2008 Iowa Real Property Appraisal Manual, May 2008

********NOTE: There are nine sections to this manual, all in separate files.************* **********NOTE: Large files may take longer to open******** The basis of real property assessment in Iowa is market value as defined in Iowa Code §441.21. Iowa Code §§ 421.17(17) and 441.21(h) provide that assessment jurisdictions follow the guidelines and rules in this manual to help achieve uniformity in assessments. Assessors are encouraged to use the International Association of Assessing Officers’ Standard on Mass Appraisal of Real Property in their mass appraisal practices. Estimating market value in mass appraisal involves accurately listing properties, developing a sales file that includes the primary influences on market value, and developing models for subsets of properties that share common market influences using recognized mass appraisal techniques. The assessment of an individual property should not be based solely on the sale price. The Uniform Standards of Professional Appraisal Practice (USPAP) standard 6 says “In developing a mass appraisal, an appraiser must be aware of, understand, and correctly employ those recognized methods and techniques necessary to produce and communicate credible mass appraisals.” Accurate listing of property is the basis of a good mass appraisal program. On-site inspection and listing of property is essential in developing a good data base for revaluation. A physical review, including an on-site verification of property characteristics, should be conducted at least every four to six years. Land values should be reviewed every two years. Factors influencing the market of each property type should be identified and collected so that these factors can be considered in the mass appraisal model. It is equally important to maintain the data once it is collected. Accessing local government permit systems should be a part of a good data maintenance program along with an inspection program. Current cadastral maps and geographical information systems (GIS) are tools that are integral in checking accuracy of listings and maintaining a comprehensive data base.

Statewide Transportation Improvement Program 2015-2018: Sorted by MPO and RPA, 2014

Iowa’s Statewide Transportation Improvement Program (STIP) has been developed in conformance with the guidelines prescribed by 23 U.S.C. and 49 U.S.C. The STIP is generated to provide the Federal Highway Administration and Federal Transit Administration a listing of all projects that are candidates for federal aid from the FHWA and FTA for four federal fiscal years (FFY). The 2015-2018 STIP was approved by FHWA and FTA on September 16, 2014. Preceding the listings of federal-aid candidates are general comments concerning Iowa’s public participation process for selection of federal-aid projects and the basis for funding the proposed projects. Documents evidencing the Iowa Department of Transportation’s authority to act concerning matters related to transportation, federal-aid expenditures and approvals of metropolitan planning organizations’ (MPOs), transportation improvements programs (TIPs) have been provided in past STIPs and can be provided again upon request.

Statewide Transportation Improvement Program 2014-2017: Sorted by MPO and RPA, 2013

Iowa’s Statewide Transportation Improvement Program (STIP) has been developed in conformance with the guidelines prescribed by 23 U.S.C. and 49 U.S.C. The STIP is generated to provide the Federal Highway Administration and Federal Transit Administration a listing of all projects that are candidates for federal aid from the FHWA and FTA for four federal fiscal years (FFY). The 2015-2018 STIP was approved by FHWA and FTA on September 16, 2014. Preceding the listings of federal-aid candidates are general comments concerning Iowa’s public participation process for selection of federal-aid projects and the basis for funding the proposed projects. Documents evidencing the Iowa Department of Transportation’s authority to act concerning matters related to transportation, federal-aid expenditures and approvals of metropolitan planning organizations’ (MPOs), transportation improvements programs (TIPs) have been provided in past STIPs and can be provided again upon request.

Statewide Transportation Improvement Program 2013-2016: Sorted by MPO and RPA, 2012

Iowa’s Statewide Transportation Improvement Program (STIP) has been developed in conformance with the guidelines prescribed by 23 U.S.C. and 49 U.S.C. The STIP is generated to provide the Federal Highway Administration and Federal Transit Administration a listing of all projects that are candidates for federal aid from the FHWA and FTA for four federal fiscal years (FFY). Preceding the listings of federal-aid candidates are general comments concerning Iowa’s public participation process for selection of federal-aid projects and the basis for funding the proposed projects. Documents evidencing the Iowa Department of Transportation’s authority to act concerning matters related to transportation, federal-aid expenditures and approvals of metropolitan planning organizations’ (MPOs), transportation improvements programs (TIPs) have been provided in past STIPs and can be provided again upon request.

Study to establish an evaluation system for State of Iowa Merit Employment System classifications on the basis of comparable worth, 1984

This final report establishes an evaluation system for the State of Iowa Merit Employment System classifications on the basis of comparable worth. Included in the report are summaries of the project's objectives, methods, analyses, findings, and recommendations.

Study to establish an evaluation system for State of Iowa Merit Employment System classifications on the basis of comparable worth, Statistical Supplement, 1984

This is the statistical supplement to the final report of the study to establish an evaluation system for State of Iowa Merit Employment System classifications on the basis of comparable worth.

Reduction of Concrete Deterioration by Ettringite Using Crystal Growth Inhibition Techniques: Part II Field Evaluation of Inhibitor Effectiveness, TR-469, 2004

The effects of diethylenetriaminpenta(methylenephosphonic acid) (DTPMP), a phosphonate inhibitor, on the growth of delayed ettringite have been evaluated using concrete in highway US 20 near Williams, Iowa, and the cores of six highways subject to moderate (built in 1992) or minor (built in 1997) deterioration. Application of 0.01 and 0.1 vol. % DTPMP to cores was made on a weekly or monthly basis for one year under controlled laboratory-based freeze-thaw and wet-dry conditions over a temperature range of -15 degrees to 58 degrees C to mimic extremes in Iowa roadway conditions. The same concentrations of phosphonate were also applied to cores left outside (roof of Science I at Iowa State University) over the same period of time. Nineteen applications of 0.1 vol. % DTPMP with added deicing salt solution (about 23 weight % NACL) were made to US 20 during the winters of 2003 and 2004. In untreated samples, air voids, pores, and occasional cracks are lined with acicular ettringite crystals (up to 50 micrometers in length) whereas air voids, pores, and cracks in concrete from the westbound lane of US 20 are devoid of ettringite up to a depth of about 0.5 mm from the surface of the concrete. Ettringite is also absent in zones up to 6 mm from the surface of concrete slabs placed on the roof of Science I and cores subject to laboratory-based freeze-thaw experiments. In these zones, the relatively high concentration of DTPMP caused it to behave as a chelator. Stunted ettringite crystals 5 to 25 micrometers in length, occasionally coated with porlandite, form on the margins of these zones indicating that in these areas DTPMP behaved as an inhibitor due to a reduction in the concentration of phosphonate. Analyses of mixes of ettringite and DTPMP using electrospray mass spectrometry suggests that the stunting of ettringite growth is caused by the adsorption of a Ca2+ ion and a water molecule to deprotonated DTPMP on the surface of the {0001} face of ettringite. It is anticipated that by using a DTPMP concentration of between 0.001 and 0.01 vol. % for the extended life of a highway (i.e. >20 years), deterioration caused by the expansive growth of ettringite will be markedly reduced.

Applications for Reuse of Lime Sludge from Water Softening, TR-535, 2005

Lime sludge, an inert material mostly composed of calcium carbonate, is the result of softening hard water for distribution as drinking water. A large city such as Des Moines, Iowa, produces about 30,700 tons of lime sludge (dry weight basis) annually (Jones et al., 2005). Eight Iowa cities representing, according to the United States (U.S.) Census Bureau, 23% of the state’s population of 3 million, were surveyed. They estimated that they collectively produce 64,470 tons of lime sludge (dry weight basis) per year, and they currently have 371,800 tons (dry weight basis) stockpiled. Recently, the Iowa Department of Natural Resources directed those cities using lime softening in drinking water treatment to stop digging new lagoons to dispose of lime sludge. Five Iowa cities with stockpiles of lime sludge funded this research. The research goal was to find useful and economical alternatives for the use of lime sludge. Feasibility studies tested the efficacy of using lime sludge in cement production, power plant SOx treatment, dust control on gravel roads, wastewater neutralization, and in-fill materials for road construction. Applications using lime sludge in cement production, power plant SOx treatment, and wastewater neutralization, and as a fill material for road construction showed positive results, but the dust control application did not. Since the fill material application showed the most promise in accomplishing the project’s goal within the time limits of this research project, it was chosen for further investigation. Lime sludge is classified as inorganic silt with low plasticity. Since it only has an unconfined compressive strength of approximately 110 kPa, mixtures with fly ash and cement were developed to obtain higher strengths. When fly ash was added at a rate of 50% of the dry weight of the lime sludge, the unconfined strength increased to 1600 kPa. Further, friction angles and California Bearing Ratios were higher than those published for soils of the same classification. However, the mixtures do not perform well in durability tests. The mixtures tested did not survive 12 cycles of freezing and thawing and wetting and drying without excessive mass and volume loss. Thus, these mixtures must be placed at depths below the freezing line in the soil profile. The results demonstrated that chemically stabilized lime sludge is able to contribute bulk volume to embankments in road construction projects.

Iowa Mass Concrete for Bridge Foundation Study - Phase II, Final Report, 2014

The early-age thermal development of structural mass concrete elements has a significant impact on the future durability and longevity of the elements. If the heat of hydration is not controlled, the elements may be susceptible to thermal cracking and damage from delayed ettringite formation. In the Phase I study, the research team reviewed published literature and current specifications on mass concrete. In addition, the team observed construction and reviewed thermal data from the westbound (WB) I-80 Missouri River Bridge. Finally, the researchers conducted an initial investigation of the thermal analysis software programs ConcreteWorks and 4C-Temp&Stress. The Phase II study is aimed at developing guidelines for the design and construction of mass concrete placements associated with large bridge foundations. This phase included an additional review of published literature and a more in-depth investigation of current mass concrete specifications. In addition, the mass concrete construction of two bridges, the WB I-80 Missouri River Bridge and the US 34 Missouri River Bridge, was documented. An investigation was conducted of the theory and application of 4C-Temp&Stress. ConcreteWorks and 4C-Temp&Stress were calibrated with thermal data recorded for the WB I-80 Missouri River Bridge and the US 34 Missouri River Bridge. ConcreteWorks and 4C-Temp&Stress were further verified by means of a sensitivity study. Finally, conclusions and recommendations were developed, as included in this report.

Statewide Transportation Improvement Program 2016-2019: Sorted by MPO and RPA, 2015

Iowa’s Statewide Transportation Improvement Program (STIP) has been developed in conformance with the guidelines prescribed by 23 U.S.C. and 49 U.S.C. The STIP is generated to provide the Federal Highway Administration and Federal Transit Administration a listing of all projects that are candidates for federal aid from the FHWA and FTA for the four federal fiscal years (FFY) 2016-2019. The 2016-2019 STIP was approved by FHWA and FTA on September 29, 2015. Preceding the listings of federal-aid candidates are general comments concerning Iowa’s public participation process for selection of federal-aid projects and the basis for funding the proposed projects. Documents evidencing the Iowa Department of Transportation’s authority to act concerning matters related to transportation, federal-aid expenditures, and approvals of metropolitan planning organizations’ (MPOs) transportation improvements programs (TIPs) have been provided in past STIPs and can be provided again upon request.

1199-000 Soil Nutrient Mass Balance Study

Key Points: • Iowa’s exceptional agricultural productivity is dependent upon nutrient‐rich soils with high carbon and nitrogen stocks. • Soil carbon and nitrogen stocks in Iowa corn‐soybean rotations are at significant risk of long‐term decline. • Soil carbon and nitrogen stocks are a function of crop residue inputs. • Nutrient input levels that do not maximize crop yield and residue production are likely to reduce soil carbon and nitrogen stocks. • If soil carbon and nitrogen stocks decline, water quality improvements become more difficult. • Soil carbon and nitrogen balances are extremely difficult to measure, but positive balances are essential to the future of Iowa agriculture. Recommended Actions: • Accurate measurement of soil carbon and nitrogen balances is exceptionally difficult, but can be accomplished with sufficient investment and long‐term planning. • The ideal approach will include a combination of measurements from farms and experimental networks that manipulate nutrient inputs. • With proper planning and cooperation, Iowa State University and the Iowa Department of Agriculture and Land Stewardship can address the concerns raised in this report regarding the future of Iowa’s soil resource and agricultural productivity.