Report of the Utility System Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Utility System Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Parking System Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Parking System Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Indoor Multipurpose Use and Training Facility Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Indoor Multipurpose Use and Training Facility Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Regulated Materials Facility Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Regulated Materials Facility Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Memorial Union Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Memorial Union Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Athletic Facilities Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Report of the Athletic Facilities Revenue Bond Funds of Iowa State University of Science and Technology as of and for the year ended June 30, 2008

Schedule of Debt Service and Coverage for Iowa State University of Science and Technology for the Academic Building Revenue Bond Funds for the year ended June 30, 2009

Schedule of Debt Service and Coverage for Iowa State University of Science and Technology for the Academic Building Revenue Bond Funds for the year ended June 30, 2009

Audit report on the Student Health Facility Revenue Bond Funds of Iowa State University of Science and Technology for the year ended June 30, 2009

Audit report on the Student Health Facility Revenue Bond Funds of Iowa State University of Science and Technology for the year ended June 30, 2009

Audit report on the Student Health Facility Revenue Bond Funds of Iowa State University of Science and Technology for the year ended June 30, 2010

Audit report on the Student Health Facility Revenue Bond Funds of Iowa State University of Science and Technology for the year ended June 30, 2010

Audit report on the Student Health Facility Revenue Bond Funds of Iowa State University of Science and Technology for the year ended June 30, 2011

Audit report on the Student Health Facility Revenue Bond Funds of Iowa State University of Science and Technology for the year ended June 30, 2011

Audit report of the accompanying Schedule of Debt Service and Coverage for Iowa State University of Science and Technology as of February 10, 2012 for the Athletic Facilities Revenue Bond Funds

Audit report of the accompanying Schedule of Debt Service and Coverage for Iowa State University of Science and Technology as of February 10, 2012 for the Athletic Facilities Revenue Bond Funds

Evaluation of Bond Retainage in Portland Cement Concrete Overlays Using Infrared Thermography and Ground Penetrating Radar, HR-537, Final Report, 1989

When concrete deterioration begins to occur in highway pavement, repairs become necessary to assure the rider safety, extend its useful life and restore its riding qualities. One rehabilitation technique used to restore the pavement to acceptable highway standards is to apply a thin portland cement concrete (PCC) overlay to the existing pavement. First, any necessary repairs are made to the existing pavement, the surface is then prepared, and the PCC overlay is applied. Brice Petrides-Donohue, Inc. (Donohue) was retained by the Iowa Department of Transportation (IDOT) to evaluate the present condition with respect to debonding of the PCC overlay at fifteen sites on Interstate 80 and State Highway 141 throughout the State of Iowa. This was accomplished by conducting an infrared thermographic and ground penetrating radar survey of these sites which were selected by the Iowa Department of Transportation. The fifteen selected sites were all two lanes wide and one-tenth of a mile long, for a total of three lane miles or 190,080 square feet. The selected sites are as follows: On Interstate 80 Eastbound, from milepost 35.25 to 35.35, milepost 36.00 to 36.10, milepost 37.00 to 37.10, milepost 38.00 to 38.10 and milepost 39.00 to 39.10, on State Highway 141 from milepost 134.00 to 134.10, milepost 134.90 to milepost 135.00, milepost 135.90 to 136.00, milepost 137.00 to 137.10 and milepost 138.00 to 138.10, and on Interstate 80 Westbound from milepost 184.00 to 184.10, milepost 185.00 to 185.10, milepost 186.00 to 186.10, milepost 187.00 to 187.10, and from milepost 188.00 to 188.10.

Bond Enhancement Techniques for PCC Whitetopping, HR-341, 1996

This research was initiated in 1991 as a part of a whitetopping project to study the effectiveness of various techniques to enhance bond strength between a new portland cement concrete (PCC) overlay and an existing asphalt cement concrete (ACC) pavement surface. A 1,676 m (5,500 ft) section of county road R16 in Dallas County was divided into 12 test sections. The various techniques used to enhance bond were power brooming, power brooming with air blast, milling, cement and water grout, and emulsion tack coat. Also, two sections were planed to a uniform cross-section, two pavement thicknesses were placed, and two different concrete mix proportions were used. Bond strength was perceived to be the key to determining an appropriate design procedure for whitetopping. If adequate bond is achieved, a bonded PCC overlay technique can be used for design. Otherwise, an unbonded overlay procedure may be more appropriate. Conclusions are as follows: (1) Bond Strength Differences - Milling increased bond strength versus no milling. Tack coat showed increased bond strength versus no tack coat. Planing, Air Blast and Grouting did not provide noticeable improvements in bond strength; nor did different PCC types or thicknesses affect bond strength significantly. (2) Structure - Structural measurements correlated strongly with the wide variation in pavement thicknesses. They did not provide enough information to determine the strength of bonding or the level of support being provided by the ACC layer. Longitudinal cracking correlated with PCC thicknesses and with planing. (3) Bond Over Time - The bond between PCC and ACC layers is degrading over time in the outside wheel path in all of the sections except tack coat (section 12). The bond strength in the section with tack coat was lower than the others, but remained relatively steady.

Non-Corrosive Tie Reinforcing and Dowel Bars for Highway Pavement Slabs, HR-343, 1993

The use of non-metallic load transfer and reinforcement devices for concrete highway pavements is a possible alternative to avoid corrosion problems related to the current practice of steel materials. Laboratory and field testing of highway pavement dowel bars, made of both steel and fiber composite materials, and fiber composite tie rods were carried out in this research investigation. Fatigue, static, and dynamic testing was performed on full-scale concrete pavement slabs which were supported by a simulated subgrade and which included a single transverse joint. The bahavior of the full-scale specimens with both steel and fiber composite dowels placed in the test joints was monitored during several million load cycles which simulated truck traffic at a transverse joint. Static bond tests were conducted on fiber composite tie rods to determine the required embedment length. These tests took the form of bending tests which included curvature and shear in the embedment zone and pullout tests which subjected the test specimen to axial tension only. Fiber composite dowel bars were placed at two transverse joints during construction of a new concrete highway pavement in order to evaluate their performance under actual field conditions. Fiber composite tie rods were also placed in the longitudinal joint between the two fiber composite doweled transverse joints.

Thermoset Composite Concrete Reinforcement, HR-325, Part 1, 1992

The feasibility of substituting fibercomposite (FC) (thermoset) pavement dowels for steel pavement dowels was investigated in this research project. Load transfer capacity, flexural capacity, and material properties were examined. The objectives of Part 1 of this final report included the shear behavior and strength deformations of FC dowel bars without aging. Part 2 will contain the aging effects. This model included the effects of modulus of elasticity for the pavement dowel and concrete, dowel diameter, subgrade stiffness, and concrete compressive strength. An experimental investigation was carried out to establish the modulus of dowel support which is an important parameter for the analysis of dowels. The experimental investigation included measured deflections, observed behavioral characteristics, and failure mode observations. An extensive study was performed on various shear testing procedures. A modified Iosipescu shear method was selected for the test procedure. Also, a special test frame was designed and fabricated for this procedure. The experimental values of modulus of support for shear and FC dowels were used for arriving at the critical stresses and deflections for the theoretical model developed. Different theoretical methods based on analyses suggested by Timoshenko, Friberg, Bradbury, and Westergaard were studied and a comprehensive theoretical model was developed. The fibercomposite dowels were found to provide strengths and behavioral characteristics that appear promising as a potential substitute for steel dowels.