Executive Order Number Fifty Four, December 23, 1994

Replaces and rescinds Iowa Workforce Executive Order #39. Rescinded by Exectuive Order #62.

Executive Order Number Sixty Four, May 18, 1998

Amends Executive Order #48 only by changing the name from the Iowa Commission for National and Community Service to the Iowa Commission on Volunteer Service.

The Effect of Four-Lane to Three-Lane Conversion on the Number of Crashes and Crash Rates in Iowa Roads, June 2005

We analyze crash data collected by the Iowa Department of Transportation using Bayesian methods. The data set includes monthly crash numbers, estimated monthly traffic volumes, site length and other information collected at 30 paired sites in Iowa over more than 20 years during which an intervention experiment was set up. The intervention consisted in transforming 15 undivided road segments from four-lane to three lanes, while an additional 15 segments, thought to be comparable in terms of traffic safety-related characteristics were not converted. The main objective of this work is to find out whether the intervention reduces the number of crashes and the crash rates at the treated sites. We fitted a hierarchical Poisson regression model with a change-point to the number of monthly crashes per mile at each of the sites. Explanatory variables in the model included estimated monthly traffic volume, time, an indicator for intervention reflecting whether the site was a “treatment” or a “control” site, and various interactions. We accounted for seasonal effects in the number of crashes at a site by including smooth trigonometric functions with three different periods to reflect the four seasons of the year. A change-point at the month and year in which the intervention was completed for treated sites was also included. The number of crashes at a site can be thought to follow a Poisson distribution. To estimate the association between crashes and the explanatory variables, we used a log link function and added a random effect to account for overdispersion and for autocorrelation among observations obtained at the same site. We used proper but non-informative priors for all parameters in the model, and carried out all calculations using Markov chain Monte Carlo methods implemented in WinBUGS. We evaluated the effect of the four to three-lane conversion by comparing the expected number of crashes per year per mile during the years preceding the conversion and following the conversion for treatment and control sites. We estimated this difference using the observed traffic volumes at each site and also on a per 100,000,000 vehicles. We also conducted a prospective analysis to forecast the expected number of crashes per mile at each site in the study one year, three years and five years following the four to three-lane conversion. Posterior predictive distributions of the number of crashes, the crash rate and the percent reduction in crashes per mile were obtained for each site for the months of January and June one, three and five years after completion of the intervention. The model appears to fit the data well. We found that in most sites, the intervention was effective and reduced the number of crashes. Overall, and for the observed traffic volumes, the reduction in the expected number of crashes per year and mile at converted sites was 32.3% (31.4% to 33.5% with 95% probability) while at the control sites, the reduction was estimated to be 7.1% (5.7% to 8.2% with 95% probability). When the reduction in the expected number of crashes per year, mile and 100,000,000 AADT was computed, the estimates were 44.3% (43.9% to 44.6%) and 25.5% (24.6% to 26.0%) for converted and control sites, respectively. In both cases, the difference in the percent reduction in the expected number of crashes during the years following the conversion was significantly larger at converted sites than at control sites, even though the number of crashes appears to decline over time at all sites. Results indicate that the reduction in the expected number of sites per mile has a steeper negative slope at converted than at control sites. Consistent with this, the forecasted reduction in the number of crashes per year and mile during the years after completion of the conversion at converted sites is more pronounced than at control sites. Seasonal effects on the number of crashes have been well-documented. In this dataset, we found that, as expected, the expected number of monthly crashes per mile tends to be higher during winter months than during the rest of the year. Perhaps more interestingly, we found that there is an interaction between the four to three-lane conversion and season; the reduction in the number of crashes appears to be more pronounced during months, when the weather is nice than during other times of the year, even though a reduction was estimated for the entire year. Thus, it appears that the four to three-lane conversion, while effective year-round, is particularly effective in reducing the expected number of crashes in nice weather.

The Conversion of Four Lane Undivded Urban Roadways to Three Lane Facilities, 2007

In recent years, many traffic engineers have advocated converting four-lane undivided urban streets to threelane two-way left-turn facilities. A number of these conversions have been successfully implemented. Accident rates have decreased while corridor and intersection levels of service remained acceptable. This conversion concept is yet another viable alternative “tool” to place in our urban safety/congestion toolbox.

Executive Order Number Four, October 26, 2007

Orders that State Agencies achieve and maintain a diverse workforce in state government.

Executive Order Number Twenty-Four, May 28, 2010

Restructures the Office of the State Long-Term Care Ombudsman by mandating that the Office become institutionally independent by means of relocating to a separate physical space and directing the Ombudsman’s Office to propose legislation that will ensure the independence of the Office, as required under the federal Older Americans Act.

Department of Administrative Services Four Year Strategic Plan, FY 2012-2015

Through the strategic initiatives outlined in this plan, and incorporation of those initiatives into the department’s business plans, DAS believes other departments will be able to concentrate their resources on core missions and rely on DAS for the administrative expertise for their operations. This realignment of effort will result in both an increase in efficiency and a reduction in overall cost to State government. Areas of human resources, information technology, financial services, and general services will be provided statewide in a comprehensive, cohesive, and manageable form with opportunity to make those services available to other public entities outside of state government where efficiency and economics support that cooperation.

Executive Order Number Seventy Four, June 26, 2011

This act applying to strong science, technology, engineering and mathematics (STEM) education is essential to prepare the young people of Iowa for a competitive, global economy; and scientific literacy is also the foundation of being a good citizen.

Precast Concrete Elements for Accelerated Bridge Construction Final Report, Volume 1-1. Laboratory Testing of Precast Substructure Components: Boone County Bridge, January 2009

In July 2006, construction began on an accelerated bridge project in Boone County, Iowa that was composed of precast substructure elements and an innovative, precast deck panel system. The superstructure system consisted of full-depth deck panels that were prestressed in the transverse direction, and after installation on the prestressed concrete girders, post-tensioned in the longitudinal direction. Prior to construction, laboratory tests were completed on the precast abutment and pier cap elements. The substructure testing was to determine the punching shear strength of the elements. Post-tensioning testing and verification of the precast deck system was performed in the field. The forces in the tendons provided by the contractor were verified and losses due to the post-tensioning operation were measured. The stress (strain) distribution in the deck panels due to the post-tensioning was also measured and analyzed. The entire construction process for this bridge system was documented. Representatives from the Boone County Engineers Office, the prime contractor, precast fabricator, and researchers from Iowa State University provided feedback and suggestions for improving the constructability of this design.

Precast Concrete Elements for Accelerated Bridge Construction Final Report Volume 2. Laboratory Testing, Field Testing, and Evaluation of a Precast Concrete Bridge: Madison County Bridge, January 2009

The importance of rapid construction technologies has been recognized by the Federal Highway Administration (FHWA) and the Iowa DOT Office of Bridges and Structures. Recognizing this a two-lane single-span precast box girder bridge was constructed in 2007 over a stream. The bridge’s precast elements included precast cap beams and precast box girders. Precast element fabrication and bridge construction were observed, two precast box girders were tested in the laboratory, and the completed bridge was field tested in 2007 and 2008.

Precast Concrete Elements for Accelerated Bridge Construction Final Report Volume 3. Laboratory Testing, Field Testing, and Evaluation of a Precast Concrete Bridge: Black Hawk County,v January 2009

The importance of rapid construction technologies has been recognized by the Federal Highway Administration (FHWA) and the Iowa DOT Office of Bridges and Structures. Black Hawk County (BHC) has developed a precast modified beam-in-slab bridge (PMBISB) system for use with accelerated construction. A typical PMBISB is comprised of five to six precast MBISB panels and is used on low volume roads, on short spans, and is installed and fabricated by county forces. Precast abutment caps and a precast abutment backwall were also developed by BHC for use with the PMBISB. The objective of the research was to gain knowledge of the global behavior of the bridge system in the field, to quantify the strength and behavior of the individual precast components, and to develop a more time efficient panel-to-panel field connection. Precast components tested in the laboratory include two precast abutment caps, three different types of deck panel connections, and a precast abutment backwall. The abutment caps and backwall were tested for behavior and strength. The three panel-to-panel connections were tested in the lab for strength and were evaluated based on cost and constructability. Two PMBISB were tested in the field to determine stresses, lateral distribution characteristics, and overall global behavior.

Executive Order Number Eighty-Four February, 2014

In this order the governor declares that volunteerism is an integral part of Iowa's future and well-being and creates the Governor's Council on National Service in Iowa.

Production and Evaluation of Calcium Magnesium Acetate, HR-243, 1982

Calcium magnesium acetate (CMA) has been identified by Bjorksten Research Laboratories as an environmentally harmless alternative to sodium or calcium chloride for deicing highways. Their study found CMA to be noncorrosive to steel, aluminum and zinc with little or no anticipated environmental impact. When used, it degrades into elements found in abundance in nature. The deicing capabilities were found to be similar to sodium chloride. The neutralized CMA they produced did cause scaling of PC concrete, but they did not expect mildly alkaline CMA to have this effect. In the initial investigation of CMA at the Iowa DOT laboratory, it was found that CMA produced from hydrated lime and acetic acid was a light, fluffy material. It was recognized that a deicer in this form would be difficult to effectively distribute on highways without considerable wind loss. A process was developed to produce CMA in the presence of sand to increase particle weight. In this report the product of this process, which consists of sand particles coated with CMA, is referred to as "CMA deicer". The mixture of salts, calcium magnesium acetate, is referred to as "CMA". The major problems with CMA for deicing are: (1) it is not commercially available, (2) it is expensive with present production methods and (3) there is very little known about how it performs on highways under actual deicing conditions. In view of the potential benefits this material offers, it is highly desirable to find solutions or answers to these problems. This study provides information to advance that effort. The study consisted of four principal tasks which were: 1. Production of CMA Deicer The objective was to further develop the laboratory process for producing CMA deicer on a pilot plant basis and to produce a sufficient quantity for field trials. The original proposal called for producing 20 tons of CMA deicer. 2. Field Evaluation of CMA Deicer The objective was to evaluate the effectiveness of CMA deicer when used under field conditions and obtain information on application procedures. Performance was compared with a regular 50/50 mixture of sand and sodium chloride. 3. Investigation of Effects of CMA on PC Concrete The objective was to determine any scaling effect that mildly alkaline CMA might have on PC concrete. Comparison was made with calcium chloride. 4. Determine Feasibility of Producing High Magnesium CMA The objective was to investigate the possibility of producing a CMA deicer with magnesium acetate content well above that produced from dolomitic lime. A high magnesium acetate content is desirable because pure magnesium acetate has a water eutectic of -22 F° as compared with +5 F° for calcium acetate and is therefore a more effective deicer.

Airborne GPS Final Report, HR-359, 1995

The objective of this project was to use a Global Positioning System (GPS) to determine the aerial camera location and orientation that best facilitated mapping done from aerial photographs without any ground control. Four test flights were conducted. The first test flight was performed in June 1993 at St. Louis, with the objective of testing the multiantenna concept using two antenna on the aircraft. The second test in August 1993 was conducted over the Iowa State University (ISU) campus at Ames. This flight evaluated the use of GPS for pinpoint navigation. The third test flight over St. Louis was flown in October 1993, with four antenna on aircraft; its objective was to evaluate the 3DF GPS receiver and the antenna locations. On the basis of the results of these three tests, a final test flight over the Mustang Project area in Ames and the ISU campus was conducted in June 1994. Analysis of these data showed that airborne GPS can be used (1) in pinpoint navigation with an accuracy of 25 m or better, (2) to determine the location of the camera nodal point with an accuracy of 10 cm or better, and (3) to determine the orientation angles of the camera with an accuracy of 0.0001 radians or better. In addition, the exterior orientation elements determined by airborne GPS can be used to rectify aerial photos, to produce orthophotos, and in direct stereo plotting. Further research is recommended in these areas to maximize the use of airborne GPS. The report is organized in the following chapters: (1) Introduction; (2) Photogrammetry and Kinematic GPS; (3) Analysis of First Test; (4) Analysis of Second Test; (5) Analysis of Third Test; (6) Analysis of Final Test; (7) Applications of Airborne GPS; and (8) Conclusion and Recommendation.

08021-012 Sands Timber Final Report

Sands Timber Lake is a 60 acre man made impoundment near Blockton, Iowa. The lake is the centerpiece of a 235 acre park, which is owned and managed by the Taylor County Conservation Board. The park is equipped with modern campsites, hiking trails, picnic areas, and a playground. Bordering the western shoreline of the lake is a beautiful hardwood timber which inspired the parks name. Sands Timber Lake has a 4,100 acre drainage area comprised of timber, grassland, and row crop. The lake is fed by four large classic gullies which branch off into many smaller gullies dissecting the drainage area. Since construction in 1993, Sands Timber Lake has been an extremely poor fishery. In 2006 Sands Timber Lake was added to the EPA’s 303d list of impaired water bodies. Turbid water was identified as the primary stressor. In 2007 a bathometric map was made which depicts lake-bottom contours and elevations which, when compared to the original survey of the area, revealed an alarming amount of siltation. What was once a twenty-three foot deep lake in 1994 has now been reduced to a mere fourteen feet. In addition to depth being lost, the lake’s surface has been reduced by nearly ten acres, destroying vital fish habitats. Local interest in preserving and enhancing the lake has led to the completion of a thorough watershed assessment and treatment plan. Included in the plan are several elements, the first being upland treatment. Locals are insistent that if conservation is not implemented in the watershed the lake will continue to degrade and park usage will continue to decline.