Executive Order No. 6, February 21, 1962

Approved appointments of Judges are made.

Executive Order No. 7, April 3, 1962

Creates several Governor's Commissions effective January 12, 1961 until January 11, 1963

State of Iowa Transportation Map, 1962

This document is the State Map of Iowa, both front and back of the year in the title. All maps were are in pdf format and can be used as a historical reference.

Final planning report for City of Urbandale, Iowa,1962.

This is a three volume set of the final report on the comprehensive plan of the Urban Planning Grant for the City of Urbandale. The report also includes important maps and charts.

Final Planning Report for City of Boone, Iowa, 1962, Vol. 1

This is volume 1 of the final report on the Comprehensive Plan for the City of Boone. Contained in this report are reproductions of the important maps and charts prepared in connection with this study.

Final Planning Report for City of Boone, Iowa, March 1962, Vol. 2

This is volume 2 of the final report on the Comprehensive Plan for the City of Boone. Contained in this report are reproductions of the important maps and charts prepared in connection with this study.

Final planning report for City of Boone, Iowa, 1962, Vol. 3

This is volume 3 of the final report on the Comprehensive Plan for the City of Boone. Contained in this report are reproductions of the important maps and charts prepared in connection with this study.

Oils and Tars from Iowa Shales, HR-32, 1962

The inadequate supply of suitable road surfacing material in the southern part of Iowa raises the question of the possibility of utilizing certain shales abundant in this area. These carbonaceous shales commonly overlie the coal beds and may also be found as impurities in the coal seams. They constitute the "slate" which with minor amounts of coal makes up the "gob" piles at the mines. These shales frequently contain enough carbonaceous material to burn. Those which do not usually require only a relatively small amount of coal mixed with them to support combustion. As a result, the "gob" piles frequently burn. The residual shale material is frequently used locally as a road surfacing material. However, since there is no control over the burning, there is no assurance that the product is the most suitable which might be produced or that it is even uniform in its properties. To determine if a controlled burning would produce a suitable road building product economically a research project "Use of Shales as Highway Materials" (ISHC Project HR-21, IEES Project 299-S) was set up in the Iowa Engineering Experiment Station with funds provided by the Iowa State Highway Commission, This project was supervised by Charles Frush, formerly Assistant Professor of Mining Engineering at Iowa State University. The various shales were subjected to controlled burning, and the solid residues were tested for their suitability for highway use.

Behavior of Carbonate Rocks as Concrete Aggregates, HR-15, 1962

The problem of determining the suitability of carbonate rocks as concrete aggregates is extremely complex and calls for more new data than has been available or obtainable from usual methods. Since 1955 the approach which has served as a primary basis for the project has been to gather as much new information as possible to apply to the problem. New information obtained by new and different techniques provides better understanding. This approach was decided on since, in all prior studies, a standard petrographic and petrologic approach correlated in many instances with standard engineering tests did not provide the answer in Iowa or elsewhere. One can theorize that concrete fails (excluding external causes such as traffic, foundation failure, etc.) because of stresses of internal origin. The stresses can be of a physical nature, such as frost action, or result from chemical activity such as the alkali aggregate reaction. If, as service records show, the aggregate is considered the cause of distress in concrete, it will without doubt be the manner in which an aggregate can create or contribute to stress of internal origin by physical or chemical means. Therefore the main emphasis was placed on studying physical and chemical properties of aggregates as well as the behavior of carbonate rocks in concrete environments. Although standard geologic and engineering methods were also utilized, the approach adopted required considerable effort in devising new techniques and methods. This report is intended to be a detailed summary of the research performed. Whenever possible, the work accomplished will be summarized and all pertinent data will be included. For further details, reference to the various theses and publications transmitted with this report or at previous times will be made wherever possible.

Steam Curing of Portland Cement Concrete at Atmospheric Pressure, HR-40, 1962

The primary reason for using steam in the curing of concrete is to produce a high early strength. This high early strength is very desirable to the manufacturers of precast and prestressed concrete units, which often require expensive forms or stress beds. They want to remove the forms and move the units to storage yards as soon as possible. The minimum time between casting and moving the units is usually governed by the strength of the concrete. Steam curing accelerates the gain in strength at early ages, but the uncontrolled use of steam may seriously affect the growth in strength at later ages. The research described in this report was prompted by the need to establish realistic controls and specifications for the steam curing of pretensioned, prestressed concrete bridge beams and concrete culvert pipe manufactured in central plants. The complete project encompasses a series of laboratory and field investigations conducted over a period of approximately three years.

The Flexural Fatigue Strength of Prestressed Steel I-Beams, HR-73, 1962

The purpose of this investigation was to study the flexural fatigue strength of two prestressed steel I-beams which had previously been fabricated in connection with a jointly sponsored project under the auspices of the Iowa State Highway Commission. The beams were prestressed by deflecting them under the action of a concentrated load at the center of a simple span, then welding unstressed high strength steel plates to the top and bottom flanges to retain a predetermined amount of prestress. The beams were rolled sections of A36 steel and the plates were USS "T-1" steel. Each of the two test specimens were subjected to an identical repeated loading until a fatigue failure occurred. The loading was designed to produce stresses equivalent to those which would have occurred in a simulated bridge and amounted to 84 percent of a standard H-15 live load including impact. One of the beams sustained 2,469,100 repetitions of load to failure and the other sustained 2,756,100 cycles. Following the fatigue tests, an experimental study was made to determine the state of stress that had been retained in the prestressed steel beams. This information, upon which the calculated stresses of the test could be superimposed, provided a method of correlating the fatigue strength of the beams with the fatigue information available on the two steels involved.

Soil-Cement Stabilization, Part 1, Materials and Construction, HR-75, 1962

This report covers the construction in 1961 of the soil-cement base and related pavement structure on Iowa 37 from Soldier to Dunlap, (F-861(6), Crawford, Harrison, Monona). The report also contains an account of the experimental work performed on the same road under research project HR-75.

Curb Removal Study, HR-76, Progress Report, 1962

Pavements constructed in Iowa during the period of the 1920's through the late 1940's were built with an integral curb. The purpose of the curb was to control drainage of water from the pavement surface in areas where runoff took place at a very rapid rate. It is for this reason that curbing is found on pavements constructed during this period. The curbing led the water flowing on the pavement surface to drainage outlets; this helped reduce erosion along the edge of the slab. The curbs have satisfactorily performed the job for which they were intended. The advent of bigger and faster vehicles has created a demand for changes in the design of pavements. Current designs provide wider driving surfaces with reduced grades which can better accommodate the wider cars and trucks. By present day design standards the narrow highways are inadequate and are being replaced or improved. The normal improvement procedure is to widen to 24 feet by providing additional driving surface at each edge of the pavement. Curbing is removed from the pavement so that the surface of the widening can be placed at the same level as that of the slab.

Iowa Study of No Passing Zone Signing, 1962

This report is compiled from data gathered by interviewing motorists to sample their opinion of Iowa's method of supplementing the yellow barrier line pavement marking of no passing zones on primary highways with yellow pennant shaped "No Passing Zone" signs mounted on the left shoulder of the highway. The effective designation of no passing zones is one form of control that can contribute to a reduction in the number of fatal high-speed head-on collisions resulting from passing in areas which do not afford sufficient sight distance of approaching traffic. It is the purpose of this report to present an evaluation of the Iowa "No Passing Zone" sign by individuals from all states who have traveled on Iowa's primary highways and who must obey the no passing zone restrictions and be warned by this sign of the presence of the zones. The "No Passing Zone" sign was formulated and approved by the Governor's Safety Committee a short time prior to the experimental erection of the signs. The Governor's Safety Committee adopted this sign as they felt that such a sign should be distinctive (not similar to any other type of sign) and easily visible to a driver attempting a passing maneuver.