Investigation of the Impact of Dual-Lane Axle Spacing on Lateral Load Distribution, 2016

The spacing of adjacent wheel lines of dual-lane loads induces different lateral live load distributions on bridges, which cannot be determined using the current American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) or Load Factor Design (LFD) equations for vehicles with standard axle configurations. Current Iowa law requires dual-lane loads to meet a five-foot requirement, the adequacy of which needs to be verified. To improve the state policy and AASHTO code specifications, it is necessary to understand the actual effects of wheel-line spacing on lateral load distribution. The main objective of this research was to investigate the impact of the wheel-line spacing of dual-lane loads on the lateral load distribution on bridges. To achieve this objective, a numerical evaluation using two-dimensional linear elastic finite element (FE) models was performed. For simulation purposes, 20 prestressed-concrete bridges, 20 steel bridges, and 20 slab bridges were randomly sampled from the Iowa bridge database. Based on the FE results, the load distribution factors (LDFs) of the concrete and steel bridges and the equivalent lengths of the slab bridges were derived. To investigate the variations of LDFs, a total of 22 types of single-axle four-wheel-line dual-lane loads were taken into account with configurations consisting of combinations of various interior and exterior wheel-line spacing. The corresponding moment and shear LDFs and equivalent widths were also derived using the AASHTO equations and the adequacy of the Iowa DOT five-foot requirement was evaluated. Finally, the axle weight limits per lane for different dual-lane load types were further calculated and recommended to complement the current Iowa Department of Transportation (DOT) policy and AASHTO code specifications.

Investigation of the Effect of Speed on the Dynamic Impact Factor for Bridges with Different Entrance Conditions, 2016

The dynamic interaction of vehicles and bridges results in live loads being induced into bridges that are greater than the vehicle’s static weight. To limit this dynamic effect, the Iowa Department of Transportation (DOT) currently requires that permitted trucks slow to five miles per hour and span the roadway centerline when crossing bridges. However, this practice has other negative consequences such as the potential for crashes, impracticality for bridges with high traffic volumes, and higher fuel consumption. The main objective of this work was to provide information and guidance on the allowable speeds for permitted vehicles and loads on bridges .A field test program was implemented on five bridges (i.e., two steel girder bridges, two pre-stressed concrete girder bridges, and one concrete slab bridge) to investigate the dynamic response of bridges due to vehicle loadings. The important factors taken into account during the field tests included vehicle speed, entrance conditions, vehicle characteristics (i.e., empty dump truck, full dump truck, and semi-truck), and bridge geometric characteristics (i.e., long span and short span). Three entrance conditions were used: As-is and also Level 1 and Level 2, which simulated rough entrance conditions with a fabricated ramp placed 10 feet from the joint between the bridge end and approach slab and directly next to the joint, respectively. The researchers analyzed and utilized the field data to derive the dynamic impact factors (DIFs) for all gauges installed on each bridge under the different loading scenarios.

Distribution of Wheel Loads on Highway Bridges, 1968

The purpose of the research was to develop a more realistic design criteria for distribution of wheel loads on highway bridges. A comprehensive study was made of the· static load distribution in a broad range of short and medium span bridge types used by today's designers.

Clinton Multimodal (U. S. 30 Mississippi River Bridge) Study, 2003

The purpose of this memorandum is to document the benefit-cost analysis of the river crossing concept alternatives described in the "Concept Alternatives Technical Memo." Benefit-cost studies are designed to measure, in dollars, the potential positive or negative impacts of large-scale construction projects. The concept alternatives analyzed include improvements to the Union Pacific Railroad (UPRR) River Crossing and the U.S. Highway 30 (U.S. 30) River Crossing.

Residual Stresses and Fatigue Behavior of Welded Structural Members, HR-94, 1967

A research project entitled "Residual Stresses and Fatigue Behavior of Welded Structural Members" was conducted at the Structural Research Laboratory of the Engineering Research Institute at Iowa State University under the sponsorship of the Iowa State Highway Commission. The objective of the project was to study experimentally the fatigue behavior of flange plates in welded beam sections as influenced by different residual stress distributions which are caused by different sizes of welds.

State-of-the-Art Methods for Design of Integral Bridge Abutments, HR-227, 1981

The routine use of integral abutments to tie bridge superstructures to foundation piling began in this country about 30 years ago. Kansas, Missouri, Ohio, North Dakota, and Tennessee were some of the early users. This method of construction has steadily grown more popular. Today more than half of the state highway agencies have developed design criteria for bridges without expansion joint devices.

Polymer Concrete Overlay Evaluation, 2016

The objectives of this work were to document the state-of-the-practice with respect to polymer concrete overlays, document the placement of two overlays in Iowa, monitor the field performance of the overlays over a two-year period, and relate their performance to material usage and/or workmanship. The two bridges - a Johnson County, Iowa bridge over I-80 on 12th Avenue in Coralville, and the Keg Creek Bridge on Hwy 6 in western Iowa, 10 miles east of Council Bluffs - were overlaid during the summer/fall of 2013. The process by which each bridge was overlaid was similar in many ways, although a few slight differences existed. Over time, each overlay has generally performed quite well with only a few areas of exception. It is believed that these localized areas likely underperformed due to poor deck preparation, improper polymer mixing, snowplow impact, or a combination thereof.

Hydraulics of box culverts, 1959

The following pages take the form of a refresher (or even beginning) course in culvert hydraulics, the experimental data being used to illustrate and substantiate the discussion rather than forming the principal exhibit as in the customary report. Even before speaking of culverts themselves, the writers have hence inserted basic material on the various flow phenomena involved in culvert operation, so that the subsequent treatment will not presume more than the reader already has in mind.

Crossroads 2000 Proceedings, 1998

Crossroads 2000 was the second biennial transportation research conference cosponsored by the Center for Transportation Research and Education (CTRE) at Iowa State University and the Iowa Department of Transportation. This proceedings is the set of papers presented at the conference. Twenty-five categories of papers were presented in five concurrent sessions. Reflecting the increasingly critical role of intelligent transportation systems (ITS) in maintaining and enhancing transportation safety and efficiency, one category in each concurrent session addressed an area of ITS. However, papers were included from all areas of interest, ranging from transportation infrastructure design to transportation policy. The proceedings contains 58 papers.

Evaluation of Bond Retainage in Portland Cement Concrete Overlays by Infrared Thermography and Ground Penetrating Radar, HR-537, 1988

The purpose of this project was to evaluate the location and quantities of debonding in selected portland cement concrete (PCC) overlays. The project entailed an infrared thermographic survey and a ground penetrating radar survey of the PCC overlays to locate areas of debonding between the overlays and the original pavement. An infrared scanner is capable of locating these areas because of the temperature differential which is established between bonded and debonded areas under certain environmental conditions. A conventional video inspection of the top surface of the pavement was also completed in conjunction with the infrared thermographic survey to record the visual condition of the pavement surface. The ground penetrating radar system is capable of locating areas of debonding by detecting return wave forms generated by changes in the dielectric properties at the PCC overlay original pavement interface. This report consists of two parts; a text and a set of plan sheets. The text summarizes the procedures, analyses and conclusions of the investigation. The plan sheets locate specific areas of debonding, as identified through field observations.

Time-Dependent Deformation of Non-Composite and Composite Sand-Lightweight Prestressed Concrete Structures, Phase 1, HR-137, 1969

Presented in this report is an investigation of the use of "sand-lightweight" concrete in prestressed concrete structures. The sand-lightweight concrete consists of 100% sand substitution for fines, along with Idealite coarse and medium lightweight aggregate and Type I Portland Cement.

Evolution of Design Practice at the Iowa State Highway Commission for the Determination of Peak Discharges at Bridges and Culverts, 1971

This paper carries the rather weighty title of "Evolution of Design Practice at the Iowa State Highway Commission for the Determination of Peak Discharges at .Bridges and Culverts." Hopefully, this evolving process will lead to a more precise definition of a peak rate of runoff for a selected recurrence interval at a particular site. In this paper the author will relate where the Highway Commission has been, is now, and will be going in this art of hydrology. He will then offer some examples at a few sites in Iowa to illustrate the use of the various methods. Finally, he will look ahead to some of the pitfalls still lying in wait for us.

The Keokuk & Hamilton Bridge : Keokuk, Iowa - Hamilton, Illinois, 1982

The Keokuk & Hamilton Bridge is one of three remaining in Iowa that were designed by Ralph Modjeski, one of this country's premier early 20th century bridge engineers. The eleven-span, double-deck steel superstructure was built in 1915-1916 on piers retained from an earlier (1869-1871) structure, to meet greater loading requirements from railroads that operated across the Mississippi at this point.

Upgrading Bridge Rails on Low-Volume Roads in Iowa, TR-679, 2016

Building on previous research, the goal of this project was to identify significant influencing factors for the Iowa Department of Transportation (DOT) to consider in future updates of its Instructional Memorandum (I.M.) 3.213, which provides guidelines for determining the need for traffic barriers (guardrail and bridge rail) at secondary roadway bridges—specifically, factors that might be significant for the bridge rail rating system component of I.M. 3.213. A literature review was conducted of policies and guidelines in other states and, specifically, of studies related to traffic barrier safety countermeasures at bridges in several states. In addition, a safety impact study was conducted to evaluate possible non-driver-related behavior characteristics of crashes on secondary road structures in Iowa using road data, structure data, and crash data from 2004 to 2013. Statistical models (negative binomial regression) were used to determine which factors were significant in terms of crash volume and crash severity. The study found that crashes are somewhat more frequent on or at bridges possessing certain characteristics—traffic volume greater than 400 vehicles per day (vpd) (paved) or greater than 50 vpd (unpaved), bridge length greater than 150 ft (paved) or greater than 35 ft (unpaved), bridge width narrower than its approach (paved) or narrower than 20 ft (unpaved), and bridges older than 25 years (both paved and unpaved). No specific roadway or bridge characteristic was found to contribute to more serious crashes. The study also confirmed previous research findings that crashes with bridges on secondary roads are rare, low-severity events. Although the findings of the study support the need for appropriate use of bridge rails, it concludes that prescriptive guidelines for bridge rail use on secondary roads may not be necessary, given the limited crash expectancy and lack of differences in crash expectancy among the various combinations of explanatory characteristics.

Growth and yield of red raspberries cultivated under open field condition vs. high tunnel or rain shelter in the northern canadian climate

La culture sous abris avec des infrastructures de type grands tunnels est une nouvelle technologie permettant d’améliorer la production de framboises rouges sous des climats nordiques. L’objectif principal de ce projet de doctorat était d’étudier les performances de ces technologies (grands tunnels vs. abris parapluie de type Voen, en comparaison à la culture en plein champ) et leur effets sur le microclimat, la photosynthèse, la croissance des plantes et le rendement en fruits pour les deux types de framboisiers non-remontants et remontants (Rubus idaeus, L.). Puisque les pratiques culturales doivent être adaptées aux différents environnements de culture, la taille d’été (pour le cultivar non-remontant), l’optimisation de la densité des tiges (pour le cultivar remontant) et l’utilisation de bâches réfléchissantes (pour les deux types des framboisiers) ont été étudiées sous grands tunnels, abris Voen vs. en plein champ. Les plants cultivés sous grands tunnels produisent en moyenne 1,2 et 1,5 fois le rendement en fruits commercialisables que ceux cultivés sous abri Voen pour le cv. non-remontant ‘Jeanne d’Orléans’ et le cv. remontant ‘Polka’, respectivement. Comparativement aux framboisiers cultivés aux champs, le rendement en fruits des plants sous grands tunnels était plus du double pour le cv. ‘Jeanne d’Orléans’ et près du triple pour le cv. ‘Polka’. L’utilisation de bâches réfléchissantes a entrainé un gain significatif sur le rendement en fruits de 12% pour le cv. ‘Jeanne d’Orléans’ et de 17% pour le cv. ‘Polka’. La taille des premières ou deuxièmes pousses a significativement amélioré le rendement en fruits du cv. ‘Jeanne d’Orléans’ de 26% en moyenne par rapport aux framboisiers non taillés. Des augmentations significatives du rendement en fruits de 43% et 71% du cv. ‘Polka’ ont été mesurées avec l’accroissement de la densité à 4 et 6 tiges par pot respectivement, comparativement à deux tiges par pot. Au cours de la période de fructification du cv. ‘Jeanne d’Orléans’, les bâches réfléchissantes ont augmenté significativement la densité de flux photonique photosynthétique (DFPP) réfléchie à la canopée inférieure de 80% en plein champ et de 60% sous grands tunnels, comparativement à seulement 14% sous abri Voen. Durant la saison de fructification du cv. ‘Polka’, un effet positif de bâches sur la lumière réfléchie (jusqu’à 42%) a été mesuré seulement en plein champ. Dans tous les cas, les bâches réfléchissantes n’ont présenté aucun effet significatif sur la DFPP incidente foliaire totale et la photosynthèse. Pour le cv. ‘Jeanne d’Orléans’, la DFPP incidente sur la feuille a été atténuée d’environ 46% sous le deux types de revêtement par rapport au plein champ. Par conséquent, la photosynthèse a été réduite en moyenne de 43% sous grands tunnels et de 17% sous abris Voen. Des effets similaires ont été mesurés pour la DFPP incidente et la photosynthèse avec le cv. Polka. En dépit du taux de photosynthèse des feuilles individuelles systématiquement inférieur à ceux mesurés pour les plants cultivés aux champs, la photosynthèse de la plante entière sous grands tunnels était de 51% supérieure à celle observée au champ pour le cv. ‘Jeanne d’Orléans’, et 46% plus élevée pour le cv. ‘Polka’. Ces résultats s’expliquent par une plus grande (près du double) surface foliaire pour les plants cultivés sous tunnels, qui a compensé pour le plus faible taux de photosynthèse par unité de surface foliaire. Les températures supra-optimales des feuilles mesurées sous grands tunnels (6.6°C plus élevé en moyenne que dans le champ), ainsi que l’atténuation de la DFPP incidente (env. 43%) par les revêtements de tunnels ont contribué à réduire le taux de photosynthèse par unité de surface foliaire. La photosynthèse de la canopée entière était étroitement corrélée avec le rendement en fruits pour les deux types de framboisiers rouges cultivés sous grands tunnels ou en plein champ.