Comparison Between Leaded and Nonleaded Gasoline as Used in Iowa State Highway Commission Vehicles, HR-1002, 1972

The overall objective of this experimental program was to obtain quantitative comparisons between leaded and nonleaded gasolines as used in a variety of Iowa State Highway Connnission vehicles. These quantitative comparisons were to be made in terms of exhaust emissions, maintenance costs and fuel economy.

Iowa Highway Programs, Finances, and Progress, 1951

(a) Iowa has a total of 101,620 miles of rural roads, both primary and secondary. (b) On January 1, 1951, a total of 68,869 miles of these rural roads were surfaced - mostly with gravel and crushed stone. (c) Additional roads are being surfaced at the rate of 2676 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 26.0 per cent from property taxes, 63.5 per cent from road use taxes, 10.5 per cent from Federal aid. (f) Annual income under present laws, available for highway construction, is approximately For primary roads ----------------- $24,000,000 For secondary roads---------------- $41,967,000 (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued. (h) Unobligated available farm to market road funds are rapidly being placed under contract. (i) The letting of highway contracts is increasing rapidly. (j)- Iowa's highway program is estimated to cost $945,000,000 and will require twenty years to build. These are the highlights of Iowa's highway program. The details will follow in succeeding paragraphs.

Iowa Highway Programs, Finances, and Progress, 1952

(a) Iowa has a total of 101,620 miles of rural roads, both primary and secondary. (b) On January 1, 1952, a total of 71,493 miles of these rural roads were surfaced - mostly with gravel and crushed stone. (c) Additional roads are being surfaced at the rate of 2662 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 26.0 per cent from property taxes, 63.5 per cent from road use taxes, 10.5 per cent from Federal aid. (f) Annual income under present laws, available for highway construction, is approximately For primary roads------------------$23,000,000 For secondary roads---------------- 41,967,000 (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued. (h) The surplus of farm to market road funds created during and immediately following the War have now been placed under contract, with only a minimum working balance remaining in the fund. (i) Iowa's highway program was estimated to cost $945,000,000 and to require twenty years to build, by the 1948 Legislative Committee. This estimate would now have to be increased due to price increases and higher required standards. These are the highlights of Iowa's highway program. The details will follow in succeeding paragraphs.

Iowa Highway Program, Finances and Progress, 1954

(a) Iowa has a total of 101,451 miles of rural roads, both primary and secondary. (b) On January 1, l954, a total of 77,024 miles of these rural roads were surfaced - mostly with gravel and crushed stone. This is 5,53l miles greater than on January l, 1952. (c) Additional roads are being surfaced at the rate of 2766 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 25.4 per cent from property taxes and special taxes......................................$29,708,546.67 63.7 per cent from road use taxes.......... 74,581,080.30 10.6 per cent from Federal Aid (1952 Act).. 12,424,000.00 0.3 per cent from miscellaneous receipts.. 287,922.86 ---- ------------- 100.0 $117,001,549.83 (f) Annual income under present laws, available for highway construction, is approximately, For primary roads $29,420,000.00 For secondary roads $44,328,000.00 In 19_3, $7,299,000 of secondary road construction funds was transferred to the maintenance fund. (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued.

Primary Roads and Their Municipal Extensions, 1949

A discussion of several issues related to road construction, including budget, legislation, maintenance, and pending improvements.

Audit report on the Corridor Metropolitan Planning Organization for the years ended June 30, 2015 and 2014

Audit report on the Corridor Metropolitan Planning Organization for the years ended June 30, 2015 and 2014

Audit report on the Gilbert/Franklin Township Fire and Emergency Response Agency for the years ended June 30, 2015 and 2014

Audit report on the Gilbert/Franklin Township Fire and Emergency Response Agency for the years ended June 30, 2015 and 2014

Highway Performance and Time-Sensitive Industries, 1998

This report addresses delays to freight shippers. Although the focus is on just-in-time (JIT) businesses, the authors also note that non JIT businesses also suffer delays that impact their productivity. The table of contents lists the following headings: chapter 1 - introduction - a trial application: the Des Moines metropolitan area; structure of the report; chapter 2 - reliability at the forefront of freight transport demand - manufacturing and inventory; just-in-time operations in the U.S.; transportation consequences; summary; chapter 3 - JIT operations in Iowa - survey and sample; trucking activity and service; just-in-time truck transportation in Iowa; assessment of factors affecting truck transportation service; summary and conclusions; chapter 4 - travel time uncertainty induced by incidents - a probabilistic model for incident occurrences and durations; calculation of delay; trial application; conclusions; and chapter 5 - conclusions and recommendations - conclusions; recommendations.

Growth and Public Transportation Investments: Growth Management Strategies to Reduce Transportation Capital Costs In and Near Midwestern Urban Areas, 1995

Transportation and land-use are independent, inter-active systems. Land-use patterns shape local transportation demand, but transportation systems in turn influence land-use patterns. In attempting to satisfy transportation demand created by existing land-use patterns, transportation planners directly, if not always consciously or intentionally, influence future land-use patterns. This study examines that complex relationship. The purpose of the study was threefold: to compile the body of knowledge already existing; to apply this body of knowledge to the context of midsize cities in the Midwest; and, to make the knowledge accessible both to transportation planners and to public officials who make key decisions about land use.

The Mormon Trail: Historic Byway Inventory and Evaluation, 1998

A three-step approach was used to do the study of the Mormon Trail. These involved research, field data collection and evaluation of the project corridors. Step one involved research on the location of the Trail, associated sites and the historic land use near the Trail between 1846 and 1868. The next step involved defining roads to be inventoried and the actual field survey. Step three involved evaluation of the inventoried corridors. This evaluation procedure was based on the methodology currently used by Iowa DOT to evaluate candidate scenic byway routes but involved different evaluation factors. The numeric results of the two analyses can be directly compared. The results of the field survey and evaluation are shown in detail by county. Inventory and evaluation procedures for historic and cultural byways are discussed in Appendix A.

U.S. Highway 20 Corridor Development Study, Report B: Improvement Alternatives, Costs and Traffic, 1992

In February the U.S. 20 Corridor Development Study's Steering Committee met to review Report A. At that meeting the Committee selected seven alternatives to be evaluated from a cost and traffic perspective. This report, Report B, presents the cost and traffic evaluation of these seven alternatives. This Report B and its cost and traffic estimates will be reviewed at the next Steering Committee meeting. At that time it is possible that, based on the traffic and cost estimates, one or more of the alternatives will be eliminated from further consideration. After that meeting the Consultant will initiate the more in-depth analyses, including the economic feasibility

Phase I Environmental Site Assessment of the Proposed State Highway 60 Bypass Around Le Mars, Iowa, Plymouth County, Abridged Phase I, 2001

This report serves as a record of the Assessment activities, which consisted of a review of local, county, state, and federal records, interviews, and site reconnaissance. Sections 2 through 4 of this report document information gathered. during the records search and site visits for the Assessment. Section 5 presents the findings and conclusions of the Assessment.

Area-Wide Job Access and Reverse Commute Transportation Plan

A Job Access project focuses on implementing new or expanded transportation services, targeted at filling transportation gaps and designed to transport welfare recipients and low-income individuals to and from jobs and other employment-related activities such as child care or training.

Supplemental Pre-Location Report, U.S. 18, Mason City Bypass I-35 to Rudd : Cerro Gordo and Floyd Counties, 1992

The purpose of this report is to compile and update the prior studies in order to select viable alternatives for inclusion in the Environmental Assessment to be prepared for this project.

FY2010 Annual Report Research, Intelligent Transportation Systems, and Technology Transfer Activities, October 18, 2011

Transportation research makes a difference for Iowans and the nation. Implementation of cost effective research projects contributes to a transportation network that is safer, more efficient, and longer lasting. Working in cooperation with our partners from universities, industry, other states, and FHWA, as well as participation in the Transportation Research Board (TRB), provides benefits for every facet of the DOT. This allows us to serve our communities and the traveling public more effectively. Pooled fund projects allow leveraging of funds for higher returns on investments. In 2010, Iowa led fifteen active pooled fund studies, participated in twenty-two others, and was wrapping-up, reconciling, and closing out an additional 6 Iowa Led pooled fund studies. In addition, non-pooled fund SPR projects included approximately 20 continued, 9 new, and over a dozen reoccurring initiatives such as the technical transfer/training program. Additional research is managed and conducted by the Office of Traffic and Safety and other departments in the Iowa DOT.