Final Report-Freeway Operations Analysis of I-80 to I-29 Interchange, January 1974

A t the request of the Iowa State Highway Commission, the Engineering Research Institute observed the traffic operations at the Interstate 29 (1-29) and Interstate 80 (1-80) interchange in the southwest part of Council Bluffs. The general location of the site is shown in Figure 1. Before limiting the analysis to the diverging area the project staff drove the entire Council Bluffs freeway system and consulted with M r . Philip Hassenstab (Iowa State Highway Commission, District 4, Resident Maintenance Engineer at Council Bluffs). The final study scope was delineated as encompassing only the operational characteristics of the diverge area where 1-29 South and 1-80 East divide and the ramp to merge area where 1-80 West joins 1-29 North (both areas being contained within the aforementioned interchange). Supplementing the traffic operations scope, was an effort to delineate and document the applicability of video-tape techniques to traffic engineering studies and analyses. Documentation was primarily in the form of a demonstration video-tape.

Tree and Brush Control For County Road Right-of-Way, Ocotober 2002

This manual summarizes the roadside tree and brush control methods used by all of Iowa's 99 counties. It is based on interviews conducted in Spring 2002 with county engineers, roadside managers and others. The target audience of this manual is the novice county engineer or roadside manager. Iowa law is nearly silent on roadside tree and brush control, so individual counties have been left to decide on the level of control they want to achieve and maintain. Different solutions have been developed but the goal of every county remains the same: to provide safe roads for the traveling public. Counties in eastern and southern Iowa appear to face the greatest brush control challenge. Most control efforts can be divided into two categories: mechanical and chemical. Mechanical control includes cutting tools and supporting equipment. A chain saw is the most widely used cutting tool. Tractor mounted boom mowers and brush cutters are used to prune miles of brush but have significant safety and aesthetic limitations and boom mowers are easily broken by inexperienced operators. The advent of tree shears and hydraulic thumbs offer unprecedented versatility. Bulldozers are often considered a method of last resort since they reduce large areas to bare ground. Any chipper that violently grabs brush should not be used. Chemical control is the application of herbicide to different parts of a plant: foliar spray is applied to leaves; basal bark spray is applied to the tree trunk; a cut stump treatment is applied to the cambium ring of a cut surface. There is reluctance by many to apply herbicide into the air due to drift concerns. One-third of Iowa counties do not use foliar spray. By contrast, several accepted control methods are directed toward the ground. Freshly cut stumps should be treated to prevent resprouting. Basal bark spray is highly effective in sensitive areas such as near houses. Interest in chemical control is slowly increasing as herbicides and application methods are refined. Fall burning, a third, distinctly separate technique is underused as a brush control method and can be effective if timed correctly. In all, control methods tend to reflect agricultural patterns in a county. The use of chain saws and foliar sprays tends to increase in counties where row crops predominate, and boom mowing tends to increase in counties where grassland predominates. For counties with light to moderate roadside brush, rotational maintenance is the key to effective control. The most comprehensive approach to control is to implement an integrated roadside vegetation management (IRVM) program. An IRVM program is usually directed by a Roadside Manager whose duties may be shared with another position. Funding for control programs comes from the Rural Services Basic portion of a county's budget. The average annual county brush control budget is about $76,000. That figure is thought not to include shared expenses such as fuel and buildings. Start up costs for an IRVM program are less if an existing control program is converted. In addition, IRVM budgets from three different northeastern Iowa counties are offered for comparison in this manual. The manual also includes a chapter on temporary traffic control in rural work zones, a summary of the Iowa Code as it relates to brush control, and rules on avoiding seasonal disturbance of the endangered Indiana bat. Appendices summarize survey and forest cover data, an equipment inventory, sample forms for record keeping, a sample brush control policy, a few legal opinions, a literature search, and a glossary.

Reclaimed Fly Ash as Select Fill Under PCC Pavement, November 1999

With the support of the Iowa Fly Ash Affiliates, research on reclaimed fly ash for use as a construction material has been ongoing since 1991. The material exhibits engineering properties similar to those of soft limestone or sandstone and a lightweight aggregate. It is unique in that it is rich in calcium, silica, and aluminum and exhibits pozzolanic properties (i.e. gains strength over time) when used untreated or when a calcium activator is added. Reclaimed Class C fly ashes have been successfully used as a base material on a variety of construction projects in southern and western Iowa. A pavement design guide has been developed with the support of the Iowa Fly Ash Affiliates. Soils in Iowa generally rate fair to poor as subgrade soils for paving projects. This is especially true in the southern quarter of the state and for many areas of eastern and western Iowa. Many of the soil types encountered for highway projects are unsuitable soils under the current Iowa DOT specifications. The bulk of the remaining soils are Class 10 soils. Select soils for use directly under the pavement are often difficult to find on a project, and in many instances are economically unavailable. This was the case for a 4.43-mile grading (STP-S- 90(22)-SE-90) and paving project in Wapello County. The project begins at the Alliant Utilities generating station in Chillicothe, Iowa, and runs west to the Monroe-Wapello county line. This road carries a significant amount of truck traffic hauling coal from the generating station to the Cargill corn processing plant in Eddyville, Iowa. The proposed 10-inch Portland Cement Concrete (PCC) pavement was for construction directly on a Class 10 soil subgrade, which is not a desirable condition if other alternatives are available. Wapello County Engineer Wendell Folkerts supported the use of reclaimed fly ash for a portion of the project. Construction of about three miles of the project was accomplished using 10 inches of reclaimed fly ash as a select fill beneath the PCC slab. The remaining mile was constructed according to the original design to be used as a control section for performance monitoring. The project was graded during the summers of 1998 and 1999. Paving was completed in the fall of 1999. This report presents the results of design considerations and laboratory and field testing results during construction. Recommendations for use of reclaimed fly ash as a select fill are also presented.

Pigs Transgenic For Human Dominant Mutations Of The GUCY2D Gene

Purpose: Studies on large animal models are an important step to test new therapeutical strategies before human application. Considering the importance of cone function for human vision and the paucity of large animal models for cone dystrophies having an enriched cone region, we propose to develop a pig model for cone degeneration. With a lentiviral-directed transgenesis, we obtained pigs transgenic for a cone-dominant mutant gene described in a human cone dystrophy.Methods: Lentiviral vectors encoding the human double mutant GUCY2DE837D/R838S cDNA under the control of a region of the pig arrestin-3 promoter (Arr3) was produced and used for lentiviral-derived transgenesis in pigs. PCR-genotyping and southern blotting determined the genotype of pigs born after injection of the vector at the zygote stage. Retina function analysis was performed by ERG and behavioral tests at 11, 24 and 54 weeks of age. OCT and histological analyses were performed to describe the retina morphology.Results: The ratio of transgenic pigs born after lentiviral-directed transgenesis was close to 50%. Transgenic pigs with 3 to 5 transgene copies per cell clearly present a reduced photopic response from 3 months of age on. Except for one pig, which has 6 integrated transgene copies, no dramatic decrease in general mobility was observed even at 6 months of age. OCT examinations reveal no major changes in the ONL structure of the 6-months old pigs. The retina morphology was well conserved in the 2 pigs sacrificed (3 and 6 months old) except a noticeable displacement of some cone nuclei in the outer segment layer.Conclusions: Lentiviral-directed transgenesis is a rapid and straightforward method to engineer transgenic pigs. Some Arr3-GUCY2DE837D/R838S pigs show signs of retinal dysfunction but further work is needed to describe the progression of the disease in this model.

Settlement At Culverts, May 1984

Research project HR-219 was sponsored by the Iowa Highway Research Board and the Iowa Department of Transportation. The funding authorized from the Primary Road Research Fund was $11,200. The author wishes to express his appreciation to Iowa DOT personnel for their participation in the research. The special features were incorporated into the plans by Road Design personnel. Office of Materials personnel developed the proportions for the flowable mortar. Project inspection was provided by the Creston Resident Engineer and his staff. The excellent cooperation of the contractors contributed to the success of the research. The prime contractor was Irving F. Jensen Company, Inc. of Sioux City, Iowa who retained Reilly Construction Company of Ossian, Iowa and GNA Concrete, Inc. of Grimes, Iowa as subcontractors for the special culvert backfilling.

Evauation of Recycled Asphalt Concrete Pavements: Final Report for Kossuth County, Iowa, HR-1888, February 1980

After some success with a small asphalt pavement recycling project in 1975, Kossuth County, Iowa programmed a much larger undertaking during the 1976 construction season. The work performed in 1975 indicated that a quality product could be produced with some modifications to conventional equipment. As anticipated , the major problem encountered was the excessive air pollution created during the heating and mixing process. As part of its 1976 road program, Kossuth County developed plans for recycling sixteen miles of existing asphalt pavements using the "hot mix" recycling process. One project, ten miles in length, was selected by the Federal Highway Authority as part of "Demonstration Project No. 39, Recycling Asphalt Pavements." The FHWA provided a $29,500 grant t o the project to be used for project testing and evaluation. Cooperation and input into the work proposed for 1976 was received from many sources. The people and organizations contributing were the Federal Highway Authority, the Iowa Department of Environmental Quality, the Federal Environmental Protection Agency, several contractors, and personnel from the Kossuth County Engineer's Office.

New grass phylogeny resolves deep evolutionary relationships and discovers C4 origins.

• Grasses rank among the world's most ecologically and economically important plants. Repeated evolution of the C(4) syndrome has made photosynthesis highly efficient in many grasses, inspiring intensive efforts to engineer the pathway into C(3) crops. However, comparative biology has been of limited use to this endeavor because of uncertainty in the number and phylogenetic placement of C(4) origins. • We built the most comprehensive and robust molecular phylogeny for grasses to date, expanding sampling efforts of a previous working group from 62 to 531 taxa, emphasizing the C(4)-rich PACMAD (Panicoideae, Arundinoideae, Chloridoideae, Micrairoideae, Aristidoideae and Danthonioideae) clade. Our final matrix comprises c. 5700 bp and is > 93% complete. • For the first time, we present strong support for relationships among all the major grass lineages. Several new C(4) lineages are identified, and previously inferred origins confirmed. C(3)/C(4) evolutionary transitions have been highly asymmetrical, with 22-24 inferred origins of the C(4) pathway and only one potential reversal. • Our backbone tree clarifies major outstanding systematic questions and highlights C(3) and C(4) sister taxa for comparative studies. Two lineages have emerged as hotbeds of C(4) evolution. Future work in these lineages will be instrumental in understanding the evolution of this complex trait.

The Iowa State Capitol Fire 1904, November 2012

The twenty-first century Iowa State Capitol contains state-of-the-art fire protection. Sprinklers and smoke detectors are located in every room and all public hallways are equipped with nearby hydrants. The Des Moines Fire Department is able to fight fires at nearly any height. However, on Monday morning, January 4, 1904, the circumstances were much different. By the beginning of 1904, the Capitol Improvement Commission had been working in the Capitol for about two years. The commissioners were in charge of decorating the public areas of the building, installing the artwork in the public areas, installing a new copper roof, re-gilding the dome, replacing windows, and connecting electrical lines throughout. Electrician H. Frazer had been working that morning in Committee Room Number Five behind the House Chamber, drilling into the walls to run electrical wires and using a candle to light his way. The investigating committee determined that Frazer had left his work area and had neglected to extinguish his candle. The initial fire alarm sounded at approximately 10 a.m. Many citizen volunteers came to help the fire department. Capitol employees and state officials also assisted in fighting the fire, including Governor Albert Cummins. The fire was finally brought under control around 6 p.m., although some newspaper accounts at the time reported that the fire continued smoldering for several days. Crampton Linley was the engineer working with the Capitol Improvement Commission. He was in the building at the time of the fire and was credited with saving the building. Linley crawled through attic areas to close doors separating wings of the Capitol, an action which smothered the flames and brought the fire under control. Sadly, Linley did not live long enough to be recognized for his heroism. The day after the fire, while examining the damage, Linley fell through the ceiling of the House Chamber and died instantly from severe head injuries. The flames had burned through the ceiling and caused much of it to collapse to the floor below, while the lower areas of the building had been damaged by smoke and water. Elmer Garnsey was the artist hired by the Capitol Improvement Commission to decorate the public areas of the building. Therefore, he seemed the logical candidate to be given the additional responsibility of redecorating the areas damaged by the fire. Garnsey had a very different vision for the decoration, which is why the House Chamber, the old Supreme Court Room, and the old Agriculture offices directly below the House Chamber have a design that is very different from the areas of the building untouched by the fire.

Effects of Heat Straightening Structural Steel, MLR-91-3, 1992

Heat straightening of steel beams on bridges struck by over height trucks has become common practice in recent years in Iowa. A study of the effects of this heat straightening on the steel beams thus straightened is needed. Appropriate samples for mechanical and metallurgical tests were cut from the same rolled beam from the end which was heated and the end which was not heated and the test results were compared. The test results showed beyond doubt that the steel was being heated beyond the permitted temperature and that the impact properties are being drastically reduced by the current method of heat straightening.

Embankment Quality, TR-401, Phase I, 1998

Phase I was initiated as a result of internal Iowa Department of Transportation (Iowa DOT) studies that raised concerns about the quality of embankments being constructed. Some large embankments have recently developed slope stability problems. In addition, pavement roughness has been noted shortly after roads were opened to traffic. This raised the question as to whether the current Iowa DOT embankment construction specifications are adequate. The primary objective of Phase I was to evaluate the quality of embankments being constructed under the current Iowa DOT specifications. The project was initiated in May 1997 with a tour of several embankment projects being constructed around the state. At each of these projects the resident construction engineer, field inspector, and contractor were interviewed with respect to their opinion of the current specifications. From construction observations and discussion during these visits it became obvious that there were problems with the current embankment construction specifications. Six embankment projects were selected for in-depth analysis and to represent the full range of soil types being used across the state. The results of Phase I field and laboratory construction testing and observations and post construction testing are presented in this report. Overall evaluation of the results of Phase I indicate that Iowa is not consistently obtaining a quality embankment constructed under the current Iowa DOT specifications. Based on these results, recommendations are made for Phase II to evaluate alternative specifications and develop rapid field methods for compaction control and soil identification.

PC Concrete Texturing, R-246, 1975

Skid resistance is a major concern of the safety engineer since wet pavement conditions are present for approximately 18% of the total accidents in Iowa according to studies by the Traffic and Safety Department. Many of these accidents may be influenced by the low skid resistant quality of the pavement. The size, shape, type, and arrangement of the concrete's particles interrelate with each other in a complex manner to give us frictional resistance. The purpose of this investigation was to determine which method of texturing provides the best skid resistance properties on portland cement concrete pavement.

Impacts on Safety of Left-Turn Treatment at High Speed Signalized Intersections, HR-347, 1994

Left-turning traffic is a major source of conflicts at intersections. Though an average of only 10% to 15% of all approach traffic turns left, these vehicles are involved in approximately 45% of all accidents. This report presents the results of research conducted to develop models which estimate approach accident rates at high speed signalized intersections. The objective of the research was to quantify the relationship between traffic and intersection characteristics, and accident potential of different left turn treatments. Geometric, turning movement counts, and traffic signal phasing data were collected at 100 intersections in Iowa using a questionnaire sent to municipalities. Not all questionnaires resulted in complete data and ultimately complete data were derived for 63 intersections providing a database of 248 approaches. Accident data for the same approaches were obtained from the Iowa Department of Transportation Accident Location and Analysis System (ALAS). Regression models were developed for two different dependent variables: 1) the ratio of the number of left turn accidents per approach to million left turning vehicles per approach, and 2) the ratio of accidents per approach to million traffic movements per approach. A number of regression models were developed for both dependent variables. One model using each dependent variable was developed for intersections with low, medium, and high left turning traffic volumes. As expected, the research indicates that protected left turn phasing has a lower accident potential than protected/permitted or permitted phasing. Left turn lanes and multiple lane approaches are beneficial for reducing accident rates, while raised medians increase the likelihood of accidents. Signals that are part of a signal system tend to have lower accident rates than isolated signals. The resulting regression models may be used to determine the likely impact of various left turn treatments on intersection accident rates. When designing an intersection approach, a traffic engineer may use the models to estimate the accident rate reduction as a result of improved lane configurations and left turn treatments. The safety benefits may then be compared to any costs associated with operational effects to the intersection (i.e., increased delay) to determine the benefits and costs of making intersection safety improvements.

An Investigation of Signing Needs at Uncontrolled Local Road Intersections, HR-230, 1982

Iowa Counties have been experiencing significant tort claim liability due to the signing of local roads. One such problem is relative to the real or alleged need for signing at uncontrolled intersections of local roads. It has been assumed that the standard CROSS ROAD sign, which calls for a yellow diamond with a black cross, was sufficient to provide the necessary warning that a driver may be approaching an intersection which requires special precautionary driving attention. However, it is possible that this sign on a through highway might conflict with the legal status of the local county road. In light of this situation, it seemed worthwhile to know the extent to which uncontrolled local road intersections were perceived as a potential liability problem; the degree to which the standard CROSS ROAD sign communicated to the driver the message a county engineer wanted at these local road intersections; and whether there were any better signing alternatives available to communicate this hazard to the driver in this situation.

Guidelines for County Engineering Decisions, HR-369, 1997

There has been a great deal of concern by county engineers and supervisors over constrained budgets, lack of resources and a deteriorating infrastructure, as they affect the secondary road system in Iowa. In addition, public input and/or political pressure have been increasing over the years. This study was initiated to determine the most important issues facing counties and document the way in which various Iowa counties have been addressing those issues. The list of issues was developed through meetings of county engineers and supervisors in each of the Iowa Department of Transportation (DOT) regions around the state. Questionnaires were sent to all engineers and supervisors statewide asking them how the various issues (e.g. snow and ice removal policies, Level "B" roads, and so on) were handled in their respective counties. The responses were then compiled into this document. The subjects selected and used include: county policies, ordinances, resolutions; snow and ice removal policy; dust control; Level "B" roads; vacating roads; rural development; private entrance construction and maintenance; roadside management practices; right of way encroachments and easements; personnel matters, staff and organization; communicating information to citizens; supervisor/ engineer relations; and county leasing/purchasing practices.

This is YOUR Highway Commission,1968

Before the Iowa Department of Transportation (DOT) was established by legislation in July 1974, there were several state agencies that handled the tasks that are now the responsibility of an integrated, multimodal Iowa DOT. Among those agencies was the Iowa State Highway Commission (IHC). You are invited to read a brief history of the Iowa DOT here:http://www.iowadot.gov/about/organizationalhistory.htm The IHC operated as an independent state agency between 1913 and 1974. In 1968, the IHC created and released This is YOUR Highway Commission, a 24 ½- minute film that showcased the responsibilities and functions of the IHC. The narrator describes the activities of various offices and employees, and explains how those activities benefited Iowa’s citizens and motorists. The film journeys through all areas of IHC responsibility to Iowa’s roadways, including administration, planning, design, bidding, right of way, materials, construction, maintenance and facilities. As part of the Iowa DOT’s effort to preserve and archive its historical resources, the original 16mm film was professionally cleaned, restored and digitized so that it could be made available via this website. The Iowa DOT is currently researching and compiling information necessary to prepare detailed biographies of the IHC employees identified in the film. Included in each biography will be still frames taken from the film, as well as other images from the Iowa DOT’s archives. This more comprehensive description of the film will be available in the future. In the meantime, below is a list of the IHC employees who have been identified. The list is arranged in the order in which each employee first appears in the film. There remain numerous unidentified employees in the film, and the Iowa DOT would greatly appreciate any assistance in identifying them. If you recognize an IHC employee in the film who is not on this list, please contactbeth.collins@dot.iowa.gov with any information you feel would be useful. Identified employees: Joseph Coupal, Jr.—Director of Highways Harry Bradley—Commissioner Derby Thompson—Commissioner John Hansen—Commissioner Koert Voorhees—Commissioner Harold Shiel—Engineer Howard Gunnerson—Chief engineer Martha Groth—Commission Secretary Robert Barry—Commissioner Nancy Groomes—Director’s Secretary Russell Moreland—Planning C.B. Anderson—Planning Gus Anderson—Engineer Carl Schach—Deputy chief engineer Raymond Kassel—Hearings engineer (later director of Transportation) Bob Given—Deputy chief engineer Don McLean—Director of Engineering Howard Thielen—Surveying (using rod) John Huss—Surveying (using leveling transit) John “Harley” McCoy—Surveying (taking notes) Jim Smith—Right of Way Keith Davis—Contracts Sherrill P. Freed—Sign Shop Olav Smedal—Director of Public Information