Iowa Department of Transportation Office of Contracts Letting Summary - Fiscal 2008

Report of the letting activity of the Iowa Department of Transportation's Office of Contracts required by Iowa Code Section 307.12(15).

Lipid and energy contents in the bodies of queens of Atta sexdens rubropilosa Forel (Hymenoptera, Formicidae): pre-and post-nuptial flight

The nuptial flight allows males and females to meet and copulate and both need energy to perform this activity. Before leaving the nest, males and females are well nourished and ready to mate. However, little is known about the lipid and energy contents in females before the nuptial flight (virgins) and after it (mated females). In this work we measured lipid concentrations in relation to body weight in these individuals. Our results showed that 16.82% of the bodies of young virgin females one month before mating flight are composed of lipids, contrasting with the 32.62% lipid content in mated females who had not excavated their nest yet, and 32.88% in those who had. The energy content measured for virgin females was 2942.63 J, contrasting with 6110.01 J for queens before excavating the nest and 5677.51 J after excavation. Based on our results, we conclude that the body mass, and therefore the lipid and energy contents in the bodies of Atta sexdens rubropilosa queens double during the last month before the nuptial flight. This energy resource is fundamental to the activities required during the nuptial flight, digging the nest and the founding of the colony.

High Performance Concret Bridge Deck Overlays for County Bridges, October 2007

The Iowa Method for bridge deck overlays has been very successful in Iowa since its adoption in the 1970s. This method involves removal of deteriorated portions of a bridge deck followed by placement of a layer of den (Type O) Portland Cement Concrete (PCC). The challenge encountered with this type of bridge deck overlay is that the PCC must be mixed on-site, brought to the placement area and placed with specialized equipment. This adds considerably to the cost and limits contractor selection. A previous study (TR-427) showed that a dense PCC with high-range water reducers could successfully be used for bridge deck overlays using conventional equipment and methods. This current study evaluated the use of high performance PCC in place of a dense PCC for work on county bridges. High performance PCC uses fly ash and slag to replace some of the cement in the mix. This results in a workable PCC mix that cures to form a very low permeability overlay.

The Effects of Headcut and Knickpoint Propagation on Bridges in Iowa, October 2008

Headcuts (known also as primary knickpoints) and knickpoints (known also as secondary knickpoints) have been found to contribute to the accelerated riverbed degradation problem in the midwestern United States. Step-changes that occur at the head of channel networks are referred to as headcuts, and those that occur within the confines of channel banks are referred to as knickpoints. The formation of headcuts and knickpoints and their upstream migration have been linked to the over-steepening of stream reaches when the flow plunges to the bed and creates a plunge pool. Secondary flow currents and seepage are believed to be some other parameters contributing to the formation and evolution of headcuts and knickpoints. Ongoing research suggests that headcuts and knickpoints, where they form and migrate, may account for 60% (or more) of the bed erosion in the streams. Based on preliminary observations, there is a strong indication that headcuts and knickpoints can also have a greater influence on flow thalweg alignment (line of deepest flow) for small rivers. A shift in thalweg toward a riverbank or embankment is usually a prime factor contributing to riverbank erosion and scour.

Energetic cost of digging behavior in workers of the leaf-cutting ant Atta sexdens (Fabricius)

Energetic cost of digging behavior in workers of the leaf-cutting ant Atta sexdens (Fabricius). During nest excavation, leaf-cutting ant workers undergo reduction in their body reserve, particularly carbohydrates. In order to estimate the energetic cost of digging, groups of 30 workers of the leaf-cutting ant Atta sexdens were sealed in a hermetic chamber for 24, 48 and 72 hours, with and without soil for digging, and had the CO2 concentration measured using respirometric chambers as well as volume of soil excavated (g). As expected, the worker groups that carried out soil excavation expelled more carbon dioxide than the groups that did not excavate. Therefore, a worker with body mass of 9.65 ± 1.50 mg dug in average 0.85 ± 0.27 g of soil for 24 hours, consuming ca. 0.58 ± 0.23 J. In this study, we calculate that the energetic cost of excavation per worker per day in the experimental set-up was ca. 0.58 J.

2010- 2014 Iowa Transportation Improvement Program

The Iowa Transportation Improvement Program (Program) is published to inform Iowans of planned investments in our state’s transportation system. The Iowa Transportation Commission (Commission) and Iowa Department of Transportation (Iowa DOT) are committed to programming those investments in a fiscally responsible manner. A major component of the 2010-2014 Program is the full integration of funding allocated to the Iowa DOT from the American Recovery and Reinvestment Act of 2009 (Recovery Act). To date, the Recovery Act has provided over $400 million of additional federal funding for transportation in Iowa, including funding that is allocated to local governments and entities. Recovery Act funding will result in a record year for transportation construction in Iowa and the creation and retention of jobs. Opportunities for additionalRecovery Act transportation funding remain and will be pursued as they becomeavailable. While Recovery Act funding will make a one-time significant impact in addressing Iowa’s backlog of needs, it is important to note that there remains a large shortfall in sustained annual transportation investment to meet Iowa’s current and future critical transportation needs. In recognition of this shortfall, Governor Culver introduced and the legislature passed an I-JOBS proposal. I-JOBS will result in an additional $50 million of state funding to reduce structurally deficient and functionally obsolete bridges on the primary road system and approximately $10 million in funding for other modes of transportation including $3 million of new funding to support the expansion of passenger rail service in Iowa. I-JOBS, and the continuing gradual increase in funding due to TIME-21, will complement and extend the benefits of Recovery Act funding and set the stage for addressing the shortfall in annual funding in the next few years. Iowa’s transportation system is multi-modal; therefore, the Program encompasses investments in aviation, transit, railroads, trails, and highways. A major component of the Program is the highway section. The FY2010-2014 highway section is financially balanced and was developed to achieve several objectives. The Commission’s primary highway investment objective is stewardship (i.e. safety, maintenance and preservation) of Iowa’s existing highway system. The highway section includes an annual average of $104 million for preserving the interstate system; an annual average of $78 million for non-interstate pavement preservation; an annual average of $36 million for non-interstate bridges; and an annual average of $14 million for safety projects. Another objective is to maintain the scheduled completion of interstate and non-interstate capacity and economic development projects that were identified in the previous Program and this Program does so. The final Commission objective is to further address capacity and economic development needs and the Commission has done so by adding several such projects to the Program. Construction improvements are partially funded through the current federal transportation act, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The act will expire September 30, 2009. With the expiration of SAFETEA-LU, there is significant uncertainty in the forecast of federal revenues in the out-years of this Program. The Commission and Iowa DOT will monitor federal actions closely and make adjustments to the Program as necessary. The Iowa DOT and Commission appreciate the public’s involvement in the state’s transportation planning process. Comments received personally, by letter, or through participation in the Commission’s regular meetings or public input meetings held around the state each year are invaluable in providing guidance for the future of Iowa’s transportation system. It should be noted that this document is a planning guide. It does not represent a binding commitment or obligation of the Commission or Iowa DOT, and is subject to change. You are invited to visit the Iowa DOT’s Web site at iowadot.gov for additional and regular updates about the department’s programs and activities.

Protecting our bridges for the future, April 2006

Changes in agriculture operations over the past 35 years are having a dramatic impact on Iowa’s roads and bridges. The average size of an Iowa farm has increased to 352 acres in 2003, compared to 237 acres in 1970. Modern agricultural practices have also produced higher yields per acre, which means more grain to haul to market. In order to increase efficiency, farmers are beginning to use larger capacity wagons hauling more bushels per trip to the elevator, and using much heavier equipment in their farming operations. This trend is stressing Iowa bridges beyond the current capabilities to maintain them.

Intrahippocampal cholinergic grafts in aged rats compensate impairments in a radial maze and in a place learning task

Age-related cognitive impairments were studied in rats kept in semi-enriched conditions during their whole life, and tested during ontogeny and adult life in various classical spatial tasks. In addition, the effect of intrahippocampal grafts of fetal septal-diagonal band tissue, rich in cholinergic neurons, was studied in some of these subjects. The rats received bilateral cell suspensions when aged 23-24 months. Starting 4 weeks after grafting, they were trained during 5 weeks in an 8-arm maze made of connected plexiglass tunnels. No age-related impairment was detected during the first eight trials, when the maze shape was that of a classical radial maze in which the rats had already been trained when young. The older rats were impaired when the task was made more difficult by rendering two arms parallel to each other. They developed an important neglect of one of the parallel tunnels resulting in a high amount of errors before completion of the task. In addition, the old rats developed a systematic response pattern of visits to adjacent arms in a sequence, which was not observed in the younger subjects. None of these behaviours were observed in the old rats with a septal transplant. Sixteen weeks after grafting, another experiment was conducted in a homing hole board task. Rats were allowed to escape from a large circular arena through one hole out of many, and to reach home via a flexible tube under the table. The escape hole was at a fixed position according to distant room cues, and olfactory cues were made irrelevant by rotating the table between the trials. An additional cue was placed on the escape position. No age-related difference in escape was observed during training. During a probe trial with no hole connected and no proximal cue present, the old untreated rats were less clearly focussed on the training sector than were either the younger or the grafted old subjects. Taken together, these experiments indicate that enriched housing conditions and spatial training during adult life do not protect against all age-related deterioration in spatial ability. However, it might be that the considerable improvement observed in the grafted subjects results from an interaction between the graft treatment and the housing conditions.

Das römische Theater von Avenches/Aventicum : Architektur, Baugeschichte, kulturhistorische Aspekte

Résumée Le théâtre romain d'Aventicum s'inscrit entre la petite ville moderne d'Avenches et le village de Donatyre, au pied d'une colline en pente douce délimitant au sud-est la plaine de la Broye. Il se situe à l'ouest des quartiers urbains antiques, construits selon un plan orthogonal, et s'intègre à une zone comptant divers temples et édifices publics. Dès l'hiver 1889/1890, l'Association Pro Aventico nouvellement fondée lança les premières fouilles archéologiques. Jusqu'en 1914, on dégagea les parties originales de la maçonnerie tout en assurant la restauration de l'édifice. En 1926/1927 et de 1939 à 1942 auront lieu d'autres fouilles de grande envergure, accompagnées de mesures de conservation. En 2001, la Fondation Pro Aventico lança un projet visant à étudier l'histoire de la construction ainsi que l'architecture du monument, alors connues en partie seulement. Sur la base de vestiges attestant la présence d'édifices antérieurs au théâtre, on définira pour la construction de ce dernier un terminus post quem entre 100 et 120 ap. J.-C. Comme l'indique l'étude du plan au sol, ce projet nécessita une importante planification. L'édifice lui-même se constitue d'une zone en demi-cercle réservée au public, dont les substructions indiquent qu'elle était partiellement isolée des autres. La cavea, subdivisée en trois secteurs concentriques, se termine par le bâtiment des halles et par les aditus; on relèvera que les rangées supérieures réservées aux spectateurs s'étendaient sans doute au-delà des halles et jusqu'à la façade. Les aditus permettaient d'accéder à la zone de l'orchestra et de la scène, dominée par une plate-forme de plan rectangulaire et bordée d'une proédrie. On disposait de deux voies d'accès différentes: l'une à l'avant, par les arcades des halles, et l'une à l'arrière, pratiquée dans le mur en demi-cercle; apparemment, on ne pouvait pénétrer que dans la partie centrale de ce dernier. On ne parvient à restituer que partiellement les voies de circulation dans les substructions de la cavea, en raison de leur piètre état de conservation. On a par contre pu repérer le deambulatorium, à la périphérie, ainsi que cinq vomitoria sur la première praecinctio et six vomitoria sur la seconde praecinctio. On peut admettre, sans toutefois disposer d'arguments à toute épreuve, que la troisième rangée, en haut, était accessible par des cages d'escaliers conduisant à la summa cavea. Ces hypothèses, fondées essentiellement sur le plan au sol de l'édifice et touchant aux voies de circulation, sont corroborées par une restitution des gradins des parties en élévation, aujourd'hui disparus. Quelques éléments architecturaux fournissent des arguments décisifs pour cette restitution, comme par exemple un bloc de gradin qui permet de conclure à un pendage de la cavea de 26.5°. On peut par ailleurs démontrer que le module architectural défini sur la base du plan au sol fut également appliqué lors de la planification de l'élévation. Grâce à des fragments de corniche, à deux chapiteaux de pilastre ornés de feuilles d'acanthe, à une base de pilastre engagée in situ dans la maçonnerie restaurée, et en tenant compte du module architectural, on peut proposer une reconstitution approximative de la composition de la façade de l'enceinte en demi-cercle. Si les structures architecturales révèlent que le théâtre fut planifié et édifié selon un seul et unique concept, on observe cependant quelques transformations et modifications au cours du temps. D'une part, on décèle en divers endroits des traces de réparation et de consolidation, visant sans doute à stabiliser un bâtiment ayant visiblement subi des dégâts. Par ailleurs, on a également entrepris des modifications structurelles ou fonctionnelles, comme l'édification ultérieure du postscaenium le long du mur de scène extérieur. Dans un contexte identique, on relèvera également deux murs flanquant les basiliques, qu'on suppose être en relation avec l'agrandissement du complexe architectural du temple du Cigognier et du théâtre, augmenté des deux temples édifiés au milieu du 2e s. ap. J.-C. au lieu-dit Au Lavoëx. L'excavation, au cours du dernier tiers du IIIe siècle ap. J.-C., d'un fossé de près de 6 m de large pour 1.5 m de profondeur tout autour de l'édifice fit du théâtre un véritable lieu fortifié. Au-dessus du fossé, on a pu relever une séquence stratigraphique témoignant d'une activité d'habitation à proximité du théâtre pour la période allant du IVe au VIIe siècle ap. J.-C. Il s'agit de l'un des rares cas où l'on peut, à Avenches, évoquer la présence d'un habitat de la période du Haut Moyen Age.

Iowa Department of Transportation, Office of Contracts Letting Summary, July 1, 2008 - June 30, 2009

Twelve regularly scheduled lettings and nine emergency/special lettings were held by the Iowa Department of Transportation for construction and maintenance work during the period covered by this report. At these lettings, projects totaling $1,030,584,566 were approved.

2011 - 2015 Iowa Transportation Improvement Program

The Iowa Transportation Improvement Program (Program) is published to inform Iowans of planned investments in our state’s transportation system. The Iowa Transportation Commission (Commission) and Iowa Department of Transportation (Iowa DOT) are committed to programming those investments in a fiscally responsible manner. This document serves as the Iowa DOT's annual report as required by Iowa Code section 7A.9. This document reflects Iowa’s multimodal transportation system by the inclusion of investments in aviation, transit, railroads, trails, and highways. A major component of this program is the highway section that documents programmed investments on the primary highway system for the next five years. A large part of funding available for highway programming comes from the federal government. Accurately estimating future funding levels of this federal funding is dependent on having a current enacted multi-year federal transportation authorization. The most recent authorization, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), expired September 30, 2009, and to date it has been extended five times because a new authorization has not yet been enacted. The current extension expires December 31, 2010. While Iowa law does not require the adoption of a Program when federal transportation funding is being reauthorized, the Commission believes it is important to adopt a Program in order to continue on-going planning and project development efforts and to be well positioned when a new authorization is adopted. However, it is important to recognize that, absent a federal authorization bill, there is significant uncertainty in the forecast of federal revenues. The Commission and the Iowa DOT will continue to monitor federal revenues and will adjust future investments as needed to maintain a fiscally responsible Program. In developing the highway section of the program, the Commission’s primary investment objective remains stewardship (i.e. safety, maintenance and preservation) of Iowa’s existing highway system. In fact, over $1.2 billion is programmed in FY2011 through FY2015 for preservation of Iowa’s existing highway system and for enhanced highway safety features. The highway section also includes significant investments for interstate modernization on I-29 inSioux City, on I-29/80/480 in Council Bluffs, and on I-74 in Bettendorf/ Davenport. Another highway programming objective reflected in this Program is maintaining the scheduled completion of capacity and economic development projects that were identified in the previous Program. Finally, with the limited remaining funds the Commission has furthered the investment in capacity and economic development by adding a few projects to the Program. The Iowa DOT and Commission appreciate the public’s involvement in the state’s transportation planning process. Comments received personally, by letter or through participation in the Commission’s regular meetings or public input meetings held around the state each year, are invaluable in providing guidance for the future of Iowa’s transportation system.

Revision anterior cruciate ligament reconstruction with quadriceps tendon-patellar bone autograft.

PURPOSE: To evaluate the cause of recurrent pathologic instability after anterior cruciate ligament (ACL) surgery and the effectiveness of revision reconstruction using a quadriceps tendon autograft using a 2-incision technique. TYPE OF STUDY: Retrospective follow-up study. METHODS: Between 1999 and 2001, 31 patients underwent ACL revision reconstruction because of recurrent pathologic instability during sports or daily activities. Twenty-eight patients were reviewed after a mean follow-up of 4.2 years (range, 3.3 to 5.6 years). The mean age at revision surgery was 27 years (range, 18 to 41 years). The average time from primary procedure to revision surgery was 26 months (range, 9 to 45 months). A clinical, functional, and radiographic evaluation was performed. Also magnetic resonance imaging (MRI) or computed tomography (CT) scanning was performed. The International Knee Documentation Committee (IKDC), Lysholm, and Tegner scales were used. A KT-1000 arthrometer measurement (MEDmetric, San Diego, CA) by an experienced physician was made. RESULTS: Of the failures, 79% had radiographic evidence of malposition of their tunnels. In only 6 cases (21%) was the radiologic anatomy of tunnel placement judged to be correct on both the femoral and tibial side. The MRI or CT showed, in 6 cases, a too-centrally placed femoral tunnel. After revision surgery, the position of tunnels was corrected. A significant improvement of Lachman and pivot-shift phenomenon was observed. In particular, 17 patients had a negative Lachman test, and 11 patients had a grade I Lachman with a firm end point. Preoperatively, the pivot-shift test was positive in all cases, and at last follow-up in 7 patients (25%) a grade 1+ was found. Postoperatively, KT-1000 testing showed a mean manual maximum translation of 8.6 mm (SD, 2.34) for the affected knee; 97% of patients had a maximum manual side-to-side translation <5 mm. At the final postoperative evaluation, 26 patients (93%) graded their knees as normal or nearly normal according to the IKDC score. The mean Lysholm score was 93.6 (SD, 8.77) and the mean Tegner activity score was 6.1 (SD, 1.37). No patient required further revision. Five patients (18%) complained of hypersensitive scars from the reconstructive surgery that made kneeling difficult. CONCLUSIONS: There were satisfactory results after ACL revision surgery using quadriceps tendon and a 2-incision technique at a minimum 3 years' follow-up; 93% of patients returned to sports activities. LEVEL OF EVIDENCE: Level IV, case series, no control group.

S.F. 376 - Report on Status of Projects - Bridge Safety Fund

Pursuant to section 34, subsection 1 of S.R. 376 passed by the 2010 session of the 83rd Iowa General Assembly, please find attached the report on the status of all bridge projects, completed or in progress, that were funded with the Bridge Safety Fund established by S.F. 376.

Fuel Adjustment, April 2011

Article 2120 of the Standard Specifications for Highway and Bridge Construction Series 2009 provides for a fuel adjustment factor to be applied to payments and partial payments for quantities of certain items of excavation work as the work is done, in accordance with the specification, when indicated in the contract documents. A Current Price Index (CPI), in dollars per gallon (liter), will be established by the DOT for each month. The CPI will be the price of No. 2 High Sulfur Diesel, as reported by Oil Price Information Service using the first weekday for the month and the average of all prices reported for Des Moines. The Base Price Index (BPI) for each contract will be the CPI in effect during the month previous to the month of the letting of that contract. If the contract has metric units, divide the Price Index ($/gal) by 3.785412 to obtain $/liter.

Fuel Adjustment, May 2011

Article 2120 of the Standard Specifications for Highway and Bridge Construction Series 2009 provides for a fuel adjustment factor to be applied to payments and partial payments for quantities of certain items of excavation work as the work is done, in accordance with the specification, when indicated in the contract documents. A Current Price Index (CPI), in dollars per gallon (liter), will be established by the DOT for each month. The CPI will be the price of No. 2 High Sulfur Diesel, as reported by Oil Price Information Service using the first weekday for the month and the average of all prices reported for Des Moines. The Base Price Index (BPI) for each contract will be the CPI in effect during the month previous to the month of the letting of that contract. If the contract has metric units, divide the Price Index ($/gal) by 3.785412 to obtain $/liter.