Study of Type 'A' Asphaltic Concrete Surface Mix Design, R-232, 1968

In some asphaltic concrete mixes asphalt absorption in field mixes is difficult to predict by the routine mix design tests presently being used. Latent or slow absorption in hot mixes is hard to compensate for in field control due to aggregate gradations being near maximum density. If critical asphalt need could be changed by increasing voids in the mineral aggregate so that more freedom could be exercised in compensating for the absorption, this may aid in design. The voids in the mineral aggregate can be related to composite gradation of total aggregate in a mixture, i.e. if a composite gradation of aggregate is finer than that of maximum density curve, the V.M.A. will be greater than that of a mix of maximum density. The typical gradation of Iowa Type 'A' mixes is finer than a gradation which is near the centerline of the specification at sieves larger than the No. 30 and coarser at the lower sieve sizes. The mixes of the typical gradation will have higher V.M.A. than those of the near centerline mixes. By studying properties of the mixes of the typical gradation and comparing them with those of the mixes of maximum density, it may aid in the modification and simplification of our present testing methods and specification requirements while still maintaining control of quality of the mix by controlling voids, stability, gradation and asphalt content.

Field/Laboratory Testing of Damaged Prestressed Concrete Girder Bridges, HR-397, 1999

Due to frequent accidental damage to prestressed concrete (P/C) bridges caused by impact from overheight vehicles, a project was initiated to evaluate the strength and load distribution characteristics of damaged P/C bridges. A comprehensive literature review was conducted. It was concluded that only a few references pertain to the assessment and repair of damaged P/C beams. No reference was found that involves testing of a damaged bridge(s) as well as the damaged beams following their removal. Structural testing of two bridges was conducted in the field. The first bridge tested, damaged by accidental impact, was the westbound (WB) I-680 bridge in Beebeetown, Iowa. This bridge had significant damage to the first and second beams consisting of extensive loss of section and the exposure of numerous strands. The second bridge, the adjacent eastbound (EB) structure, was used as a baseline of the behavior of an undamaged bridge. Load testing concluded that a redistribution of load away from the damaged beams of the WB bridge was occurring. Subsequent to these tests, the damaged beams in the WB bridge were replaced and the bridge retested. The repaired WB bridge behaved, for the most part, like the undamaged EB bridge indicating that the beam replacement restored the original live load distribution patterns. A large-scale bridge model constructed for a previous project was tested to study the changes in behavior due to incrementally applied damage consisting initially of only concrete removal and then concrete removal and strand damage. A total of 180 tests were conducted with the general conclusion that for exterior beam damage, the bridge load distribution characteristics were relatively unchanged until significant portions of the bottom flange were removed along with several strands. A large amount of the total applied moment to the exterior beam was redistributed to the interior beam of the model. Four isolated P/C beams were tested, two removed from the Beebeetown bridge and two from the aforementioned bridge model. For the Beebeetown beams, the first beam, Beam 1W, was tested in an "as removed" condition to obtain the baseline characteristics of a damaged beam. The second beam, Beam 2W, was retrofit with carbon fiber reinforced polymer (CFRP) longitudinal plates and transverse stirrups to strengthen the section. The strengthened Beam was 12% stronger than Beam 1W. Beams 1 and 2 from the bridge model were also tested. Beam 1 was not damaged and served as the baseline behavior of a "new" beam while Beam 2 was damaged and repaired again using CFRP plates. Prior to debonding of the plates from the beam, the behavior of both Beams 1 and 2 was similar. The retrofit beam attained a capacity greater than a theoretically undamaged beam prior to plate debonding. Analytical models were created for the undamaged and damaged center spans of the WB bridge; stiffened plate and refined grillage models were used. Both models were accurate at predicting the deflections in the tested bridge and should be similarly accurate in modeling other P/C bridges. The moment fractions per beam were computed using both models for the undamaged and damaged bridges. The damaged model indicates a significant decrease in moment in the damaged beams and a redistribution of load to the adjacent curb and rail as well as to the undamaged beam lines.

Iowa Historic Property Study of the Zeman Barn, 2009

The Zeman Barn (86-00028) is an early twentieth-century example of a gothic roofed barn and is part of the Zeman Farmstead located along U.S. Highway 30 in Otter Creek Township (Township 38N, Range 14W), Tama County, Iowa (Figures 1 and 2). The farmstead was initially evaluated in a reconnaissance architectural survey conducted in 1998 by The Louis Berger Group, Inc (Berger). An intensive architectural survey of the property by Berger’s Principal Architectural Historian, Martha H. Bowers, evaluated the farmstead as not being eligible for listing in the National Register of Historic Places (National Register) but noted that the barn appears to be eligible for listing in the National Register under Criterion C (Bowers 1998). At the request of the Iowa Department of Transportation, Berger completed the recordation project to provide a documentary record of the Zeman Barn in accordance with the guidelines set forth by the Iowa State Historic Preservation Office regarding historic property studies for barns. Background research for this project was conducted in September 2008 and April 2009. The property was inspected and photographed in May 2008. Information on the property was gathered through background research, interviews with Zeman family members, field investigation, and photo documentation. Historical maps of the project area were used to collect data necessary for developing regional and local historic contexts. The research for this report was conducted at the Tama County Courthouse and the Tama County Historical Museum Genealogical Library, both in Toledo. Much of the background research for the project was conducted by Camilla Deiber and Michael Dulle. Ms. Deiber also prepared the photographic documentation, plan drawings, and the graphics used in this report. Mr. Roger L. Ciuffo conducted interviews with Zeman family members and wrote this report.

Genetic diversity and virulence pattern in field populations of Pyricularia grisea from rice cultivar Metica-1

Rice blast is a major yield constraint of the irrigated rice in the State of Tocantins, Brazil. The objective of this investigation was to study the phenotypic and genetic diversity within the pathogen population of Pyricularia grisea in samples collected from four individual farms of rice cultivar Metica-1, under epidemic conditions of leaf blast. A set of 87 isolates was tested on 32 rice genotypes including eight international differentials. Considering 80% similarity in virulence, two groups comprising a total of 81 isolates were recognized, independently of the farms from which they were collected. Eighty percent of the isolates pertained to pathotype ID-14, indicating high cultivar specificity and narrow diversity of virulence in the sample population. The virulence in pathogen population on rice cultivars BR-IRGA 409 and Rio Formoso was low. Analysis of P. grisea isolates using rep-PCR with two primer sequences from Pot2 generated fingerprint profiles of one to nine bands. Cluster analysis revealed the occurrence of six fingerprint groups with similarities ranging from 0.09 to 1. There was no straight relationship between virulence of the isolates based on reaction pattern on 32 genotypes and grouping based on Pot2 rep-PCR analysis of P. grisea isolates collected from 'Metica-1'.

Corporate responsibility in the postnational constellation : a multiple-case study

In my thesis I present the findings of a multiple-case study on the CSR approach of three multinational companies, applying Basu and Palazzo's (2008) CSR-character as a process model of sensemaking, Suchman's (1995) framework on legitimation strategies, and Habermas (1996) concept of deliberative democracy. The theoretical framework is based on the assumption of a postnational constellation (Habermas, 2001) which sends multinational companies onto a process of sensemaking (Weick, 1995) with regards to their responsibilities in a globalizing world. The major reason is that mainstream CSR-concepts are based on the assumption of a liberal market economy embedded in a nation state that do not fit the changing conditions for legitimation of corporate behavior in a globalizing world. For the purpose of this study, I primarily looked at two research questions: (i) How can the CSR approach of a multinational corporation be systematized empirically? (ii) What is the impact of the changing conditions in the postnational constellation on the CSR approach of the studied multinational corporations? For the analysis, I adopted a holistic approach (Patton, 1980), combining elements of a deductive and inductive theory building methodology (Eisenhardt, 1989b; Eisenhardt & Graebner, 2007; Glaser & Strauss, 1967; Van de Ven, 1992) and rigorous qualitative data analysis. Primary data was collected through 90 semi-structured interviews in two rounds with executives and managers in three multinational companies and their respective stakeholders. Raw data originating from interview tapes, field notes, and contact sheets was processed, stored, and managed using the software program QSR NVIVO 7. In the analysis, I applied qualitative methods to strengthen the interpretative part as well as quantitative methods to identify dominating dimensions and patterns. I found three different coping behaviors that provide insights into the corporate mindset. The results suggest that multinational corporations increasingly turn towards relational approaches of CSR to achieve moral legitimacy in formalized dialogical exchanges with their stakeholders since legitimacy can no longer be derived only from a national framework. I also looked at the degree to which they have reacted to the postnational constellation by the assumption of former state duties and the underlying reasoning. The findings indicate that CSR approaches become increasingly comprehensive through integrating political strategies that reflect the growing (self-) perception of multinational companies as political actors. Based on the results, I developed a model which relates the different dimensions of corporate responsibility to the discussion on deliberative democracy, global governance and social innovation to provide guidance for multinational companies in a postnational world. With my thesis, I contribute to management research by (i) delivering a comprehensive critique of the mainstream CSR-literature and (ii) filling the gap of thorough qualitative research on CSR in a globalizing world using the CSR-character as an empirical device, and (iii) to organizational studies by further advancing a deliberative view of the firm proposed by Scherer and Palazzo (2008).

Preserving the health of ambulance personnel : some preliminary results from a study of pre-hospital emergency interventions

Little is known about the health of ambulance personnel, especially in Switzerland. This lack of knowledge is particularly striking in the specific field of occupational health. This study aims to identify and better understand protective and risk factors affecting the health of ambulance personnel. Both mental and physical health are considered. The approach used comprised two steps. The first step began in July 2008 and consisted in a qualitative study of real work activities performed by ambulance crews involved in pre-hospital emergency interventions. Researchers shadowed ambulance personnel for the duration of their entire work shift, in average for one week. The paper-pen technique was used to note dialogues, interactions, postural aspects, etc. When the situation allowed it, interventions were filmed. Some selected video sequences were used as a support for selfconfrontation interviews. Observations were performed by three researchers and took place in eleven services, for a total of 416 hours of observations (including 72 interventions + waiting time). Analysis, conducted by a multidisciplinary team (an ergonomist, an occupational therapist and a health psychologist), focused on individual and collective strategies used by ambulance personnel to protect their health. The second step, which is currently ongoing, aims to assess global health of ambulance personnel. A questionnaire is used to gather information about musculoskeletal complaints (Nordic questionnaire), mental health (GHQ-12), stress (Effort-Reward imbalance questionnaire), strategies implemented to cope with stress (Brief COPE), and working conditions. Specific items on strategies were developed based on observational data. It will be sent to all ambulance personnel employed in the French-speaking part of Switzerland. Preliminary analyses show different types of strategies used by ambulance personnel to preserve their health. These strategies involve postural aspects (e.g. use doorframe as a support to ease delicate manipulations), work environment adaptations (e.g. move furniture to avoid awkward postures), coping strategies (e.g. humor), as well as organisational (e.g. formal and informal debriefing) and collective (e.g. cooperation) mechanisms. In-depth analysis is still ongoing. However, patient safety and comfort, work environment and available resources appear to influence the choice of strategies ambulance personnel use. As far as possible, the strategies identified will be transformed into educational materials for professional ambulance personnel.

Heritability of blood pressure in the swiss population: the family-based skipogh study

Objective: Blood pressure is known to aggregate in families. Yet, heritability estimates are population-specific and no Swiss data have been published so far. Moreover, little is known on the heritability of the white-coat effect. We investigated the heritability of various blood pressure (BP) traits in a Swiss population-based sample. Methods: SKIPOGH (Swiss Kidney Project on Genes in Hypertension) is a family-based multi-centre (Lausanne, Bern, Geneva) cross-sectional study that examines the role of genes in determining BP levels. Office and 24-hour ambulatory BP were measured using validated devices (A&D UM-101 and Diasys Integra). We estimated the heritability of systolic BP (SBP), diastolic BP (DBP), heart rate (HR), pulse pressure (PP), proportional white-coat effect (i.e. [office BP-mean ambulatory daytime BP]/mean ambulatory daytime BP), and nocturnal BP dipping (difference between mean ambulatory daytime and night-time BP) using a maximum likelihood method implemented in the SAGE software. Analyses were adjusted for age, sex, body mass index (BMI), and study centre. Analyses involving PP were additionally adjusted for DBP. Results: The 517 men and 579 women included in this analysis had a mean (}SD) age of 46.8 (17.8) and 47.8 (17.1) years and a mean BMI of 26.0 (4.2) and 24.2 (4.6) kg/m2, respectively. Heritability estimates (}SE) for office SBP, DBP, HR, and PP were 0.20}0.07, 0.20}0.07, 0.39}0.08, and 0.16}0.07 (all P<0.01). Heritability estimates for 24-hour ambulatory SBP, DBP, HR, and PP were, respectively, 0.39}0.07, 0.30}.08, 0.19}0.09, and 0.25}0.08 (all P<0.05). The heritability of the white-coat effect was 0.29}0.07 for SBP and 0.31}0.07 for DBP (both P<0.001). The heritability of nocturnal BP dipping was 0.15}0.08 for SBP and 0.22}0.07 for DBP (both P<0.05). Conclusions: We found that the white-coat effect is significantly heritable. Our findings show that BP traits are moderately heritable in a multi-centric study in Switzerland, in line with previous population-based studies, justifying the ongoing search for genetic determinants in this field.

Highway Work Zone Capacity Estimation Using Field Data from Kansas, TPF-5(081), 2015

Although extensive research has been conducted on urban freeway capacity estimation methods, minimal research has been carried out for rural highway sections, especially sections within work zones. This study attempted to fill that void for rural highways in Kansas, by estimating capacity of rural highway work zones in Kansas. Six work zone locations were selected for data collection and further analysis. An average of six days’ worth of field data was collected, from mid-October 2013 to late November 2013, at each of these work zone sites. Two capacity estimation methods were utilized, including the Maximum Observed 15-minute Flow Rate Method and the Platooning Method divided into 15-minute intervals. The Maximum Observed 15-minute Flow Rate Method provided an average capacity of 1469 passenger cars per hour per lane (pcphpl) with a standard deviation of 141 pcphpl, while the Platooning Method provided a maximum average capacity of 1195 pcphpl and a standard deviation of 28 pcphpl. Based on observed data and analysis carried out in this study, the suggested maximum capacity can be considered as 1500 pcphpl when designing work zones for rural highways in Kansas. This proposed standard value of rural highway work zone capacity could be utilized by engineers and planners so that they can effectively mitigate congestion at or near work zones that would have otherwise occurred due to construction/maintenance.

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.

Deterioration of Iowa Highway Concrete Pavements: A Petrographic Study, HR-1065, 1999

Major highway concrete pavements in Iowa have exhibited premature deterioration attributed to effects of ettringite formation, alkali-silica expansive reactions, and to frost attack, or some combination of them. These pavements were constructed in the mid- 1980s as non-reinforced, dual-lane, roads ranging in thickness between 200 mm and 300 mm, with skewed joints reinforced with dowels. Deterioration was initially recognized with a darkening of joint regions, which occurred for some pavements as soon as four years after construction. Pavement condition ranges from severe damage to none, and there appeared to be no unequivocal materials or processing variables correlated with failure. Based upon visual examinations, petrographic evaluation, and application of materials models, the deterioration of concrete highway pavements in Iowa appear related to a freeze-thaw failure of the coarse aggregate and the mortar. Crack patterns sub-parallel to the concrete surface transecting the mortar fraction and the coarse aggregate are indicative of freeze-thaw damage of both the mortar and aggregate. The entrained air void system was marginal to substandard, and filling of some of the finer-sized voids by ettringite appears to have further degraded the air void system. The formation of secondary ettringite within the entrained air voids probably reflects a relatively high degree of concrete saturation causing the smaller voids to be filled with pore solution when the concrete freezes. Alkali-silica reaction (ASR) affects some quartz and shale in the fine aggregate, but is not considered to be a significant cause of the deterioration. Delayed ettringite formation was not deemed likely as no evidence of a uniform paste expansion was observed. The lack of field-observed expansion is also evidence against the ASR and DEF modes of deterioration. The utilization of fly ash does not appear to have affected the deterioration as all pavements with or without fly ash exhibiting substantial damage also exhibit significant filling of the entrained air void system, and specimens containing fly ash from sound pavements do not have significant filling. The influence of the mixture design, mixing, and placing must be evaluated with respect to development of an adequate entrained air void system, concrete homogeneity, longterm drying shrinkage, and microcracking. A high-sand mix may have contributed to the difficult mixture characteristics noted upon placement and exacerbate concrete heterogeneity problems, difficulty in developing an adequate entrained air void system, poor consolidation potential, and increased drying shrinkage and cracking. Finally, the availability of moisture must also be considered, as the secondary precipitation of ettringite in entrained air voids indicates they were at least partially filled with pore solution at times. Water availability at the base of the slabs, in joints, and cracks may have provided a means for absorbing water to a point of critical saturation.

Demonstration and Field Evaluation of Alternative Portland Cement Concrete Pavement Reinforcement Materials, HR-1069, 2003

Transverse joints are placed in portland cement concrete pavements to control the development of random cracking due to stresses induced by moisture and thermal gradients and restrained slab movement. These joints are strengthened through the use of load transfer devices, typically dowel bars, designed to transfer load across the joint from one pavement slab to the next. Epoxy coated steel bars are the materials of choice at the present time, but have experienced some difficulties with resistance to corrosion from deicing salts. The research project investigated the use of alternative materials, dowel size and spacing to determine the benefits and limitations of each material. In this project two types of fiber composite materials, stainless steel solid dowels and epoxy coated dowels were tested for five years in side by side installation in a portion of U.S. 65 near Des Moines, Iowa, between 1997 and 2002. The work was directed at analyzing the load transfer characteristics of 8-in. vs. 12-in. spacing of the dowels and the alternative dowel materials, fiber composite (1.5- and 1.88-in. diameter) and stainless steel (1.5-in. diameter), compared to typical 1.5-in. diameter epoxy-coated steel dowels placed on 12-in. spacing. Data were collected biannually within each series of joints and variables in terms of load transfer in each lane (outer wheel path), visual distress, joint openings, and faulting in each wheel path. After five years of performance the following observations were made from the data collected. Each of the dowel materials is performing equally in terms of load transfer, joint movement and faulting. Stainless steel dowels are providing load transfer performance equal to or greater than epoxy-coated steel dowels at the end of five years. Fiber reinforced polymer (FRP) dowels of the sizes and materials tested should be spaced no greater than 8 in. apart to achieve comparable performance to epoxy coated dowels. No evidence of deterioration due to road salts was identified on any of the products tested. The relatively high cost of stainless steel solid and FRP dowels was a limitation at the time of this study conclusion. Work is continuing with the subject materials in laboratory studies to determine the proper shape, spacing, chemical composition and testing specification to make the FRP and stainless (clad or solid) dowels a viable alternative joint load transfer material for long lasting portland cement concrete pavements.

Field Evaluation of Electro-Reflective Measuring Apparatus (ERMA), MLR-81-01, 1981

The Electro-Reflective Measuring Apparatus (ERMA) was developed by the Minnesota Department of Highways in 1974 to measure the retro-reflective characteristics of pavement marking materials. Minnesota researchers recommended that due to the increased cost of pavement marking materials and reduced availability of these materials, ERMA can and should be used as a maintenance management tool to determine when painting is necessary rather than according to a fixed time schedule. The Iowa DOT Office of Materials built an ERMA device patterned after Minnesota's design in 1976. Subsequent efforts to calibrate and correlate this ERMA device to District Paint Foremen ratings proved unsuccessful, and ERMA modification or abandonment was recommended in 1979. Lyman Moothart, Materials Lab. Tech. 4, modified the ERMA device in 1980 and correlation attempts to District Paint Foremen ratings conducted in November 1980 have been moderately successful. A Paint/No Paint ERMA value has been established which will identify about 90% of the painting needs but will also include about 40% of the marking lines not needing repainting. The Office of Maintenance should establish a trial ERMA program to study the accuracy and potential cost savings of using ERMA to identify pavement marking needs.

Field Testing of Railroad Flatcar Bridges Volume I: Single Spans, TR-498, 2007

Based on the conclusions of IHRB Project TR-444, Demonstration Project Using Railroad Flat Car Bridges for Low Volume Road Bridges, additional research on the use of RRFC bridges was undertaken. This portion of the project investigated the following: (1) Different design and rating procedures; (2) Additional single span configurations plus multiple span configurations; (3) Different mechanisms for connecting adjacent RRFCs and the resulting lateral load distribution factors; (4) Sheet pile abutments; and (5) Behavior RRFCs that had been strengthened so that they could be used on existing abutments. A total of eight RRFC bridges were tested (five single span bridges, two two-span bridges, and one three-span bridge). Based on the results of this study a simplified design and rating procedure has been developed for the economical replacement bridge alternative. In Volume 1, this volume, the results from the testing of four single span RRFC bridges are presented, while in Volume 2 the results from the testing of the strengthened single span bridge plus the three multiple span bridges are presented.

Field Testing of Railroad Flatcar Bridges Volume II: Multiple Spans, TR-498, 2007

Based on the conclusions of IHRB Project TR-444, Demonstration Project Using Railroad Flat Car Bridges for Low Volume Road Bridges, additional research on the use of RRFC bridges was undertaken. This portion of the project investigated the following: (1) Different design and rating procedures; (2) Additional single span configurations plus multiple span configurations; (3) Different mechanisms for connecting adjacent RRFCs and the resulting lateral load distribution factors; (4) Sheet pile abutments; and (5) Behavior RRFCs that had been strengthened so that they could be used on existing abutments. A total of eight RRFC bridges were tested (five single span bridges, two two-span bridges, and one three-span bridge). Based on the results of this study a simplified design and rating procedure has been developed for the economical replacement bridge alternative. In Volume 1, the results from the testing of four single span RRFC bridges are presented, while in Volume 2,this volume, the results from the testing of the strengthened single span bridge plus the three multiple span bridges are presented.

Case Study of Seasonal Variation in the Subgrade and Subbase Layers of Highway US 20, TR-516, 2008

Seasonal variations in ground temperature and moisture content influence the load carrying capacity of pavement subgrade layers. To improve pavement performance, pavement design guidelines require knowledge of environmental factors and subgrade stiffness relationships. As part of this study, in-ground instrumentation was installed in the pavement foundation layers of a newly constructed section along US Highway 20 near Fort Dodge, Iowa, to monitor the seasonal variations in temperature, frost depth, groundwater levels, and moisture regime. Dynamic cone penetrometer (DCP), nuclear gauge, and Clegg hammer tests were performed at 64 test points in a 6-ft x 6-ft grid pattern to characterize the subgrade stiffness properties (i.e., resilient modulus) prior to paving. The purpose of this paper is to present the field instrumentation results and the observed changes in soil properties due to seasonal environmental effects.