Status of Iowa Women Report, 2006

The Iowa Commission on the Status of Women (ICSW) is a state agency that seeks to assure equality for Iowa women. As an advocacy agency, the Commission works to equalize women's opportunities and to promote full participation by women in the economic, political, and social life of the state. This is the tenth edition of the Status of Iowa Women Report. Many positive changes toward women's full participation in all aspects of society are evident in this edition: more women than ever are getting a post-secondary education and they have made significant inroads into some traditionally male-dominated work domains. Still, much remains to be done. The 2006 report also shows that girls, by and large, are not enrolling in upper-level high-school computer courses, a necessity for the 21st century; women's earnings lag behind men's; and women continue to be raped, beaten, and battered at staggering rates. Much work needs to be done at the community and state levels to address those and other challenges addressed in this publication.

Effectiveness of Electrochemical Chloride Extraction for the Iowa Avenue Pedestrian Bridge, TR-499, 2005

The main objective of this study is to determine the effectiveness of the Electrochemical Chloride Extraction (ECE) technique on a bridge deck with very high concentrations of chloride. This ECE technique was used during the summer of 2003 to reverse the effects of corrosion, which had occurred in the reinforcing steel embedded in the pedestrian bridge deck over Highway 6, along Iowa Avenue, in Iowa City, Iowa, USA. First, the half cell potential was measured to determine the existing corrosion level in the field. The half-cell potential values were in the indecisive range of corrosion (between -200 mV and -350 mV). The ECE technique was then applied to remove the chloride from the bridge deck. The chloride content in the deck was significantly reduced from 25 lb/cy to 4.96 lb/cy in 8 weeks. Concrete cores obtained from the deck were measured for their compressive strengths and there was no reduction in strength due to the ECE technique. Laboratory tests were also performed to demonstrate the effectiveness of the ECE process. In order to simulate the corrosion in the bridge deck, two reinforced slabs and 12 reinforced beams were prepared. First, the half-cell potentials were measured from the test specimens and they all ranged below -200 mV. Upon introduction of 3% salt solution, the potential reached up to -500 mV. This potential was maintained while a salt solution was being added for six months. The ECE technique was then applied to the test specimens in order to remove the chloride from them. Half-cell potential was measured to determine if the ECE technique can effectively reduce the level of corrosion.

Field Experiments of Current Concrete Pavement Surface Characteristics Practices: Iowa Data Collection and Analysis, December 2005

One of the most important issues in portland cement concrete pavement research today is surface characteristics. The issue is one of balancing surface texture construction with the need for durability, skid resistance, and noise reduction. The National Concrete Pavement Technology Center at Iowa State University, in conjunction with the Federal Highway Administration, American Concrete Pavement Association, International Grinding and Grooving Association, Iowa Highway Research Board, and other states, have entered into a three-part National Surface Characteristics Program to resolve the balancing problem. As a portion of Part 2, this report documents the construction of 18 separate pavement surfaces for use in the first level of testing for the national project. It identifies the testing to be done and the limitations observed in the construction process. The results of the actual tests will be included in the subsequent national study reports.

Field Data Acquisition Technologies for Iowa Transportation Agencies, HR-366 August 1994

This report describes the results of the research project investigating the use of advanced field data acquisition technologies for lowa transponation agencies. The objectives of the research project were to (1) research and evaluate current data acquisition technologies for field data collection, manipulation, and reporting; (2) identify the current field data collection approach and the interest level in applying current technologies within Iowa transportation agencies; and (3) summarize findings, prioritize technology needs, and provide recommendations regarding suitable applications for future development. A steering committee consisting oretate, city, and county transportation officials provided guidance during this project. Technologies considered in this study included (1) data storage (bar coding, radio frequency identification, touch buttons, magnetic stripes, and video logging); (2) data recognition (voice recognition and optical character recognition); (3) field referencing systems (global positioning systems [GPS] and geographic information systems [GIs]); (4) data transmission (radio frequency data communications and electronic data interchange); and (5) portable computers (pen-based computers). The literature review revealed that many of these technologies could have useful applications in the transponation industry. A survey was developed to explain current data collection methods and identify the interest in using advanced field data collection technologies. Surveys were sent out to county and city engineers and state representatives responsible for certain programs (e.g., maintenance management and construction management). Results showed that almost all field data are collected using manual approaches and are hand-carried to the office where they are either entered into a computer or manually stored. A lack of standardization was apparent for the type of software applications used by each agency--even the types of forms used to manually collect data differed by agency. Furthermore, interest in using advanced field data collection technologies depended upon the technology, program (e.g.. pavement or sign management), and agency type (e.g., state, city, or county). The state and larger cities and counties seemed to be interested in using several of the technologies, whereas smaller agencies appeared to have very little interest in using advanced techniques to capture data. A more thorough analysis of the survey results is provided in the report. Recommendations are made to enhance the use of advanced field data acquisition technologies in Iowa transportation agencies: (1) Appoint a statewide task group to coordinate the effort to automate field data collection and reporting within the Iowa transportation agencies. Subgroups representing the cities, counties, and state should be formed with oversight provided by the statewide task group. (2) Educate employees so that they become familiar with the various field data acquisition technologies.

Field Evaluation of Cold In-Place Recycling of Asphalt Concrete, HR-303, 1993

The average thickness of the existing asphalt cement concrete (ACC) along route E66 in Tama County was 156 mm (6.13 in.). The rehabilitation strategy called for widening the base using the top 75 mm (3 in.) of the existing ACC by a recycling process involving cold milling and mixing with additional emulsion/rejuvenator. The material was then placed into a widening trench and compacted to match the level of the milled surface. The project had the following results: (1) Cold recycled ACC pavement provided adequate pavement structure for a low volume road; (2) Premature cracking of the ACC in the widened pavement area was caused by compaction of the mix over a saturated subgrade; and (3) Considerably less transverse and longitudinal cracking was observed with 75 mm (3 in.) of cold recycled ACC and a 50 mm (2 in.) hot mix ACC overlay than with a conventional hot mix overlay with no cold recycling. More research should be done on efficient construction procedures and incorporating longer test sections for proper evaluation.

Field and Laboratory Evaluation of Precast Concrete Bridges, TR-440, 2001

Recent data compiled by the National Bridge Inventory revealed 29% of Iowa's approximate 24,600 bridges were either structurally deficient or functionally obsolete. This large number of deficient bridges and the high cost of needed repairs create unique problems for Iowa and many other states. The research objective of this project was to determine the load capacity of a particular type of deteriorating bridge – the precast concrete deck bridge – which is commonly found on Iowa's secondary roads. The number of these precast concrete structures requiring load postings and/or replacement can be significantly reduced if the deteriorated structures are found to have adequate load capacity or can be reliably evaluated. Approximately 600 precast concrete deck bridges (PCDBs) exist in Iowa. A typical PCDB span is 19 to 36 ft long and consists of eight to ten simply supported precast panels. Bolts and either a pipe shear key or a grouted shear key are used to join adjacent panels. The panels resemble a steel channel in cross-section; the web is orientated horizontally and forms the roadway deck and the legs act as shallow beams. The primary longitudinal reinforcing steel bundled in each of the legs frequently corrodes and causes longitudinal cracks in the concrete and spalling. The research team performed service load tests on four deteriorated PCDBs; two with shear keys in place and two without. Conventional strain gages were used to measure strains in both the steel and concrete, and transducers were used to measure vertical deflections. Based on the field results, it was determined that these bridges have sufficient lateral load distribution and adequate strength when shear keys are properly installed between adjacent panels. The measured lateral load distribution factors are larger than AASHTO values when shear keys were not installed. Since some of the reinforcement had hooks, deterioration of the reinforcement has a minimal affect on the service level performance of the bridges when there is minimal loss of cross-sectional area. Laboratory tests were performed on the PCDB panels obtained from three bridge replacement projects. Twelve deteriorated panels were loaded to failure in a four point bending arrangement. Although the panels had significant deflections prior to failure, the experimental capacity of eleven panels exceeded the theoretical capacity. Experimental capacity of the twelfth panel, an extremely distressed panel, was only slightly below the theoretical capacity. Service tests and an ultimate strength test were performed on a laboratory bridge model consisting of four joined panels to determine the effect of various shear connection configurations. These data were used to validate a PCDB finite element model that can provide more accurate live load distribution factors for use in rating calculations. Finally, a strengthening system was developed and tested for use in situations where one or more panels of an existing PCDB need strengthening.

Field Instrumentation, Testing, and Long-Term Monitoring of High-Mast Lighting Towers in the State of Iowa, TR-518, 2006

As a result of the collapse of a 140 foot high-mast lighting tower in Sioux City, Iowa in November of 2003, a thorough investigation into the behavior and design of these tall, yet relatively flexible structures was undertaken. Extensive work regarding the root cause of this failure was carried out by Robert Dexter of The University of Minnesota. Furthermore, a statewide inspection of all the high-mast towers in Iowa revealed fatigue cracks and loose anchor bolts on other existing structures. The current study was proposed to examine the static and dynamic behavior of a variety of towers in the State of Iowa utilizing field testing, specifically long-term monitoring and load testing. This report presents the results and conclusions from this project. The field work for this project was divided into two phases. Phase 1 of the project was conducted in October 2004 and focused on the dynamic properties of ten different towers in Clear Lake, Ames, and Des Moines, Iowa. Of those ten, two were also instrumented to obtain stress distributions at various details and were included in a 12 month long-term monitoring study. Phase 2 of this investigation was conducted in May of 2005, in Sioux City, Iowa, and focused on determining the static and dynamic behavior of a tower similar to the one that collapsed in November 2003. Identical tests were performed on a similar tower which was retrofitted with a more substantial replacement bottom section in order to assess the effect of the retrofit. A third tower with different details was dynamically load tested to determine its dynamic characteristics, similar to the Phase 1 testing. Based on the dynamic load tests, the modal frequencies of the towers fall within the same range. Also, the damping ratios are significantly lower in the higher modes than the values suggested in the AASHTO and CAN/CSA specifications. The comparatively higher damping ratios in the first mode may be due to aerodynamic damping. These low damping ratios in combination with poor fatigue details contribute to the accumulation of a large number of damage-causing cycles. As predicted, the stresses in the original Sioux City tower are much greater than the stresses in the retrofitted towers at Sioux City. Additionally, it was found that poor installation practices which often lead to loose anchor bolts and out-of-level leveling nuts can cause high localized stresses in the towers, which can accelerate fatigue damage.

The Effects of Headcut and Knickpoint Propagation on Bridges in Iowa, TR-541, 2008

The overarching goal of the proposed research was to provide a predictive tool for knickpoint propagation within the HCA (Hungry Canyon Alliance) territory. Knickpoints threaten the stability of bridge structures in Western Iowa. The study involved detailed field investigations over two years in order to monitor the upstream migration of a knickpoint on Mud Creek in Mills County, IA and identify the key mechanisms triggering knickpoint propagation. A state-of-the-art laser level system mounted on a movable truss provided continuous measurements of the knickpoint front for different flow conditions. A pressure transducer found in proximity of the truss provided simultaneous measurements of the flow depth. The laser and pressure transducer measurements led to the identification of the conditions at which the knickpoint migration commences. It was suggested that negative pressures developed by the reverse roller flow near the toe of the knickpoint face triggered undercutting of the knickpoint at this location. The pressure differential between the negative pressure and the atmospheric pressure also draws the impinging jet closer to the knickpoint face producing scour. In addition, the pressure differential may induce suction of sediment from the face. Other contributing factors include slump failure, seepage effects, and local fluvial erosion due to the exerted fluid shear. The prevailing flow conditions and soil information along with the channel cross-sectional geometry and gradient were used as inputs to a transcritical, one dimensional, hydraulic/geomorphic numerical model, which was used to map the flow characteristics and shear stress conditions near the knickpoint. Such detailed flow calculations do not exist in the published literature. The coupling of field and modeling work resulted in the development of a blueprint methodology, which can be adopted in different parts of the country for evaluating knickpoint evolution. This information will assist local government agencies in better understanding the principal factors that cause knickpoint propagation and help estimate the needed response time to control the propagation of a knickpoint after one has been identified.

Field Evaluation of Compaction Monitoring Technology: Phase I, 2004

This Phase I report describes a preliminary evaluation of a new compaction monitoring system developed by Caterpillar, Inc. (CAT), for use as a quality control and quality assurance (QC/QA) tool during earthwork construction operations. The CAT compaction monitoring system consists of an instrumented roller with sensors to monitor machine power output in response to changes in soil machine interaction and is fitted with a global positioning system (GPS) to monitor roller location in real time. Three pilot tests were conducted using CAT’s compaction monitoring technology. Two of the sites were located in Peoria, Illinois, at the Caterpillar facilities. The third project was an actual earthwork grading project in West Des Moines, Iowa. Typical construction operations for all tests included the following steps: (1) aerate/till existing soil; (2) moisture condition soil with water truck (if too dry); (3) remix; (4) blade to level surface; and (5) compact soil using the CAT CP-533E roller instrumented with the compaction monitoring sensors and display screen. Test strips varied in loose lift thickness, water content, and length. The results of the study show that it is possible to evaluate soil compaction with relatively good accuracy using machine energy as an indicator, with the advantage of 100% coverage with results in real time. Additional field trials are necessary, however, to expand the range of correlations to other soil types, different roller configurations, roller speeds, lift thicknesses, and water contents. Further, with increased use of this technology, new QC/QA guidelines will need to be developed with a framework in statistical analysis. Results from Phase I revealed that the CAT compaction monitoring method has a high level of promise for use as a QC/QA tool but that additional testing is necessary in order to prove its validity under a wide range of field conditions. The Phase II work plan involves establishing a Technical Advisor Committee, developing a better understanding of the algorithms used, performing further testing in a controlled environment, testing on project sites in the Midwest, and developing QC/QA procedures.

Field Evaluation of Cold In-Place Recycling of Asphalt Concrete, HR-303, Construction Report, 1990

There are still many vintage portland cement concrete (PCC) pavements, 18 ft wide (5.4 m), dating back to pre-World War II era in use today. Successive overlays have been placed to cover joints and to improve rideability. The average thickness of the existing asphalt cement concrete (ACC) along route E66 in Tama County, Iowa, was 6.13 in. (15.6 cm). The rehabilitation strategy called for widening the base using the top 3 in. (7.6 cm) of the existing ACC by a recycling process involving cold milling and mixing with additional emulsion/rejuvenator. The material was then placed into a widening trench and compacted to match the level of the milled surface. This project was undertaken to develop a rehabilitation methodology to widen these older pavements economically and to have a finished surface capable of carrying traffic with little or no additional work.