Audit report on the Heart of Iowa Regional Transit Agency for the year ended June 30, 2014

Audit report on the Heart of Iowa Regional Transit Agency for the year ended June 30, 2014

Traffic Safety Analysis for Local Agencies, 2012

Although many larger Iowa cities have staff traffic engineers who have a dedicated interest in safety, smaller jurisdictions do not. Rural agencies and small communities must rely on consultants, if available, or local staff to identify locations with a high number of crashes and to devise mitigating measures. However, smaller agencies in Iowa have other available options to receive assistance in obtaining and interpreting crash data. These options are addressed in this manual. Many proposed road improvements or alternatives can be evaluated using methods that do not require in-depth engineering analysis. The Iowa Department of Transportation (DOT) supported developing this manual to provide a tool that assists communities and rural agencies in identifying and analyzing local roadway-related traffic safety concerns. In the past, a limited number of traffic safety professionals had access to adequate tools and training to evaluate potential safety problems quickly and efficiently and select possible solutions. Present-day programs and information are much more conducive to the widespread dissemination of crash data, mapping, data comparison, and alternative selections and comparisons. Information is available and in formats that do not require specialized training to understand and use. This manual describes several methods for reviewing crash data at a given location, identifying possible contributing causes, selecting countermeasures, and conducting economic analyses for the proposed mitigation. The Federal Highway Administration (FHWA) has also developed other analysis tools, which are described in the manual. This manual can also serve as a reference for traffic engineers and other analysts.

Optimum Enforcement Level for Traffic Weight Operations, HR-138, Appendices, 1968

Appendices for HR-138.

Criteria for the Evaluation and Disposition of Low-Traffic-Count Secondary Roads, HR-139, 1969

The State of Iowa has too many roads. Although ranking thirty-fourth in population, twenty-fifth in area, and twentieth in motor vehicle registration, it ranks seventh in the nation in miles of rural roads. In 1920 when Iowa's rural population was 1,528,000, there were 97,440 miles of secondary roads. In 1960 with rural population down 56 percent to 662,000, there were 91,000 miles of secondary roads--a 7 percent decrease. The question has been asked: "Who are these 'service roads' serving?" This excess mileage tends to dissipate road funds at a critical time of increasing public demand for better and safer roads.

Automated Traffic/Truck Weight Monitoring Equipment (Weigh-in-Motion), HR-282, 1988

This report documents work undertaken in the demonstration of a low-cost Automatic Weight and Classification System (AWACS). An AWACS procurement specification and details of the results of the project are also included. The intent of the project is to support and encourage transferring research knowledge to state and local agencies and manufacturers through field demonstrations. Presently available, Weigh-in-Motion and Classification Systems are typically too expensive to permit the wide deployment necessary to obtain representative vehicle data. Piezo electric technology has been used in the United Kingdom and Europe and is believed to be the basic element in a low-cost AWACS. Low-cost systems have been installed at two sites, one in Portland Cement Concrete (PCC) pavement in Iowa and the other in Asphaltic Cement Concrete (ACC) pavement in Minnesota to provide experience with both types of pavement. The systems provide axle weights, gross vehicle weight, axle spacing, vehicle classification, vehicle speed, vehicle count, and time of arrival. In addition, system self-calibration and a method to predict contact tire pressure is included in the system design. The study has shown that in the PCC pavement, the AWACS is capable of meeting the needs of state and federal highway agencies, producing accuracies comparable to many current commercial WIM devices. This is being achieved at a procurement cost of substantially less than currently available equipment. In the ACC pavement the accuracies were less than those observed in the PCC pavement which is concluded to result from a low pavement rigidity at this site. Further work is needed to assess the AWACS performance at a range of sites in ACC pavements.

MOLECULAR MECHANISMS OF A ROOT SYSTEM TO SOIL ADAPTATION

Contrairement aux animaux, les plantes sont des organismes sessiles qui ne possèdent pas de mécanismes de fuite quand les conditions environnementales ne sont plus optimales. Les plantes sont physiquement ancrées à l'endroit où elles ont germées et aux conditions environnementales qui parfois peuvent être extrêmes. Les possibilités d'acclimatation de différentes espèces, parfois même de groupes de plantes au sein d'une même espèce, peuvent varier mais repose sur une adaptation génétique de la plante. L'adaptation est un long processus qui repose sur l'apparition spontanée de mutations génétiques, leur mise à l'épreuve face aux conditions environnementales, et dans le cas où la mutation a un impact positif sur la survie dans cet habitat particulier, elle sera maintenue dans une population donnée de plantes. De telles populations, appelées écotypes, sont le matériel de départ pour la découverte de gènes qui induisent un bénéfice pour la plante dans un environnement donné. La plante la plus étudiée en biologie moléculaire est Arabidopsis thaliana, l'arabette des prés. Dans une étude précédente, les racines d'écotypes naturels d'Arabidopsis ont été comparées et un écotype, Uk-1, avait le système racinaire le plus particulier. Cet écotype possède des racines beaucoup plus courtes et plus ramifiées que tous les autres écotypes. Des analyses plus poussées ont montré qu'une seule mutation dans un gène était la cause de ce phénotype, le gène BREVIS RADIX (BRX), mot latin signifiant 'racine courte'. Bien que l'on connaisse le gène BRX, on connaît finalement peu de choses sur son importance adaptative. Dans cette étude, nous avons montré que la mutation dans le gène BRX rend la plante plus résistante aux sols acides. Dans l'optique de mieux comprendre cette valeur adaptative du mutant brx, nous avons analysé dans quels tissus le gène BRX jouait un rôle important. Nous avons pu mettre en évidence que BRX est important pour le développement du protophloème. Le protophloème est un élément du système vasculaire de la plante. En général, les plantes supérieures possèdent deux systèmes de transport à longue distance. L'un d'eux, appelé xylème, transporte l'eau et les nutriments absorbés du sol par les racines vers les feuilles. Les feuilles sont le siège du processus de photosynthèse au cours duquel sont produits des sucres qui devront être distribués partout dans les autres parties de la plante. Le tissu cellulaire chargé de livrer les produits de la photosynthèse, ainsi que les régulateurs de croissance, est le phloème. Ce dernier regroupe le métaphloème et le protophloème. Le protophloème est essentiel pour la livraison des sucres synthétisés ainsi que des signaux de croissance aux pointes des racines, centres organogéniques responsables de la production de nouvelles cellules durant la phase de croissance de la racine. La structure du protophloème peut être décrite comme des tubes continus, vides et résistants, faits de cellules spécialisées qui permettent un transport efficace et rapide. Nous avons montré que dans les mutants brx ces canaux de transports sont discontinus car certaines cellules n'ont pas terminé leur cycle de différenciation. Ces cellules obstruent le conduit ce qui fait que les sucres et les signaux de croissance, comme l'auxine, ne peuvent plus être transportés aux méristèmes. En conséquence, la prolifération de l'activité des méristèmes est compromise, ce qui explique les racines courtes. Au lieu d'être délivré aux méristèmes, l'auxine se concentre en amont des méristèmes où cela provoque l'apparition de nouvelles racines branchées et, très probablement, l'activation des pompes à protons. Sur des sols acides, la concentration en ion H+ est très élevée. Ces ions entrent dans les cellules de la racine par diffusion et perturbent notablement la croissance des racines et de la plante en général. Si les cellules de la racine possédaient des pompes à protons hyperactives, elles seraient capable d'évacuer le surplus d'ions H+ en dehors de la cellule, ce qui leur assurerait de meilleures chances de survie sur sols acides. De fait, le mutant brx est capable d'acidifier le milieu de culture dans lequel il est cultivé plus efficacement que la plante sauvage. Ce mutant est également capable de donner plus de progéniture sur ce type de milieu de croissance que les plantes sauvages. Finalement, nous avons trouvé d'autres mutants brx en milieu naturel poussant sur sols acides, ce qui suggère fortement que la mutation du gène BRX est une des causes de l'adaptation aux sols acides. -- Plants as sessile organisms have developed different mechanisms to cope with the complex environmental conditions in which they live. Adaptation is the process through which traits evolve by natural selection to functionally improve in a given environmental context. An adaptation to the environment is characterized by the genetic changes in the entire populations that have been fixed by natural selection over many generations. BREVIS RADIX (BRX) gene was found through natural Arabidopsis accessions screen and was characterized as a root growth regulator since loss-of-function mutants exhibit arrested post-embryonic primary root growth in addition to a more branched root system. Although brx loss-of-function causes a complete alteration in root architecture, BRX activity is only required in the root vasculature, in particular in protophloem cell file. Protophloem is a part of the phloem transport network and is responsible for delivery of photo-assimilates and growth regulators, coming from the shoot through mature phloem component - metaphloem, to the all plant primary meristems. In order to perform its function, protophloem is the first cell file to differentiate within the root meristem. During this process, protophloem cells undergo a partial programmed cell death, during which they build a thicker cell wall, degrade nucleus and tonoplast while plasma membrane stays functional. Interestingly, protophloem cells enter elongation process only after differentiation into sieve elements is completed. Here we show that brx mutants fail to differentiate protophloem cell file properly, a phenotype that can be distinguished by a presence of a "gap" cells, non-differentiated cells between two flanking differentiated cells. Discontinuity of protophloem differentiation in brx mutants is considered to be a consequence of local hyperactivity of CLAVATA3/EMBRYO SURROUNDING REGION 45 (CLE45) - BARELY ANY MERISTEM 3 (BAM3) signaling module. Interestingly, a CLE45 activity, most probably at the level of receptor binding, can be modulated by apoplastic pH. Altogether, our results imply that the activity of proton pumps, expressed in non-differentiated cells of protophloem, must be maintained under certain threshold, otherwise CLE45-BAM3 signaling pathway will be stimulated and in turn protophloem will not differentiate. Based on vacuolar morphology, a premature cell wall acidification in brx mutants stochastically prevents the protophloem differentiation. Only after protophloem differentiates, proton pumps can be activated in order to acidify apoplast and to support enucleated protophloem multifold elongation driven by surrounding cells growth. Finally, the protophloem differentiation failure would result in an auxin "traffic jam" in the upper parts of the root, created from the phloem-transported auxin that cannot be efficiently delivered to the meristem. Physiologically, auxin "leakage" from the plant vasculature network could have various consequences, since auxin is involved in the regulation of almost every aspect of plant growth and development. Thus, given that auxin stimulates lateral roots initiation and growth, this scenario explains more branched brx root system. Nevertheless, auxin is considered to activate plasma membrane proton pumps. Along with this, it has been shown that brx mutants acidify media much more than the wild type plants do, a trait that was proposed as an adaptive feature of naturally occurring brx null alleles in Arabidopsis populations found on acidic soils. Additionally, in our study we found that most of accessions originally collected from acidic sampling sites exhibit hypersensitivity to CLE45 treatment. This implies that adaptation of plants to acidic soil involves a positive selection pressure against upstream negative regulators of CLE45-BAM3 signaling, such as BRX. Perspective analysis of these accessions would provide more profound understanding of molecular mechanisms underlying plant adaptation to acidic soils. All these results are suggesting that targeting of the factors that affect protophloem differentiation is a good strategy of natural selection to change the root architecture and to develop an adaptation to a certain environment. -- Les plantes comme organismes sessiles ont développé différents mécanismes pour s'adapter aux conditions environnementales complexes dans lesquelles elles vivent. L'adaptation est le processus par lequel des traits vont évoluer via la sélection naturelle vers une amélioration fonctionnelle dans un contexte environnemental donné. Une adaptation à l'environnement est caractérisée par des changements génétiques dans des populations entières qui ont été fixés par la sélection naturelle sur plusieurs générations. Le gène BREVIS RADIX (BRX) a été identifié dans le crible d'une collection d'accessions naturelles d'Arabidopsis et a été caractérisé comme un régulateur de la croissance racinaire étant donné que le mutant perte-de-fonction montre une croissance racinaire primaire arrêtée au stade post-embryonnaire et présente de plus un système racinaire plus ramifié que la plante sauvage. Bien que le mutant perte-de-fonction brx cause une altération complète de l'architecture racinaire, l'activité de BRX n'est requise que dans la vascularisation racinaire, en particulier au niveau du protophloème. Le protophloème est un composant du réseau de transport du phloème et est responsable du transit des dérivés de la photosynthèse ainsi que des régulateurs de croissances, venant de la partie aérienne par le phloème mature (métaphloème) vers tous les méristèmes primaires de la plante. Pour pouvoir réaliser sa fonction, le protophloème est la première file de cellules à se différencier à l'intérieur du méristème de la racine. Pendant ce processus, les cellules du protophloème subissent une mort cellulaire programmée partielle durant laquelle elles épaississent leur paroi cellulaire, dégradent le noyau et le tonoplaste tandis que la membrane plasmique demeure fonctionnelle. De manière intéressante, les cellules du protophloème entament le processus d'allongement seulement après que la différenciation en tubes criblés soit complète. Ce travail montre que le mutant brx est incapable de mener à bien la différenciation de la file de cellules du protophloème, phénotype qui peut être visualisé par la présence de cellules 'trous', de cellules non différenciées entourées de deux cellules différenciées. La discontinuité de la différenciation du phloème dans le mutant brx est considérée comme la conséquence de l'hyperactivité localisée du module de signalisation CLA VA TA3/EMBRYO SURROUNDING REGION 45 (CLE45) - BARELY ANY MERISTEM 3 (BAM3). De manière intéressante, l'activité de CLE45, très probablement au niveau de la liaison avec le récepteur, peut être modulé par le pH apoplastique. Pris ensemble, nos résultats impliquent que l'activité des pompes à protons, actives dans les cellules non différenciées du protophloème, doit être maintenue en dessous d'un certain seuil autrement la cascade de signalisation CLE45-BAM3 serait stimulée, en conséquence de quoi le protophloème ne pourrait se différencier. D'après la morphologie vacuolaire, une acidification prématurée de la paroi cellulaire dans le mutant brx empêche la différenciation du protophloème de manière stochastique. Une fois que le protophloème se différencie, les pompes à protons peuvent alors être activées afin d'acidifier l'apoplaste et ainsi faciliter l'allongement des cellules énuclées du protophloème, entraînées par la croissance des cellules environnantes. Finalement, la différenciation défectueuse du protophloème produit une accumulation d'auxine dans la partie supérieure de la racine car le phloème ne peut plus acheminer efficacement l'auxine au méristème. Physiologiquement, la 'fuite' d'auxine à partir du réseau vasculaire de la plante peut avoir des conséquences variées puisque l'auxine est impliquée dans la régulation de la majorité des aspects de la croissance et développement de la plante. Etant donné que l'auxine stimule l'initiation et développement des racines latérales, ce scénario pourrait expliquer le système racinaire plus ramifié du mutant brx. En plus, l'auxine est considérée comme un activateur des pompes à protons. Par ailleurs, nous avons montré que les mutants brx ont la capacité d'acidifier le milieu plus efficacement que les plantes sauvages, une caractéristique des populations sauvages <¥Arabidopsis poussant sur des sols acides et contenant les allèles délétés brx. De plus, dans nos résultats nous avons mis en évidence que la plupart des accessions collectées originellement sur des sites acidophiles montre une hypersensibilité au traitement par CLE45. Ceci implique que l'adaptation des plantes aux sols acides repose sur la pression de sélection positive à rencontre des régulateurs négatifs de CLE45- BAM3, situés en amont de la cascade, tel le produit du gène BRX. Les analyses de ces accessions pourraient aboutir à une meilleure compréhension des mécanismes moléculaires responsables de l'adaptation des plantes aux sols acides. Tous nos résultats suggèrent que le ciblage des facteurs affectant la différenciation du protophloème serait une stratégie gagnante dans la sélection naturelle pour changer l'architecture de la racine et ainsi s'adapter efficacement à un nouvel environnement.

Evaluation of Maturity and Pulse Velocity Measurements for PCC Traffic Opening Decisions, HR-380, 1998

Concrete paving is often at a disadvantage in terms of pavement type selection due to the time of curing required prior to opening the pavement to traffic. The State of Iowa has been able to reduce traffic delay constraints through material selection and construction methods to date. Methods for monitoring concrete strength gain and quality have not changed since the first concrete pavements were constructed in Iowa. In 1995, Lee County and the Iowa DOT cooperated in a research project, HR-380, to construct a 7.1 mile (11. 43 km) project to evaluate the use of maturity and pulse velocity nondestructive testing (NDT) methods in the estimation of concrete strength gain. The research identified the pros and cons of each method and suggested an instructional memorandum to utilize maturity measurements to meet traffic delay demands. Maturity was used to reduce the traffic delay opening time from 5-7 days to less than 2 days through the implementation of maturity measurements and special traffic control measures. Recommendations on the development of the maturity curve for each project and the location and monitoring of the maturity thermocouples are included. Examples of equipment that could easily be used by project personnel to estimate the concrete strength using the maturity methods is described.

Survey of D.O.T.'s Traffic Paint Costs in 1979, HR-515, 1980

This report presents the results of a survey on the use of yellow versus white traffic paint. It was found that in most states the white paint was less expensive than the yellow. A substantial savings could be realized if an all white traffic marking system was permitted by the Federal Highway Administration. Paint costs from each state are presented, as well as by each region.

Minimum Retroreflectivity of Traffic Signs and Pavement Markings, HR-562, 1995

This final report contains two separate reports which describe the retroreflectivity levels of various traffic signs and pavement markings on the Iowa primary road system. The data was collected in the fall/winter of 1994 and given to the Federal Highway Administration in March of 1995. This information is currently being combined with similar information from other jurisdictions across the country for the purpose of determining the impact of mandated minimum retroreflectivity levels. The FHWA will be releasing their report sometime in 1996. In October 1992, Congress mandated (Public Law 102-388) the Secretary of Transportation to revise the Manual of Uniform Traffic Control Devices to include a minimum level of retroreflectivity for pavement markings and traffic signs which shall apply to all roads open to public travel. In 1994, the FHWA initiated research studies to determine the retroreflectivity levels which currently exist for signs and markings in an attempt to develop standards which are reasonable to implement. The Iowa Department of Transportation participated in both of the studies and the final reports are included. After compilation and analysis of the collected retroreflectivity data, the FHWA will propose the new MUTCD standards through the federal rule making process. It is estimated that the actual MUTCD change will occur sometime in late 1997 or early 1998.

Epoxy Thermoplastic Traffic Marking Material, HR-1033, 1982

This Implementation Package summarizes the result of an effort to develop a more durable traffic marking material-Epoxy Thermoplastic (ETP). The report includes background information on the development of ETP, a discussion of the field tests and evaluations, the material composition and equipment modifications for applying ETP. The package also includes material specifications for purchasing ETP and specifications for the application of ETP by contract.

Improving Traffic Safety Culture in Iowa, 2011

Vehicle crashes rank among the leading causes of death in the United States. In 2006, the AAA Foundation for Traffic Safety “made a long- term commitment to address the safety culture of the United States, as it relates to traffic safety, by launching a sustained research and educational outreach initiative.” An initiative to produce a culture of safety in Iowa includes the Iowa Comprehensive Highway Safety Plan (CHSP). The Iowa CHSP “engages diverse safety stakeholders and charts the course for the state, bringing to bear sound science and the power of shared community values to change the culture and achieve a standard of safer travel for our citizens.” Despite the state’s ongoing efforts toward highway safety, an average of 445 deaths and thousands of injuries occur on Iowa’s public roads each year. As such, a need exists to revisit the concept of safety culture from a diverse, multi-disciplinary perspective in an effort to improve traffic safety. This study summarizes the best practices and effective laws in improving safety culture in the United States and abroad. Additionally, this study solicited the opinions of experts in public health, education, law enforcement, public policy, social psychology, safety advocacy, and traffic safety engineering in a bid to assess the traffic safety culture initiatives in Iowa. Recommendations for improving traffic safety culture are offered in line with the top five Iowa CHSP safety policy strategies, which are young drivers, occupant protection, motorcycle safety, traffic safety enforcement and traffic safety improvement program, as well as the eight safety program strategies outlined in the CHSP. As a result of this study, eleven high-level goals were developed, each with specific actions to support its success. The goals are: improve emergency medical services response, toughen law enforcement and prosecution, increase safety belt use, reduce speeding-related crashes, reduce alcohol-related crashes, improve commercial vehicle safety, improve motorcycle safety, improve young driver education, improve older driver safety, strengthen teenage licensing process, and reduce distracted driving.

Simulation and Analysis of Arterial Traffic Operations Along the U.S. 61 Corridor in Burlington, Iowa, 1998

The Center for Transportation Research and Education (CTRE) used the traffic simulation model CORSIM to access proposed capacity and safety improvement strategies for the U.S. 61 corridor through Burlington, Iowa. The comparison between the base and alternative models allow for evaluation of the traffic flow performance under the existing conditions as well as other design scenarios. The models also provide visualization of performance for interpretation by technical staff, public policy makers, and the public. The objectives of this project are to evaluate the use of traffic simulation models for future use by the Iowa Department of Transportation (DOT) and to develop procedures for employing simulation modeling to conduct the analysis of alternative designs. This report presents both the findings of the U.S. 61 evaluation and an overview of model development procedures. The first part of the report includes the simulation modeling development procedures. The simulation analysis is illustrated through the Burlington U.S. 61 corridor case study application. Part I is not intended to be a user manual but simply introductory guidelines for traffic simulation modeling. Part II of the report evaluates the proposed improvement concepts in a side by side comparison of the base and alternative models.

Guidelines for Removal of Traffic Control Devices in Rural Areas, TR-527, 2005

It is commonly regarded that the overuse of traffic control devices desensitizes drivers and leads to disrespect, especially for low-volume secondary roads with limited enforcement. The maintenance of traffic signs is also a tort liability concern, exacerbated by unnecessary signs. The Federal Highway Administration’s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) and the Institute of Transportation Engineer’s (ITE) Traffic Control Devices Handbook provide guidance for the implementation of STOP signs based on expected compliance with right-of-way rules, provision of through traffic flow, context (proximity to other controlled intersections), speed, sight distance, and crash history. The approach(es) to stop is left to engineering judgment and is usually dependent on traffic volume or functional class/continuity of system. Although presently being considered by the National Committee on Traffic Control Devices, traffic volume itself is not given as a criterion for implementation in the MUTCD. STOP signs have been installed at many locations for various reasons which no longer (or perhaps never) met engineering needs. If in fact the presence of STOP signs does not increase safety, removal should be considered. To date, however, no guidance exists for the removal of STOP signs at two-way stop-controlled intersections. The scope of this research is ultra-low-volume (< 150 daily entering vehicles) unpaved intersections in rural agricultural areas of Iowa, where each of the 99 counties may have as many as 300 or more STOP sign pairs. Overall safety performance is examined as a function of a county excessive use factor, developed specifically for this study and based on various volume ranges and terrain as a proxy for sight distance. Four conclusions are supported: (1) there is no statistical difference in the safety performance of ultra-low-volume stop-controlled and uncontrolled intersections for all drivers or for younger and older drivers (although interestingly, older drivers are underrepresented at both types of intersections); (2) compliance with stop control (as indicated by crash performance) does not appear to be affected by the use or excessive use of STOP signs, even when adjusted for volume and a sight distance proxy; (3) crash performance does not appear to be improved by the liberal use of stop control; (4) safety performance of uncontrolled intersections appears to decline relative to stop-controlled intersections above about 150 daily entering vehicles. Subject to adequate sight distance, traffic professionals may wish to consider removal of control below this threshold. The report concludes with a section on methods and legal considerations for safe removal of stop control.

Field Evaluation of Alternative Load Transfer Device Locations in Low Traffic Volume Pavements, TR-420, 2003

In jointed portland cement concrete pavements, dowel bars are typically used to transfer loads between adjacent slabs. A common practice is for designers to place dowel bars at a certain, consistent spacing such that a sufficient number of dowels are available to effectively transfer anticipated loads. In many cases, however, the standards developed today for new highway construction simply do not reflect the design needs of low traffic volume, rural roads. The objective of this research was to evaluate the impact of the number of dowel bars and dowel location on joint performance and ultimately on pavement performance. For this research, test sections were designed, constructed, and tested in actual field service pavement. Test sections were developed to include areas with load transfer assemblies having three and four dowels in the outer wheel path only, areas with no joint reinforcement whatsoever, and full lane dowel basket assemblies as the control. Two adjacent paving projects provided both rural and urban settings and differing base materials. This report documents the approach to implementing the study and provides discussion and suggestions based on the results of the research. The research results indicate that the use of single three or four dowel basket assemblies in the outer wheel path is acceptable for use in low truck volume roads. In the case of roadways with relatively stiff bases such as asphalt treated or stabilized bases, the use of the three dowel bar pattern in the outside wheel path is expected to provide adequate performance over the design life of the pavement. In the case of untreated or granular bases, the results indicate that the use of the three or four dowel bar basket in both wheel paths provides the best long-term solution to load transfer and faulting measurements.

Revision to the SUDAS Traffic Signal Design Guide, TR-546, 2009

Changes in technology have an impact on standard practice, materials, and equipment. The traffic signal industry is constantly producing more energy-efficient and durable equipment, better communications, and more sophisticated detection and monitoring capabilities. Accordingly, this project provides an update to the traffic signal content within the Statewide Urban Design and Specifications (SUDAS) Design Manual and Standard Specifications. This work was completed through a technical advisory committee with a variety of participants representing contractors, the Iowa Department of Transportation, cities, consultants, vendors, and university research and support staff.