Federal Highway Administration Finding of No Significant Impact Collins Road NE (Highway 100) Cedar Rapids, Linn County, Iowa, December 17, 2009

The proposed project consists of improving approximately 2.6 miles of Collins Road NE (Highway 100) in Cedar Rapids, Iowa. The project extends from the intersection of Center Point Road to approximately 750 feet east of its intersection with 1st Avenue.

2012 Iowa Drug Control Strategy

Drug use is a preventable behavior; drug addiction is a treatable disease; and a balanced approach of proven and promising prevention, treatment and enforcement is required to protect Iowans from drugs now and in the future. Drug abuse itself is a two-faceted problem, affected by both the available supply of and the demand for illegal drugs and other substances of abuse. Any strategy dealing with both the supply of and demand for drugs of abuse must be three-fold and involve these coordinated components: 1) Prevention strategies to discourage the initial human demand for drugs, 2) Treatment for those who already abuse or are addicted to drugs, in order to halt their drug-seeking behavior, and 3) Law enforcement actions to decrease the supply of illegal drugs and bring to treatment those who otherwise would not seek help. It is with these three approaches in mind that the Governor’s Office of Drug Control Policy presents the 2012 Iowa Drug Control Strategy. Mark J. Schouten Director, Governor’s Office of Drug Control Policy

Reclaimed Fly Ash as Select Fill Under PCC Pavement, November 1999

With the support of the Iowa Fly Ash Affiliates, research on reclaimed fly ash for use as a construction material has been ongoing since 1991. The material exhibits engineering properties similar to those of soft limestone or sandstone and a lightweight aggregate. It is unique in that it is rich in calcium, silica, and aluminum and exhibits pozzolanic properties (i.e. gains strength over time) when used untreated or when a calcium activator is added. Reclaimed Class C fly ashes have been successfully used as a base material on a variety of construction projects in southern and western Iowa. A pavement design guide has been developed with the support of the Iowa Fly Ash Affiliates. Soils in Iowa generally rate fair to poor as subgrade soils for paving projects. This is especially true in the southern quarter of the state and for many areas of eastern and western Iowa. Many of the soil types encountered for highway projects are unsuitable soils under the current Iowa DOT specifications. The bulk of the remaining soils are Class 10 soils. Select soils for use directly under the pavement are often difficult to find on a project, and in many instances are economically unavailable. This was the case for a 4.43-mile grading (STP-S- 90(22)-SE-90) and paving project in Wapello County. The project begins at the Alliant Utilities generating station in Chillicothe, Iowa, and runs west to the Monroe-Wapello county line. This road carries a significant amount of truck traffic hauling coal from the generating station to the Cargill corn processing plant in Eddyville, Iowa. The proposed 10-inch Portland Cement Concrete (PCC) pavement was for construction directly on a Class 10 soil subgrade, which is not a desirable condition if other alternatives are available. Wapello County Engineer Wendell Folkerts supported the use of reclaimed fly ash for a portion of the project. Construction of about three miles of the project was accomplished using 10 inches of reclaimed fly ash as a select fill beneath the PCC slab. The remaining mile was constructed according to the original design to be used as a control section for performance monitoring. The project was graded during the summers of 1998 and 1999. Paving was completed in the fall of 1999. This report presents the results of design considerations and laboratory and field testing results during construction. Recommendations for use of reclaimed fly ash as a select fill are also presented.

Wet-Reflective Pavement Marking Demonstration Project, November 2011

One of the leading complaints from drivers is the inability to see pavement markings under wet night conditions. This issue is a major source of dissatisfaction in state department of transportation (DOT) customer satisfaction surveys. Driving under wet night conditions is stressful and fatiguing for all drivers, but particularly so for the more vulnerable young and older driver age groups. This project focused on the development of a two-year, long-line test deck to allow for the evaluation and demonstration of a variety of wet-reflective pavement marking materials and treatments under wet night conditions. Having the opportunity to document the performance of these various products and treatments will assist the Iowa DOT and local agencies in determining when and where the use of these products might be most effective. Performance parameters included durability, presence, retroreflectivity, and wet night visibility. The test sections were located within Story County so that Iowa DOT management and staff, as well as local agencies, could drive these areas and provide input on the products and treatments.

Iowa County Engineer's Annual Highway Report Requirements, January 2011

1. Iowa Code Section 309.22 requires the County Engineer to submit an Annual Report to the Iowa DOT by September 15 of each year. 2. Iowa DOT Administrative Rule 761, Chapter 173.3 requires the Iowa DOT to distribute a detailed set of instructions to the counties for the preparation of the report. The instructions constitute the standard requirements and forms to be followed. 3. Iowa DOT Administrative Rule 761,Chapter 178 establishes requirements for the reporting by cities and counties of project cost information to the Iowa DOT 4. Iowa DOT policy states that the report shall cover the fiscal year from July 1st of the past calendar year to June 30th of the current calendar year.

Final Report for Research Project HR-181, Macadam Base Shoulders, September 1981

Highway safety and pavement performance can be directly influenced by the type of shoulders that are constructed. Shoulder design alternatives have always been rather limited. Moreover, the use of some of the alternatives has always been restricted by funding limitations. This research project seeks to explore the use of modified macadam base construction for shoulders. This type of shoulder design could offer the designer another option when paved or stabilized shoulders are being considered. Macadam base construction has in the past been shown to be quite strong and free draining. Two macadam base shoulder designs were developed and constructed for this research project. A new roadway embankment and P.C.C. pavement were constructed on a section of US 6 east of Adel in Dallas County. The macadam base shoulders were constructed adjacent to the pavement as part of the project. The north shoulder was finished with a choke stone course and bituminous surface treatment and the south shoulder was finished with a two (2) inch layer of Type B Class I1 asphalt concrete. Macadam stone base shoulders can be built with relatively minor construction problems with comparable strength and less cost than asphalt treated base shoulders. The macadam stone base shoulders have performed well with very little maintenance necessary. The improved drainage substantially reduces deterioration of the pavement joints.

U.S. 61 From the Muscatine County Line to Two Miles south of Grandview Louisa County, Iowa NHS-61-3(48) - -19-58, October 19, 2011

The Transportation Equity Act of the 21st Century mandated environmental streamlining in order to improve transportation project delivery without compromising environmental protection. In accordance with TEA-21, the environmental review process for this project has been documented as a Streamlined Environmental Assessment. This document addresses only those resources or features that apply to the project. This allowed study and discussion of resources present in the study area, rather than expend effort on resources that were either not present or not impacted. Although not all resources are discussed in the EA, they were considered during the planning process and are documented in the Streamlined Resource Summary.

Fibrous P.C. Concrete Overlay Research Green County, Iowa, December 1978

The Greene County, Iowa overlay project, completed in October 1973, was inspected on October 16 & 17, 1978 After five years of service The 33 fibrous concrete sections, four CRCP sections, two mesh reinforced and two plain concrete sections with doweled reinforcement were rated relative to each other on a scale of 0 t o 100. The rating was conducted by the original members of the Project Planning Committee, Iowa DOT, Iowa Counties, Federal Highway Administration, University of Illinois and industry representatives . In all , there were 23 representatives who rated this project . The 23 values were then averaged to provide a final rating number for each section. The highest panel rating (90) was assigned to the 5-inch thick , deformed barre in forced PCC sections ; an 86t o a 3-inch thick , 160 lbs. of fiber and 600 lbs . of cement on a partial bonded surface ; an 84 to the 4-inch CRC with elastic joints (bonded) and an 84 to a 4-inch mesh reinforce section. One of the major factors influencing performance appears t o be the thickness. In the fibrous concrete overlay, The greatest influences appears t o be the fiber content. Overlay Sections containing 160 1b/yd3 of Fiber are, in almost all cases , outperforming those c o n t a i n i n g 60 or 100. It is obvious at This time meth at the 3-inch thick fibrous concrete overlays are, in general, out performing the 2-inch thick sections. The performance of the fibrous concrete the overlay appears to be favorably influenced by: (1) The use of higher a spectra fiber (0.025 x 2.5 i n c h e s ) v e r s u s (0.010 x 0.022 x 1.0 inches) (2) The use of a lower cement c o n t e n t ( 600 versus 750 1b/yd3) However, The set less well defined and the improvements in overlay performance attributed to high aspect ratio fibers and low cement contents.

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.

Evauation of Recycled Asphalt Concrete Pavements: Final Report for Kossuth County, Iowa, HR-1888, February 1980

After some success with a small asphalt pavement recycling project in 1975, Kossuth County, Iowa programmed a much larger undertaking during the 1976 construction season. The work performed in 1975 indicated that a quality product could be produced with some modifications to conventional equipment. As anticipated , the major problem encountered was the excessive air pollution created during the heating and mixing process. As part of its 1976 road program, Kossuth County developed plans for recycling sixteen miles of existing asphalt pavements using the "hot mix" recycling process. One project, ten miles in length, was selected by the Federal Highway Authority as part of "Demonstration Project No. 39, Recycling Asphalt Pavements." The FHWA provided a $29,500 grant t o the project to be used for project testing and evaluation. Cooperation and input into the work proposed for 1976 was received from many sources. The people and organizations contributing were the Federal Highway Authority, the Iowa Department of Environmental Quality, the Federal Environmental Protection Agency, several contractors, and personnel from the Kossuth County Engineer's Office.

Cedar-Iowa River Rail Transit Project Feasibility Study, November 9, 2006

Five Seasons Transportation & Parking (FSTP) and the Johnson County Council of Governments (JCCOG) are interested in evaluating the feasibility of prospective passenger rail service(s) that would operate over existing trackage of the Cedar Rapids and Iowa City Railway Company (CRANDIC), seen below left, and/or the Iowa Interstate Railroad System (IAIS), seen below right, connecting Cedar Rapids, Iowa City and the Amana Colonies. To perform the study, FSTP and JCCOG selected R.L. Banks & Associates, Inc. (RLBA) as Prime Contractors, HNTB Corporation (HNTB) and Snyder & Associates, Inc. (Snyder) as Subcontractors, hereafter Consultant Team. Both railroads participated in the study and contributed time and resources, as did many local government and civic organizations. The purpose of the study is to determine whether it is feasible to establish regularly scheduled passenger rail service and/or special event excursion rail service, in conjunction with the Five Seasons Transit system, Iowa City Transit, East Central Iowa Transit, Coralville Transit and the University of Iowa CAMBUS.

An Investigation of the Interstate 80 Rutting in Adair County, October 1983

This investigation was initiated to determine the causes of a rutting problem that occurred on Interstate 80 in Adair County. 1-80 from Iowa 25 to the Dallas County line was opened to traffic in November, 1960. The original pavement consisted of 4-1/2" of asphalt cement concrete over 12" of rolled stone base and 12" of granular subbase. A 5-1/2" overlay of asphalt cement concrete was placed in 1964. In 1970-1972, the roadway was resurfaced with 3" of asphalt cement concrete. In 1982, an asphalt cement concrete inlay, designed for a 10-year life, was placed in the eastbound lane. The mix designs for all courses met or exceeded all current criteria being used to formulate job mixes. Field construction reports indicate .that asphalt usage, densities, field voids and filler bitumen determinations were well within specification limits on a very consistent basis. Field laboratory reports indicate that laboratory voids for the base courses were within the prescribed limits for the base course and below the prescribed limits for the surface course. Instructional memorandums do indicate that extreme caution should be exercised when the voids are at or near the lower limits and traffic is not minimal. There is also a provision that provides for field voids controlling when there is a conflict between laboratory voids and field voids. It appears that contract documents do not adequately address the directions that must be taken when this conflict arises since it can readily be shown that laboratory voids must be in the very low or dangerous range if field voids are to be kept below the maximum limit under the current density specifications. A rut depth survey of January, 1983, identified little or no rutting on this section of roadway. Cross sections obtained in October, 1983, identified rutting which ranged from 0 to 0.9" with a general trend of the rutting to increase from a value of approximately 0.3" at MP 88 to a rut depth of 0.7" at MP 98. No areas of significant rutting were identified in the inside lane. Structural evaluation with the Road Rater indicated adequate structural capacity and also indicated that the longitudinal subdrains were functioning properly to provide adequate soil support values. Two pavement sections taken from the driving lane indicated very little distortion in the lower 7" base course. Essentially all of the distortion had occurred in the upper 2" base course and the 1..;1/2" surface course. Analysis of cores taken from this section of Interstate 80 indicated very little densification of either the surface or the upper or lower base courses. The asphalt cement content of both the Type B base courses and the Type A surface course were substantially higher than the intended asphalt cement content. The only explanation for this is that the salvaged material contained a greater percent of asphalt cement than initial extractions indicated. The penetration and viscosity of the blend of new asphalt cement and the asphalt cement recovered from the salvaged material were relatively close to that intended for this project. The 1983 ambient temperatures were extremely high from June 20 through September 10. The rutting is a result of a combination of adverse factors including, (1) high asphalt content, (2) the difference between laboratory and field voids, (3) lack of intermediate sized crushed particles, (4) high ambient temperatures. The high asphalt content in the 2" upper base course produced an asphalt concrete mix that did not exhibit satisfactory resistance to deformation from heavy loading. The majority of the rutting resulted from distortion of the 2" upper base lift. Heater planing is recommended as an interim corrective action. Further recommendation is to design for a 20-year alternative by removing 2-1/2" of material from the driving lane by milling and replacing with 2-1/2" of asphalt concrete with improved stability. This would be .followed by placing 1-1/2" of high quality resurfacing on the entire roadway. Other recommendations include improved density and stability requirements for asphalt concrete on high traffic roadways.

Iowa 86 from Iowa 9 to 700 feet South of 110th Street Dickinson County, Iowa, May 2011

The Transportation Equity Act of the 21st Century (TEA-21) (23 CFR) mandated environmental streamlining in order to improve transportation project delivery without compromising environmental protection. In accordance with TEA-21, the environmental review process for this project has been documented as a Streamlined Environmental Assessment (EA). This document addresses only those resources or features that apply to the project. This allowed study and discussion of resources present in the study area, rather than expend effort on resources that were either not present or not impacted. Although not all resources are discussed in the EA, they were considered during the planning process and are documented in the Streamlined Resource Summary, shown in Appendix A. The following table shows the resources considered during the environmental review for this project. The first column with a check means the resource is present in the project area. The second column with a check means the impact to the resource warrants more discussion in this document. The other listed resources have been reviewed and are included in the Streamlined Resource Summary.

Testing Guide for Implementing Concrete Paving Quality Control Procedures, March 2008

Construction of portland cement concrete pavements is a complex process. A small fraction of the concrete pavements constructed in the United States over the last few decades have either failed prematurely or exhibited moderate to severe distress. In an effort to prevent future premature failures, 17 state transportation agencies pooled their resources, and a pooled fund research project, Material and Construction Optimization for Prevention of Premature Pavement Distress in PCC Pavements, was undertaken in 2003. Its purpose was to evaluate existing quality control tests, and then select and advance the state-of-the-practice of those tests most useful for optimizing concrete pavements during mix design, mix verification, and construction. This testing guide is one product of that project. The guide provides three recommended testing schemes (Levels A, B, and C, depending on a pavement’s design life and traffic volumes, etc.) that balance the costs of testing with the risk of failure for various project types. The recommended tests are all part of a comprehensive suite of tests described in detail in this guide.

Precast Concrete Elements for Accelerated Bridge Construction Final Report, Volume 1-1. Laboratory Testing of Precast Substructure Components: Boone County Bridge, January 2009

In July 2006, construction began on an accelerated bridge project in Boone County, Iowa that was composed of precast substructure elements and an innovative, precast deck panel system. The superstructure system consisted of full-depth deck panels that were prestressed in the transverse direction, and after installation on the prestressed concrete girders, post-tensioned in the longitudinal direction. Prior to construction, laboratory tests were completed on the precast abutment and pier cap elements. The substructure testing was to determine the punching shear strength of the elements. Post-tensioning testing and verification of the precast deck system was performed in the field. The forces in the tendons provided by the contractor were verified and losses due to the post-tensioning operation were measured. The stress (strain) distribution in the deck panels due to the post-tensioning was also measured and analyzed. The entire construction process for this bridge system was documented. Representatives from the Boone County Engineers Office, the prime contractor, precast fabricator, and researchers from Iowa State University provided feedback and suggestions for improving the constructability of this design.