Maximized Utility of the Global Positioning System, HR-316, 1991

This report describes a project begun in January 1989 and completed December 1990, with the primary objective of obtaining sufficiently accurate horizontal and vertical control by using Global Positioning System (GPS) for highway applications. The ISU research group studied the operations of the Ashtech GPS receiver in static, pseudo-static, kinematic, and pseudo-kinematic modes. By using the Electronic Distance Measuring Instrument (EDMI) Calibration Baseline at ISU, the GPS receiver was tested for distance measurement accuracy. It was found that GPS measurements differed from the baseline distance by about 5.3 mm. Four projects were undertaken to further evaluate and improve the horizontal as well as the vertical accuracies of the GPS receiver -- (1) The Campus Project: with all points concentrated within a one-mile radius; (2) The Des Moines Project: a typical DOT project with all the points within a five-mile radius; (3) The Iowa Project: with all points within a 100-mile radius in the state of Iowa; and (4) The Mustang Project: an extension of the Iowa project, including a typical DOT project of about 10 miles within the inner 30 mile radius of the Iowa project.

Utility System Revenue Bond Funds, June 30, 2002

State University Audit Report

Utility System Revenue Bond Funds, Iowa State University of Science and Technology, Independent Auditor's Report Financial Statements and Supplemental Information, June 30, 2004

State University Audit Report

Utility System Revenue Bond Funds, Iowa State University of Science and Technology, Independent Auditor's Report, Financial Statements and Supplemental Information, June 30, 2005

State University Audit Report

Utility Cut Repair Techniques— Investigation of Improved Cut Repair Techniques to Reduce Settlement in Repaired Areas, December 2005

Pavement settlement occurring in and around utility cuts is a common problem, resulting in uneven pavement surfaces, annoyance to drivers, and ultimately, further maintenance. A survey of municipal authorities and field and laboratory investigations were conducted to identify the factors contributing to the settlement of utility cut restorations in pavement sections. Survey responses were received from seven cities across Iowa and indicate that utility cut restorations often last less than two years. Observations made during site inspections showed that backfill material varies from one city to another, backfill lift thickness often exceeds 12 inches, and the backfill material is often placed at bulking moisture contents with no Quality control/Quality Assurance. Laboratory investigation of the backfill materials indicate that at the field moisture contents encountered, the backfill materials have collapse potentials up to 35%. Falling Weight Deflectometer (FWD) deflection data and elevation shots indicate that the maximum deflection in the pavement occurs in the area around the utility cut restoration. The FWD data indicate a zone of influence around the perimeter of the restoration extending two to three feet beyond the trench perimeter. The research team proposes moisture control, the use of 65% relative density in a granular fill, and removing and compacting the native material near the ground surface around the trench. Test sections with geogrid reinforcement were also incorporated. The performance of inspected and proposed utility cuts needs to be monitored for at least two more years.

Utility System Revenue Bond Funds, Iowa State University of Science and Technology, Independent Auditor's Report, Basic Financial Statements and Supplementary Information, June 30, 2006

State University Audit Report

Audit of the Utility System Revenue Bond Funds of Iowa State University of Science and Technology (Iowa State University) as of and for the year ended June 30, 2007

Audit of the Utility System Revenue Bond Funds of Iowa State University of Science and Technology (Iowa State University) as of and for the year ended June 30, 2007

Consumer Advisory Bulletin, Storm Warning: Be Wary of Impostors Posing as Utility Workers, March 2007

The Attorney General’s Consumer Protection Division receives hundreds of calls and consumer complaints every year. Follow these tips to avoid unexpected expense and disappointments. This record is about: Storm Warning: Be Wary of Impostors Posing as Utility Workers

Consumer Advisory Bulletin, "Flood and Storm Warning: Be Wary of Impostors Posing as Utility Workers", June 12, 2008

The Attorney General’s Consumer Protection Division receives hundreds of calls and consumer complaints every year. Follow these tips to avoid unexpected expense and disappointments. This record is about: "Look Before You Lease!"

Report of the Utility System Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Utility System Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Measurement of Pavement Surface Variations, July 1974

The measurement of pavement roughness has been the concern of highway engineers for more than 70 years. This roughness is referred to as "riding quality" by the traveling public. Pavement roughness evaluating devices have attempted to place either a graphical or numerical value on the public's riding comfort or discomfort. Early graphical roughness recorders had many different designs. In 1900 an instrument called the "Viagraph" was developed by an Irish engineer.' The "Viagraph" consisted of a twelve foot board with graphical recorder drawn over the pavement. The "Profilometer" built in Illinois in 1922 was much more impressive. ' The instrument's recorder was mounted on a frame supported by 32 bicycle wheels mounted in tandem. Many other variations of profilometers with recorders were built but most were difficult to handle and could not secure uniformly reproducible results. The Bureau of Public Roads (BPR) Road Roughness Indicator b u i l t in 1941 is the most widely used numerical roughness recorder.' The BPR Road Roughness Indicator consists of a trailer unit with carefully selected springs, means of dampening, and balanced wheel.

Audit report on the Regional Utility Service Systems Commission for the year ended June 30, 2011

Audit report on the Regional Utility Service Systems Commission for the year ended June 30, 2011

Audit report on the Regional Utility Service Systems Commission for the year ended June 30, 2012

Audit report on the Regional Utility Service Systems Commission for the year ended June 30, 2012

Field Measurement of Bridges for Long-term Structural Movement, HR-295, 1988

This report describes the field application of the tilt sensing method for monitoring movement of the Black Hawk and Karl King Bridges. The study objectives were: to design a data acquisition system for tilt sensing equipment utilizing a telephone telemetry system; to monitor possible movement of the main span pier, Pier No. 2, on the Black Hawk Bridge in Lansing and the possible long-term movement of Pier No. 4 on the Karl King Bridge in Fort Dodge; and to assess the feasibility, reliability, and accuracy of the instrumentation system used in this study.

Using Scanning Lasers for Real-Time Pavement Thickness Measurement, TR-538, 2006

Due to limited budgets and reduced inspection staff, state departments of transportation (DOTs) are in need of innovative approaches for providing more efficient quality assurance on concrete paving projects. The goal of this research was to investigate and test new methods that can determine pavement thickness in real time. Three methods were evaluated: laser scanning, ultrasonic sensors, and eddy current sensors. Laser scanning, which scans the surface of the base prior to paving and then scans the surface after paving, can determine the thickness at any point. Also, scanning lasers provide thorough data coverage that can be used to calculate thickness variance accurately and identify any areas where the thickness is below tolerance. Ultrasonic and eddy current sensors also have the potential to measure thickness nondestructively at discrete points and may result in an easier method of obtaining thickness. There appear to be two viable approaches for measuring concrete pavement thickness during the paving operation: laser scanning and eddy current sensors. Laser scanning has proved to be a reliable technique in terms of its ability to provide virtual core thickness with low variability. Research is still required to develop a prototype system that integrates point cloud data from two scanners. Eddy current sensors have also proved to be a suitable alternative, and are probably closer to field implementation than the laser scanning approach. As a next step for this research project, it is suggested that a pavement thickness measuring device using eddy current sensors be created, which would involve both a handheld and paver-mounted version of the device.