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Jay Shepard, an electrician for the IowaDepartment of Transportation, combines hisinitiative with an innovation to make hiscrew’s jobs safer.

GRAPPLING with a 55-foot galvanizedsteel highway light pole to set it in anupright position can be a difficult and

dangerous task. Add some rain, snow, or ice and thisprocess can seem impossible.

Jay Shepard, an electrician for the Iowa Departmentof Transportation (Iowa DOT), has discovered ahandy device that makes the process easier: a polestabilizer, which attaches to the pole with a strapbinder. The stabilizer makes the pole more manage-able, allowing Shepard to quickly and easily set thepole on its base.

Will Zitterich, director of maintenance services forthe Iowa DOT, says worker safety is the mostimportant consideration in highway light poleinstallation. Since light poles sit alongside the road-way, installers are exposed to traffic. Zitterich addsthat workers may close one lane of traffic to accom-modate installation, depending on the situation.

In a typical light pole installation procedure, work-ers use a high reach (aerial platform) with a guiderope to lift the pole to an upright position. Oneworker controls the movement of the high reachwhile another worker grasps the pole to guide itonto the base.

To secure the pole to the base, the guide workermust align bolt holes on the pole with bolts on thebase. Zitterich says this is especially tricky becausepoles are becoming taller and heavier. A wet or icypole that is hard to grip exacerbates the difficulty,and fast moving traffic nearby increases the danger.

Shepard’s pole stabilizer is a steel tube that acts as ahandle on the pole. While the high reach pulls thepole up, Shepard grasps the stabilizer and walks thepole forward to the base. Since the stabilizerprovides better control, Shepard can more easilytwist the pole and mount it onto the base.

Light pole installation made safer and easier

“If you set a couple of poles [using the pole stabi-lizer], you’ll probably find you don’t want to setpoles without it,” Zitterich says.

Shepard discovered a variation of the pole stabilizerseveral years ago while helping a crew install lightpoles in the Davenport area. Last year Shepardmodified the device and started using it in the field.

The number of poles Shepard replaces each monthdepends on road conditions. During wet or icydriving conditions, he says, as many as 20 poles perweekend have been damaged in the Des Moinesarea.

Shepard fabricated his modified version of the polestabilizer right in the DOT shop. Costs are mini-mal. Zitterich says if you have access to scrap steel,the only cost will be time spent on fabrication.

“I am pleased to see that an Iowa DOT employeenoticed an improvement that makes his job moreefficient and safe,” Zitterich says. He encourages allemployees to find methods to make their workeasier and more enjoyable.

For more information on the pole stabilizer or itsdesign specifications, contact Will Zitterich,515-239-1396.

An Iowa DOT employee guides a light pole into placewith the pole stabilizer.

2 Is it necessary to restraincorrugated pipe?

4 Iowa’s roadside prairies

5 New faces at CTRE

6 On the trail of alternative travel

6 Funding for trails

8 Microtechnology: Upgrading

10 Don’t miss Iowa’s Winter TrainingExpo—coming in October

10 Name that tune

11 New publications and videos

12 Conference calendar

TECHNOLOGY NEWS 2 JUNE 1997

The preparation of thisnewsletter was financed through theLocal Technical Assistance Program

(LTAP). LTAP is anationwide effort financed jointly in

Iowa by the Federal Highway Ad-ministration and the Iowa Depart-

ment of Transportation. Itspurpose is to translate into under-standable terms the latest state-of-the-art technologies in the areas of

roads, bridges, and publictransportation.

Subscriptions toTECHNOLOGY NEWS are free, and

we welcome your comments,questions, and suggestions. To

subscribe, or to obtain permissionto reprint articles, contact the editor

at the address below.

Center for TransportationResearch and Education

2625 N. Loop Drive, Suite 2100 Ames, Iowa 50010-8615

Telephone: 515-294-8103 Fax: 515-294-0467BBS: 515-294-9784

http://www.ctre.iastate.edu/

Tom MazeDirector

(e-mail: tom@ctre.iastate.edu)

Duane SmithAssociate Director for Outreach

(e-mail: desmith@iastate.edu)

Marcia BrinkEditor

(e-mail: x1brink@iastate.edu)

Sharon ProchnowProgram Coordinator

(e-mail: sharon@ctre.iastate.edu)

Stan RingLibrary Coordinator

(e-mail: stan@ctre.iastate.edu)

Adrienne LambertiCommunications Specialist

(e-mail: adrienne@ctre.iastate.edu)

Michele RegenoldEditorial Assistant

Issue Editor, June 1997(e-mail: mregenol@iastate.edu)

The opinions, findings, orrecommendations expressed

here are those of theCenter for Transportation

Research and Educationand do not necessarily reflect

the views of the FederalHighway Administration or the

Iowa Department ofTransportation.

Iowa State University and theCenter for Transportation

Research and Educationprovide equal opportunities and

comply with ADA requirements inprograms and employment. Call

the Affirmative ActionOffice at 515-294-7612

to report discrimination.

TECHNOLOGY NEWSnameplate was designed by

Jennifer Reed.Special graphics designed by

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Printed onRecycled Paper

CORRUGATED METAL PIPE (CMP) culvertsare an economical alternative to bridges.One problem in the use of CMP,

however, occurs when pore water pressure in the soilbeneath the pipe causes the pipe to raise up. Whenthis happens, the roadway over the pipe can fail.One way of preventing uplift is by using a tiedownor end restraint. The end of the pipe is sometimessecured in what looks like a concrete cradle.

Such tiedowns may be unnecessary, according to theresults of an Iowa State University research reportcalled Design Methodology for Corrugated Metal PipeTiedowns: Phase II. If tiedowns aren’t used, whatrestraining force is needed to prevent the pipe fromraising up? That was the question posed by RobertLohnes, F. Wayne Klaiber, Bruce Kjartanson, AlAustin, and several graduate students from ISU’sCivil and Construction Engineering Department.

The researchers have developed a flow chart and 24design charts to determine the required restrainingforce for CMP. The charts are found in the reportmentioned above, which may be borrowed from thelibrary at the Center for Transportation Researchand Education (CTRE). Except for the first twosteps, this process is the same for new installationsand retrofitting operations.

1) The first step for a new installation is to deter-mine the required pipe length based on the sitecharacteristics. These characteristics include the

Is it necessary to restraincorrugated metal pipe?

elevation at the top of the roadway and flow line,the roadway width, and the foreslope angle. Theengineer should also determine the soil type asglacial fill or clayey alluvium.

Generally .6 m (2 ft) soil cover for the CMP isrequired. Analyses with varying depths, however,have revealed that the soil cover is not critical indetermining the required restraining force becausethe largest resistance to uplift occurs within theforeslope.

For retrofitting operations, the engineer needs todetermine the same site characteristics as for a newinstallation, either by checking schematics or takingmeasurements at the site.

2) For new installations, the second step is toconduct a hydraulic design of the culvert to deter-mine the pipe diameter and the appropriate gage ofCMP based on the amount of water expected toflow through the CMP. For retrofit operations,check the design specifications.

For the following steps, which apply to both retrofitand new installation, consult the design charts inthe report to obtain specific answers to individualCMP construction situations.

3) After the hydraulic design is complete, the engi-neer determines the normal and the critical depthsof flow through the CMP. The report describes theprocess needed to determine the normal depth of

flow and provides charts fordetermining critical depths offlow. The amount of restrain-ing force required is reducedif higher depths of water areflowing through the pipe.

4) The fourth step is to makesure the CMP gage isadequate so it won’t yield inbending.

5) Then based on the soiltype and stiffness, the pipegage, and the assumed flowconditions, the fifth step is todetermine the requiredrestraint by checking theappropriate design charts

Overall view of test frame and CMP test specimen.Photos here and on page 3 courtesy of F. Wayne Klaiber.

TECHNOLOGY NEWS 3 JUNE 1997

according to pipe gage and percent flow. In somesituations no restraining force will be required.

6) The last step is to apply a safety factor. Theengineer needs to use his or her judgment in eachindividual situation. For example, consider theassumed flow conditions. In the engineer’sjudgment, if the pipe will never be plugged, thesafety factor should be less. Also consider the gradeof the foreslope. As the slope angle decreases, the netuplift force increases. Finally, evaluate theeconomics and constructability of the project whenconsidering safety.

The design process is based in part on five field testson 2.43 m (8 ft) diameter CMP. Uplift forces wereprovided by hollow-core hydraulic cylindersthrough a system of cables and wide steel bandsbeneath the CMP. The various pipes were subjectedto uplift with a variety of soil and foreslopeconditions.

The first test was with a soil cover and a foreslope.The second and third experiments were without thesoil cover; one experiment was with the uplift forceprovided by the front strap only and the other hadforce applied from both straps to evaluate the effectof different uplift forces. The fourth test was on apipe covered with backfill but without the foreslope;the fifth was a pipe that had a concrete restraint atthe inlet.

Researchers concluded thatthe presence of a foreslopehad a significant effect on theCMP bending characteristics.Also the amount of waterflowing through the pipeaffected the required tiedownforce. Tiedowns may not berequired where the soil and/orthe pipe is sufficiently stiff orwhere total blockage of thepipe is unlikely.

The ISU researchers suggestthat various DOT agencies’requirements for the use ofCMP may be conservative.Consequently these agenciesmay be overlooking the

LTAP Advisory Committee

The people listed below helpguide and direct the policiesand activities of the Center forTransportation Research andEducation’s Local TechnicalAssistance Program (LTAP).

The committee meets at leastannually. Representatives ofrural and urban agencies andindividuals concerned with thetransfer of transportation tech-nology in Iowa are welcome toattend advisory committeemeetings.

Contact any of the advisorycommittee members tocomment, make suggestions, orask questions about any aspectof LTAP.

Roger AnderbergLocal SystemsIowa Department ofTransportationTelephone: 515-239-1291

Saleem BaigLocal SystemsIowa Department ofTransportationTelephone: 515-239-1051

Charles L. FisherSuperintendent ofPublic WorksCity of SpencerTelephone: 712-264-7220

Gary FoxTraffic andTransportation DirectorCity of Des MoinesTelephone: 515-283-4973

Kevin GilchristSenior Transportation PlannerDes Moines MetropolitanPlanning OrganizationTelephone: 515-237-1316

Becky HiattIowa Division, FederalHighway AdministrationTelephone: 515-233-7321

Raymond HollandCity EngineerCity of BettendorfTelephone: 319-344-4055

Harold JensenStory County EngineerTelephone: 515-382-6581

Brian ParkerIowa Division, FederalHighway AdministrationTelephone: 515-233-7315

Bob SperryWebster County EngineerTelephone: 515-576-3281

Center for TransportationResearch and Education

CTRE

expanded use of CMP by limiting their maximumdiameter. Researchers also think the design processdescribed above is easy to follow and allows theengineer to use his or her own judgment andexperience.

This research was sponsored by the Iowa DOT(Highway Division) and the Iowa HighwayResearch Board (HR-362). To borrow DesignMethodology for Corrugated Metal Pipe Tiedowns:Phase II (Final Report to Iowa DOT June 1995)from CTRE’s library, contact Stan Ring, librarycoordinator, 515-294-9481.

Determine Length of Pipe

Determine Restraint

Apply Factor of Safety

Site Geometry and Characteristics

Determine Normal and Critical Depths of Flow

Verify Gage Adequacy to Prevent Yielding

Conduct Hydraulic Design

Design for New Installation

Design for Retrofitting Existing Installation

Abbreviated flow chart showing the process for new CMPinstallations and retrofitting operations. A detailed

description of the process is given in an ISU researchreport available through CTRE’s library.

2:1 slope for test 8SC

TECHNOLOGY NEWS 4 JUNE 1997

This article is the first in a series ontransportation and the environment in Iowa.

THE AESTHETICS OF PRAIRIES in right ofways are nice, but weed control is the“highest priority to me,” says Blake

Deiber, Crawford County’s roadside vegetationmanager. A weed, Deiber says, is a plant that’s outof place and has a negative economic impact onsomeone.

All weeds in rights of way that are on the statenoxious weed list must be controlled by usingchemicals, mowing, or biological methods. When aprairie is planted, weeds are smothered by other,more desirable plants. Counties feel the value ofroadside prairies where it counts—in their budgets.

Cheaper, safer, prettier roadside treatmentCrawford County stumbled into its roadside prairieprogram in 1987. A farmer donated several acres ofground to the Conservation Reserve Program(CRP) with the requirement that the land beplanted in prairie. Deiber says the ground was thickwith weeds, but by the fourth year, they weresmothered by prairie grasses. That shows how well aprairie controls weeds, Deiber says.

Since 1991, Deiber says, 750 acres of prairie havebeen planted in Crawford County’s 7,200 acres ofright of way. By the third year of its IntegratedRoadside Vegetation Management (IRVM)program, the county was no longer spraying theseeded areas.

Iowa’s roadside prairies In 1989 Crawford County used 1,500 gallons ofchemicals to control 700 miles of roadsides. In1996 the county used just 300 gallons to control1,200 miles of roadsides. Some of this decrease wasdue to “more timely spraying,” Deiber says, as wellas to employees being better trained at identifyingweeds and wildflowers, but the rest was due to theprairie.

Prairies are “reducing our cost,” Deiber says, whichmeans savings for the county. Spraying cost $43per mile in 1996, which included depreciation forequipment, repair and maintenance of equipment,labor, and one-fourth the administration budget.

The overall cost of doing business for the roadsidemanagement program, including spraying, seeding,and prairie management, was $140 per mile in1996. That cost included all labor for seeding,spraying, and prairie management; all repair andmaintenance of equipment, but not depreciation;and fuel, chemicals, and buildings.

Besides controlling weeds, prairies help increaseroadside safety by maintaining safe sight distancesat intersections. Deiber uses short grass mixes suchas little bluestem and sideoats grama, which growone to three feet tall. By using burn managementon the prairies, Deiber says the amount of brush atintersections is also reduced.

People aren’t the only ones to benefit from prairies.Prairies also become habitat for wildlife.

Crawford County rebuilds about 25 miles of roadper year, which means that Deiber’s roadsidemanagement team seeds 12 acres per mile with aprairie grass mix. The mix usually includes bigbluestem, little bluestem, Indian grass, and sideoatsgrama. Wildflowers are mixed in for noticeableareas such as backslopes, intersections, and placesnot mowed.

The old adage “if it’s yellow, it’s a sun-flower, and if it’s purple, it’s a thistle” nolonger works to guide spraying for weeds.Examine plants carefully, Deiber says. Byidentifying plants like nodding ladies’trusses, an orchid which used to be sprayedor mowed, Deiber says the county haslearned not to spray these valuable plants.

A prairie is a “long-term community” that“will take care of itself” as long as it’s notdisturbed, Deiber says. The hardest part isduring a prairie’s first three or four years,its establishment phase.

Black-eyed susans bloom fromJune to October and grow up to

three feet high. Photo courtesy ofthe Iowa DOT, from its “DiscoverIowa’s Roadside Flowering Plants

and Grasses” brochure.

Preparing a roadside for plantingrequires special equipment like

this seed drill to keep seeds fromblowing away. Photo courtesy ofKirk Henderson, UNI’s Office ofIntegrated Roadside Vegetation

Management. PRAIRIES . . . continued on next page

TECHNOLOGY NEWS 5 JUNE 1997

CTRE INTRODUCES three new staff members.

Michael Jorgensen is CTRE’s newSafety Circuit Rider. He replacesEd Bigelow, who retired last fall.Mike will continue and enrichCTRE’s highly successful safetyprogram by providing safety informa-tion and training to Iowa’s cities andcounties, including workshops inflagger training and accident locationand analysis. He received a bachelor’sdegree in civil engineering from

South Dakota State University in 1986 and a master’s degree intransportation engineering from Iowa State University in 1992.He was a traffic engineer with the Iowa Department of Transpor-tation for six years and later with consulting firms in theDes Moines area for four years. Mike is a member of the Instituteof Transportation Engineers, the Missouri Valley SectionInstitute of Transportation Engineers, and the Iowa TrafficControl and Safety Association.

Pam McColley is CTRE’s first full-time network administrator.She maintains and updates CTRE’s computers, computernetworks, and software and provides general computer systemsupport for CTRE staff. She advises the center’s administrationabout the optimum hardware and software configurations for the

New faces at CTRE

center’s various computing needs—geo-graphic information systems, computer-aided design, publishing, graphics,simulation models, World Wide Webactivities, etc. Pam graduated from theNational Education Center inDes Moines in 1990 with an associatedegree in electronic engineeringtechnology, and before joining CTRE sheworked for APEX Systems.

Adrienne Lamberti joins CTRE’spublishing group as a half-timecommunications specialist. Adrienne editsand publishes research reports, writesnewsletter articles (see pages 6 and 7), andhelps with the design, programming, andpublishing of CTRE’s World Wide Website. Adrienne received a bachelor’s degreein English with a minor in communica-tions from Simpson College in 1994 anda master’s degree in English from Iowa

State University in 1996. In addition to her work at CTRE, sheteaches composition classes at Iowa State University and theDes Moines Area Community College and freelances as a Web pagedesigner.

Getting startedKirk Henderson, who manages the Office forIntegrated Roadside Vegetation Management at theUniversity of Northern Iowa, is the person tocontact if you’re interested in starting a programlike Deiber’s.

Henderson will provide specific details aboutvegetation management plans from other countiesand will help counties develop their own plans. A50-page guide to developing and implementing anIRVM program is just one of the many resources theIRVM office can provide.

Henderson says a county’s first-year objectives forits IRVM program should include getting grantmoney from the Living Roadway Trust Fund(LRTF), which is coordinated through the IowaDepartment of Transportation (DOT).

The LRTF has approximately $500,000 per yearto award in grants, says Steve Holland, the Iowa

DOT’s roadside coordinator. Most grants rangefrom $5,000 to $20,000. Holland says thatcounties do not need to hire roadside managers inorder to qualify for these funds. Cities and privateindividuals may also apply.

Henderson will help counties prepare their grantapplications. A county’s first grant will pay for aninventory of the county’s vegetation conditions,specialized equipment (usually a native grass drill),and prairie grass and wildflower seed for a demon-stration planting.

With 600,000 acres of right of way in Iowa,Henderson says the IRVM office wants to “impresspeople with the importance of doing more withtheir roadsides.”

For more information about starting an IRVMprogram in your county, contact Kirk Henderson,319-273-2813. For information about grants fromthe LRTF, contact Steve Holland, 515-239-1768.

PRAIRIES . . . continued from previous page

TECHNOLOGY NEWS 6 JUNE 1997

Minnesota Department of Transportation(Mn/DOT), the Federal Highway Administration(FHWA), and the Finnish National Road Adminis-tration (FinnRA) in creating a prototype of coopera-tion between vehicle and bicycle traffic. A brochurefor the Hutchinson project defines its objective as“integrating transportation options and enhancingthe quality of life in Minnesota communities.”Rather than developing as a separate interest, theproject conceptualizes bicycle and walking pathdevelopment as an integral part of those transporta-tion modes already established throughout the city.

While some car-loving Hutchinson residents arewary of the project, there is a “core of more high-tech, maybe younger residents who really want tobike,” says John Rodeberg, director of engineeringand public works. “Some of the response has been

ISTEA fundingAt least until the Intermodal Surface Transportation Efficiency Act(ISTEA) of 1991 is reauthorized later this year, the following programs arepossible sources of federal funds for trails.

National Highway System funds (Section 1006) may be used to constructbicycle transportation facilities and pedestrian walkways on land adjacentto any highway on the National Highway System (other than the InterstateSystem).

Surface Transportation Program (STP) funds (Section 1007) may beused for either the construction of bicycle transportation facilities andpedestrian walkways, or nonconstruction projects (such as brochures,public service announcements, and route maps) related to safe bicycle use.Ten percent of STP funds are used for “transportation enhancements”which include the provision of facilities for bicyclists and pedestrians.

Federal Lands Highway funds (Section 1032) may be used to constructpedestrian walkways and bicycle transportation facilities in conjunctionwith roads, highways, and parkways which access or pass through federalpublic lands.

Scenic Byways Program funds (Section 1047) may be used to constructfacilities along scenic highways for the use of pedestrians and bicyclists.

National Recreational Trails fund (Section 1301) monies may be used forboth motorized and nonmotorized trail projects, including those thatbenefits bicyclists and pedestrians. Projects must be consistent with aStatewide Comprehensive Outdoor Recreation Plan required by the Landand Water Conservation Fund Act.

Section 402 funding. Pedestrian and bicyclist safety remain priority areasfor highway safety program funding. Title II, Section 2002, of the ISTEAaddresses state and community highway safety grant program funds. The

priority status of safety programs for pedestrians and bicyclists expeditesthe approval process for these safety efforts.

Federal Transit funding (Section 25) continues to allow transit funds tobe used for bicycle and pedestrian access to transit facilities, to provideshelters and parking facilities for bicycles in or around transit facilities, orto install racks or other equipment for transporting bicycles on transitvehicles.

Statewide Planning funds (Section 1025) funds allow local entities toapply for planning and design funding for the preparation of local orregional bicycle transportation and pedestrian walkway plans to beincorporated into the statewide long-range plan.

Bridge Access funds (Section 1033) allows, at a reasonable cost, for bridgedeck replacement and rehabilitation projects to include accommodationsfor bicycles, except on controlled access roads. Bicycle and pedestrianaccommodations are permitted as part of all new and replacement bridgefunding.

State of Iowa fundingThe state Recreational Trails Program allocates grants to sponsors of trailprojects within Iowa. Eligibility criteria for these projects are that theprojects must:

• be for public use• be part of a local, areawide, regional, or statewide plan• allow for the enjoyment of scenic views or points of historical interest

Sponsors must offer a minimum of 25 percent matching funds from asource that is not another state grant. The 1997 Iowa legislature increasedthis fund to $2 million per year for two years beginning July 1, 1997.

Application deadlines are January 2 and July 1. Information and applica-tion forms can be obtained by writing Nancy Burns, Iowa DOT,800 Lincoln Way, Ames, IA 50010, or calling 515-239-1621.

Funding for trails

by Adrienne Lamberti

WHEN ROLLING DOWN the car windowisn’t enough for outdoors enthusiasts,bicycling and walking become popular

travel options. Several cities have recognized thistrend by establishing trails specially designed foralternative transportation. An innovative trailsystem in Hutchinson, Minnesota and anothershared by Iowa cities Waterloo and Cedar Fallssuggest not only the growing significance oftwo-wheel/footed transport, but what can happenwhen local, state, and international transportationagencies collaborate.

The Friendly CityIn 1993 Hutchinson, defining itself as the “Bicycleand Pedestrian Friendly City,” joined the

TRAILS . . . continued on next page

On the trail ofalternative travel

TECHNOLOGY NEWS 7 JUNE 1997

skeptical, since it is a car-driven community, butthere are some who really use their bikes to get towork. I’d say we also have as many in-line skaters asbikers.”

Currently, on-street striping is being applied tobenefit cyclists, and there is a public state trailthrough the town that crosses only one major road.Mn/DOT is also working in conjunction with thecity to fund the connection of Hutchinson’s trails toother parts of the state. A broad-based approach isbeing taken to generate community enthusiasm forthe project.

“We’ve developed a strong program within theschool system, for example,” Rodeberg says. “Thepolice do bike safety training within the school.”Communicating safety awareness and educationabout alternative travel occurs via “education,enforcement, and construction.”

In addition to this holistic perspective on transpor-tation, the cooperation between internationalinterests is a novel approach with this project.Mn/DOT, FHWA, and FinnRA’s partnership wasestablished in 1991 in the interests of sharingvaluable research in transportation.

“We’re coming up with some really great ideas andalso seeing the differences between cultures,”Rodeberg says. In Finland, for instance, bicycling“feeds into normal life. There isn’t the same kind ofpublic school transit system,” thus prompting agreater use of mass transit and alternative transpor-tation. Bicycling in Finland, for example, decreasesby only 20 percent in the wintertime. Radicallychanging the attitude toward alternative transporta-tion, however, is not the main priority for theHutchinson project.

“We’re not expecting instant miracles,” Rodebergsays. “We really see this more as a generationalissue; we’re not out to change the world, but toslowly get this into the culture and promote safetyawareness.”

And further southIn the Iowa cities of Waterloo and Cedar Falls, theinterest in trail systems has also caught on. TheWaterloo/Cedar Falls system, consisting of 40interconnected trail miles, will see its mileage nearlydouble in the next two years. Not only does the traildevelopment involve several partners on federal,state, and local levels, but private interests are alsodemonstrating their advocacy. City and state parks,industrial areas, and both downtowns are targetedfor connection to the trails, in a move similar to the

comprehensive transportation approach of theHutchinson project. The Iowa system, however, isprimarily composed of off-road trails, separating non-motor travel from vehicles in the interest of safety.

Safety first, of course, but there are other perks:off-road trails are “more aesthetically pleasing” thanthose located close to traffic, says Kevin Blanshan,senior director of transportation and data serviceswith the Iowa Northland Regional Council ofGovernments (INRCOG). In addition, there is asignificant economic impact from the trail develop-ment, including the appearance of bike shops inCedar Falls and the interest of bicyclists from outsidethe area.

Those who frequently opt for alternative traveling seebenefits when it is integrated into already-establishedtransportation routes. In a letter to the Iowa StateDaily, one reader states, “A sound bicycle policy . . .treats cyclists like other vehicles, and encourages allvehicles to share the road.”

For more information about biking trails, specificallythe Hutchinson project, contact John P. Rodeberg,320-587-5151.

TRAILS . . . continued from previous page

The Ansborough Trail wasbuilt in conjuction with

Ansborough Avenue’sreconstruction in an effort to

integrate alternative travelwith motor transit.

Photos on this page courtesy ofINRCOG.

The Cedar Prairie Trail inCedar Falls winds throughIowa’s colorful landscapewhile remaining close toHighway 58.

Travelers on the SergeantRoad Trail to Waterloo

can enjoy Iowa’s naturalfoliage.

TECHNOLOGY NEWS 8 JUNE 1997

Wouldn’t it be great if computers could justgrow the necessary new components thatoperating systems like Windows 95 require torun well? That solution would take the hassleout of deciding whether to add more RAM(random access memory), upgrade the CPU(central processing unit) or other components,or just buy a completely new system. PamMcColley, CTRE’s network administrator,offers readers her thoughts on computerupgrades.

IF YOU ARE CONSIDERING upgrading your computer,ask yourself the following questions:

• What is your budget? Is it very tight? (Upgrad-ing your current computer system by addinganother hard drive, more RAM, etc., may be lessexpensive than buying a whole new system.)

• What are your future software needs? Will youuse more applications than you use now? Howmany applications would you like to haverunning at one time? Do you plan to upgradeyour applications as quickly as their manufac-turers upgrade them? (Each upgrade may easilyrequire double or even triple the amount of harddrive space and significantly more RAM thanthe previous version.)

• Will you have more money to spend in the nextyear or so? (A partial upgrade now may get youby for a while.)

• How much of a computer upgrade do you need?(A significant upgrade may cost nearly as muchas a new computer with the same features. Todetermine the extent of your needed upgrade,see “Putting it all together” later in this article.)

• Is a warranty important to you? (Warranties forupgrade components are generally for shorterperiods of time than warranties for newcomputers.)

• Do you understand hardware jargon? Are youcomfortable tinkering with the inside of yourcomputer? (Some upgrades, like adding RAM,are fairly simple to perform even for techno-novices. Others, like adding a second hard drivewithin the computer box, should be done byprofessionals, who, of course, will charge fortheir services.)

Every situation is unique, but by keeping the abovequestions in mind you can use the following basicguidelines when considering an upgrade.

For a basic computer system used primarily for wordprocessing and small spreadsheets, I would suggestat least a 486DX2-66 processor, 16 megabytes (MB)of RAM, and 500 MB or more of hard drive (HD)space. Naturally these specifications, as well as theoperating system (Windows, DOS, etc.), depend onyour applications’ minimum requirements, howimportant speed is to you, how much data you planto store, how many applications you intend to runat once, and how much space they require. Todecide if this basic configuration is adequate foryou, consider the following issues.

Word processing and spreadsheetsIf you are running only word processing software,the above configuration is probably adequate unlessyou work with and store many large document filesor anticipate working with large files in the future.The above configuration may also be adequate forrunning spreadsheets. If you plan to run largespreadsheets, however, your machine will needmore RAM to load them, possibly more HD spaceto store them, and a faster processor to make load-ing and manipulating them efficient.

Computer aided designFor running a CAD application, I would suggestgetting a Pentium processor with as much speed asis time- and/or cost-effective for you. I also recom-mend at least 32 MB RAM and a one-gigabyte (GB)HD. Heavy graphics users should consider aPentium Pro processor because it is speciallydesigned for CAD and accounting applications. Youwill see a dramatic increase in speed for these situa-tions, but other applications, such as word process-ing, may actually see a decrease in speed.

GraphicsIf you use large graphics files, or if you have to wait along time for the computer to draw the graphics onthe screen, try upgrading to a fast and/or highmemory video card. These cards can make workingwith graphics a pleasure. If you use the Internet oranticipate using it in the future, remember that theWorld Wide Web is graphics intensive; an upgradedvideo card may make your use of this resource moreefficient and pleasant.

Putting it all togetherThe best rule of thumb is to make a list of all theapplications you currently run plus those you wantto run in the future. Collect information about theirminimum requirements for HD, RAM, processor,and operating system. (This information is availablein software catalogs and manuals.) Figure out if youwant to upgrade your applications as new versionsappear. As you go through the following steps,

Thinking aboutupgrading?micro

technology

TECHNOLOGY NEWS 9 JUNE 1997

remember that the minimum requirements willoften increase with each new version.

First, decide if any application you plan to userequires you to upgrade your operating system(OS). Windows OSs are fast becoming the industrystandard. Then check the processor and amount ofRAM you’ll need to support that OS.

To decide how much HD space you need, add upthe minimum HD requirements for all the applica-tions you’ll be using. Don’t forget to add the HDspace required for the operating system. At leastdouble the total if you will regularly get softwareupgrades. Estimate and add plenty of HD space forfile storage.

Next compare the minimum requirements for theprocessor, its type and speed, to run your softwarepackages and OS. You’ll need a processor that meetsthe highest minimum standards for any one softwarepackage. Again, a processor adequate for yourcurrent software may be inconveniently slow whenyou get the next versions.

Then consider the minimum RAM required to runeach application. If you will run more than oneapplication at a time, add the RAM requirementstogether. Add your operating system’s RAMrequirements to the total.

Finally, check the minimum requirements and/orsuggestions for video RAM.

Other items to keep in mind as you consider anupgrade are a CD-ROM drive and a fax modem.

CD-ROM drives allow you to install software easily(some new applications require a CD-ROM drive toinstall the software) and to access data (for example,census data to use with GIS applications) andgraphics. A CD-ROM drive is often misunderstoodin terms of the speed you may need. If you plan touse the CD-ROM drive mainly to install software,speed is not very important. If you plan to use thedrive for accessing data or graphics regularly, thenspeed is very important. The cost differencebetween speeds is small compared to the potentialtime saved or the improved viewing smoothness offaster CD-ROM drives.

The question of adding a fax modem is fairlysimple. Do you want to access the Internet orelectronic bulletin boards (like CTRE’s BBS) or tosend or receive facsimile (fax) documents? If so,then you need a fax modem. The speed I recom-mend is 28.8 bauds per second (BPS). A slowermodem may cost you more in long-distance tele-phone charges or services, and faster speeds have not

More complicatedupgrades like

adding newboards are bestleft to trainedprofessionals.

Installing moreRAM is a simple

procedure.

been perfected yet. Even if you can connect at afaster rate, the clarity of the lines can be a problem,and you may having technical difficulties with somefunctions at that speed. However, it is becomingharder to find modems at 28.8.

You’ve calculated your minimum operating system,HD, RAM, and processor requirements, and you’vedecided what peripherals you need. Now you canstart comparing the cost of buying and addingupgrades to your current system against the cost andconvenience of buying a new computer that satisfiesall your requirements. Weigh your budget, yourfuture plans, and warranty issues and give yourselfas much of a cushion above the minimum require-ments as you can afford.

At this point a competent vendor can be invaluablein helping you analyze your particular situation. Heor she can also tell you if a particular upgrade is evenfeasible—installing a new processor in your currentcomputer, for example. Remember that with com-puters, a configuration that’s simply adequate todayis often soon grossly inadequate. My feeling is that itis cost effective in the long run to buy as much of acomputer as you need and can afford so you won’thave to upgrade too soon.

TECHNOLOGY NEWS 10 JUNE 1997

Namethat tune

THE CITY OF AMES

placed these signsalong two mainarteries to warnpeople that HylandAvenue would beclosed for thesummer forconstruction.The signs arean exampleof good pub-lic relationswith a dashof humor.

WHERE CAN YOU GO to do the following?

• Learn about the latest and best equipment, materials, and

techniques for keeping winter roads clean

• Swap winter safety strategies with city, county,and state personnel (administrators andequipment operators), as well as lawenforcement and emergency responder staff

• Watch operators from all over Iowademonstrate their driving prowess in the biggestrodeo east of the Rockies (snow plow “roadeo,”that is)—or bring your own rig and competeyourself

• Rub elbows with manufacturers and suppliersof winter maintenance equipment, materials,and services, and participate in hands-on demosof their products

• Learn how to stay alert and effective when along storm keeps you behind the plow for hours

• Be among the first to see the snow plow of thefuture, a truck rigged with state-of-the-arttechnology to help operators keep roads drierand safer

Don’t miss Iowa’s Winter Training Expo—coming in October

You’ll do all these things and more at the IowaWinter Training Expo.

On Tuesday, October 7, you can compete in the8th Annual Iowa Snow Plow Roadeo, to be held inAmes for the first time.

Then on October 8 and 9 you can attend educationalsessions on snow fence management, harnessing thepower of salt, chemical management, anti-icingstrategies, plowing and winging operations, roadwayweather information systems, equipment operatormaintenance, and much more! Between workshops,talk with vendors and check out their displays.

Participants may attend either the one-day snowroadeo or the two-day educational program—orboth. Registration materials and more detailedinformation will be mailed in August, but mark yourcalendar now.

The expo is sponsored by the Iowa Department ofTransportation, Iowa County Engineers Association,American Public Works Association, Iowa SecondaryRoad Maintenance Supervisors Association, FederalHighway Administration, and the Center for Trans-portation Research and Education (CTRE).

Winter Training ExpoOctober 8–9, 1997

Scheman Building andHilton Coliseum

Ames, Iowa

Held in conjunctionwith the 8th Annual

Iowa Snow Plow RoadeoOctober 7, 1997Iowa State Center

Parking LotAmes, Iowa

This event is primarily forcity (pop. 3,000-plus),county, and state admin-istrators, supervisors, andoperators involved in win-ter roadway maintenance.Law enforcement, emer-gency response, and air-port maintenancepersonnel will also find ithelpful.

Participants can attendthe roadeo, the expo edu-cational sessions, or both.Social events and specialtours are also beingplanned.

TECHNOLOGY NEWS 11 JUNE 1997

Name (first/last) ________________________________________________________________________________________

Organization/address ____________________________________________________________________________________

City/state/zip __________________________________________________________________________________________

Phone ________________________________________________________________________________________________

Please send me the new, updated, 1998 catalog of all publications and audiovisual materials available from your office.

FOLLOWING IS A SAMPLING of new or popular materials available from the CTRE library. To obtain materialsor a catalog of library materials, contact Stan Ring, library coordinator, Monday, Wednesday, and Fridaymornings at 515-294-9481. Or use this page as an order form. Check the box next to the materials youwant and return this form to the Center for Transportation Research and Education, ISU Research Park,2625 N. Loop Drive, Suite 2100, Ames, Iowa 50010-8615. (Please limit your request to four items.)

librarymaterials

Distributing State Road Use Tax Funds toCounties (Iowa DOT-HRB, HR-386, 1996)75 pages

Bond Enhancement Techniques for PCCWhitetopping (Iowa DOT-HRB, HR-341,1996) 42 pages

Traffic Calming in Practice (Landor Pub-lishing, London, 1994) 199 pages

The Traffic Safety Toolbox (ITE, 1993) 255pages

Design and Safety of Pedestrian Facilities(ITE, 1995) 65 pages

Performance of Concrete PavementsContaining Recycled Concrete Aggregate(USDOT-FHWA, RD-96-164, 1997)296 pages

Highway Work Zone Safety (Iowa DOT,1997) One Step from Death 11:00 minutes Grading Safety 14:00 minutes Plant Site Safety 10:20 minutes Structures Safety 12:20 minutes Traffic Control Safety 10:20 minutes

Crack Sealing Flexible Asphalt Paving(USA-CRREL, 1990) 8:00 minutes

Winter Driving (Summit Training Source,1996) 12:00 minutes

Walkable Communities: Designing forPedestrians (Northwest T2 Center, 1997)323:00 minutes

Publications

This report details an advisory group’s proposedalternative approaches to distributing RUTF tocounties. The university researchers studied thesesuggestions, and they present an approach basedon six factors. Loan copy

This project studied the effectiveness of varioustechniques to enhance bond strength between anew PCC overlay and an existing ACC pavementsurface. Loan copy

This English publication discusses various tech-niques for reducing the speed of traffic in residen-tial areas. Numerous examples are presented.Loan copy

This primer on traffic safety presents a compila-tion of information on subjects that provide ideasand concepts for effective traffic safety improve-ments. Loan copy

This proposed ITE-recommended practice dis-cusses guidelines for the design and safety ofpedestrian facilities. Loan copy

This report is based on research in four states andincludes the performance of pavements that incor-porate recycled concrete aggregates. Loan copy

These videotapes have been prepared by the IowaDOT to heighten general awareness among work-ers of the dangers in highway work zones. Eleventapes are planned for this award-winning series.The series includes tips for trainers. Loan copies

This video discusses the reasons for sealing cracksand the planning and practices used in operations.A how-to-do-it training video. Loan copy

This training video identifies safe driving skills.A facilitator’s guide and employee handbook areprovided. Loan copy

This four-volume set of videotapes covers lecturesby Dan Burden in Seattle. Loan copy

Videotapes

Request #P1230

Request #P1231

Request #P1235

Request #P1236

Request #P1238

Request #P1239

Request #V506Request #V507Request #V508Request #V509Request #V510

Request #V503

Request #V504

Request #V513

Stan Ring, library coordinator

CTRE now has FIVECD-I players available fortwo-month loan periods,as well as two NEW train-ing CDs on management:

CI4: Meetings, Meetings,Bloody MeetingsDiscusses skills in con-ducting productive meet-ings that get you out ofthe meeting room andback to work. Each pointis illustrated by a scene.A discussion guide isincluded.

CI5: Straight Talking:The Art of AssertivenessExplains key principles ofassertive behavior, asopposed to being aggres-sive or submissive. Eachpoint is illustrated by ascene. A discussion guideis included.

Stan says

conferencecalendar

Location Contact

August 1997

July 1997

Iowa State UniversityCenter for Transportation Research and EducationISU Research Park2625 N. Loop Drive, Suite 2100Ames, IA 50010-8615 ExtensionLocal Transportation

P486-0524

TECHNOLOGY NEWS

DO NOT FORWARD

ADDRESS CORRECTION REQUESTED

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June 1997

September 1997

October 1997

24 Motor Grader Operator Training Ottumwa Sharon Prochnow, 515-294-3781

15 Motor Grader Operator Training Davenport Sharon Prochnow, 515-294-3781

27–30 National LTAP Conference Duluth, MN Duane Smith, 515-294-8103

29 Motor Grader Operator Training Cherokee Sharon Prochnow, 515-294-3781

3–6 ITE National Conference Boston Duane Smith, 515-294-8103

5 Motor Grader Operator Training New Hampton Sharon Prochnow, 515-294-3781

12 Motor Grader Operator Training Cedar Rapids Sharon Prochnow, 515-294-3781

19 Motor Grader Operator Training Red Oak Sharon Prochnow, 515-294-3781

26 Motor Grader Operator Training Cherokee Sharon Prochnow, 515-294-3781

27–29 APWA Fall Conference Lake Panorama Jim Cable, 515-294-2862

13–17 APWA Congress Minneapolis Duane Smith, 515-294-8103

23 Management Seminar (in conjunction with Ames Sharon Prochnow, 515-294-3781Iowa Secondary Road Maintenance SupervisorsAssociation Annual Conference)

24–25 Iowa Secondary Road Maintenance Supervisors Ames Duane Smith, 515-294-8103

Association Annual Conference

7 8th Annual Iowa Snow Roadeo Ames Duane Smith, 515-294-8103

8–9 Iowa Winter Training Expo Ames Duane Smith, 515-294-8103

TECHNOLOGY NEWS JUNE 199712