Biological Assessment of Iowa's Wadeable Streams, October 2004

The TMDL and Water Quality Assessment Section of the Iowa DNR Environmental Services Division have released the report entitled, “Biological Assessment of Iowa’s Wadeable Streams.” The report describes a framework for conducting stream bioassessments and how it is used to evaluate the biological condition of Iowa’s wadeable rivers and streams. The document also serves as a foundation for developing biological water quality standards for the protection of designated aquatic life uses and measuring progress toward the achievement of Federal Clean Water Act goals.

Archaeology on the Road, July 2008

Team Archaeology is excited to be riding with you this year! We hope to make our participation an annual opportunity to share the story of Iowa’s amazing past. As you ride across the state you will be passing by the locations of hundreds of known archaeological sites and an as yet unknown number of new discoveries waiting to be made. These archaeological sites, and the artifacts they contain, tell the history of the first people to travel this landscape and the stories of each generation that has contributed to what we know of ourselves today. As you travel through our beautiful state, you too are now a part of that story, making history for the future to learn and wonder about! The Office of the State Archaeologist serves a unique dual role in Iowa as both a designated research unit of The University of Iowa and as a state agency. The larger mission of the OSA is to develop, disseminate, and preserve knowledge of Iowa’s human past through Midwestern and Plains archaeological research, scientific discovery, public stewardship, service, and education. It is our goal to provide all Iowans the opportunity to learn about their past. I see this as an investment in the preservation of a nonrenewable resource—the archaeological record of Iowa. Look for the Team Archeology members as you ride and be sure to ask them about Iowa archeology. Please help yourself to free materials about our shared past from our information tables at each overnight town and get one of the free Iowa Archeology wrist bands. There will also be free public talks by local archaeologists each afternoon, as well as flintknapping and other demonstrations of archaeological interest, so keep this booklet as your guide to the week’s activities. Most of all, ride smart, be safe, and when you get home tell your friends and neighbors about Iowa archaeology!

Scenic Byways of Iowa, June 12, 2007

Bypass traffic and experience a “scenic” change of pace by traveling along Iowa’s scenic byways. Iowa’s eight state-designated and two nationally-designated scenic byways are a great way to experience Iowa’s natural beauty, history and culture. Stop to smell the wildflowers or listen to the songbirds, or follow an impulse to take a side trip to one of the many attractions and countryside hamlets. A camera is a must for these postcard-perfect vistas. You never know when you will encounter a bald eagle along the Mississippi River, rare plants and animals in the Loess Hills, or the exceptional architecture of unique barns, churches and other buildings along the routes. This brochure identifies each scenic byway route and the approximate mileage in terms of hard-surfaced and gravel roadways. Estimated driving time ranges from one and one-half hour to three and one-half hours, depending on your speed and the number of stops. These routes are offered for those of you who want to relax and stop often to enjoy the sights.

Recommended Practice for Accepting New Concrete Pavement Surfaces for Tire/Pavement Noise, March 2, 2011

This practice provides guidance and example specification language intended for use by Owner-Agencies in development of specific contract language when requiring the evaluation of tire/pavement noise for new concrete pavement surfaces. The overall sound intensity level is designated as the quality characteristic used for pay adjustment.

Signing on Very Low Volume Rurd Roads Iowa DOT Project HR-262, July, 1984

Research was undertaken to define an appropriate level of use of traffic control devices on rural secondary roads that carry very low traffic volumes. The goal of this research was to improve the safety and efficiency of travel on the rural secondary road system. This goal was to be accomplished by providing County Engineers with guidance concerning the cost-effective use of traffic control devices on very low volume rural roads. A further objective was to define the range of traffic volumes on the roads for which the recommendations would be appropriate. Little previous research has been directed toward roads that carry very low traffic volumes. Consequently, the factual input for this research was developed by conducting an inventory of the signs and markings actually in use on 2,069 miles of rural road in Iowa. Most of these roads carried 15 or fewer vehicles per day. Additional input was provided by a survey of the opinions of County Engineers and Supervisors in Iowa. Data from both the inventory and the opinion survey indicated a considerable lack of uniformity in the application of signs on very low volume rural roads. The number of warning signs installed varied from 0.24 per mile to 3.85 per mile in the 21 counties in which the inventory was carried out. The use of specific signs not only varied quite widely among counties but also indicated a lack of uniform application within counties. County officials generally favored varying the elaborateness of signing depending upon the type of surface and the volume of traffic on different roads. Less elaborate signing would be installed on an unpaved road than on a paved road. A concensus opinion was that roads carrying fewer than 25 vehicles per day should have fewer signs than roads carrying higher volumes. Although roads carrying 0 to 24 vehicles per day constituted over 24% of the total rural secondary system, they carried less than 3% of the total travel on that system. Virtually all of these roads are classified as area service roads and would thus be expected to carry only short trips primarily by local motorists. Consequently, it was concluded that the need for warning signs rarely can be demonstrated on unpaved rural roads with traffic volumes of fewer than 25 vehicles per day. It is recommended that each county designate a portion of its roads as an Area Service Level B system. All road segments with very low traffic volumes should be considered for inclusion in this system. Roads included in this system may receive a lesser level of maintenance and a reduced level of signing. The county is also afforded protection from liability arising from accidents occurring on roads designated as part of an Area Service Level B system. A uniform absence of warning signs on roads of this nature is not expected to have any discernible effect on the safety or quality of service on these very low volume roads. The resources conserved may be expended more effectively to upgrade maintenance and traffic control on roads carrying higher volumes where the beneficial effect on highway safety and service will be much more consequential.

Roadway Design Standards for Rural and Suburban Subdivisions Final Report, June 2007

In Iowa, there are currently no uniform design standards for rural and suburban subdivision development roadways. Without uniform design standards, many counties are unable to provide adequate guidance for public facilities, particularly roadways, to be constructed as part of a rural subdivision development. If a developer is not required to install appropriate public improvements or does not do so properly, significant liability and maintenance expenses can be expected, along with the potential for major project costs to correct the situation. Not having uniform design standards for rural and suburban subdivision development improvements in Iowa creates situations where there is potential for inconsistency and confusion. Differences in the way development standards are applied also create incentives or disincentives for developers to initiate subdivision platting in a particular county. With the wide range of standards or lack of standards for local roads in development areas, it is critical that some level of uniformity is created to address equity in development across jurisdictional lines. The standards must be effective in addressing the problem, but they must not be so excessive as to curtail development activities within a local jurisdiction. In order to address the concerns, cities and counties have to work together to identify where growth is going to be focused. Within that long-term growth area, the roadways should be constructed to urban standards to provide an easier transition to traditional urban facilities as the area is developed. Developments outside of the designated growth area should utilize a rural cross section since it is less likely to have concentrated urban development. The developers should be required to develop roadways that are designed for a minimum life of 40 years, and the county should accept dedication of the roadway and be responsible for its maintenance.

Công bằng Nha cửa và Bạn,

(In Vietnamese)Familial status, or presence of children in the home, protects families with children under 18 years of age. Also protected are families seeking custody of a child or expecting the birth of a child. There is only a narrow exception to this part of the law: units designated as “housing for older persons.” Property owners are required by the law to allow reasonable modifications to a property (at the tenant’s expense) and to make reasonable accommodations in policies in order to accommodate the needs of persons with disabilities.

Fair Housing and You

Familial status, or presence of children in the home, protects families with children under 18 years of age. Also protected are families seeking custody of a child or expecting the birth of a child. There is only a narrow exception to this part of the law: units designated as “housing for older persons.” Property owners are required by the law to allow reasonable modifications to a property (at the tenant’s expense) and to make reasonable accommodations in policies in order to accommodate the needs of persons with disabilities.

Transportation Coordination in Iowa, December 14, 2012

The 2012 Iowa Code section 324A.4, subsection 2, states the Iowa Department of Transportation (DOT) “shall biennially prepare a report to be submitted to the general assembly and the governor prior to December 15 of even-numbered years. The report shall recommend methods to increase transportation coordination and improve the efficiency of federal, state, and local government programs used to finance public transit services and may address other topics as appropriate.” Iowa has long been a leader in transportation coordination, from designated public transit agencies covering all 99 counties with little duplication, to requiring any agency receiving public dollars for the provision of transportation to first coordinate with the local public transit agency before providing the transportation on their own, to the creation of the Iowa Transportation Coordination Council. Coordination allows Iowa to provide much needed transportation services to the citizens of Iowa with the most efficient use of public funds. Coordination has been an important topic in Iowa for many years, but during these times of economic constraint and restraint and Iowa’s changing demographics, coordination of transportation services becomes even more critical.

Process and Outcome Evaluation of the STAR (Sisters Together Achieving Recovery) Program, September, 2010

In July of 2009, the Division of Criminal and Juvenile Justice Planning (CJJP) received Byrne Justice Assistance Grant/American Recovery and Reinvestment Act funding from the Governor’s Office of Drug Control Policy to conduct a process and outcome evaluation of the STAR (Sisters Together Achieving Recovery) program housed at the Iowa Correctional Institution for Women (ICIW) in Mitchellville, Iowa. The STAR Program is a licensed inpatient substance abuse treatment program that utilizes a Therapeutic Community model (TC). All offenders exiting the STAR program between October 1, 2004 and June 30, 2008 were included in the study (n=173). A comparison sample was drawn of offenders exiting the ICIW during the same release time frame with identified but untreated substance abuse needs (n= 173). March 31, 2010 was designated as the cut-off date for the study. This yielded an average post-program follow-up time of 3.1 years. The STAR group was further divided into two groups by time of program exit. Participants exiting the program between October 1, 2004 and June 30, 2006 were designated as STAR 1 (n=78) and those exiting the program between July 1, 2006 and June 30, 2008 were designated as STAR 2 (n=95). In order to have comparable tracking time between STAR groups, tracking time for STAR 1 concluded July 31, 2008. This yielded an average post release follow-up time of 2.4 years for both groups. Demographic, Program, Intervention, and Outcome data were examined. Comparisons were made between groups as well as categories of participation.

Performance of Various Thicknesses of P.C. Concrete Secondary Pavement, HR-9, 1979

In 1951 Greene County and the Iowa Highway Research Board paved County Road E-33 from Iowa Highway No. 17 (now Iowa 4) to Farlin with various thicknesses [ranging from 4.5 in. (11.4 cm) to 6 in. (15.2 cm)] of portland cement concrete pavement. The project, designated HR-9, was divided into ten research sections. This formed pavement was placed on the existing grade. Eight of the sections were non-reinforced except for centerline tie bars and no contraction joints were used. Mesh reinforcing and contraction joints spaced at 29 ft 7 in. (9.02 m) intervals were used in two 4.5-in. (11.4-cm) thick sections. The concrete in one of the sections was air entrained. Signs denoting the design and limits of the research sections were placed along the roadway. The pavement has performed well over its 28-year life, carrying a light volume of traffic safely while requiring no major maintenance. The 4.5-in. (11.4-cm) thick mesh-reinforced pavement with contraction joints has exhibited the best overall performance.

Compositional and Mechanical Properties of Carbonate Rocks, HR-110, 1967

The research project, HR-110, was begun in the fall of 1964 to further investigate the compositional and mechanical properties of some of the carbonate rocks used as aggregate in portland cement concrete. Samples were taken only from those portions of the quarries that are used as aggregate in portland cement concrete by the Iowa State Highway Commission except where designated by commission personnel for purposes of evaluation of potential aggregate sources. Where practical, the samples were taken from each bed recognized by the Highway Commission geologists, and in most instances, the thicker beds were sampled at the top, middle, and bottom to detect any lithologic changes that escaped megascopic observation.

Evaluation of Air Pollution Control Devices for Asphalt Pavement Recycling Operations, HR-188, Progress Report, 1977

This report discusses the asphalt pavement recycling project designated Project HR-188 in Kossuth County, Iowa. Specific objectives were: (a) to determine the effectiveness of drum mixing plant modifications designed to control air pollution within limits specified by the Iowa Department of Environmental Quality; (b) to assess the impact of varying the proportions of recycled and virgin aggregates, (c) to assess the impact of varying the production rate of the plant, and (d) to assess the impact of varying the mixing temperature. The discussion includes information on the proposed use of research funds, project location and description, the project planning conference, plan development, bid letting, asphalt plant configuration, actual plant operation, why this method is successful, probable process limitations, pollution results, recycled pavement test results, and the cost of virgin vs. recycled asphalt pavements.

Embankment Quality Phase II Final Report, TR-401, 1999

Phase II research included the following: (1) develop and evaluate alternative soil design and embankment construction specifications based on soil type, moisture, density, stability, and compaction process; (2) assess various quality control and acceptance procedures with a variety of in-situ test methods including the Dual-mass Dynamic Cone Penetrometer (DCP); and (3) develop and design rapid field soil identification methods. At the start of the research, soils were divided into cohesive and cohesionless soil types, with each category being addressed separately. Cohesionless soils were designated as having less than 36% fines content (material passing the No. 200 sieve) and cohesive soils as having greater than 36% fines content. Subsequently, soil categories were refined based not only on fines content but soil plasticity as well. Research activities included observations of fill placement, in-place moisture and density testing, and dual-mass DCP index testing on several highway embankment projects throughout Iowa. Experiments involving rubber-tired and vibratory compaction, lift thickness changes, and disk aeration were carried out for the full range of Iowa soils. By testing for soil stability the DCP was found to be a valuable field tool for quality control, whereby shortcomings from density testing (density gradients) were avoided. Furthermore, critical DCP index values were established based on soil type and compaction moisture content.

Accelerated Testing Track, HR-7, 1951

In May 1950 a proposal for a research project was submitted to the newly formed Iowa Highway Research Board for consideration and action. This project, designated RPSl by the Board, encompassed the study, development, preparation of preliminary plans and specifications for the construction of a wheel track to be used in the accelerated testing of highway pavements. The device envisioned in the proposal was a circular track about seventy-five feet in diameter equipped with a suitable automobile-tired device to test pavements about five feet in width laid into the track under regular construction practices by small scale construction equipment. The Board, upon review, revised and expanded the basic concepts of the project. The project as revised by the Board included a study of the feasibility of developing, constructing and operating an accelerated testing track in which pavements, bases and subgrades may be laid one full lane, or at least ten feet, in width by full size construction equipment in conformity with usual construction practices. The pavements so laid are to be subjected, during test, to conditions as nearly simulating actual traffic as possible.