Evaluation of Gap-Graded Asphalt Concrete Mixtures Part II: Statistical Design and Analysis, HR-157, 1973

This report presents the results of a comparative laboratory study between well- and gap-graded aggregates used in asphalt concrete paving mixtures. A total of 424 batches of asphalt concrete mixtures and 3, 960 Marshall and Hveem specimens were examined. The main thrust of the statistical analysis conducted in this experiment was in the calibration study and in Part I of the experiment. In the former study, the compaction procedure between the Iowa State University Lab and the Iowa Highway Commission Lab was calibrated. By an analysis of the errors associated with the measurements we were able to separate the "preparation" and "determination" errors for both laboratories as well as develop the calibration curve which describes the relationship between the compaction procedures at the two labs. In Part I, the use of a fractional factorial design in a split plot experiment in measuring the effect of several factors on asphalt concrete strength and weight was exhibited. Also, the use of half normal plotting techniques for indicating significant factors and interactions and for estimating errors in experiments with only a limited number of observations was outlined,

Report and Specification for Transportation Program Management System, HR-394, 1997

TPMS is proposed as a distributed, PC-based system for automating two processes required for road improvements in Iowa: a) the annual preparation, submission, and approval of road improvement programs. b) the ongoing process of developing plans and obtaining approval for projects to be let for bids.

Review of State Comprehensive Computerized Highway Information System, HR-1053, 1987

This report presents an overview of where the computerized highway information system is now, and its status as a planning and programming tool for state highway agencies. A computerized highway information system is simply a computer linked system which can be used by many divisions of a transportation agency to obtain information to meet data reporting, analyses or other informational needs. The description of the highway information system includes: current use and status, applications, organization and system development, benefits and problems.

Implementing the Mechanistic-Empirical Pavement Design Guide: Implementation Plan, TR-509, 2005

The current 1993 American Association of State Highway and Transportation Officials (AASHTO) Pavement Design Guide is based on the empirical interpretation of the results of the 1960 AASHTO Road Test. With the release of the new Mechanistic-Empirical (M-E) Pavement Design Guide, pavement design has taken a "quantum" leap forward. In order to effectively and efficiently transition to the M-E Pavement Design Guide, state DOTs need a detailed implementation and training strategy. This document is a plan for the M-E Pavement Design Guide to be implemented in Iowa.

Reference values and factors associated with renal resistive index in a family-based population study.

Increased renal resistive index (RRI) has been recently associated with target organ damage and cardiovascular or renal outcomes in patients with hypertension and diabetes mellitus. However, reference values in the general population and information on familial aggregation are largely lacking. We determined the distribution of RRI, associated factors, and heritability in a population-based study. Families of European ancestry were randomly selected in 3 Swiss cities. Anthropometric parameters and cardiovascular risk factors were assessed. A renal Doppler ultrasound was performed, and RRI was measured in 3 segmental arteries of both kidneys. We used multilevel linear regression analysis to explore the factors associated with RRI, adjusting for center and family relationships. Sex-specific reference values for RRI were generated according to age. Heritability was estimated by variance components using the ASSOC program (SAGE software). Four hundred women (mean age±SD, 44.9±16.7 years) and 326 men (42.1±16.8 years) with normal renal ultrasound had mean RRI of 0.64±0.05 and 0.62±0.05, respectively (P<0.001). In multivariable analyses, RRI was positively associated with female sex, age, systolic blood pressure, and body mass index. We observed an inverse correlation with diastolic blood pressure and heart rate. Age had a nonlinear association with RRI. We found no independent association of RRI with diabetes mellitus, hypertension treatment, smoking, cholesterol levels, or estimated glomerular filtration rate. The adjusted heritability estimate was 42±8% (P<0.001). In a population-based sample with normal renal ultrasound, RRI normal values depend on sex, age, blood pressure, heart rate, and body mass index. The significant heritability of RRI suggests that genes influence this phenotype.

Floods of June 17, 1990 and July 9, 1993, Along Squaw Creek and the South Skunk River in Ames, Iowa, and Vicinity, HR-140, 1996

Water-surface-elevation profiles and peak discharges for the floods of June 17, 1990, and July 9, 1993, along Squaw Creek and the South Skunk River, in Ames, Iowa, are presented in this report. The maximum flood-peak discharge of 24,300 cubic feet per second for the streamflow-gaging station on Squaw Creek at Ames, Iowa (station number 05470500) occurred on July 9, 1993. This discharge was 80 percent larger than the 100-year recurrence-interval discharge and exceeded the previous record flood-peak discharge of June 17, 1990, by 94 percent. The July 9, 1993, flood-peak discharge of 26,500 cubic feet per second on the South Skunk River below Squaw Creek (station number 05471000) was also a peak of record, exceeding the previous record flood-peak discharge of June 27,1975, by 80 percent, and the 100-year recurrence-interval discharge by 60 percent. A flood history describes rainfall conditions for floods that occurred during 1990 and 1993.

Reference/information services in Iowa libraries : a tentative report, 1969.

This document contains statistics and reports about Iowa public libraries. It includes tables, graphs, maps and information about the use of public libraries, loans, holdings, data by region and population and much more. The information was compiled for a consultants meeting for the Iowa State Traveling Library.

Reference/information services in Iowa libraries, 1969.

This document contains statistics and reports about Iowa public libraries, particularly in the areas of reference and information services. It includes tables, graphs, maps and information about the use of public libraries, loans, holdings, data by region and population and much more. The information was compiled for a consultants meeting for the Iowa State Traveling Library.

TraumaHawk: Improving Treatment for Crash Victims Using Photos and a Smartphone App

Photographic documentation of crashed vehicles at the scene can be used to improve triage of crash victims. A U.S. expert panel developed field triage rules to determine the likelihood of occupants sustaining serious injuries based on vehicle damage that would require transport to a trauma center (Sasser et al., 2011). The use of photographs for assessing vehicle damage and occupant compartment intrusion as it correlates to increased injury severity has been validated (Davidson et al., 2014). Providing trauma staff with crash scene photos remotely could assist them in predicting injuries. This would allow trauma care providers to assess the appropriate transport, as well as develop mental models of treatment options prior to patient arrival at the emergency department (ED). Crash-scene medical response has improved tremendously in the past 20-30 years. This is in part due to the increasing number of paramedics who now have advanced life support (ALS) training that allows independence in the field. However, while this advanced training provides a more streamlined field treatment protocol, it also means that paramedics focused on treating crash victims may not have time to communicate with trauma centers regarding crash injury mechanisms. As a result, trauma centers may not learn about severe trauma patients until just a few minutes before they arrive. The information transmitted by the TraumaHawk app allows interpretation of injury mechanisms from crash scene photos at the trauma center, providing clues about the type and severity of injury. With strategic crash scene photo documentation, trained trauma professionals can assess the severity and patterns of injury based on exterior crush and occupant intrusion. Intrusion increases the force experienced by vehicle occupants, which translates into a higher level of injury severity (Tencer et al., 2005; Assal et al., 2002; Mandell et al., 2010). First responders have the unique opportunity to assess the damaged vehicle at the crash scene, but often the mechanism of injury is limited or not even relayed to ED trauma staff. To integrate photographic and scene information, an app called TraumaHawk was created to capture images of crash vehicles and send them electronically to the trauma center. If efficiently implemented, it provides the potential advantage of increasing lead-time for preparation at the trauma center through the crash scene photos. Ideally, the result is better treatment outcomes for crash victims. The objective of this analysis was to examine if the extra lead-time granted by the TraumaHawk app could improve trauma team activation time over the current conventional communication method.

Evaluation of Racial Differences in Seat Belt and Child Restraint Use: A Review of Current Literature, 2004

This report presents the results of a literature review conducted to evaluate differences in seat belt use by race. A literature review was conducted to evaluate overall seat belt use, racial differences in seat belt use, overall child restraint use, racial differences in child restraint use, and information about seat belt and child restraint use specific to Iowa. A number of national studies and regional studies were found and are presented. Mixed results were found as to whether racial differences exist in both seat belt use and child restraint use. However, in the course of the literature review, several items that are of interest to safety in Iowa have emerged, although little data specific to Iowa was encountered. First, national seat belt use appears to be lower among African-Americans than for Caucasians or Hispanics. Second, national crash rates among Hispanics appear to be higher than those for Caucasians, particularly when population and lower vehicle miles traveled (VMT) are considered. One issue that should be considered throughout this literature review is that the Hispanic population may be higher than reported due to large numbers of undocumented persons who do not appear in population estimates, driver’s license, or other databases.

Feasibility of Visualization and Simulation Applications to Improve Work Zone Safety and Mobility

Visualization is a relatively recent tool available to engineers for enhancing transportation project design through improved communication, decision making, and stakeholder feedback. Current visualization techniques include image composites, video composites, 2D drawings, drive-through or fly-through animations, 3D rendering models, virtual reality, and 4D CAD. These methods are used mainly to communicate within the design and construction team and between the team and external stakeholders. Use of visualization improves understanding of design intent and project concepts and facilitates effective decision making. However, visualization tools are typically used for presentation only in large-scale urban projects. Visualization is not widely accepted due to a lack of demonstrated engineering benefits for typical agency projects, such as small- and medium-sized projects, rural projects, and projects where external stakeholder communication is not a major issue. Furthermore, there is a perceived high cost of investment of both financial and human capital in adopting visualization tools. The most advanced visualization technique of virtual reality has only been used in academic research settings, and 4D CAD has been used on a very limited basis for highly complicated specialty projects. However, there are a number of less intensive visualization methods available which may provide some benefit to many agency projects. In this paper, we present the results of a feasibility study examining the use of visualization and simulation applications for improving highway planning, design, construction, and safety and mobility.

Feasibility of Visualization and Simulation Applications, Tech Transfer Summary, 2008

Visualization is a relatively recent tool available to engineers for enhancing transportation project design through improved communication, decision making, and stakeholder feedback. Current visualization techniques include image composites, video composites, 2D drawings, drive-through or fly-through animations, 3D rendering models, virtual reality, and 4D CAD. These methods are used mainly to communicate within the design and construction team and between the team and external stakeholders. Use of visualization improves understanding of design intent and project concepts and facilitates effective decision making. However, visualization tools are typically used for presentation only in large-scale urban projects. Visualization is not widely accepted due to a lack of demonstrated engineering benefits for typical agency projects, such as small- and medium-sized projects, rural projects, and projects where external stakeholder communication is not a major issue. Furthermore, there is a perceived high cost of investment of both financial and human capital in adopting visualization tools. The most advanced visualization technique of virtual reality has only been used in academic research settings, and 4D CAD has been used on a very limited basis for highly complicated specialty projects. However, there are a number of less intensive visualization methods available which may provide some benefit to many agency projects. In this paper, we present the results of a feasibility study examining the use of visualization and simulation applications for improving highway planning, design, construction, and safety and mobility.

Investigation of AASHTOWare Pavement ME Design/DARWin-ME Performance Prediction Models for Iowa Pavement Analysis and Design, 2015

The Mechanistic-Empirical Pavement Design Guide (MEPDG) was developed under National Cooperative Highway Research Program (NCHRP) Project 1-37A as a novel mechanistic-empirical procedure for the analysis and design of pavements. The MEPDG was subsequently supported by AASHTO’s DARWin-ME and most recently marketed as AASHTOWare Pavement ME Design software as of February 2013. Although the core design process and computational engine have remained the same over the years, some enhancements to the pavement performance prediction models have been implemented along with other documented changes as the MEPDG transitioned to AASHTOWare Pavement ME Design software. Preliminary studies were carried out to determine possible differences between AASHTOWare Pavement ME Design, MEPDG (version 1.1), and DARWin-ME (version 1.1) performance predictions for new jointed plain concrete pavement (JPCP), new hot mix asphalt (HMA), and HMA over JPCP systems. Differences were indeed observed between the pavement performance predictions produced by these different software versions. Further investigation was needed to verify these differences and to evaluate whether identified local calibration factors from the latest MEPDG (version 1.1) were acceptable for use with the latest version (version 2.1.24) of AASHTOWare Pavement ME Design at the time this research was conducted. Therefore, the primary objective of this research was to examine AASHTOWare Pavement ME Design performance predictions using previously identified MEPDG calibration factors (through InTrans Project 11-401) and, if needed, refine the local calibration coefficients of AASHTOWare Pavement ME Design pavement performance predictions for Iowa pavement systems using linear and nonlinear optimization procedures. A total of 130 representative sections across Iowa consisting of JPCP, new HMA, and HMA over JPCP sections were used. The local calibration results of AASHTOWare Pavement ME Design are presented and compared with national and locally calibrated MEPDG models.

GIS-Based Accident Location and Analysis System (GIS-ALAS) Project Report: Phase 1, 1998

This report summarizes progress made in Phase 1 of the GIS-based Accident Location and Analysis System (GIS-ALAS) project. The GIS-ALAS project builds on several longstanding efforts by the Iowa Department of Transportation (DOT), law enforcement agencies, Iowa State University, and several other entities to create a locationally-referenced highway accident database for Iowa. Most notable of these efforts is the Iowa DOT’s development of a PC-based accident location and analysis system (PC-ALAS), a system that has been well received by users since it was introduced in 1989. With its pull-down menu structure, PC-ALAS is more portable and user-friendly than its mainframe predecessor. Users can obtain accident statistics for locations during specified time periods. Searches may be refined to identify accidents of specific types or involving drivers with certain characteristics. Output can be viewed on a computer screen, sent to a file, or printed using pre-defined formats.

Evaluating the Relationship between the Driver and Roadway to Address Rural Intersection Safety using the SHRP 2 Naturalistic Driving Study Data, RB05-013, 2016

Rural intersections account for 30% of crashes in rural areas and 6% of all fatal crashes, representing a significant but poorly understood safety problem. Transportation agencies have traditionally implemented countermeasures to address rural intersection crashes but frequently do not understand the dynamic interaction between the driver and roadway and the driver factors leading to these types of crashes. The Second Strategic Highway Research Program (SHRP 2) conducted a large-scale naturalistic driving study (NDS) using instrumented vehicles. The study has provided a significant amount of on-road driving data for a range of drivers. The present study utilizes the SHRP 2 NDS data as well as SHRP 2 Roadway Information Database (RID) data to observe driver behavior at rural intersections first hand using video, vehicle kinematics, and roadway data to determine how roadway, driver, environmental, and vehicle factors interact to affect driver safety at rural intersections. A model of driver braking behavior was developed using a dataset of vehicle activity traces for several rural stop-controlled intersections. The model was developed using the point at which a driver reacts to the upcoming intersection by initiating braking as its dependent variable, with the driver’s age, type and direction of turning movement, and countermeasure presence as independent variables. Countermeasures such as on-pavement signing and overhead flashing beacons were found to increase the braking point distance, a finding that provides insight into the countermeasures’ effect on safety at rural intersections. The results of this model can lead to better roadway design, more informed selection of traffic control and countermeasures, and targeted information that can inform policy decisions. Additionally, a model of gap acceptance was attempted but was ultimately not developed due to the small size of the dataset. However, a protocol for data reduction for a gap acceptance model was determined. This protocol can be utilized in future studies to develop a gap acceptance model that would provide additional insight into the roadway, vehicle, environmental, and driver factors that play a role in whether a driver accepts or rejects a gap.