Issue review : multimodal transportation funding.

Funding for non-road multimodal transportation is a means to provide for future transportation needs and alternatives to provide safe and efficient transportation options. The state supports multimodal transportation in the annual infrastructure budget. Most of the state's appropriations for these non-road modes of transportation are provided from the Rebuild Iowa Infrastructure Fund, or infrastructure-related funds such as restricted capital from tax-emempt bond proceeds. Projects that have received funding include commercial and general aviation infrastructure, public transit infrastructure, freight rail, and passenger rail. In addition, recreational trails that encourage walking and cycling are considered part of multimodal transportation. This issue review provides a general overview of the multimodal transportation grant programs that are funded by the state and administered under the Department of Transportation, or DOT. Other means of state funding for multimodal transportation, a sampling of federally funded programs and how other states fund some of their multimodal transportation programs will be briefly discussed.

Transportation in Iowa: A Historical Summary, 1988

“This book traces the development of transportation in Iowa from territorial days to the 19 80s. It shows the evolution of the transportation systems; how they originated, progressed and functioned; their structural organizations; effectiveness in overcoming obstacles, under the guidance of state and federal legislation; and their impact upon the development of the state.” – From the Prologue, page xiii

Transportation Research Board 1920-1995 : 75 Years of Excellence...and IOWA was there from the beginning., 1995

"Certainly no one person or state was the sole impetus for something as monumental as the Highway Research Board. Yet Iowa boasts of having provided many of the key people whose vision and energies literally created and sustained the HRB during its first critical years: Anson Marston, Thomas Agg, Thomas MacDonald, and Roy Crum." -- from page 2

Iowa Department of Transportation Major Items - Preliminary Quantity Report, April 21, 2015; With Addendums

Weekly letting report.

Mycobacterium tuberculosis-specific CD8 T cells are functionally and phenotypically different between latent infection and active disease

Purpose/Objective: Tuberculosis (TB) is the second worldwide leading cause of death from an infectious disease after HIV infection. Protective immunity to Mycobacterium tuberculosis (Mtb) remains poorly understood and the role of Mtb-specific CD8 T-cells is controversial. We performed comprehensive functional and phenotypic characterizations of Mtb-specific CD8 T-cell responses in 273 subjects with either latent Mtb infection (LTBI) or active TB disease (TB) to assess their profile and relevance in TB. Materials and methods: Using multi-parametric flow cytometry, we assessed Mtb-specific CD8 T-cell functional (production of IFNgamma, IL-2 and TNF-alpha; proliferation capacity and cytotoxicity) and phenotypic (T-cell differentiation and exhaustion) profiles in cells isolated from peripheral blood and correlated these profiles with distinct clinical presentations. Results: Mtb-specific CD8 T-cells were detected in most TB patients and few LTBI subjects (65% and 15%, respectively; P < 0.00001) and were of similar magnitude with a comparable cytokines profile (IFNg+TNFa+IL2-) in both groups. Mtb-specific CD8 T-cells were mostly TEMRA (CD45RA+ CCR7-) co-expressing 2B4 and CD160 in LTBI subjects and mostly TEM (CD45RA-CCR7-) lacking PD-1/ CD160/2B4 in TB patients. Furthermore, Mtb-specific CD8 T-cells mostly expressed very little perforin and granulysin but contained granzymes A and B or lacked all these cytotoxic markers in TB and LTBI subjects, respectively. However, in vitro expanded Mtb-specific CD8 T-cells acquired perforin, granulysin and granzymes. Finally, Mtb-specific CD8 T-cell responses were more robust and prone to proliferate in patients with extrapulmonary compared to pulmonary TB. Conclusions: The clinical status and TB presentation are associated to specific profiles of Mtb-specific CD8 T-cell responses, thus indicating distinct dynamics between the mycobacteria, the CD8 T-cell response and the clinical outcome. Our data shed light on the controversial reached by studies performed in human and animal models, thus advancing the current knowledge on the complex dynamic of TB immunity.

Iowa Department of Transportation Performance Report, FY 2014

Agency Performance Report

Iowa Department of Transportation Performance Report, FY2015

Agency Performance Report

Rapid Replacement of Bridge Deck Expansion Joints Study – Phase I, RB33-013, 2014

Bridge deck expansion joints are used to allow for movement of the bridge deck due to thermal expansion, dynamics loading, and other factors. More recently, expansion joints have also been utilized to prevent the passage of winter de-icing chemicals and other corrosives applied to bridge decks from penetrating and damaging substructure components of the bridge. Expansion joints are often one of the first components of a bridge deck to fail and repairing or replacing expansion joints are essential to extending the life of any bridge. In the Phase I study, the research team focused on the current means and methods of repairing and replacing bridge deck expansion joints. Research team members visited with Iowa Department of Transportation (DOT) Bridge Crew Leaders to document methods of maintaining and repairing bridge deck expansion joints. Active joint replacement projects around Iowa were observed to document the means of replacing expansion joints that were beyond repair, as well as, to identify bottlenecks in the construction process that could be modified to decrease the length of expansion joint replacement projects. After maintenance and replacement strategies had been identified, a workshop was held at the Iowa State Institute for Transportation to develop ideas to better maintain and replace expansion joints. Maintenance strategies were included in the discussion as a way to extend the useful life of a joint, thus decreasing the number of joints replaced in a year and reducing the traffic disruptions.

Lane-Departure Safety Countermeasures: Strategic Action Plan for the Iowa Department of Transportation, 2011

Lane departure crashes are the single largest category of fatal and major injury crashes in Iowa. The Iowa Department of Transportation (DOT) estimates that 60 percent of roadway-related fatal crashes are lane departures and that 39 percent of Iowa’s fatal crashes are single-vehicle run-off-road (SVROR) crashes. Addressing roadway departure was identified as one of the top eight program strategies for the Iowa DOT in their Comprehensive Highway Safety Plan (CHSP). The goal is to reduce lane departure crashes and their consequences through lane departure-related design standards and policies including paved shoulders, centerline and shoulder rumble strips, pavement markings, signs, and median barriers. Lane-Departure Safety Countermeasures: Strategic Action Plan for the Iowa Department of Transportation outlines roadway countermeasures that can be used to address lane departure crashes. This guidance report was prepared by the Institute for Transportation (InTrans) at Iowa State University for the Iowa DOT. The content reflects input from and multiple reviews by both a technical advisory committee and other knowledgeable individuals with the Iowa DOT.

Viral suppression rates in salvage treatment with raltegravir improved with the administration of genotypic partially active or inactive nucleoside/tide reverse transcriptase inhibitors.

BACKGROUND: Nucleoside reverse transcriptase inhibitors (NRTIs) are often administered in salvage therapy even if genotypic resistance tests (GRTs) indicate high-level resistance, but little is known about the benefit of these additional NRTIs. METHODS: The effect of <2 compared with 2 NRTIs on viral suppression (HIV-1 RNA < 50 copies/mL) at week 24 was studied in salvage patients receiving raltegravir. Intent-to-treat and per-protocol analyses were performed; last observation carried forward imputation was used to deal with missing information. Logistic regressions were weighted to create a pseudopopulation in which the probability of receiving <2 and 2 NRTIs was unrelated to baseline factors predicting treatment response. RESULTS: One-hundred thirty patients were included, of whom 58.5% (n = 76) received <2 NRTIs. NRTIs were often replaced by other drug classes. Patients with 2 NRTIs received less additional drug classes compared with patients with <2 NRTIs [median (IQR): 1 (1-2) compared with 2 (1-2), P Wilcoxon < 0.001]. The activity of non-NRTI treatment components was lower in the 2 NRTIs group compared with the <2 NRTIs group [median (IQR) genotypic sensitivity score: 2 (1.5-2.5) compared with 2.5 (2-3), P Wilcoxon < 0.001]. The administration of <2 NRTIs was associated with a worse viral suppression rate at week 24. The odds ratios were 0.34 (95% confidence interval: 0.13 to 0.89, P = 0.027) and 0.19 (95% confidence interval: 0.05 to 0.79, P = 0.023) when performing the last observation carried forward and the per-protocol approach, respectively. CONCLUSIONS: Our findings showed that partially active or inactive NRTIs contribute to treatment response, and thus the use of 2 NRTIs in salvage regimens that include raltegravir seems warranted.

Iowa Department of Transportation Major Items - Preliminary Quantity Report, May 19, 2015; With Addendums

Weekly letting report

Iowa Department of Transportation Major Items - Preliminary Quantity Report, June 16, 2015; With Addendums

Weekly letting report

Determination of Flood Dischard Characteristics of Small Drainage Areas, HR-3, Progress Report, 1960

Project HR-3 of the Iowa Highway Research Board has been active since October 1, 1950. The project objective is the determination of flood discharge characteristics of small drainage areas. Funds for the project amount to $10,000 per year of which, by cooperative agreement, the Highway Commission and the U. S. Geological Survey each furnish $5,000. Previous reports have explained the set-up of the project and these explanations will not be repeated in this report.

A Generalized Model Study of Scour Around Bridge Piers and Abutments, HR-24, 1953

Four classes of variables are apparent in the problem of scour around bridge piers and abutments--geometry of piers and abutments, stream-flow characteristics, sediment characteristics, and geometry of site. The laboratory investigation, from its inception, has been divided into four phases based on these classes. In each phase the variables in three of the classes are held constant and those in the pertinent class are varied. To date, the first three phases have been studied. Typical scour bole patterns related to the geometry of the pier or abutment have been found. For equilibrium conditions of scour with uniform sand, the velocity of flow and the sand size do not appear to have any measurable effects on the depth of scour. This result is especially encouraging in the search for correlation between model and prototype since it would indicate that, primarily, only the depth of flow might be involved in the scale effect. The technique of model testing has been simplified, therefore, because rate of sediment transportation does not need to be scaled. Prior to the establishment of equilibrium conditions, however, depths of scour in excess of those for equilibrium conditions have been found. A concept of active scour as an imbalance between sediment transport capacity and rate of sediment supply has been used to explain the laboratory observations.