Fact Sheet: Winter Driving Fact Sheet, 2009

The leading cause of death during winter storms is transportation accidents. Preparing your vehicle for the winter season and knowing how to react if stranded or lost on the road are the keys to safe winter driving.

Fact Sheet: Winter Driving Storm Sheet, 2009

The leading cause of death during winter storms is transportation accidents. Preparing your vehicle for the winter season and knowing how to react if stranded or lost on the road are the keys to safe winter driving.

Fact Sheet: Winter Driving, 2011

The leading cause of death during winter storms is transportation accidents. Preparing your vehicle for the winter season and knowing how to react if stranded or lost on the road are the keys to safe winter driving.

NLG Museum Connecting to Collections, Statewide Planning Grant, Developing a Statewide Disaster Preparedness and Response Plan for Iowa, Final report.

The Iowa Conservation and Preservation Consortium, Iowa Museum Association, the State Historical Society of Iowa and the State Library requested the IMLS CTC grant funds so we could develop a statewide plan to help the stewards of cultural property plan for protection and disaster recovery of collections. We are very pleased with the results of our grant activities. Thanks to the IMLS CTC grant over 200 Iowa collection care takers have received basic training in disaster preparedness and response, 24 care takers have signed up to become cultural collection first responders, a dozen disaster planning/response trainers are available upon request, and over 40 institutions have ReAct Paks. We have created a variety of training tools ranging from basic awareness to in-depth training, established a website of disaster resources, and geo-referenced hundreds of cultural collection sites around Iowa. In addition, the IMLS grant was just the motivator we needed to participate in other national/international efforts which in turn strengthened our IMLS grant project.

The Role of Magnesium in Concrete Deterioration, HR-355, 1994

Concretes with service lives of less than 15 years and those with lives greater than 40 years were studied with petrographic microscope, scanning electron microscope, and electron microprobe to determine why these two groups of concrete exhibit such different degrees of durability under highway conditions. Coarse aggregate used in both types of concrete were from dolomite rock, but investigation revealed that dolomite aggregate in the two groups of concretes were much different in several respects. The poorly-performing aggregate is fine-grained, has numerous euhedral and subhedral dolomite rhombohedra, and has relatively high porosity. Aggregate from durable concrete is coarse-grained, with tightly interlocked crystal fabric, anhedral dolomite boundaries, and low porosity. Aggregate in short service life concrete was found to have undergone pervasive chemical reactions with the cement which produced reaction rims on the boundaries of coarse aggregate particles and in the cement region adjacent to aggregate boundaries. Textural and porosity differences are believed to be chiefly responsible for different service lives of the two groups of concrete. The basic reaction that has occurred in the short service life concretes between coarse aggregate and cement is an alkali-dolomite reaction. In the reaction dolomite from the aggregate reacts with hydroxide ions from the cement to free magnesium ions and carbonate ions, and the magnesium ions precipitate as brucite, Mg(OH)2. Simultaneously with this reaction, a second reaction occurs in which product carbonate ions react with portlandite from the cement to form calcite and hydroxide ions. Crystal growth pressures of newly formed brucite and calcite together with other processes, e.g. hydration state changes of magnesium chloride hydrates, lead to expansion of the concretes with resultant rapid deterioration. According to this model, magnesium from any source, either from reacting dolomite or from magnesium road deicers, has a major role in highway concrete deterioration. Consequently, magnesium deicers should be used with caution, and long-term testing of the effects of magnesium deicers on highway concrete should be implemented to determine their effects on durability.

Dynamic Pavement Deflection Measurements, Progress Report, HR-178, 1977

The Road Rater is a dynamic deflection measuring appa-ratus for flexible base pavements. The basic operating principle of the Road Rater is to impart a dynamic loading and measure the resultant movement of the pavement with velocity sensors. This data, when properly adjusted for temperature by use of a nomograph included in this report, can be used to determine pavement life expectancy and estimate overlay thickness required. Road Rater testing will be conducted in the spring, when pave-ments are in their weakest condition, until seasonal correction factors can be developed. The Road Rater does not have sufficient ram weight to effectively evaluate load carrying capacity of rigid pavements. All rigid pavements react similarly to Road Rater testing and generally deflect from 0.65 to 1.30 mils. Research will be continued to evaluate rigid pavements with the Road Rater, however. The Road Rater has proven to be a reliable, trouble free pavement evaluation machine. The deflection apparatus was originally front-mounted, but was rear-mounted during the winter of 1977-78. Since that time, van handling has greatly improved, and front suspension parts are no longer overstressed due to improper weight distribution. The Road Rater provides a fast, economical, nondestructive test method to evaluate flexible pavements. Road Rater test data can be used to predict pavement life, set priorities for asphaltic concrete resurfacing, and design asphaltic concrete overlays. Temperature and seasonal variations significantly affect Road Rater deflection readings and must be considered. A nomograph included in this report adjusts for temperature, but does not correct for seasonal effect. Road Rater testing will be conducted in the spring until seasonal correction factors can be developed. The Road Rater has not successfully evaluated rigid pavements, but research will continue in this area. 1. Recommendations for continuing Road Rater research, evaluation and application are as follows:A computer program should be established to reduce Road Rater raw data (Range and Sensor reading) to HR-178 Road Rater Dynamic Deflections For Determining Structural Rating Of Flexible Pavements mean deflection (mils) and/or structural rating. This computer printout would be similar to present friction testing printouts, and would greatly reduce Road Rater data reduction manpower needs and costs. 2. Seasonal variation study should continue to develop seasonal correction factors. Seasonal test roads will be studied concurrently with routine testing during 1979 to develop this relationship. All Road Rater testing will be conducted in the spring until the seasonal relationship is established. 3. An asphaltic concrete overlay design method should be established based on Road Rater de-flection readings. The AASHTO Interim Guide for Design of Pavement Structures 1972 will be used as a base document for this study. 4. AASHTO Structural numbers should be compared to Road Rater Structural Ratings during 1979 on asphaltic concrete overlay projects. This analysis will enable us to refine Road Rater evaluation of flexible pavements. Roads will be tested before resurfacing and several months

Dynamic Deflections for Determining Structural Rating of Flexible Pavements, HR-178, 1979

The Road Rater is a dynamic deflection measuring apparatus for flexible base pavements. The Road Rater replaces the Benkelman Beam which was last used by the Iowa DOT in 1977. Road Rater test results correlate reasonably well (correlation coefficient = 0.83) with Benkelman Beam test data. The basic differences between the Road Rater and Benkelman Beam are as follows: 1. The Benkelman Beam uses a static 18,000 lb. load while the Road Rater uses a dynamic 800 to 2,000 lb. loading. 2. The Road Rater tests much faster and more economically than the Benkelman Beam. 3. The Road Rater better simulates a moving truck than the Benkelman Beam. The basic operating principle of the Road Rater is to impart a dynamic loading and measure the resultant movement of the pavement with velocity sensors. This data, when properly adjusted for temperature by use of a nomograph included in this report, can be used to determine pavement life expectancy and estimate overlay thickness required. Road Rater testing will be conducted in the spring, when pavements are in their weakest condition, until seasonal correction factors can be developed. The Road Rater does not have sufficient ram weight to effectively evaluate load carrying capacity of rigid pavements. All rigid pavements react similarly to Road Rater testing and generally deflect from 0.65 to 1.30 mils. Research will be contined to evaluate rigid pavements with the Road Rater, however. The Road Rater has proven to be a reliable, troublefree pavement evaluation machine. The deflection apparatus was originally front-mounted,but was rear-mounted during the winter of 1977-78. Since that time, van handling has greatly improved, and front suspension parts are no longer overstressed due to improper weight distribution.

Hazardous Materials, December 31, 2013

Nearly all households use products that contain hazardous materials, and hazardous materials are transported on our roadways, railways and waterways daily. Although the risk of a chemical accident is slight, knowing how to handle these products and how to react during an emergency can reduce the risk of injury.

Winter Driving A Guide for Your Safety, January 17, 2012

The leading cause of death during winter storms is transportation accidents. Preparing your vehicle for the winter season and knowing how to react if stranded or lost on the road are the keys to safe winter driving.