Effects of Special Aggregate on Bridge Deck Overlay Frictional Properties, HR-205, 1986

The Iowa DOT has been using the "Iowa Method" thin bonded low-slump dense Portland Cement Concrete (PCC) bridge deck overlay for rehabilitation of delaminated decks since 1963. In time, continued use of studded tires will wear away the transverse grooved texture. The objective of this research was to evaluate the benefit of incorporating a hard durable aggregate into a dense PCC overlay to provide frictional property longevity. The project included three overlays on I-35 near Ankeny. The texture and friction properties of two overlays, one constructed with crushed granite and the other with crushed quartzite coarse aggregate, were compared to an overlay constructed with locally available crushed limestone. There were no construction problems resulting from the use of crushed granite or quartzite. There was no significant frictional property benefit from the crushed granite or crushed quartzite through six years.

Design of Piles for Integral Abutment Bridges, HR-252, 1984

More and more, integral abutment bridges are being used in place of the more traditional bridge designs with expansion releases. In this study, states which use integral abutment bridges were surveyed to determine their current practice in the design of these structures. To study piles in integral abutment bridges, a finite element program for the soil-pile system was developed (1) with materially and geometrically nonlinear, two and three dimensional beam elements and (2) with a nonlinear, Winkler soil model with vertical, horizontal, and pile tip springs. The model was verified by comparison to several analytical and experimental examples. A simplified design model for analyzing piles in integral abutment bridges is also presented. This model grew from previous analytical models and observations of pile behavior. The design model correctly describes the essential behavioral characteristics of the pile and conservatively predicts the vertical load-carrying capacity. Analytical examples are presented to illustrate the effects of lateral displacements on the ultimate load capacity of a pile. These examples include friction and end-bearing piles; steel, concrete, and timber piles; and bending about the weak, strong, and 45° axes for H piles. The effects of cyclic loading are shown for skewed and nonskewed bridges. The results show that the capacity of friction piles is not significantly affected by lateral displacements, but the capacity of end-bearing piles is reduced. Further results show that the longitudinal expansion of the bridge can introduce a vertical preload on the pile.

Evaluation of Recycled Rubber in Asphalt Cement Concrete - Field Testing, Final Report for HR-330, 330A, 330B, 330C, 330D, 2002

Roughly 242 million used tires are generated annually in the United States. Many of these tires end up being landfilled or stockpiled. The stockpiles are unsightly, unsanitary, and also collect water which creates the perfect breeding ground for mosquitoes, some of which carry disease. In an effort to reduce the number of used tire stockpiles the federal government mandated the use of recycled rubber in federally funded, state implemented department of transportation (DOT) projects. This mandate required the use of recycled rubber in 5% of the asphalt cement concrete (ACC) tonnage used in federally funded projects in 1994, increasing that amount by 5% each year until 20% was reached, and remaining at 20% thereafter. The mandate was removed as part of the appropriations process in 1994, after the projects in this research had been completed. This report covers five separate projects that were constructed by the Iowa Department Of Transportation (DOT) in 1991 and 1992. These projects had all had some form of rubber incorporated into their construction and were evaluated for 5 years. The conclusion of the study is that the pavements with tire rubber added performed essentially the same as conventional ACC pavement. An exception was the use of rubber chips in a surface lift. This performed better at crack control and worse with friction values than conventional ACC. The cost of the pavement with rubber additive was significantly higher. As a result, the benefits do not outweigh the costs of using this recycled rubber process in pavements in Iowa.

Sprinkle Treatments for Asphalt Concrete, HR-507, 1986

In recent years, the Iowa Department of Transportation has put greater emphasis on improving highway safety. This effort has been relatively successful with a reduction in traffic-related fatalities to levels experienced prior to 1950. The nationwide speed limit of 55 mph was probably the greatest contributor to the decline in traffic fatalities, but there have been many other efforts that have also contributed to this decline. The Iowa DOT has been testing all paved roadways periodically for friction coefficient since 1969. New techniques have been used to obtain a greater depth of surface texture on paved roadways. Transverse tined grooving has been used on portland cement concrete to provide increased texture depth.

Asphalt Emulsions for Highway Construction (Emulsion Seal Coat), HR-1028, 1980

For the past several year Kossuth County has had a scheduled maintenance program of bituminous seal coating. This program has been used to maintain the 467 miles of asphaltic concrete surfaced roads in Kossuth County. Since most of the experience that Kossuth County had in seal coating was with cutback asphalt, it was decided to include the use of emulsified asphalt in Kossuth County's 1980 seal coat program. Federal Demonstration Project Funds were requested from the Federal Highway Administration to study the use of emulsified asphalt and funding was granted under Demonstration Project No. 55,:Asphalt Emulsions for Highway Construction." Items studied were design and construction procedure cost of alternate material, energy consumption and environmental considerations. A construction contract was awarded to Everds Brothers, Inc. of Algona, Iowa, on July 1, 1980. There were four bidders on the 54.5 miles of seal coating that was let. A map showing the location of the seal coating projects is shown in Appendix A, and a copy of the contract is shown in Appendix B. The contractor started the project on July 11, 1980 and completed the project on August 1, 1980. Construction inspection and follow-up inspections of the project were conducted by personnel of the Kossuth County Engineer's Office and testing of the materials, friction testing and road rater testing were conducted by the Material's Department of the Iowa Department of Transportation.

A Study of the Frictional Properties of New Asphaltic Concrete Pavements in Iowa, MLR-78-03, 1978

Seven asphaltic concrete resurfacing projects were tested for their frictional properties to determine the age-friction relationship of new paving. Projects studied included Type A asphaltic concrete which is generally used for higher traffic volume roads and Type B asphaltic concrete, a lower type material. Also included in the study were asphaltic concretes containing Type 3 and Type 4 coarse aggregate texture classifications. The classifications are based upon material type and grain size composition. Surfaces both with and without sprinkle treatment aggregates were also included. The data gathered suggests that properly designed and placed dense graded asphaltic concrete mixes are adequate to serve the traveling public at all ages tested.

Performance of Poly-Carb, Inc. Flexogrid Bridge Overlay System, MLR-86-04, 2001

Intrusion of deicing materials and surface water into concrete bridge decks is a main contributor in deck reinforcing steel corrosion and concrete delamination. Salt, spread on bridge decks to melt ice, dissolves in water and permeates voids in the concrete deck. When the chloride content of the concrete in contact with reinforcing steel reaches a high enough concentration, the steel oxidizes. In Iowa, the method used to reduce bridge deck chloride penetration is the application of a low slump dense concrete overlay after the completion of all Class A and Class B floor repairs. A possible alternative to the use of dense concrete overlays, developed by Poly-Carb, Inc., is the MARK-163 FLEXOGRID Overlay System. FLEXOGRID is a two component system of epoxy and urethane which is applied on a bridge deck to a minimum thickness of ¼ inch. An aggregate mixture of silica quartz and aluminum oxide is broadcast onto the epoxy at a prescribed rate to provide deck protection and superior friction properties. The material is mixed on site and applied to the deck in a series of lifts (usually two) until the desired overlay thickness has been attained.

Applications for Reuse of Lime Sludge from Water Softening, TR-535, 2005

Lime sludge, an inert material mostly composed of calcium carbonate, is the result of softening hard water for distribution as drinking water. A large city such as Des Moines, Iowa, produces about 30,700 tons of lime sludge (dry weight basis) annually (Jones et al., 2005). Eight Iowa cities representing, according to the United States (U.S.) Census Bureau, 23% of the state’s population of 3 million, were surveyed. They estimated that they collectively produce 64,470 tons of lime sludge (dry weight basis) per year, and they currently have 371,800 tons (dry weight basis) stockpiled. Recently, the Iowa Department of Natural Resources directed those cities using lime softening in drinking water treatment to stop digging new lagoons to dispose of lime sludge. Five Iowa cities with stockpiles of lime sludge funded this research. The research goal was to find useful and economical alternatives for the use of lime sludge. Feasibility studies tested the efficacy of using lime sludge in cement production, power plant SOx treatment, dust control on gravel roads, wastewater neutralization, and in-fill materials for road construction. Applications using lime sludge in cement production, power plant SOx treatment, and wastewater neutralization, and as a fill material for road construction showed positive results, but the dust control application did not. Since the fill material application showed the most promise in accomplishing the project’s goal within the time limits of this research project, it was chosen for further investigation. Lime sludge is classified as inorganic silt with low plasticity. Since it only has an unconfined compressive strength of approximately 110 kPa, mixtures with fly ash and cement were developed to obtain higher strengths. When fly ash was added at a rate of 50% of the dry weight of the lime sludge, the unconfined strength increased to 1600 kPa. Further, friction angles and California Bearing Ratios were higher than those published for soils of the same classification. However, the mixtures do not perform well in durability tests. The mixtures tested did not survive 12 cycles of freezing and thawing and wetting and drying without excessive mass and volume loss. Thus, these mixtures must be placed at depths below the freezing line in the soil profile. The results demonstrated that chemically stabilized lime sludge is able to contribute bulk volume to embankments in road construction projects.

Field Testing of Abrasive Delivery Systems in Winter Maintenance, TR-458, 2009

The key goals in winter maintenance operations are preserving the safety and mobility of the traveling public. To do this, it is in general necessary to try to increase the friction of the road surface above the typical friction levels found on a snow or ice covered roadway. Because of prior work on the performance of abrasives (discussed in greater detail in chapter 2) a key concern when using abrasives has become how to ensure the greatest increase in pavement friction when using abrasives for the longest period of time. There are a number of ways in which the usage of abrasives can be optimized, and these methods are discussed and compared in this report. In addition, results of an Iowa DOT test of zero-velocity spreaders are presented. Additionally in this study the results of field studies conducted in Johnson County Iowa on the road surface friction of pavements treated with abrasive applications using different modes of delivery are presented. The experiments were not able to determine any significant difference in material placement performance between a standard delivery system and a chute based delivery system. The report makes a number of recommendations based upon the reviews and the experiments.

Iowa ABC Connections, RB06-013, 2015

For several years the Iowa Department of Transportation (DOT), Iowa State University, the Federal Highway Administration, and several Iowa counties have been working to develop accelerated bridge construction (ABC) concepts, details, and processes. Throughout this development, much has been learned and has resulted in Iowa being viewed as a national leader in the area of ABC. However, at this time, the Office of Bridges and Structures does not have a complete set of working standards nor design examples to accompany ABC portions of the bridge design manual (now called the Load and Resistance Factor Design/LRFD Bridge Design Manual). During the fall of 2013, the Iowa DOT constructed a bridge on IA 92 in Cass County using an ABC technique known as slide-in bridge construction. During the design of the Cass County Bridge, several questions were raised about the performance of critical design and construction details: the pile-to-pile cap connection and the polytetrafluoroethylene (PTFE) coated bearing pads on which the bridge would slide. The timing of this specific need and the initiation of this project offered a unique opportunity to provide significant short- and long-term value to the Office of Bridges and Structures. Several full-scale laboratory tests, which included several variations of the pile-to-pile cap connection and bearing pad slides, were completed. These tests proved that the connection was capable of achieving the desired capacity and that the expected coefficient of friction of the bearing pads was reasonably low. Finally, a design tool was developed for the Office of Bridges and Structures to be used on future projects that might benefit from a precast pile cap.

Hand detection in cluttered scene images using Fourier-Mellin invariant features

This paper proposes an automatic hand detection system that combines the Fourier-Mellin Transform along with other computer vision techniques to achieve hand detection in cluttered scene color images. The proposed system uses the Fourier-Mellin Transform as an invariant feature extractor to perform RST invariant hand detection. In a first stage of the system a simple non-adaptive skin color-based image segmentation and an interest point detector based on corners are used in order to identify regions of interest that contains possible matches. A sliding window algorithm is then used to scan the image at different scales performing the FMT calculations only in the previously detected regions of interest and comparing the extracted FM descriptor of the windows with a hand descriptors database obtained from a train image set. The results of the performed experiments suggest the use of Fourier-Mellin invariant features as a promising approach for automatic hand detection.

Hand detection in cluttered scene images using Fourier-Mellin invariant features

This paper proposes an automatic hand detection system that combines the Fourier-Mellin Transform along with other computer vision techniques to achieve hand detection in cluttered scene color images. The proposed system uses the Fourier-Mellin Transform as an invariant feature extractor to perform RST invariant hand detection. In a first stage of the system a simple non-adaptive skin color-based image segmentation and an interest point detector based on corners are used in order to identify regions of interest that contains possible matches. A sliding window algorithm is then used to scan the image at different scales performing the FMT calculations only in the previously detected regions of interest and comparing the extracted FM descriptor of the windows with a hand descriptors database obtained from a train image set. The results of the performed experiments suggest the use of Fourier-Mellin invariant features as a promising approach for automatic hand detection.

Cross-frequency coupling in EEG revealed by adaptive oscillation tracking.

Introduction: Neuronal oscillations have been the focus of increasing interest in the neuroscientific community, in part because they have been considered as a possible integrating mechanism through which internal states can influence stimulus processing in a top-down way (Engel et al., 2001). Moreover, increasing evidence indicates that oscillations in different frequency bands interact with one other through coupling mechanisms (Jensen and Colgin, 2007). The existence and the importance of these cross-frequency couplings during various tasks have been verified by recent studies (Canolty et al., 2006; Lakatos et al., 2007). In this study, we measure the strength and directionality of two types of couplings - phase-amplitude couplings and phase-phase couplings - between various bands in EEG data recorded during an illusory contour experiment that were identified using a recently-proposed adaptive frequency tracking algorithm (Van Zaen et al., 2010). Methods: The data used in this study have been taken from a previously published study examining the spatiotemporal mechanisms of illusory contour processing (Murray et al., 2002). The EEG in the present study were from a subset of nine subjects. Each stimulus was composed of 'pac-man' inducers presented in two orientations: IC, when an illusory contour was present, and NC, when no contour could be detected. The signals recorded by the electrodes P2, P4, P6, PO4 and PO6 were averaged, and filtered into the following bands: 4-8Hz, 8-12Hz, 15-25Hz, 35-45Hz, 45-55Hz, 55-65Hz and 65-75Hz. An adaptive frequency tracking algorithm (Van Zaen et al., 2010) was then applied in each band in order to extract the main oscillation and estimate its frequency. This additional step ensures that clean phase information is obtained when taking the Hilbert transform. The frequency estimated by the tracker was averaged over sliding windows and then used to compare the two conditions. Two types of cross-frequency couplings were considered: phase-amplitude couplings and phase-phase couplings. Both types were measured with the phase locking value (PLV, Lachaux et al., 1999) over sliding windows. The phase-amplitude couplings were computed with the phase of the low frequency oscillation and the phase of the amplitude of the high frequency one. Different coupling coefficients were used when measuring phase-phase couplings in order to estimate different m:n synchronizations (4:3, 3:2, 2:1, 3:1, 4:1, 5:1, 6:1, 7:1, 8:1 and 9:1) and to take into account the frequency differences across bands. Moreover, the direction of coupling was estimated with a directionality index (Bahraminasab et al., 2008). Finally, the two conditions IC and NC were compared with ANOVAs with 'subject' as a random effect and 'condition' as a fixed effect. Before computing the statistical tests, the PLV values were transformed into approximately normal variables (Penny et al., 2008). Results: When comparing the mean estimated frequency across conditions, a significant difference was found only in the 4-8Hz band, such that the frequency within this band was significantly higher for IC than NC stimuli starting at ~250ms post-stimulus onset (Fig. 1; solid line shows IC and dashed line NC). Significant differences in phase-amplitude couplings were obtained only when the 4-8 Hz band was taken as the low frequency band. Moreover, in all significant situations, the coupling strength is higher for the NC than IC condition. An example of significant difference between conditions is shown in Fig. 2 for the phase-amplitude coupling between the 4-8Hz and 55-65Hz bands (p-value in top panel and mean PLV values in the bottom panel). A decrease in coupling strength was observed shortly after stimulus onset for both conditions and was greater for the condition IC. This phenomenon was observed with all other frequency bands. The results obtained for the phase-phase couplings were more complex. As for the phase-amplitude couplings, all significant differences were obtained when the 4-8Hz band was considered as the low frequency band. The stimulus condition exhibiting the higher coupling strength depended on the ratio of the coupling coefficients. When this ratio was small, the IC condition exhibited the higher phase-phase coupling strength. When this ratio was large, the NC condition exhibited the higher coupling strength. Fig. 3 shows the phase-phase couplings between the 4-8Hz and 35-45Hz bands for the coupling coefficient 6:1, and the coupling strength was significantly higher for the IC than NC condition. By contrast, for the coupling coefficient 9:1 the NC condition gave the higher coupling strength (Fig. 4). Control analyses verified that it is not a consequence of the frequency difference between the two conditions in the 4-8Hz band. The directionality measures indicated a transfer of information from the low frequency components towards the high frequency ones. Conclusions: Adaptive tracking is a feasible method for EEG analyses, revealing information both about stimulus-related differences and coupling patterns across frequencies. Theta oscillations play a central role in illusory shape processing and more generally in visual processing. The presence vs. absence of illusory shapes was paralleled by faster theta oscillations. Phase-amplitude couplings were decreased more for IC than NC and might be due to a resetting mechanism. The complex patterns in phase-phase coupling between theta and beta/gamma suggest that the contribution of these oscillations to visual binding and stimulus processing are not as straightforward as conventionally held. Causality analyses further suggest that theta oscillations drive beta/gamma oscillations (see also Schroeder and Lakatos, 2009). The present findings highlight the need for applying more sophisticated signal analyses in order to establish a fuller understanding of the functional role of neural oscillations.

Highway Maintenance Concept Vehicle Final Report: Phase Three, 2001

This report documents Phase III of a four-phase project. The goals of the project are to study the feasibility of using advanced technology from other industries to improve he efficiency and safety of winter highway maintenance vehicle operations, and to provide travelers with the level of service defined by policy during the winter season at the least cost to the taxpayers. The results of the first phase of the research were documented in the Concept Highway Maintenance Vehicle Final Report: Phase One dated April 1997, which describes the desirable functions of a concept maintenance vehicle and evaluates its feasibility. Phase I concluded by establishing the technologies that would be assembled and tested on the prototype vehicles in Phase II. The primary goals of phase II were to install the selected technologies on the prototype winter maintenance vehicles and to conduct proof of concept in advance of field evaluations planned for Phase III. This Phase III final report documents the work completed since the end of Phase II. During this time period, the Phase III work plan was completed and the redesigned friction meter was field tested. A vendor meeting was held to discuss future private sector participation and the new design for the Iowa vehicle. In addition, weather and roadway condition data were collected from the roadway weather information systems at selected sites in Iowa and Minnesota, for comparison to the vehicles' onboard temperature sensors. Furthermore, the team received new technology, such as the mobile Frensor unit, for bench testing and later installation.

Genome-wide DNA polymorphism analyses using VariScan

BACKGROUND: DNA sequence polymorphisms analysis can provide valuable information on the evolutionary forces shaping nucleotide variation, and provides an insight into the functional significance of genomic regions. The recent ongoing genome projects will radically improve our capabilities to detect specific genomic regions shaped by natural selection. Current available methods and software, however, are unsatisfactory for such genome-wide analysis. RESULTS: We have developed methods for the analysis of DNA sequence polymorphisms at the genome-wide scale. These methods, which have been tested on a coalescent-simulated and actual data files from mouse and human, have been implemented in the VariScan software package version 2.0. Additionally, we have also incorporated a graphical-user interface. The main features of this software are: i) exhaustive population-genetic analyses including those based on the coalescent theory; ii) analysis adapted to the shallow data generated by the high-throughput genome projects; iii) use of genome annotations to conduct a comprehensive analyses separately for different functional regions; iv) identification of relevant genomic regions by the sliding-window and wavelet-multiresolution approaches; v) visualization of the results integrated with current genome annotations in commonly available genome browsers. CONCLUSION: VariScan is a powerful and flexible suite of software for the analysis of DNA polymorphisms. The current version implements new algorithms, methods, and capabilities, providing an important tool for an exhaustive exploratory analysis of genome-wide DNA polymorphism data.