CH‚́ emissions from a West Siberian mire

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User's Manual for the County Road Evaluation Program - Volume I, HR-242, 1986

Provides instructions for using the computer program which was developed under the research project, "The Economics of Reducing the County Road System: Three Case Studies In Iowa". This program operates on an IBP personal computer with 300K storage. A fixed disk is required with at least 3 megabytes of storage. The computer must be equipped with DOS version 3.0; the programs are written in Fortran. The user's manual describes all data requirements including network preparation, trip information, cost for maintenance, reconstruction, etc. Program operation instructions are presented, as well as sample solution output and a listing of the computer programs.

Experimental Use of Calcium Magnesium Acetate, HR-253, 1983

The Iowa Department of Transportation Materials Laboratory personnel announced in early 1982 a process to produce a road deicer consisting of sand grains coated with calcium magnesium acetate (CMA). From that point forward the Iowa DOT began searching for a means of economically producing CMA to their concept. During 1983 and 1984 the first attempts devised for commercially producing CMA were attempted by the W.G. Block Company, Davenport, Iowa, under Iowa Highway Research Board Project HR-253. This first attempt at commercially producing CMA was accomplished by the use of concrete transit mixer equipment. Even though this procedure proved successful in the batch mixing of CMA, the need for higher production rates to reduce the cost per ton still existed. During the fall of 1984, Cedarapids Inc, Cedar Rapids, Iowa, proposed to Iowa DOT personnel the application of their technology to a continuous mixing concept for CMA. Arrangements were made for the continuous test mixing of 60 to 100 tons of CMA/sand deicer. This report covers the production effort, description and results of procedures outlined in Cedarapids Inc's proposal of September 19, 1984. The objectives of this research were: 1. To produce the CMA/sand deicer concept on a continuous mixing basis to Iowa DOT CMA concentration levels. 2. To evaluate the results of preheating the carrying vehicle (sand) prior to CMA ingredient introduction. 3. To analyze the feasibility of production equipment and procedures necessary for portable and/or stationary applications of continuous mixing concepts.

Flujos de detritos recientes en la cordillera frontal de Mendoza: Un ejemplo de riesgo natural en la ruta 7 = Recent debris flows in the Frontal Cordillera of Mendoza: An example of natural risk on the Road 7

In this paper is presented a study dealing with the debris flows that reached the national road 7 in January 2005, in the km 1,118.5, Mendoza province. The area is located in the Frontal Cordillera near the limit of the Precordillera. A detailed geomorphologic map has been realized for this study using a Quickbird satellite imagery of the year 2006. Various calculations of volumes, velocities and peak discharges have been performed with the field data and using a geographic information system (GIS). The geomorphologic survey has permitted to propose three propagation scenarios in case of a new event. These allowed creating a map of debris flows susceptibility for the stretch of the road that has been studied. Finally, it has been proposed protection and mitigation measures, based on the results of the study, to protect the road from a new event.

A road map toward a globally harmonized approach for occupational health surveillance and epidemiology in nanomaterial workers

OBJECTIVE: Few epidemiological studies have addressed the health of workers exposed to novel manufactured nanomaterials. The small current workforce will necessitate pooling international cohorts. METHOD: A road map was defined for a globally harmonized framework for the careful choice of materials, exposure characterization, identification of study populations, definition of health endpoints, evaluation of appropriateness of study designs, data collection and analysis, and interpretation of the results. RESULTS: We propose a road map to reach global consensus on these issues. The proposed strategy should ensure that the costs of action are not disproportionate to the potential benefits and that the approach is pragmatic and practical. CONCLUSIONS: We should aim to go beyond the collection of health complaints, illness statistics, or even counts of deaths; the manifestation of such clear endpoints would indicate a failure of preventive measures.

Metric Training for the Transportation Industry Module III - Road and Bridge Design, HR-376

"Metric Training For The Highway Industry", HR-376 was designed to produce training materials for the various divisions of the Iowa DOT, local government and the highway construction industry. The project materials were to be used to introduce the highway industry in Iowa to metric measurements in their daily activities. Five modules were developed and used in training over 1,000 DOT, county, city, consultant and contractor staff in the use of metric measurements. The training modules developed deal with the planning through operation areas of highway transportation. The materials and selection of modules were developed with the aid of an advisory personnel from the highway industry. Each module is design as a four hour block of instruction and a stand along module for specific types of personnel. Each module is subdivided into four chapters with chapter one and four covering general topics common to all subjects. Chapters two and three are aimed at hands on experience for a specific group and subject. This module includes: Module 3 - Road and Bridge Design. This module provides hands on examples of how to use metric measurements in the design of roads and structures.

Floods of 1986 and 1990 in the Raccoon River Basin, West-Central Iowa, HR-140, 1992

Water-surface-elevation profiles and peak discharges for the floods of 1973 and 1979 are compared to those of 1986 and 1990 in the Raccoon River basin, west-central Iowa. The profiles illustrate the 1979 and 1986 floods on the Raccoon, South Raccoon, and Middle Raccoon Rivers, the 1973 and 1986 floods on Walnut Creek, and the 1986 flood on Willow Creek and Mosquito Creek. The 1986 flood is the largest on record at U.S. Geological Survey streamflowgaging stations on the Middle Raccoon River tributary at Carroll, Middle Raccoon River near Bayard, Middle Raccoon River at Panora, and Walnut Creek at Des Moines. The 1990 flood discharge is the largest on record at U.S. Geological Survey crest-stage gaging stations on Hardin Creek near Farlin and on East Fork Hardin Creek near Churdan. The flood history given in this report describes rainfall conditions for floods that occurred during 1986 and 1990. Discharge for the 1990 flood on East Fork Hardin Creek near Churdan was 1.01 times larger than the 100-year recurrence-interval discharge.

The peroxisome proliferator-activated receptors at the cross-road of diet and hormonal signalling.

The peroxisome proliferator-activated receptors (PPARs) are members of the steroid/thyroid nuclear receptor superfamily of ligand-activated transcription factors. To date, three isotypes have been identified, alpha, beta and gamma, encoded by three different genes. The alpha isotype is expressed at high levels in the liver where it has a role in lipid oxidation. Its expression and activity follow a diurnal rhythm that parallels the circulating levels of corticosterone in the bloodstream. The gamma isotype on the other hand, is mainly expressed in adipose tissue and has a critical role in adipocyte differentiation and lipid storage. The function of the ubiquitously expressed isotype, PPAR beta, remains to be determined. Besides fulfilling different roles in lipid metabolism, the different PPAR isotypes also have different ligand specificities. A new approach to identify ligands was developed based on the ligand-dependent interaction of PPAR with the recently characterized co-activator SRC-1. This so-called CARLA assay has allowed the identification of fatty acids and eicosanoids as PPAR ligands. Although the evidence clearly links PPAR isotypes to distinct functions, the molecular basis for this isotype-specificity is still unclear. All three isotypes are able to bind the same consensus response element, formed by a direct repeat of two AGGTCA hexamers separated by one base, though with different affinities. We recently demonstrated that besides the core DR-1 element, the 5' flanking sequence should be included in the definition of a PPRE. Interestingly, the presence of this flanking sequence is of particular importance in the context of PPAR alpha binding. Moreover, it reflects the polarity of the PPAR-RXR heterodimer on DNA, with PPAR binding to the 5' half-site and RXR binding to the 3' half-site. This unusual polarity may confer unique properties to the bound heterodimer with respect to ligand binding and interaction with co-activators and corepressors.

The Local Rural Road System: Alternative Investment Strategies, HR-242, 1989

A benefit-cost analysis was used to examine the effects of alternative investment strategies on the local rural road system. The study first estimated the change in costs to the traveling public of various investment strategies, then compared the change for each investment strategy to the cost of implementing that strategy on the county rural road system. The basic purpose of this study was to develop guidelines for local supervisors and engineers in evaluating investment or disinvestment proposals, and to provide information to state legislatures in developing local rural road and bridge policies. Three case study areas of 100 sq mi each were selected in Iowa. A questionnaire was used to collect data from farm and non-farm residents in the study areas. Data were obtained on the number of 1982 trips by origin, destination, and type of vehicle.

Engineering Study for the Evaluation of Public Road Administration and Maintenance Alternatives, Executive Summary for HR-265, 1985

Iowa's public road system of 112,000 miles is one of the largest and the best in the nation. It represents a considerable financial investment of taxpayer revenues over the years. And, it requires a sustained investment to preserve an economical level of transport service into the future. In 1982, a Governor's Blue Ribbon Transportation Task Force evaluated the effectiveness of Iowa's entire transportation system. Four important Task Force recommendations dealt with public road administrative issues in Iowa. These issues were related to: 1. design criteria and levels of maintenance 2. consistency in the use of standards among jurisdictions 3. consolidation of maintenance operations at one jurisdictional level and 4. jurisdictional authority for roads. The issues formed the background for Research Project HR-265.

Correlation Studies BPR Type Roughometer vs. PCE Type Road Meter, MLR-68-2, 1968

The BPR type Roughometer has been used by the Iowa State Highway Commission since 1955 for the evaluation of the relative roughness of the various Iowa road surfaces. Since the commencement of this program, standardized information about the roughness of the various Iowa roads with respect to their type, construction, location and usage has been obtained. The Roughometer has also served to improve the economics and quality of road construction by making the roughness results of various practices available to all who are interested. In 1965, the Portland Cement Association developed a device known as the PCA Road Meter for measuring road roughness. Mounted in a regular passenger car, the Road Meter is a simple electromechanical device of durable construction which can perform consistently with extremely low maintenance. In 1967, the Iowa State Highway Commission's Laboratory constructed a P.C.A. type Road Meter in order to provide an efficient and reliable method for measuring the Present Serviceability Index for the state's highways. Another possibility was that after considerable testing the Road Meter might eventually replace the Roughometer. Some advantages of the Road Meter over the Roughometer are: (1) Road Meter tests are made by the automobile driver and one assistant without the need of traffic protection. The Roughometer has a crew of four men; two operating the roughometer and two driving safety vehicles. (2) The Road Meter is able to do more miles of testing because of its faster testing speed and the fa.ct that it is the only vehicle involved in the testing. (3) Because of the faster testing speed, the Road Meter gives a better indication of how the road actually rides to the average highway traveler. (4) The cost of operating a Road Meter is less than that of a Roughometer because of the fewer number of vehicles and men needed in testing.

Audit report on the City of West Union, Iowa for the year ended June 30, 2013

Audit report on the City of West Union, Iowa for the year ended June 30, 2013

Evaluation of "FIBERMESH" Synthetic Fibers in P.C. Concrete Bridge Barrier Rail, MLR-88-17, 1988

Ten bridges were chosen to have their concrete barrier rails constructed with one rail having "Fibermesh" synthetic fibers added and the other rail without the fibers. The rails were constructed in 1985, 1986, or 1987. All the bridges were inspected in 1988 and no consistent reduction in cracking was achieved using Fibermesh fibers in the p.c. concrete bridge barrier rails.