Asphalt Emulsion Bound Macadam in Dubuque County, Iowa, HR-216, Construction Report, 1981

This construction report describes a project investigating macadam base construction of roads. The objectives of this project were to: 1. identify a cost effective asphalt emulsion bound macadam typical cross section; 2. obtain useful data comparing seven typical cross sections; 3. determine the effectiveness of engineering fabric placed under macadam roadbeds; and 4. evaluate the use of emulsions in surface seal coats.

Access Management Awareness Program Phase II Report, TR-402, 1997

This report presents the results of a number of detailed Iowa access management case studies. Case studies were selected to provide a cross-section of locations and community sizes in Iowa as well as a variety of project types. Generally, access management projects completed during the mid-1990s were chosen as case studies. Projects ranging from driveway consolidation to full raised medians were analyzed on a before and after basis in terms of traffic safety, traffic operations, and adjacent business vitality. Sources of information used for the case study analysis included: road project files; traffic accident records; state sales tax records; and personal interviews of business owners, business customers, and local officials. The case study results from Iowa essentially confirm results of previous access management research from around the nation. Recent access in Iowa had significant, positive impacts in terms of traffic safety. The average reduction of annual accidents and accident rates on improved roadways was approximately 40%. Improvements in access management also led to significantly better roadway operations for most case studies. Although a small number of individual businesses do report sales losses and/or customer complaints once projects have been completed, access management projects in Iowa have not had an adverse impact on the majority of businesses located along them. In fact, some access management projects in Iowa seem to have contributed to an improved business environment along the corridors that have been improved. The results from the Iowa case studies presented in this report will be used to develop access management education materials for Iowa transportation professionals and other audiences interested in the impacts of access management.

Wind Tunnel Analysis of the Effects of Planting at Highway Grade Separation Structures, HR-202, 1979

Blowing and drifting snow has been a problem for the highway maintenance engineer virtually since the inception of the automobile. In the early days, highway engineers were limited in their capability to design and construct drift free roadway cross sections, and the driving public tolerated the delays associated with snow storms. Modern technology, however, has long since provided the design expertise, financial resources, and construction capability for creating relatively snowdrift free highways, and the driver today has come to expect a highway facility that is free of snowdrifts, and if drifts develop they expect highway maintenance crews to open the highway within a short time. Highway administrators have responded to this charge for better control of snowdrifting. Modern highway designs in general provide an aerodynamic cross section that inhibits the deposition of snow on the roadway insofar as it is economically feasible to do so.

Identification of Conifer Trees in Iowa, September 22, 1998

This publication is designed to help identify the most common trees found in Iowa. It is based on vegetative characteristics including leaves, fruit, and bark. It is neither complete nor without possible oversights. Separate species are grouped by similar characteristics, mainly based on type and arrangement of leaves. These groups are; awl- or scale like needles; single needles, flattened with rounded tips; single needles, square in cross section, with pointed tips; and needles in bundles or fascicles of two or more. Remember, vegetative characteristics are quite variable; use more than one specimen for comparison.

Thermoset Composite Concrete Reinforcement, HR-325, Part 2, 1992

This is the second part of the final report submitted to the Iowa Department of Transportation. Part 1 contained a comparison of unaged fiber composite and steel dowels and derivation of the appropriate theoretical model for analyzing the results. Part 2 of this final report covers the theoretical and experimental models for accelerated aging of fiber composite reinforcing bars and dowels cast in a concrete environment. Part 2 contains results from testing of unaged and aged fiber composite dowels and steel dowels, in addition to unaged and aged fiber composite reinforcing bars. Additional tests have been performed on unaged dowels (both steel and fibercomposite) to verify results from Part 1 and to keep the testing program consistent. Slight modifications have been made to the dowel specimens presented in Part 1. These modifications are noted in the Section 3.4 of this report. The flexural modulus of elasticity for the FC dowel bar given in Part 1 of the final report (Table 3. 2) was for the incorrect structural shape (non-circular cross section). The value is corrected and given in Part 2 of the final report (Table 3.4 for the.modulus of elasticity supplied by the manufacturer, and Tables 3. 5 and 3. 6 for experimentally determined modulus of elasticities) • The value in Part 1 was not used for any analysis of the FC dowel bars.

Microstructure and magnetic properties of Ni50 Mn37 Sn13 Heusler alloy ribbons

The Heusler alloy Ni50 Mn37 Sn13 was successfully produced as ribbon flakes of thickness around 7-10 μm melt spinning. Fracture cross section micrographs in the ribbon show the formation of a microcrystalline columnarlike microstructure, with their longer axes perpendicular to the ribbon plane. Phase transition temperatures of the martensite-austenite transformation were found to be MS =218 K, Mf =207 K, AS =224 K, and Af =232 K; the thermal hysteresis of the transformation is 15 K. Ferromagnetic L 21 bcc austenite phase shows a Curie point of 313 K, with cell parameter a=0.5971 (5) nm at 298 K, transforming into a modulated 7M orthorhombic martensite with a=0.6121 (7) nm, b=0.6058 (8) nm, and c=0.5660 (2) nm, at 150 K

Field and Laboratory Evaluation of Precast Concrete Bridges, TR-440, 2001

Recent data compiled by the National Bridge Inventory revealed 29% of Iowa's approximate 24,600 bridges were either structurally deficient or functionally obsolete. This large number of deficient bridges and the high cost of needed repairs create unique problems for Iowa and many other states. The research objective of this project was to determine the load capacity of a particular type of deteriorating bridge – the precast concrete deck bridge – which is commonly found on Iowa's secondary roads. The number of these precast concrete structures requiring load postings and/or replacement can be significantly reduced if the deteriorated structures are found to have adequate load capacity or can be reliably evaluated. Approximately 600 precast concrete deck bridges (PCDBs) exist in Iowa. A typical PCDB span is 19 to 36 ft long and consists of eight to ten simply supported precast panels. Bolts and either a pipe shear key or a grouted shear key are used to join adjacent panels. The panels resemble a steel channel in cross-section; the web is orientated horizontally and forms the roadway deck and the legs act as shallow beams. The primary longitudinal reinforcing steel bundled in each of the legs frequently corrodes and causes longitudinal cracks in the concrete and spalling. The research team performed service load tests on four deteriorated PCDBs; two with shear keys in place and two without. Conventional strain gages were used to measure strains in both the steel and concrete, and transducers were used to measure vertical deflections. Based on the field results, it was determined that these bridges have sufficient lateral load distribution and adequate strength when shear keys are properly installed between adjacent panels. The measured lateral load distribution factors are larger than AASHTO values when shear keys were not installed. Since some of the reinforcement had hooks, deterioration of the reinforcement has a minimal affect on the service level performance of the bridges when there is minimal loss of cross-sectional area. Laboratory tests were performed on the PCDB panels obtained from three bridge replacement projects. Twelve deteriorated panels were loaded to failure in a four point bending arrangement. Although the panels had significant deflections prior to failure, the experimental capacity of eleven panels exceeded the theoretical capacity. Experimental capacity of the twelfth panel, an extremely distressed panel, was only slightly below the theoretical capacity. Service tests and an ultimate strength test were performed on a laboratory bridge model consisting of four joined panels to determine the effect of various shear connection configurations. These data were used to validate a PCDB finite element model that can provide more accurate live load distribution factors for use in rating calculations. Finally, a strengthening system was developed and tested for use in situations where one or more panels of an existing PCDB need strengthening.

Scour Around Bridge Piers and Abutments, HR-30 and Iowa Highway Research Board Bulletin No. 4, 1956

Man’s never-ending search for better materials and construction methods and for techniques of analysis and design has overcome most of the early difficulties of bridge building. Scour of the stream bed, however, has remained a major cause of bridge failures ever since man learned to place piers and abutments in the stream in order to cross wide rivers. Considering the overall complexity of field conditions, it is not surprising that no generally accepted principles (not even rules of thumb) for the prediction of scour around bridge piers and abutments have evolved from field experience alone. The flow of individual streams exhibits a manifold variation, and great disparity exists among different rivers. The alignment, cross section, discharge, and slope of a stream must all be correlated with the scour phenomenon, and this in turn must be correlated with the characteristics of the bed material ranging from clays and fine silts to gravels and boulders. Finally, the effect of the shape of the obstruction itself-the pier or abutment-must be assessed. Since several of these factors are likely to vary with time to some degree, and since the scour phenomenon as well is inherently unsteady, sorting out the influence of each of the various factors is virtually impossible from field evidence alone. The experimental approach was chosen as the investigative method for this study, but with due recognition of the importance of field measurements and with the realization that the results must be interpreted so as to be compatible with the present-day theories of fluid mechanics and sediment transportation. This approach was chosen because, on the one hand, the factors affecting the scour phenomenon can be controlled in the laboratory to an extent that is not possible in the field, and, on the other hand, the model technique can be used to circumvent the present inadequate understanding of the phenomenon of the movement of sediment by flowing water. In order to obtain optimum results from the laboratory study, the program was arranged at the outset to include a related set of variables in each of several phases into which the whole problem was divided. The phases thus selected were : 1. Geometry of piers and abutments, 2. Hydraulics of the stream, 3. Characteristics of the sediment, 4. Geometry of channel shape and alignment.

Clinical management and burden of bipolar disorder: a multinational longitudinal study (WAVE-bd Study)

BACKGROUND: Studies in bipolar disorder (BD) to date are limited in their ability to provide a whole-disease perspective--their scope has generally been confined to a single disease phase and/or a specific treatment. Moreover, most clinical trials have focused on the manic phase of disease, and not on depression, which is associated with the greatest disease burden. There are few longitudinal studies covering both types of patients with BD (I and II) and the whole course of the disease, regardless of patients' symptomatology. Therefore, the Wide AmbispectiVE study of the clinical management and burden of Bipolar Disorder (WAVE-bd) (NCT01062607) aims to provide reliable information on the management of patients with BD in daily clinical practice. It also seeks to determine factors influencing clinical outcomes and resource use in relation to the management of BD. METHODS: WAVE-bd is a multinational, multicentre, non-interventional, longitudinal study. Approximately 3000 patients diagnosed with BD type I or II with at least one mood event in the preceding 12 months were recruited at centres in Austria, Belgium, Brazil, France, Germany, Portugal, Romania, Turkey, Ukraine and Venezuela. Site selection methodology aimed to provide a balanced cross-section of patients cared for by different types of providers of medical aid (e.g. academic hospitals, private practices) in each country. Target recruitment percentages were derived either from scientific publications or from expert panels in each participating country. The minimum follow-up period will be 12 months, with a maximum of 27 months, taking into account the retrospective and the prospective parts of the study. Data on demographics, diagnosis, medical history, clinical management, clinical and functional outcomes (CGI-BP and FAST scales), adherence to treatment (DAI-10 scale and Medication Possession Ratio), quality of life (EQ-5D scale), healthcare resources, and caregiver burden (BAS scale) will be collected. Descriptive analysis with common statistics will be performed. DISCUSSION: This study will provide detailed descriptions of the management of BD in different countries, particularly in terms of clinical outcomes and resources used. Thus, it should provide psychiatrists with reliable and up-to-date information about those factors associated with different management patterns of BD. TRIAL REGISTRATION NO: ClinicalTrials.gov: NCT01062607.

Biased diffusion in confined media: Test of the Fick-Jacobs approximation and validity criteria

We study biased, diffusive transport of Brownian particles through narrow, spatially periodic structures in which the motion is constrained in lateral directions. The problem is analyzed under the perspective of the Fick-Jacobs equation, which accounts for the effect of the lateral confinement by introducing an entropic barrier in a one-dimensional diffusion. The validity of this approximation, based on the assumption of an instantaneous equilibration of the particle distribution in the cross section of the structure, is analyzed by comparing the different time scales that characterize the problem. A validity criterion is established in terms of the shape of the structure and of the applied force. It is analytically corroborated and verified by numerical simulations that the critical value of the force up to which this description holds true scales as the square of the periodicity of the structure. The criterion can be visualized by means of a diagram representing the regions where the Fick-Jacobs description becomes inaccurate in terms of the scaled force versus the periodicity of the structure.

Use of LIDAR-based Elevation Data for Highway Drainage Analysis: A Qualitative Assessment, 2003

US Geological Survey (USGS) based elevation data are the most commonly used data source for highway hydraulic analysis; however, due to the vertical accuracy of USGS-based elevation data, USGS data may be too “coarse” to adequately describe surface profiles of watershed areas or drainage patterns. Additionally hydraulic design requires delineation of much smaller drainage areas (watersheds) than other hydrologic applications, such as environmental, ecological, and water resource management. This research study investigated whether higher resolution LIDAR based surface models would provide better delineation of watersheds and drainage patterns as compared to surface models created from standard USGS-based elevation data. Differences in runoff values were the metric used to compare the data sets. The two data sets were compared for a pilot study area along the Iowa 1 corridor between Iowa City and Mount Vernon. Given the limited breadth of the analysis corridor, areas of particular emphasis were the location of drainage area boundaries and flow patterns parallel to and intersecting the road cross section. Traditional highway hydrology does not appear to be significantly impacted, or benefited, by the increased terrain detail that LIDAR provided for the study area. In fact, hydrologic outputs, such as streams and watersheds, may be too sensitive to the increased horizontal resolution and/or errors in the data set. However, a true comparison of LIDAR and USGS-based data sets of equal size and encompassing entire drainage areas could not be performed in this study. Differences may also result in areas with much steeper slopes or significant changes in terrain. LIDAR may provide possibly valuable detail in areas of modified terrain, such as roads. Better representations of channel and terrain detail in the vicinity of the roadway may be useful in modeling problem drainage areas and evaluating structural surety during and after significant storm events. Furthermore, LIDAR may be used to verify the intended/expected drainage patterns at newly constructed highways. LIDAR will likely provide the greatest benefit for highway projects in flood plains and areas with relatively flat terrain where slight changes in terrain may have a significant impact on drainage patterns.

Performance Measures for Iowa Transportation Systems, 2006

The purpose of performance measures in planning operations is to identify and track meaningful, quantifiable measures that reflect progress toward the goals of the plan. The Iowa Department of Transportation (DOT) has already adopted performance measures in a number of operational areas, including highway maintenance, highway safety, public transportation, and aeronautics. This report is an initial effort to utilize performance measures for transportation system planning. The selected measures provide a cross-section of system performance indicators across three selected transportation planning goals (safety, efficiency, and quality of life) and five transportation modes (highways/bridges, public transit, railroads, aviation, and pedestrian/bicycle). These performance measures are exploratory in nature, and constitute a first attempt to apply performance measures in the context of a statewide, multimodal transportation plan from the Iowa DOT. As such, the set of performance measures that the Iowa DOT uses for planning will change over time as more is learned about the application of such measures. The performance measures explained in this document were developed through consultation with Iowa DOT modal staff (aviation, railroads, highways, public transportation, and pedestrian/bicycle) and the Office of Traffic and Safety. In addition, faculty and staff at the Iowa State University Center for Transportation Research and Education were consulted about performance measurement and data within their areas of expertise.

07040-015 Saylor Creek Watershed Final Report

Phase 2 of the Saylor Creek Improvement Project is focused on channel restoration. The existing stream channel is generally incised, running through areas primarily covered with heavy trees, brush and weeds. The ravine ranges from 6 to 20 feet deep through the corridor with very steep slopes in several areas. In two areas storm outlets are undercut or suspended above the channel. Tall undercut, eroded banks exist along several of the outside bends. Sediment deposition on the inside bends limits the cross-section of the channel, increasing flow velocity and forcing this faster flow toward the eroded outside bank. A wide array of practices will need to be implemented to address channel erosion. Improvements will be specifically tailored to address problems observed at each bend. The result will be a channel with a more natural appearance, and reduced use of hard armor and revetment. Some sections will require minimal grading with removal of underbrush for improved maintenance access and more sun exposure, better allowing deep­ rooted plants and flowers to establish to provide further erosion protection. Straight sections with steep banks will require grading to pull back slopes, increasing the creek's capacity to convey storm flows at slower velocities. Sections with sharp bends will require slope pull back and armor protection. A constructed wetland will collect and treat runoff from a small sub-watershed, before being discharged into the main tributary.

Le Briançonnais, terrain exotique dans les Alpes ?

New reconstructions of the Western Alps from late Early Jurassic till early Tertiary are proposed. These reconstructions use deep lithospheric data gathered through recent seismic surveys and tomographic studies carried out in the Alps. The present day position, under the Po plain, of the southern limit of the European plate (fig. 1), allows to define the former geometry of the Brianconnais peninsula. The Brianconnais domain is regarded as an exotic terrane formerly belonging to the European margin until Late Jurassic, then transported eastward during the drift of Iberia (fig. 5). Therefore, on a present day Western Alps cross section, a duplication of the European continental margin can be recognized (fig. 10). Stratigraphic and sedimentological data along a zone linking the Pyrenean fracture zone to the Brianconnais, can be related to a rifting event starting in Oxfordian time. This event is responsible for the Late Jurassic till mid-Cretaceous drift of Iberia opening, first the northern Atlantic, then the Gulf of Biscay. Simultaneously, the drift of the Brianconnais will open the Valais ocean and close the Piemontese ocean. The resulting oblique collision zone between the Brianconnais and the Apulian margin generates HP/LT metamorphism starting in Early Cretaceous. The eastward drift of the Brianconnais peninsula will eventually bring it in front of a more northerly segment of the former European margin. The thrusting of the Brianconnais unto that margin takes place in early Tertiary (fig. 9), following the subduction of the Valais ocean. The present nappe pile results not only from continent/continent frontal collision, but also from important lateral displacement of terranes, the most important one being the Brianconnais. The dilemma of `'en echelon'' oceanic domains in the Alps is an outcome of these translations. A solution is found when considering the opening of a Cretaceous Valais ocean across the European margin, running out eastward into the Piemontese ocean, where the drift is taken up along a former transform fault and compensated by subduction under the Apulian margin (fig. 8). In the Western Alps we are then dealing with two oceans, the Piemontese and the Valaisan and a duplicated European margin. In the Eastern Alps the single Piemontese ocean is cut by newly created oceanic crust. All these elements will be incorporated into the Penninic structural domain which does not represent a former unique paleogeographic area, it is a composite accretionary domain squeezed between Europe and Apulia.

Effective squark/chargino/neutralino couplings: MadGraph implementation

We have included the effective description of squark interactions with charginos/neutralinos in the MadGraph MSSM model. This effective description includes the effective Yukawa couplings, and another logarithmic term which encodes the supersymmetry-breaking. We have performed an extensive test of our implementation analyzing the results of the partial decay widths of squarks into charginos and neutralinos obtained by using FeynArts/FormCalc programs and the new model file in MadGraph. We present results for the cross-section of top-squark production decaying into charginos and neutralinos.