Maintenance and Design of Steel Abutment Piles in Iowa Bridges, TR-622, 2014

Soil consolidation and erosion caused by roadway runoff have exposed the upper portions of steel piles at the abutments of numerous bridges, leaving them susceptible to accelerated corrosion rates due to the abundance of moisture, oxygen, and chlorides at these locations. This problem is compounded by the relative inaccessibility of abutment piles for close-up inspection and repair. The objective of this study was to provide bridge owners with recommendations for effective methods of addressing corrosion of steel abutment piles in existing and future bridges A review of available literature on the performance and protection of steel piles exposed to a variety of environments was performed. Eight potential coating systems for use in protecting existing and/or new piles were selected and subjected to accelerated corrosion conditions in the laboratory. Two surface preparation methods were evaluated in the field and three coating systems were installed on three piles at an existing bridge where abutment piles had been exposed by erosion. In addition, a passive cathodic protection (CP) system using sacrificial zinc anodes was tested in the laboratory. Several trial flowable mortar mixes were evaluated for use in conjunction with the CP system. For existing abutment piles, application of a protective coating system is a promising method of mitigating corrosion. Based on its excellent performance in accelerated corrosion conditions in the laboratory on steel test specimens with SSPC-SP3, -SP6, and -SP10 surface preparations, glass flake polyester is recommended for use on existing piles. An alternative is epoxy over organic zinc rich primer. Surface preparation of existing piles should include abrasive blast cleaning to SSPC-SP6. Although additional field testing is needed, based on the results of the laboratory testing, a passive CP system could provide an effective means of protecting piles in existing bridges when combined with a pumped mortar used to fill voids between the abutment footing and soil. The addition of a corrosion inhibitor to the mortar appears to be beneficial. For new construction, shop application of thermally sprayed aluminum or glass flake polyester to the upper portion of the piles is recommended.

Similarity in food cleaning techniques within matrilines in wild vervet monkeys.

Social learning and the formation of traditions rely on the ability and willingness to copy one another. A central question is under which conditions individuals adapt behaviour to social influences. Here, we demonstrate that similarities in food processing techniques emerge on the level of matrilines (mother-offspring) but not on the group level in an experiment on six groups of wild vervet monkeys that involved grapes covered with sand. Monkeys regularly ate unclean grapes but also used four cleaning techniques more similarly within matrilines: rubbing in hands, rubbing on substrate, open with mouth, and open with hands. Individual cleaning techniques evolved over time as they converged within matrilines, stabilised at the end and remained stable in a follow-up session more than one year later. The similarity within matrilines persisted when we analyzed only foraging events of individuals in the absence of other matriline members and matriline members used more similar methods than adult full sisters. Thus, momentary conversion or purely genetic causation are unlikely explanations, favouring social learning as mechanism for within matriline similarities. The restriction of traditions to matriline membership rather than to the group level may restrict the development of culture in monkeys relative to apes or humans.

Vertical Clearance Restrictions on Primary Roads and Primary Road Extensions: Standard U.S. Measurements [Vertical Clearance Log], May 1, 2015

The Vertical Clearance Log is prepared for the purpose of providing vertical clearance restrictions by route on the primary road system. This report is used by the Iowa Department of Transportation’s Motor Carrier Services to route oversize vehicles around structures with vertical restrictions too low for the cargo height. The source of the data is the Geographic Information Management System (GIMS) that is managed by the Office of Research & Analytics in the Performance & Technology Division. The data is collected by inspection crews and through the use of LiDAR technology to reflect changes to structures on the primary road system. This log is produced annually.

Performance Measures for Iowa Transportation Systems, 2006

The purpose of performance measures in planning operations is to identify and track meaningful, quantifiable measures that reflect progress toward the goals of the plan. The Iowa Department of Transportation (DOT) has already adopted performance measures in a number of operational areas, including highway maintenance, highway safety, public transportation, and aeronautics. This report is an initial effort to utilize performance measures for transportation system planning. The selected measures provide a cross-section of system performance indicators across three selected transportation planning goals (safety, efficiency, and quality of life) and five transportation modes (highways/bridges, public transit, railroads, aviation, and pedestrian/bicycle). These performance measures are exploratory in nature, and constitute a first attempt to apply performance measures in the context of a statewide, multimodal transportation plan from the Iowa DOT. As such, the set of performance measures that the Iowa DOT uses for planning will change over time as more is learned about the application of such measures. The performance measures explained in this document were developed through consultation with Iowa DOT modal staff (aviation, railroads, highways, public transportation, and pedestrian/bicycle) and the Office of Traffic and Safety. In addition, faculty and staff at the Iowa State University Center for Transportation Research and Education were consulted about performance measurement and data within their areas of expertise.

Electronic Construction Collaboration - Phase 1, 2009

Bridge construction projects are becoming increasingly complex as the demand for context-sensitive solutions, aesthetic designs, and accelerated bridge construction becomes more prevalent. In addition, the Iowa Department of Transportation (Iowa DOT) is entering a phase of design and construction of large border bridges, such as the I-80 (let 2008 for $56 million) and US 34 bridges over the Missouri River and I-74 over the Mississippi River. Compared to typical construction projects, these bridges generate more contractor Requests for Information (RFIs), Value Engineering (VE) proposals, Requests for Changes (RFCs), and shop drawings. Management of these submittals is a significant challenge for Resident Construction Engineers (RCEs) and other Iowa DOT staff. In addition, some submittals require cross-departmental and project consultant reviews. Commercially available software exists for managing submittals and project collaboration teams; in-house solutions may also be possible. Implementation is intended to speed construction submittal review time, reduce incidence of delay claims, and free up Iowa DOT staff from project management administrative tasks. Researchers from Iowa State University working with the Iowa DOT conducted a multi-pronged approach to indentify a web-based collaboration solution for Iowa DOT bridge projects. An investigation was launched to determine the functional needs of the Iowa DOT. Commercially available software programs were also evaluated to find what functionality is currently available. A Request for Proposals (RFP) was written to select a commercial web-based collaboration solution for pilot testing. In the second phase of research, a solution will be selected and implemented on two pilot projects. Lessons learned from these pilot projects will assist the Iowa DOT in developing and implementing a long-term solution to improve the management of Iowa DOT bridge projects.

Attachment of Combination Rails to Concrete Parapets Utilizing Epoxy Adhesive Anchors, RPFP-IOWA-1, 2015

The Iowa Department of Transportation (IaDOT) was interested in investigating the use of epoxy adhesive anchorages for the attachment of posts used in the BR27C combination bridge rail system. Alternative anchorage concepts were developed using a modified version of the ACI 318-11 procedures for embedded anchor design. Four design concepts were developed for review by IaDOT, including: (1) a four-bolt square anchorage, (2) a four-bolt spread anchorage, (3) a twobolt centered anchorage, and (4) a two-bolt offset anchorage. IaDOT representatives selected the four-bolt spread anchorage and the two-bolt offset anchorage as the preferred designs for evaluation. In addition to these two proposed configurations, IaDOT also requested that the researchers evaluate a third option that had been previously installed on the US-20 bridge near Hardin, IA. The proposed alternative anchorages and the original cast-in-place anchorage for the BR27C combination bridge rail were evaluated through dynamic component testing. The test of the original cast-in-place anchorage was used a baseline for comparison with the alternative designs. Test no. IBP-1 of the original cast-in-place anchorage developed a peak load of 22.9 kips (101.9 kN) at a deflection of 1.5 in. (38 mm). All three of the tested alternative anchorages provided greater load capacity than the original cast-in-place design and were deemed acceptable surrogates. Of the three alternative designs, the two-bolt offset design was deemed the best option.

Evaluation of Corrosion Resistance of Different Steel Reinforcement Types, 2006

The corrosion of steel reinforcement in an aging highway infrastructure is a major problem currently facing the transportation engineering community. In the United States alone, maintenance and replacement costs for deficient bridges are measured in billions of dollars. The application of corrosion-resistant steel reinforcement as an alternative reinforcement to existing mild steel reinforced concrete bridge decks has potential to mitigate corrosion problems, due to the fundamental properties associated with the materials. To investigate corrosion prevention through the use of corrosion-resistant alloys, the performance of corrosion resistance of MMFX microcomposite steel reinforcement, a high-strength, high-chromium steel reinforcement, was evaluated. The study consisted of both field and laboratory components conducted at the Iowa State University Bridge Engineering Center to determine whether MMFX reinforcement provides superior corrosion resistance to epoxy-coated mild steel reinforcement in bridge decks. Because definitive field evidence of the corrosion resistance of MMFX reinforcement may require several years of monitoring, strict attention was given to investigating reinforcement under accelerated conditions in the laboratory, based on typical ASTM and Rapid Macrocell accelerated corrosion tests. After 40 weeks of laboratory testing, the ASTM ACT corrosion potentials indicate that corrosion had not initiated for either MMFX or the as-delivered epoxy-coated reinforcement. Conversely, uncoated mild steel specimens underwent corrosion within the fifth week, while epoxy-coated reinforcement specimens with induced holidays underwent corrosion between 15 and 30 weeks. Within the fifth week of testing, the Rapid Macrocell ACT produced corrosion risk potentials that indicate active corrosion for all reinforcement types tested. While the limited results from the 40 weeks of laboratory testing may not constitute a prediction of life expectancy and life-cycle cost, a procedure is presented herein to determine life expectancy and associated life-cycle costs.

Evaluation of Post-Tension Strengthened Steel Girder Bridge Using FRP Bars, 2003

Many state, county, and local agencies are faced with deteriorating bridge infrastructure composed of a large percentage of relatively short to medium span bridges. In many cases, these older structures are rolled or welded longitudinal steel stringers acting compositely with a reinforced concrete deck. Most of these bridges, although still in service, need some level of strengthening due to increases in legal live loads or loss of capacity due to deterioration. Although these bridges are overstressed in most instances, they do not warrant replacement; thus, structurally efficient but cost-effective means of strengthening needs to be employed. In the past, the use of bolted steel cover plates or angles was a common retrofit option for strengthening such bridges. However, the time and labor involved to attach such a strengthening system can sometimes be prohibitive. This project was funded through the Federal Highway Administration’s Innovative Bridge Research and Construction program. The goal is to retrofit an existing structurally deficient, three-span continuous steel stringer bridge using an innovative technique that involves the application of post-tensioning forces; the post-tensioning forces were applied using fiber reinforced polymer post-tensioning bars. When compared to other strengthening methods, the use of carbon fiber reinforced polymer composite materials is very appealing in that they are highly resistant to corrosion, have a low weight, and have a high tensile strength. Before the post-tensioning system was installed, a diagnostic load test was conducted on the subject bridge to establish a baseline behavior of the unstrengthened bridge. During the process of installing the post-tensioning hardware and stressing the system, both the bridge and the post-tensioning system were monitored. The installation of the hardware was followed by a follow-up diagnostic load test to assess the effectiveness of the post-tensioning strengthening system. Additional load tests were performed over a period of two years to identify any changes in the strengthening system with time. Laboratory testing of several typical carbon fiber reinforced polymer bar specimens was also conducted to more thoroughly understand their behavior. This report documents the design, installation, and field testing of the strengthening system and bridge.

Remote Continuous Evaluation of a Bridge Constructed Using High-Performance Steel, 2006

Of the approximately 25,000 bridges in Iowa, 28% are classified as structurally deficient, functionally obsolete, or both. The state of Iowa thus follows the national trend of an aging infrastructure in dire need of repair or replacement with a relatively limited funding base. Therefore, there is a need to develop new materials with properties that may lead to longer life spans and reduced life-cycle costs. In addition, new methods for determining the condition of structures are needed to monitor the structures effectively and identify when the useful life of the structure has expired or other maintenance is needed. High-performance steel (HPS) has emerged as a material with enhanced weldability, weathering capabilities, and fracture toughness compared to conventional structural steels. In 2004, the Iowa Department of Transportation opened Iowa's first HPS girder bridge, the East 12th Street Bridge over I-235 in Des Moines, Iowa. The objective of this project was to evaluate HPS as a viable option for use in Iowa bridges with a continuous structural health monitoring (SHM) system. The scope of the project included documenting the construction of the East 12th Street Bridge and concurrently developing a remote, continuous SHM system using fiber-optic sensing technology to evaluate the structural performance of the bridge. The SHM system included bridge evaluation parameters, similar to design parameters used by bridge engineers, for evaluating the structure. Through the successful completion of this project, a baseline of bridge performance was established that can be used for continued long-term monitoring of the structure. In general, the structural performance of the HPS bridge exceeded the design parameters and is performing well. Although some problems were encountered with the SHM system, the system functions well and recommendations for improving the system have been made.

Evolution and functional characterisation of the IR chemosensory receptors in the Drosophila larval gustatory system

Chemosensory receptor gene families encode divergent proteins capable of detecting a huge diversity of environmental stimuli that are constantly changing over evolutionary time as organisms adapt to distinct ecological niches. While olfaction is dedicated to the detection of volatile compounds, taste is key to assess food quality for nutritional value and presence of toxic substances. The sense of taste also provides initial signals to mediate endocrine regulation of appetite and food metabolism and plays a role in kin recognition. The fruit fly Drosophila melanogaster is a very good model for studying smell and taste because these senses are very important in insects and because a broad variety of genetic tools are available in Drosophila. Recently, a family of 66 chemosensory receptors, the Ionotropic Receptors (IRs) was described in fruit flies. IRs are distantly related to ionotropic glutamate receptors (iGluRs), but their evolutionary origin from these synaptic receptors is unclear. While 16 IRs are expressed in the olfactory system, nothing is known about the other members of this repertoire. In this thesis, I describe bioinformatic, expression and functional analyses of the IRs aimed at understanding how these receptors have evolved, and at characterising the role of the non-olfactory IRs. I show that these have emerged at the basis of the protostome lineage and probably have acquired their sensory function very early. Moreover, although several IRs are conserved across insects, there are rapid and dramatic changes in the size and divergence of IR repertoires across species. I then performed a comprehensive analysis of IR expression in the larva of Drosophila melanogaster, which is a good model to study taste and feeding mechanisms as it spends most of its time eating or foraging. I found that most of the divergent members of the IR repertoire are expressed in both peripheral and internal gustatory neurons, suggesting that these are involved in taste perception. Finally, through the establishment of a new neurophysiological assay in larvae, I identified for the first time subsets of IR neurons that preferentially detect sugars and amino acids, indicating that IRs might be involved in sensing these compounds. Together, my results indicate that IRs are an evolutionarily dynamic and functionally versatile family of receptors. In contrast to the olfactory IRs that are well-conserved, gustatory IRs are rapidly evolving species-specific receptors that are likely to be involved in detecting a wide variety of tastants. - La plupart des animaux possèdent de grandes familles de récepteurs chimiosensoriels dont la fonction est de détecter l'immense diversité de composés chimiques présents dans l'environnement. Ces récepteurs évoluent en même temps que les organismes s'adaptent à leur écosystème. Il existe deux manières de percevoir ces signaux chimiques : l'olfaction et le goût. Alors que le système olfactif perçoit les composés volatiles, le sens du goût permet d'évaluer, par contact, la qualité de la nourriture, de détecter des substances toxiques et de réguler l'appétit et le métabolisme. L'un des organismes modèles les plus pertinents pour étudier le sens du goût est le stade larvaire de la mouche du vinaigre Drosophila melanogaster. En effet, la principale fonction du stade larvaire est de trouver de la nourriture et de manger. De plus, il est possible d'utiliser tous les outils génétiques développés chez la drosophile. Récemment, une nouvelle famille de 66 récepteurs chimiosensoriels appelés Récepteurs Ionotropiques (IRs) a été découverte chez la drosophile. Bien que leur orogine soit peu claire, ces récepteurs sont similaires aux récepteurs ionotropiques glutamatergiques impliqués dans la transmission synaptique. 16 IRs sont exprimés dans le système olfactif de la mouche adulte, mais pour l'instant on ne connaît rien des autres membres de cette famille. Durant ma thèse, j'ai effectué des recherches sur l'évolution de ces récepteurs ainsi que sur l'expression et la fonction des IRs non olfactifs. Je démontre que les IRs sont apparus chez l'ancêtre commun des protostomiens et ont probablement acquis leur fonction sensorielle très rapidement. De plus, bien qu'un certain nombre d'IRs olfactifs soient conservés chez les insectes, d'importantes variations dans la taille et la divergence des répertoires d'IRs entre les espèces ont été constatées. J'ai également découvert qu'un grand nombre d'IRs non olfactifs sont exprimés dans différents organes gustatifs, ce qui leur confère probablement une fonction dans la perception des goûts. Finalement, pour la première fois, des neurones exprimant des IRs ont été identifiés pour leur fonction dans la perception de sucres et d'acides aminés chez la larve. Mes résultats présentent les IRs comme une famille très dynamique, aux fonctions très variées, qui joue un rôle tant dans l'odorat que dans le goût, et dont la fonction est restée importante tout au long de l'évolution. De plus, l'identification de neurones spécialisés dans la perception de certains composés permettra l'étude des circuits neuronaux impliqués dans le traitement de ces informations.

Loss of Prestress, Camber, and Deflection of Non-Composite and Composite Structures Using Different Weight Concretes, HR-137, 1970

General equations are presented for predicting loss of prestress and camber of both composite and non- composite prestressed concrete structures. Continuous time functins of all parameters needed to solve the equations are given, and sample results included. Computed prestress loss and camber are compared with experimental data for normal weight and lightweight concrete. Methods are also presented for predicting the effect of non-prestressed tension steel in reducing time-dependent loss of prestress and camber, and for the determination of short-time deflections of uncracked and cracked prestressed members. Comparisons with experimental results are indicated for these partially prestressed methods.

An Estimate of the Cost to Resurface Pavements and Bridges Damaged by Studded Tires, 1972

This report contains an estimate of the cost of highway resurfacing necessitated by damage from studded tires. The total is $95,620,000 for the twenty-five years from 1971 to 1996. This total includes $51,937,000 to resurface pavements and bridges on Interstate routes and $43,683,000 for other Primary highways. The estimate for Interstate routes includes those sections now open to traffic and those planned for completion by November 1974. The estimate for other Primary routes includes rural and municipal sections open to traffic as of November 1970. The estimate was prepared by computing the cost of expected pavement and bridge resurfacing costs for the twenty-five year period assuming continued use of studded tires, then subtracting from this the expected resurfacing ) cost for the same period assuming that the use of' studded tires is prohibited. The total figure, $95,620,000, should be regarded as a conservative estimate of the cost which may be avoided by prohibiting the use of studded tires in Iowa. The conservative nature of the estimate may be demonstrated by the following examples of the guidelines used iri its preparation. 1. Only mainline pavements were included in the cost estimate for the Interstate routes. The connecting loops, exit ramps and entrance ramps at Interstate interchanges contain many additional miles of pavement subject to wear by studded tires. This pavement was omitted from the estimate because reliable ' information about the rate of pavement wear at such locations is not available. As a result, the Interstate resurfacing costs are underestimated. 2. Several other costs were also omitted from the estimate because of a lack of sufficient information. These include the cost of repairing damage caused by studded tires to city streets other than those designated as Primary routes, the damage to pavements and bridges on the more-heavily travelled Secondary roads, and the damage to pavement traffic markings on all highway systems. Experience indicates that portland cement concrete pavements in Iowa have a normal service life of twenty-five years before resurfacing becomes necessary. The service life for asphalt pavements is thirteen years. In making this cost estimate, the need for resurfacing was attributed to wear from studded tires only when the normal service life of the pavement was shortened by that wear. Consequently, this cost estimate does not account for the reduced safety and convenience to Iowa motorists during the time when pavement wear caused by studded tires is significant but less than the critical amount.

Molecular and social regulation of worker division of labour in fire ants.

Reproductive and worker division of labour (DOL) is a hallmark of social insect societies. Despite a long-standing interest in worker DOL, the molecular mechanisms regulating this process have only been investigated in detail in honey bees, and little is known about the regulatory mechanisms operating in other social insects. In the fire ant Solenopsis invicta, one of the most studied ant species, workers are permanently sterile and the tasks performed are modulated by the worker's internal state (age and size) and the outside environment (social environment), which potentially includes the effect of the queen presence through chemical communication via pheromones. However, the molecular mechanisms underpinning these processes are unknown. Using a whole-genome microarray platform, we characterized the molecular basis for worker DOL and we explored how a drastic change in the social environment (i.e. the sudden loss of the queen) affects global gene expression patterns of worker ants. We identified numerous genes differentially expressed between foraging and nonforaging workers in queenright colonies. With a few exceptions, these genes appear to be distinct from those involved in DOL in bees and wasps. Interestingly, after the queen was removed, foraging workers were no longer distinct from nonforaging workers at the transcriptomic level. Furthermore, few expression differences were detected between queenright and queenless workers when we did not consider the task performed. Thus, the social condition of the colony (queenless vs. queenright) appears to impact the molecular pathways underlying worker task performance, providing strong evidence for social regulation of DOL in S. invicta.

Constructability in the Bridge Design Process, Progress Report, HR-320, 1990

Information concerning standard design practices and details for the Iowa Department of Transportation (IDOT) was provided to the research team. This was reviewed in detail so that the researchers would be familiar with the terminology and standard construction details. A comprehensive literature review was completed to gather information concerning constructability concepts applicable to bridges. It was determined that most of the literature deals with constructability as a general topic with only a limited amount of literature with specific concepts for bridge design and construction. Literature was also examined concerning the development of appropriate microcomputer databases. These activities represent completion of Task 1 as identified in the study.

Field Testing of Integral Abutments, Interim Report, HR-399, 1998

Integral abutment bridges are constructed without an expansion joint in the superstructure of the bridge; therefore, the bridge girders, deck, abutment diaphragms, and abutments are monolithically constructed. The abutment piles in an integral abutment bridge are vertically orientated, and they are embedded into the pile cap. When this type of a bridge experiences thermal expansion or contraction, horizontal displacements are induced at the top of the abutment piles. The flexibility of the abutment piles eliminates the need to provide an expansion joint at the inside face to the abutments: Integral abutment bridge construction has been used in Iowa and other states for many years. This research is evaluating the performance of integral abutment bridges by investigating thermally induced displacements, strains, and temperatures in two Iowa bridges. Each bridge has a skewed alignment, contains five prestressed concrete girders that support a 30-ft wide roadway for three spans, and involves a water crossing. The bridges will be monitored for about two years. For each bridge, an instrumentation package includes measurement devices and hardware and software support systems. The measurement devices are displacement transducers, strain gages, and thermocouples. The hardware and software systems include a data-logger; multiplexers; directline telephone service and computer terminal modem; direct-line electrical power; lap-top computer; and an assortment of computer programs for monitoring, transmitting, and management of the data. Instrumentation has been installed on a bridge located in Guthrie County, and similar instrumentation is currently being installed on a bridge located in Story County. Preliminary test results for the bridge located in Guthrie County have revealed that temperature changes of the bridge deck and girders induce both longitudinal and transverse displacements of the abutments and significant flexural strains in the abutment piles. For an average temperature range of 73° F for the superstructure concrete in the bridge located in Guthrie County, the change in the bridge length was about 1 118 in. and the maximum, strong-axis, flexural-strain range for one of the abutment piles was about 400 micro-strains, which corresponds to a stress range of about 11,600 psi.