Iowa State Railroad Map, July 1, 2012

Iowa railroad map of Iowa trains.

Chronology of Iowa Railroad Abandonments, July 1, 2010

Iowa railroad chronology of Iowa Railroad Abandonments.

Pere Bosch Gimpera y Juan Cabré. La pugna por el control de las excavaciones en San Antonio de Calaceite y el Bajo Aragón (1914-1916) y su influencia en la creación del Servei d"Investigacions Arqueològiques del IEC

En la historiografía de la investigación sobre la cultura ibérica, el poblado de San Antonio el Pobre (Calaceite) va indeleblemente unido a las intervenciones del Institut d¿Estudis Catalans (IEC) y a la figura de Pere Bosch Gimpera, sin duda el prehistoriador español de mayor prestigio hasta el final de la guerra civil. Sin embargo, es significativo que dicho conocimiento se deba más a trabajos aislados y a la recuperación de sus diarios de excavación realizada por Francisca Pallarés Salvador en 1958, que a la publicación de una serie de monografías que recogiera sus trabajos en el área entre 1914 y 1923.

Joan Maragall y Pere Bosch Gimpera (1910-1911). Una amistad en torno a la traducción de los Himnos homéricos.

A finales de 1909, coincidiendo con el intento de procurar unas raíces clásicas a la lengua y literatura catalanas, Lluís Segalà i Estalella pedirá al poeta Joan Maragall su colaboración en la traducción y versificación en catalán de la Olímpica primera de Píndaro. Para ello, uno de sus alumnos, Pedro Bosch Gimpera, trabajará junto al poeta dando así inicio a una corta pero intensa relación de amistad y magisterio que tendrá su más perdurable expresión en la traducción y versificación de los Himnos homéricos. Escogida por la recién creada Sección Filológica del IEC como una obra emblemática para la difusión de las normas que debían regular el uso escrito del catalán, la edición sufrirá diversos avatares motivados por las divergencias surgidas entre Segalà y Bosch, así como por el apoyo que Maragall brindará a su joven amigo hasta su muerte en 1911. Reconstruida a partir de la correspondencia personal, la historia de la edición de los Himnos homéricos supone una aproximación a la figura de Bosch en la época en que la filología y la religión griegas constituían su objetivo de investigación, substituidas poco después por la prehistoria y la arqueología.

1980 railroad traffic density, Iowa, 1982

This map shows railroad traffic usage by Iowa Rail Carriers.

Chronology of Iowa railroad abandonments, 1982

This map shows the chronology of railroad lines that were abandoned in Iowa. It also indicates if the rails are still in place, or if they have been removed or if they are in the process of being removed.

Caracterizacion quimica de la vidriera historica de Sant Pere i Sant Jaume (segundo cuarto del s. XIV, Monestir de Pedralbes, Barcelona)

Se han caracterizado químicamente diferentes tipos de vidrios arquitectónicos originales de la iglesia del Monestir de Pedralbes, Barcelona (realizados hacia 1330). Esta nota expone los resultados obtenidos mediante el empleo de microsonda electrónica en vidrios de varios colores (blanco, verde, rosado, azul, amarillo, rojo) de la vidriera de Sant Pere y Sant Jaume. Corresponden esencialmente a vidrios sódicos (dentro del rango 13-19 % de Na2O) de coloración y composición homogénea, con elementos que actúan como colorante (p.e., CuO en rango 1.6-6 % en los vidrios verdes). El vidrio rojo, potásico, es una excepción notable (16.5 % K2O, 14 % CaO), tecnológicamente diferente (vidrio"plaqué" blanco con una intercalación roja de composición análoga pero sensiblemente más rica en CuO). Los vidrios sódicos no aparecen substancialmente dañados, los vidrios potásicos presentan corrosiones (moderadas) y pérdida parcial de transparencia. El predominio en esta vidriera de vidrios sódicos (inusuales para la época por lo que conocemos) ha permitido una excelente conservación. La composición química es una característica que permite diagnosticar precozmente el estado de deterioro y evaluar los costes de restauración en una vidriera, independientemente de los recubrimientos, pátinas y morteros que ésta presente.

Drivers' Behavior at Railroad Grade Crossings: Before and After Safety Campaign, HR-335, 1992

In April 1991 the Iowa Department of Transportation, the CNW Transportation Company, the SOO Line, and local agencies and business in the Mason City/Clear Lake area initiated an Operation Lifesaver program to attempt to increase public awareness of safety issues and safe behavior at railroad-highway grade crossings. This document reports an initial study of data on traffic characteristics at a selected set of grade crossings in Cerro Gordo County taken before and after the safety program. Twenty-two crossings were studied. The 13 crossings at which collisions were reported for the five years prior to the study were included in the sample of sites. Two field observations were made at each study crossing before the Operation Lifesaver campaign was in full swing, and two observations were made after the conclusion of the main effort of the campaign. The summary of each data set is contained in a companion volume. The research shows that Operation Lifesaver altered drivers' behavior in the following ways: (1) reduced approach speeds and crossing speeds at crossings with low speed limits, (2) reduced the percent of drivers approaching the crossing at speeds in excess of the posted speed limit, and (3) increased alertness of drivers to railroad crossing hazards as evidenced by more drivers looking for a clear track. Thus, Operation Lifesaver enhanced safety in street and highway traffic operations in the vicinity of railroad-highway grade crossings.

Clinton, Iowa: Railroad Town, 2003

Clinton, Iowa, one of the first railroad crossings over the Mississippi River, has been a major gateway to the Great Plains and beyond since 1859. For more than 100 years, the railroads employed thousands and supported a good quality of life in Clinton. Railroad activities peaked both nationally and in Clinton during and after World War II. By the 1990s, the Union Pacific was redeveloping their railroad facilities adjacent to Camanche Avenue and U.S. Highway 30. The legacy of the railroad in Clinton has been preserved in this study.

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.

Highway/Railroad Grade Crossings Identification and Signing, HR-254, 1987

In 1982, Iowa's crossing warning identification system and signage at rail crossings were outdated, inconsistent and inadequate. Iowa's railroad system had been reduced and reorganized during the 1970's and many of the surviving railroad companies were unable to install new signs or devote staff to updating information. The preliminary engineering part of this project improved the information inventory about each crossing, provided for installation of identification tags and resulted in a comprehensive list of posts and signs eligible for replacement. The sign installation portion of this project resulted in erection of nearly 10,000 new crossbuck signs and 10,000 advance warning signs with high intensity reflectorization. In addition, new posts and multiple track signs were replaced where appropriate. Increased visibility of crossings for the motoring public has resulted from proper sign placement and use of high intensity reflectorization. The tagging has provided a consistent correct identification of crossings for accident reporting. The computer inventory of information about the crossings is now correct and provides for informed decision making to administrators of Federal and State crossing safety funds.

Demonstration Project using Railroad Flatcars for Low-Volume Road Bridges, TR-444, 2003

The use of Railroad Flatcars (RRFCs) as the superstructure on low-volume county bridges has been investigated in a research project conducted by the Bridge Engineering Center at Iowa State University. These bridges enable county engineers to replace old, inadequate county bridge superstructures for less than half the cost and in a shorter construction time than required for a conventional bridge. To illustrate their constructability, adequacy, and economy, two RRFC demonstration bridges were designed, constructed, and tested: one in Buchanan County and the other in Winnebago County. The Buchanan County Bridge was constructed as a single span with 56-ft-long flatcars supported at their ends by new, concrete abutments. The use of concrete in the substructure allowed for an integral abutment at one end of the bridge with an expansion joint at the other end. Reinforced concrete beams (serving as longitudinal connections between the three adjacent flatcars) were installed to distribute live loads among the RRFCs. Guardrails and an asphalt milling driving surface completed the bridge. The Winnebago County Bridge was constructed using 89-ft-long flatcars. Preliminary calculations determined that they were not adequate to span 89 ft as a simple span. Therefore, the flatcars were supported by new, steel-capped piers and abutments at the RRFCs' bolsters and ends, resulting in a 66-ft main span and two 10-ft end spans. Due to the RRFC geometry, the longitudinal connections between adjacent RRFCs were inadequate to support significant loads; therefore, transverse, recycled timber planks were utilized to effectively distribute live loads to all three RRFCs. A gravel driving surface was placed on top of the timber planks, and a guardrail system was installed to complete the bridge. Bridge behavior predicted by grillage models for each bridge was validated by strain and deflection data from field tests; it was found that the engineered RRFC bridges have live load stresses significantly below the AASHTO Bridge Design Specification limits. To assist in future RRFC bridge projects, RRFC selection criteria were established for visual inspection and selection of structurally adequate RRFCs. In addition, design recommendations have been developed to simplify live load distribution calculations for the design of the bridges. Based on the results of this research, it has been determined that through proper RRFC selection, construction, and engineering, RRFC bridges are a viable, economic replacement system for low-volume road bridges.

Field Testing of Railroad Flatcar Bridges Volume I: Single Spans, TR-498, 2007

Based on the conclusions of IHRB Project TR-444, Demonstration Project Using Railroad Flat Car Bridges for Low Volume Road Bridges, additional research on the use of RRFC bridges was undertaken. This portion of the project investigated the following: (1) Different design and rating procedures; (2) Additional single span configurations plus multiple span configurations; (3) Different mechanisms for connecting adjacent RRFCs and the resulting lateral load distribution factors; (4) Sheet pile abutments; and (5) Behavior RRFCs that had been strengthened so that they could be used on existing abutments. A total of eight RRFC bridges were tested (five single span bridges, two two-span bridges, and one three-span bridge). Based on the results of this study a simplified design and rating procedure has been developed for the economical replacement bridge alternative. In Volume 1, this volume, the results from the testing of four single span RRFC bridges are presented, while in Volume 2 the results from the testing of the strengthened single span bridge plus the three multiple span bridges are presented.