Audit report on the AIM - Jefferson, Keokuk Early Childhood Iowa (ECI) Area Board, d/b/a Jefferson/Keokuk Early Childhood Iowa Area for the year ended June 30, 2013

Audit report on the AIM - Jefferson, Keokuk Early Childhood Iowa (ECI) Area Board, d/b/a Jefferson/Keokuk Early Childhood Iowa Area for the year ended June 30, 2013

City Of Mechanicsville Independent Auditor’s Reports Basic Financial Statements And Supplementary Information Schedule Of Findings June 30, 2008.

Annual audit report for Mechanicsville, Iowa.

Audit report on the Xenia Rural Water District for the year ended December 31, 2013

Audit report on the Xenia Rural Water District for the year ended December 31, 2013

Audit report on the Northeast Iowa Schools Insurance Trust for the year ended June 30, 2013

Audit report on the Northeast Iowa Schools Insurance Trust for the year ended June 30, 2013

Evaluation of an Epoxy Pavement Marking System, HR-180, 1978

The purpose of this research project is to determine if (1) epoxy lane markings will last an entire winter season without replacement, (2) epoxy lane marking is an economical alternative to standard paint on high-traffic multi-lane roadways where lane changing is frequent, and (3) there are worthwhile benefits derived from thorough cleaning of the pavement surface before painting. The success of epoxy lane marking depends on the success of the equipment with which it is mixed and applied. The epoxy lane marking material, if properly mixed and placed on a clean surface, has the durability required to withstand a high traffic volume and frequent lane changes for at least one year.

Evaluation of Air Pollution Control Devices for Asphalt Pavement Recycling Operations, HR-188, Progress Report, 1977

This report discusses the asphalt pavement recycling project designated Project HR-188 in Kossuth County, Iowa. Specific objectives were: (a) to determine the effectiveness of drum mixing plant modifications designed to control air pollution within limits specified by the Iowa Department of Environmental Quality; (b) to assess the impact of varying the proportions of recycled and virgin aggregates, (c) to assess the impact of varying the production rate of the plant, and (d) to assess the impact of varying the mixing temperature. The discussion includes information on the proposed use of research funds, project location and description, the project planning conference, plan development, bid letting, asphalt plant configuration, actual plant operation, why this method is successful, probable process limitations, pollution results, recycled pavement test results, and the cost of virgin vs. recycled asphalt pavements.

Pavement Profiling by Milling, Addendum to HR-283, 1988

Iowa DOT research in 1986, demonstrated that carbide tooth milling can produce an acceptable surface texture. Based upon that research, specifications were developed for "Pavement Surface Repair (Milling)". This specification was applied to reprofile a nine-mile section of badly faulted portland cement concrete (pcc) pavement on route 163 just east of Des Moines. The Profile Index (measured with a 25-foot California Profilograph) was improved from an average of 55.2 inches per mile prior to milling to 10.6 inches per mile after milling. The bid price was $0.75 per square yard for pcc containing limestone coarse aggregate and $1.21 for pcc containing gravel coarse aggregate. Carbide tooth milling should be considered as an acceptable alternate method of reprofiling even though there is some spalling of joints.

Alternatives for Rural Roads, HR-242, 1989

Much of the nation's rural road system is deteriorating. Many of the roads were built in the 1880s and 1890s with the most recent upgrading done in the 1940s and 1950s. Consequently, many roads and bridges do not have the capacity for the increased loads, speed, and frequent use of today's vehicles. Because of the growing demands and a dense county road system (inherited from the land settlement policies two centuries ago), revenue available to counties is inadequate to upgrade andmaintain the present system. Either revenue must be increased - an unpopular option - or costs must be reduced. To examine cost-saving options, Iowa State University conducted a study of roads and bridges in three 100 square mile areas in Iowa: • A suburban area • A rural area with a large number of paved roads, few bridges, and a high agricultural tax base and •A more rural area in a hilly terrain with many bridges and gravel roads, and a low agricultural tax base. A cost-benefit analysis was made on the present road system in these areas on such options as abandoning roads with limited use, converting some to private drives, and reducing maintenance on these types of roads. In only a few instances does abandonment of low traffic volume roads produce cost savings for counties and abutting land owners that exceed the additional travel costs to the public. In this study, the types of roads that produced net savings when abandoned were: • A small percentage (less than 5 percent) of the nonpaved county roads in the suburban area. However, net savings were very small. Cost savings from reducing the county road system in urbanized areas are very limited. • Slightly more than 5 percent of the nonpaved county roads in the most rural area that had a small number of paved county roads. • More than 12 percent of the nonpaved roads in the rural area that had a relatively large number of paved county and state roads. Converting low-volume roads to low-maintenance or Service B roads produces the largest savings of all solutions considered. However, future bridge deterioration and county liability on Service B roads are potential problems. Converting low-volume roads to private drives also produces large net savings. Abandonment of deadend roads results in greater net savings than continuous roads. However, this strategy shifts part of the public maintenance burden to land owners. Land owners also then become responsible for accident liability. Reconstruction to bring selected bridges with weight restrictions up to legal load limits reduces large truck and tractor-wagon mileage and costs. However, the reconstruction costs exceeded the reduction in travel costs. Major sources of vehicle miles on county roads are automobiles used for household purposes and pickup truck travel for farm purposes. Farm-related travel represents a relatively small percent of total travel miles, but a relatively high percentage of total travel costs.

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.

Development of an Economic Dust Palliative for Limestone Surfaced Secondary Roads, HR-297, 1990

This research project was directed at laboratory and field evaluation of sodium montmorillonite clay (bentonite) as a dust palliative for limestone surfaced secondary roads. It had been postulated that the electrically charged surfaces of the clay particles could interact with the charged surfaces of the limestone and act as a bonding agent to agglomerate fine (-#200) particulates and also to band the fine particulates to larger (+#200) limestone particles. Laboratory testing using soda ash dispersed bentonite treatment of limestone fines indicated significant improvement of compressive strength and slaking characteristics. It was recommended that the project proceed to field trials and test roads were constructed in Dallas and Adair counties in Iowa. Soda ash dispersed bentonite solutions can be field mixed and applied with conventional spray distribution equipment. A maximum of 1.5% bentonite(by weight of aggregate)can be applied at one time. Higher applications would have to be staged allowing the excess moisture to evaporate between applications. Construction of higher application treatments can be accomplished by adding dry bentonite to the surfacing material and then by dry road mixing. The soda ash water solution can then be spray applied and the treated surfacing material wet mixed by motor graders to a consistency of 3 to 4 inch slump concrete. Two motor graders working in tandem can provide rapid mixing for both methods of construction. Calcium and magnesium chloride treatments are 2 to 3 times more effective in dust reduction in the short term (3-4 months) but are prone to washboarding and potholing due to maintenance restrictions. Bentonite treatment at the 2-3% level is estimated to provide a 30-40% dust reduction over the long term(18-24 months). Normal maintenance blading operations can be used on bentonite treated areas. Vehicle braking characteristics are not adversely affected up to the 3.0% treatment level. The bentonite appears to be functioning as a banding agent to bind small particulates to larger particles and is acting to agglomerate fine particles of limestone. This bonding capability appears recoverable from environmental effects of winter, and from alternating wet and dry periods. The bentonite appears to be able to interact with new applications of limestone maintenance material and maintains a dust reduction capability. Soda ash dispersed bentonite treatment is approximately 10 times more cost effective per percent dust reduction than conventional chloride treatments with respect to time. However,the disadvantage is that there is not the initial dramatic reduction in dust generation as with the chloride treatment. Although dust is reduced 30-40% after treatment there is still dust being generated and the traveling public or residents may not perceive the reduction.

Evaluation of Recycled Rubber in Asphalt Concrete - Plymouth County, HR-330A, 1992

The Iowa Department of Transportation is evaluating the use of ground recycled crumb rubber from discarded tires in asphalt rubber cement. There were four projects completed during 1991 and another one constructed in 1992. This project is located on IA 140 north of Kingsley in Plymouth County. The project contains one section with reacted asphalt rubber cement (ARC) used in both binder and surface courses, one with reacted ARC used in the surface course and a conventional binder course, and a conventional mix control section. The reacted rubber binder course was placed on October 17, 1991 and the reacted rubber surface course was placed on October 17, 18, and 19. Inclement weather caused a slight delay in placing or constructing the surface. There was a minor problem with shoving and cracking of the binder course. The construction went well otherwise. Information included in this report consists of test results, construction reports, and cost comparisons.

Evaluation of Recycled Rubber in Asphalt Concrete - Dubuque County, HR-330C, 1992

The Iowa Department of Transportation is evaluating the use of discarded tires in asphalt rubber cement. There have been five projects completed in Iowa. This project is located on US 151 north of Cascade to US 61 in Dubuque. One section consists of an asphalt rubber cement surface and a conventional binder and two sections contain both asphalt rubber cement surface and binder. The control section of conventional asphalt was completed this spring. Information included in this report consists of test results, construction reports, and cost comparisons.

Evaluation of Recycled Rubber in Asphalt Concrete - Black Hawk County, HR-330D, 1992

The disposal of discarded tires has become a major problem. Different methods of recycling have been researched. Currently, Iowa is researching the use of ground recycled crumb rubber from discarded tires in asphalt rubber cement. Six projects have been completed in Iowa using asphalt rubber cement. This project is located on IA 947 (University Avenue) in Cedar Falls/Waterloo. The project contains one section with asphalt rubber cement used in both the binder and surface courses and one section using asphalt rubber cement in the surface course with a conventional binder. There are two control sections where conventional asphalt pavement was placed.

A Multi-Project Scheduling Procedure for Transportation Projects, Part II, HR-339, 1994

The Iowa Department of Transportation (IDOT) has been requiring Critical Path Method (CPM) schedules on some larger or more schedule sensitive projects. The Office of Construction's expectations for enhanced project control and improved communication of project objectives have not been fully met by the use of CPM. Recognizing that the current procedures might not be adequate for all projects, IDOT sponsored a research project to explore the state-of-the-art in transportation scheduling and identify opportunities for improvement. The first phase of this project identified a technique known as the Linear Scheduling Method (LSM) as an alternative to CPM on certain highway construction projects. LSM graphically displays the construction process with respect to the location and the time in which each activity occurs. The current phase of this project was implemented to allow the research team the opportunity to evaluate LSM on all small groups of diverse projects. Unlike the first phase of the project, the research team was closely involved in the project from early in the planning phase throughout the completion of the projects. The research strongly suggests that the linear scheduling technique has great potential as a project management tool for both contractors and IDOT personnel. However, before this technique can become a viable weapon in the project management arsenal, a software application needs to be developed. This application should bring to linear scheduling a degree of functionality as rich and as comprehensive as that found in microcomputer based CPM software on the market today. The research team recommends that the IDOT extend this research effort to include the development of a linear scheduling application.