Engineering Study Iowa Highway Resarch Board Project HR-223 Maintaining Granular Surfaced Roads, February 1981

Approximately 65% of Iowa's roads are surfaced with aggregates composed of crushed limestone and/or gravel. Rural Iowan's regard these roads as a very important part of their lives. Therefore, the slide-tape presentation, "Maintaining Granular Surfaced Roads" was developed to aid the motor grader operator to better understand the procedures required t o maintain aggregate surfaced roads. A typical cross-section is presented with the proper nomenclature assigned to the roadway features to facilitate the operator's understanding of the basic terms used the program. The following areas are expanded: safety , dragging, cutting, intersections , superelevations, and reporting any discrepancies. The operator's attention to detail can enhance the economy of the state and contribute to the savings of lives on rural highways.

EGASP: the human ENCODE Genome Annotation Assessment Project

Background: Non-long terminal repeat (non-LTR) retrotransposons have contributed to shaping the structure and function of genomes. In silico and experimental approaches have been used to identify the non-LTR elements of the urochordate Ciona intestinalis. Knowledge of the types and abundance of non-LTR elements in urochordates is a key step in understanding their contribution to the structure and function of vertebrate genomes. Results: Consensus elements phylogenetically related to the I, LINE1, LINE2, LOA and R2 elements of the 14 eukaryotic non-LTR clades are described from C. intestinalis. The ascidian elements showed conservation of both the reverse transcriptase coding sequence and the overall structural organization seen in each clade. The apurinic/apyrimidinic endonuclease and nucleic-acid-binding domains encoded upstream of the reverse transcriptase, and the RNase H and the restriction enzyme-like endonuclease motifs encoded downstream of the reverse transcriptase were identified in the corresponding Ciona families. Conclusions: The genome of C. intestinalis harbors representatives of at least five clades of non-LTR retrotransposons. The copy number per haploid genome of each element is low, less than 100, far below the values reported for vertebrate counterparts but within the range for protostomes. Genomic and sequence analysis shows that the ascidian non-LTR elements are unmethylated and flanked by genomic segments with a gene density lower than average for the genome. The analysis provides valuable data for understanding the evolution of early chordate genomes and enlarges the view on the distribution of the non-LTR retrotransposons in eukaryotes.

Pavement Surface on Macadam Base: Adair County Final Report, Iowa Highway Reserach Board Project HR-209

The quality and availability of aggregate for pc concrete stone varies across Iowa. Southwest Iowa is one area of the state that is short of quality aggregates. The concrete stone generally available in the area is limestone from the Argentine or Winterset ledges with an overburden of up to 150 feet. This concrete stone is classified as Class 1 durability and is susceptible to 'ID"-cracking. In addition, the general engineering soil classification rates the soils of southwest Iowa as having the poorest subgrade bearing characteristics in the state. 1 The combination of poor soils and low quality aggregate has contributed to premature deterioration of many miles of portland cement concrete pavement. Research project HR-209 was initiated in 1979 to explore alternative construction methods that may produce better pavements for southwest Iowa.

Restoration of Fricitonal Characteristics on Older Portland Cement Concrete Pavement:Final Report for Iowa Highway Research Board Project HR-224, June 1986

Safety i s a very important aspect o f the highway program. The Iowa DOT initiated an inventory o f the friction values of all paved primary roadways i n 1969. This inventory, with an ASTM E-274 test unit, has continued to the present time. The t e s t i n g frequency varies based upon traffic volume and the previous friction value. Historically , the state o f Iowa constructed a substantial amount o f pcc pavement during the 1928-30 period t o "get Iowa out o f the mud". Some of that pavement has never been resurfaced and has been subjected to more than 50 years o f wear. The textured surface has been worn away and has subsequently polished. Even though some pavements from 15 t o 50 years old continue t o function structurally , because of the loss of friction , they do not provide the desired level o f safety to the driver. As a temporary measure, "Sl ippery -When -Wet " signs have been posted on many older pcc roads due to friction numbers below t h e desirable level. These signs warn the motorist of the current conditions. An economical method of restoring the high quality frictional properties i s needed.

Iowa Research with Chem-Crete Bitumen: Final Report Iowa Highway Research Board Project HR-226, June 1986

With the spiraling cost of construction, coupled with inflation, engineers must develop and research new techniques to better utilize the public's dollar. One area i n which these new technologies must be researched is in the field of highway construction; more specifically, asphalt products. There are areas within the state of Iowa which do not have Class I aggregate readily available for asphalt concrete road construction. The cost of transporting higher quality aggregate specified in the "Standard Specifications for Highway and Bridge construction"' for construction projects is escalating on a yearly basis. Many counties will be squeezed out of the construction of new roadways if an alternative to the high costs is not identified. The same high costs will curtail adequate upkeep on the existing paved system and will result in decreased serviceability. For this reason, a product is needed to better utilize the local aggregates for road construction and maintenance. There i s a product on the market which the promoters claim will improve the prer?nt asphalt to such a degree as to "upgrade deficient aggregates" to the level they can be used in today's standard construction techniques. This product is "Chem-Crete Bitumen," a'kpecially refined asphalt" that was promoted by Chem-Crete Corporation of Menlo Park, California. Chemkrete Technologies, Inc. of Wickliffe, Ohio; a wholly owned subsidiary of the Lubrizol Corporation has since purchased the U.S.

Load Ratings For Secondary Bridges Final Report Highway Research Advisory Board Project HR-239, May 1991

Load Rating: . , :Evaluation of the capacity of a bridge to carry vehicle Inventory Rating: Lbad level which can safely utilize the bridge for an indefinite period of time Operating Rating: Absolute maximum permissible load level for the bridge A load rating states the load in tons which a vehicle can impose on a bridge. Changes in guidelines, standards, and customary uses of bridges require analyses of bridges to be updated and re-evaluated. In this report, twenty-two secondary bridge standards for three types of bridges are rated for the AASHTO HS20-44 vehicle configuration and three typical Iowa legal vehicles

Stricture prevention after extended circumferential endoscopic mucosal resection by injecting autologous keratinocytes in the sheep esophagus.

BACKGROUND: During the past decades, endoscopic mucosal resection (EMR) has been developed to treat early intramucosal esophageal cancers and dysplastic Barrett's esophagus. The primary drawback of this method is severe postsurgical esophageal stricture formation. The purpose of this preclinical study was to assess strategies for prevention of this major complication by injecting autologous keratinocytes in the EMR mucosal defect in the sheep model. METHODS: Circumferential, 6-cm-long EMRs were performed in the esophagus of nine sheep. Autologous keratinocytes were harvested 2 weeks before EMR and cultured. Circumferential resection consisted of two opposite hemicircumferential mucosectomies allowing a widespread resection of 24 cm(2). Immediately after EMR, autologous keratinocytes were endoscopically injected in the mucosal defect. Animals were sacrificed after 6 months. RESULTS: Circumferential EMRs were successfully performed in all animals. There were no intra- or postoperative complications. None of the animals developed strictures. All animals were sacrificed at 6 months as planned. Histological examinations showed fibrotic changes in 10 % (range 0-25 %) of the circumferential muscularis propria interna layer and 7.2 % (range 0-25 %) in the muscularis propria externa layer at the midportion of the EMR. No circumferential transmural fibrosis was identified. CONCLUSIONS: Prevention of stricture formation after extensive (6-cm long) circumferential EMR of the sheep esophagus can be achieved by injecting autologous keratinocytes into the wound of the resected mucosal segment.

Prévention du métanome en Suisse: où en sommes-nous [Melanoma prevention in Switzerland: where do we stand?]

Over the last 50 years, skin cancer rates (particularly melanoma) have markedly increased in Caucasian populations. Switzerland, with some 1,600 cases of, and 220 deaths from, malignant melanoma per year has among the highest rates in Europe. This public health issue, affecting relatively young people, has led to primary and secondary nationwide prevention campaigns being carried out for nearly 20 years. Observed changes in sun protection knowledge and attitudes have yet to impact on incidence trend. Early detection has resulted in a large increase in rates of thin melanoma with little change in rates of thick melanoma. Mortality has levelled off and a recent decrease, especially in women, cannot be ruled out. The efficiency of prevention campaigns should soon become more blatant if current efforts persist.

Signing on Very Low Volume Rurd Roads Iowa DOT Project HR-262, July, 1984

Research was undertaken to define an appropriate level of use of traffic control devices on rural secondary roads that carry very low traffic volumes. The goal of this research was to improve the safety and efficiency of travel on the rural secondary road system. This goal was to be accomplished by providing County Engineers with guidance concerning the cost-effective use of traffic control devices on very low volume rural roads. A further objective was to define the range of traffic volumes on the roads for which the recommendations would be appropriate. Little previous research has been directed toward roads that carry very low traffic volumes. Consequently, the factual input for this research was developed by conducting an inventory of the signs and markings actually in use on 2,069 miles of rural road in Iowa. Most of these roads carried 15 or fewer vehicles per day. Additional input was provided by a survey of the opinions of County Engineers and Supervisors in Iowa. Data from both the inventory and the opinion survey indicated a considerable lack of uniformity in the application of signs on very low volume rural roads. The number of warning signs installed varied from 0.24 per mile to 3.85 per mile in the 21 counties in which the inventory was carried out. The use of specific signs not only varied quite widely among counties but also indicated a lack of uniform application within counties. County officials generally favored varying the elaborateness of signing depending upon the type of surface and the volume of traffic on different roads. Less elaborate signing would be installed on an unpaved road than on a paved road. A concensus opinion was that roads carrying fewer than 25 vehicles per day should have fewer signs than roads carrying higher volumes. Although roads carrying 0 to 24 vehicles per day constituted over 24% of the total rural secondary system, they carried less than 3% of the total travel on that system. Virtually all of these roads are classified as area service roads and would thus be expected to carry only short trips primarily by local motorists. Consequently, it was concluded that the need for warning signs rarely can be demonstrated on unpaved rural roads with traffic volumes of fewer than 25 vehicles per day. It is recommended that each county designate a portion of its roads as an Area Service Level B system. All road segments with very low traffic volumes should be considered for inclusion in this system. Roads included in this system may receive a lesser level of maintenance and a reduced level of signing. The county is also afforded protection from liability arising from accidents occurring on roads designated as part of an Area Service Level B system. A uniform absence of warning signs on roads of this nature is not expected to have any discernible effect on the safety or quality of service on these very low volume roads. The resources conserved may be expended more effectively to upgrade maintenance and traffic control on roads carrying higher volumes where the beneficial effect on highway safety and service will be much more consequential.