Floods of July 19-25, 1999, in the Wapsipinicon and Cedar River Basins, Northeast Iowa, HR-140

Severe flooding occurred during July 19-25, 1999, in the Wapsipinicon and Cedar River Basins following two thunderstorms over northeast Iowa. During July 18-19, as much as 6 inches ofrainfall was centered over Cerro Gordo, Floyd, Mitchell, and Worth Counties. During July 20-21, a second storm occurred in which an additional rainfall of as much as 8 inches was centered over Chickasaw and Floyd Counties. The cumulative effect of the storms produced floods with new maximum peak discharges at the following streamflow-gaging stations: Wapsipinicon River near Tripoli, 19,400 cubic feet per second; Cedar River at Charles City, 31,200 cubic feet per second (recurrence interval about 90 years); Cedar River at Janesville, 42,200 cubic feet per second (recurrence interval about 80 years); and Flood Creek near Powersville, 19,000 cubic feet per second. Profiles of flood elevations for the July 1999 flood are presented in this report for selected reaches along the Wapsipinicon, Cedar, and Shell Rock Rivers and along Flood Creek. Information about the river basins, rain storms, and flooding are presented along with information on temporary bench marks and reference points in the Wapsipinicon and Cedar River Basins.

Floods of May 17-20, 1999, in the Volga and Wapsipinicon River Basins, Northeast Iowa, HR-140

Record flooding occurred May 17-20, 1999, in the Volga and Wapsipinicon River Basins following thunderstorm activity over northeast Iowa. On Sunday, May 16, between 6 and 8 inches of rain fell during a 24- hour period over portions of Bremer, Butler, and Fayette Counties. Highest rainfall during this 24-hour period was 8.3 inches recorded north of Oelwein in southwest Fayette County. A peak discharge of 29,800 cubic feet per second in the Volga River at Mederville, 53,900 cubic feet per second in the Turkey River at Garber, and 31, 100 cubic feet per second in the Wapsipinicon River at Independence set new peak discharge records. The peak discharge at Garber was greater than a theoretical 500-year flood, and the peak discharge at Independence was the equivalent of a 90- year flood. Information about the basins, rain storms, flooding, and a profile of high water marks are presented for selected intervals along the Volga River, Wapsipinicon River, Crane Creek, Little Wapsipinicon River, and Otter Creek.

Flood of June 15-17, 1998, Nishnabotna and East Nishnabotna Rivers, Southwest Iowa, HR-140

Record flooding occurred June 15-17, 1998, in the Nishnabotna and East Nishnabotna River basins following severe thunderstorm activity over southwest Iowa. More than 8 inches of rain fell over a large part of Cass County. The rain gage at Atlantic, Iowa recorded a 24-hour total rainfall of 13.18 inches, which established a new official State record for the greatest amount of rainfall in a 24-hour period. The peak discharge was 41,400 cubic feet per second in the East Nishnabotna River near Atlantic, 60,500 cubic feet per second in the East Nishnabotna River at Red Oak, and 65,100 cubic feet per second in the Nishnabotna River above Hamburg. The peak discharge at Atlantic was greater than the theoretical 200-year flood and the peak discharges at Red Oak and Hamburg were greater than the respective theoretical 500-year floods. Information about the basin, the rain storms, the flooding, and a profile of high water marks at selected intervals along the Nishnabotna and East Nishnabotna Rivers are presented in this report.

Evaluation of Crushed Limestone Rock as a Mulch Material, HR-171, 1975

Earthen fills and back slopes resulting from highway building and other construction projects pose problems with respect to erosion stabilization and establishing vegetation cover. Sediments from such slopes create stream pollution while the erosion itself results in maintenance problems. Furthermore, adverse conditions aggravated by erosion prevent satisfactory establishing of vegetative cover. A dense vegetative cover is very effective in controlling erosion but even with optimum weather and soil conditions there is a delay of about 10 weeks between seeding and the establishment of a vegetative cover. Under actual field conditions, 3 months to a year may elapse between completion of construction and establishment of a vegetative cover. A research project was initiated early in 1974 to determine the effectiveness of a rock mulch of crushed limestone aggregates in controlling soil losses on highway construction back slopes in Iowa and to find the influence of such treatments on stand establishment of grasses and legumes.

Thermoplastic Pavement Markings, HR-172, 1975

It is difficult to maintain reflectorized lane markings on high-traffic, multi-lane highways. This is particularly true of sections in urban areas where there are frequent lane changes, such as on the Des Moines Freeway, I-235. In spite of the fact that the lane markings are painted on an average of three times a year, they are frequently absent during a considerable portion of the winter period. In the summer of 1973, the office of Highway Maintenance suggested a research project using a new thermoplastic paint developed by the Prismo Universal Corporation. Because of difficulties in scheduling the work, a definite proposal was not submitted until 1974. Upon the recommendation of the Iowa Highway Research Board, the project was approved by the Iowa State Highway Commission on August 7, 1974.

Experimental Macadam Stone Base Des Moines County, HR-175, Construction Report, 1977

In today's era of advanced methods, it is interesting that a centuries-old Roman road-building concept can be the most attractive alternative available. The need for a less expensive road base construction method is very apparent, especially to the county engineer faced with maintaining quality lower traffic volume farm-to-market roads. The revival of the Macadam stone base is one possible solution. Des Moines County believed a Macadam road had excellent possibilities for their particular needs. They proposed a research project designed to eliminate some of the unknown factors of Macadam stone base construction. It is the intent of this research project to develop standardized design procedures and serve as an aid for others in constructing a Macadam base roadway. The Iowa Department of Transportation has published special provisions for the construction of Macadam stone bases that were adopted as the guideline specifications for the research project.

Bridge Deck Delamination Study, HR-179, 1978

The Delamtect was introduced to the Iowa Department of Transportation through a 1975 Federal Highway Administration demonstration project. The Delamtect is a small mobile unit for conducting a rapid bridge deck survey to determine the extent of delaminations (subsurface fractures). Comparison of the Delamtect with manual sounding methods and drilled cores has demonstrated its reliability. This research has shown the Delamtect to be a more effective, more economical and safer method of surveying bridge decks than manual sounding methods. The Delamtect can also be used to provide a measure of the bond within membrane systems.

Evaluation of an Epoxy Pavement Marking System, HR-180, 1978

The purpose of this research project is to determine if (1) epoxy lane markings will last an entire winter season without replacement, (2) epoxy lane marking is an economical alternative to standard paint on high-traffic multi-lane roadways where lane changing is frequent, and (3) there are worthwhile benefits derived from thorough cleaning of the pavement surface before painting. The success of epoxy lane marking depends on the success of the equipment with which it is mixed and applied. The epoxy lane marking material, if properly mixed and placed on a clean surface, has the durability required to withstand a high traffic volume and frequent lane changes for at least one year.

Macadam Base Shoulders, HR-181, 1977

Highway safety and pavement performance can be directly influenced by the type of shoulders that are constructed. Shoulder design alternatives have always been rather limited. Moreover, the use of some of the alternatives has always been restricted by funding limitations. This research project seeks to explore the use of modified macadam base construction for shoulders. This type of shoulder design could offer the designer another option when paved or stabilized shoulders are being considered. Macadam base construction has in the past been shown to be quite strong and freedraining. Two macadam base shoulder designs were developed and constructed for this research project. A new roadway embankment and P.C.C. pavement were constructed on a section of US 6 east of Adel in Dallas County. The macadam base shoulders were constructed adjacent to the pavement as part of the project. The north shoulder was finished with a choke stone course and bituminous surface treatment and the south shoulder was finished with a two (2) inch layer of Type B Class II asphalt concrete. The initial results are considered satisfactory. Follow-up performance evaluation and load bearing tests are planned.

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.

Portable School Stop Signs and Other Non-Uniform School Stop Control Devices, HR-190, 1978

Portable (roll-out) stop signs are used at school crossings in over 300 cities in Iowa. Their use conforms to the Code of Iowa, although it is not consistent with the provisions of the Manual on Uniform Traffic Control Devices adopted for nationwide application. A survey indicated that most users in Iowa believe that portable stop signs provide effective protection at school crossings, and favor their continued use. Other non-uniform signs that fold or rotate to display a STOP message only during certain hours are used at school crossings in over 60 cities in Iowa. Their use does not conform to either the Code of Iowa or the Manual on Uniform Traffic Control Devices. Users of these devices also tend to favor their continued use. A survey of other states indicated that use of temporary devices similar to those used in Iowa is not generally sanctioned. Some unsanctioned use apparently occurs in several states, however. A different type of portable stop sign for school crossings is authorized and widely used in one state. Portable stop signs similar to those used in Iowa are authorized in another state, although their use is quite limited. A few reports in the literature reviewed for this research discussed the use of portable stop signs. The authors of these reports uniformly recommended against the use of portable or temporary traffic control devices. Various reasons for this recommendation were given, although data to support the recommendation were not offered. As part of this research, field surveys were conducted at 54 locations in 33 communities where temporary stop control devices were in use at school crossings. Research personnel observed the obedience to stop control and measured the vehicular delay incurred. Stopped delay averaged 1.89 seconds/entering vehicle. Only 36.6 percent of the vehicles were observed to come to a complete stop at the study locations controlled by temporary stop control devices. However, this level of obedience does not differ from that observed at intersections controlled by permanent stop signs. Accident experience was compiled for 76 intersections in 33 communities in Iowa where temporary stop signs were used and, for comparative purposes, at 76 comparable intersections having other forms of control or operating without stop control. There were no significant differences in accident experience An economic analysis of vehicle operating costs, delay costs, and other costs indicated that temporary stop control generated costs only about 12 percent as great as permanent stop control for a street having a school crossing. Midblock pedestrian-actuated signals were shown to be cost effective in comparison with temporary stop signs under the conditions of use assumed. Such signals could be used effectively at a number of locations where temporary stop signs are being used. The results of this research do not provide a basis for recommending that use of portable stop signs be prohibited. However, erratic patterns of use of these devices and inadequate designs suggest that improved standards for their use are needed. Accordingly, nine recommendations are presented to enhance the efficiency of vehicular flow at school crossings, without causing a decline in the level of pedestrian protection being afforded.

Evaluation of Dense Bridge Floor Concrete using Superplasticizer, HR-192, 1977

Much effort is being expended by various state, federal, and private organizations relative to the protection and preservation of concrete bridge floors. The generally recognized culprit is the chloride ion, from the deicing salt, reaching the reinforcing steel, and along with water and oxygen, causing corrosion. The corrosion process exerts pressure which eventually causes cracks and spalls in the bridge floor. The reinforcing· has been treated and coated, various types of "waterproof" membranes have been placed on the deck surface, decks have been surfaced with dense and modified concretes, decks have been electrically protected, and attempts to internally seal the concrete have been made. As of yet, no one method has been proven and accepted by the various government agencies as being the "best" when considering the initial cost, application effort, length and effectiveness of protection, etc.

Dust Control Using an Asphalt Emulsion, HR-196, 1977

In an effort to control fugitive dust on a gravel surfaced roadway in Boone County, a cationic asphalt emulsion was blended with warm water and applied with an asphalt distributor. The test included various application procedures. After visual observations, it was concluded that this procedure utilizing a dilute asphalt emulsion was not an effective method of dust control.

Sprinkle Treatment of Asphalt Surfaces, HR-199, 1984

Methods of improving highway safety are of major concern to everyone who is involved in the planning, development and construction of improvements of our vast highway network. Other major concerns are the conservation of our rapidly disappearing sources of energy and quality building materials. This research is devoted to further exploration of a process which will: 1. help preserve higher quality aggregates; and, 2. improve the frictional characteristics and surface texture of asphalt pavement surfaces. Sprinkle treatment of asphalt concrete pavement surfaces with a non-polishing aggregate, a procedure which was developed in Europe, is one method which has shown promise in accomplishing the above listed objectives. This research seeks to explore the feasibility and cost effectiveness of using standard asphalt mixtures of local, less expensive aggregates for surface courses followed by a surface sprinkle treatment of a hard, durable, non-polishing layer of precoated chips to produce a durable, non-skid pavement surface for safe highway travel. Three standard mixture types are being evaluated for aggregate retention characteristics and six sprinkle aggregates are being evaluated for durability, polishing and friction characteristics. In addition, measurements of the surface texture by the silicone putty method are being made. Another feature of this research is the evaluation of a rubberized asphalt material called Overflex MS as a crack filler. It has been reported that the material could be beneficial in reducing reflective cracking. The project was begun in July of 1978 and was completed in August. A review made in the spring of 1979 indicates very satisfactory performance. It was determined from slide photos taken after construction and again in the spring that aggregate retention was very good. However, many cracks had reflected indicating that the Overflex MS had not been effective. Follow up friction test results and texture analysis were also very good. The results of these tests are shown in Appendix A.

Evaluation of Fly Ash in Portland Cement Concrete Paving in Woodbury County, Iowa, HR-201, Construction Report, 1979

The earliest overall comprehensive work on the use of fly ash in concrete was reported by Davis and Associates of the University of California in 1937. Since that time there have been numerous applications of the use and varying proportions of fly ash in portland cement concrete mixes. Fly ash is a pozzolanic powdery by-product of the coal combustion process which is recovered from flue gases and is generally associated with electric power generating plants. Environmental regulations enacted in recent years have required that fly ash be removed from the flue gases to maintain clean air standards. This has resulted in an increased volume of high quality fly ash that is considered a waste product or a by-product that can be utilized in products such as portland cement concrete. There are several sources of the high quality fly ash located in Iowa currently producing a combined total of 281,000 tons of material annually. Due to recent cement shortages and the rapidly increasing highway construction costs, the Iowa Department of Transportation has become interested in utilizing fly ash in portland cement concrete paving mixes. A preliminary review of the Iowa Department of Transportation Materials Laboratory study indicates that a substitution of fly ash for portland cement, within limits, is ·not detrimental to the overall concrete quality. Also the use of fly ash in concrete would reduce the cement consumption as well as provide a potential cost savings in areas where high quality fly ash is available without excessive transportation costs. The previously expressed concerns have shown the need for a research project to develop our knowledge of fly ash replacement in the Iowa Department of Transportation portland cement concrete paving mixes.