Development of Abutment Design Standards for Local Bridge Designs, Volume 1 of 3, Development of Design Methodology, August 2004

Several superstructure design methodologies have been developed for low volume road bridges by the Iowa State University Bridge Engineering Center. However, to date no standard abutment designs have been developed. Thus, there was a need to establish an easy to use design methodology in addition to generating generic abutment standards and other design aids for the more common substructure systems used in Iowa. The final report for this project consists of three volumes. The first volume (this volume) summarizes the research completed in this project. A survey of the Iowa County Engineers was conducted from which it was determined that while most counties use similar types of abutments, only 17 percent use some type of standard abutment designs or plans. A literature review revealed several possible alternative abutment systems for future use on low volume road bridges in addition to two separate substructure lateral load analysis methods. These consisted of a linear and a non-linear method. The linear analysis method was used for this project due to its relative simplicity and the relative accuracy of the maximum pile moment when compared to values obtained from the more complex non-linear analysis method. The resulting design methodology was developed for single span stub abutments supported on steel or timber piles with a bridge span length ranging from 20 to 90 ft and roadway widths of 24 and 30 ft. However, other roadway widths can be designed using the foundation design template provided. The backwall height is limited to a range of 6 to 12 ft, and the soil type is classified as cohesive or cohesionless. The design methodology was developed using the guidelines specified by the American Association of State Highway Transportation Officials Standard Specifications, the Iowa Department of Transportation Bridge Design Manual, and the National Design Specifications for Wood Construction. The second volume introduces and outlines the use of the various design aids developed for this project. Charts for determining dead and live gravity loads based on the roadway width, span length, and superstructure type are provided. A foundation design template was developed in which the engineer can check a substructure design by inputting basic bridge site information. Tables published by the Iowa Department of Transportation that provide values for estimating pile friction and end bearing for different combinations of soils and pile types are also included. Generic standard abutment plans were developed for which the engineer can provide necessary bridge site information in the spaces provided. These tools enable engineers to design and detail county bridge substructures more efficiently. The third volume provides two sets of calculations that demonstrate the application of the substructure design methodology developed in this project. These calculations also verify the accuracy of the foundation design template. The printouts from the foundation design template are provided at the end of each example. Also several tables provide various foundation details for a pre-cast double tee superstructure with different combinations of soil type, backwall height, and pile type.

Development of Abutment Design Standards for Local Bridge Designs, Volume 3 of 3, Verification of Design Methodology, August 2004

Several superstructure design methodologies have been developed for low volume road bridges by the Iowa State University Bridge Engineering Center. However, to date no standard abutment designs have been developed. Thus, there was a need to establish an easy to use design methodology in addition to generating generic abutment standards and other design aids for the more common substructure systems used in Iowa. The final report for this project consists of three volumes. The first volume summarizes the research completed in this project. A survey of the Iowa County Engineers was conducted from which it was determined that while most counties use similar types of abutments, only 17 percent use some type of standard abutment designs or plans. A literature review revealed several possible alternative abutment systems for future use on low volume road bridges in addition to two separate substructure lateral load analysis methods. These consisted of a linear and a non-linear method. The linear analysis method was used for this project due to its relative simplicity and the relative accuracy of the maximum pile moment when compared to values obtained from the more complex non-linear analysis method. The resulting design methodology was developed for single span stub abutments supported on steel or timber piles with a bridge span length ranging from 20 to 90 ft and roadway widths of 24 and 30 ft. However, other roadway widths can be designed using the foundation design template provided. The backwall height is limited to a range of 6 to 12 ft, and the soil type is classified as cohesive or cohesionless. The design methodology was developed using the guidelines specified by the American Association of State Highway Transportation Officials Standard Specifications, the Iowa Department of Transportation Bridge Design Manual, and the National Design Specifications for Wood Construction. The second volume introduces and outlines the use of the various design aids developed for this project. Charts for determining dead and live gravity loads based on the roadway width, span length, and superstructure type are provided. A foundation design template was developed in which the engineer can check a substructure design by inputting basic bridge site information. Tables published by the Iowa Department of Transportation that provide values for estimating pile friction and end bearing for different combinations of soils and pile types are also included. Generic standard abutment plans were developed for which the engineer can provide necessary bridge site information in the spaces provided. These tools enable engineers to design and detail county bridge substructures more efficiently. The third volume (this volume) provides two sets of calculations that demonstrate the application of the substructure design methodology developed in this project. These calculations also verify the accuracy of the foundation design template. The printouts from the foundation design template are provided at the end of each example. Also several tables provide various foundation details for a pre-cast double tee superstructure with different combinations of soil type, backwall height, and pile type.

Development of Abutment Design Standards for Local Bridge Designs, Volume 2 of 3, Design Manual, August 2004

Several superstructure design methodologies have been developed for low volume road bridges by the Iowa State University Bridge Engineering Center. However, to date no standard abutment designs have been developed. Thus, there was a need to establish an easy to use design methodology in addition to generating generic abutment standards and other design aids for the more common substructure systems used in Iowa. The final report for this project consists of three volumes. The first volume summarizes the research completed in this project. A survey of the Iowa County Engineers was conducted from which it was determined that while most counties use similar types of abutments, only 17 percent use some type of standard abutment designs or plans. A literature review revealed several possible alternative abutment systems for future use on low volume road bridges in addition to two separate substructure lateral load analysis methods. These consisted of a linear and a non-linear method. The linear analysis method was used for this project due to its relative simplicity and the relative accuracy of the maximum pile moment when compared to values obtained from the more complex non-linear analysis method. The resulting design methodology was developed for single span stub abutments supported on steel or timber piles with a bridge span length ranging from 20 to 90 ft and roadway widths of 24 and 30 ft. However, other roadway widths can be designed using the foundation design template provided. The backwall height is limited to a range of 6 to 12 ft, and the soil type is classified as cohesive or cohesionless. The design methodology was developed using the guidelines specified by the American Association of State Highway Transportation Officials Standard Specifications, the Iowa Department of Transportation Bridge Design Manual, and the National Design Specifications for Wood Construction. The second volume (this volume) introduces and outlines the use of the various design aids developed for this project. Charts for determining dead and live gravity loads based on the roadway width, span length, and superstructure type are provided. A foundation design template was developed in which the engineer can check a substructure design by inputting basic bridge site information. Tables published by the Iowa Department of Transportation that provide values for estimating pile friction and end bearing for different combinations of soils and pile types are also included. Generic standard abutment plans were developed for which the engineer can provide necessary bridge site information in the spaces provided. These tools enable engineers to design and detail county bridge substructures more efficiently. The third volume provides two sets of calculations that demonstrate the application of the substructure design methodology developed in this project. These calculations also verify the accuracy of the foundation design template. The printouts from the foundation design template are provided at the end of each example. Also several tables provide various foundation details for a pre-cast double tee superstructure with different combinations of soil type, backwall height, and pile type.

Identification of the Best Practices for Design, Construction, and Repair of Bridge Approaches, January 2005

Bridge approach settlement and the formation of the bump is a common problem in Iowa that draws upon considerable resources for maintenance and creates a negative perception in the minds of transportation users. This research study was undertaken to investigate bridge approach problems and develop new concepts for design, construction, and maintenance that will reduce this costly problem. As a result of the research described in this report, the following changes are suggested for implementation on a pilot test basis: • Use porous backfill behind the abutment and/or geocomposite drainage systems to improve drainage capacity and reduce erosion around the abutment. • On a pilot basis, connect the approach slab to the bridge abutment. Change the expansion joint at the bridge to a construction joint of 2 inch. Use a more effective joint sealing system at the CF joint. Change the abutment wall rebar from #5 to #7 for non-integral abutments. • For bridges with soft foundation or embankment soils, implement practices of better compaction, preloading, ground improvement, soil removal and replacement, or soil reinforcement that reduce time-dependent post construction settlements.

Iowa Department of Transportation Office of Contracts Letting Summary - July 1, 2004 through June 30, 2005

A summary of the regularly scheduled lettings and emergency/special lettings held by the Iowa Department of Transportation for construction and maintenance work during the period July 1, 2004, through June 30, 2005.

An Illustrated Guide for Monitoring and Protecting Bridge Waterways Against Scour - Project TR-515 - Final Report, March 2006

This report is a well illustrated and practical Guide intended to aid engineers and engineering technicians in monitoring, maintaining, and protecting bridge waterways so as to mitigate or prevent scour from adversely affecting the structural performance of bridge abutments, piers, and approach road embankments. Described and illustrated here are the scour processes affecting the stability of these components of bridge waterways. Also described and illustrated are methods for monitoring waterways, and the various methods for repairing scour damage and protecting bridge waterways against scour. The Guide focuses on smaller bridges, especially those in Iowa. Scour processes at small bridges are complicated by the close proximity of abutments, piers, and waterway banks, such that scour processes interact in ways difficult to predict and for which reliable design relationships do not exist. Additionally, blockage by woody debris or by ice, along with changes in approach channel alignment, can have greater effects on pier and abutment scour for smaller bridges. These considerations tend to cause greater reliance on monitoring for smaller bridges. The Guide is intended to augment and support, as a source of information, existing procedures for monitoring bridge waterways. It also may prompt some adjustments of existing forms and reports used for bridge monitoring. In accord with increasing emphasis on effective management of public facilities like bridges, the Guide ventures to include an example report format for quantitative risk assessment applied to bridge waterways. Quantitative risk assessment is useful when many bridges have to be evaluated for scour risk and damage, and priorities need to be determined for repair and protection work. Such risk assessment aids comparison of bridges at risk. It is expected that bridge inspectors will implement the Guide as a concise, handy reference available back at the office. The Guide also likely may be implemented as an educational primer for new inspectors who have yet to become acquainted with waterway scour. Additionally, the Guide may be implemented as a part of process to check whether existing bridge-inspection forms or reports adequately encompass bridge-waterway scour.

Field investigation of hydraulic structures facilitating fish abundance & passage through bridges in western Iowa streams, March 2006

The overarching goal of the proposed research was to evaluate the hydraulic performance of twenty two (22) fish-passage structures located in close proximity to bridges in western Iowa and within the HCA (Hungry Canyon Alliance) territory. Such structures include riprap weirs, fish ladders and grouted ripraps. The hydraulic performance of the aforementioned structures was evaluated via detailed field tests for a range of flow conditions relevant to fish migration through bridge waterways in different streams in western Iowa.

Monitoring of the Launched Girder Bridge over the Iowa River on US 20, March 2004

The objective of the study presented in this report was to document the launch of the Iowa River Bridge and to monitor and evaluate the structural performance of the bridge superstructure and substructure during the launch. The Iowa Department of Transportation used an incremental launching method, which is relatively unique for steel I-girder bridges, to construct the Iowa River Bridge over an environmentally sensitive river valley in central Iowa. The bridge was designed as two separate roadways consisting of four steel plate girders each that are approximately 11 ft deep and span approximately 301 ft each over five spans. The concrete bridge deck was not placed until after both roadways had been launched. One of the most significant monitoring and evaluation observations related to the superstructure was that the bottom flange (and associated web region) was subjected to extremely large stresses during the crossing of launch rollers. Regarding the substructure performance, the column stresses did not exceed reasonable design limits during the daylong launches. The scope of the study did not allow adequate quantification of the measured applied launch forces at the piers. Future proposed esearch should provide an opportunity to address this. The overall experimental performance of the bridge during the launch was compared with the predicted design performance. In general, the substructure design, girder contact stress, and total launching force assumptions correlated well with the experimental results. The design assumptions for total axial force in crossframe members, on the other hand, differed from the experimental results by as much as 300%.

Evaluation of a Bridge Constructed using High Performance Steel, May 2006

Of the approximately 25,000 bridges in Iowa, 28% are classified as structurally deficient, functionally obsolete, or both. Because many Iowa bridges require repair or replacement with a relatively limited funding base, there is a need to develop new bridge materials that may lead to longer life spans and reduced life-cycle costs. In addition, new and effective methods for determining the condition of structures are needed to identify when the useful life has expired or other maintenance is needed. Due to its unique alloy blend, high-performance steel (HPS) has been shown to have improved weldability, weathering capabilities, and fracture toughness than conventional structural steels. Since the development of HPS in the mid-1990s, numerous bridges using HPS girders have been constructed, and many have been economically built. The East 12th Street Bridge, which replaced a deteriorated box girder bridge, is Iowa’s first bridge constructed using HPS girders. The new structure is a two-span bridge that crosses I-235 in Des Moines, Iowa, providing one lane of traffic in each direction. A remote, continuous, fiber-optic based structural health monitoring (SHM) system for the bridge was developed using off-the-shelf technologies. In the system, sensors strategically located on the bridge collect raw strain data and then transfer the data via wireless communication to a gateway system at a nearby secure facility. The data are integrated and converted to text files before being uploaded automatically to a website that provides live strain data and a live video stream. A data storage/processing system at the Bridge Engineering Center in Ames, Iowa, permanently stores and processes the data files. Several processes are performed to check the overall system’s operation, eliminate temperature effects from the complete strain record, compute the global behavior of the bridge, and count strain cycles at the various sensor locations.

Local Roads Maintenance Workers’ Manual, June 2006

This manual describes best roadway maintenance practices for Iowa's local roads and streets, from the center line to shoulders, ditches, and drainage, with chapters on public relations, bridge maintenance, and snow and ice control. Each chapter contains safety tips, information(as appropriate) on managing quality control, and a list of references for further information.

Iowa Department of Transportation Office of Contracts Letting Summary July 1, 2006 through June 30, 2007

Twelve regularly scheduled lettings and seven emergency/special lettings were held by the Iowa Department of Transportation for construction and maintenance work during the period covered by this report. At these lettings, projects totaling $492,299,871 were approved.

Deposições rituais de vasos cerâmicos em contextos domésticos: os exemplares do povoado calcolítico fortificado do Outeiro Redondo (Sesimbra)

A identificação de dois recipientes colocados ritualmente em posição invertida, conotáveis com a derradeira fase de ocupação do povoado calcolítico do Outeiro Redondo (Sesimbra), e deste modo com uma cerimónia de abandono do próprio sítio arqueológico, conduziu à procura de exemplos comparáveis. Tal procura estendeu‑se, depois, às evidências de utilização ritual, em contextos habitacionais, de recipientes cerâmicos, desde a época a que pertencem os exemplares em causa, até ao Período Romano. Teve‑se ainda em consideração o contributo da Etnografia e da Arqueologia africana, através da experiência do signatário, relacionada com intervenção arqueológica que dirigiu em unidade doméstica do século XVII/XVIII da ilha de São Vicente (República de Cabo Verde). Sem se pretender assumir a continuidade desta prática ritual no actual território português, desde o Calcolítico até pelo menos à Época Romana, por poder tratar‑se de uma simples convergência, recorrentemente verificada ao longo da Idade do Bronze e do Ferro. Como se deverá interpretar o achado do Outeiro Redondo? As evidências assinaladas através do uso ritual de recipientes cerâmicos em contextos habitacionais podem ter um significado ligado ao próprio quotidiano, como no povoado de Fraga da Pena (Fornos de Algodres). Aquelas afiguram‑se, contudo, mais abundantes e expressivas no que se refere quer às práticas de natureza fundacional, quer às relacionadas com o abandono; por vezes, dada a presença de aves sacrificadas, tais rituais poderiam também revestir uma função propiciatória, que não é incompatível com as duas funções mencionadas, também elas não incompatíveis entre si.

Deposições rituais de vasos cerâmicos em contextos domésticos: os exemplares do povoado calcolítico fortificado do Outeiro Redondo (Sesimbra)

A identificação de dois recipientes colocados ritualmente em posição invertida, conotáveis com a derradeira fase de ocupação do povoado calcolítico do Outeiro Redondo (Sesimbra), e deste modo com uma cerimónia de abandono do próprio sítio arqueológico, conduziu à procura de exemplos comparáveis. Tal procura estendeu‑se, depois, às evidências de utilização ritual, em contextos habitacionais, de recipientes cerâmicos, desde a época a que pertencem os exemplares em causa, até ao Período Romano. Teve‑se ainda em consideração o contributo da Etnografia e da Arqueologia africana, através da experiência do signatário, relacionada com intervenção arqueológica que dirigiu em unidade doméstica do século XVII/XVIII da ilha de São Vicente (República de Cabo Verde). Sem se pretender assumir a continuidade desta prática ritual no actual território português, desde o Calcolítico até pelo menos à Época Romana, por poder tratar‑se de uma simples convergência, recorrentemente verificada ao longo da Idade do Bronze e do Ferro. Como se deverá interpretar o achado do Outeiro Redondo? As evidências assinaladas através do uso ritual de recipientes cerâmicos em contextos habitacionais podem ter um significado ligado ao próprio quotidiano, como no povoado de Fraga da Pena (Fornos de Algodres). Aquelas afiguram‑se, contudo, mais abundantes e expressivas no que se refere quer às práticas de natureza fundacional, quer às relacionadas com o abandono; por vezes, dada a presença de aves sacrificadas, tais rituais poderiam também revestir uma função propiciatória, que não é incompatível com as duas funções mencionadas, também elas não incompatíveis entre si.

A estação arqueológica de Salamansa (ilha de São Vicente, República de Cabo Verde)

Apresentam‑se os principais resultados obtidos nas duas missões arqueológicas patrocinadas pelo Centro Português de Actividades Subaquáticas (CPAS) à ilha de São Vicente (República de Cabo Verde), em 1998 e em 2005. Em 1998, confirmou‑se o efectivo interesse arqueológico do sítio, localizado sobre o mar, em local abrigado da vasta baía de Salamansa, situada na parte setentrional da ilha, tendo‑se registado a respectiva extensão e estratigrafia e procedido à colheita de amostras para datação. Embora os resultados dessa campanha tivessem sido publicados, indicando estação de carácter habitacional, revelada pela notável acumulação de conchas, acompanhada de abundantes fragmentos de cerâmicas manuais, de produção africana, mantinha‑se indefinida a sua verdadeira natureza. Impunha‑se, assim, proceder à escavação integral da área que ainda subsistia da estação — sujeita de forma contínua a forte erosão marinha — bem como à colheita de novos materiais para datação, de forma a confirmar as conclusões preliminares anteriormente obtidas, objectivos que se concretizaram em 2005. Deste modo, foi possível concluir que, contrariando a hipótese, de início considerada, de poder corresponder a um testemunho da ocupação da ilha em época anterior à chegada dos Portugueses — hipótese que já as primeiras datas de radiocarbono contradiziam — se trata de um sítio onde uma unidade habitacional construída por muros de pedra seca, de planta ortogonal, revela inspiração europeia, aliás sublinhada pelos materiais exumados, onde estão representados produtos com tal origem, como cachimbos de caulino, vidros, faianças portuguesas, e projécteis de armas de fogo, a par de objectos oriundos do Extremo Oriente, num quadro dominado pelas produções cerâmicas africanas. Esta situação evidencia um estabelecimento cuja ocupação se centrou no século XVII, conforme indicam os materiais recolhidos e os resultados das datações obtidas, francamente aberto aos contactos de longa distância, apesar do isolamento do local escolhido. Os restos faunísticos recolhidos, com a presença deburro e de boi, sugerem um estacionamento sedentário, sendo a alimentação assegurada essencialmente pela captura de tartarugas, pela pesca e pela recolecção de moluscos marinhos (especialmente grandes lapas) e complementada pelo consumo de cabra, que poderia ser doméstica ou caçada, dado o estado selvagem a que retornou ali esta espécie. na última parte do trabalho, discutem‑se as diversas hipóteses susceptíveis de explicar esta estação — desde um entreposto comercial relacionado com a exploração agro‑pecuária da ilha de Santo Antão, passando por pequeno estabelecimento especializado de apoio à navegação, com a produção de carne salgada de tartaruga, até ter constituído refúgio relacionado com a intensa pirataria vigente à época no arquipélago, tendo presente os elementos históricos conhecidos, que, aliás, indicam que o início da ocupação permanente de São Vicente só se produziu a partir da segunda década do século XIX. Seja como for, a forte componente cultural africana revelada pelo espólio destes primeiros ocupantes da ilha expressa‑se também pelos rituais que terão envolvido o abandono do estabelecimento, com o enterramento de dois vasos emborcados sob o chão da habitação explorada, e a deposição de uma pequena taça, nas mesmas circunstâncias, junto à parede da mesma, do lado externo.

2009-2013 Iowa Transportation Improvement Program

The Iowa Transportation Improvement Program (Program) is published to inform Iowans of planned investments in our state's transportation system. The Iowa Transportation Commission (Commission) and Iowa Department of Transportation (Iowa DOT) are committed to programming those investments in a fiscally responsible manner. Iowa's transportation system is multi-modal; therefore, the Program encompasses investments in aviation, transit, railroads, trails, and highways. A major component of the Program is the highway section. The FY2009-2013 highway section is financially balanced and was developed to achieve several objectives. The Commission's primary highway investment objective is the safety, maintenance and preservation of Iowa's existing highway system. The Commission has allocated an annual average of $321 million to achieve this objective. This includes $185 million in 2009 and $170 million annually in years 2010-2013 for preserving the interstate system. It includes $114 million in 2009, $100 million in 2010 and $90 million annually in years 2011-2013 for non-interstate pavement preservation. It includes $38 million annually in 2009 and 2010, and $35 million annually in years 2011-2013 for non-interstate bridges. In addition, $15 million annually is allocated for safety projects. However, due to increasing construction costs, flattened revenues and overall highway systems needs, the Commission acknowledges that insufficient funds are being invested in the maintenance and preservation of the existing highway system. Another objective involves investing in projects that have received funding from the federal transportation act and/or subsequent federal transportation appropriation acts. In particular, funding is being used where it will complete a project, corridor or useable segment of a larger project. As an investment goal, the Commission also wishes to advance highway projects that address the state's highway capacity and economic development needs. Projects that address these needs and were included for completion in the previous program have been advanced into this year's Program to maintain their scheduled completion. This program also includes a small number of other projects that generally either represent a final phase of a partially programmed project or an additional segment of a partially completed corridor. The TIME-21 bill, Senate File 2420, signed by Governor Chet Culver on April 22, provides additional funding to cities, counties and the Iowa DOT for road improvements. This will result in additional revenue to the Primary Road Fund beginning in the second half of FY2009 and gradually increase over time. The additional funding will be included in future highway programming objectives and proposals and is not reflected in this highway program. The Iowa DOT and Commission appreciate the public's involvement in the state's transportation planning process. Comments received personally, by letter, or through participation in the Commission's regular meetings or public input meetings held around the state each year are invaluable in providing guidance for the future of Iowa's transportation system. It should be noted that this document is a planning guide. It does not represent a binding commitment or obligation of the Commission or Iowa DOT, and is subject to change. You are invited to visit the Iowa DOT's Web site at iowadot.gov for additional and regular updates about the department's programs and activities.