Roadway Alignments as Assets: Evaluating Alternatives for Valuing Major Highway Corridor Rights of Way Final Report December 2010 Sponsored

In most highway asset management exercises, real estate used in alignments is considered to be an asset class that does not depreciate. Although the treatment of right of way assets as non-depreciable real property may be appropriate as an accounting exercise, the fact is that the real estate contained in transportation corridors can in fact lose value from a traffic service point of view. Such facilities become functionally obsolete in that they no longer serve the purpose that was intended when they were planned, designed, and built. This report is intended to begin a discussion of the topic of how highway alignments ought be valued as assets as opposed to how they generally are valued, at either book value or replacement value, given it can be shown that some highway alignments do in fact depreciate in value.

Noves alternatives per gestionar els drets d'autoria en la difusió de continguts. Les llicències de Creative Commons

Les llicències de Creative Commons són una alternativa a la gestió tradicional dels drets d'autor que s'ha estès ràpidament gràcies a Internet en els seus cinc anys d'existència. L'aparició d'aquesta nova eina legal ha obert un debat sobre els models de difusió de qualsevol contingut i, en definitiva, del coneixement que ha obligat a replantejaments no tan sols entre els autors i els creadors sinó també entre institucions i administracions. En aquest llibre es presenta el model que proposa Creative Commons per facilitar la difusió i l'accés als continguts de qualsevol persona, tot respectant-ne els drets d'autor.

Low-Cost Rural Surface Alternatives: Literature Review and Recommendations, TR-632, 2013

Freezing and thawing action induces damage to unbound gravel roads in Iowa resulting in maintenance costs for secondary road departments. Some approaches currently used by County Engineers to deal with this problem include temporarily spreading rock on the affected areas, lowering or improving drainage ditches, tiling, bridging the area with stone and geosynthetic covered by a top course of aggregate or gravel, coring boreholes and filling them with calcium chloride to melt lenses and provide drainage, and re-grading the crown to a slope of 4% to 6% to maximize spring drainage. However, most of these maintenance solutions are aimed at dealing with conditions after they occur. This study was tasked with identifying alternative approaches in the literature to mitigate the problem. An annotated bibliographic record of literature on the topic of frost-heave and thaw-weakening of gravel roads was generated and organized by topic, and all documents were assessed in terms of a suitable rating for mitigating the problem in Iowa. Over 300 technical articles were collected and selected down to about 150 relevant articles for a full assessment. The documents collected have been organized in an electronic database, which can be used as a tool by practitioners to search for information regarding the various repair and mitigation solutions, measurement technologies, and experiences that have been documented by selected domestic and international researchers and practitioners. Out of the 150+ articles, 71 articles were ranked as highly applicable to conditions in Iowa. The primary mitigation methods identified in this study included chemical and mechanical stabilization; scarification, blending, and recompaction; removal and replacement; separation, and reinforcement; geogrids and cellular confinement; drainage control and capillary barriers, and use of alternative materials. It is recommended that demonstration research projects be established to examine a range of construction methods and materials for treating granular surfaced roadways to mitigate frost-heave and thaw-weakening problems. Preliminary frost-susceptibility test results from ASTM D5916 are included for a range of Iowa materials.

Investigation of Two Bridge Alternatives for Low Volume Roads, Volume 1 of 2 Concept 1: Precast Steel Beam Units, HR-382, 1997

Recent reports have indicated that 23.5% of the nation's highway bridges are structurally deficient and 17.7% are functionally obsolete. A significant number of these bridges are on the Iowa secondary road system where over 86% of the rural bridge management responsibilities are assigned to the counties. Some of the bridges can be strengthened or otherwise rehabilitated, but many more are in need of immediate replacement. In a recent investigation (HR-365 "Evaluation of Bridge Replacement Alternatives for the County Bridge System") several types of replacement bridges that are currently being used on low volume roads were identified. It was also determined that a large number of counties (69%) have the ability and are interested in utilizing their own forces to design and construct short span bridges. In reviewing the results from HR-365, the research team developed one "new" bridge replacement concept and a modification of a replacement system currently being used. Both of these bridge replacement alternatives were investigated in this study, the results of which are presented in two volumes. This volume (Volume 1) presents the results of Concept 1 - Steel Beam Precast Units. Concept 2 - Modification of the Beam-in-Slab Bridge is presented in Volume 2. Concept 1, involves the fabrication of precast units (two steel beams connected by a concrete slab) by county work forces. Deck thickness is limited so that the units can be fabricated at one site and then transported to the bridge site where they are connected and the remaining portion of the deck placed. Since Concept 1 bridge is primarily intended for use on low-volume roads, the precast units can be constructed with new or used beams. In the experimental part of the investigation, there were three types of static load tests: small scale connector tests, "handling strength" tests, and service and overload tests of a model bridge. Three finite element models for analyzing the bridge in various states of construction were also developed. Small scale connector tests were completed to determine the best method of connecting the precast double-T (PCDT) units. "Handling strength" tests on an individual PCDT unit were performed to determine the strength and behavior of the precast unit in this configuration. The majority of the testing was completed on the model bridge [L=9,750 mm (32 ft), W=6,400 mm (21 ft)] which was fabricated using the precast units developed. Some of the variables investigated in the model bridge tests were number of connectors required to connect adjacent precast units, contribution of diaphragms to load distribution, influence of position of diaphragms on bridge strength and load distribution, and effect of cast-in-place portion of deck on load distribution. In addition to the service load tests, the bridge was also subjected to overload conditions. Using the finite element models developed, one can predict the behavior and strength of bridges similar to the laboratory model as well as design them. Concept 1 has successfully passed all laboratory testing; the next step is to field test it.

Investigation of Two Bridge Alternatives for Low Volume Roads - Phase II Volume 1 of 2 Concept 1: Steel Beam Precast Units, TR-410, 2000

This project continues the research which addresses the numerous bridge problems on the Iowa secondary road system. It is a continuation (Phase 2) of Project HR-382, in which two replacement alternatives (Concept 1: Steel Beam Precast Units and Concept 2: Modification of the Benton County Beam-in-Slab Bridge) were investigated. In previous research for concept 1, a precast unit bridge was developed through laboratory testing. The steel-beam precast unit bridge requires the fabrication of precast double-tee (PCDT) units, each consisting of two steel beams connected by a reinforced concrete deck. The weight of each PCDT unit is minimized by limiting the deck thickness to 4 in., which permits the units to be constructed off-site and then transported to the bridge site. The number of units required is a function of the width of bridge desired. Once the PCDT units are connected, a cast-in-place reinforced concrete deck is cast over the PCDT units and the bridge railing attached. Since the steel beam PCDT unit bridge design is intended primarily for use on low-volume roads, used steel beams can be utilized for a significant cost savings. In previous research for concept 2, an alternate shear connector (ASC) was developed and subjected to static loading. In this investigation, the ASC was subjected to cyclic loading in both pushout specimens and composite beam tests. Based on these tests, the fatigue strength of the ASC was determined to be significantly greater than that required in typical low volume road single span bridges. Based upon the construction and service load testing, the steel-beam precast unit bridge was successfully shown to be a viable low volume road bridge alternative. The construction process utilized standard methods resulting in a simple system that can be completed with a limited staff. Results from the service load tests indicated adequate strength for all legal loads. An inspection of the bridge one year after its construction revealed no change in the bridge's performance. Each of the systems previously described are relatively easy to construct. Use of the ASC rather than the welded studs significantly simplified the work, equipment, and materials required to develop composite action between the steel beams and the concrete deck.

Engineering Study for the Evaluation of Public Road Administration and Maintenance Alternatives, HR-265, 1985

Iowa's public road system of 112,000 miles is one of the largest and the best in the nation. It represents a considerable financial investment of taxpayer revenues over the years. And, it requires a sustained investment to preserve an economical level of transport service into the future. In 1982, a Governor's Blue Ribbon Transportation Task Force evaluated the effectiveness of Iowa's entire transportation system. Four important Task Force recommendations dealt with public road administrative issues in Iowa. These issues were related to: (1) Design criteria and levels of maintenance; (2) Consistency in the use of standards among jurisdictions; (3) Consolidation of maintenance operations at one jurisdiction level; and (4) Jurisdicational authority for roads; The issues formed the background for Research Project HR-265.

Les fluides de coupes : état des connaissances sur les usages, les expositions et les pratiques de gestion en France : rapport d'étude

Les fluides de coupe sont principalement utilisés pour leurs propriétés lubrifiantes et/ou pour leur qualité de refroidissement des pièces en métallurgie. Ils sont utilisés pour faciliter l'opération d'usinage et contribue à améliorer la durée de vie de l'outil utilisé. Ils permettent d'éloigner les copeaux de la zone de coupe, ce qui contribue à l'obtention d'un état de surface de qualité, et de refroidir le copeau et la pièce usinée afin de contribuer à la précision dimensionnelle de la pièce finie. Les usages des fluides de coupe sont en évolution depuis les années 2000. Il y a environ 15-30 ans, seules les huiles entières étaient utilisées. Aujourd'hui, l'utilisation des huiles varie selon le type d'application mais il est à noter toutefois que l'usage des huiles entières est en pleine décroissance depuis 2001, contrairement à celui des fluides aqueux (émulsions) en pleine expansion. Les fluides de coupe exposeraient selon l'étude SUMER plus de 1 million de travailleurs. Il existe deux grands secteurs principaux utilisateurs de ces fluides : le travail des métaux (qui expose selon l'INRS le plus grand nombre de salariés) et l'automobile (plus grand secteur utilisateur selon la CSNIL, Chambre Syndical Nationale de l'Industrie des Lubrifiants). De nombreux éléments existent autour de la prévention des risques liés à l'utilisation des fluides de coupe mais comme le rappelait l'INRS dans son rapport publié en 2002, la plupart des méthodes de prévention, collectives ou individuelles, bien que déjà connues, ne sont pas toujours appliquées, et notamment dans les petites entreprises. De plus les moyens de surveillance, bien que largement détaillés dans de nombreux guides, sont rarement mis en oeuvre. Néanmoins, des substances dangereuses peuvent se retrouver soit au sein de la formulation des fluides de coupe (comme certains additifs, biocides..), soit se former au cours du stockage (comme c'est le cas de pour la NDELA, N-nitroso diéthanolamine). Certaines substances ont déjà vu leur usage en tant que biocide être interdit en France, tel que le formaldéhyde ou encore l'acide borique. Des solutions de substitution existent déjà, telles que la micro-lubrification ou l'usinage à sec. Mais la mise en place ou la recherche de substituts s'accompagne souvent de difficultés en ce qui concerne l'adaptation du processus industriel. La mise en oeuvre des collaborations avec les fournisseurs doit donc être fortement encouragée. Enfin, il existe des zones d'ombre concernant les risques associés au développement microbiologique intervenant lors du vieillissement des fluides. L'utilisation grandissante de ces fluides de type aqueux est en lien avec ces problèmes de contamination microbienne des fluides ainsi que les pathologies respiratoires qui semblent y être associées. Cependant l'absence de référentiel exclut toute interprétation des résultats relatifs à ces agents microbiologiques retrouvés à la fois dans les fluides et les aérosols. Conclusions : En raison de la complexité de la formulation des fluides de coupe, il n'existe pas aujourd'hui de méthode de mesure fiable pour évaluer l'exposition à ces produits. Ainsi la mise en place d'une évaluation quantitative des risques sanitaires complète semble prématurée voire impossible. Il apparaît cependant nécessaire d'aller plus loin en matière de prévention : - une valeur limite pourrait être imposée concernant les quantités en amines secondaires précurseurs de nitrosamines, telle que développée dans le modèle allemand, le respect de cette réglementation allemande est déjà un argument mis en place par certains fournisseurs français ; - La micro-lubrification et la recherche de substitution doivent être encouragées ; - L'élaboration d'un référentiel microbiologique qui puisse tenir compte de la qualité des fluides et de la protection des travailleurs devrait être soutenue. [Auteurs]