry of the U.S. Senate, we have continued to analyze the impacts of the Farmers’ Risk Management Act of 1999 (S. 1666) and the Risk Management for the 21st Century Act (S. 1580). Earlier analysis reported in FAPRI Policy Working Paper #04-99 concentrated on the aggregate net farm income and government outlay impacts. The representative farm analysis is conducted for several types of farms, including both irrigated and non-irrigated cotton farms in Tom Green County, Texas; dryland wheat farms in Morton County, North Dakota and Sumner County, Kansas; and a corn farm in Webster County, Iowa. We consider additional factors that may shed light on the differential impacts of the two plans. 1. Farm-level income impacts under alternative weather scenarios. 2. Additional indirect impacts, such as a change in ability to obtain financing. 3. Implications of within-year price shocks. Our results indicate that farmers who buy crop insurance will increase their coverage levels under S. 1580. Farmers with high yield risk find that the 65 percent coverage level maximizes expected returns, but some who feel that they obtain other benefits from higher coverage will find that the S. 1580 subsidy schedule significantly lowers the cost of obtaining the additional coverage. Farmers with lower yield risk find that the increased indemnities from additional coverage will more than offset the increase in producer premium. In addition, because S. 1580 extends its increased premium subsidy percentages to revenue insurance products, farmers will have an increased incentive to buy revenue insurance. Differences in the ancillary benefits from crop insurance under the baseline and S. 1580 would be driven by the increase in insurance participation and buy-up. Given the same levels of insurance participation and buy-up, the ancillary benefits under the two scenarios would be the same.

I-35 Corridor Trade Study Newsletter, Winter 1998

The Federal Highway Administration (FHWA)and the Departments of Transportation in Texas, Oklahoma, Kansas, Missouri, Iowa and Minnesota combined their efforts to conduct The I-35 Trade Corridor Study.

I-35 Corridor Trade Study - Final Executive Summary, 2005

The Federal Highway Administration (FHWA) and the Departments of Transportation in Texas, Oklahoma, Kansas, Missouri, Iowa and Minnesota combined their efforts to conduct a study of Interstate Highway 35 (I-35) from Laredo, Texas to Duluth, Minnesota. The purpose of the study was to assess the need for improved local, intrastate, interstate, and international service on I-35 and to clearly define a general feasible improvement plan to address those needs

I-35 Corridor Trade Study Newsletter, Fall 1999

The Federal Highway Administration (FHWA)and the Departments of Transportation in Texas, Oklahoma, Kansas, Missouri, Iowa and Minnesota combined their efforts to conduct The I-35 Trade Corridor Study.

I-35 Corridor Trade Study Newsletter, Spring 1999

The Federal Highway Administration (FHWA)and the Departments of Transportation in Texas, Oklahoma, Kansas, Missouri, Iowa and Minnesota combined their efforts to conduct The I-35 Trade Corridor Study.

I-35 Corridor Trade Study Newsletter, Fall 1998

The Federal Highway Administration (FHWA)and the Departments of Transportation in Texas, Oklahoma, Kansas, Missouri, Iowa and Minnesota combined their efforts to conduct The I-35 Trade Corridor Study.

I-35 Corridor Trade Study Newsletter, Spring 1998

The Federal Highway Administration (FHWA)and the Departments of Transportation in Texas, Oklahoma, Kansas, Missouri, Iowa and Minnesota combined their efforts to conduct The I-35 Trade Corridor Study.

Use of GPS for Photogrammetry, HR-342, 1993

Five test flights were conducted to study the use of Global Positioning System (GPS) in Photogrammetry, three in Iowa, one each in California and Texas. These tests show that GPS can be used to establish ground control by the static method and to determine camera location by the kinematic method. In block triangulation, six GPS controls are required and additional elevation control along the centerline is also required in strip triangulation. The camera location determined by aerial triangulation depends on the scale of the photography. The 1:3000 scale photography showed that the absolute accuracy of the camera location by GPS is better than five centimeters. The 1:40000 scale photography showed that the relative accuracy of the camera location by GPS is about one millimeter. In a strip triangulation elevation control is required in addition to the camera location by GPS. However, for block triangulation camera location by GPS is sufficient. Pre-targeting of pass and tie points gives the best results in both block and strip triangulation. In normal mapping for earth work computations the use of 1:6000 scale photography with GPS control instead of 1:3000 scale is recommended. It is recommended that research be done in the use of GPS for navigation in aerial photographic missions. It is highly recommended that research be done in the use of GPS to determine tip and tilt of the aerial camera, that is required in stereoplotting.

Special Cements for Fast Track Concrete, MLR-87-4, 1988

Two specialty cements are currently being marketed as a way to achieve portland cement concrete pavement opening strengths at less than 12 hours after placement. The cements are Pyrament from Pyrament/Lone Star Industries of Houston, Texas and Ideal Regulated-Set (RS) Portland Cement from Ideal Cement Company of Saratoga, Arkansas. The objective of the study was to evaluate the strength gain and durability of concrete produced with Pyrament and Ideal RS cement as Fast Track concrete. Mixes with 610 lb/cu yd (362 kg/cu m) cement were made and tested. Both Pyrament and Ideal RS are capable of producing pavement opening times less than 12 hours. Recent changes to Ideal RS cement have produced concrete flexural strengths of 550 psi (3792 kPa) at 4 hours in Iowa tests. Freeze/thaw durability of the concrete was not adversely affected by using either cement.

Autonomous Measurements of Bridge Pier and Abutment Scour using Motion-Sensing Radio Transmitters, TR-595, 2010

Two portable Radio Frequency IDentification (RFID) systems (made by Texas Instruments and HiTAG) were developed and tested for bridge scour monitoring by the Department of Civil and Environmental Engineering at the University of Iowa (UI). Both systems consist of three similar components: 1) a passive cylindrical transponder of 2.2 cm in length (derived from transmitter/responder); 2) a low frequency reader (~134.2 kHz frequency); and 3) an antenna (of rectangular or hexagonal loop). The Texas Instruments system can only read one smart particle per time, while the HiTAG system was successfully modified here at UI by adding the anti-collision feature. The HiTAG system was equipped with four antennas and could simultaneously detect 1,000s of smart particles located in a close proximity. A computer code was written in C++ at the UI for the HiTAG system to allow simultaneous, multiple readouts of smart particles under different flow conditions. The code is written for the Windows XP operational system which has a user-friendly windows interface that provides detailed information regarding the smart particle that includes: identification number, location (orientation in x,y,z), and the instance the particle was detected.. These systems were examined within the context of this innovative research in order to identify the best suited RFID system for performing autonomous bridge scour monitoring. A comprehensive laboratory study that included 142 experimental runs and limited field testing was performed to test the code and determine the performance of each system in terms of transponder orientation, transponder housing material, maximum antenna-transponder detection distance, minimum inter-particle distance and antenna sweep angle. The two RFID systems capabilities to predict scour depth were also examined using pier models. The findings can be summarized as follows: 1) The first system (Texas Instruments) read one smart particle per time, and its effective read range was about 3ft (~1m). The second system (HiTAG) had similar detection ranges but permitted the addition of an anti-collision system to facilitate the simultaneous identification of multiple smart particles (transponders placed into marbles). Therefore, it was sought that the HiTAG system, with the anti-collision feature (or a system with similar features), would be preferable when compared to a single-read-out system for bridge scour monitoring, as the former could provide repetitive readings at multiple locations, which could help in predicting the scour-hole bathymetry along with maximum scour depth. 2) The HiTAG system provided reliable measures of the scour depth (z-direction) and the locations of the smart particles on the x-y plane within a distance of about 3ft (~1m) from the 4 antennas. A Multiplexer HTM4-I allowed the simultaneous use of four antennas for the HiTAG system. The four Hexagonal Loop antennas permitted the complete identification of the smart particles in an x, y, z orthogonal system as function of time. The HiTAG system can be also used to measure the rate of sediment movement (in kg/s or tones/hr). 3) The maximum detection distance of the antenna did not change significantly for the buried particles compared to the particles tested in the air. Thus, the low frequency RFID systems (~134.2 kHz) are appropriate for monitoring bridge scour because their waves can penetrate water and sand bodies without significant loss of their signal strength. 4) The pier model experiments in a flume with first RFID system showed that the system was able to successfully predict the maximum scour depth when the system was used with a single particle in the vicinity of pier model where scour-hole was expected. The pier model experiments with the second RFID system, performed in a sandbox, showed that system was able to successfully predict the maximum scour depth when two scour balls were used in the vicinity of the pier model where scour-hole was developed. 5) The preliminary field experiments with the second RFID system, at the Raccoon River, IA near the Railroad Bridge (located upstream of 360th street Bridge, near Booneville), showed that the RFID technology is transferable to the field. A practical method would be developed for facilitating the placement of the smart particles within the river bed. This method needs to be straightforward for the Department of Transportation (DOT) and county road working crews so it can be easily implemented at different locations. 6) Since the inception of this project, further research showed that there is significant progress in RFID technology. This includes the availability of waterproof RFID systems with passive or active transponders of detection ranges up to 60 ft (~20 m) within the water–sediment column. These systems do have anti-collision and can facilitate up to 8 powerful antennas which can significantly increase the detection range. Such systems need to be further considered and modified for performing automatic bridge scour monitoring. The knowledge gained from the two systems, including the software, needs to be adapted to the new systems.