Standards for Single Span Prefabricated Bridges, Phase I - Concept Development, TR-663, 2014

In coordination with a Technical Advisory Committee (TAC) consisting of County Engineers and Iowa DOT representatives, the Iowa DOT has proposed to develop a set of standards for a single span prefabricated bridge system for use on the local road system. The purpose of the bridge system is to improve bridge construction, accelerate project delivery, improve worker safety, be cost effective, reduce impacts to the travelling public by reducing traffic disruptions and the duration of detours, and allow local forces to construct the bridges. HDR Inc. was selected by the Iowa DOT to perform the initial concept screening of the bridge system. This Final Report summarizes the initial conceptual effort to investigate potential systems, make recommendations for a preferred system and propose initial details to be tested in the laboratory in Phase 2 of the project. The prefabricated bridge components were to be based on the following preliminary criteria set forth by the TAC. The criteria were to be verified and/ or modified as part of the conceptual development. - 24’ and 30’ roadway widths - Skews of 0o, 15o, and 30o - Span lengths of 30’ – 70’ in 10’ increments using precast concrete beams - Voided box beams could be considered - Limit precast element weight to 45,000 pounds for movement and placement of beams - Beams could be joined transversely with threaded rods - Abutment concepts may included precast as well as an option for cast-in-place abutments with pile foundations In addition to the above criteria, there was an interest to use a single-width prefabricated bridge component to simplify fabrication as well as a desire to utilize non-prestressed concrete systems where possible to allow for precasting of the beam modules by local forces or local precast plants. The SL-1 modular steel bridge rail was identified for use with this single span prefabricated bridge system.

Development of Railroad Highway Grade Crossing Consolidation Rating Formula, 2015

The goal of this project was to provide an objective methodology to support public agencies and railroads in making decisions related to consolidation of at-grade rail-highway crossings. The project team developed a weighted-index method and accompanying Microsoft Excel spreadsheet based tool to help evaluate and prioritize all public highway-rail grade crossings systematically from a possible consolidation impact perspective. Factors identified by stakeholders as critical were traffic volume, heavy-truck traffic volume, proximity to emergency medical services, proximity to schools, road system, and out-of-distance travel. Given the inherent differences between urban and rural locations, factors were considered, and weighted, differently, based on crossing location. Application of a weighted-index method allowed for all factors of interest to be included and for these factors to be ranked independently, as well as weighted according to stakeholder priorities, to create a single index. If priorities change, this approach also allows for factors and weights to be adjusted. The prioritization generated by this approach may be used to convey the need and opportunity for crossing consolidation to decision makers and stakeholders. It may also be used to quickly investigate the feasibility of a possible consolidation. Independently computed crossing risk and relative impact of consolidation may be integrated and compared to develop the most appropriate treatment strategies or alternatives for a highway-rail grade crossing. A crossing with limited- or low-consolidation impact but a high safety risk may be a prime candidate for consolidation. Similarly, a crossing with potentially high-consolidation impact as well as high risk may be an excellent candidate for crossing improvements or grade separation. The results of the highway-rail grade crossing prioritization represent a consistent and quantitative, yet preliminary, assessment. The results may serve as the foundation for more rigorous or detailed analysis and feasibility studies. Other pertinent site-specific factors, such as safety, maintenance costs, economic impacts, and location-specific access and characteristics should be considered.

Training Aids to Reduce Potential County Liability, HR-289, Draft, 1987

Iowans who travel secondary roads regard these roads as a very important part of their lives. These highways provide a means of transporting products to market and children to school. They are also links to nearby cities and towns. Nearly 3.8 billion vehicle miles of travel occur each year on Iowa's nearly 90,000 mile secondary road system. Accidents do happen. However, improvements in highways, in vehicles, in driver education, in legislation, and in enforcement have combined to make driving in Iowa very safe. If our highways are to remain safe, these efforts need to be continued. This presentation was developed to help county highway department personnel in their effort to maintain and improve highway safety. The presentation is not a standard, specification or regulation.

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.

Role of lymph node fibroblasts in T cell priming

SummarySecondary lymphoid organs, such as lymph nodes or spleen, are the only places in our body where primary adaptive immune responses are efficiently elicited. These organs have distinct Β and Τ cell rich zones and Τ lymphocytes constantly migrate from the bloodstream into Τ zones to scan dendritic cells (DCs) for antigens they present. Specialized fibroblasts, the Τ zone reticular cells (HR.Cs), span the Τ zone in the form a three-dimensional network. lK.Cs guide incoming Τ cells in their migration, both chemically, by the secretion of the chemokines CCL19 and CCL21, and physically, by construction of a road system to which also DCs adhere. In this way TRCs are thought to facilitate encounters of Τ cells with antigen-bearing DCs and thereby accelerate the selection of rare antigen-specific Τ cells. The resulting Τ cell activation, proliferation and differentiation all take place within the TRC network. However, the influence of TRCs on Τ cell activation has so fer not been elucidated with the possible reasons being that TRCs represent a relative rare cell population and that mice devoid of TRCs have not been described.To circumvent these technical limitations, we established TRC clones and lines to have an abundant source to functionally characterize TRCs. Both the clones and lines show a fibroblastic phenotype, express a surface marker profile comparable to ex vivo TRCs and produce extracellular matrix molecules. However, expression of Ccl19, Ccl21 and ZL-7 is lost and could not be restored by cytokine stimulation. When these TRC clones or lines were cultured in a three-dimensional cell culture system, their morphology changed and resembled that of in vivo TRCs as they formed networks. By adding Τ cells and antigen-loaded DCs to these cultures we successfully reconstructed lymphoid Τ zones that allowed antigen-specific Τ cell activation.To characterize the role of TRCs in Τ cell priming, TRCs were co-cultured with antigen-specific Τ cells in the presence antigen-loaded DCs. Surprisingly, the presence of TRC lines and ex vivo TRCs inhibited rather than enhanced CD8+ Τ cell activation, proliferation and effector cell differentiation. TRCs shared this feature with fibroblasts from non-lymphoid tissues as well as mesenchymal stromal cells. TRCs were identified as a strong source of nitric oxide (NO) thereby directly dampening Τ cell expansion as well as reducing the Τ cell priming capacity of DCs. The expression of inducible NO synthase (iNOS) was up- regulated in a subset of TRCs by both DC-signals as well as interferon-γ produced by primed CD8+ Τ cells. Importantly, iNOS expression was induced during viral infection in vivo in both lymph node TRCs and DCs. Consistent with a role for NO as a negative regulator, the primary Τ cell response was exaggerated in iNOS-/- mice. Our findings highlight that in addition to their established positive roles in Τ cell responses TRCs and DCs cooperate in a negative feedback loop to attenuate Τ cell expansion during acute inflammation.RésuméLes organes lymphoïdes secondaires, comme les ganglions lymphoïdes ou la rate, sont les seuls sites dans notre corps où la réponse primaire des lymphocytes Β et Τ est initiée efficacement. Ces organes ont des zones différentes, riches en cellules Β ou T. Des lymphocytes Τ circulent constamment du sang vers les zones T, où ils échantillonent la surface des cellules dendritiques (DCs) pour identifier les antigènes qu'ils présentent. Des fibroblastes spécialisés - nommés Τ zone reticular cells (TRCs)' forment un réseau tridimensionnel dans la zone T. Les TRCs guident la migration des cellules Τ par deux moyens: chimiquement, par la sécrétion des chimiokines CCL19 et CCL21 et physiquement, par la construction d'un réseau routier en trois dimensions, auquel adhèrent aussi des DCs. Dans ce? cas, on pense que la présence des TRCs facilite les rencontres entre les cellules Τ et les DCs chargées de l'antigène et accélère la sélection des rares cellules Τ spécifiques. Ensuite, l'activation de cellules T, ainsi que la prolifération et la différenciation se produisent toutes à l'intérieur du réseau des TRCs. L'influence des TRCs sur l'activation des cellules T n'est que très peu caractérisée, en partie parce que les TRCs représentent une population rare et que les souris déficientes dans les TRCs n'ont pas encore été découvertes.Pour contourner ces limitations techniques, nous avons établi des clones et des lignées cellulaires de TRC pour obtenir une source indéfinie de ces cellules permettant leur caractérisation fonctionnelle. Les clones et lignées établis ont un phénotype de fibroblaste, ils expriment des molécules de surface similaires aux TRCs ex vivo et produisent de la matrice extracellulaire. Mais l'expression de Ccl19, Ccl21 et 11-7 est perdue et ne peut pas être rétablie par stimulation avec différentes cytokines. Les clones TRC ou les lignées cultivées en un système tridimensionnel de culture cellulaire, montrent une morphologie changée, qui ressemble à celle de TRC ex vivo inclus la construction de réseaux tridimensionnels.Pour caractériser le rôle des TRC dans l'activation des cellules T, nous avons cultivé des TRCs avec des cellules T spécifiques et des DCs chargées avec l'antigène. Etonnamment, la présence des TRC (lignées et ex vivo) inhibait plutôt qu'elle améliorait l'activation, la prolifération et la différenciation des lymphocytes T CDS+. Les TRCs partageaient cette fonction avec des fibr-oblastes des organes non lymphoïdes et des cellules souches du type mésenchymateux. Dans ces conditions, les TRCs sont une source importante d'oxyde nitrique (NO) et par ce fait limitent directement l'expansion des cellules T et réduisent aussi la capacité des DCs à activer les cellules T. L'expression de l'enzyme NO synthase inductible (ïNOS) est régulée à la hausse par des signaux dérivés des DCs et par l'interféron-γ produit par des cellules T de type CD8+ activées. Plus important, l'expression d'iNOS est induite pendant une infection virale in vivo, dans les TRCs et dans les DCs. Par conséquent, la réponse primaire de cellules T est exagérée dans des souris iNOS-/-. Nos résultats mettent en évidence qu'en plus de leur rôle positif bien établi dans la réponse immunitaire, les TRCs et les DCs coopèrent dans une boucle de rétroaction négative pour atténuer l'expansion des cellules T pendant l'inflammation aigiie pour protéger l'intégrité et la fonctionnalité des organes lymphoïdes secondaires.

2016-2020 Iowa Transportation Improvement Program

This document describes planned investments in Iowa’s multimodal transportation system including aviation, transit, railroads, trails, and highways. This five-year program documents $3.2 billion of highway and bridge construction projects on the primary road system using federal and state funding. Of that funding, a little over $500 million is available due to the passage of Senate File 257 in February 2015. As required by Senate File 257, this program includes a list of the critical highway and bridge projects funded with the additional revenue. As with other recent programs, there continues to be uncertainty in federal funding for roads and bridges. The most recent federal authorization, Moving Ahead for Progress in the 21st Century (MAP-21), will expire July 31, 2015. At the same time that MAP-21 expires and absent Congressional action, the federal Highway Trust Fund will no longer be able to provide funding at current levels. This could result in reduced federal funding reimbursement for projects already underway and/or full elimination of federal highway funding for new projects in federal fiscal year 2016. These two issues provide funding uncertainty with this program in fiscal year 2016 and beyond.

Iowa's Renewable Energy and Infrastructure Impacts, TR-593, 2010

The federal government is aggressively promoting biofuels as an answer to global climate change and dependence on imported sources of energy. Iowa has quickly become a leader in the bioeconomy and wind energy production, but meeting the United States Department of Energy’s goal having 20% of U.S. transportation fuels come from biologically based sources by 2030 will require a dramatic increase in ethanol and biodiesel production and distribution. At the same time, much of Iowa’s rural transportation infrastructure is near or beyond its original design life. As Iowa’s rural roadway structures, pavements, and unpaved roadways become structurally deficient or functionally obsolete, public sector maintenance and rehabilitation costs rapidly increase. More importantly, costs to move all farm products will rapidly increase if infrastructure components are allowed to fail; longer hauls, slower turnaround times, and smaller loads result. When these results occur on a large scale, Iowa will start to lose its economic competitive edge in the rapidly developing bioeconomy. The primary objective of this study was to document the current physical and fiscal impacts of Iowa’s existing biofuels and wind power industries. A four-county cluster in north-central Iowa and a two-county cluster in southeast Iowa were identified through a local agency survey as having a large number of diverse facilities and were selected for the traffic and physical impact analysis. The research team investigated the large truck traffic patterns on Iowa’s secondary and local roads from 2002 to 2008 and associated those with the pavement condition and county maintenance expenditures. The impacts were quantified to the extent possible and visualized using geographic information system (GIS) tools. In addition, a traffic and fiscal assessment tool was developed to understand the impact of the development of the biofuels on Iowa’s secondary road system. Recommended changes in public policies relating to the local government and to the administration of those policies included standardizing the reporting and format of all county expenditures, conducting regular pavement evaluations on a county’s system, cooperating and communicating with cities (adjacent to a plant site), considering utilization of tax increment financing (TIF) districts as a short-term tool to produce revenues, and considering alternative ways to tax the industry.

The Effect of the No-Passing Zone Sign on "Passing" Accidents, 1963

The No Passing Zone sign (Wl0-4) was designed in 1958 for the purpose of informing the driver contemplating a passing maneuver of hazardous sight conditions ahead. This warning sign, of pennent shape design, was placed on the left side of the road so as to be more conspicuous to the intended driver. During the two year period 1959-1960, the Wl0-4 signs were erected throughout the Iowa Primary Road System.

Performance of Nongrouted Thin Bonded PCC Overlays, Construction Report, HR-291, 1986

The Iowa road system has approximately 13,000 miles of Portland Cement Concrete Pavements, many of which are reaching the stage where major rehabilitation is required. Age, greater than anticipated traffic, heavier loads and deterioration related to coarse aggregate in the original pavement are some of the reasons that these pavements have reached this level of distress. One method utilized to rehabilitate distressed or underdesigned PCC pavements is the thin bonded Portland Cement Concrete overlay. Since the introduction of thin bonded overlays on highway pavements in 1973, the concrete paving industry has made progress in reducing the construction costs of this rehabilitation technique. With the advent of the shotblast machine, surface preparation costs have decreased from over $4.00 per square yard to most recently $1.42 per square yard. Other construction costs, including placement, grouting and sawing, have also declined. With each project, knowledge and efficiency have improved.

The Cultural Construction of the Maine Sporting Camps

Maine sporting camps were a cultural and social phenomenon of the urban upper and middle class. They originated in Maine in the late 1870s and early 1880s and reached their zenith around the turn of the century with over 160 in operation in eight of the sixteen counties in Maine in 1906. The period from 1880 until World War I can be considered the 'golden era' of the Maine sporting camps. After the war, with technological advancements such as the outboard motor, the proliferation of the automobile, and the introduction of a road system into rural Maine, the camps underwent significant change that warrants an entirely different cultural analysis. A number of elements came together to produce a cultural atmosphere permissive of sporting camp creation in Maine. These include changing national views upon nature, health, sport and the leisure time in which to pursue them. In the late nineteenth century, with the rise of large industrially based cities, overcrowding fostered crime and disease. An upper and middle class emerged that desired escape and separation from the lower classes. Maine was chosen for such an escape because it offered, through sporting camps, a chance to "get back to nature," by pursuing the healthful activities of hunting and fishing. At the same time these urban sportsmen and sportswomen distinguished themselves on the social Hierarchical scale from the rural inhabitants. What happened in rural Maine during the period between 1880 and World War I was the introduction of a new cultural order on the landscape. Coming primarily from urban centers on the East Coast of the United States were men, women and children who looked to Maine for vacations. These vacations were designed to put them in touch with nature by pursuing healthful activities, especially those of fishing and hunting. Coming from an environment that emphasized social standing, they ensured that these trips would perpetuate this hierarchy. They experienced nature through the Maine sporting camps, which provided them with the services and skills necessary to experience it while enjoying a degree of luxury that they were accustomed to in the urban world. The Maine sporting camps were a cultural manifestation of the urban upper and middle class, the groups that the camps were established to serve. Despite this the camps did not represent a structural duplication of urban society. Instead, the camps represented a cultural construction that was produced by interaction between members of two different conceptual and physical worlds, the blending of which, on a social level, was determined by urban mentality and rural knowledge. In the production of a cultural world meaningful to the clients, the rural world of the Maine woods was altered to meet their needs. It was not a one-sided process, however, as the clients were forced to acknowledge the importance of the rural inhabitants on the basis of their value to the clients.

Tecnicas de sensoriamento remoto e geoprocessamento aplicadas ao mapeamento geologico e geotecnico no municipio de Tres Cachoeiras, litoral norte do Rio Grande do Sul

As técnicas de sensoriarnento remoto e geoprocessamento são fundamentais para processamento e integração de dados de mapeamento geológico/geotécnico, principalmente estudos de gerenciamento e planejamento. A área estudada compreende o município de Três Cachoeiras. Litoral Norte do Rio Grande do Sul o qual inclui-se na "Reserva da Biosfera da Mata Atlântica". O município tem st: deparado com problemas de localização de sitios adequados à disposição final dos resíduos sólidos. bem como o assentamento de loteamentos residenciais e industriais, localização de jazidas de extração de material para construção, fontes de abastecimento de água e necessidade de criação de áreas de preservação ambiental. O objetivo deste trabalho foi produzir mapeamentos da área em questão, através da pesquisa geológico-geotécnica desenvolvida com emprego de imagens de satélite e fotografias aéreas, em que as informações foram cruzadas no SIG. Baseado nisto, investigaram-se os aspectos acima mencionados. a partir de uma contribuição geológico/geotécnica ao município, incluindo-se levantamento de campo, fotointerpretação, processamento e classificação de imagens do município de Três Cachoeiras, sendo os dados integrados num sistema de geoprocessamento. Utilizando-se cartas planialtimétricas, fotografias aéreas e imagem de satélite LANDSAT TM5. foram criados planos de informação como o limite da área estudada, a estrutura viária municipal, a delimitação de reservas ecológicas baseadas na legislação ambiental vigente e, por meio do modelo numérico do terreno, a carta de declividade. A fotointerpretação gerou planos de rede de drenagem, litológica. morfoestruturas e formações superficiais. Os dados de campo. sobrepostos às litológicas obtidas por fotointerpretação, produziram a carta litológica. No tratamento das imagem, foram gerados produtos com contraste, operações entre bandas, filtragens e análise de componentes principais, os quais contribuíram parira classificação da imagem e resultando nos planos de rochas/solos e cobertura/uso do solo (carta de uso atual do solo). O cruzamento destas informações permitiu a obtenção da carta de formações superficiais, lidrogeológica que, juntamente com as cartas litológica, declividades e uso atual do solo distribuíram os atributos do meio físico em planos elaborados por novos cruzamentos, que satisfazem o objetivo do estudo, sendo estes planos o produto final, ou seja, cartas de recomendação: a extração de materiais para construção civil; a implantação de obras de infraestrutura; a disposição de resíduos sólidos e loteamentos; geotécnica à agricultura; à implantação de áreas destinadas à preservação ambienta1 e recuperação.

Uso de indicadores hidrológicos para classificação de trechos de estradas florestais quanto ao escoamento superficial

Forest roads are frequently pointed as source of environmental problems related to erosion and they also influence harvest cost due to maintenance operations. Roads not well designed are sources of hydrological problems on catchments and the current attention to sustainability of forest exploration projects point out to the need of diagnostics tools for guiding the redesign of the road system. At this study, runoff hydrological indicators for forest road segments were assessed in order to identify critical points of erosion and water concentration on soils. A road network of a forest production area was divided into 252 road segments that were used as observations of four variables: mean terrain slope, main segment slope, LS factor and topographic index. The data analysis was based on descriptive statistics for outliers' identification, principal component analysis and for variability study between variables and between observations, and cluster analysis for similar segments groups' identification. The results allowed classifying roads segments into five mains road types: road on the ridge, on the valley, on the slopes, on the slopes but in a contour line and on the steepest slope. The indicators were able to highlight the most critical segments that differ of others and are potential sources of erosion and water accumulation problems on forest roads. The principal component analysis showed two main variability sources related to terrain topographic characteristics and also road design, showing that indicators represent well those elements. The methodology seems to be appropriated for identification of critical road segments that need to be redesigned and also for road network planning at new forest exploration projects.

Transporte público coletivo em Presidente Prudente: planejamento, mobilidade e acessibilidade no consumo do espaço urbano

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Desenvolvimento e infraestruturas de transportes: análise das obras do Programa de Aceleração do Crescimento (PAC) no Estado de São Paulo

Pós-graduação em Geografia - FCT

Avaliação dos sistemas de redes viárias florestais em função dos custos e do risco de erosão

Pós-graduação em Agronomia (Energia na Agricultura) - FCA