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HomeMy WebLinkAbout1975-11-11 CorrespondenceA _ OItTwICT OII1CF91 rrornLl.dnLOIMO <\ • • /EDWARD. MfZy1N5KY AV pA9F(319) _ 25w1 1rt D1,TwKT. Ioww _ : (319) 325­1041: . wbBO.OTO•I orrlcn y 210 Fr1C..L(pwLV1— �j/I� SJR 17 /ry1r 5 low. Cv . IOWA SUAO' . ta/jje b(� _ -1t0a la•9wewiw Wl✓IIM -WA,w9.9T D.C. 2OSIS.M{{of (]19)]51-0052 �+i�{��it}et (203, 33S-ESJS - ,/t�teY itatibe! : _ 11GFF . DVMv.a E2601 ., -. rYpuYc of ].lcpressc plw•F(319)••, 19we (319) 752­41584 ,. - --. JUDICIARY - ( •.}},,�� YA1�aSIjfIIQiOII, 7aS•�• 20515 - i{ GOVFJTN,A6NT OPCRATIONS October 29, 1975 David A. Smithers - 536 Hawkeye Drive Iowa City, Iowa 52240 _ (( Dear David, Enclosed is'a copy of Mr. Tiemann's speech which you requested. Mr. Tiemann5 speech seems to have generated a great deal of enthusiasm the idea, the Federal Highway concerning this issue. Due to the novelty of this moment-have much technical information Administration d oes not at Administration No legislation now exists pertaining to 0 subject of free zones. FHA has no specific guidelines- Auto-Free Zones and the r At the present time, studies related to Auto-Free Zones are taking approach which is; being handled - two courses. First, there is a long-term Mass, Transportation Administration. They are conducting a by the Urban and based on their' findings' will be determined which cities should now materializing, study be chosen. Second, plans for short-term experiments are as of and it appears thatpriority, also. No cities have been chosen yet have given Auto-Free Zones consideration , will be given to those cities which suggest that you contact the local office of the I Box Therefore, would Federal Highway Administration. You may write to Leon Larson, P.O. be expecting to hear 627, 105 6th Street, Ames, -Iowa 50015. He will L 'from you. I hope that this information is helpful. Mr. Tieman is scheduled to appear on Auto- in New York on November 6 and hopefully, hewillelaborate information_on this subject. Please Free`Zones. I will watch for furt er if I can be of ft assistance. let me know Best regards Edezvinsky EM:iea ... _: ' THIS STATIONERY PRINTED ON PAPER MADE WITH IF FIBERS - 1 :M1 .r . 1 t �...• ..l Y ^ 3 - _ I ° • L , r ' ttt L17r .ate _ •.,._°e....a.n...„+oma ,...a..a_ � . _ ... nn�nn tenon nnn nnnno o. -l}>} � • _ ..: ._.. J E4! �_.R—c — — o • laa a S: -G-�y� O 4 -- +a — �_v .vl+—u ul �+4�✓r.+4ou� _ .•+4-.r uu_u.a rw /.� c .lnn;r•nnt'�-l:t�-r-rte--l�l�nn0 _ SCC • _n T v - The University of to Iowa City, Iowa 52242 ! rr�r - ---.: Institute of Public Affairs (319) 353-9270 October 22, 1975 O `Ia1�151 I Dear Friend: The Iowa Chapter of the.National Association of Housing and Redevelop- ment Officials (NAHRO) and the Institute of Public.Affairs would like to invite you to attend a Housing and Community Development Conference to be held November 13-14 on the Iowa State University Campus in Ames. The location for the meetings will be the newly dedicated Scheman Con- tinuing Education Building, which-is located in the Iowa State Center at the southeast corner of the campus,' close to U.S. 30 and Interstate 35. Ample free parking is located immediately adjacent to the building.- Our meeting rooms will be on the second floor--rooms 220 and 230. The conference will focus on both housing and community development topics. We have lined up several excellent speakers for the conference. These include ;Fred _Lindstrom, -Director of Rehabilitation-for the city of Chicago and President of the North Central Regional Council of-NARRO;.Louis Berra,-Executive Secretary to the-Mayor-of St. Louis 'and 'Chairman of the ` Local,Government Committee oftheNational Leased Housing Association; and Nick Trkla, Barton-Aschman Associates, ;Inc.- For more.specific-information on _speakers and topics, please see the enclosed tentative agenda. For this conference, there is going to be a slightly different proce- dure for motel reservations. I have reserved a block of rooms at the Ramada Inn (1206 South Duff/Hwys. 30 and 69 Exit) and at the Travel Lodge (also on South Duff/Hwys.-30 and-69-Exit) in Ames. In order to prevent possible confusion,I am including on the pre- registration form a place for you to check if you would like accommodations and for what nights. I will then phone in everyone's reservation at one time, filling the Ramada Inn first and then the Travel Lodge. For this reason, it is extremely important that you fill out the pre-registration - form as soon as possible and return it to me, because motels need sufficient advance notice so that they can release any unused rooms for other-patrons. Conference registration fees are $18.50 for-anyone:-from a''Chapter-member organization, $21 for others. I strongly urge you to pre-regis t'T11� as possible if you plan to attend (although you 'need not pre-pa hen I O will know how many rooms to reserve and how many to plan on (orale. O - OCT 2 4 1975 URBAI' - TENTATIVE AGENDA _,- Fall Meeting November 13-14, 1975 Scheman Continuing: Education Building Ames, Iowa Thursday November 13 8:30 - 10:00 a.m. Registration 10:00 - 10:15 a.m. Opening remarks 10:15 - Noon Concurrent Sessions 1) "Program Evaluation" (post -evaluation) Speaker:Nick Trkla -- --Barton-Aschman Associates„ Inc. Evanston, Illinois i 2) "Regional Housing" i Speaker: Loral Hullinger Executive Director South Central Iowa Development Corp: -- Leon, Iowa Other speakers to be announced Noon - 1:15 p.m. Luncheon Speaker: Louis Berra Executive Secretary to the Mayor St. Louis, Missouri i 11 Topic: What to Expect in the Second Year of Community Development" 1:15 - 2:45 p.m. Concurrent Sessions 1) "Environmental Assessments and Environmental - - Impact Statements" (This session will involve some role playing by members of the audience.) - Speaker:' Stan Quay Environmental Clearance Officer HUD Office, Omaha 2) "Regional Housing" (cont.) "Iowa Housing -Finance Authority --Latest _ - Developments" -. - Speakers: `-. Loral Hullinger- Executive Director South -Central -Iowa Development Corp. -_ Leon, Iowa Other speakers to be announced. Hopefully, we 'will have the new director and some other members of the Iowa Housing Finance Authority j - who are supposed to be appointed soon. 2:45 - 3:00 p.m.--- Coffee and cokes 3:00 - 4:30 p.m. Joint Session Panel Discussion: "Citizen Participation - ..Accountability" _- "The'Municipal Organization Necessary to Execute Compre- hensive Community Development -_ Programs" "The Relationship of the Housing Assistance Plan to Community Development" Speakers: Louis Berra Executive Secretary to the Mayor St. Louis, Missouri Robert Jost en _ Executive Director } League of Iowa Municipalities:; If - - Iowa Chapter of NAHRO members --one from housing --one from community development 5:00 - 6:00 p.m. Reception and Hospitality Hour (location to be announced) Friday, November 14 8:00`- 9:00 a.m. Breakfast Meeting of the Board of ,Directors, Iowa Chapter of'NAHRO -9:00 - 10:30 a.m. Joint Session Panel Discussion: 1) -"Rehabilitation on a Structure Basis and Its' Role in NeighborhoodRevitalization" Speakers: Fred--Lindstrom-,- red_Lindstrom Director Director of Rehabilitation Chicago, Illinois Other speakers to be announced 10:30 - 10:45 a.m. Coffee Break 10:45 a.m.`- 12:15 p.m. Concurrent Sessions 7) "Management of Federal Funds" Letter of Credit - Accounting Speaker: John:Lloyd Financial Analyst HUD Office, Omaha -` - -- 2) "New Developments in Housing" -- - Speakers: Representatives from the HUD Office in Des Moines - -12:15 - 2:00 p.m. Luncheon - Topic: "What NAHRO Can Do For You and What s i You Can Do for NAHRO?" Speaker: Fred Lindstrom` Director of. Rehabilitation Chicago, Illinois and President North Central Regional Council -: NAHRO` 2:00 p.m. Adjournment- REGISTRATION FORM Iowa Chapter of NAHRO Housing and Community -Development November 13-14,'1975' Scheman Continuing Education Building Iowa State Center Iowa State UniversityCampus' Ames, Iowa 50010 NAME (Please print or type).. -� TITLE AND ORGANIZATION BUSINESS ADDRESS CITY STATE ZIP REGISTRATION FEE (Includes two luncheons): Chapter members $18.50 Non-members $21.00 $ Spouse's luncheon(s) $ 4.00 per luncheon $ TOTAL FEES $ Please indicate here if and when you would like lodging for the conference: Arrival date Arrival time No. of -Rooms--No.-of _. _. Single Nights No. of _- - Persons Double Please Make Checks Payable to the Iowa Chapter of NAHRO, BUT Return Form and Check to: -this Institute of Public Affairs C/O Marcia L. Claxton - - - The University of Iowa Iowa City, Iowa 52242 OLOPMENI DEPOMENT'OF HOUSING AND URBAN D FEDERAL HO USING ADMINISTRATION i II�II�II n ^ � DES MOINES INSURING OFFICE . s ac _ FEDERAL BUILDING, 210 NALNUT STREET _ DES MOINES, IOWA 50309 _ - REGIr,N VII— November 7, 1975 F^Ae,al Off Durldmc : "" iN REPLY REFER TO: 7.4G ICan, as Crt Y. Sln,nuri fi110h (Alphson 515-284-4599) Honorable Edgar R. Czarnecki Mayor Of Iowa City Civic Center 410 E. Washington St. Iowa City, Iowa 52240 Dear Mayor Czarnecki: Subject: Section 8 Proposal IA05-0003-004 - 1975 submission in support of We have reviewed your October 24, your city's proposal and wish to respond that unfortunately the d cannot bealtered. decision previously announce' The proposal, as submitted, contained contract rents estimateding, between $260 and $292 per month contingent, upontype plan Although your 2013 submitted 'rent was $260, y specifically qualified that offer contingent upon the rent and "adjusted to the appropriate level depending upon the typ term of bond utilized". Such qualifonsiventoathebeen requiremented by our Legal Division to be non -resp osed in order to avoid that a specific definitive rent be Prop Deals. giving an undue advantage over other prop We regret that your proposal must be rejected, however, we do encourage you to respond to future advertisements to give us an opportunity to consider your needs. Sincerely, Nat Ru en Direc or__ RECEIVED NOV i ; 1973 7 gg ro d t I Hr°+9rCo oro oo CD M, p o m [[a77 t1' Odi l7 N 1�sy�f Cr" _.ti 7_tn ro W D. H A L7 M h y F...M N r, 1Y Oro 5 Q 5 •�zd1 - O TJ m _ toI C] M Wp � 0, r1 r Ba �.- to Di n „.. b 0 `yyam Dpi <ZZN['`0 :- tnE3 app+ rl (p F0. Zr 1r+ Cy_H a� aY -�.O:a Oa.�'mp to CJ o 03 rt rt rt O .. _ lid 41 n Y ^ 41 w.. to 0. tnY ro w rr.�wwwmwCD �l��Nm�tnw�WFrrno�o�,. OO - yrt W W N W ^. :•. `OY.J W O r O. W N .W co 07 O 0 V to O- .DO NNQ•w.J.N...:. OG WNF. Y 1-'Ov�JJO�w.Fr W OD �IFW NO CO_WW WIJ�O •1 Ln W �W O FVIn:F Yt00.l0nr W- N FO•�vvY�OJ\lvvv wvONOD.. _- F J 00'D O F F �D ..• . v v v N 1 r v 90 :' Y r N N W Y W n �OYo N JOF-` O NN ADO A J F F .. to W - co N %D N DD tD �D OD J - O+ 07 W W . . .... 1 J µ .... ... ... v P F O to W. -. d` 1 r wLn .tn Q. .;: O07 F W J to VJ N O` "/ o F F J to J .D O% aD T �O 1 to h N W F al Y Y H 10"WY_ Y OtLn Oo ID o r to QD 1 ao W r O Y 00 O. r, -� F to J .,.. . J O, OD. F W T.D Q` H %a_W -N O r W to J v XAA O`v O. Q•O, W Ln F.%D..In Y � 41 w DDFIn Y OO._Y� 1... W O N r �n r r o r r m p:9:0 - N O C. O w a, 00 ^ M tn. .+1. W a% s W N `D p.. rtto QHQ co 0 0 41 00 CO A- m r j to C, Ln Y J N _ mCD �' µ C Y N�. tDW N J rl w to J U 00- r -T co -.. t0r Ui O.Ftn .D� OD O7YO F O.O. „:. F •D N N Fr Y + N N OODF Yct• r .O N to F Q. O. O W to N N W r W r � . . � p W r .D F. I � O � �--N O.N N J r tFn W O Q. In OD N OJD J �D W W Q• _.'._r • W 16 J . WJ- a H co W m O NtOrO JJ Nwv kOw W YTF F 0% 03 O N N W O. FrNtnNOOFtJW T coJYO: •,mD Lr tn 41 -: A _ W O Ln N r 7 H 07 AI � 0 � 0 In 0,O N N F F 00 r D o7 F 00 In N w J J J O CO yr : ^W r.+ ^00/-w^tO..N 41 4- O.W -..- 0 Yr N. r.O r. O. O F Y �.W..N ^ 0 Wf.gD W to H N w. O. F r.D-N.N .� F., r W In W.H N - O t,„DO. N O r ��.F r.O J ., � v Fl J .D F.r W W Y j-, IJ W N F W CO A O+ O to O F O +?.+O ` co J+ rn000 .D r to to Y N O. �D W J coA- ~•. O.ODFOOD N J r.OW r.lrn FSO Oln �00D tr F WO.TIn Oo • •'. F W N O. N OD W W O.. %0%0 .. . L 6 �I W .D .D . 00 W w v O t a v F ) w tD J O O • -4 N-rn Y O. OD co OOZY O F co .D Y Y W F N-- v _ tnco w •� 000 µ Wto .D Vi ,• .. O R a3.. Mtn W OJ V O - Ftn 'o U) r rn - F -j C% ONN _. O. O% - - J O 0 W 237 Bon Aire. Trailer Court ' Iowa City, Iowa 52240 November 3, 1975 To the members of the Iowa City City Council: I am writing this letter today concerning recent proposals that have arisen in regards to flood .control ;of Ralston Creek. I am sure that many factors ,have their input into projectses large -and as important as this ,one. `I wish to emphasize one aspect of such proposed projects which I think must be considered. Several proposals include damming the upper reaches of'the creek to hold back flood- waters reducing the water flow downstream. Ralston Creek flows through a rather large; orth part ofIowaCity called Hickory, Hills Park. undeveloped tract of land in the n Hickory Hills is about 97 acres of commercially undeveloped land that provides rather unique recreational opportunities to many Iowa City citizens throughout the year. From the ecological viewpoint, Hickory Hills 'must be considered to be one of ,the most unique parks of its size in the country._ Within those 97 acres are 3 different eco- systems -- There is a fine_stand.of hickory and -oak -from whence the park obtained its name. There is also a small but potentially beautiful section of upland prairie in the north part of the park and lastly there is the lowlands 'surrounding the - creek as it passes through this park.- I am afraid that measures to control flooding on Ralston Creek might include the damming of the creek near the south border of Hickory Hills ; and that flood waters will be allowed to accumulate on the flood plan of the Ralston -I am also fearful that such -an annual' accumulation of water Creek during the spring. would irreparably damage the nature of Hickory Hills. It is hard to determine the usage made of Hickory Hills park byIowaCity residents. There is really no way to measure this, since the park is free and open to all,who . want to use it. Several organizations do use the park in a fashion which is'indicative- of its use. The Iowa City Parks & Recreation Department sponsors nature hikes several times each month in Hickory Hills. Many classes in our community, schools and_colleges use this park in nature study. Many people enjoy the solitude and beauty of this park throughout the year through jogging, walking, picking up hickory nuts, etc. Almost more people use Hickory Hills in the winter than the summer as Hickory Hills is very popular of a place to cross-country ski. I thinkthatit isveryfortunate that the Council has had sufficient foresight pre- - viously to purchase this land and set it aside from commerical and residential development.; I hope that the Council will continue to respect the value of this park and will consider it in any future flood control proposals. - - The solution to the problem of ;flood control on any river or creek is not an easy one -and:-is-often a matter of considerable contraversy and compromise. It is imperative, at this time, in particular, that careful planning, taking into consideration_ all the possible ramifications, be completed before the project progresses beyond the planning stage, and before a large amount of funds are invested. A recognization of the potential weighted against the potential advantages: I will damages that may be done must be look for action on your part in this matter: Sincerely yours, - Charles Schauberger CS/ls cc: Powers-WLllis and Associatea RECEIVED NOV 4 1975'; IOWA -ILLINOIS GAS AND ELECTRIC COMPANY -: -- DAVENPORT, IOWA : - JAMES COLBERT- VICE PRESIDENT -ADMINISTRATION October 27, 1975 To: Mayor of Iowa City - Iowa City, Iowa 52240 Subject: Notice of Filing of Changes to Gas Tariffs On October 15, 1975, we filed revised tariffs with the Iowa Commerce Commission to increase the deposit, for main extensions is excess of the free limit and to increase the charge for service piping in excess of the `free'limit. The proposed effective date of this change is November 15, 1975. On October -17, 1975, we filed revised tariffs with the Iowa Commerce Commission to change the availability of gas service.- we propose to authorize service for all single family residential customers and other new or additional loads not to exceed 500_ cubic feet per hour in the Fort Dodge service area and other new or additional loads not to exceed _3,000_cubic_feet per hour in all other service areas. The proposed effective date of this change is November 17, 1975. On October 24, 1975, we filed a new Limited Firm Gas Service Rate with the Iowa Commerce Commission which will be available on`a year-to-year basis to commercial and industrial customers who are now limited -in the amount of gas they can purchase because of our gas limitation. This rate will be available in all service areas except Fort Dodge. The proposed effective date of'this 'rate is : November 24, 1975. JC:nb RECEIVED OCT 2-8 1975 POST OFFICE BOX 4050, 206 EAST SECOND STREET, DAVENPORT,_ IOWA 52008 November 17, 1975 Is cc: City Clerk November 17, 1975 1S .: ;t iLlfi�Z/ iowt, HIGHWAY DIVIS10N 026 LINCOLN WAY A1.1125, IOWA 50010 515,296.1101 '. November 5,-1975 REF. No. Iowa l JohnsonCounty "ru-1-1 The Honorable Edgar Czarnecki mayor of Io:aa City - City IIall Iowa City, Iowa _ 522410 - - Dear mr. Czarnecki. Enclosed for your information and file is one (1) copy of the Final Environmental 'Impact Statement as prepared for the proposed -Iowa 1 improvement project ;which extends .from,%•;cst of the interchange with proposed Freeway 518 easterly to cast of:'the intersectionwithUS 6 and US 218 in Johnson County. This statement was approved by the Regional Federal Highway - :Administrator on October 17,-_1975, and subsequently for - warded ,to Washington, D.C. for final review by the US DOT and the President's Council on Environmental Quality (CEQ). The F116.A Division Administratoranticipatestaking action on-our request for design approval following the CEQ's 30-day review period which expi:res on'Aiovember 7.9, 1975, ! - Very truly yours, �:.-: . RoherL- 7K ll phrey i Project Planning Engineer, _DBD/nec Enc. i.. cc: _Barry S. Budd //_% Com• i Project Engineer Iowa DOT, Ames - RECEIVEDoV 10 1975 -OD!NLU Y„-GARIYiEft STr PIY IICAf!if WILT. IAIl.[_fArt;•1(ATII Aif9 PELF LCRE.10 R03ERTR.f!IGLLR L. STl fILEY Y_ItD%15PJl A!I lLIJJ17HD!:S New Henpton Ced:f: Rapids CR,pW,. 1lclrf✓n StMY GIy oon 5yncef DolYJCtY_:_. g ` TABLE OF CONTENTS. ' STATEMENT OF STATEMENT .....1 Project Description ........... • , .....1 ,Probable Environmental Impacts :. • • • ... , • .....1_ Alternates ...: 1 Reviewing Agencies .... ..... . ... ...... SECTION L DESCRIPTION AND PURPOSE' Project Description . `..........:...... • .,.... 4 -. _ ...;.-.-r 4 History of Project:.•.• •••• •••• •••• ................... .........6 Sufficiency Study Present Traffic ........ • • • - SECTION II. ALTERNATIVES............ 7 Relocated Iowa 1 • • ' • � :.... • • • • • • •7 Do Nothing ........:.............. Forecast Traffic Volumes 9 Construction Schedule . • • • ...... •9 Estimated Construction Cost ........ • SECTION III. SOCIAL, ECONOMIC AND ENVIRONMENTALSTUDY.........10 J. .. ... Economic Factors ..... • ..............10 Regional and Community Growth General Environmental Factors 11 Climate .. . ................ 11 - ............ - ...:.11 Topography......................... • ' Vegetation . . 12 Wildlife ...... ....... .. ..... . 12 . ......... Parks, Recreational Areas and Historic Sites ` 14 SECTION IV. LAND USE PLANNING ....... SECTION V. PROBABLE IMPACT ON THE PROPOSED ACTION UPON THE ENVIRONMENT _ , , , , .. • .....16 Relocation of Individuals and Businesses ........ 16 Management of Right-of-Way • • • • • • .. 17 Recreational and Scenic Areas Protection:: • • • , , 17 .. ... Utilities .........................17 Air Quality • • .18 Noise .... . . .......-; • . ..27 Drainage Modification Impacts 27 Construction Impacts . • , .. ..28 ' Erosion Control .... . ..........29 .. Salting Practices-................. TABLE OF CONTENTS (Cont d) ..30 , - Landscape Plantings...:.............................. .30 Outdoor Advertising Co ntrols Archaeological Sites .... ..................... . .............. • .31 - ADVERSE ENVIRONMENTAL EFFECTS SECTION VI. PROBABLE WHICH CANNOT BE AVOIDED ... ..... • .. ..............32 BETWEEN THE LOCAL SHORT-TERM SECTION VII. THE RELATIONSHIP AND THE MAINTENANCE AND ENHANCE- USES OF THE ENVIRONMENT 33 ' - MENT OF LONG-TERM PRODUCTIVITY .................. ........ SECTION VIII. IRREVERSIBLE AND IRRETRIEVABLE 34 COMMITMENTS OF RESOURCES ................ ..................... . SECTION IX. IMPACTS ON PROPERTIES AND SITES OF HISTORIC 35 ' AND CULTURAL SIGNIFICANCE ................ • SECTION X. COMMENTS AND COORDINATION ... ..........36 :..........53 APPENDIX A. .:............. `...............c... -ERIAL PHOTOGRAPHS ................. ...... :......._......:_....56 59 REFERENCES ................................. 1 1' FEDERAL HIGHWAY ADMINISTRATION ADMINISTRATIVE 'ACTION :. FINALENVIRONMENTAL STATEMENT IOWA 1, JOHNSON COUNTY, IOWA SUMMARY OF STATEMENT ' JULY, 1975 Project Description - The proposed project is an improvement and widen ing.of. the, present facility, beginning - approximately 600 feet west of the T-intersection of. Iowa l;.with an unnumbered' gravel road heading north. The project continues along the existing alignment of Iowa 1 to approximately 700 feet east of-its junction -with ,U.S. 6/218. The improvement will consist — of widening the existing two-lane roadway to a four-lane divided highway, with partial control of access where through traffic is given primary consideration, channelization of the intersection with U.S. 6/218 and an interchange with, proposed Freeway: 518. Theproject length is 2.2 miles. Probable Environmental Impacts The most significant negative impact of the proposed project will be the displacement of ' 11 mobile homes, three rural families and two businesses These displacements will involve - an estimated 40 individuals. It is not anticipated that minorities.or ethnic groups will be affected by the project. The noise environment will be adverselyaffected; largely due to the ' reduced spatial separation between the noise sensitive receivers and the widened roadway. The reconstruction of the existing alignment will necessitate the relocation of several utility Dines; however, this will be a short-term impact.-_ -,-. eThe major positive impact of the proposed project will be time savings, reduced operating costs, energy conservation and a safer highway facility. - rAlternate A relocation of Iowa 1 beginning ;-1 5.miles;west of the western end of the improvement, then curving north and east to rejoin; the, existing roadway:near, the airport, was studied. Principal land use within this corridor is farmstead. There would be little, if any, displacements necessary as the roadway would be routed so as to bypass farmsteads. Reviewing Agencies ' Copies of the -Draft Environmental Impact Statement were sent to the following reviewing agencies: 1 Federal Agencies Department of Housing and Urban Development * Department of Agriculture * Department of Interior Department of Health, Education and Welfare * Army Corps of Engineers Environmental Protection Agency State Agencies Iowa Development Commission Iowa Conservation Commission * Iowa Department of Soil Conservation , Iowa Natural Resources Council Department of Environmental Quality State Historical Society of Iowa i * ' State'Archaeologist *' -State Historical Preservation Officer r :, Local Agencies Johnson County Board of Supervisors * - Johnsari_CountyConservation Board; Planning Commission _ Johnson County Regional * City Manager, Iowa City " Private Organizations Iowa Confederation of Environmental Organizations , *Denotes a written reply was received. Quality on July 18 made available to the Council on Environmental This statement was 1972. additional concerning this be contacted for information ' The following persons can proposed project and Environmental'Impact Statement: Engineer Leon N.'L:arson, Division Federal Highway Administration Ames, Iowa 50010 Telephone 515-233-1664 Robert L- Humphrey _ Project Planning Engineer Highway_ Division Department of Transportation Ames, Iowa 50010 Telephone 515.296.1225 SECTION 1. DESCRIPTION OF THE PROJECT Project Description and Purpose Township ins near the SW corner of SectioNn' h U.S.6/U.S. The proposed it to Iowa 1 beg, two-lane rural and extends easterly 2.2 miles to its junction in Iowa City, 79N, Range 6W.:1.- Zig• She, propotion sed, project includes ththeerecosnstruct on of theeXnteC 1,rsection with U.S. t portion.to a four lane ovdo of drwo tage roads adjacent to Iowa 1 Refer to the aerial 6/U.S. 218 and p ect orientation., photographs at the end of this documentprof the existing pavement will be widened _ project, with a Beginning at the western terminus of the p 1 A county road on,the,north side to establish afour-lane section Access to Iowa l wiig ll be° ornately 300 feet frontage road bemgprovided for the iwe homese1 v .Il be relocat dhaPPWay which ,presently,intersects Iowa, l at a severe angle, T ' with, the improve,- Through this rural area Iowa l will consist of two west and 64-foot median between pavements 24-foot pavements with a_ is Tanned. The 1 - e with the proposed 518 freeway P The Freeway 518 Continuing northwesterly. an interchange the at Interstate 80 preliminary concept calls for Iowa 1 to be roused over, and terminating commencing near Iowa 92 m Washington Cote fficpresently'On U.S: 218 m 1owa 518, project, is planned to divert the through in Johnson County P act Statement for Freeway City:_ Recirculation_of a Draft_ Environmental Imp (FHWA-IOW,A EIS-75-7), was, directed by U S District Court for the Southern. District of Iowa, Freeway 518 and Iowa 1 are independent of each Central Division. ,This statement should be circulated for review and comment in the near future. The two proposed projects, „-. other. , switches from the East of the interchang e with Freeway 518, the additional roadway, a on the resent two Iowa 1 will be subject to north to the south side in _order to take advantage of south oexisti natural lowival t avel lanes. An ` lanes of travel. A moabila 'hesult of courtme ofconstruction substantial f existing substantial damage estimated.1.1 homes will require relocation. road, Ca Iowa 1 intersects with a local the existing land Northeast of, the, mobile home Ea t of the county road intersection, residential. The mediad crossover will be provided). , use patterns begin to change from agricultural/commercial to, lowe ation of the Iowa City proposed Improvement of Iowa 1 will -not mterre with t e oP Municipal Airport, which-is located south of the project.. oint'the fe Continuing easterly, the highway section enters an elongated curve. hway'c� inertial 64 foot median concept is discarded in favor'of a rased mediO1noo the intersection with ont Of`adjacent_land from this R with a frontage road establishments, occupy the maj Y ._ U S.6/U.S 218• Access to these establishments will be controlled, being provided. 3, a The eastern terminus of the Iowa 1 project occurs east of its junction with U.S. 6/U.S. ' 218. This intersection will be channelized to improve its operational efficiency. History of the Project The improvement of traffic flow`in the Iowa 1 corridor has.been studied by the Iowa At the August 11 1966. public hearing, the Department of Transportation since 1965 by city officials and representatives from'the Univers ity`of Iowa to r - IDOT,was encouraged construct Iowa 1 on new1ocation. The estimated on cost for both the relocation and the reconstruction of Iowa 1 were $2.1 million and $1.2 million respectively. - 1. At the design public hearing, held on February 3, 11, the concept of relocatingaowa 1 ng, 97 Planning Commission questioned received support; however; the Johnson County Regional location. The Commissions expressed the movement of the highway, from, its present were over the environmental, aesthetic and: economic aspects of, the project: The . i_ concerns original construction costs for the„relocation, and reconstruction` alternates were revised to These updated reflect inflation's impact and the omission of gas pipeline relocation costs. costs were as follows: Relocated Iowa 1 ... .,$2,962,000 - .$1.424,000 Present Iowa 1 ............. , After a review of the cost figures and public hearing comments, the IDOT recommended the construction of Iowa 1 on its present location. Because_of this change in project hearing was held on August 17;,1972, to present the IDOT's concept, another design public forthe reconstruction of existing Iowa 1 The City of Iowa City, the University of plans Iowa and the Johnson County Regional Planning Commission all supported' the reconstruction of the present alignment at the. hearing. ' Sufficiency Study =; The `Iowa Department of Transportation is responsible for the ,planning, design, highways in the State of Iowa. Under Chapter , construction and maintenance of all primary IDOT must prepare annually a 5 -year construction program. 307.5 of the Code of Iowa, the This program list definite projects in order of urgency. The relative urgency of. ,shall improvements shall be determined by the consideration of the physical condition, ' _ proposed safety and service characteristics of the various primary roads. The method by which the MOT considers these characteristics is known as the and service are used to r Sufficiency Study. Three basic factors; structural adequacy, safety the sufficiency rating for _a section of road. 'Structural, adequacy", measures the establish ability of the road section to offer the motorist reasonable assurance'of safe movement. specific volumes of traffic "Service:", measures the capability of the road to accommodate with a minimum of conflict. 4 The basic rating is then adjusted for intolerability, if any, based on the tolerable standard approach. A tolerable standard is defined as the minimum prudent geometrical or structural ' whichcan exist without being in critical need of upgrading: The rating is then -condition toreflect the effect of the existing volume of traffic to the traffic carrying capacity adjusted of the roadway-The.final adjustment compares the rating of, individual sections of highway to alLsections of the same highway and modifies the rating to emphasize either very good or very poor sections. ' A rating of 100 is the maximum sufficiency rating obtainable on any section of road. The numerical sufficiency rating classification is as follows: -_ SUFFICIENCY RATING SCALE Points Rating '90-100 Excellent 80- 89 Good 65- 79 Fair 50- 64 Tolerable 0- 49 Critical Table 1 shows the sufficiency rating for existing Iowa 1 in the project area. ' TABLE 1 1974 SUFFICIENCY RATINGS - I Rural or Rating Section Municipal Length Width ' From BOP to WCL of Iowa City R 1.12 22 25 From WCL to .58 mi. E. of WCL M .58 22 51 From .58 mi. E. of WCL to Begin M .38 18 16 Div. Asph. Section From Div. Asph. Section to S. Jct. M .12 48 81 U.S- 6/218 As can be seen from the above table, all but a very short section within the project termini fall within the "tolerable to critical" category with ratings as low as 16. - 1 1 - 5 Present Traffic The estimated 1975 Average Summer Weekday Traffic on Iowa 1 for the rural and urban portions of the project are 7200 and 14,100 respectively, These estimated volumes are based upon manual traffic counts, continuous traffic recorder data and historical trends in traffic growth. The existing traffic volume is represented by "Spring Weekday" traffic in order.to reflect the influence of trips generated by the University,of Iowa. 1 6 f - _ ' SECTION II. ALTERNATIVES CONSIDERED Relocated Iowa 1: A relocation of Iowa 1 beginning 1.5 miles west of the present route; ; improvement,- then curving north and east to rejoin"the existing roadway near the airport-=— was irport-=--was considered earlier during corridor studies' for the southwest bypass of.lowa City (Freeway 518). (Figured) This relocation alternate was studied in an attempt. to,solveahe. anticipated traffic problems within the confines of the University"of Iowa campus once--,,.-. ' Freeway 518 is complete. During the early planning stages of the Iowa 1'project, Universit officials expressed concern 1 about` the _heavy' traffic. volumes that. were predicted to use ; Melrose Avenue. Melrose Avenue is -an east -west city street which passes just south of the," University campus and would interchange with proposed Freeway 518 west of Iowa City. In, order to divert traffic from Melrose Avenue to Iowa', 1, a.:northerly relocation of the alignment was studied. By relocating Iowa'l:north of the existing alignment, the travel time ' provided by .this direct access from: Freeway. 518 to Iowa City would be reduced. Thus,:_ some of the traffic assigned to Melrose Avenuejwould divert to the relocation. objection to the new alignment of Iowa 1 was that it was disru 1 g public hearing -was held for this alternate on February 3, 1971. The primary � 9 ptive to farmlands, costlyand a duplication of trafIicservice. ' Subsequent to the design public hearing, additional study revealed added costs due to a pipeline within the relocation corridor. Further, communication with the University of Iowa---- indicated owa--- indicated that the original enrollment and employment figures for the institution were high and that growth -trends had, in -fact, stabilized. This leveling off of University growth substantially, reduces. the anticipated traffic demand upon Melrose Avenue and thus lessens "the SUI officials' concern about congestion on this facility` Due to the -public's objection to'the new alignment for Iowa 1, the added costs for pipeline' relocation and the revised enrollment and employment figures for SUI, the Iowa 1 relocation,concept was abandoned.: 4 Do Nothing ' The final alternative that must be considered is the,' Do Nothing" alternative. As can be seen from the traffic data, the increase in trafficbetween 1975,and 2000 would be 7500 vehicles' per, day (spring weekday)_ on the rural portion and 8000 vehicles per day on the urban section of the project. This increased'traffic on the present two-lane roadway would result in increased accidents, diminished service, increased noise pollution and.a generally inefficient roadway. The present pavement is in poor condition: it is pitted, cracked and requires frequent patching. These conditions warrant immediate attention. ' Forecast Traffic Volumes Table 2, below,indicates the predicted traffic volumes for Iowa 1 for the years 1980 and ' 2000. These volumes reflect the completion of the` 1995 Existing + Committed 1 SECTION 111- SOCIAL, ECONOMIC AND ENVIRONMENTAL57UDY Economic Factors ` patterns of Johnson County have been associated with both the expansion The economic_P area have e major employment opportunities in theaowa City that of .the Uiversity,of-Iowa.and with the growth trends of the local agriculeeaehowever, o?! enterprises. As _. It is exp... v a reflection of this trend, th 1 OOO,students. been in the service and governmental sectors of the -economy. L the general expansion of the University will stabilize at its present level of 20,, As a result of this leveling off in al sectors to offthe economy. is anticipa . ted that economic growth will shift to the general service and Indus o{ Iowa. the number of jobs 'expanemployment rate. In spite of the slow pas been suffpici pattern tooma stain is below average unemp a available in Iowa City _ the unemployment rate for men and women was 2.6% and According to 1970 Census data, 3.1% respectively. the increasing patterns of the urban fringe areas have ben I m tedeamount tof'zed consttruction of new The economic ' productivity of agricultural enterprises and by homes and highway related businesses. . Regional and Community Growth„ trends of Johnson County have also been in primarily In the past the population ri- of by the growth characteristics othe Universityyhasl undergone) significant cultural expansionr in its During the last thirty years, while the population of Johnson County and to ment level, Though growth in the county has enrollment facilities,)wa City a on has increased steadily. significantly. The 34.4% 1 - particularly in the Iowa City 9 has changeda reflection been continuous, the distribution of the population this -between the years 3% aonu11atio0 on. de rease during increase in total county Population trends. of urban growth as he rural areas experienced a my p P decade. The following table indicates the Johnson County population TA13LE4 POPULATION TRENDS % Change 1960-70 Johnson County 1970 1 _52.980 58.4 Urban 19,147 5.3. Rural 61614- 7.7 1 West Lucas Township„ 46850 40.1 Iowa City, 6,130.160.1 Coralville 1,265 50.4 University Heights - 1 ' 10 L sustains a variety of wildlife. Whitetail ' Countygray squirrel, eastern fox Wildlife - The natural habitat of woodchuck, eastern g Y red fox, gray fox; badger, tail weasel are the more ' deer. eastern cottontail and long mink; beaver, squirrel, striped skunk, oppossum, cies. Fur producing mammals include the muskrat, common terrestrial spe gray fox. raccoon and both the red and g Y arks, recreationa;areas brief discussionor historic of Parks, Recreational Areas and Historic ovemtent toIowa1. Following Refer to Figure will be affected by the proposed imp the recreational and historic parks rvailable to ecreationalrareasnts of Johnson County. 2 for the location of the p is the largest and most The Coralville Reservoir, located five miles north of Iowa City, r d both influential, lville Reser area in Johnson County. Within the'19,305 acres of the reservoir the United States Corps of Engineers maintains ten recreation sites, develops .project, ' - as natural and improved areas. Included a Wildlife Refuge and the Lake MacBride State in the boundaries of the reservoir, but under the control of the Iowa state Conservation Commission, are the Hawkey Park (occupying 12,195 and 1970 acres respectively). he Old Capitol Building and Plum Grove, are located in Two significant historic sites, t 1 Iowa City. Iowa City. The Old Capitol Building housed 46eu^til'1857. The seat of the first Territorial Government in Iowa was it Burlington but Iowa's first ' permanent_ capitol -was built at Legislature from 1842 until 1846, and: the Iowa State Legislature from Construction is now underway to restore the Old Capitol as an historic landmark. um Grove is the restored home of the first governor of Iowa, Robert Lucas. The home PI has been furnished with pieces authentic to the period. have recently been added to the National Register acknowledged historic sites will be affected Ten additional sites within Iowa City of Historic Places. None of these more recently by the Iowa 1 project. 1 1 PARKSAWND RECREATIONOL AREAS - IN JOHNSON COUNTY i ' SWAN LAKE HAWKEYE- WILDLIFE AREA - GREEN CASTLE AREA 44 ACRES 12,195 ACRES 8 ACRES T— !r ` ^^ ; _.r1• y `— r ru T — c LAKE MCBRIDE s.l. STATE PARK - -+-��.�'"".1970 ACRES � v `•—a1<• -+i. � 5 �.�- : �1._y.a.��__ STAINBROOK STATE PRESERVE ! 7 s 32 ACRES ,• -',.•'1. j--�.... ,..._ V �1 '.� r g .) a-.'''oa' Y- .SAND OLD STATE QUARRY 8 ACRES - CORALVILLE It RESERVOIR UNCOMMITTED 14 �` tt' i' 5040 ACRES - rte_ 1 TEN CORPS AREA 4, w7e.6 .' i•.~>✓+yE.QP- � ��- 100 ACRES ,. y... " �'.• yr +moi` /••� i, + �i��- SCOTT CHURCH • � WAYSIDE 5 ACRES `l; , '. • tr. i ''< +i HILLS ACCESS —,r,- a.�'c's' •.. _ -N co 40 ACRESIt A PTA, _ % I D. • .. - N� j WALKER PARK J I -ACRE FW. KENT PARK •r._• 1n•• 3. .;I LEGEND 853 ACRES `FEDERAL JURISDICTION STATE -JURISDICTION RIVER JUNCTION 12 ACRES ! COUNTY JURISDICTION SCALE.IN MILES 1 0 1 2 3 FIGURE 2 1 SECTION IV. LAND USE PLANNING In proposed highway project it necessary to examine the and anticipate and reflect future the process of evaluating any land use patterns adjacent to the highway corridor existing within the design of the highway project. I development cultivatedfarmland at - the -western terminus from Low Present la d use varies terminus• service stationand retail outlets t the eastern Because of the development residential development has occurred in the area of Sunset Drive. it be necessary to either density improvement (i.e., restricted access) new frontage to the commercial nature of the highway imp ' maintain existing frontage roads or construct establishments. _ . Land Use Plan prepared by the Johnson County Regional Planning north a nd south The Preliminary that significant changes to the land use (see Figure 3) indicateseeway r Commission eoand multiplesed ,family residential. No Iowa 1 in the vicinity of the interchange of into sinwith gle anticipated that this land will be developed 9 within the Iowa 1 or other significant changes to existing land uses are planned anticipated fcorridor. the expectation that this residential development will occur, the ReJohnson County Space Plan"` "Parks, With iO location o the park Regional Planning Commission has proposed in its to serve the area. The preliminary that a community park be developed is north of the Iowa 1 corridor. 1 14 ji "V+ • l�y' :�J �. I • ..r 1 ij.V ila, �� _: _ i § •'�- I J� �' �+• S31 y .r_ �y•-i{a `\ Y.. 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D A A N y Z ➢ D r rz m0 N W n= r n, >� r r m a; Z r AA rn I - m A D r r n —I D m5-4 o _ Y o 0 0➢ rn Z —I Om - A m m Z 70 Z YS m = S Z p Z .1 ZO -a N ➢ > j W D v r r- C O ' m n r m D I IBM _� J � �y V / OV 0 SECTION V. PROBABLE IMPACT OF THE PROPOSED ACTION ' ON THE ENVIRONMENT Relocation of Individuals and Businesses The displacement of individuals and businesses will be the major negative impact of the , Iowa 1 project. Three owner-occupied =homesnine'owneroccupied mobile homes, two tenant -occupied mobile homes and two businesses will be displaced. Additionally, the continued operation of the mobile home court affected by the project is in doubt'in that out of the 30 trailer lots, 11 will be affected by the project. s The disruption to businesses and residences to be relocated by this project will be'offset - by acquisition payments supplemented by relocation assistance. The acquisition payment is the payment made to the owner for land and buildings. The"amount is based on`the'fair market value as determined by appraisal which is guided by current sales and current prices. In addition, the Highway Division; under -provisions of -the Federal Uniform Relocation Assistance and Real Property Acquisition` Policies Act of 1970 and House File 182, 64th General Assembly, State Iowa, will provide' relocation assistance to all eligible relocatees -of of a highway project. This'program'offers payment to landowners, tenants, businesses and farm -operations for various moving expenses and othercertain additional payments; when necessary, to'assist in finding a suitable replacement house, -business or farm, as well as pay for 'actual direct losses of tangible personal,property'as`a result of discontinuing a business or farm operation. The reconstruction of Iowa 1 is not anticipated to affect a particular group or segment of the population nor is it expected to be in conflict with the provisions of Title VI of the Civil Rights Act of 1964. r Those families forced to relocate should be able to find suitable replacement housing in the same part of the city. - Management of Right -of -Way for Wildlife Habitat Widening the roadway to four lanes will require the taking of farmland along the'rural portion of the alignment. Some wildlife habitat in the present right-of-way in the rural segment will be disrupted byconstruction,but proper Iplanting and a policy of no -mowing and controlledspraying will restore the right-of-way and will provide cover comparable to _ that: now being'provided. The Highway Division does not mow any highway rights-of-way until after July.:1. Therpolicy was.instituted'to`•insurerthat nesting habitat within the right-of-way is: not disturbed during the peak• nesting. season. After July 1, mowing' is restricted to. medians and to cutting a single swath along foreslopes. Blanket spraying of the right-of-way is not practiced. The use of herbicides (mainly 2,4-D) is limited to control of noxious : weeds. When spraying is required,"the herbicide is applied in'emulsion form to minimize drift. '- 16 • , i • Recreational and Scenic Areas Protection The cities of Iowa City and Coralville maintain 21 parks covering more than 200 acres of land. There are no existing parks within the project corridor. The Johnson County Regional Planning Commission's "Parks, Recreational and Open Space Plan" proposes a community park, north of Iowa 1 to serve -the anticipated development of,the land into residential use. No land from this proposed park will be taken by the Iowa 1 project. Utilities The following public utilities serve the area through which the proposed Iowa 1 project corridor would pass: Northwestern. Bell -telephone lines. Iowa Illinois.Light.& Power - natural gas main . Municipally owned,- storm sewers, sanitary sewers, water mains , New construction and improvement within the existing right-of-way would require the relocation of, -.Some public utility: installations. These installations would be relocated within the-new-right-of-way.where possible The:cost of-such_a relocation would be assumed by the utility.company,or municipality,: if the facilities are located within the existing right-of-way. If the, present utility facility, is,outside the;existing right-of-way:and the project necessitates its relocation the cost would be borne by the Highway Division:- In the case ofstorm sewers, relocation, within the.right-of-way, would be a joint project of the: state. and municipality The; cost would be apportioned on the basis of ,the relative' amounts of drainage into the single system from the roadway itself and -lands adjacent to.it. , Disruption of utility service due to the project would be minimal if at all. The relocation of these facilities involves disruption of ground surface and :vegetative , cover. This activity will be coordinated with right-of-way expansion and is not expected to be of environmental significance. Air Quality Highway related airpollution exists in the;form of various emissions from the internal , combustion,_engine. These: emissions include carbon monoxide, hydrocarbons; oxides of nitrogen and particulate material Carbon monoxide is notorious for its lethal effects when allowed to accumulate to high. concentrations. Hydrocarbons bythemselves have no harmful health. effects;,:;However, these,Iatter:•compounds; react:with:-oxides of nitrogen in the f presence of ,sunlight.toform-secondary pollutants called photochemical oxidants. These discomfort and property secondary pollutants are known to cause eye irritation, respiratory impacts of highway damage. •Two factors determine the potentiahfor significantly- adverse these is meteorological conditions which favor minimal air related air pollution. The first of 17 , movement and much sunshine. The second determining factor is,high.trafficvolumes,which ' concentrate the emissions -_in a specific area.,, Neither. of these determining factors exist within the Iowa l project corridor. Meteorological; conditions are those typicalof ,east central; Iowa and.are characterized by prevailing winds and variable insolation. The moderate traffic volumes predicted ,for improved Iowa, l are not expected to pose a significant threat to the favorable ambient air quality. Iowa's Department of Environmental Quality has provided for such conditions in its Guidelines of the Department of Environmental.Quality for Review of Federally_F.unded Highway. Projects,_(Decembenl2; 1974). With,lowa's favorable meteorological, conditions,in . mind, the Air, Quality, Management Division, of this .agency hasestablished certain cutoff traffic volumes which,must be exceeded before a detailed air quality, analysis is required for a determination, of consistency with the State Implementation Plan for maintenance of the national ambient air quality standards. Projects with predicted critical year traffic volumes below the specified cut-off volumes are of no presentconc1.ern because of_their very minor air quality impact. The following table compares the 1 -hour and 8 -hour cut-off volumes to those,.critical year volumes anticipated, for improved Iowa 1. The anticipated _year, of completion 1980; is considered.the critical_year.as the-trafficvolumes and motor vehicle emission factors result in the_highestpollution potential.: TABLE.6 DETERMINATION OF_CONSISTENCY WITH SIP DEQ 1 -hour Iowa 1 Peak DEQ 8 -hour Iowa 1 Peak. Cutoff Volume* 1 -Hour. Volume** Cut-off Volume* 8 -hour Volume** 3490 2360 20320- 11013 *Table III, DEQ,Guidelines of December 12,.1974 (30 mph) **Predicted.1980 volumes on most heavily traveled portion of project alignment From the table it is evident that future traffic volumes will have a very minor impact upon,air:quality, within the; project corridor and -the reconstruction of Iowa Lis consistent with, the State Implementation Plan for maintenance of the ambient air quality standards. DESIGN. PHASE NOISE STUDY Introduction The,lowa Department.of Transportation has proposed thata portion of Iowa.Highway 1 in;Johnson County be reconstructed to,accommodate,four traffic lanes. This improvement will extend from just west of the.proposed.; Freeway_518 interchange; to just east of the junction with U.S. 6 and U.S. 218, a distance of 2.6 miles. The project is scheduled for federal -aid participation and is subject to the noise analysis provisions of Federal Highway 18, } Administration Policy andProcedure Memorandum'90-2. A noise study was originally `. =conducted in 1972 in conjunction with the preparation of the Draft EIS for this project. `After" consultation with`the' Federal" Highway Administration; it was decided to update the original 'study inlight of'more refined methodology' which has been developed in recent years` relative to highway-related noise impact analysis. Project Description The reconstruction will follow the generalalignment of the'existing two-lane roadway. , Four traffic lanes will be provided with a median varying from four feet to sixty-four feet in width. No extensive changes in grade are planned in connection with the project Land use _ , varies from agricultural' and scattered residential near the western' project terminus-to strip -type commercial developmentadjacent to'lowa 1 near the eastern terminus. HIGHWAY NOISE FUNDAMENTALS: Before assessing the noise impact of this project upon the environment an overview of , .. noise, its measurement; composition; effect; prediction and control is needed. The discussion will be brief, however, and if further elaboration is' required reference to the manual, Fundmenta/s and Abatement of Highway Traffic Noise, (Bolt Beranek and Newman, U.S. Department of Transportation, 1973), should provide a more detailed explanation of the noise problem. Measurement: as "feet" are used to measure distance, and "degrees" are used to -Just mea sure'temperature, "decibels" are used to measure sound'intensity. Decibels, (dB), are logarithmic units which serve as a"reference to sound pressure. The reference point, (OdB), is the level upon which noise is measured. , Frequency: The normal frequency range of hearing for most people extends from a low frequency of 20 Hertz to a high frequency of10,000 to 15,000 Hertz. A'given sound can be divided into frequency_ components. That nc'tcan be w much 0 he noise is de ermi is h tfrequency and how the middle low frequency, how much is high ,freque ymuch range. 1 ? Weighting Networks: Sound level meters have the capability of filtering out-certain ,- frequency ranges'The A-scale weighting circuit is normally used because it approximates the , - frequency response to the average young human ear. Studies haverevealed that when people 'a make relative judgments of the "loudness' or "annoyance" of noise, their" evaluations'_ most closely correspond to the A-scale sound levels of those noises. : Traffic Noise: Vehicles make sounds during their operations over roadways, from engine and exhaust, tire-roadway interaction brakes; air'' disturbance and chassis and/or load vibration. The total sound varies dependent-upon the number °of vehicles, the operating`speed, the physical design of the road and vehicle type complexion or mix.' 19 Effect of Noise: The degree of disturbance or annoyance of unwanted noise depends essentially upon three things. 1. The amount an;d nature of the intruding noise. before the 2. The ' amount of background noise present intruding noise. The nature of the working or living activity (land use) of the 3. occupying the area where the noise is heard. 1 people common indoor and outdoor ces. Also noise rtable Figure 4 indicates the decibel level of was The latter use ese design noise levels by IFHWA toand included in this figure are the a as a guide for the by the Federal Highway Administration ( ) An to the design noise level prepared exception maximum noise levels allowed for specific land uses. feasible, prudent, or effective method of _ may be approved by the FHWA if there is no 1 attenuating the highway noise. ogram Prediction: Research conducted by the National Cooperativeesearch be predicted. The pa armete s ' has established a method by which highway noise- may design-hour traffic volumes, percent trucks, speed, incorporated into the analysis are: and the unique design features of the distance from the highway to the noise receiver, to the existing ambient noise level indicates the roadway. Comparison of the predicted value the upon the location selected for analysis of project probable noise impact. Noise Abatement: There are two methods by which, highway noise, may-be-reduced: (1) controls and, (2) highway noise control bettermuffler systems and other vehicle noise `an area that 'must be treated by industrial . design features. The first technique is of noise guidelines::However, the ie re neeon modifications or legislative restrictions or ded, by the is method.which can be employed, wh =, abatement design techniques a If the highway.project has a severe noiseimpactupon state highway departments. proposed changes are neither feasible nor prudent, noise abatement the environment, and alignment should be investigated. procedures for attenuating highway noise where costs and other considerations ' An effective means be justified, is the construction of a, barrier between the noise source and the receiver. barrier depend upon the can The height, length and physical composition requirements of the density cif-thedesechniques arei td.physical arrangement and nffec andepla0nt ng ofs vegetation. Teetand hedge include depressed or elevated. roadway 9 form are of aesthetic and plantings, while not effective attenuator unless in concentrated psychological value. Noise Analysis The first step in analyzing the impact of Iowa l,traffic_noise within the, study area was the length of the selection of twelve individual study sites which are located throughout affected by Iowa-1 traffic zhe oroject and which represent those noise sensitive land uses most 20 From Table'1 it is shown that future traffic noise on improved Iowa 1 as experienced by adjacent land' use, is expected to approach. or exceed -the applicable design noise _levels in 1980, the estimated year of project -completion, and to.exceed, at seven of the twelve sites, , these design noise levels in the project design year, 2000.= As was indicated in the introductory, portion concerning noise abatement, design strategies to alleviate noise problems are limited in number. Since, utiIization of the existing roadway limits to a certain -extent -the horizontal and vertical alignments.in.final design of the improved facility; the remaining•optionsswill include the incorporation.of cgise barriers _ , into final design'.' However, consideration of;this -method must,acknowledge other factors including costs and aesthetic limitations encountered:' In areas such as•the._Iowa. 1,corridor, where noise sensitive sites are sparsely arranged throughout thelengthof, the project, the costs of such barriers, both monetary and aesthetic, cannot be justified in light of the noise reduction benefits to be achieved. The Federal Highway Administration recognizes this type of situation by allowing exceptions to the -design noise levels of PPM 90-2 under such , conditions. At this point in time it would appear that exceptions to the design noise levels would be required for the approximately20 residences'and•10 commercial establishments for which excessive noise levels are predicted. It must also be recognized that land use ' adjacent to Iowa'1 maybe subject to change during the'next six -to eight years and that - conclusions drawn as to how best to comply with the noise standards may be revised as a ` result. These predicted increases in LIO range -from one dBA to eighteen dBA at the twelve study sites.' The impact of these increases"'are largely a function of subjective human attitudestoward the noise environment. However, certain quantitative measures of noise , r criteria have been established which may provide an indication of the public reaction to predicted noise increases. In general terms the "response to noise increase may be gauged Upon the following information: , A one dBA increase in noise level cannot be recognized by a listener. A three dBA increase in noise level is a barely perceptible change. A five dBA increase in noise level is detectable as a minor increase. ; A ten dBA increase is approximately equal to a doubling of the loudness. More specifically the impact of certain noise levels upon a -selected activity, effective` - speech communication, is indicated in Table 9. -- 1 23 .. . TABLE 9 MAXIMUM L10 A-SCALE NOISE LEVELS THAT WILL PERMIT BARELY ACCEPTABLE SPEECH.COMMUNICATION FOR VOICE LEVELS AND LISTENER DISTANCES;SHOWN, VOICE LEVEL*-,,' Very Distance ({t.) Low. Normal Raised Loud 1 66 dBA 7' '78 - 78 dBA : 84 dBA 2 60 dBA 66;dBA 72 dBA 74 dBA 56 dBA 62 dBA 68 dBA 3 66 dBA, 72 dBA q 54 dBA 60 dBA ' 5 52 dBA 58 dBA 64 dBA : 70 dBA 6 50 dBA 56 dBA 62 dBA 68 dBA 12 44 dBA 50 dBA 56 dBA 62 dBA *Based on, men's voices, standing face-to face outdoors. Source: Bolt Beranek and ,Newman 1 Summary and Conclusionise ` ve and uses expected to be esentrtheno Twelve study, sites were selected to reprfrom improvedsIowa 1 (Both immed ate (1980) most affected. by traffic noise emanating . ,_ and longer range (2000) increases as a result Oft 1;mprovement were predicted for these sites using FHWA approved, noise prediction methods. The increases in L10 noise so estimated are a,result_of both ,normal yearly traffic growth and.in;.some instances a 'reduction in the roadway-receiver-,distance as a result of the construction of the additionto al two lanes. Approximately 20 residences and 10 commercial-use buildings are expected he ' have experienced -noise levels in excess. ofthe-design noise levelos e y 'corr dor., T Tyear his wide residential.sites.are distributed throughout the length of the,p 1 separation of sites does not lend itself to the effluent utilization of noise barriers to achieve must be, tr ' the desirable. exce tions to the design noae'i 'level ach elevels wouldsis it would abe equiedefor the rescase idential land appear that ..,p. ven use sites adjacent to Iowa 1. In the case of the commercial land use, the proximity an d. the sites to the highway, the frequency of access points; traffic saetalldacttt nreduce the the desire,,for exposure to, passing traffic for ad1. 11,, ing,„purposes applicability of the barrier approach to noise, v.1 ith the noiset1 tandardse inthebest..public would seem to be the means.of complying interest. However, since land use along this urban fringe area is expected to change significantly,:from; its present level of development_in,future years, i0 2 recommended that specific methods, of compliance-with the noise standards of PPM 90x2 be reevaluated at a date closer to the time of actual reconstruction in order that the most confident decisions may be made. 24 Need for Exceptions to Design Noise Levels , The Iowa 1,noise study has revealed five category B and two category C. land use sites at esign life ., , which the design noise levels of PPM 90-2 are ;expected,to be exceeded endix B og the f the PPM of the proposed improvement In accordance with Paragraph, 2b. App feasible noise abatement measures `"were tforoughiy' considered 'and their costs and , ld limitations were weighed against the benefits which coube chieved. In addition; lesser a measures that could result in significant noise reduction were considered. Each of the sites are discussed individually in the following paragraphs. ear the western project terminus. Site Number ,`represents four homes south of Iowa 1 n Although the design noise level isnot predicted to be exceeded, these homes are fully , exposed to the`h,ighway traffic noise with66 intervening terrain tolessenthe impact. A o be several hundred noise barrier at this site would have tfe1.et in length and would have gaps at the driveways`to the homes. The breaks in the barrier, at these points would reduce its , rom the noise reduction capability and the physical dimensions, of the barrier would detract fou d not surrounding rural., aesthetics. Limited space between the house and the roadway permit the construction of a more aesthetically desirable earthen berm. ' Site 2 represents two homes located on opposite sides ,of Iowa11 Noise barriers constructed between these homes and the highway N!ould not appear to be economically justified in light of limited noise reduction benefits to be -achieved. This technique would , also have aesthetic limitations. Site 3 represents a 4-plex apartment building and a house/beauty salon. These buildings are partially protected by intervening terrain however the limited space between buildings and the roedwayprevents th1.e application of barner-type noise reduction techniques for the purpose-- being urpose of further traffic noise attenuation , ly Site 4-r . epresents two automotive dealerships which are regarded lCab eedesign noise level. noise sensitive. Predicted design year L10 does not exceed the app ' Site 5 is a mobile home court and is currently protected from Iowa 1 traffic noise by a natural berm acid also by two intervening rows of mobile homes which will be relocated by the construction of the two new traffic lanes The proximity of the remaining mobile home units to the roadway would ` make the construction of a noise barrier difficult and the -e8 elevated nature of the homes'a. the highway would also reduce the applicability of this method. , Site 6 represents two automobile dealership lots. The sensitivity of this particular land e e to'traffic`noise is open-to:question Points of access would create gaps in any ,'. proposed. Site 7 represents two homes in'the Bryn Mawr subdivision most subject to Iowamaking , noise. These homes are elevated approximately 15 feet above the roadway, g 25 a solid noise wa 1 traffic. The physical dimensions IICI tion of this vulnerable to noise emanating from Io barrier constructed to alleviate this noise would prevent the practical app method at this site: 1 Site 8'represents a single house and an associated car 11 Anoise barrier to reduce the noise at the home would have to be disproportionately long resulting in an ' undesirable aesthetic appearance. in_compansion to the noise reduction benefits achieved. . industrial and less noiseaensitive. It is felt the Land use in.this areais expected to become noise barrier approach in this instance would not be in the best public interest. Site 9 represents the commercial developments located-adjacent-to,andouth of Iowa 1 near the eastern project terminus. The construction of*noise barriers in this area would not be suitable in. light of .limited space between the;:receivers: and. the. roadway, and the g a safety hazard to motorists. Here again the frequency probability of a solid barrier creatin of access points would create gaps in the barrier, redl�uocNne (s.,afb trier would have alesser-- itselfcouldadversely affect commercial advertising. Portion of,the project. effect upon overall aesthetics in this'densely. developed _ Site10is a single residence. The noise impact anticipated warrants theconsideration of a noise barrier. It .is generally not deemed in the best.public interest,: however. to noise barriers to protect indivt eIa homes. This stand is based upon overall costs, both monetary and aesthetic t indi paraon.to the noise reduction benefits to be achieved. These- ' costs would be magnified at this site due to its location on a corner... Site 11 represents residential land use near the eastern project terminus. An adquate -, between these homes and Iowa` 1 so that the design noise level is not buffer zone exists predicted to be exceeded and no exceptions are required. Site 12. represents two commercial establishments north, of Iowa -1 near the eastern 1 project terminus: As both of these are automotive -related of motive -related service stations the sen i questiona ability oflnoie. serreducere 'n the tion methods y to the and nd the success adway and these land uses to traffic noise is of the reduce the app 1 points of access businesses is partially dependent" on maintaining their view from . -Iowa 1 and easy accessibility from the roadway. ' Other measures considered which would reduce in varying degrees the future noise levels at all study sites included the depression of the grade line oftIowa :lanes a Shanis d designtechnique addUa would, however;__ prevent the utilization --of the existing disproportionate amount to the ^original concept cost This: increase is estimated to be in excess of 100% of the original cost. A.second measure which would lower the overall noise level adjacent auck o Iowa 1 -would be the rerouting of truck traffics. Although necessary to server the traffic is: limited; a ,certain amount; of .l cal tr of whi'hJs within the project corridor. -commercial development of Iowa City, a,portion Rerouting local aervice;truck traffic -would only.shift:truck noise to other local streets. -,It or will continue to serve as an access route to the south would seemthat the Iowa 1 corrid 26 1 Iowa City'area, especially m.light"of .the interchange proposed with Freeway 518._Speed noise levels; however, this would limit reductions could also serve to reduce highway-related improvement which is to enhance the efficient movement conflict with the purpose of the these noise abatement tactics are considered to be in of vehiculantraffic. None of general ,the best public interest because of the limitations cited.. From the above individual analyses and the general noise reduction techniques applicable noise levels to to the entire project corridor.- it is established that.reduction of anticipated in the best overall public interest , desirable design levels by currently available means is not to the design noise levels for: the particular highway section involved. Approved exceptions r highway section FHWA noise standards. The approval of the exceptions are required in the 2, 3; 6; 7; 8, 10 and 12 will be requested. , 'for the land use represented by sites Drainage Modification Impacts in the area will be changed little by the reconstruction of Iowa 1. An Drainage patterns intermittent drainage in the vicinity of the airport would be crossed by,It. project. There_ of a are a few widelyscattered trees and brush along this intermittent waterway nstallation el the removal of some brush. Water , _.would necessitate box culvert carry .this drainage of this culvert'w ould 6e minimal .and temporary due 'pollution resulting from construction -- size and intermittent na ture of the drainage: Any,tile lines'or outlets that are the terraces to small disrupted will be replaced to conform--with the-reconstruction. Any existing be blocked or diked at the point of interception, retaining: ` intercepted by construction will the remainder of the terrace. Construction Impacts environmental , The construction phase of reconstructed Iowa 1 could cause some adverse area would be affected impacts. The noise level and air,and water quality of the project 'during the actual construction- , Noise generated by heavy-duty construction equipment -would cuase a temporary the construction site. Although only a disturbance to anyone in close proximity to actual be expected to exercise good judgment in , temporary disruption, contractors would minimizing noise as much as possible " - - _ Landscape wastes would be created as a result of clearing and grubbing fon expanded be in the-project fill, hauled to a landfill or ' right-of-way. These wastes'either would' used This burning would result in short.durational air pollution_ burned at the I construction site. would not permanently alter the local'air-quality. -The actual pollution , situations. which that occurs during this burning wastes would depondilargely on the composition of the "place least one-fourth mile waste as well as the weather °conditions: All burning will take at :daylight hours and periods of from inhabited' areas., Open burning-will be.Iimited'to to follow'. the regulations set favorable wind speed and direction. Contractors are required Environmental Quality in regard to open burning of forth by the Iowa Department of unt ing construction wdi tablef,ebut oshouldf beair sl ghtube auserthe ahmount of andto beproject ncleared s penod- is unpre ' mammal. Erosion,Control _ greatly ' It is recognized that one of the effects of highway construction is then increased potential for , soil _ erosion and for excess sediment deposition. During the is exPo. construction phaste C� hextrelme weather ve covering of sed t o d tons would make theherosionco1f topsoil from 1 vegetation. As such, project area that disturbed and. such, areas unavoidable. Also, there is one creek in the proj would; be vulnerable �easedcess sediment. sediment depostss upon: aquatic resources sult of ecou osition as Idlastfo'roseveral -' adverse effects of i years. ; 1975) stipulates that no land ter 467 D, Code of Iowa,j the soil lowas conseryancyaaw (Chap ,_ should, be made to lose ,more than a limited amount of,topsoil.as:presces are by conservation -district. Consequently temporary i erosion control measures are: instituted L drains. during the construction phase to minimize soil: loss until. permanent measures an be instituted These, procedures.indude the construction o9berms,.dikes, dams. slope poll control measures may be needed in areas' and sediment .basins and the -use of-fiber, mats, net gravel, mulches and grasses. In ' addition, some of these temporary p outside the right-of-way where construction has necessitated the development and use of rocesses of the water borrow pit operations, haul roads and equipment storage sites. Successful reduction of soil' ' erosion through these measures will protect the natural sedimentation p course from disruption during construction. nto es I Contractors are also.r osvre t Under no conditions on shall the amountnof surface rarea oincorporate all pe f the,profect,as.soon,asp excavation, borrow, or fill"within�the erodible earth; material_, exposed at _one time. by: right-of-Way. exceed 750,000 square feet, .without prior approval bythe ermlanent measures. mulching, seeding and control,,-of surface dramage'are among employed for; erosion control. s to ' ide ontrol soil Various species of plants f these plants have deep and to c fib ous root systems ms whichastabilizevthe _- wildlife habitat. Many o complete; vegetative -cover that. protects the soil from wind three soil In addition, they- provide a comp. grasses, and raindrop impact- The following speciesseed 1Xis fused Sfornpermanenaseedingof highway legumes and ,once.;native' P _ rights-of-way unless otherwise specified in project plans: 15 lbs. per acre Kentucky 31 fescue 8 lbs. per acre Brome 3 lbs. per acre Switchgrass(Blackwell) 5 lbs. per acre Alfalfa (no,rthern grown) Birdsfoottrefoil (Empire) 31bs per acre Alsike clover" 3 lbs. per acre ' .Perennial ryegrass 516S. Per acre Kentucky 31 fescue, which makes up the highest proportion of this seed<mixture' is ' unparalleled for erosion control. This and the other domestic grasses (brome and ryegrass) -_ _-____ become: established_ within threeto four-rrionths; providing food and cover for wildlife in addition'. to-..erosion control. The legumes trefoil; and clover) increase soil fertility by their contribution to the soil's 1, usable nitrogen content.:'' , Native prairie species offer a wide •variety of functional plantings. Since they, are perennials and most so-called weed species'-are annuals, the native priaire plants are extremely competitive once they become established: T_he`variety'of species in this group provides many forms and colors, reduces the likelihood of destruction by a single disease and diminishes the need for maintenance since neither mowing nor blanket spraying is , needed for:weed control. The prairie species are also historically compatible plants for Iowa whose rich agricultural soil was developedunder prairie vegetation. However, seed supplies _ for native prairie species are scarce and expensive and"these grasses often require three to five growing seasons to become established: Consequently prairie, species are a poor choice: _where the potential for erosion exists For these reasons natrve"switchgrass is the only natural; representative in this mixture and this species is used since it is the most easily _- established of the native grasses. Salting Practices Since the institution of the "bare pavement" policy *as the'standard for wintertime road safety, use of roadway deicers as the major means for implementing this policy has become , widespread. A method of prewetting salt with` liquid' calcium chloride before application to_ the road surface has been devised: by the Maintenance Department at the-lowa Department of,Transportation.-.This prewettingi technique provides accelerated deicing of pavement at'" temperatures down:to zero degrees Fahrenheit; cuts salt`waste; reduces salt"usage up o 40%, ' and-reduces salt,runoff.'Jhese deicing -salts`--still have some adverse effects on roadside' - vegetation and water-courses, but substitutes for sodium and calcium chloride are expensive and impractical, lack comparable effectiveness and are as toxic or more so than the salts , - -- presently in use. '- - - - - It is not possible to know the existing salt concentrations In the'soil and groundwater" adjacent to the proposed project without sampling and testing. Research studies conducted in Maine, where annual applicationsof deicing salts exceed the rate in Iowa by three or four " times, revealed from soil samples collected at 22 sites; afdistances from the roadway of 0, 30 and 60 feet, that sodium values averaged 281, 139 and 96 ppm respectively and calcium, values were 116,79 and 54 ppm. The impact of salting practices in Iowa should be minimal compared to the Maine results.. This fact is supported by the absence of vegetative damage to be reported, except for 29 , , reached planted in an area where runoff from maghighway he impact.Of isolated cases where shrubs were p report, however, of grass damages. such splantings,•Thererare no Inc' adjacent! corridor of the Iowa, 1 deicing chemicals •to the vegetation - deicing - project is expected to be insignificant Landscape Plantings,ed These are he grasses, legumes s of plants are employ and the shrubs used as Three basicallyAifferent use-type31 and birds and small and .forbs-.used for general c se plants p ov denwildlife hob tats for nesting living snow fence. All of these p mammals. Depending on the location in the state and the terrain and nature of the project: various ume5 and fortis are used: -The following discus fiooQ?f landscape combinations of grassesl•1eg rs and to the rural portion of the Iowa 1 p J plantings would be applicable p - tants which stabilize the soil by virtue of These plantings provide many deep rooted p impact by. virtue of -their protect it from: wind erosionand n gig drop away plantings has begun their root systems and P of native prairie sp and as they are perennials complete cover. Increasing usagetants are extremely in selected areas. A large variety of plants is included in this group ecies=are. annuals the native plants this. group and most •so-called• weed,sp a single disease, competitiveoonce they,,become;established,,.The:_great:variety reduces the likelihood: of; destructionyis needed .for provides:many:forms_and colors, nor blaket spraying endable wildlife cover and food source. reduces the -need for. maintenance since neither mowing farmed areas of;lowa:where weed control, and provides a continuous and in the_ intensively sand rain crop This latter attribute is especially imphethant nesting sites in more and more land is being Cultivated for corn and soybeans ductive P rather than g e portion of;-.the,p alible plants for hayfields•which haveiprovided'aaar ei� a species are the historically. comp plants for ed under prairie vegetation. Not,,only -Iowa in the_.past. In'addition;the p Iowa whose rich agricultural Soil , was :develop conditio ns of d-so the climatic an I native prairie ,flowers suited fu^ because thei ,h gherlrate of survival and longer but they are also economical in the long more than a nominal amount o� reseeding l cont nue to life would minimize the need -for any sort of ed thealstimulus. a like maintenance. There is also the added benefit that once established they e b their enrichment of a soil's usable nitrogen enhance and increase soil fertility without the need for any manner, legumes also increase soil fertility -Y elation is desirable. e content. The use of native species does have its limitations, however. Since the main purposit e ' is erosion control, rapid establishment of the' is cies require an of roadside plantings lantin s Thus, in -- comparison to other p 9 has been the experience of roadside development researchers that native species .not advisable. is excessive amount of time to become potential problem the seleI suc oall native sdge in 9Iowa 1 roadside ' areas where erosion is a p For this reason it is anticipated that the use of such native species development will be limited. Outdoor Advertising Controls legislation that will bring Iowa into The Iowa General Assembly has enacted enabling 9 30 .' with the federal laws relating to control oft' ed wit advertising. The legislation conformity will be permitted within visibility of thetins, sei ' defines what types of outdoor. advertising restricts, their location and spacing, o{ <primary and interstate highway in 'Iowa. lighting, provides for the of those si� for in those instan es which fail s standards for size and lig ment of compensation is P construction, necessitates , comply.with these regulations. Pay such as new highwayit where action' by the Highway Division, regulated by'the provisions of removal of .those signs lawfully lWhereby all otwnersthe 1ofesigns reythe slation went into effect. or , also establishes a permit sys exempted (such as a�^s advertising vities conducted on the this legislation except for, signs specifically located,• or advertising public, service lease of property'on which they official traffic control devices -4a` fee for the property on which they are located, ermit and 1 Y information signs) are required to make application for p to the Highway -Division. These permits -'allow the monitoring of the . privilege of display• devices by the Department of Transportation - location and erection of: outdoor: advertising law shall not be erected, Monies from_the fees collected are, in'a.hiehm ssible by stipulates that those advertising devices in locations p traffic. Under .this approaching. merging , or intersecting , maintained or illuminated in a manner to interfere with official traffic signs . devices or signposts -on which owners of with .the motorist's view of app on a Ment of a fee. These legislation, the Highway Division establish panels9up P Y approved sign p give information M establishments may disPlaY' PP and would be designed to 9 ,< ublic. Such -panels,would=include information panels would be located within the rightpijbof way and automotive o{ -special interest to the motoring' P i^ lodging. eating concerning public places for outdoor recreation camp 9. services. ;. Archaeological Sites 1 This project is being coordinated with the office of the State Archaeologist. Field surveys Division and the State have- been made 'and: ^An egreemelnt'texists rbetweeen 1tldief Highway possible excavation �or at a "'during construction. Archaeological laboratory to foster such excavation if evidence should be presented later date demonstrating that the area contains archaeological values. 31 —. , ' SECTION VI. PROBABLE ADVERSE ENVIRONMENTAL EFFECTS WHICH CANNOT BE AVOIDED The acquisition and clearing and reshaping of the land are necessary to implement the less project and are at least temporarily disruptivetothe environment. Land acquisitionsasses ' on a project such as this than a project built entirely on new location. The project p through rolling to hilly terrain. In order to provide the grades that are characteristic of modern highway design, some cutting and the'clea9i gilofbthee and Loss ofd. The rw wildlife coverof is landscape is necessarily accompanied by thus inevitable if the goals of the project are to be met. At the end of the construction period, the land in the right-of-way and borrow areas will be replanted with grasses and other cover plants compatible with the area. The greatest negative impact of the project which Cannot be avoided will be the relocation of homes and businesses. A total of three owner -occupied homes, 9 i obile homes and two businesses will owner -occupied mobile homes, two tenant -occupied mersons will be affected by be relocated by the reconstruction of Iowa 1. Approximately 40 p oter special the project's relocation requirements. It is, anticipated that no minor grames rofh progelo ca segements of the population will be affected. A comprehensive assistance operates in Iowa under state and federal legislation. The purpose of this program is to insure that persons who are displaced do not suffer disproportionate injuries as a result of highway projects designed to benefit` the public as a whole. Eligible persons receive payments to offset legitimate expenses incurred in moving and securing replacement housing or business facilities. Payment is available to tenants as well as bowners. '.- Another unavoidable impact is the diversion of some land at the western terminus from This land, while presently being farmed, is identified in agricultural to transportation uses. the Johnson County Future Land Use ,Plan as being allocated for low density residential uses. The Iowa 1 project will, therefore, provide an improved transportation artery from this proposed development to the CBD of Iowa City and to the University of Iowa. 1 _ 32 1 SECTION VII. THE RELATION THE MAINTENANCE P BETWEEN LC AND ENHANCEMENT iCAL SHO I RT -TERM USES OF THE ENVIRONMENT AN ' OF LONG-TERM PRODUCTIVITY erm ses of the objective of planned ._development t to ensure Each generationimust,uby careful The primary 1 productivity- uired now to meet the needs of environment do not conflict with long-term p portion of the transportation network represents a large p evaluation, determine which capital investments are req future' generations. The transp uirements an be forecast with a fair ' publicly -owned productive goods. Transporrtayear oidonlieq, the responsibility' of the : Highway degree of accuracy over a twenty-onstan Division to meet these needs with a constant investment over the years. ro ect consists primarily of the immediate effects which — equipment would result in The short-term impact of this project by-product Corridor traffic arise during the construction period. Disturbance by construction equip soil erosion the generation of dust, noise, dirt and related nd the constluc ion period. High_ I periodically g :however, Preautions will be taken to patterns would be disrupted potential would exist on the construction site; Section V). minimize this short-term impact (see d by several long-term These short-term disruptions due to construction must be balanwould ehance motorist gains to the ,Iowa City. area. This improvement' to Iowa 1 convenience and safety and relieve the congestion tinea Un Vef the present Iowa oand adjaocent 518 would Lie greatly improved. provide a more unimproved flow of traffic. 5 commercial districts. Access to proposed Freeway Regional The planning ortation Plan and the of the project has been coordinated with the Johnson County n Planning Commission to assure compatibility with both the Transp Comprehensive Plan for this area. I 33 I ' SECTION VIII. IRREVERSIBLE AND IRRETRIEVABLE ' - COMMITMENTS OF RESOURCES' Investment in a highway project such as the Iowa 1 improvement is a long-term commitment of the elements that make up the project. Some of these elements are ' irreversibly committed. Resources that must be committed to a highway project include: Space - This includes the surface, subsurface and air space. In some cases there are multiple use possibilities for space over, under, and around a,highway project. The most common example of this multiple use -of space is the maintenance and enhancement of surface water drainage around and under the roadway. Since the alignment of Iowa 1 would cross a number of drainageways, this element would be incorporated throughout the project corridor. ' Existing Landscape - In the construction of most highways the existing shape of the land must be altered to conform to a suitable design for vehicle transportation. Because of both engineering and aesthetic considerations it is desirable to keep this alteration to a minimum as a highway that blends with the surrounding terrain is not only more attractive but most ' often is more economical to build. This factor has been considered in the design plans for the Iowa 1 project. The project would include the planting of grasses and trees in the corridor to control erosion and to retrieve aesthetic quality that may have been removed. Time is necessary,- however, for the growth of the planted landscape to reach the degree that will contribute to ' - the aesthetic quality of the area. Construction Materials - These include cement, sand, gravel, asphalt, steel, aluminum and ' other products typical of large scale construction projects. In all probability these elements would be committed permanently. In the event of future highway removal, some of the metals could be recycled. Any utilization of used construction materials would depend on the needs and economics of that time. Construction equipment and motor fuels - The use of construction equipment and ' lubricants during construction are irreversible commitments. The quantities of these products currently being expended on a project of this scale are becoming more significant in relation to national use and declining availability. Future Commitments- By constructing Iowa 1 a commitment of future expenditures would be made, primarily, in the form of necessary maintenance. The major irretrievable natural resource within the project area is the good quality agricultural land and woodland. ' 34 1 -SECTION IX. IMPACTS OF PROPERTIES AND SITES OF HISTORIC AND CULTURAL SIGNIFICANCE 1 A review was made of the National Register of Historic Places, as published in the February 4, 1975, annual listing edition of the Federal Register and subsequent monthly , 1 supplements to determine possible conflicts with the Iowa 1 project. It was found that no site currently listed in the National Register of Historic Places would be directly or - - indirectly- affcted by the project. The nearest sites so listed are the twelve historic sites 1 - within Iowa City. These are located approximately two miles from the Iowa 1 project. An archaeological survey was made of the highway corridor and no sites were identified. i 1 1 - - i -- 1 1 i 1 1 1 3S ' SECTION X. COMMENTS AND COORDINATION As discussed in the "History of the Project" several public meetings and hearos9t onere to their support or opp conducted to allow the public and elected officials to express Three hearings were held; August 26, 1965 the Iowa 1 project in Johnson County. public (corridor hearing); February 3, 1971, and August 17, 1972 (design hearings). The Johnson County Regional Planning Commission, as part of the"3C" Transportation ' Process, has been actively involved in the planning of this project.made tontinued the Cit of Iowa City obtain communication with the University of Iowa and of Iowa City, their elected officials and SUI have had their views. Consequently, the citizens to contribute to the planning of the Iowa 1 improvement. many opportunities Immediately following are pertinent comments made at the design public hearing held in numerically and begin on page ' August, 1972, Responses to these comments are referenced as a result of circulation of the Draft Also included are comment letters received reviewing agencies. Responses to these comments are Environmental Statement -to various similarly referenced and begin on page ,' ' 1 36 1 DON WARD: Are there any other statements in regard to Thank you, sir - the design of:Iowa 1? NOLAN: C, Nolan, an_attorney,here in Iowa city. D. C. who owns land`on 4 Gentlemen,=my name is ;D. Ism speaking 'on,behalf.of Mr Edward Thomas, roposed,-and we hope'not'dead, the north side .0 the formerly south of :Iowa City,, and I'm also relocation of Hlgh°7ay' because I have an interest inthis' speaking`on behalf ;of myself,. that area- farm out in. ' owner of a or the 're -- project out 'there:as-an hway. appearing here -in, the ntheurelocation of Hig hway 1, and in supportbut I under.' building of Hig I,wasn't here at the time. 1 which as I understand last year, or 1971, some of the people of last y and `in support of the St erid that in'FebruarY ver favorably mile_north__of the ' who are here tonight spoke: Y uarters of a three ections to the recon- 1 O ` relocation of low 1No about voice these obi Which was' existing Number 1' 1 in lieu Of- -the relocation struction of Highway"Number roved by the'_ Commission understand, was app__ UP on the proposed, and as I ections are based (dour own:` within the past year,•'and;those obi_. according to y of -approximate $300,000. ebruary of 1971, and' ' increased cost of=apPWere_submitted•here in F - those which ht. It wouid cost more than figures, the relocation - your figures submitted here tong rather than reconstruct Highway enterprises; $300,000 to several -homes,,- ­ ._business _. - ou'd affect none. ­ airy think the only Also, -you are affectingoutlet. whereas, on the- relocation, Y.be the Arent to anyone• place that would-be affected a�hink shouldDbee,aPPlry on con- Also, a'very:serious matter I _was working gnyder. not new at road constructioneven out -date you, Mr Now`I'm hways in 1920 and I struction of hig _ can drive over Highway 1 where the proposed o under as h_understand, will q I believe, there'll: be a diamond, Anyone, going to be and 518. then interchange is $ over there andthe south - YOU 1. You come up - .old Highwaygoing off to the northwest and off to cars there'll be_a line q and also while there'll be hway• Well, gentlemen, west off-of:l onto that hig coming overithat hill, you'll'have,cars turhazardous condition. ' - ou're creating a very. diamond You have simply proposed a it seems to me. that y another objection :you have no clover .leafs to another phase here,_ Highway interchange Now getting the reconstruction"of ver obvious, that by with the appears to me going to interfere very substantially reat deal Number l,-'you',re g Highway Number 1 carries91W 9 h„�ay'Number I. Fairfield, $igourney, Washing- O traffic On`Hi4 ttumwa.- City, :Cedar ' 2 of traffic''all the way from o. er 1 to end from Iowa all that territory uses Numb, don't know what your ton, and -so-forth, Now,i - but I highway reconstructed that Rapids, Interstate 80, plans ,will be 've never seen a 1 37 -z6 1� 41 Now, the normal -flow of'trafficNumber 1 when didn't interfere With oing that ou're g to have to close Highway certainly Y h 518, unless you have some kicdan jump the 1 you put ->throug j1 speed that they can;get-uP fastenough. hway Also, the reason-' they - will'.go under Hig We're not that - we operate... ' } excavation-we'also_have some -peaking here on this, I -m personally:sP civic minded enation. He here lust -because that were Interest in this=oP had projected; Thomas has an lans,they-' interest. Mr-. They -made P Now 'my - r on the relocation. considerable expense.::; relied:.up went o Thomas,,we- developments out there and- a- miles Mrgest of interest here, other than being out=seven miles - } only livestock from a farm o to Dubuque, , 'quite a bit of ids, some`may g move to`cedar 'Rapids, and those:,trucks Number 1. We move some truck, and the -only way that we move that is by ere, So I` y that-the[objections.h the'sideroads around tsere'will:not:stand a heavy O will.not stand spring the* Brous safety. condition . truck during, the sp- _ dan4 the of a'vara'ffic certainly ahould be very and- the: costs, , the interference'of owners,; and out there and , the Commission should reconsidYopertYrelocation reasons why Now I understand p P ive,` major;.__ which was proposed. but 'they have offered g_Now , they have interest, �'On'Of Number 1• naturally corridor for the 2eloca_? IS have„been-prepared and have reserved a been such a switch, I just can't U, all'thnd theregs- to cost more ' . ear s time, a oing her `in less than a Y 're: -going to . particularly„in the face of the faot-h zard--and s g that ;normally going. to create a-safetytraffic - money.' -it's g substantial movement of , interfere with a very the case=if the.: -relocation of . • which would not ._ h as Planned about a.year ago* uses,Numb umber - - Highway Number 1 was carried throug _DON WARD: Nolan. Go ahead. _Thank you. Mr; - - CHARLES BARICER: Charles _Barker;_ B A R=K-E-R-- ' m here name's .11.v .on;to the plan -:proposed Gentlemen, my, - in opP request that speaking to, you ,this evening;;,_ a objections and seg roved and I'd like to urs relocation which was "app this_._evening .. Original' public hearing- you.seriously consider the orio the: last -p , ublIc•hearing•%.following oration, those of you' at .the, last . -P n Mawr Heights'Corp ears will. the 'BrY the past few y Now on behalf of and the.county, as well who -have been connected with this over planned and committed that the city and the university` remember-., geig1 ' Corporation, have P e used to _.n Mawr.,,..- which was-, t '�- _ as the BrY ears to the corridor; b ass in that ,are , M themselves,_ many Y or any -highway YP ou.-should connect".this highway -bypass, - through southwest Iowa City•" Now” that'connecsubdivision wor'r. _ ynow that this corridor has been reserved. s 38 r - everybody admitted ago, or two years ago, when we had this hearindon't think, -.you. generate_traffic•on Melrosehtindicating to, them that--it.-would tonig should present:this .to .•these -peopleelrose. I,don't think that it=will.not generate traffic on.M eo le'_in that area want, - or-University"Heights _or the -p P oints Iowa City Now, just want -.to mention three i I trafficcon Melrose.. from,a cost standpoint ureS- ht:to be considered. Z'haven't seen.your.fig, that I-think:.oug ou,ve,got on cost., indicated don't"know what Y ht.. Nobody'.;s Nobody's said.anythinq.:about cost tonig I' talks•: ab out that, but anything`about the _relative cost;of'these two;intersections. is over, somebody hway-1 as.you're._ hope,- before -the evening ou use the present,Hig it seems to me that if Y ou're.;going_to run.into some very and planning tonight, ,y our own talking be evaluated., BY Y significantcost factorstohtakehaway•.a couple of businesses; Oou're going that wouldn''t be removed admission, y who are you're going-'to:remove-some residences, Din to have _to .displace 11 -people othat the cost - 1 otherwise; You re going Z suggest to Y resent, living'in a -mobile home court• the land on the -p of buying expensive than Yo cost in gog_to be morenexp ' ' Highway 1 route is going: est toy -that the cost of Hig Z-,sugg °u about .; y a substantial= -amount. lana±you' re, talking the -old road on the p in raw land up: and rebuilding== more -expensive than; starting ou ought? ` tonight is'considerably Z suggest to you that y a new highway•: if it has_to and: constructing Ding to. happen to Johnson.County to'.consider what's g if they; - of JohnsonCounty.have to pay for that,. build and maintain that Coralville Cut-off Road on the .new route: if the taxpayersmaintain-it,.,they.ought to. know about It. looks; to me like you're, ave `to build that road:: and, , it. Nothing's been said about,ton- oynq-to buy some -access points on this southoingatonbehinvolve& f<°.this:present Highway 1-1.You're_.g ensive uilding o can tell,you;,they're exp in some access:condemnation; I And•last,but not leaG to t I'don't need to; you'know they: are., thing this evening you why nobody has said- any highway matter,;user ant -.to ask y on-every,ro osed that grand old subject tse-themus up ou look ile costs? Is ,it because the user mi�o talksabout7on 15If Yp plan, are something that wedon't want„ look at;it, and I'm the first to admit the plan, at least if I:. ust can't see how you're going - at ' -highway engineer, I J h it's that I'm"not a hig I,don't know how high et away -from the user mile cost;., tp Dost a year; I,aon to -g 's_ oing _ ou to=advise going to`be; I; don't -know what it. q but I would ask Y ro ections,would show,• even to the now what the p j consideration g' if there has been.any esting tonight as s this evening plan that you're Sugg laat if so, tell us about how much user mile -costs on the previous P pty! re talki .c aboc �t compared with the p to,impose upon it's going:to be. It would sear ;that youareygoing ' many thousands of dollars a y 39 40 34,1}.4�•�, •ti , -; the connection with 518. But to go on,` gentlemen, with other P things,`Z have registered`my objection,. which was -.the P ur ose -� I -would like, on behalf of"Mr. and Mrs."Fitzgarrald, discuss other points.We are objecting,_of'course, .to this,. and,. a'few are 'favoring in contrast the relocation,as have thdone, nd,J t +, we speakers,'`"the attorneys '.from Iowa City have done, and ;Z i previous would reiterate practically all of the. -objections that they have] However;onz piit forward as'being all of'our-'objections•as=well.` behalf'of Mr. and Mrs. Fitzgarrald'particularly, we -have even more serious'objections`in their personal position:' They are the_-_.,!.."" is ' --proprietors an owners of the trailer court, which referrred Environmental=Statement,'particularly on ... Just a to in your .71 11 till I-find=it...I:think=it's page 4 or 5; -gentlemen , moment Eleven?` Page 11.But particularly page 11=is what-I'm"referrin.g _.= to. First -of all, in regard -to the environmental report, which" has"been"submitted; and we'have a cony -'here," -I would submit that; I don't know who the people -making -the -survey here in ,which these figures are put in=here,-:-but'I".would.'state=that they are -inaccurate, Secondly first of all,"and-therefore, the report is-inaccurate. , T would state thathroughout this report it:seems'to me; a t of -it, is'that=thererhas.been-a minimization:of damage criticism 'every particularly in regard.to this -trailer court.. , at point, They -state -a total of-two-'owner.occiupated houses_ This is true, both owned although one is a tenant-house,'not owner occupied,` but occupied, mobile _ by'the Fitgarrald's. They speak of`nine owner homes.' Gentlemen, by our` calculations-and=our-survey, there are. just at least 15 that will have to be' removed, but it -goes: -beyond. literally destroyed , relocating 15 mobile homes. The property:is only room'•for.the-30-that are occupied -, as a mobile home. = There's be any additions to -it because of the way there _now.ThThere--can't other factors,' and`.this would be taking the con- OCrete the ground is=and road, which is owned and='has been built'and maintained by in Mr. and Mrs.`Fitzgarrald,: and'in•order:to.have access _any kind ' ; a new road -of that feasible manner to the remaining homes , the=present..the:proposed right would"have'to be built again off take up-still!more•ofthese mobile homes,, . of -way, and this would in total effect as am economic factor', to try to operate a. and with that few remaining locations would home in that area -- mobile not be ticonomically'feasible. -Therefore,'i submit to you that,. it' -does more than take away nine mobile homes occupants' place"to said by. live; it take's away the entire`mobile-home. And as was that we Mr- Barker for his client; Bryn Mawr. we, too assure you is done; ' will be prepared to try to get" reimbursement,:'if this fon the Fitzgarrald's for every bit -of loss -they have here. I-, night add that one_•of -these occupied homes that is mentianed As_e ' their personal ' -residence, and your right-of-way; goes :right,' be through the middle of it, and it certainly would have to moved there. in`termstof the number of people, I assure , or taken out of 40 _-�—� -34= and Mrs- Davis. They own the farmland. surrounding owned by Mr Z just wanted f that; they also own the land on;the,ea.de`in reference to you to picture the location of their property ro osaI came this. In 1967, at the time that this original;,p P out, the basic plan at that time was to have Highway 3-remain ' in its present location. We favor that plan and are still in people here who have-indicated° accord with it. There have been last"year-was more appropriate. that the relocation which .;was proposed l I-m sure that your facts and-figures show that this was an n creased cost of probably in excess of two million dolla�soue orsor for this reconstruction,,over,maintaining its existing question, the tax factor is important, resentewith tyou, has partially been ' however, which I am here to p mentioned from a safety"factor-and also from a convenience factor. If you are familiar with this area and have lived here an traveled this road from the southwest end of Iowa City, you're to find that the Coralville Cut-off Road is one which going which is relatively primarily, 91v campus to West mpus-a „H qh School, new, the entire west side campus activities of the University,- ` including all athletic facilities,..primarily the ',direc t.eccess route which had run through Coralville and subsequently north on zlg•' Now, From this standpoint, this traffic pattern still remains ' the;same,_and the question that I am :raising forrke you 5, thatplus;, have approximately 3,801.0.:feet from Station.Marker 59.5. 99, 50, up to approximately Station Marker 98 or ed bypass between the Coralville:cut-off and the proposed byp would replace the Coralville Cut-of f; Road- 3,800 feet.. Roughly, we're talking about t:_ree-quarters.oP- a mile. From this standpoint, we are not necessarily, in todays date of speed and so fortn• have made a traffic about a time situation. If you study. on ;,the. Cora1vi11e:Cut-of f Road, I--think you that that approximately Othat road, with 600 to 700 vehicles per,.-:day are presently. using approximately two out of three of them.continuing onto .the north, -ti the same aoken,.,those_:which_come south from the Coralville and by. to the.west Cut-off Road. two'out-of three; of.theNoWre£Yomnthis standpoint, ;-- rather than,going,bac1;.- the east.; Plans, which you have, as we have a situation where you hadpre inat the time this was opposed to the plan which you the •, proposed, creates -a substantial variaoueIto reconsidermat this original plans, which we are urging_y time, rather than to create continueythesCoralville, on what wCutaoff Road east side of 518, that y roximate'same location_., as it was with the underpass at the .app r which was originally designed on the Coralville,Cut-off Road with, rom the P.ohret Road to at that time, the connecting road coming f the west so that both of these are;served`;through a singular..under- ' Dass. or overpass which would not change-in any way your cost -;factor from the present=,time.., you're talking about aPProximately.the;same 41 ,_ j ROBERT CARSON: What's the -cost for relocating them for just 518? ,i ROBERT HUMPHREy:; On present alignment? ROBERT CARSON: The present proposal that you have here tonight. What'sthe `cost? DON WARD:-- -- We can get it`for you. -I think maybe I've got it these. in some of If you'd wait. ROBERT CARSON: Would you get it? I'll wait. ' DON WARD: Okay.: The cost on the relocation for -the added pipeline cost'' . was $422,000. The pipeline=cost on present Iowa 1was This is -the $322,000 difference. - $100,000 ;ROBERT CARSON: A11' right. Thank you. I didn't want to leave the impression that You weren't still crossing' -the Pipeline. =DON WARD. - No, we're still crossing.' This is Don Ward. Are_t again. - any further questions _here at this--ime? t , JOAN TUCKER: =_ ' I'm Joan Tucker, T -U -C -K -E -R Ilhave'two pYes, questions. One's ersonal and the other is general.- The personal question is, (27)when you were talking about taking more of our property than Of the Highway Commission property=across the street, You mentioned it was because of the ' drainage pattern. What,'provision are to make" you going•to prevent 'the stream from oroding our lend? DON WARD: , Roland, would you comment on that please? ROLAND WEIGEL: ' ' This is'Wei el s g peaking. Would you repeat your question again? I didn't catchall of it. JOAN= -TUCKER: Well, the reason given for takingsavemorel'�feet of our was'because:of the ' property drainage pattern. Now, we_'re well aware this drama a- of 4 pattern. We've watched it -for many years. What are you going to do to prevent erosion? 42 ` Response to statements given at the design public hearing on August 17. 1972. hearing independent cost estimates for, each alternate i 1971. costs:, 1, Following the: Februaesti were prepared. This cost estimate indicated the following $4.371,000 $2,711,000 Relocation Iowa 1 $1,660,000 Present Iowa 1 Difference • comments. the IDOT recommended figures and public hearing es in the prole concept. of these cost fig „to present the IDOT's plans for - Review_ alignment. Because °f t1972,chang reconstruction on existing ` gust 17t another design, public hearing was, held A� reconstruction on present alignment. project .corridor throughout the construction through the P I to residences or- commercial 2. Traffic will be maintained be little inconvenience Iowa 1. period so that there should dependent on access along establishments whose business is I homes act on this project will be the u edtmobi a home 2 Probably the greatest negative imP .pied homes. 9 owner -occupied b the 3. eo le will be relocated Y two businesses and 40 p P businesses. A total of three owner-occup tenent-occupied mobile_ homes, project. erates m ,Iowa under state and assistance oP. Persons displaced do not comprehensive program of relocation . designed for the bene *t'Of 1 4• purpose of this program is to insure that pe .federal legislation. The P „Nay programs desig . suffer disproportionate injuries as a result of hig public as a whole. and operating a L the pruc maintaining ortant aspect in selecting that alternate which Will An economic analysis of the; costs incurred m,constenditure on construction and yearly proposed highway improvement is an.imP provide the greater user benefits with the least exp maintenance. •' proposed improvement of Iowa 1 are as follows: Cost benefit ratios developed for the pro P November 6, 1972 Benefit Annual Road Annual Construction -Ratio User Costs Costs. 3.600 $219.600 0.8 $86 Present Route $763 600, $347,000 Relocation; ratio, is below 1 the relocation alternate is not feasible from a road user benefit Since ;the ,. Dint. - cost analysis standP 43 5. Objections were raised at the August 17;'1972, public hearing and by letter by the owners of a mobile home park which will be affected by the reconstruction of Iowa 1. They felt the statement -had minimized the actual im'ktof the project: The'statement failed to mention the loss of wells as well as the loss'of frontageroad. Also, more mobile homes would be lost than is stated in the statement. Because of the loss, the mobile home court would no longer be profitable. All property that is affected by the project would be considered, If any dam- age results the owners would be entitled to just compensation. Hardships to the business as a result of the project are also entitled to compensation. Should it become necessary to ' 1 relocate the business compensation is provided for under the 1DOT's relocation assistance program. If the business can not be 'relocated and can no longer profitably operate; it is possible for`IDOT to purchase the business in its entirety."Each individual mobile home owner is also entitled to just compensation "and relocation assistance. As far as the wells are concerned every effort will be made to save those we necessary to the operation of the mobile home court If this is not possible and anew -well is necessary, IDOT will provide full ' compensation for the cost. 6. In response to several questions: Coralville Cutoff Road Present plans call for the relocation of the Coralville Cut'off'Road. This is' necessary , because of the alignment of proposed Freeway 518 in relationship to the Coralville Cutoff Road. Two options besides relocation were. considered. One was to close the-Coralville- Road at'its intersection with proposed Freeway 518. This optionwas rejected. The other option was to use the Coralville Cut-off'Road in its present location with a separation over1518"which'would cost$378.450. Another alternative -proposed to build a -separation over 518 for the Coralville Cut-off Road at more of a right angle to 518 to reduce structure cost.This alternative would cost $349,042 which is about $30,000 cheaper than the other alignment However, the cost of` relocation($54;340) was the basis for proposing the relocation for the Coralville Cutoff Road rather than°theseparation. If. for some reason, 1 there is'a significant increase in traffic in the future, before actual construction begins, the Coralville Cut-off Road problem will be reassessed. The present traffic volumes simply do not warrant the expenditure involved in a grade separation. Relocation is at thistimethe most feasible alternative. At the design public hearing the owner of a residence north of Iowa 1 in the vicinity of Hudson Avenue' expressed concern.. that widening of the ditch adjacent to the house and removal of several apple trees along the north bank of the ditch would increase the erosion presently taking place along the north bank. At this point there is a storm sewer underneath ,. the roadway at right angles to the road which empties into the open ditch beside the residence. The storm sewer carries a large _volume of water During periods of heavy runoff the force of the water is such that it is actively eroding th 'portion of the north bank of the ` ditch directly opposite the storm sewer outfall As part of the reconstruction along Iowa 1 this 'storm -sewer would be relocated west"of the' intersection of Iowa land Hudson Avenue and an elbow section would be installed to aim the drainage flow directly down the ditch. In ' 44 �.. cTicri Accucr a ,•,.. • UNITED STP.Tii Ei3l•'IROS;[,IEitTAL •1 = }i nccrorr-.wr - ORI noon+ zw - •� - 1735 nA111rAO1ZL 64109 j August 29, 1972 AVIPR-PLAN Mr. A. Jay Medford - Division Engineer Federal Highway Administration P. 0- .13( 627. Ames, _Iowa :50010 —J Dear tor. Medford: from 1 17,°-1972, we have In response to a letter dated:July Commission, - Mr. Robert L. Humphrey of the Iowa State Highway 518 to e from Freeway �= reviewed the Draft Environmental lthepinterchangenf for Iowa 1 whit involves improving-and widening- east of the intersection with US 11 is to adequately address the environmental We feel.that.the Final Environmental Impact Statement should incor- commen k •- porate the following efects of=the project. ;1, The -four-laeed limits and- ne_diviWedlhsthmulate automobile and truck use. .of more efficient travel time .from-tires; will increase as a O Noise levels, predominantly the higher 'speed limits. and 2, Pertinenttfeatureshintendedgforenoise cthe ontrollocationshould be Odescription ofspecific__ z provided. the right-Of-way' will be utilized along nate 4 3, 'Controlled spraying acts. Vie feel that the ended forlusemandenlathe rraenvironmentalshmPld designate ® the chemicals int envies should be contacted -. 4; If borrow areaswill_ be rStateeag their size and location should be discussed. Appropriatepotential recreational development M O to evaluate these borrow areas for project with the area transportation r i tp 5. The compatability Of this p J © plan should be discussed. +J provided to include 3.r (,- The utilities which must be relocated, formation should be p as a result of this the existi the nature of the ng and proposed location, and any project should be addressed. In O utility, associated with relocation. environmental effects r i4 4 7 � yr United States Department of the Interior _- OFFICE OF THE SECRETARY ' `-' �•��'--` - -- MISSOURI BASIN REGION IN REPLY REFER TO: BUILDING 67. DENVER FEDERALCENTER -:. DENVER. COLORADO 80225 sc—•]'=lj -i ER -72/877 ;a .' _J -•% - Mr- Robert L. Humphrey Planning & Programming Engineer The Iowa State Highway,Commission Ames, Iowa 50010 xk Dear Mr. Humphrey: This is in reply to your letter of July 17, 1972, requesting comments, on the R� _ draft environmental statement for Iowa, 1, from west of the interchange with 18 (FU71-4); Freeway 518 to east of the intersection with.U.S. 6 -.U.S. draft and herein submit ' Johnson County, Iowa. We have reviewed the subject our comments. We that the proposed interchange is only a small part of the total Freeway F note 518 project. The draft does not discuss the roadway. which the north -south axis of the interchange will serve. We understand from conversation with the Federal Highway Administration that .this "segmentation" issue is cur- rently the subject of litigation, and that an environmental statement on Freeway 518 between "logical termini".will be forthcoming. We offer, the following comments on the proposed interchange for inclusion in the overall for the larger } statement, and look forward to;reviewingrthe draft statement '} ' segment of Freeway 518 in the near future. is The present draft contains much interesting and useful information on air I% pollution, vehicle emissions, wildlife enhancement, and native flora. However, little this could apply to almost any highway project; in the state, and of this information has been related to 'the specific project under consideration. r OAlthough the draft makesreference to the loss, of wildlife habitat, no mention'- g is made of particular species. :_The final statement should identify both r wildlife and flora indigenous to the specific project area, and the impact of " the project thereon. The draft - lists the various grasses, shrubs, and trees used in replantingt The z Iowa highway rights-of-way, as well as the benefits accruing therefrom. ten; statement should also contain a positive commitment that the project area will be revegetated'with appropriate native species. - �n '49 Responses to comments from Federal, State and Local agencies, j The Soins made l Conservation Service of the USDA felt that the impacts Of, the project on the escribed and provisio "soilje,the rradverse effects to the extenelated al resources- have b feasible." The yddid suggest, howev al that the ' erations to minim- FEIS be more specific regarding alterations'in the drainage pattens since thesege patterns could dramatically affect landowners.' As was no in `section 5, those drains e p that are crossed by the11 highway would be adapted'fo the conformation of the roadway. Existing terraces would be retained _by construction of a dike at the point of interception. Every effort is made to'insure�that'drainage-patterns are altered as lttle atterns this'bwo dWhere be the project, does necessitate alteration of an existing' drainage Pproperties. accomplished in such a` manner so as to prevent damage to adjacent Agency requested comments be included in the FEIS The Environmental Protection pertaining to the following items: in the number of vehicles and 2. Increase- in noise levels resulting from increase d highway surface This subject is discussed in thein speed over an improve 1 the project noise study. 3. An updated noise study for the project* area was'completed:in'.Den future r, ' 1974. This study indicatesthat ac2000,'ases 1n noise the'designvnoi elll occur le els atseven years. By the project design y the twelve monitoring sites will be exceeded.A more detailed discussion and further information is found in the noise study. ' 4, Designation of chemicals to be used in control' spraying and their environmental impacts: A discussion 'of this subject` has been added to Section 5' 5. Consideration of borrow areas for possible recreation potential No borrow areas are included in the project plans. of this project to the'area transportation plan.' Endorsement' 6. Compatability nson County_ the project by the Joh of Regional Planning Commission is n part of Section 1. Letters substantiating this endorsement are found in _ Appendix A. 7. Information regarding relocation of utilities, nature of utility:'existing'and proposed location, and any environmental effects associated with relocation. A discussion of utilities is included in Section 5. minimize the adverse effects of open burningcontractors limit air S. Methods to rations by ng pollution. Methods of burning after clearing ope 1 , controlled by standardsset bythe Iowa Department of Environmental Quality. This subject is treated in Section 5. 9. The Department of the ,Interior, commented that ;the statement, should contain a;positive_commitment,,that the,project.area, would be revegetated with appropriate native species., Landscaping,: of ,the project area once 1 construction has been completed: is an integral part -of the.project design. Over _the past„several. years ,the_, Roadside ,,Development,.Section of the Highway, Division has experimented with,plantmgs of native prairie grasses and forbs. These.are used in rural sections where possible and appropriate., In those instances where, native species would not be suitable, some other form of cover would-be utilized. Landscaping, plans however, are not developed until later design stages of the project. The details of the exact species to be utilized., in the. 'landscapingparticular project would not be 'wthis available until a later stage of the project. 10. The Department of,the-Interior requested that the wildlife and flora indigenous to the specific project area and the impacts thereon be identified in more detail. The discussion of the kind of wildlife habitat available within the project corridor and of the _impact of the project on it has been expanded at the. Department of Interior's suggestion.. 11. They further; suggested that the State Liaison Officer for. Historic. Places be consulted. -Due -to an.oversight„the State. Liaison Officer for, Historic Places was omitted from the list of reviewing agencies. This list has been amended in the final statement. The Army:Corps of Engineers, the Department of Soil Conservation, the Office of the City Manager of Iowa City and the Johnson County Conservation Board reviewed the draft environmental statement and felt that the project did not have any significant impact on the resources within their -- - respective jurisdictions. , The Office of the State Archaeologist reviewed the statement and surveyed the area. They do not _know any significant archaeological, or. historic sites which are in the, area .of the project. A ,field, survey of the area by the Assistant State Archaeologist did not produce any sites. The Office for -Planning .and. _Programming did,not have any comments relative to the draft environmentalimpactstatement. - 1 1 52 .. JOI-11�SG;V COUNTY—;;Y a�EC—fUN:a_ PL/aNiVi;VG CGNAWlS5101 _. 227. SOUTH DUBUQUE STREET IOWA CITY, .IOWA 52240 " " 13iw` 351-8556 ` August 21, 1972 sir. R. L. Humphrey Planning f, Programming Engineer . Iowa State Highway Commission ' Ames, Iowa 50010 Re: A -95 -Review Project No. FU -1-4_ Dear Air. Humphrey: The Regional Planning Commission of'Jolmson County Governments, at its regular neeting'of.August 16'1972,.:considered-the above project. ' The Commission passed a motion supporting the project as con-, sistent with. good.regional: planning. :•Attached.is, a copy of -the statement made by Chairman of the Commission•at,the public• hearing on August 17,•1972. Sincerely, _ Robert Hilgenber/g Planning Director _ RH:db cc: Robert Percival eAttachment _ 54 0 P OSED 518 )ROP. GRADE SEPARATION - iOISE !'SITES-U�, Z 0; 130 %k - .+,i. ♦+ 4 1 � I _^yam }1. I/ .• � +K�i a z�kR.ti1. � v ,' •1.{: ;.. r.,2 s. ,ry� T2s.. VR- �'` tom•qf C 1 ,i e � � i vT�� �� •�f . P =r, t f At r- • _ REFERENCES 1. Outdoor Recreation in Iowa,Iowa Conservation Commission , July, 1972. Number of Inhabitants, U.S. Department of Commerce, Bureau of Census, 1970. ' 2. Iowa //I. Monthly, Crop Season andelnmol Temperature and Precipitation The Climate of Iowa State University, 3. Normals for Iowa, Special Report No. 38, Department of Agronomy, April. 1964." Regional Plan No. 3 Parks, Recreation and Open Space Plan, Powers -Willis 4, Johnson County and Associates, Iowa City, Iowa. 1970. -- Abatement of Highway Traffic Noise, Bolt, Beranek and Newman, U.S. 5. Fundamentals and Department of Transportation, 1973. Administration policy and Procedure Memorandum 90-2," February 8, 6. "Federal Highway 1973. _ National: Cooperative Highway 7, Highway Noise - A Design Guide for Highway Engineers," Research Board, 1971. Research Program Report 11 7, Highway ' of DEQ for Review of Federally Funded Highway Projects," Revised December g,Guidelines 12, 1974. 1 _ r 1 — _