HomeMy WebLinkAbout1992-08-04 Info Packet
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City of Iowa City
MEMORANDUM
DATE: July 17. 1992
TO: City Council
FROM: City Manager
RE: Material Sent to Council Only
Copy of letter from Mayor Courtney to the Director of the University
of Iowa School of Social Work.
Memoranda from the City Manager:
a. Landfill Financial Assurance
b. Landfill Remediation - Update
c. Vacation
Memorandum from the Assistant City Manager regarding Consumer Market
Survey.
Memorandum from the Economic Development Coordinator regarding grain.
milling and processing.
Memorandum from the Director of Parks and Recreation regarding religious
and fundraising activities in city parks.
Copy of letter from the Neighborhood Services Coordinator to the Park
View Terrance residents regarding storm sewer system.
Letter from the Arts Committee and Chamber of Commerce regarding
distribution of hotellmotel tax monies.
Letter from John and Allegra Dane regarding property in southwest
Iowa City.
Copy of letter from the President of Friends of the Iowa River
Scenic Trail regarding ISTEA funding.
Agenda for the 7/21 Informal meeting of the Bd. of Supervisors.
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CITY OF IOWA CITY
July 16, 1992
Catherine Alter, Director
School of Social Work
308 North Hall
University of Iowa
Iowa City, IA 52242-1223
Dear Dr. Alter:
I am delighted to have this opportunity to write to you, on behalf of the City Council of Iowa
City, to express support for the conclusions of the Review Team appointed last fall to help
determine the future of the University of Iowa School of Social Work. 'In particular, I am very
pleased that the Team concluded that the undergraduate program should be retained.
The programs of local human service agencies are enhanced by undergraduate students in the
School of Social Work in a variety of ways. Students work as volunteers, through their
courses in the School of Social Work, and sometimes contrihute as much as 400 hours during.
a single semester. Students also volunteer well he yond the level of course requirements and
often secure paid positions in human service agencies. Services are improved by the
commitment, enthusiasm and creativity of these students. At the same time, the students'
education is enriched hy their experiences in Iowa City, benefitting agencies throughout the
state that will employ them after graduation. This is an "all-win" situation for our city, for the
students, and for persons throughout Iowa who are in need of services. I am very glad that
the Review Team recognized the value of this program.
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Please contact me if I may be of assistance to you as you work to strengthen your important
programs.
Sincerely,
!::f!6!5
Mayor
ICCogtlllllt."tlt
410 [AST WASIIINOTON STREFT. IOWA rilL IOWA 5n400I126. IJI91 JU.SOOO. L"X 11I91 336"009
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City of Iowa City
MEMORANDUM
Date: July 17, 1992
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To: City Council
From: City Manager
Re: Landfill Financial Assurance
On Wednesday, July 15, representatives of the League of Iowa Municipalities, Iowa Counties
Association, the DNR, and owners/operators of landfills met to discuss the proposed DNR
Financial Assurance Regulations. The State, at least to date, appears to now recognize that
their original regulations are unworkable, if not illegal. They have shown some movement and
it appears that new regulations will be forthcoming to the Environmental Protection
Commission.
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It is likely the DNR will require a rather suhstantiai cash set aside, however, not a fully funded
closure/post-closure fund. They have indicated a willingness to listen to one of our early
arguments. Communities (landfill operatorsl with sound financial practiceslcredit ratings could
demonstrate the ability to raise the monies at such a time that closure is necessary and
thereby avoid a fully funded set aside. We have argued that due to our financial management,
that we can demonstrate our ability to provide financial assurance and any set aside should
be at our discretion and not that of the DNR, We also argued the issue of establishing a trust
and the expense associated with a trust was not necessary. Of particular concern was the
State having control of such a trust. The Governor's office recentiy "raided" solid waste tax,
revenue generated by landfills, we recently sent off $18,000,000 for payment to the State
for our 411 pension contribution, and only a few years ago the State complained about cash
set esides. With this information, I hope the DNR officials will propose regulations that are
far more workahle then those originally prepared.
We would hope to hear back from them in the next couple of months.
cc: Chuck Schmadeke
Floyde Pelkey
Don Yucuis
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City of Iowa City
MEMORANDUM
Date:
July 17. 1992
To: City Council
From: City Manager
Re: Landfill Remediation - Update
To date. most work is proceeding as scheduled. The leachate control and other hydrologic
monitoring system work is proceeding. We do have one minor problem in securing an .
easement. but we do expect to resolve that issue before too long. We have kept the DNR ..
informed of our work effort. In a few months we should he able to report to you more
specific information as to the outcome of the remedial work.
cc: Chuck Schmadeke
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City of Iowa City
MEMORANDUM
DATE: July 16, 1992
TO: City Council
FROM: City Manager
RE: Vacation
I intend to be out of the office from Wednesday, July 29, through
Wednesday, August 5. Lorraine will have my itinerary.
cc: Department Directors
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Because we have had only a limited number of these documents printed. pk '. . . ' . .1'.
this away. You are certainly welcome to keep it. however. if you choose notto, we wOlJio"-"'. .,.:. "'7"-~:;;'::;;
. appreciate your returning it. . , "
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City of Iowa City
MEMORANDUM
Date: July 17, 1992
To:
City Council
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From:
Assistant City Manager
Re:
Consumer Market Survey
Attached you will find a copy of the completed Consumer Market Survey Cl,' :
Williams Associates in conjunction with the cable refranchising process. J',:i: ;':';,':,.. ';' ' "
findings is contained on pages 22-24,
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This is only part of the extensive information Rice. Williams Associates w :
preparation for renegotiation of the franchise. Further information will be pi
it is accumulated. If you have any questions regarding this material, pleas I , .
Shaifer a call.
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RICE, WILLIAMS ASSOCIATES
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CONSUMER MARKET SURVEY
OF CABLE SUBSCRIBERS
FOR THE CITY OF
, IOWA CITY, IOWA
June 30, 1992 '
Submitted by:
Rice, Williams Associates
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TABLE OF CONTENTS
SECTION I - INTRODUCTION .................................. I
1.1 Overview, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1
1.2 The Scope of the Survey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1
1.3 Research Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2
SECTION 2 - THE SURVEY RESULTS ............................. 3
Exhibit 2-1 - Summary of Issues Addressed by the Survey .......... 3
2.1 Profile of Subscribers . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . .. 4
4
4
5
7
7
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9
10
11
12
2.2
2.1.1 Length of Cable Service . . . . . . . . . . . . . . . . . . . . . . . . . . .
TheValuePlacedon.CableService ........................
2.2.1 The Value of Cable Service in General. . . . . . . . . . . . . . . . . .
2.3
Consumer Issues. . . . .. . . . . . . . . .". . . . . . . . ", . . . . . .'. . . . . .
2.3.1 Converter Use. . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . .
'2.3.2 Cable Service Picture Quality . . . . . . . . . . . . . . . . . . . . . . .
Exhibit 2-2 Cable Picture Quality Problems ................,..
2.3.3 Cable Service Volume Levels ......................
Exhibit 2-3 Cable Volume Level Inconsistencies ...............
2.3.4 Installation a.lJd Repairs ..........................
Exhibit 2-4 Time Period Between RequC!it for Installation and
Installation . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . .; 12
Exhibit 2-5 Satisfaction with Cable Installation Service . . . . . . .'. . .. 13
2.3.5 . Cable Outages . . . . . . . ..' . . . . . . . . . . . . . . . . . . . . . .. 15
2.3.6 Billing........ I . . . . . . . . . . . . . . . . . . . . . . . . . . ., 16
2.3.7 Subscriber Ability to Reach the Cable Company . . . . . . . . . ,. 17
2.3.8 Customer Service Representatives . . . . . , . . . . . . . . . . . . ., 18
2.3.9 Interest in New Services. . . . . . . . . . . . . . . . . . . . . . . . .. 19
Exhibit 2-6 Percent of Respondents Interested in New Basic Services . .. 20
SECTION 3 - SUMMARY OF FINDINGS ........................... 22
APPENDIX A- FREQUENCY DISTRIBUTION
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SECTION 1 .
INTRODUCTION
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SECTION 1 - INTRODUCTION
1.1 Overview
As part of the City of Iowa City's renewal process on cable television, Rice, Williams
Associates carried out a survey project in April 1992, that addressed the attitudes of cable
television subscribers toward current cable television service in Iowa City.
The purpose of the project was to determine the level of satisfaction present in cable
television households with aspects of the service currentiy provided by Heritage Cahlevision
(Heritage) and to generate information for the cable television renewal process ahout the
franchisee's customer service record.
This report presents the results of the survey work, carried out hy Rice, Williams
Associates for the City of Iowa City, in three sections:
.
The remainder of Section 1 outlines the scope and methodology of this consumer
study
.
Section 2 profiles characteristics of the respondents and contains the results of the
survey on consumer satisfaction with cable television service in Iowa City and
examines interest in addition~ local programming.
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Section 3 contains a summary of findings.
14 The Scone of the Survey
In order 10 develop a more complete profile of cable subscribers in Iowa City, for each
household surveyed, the survey established the value placed on cable television service.
To provide a picture of general satisfaction or dissatisfaction with the current level of
cable service in Iowa City, the survey questioned cable subscribers as to their levei of
satisfaction with the quality of cable piclure reception, billing procedures, and other related
consumer issues.
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1J Research Mcthodoloev
The survey questionnaire, designed hy Rice, Williams Associates, determined consumer
satisfaction with a number of cable services including repair, picture quality, and service value.
In addition, all residents were asked their level of interest in additional local programming.
The survey design was cross-sectional. This design utilizes a random sample of
respondents to describe a larger population. It is the same type of design used by pollsters to
measure public opinion. In this particular case, a random sample of Iowa City households was
selected by random dialing methods. Interviews were terminated if the respondent household
was not located in thc corpOiate boundaries of Iowa City. Four hundred (400) were subscriber
households. The response rate of those households qualified to be included in the survey (e.g"
phones working, non-businesses, Iowa City residents, adult present, actual phone contact) was
84 percent.
The subscriber sample of 400 gives statistically valid results at the 95 percent confidence
interval and a not to exceed five percent two-tailed error level. The error level is based on the
standard error of the estimated percentage for the sample which is the difference between the
survey results obtained with the sample, and the result that would be obtained by a complete
! , census of the population. This means that for any question iQ which 50 percent of the
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percent and that 95 percent of all samples would yield results within this interval. The plus or
. -' minus error level figure is less for both larger or smaller figures such as 80-20, 70-30 etc.
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However, as the sample size for certain sub-population categories decreases, (e.g" sex, children
present in household) the error level increases.
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SECTION 2
THE SURVEY RESULTS
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SECTION 2 . THE SURVEY RESULTS
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Responses to questions in the survey yielded insights into three topics pertaining to cable
subscribers:
· A profile of Heritage subscribers.
· ' Information on several consumer related issues.
· The value placed on cable television service in general.
This section will present the results of the survey in these three areas of investigation.
Exhibit 2-1 summarizes the topics addressed in each of these areas, which will be described in
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Exhibit 2-1 . Summary of Issues Addressed by the Survey
Survev Goals
SDecific Subiects Addressed
Profile of Cable Subscribers
(Section 2.1)
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Length of cable television service
Value Placed on Cable Service
(Section 2.2)
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Perceived value of cable television
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Consumer Issues
(Section 2.3)
· Converter use
· Cable reception
· Repair work
· Installation
· ' Outages
. Billing
· Ability to reach the company
· Interaction with company employees
· Interest in additional programming
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2.1 Profile of Subscribers
In order to determine an accurate profile of cable subscribers in IOWa City, survey
respondents were asked questions to determine the length of time that they had been suhscribing
to cable service. Following is a profile of the survey respondents.
Of the subscriber respondents selected, 50 percent were male and 50 percent were
female.
2.1.1 Leneth of Cable Service
Cable subscribers were asked to indicate how long they had been continuous
subscribers to cable television in Iowa City. The results appe:ll' below,
. 8.5 percent had cable for less than one year
. 22 percent for one year but less than three years
. 25 percent from three to six years
. 40 percent over six years
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4 percent were unsure.
~ :The Value Placed on Cable Service
To gain an understanding of the way that cable television subscribers in Iowa' City
perceive the quality of the service delivered, questions were asked as to:
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the perceived value of cable service in general
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problems with picture quality
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the number of repairs
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billing problems
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subscriber ability to reach the Cable Company.
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1.1.1 The Value of Cable Service in General
All subscribers were asked, "Which of the following monthly basic services does
your household subscribe to":
. Basic service.
. Basic Plus Expanded Basic service (Basic Plus .includes American Movie
Classics, USA, TNT, and ESPN.)
Almost six percent of the respondents indicated they received the Basic Service,
and 92 percent indicated they received the Basic Plus Expanded Basic tier.' The
remaining 2.5 percent were unsure or refused to specify a tier. It is unlikely that the 6.5
percent indicating they received the low cost service tier of service, did in fact receive
the !owcost tier. Many individuals automatically assume that what they receive is the
lowest cost tier.
All 400 subscribers, were asked, "Do you feel that you are getting a good value
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from the monthly cable service you subscribe to?" The responses in general were:
. 58 percent felt they received a good value
.
37 percent did not feel they received a good value
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. 5 percent were unsure.
The interviewers probed further to find out why 37 percent of the subscribers felt
that they were not receiving good value from their cable service:
. Of the subscribers that felt cable was not a good value:
.
59 respondents noted, "too expensive, too high, tripled in price,
or overpriced" ,
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. 23 respondents noted one of the following: "hecause of rate
increases and service reductions", "no new equipment", "no
competition", and "no other options".
.
11 respondents noted, "too expensive for the services offered (i.e.
picture quality, programming, programming interruptions,
reception)" .
. 10 respondents noted, "outages; picture quality (reception); and not
being able to communicate with the cable company" .
.
Ten respondents noted both picture quality and programming.
. Six respondents noted, "they keep cutting channels from basic and
putting them in expanded so you have to pay extra for them".
.
Six respondents noted, "forced to take stations they do not care to
have", and "wasted channels" .
.
Five respondents noted, "they get fewer channels for more money
and poorer reception than cities of similar size. "
.
Four respondents noted, "poor customer service representation."
.
Three respondents noted, "doll't use it enough.",
.
Three respondents noted that they could not get Quad City
Channels, Davenport Channel and other Iowa Channels anymore.
Two respondents questioned why the cost of extra outlets was so
high.
.
.
Two respondents noted, "poor programming (i.e. reruns, lack of
variety, not enough channels, too much advertising)"
. One respondent questioned why he had to pay so n\uch to get
premium channels turned off.
. One respondent stated, "BET is discontinued at certain times of the
night, and there are a lot of African American viewers in Iowa
City and I feel it should be on all night. "
6
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One respondent stated, "We have no good representation of CBS I
because our CBS channel is always being taken over by local
programming (Le. sports, etc.)."
. One respondent noted, "Lines to homes should be better, The
quality of cable line is very poor."
. One respondent noted, they would like the bill itemized.
That almost four of ten current cable subscribers do not feel they receive a good
value from the basic service subscribed to, should be of concern to the City and Cable
Company. However, it is equally true that approximately 60 percent of subscribers
believe they are receivin~ a good value from the basic monthly cable service.
u
Consumer Issues
UJ Converter Use
All respondents were asked if they currently used a cable television converter box.
Thirty-five percent reported they did, use a cable television converter box. The 1~0
re~1iOIidel1lS who i'eported using a converter box were asked how satisfied they were with
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the current converter box. Results follow.
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">J I Very Satisfied 30%
. ,
I Satisfied 59%
I Unsatisfied 5%
I Very Unsatisfied 2%
I Unsure 4%
The seven percent (10 subscribers) who reported being unsatisfied or very
unsatisfied were asked why. Responses follow:
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I "No feeling about the box, I just don't care to have it. "
I "Channels come in poorly because of the cable box. "
I' "My cable box is off by one channel. "
I "Sometimes the picture is clear (blank)."
I "The two we have are remote and have too many extra buttons."
I "It is not worth the monthly fee. "
I "The contact is on one channel and it will slide to another
channel. "
· "It is old fashioned, manual, not fast enough. The buttons are too
small. The tuning button is hard to operate and does not get
picture clarity. "
I "Don't think I should have to have it."
UJ Cable Service Picture Ouality
All subscribers were asked, "Do you receive any channels on the cable that have
problems with picture quality?" Of the subscribers participating in this survey:
I Thirty-seven percent (147 subscribers) reported problems with one or
more cable channels. '
The 147 subscribers reporting picture quality problems were asked which channels
on the cable system they experience reception problem with. Of the 147 subscribers
reporting reception problems, 115 reported problems on mote thart one channel. The
reported results appear in Exhibit 2-2 below.
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I EXHIBIT 2-2 CABLE PiCTURE QUALITY PROBLEMS I
. .
NUMBER OF SUBSCRIBERS
CABLE CHANNEL SERVICE REPORTING PROBLEM ON
STANDARD/CABLE READY A PARTICULAR CHANNEL
11/12 KOCR (FOX) , 55
21122 Encore 22
.
t/2 Family Channel 17
17/18 ESPN 17
5/6 Disoey Channel 16
.
18/19 A&E 16
2/3 KGAN (CBS) 15
19120 Fioancial News/Sports Channel 9
10/11 WGN 8
4/5 HBO 6 '
14/15 American Movie Classics 6
. .
12/13 Iowa Public Television 5
24/25 Discovery 5
........'n
3/4 Headline News 4
6/7 TBS 4
26/27 Nashville Network 4
35/36 MTV 4
7/8 KWWL (NBC) 3
13/14 Cinemax . 3
23/24 CNN . 3
25/26 Public Access 3
27/28 KTS (Kirkwood College) 3
30/31 Lifetime 3
34/35 Nickelodeon 3
15/16 USA 2
16/17 TNT 2
31132 VH-I/Comedy Network 2
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! ExmBlT 2-2 CABLE PIC'llJRE QUALITY PROBLEMS I
NUMBER OF SUBSCRIBERS
CABLE CHANNEL SERVICE REpORTING PROBLEM ON
STANDARD/CADLE READy A PARTICULAR CHANNEL
32/33 Univision . 2
33/34 BETlBravo ' 2'
. ,
One respondent each reported problems on Channels 9/10, 28/29, and 29/30. SIX respondents reported,
reception problems on all channels, six respondents could not recall the specific channels they were experiencing
problem. with, two respondents reported it varied, and one respondent reported that all channels faded into each
other.
The survey results indicate that these picture quality problems are a major
subscriber complaint. The technical analysis will, in part, examine these reported
problems. ,
Picture quality was also a reason some respondents gavc for not finding cable
television a good value.
W Cable Service Volume Ulvels
All subscribers were asked, "Are volume levels between cable channels
inconsistent?" Of the subscribers participating in this survey:
.
Thirty-eight percent (153 subscrihers) reported problems with volume
levels on one or more cable channels.
The 153 subscribers reporting inconsislency in volume levels were asked which
channels on the cable system they experience volume level inconsistencies with\ Of the
153 subscribers reporting volume level inconsistencies, 104 reported problems on more
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than one channel. The reported results appear in Exhibit 2-3 below.
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, , ExmBlT 2.3 CABLE VOLUME LEVEL INCONSISTENCIES
,,"' NUMBER OF SUBSCRIBERS
,
CABLE CHANNEL SERVICE REPORTING VOLUME LEVEL
STANDARD/CADLE READY INCONSISTENCIES ON A
i- PARTICULAR CHANNEL
11112 KOCR (FOX) 46
10/11 WGN 14
25/26 Public Access 11
16/17 TNT 10
12/13 Iowa Public Television 9
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35/36 MTY 9
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, 21/22 Encore 5
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26/27 Nashville Network 4
r ~ 30/31 Lifetime 4
! " 34/35 Nickelodeon 4
, 5/6 Disney 3
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13/14 Cinemax 3
18/19 A&E 3
31/32 VH.lICom,dy Network 3
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EXHIBIT 2-3 CABLE VOLUME LEVEL INCONSISTENCIES
CABLE CHANNEL
StANDARD/CADLE READY
SERVICE
NUMBER OF SUBSCRIBERS
REpORTING VOLUME LEVEL
INCONSISTENCIES ON A
PARTICULAR CHANNEL
3/4
4/5
14/15
23/24
Headline News
2
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IIBO
American Movie Classics
CNN
9/10 KCRG (ABC)
Ten respondenlS reporled reception problems on all or almost all cbannels. Thirty-nine respondenls could not
recall the specific channels they were experiencing problems with, but most of the 39 respondenlS staled that the
problem was on more than one channel. and that these channels were either 100 loud or 100 soft.
W Installation and Reonirs
Respondents who reported having been continuous cable subscribers for less than
one year were asked a series of queslions concerning installation of cable service. These
34 subscribers were asked how long the time period was between the request for
installation of cable service and. having cable service installed. Results appear in
Exhibit 2-4.
EXHIBIT 2.4 TIME PERIOD BETWEEN REQUEST FOR INSTALLATION
AND INSTALLATION
Less than two business days 24%
Two business days 15%
Three business days 12%
Four business days 6%
More than four business days 27%
Unsure 17%
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installation service. Results appear in Exhibit 2-5.
I EXHIBIT 2-5 SATISFACTION WITH CABLE INSTALLATION SERVICE I
Very Satisfied 62%
.
Somewhat Satisfied 27%
Somewhat Unsatisfied . 6%
Very Unsatisfied 0%
Unsure . . 6%
Suhscribers were asked if, apart from installation, it had been necessary for a
Cable Company e,mployee to come to their home to perform repairs during the past year,
Eighty-five of the subscribers (21 percent) had a repair done during the past year. Of
this group:
I
6] percent had requested one repair
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19 percent had two repair visits
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6 percent had three repair visits
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4 percent had four or more repair visilS.
All respondents who had requested a repair were asked if they had been offered
their choice of an a,m., p.m., or after 5:00 p.m. repair appointment. Twenty-eight
percent reported they had teen offered such a choice, while 39 percent were unsure or
indicated it was not applicable to them, and 33 percent reported they were not offered
such a choice.
This same group of 85 subscribers were asked how rapidly the repair work was
scheduled, the last time they requested repair, by the Cable Company. A majority
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reported that, in their experience, repair work was scheduled by the Cable Company
within 24 hours or less after the request.
I 64 percent reported that repair service was scheduled within 24 hours or
less '
I 8 percent reported that repair service was scheduled for greater than 24
hours but less than 48 hours
I 8 percent reported that repair service was scheduled for more than 48
hours
I
20 percent could not remember.
Of the seven respondents above, reporting more than 48 hours for a repair
appointment, only one had requested the delay. While the number of repairs put off by
more than 48 hours is small, it is eight percent of all repairs.
The performance of the Cable Company in keeping to the promised repair
schedule was good:
I
91 percent reported that the repair occurred as scheduled
I 4 percent reported that it did not occur as scheduled
I 6 percent did not remember.
The 85 subscribers in the survey sample that had requested cable repair were
asked to evaluate staff. When asked to rate the courtesy of these employees:
I
47 percent gave these employees an above average rating
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32 percent rated these employees average
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2 percent rated them below average or poor
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13 percent had no contact with these employees and
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6 percent did not remember.
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This should be considered a good level of satisfaction with repair staff.
UJ: ~able Outaees
All respondents were asked if they had experienced any cable outages between
7:00 a.m. and midnight, during the past year. Sixty-f9ur percent of the respondents
reported they had experienced a cable outage during the past year. These 256
respondents were asked how many cable outages they had experienced over the past year.
These 256 respondents were also asked how long the most recent outage had
lasted. Results appear below:
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LENGTII OF LAsT OurAGE REPORTING
Less than 15 minutes 20%
.
Greater than 15 minutes but less than 30 minutes 11%
Greater than 30 minutes but less than one hour 18%
More than one hour but less than two hours . 16%
More than. two hours but less than four. hours . 12%
Greater than four hours but less than eight hours 3%
Greater than eight hours 5%
Unsure 15%
While 31 of the most recent respondent reported outages were less than 30
, minutes, the frequency of such outages should be of concern to the City and Cable
Company. Again, outages were a reason some respondents cited for believing cable
service was not a good value.
The technical evaluation will ask lhe Company to explain the frequency of
outages.
W Billin2
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In total, six percent of subscribers interviewed (24 households) reported trouble ~
with their cable service billing. Each of these individuals was probed further to yield
more detail on the kinds of billing problems that they had expcrienced.
Of thcse 24 respondcnts, the following responses wcre recorded:
.
"Shouldn't have a latc fee, becausc we pay early."
.
"I thought I had a channel and I didn't. "
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. "Changed addresses."
i "They added a service and if we didn't check in with them, we would
keep getting charged for it. "
· "Encore cost was not credited. I had to call when the price went up.
They corrected the error. "
. "They said I didn't pay, but I did."
W Subscriber Abilitv to Reach the Cable Com{)nny
The survey tried to gain greater insight into lhe level of contact and satisfaction
that cable subscribers had in contacting the cable system office. Of the subscribers
interviewed, 33 percent (133 households) said that they had tried to contact the Cable
Company by telephone during the past six months for any of several reasons .- to get
, general information, to schedule a repair or installation" to resolve billing problems, or
to review service charges.
Interviewers asked this group which set of statements best described what
happened the last time they called the cable company. Results follow: ' '
~
DIlSCRIPTION OF 'I'ELI!PIIONE CALL, I PERcENT REpORTING
-
The call was answered and I was helped. 56%
I received a busy signal and never gotlhrough. 9%
I received a busy signal and eventually got through. 14%
I received a recorded message and a number to call for repair 2%
service, which I called and was helped.
I received a recorded message and a number to call for repair 2%
service, which I did not call.
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PERCENT REpORTING
2%
8%
2%
1%
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I received a recorded message and a number to call for repair
service, which I called but was not able to get through.
I was put on hold a short time and then helped.
I was put on hold a long time and then helped.
I was put on hold a long time and hung up.
I was put on hold a long time and was disconnected
Other (*see below for respondents description).
Unsure.
Respondenls who slated Other, bad the following descriptions the lasllime they called the cable cnmpany:
.
.
'[ was given a number In call and receiveda recorded explanation.'
'[ called and gnl an answering service. They said they cnuidn't do anything about il. [called again th,
next day and it took 48 bnurs to fix.'
'[ called the repair number directly, they were very courtenus and prompl.'
'Several of the above. '
'[ received a recording, they called back the next day. The prnblem was at the transmission site, not
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The courtesy of the Cable Company's customer service staff was rated by lhe 148
survey participants who reporteil having had contact with the Cable Company customer
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service representatives. When asked to rate the courtesy of these employees, the
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57 percent rated them average
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· 0 percent were unsure.
This should generally be considered an adequate level of satisfaction with
Customer Service Representatives. Almost one third of those evaluating the courtesy of
CSR's as below average or poor also reported billing problems. Dealing with billing
problems is difficult for both parties, but due to the fact that almost one of ten
respondents reported the courtesy of the CSR's as below average or poor, is cause for
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concern.
W Interest in New Services
All 400 respondents were asked to indicate their interest in additional local
, .
programming. Exhibit 2.6 indicates resident interest by all respondents and subscribers,
The local programming offered was: .
.
The Learning Channel featuring educational, documentary, and information
programming.
.
Additional local city government programming featuring fire and public safety,
parks and, recreation opportunities, and other informational programming' from
City of Iowa City departments and agencies.
· Additional local programming of story hours, puppet shows, community lectures,
workshops, concerts, book reviews, and other events from the Iowa City Public
Library.
WHBF (CBS) from Quad Cities.
The Science Fiction. Channel featuring classic and modern science fiction
programming.
Additional local community programming from local producers and organizations
in the Iowa City area, concerning cultural, art, informational, and other topics of
local interest on the public access channel.
19
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. Additional local non-University educational programming from the Iowa City
public schools and Kirkwood Community College.
. Entertainment Television with movie previews, celebrity interviews, entertainment
news and behind-the-scenes specials.
I Turner Cartoon Network featuring a variety of old and new animation.
.
Court TV featuring coverage of current court room cases.
. Vision Television offering multidimensional religious programming.
.
Additional University educational programming featuring credit courses in a wide
variety of subjects and general educational programming.
.
KWQC (NBC) from Quad Cities.
I EXIllBlT 2.6 PERCENT OF REsPONDENTS INTEREsTED IN NEW BASIC SERVICES I
. SUBSCRIBERS
SUBSCRIBERS EXPRESSING
AnDmONAL locAL EXPRESSING "S0ME "INTERESTED" OR
. PROGRAMMING 1NTEREsT" liVERY INTERESTED"
The Learning Channel 23% 46%
Loca1 City Government 27% 22%
Programming
Iowa City Public Library 25% 19%
Programming
WHBF (CBS) . 15% 40%
The Science Fiction Channel 20% ~5%
Loca1 Community Programming 28% 25%
Iowa City Public Schools & 28% 23%
Kirkwood Community College
Programming
Entertainment Television 28% 33%
Turner Cartoon Network 18% 32%
20
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EXIllBlT 2.6 PERCENT OF REsPONDENTS INTERESTED IN NEW BASIC SERVICES
SUBSCRIBERS
SUBSCRIBERS EXPRESSING
AnDmONAL loCAL EXPRESSING "S0ME IINTERESTIlD" OR
PROGRAMMING 1NTEREST" liVERY INTERESTED"
Court TV 18% 19%
Vision Television 11% 8%
University Educational 28% 29%
Programming
KWQC (NBC) 15% 34%
21
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SUMMARY OF FINDINGS
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Following are highlights of some of the survey findings. ,'.'
-
I Cable subscription in Iowa City tends to be long term with 40 percent subscribing
for six or more years.
I Fifty-eight percent of current cable subscribers believe they receive a good value
from the basic cable service they subscribe to.
I Of the 37 percent of subscribers who do not believe they receive a good value
from the basic cable service, the major complaint was high rates for what was
received.
. Thirty-Seven percent of all subscribers reported problems with picture quality on
the cable system. The most complaints concerned cable channels for FOX,
Encore, Family Channel, ESPN, Disney, A&E, and KGAN.
I Ninety-one percent of those reporting a repair service call said the repair
occurred as scheduled.
~
...J I, Thirty-three percent of the respondents who requested a repair reported that they
were not offered a choice of times for the repair to be scheduled (a.m., p.m., or
-, after 5:00 p.m.).
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. Twenty-three percent of the customers that had telephoned ihe Cable Company
office reported receiving a busy signal.
~
I Repair employees and customer service representatives received good evaluations , '
:
! , from respondents.
;"
I Only six percent of subscribers reported experiencing a billing problem.
I Of the 140 subscribcrs reporting the use ofa cable converter box, 30 percent
were very satisfied, 59 percent were satisfied, and seven percent were unsatisfied
with having to use the converter.
I Eighty-eight percent of the respondents with installation done during the past
year, were satisfied or very satisfied with the service.
I Sixty-four percent of subscribers reported at least one outage during the past
year.
22
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I Of the 256 subscribers reporting an outage over the past year, 37 percent
reported more than three.
II Sixty percent of all subscribers believe that itemized billing for services received
, from the cable company would be helpful.
I Thirty-eight percent of respondents reported the volume level between some cable
channels are inconsistent.
I Sixty-four percent of those requiring a repair call reported that the repair service
was scheduled within 24 hours or less.
. Ten percent of those requesting repair service during the past year made requests
for more than two repair visits.
. Interest in additional local government programming was high with 49 percent
at least somewhat interested.
I Interest in local non-university educational programming was high with 51
percent at least somewhat interested.
I Interestin additional Iowa City Library Programming was high with 44 percent
at least somewhat interested..
I Interest in additional Public Access Programll)ing was high with 54 percent at
least somewhat interested.
I Interest in additional University Educational Programming was high with 57
percent at least somewhat interested.
I Interest in other satellite services was also quite high.
Based on these findings, it is recommended that during the cable television renewal
process the City address the following consumer issues.
I Additional channel capacity.
I Additional local public, educational, govemmental, and library access
programming.
I Frequency of outages on the cable system.
23
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Signal quality problems identified on channels for FOX, Encore, Family Channel,
and several other cable services.
.
· Inconsistency in volume levels between channels.
.
Frequency of consumers receiving a telephone busy signal.
I
Practice regarding offering subscribers a.m., p.m., or after 5:00 p.m. time
frames for requested repairs. '
.
Additional cable satellite programming.
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FREQUENCY DISTRIBUTION
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FREOUENCY OISTRIOUTIOII
REBIDENCE . BUSINESS OR BOTN
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1 . RESIDENCE
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5 = OUSINESS
Total
Hisllng caBla = 0
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Bar Gr.ph or REBIDEIICE ~ BUSIIIEGSOR BOTII
Percent or" Total
VIIl UD Labell
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20
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40
50
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OUSIIIESS
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FREOUENCY OISTRIBUTIOH
CURRENTLY RECEIVE CABLE FROH HERITAOE CABLEVISIONNu.b"
Pare on t CUClulatlve
.............. ---........--..
100.0 I 100.0 I
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Bo, Oroph or CURRENTLY RECEIVE C~BLE FROH HERITAOE CABLEVISIOH
Porcent Dr Total
Vlllu B Lubo t B
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20
30
40
60
so
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BO ,SO 100
I. I . I I. I . . I . I . . I . I . . I . I ~ I I I I . . I . I I . I. I . . I. . . I I . . , . I
YEO
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FREOUENCY OISTRIBUTION
LENOTII OF CONTINUOUB SUBBCRIPTIOII ?
Nuber Pucent CU',~ 1 a t I v B
------- ..---------
34 8 ~ Ii S B.5 S
B7 21. B S 30.3 S
101 25.3 S 65,5 S
lSI 40.3 S 95.8 S
lB 4.0 S 99.9 S
1 0.3. S 1 DO I 0 S
......---- -------
400 100.0 S 100.0 S
,1 " LEBB ONE YiAR
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3 " THREE TO SIX YRS
4 " OVER BIX YEARS
B . UIIBURE
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Total
HilBlng C8888 c 0
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B.r Or.ph .r LEIIOTH OF COIITINUOUB SUBSCRIPTION?
Percent or Total
Vuluo Labell
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20
3D
40
50
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70
BO
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1...,1....111..1....111..1....1111.1....1,...1..,,1
LESB OIIE YEAR
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OIIE OUT L EBS 3YR
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11l1l,E TO B IX YRS
............. [ 101
OVEII SIX YEARS
..................... ( 181 I
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FREQBENCY DISTRIBUTION
TIHE BETWEEH IEQUEST AIIO RECEIVE IHSTALL
Hu.be r Pe ro'ent Cuulathe
-_....--- ........-..---..
B 23.6 S 23.5 S
5 14.7 S 3B.2 S
4 11. B S 50.0 S
2 5. S S 56.9 S
B 25.5 S B2.4 S
3 S.B S 91.2 S
3 B. S S 100.0 S
-oo----.. ---_..--
34 100 I 0 S 100,0 S
1 . LESS TWQ DAYS
2 ;a TWO DAYS
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4 1:1 FOUR DAYS
5 . HORE THAll FQUR
8 1:1 UNSU RE
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Totel
Hlnlng QUill 1:1 0
Response poroont 1:1 100.0 X
Bo, Oroph or TIHE BETWEEH REOUEST AND RECEIVE IHBTALL
Porcent Dr Total
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40
50
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20
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FREOUEIICY OISTRIBUTIOII
SATIBFACTIOII WITH CABLE IHSTALLATIOH
Nulber Percan t CUluletlve
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21 81.9 S 81.e s
B 26.5 S 88.2 S
2 5.9 S 94.1 S
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1 2.9 S 97.1 S
1 2.B S 100.0 S
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1 . VERY 5ATIBFIEO
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1....1....11,.,1...,1.....1....1....1....1....1...,1.
VERY BATIBF lED
............................... ( 21 1
BATISFIEO
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FREOUENCY OIBTRIBUTION
REPAIR IIECESSARY DURING PABT YEAR
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B.r Gr.ph or REPAIR IIECEBBARY DURIIIG PAST YEAR
Percent of TotaL
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FREDUEIICY DISTRIDUTIDN
DFFERED AN. PN AFTER 6PN DERVICE
Huabor Plr.cont CUIU l D t t V 0
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24 28.2 I 29.2 I
2D, 32.9 I 91.2 I
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Perclnt or Tatll
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FREOUEIICY OF REPAIR SERVICE
Hubs r Puce nt CU'ulat1ve
-----..- ....--..--..--
62, . 8112 S 81.2 S
lB 18 I 8 S 80.0 S
6 6.9 S 85.9 S
3 3.B S 89.4 S
6 6.9 S 95.3 S
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FREOUEIICY OISTRIBUTIOH
REPAIR PRO HI BED WHEII LAST TIHE HEEDED
Hu.bOl' Percent Cnulettvo
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64 83.6 I B3.5 I
7 B.2 I 71.B I
7 B.2 I BO,O I
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Bor Or.phof REPAIR PROHISEO WHEH LAST TIHE'HEEOEO
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20
30
40
60
SO
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1..,.1,...1....1...'.1.1..1.....1....1..,.1....1....1
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FREOUEIICY OIBTRIBUTIOH
010 YOU REOUEST EXTEHOEO REPAIR TIHE 1
NUlbl r Percent CUIlU l at t YII
...........-- ----------
1 14.3 I 14.3 I
B 71.4 I 85,7 I
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Bo, Oroph ar 010 yoU REOUEST EXTEIIOEO REPAIR TIHE ?
Porcent Dr Total
Va l us Labs II
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30
40
60
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FREOUEIICY DISTRIBUTION
LAST REPAIR APPOIIITHENT KEPT ON SCHEDULE
Nu.btr Percent CUlulllttve
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FREOUEIICY,OISTRISUTIOH
HO. OF REPAIR TRIPS HEEDED FOR REPAIR
Nuber
'Purcent Cu.ulat1vl
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1 . OHE TRIP
2 . TWO TRIPS
3 . TIIREE TRIPS
4 . FOUR OR HORE
5 . IIEVER REPAIRED
e ;; UNSURE
9 ;; NA
BB 80,0 X 80.0 X
10 11.B X 91.9 X
I 1.2 X 92.9 X
0 0.0 X 92.8 X
4 A.7 X 97.6 X
I 1.2 X 99.B ,X
1 1.2 X 100.0 X
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Bo, Oroph or 110. OF REPAIR TRIPS HEEDED FOR REPAIR
Porcont of Total
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BO 100
20
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BO
30
I. , ~ I I. I . . I . , . . I . . I . I. . . . I . , . . I. . . . I. I , I I . . I I I. I . I I
OIlE TR IP
.........................................
I BD I
THO TRIPD
...... [ 10 J
TIIREE TRIPS
. I
FOUR 0 R HORE
. I 0
IlEVER REPAI REO
...
A
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CABLE TELEVIBIOII CONSUHER SURVEY I IOWA CITY I IOWA
FREOUEIICY OISTRIBUTIOII
COURTESY OF REp,AIR FERSOHIIEL
Hu.b er Percent Cuau lat 1 v e
..------ ....----....--
40 47.1 S 41,1 S
27 31.9 S 78. B S
2 2.4 S 81.2 S
0 0.0 S Bl.2 S
11 12.9 S B4.1 S
3 3.S S 97.6 S
2 2.4 S 100.0 S
....---..- -------
B5. 100,0 S 100.0 S
----------------------------------------
1 = ABOVE AVERAOE
2 = AVERAGE
3 = BELOW AVERAGE
4 ;: POOR
5 = 110 CGIITACT
B = U "SURE
B = IIA
Total
HIIslng C&88S = 0
Reapano8 percent = 100.0 S
B', Gr'ph Dr COURTEBY OF REPAIR PERSONHEL
Pucont orTotal
Va I UD l.ob 0 l &
o
10
20
40
50
BO
70
BO
BO 100
30
1....I....!....I....l....I,...II.,.I....I....I.,..1
ABOVE AVERAGE
........................ ( 40 )
AVEIIAG E
................ I 27 I
BELOW AVERAGE
.. I 2 ) "
POO R
, 101
110 COIITACT
.......
11
UIISURE
..
3
IIA
..
2
/ f.1~(p
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CABLE TELEVISION CONSUNER BURVEY I IOWA CITY I IOWA
FREQUENCY DISTRIBUTION
OUTAOE OURINO PAST YEAR
Nuber Perea n t Cuaulathe
.......---- -00..---..---
26S 84.D S 64.0 S
lIB 29.5 S 93.5 S
26 8.3 S 99.8 S
1 0.3 S 1 OQ. 0 S
------- -------
400 100.0 S 1 OQ. 0 S
------______00-----------------__00-__00.._00
1 eYES
2 = 110
B = NNSURE
9 z::; HA
To tal
H1Islng CaGDD. = 0
Response porcont = 100.0 I
Bar Oraph of OUTAOE DURING PAST YEAR
Percent or Total
Vol uo Lobo l8
o
10
30
40
BO
70
BO lOG
BO
60
20
I . I . , I , . . I I , . I I I . I ~ . I I . . . I. I I . I . . . I I. . . I I I . I . I . 1'1 1.1
YES
................................. [ 256 )
NO
............... I 118 I
UII6URE
.... I 25
IIA
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CABLE TELEVIBIOII COIIBUHER BURVEY 'IOWA CITY, IOWA
FREOUENCY DISTRIBUTION
1 ;:: ONE
2 = TWO
3 = YIIREE
4 = FOU R
6 ;:: FIVE
B = SIX OR HORE
7 = OFTEII IH RAIH
B = UIISU RE
9 r:: HA
NUlbu r Percent CUIU lit I y 8
...--..--- ..---.....---..
3B 16.2 S 16 .2 S
6B 23.0 S 38.3 S
37 14,5 S 152.7 S
22 B.B S 81.3 S
16 6.B S 87.2 S
61 19.9 S B7.1 S
B 2.3 S B9.6 S
26 O.B S 99.2 S
2 0,8 S 100.0 S
-_....--- -....--....
26B 100,0 S 100,0 S
FREOUEHCY OF CABLE OUTAGEB PABT YEAR
-------......---....-------..---..----....----......
To te l
H'181ng Clle8 ;:: 0
A08pono8 peraent a 100,0 S
Blr Grlph Dr FREOUEIICY OF CABLEOUTAGEB PAST YEAR
Plroont or Tatll
o
10
20
30
BO
70
BO
BO 100
40
60
Vo l uo Labal & '
OIlE
TWO
YlIIIE E
FOUR
FIVE
1....1....1...,1....1...11....1....1.,...1111.1....1
........ ( 39 )
............ I 50
........ I 37
..... ( 22
... I 16 J
.......... ( 51 I
SIX OR HORE
.. I B I
UIIBU RE
OFHII IH RAIH
25
IIA
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. 12
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CABLE TELEVIBION COIIBUNER BURVEY I IOWA CITY I rOWA
FREOUEIICY OIBTRIBUTION
NOW LONO DID KOBT RECENT OUTAGE LABT
1 , LEBS TNAK lB KIN
2 , >16 BUT < 3D KIN
3 , >30 BUT <BG KIN
4 , > BO BUT <2 IIRS
6 , >2HRB BUT <4 IIRS
B , >4HRS BUT <BIIRS
7 , HORE TIIAH B IIRS
a "I UIlSU RE
9 I' NA
NUlbor Porcent CUllullthl
-----..... -..---......--
62 20.3 S 20.3 S
2B 10.9 S 31.3 S
4B lG.G S 49. e S
42 18.4 S 86.8 S
3D 11.7 S 77.3 S
B 3.1 S BO,5 S
12 4.7 S 86.2 S
3B 14.1 S' 99.2 S
2 O.B S 100.0 S
.....-..-.... ----..--
26B lGO.G S 100,0 S
Totld
Hissing CI888 a 0
RIsponle peroont a 100,0 S
Bor Groph or HOW LOIIG DID KOBT RECENT GUTIBE LABT
Vo l 00 L abol8
LESS TIIAII 16 KIN
>16 BUT
3G KIN
>3G BUT <BG KIll
> BO BUT <2 IIRB
>2IiRB BUT <4 IiRB
>411RB GUT <BIIRS
KORE TIiAH B IIRS
UIIBURE
IIA
Percent or Total
o
1G
2G
30
40
6G
BO
7G
BO
BO, 1 GG
1....1....1"..1,...1....1....1....1....1..,.1...,1
...........
B2 )
...... (,28
......... 48
'" I..... 42
...... 30
" I a
... I 12
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CABLE TELEVIBIOH COIIBUHER BURVEY I IOWA CITY, IOWA
FREOUEHCY OISTRIBUTIOH
CHAHHELS WITII RECEPTIOII PROBLE~B
NUlbl r Perclo t CUDU tat t v 8
------- ......----..--
147 38 .8 X 38.8 X
243 BO.8 X 97.5 X
10 2.6 X 100.0 X
0 0.0 X 100.0 X
. ..----- --_......- -------
400 100.0 X 100.0 X
----------------------------------------
1 II YES
2 I:l NO
8 ;; UNSURE
9 ;; HA
Toul
Hi81ing CI181 I: 0
Responso porcent ;; 100.0 S
B., Or.ph .r CHAIIIIELS WITH RECEPTIOII PROBLEHB
Porcent of Total
Vol U 0 ~ B be le
10
20
40
BO
70
SO 100
BO
30
60
1....1....1....1...'.1,...1..111....1.,..1.."1.1..,,1
YES
................... ( 147 )
liD
............................... I 243 )
UIlSURE
.. I 10
IlA
" 101
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CABLE lELEvrBIOII COIIBUHER SURVEY I IOWA CITY, IOWA
FREoUEnCY DIS1RIBU110H
AREVOLUHE LEVELS IIICOHSIS1EHl ?
HUllbur Po r'c,nt Cuut at I II B
-_......-- --------..-
1S3 38.3 ~ 39,3 ~
23B 69.5 ~ 97.8 ~
7 1.B ~ 99.5 ~
2 0.6 ~ 100.0 ~
...---....- ..------
400 100.0 ~ 100.0 ~
----------..----..---..........--..--..----------
1 . YEB
2 a HO
8 1:1 UUBU RE
9 a HA
To tel
Mlu8lng CUeI a 0
Ruponae peroent' l:l' 100.0 S
B.r Gr.ph .f ARE VOLUHE LEVELS IHCOHBISlEHI ?
Percent or Total
Val un L Bb III I
o
10
20
30
40
60
BO
70
BO
BO 100
1..,.111..1....1....1..1.1....1.,..1..111...,111...1
YEB
.................... I 163 I
110
.............................. ( 238 )
unSURE
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CABLE TELEVISIOII COR SURER SURVEV I IOWA CITY. IOWA
FREOUERCY OISTRIBUTIOII .
ARY PROBLERS WITR BIllllIO
NUlbi r Percent CUIIU II t I v a
--......oo.. ............--..-..
24 B.O S B,O S
370 92.5 S 98.5 I
4 1.0 S 9S .5 S
2 0.5 S 100.0 S
---...._- ....-----
400 100.0 S 1 00.0 S
---------------------------..---..-..------
1 ;$ YES
2 :I NO
8 :I UNSU HE
9 = NA
To till
Hi aa 1 n,9 C1I8811 1:1 0
As.ponll parcent = 100.0 S
Bar Oraph of ARY FROBlERB WITII BllllRO
Peroent or Total
Vo l UII I.lbll B
o
10
20
3D
40
60
BO
70
BO
00 100
----..---........
1,...1....1111.1....1111.1....1..111....1....1....1
YEB
.... I 24 I
110
......................~...,.................... [ 370 1
UIIBURE
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CABLE TELEVISIOII COIISUHER SURVEY I IOWA CITY, IOWA
FREOUEHCY OISTRIBUTIOH
PI reD n tor To tal
Villus Lubell
o
10
20
30
40
50
BO
70
BO
BO 100
, ~...._---.._--..
li..,.I....I....I,...I....I...,I....I....I..,.I....1
OVERCIlAROEO
........... 5
BILL EO ,110 BERV
......... 4
110 DILL ,RECEIVED
... I 1 )
LATE CIIAROE POOK
............. ( B )
ADDED CIlAROES
..... I 2
OTIIER
.........
4 )
UIIBU RE '
.....
2
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CABLE TELEVISIOII COIISUHER SURVEY I IOWA CITY. IOWA
FREOUENCY CISTRIBUTION
PREFER'ITENIZEO BILLINO
Hub a r Po-runt CUDulltfve
-..---_.. ------..--..
241 60.3 S 80.3 S
lOB 26,5 S 96.B I
47' 11.B I 96.5 I
B 1.6 I 100.0 I
........-..... ........---
400 1 DO I 0 I 100.0 I
--------------..-------------------------
1 = YES
2 ;; NO
B = UIIBURE
9 ;; NA
To ta l
Hllslng casDB.= ,0
Response percont = 100.0 S
BI' G"ph Ir PREFER ITEHIZEO BILLING
Percent or Total
V'a l uoLabo ls '
o
lG
20
30
40
6G
BG
7G
BG
GG lGG
1,"111....111..1....1.1111....1,...111111,'.1.111111
YES
............................... ( 241 )
IIG
.............. I 106 I
U 116 U R~
...... ( 47 1
IIA
. I 6 I
/ (P~fo
urn----....-;r"'.--
-.......
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CABLE TELEVIBIBN CONSUNER SURVEY I IOWA CITY. IOWA
-
I'
,
I..:
Va l ue Labell
o
I. . . . I . . . . I . . . I I . . . . I . . ~ . I . . . . I . . . . 1 . . . . I. . . . I . . . I I
10
EO
30, 40
60
60
1B
so
90 lOB,
c
FREOUEIICY DISTRIBUTION
foUl
NUlbor, Pure Int Cuulltlve
..-....--- --..--....-.....
133 33.3 S 33.3 S
EB4 aBID S BB.3 S
3 B.B S 100,0 S
B 0.0 S 100.0 S
..---..-- ..--....--
.400 100.0 S 100.0 S
-
, ,
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,TELEPIIOIIEO CO DURING PAST SIX MGNTIIS
..----....----..----..-..-----....----------..---
i
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2 I:: NO
B I:: UNSURE
9 a HA
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MIllIng CIIII I:: 0
Rleponll plrelnt I:: 100.0 S
r
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Bor Grlph Dr TELEPIIGHED, CG DURING PAST SIX, MOMTUS
c
Po ree n tot To te l
YES
...~...~......... I 133 )
IIG
..................................
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CABLE TELEVISIOII CONSUNER SURVEY I IOWA CITY, IOWA
FREOUEIICY DISTRIBUTION
CO TELEPHONE RESPONSE
Nuaber
Percent Cu.ulet!VI
~._-------------------------------------
01 . ANS AND NELPEO 74 56. a 1 56.6 1
~ 02 = BUSY 110 RESPONSE 12 9.0 1 64.7 1
OS . 9U9Y GOT TIIROUGH 19 13.B 1 78.2 1
04 . REC NE9 NEW NO, CALLEG & HELPED
3 2.3 1 80,6 1
GB . REC NES NEW liD, DID NOT CALL
2 1.5 S .' 82 I 0 1
GB . REC NE9 NEW NO CALLED,COULG IIDT GET THROUGH
3 2.3 I 84.2 1
07 . 1I0LO OUT HELPED lG 7.5 I 91. 7 1
G9 . LONG HGLD IIELPEO 2 1 i5 ,x : 93.2 1
G9 . 1I0LO NUNG UP 1 0.8 X 94.0 1
10 . 1I0LD 019CONHECT 0 0" 0 S 94.0 ,I
1- 11 . OTH ER 9 4.B 1 88.5 1
19 II UNSURE 2 ,l.B 1 100 I 0, 1
I,"' 13 . IIA G G.O 1 100.0 1
, ' ............... -....--....
I - To ta L 133 I,GO,O 1 lDG.D 1
r-' Hlulng CUID II 0
! Ro apDnUl puclnt II 100.0 1
-
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CABLE TELEVISIOII CONSUHER SURVEY I IOWA CITY, IOWA
FREOUENCY OISTRIB~TION (Conllnu.d)
SI' O..ph Dr CO TELEPIIOIIE RESPOHSE
Percent ot TaUl
Voluo Label,
o
10
20
30
40 60 00, 70
BO
SO
100
I. . . . I . . . . I . . ~ . I . . . . I. . I I I. . I . J . . . . I . . . I I . . . . I . . . , I
AilS AND IIELP,EO
............................
174 I
BUSY NO REBPONSE
..... [ 12 I
SUSY OOT THROUOII
....... ( 18
REC HES NEW 110. CALLED & IIELPEO
.. I 3 )
RECHES HEW HO. '010 HOT CA'LL
. I 2
REC HES HEW 110 CALLEO,COULO HOT OET TIIROUOH
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CABLE TELEVIBIOII CONSUHER SURVEY I IOWA CITY, IOWA
FREOUENCY OISTRIBUTIOII
CONTACT WITH CO CSR
HUlber Percent CUDullltive
....---..- -..----.....-..
14S 37.0 S 37.0 S
249 62.3 S 99.3 S
3 O.B S 100.0 S
0 0.0 S 100.0 S
..---..-- ------..
400 100.0 S 100.0 S
1 ;; YES
2 I: NO,
B = UNSURE
9 1:I NA
Totel'
HllO' ng OUIII II 0
Response peroont a 100.0 ,S
B'r Gr.ph or COIITACT WITH CO CSR
Porcent or Totlll
Vo l uo Lobe l a
o
10
20
3D
40
60
BO
70
60
GO 100
1....1.11.1.11.1....1.11.1....1..1.1....1....1..111
YES
................... I 148 )
110
.............,.,.....,.......... ( 249 )
UIISU RE
. I 3
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CABLE TELEVIBION CONBUNER BURVEY I IOWA ~ITY ; IOWA
FREOUEIICY OlSTRIBUTIOII
COURTESY OF CSR
Nu.ber Purcent CUllulatiye
.....-...-.. ..---------
51 34.5 % 34.5 %
B4 5B,8 % B1. 2 %
7 4.7 % B5.9 %
B 4.1 % 10D,D %
D D. D % lDD.D %
D D.D % lDD.D '%
-_oo-..-- ----....-
1.48 100.0 % 100.0 %
..--------------------------------------
1 . ABDVE AVERAGE
2 . AVERAGE
3 . BELDW AVERAGE
4 I: POOR
B . UNSURE
B . NA
To ta l
HI181ng callD a 0
ROlpon.. percent a 100.0 X
B.r Gr.ph .r CDURTESY DF CBR
Percent or Total
Valuo Lobuli
D
lD
2D
3D
5D
BD
7D
BD 1 DD
BD
4D
1....1....1,...1...,1....1...,.1....1....1",.1....1
ABDVE AVERAGE
.................. ( 51 I
AVERABE
............................. I 84 1
BELDW AVEnADE
...
7
PDD R
...
B
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CABLE TELEVIBIOII 10HSUHER BURVEY I IOWA CITY ,IOWA
FREOUEIICY OISTRIaUTIOII
SERVICE TIER
HUllber . Po rCl~ t. CUIlU lit I Y II
------- -_....-..----
23 S. B ~ 5.B ~
3B7, 91.e ~ 97.5 ~
10, 2.5 ~ 100,0 ~
0 0,.0 ~ 100,0 ~
.............- _..........-
400 1 00.0 ~ 100.0 ~
1 c BABIC
2 . EXPAIIED BABIC
B :: UNSURE
D 1:I NA
To tll
H1u1ng ClI811 1:I 0
Reopons8, porcent 1:I 100,0 S
a'r Dr.ph .r SERVICE TIER
Porcont of Total
Vu I ue Lebo l B
o ,10 20 3D 40 50 60 7D BO BD 100
I. I . I I . I . . I . . I ~ I . '" . I . . . . I . , , . J , , . . I . I I I I. , I I I, . . . I I
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FHEOUEHCY OISTRISUTIOH
0000 VALUE FROH TIER SERVICE
NUlber Percent CUllulllthll
..----_.. --......-----
233 60 .3 S 58.3 S
14S 37.3 S 95.5 S
17 4.3 S 99.9 S
1 0.3 S 100.0 S
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400 100.0 S 100,0 S
----------------..-----------------------
1 = YES
'2 = 110
S = UIISU RE
9 = HA
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ResponlB percent = 100.0 S
Sar Oraph ar 0000 VALUE FROH TIER SERVICE
Porcont or Totll
Vo l U8 ,Lob 0 I &
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20
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FAEOUEIICY OISTAIBUTIOII
CUAAEHTLY USE A COIIVEATEA BOX
NUllber Po r,oen t Cu.u' lilt I YO
_.........-.. -..--------
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4 1,0 S 100.0 S
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400 100,0 S 100.0 S
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air Graph 01 CUAAENTLY UBE A COIIVEATEA aox
PBrcont Dr TotBl
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o 10 20 30 40 ~o BO 70 BO BO 100
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FREOUEHcr OISTRISUTIOH
SATISFACTIOII WITII COHVERTER SOX
NU.bor Percen t CUIlU lit tv 8
-...---- . ------- ._------..--
42 30.0 % 30.0 %
S3 ' 59.3. % 89.3 %
7 S,O % 94.3 %
3 2.1 % S6.4 %
5 3.S % 100.0 %
0 0.0 % 100.0 %
---......... ..........--
140 100.0 % 100 I 0 %
----------------------------------------
1 . VERr SATISFIED
2 . SATISFIED
3 . UNSATISFIED
4 . VERr, UNSATISFIED
8 l'I UNSU RE
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To tel
H1aalng COID8 a 0
Reaponse percent. 100,0 S
Sar Graph or SATISFACTIOII WITII CONVERTER SOX
Percent of Totll
Va l uo Labol B
o
10
20
30
40
SO
DO
70
SO
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1111.1....111111.11.,1....1,"1.1..,.1.1111....1.11.1
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PREOUEIICY OISTRIeUTION
TilE LEARNIHO CIIANNEL
IInbar Percen t CUIlU l at t y e
------.. .........-..---..
ee 22.D s 22.0 s
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ear Graph .r TilE LEARNIIIO CHANHEL
Porcent or Totll
Vo rUG L lib 0 lB
o
10
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1....1...'.1....,1.1111..1,1....1....111..1....1....1
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110 llITEREST
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FREUUEHCY UISTRIBUTIOII
AOOITIOIIAL CITY GOVT PRDGRAHHIND
Hu.ba r Po rcant CUIU La t lye
..-_......- ----------
2E B.3 S E.3 S
Bl 15.3 S 21.6 S
lOB 27.0 S 46.6 S
lBB 47,3 S 96.8 S
16 3. B S 99.6 S
2 O.E S 100.0 S
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1 = VERY IIITERE6TED
2 . IIITERESTED
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4 . NO INTEREST
a = UNSURE
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B'r Gr'ph 0' ADDITIONAL CITY DOVT PROBRAHHIHG
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110 llITEREST
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CABLE TELEVIBION COIIBUHEA BUAVEY I IOWA CITY I IOWA
FAEDUEIICV OIBTAIBUTIOII
AODITIOIIAL IOWL CITY LIBAAAY PAODAAHHINO
----------------------------------------
1 . VEAY INTEAEBTEO
2 . INTEAESTEO
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,.,'
Percent o,r Tout
VDluo l.abels
o
19
20
39
40
69
BD
70
BD
BD 100
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110 lllTEREBT
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FREOUENCY DISTRIBUTION
WNBF FROH OUAO CITIES
NU.ber PUcDnt CUIIU 1 B t t v e
--......-.. ---------..
79 19. B S 19..a S
75 19.8 S 38.6 S
" 68 14.5 S 63.0 S
136 . 33,a s sa .8 S
48 12,0 S 98.S S
5 1.3 S 100.0 S
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400 1 00.0 S 100.0 S
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Per,t ant Dr To tll
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INTERESTED
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SDNE INTERE8T
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FREOUEIICY OISTRIBUTIOII
SCIEIICE FICTIOH CIIANIIEL
Huber Parcunt CUIIU La t1 V 8
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B7 18. B S 18 I B S j
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Response perclnt a 100.0 S
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Perolnt of Totll
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FREOUERCY OISTRISUTIOR
AOOITIOIIALPUDLIC ACCESS PROODARRIRO
Huber Perc en t CUllulDthe
......-...... -..-......---..
24 D.O I D.O I
77 ' 18 .3 I 25.3 I
lIB 20.0 I 54.0 I
171 42.9 I 98.9 I
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400 1 00.0 I 100.0 I
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2 = IRTEREBTEO
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Dor Graph or AOOITrORAL IUOLIC ACCEOS PROODARRIRO
POfcsnt Dr Totol
Va l u 0 L'abo l B
o
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20
3D
40
BO
DO
70
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1.1..1..,.1..,.1..,.1....1,...1,...1....1,...1.,..1
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IRTERESTEO
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FREOUENCY OIBTRIBUTION
AOOITIOIIAL LOCAL 1I0N-UNIVERBITY PROORANHIHO
HUlber Percent CUIU le t I Y B
....---.... ----..--..--
2B 7.0 I 7.0 I
63 15 .8 I 22.8 I
112 29.0 I 50.8 I
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12 3.0 I 99. B I
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400 100.0 I 100.0 I
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2 . IHTERESTEO'
3 . BOHE INTEREBT
4 . 110 'IHTEREST
B II UNSURE
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ParcDnt or Totll
Vlt lUG l.ob els
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20
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60
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70
60
BO 100
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IIiTEREBTEO
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BOllE IIITEAEBT
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110 INTEREBT
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FREDUEHCY DISTRIBUTIDH
EHTERTAIHHEIIT TV
HUlbu Percent .CUII'U l at I v 0
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41 10.3 I 10.3 I
B2 23.0 I 33.3 I
113 2B.3 I 81" 5 I
147 38 I e I 98.3 I
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B . UIISURE
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Percent or Totll
Vo l UQ Lobo l 0
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o
20
3D
40
50
BD
70
BD
BD
100
..........--..---- .
1111.1111.1....1....1.,..111..1.".1....1....111..1
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IIITEIIEBTED
............ ( 92
SOliE IHTEREST
............... [ 113 I,
110 lilT EREST
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147
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FREOUEIICY DISTRIBUTION
TURIIER CARTOON NETWORK
Hub 8 r Percent CUlulaChB
---_....- ..--------...
51 .12 .9 I 12 .B I
75 lB.B I 31. B I
73 18 .3 I 49.S I
,1B1, 47 I B I 97.6 I
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1 = VERY INTERESTED
2 = INTERESTED
3 = SONE [NTEREST
',4 = 110 INTEREST
B . UNSURE
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PlfcDnt or Tetal
Va l uo L libel B
o
10
30
50
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70
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BO
40
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INTERESTED
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SONE INTEREBT
..........
73
110 INTEREST
........................ I 191 I
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FREQUEIICY OISTRISUTIOII
CQURT TV
Hu.ber PucenC CUIIU la,'- 1v 0
------- -..--------
24 B.O I B.O I
51 12.S I lB.S S
73 lB.3 I 37 I 0 I
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400 100.0 I 1 00.0 I'
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City of Iowa City
MEMORANDUM
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Date:
July 13, 1992
To:
From:
Stephen J. Atkins. City Manager
David Schoon. Economic Development coordinato.!J~
Re:
Information on Grain Milling & Processing
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What is grain milling?
In general, grain milling is the process of separating a piece of grain into its component parts.
The two most common forms of grain milling are dry grain milling and wet (corn) grain milling.
Dry grain milling separates a piece of grain into various physical components by cracking or
grinding the grain. The separated pieces can be equal in size or can be separated by different
sizes or weight. For instance dry corn milling can consist of separating a kernel of corn into
various physical components (i.e. the yellow shell,the germ, the brewer's grit, and/or the corn
mill).
Wet (corn) grain milling also is a process of separating a piece of grain into parts, however,
wet grain milling separates a piece of grain into what are the basic components that constitute
the grain (i.e. oils, starches, proteins, and other constituent parts). For instance, to
fractionate a kernel of corn into its constituent parts, the corn is soaked in a concentration of
water and sulfur dioxide. In general, (the exact process depends on the product being
produced I this mixture is ground into a slurry, A centrifuge mechanism is then used to
separate the corn into its constituent parts.
, What environmental impacts are associated with the dry grain milling process?
Grain milling and processing operations have the potential of emitting particulates and dust
into the air. Grain milling and processing operations are required to meet the Iowa Department
of Natural Resources (IDNR) particulate emissions requirements associated with grain handling
and processing. To meet these emissions regulations. a grain milling and processing operation
may need to incorporate a filtering component into its operation.
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Grain milling and processing can also generate what is called fugitive dust. Fugitive dust
refers to the dust generated by the handling, transporting, or storing of a material, in this
instance grain. Fugitive dust is the dust other than that generated by the manufacturing and
processing component of the grain milling and processing operation, The most common
fugitive dust associated with grain milling and processing is the dust associated with the
transporting and unloading of grain by truck. Measures can and should be taken to mitigate
the degree of fugitive dust emitted into the air.
In general, the dry grain milling process creates no or insignificant amounts of toxic air
emissions. (Wet grain milling, however, is moderately toxic as a result of the use of sulfur
dioxide in the milling process and must meet state air emission regulations regarding sulfur
compounds.) However, if energy is created on site for the dry grain milling operation, the
process of creating this energy (typically boilers) would potentially create toxic emissions
which are regulated by the state. Creating energy on'site is not unique to grain milling and
processing but can also be a part of other manufacturing operations.
The dry grain milling process also generates a level of odor. (Wet grain milling generates a
far greater odor than dry grain milling as a result of the sulfur used in the process.) However,
the odor generated by food processing which uses milled grain is more significant than the
odor generated by dry grain milling. Food processing is already a permitted use in the General
Industrial, 1-1, Zone.
In addition to air quality considerations, wastewater considerations also exist. A dry milling
operation can generate a waste load with significant levels of BOD (Biochemical Oxygen
Demand). (Wet milling operations produce an even greater amount of effluent with extremely
high levels of BOD). In Iowa City, an industry is granted a three year permit to send effluent
at specific BOD and suspended solids levels to the municipal wastewater facility. If an
industry would like to operate its facility above these levels. the industry would need to
provide an on,site pretreatment wastewater facility to reduce the BOD and suspended solids
level before the effluent is sent to the municipal wastewater treatment facility. Anyon-site
wastewater pretreatment facility must operate under state regulations.
How are grain milling and processing operations regulated for air Quality?
Any grain milling and processing facility that has the potential of emitting a specific level of
particulates into the air is required to file and receive approval of an "Application and Permit
to Install or Alter Equipment or Control Equipment" from the Iowa Department of Natural
Resources (IDNR). This permit must be granted prior to the installation and construction of
such equipment. Once the permit is granted. construction of equipment and operation of the
facility may begin. Once an operation of significant size is functional, the operation must be
inspected by an independent testing firm to demonstrate that the operation is functioning
properly. After that inspection. the regional office of the iDNR regularly inspects the facility.
The size of the facility and the number of emission points determines the frequency of the
inspections. Generally, the inspections are annual or when a complaint has been received by
the IDNR.
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References
Charlie Hurburgh. Professor of Agricultural Engineering, Iowa State University
Greg Slager, Head of Air Pollution Control, Linn County Department of Health
Bill Youngquist, Engineer, Iowa Department of NaturaL Resources
Melody Fahler, Engineer, Cargill's Eddyville Facility.
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CITY OF IOWA CITY
PARKS AND RECREATION DEPARTMENT
MEMORANDUM ILl; ~
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Terry Trueblood 1(J., ~ k. beytM ~
JUII~~O, 199d2 F d' -h ~ /ll.d:.dt" 't' ~C't P k'
Re 19lous an un Ralslng Ac lVl les ln 1 y ar s
TO:
Linda Gentry
FROM:
DATE:
RE:
I have received a request from the new christian school to
conduct a fund raising barbecue and gospel concert in city
Park. The fund raising wOI~ld be in the form of selling
tickets, in advance, to the barbecue. They would reserve a
shelter, just like anybody else. The concert is proposed to
be free, and open to the public. There would be no "passing
the hat" collections.
I need an opinion from your 'office as to whether or not we
can/should allow "religious" activities on city property, and
whether or not we can/should allow fund raising activities on
city property.
For your information, these types of activities have been
permitted in the past, on occasion.
wi th respect to fund raising, various walks and runs to
benefit charities have been headquartered in city Park; a
reggae concert was held to benefit South Africa; the Jaycees
sometimes ask for donations to help offset the' cost of July
4th fireworks; and there are probably others we don't know
about.
with respect to religious activities, it is my understanding
that a particular church conducted worship services on a
regular basis a number of years ago, in one of our park
shelters.
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christian school request, as they need to make plans. Since
they are non-profit (1 presume), I guess my inclination would
be to permit this use, unless you foresee a problem.
"
On a somewhat related matter, we need an opinion as to whether'
or not religious and political activities should be permitted
in the Recreation Center, or any other public properties fOr
that matter.
Please let me know if you would like to visit with us about
these matters prior to prov~ding an opinion.
Thanks for your assistance.
~teve Atkins
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City of Iowa City
Office of Neighborhood Services
410 E. Washington St.
Iowa City, IA 52240
~-~~
July 8, 1992
Dear Park View Terrace Resident:
In the spring of 1991. the City received ,a petition from a number of residents of Manor Drive,
Eastmoor Drive, Normandy Drive, Granada Court, and Park Piace requesting the City to make
improvements to the storm sewer system in their neighborhood. The area has experienced problems
with flooding during periods of heavy rain. ,Your name was included on the petition for this request.
The Iowa City Public Works Department has made a preliminary estimate of $936,700 to retrofit the
subdivision with storm sewer. This estimate includes the cost of removing all paving within the area,
installing of sewer intakes. storm sewer, regrading and paving of streets to ensure proper runoff, and
sidewalk removal and replacement as well as seeding and sodding. As the project has not been
budgeted within the Capital Improvement Project fund, it would be necessary to pursue it as a special
assessment project, assessing each property owner between $12,000.$13.000 for the improvements.
It was suggested by the Public Works Department that this project would provide relatively low benefit
for the dollars spent and the project was not recommended.
During mid.July through mid. September of 1992, the City will be installing a storm sewer from the
. intersection of Magowan Avenue and Park Road to the Iowa River via Granada Court. Manor Drive, and
the west side of Lower City Park. The purpose of this storm sewer is to alleviate runoff of rain waters
from the ravine directly above Granada Court. Immediate improvements would primarily been seen on
Granada Court and a portion of Manor Drive. The project may alleviate some of the flooding problems
that can occur on Normandy. Eastmoor, and Manor by not allowing the ravine runoff to contribute to
the existing problem.
With the current budget cuts, property tax freeze, and other reductions in funds, the City is not able
to make the storm sewer improvements as requested by the neighbors. If the neighborhood is
interested in pursing the option of a special assessment. I would be happy to pursue the process with
Public Works. If anyone is interested in spearheading such an effort, please feel free to contact me
at 356.5237 and I will assist you in any way that I can.
If you have any questions regarding the specifics of the current storm sewer project, please contact
Civil Engineer Ed Engroff at 356.5144. All property owners that will be directly affected by this projeci
construction will be notified shortly with more specific details of the project.
( S~nCerelY,
~~.
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Marcia Klingaman l
Neighborhood Services Coordinator
cc: Ed Engroff, Civil Engineer
bj\NWI'
Phone (319) 356,5237
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FAX (319) 356.5IJ09 /~~1 i
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RECEIVED JUL 13 1992
July 9, 1992
Stephen Atkins
City Manager
410 E. Washington St.
Iowa City, IA 52240
~-f211~
Dear Mr. Atkins:
We, the members of the Arts Committee of the Iowa City Area Chamber of Commerce,
are writing to you regarding the City Council resolution toward the distribution of
monies generated by the hotel/motel increase from 5% to 7%. We would like to
encourage the council to consider establishing a new category where a section of the
money generated by the increase would go toward cultural enrichment programs and
events. It is our understanding that it was the original intent that a portion of this
money would go toward cultural programs that are so critical to attracting visitors into
our community.
The arts committee of the Chamber of Commerce has as its members representatives of
all the various arts organizations from the community. The efforts of this committee
have established several community cultural projects and goals, of these projects are
the proposed Community Cultural and Convention Center and the increasingly
successful Iowa Festival.
The Iowa Festival, now in its fourth year, has attracted regional as well as local attention
and drew into the Iowa City and Coralville Area over 50,000 people during its three
week run in '92. A survey taken during this years festival interviewed over 7000 people
attending events. Of those 7000 people 99% felt the Iowa Festival to be a great benefit
to the community and that the festival should certainly continue in the years to corne.
This year the Iowa Festival was nominated as One of the Top 100 Events in North
America by the Iowa Division of Tourism and The American Bus Association.
We would like to make a preliminary request of an annual amount of $25,000 to go
toward the Iowa Festival budget. As you may know, The Chamber of Commerce made
a commitment to the Iowa Festival for 5 years. They have provided substantial funding,
office space, equipment and support staff. The commitment to the festival extends
through the 1993 festival at which time the Iowa Festival will become independent and
we will need to broaden our base of support.
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We would like to begin discussions with you and the council members on securing this
funding for the Iowa Festival as well as for other projects such as the construction and
maintenance of the Community Cultural Center. We hope that you will act as an
advisor in this matter. Please feel free to contact Michelle Coleman the events
coordinator for the Iowa Festival,.at the Chamber of Commerce office in the mornings
at 337-9637 or Judith Hurtig, Chairman for the Arts Committee, at Hancher Auditorium
at 335-1136. Thank you for your consideration of this matter.
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The members of the Arts Committee of the Iowa City Area Chamber of Commerce
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07/16/92 11:46
1t319 m 8035
LEPIC KROEGER
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HALDANE FARM
JOHN DANE, OWNER
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DANE'S DRIVE-IN DAIRY
DANE'S ICE CREAM STORE #2
ALLEGRA G. DANE, PROPRIETOR
ROIl'l'E 7. BOX 2 DANE ROAD
IOWA CITY. IOWA 52240
TELEPHONE (~191354-3630
July 16, 1:992
The Iowa City CO~lncil
ihe iowa City Pl~nning and Zoning Commission
Civil:: Center
Iowa City, rowa' 52240
Ladies and 6entlemenl
The Dan: family hag owned 40 acres of farm land in southwest
IOwa City since 19~6_ Through the years we have watchec the
City grew ane! S~IY1"'Jundin9 farms elevelop intQ residential
areas. In our farming operation we have always referred to
this land as the "E/ack 40" and now there are single family
homes on three sieles and multi~family housing to the south.
Aber Street and Teg Street both dead-end into the 40. While
we have consistently resisted offers to buy the land, we have
always felt that ,someday it would be wise to trade this land
fOr some 'further removed from Iowa City. Considering the
shortage' of single family homes in Iowa City, it seemed
logical to enter into a develQpment agreement 'with K-M, Inc.
to facilitate this exchange.
.~ our initial discussions with K-M, we indicated that w~
c';,nsidered this a 40 ilcre diitvelopment and tha'b we did n,;,t
desire to retain eventual ownership of any of the land. k-M
indicated that they wO~lld be willing to develop the SO acres
east of WilI'JW Creek, but not the 10 acres west of the creel:.
We are now at the point where K-M is asking preliminary
approval for Phase One of ParI: West Subdivision. As with any
sizabl~ subdivision, there are individual concerns that have
been addressed. I w'j~lld 1 ik~ to point .out that we have not
asked for any rezoning, and that Phase One will blend in well
with the surrounding nei~hborhood.
The questi';'n has been asked as tQ wh ,t the Dane FGimily
intends to do with the 10 acres west of Willow Cr~ek. Other
than reserving some of the land Tor a Storm Water Management
Facility, there ~.re nc, plans for future development. It is
presently planted to soybeans and we expect corn to be
planted there next year. All of the land that is not subJect
to immediate dev~lopment will be kept in our crop rotation.
No one representing the City has ever talkeel to us about the
possibility of extending Willow Creek Park into the Rack 40.
In the near future I ~xpect K-M will seek preliminary
approval Tor the remainder of the SO acres in Park West
Subdivision. If the City of Iow~ City has any interest in
owning any or all of the 10 acres west of Willow Creek, we
would be willing to di~cuss this possibility at that time.
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, Thanks" for ,keeping' me informed on the' ISTEA funding. I will pass
the information on to the Friends of the Iowa River Scenic Trail
(FIRST) and the Planning and Zoning Commission. The most immediate
project, which concerns us is the Sand Lake acquisition south of
Highway 6, behind the Hills Bank. MMS has a plat on this parcel
which was before the, Planning and Zoning 'Commission. The Parks
and Recreation Commission toured the area on July 18, 1992 and
showed considerable enthusiasm for the acquisition pending an
appraisal. I have met with staff on this project as part of a
meeting which you attended on June 4, 1992.' However, to my
knowledge, no ,appraisal .has'been ordered.
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I 'hav'Ei discussed this, proj'ect' with Peg McElroy Fraser and she
considers it a 'priority for the Year Round Conservation Core.
Please 'see letter included. Preliminary discussions have been
held with the property owners including Tom Kennedy, Roger Reilly
at Hills Bank and Wayne Kempf of Metro Pavers. A preliminary design
for the area has been completed by Nancy Reid, a landscape
architect and planner with Bryce, Petrides and a former Planning
and Zoning Copunissio,ner.,
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I have di~c'ussed a more' detailed design with Brenda Nelson of
Landmark Engineering and they ,have agreed to meet July 16, 1992
with me to firm up the'design. I have not gotten any information
from staff on whether funds may be available for design work other
than to note that it is needed. In effect, we have a catch 22.
We need enough of a design to get the grant so that we can do a
full design. What do you suggest? Are city funds available for
design? Are th~re any County. funding sources?
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I' have agreed to put' $500 in personal funds toward design 'work.
I' mentioned 'the available funding from the National Parks,
specifically for design at the 'staff meeting and I understand you
are, familiar with that source. Can we use the $500 to leverage
federal funds for design?, Has this funding source been pursued
by anyone? WhHe I don 't think it is your job to specifically
pursue.'all these options, if design is the major hang up toward
implementation then we should aggressively pursue funding sources
to alleviate the problem.' Who on staff is in a position to pursue
this? National Park funds were used, successfully in Portland,
Maine to q,esign their trail system. Why not Iowa City?
. . '". . .".,".-
I would also draw your attention sp'ecifically to section 141 of
the ISTEA legislation; the National Recreational Trails Fund Act. '
This is a $30 million per year trust fund specifically, for trails.
I know there are weaknesses in this program but clearly there is
an oppor.tunity as well. The grants are specifically for
development of urban trail linkages, and acquisition of property
for construct~on,of,new.trails.
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Since I know'of your 'long term commitment to bicycle and pedestrian
trails in Iowa City, I am sure you share my frustration towards
turning dreams to reality. However, this is no dream. This is
common sense, grass roots planning that seeks to expand Iowa City's
recreational resources, and enhance our existing park system. It
can be done in a cost effective manner that employs our youth and
leverages significant Federal Funds from a variety of programs.
Again, thanks for your concern. Please keep the s~nd lake project
in mind and call ,me if there is anything I can do to help.
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Case Cook, President
Friends of the Iowa River
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Scenic Trail
CC to' Planning arid'Z~ning Commission
Parks and Recreation'.Commission '
Riverfront ,and Natural Area Commission
Peg McElroy;Fraser .
Monica,Moen . '
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, Brenda Nelson
Employment Program
lWA CITY, IA 52240 . 356.5410
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TO: ' Year Round Corps Advisory , ' ~
FROM: Peg McElroy Fraser, ~xecutive Directo~~\'---
IN RE:' Year Round Corps Up-date
DATE: July 6, 1992
******~***********************~**********************************
First of all, I would to thank all of you that were able to
attend the first'meeting of the Advisory held in June, 1992. Your
input, ideas for future projects, and questions regarding the Iowa
, Conservation Corps and the Na~ional & community Service Act, were
extremely 'helpful. I am' convinced that on the basis of the
information that you shared with me that we have enough work for
the corps through'the,year 2000+! .
, .
At present, Bureau Chief, JoAnn Callison, has advised me that
she intends to have the Request For Proposal ready on August 1,
1992. On that basis, I will be SUbmitting the proposal during the
month and would like to call another meeting of the advisory during
late August for final review and input. The date that I have
selected is:
7:00 PM Chamner of Commerce
Conference Room'
waShington/Gilbert sts.
Iowa city
We have discussed the initial corps plans and will work with
the City of Coralville on several projects that were discussed
during the meeting; Further, we are most interested in the
l?c;;sibility of trail development and projects that Casey Cook
discussed with us during the meeting.' ,
August 24, 1992
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'We are in need of indoor projects and believe that ideas that
Iowa city Housing Rehabilitation staff have mentioned seem very
appropriate.
Again, ~ appreciate' your willingness to participate as an
advisory member and look, forward to visiting,with you in the near
future.
SERVING
YOU T H
o F
J 0 H N SON
COUNTY
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BOARD OF SUPERVISORS -i
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Charles D. Duffy
Stephen P. lacina . ,
Patricia A. Meade
Richard E. Myers July 21,1992
Belly Ockenfels
INli'OllMAL MEETING
Agenda
1. Call to order 9:00 a.m.
2. Review of the minutes.
3. Business from the County Engineer.
a) Discussion re: rubber tire ditch excavator.
b) 'Discussion re: bids received at state lelling on July 14, 1992 for
various county projects. j I ~
c) Other . ".,',.",
4. Department Head Meeting. I
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a) Discussion of legislation regarding property tax limitations.
b) Discussion re: budget appropriations.
c) Discussion re: new hires.
d) Discussion re: equipment purchases.
f) Discussion re: exposure control plan for bloodborne pathogens.
g) Other
a) Reports
b) Other
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5. Business from the Board of Supervisors.
6. ' Discussion from the public.
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7. Recess.
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913S0UTH I)UDUQUEST. )>,0, DOX 1350 IOWACITY, IOWA S2244.13S0 TIlL: (319)3S6.6000 PAX: (319)356'6086
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City of Iowa City
MEMORANDUM
DATE: July 24, 1992
TO: Memo for Record
FROM: City Manager
Memoranda from the City Manager:
a. Pending Development Issues
b.' Chamber of COl1lTIerce Legislative Council. Local Govennent
Subcommittee .
c. New Services
Memorandum from the City Attorney regarding priority list and vacation
schedule.
Memorandum from the City Clerk regarding work session of July 6, 1992.
Memorandum from the Police Chief regarding Cigarette Ordinance.
Copy of letter to Paul Smith, President of the Downtown Association,
from the Parking Superintendent.
Letter from Procter & Gamble regarding Village Green odor'issue.
Letter from the National League of Cities regarding key federal issues.
Copy of letter from State Health Registry of Iowa regarding pesticide
application seminar. '
Agenda for July 23 meeting of the Johnson County Board of Supervisors. /70
Articles:
a. Can lawns be justified?
b. Big wheels are relly roll ing in government
Agenda for Informal meeting of the 7/28 meeting of the Bd. of Supervisors~ 0
Letter from General Mills, Inc. to Southeast area Neighbors regarding a
7/29 meeti ng at Southeast Jr. Hi gh on acqui ri ng manufacturi ng plant. 0'6
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City of Iowa City
MEMORANDUM
DATE:
TO:
FROM:
RE:
Ju ly 21, 1992
City Council
City Manager
Pending Development Issues
Application submitted by Southgate Development Company, Inc" for
Large Scale Residential Development plan approval for Cross Park
Apartments, 48 units in four buildings located on the southeast
corner of Cross Park Avenue and Keokuk.
Application submitted by Bill Frantz for final plat approval of
Village Green, Part XII, 24 lots in the westerly portion of the
Village Green development on Village Road extended.
Development of sign re9ulations for the PRM and CB-5 zones.
Application submitted by Southg~te Development Company; Inc" for
preliminary plat approval of Pepperwood Addition, Pal't 12,34 lots
on nine acres of land between Sandusky Drive and South Gilbert on
Cherry Avenue extended. Will also require a rezoning from !D-RM
to RS-5.
Application submitted by Mark A. Pfeiler and Don Stumbo for a
special exception to modify the side yard requirement for property
'located in the RM-12 zone at 323 North Linn Street and 225 East
Davenport. Applicants wish garage to straddle lot line.
Appl ication submitted by Siems, Inc" for a special exception to
pennit a school of specialized private instruction for property
located in the CC-2 zone at 1470 First Avenue.
Application submitted by Emergency Housing Project, Inc., for a
special exception to modify a rear yard requirement for property
located in the RM.12 zone at 331 North Gilbert Street.
Application submitted by A.C.T. for a special exception to reduce
the off-street requirements for property located in the ORP zone
at 2201 North Dodge Street.
Application submitted by Iowa City Coach Company for a special
exception to permit off-street parking on a separate lot located
in the CI-l zone at 1515 Willow Creek Drive.
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City of Iowa City
MEMORANDUM
Date: July 20, 1992
To: City Council
From: City Manager
Re: Chamber of Commerce Legislative Council-Local Government Subcommittee
You will recall I mentioned that I was asked to serve on the Local Government Subcommittee of
the Legislative Council. They Indicated a desire to formulate Issues associated with local
government, and In particular the Iowa City/Johnson County/Coralville area. I have, taken the
liberty of preparing a summary of municipal Issues that I believe are pertinent to the upcoming
legislative session. I attempted to outline what I believe to be the local government Issues that
would require the attention of the State Legislature and Governor's OHlce. Each proposal Is very
general and specific elements of the Issue would need to be formulated Into specific legislation.
As this new subcommittee begins Its works, I will keep you advised. Any thoughts on these
Issues would be appreciated.
nslJocgo~
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1993 Legislative Issues
City of Iowa City
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~ Housing - Support legislation assisting local governments in addressing critical housing
problems such as: providing affordable housing in new, rehabilitated, and existing
structures; promoting home ownership through programs that provide long-term financing
with reduced down payment and closing costs; and providing long-term below market rate
financing for the rehabilitation of existing structures. The legislature should consider
additional state funding for housing initiatives. This could include assistance for both
home buyers and renters. In many other states, legislatures are creating "Housing Trust
Funds" for these purposes, funded from designated user fees and other non-general
obligation sources. These Trust Funds are in turn used to promote and finance a variety
of beneficial housing programs.
~ Home Rule - Oppose unfunded mandates on local government; support efforts to remove
statutory impediments to cities effectively governing under home rule; and remove
restrictions on local governments' ability to raise revenue through flexible alternative
sources including payments-in-Iieu of taxes.
p Funding and Finance - Maintain fiscal support for cities through the Municipal Assistance
Program; and oppose any additional diversion of intergovernmental financial assistance
directed at municipalities.
~ Crime - Support legislation assisting local governments in addressing and combating adult
and juvenile crime.
~ Tort Liability - The legislature should take the necessary action to ensure reasonable limits
on local government exposure to tort liability.
~ Recreational Activities - The legislature should take the necessary action to eliminate the
sales tax paid to cities by the public for the privilege of participating in recreational
swimming. Recreational swimming is included because of the interpretation given the
legislation by the Department of Revenue and needs to be clarified; it is !lQ1 an athletic
event.
~ Sidewalks - The legislature should enact legislation to clarify and limit the local govern-
ment's responsibility for the care, supervision and control of sidewalks.
~ REAP Funding - The legislature should take the necessary action to ensure the funding of
the Resources Enhancement and Protection Act.
~ General Obligation Bonds - The legislature should enact legislation that will allow a
majority of the public voting on an issue to authorize the issuance of a general obligation
bond for general purposes, instead of the current 60 percent.
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1993 Legislative Issues
Page 2
~ Transit Assistance - The legislature should continue the increased financial assistance to
local government transit programs in a manner that allows for inflation and system
growth.
~ Increase Penalties and Fines for Certain Violations of the Alcoholic Beverage Control Act-
The legislature should consider increasing the penalties and fines for violation of Sections
123.47 (possession of alcoholic beverages by persons under iegal age). 123.47A
(purchase and possession of alcoholic beverages by persons age nineteen and twenty).
,and 123.49(3) (misrepresentation of age by persons under legal age) from simple
misdemeanors to serious misdemeanors. thereby allowing a maximum sentencing of
imprisonment not to exceed one year or a fine not to exceed one thousand dollars
($1.000.00) or both. In addition. Chapter 903 of the Code of Iowa which deals with
sentencing for misdemeanors should reflect these increases.
~ Increase Appropriation for Loan Programs for Speculative Industrial Buildings - The
legislature should increase the appropriation for speculative industrial buildings to make
it more viable for communities statewide to utilize it.
~ Recycling Issues. The legislature should consider requiring merchandisers of tires to offer
a recycling programlrefund similar to the one for used oil and assess a fine for disposal
of solid waste in uncertified landfills.
~ Community Economic Betterment Act - Support the Community Economic Betterment Act
and agree to preserve and strengthen the program.
~ Home Rule Authority - Boards and Commissions - City Council authority to establish
through home rule action the appropriate advisory structures (board and commissions) for
local facilities such as airports. libraries. and other needs. The cities should have authority
to establish procedures and administrative functions of these authorities and operating
procedures at the local level without specific hinderance by State law.
~ Railroad CrossIngs - Support Iowa Department of Transportation requests to maintain
railroad crossings with 100% funding by railroads and IDOT rather than cities.
~ Road Use Tax - Cease further erosion of the Road Use Tax fund by off the top diversions
and eliminate diversions not directly related to transportation.
fT'lO,lIogpficr.92
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CITY OF IOWA CITY
Date: J!)ly 23, 1992
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To:
KXIC, KCJJ, KRNA, WSUI, KGAN, KCRG, Press-Citizen, Cedar Rapids Gazette,
Daily Iowan
. From:
City Manager
Re:
New Services
In order to make your visits to the Civic Center more convenient, the City of Iowa City is
sending with this letter a sign which can be used for parking in the Civic Center loi. The sign,
,
which identifies your station/publication, should be placed on the dash of your vehicle on the
driver's side. This will allow you to park for a short time in the Civic Center lot wherever
space is available. This does not include handicapped spaces or the spaces identified for
parking of City vehicles.
In addition, the City will be FAXing news releases to those wishing to have this service. This'
will not include agendas for Council meetings or meetings of boards and commissions. II you
are interested in having this service, please lurnish your FAX number to Lorraine Saeger at
356-5010. The releases will routinely be FAXed midalternoon.
.
cc: City Council
,
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410 EAST WASIlINOTON STREET' IOWA CITY, IOWA 52240.1116' (l19) JS6.JOOO' FAX IJI9) JS6.SOO9
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City of Iowa City
MEMORANDUM
Date: July 22, 1992
To: Honorable Mayor Darrel G. Courtney and Members of the City Council
q
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This is simply to remind you that I would appreciate receiving your priority list, so that the
Mayor and I can try to calculate priorities.
From:
Linda Newman Gentry, City Attorney
Re:
Reminder on Priority List; Vacation Schedule
~
Also, I wanted to let you know that I will be on vacation and out of the office from July 25
through July 31, 1992. I will be back for your August 3 and 4, 1992, meetings.
Also, I wanted to remind you that my new Assistant City Attorney, Marsha Bormann, will be
starting work July 27, 1992. We will be having a "welcoming brunch" for both Marsha and
Mary McChristy, our secretary, on August 12, 1992. I will provide details on the August 12
event later; but in the meantime, you might want to stop by and say hello to Marsha and
welcome her to the City Attorney's Office.
See you in August.
cc: Marian Karr, City Clerk
Steve Atkins, City Manager
bj\lemndtr,lng
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City of Iowa City
MEMORANDUM
Date:
July 15, 1992
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To: Mayor and City Council
From: City Clerk
Re: Work Session, July 6, 1992 - 7:30 PM in the Council Chambers
Mayor Pro-Tem Naomi Novick presiding. Councilmembers: Novick, Horowitz, Larson, Kubby,
McDonald, Courtney (8:50 p.m.). Absent: Ambrisco. Staffmembers present: Atkins,
Helling, Gentry, Karr, Franklin, Fosse, Schmadeke, Eggers, Davidson, Boothroy, Henderson.
Tape recorded on tapes 92-64, Sides 1 & 2; 92-65, Side 1.
PLANNING AND ZONING ITEMS
Reel 92-64, Side 1
PCD Director Franklin presented the following Planning and Zoning items for discussion:
A. SETTING A PUBLIC HEARING FOR AUGUST 4, 1992. ON AN ORDINANCE AMENDING
THE ZONING ORDINANCE BY AMENDING SECTION 36-27. GENERAL INDUSTRIAL (1_
11 ZONE. TO PERMIT GRAIN MILLING AND PROCESSING AS A PROVISIONAL USE.
Kubby requested information about grain milling process as it pertains to particulate
toxicity and iDNR controls. Franklin stated that information about particulate toxicity,
IDNR controls and the actual grain milling process will be provided to Council.
B. RESOLUTION APPROVING THE PRELIMINARY AND FINAL PLATS OF WESTPORT
PLAZA, IOWA CFrY.IOWA. (SUB92-00111 (60-DAY LIMITATION PERIOD: JULY 13.
~
Franklin requested Council defer action because legal documents have not been signed.
C. RESOLUTION APPROVING THE FINAL PLAT OF MOUNT PROSPECT ADDITION. PART
V. IOWA CITY, IOWA. AND AUTHORIZING THE EXECUTION OF AN ANCILLARY
AGREEMENT BETWEEN FRANTZ CONSTRUCTION. INC.. AND THE CITY OF IOWA
CITY. IOWA CONCERNING STORMWATER MANAGEMENT OBLIGATIONS FOR MT.
PROSPECT ADDITION. PARTS V-VIII.
, LIBRARY ICOUNTY FUNDING AGREEMENT
Reel 92-64,. Side 1
City Attorney Gentry stated Council will receive a complete copy of the agreement before
Council's formal meeting.
City Manager Atkins stated that a separate discussion should be scheduled to discuss financial
issues, including the Library's budget.
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VACATED ALLEY - LINCOLN HEIGHTS
Reel 92-64, Side 1
PCD Director Franklin suggested that Council put a $ 500 amount in the resolution and should
vote to approve or deny the resolution.
KIRKWOOD/LOWER MUSCA TINE PROJECT SPECIFICATIONS
Reel 92-64, Side 1
Public Works Director Schmadeke and City Engineer Fosse presented information. In response
to Larson, Schmadeke stated that decisions about replacing the retaining walls will be brought
back before Council once work has been done on the project design. '
Council directed staff to draft a new resolution to include that Kirkwood be widened from
Gilbert Street to the alley to allow for a turning lane; to remove the Lower Muscatine from the
project; and to retain the curve as is.
ACT DEVELOPMENT AGREEMENT
Reel 92-64, Side 2
ACT President Richard Ferguson presented information; City Public Works Director Schmadeke
and Asst. PCD Director Jeff Davidson presented information; and area neighbors Don Gatens,
Dean Hunter, Jeff Larson and Mike Gatens provided input to Council. '
Kubby requested that public discussion be allowed at Council's formal meeting (7/7) on this
issue. Courtney requested that Council schedule a discussion at an informal meeting to
address the issue of public input. Larson requested that staff contact ACT to ask them to
attend Council's formal meeting to discuss deferral of the resolution.
COUNCIL TIME/AGENDA
Reel 92-65, Side 1
1. Kubby requested that staff respond to Terry Frank's letter regarding Park Road.
2.
Horowitz noted that garbage cans that are going to be used for recyclables need to be
marked.
i-
Meeting adjourned at 10: 1 0 p.m.
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NEMORANDUM
TO:
FROM:
RE:
DATE:
Stephen Atkins, City Manager I
R.J. Winkelhake, Chief of Police lJV
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Cigarette Ordinance
July 21, 1992
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The official enforcement of the cigarette ordinance will begin in earnest on
July 27, 1992. The Day Watch Commander will begin checking every establishment
for compliance of both the over the counter requirements and the vending machine
requirements. Any establishment which cannot be checked during the day watch
will be checked by the evening watch.
The Watch Commander will submit a written report with the results of the watch
activities. A copy of the report will be forwarded to your office. The
expected completion date is the week of August 10, 1992.
All enforcement actions will follow the enforcement advice of City Legal on the
matter. Copies of all enforcement actions will be forwarded to City Legal and
to your office.
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July 21. 1992
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CITY OF IO WACITY
Paul Smith
Austin Burke Clothiers
116 E College Street
Iowa City, la 52240
Dear Paul,
Thank you for hosting the Parking Meeting this morning. I feel it was a very positive
experience as it allowed different merchants to express their views and hear those of others
on various issues. The following is a summary of the requested actions as I perceived them.
This wiil be the guidelines the City will follow. If I have misinterpreted one of the issues. '
please advise me.
Caoitol Street Ramo
For approximately a one month trial period. close levels A, B. and C from 6:00AM until 10:00
AM. During this time, parking wiil be allowed on levels D, E. and F only. Violators will be
issued a warning for the first offense; tickets wiil be issued for the second and any additional
offenses. At the end of the trial period the success of the venture wiil be evaluated and
permanent changes enacted if appropriate. '
Permit parkers wiil be limited to levels E and F from 8:00 AM until 5:00 PM.
DubUQue Street Ramo
Continue efforts to force permit parkers to levels 4, 5. and 6.
Commercial Vehicle Loadina Zones
Vehicles using these zones will be required to have an exterior sign identifying the business.
The City wiil do an extensive "warning" effort before implementing this change.
AIIev Parkina
Current system working well. No changes
On Street Commercial Deliveries
Current system working well. No changes.
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41Q EAST WASHINGTON STREET' IOWA CITY. IOWA '1HO-lI16. IJI9) l$6.S000. FAX 13191 356",009
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Paul Smith
July 22, 1992
Page 2
These actions will begin as soon as proper signage and warnings can be obtained. If you have
additional comments for us to consider before action is taken. please contact me as soon as
possible.
Sincerely,
0--
Joe Fowler
cc: Steve Atkins. City Manager
Dale Helling, Assistant City Manager
David Schoon. Economic Development
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07/2311992 15:25 ~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~ P.02
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FRO RICH COLGAN
PROCTER & GAMBLE
339-2242
TO: STEVE ATKINS
FAX 356-5009
SUB ECT: VILLAGE GREEN ODOR ISSUE
I t lked with Kerry Fitzpatrick (our environmental manager)
reg rding the Village Green testing. As we talked yesterday,
the results of the incident in early June were inconclusive.
Whe the odor was reported by someone in Village Green, the previobsly
agr ed upon procedures were implemented:
. All industries were notified to check their systems
. The monitoring equipment was activated by
the Village Green residents.
. Dr. Cherryholmes at the Hygenic Lab was notified.
particular incident was not of sufficient intensity or duration
ind 'anything identifiable.
Fe free to pass this along to Council as you wish.
Ri huforgan
7/ 3/92
cc: KMF
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National
League
of
CIties
1301 Pannsylvania Avenlle N.W,
Washinglan, D,C,
20004
(202) 626.3000
Fex: (202) 626.3043
OHl"..
President
GlendaE Hood
Commrss;onCI. Orlando.' FIOf~a
FilSI VICe Ptcsidenl
Donald M. Fraser
MayOr, Mlnneaool,s. Monnesota
July 16, 1992
Sacor:dVlCePles:dent
ShatpeJames
Mavor. Newalk,NINfJersev
Dear CouncUmember:
/mmedlarePas/P,csiCcn/
SldneyJ Banne1emy
M~yos. NINo' Orleans. louIsiana
b'.!CUIIl1!DrrecIOI
OonaldJ-Bolut
I am writing to request your help on key federal issues affecting you and your constituents in
the coming weeks.
When Congress returns on Monday, July 20, it will have less than 30 days of session left
before its scheduled adjournment. More than 8,300 bills are pending in Congress, including
hundreds affecting the nation's cities and towns. In order to focus our efforts during these
remaining days, I am asking your help on five priority issues: We have selecteO these issues
because of their importance to communities and because of the likelihood .that Congress will
act on them before it finishes. They are: city aid; housing and community development;
funding the new surface transportation program; preventing new, unfunded mandates for
stormwater, drinking water, and the Fair Labor Standards Act (FLSA); and restoring some
community control over cable TV.
1 have included in this package a fact sheet that describes each of these issues, how the issue
could impact the taxpayers and citizens of your community, and what you can do to help
make a difference. Together our nearly 150,000 elected municipal officials can wield
significant power if we work together to improve and protect our communities. But we can
only make a difference if all of us, together with those we represent, make our voices and
views known.
Your Board of Directors believes we all have not only the opportunity, but also the
responsibility to promote the role of our communities in advocating our priorities. I know
we can make a difference, and I would welcome and appreciate your help in making that
difference.
Thank you.
Sincerely,
~E. ~cf
Glenda E. Hood
President .
Commissioner, Orlando
Pul Pruld.nl.: Tom Olldley, Ma)'Of. Los ,\nl)c!es. Cal,lornlJ t F.1'll L. "'rlllon, M~VOI, Scol~,na Nock, NOllh C,lrollM I C.lhy Rtynoldl, COulIClfII'llman'JH.ar(lO. OCrl'ier. Colorado' Dlrftlorl:
Jouph L. Mimi, Councllmcmber, Uml'llrS'I~ C,tv. M,nourl 'Vlclor A.h.. Mayor KnOtvd!c. TeMess~e I D.rbll' M. Alhtr, CounCllmcm~e/, AIIMla, Georgia' Marv.tel CarroU O.n.lI, COunC,1
MemOllr, Jac~son, /,I'UIUIPP' , K.nn'lh Oullock, EleGull\'ll D,teClol. Ulan league 01 C,lles and Towns. J.mn V. OUrv'", Jr" E'OCull'io Dlreclor, GeOfl)>.1 MuM"pal "ssce.al,on . William
0, (lurnty, Jr" Mayof, Auqusta, Ma,ne ' Jan C. (lultell, E,ti<;ul.vO D,rll(IOf, M,lfV1M(I MuniC,palloaguo , P.trlcla Culllla, /,Ial'Or, SunnvVJIO. C,ll,!OtnIJ , PI.O Ch,Vez, COUnCI~r, SJnt,l Fo
Nf!H MeliCo ' Lny 0, Col., Ma~, eeJIlltlon Or~'fJon' .kJhn a. Curnn, C,tVCooOCl!Preroonl. RocheSler, NIM' 'ltlrk , D.lh 0001111. Owl., Alderman, E't'JnSIOfl, 1II'!\OIl 'Thorn.. a, Fltzslmmon.,
E,ecull\'ll D,tll(to',III,no" MuniCipal ~Jguo , M.nln a1p.an, Aklofman, NOflh llltlll Rock, Afkansas ' a,rdnl Olltllpll, Councd Pfo~'dllnl. Gary. Indiana' Vicki H. Goldblum, Counc,~omJn,
Soutnl,cld, MiCnll.Jan , Cherlll K, H'lIml, MaYOf, ROChllslor. Minnesota' WIIlI.m J.rockl, Elecull\'o D,rCCIOt, AssOClallon 01 !lIaho C,MS , lIwrenc. J, K.Uy, M.wor. D.lvlona Deach, FlOlIda
, Dab KnlOhl, Mayor, WiCMa, Kansas' Chrl.tophlfa, lockwood, ElacUt'I'o D,reclor. Malna Municipal ASSOClat.on , GIrY Mllken.on, E.ocu\l\'O D'fll(lor. '-liSSOUlI Mun,c,pal l.t!aguo 'Jellrey
T. Mllkl.nd, Mayor, Utb,lna, 1llln~s , a.ry McC.I.b, Mayor. Abllone, TOlas . Mey." Ob.rnl/ori, MaVor, VuO,nrll Beach, V.,g,nl.l , JudUh P. allan, Counc,lmemller Mad.son, W'~on,!n ,
Chlrlll J. PUqll., E,oCulrvO DIICCIOf, Lou'stilna Mun,c,pal Assoe',lllon , EI.ln_ A. Plelrgrel, CoulIl;llmembllf, Cedar F,llls. reM'a , Slndra Plcklll, Ma\'O' PIa Tempo/ll L,llerty, Tellis' Mlrk
SChW.r1I, Councd Memllor. Oklahoma C"l'. Qk1anoma , William F. Stlll~r1h, Councilman. e,IOll. /,I.SS'SSIPP' , Dlnl.1 K, Tabor, CouflCilmemller, IngltMood, Cal,tofnl,l , Paul E. ThOllllon,
Counc,lmomllo'. V.onna, '11011 Vilg,nla , OOfl, W.rd, SUPOIvIIO'. San Ff,lnCI!CO. Call1otllla' Wellington Webb, /,I,l\'O!, DonlO'. Colorado' Miry Ron wncox, COllflC,IMm.ln, Pnoonll, Atll0flil
, R1l1ullno n, Wilkin'. CCuIlCIIMjm,ln, '~u$'e'lon t1e'gnlt M.cn,q.ln . Allee K. Wall, MalQl Crlmbt~II)O, M.1SSaC~U$olts , Rob.r1 0, '!bung, Jr., ,""lvor Helldolson, r~onn C,lIcl,nJ
RecycllldPapCf
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Issue 7:
CITY AID
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FIVE CRITICAL ISSUES FOR CITIES AND TOWNS
Background. The House passed and sent to the Senate a bill (HR 111, the urban aid
bill, which includes permanent extensions of the expired mortgage revenue and small
issue idb bond programs, $5 billion in tax benefits and direct aid for up to 50 urban
and rural enterprise zones, and other municipal tax relief measures. That $17 billion
bipartisan package includes the following key provisions for cities and towns:
.
Permanent reauthorizations of the four expired priority municipal tax programs;
Creation of up to 50 rural and urban enterprise zones over the next five years
beginning with eight urban and eight rural zones this year;
A five-year, $2.5 billion Enterprise Community Block Grant program for
enterprise zone cities and towns; and
Increased authority for the issuance of a new kind of tax exempt
redevelopment bonds by cities and towns with enterprise zones. '
.
.
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The bill will neither reach enough cities nor provide enough credit to make available
financing for small businesses and job opportunities.
<.: ,
Loca/lmpact. Changing the tax laws to provide incentives for banks to purchase your
notes or bonds would both reduce your city's cost of financing as well as encourage
your local banks to bl1 partners In economic development. Changing the restrictions
on small Issue idbs would enable your city to provide low Interest rate financing for
small businesses to create job opportunities.
d' Action. Contact your Senators to urge them to broaden HR 11 to help more
communities by supporting the following provisions:
. Creation of a new Distressed Areas Bond Program, providing a new program
outside the state private activity bond volume cap, for the Issuance of bonds
for distressed areas;
. Modification of current restrictions on small issue idbs to permit their use for
certain commercial purposes in distressed areas; and
. Modification of the current restrictions on bank deductibility to permit full bank
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deductibility and comparable insurance deductibility for banks or insurance
companies that purchase or hold general obligation, revenue, or private activity
bonds where the proceeds are used in distressed areas or for il bank with a
Superior Community Reinvestment Act credit rating.
Issue 2:
MANDATES
The federal government continues to impose unfunded mandates on cities and towns.
Your help now to modify three such mandates -- stormwater, drinking water, and
FLSA -- is critical.
".'"
STORMWA TER
Background. Municipalities currently face the prospect of implementing a federally-
mandated program to manage stormwater run off that is projected to cost nearly $1
trillion. While municipalities over 100,000 are covered by the current EPA regulations
for stormwater management, municipalities with populations below that level will be
required to obtain apetmlt for every stormwater outfall (at least 8 million I when the
current moratorium on this requirement expires on October 1, 1992. An extension
of the moratorium would only postpone implementation of the program in smaller
communities and do nothing to provide relief to the cities already covered by EPA's
regulations.
Loca/lmpact. The unfunded storm water mandate could Increase projected annual
capital costs In your city by as much as $8,800 per person; operation and
maintenance costs could exceed $11,000 per person per year.
"'Action. Urge your Congressional delegation to act Immediately to amend
stormwater program incrudlng:
· Amend the Clean Water Act to regulate municipal stormwater run off under a
newly-enacted provision separate from the National Pollutant Discharge
Elimination System (NPDESI permit program;
· Require management of municipal stormwater through Implementation of Best
Management Practices;
· Enact a legiSlative prohibition on requirements for end-of-plpe treatment;
· Incorporate municipal "Industrial" facilities (e.g., airports, sanitary landfills,
sewage treatment plants, vehicle maintenance garages I as part of a system- or
jurisdiction-wide stormwater management program; and
· Measure compliance on Implementation of site-specific Best Management
Practices.
RADON IN DRINKING WA TER
Background. EPA has recently proposed regulations governing radon contaminant
levels In drinking water, a level the Science Advisory Board has characterized as "too
low" and "in apparent conflict with common sense."
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Local Impact. EPA estimates that communities will face initial capital costs of $1.6
billion and annual operating costs of $180 million. The American Water Works
Association estimates capital costs at $12 billion and annual operation and
management costs at $2.5 billion, costs which will be passed on to local citizens in
terms of increased water use fees.
w Action. Senator Robert Smith (R.NHI has circulated a letter to Senators urging the
Appropriations Committee Chairman Robert Byrd (D-WVI to adopt an amendment
precluding EPA's use of appropriated funds to promulgate the radon regulation until
EPA completes a risk assessment on the radon rule. Urge your two Senators to jOin
with Senator Smith in requesting inclusion of this amendment in the Fiscal 1993 HUD.
Independent Agencies Appropriations bill.
FAIR LABOR STANDARDS ACT
Background. Many cities have been caught by a technicality of Labor Department
regulations and faced with large cash judgments related to compliance with FLSA
under the .salary basis. test. Courts have recently found some practices illegal for
administrative, executive, and professional municipal employees under the .salary
basis. FLSA test.
Local Impact. These interpretations could result in the classification of virtually all
municipal employees as overtime eligible. Costs nationally could amount to billions.
w Action. Urge your Congressional delegation to cosponsor HR 5112 and S 1670,
which would eliminate the salary basis test in public employment. At the same time,
urge U.S. Labor Secretary Lynn Martin to issue regulations to provide relief from these
standards which don't reflect public sector reality.
Issue 3:
HOUSING AND COMMUNITY DEVELOPMENT
Background. Both the House and Senate will vote on reauthorization bills to extend
the nation's housing and community development laws beyond their current expiration
date of September 30, 1992. Included in these bills are the Community Development
Block Grant ICDBG) and the HOME state and local housing block grant programs.
Each program would provide local communities with direct assistance and the
flexibility to utilize these funds In a way that meets your community's particular
housing and community development needs. The Senate bill includes a requirement
that cities test and assess the extent of hazardous levels of lead-based paint in
federally-subsidized housing.
Impact. Current housing and community development activities will be delayed and
new activities will be deferred if a reauthorization bill is not enacted this year.
Congress is supportive of these programs particularly CDBG. The lead paint provision
could totally wipe out your housing dollars if the Sen~te bill Is enacted.
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w Action. Contact your Congressional delegation urging their support of the House
version of the reauthorization bill and of $4 billion in funding or appropriations for
CDBG and $1.5 billion for HOME.
Issue 4: FULL FUNDING FOR SURFACE TRANSPORTATION
Background. Last December, President Bush signed the Intermodal Surface
Transportation Efficiency Act (lSTEAI which set Significantly higher funding levels for
highway and public transportation programs. lSTEA set surface transportation funding
for next year at $20.5 billion for the first time ensuring that all 0.1 our federal gas
taxes on the Highway Trust Fund be returned to communities. But the promise has
not been kept. The President and House Appropriations committee proposed spending
more than $3 billion less than the new ISTEA law promised. An NLC-supported
House amendment added $2.4 billion back to the Surface Transportation Program (HR
55181 by taking savings from foreign aid and dedicating them to transportation
priorities in our communities. This House amendment would create 150,000 jobs.
Local Impact. Unless the Senate fully funds the new Surface Transportation Act,
public transportation funds in your community will be cut by 10 percent, highway
funds will be cut by 15 percent. That will cut jobs, economic development, and your
city's own planned improvements.
"'Action. Contact your Senators to urge their support of HR 5518 as passed by the
House to ensure full funding for surface transportation programs in your community.
Issue 5: CABLE TELEVISION
Background. Cable companies act as virtual monopolies in almost every city and
town. Cable subscription rates are increasing as much as three times the rate of
inflation, and consumers who want the educational, news, sports, and entertainment
shows available only on cable have no choice but to pay.
Local Impact. Citizens who are frustrated with increases in their cable rates, with no
comparable increase in service, blame city hall. Under the current cable law, local
elected officials are unable to reign in cable operators until renewal time and franchise
agreements are often extended for ten years or more.
"'Action. The Senate has completed work on its cable bill (S 12) and the House bill
(HR 48501 was approved by the Energy and Commerce Committee last month. HR
4850 emerges as the strongest vehicle for cable consumer relief In the four years local
elected officials have been working on this Issue. Contact your Representative to urge
support of Immediate action on HR 4850 and to oppose any efforts to weaken the bill.
Encourage your Representative to support a damages immunity amendment expected
to be offered on the floor that would protect cities from large damage claims by cable
companies for any regulatory actions they may take under the legislation.
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17 1992
State Health Registry of Iowa
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July 15, 1992
George Carlos, Ph.D.
Health & Environmental Grp. Ltd.
1225 Eye St. NW Suite 1200
Washington, DC
Dear Dr, Carlos:
I enjoyed the presentations by you and the other panel members at the Iowa
City pesticide application seminar last week. However, I believe your
presentation minimized the potential cancer risks associated with pesticides. I
certainly agree that there is no clear evidence supporting a direct link between
pesticides and the various types of cancer you identified, but I do not agree that
there is no risk. As audience members identified, recent publications by Blair,
Axelson, Burmeister, here at Iowa, and others have shown elevated odds ratios
and proportional mortality rates for several types of cancer and those regularly
exposed to pesticides. Indeed, the $20 million, multi-centered, cohort studyof
pesticide applicators being "tool-up" by the National Cancer Institute, suggests
considerable interest in this issue, In my opinion, the jury is still out.
After the seminar, it seems apparent to me that the lawn care industry would
profit by a positive approach to this probiem. Health risks to the public may not
appear for another decade or more because of th,e industries relative youth and
the long latent period for diseases such as cancer. By working with local and
state agencies to institute simple warnings and regulations for improper
application, the lawn care companies wouid enhance their image and minimize
future liability.
Again my thanks for your presentation at the seminar. Your overview on
epidemilogic methodology, even in Italian, was clear and very appropriate for
the audience. If you have need for information on cancer in Iowa, our agency
can provide help, free of charge. Please do not hesitate to contact us.
Sincerely,
$
Robert A. Oppliger, Ph. .
Coordinator for Special Projects
cc Daryl Frey, Iowa Department of Agriculture, Pest Bureau
Iowa City City Council
;., Ccl1aborallve Program 01 , :
a~t:lor1rr'enll)l Preventive MedlC:lr.e :md EI1Vlfonmenlal Health,. College 01 Mediclno. 1M UrwerSllv 01 Iowa and Iowa Depilrtmenl 01 Public Health, "()~I'I~, !
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\ IOWA9
BOARD OF SUPERVISORS
Charles D. Duffy
Slephen P. Lacina
Patricia A. Meade
Richard E. Myers
Betty Ockenfels
July 23, 1992
FORMAL MEETING
Agenda
1. Call to order 9:00 a.m.
2. Action re: claims
3. Action re: minutes
4. Action re: payroll authorizations
5. Business from the City Assessor.
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a) Discussion/action re: Military Exemptions and Homestead Tax Credits
applications for Iowa City.
b) Other
6. Business from the Assismnt Zoning Administrator.
a) Motion setting public hearing. '
b) Discussion/action re: Dean Oakes's request for approval of an amended
site plan for Lot 1 of Scolt's First Subdivision.
c) Other
7. Business,from the County Auditor.
a) Action re: permits
b) Action re: reports
1. County Recorder's quarterly report of fees collected.
2. County Auditor's quarterly report of fces collected.
3. Semi-annual settlement of the Board of Supervisors.
913 SOUTII DUDUQUllST. 1'.0, 1l0X 1350 lOW A CITY, lOW A 52244. 1350 TEL: (319)356.6000 PAX: (319)356,6086
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Agenda '-23.92
Page 2
c) , Affidavits re: found property/discussion/action
d) Other
8. Business from the County Attorney.
a) Report re: other items.
9. Business from the Board of Supervisors.
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a) Motion accepting low bids received at state letting on July 14, 1992
for various county projects and authorizing chairperson to sign
contracts.
b) Discussio,n/action re: budget revision for Homemaker-Home Health
Aide Grant.
c) Discussion/action re: FY '93 contract between Johnson County and
the Coralville Public Library and authorization for chairperson to sign
contract.
d) Other
10; Adjourn to Informal meeting. <!)
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11. Inquiries and reports from the public. _.:(1 r- ("'::'"!'
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12. Adjournment. .......... -0
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A'tI8I3j1
Environment
who says her heallh was destroyed in 1985 i
when a lawn.~are service sprayed her neigh- :
bor" yard, Her em and dog died Ihe same :
dav, she SaI'S, and she eontinues 10 sulfer I
partial paralysis. ,"hslanlial vision loss. !
head"hes alld blood Jisordors, Another I
woman wl~ th~ S~natc ~ubcommiucc thiH '
9y JOHN SKOW ims from farmlands has taillted water "up, she somelimes slept ill her ear to avoid lawlI
, plies, alld though induslry ,xp,rts say il I sprayillg ill her neighborhood,
, L aWII is th, CUlS' of suburban man, his do,,"'t happen, critics fear similar troubles Such ""opl, can ,eem distraught 10 th,
bizarre fetish. the greal green god he , from suburban lawn runoff. poinl of crankiness. but extreme sensitivity
'prays 10, LJwlI must be barbered to Ih, I Childrell are especially vulnerable to th, Ito chemicals is not a rare condition, How
smisfaetioll of olles neighhors, ur it carns 'I' jUllk Ihat your lIeighbur's lawlI selViee fogs much regulatioll the multibilliulI.dollar
their dirty louks alld, ill Sllmetighlly StfUllg : around or to the "complet,ly safe for hu, lawn.eare illdustryshouldhavewasthe main
.ummunities, a ,ummolls from city hall. I mails" stulr that you bought at the hard, issue before Ihe sobcommiucc, Neighbor,
The ideullawlI is featureless. a living imila, ware store, LJwn poiS<Jlls can cause head, huud warnings before pesticide dOllsings
Can Lawns Be Justified?
Awash in fertilizers and pesticides, they may be a hazard
to homeowners-and children, pets and neighbors
. Americans spent $6.4 billion last year on lawn-care
products, up 13% Irom 1989
. About 40% of the naUon's prlvatlllawnsare Ireotedwlth
pestlcldes
. Home<>wnelll use three to .1. times as much pestidde per
acre aslannen do
. The chemicals can cau.e .uch .ymptoms as headach~'
dluJne.., nausea and eye lrGub'"
. Runofftromyards may threaten the s",oly of urban gJ'OllIIdo
waleulJPPIles
. Spniys can annoy or endanger neighbors, espeWJlywhen
lhewfndlsblowlng , ' , '"
tioll of Astroturf, Strivillg to achieve it aeh", dizzilless. eye problems, mental and signs on treated lawns afterward were
soaks up water, mOlley alld weekend goof, disorientatioll alld laslillg damage to the proposed, Cheml.mvlI, Ihe big lawn.me
, off time ill famastic quantities, lIelVOUS system, Calleer is also a possibility, outfit with headquarters ill Colllmbus does
, Never mind thatlryillg 10 grOlv grass ill since some pesticideseolllain knowlI earcin. notopposesuch measllres, thuugh a spokes,
; hut, cold or arid regiolls is almosl as silly as ogells, or course. YOllr lawn looks great. pcrsoll said last week that a study of !lXl em.
~ Irying 10 grow kelp, Americalls have be, So the testimollY, much of il biuer, went ployecswho applicd lawn chemicals showed
: "wned 25 million to 31l million acre;, an this momh before Ihe Sellate envirollmellt "110 long'tenn health eITects,"
, area larcer thall Vircillia, LJwlI is our COli' and public.works subcommiuoc on toxic Umi! now, governmelll supelVision of
neclioll -to the EII~ish manor houses to substances, Dallas p'lroleum cOllsllltant lawn pesticides has beell notably drow,y,
, which must of liS ,"1I110t trace ollr ances, Tom LJtimer, 36, leslified that he IIscd Ih, 11le Enviroomental Protcclioll Agency is I
: 10rs: il is Ihe decem, rcspectabiy dull neck, , widely sold illseclicide, diazilloll SLX years re'luired to review the dallgers uf pesticides
llc we knot around our houses. : ago to control grubs ctll mg grass rools allhc thaI were in use before 1971. when more I
~ow-is this really a surprisc'!-lawn ' same time thai he was laking the drug Taga. , slringent rcgululions wcnt into effect. bUI so I
owners arc hearing from cn\'ironmclllul ae. I met to control warts. Neither chemical : far has completely cleared only two of the I
IIVislS what common sense has been tdling I came with il warning of dangerous interne- : 34 most used chemical agenls. While the
Ihem for 50m, time, 11tc herbicides alld ill' lion. but the impact of di:~inon, all organo. I EM deliberales, all of them comillue to be
"Clicides Ihey \pread un Iheir lawlIs arc phosphate Ihal illhibils lIelVe aetioll. was : used on laWliS, According 10 Ihe Naliollal
poisons, ney call be deadly, Ihe charge apparently lIlagnilied hy the Tagamel, To, I Coalilinll Agaillslthe Misuse of Pesticides,
goes, not only to the noxious bugs and day his eyesight remains severely damaged; an advocucy group critical of the lawn.care
, hroad,leaf weeds they are slIpposcd 10 kill I he has co~stallt headaches:, his memof)', I illdusl!)'. lIille of the pesliddes maybe carci,
, but i1I!iO to uselul bugs. to lhe carthworms concentration anu mental acuity are dulled. nogemc, 10 may cause bIrth defects, three
that aefilte Ihe soil alld 10 pels and people, Provillg leglll respomibility alld cullect. call alfcet rcproductioll, lIille call damage
: Do,it,yollrselfers d01l'1 read wafllillg lahels illg damages ill slleh cascs arc dillicult, and the liver or kidneys, 20 allack the lIelVOUS
or lake precautions to protcclthcmsclvcs, l...mimer has had no luck. Nor, so far, has system. and 19 cause rashes or skin disease.
alld they usc lip 10 six times as milch pesli, Christina Loeek, 42, of River Grove. 111.. a Pestiddes, says NCAMP lIatiollal coordina.
I due per acre as farmers do. Runoff of fcrtil- onetime profes''iiollUI ice skuter and pianist tor Jay Feldman. ilre defined lias accept.
TIME,JUNEJ,I'N1
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able poisons, But nothillg out there issafe:' I ,~has not had the money or per,
In a political climate that favors markct I sonne I to speed up the process,
forces, not regulation, the EPA has been un, I "You can't just yank a product
willing to crack dOWlI, :oIotillg that geese I olf the market without incolltro'
I had been dyillg from ingesting diazinon, the I vertible proofthut it's harmful:'
pesticide that gave utimer so much trou, I Pesticides, it seems, are in,
I ble, the agency did ban the chemical for 1150 noeent until proved guilty, Tom
I 011 sod farms and golf courses, What it Watschke, a turf'grass scientist
failed to do, perhups fearing the wruth of at Penn State University, de.
the pesticide industry, was han diazinon's rides pesticide critics for "say'
much more extensive use 011 home lawns, ing that until the EPA can "
Those fellows at the hardware store will still prove that any chemieul for sale Cf1rl,UIII Locek
sell you as much as you want, in a garden center is safe, it
Tom Adamczyk, EPA depury brallch shouldn't be available, That's ridiculous,
chief of herbicides, says it did not seem like, The real risk is the person who has no
Iy that geese would be landing on suburban knowledge of agronomic principles and
lawns (though ornithologists have known thinks if a certaill dose of pesticide is
for several years that lawlI.care pesticides good, then double is better:' Worry about
are killingsollgbirds), Adamczyk went on to fertilizers and pesticides running off into
note that the EPA has banned the pesticides lakes, rivers and groundwater and causing
chlordane, 2.4,s,T and Silvex from the mar. fish kills and algal blooms, Watschke in,
ket, He says quicker re,evaluation would be sists, "is just propaganda that unfortunate,
desirable "in the ideal world" but the agen' Iy ~ scaring the public unnecessarily,"
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risk'! Brain tumors must be ex,
ci5Od, if possible. but dandelions
don't reallv do unv harm, In fact,
they ure' pretty: enlhllsiustic,
nutritious in salads und excel.
lent for wine making, Of course,
if they ever hecame popular,
the lawn,care megacorporations
would sell us patent medicine to
encouraee them bv killine the
grass, In"the mealltlme, Caiifor.
Ilia muv be the waterl.., wave of
the future, In Los Aogeles, Robin Thomas
is tryillg to revive his dried yellow grass
with organic products, not chemicals, be,
cause "I have children, alld they play on
,the lawo,"In Oakland, Rachel Blau's lawn
is green because, it rained recently, But if
there's no rain, "we let it go," she says,
bravely adding the unsayable "I don't care
how it looks, " -R.ported by And"" Dorfm,nl
New Y,,* ,nd Joyc. LevltonlAUent',
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Johnson County
\ IOWA:>
BOARD OF SUPERVISORS
Charlcs D. Duffy
Slcphcll P. Lacina
Patricia A. Meade
Richard E. Mycrs
Betty Ockenfels
July 28, 1992
, INFORMAL MEETING
Agenda
l.D
1. Call to order 9:00 a,m. N
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2. Review of the minutes, n-": (.oJ ,,..=a
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3. Business from the County Engineer. 02=2 c--l
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a) Discussioll rc: rubber tired ditch excavator. l.D
b) Other
4. Business from Bill Green 1'e:
Commission/discussion.
report from Historic Preservation
5. Business from Marge I'enney, HUlllan Services Coordinator re:
appointments to the Mental Illness/Mental Retardation/Developmental
Disabilities/Brain Injury Planning Council/discussion,
6. Business from the Director of S,E,A,T.S. and Brad DcBrowel',
Transportation Plannel' for East Centrlll Iowa Council of Governlllcnts'
re: vehicle and radio purchases for FY '93/discussion,
7. Business from the County Auditor.
.' \
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a) Discussion rc: selling up a new department and fund for Secondary
Roads escrow monies.
b) Other
9J3S0UTHPURUQUIlS'l', P.O.llOX 1350 IOWACITY,IOWAS2244.13S0 TEL: (319)356.6000 PAX: (319PS6,6086
/707 ;
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..)genda 7-28.92
Page 2
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8. Business from the Board of Supervisors.
a) , Reporls
b) Othe,'
9. Discussion from the public.
10. Recess.
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GENERAL MILLS, INC. . PACKAGE FOODS OPERATIONS DIVISION
4800 EdgBwood Road S,W. . Cedar Rapids, Iowa 52406
WILLIAM F. MOWERY
Plonl Managor
July 21, 1992
Dear Neighbor,
General Mills is in the process of acquiring the
vacant manufacturing plant at 2309 Heinz Road in
the BDI Industrial Park. This is the grey building
with red trim, across the railroad tracks, due
south of Village Green. The plant will be used to
produce either cereals, hamburger helper, microwave
popcorn, or a combination of these products.
I would like to invite you to a 7:00 P.M. meeting
with me and other members of General Mills at
Southeast Junior High School in the Large Group
Room (enter from the lower level parking lot at the
entrance adjacent to the large planter) on
Wednesday, July 29, 1992. We would like some of
your time to explain our plans for the plant's
future and the provisions we will make to ensure
that General Mills will be a good neighbor. With
me will be people who should be able to answer any
questions you may have about the plant, its
operation or the company. City staff will also be
present to answer questions. Please call the Iowa
City Neighborhood Services Coordinator, Marcia
Klingaman, at #356-5237 if you have any questions
regarding the meeting.
As a new neighbor, I want you to know that we
appreciate the warm welcome extended to us by the
citizens of Iowa City. Experience tells me that
General Mills will respond in kind and that we will
earn a good place in your community.
Sincerely,
0J,jk.., :/.IJ/~
William F. Mowery C/
Cedar Rapids Plant Manager
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City of Iowa City
MEMORANDUM
DATE: July 31, 1992
TO: City Council
FROM: City Manager
RE: Material in Information Packet
. ~
Memoranda from the City Manager:
a. Pending Development Issues
b. Recycled Materials - Fiscal Year 1991-92
Memorandum from the Assistant City Manager regarding complaints about
preemption of the Weather Channel.
Memorandum from the Director of Planning and Community Development and the
Director of Public Works regarding Maiden Lane Project.
Memorandum from the Parking Superintendent regarding time schedule for the
Chauncey Swan Ramp. /7 (
Memorandum from the Solid Waste Superintendent regarding speaking engagements.
17/~
Agendas for the July 30 and August 4 meetings of the Johnson County Board
of Supervi sors.
Material from Paul Horick, Geological Survey, regarding pesticides.
Copy of Airport Relocation Feasibility Study. (IechnicaJ Advisory Comm.
WorkbooK ,
Agenda for the 8/6 Formal meeting of the Board of Supervisors. '
Letter from Mayor to Chair of Rotary Scout Camp re restoration of Camp I7IQ
Cardinal as a youth camp site. +-
Report on the 60th Annual Conference of Mayors 6/19-24 in Houston Tx. Il~
(Given by Reg McElroy-Fraser, Mayor's Youth Employment Oir.)
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City of Iowa City
MEMORANDUM
DATE: July 28, 1992
TO: City Council
FROM: City Manager
RE: Pending Development Issues
An application submitted by Vi,llage Partners for final plat
approva 1 of Vill age Green, Part XII, a 15.16 acre, 24-1 at
residential subdivision, located west of Scott 'Boulevard and south
of Muscatine Avenue and Village Road.
An appl ication submitted by Southgate Development for prel iminary
and final LSRD plan approval of Cross Park Apartments, a 48-
dwelling unit development, located at the southeast corner of the
intersection of Keokuk Street and Cross Park Avenue.
An application submitted by Southgate Development for preliminary
plat consideration of Pepperwood Addition, Part XII, a nine acre,
34-lot subdivision located between Sandusky Drive and South Gilbert
on Cherry Avenue extended. A rezoni ng from !D-RM to RS-5 is
required prior to the proposed subdivision.
Sign regulations for the PRM and CB-5 zones.
A request ~ubmitted by Mark A. Pfeiler and Don Stumbo for a special
exception to modify the side yard requirement for properties
located in the RM-12 zone at 323 North Linn Street and 225' East
Davenport Street.
A request submitted by Siems, Inc., for a religious institution
,use, a Christian school for kindergarten, and first through eighth
grades, for property located in the CC-2 zone at 1470 First Avenue.
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City of Iowa City
MEMORANDUM
."
Date:
July 22. 1992
,;--
To: City Council
From: City Manager
Re: Recycled Materials - Fiscal Year 1991-92
The following summarizes volumes for City sponsored drop off and/or curbside programs for
the period of July 1991 through June 1992.
Plastic Bottles 94.79 tons
; Waste Oil 44.29 tens
i
I Civic Center office paper 4.34 tons
I
I Tires 26.68 tons
,
I Cost of subsidy $2143.85
I Batteries 2.33 tons
,
I Direct income $266.00
I
I White Goods-Metal 221.17 tons
Direct income' $5595.41
I
Newsprint 1551.19 tons
Cost of subsidy $20.978.59
!'
Yard Waste 2582.86 tons I.
Glass 130.60 tons
Tin/Metal Cans 37.36 tons
Christmas Trees 54.00 tons
Total Tonnage Directed from Landfill 4749.61 tons
"L
We do not have volume figures from other communities and their waste reduction/recycle
materials. ,
cc: Department Directors
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City of low~ City
MEMORANDUM
Date:
July 31, 1992
To:
City Council, ...--.. r ' , "
A~;,""tC., """g" Cv,.JcL '~, '?
Complaints Regarding Preemption of the Weathe; Channel 1/
From:
Re:
During the past week the City and Heritage Cablevision have received a large number of
complaints regarding the decision by Heritage to preempt the Weather Channel during the
Summer Olympics and replace that signal with a scrambled pay-per-view Olympic telecast.
Attached is a copy of a letter provided to Heritage in response to those complaints and the
decision to preempt the Weather Channel.
While Heritage did not take corrective action within the 24-hour period specified, local
management has indicated that they will try to correct the problem and restore the Weather
Channel on Channel 8/9. As of the writing of this memo. that has not been accomplished.'
I will further update you at your meeting on Monday night.
Attachment
bJ1c0n'91nt. .
/7/1
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7/28/92
To: Mr. 8ill Blough
c/o Heritage cablevision
546 Southgate Ave.
Iowa City, Ia. 52240
Re: Violation of Iowa City franchise agreement
by Heritage Cablevision
"1-:&..____ __
CITY OF IOWA CITY
Dear Bill;
This is to confirm in writing our phone conversation of Monday, July 27th,
1992, in which I expressed the City of Iowa City's finding that Heritage Cable-
vision is in violation of the Iowa City cable. TV franchise agreement.
There are three violations found by the City of Iowa City, including a violation
of Iowa city cable ordinance 78-2917 Section 14-83 (h) in which time and weather
programming is required of the grantee; page 3 Section 7 of the 19B4
agreement between the City and Heritage entitled "Mechanism for public input
into program choices: in which 60 days notif1cation to the City regarding
any program or channel changes is required; and Section J of Hawkeye's
original franchise proposal in which an automated time and weather channel
and a color weather radarscope channel are proposed and subsequently made
part of the 'franchise agreement with the City of Iowa City.
Heritage Cablevision's scrambling of the Weather Channel for Triplecast
Olympic pay. per-view purposes is therefore under the aforementioned sections
and agreements, found to be a violation of the franchise agreement.
Heritage Cablevision is hereby formally notified in writing of said
violations of the franchise agreement, and that corrective action to come
back into compliance with the Iowa City franchise agreement must take place
within 24 hours.
If you have any questions or desire further information, please feel free
to give me a call. Thank you for your cooperation and assistance on this
matter.
cc: BTC
City Council
410 EAST WASllrJrriOTON STREET. IOWA CITY. IOWA nHOoll16. 11I9l lUdOOD' FAX 1)1~1
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I!l\WKEYE CABIMSICN OORPOFATION
Channel Lineup
I' Program Guide/Ta1ki.ng Books for the Blind (aWio) *
2 WMl' (2) Cedar Papids (CBS)
3 University Origination
4 l'ISNS (44l.ati...cago (Independent)
~j~. n~. e Gar. den;t/l'CG (17) All-nite
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pl (NBC) .
--')oS 'Autarated st:9rts
9 I<Cro (9) Cedar Papids (ABC)
10 \ni ,(9) QUcago (Independent)
11 Autarated National News
_. 12 1<I~ (12) 'Iewa City (PBS)
13 Ilcire Box Office
14 CorrmJni ty Bulletin Board/Consl.lll'eI' Price Shopping Guide
15 w:c (6) Davenport (NBC)
16 Public Access/CorrmJni ty Bulletin Board
17 W!lBF (4) Pack Island' (CBS)
. ~ 18 Goverrurent Access/Municipal Autanated
r",19 Christian Broadcasting Ne~rk
20 Libraty Access
21 Ne~rk Catfosite (KCl::I, 01. 8, Des /obines, CBS; WHO, 01. 13,
,. Des /obines, NBC; w:JAD, 01. 8, /obline, ABC)
22 SIc-Scan News
23 AlltOlll3tecl Fin?n,..i ~ 1 N""",
'~'_"L"'''''''''''-'I._~ "'"
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i 25 Reserved - toreign Language:
". Ita III 26 State NEMswire
~: ':,. . 27 Educational Access/Educational Autanated
~,~o.l"'28 Ieased Access
;;.~,.. ...29 Reserved for future applications
L.,,, , . ,-30 Reserved for future applications
oIJ~I,...,. . 31 ~ciU. Olannel
,.{t .
32-35 Reservecl' - Private Lease and Future Applications
.....
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.. As available from outside sources.
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City of Iowa City
'MEMORANDUM
Date:
July 31. 1992
To:
City Council . 'If tV. ,A
Karin Franklin, Director, Department of Planning & communit.'. ive~~C
Chuck Schmadeke, Director, Department of Public Works L / .
Maiden Lane Project /
From:
Re:
Two years ago, the City staff started working with property owners along Maiden Lane on a
project to improve the street and provide on.street metered parking, The project was to be
paid for through a special assessment project, parking revenues generated on the site, and
City funds, A few property owners were resistant to the assessment. Some of this
resistance was based on concerns regarding zoning in the area. This spring the zoning in this
area was changed to CB-5 and PRM as part of the Near Southside Neighborhood Redevelop-
ment Plan, In June, we attempted to obtain indications of support for this project again prior
to bringing a special assessment project to the Council for public hearing,
We received limited response to a letter (attached) sent to all property owners and interested
parties in June, To avoid further delays and allow us to proceed with the design work, we
will be scheduling discussion of this item with the Council at your first available work session
in September, A special assessment project entails a multi. step process, including design
work, cost estimates, and public hearings, If the project is resisted by owners representing
75% of the proposed assessment, a unanimous vote of the City Council is needed to proceed,
It is possible, but not likely, that this threshold will be met. We would like to gain a sense of
the Council on this project before we proceed with expenditures of time and money on the
many steps of the assessment process, All affected property owners will be apprised of the
Council discussion and given the opportunity to communicate their feelings about the project
in writing. Our intention is to proceed with design work and the special assessment project
process over the winter and begin construction the spring of 1993, City Council concurrence
beforehand would be helpful.
Attachment
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June 3, 1992
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Dear
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CITY OF IOWA CITY
dut - Coh
It has been over a year since you have had any correspondence regarding' the planned
improvements to Maiden Lane abutting your property, If you recall, our plans were to pave the
street, formalize the parking, enhance the area with lighting and landscaping, and complete a
pedestrian bridge over Ralston Creek, This project was to be paid for through a special
assessment, parking revenues generated on the site, and City funds. We attempted to gain
support for the project from all the affected property owners before proceeding with design and
construction, The Project Agreement was to be the evidence of support. Of the 18 individuals
involved in 1991, only three resisted or had problems with aspects of the project and would not
sign the Agreement,
Since our last correspondence the properties east of Maiden Lane have been rezoned to CB.5, a
zone which supports more intensive commercial development than the former CB.2 zone and does
not require on-site parking for commercial and office development, Properties west of Maiden
Lane, formerly zoned RM- 145, are now zoned PRM, a planned multi.family residential zone of
lower density than the RM.145 zone, Zoning, particularly that of the commercial properties, 'was
an issue with some owners previously,
<".
We would like to move ahead with this project and begin the special assessment process, This
process involves considerable investment of time and money in design and cost estimates before
the assessment project goes to the City Council for their consideration. 8efore we proceed we
would appreciate knowing if you intend to protest the assessment, A very rough estimate of the
possible total assessment cost by property is attached, The particulars of the project are the same
as before; a copy of a Project Agreement enumerating those details is enclosed. Please sign the
copy of this letter and return it to me at your earliest convenience; this action does not waive your
future ri9ht to protest. Your signature on the Agreement Is not necessary at this time, I may be
reached at (319) 356.5232 if you have any questions,
,
rin Franklin, Director
Dept, of Planning & Community Development
I will_twill not_ protest a special assessment for the Maiden Lane Revitalization Project,
bcl.2
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City of Iowa City
MEMORANDUM
Date: July 21,1992
t1!r~
To:
Steve Atkins, City Manager
From:
/."
Joe Fowler, Parking Systems Superintendent :J.-
Reference:
Time Schedule. Chauncey Swan Ramp
On Thursday, July 16, 1992, Chuck Schmadeke, Linda Gentry, Rick Fosse and I met with
Kevin Monson, At that time issues regarding construction and the permanent easement
needed to construct the Chauncey Swan Parking Ramp were discussed. At this meeting the
fOllowing time schedule was developed for the project:
August 4 - Set Public Hearing for August 18
August 11 . Kevin Monson file plans with City Clerk
August 18 - Public Hearing
August 19 . Out for Bids
September 10 - Bid Opening
September 15 . Award Bid
October 1 - Start Construction
On Monday, July 20, Rick Fosse, Denny Gannon, Kevin Monson and I met with Noel Willis.
The connection of the new ramp to be located at Chauncy Swan with the COllege Street
bridge was discussed. Ivlr, Willis advised that after analyzing the current bridge structure :,e
felt the eXisting sidewalk could be removed, This would allow the new structure to connect
with the bridge at the current driving surface level. Mr, Willis and Mr, Monson will work
together to design a connection at this point.
Previous discussion with Mr, Monson would indicate he will need three weeks to prepare
design plans. When asked about this schedule he indicated he felt it could be met.
n.llehedllr.
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MEMOllANDllM
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TO: Ste'/e Atkins
FROM: Floyde Pelkey
RE: ::pe,~king
un 7/15/82 I- spoke at the Isaac Walton Lea~ue Evening me~t:ln~.
talked about Landfill policies "s l~ell as ctll'bsi-:le I'.'cyding, \'1"
discussed the codes on plastics because there is se-me (~on.fusil.)n on
~he I1Llmbel's 1 and 2. 1 e:,:plained about :3t~.te and l'o:":1e!'':\;'
regulations as to the risint?: cos~ of landf.illillS~. '~Jil fi'.tt;el's ~.,:.!s
another subject that came up and '....as discllssed. The members ag!'eed
chat the oil filters needed to be dr'lined and properly disp0sed of.
Some rural residents aheadI' have s;;eel drulllS that they l'ier,? using
fOl' storage and hatte a disposal service. From ,thL~ mel?t ing I~.,as
asked to speak at a Good 8ams meeting. I don't }:nol~ much ,,,bout this
<.lrganizat:ion other than they are a grl)Up or profession"l cam;,€,!"s.
On 7/16/92 I taH:ed to the Grant viood neighbol'hood group. BI'~.d and
I talked about the curbside recycling progl'am and again eho:' ':008S
on plastic. ,We also discussed containers. The reeidents in thae
area seemed to be glad that they oe.n, purchase '1 ~onti.\inel' t.) fi t
their own needs. I feel there was a positive atti ~ude to\~;\rds J\\!'
,:urbside recycling 'program, I think that ongoin,g eduo'ltion and
cOIIIIII!lllication will be very illlportant, I talked abom lIIoni:oring tne
different areas and a resident tall:ed about, pee!' pl'eSSUl'e no:, on1.y
between neighbors but the areas of town.
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JohnlOd Count,
\ IOWAi
BOARD OF SUPERVISORS
Charles 0, Duffy
Stephen p, Lacina
Patricia A, Meade
Richard E, Myers
Belly Ockenfels
July 30, 1992
FORMAL MEETING
Agenda
I. Call to order 9:00 a.m.
2. Business from MlIrgt Penney, Human Services Coordinator.
a) Action re: prelinlinary plan for expenditure of the FY '93 Mental
Health/Mental Retardation/Developmental DisabiIitieslBrain Injury
Community Services Appropriation.
, b) Action re: appointments to the Mental Illness/Mental'
Retardation/Developmental Disabilities/Brain Injury Planning Council.
3. Action re: claims
4. Action re; minutes
5. Action re: payroll authorizations
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c) Discussion/action re: resolution establishing Fund 04, Roat' Construction
Escrow.
d) Discussion/action re: resolution accepting cash counts, ' ~,
e) Discussion/action re: resolution transferring froni' General Basic to
General Supplemental.
f) Discussion/action re: resolution transferring the remaining FY 192
Conservation Board revenucs to the Conservation Trust Fund.
g) Other
6. Business from lhe County Auditor.
a) Action re: permits
b) Action re: reports
913 SOUTH DUB UQUIlST, 1',0, BOX 1350 IOWA CITY, lOW ^ 52244.1350 TilL: (319) 356.6000 FAX: (319) 356-6086
/7/5
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Agenda 7-30-92
Page 2
7. Business from Jim Swaim, Director for United Action for Youth re:
presenting correspondence to support Juvenile Justice Grant/discussion/action.
8. 10:00 a.m. . Public Hearing on proposed disposal of county interest in real
estate. Lots 9, 10 and 11 in Block I, Lyons First Addition to Iowa City, Iowa.
a) Resolution re: proposed disposal of county interest in real estate. Sale of
Lots 9, 10 and 11 in Block 1, Lyons First Addition to Iowa City,
Iowa/discussion/action.
9. Business from the County Attorney.
a) Report/action re: intern cost reimbursement certificatlon.
b) Report re: other items.
10. Business from the Board of Supervisors.
a) Action re: rubber tired ditch excavator for Secondary Roads Department.
b) Other
11. Adjourn to Informal meeting.
12. Inquiries and reports from the public.
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13, Adjournment.
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Agenda 7-30-92
Page 2
7. Business from Jim Swaim, Director for United Action for Youth re:
presenting correspondence to support Juvenile Juslice Grant/discussion/action.
8. 10:00 a.m. . Public Hearing on proposed disposal of county interest in real
estate. Lots 9, 10 and 11 in,Block 1, Lyons First Addition to Iowa City, Iowa.
a) Resolution re: proposed disposal of county interest in real estate. Sale of
Lots 9, 10 and 11 in Block 1, Lyons First Addition to Iowa City,
Iowa/discussion/action.
9. Business from the County Attorney,
a) Report/action re: intern cost reimbursement certification.
b) Report re: other items.
10. Business from the Board of Supervisors.
a) Action re: rubber tired ditch excavator for Secondary Roads Department.
b) Other
11. Adjourn to informal meetiug.
12. Inquiries and reports from the public.
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Johnsoll Counl~
\ IOW^~
BOARD OF SUPERVISORS
Charles D, Duffy
Stephen P. Lacina
Patricia A. Meade
Richard B, Myers
Betty Ockcnfels
August 4, 1992
FORMAL MEETING
Agenda
1. Reconvcnc to formlll meeting of July 30th.
2. Discussion from the public.
3. Adjournment.
INl!'OnMAL MEETING
Agenda
1. Call to order 9:00 11.111.
2. Review of the minutes.
3. Business from the Safety Director from NorthWestern Nlltionnl Insurance
re: safety policy/discussion.
4. Business from the County Attorney.
a) Executive Session to discuss strategy regarding negotiatil!.~s on}a.ages for
Social Work Associate, ?~:::, ~ "':)
b) Other :'.' c.l ~":
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S. Business from the BOllrd of SuperViSOl'$.
a) Reports
b) Other
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6. Discussion from the public.
7. Recess.
913 SOUTH DUBUQUF.ST. P.O,1l0X.I350 IOWA CITY. lOW A 52244.1350 TBI.: (319)356,6000 FAX: (319)356.6086
/7151
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PESTICIDES, THE ENVIRONMENT AND YOU
A Guide' to the Proper Selection, Use and Disposal of Pesticides
Gardening is the most popular outdoor recreation activity in the United States today,
In fact, there are more than 85 million homes coast to coast with gardenS, And that
figure does not include everyone who has tried to cultivate a few green plants in the
apartment or office.
America's love affair with lawns and gardens also means some of us will need to control
pests - insects, weeds and diseases - at one time or another, At the same time, there is a
nationwide awareness of environmental issues and the environmental impact of pesticides.
This guide has been prepared to address these concerns by providing the following
infOlmation about pesticides:
· What Are Pesticides?
· How Pesticides Work
· Do I Need a Lawn and Garden Pesticide?
· Choosing Appropriate Treatments
· Handling and Applying Pesticides Responsibly
· Reading and Following Pesticide Label Instructions
· Proper Storage and Disposal ,of Pesticides
· In Case of Emergency
NOlhing in Ihis b,ochur. i: o,:lwuld b. COntl,u.d 10 b. an ,ndOltl""nl 0' ajJ'VllIIJ1wn 0/ any p,odlltl o/entity, M'ntwn O/I,ad. nnmt: 0'
commercial products or manufacluurs dOll nOI cOllJlilUlt endJJrwnlllt or ftCoTMttndaJionjor we.
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PAGE 2
What Are Pesticides?
The ward pesticide (from the L~tin putis, pcltilence + caedere,
10 kill) w~s coined in 192510 describe ~gen~ used 10 desuoy
pes~. L~wn ~nd garden pclticides include substances th~1 help
conuol, repel or elimin:llc unw~nu:d pl~n~, lUlim~1s ~nd d~e3.Scs
in lawns, gardens and house plants. TIuee cammon Iypes of I~wn
~nd garden pcllicidcs are herbicides, which kill pl~n~: inswi.
cides, which kill insects; lUldfungicides, which kill plant diseascs
(such 3.S molds, leaf spots and bUgh~).
How Pesticides Work
Some pesticidcs are no longer available due Ie cnvironmenlal
and health considel1ltions, Active ingredients in currenuy avail.
able pesticides fall inlo four C3u:gOries,
Tr~ditional pelroleum.based pesticides have been used since the
1940s lUld work in a vanely of ways, Same produc~ disrupt
insect nervous syslems whUe others alfecl various planl growth
processes, Many of these praduc~ may I~ve persislent residucs
dIal end up in our groundwaler and surface W~ler,
Insmicidnl and htrbicidaJ soops have been developed since 1980
~nd can be very effective, TIlese nalUr.llly derived produCts disrupt
the cell waUs/membr.lJ1es of insccts and planlS, resulting in exces.
sive walCl' loss and eventual de:ldl.
A uurd group of pesticides ~ made from planl derivatim. Pyre.
thrum (eXtraCI of certain chrysanthemum specics) and ROlenone
(e" tr:lCI of derris) are the IWO mast well.known elC:lmples,
Fin~lIy, same insecticides use speciJic mic,o,organLrms which
~ffcct only wgeled insect species, TIle mast cammon fom uses
dIe Bacillus Ihurengiensis (D,~) b~ClCri~, Once digcsled by an
insec~ D,~ dissolvcs its slemach lining C3using de.:Jdl,
Do I Need a Lawn and Garden Pesticide?
Mosl pesl infcsutions are e:lslly recognized by elC:lmining the
pl~nl or I~wn, Hen: arc same of the mOSI cammon indiC3lers of a
pesl problem:
Yellowing, wilting, cwllll! OI.::Jlen le.:Jvcs,
PhysiC31 presence of dcstructive inscclS on I~ves
and sulks or in sail,
Swellings, sc~les ~nd ather CroWdIS.
Spots or thin are~s in lawns,
Dlack spo~ or d~colored ~reas an plants,
Weeds arc usually the easiesl lawn ~nd garden peSllO SPOl, Even
die greenesl would.be "gn:en thumb" knows when a pbnl is
growing when: il shouldn'l be,
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PESTICIDES, THE ENVIRONMENT AND YOU
Choosing Appropriate Treatments
The key Ie solving your garden problem ~ corrCCl identific~tion
of the peSl, The proper lre.:Junenl may not require pesticides al
all. Weeding, pruning, CUltivating or deferring lrcaunenllO a
more appropri:1le lime may be a beuer ~pproach, In late summer
or faU, for example, chemicallre:lunentlo conllol same plnnl
d~=, insects or annual WCl:ds (such as cr.Ib grass) is aCluall)'
inappropriate and/or ineffective.
If you decide pesticide lIe:1unenl ~ appropri~lC, remember some
problems are lre.:Juble only during a pmicuJar season or ~l a
pmicuJar poinl in the Ufe cycle of the pes~ and th~t same pesti.
cides are effective ~t only cenain times of the year, Also,
pesticides do nOl a1w~ys kill selectively, sa if you choose 10 use ~
, pesticide you may kill beneficial organ~ms along with your
wgeled pes~
If you are unsun: what the problem ~, you may request ~dvice
from your garden cemer represenutive, your coumy office of the
Minnesou EXlension Service, or lelcphone the DIAL.U InSecl
and Planl Infomauon CUnic of the Minnesol.1 EXlension Service
all.9OQ.988.0500 (loll c.111) far infomation,
Once you have deremined the c.1useofyour lawn or garden prob-
lem, selecllhe approprUle ue:lunem for die season and the pcl~
involved. Again, your garden cenlCr represenlJtive, coun!)' eXlen.
sion agem or D1AL.U c.1n help,
Handling and Applying Lawn and Garden
Pesticides Responsibly
TIlen: arc seven Sleps 10 proper pesticide applic.'\tion:
I, Use pesticides only if then: arc no other reason~ble allem~'
tivcs, and use only the amoum recommended for your
pmicu Jar problem.
2, Check the we.:Jthcr fOn:easl, RJin C3n reduce the effectiveness
of the pesticide; wind can c~use ilIa drifllo arc.1S dm do nOl
requirc lreJanem or th~1 m~y be ued by lreJunen~
3, Follow all label insllUctionscarefully,including those rel~ting 10
we:lther and other environmenul conditions, II is iIIegol/o 'lSe
pes,icides in violation of label inSllucrions.
4, To protecI your houschold walCr supply, when mixing or
rinsing a pe.sticide do 110/ PUI the hose or faucel in the
pesticide conuincr, sp!'Jycr or w~u:ring C3n, If you use ~ hose
applicator, be sun: 10 use ~ b~ck1low prevention device where
your hose conncclS to the ouldoor fauce~
5. Use label-recommended appUC3tion !'Jles only. Increasing the
recommended appliC3tion !'JIC docs not incre:lse the effectivc
ness of the pesticide. In r~c~ il may be illeg,1 ~nd c.1n resull
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PESTICIDES, THE ENVIRONMENT AND YOU
in harm to the plant as well as to you and ather living things,
6, Pesticides should be specifically wgeted 10 treat only
infesled garden plants or Iawn:treaS, Never apply pesticides
10 water or to hard surfaces such as sidewalks, driveways
or gravel, pesticide residues can run off inlO Slorm sewers
and contaminate Ial:es, streamS and wellands and poison
aquatic life.
7, lle sure children and pets an: well aut of the way when you
use pesticides, K~p children and pets away from ueated
areas until plant surfaces an: dry or as otherwise specified
in the precautionary statements an the label,
Reading and Following Pesticide Label
Instructions
Federnl and State laws requiIe that you read and fallow the pesti.
cide label EXACTLY, Pesticide labels contain a great deal of
imponant infomt:ltion, If you an: unwillir:g 10 fallow all label
weetions and safety and environmental precautions, you should
not purchase or use pesticides, '
Pesticide labels tell you the names and pen:entages of the acriv~
ingredi~nls in the pesticide as well as the percentages of the in/ll
ingr~di~nts, Labels serve as a guide 10 a product's toxicity,
These are, after all, products manufacturod to Idll or conll1l1
pests. In addition, label infomt:ltion genernlly includes precau.
tionary statements far humans and animals.
Signal wards on the label indicate a pesticide's level of hazard,
111e label also renects the potential [or human injury posed by
pesticide exposure, One o[ the [allowing approved signal wards
will appear on lhe label: DANGER - used [or the mast hazard.
ous pesticides: WARNING - used [or pesticides which are in an
intermediate l1Inge of hazard: and CAUTION - used far the least
hazardous pesticides, Also included are "statements of proctical
ueatmen~" which are insllUctions about haw 10 deal wilh expo.
sure to lhe pesticide, including first aid information, 111ese
designations and statements arc regulated by lhe United States
Environmental ProteCtion Agency (USEPA),
Second, labels tell you lhe specific p~s's [or which a product is
targeted, Review this infomt:ltion care[ully 10 make sure tile
product is appropriate [or your pest conuol problem.
111ird,Iabels tell you lhe sp~cific ar~as and plants (such as now.
ers, fruits and vegetables) which can be treated, and the sp~cific
pesls conuolled, It is very important dlat die user understand titis
section of the l:ibel before using tile produc" Some pesticides an:
intended for use only on certain urens. Far example, some insec.
ticides are intended to be applied to the soil only, If applied to
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PAGE 3
the above-ground pomons o[ edible plants, they may render the
plants unsafe to en" I[ you accidentally spray an edible crop with
a product not labeled [or use on that plan~ do /lIJ1 e3tlhe treated
fruits or vegelables, With vegetables, the whole plant should be
removed and desuoyed. However, you Co1J1 silll grow plants in
that same area next year, All fruit from uees or shrubs spl1lyed
with an inappropriate product should be removed from the tree
(and the ground) and desll1lyed, You Co1J1 still consume fruil from
these pl:ints the following season.
Founh, labels provide information about opplicarion ra'~s and
m~tltods [or the pesticide, They also give other information, [or
example: ather products that Co1J1 be used with the pesticide: the
time required before reapplication or enlly onlO the lawn or gar.
den; and prccautions [or picking and eating garden products,
Observing those recommendations is the key 10 USillg the product
effectively, REMEMBER, overdosing ck;s /lIJ1 increase product
effectiveness I In addition 10 being. waste o[ maney, overdosing
can injure plants and/or penple and reduce the pesticide's long.
lerm effectiveness against the pes"
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F'1fth, the label gives you directions aboutprolective clothing and
p,otec/ive equipm~nllO be used when mixing and applying pesti.
cides,
F'utally, pesticide labels conlain storage and disposal in[orma.
tion, It is crucial L1ut all pesticides be stored beyond die reach o[
children and pets, and be kepi tightiy sealed in their original
conlainers in a locked closet or cabinet,
Nevet misuse or misapply pesticides, IuS! because it's registered
wilh the USEPA, it doesn't mC3ll it's not hazardous. There[ore,
10 prevent accidents and get the best n:sulu, read the product
l:ibel and [ollow its inSllUCtiOns carefully,
Proper Storage and Disposal of Pesticides
As important as it is 10 apply pesticides properly, it is also important
,10 consider wh:1t happens 10 the leftover pesticide and empty con.
tainet ofter you are done. Keep pesticides in their original
containers and slOre dIem in u lacked closet or cabinel away from
children and peu, Prevenl [re(zing, Be sun: 10 slOre pesticides in a
dIy area. as damp powders m:lY become cal:ed, and dampconlain.
CIS m:lY rust and leak. SlOre pesticides away from sources ofhen~
including pilot lights, furnaces, fireplaces and open llames, If a
pesticide container is dam:lged, place the pesticide (in iu original
comainer) inlO a sealed plastic conlainer, a box Iincd with two
plastic garbage rogs or n mClaI container with a lid. Clearly mark
die outside of ctle pncr.age 10 identify its contonu.
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PESTICIDES, THE ENVIRONMENT AND YOU
Never reuse an emply pesticide Cllmaincr, and nmr emplY Ilie
comcnlS of a pesticide comainer into ilie Ir.Ish or down ilie drain,
Nmr Slore a pesticide in a Cllnlainer ilial was previously used for
food or oilier household produclS (such as bonJes, cans or j:us),
If you hm questions at-,uI how 10 dispose of pesticides in Min.
neS013, or if you wanl more information on household hazardous
waSles and collection progr:uns, call ilie household hwnlous
WilSle program of ilie Minnesola PoUution Conool Agency
(MPCA) aI612/296-63oo (iaU c.ill) or 1.800-652.9747 (IOU free-,
ask for MPCA).
In C"se ofEmergency
The be.1t way 10 avoid accidemal exposure is 10 observe ilie pre.
cautions nOled on !he pesticide label and in !h~ Guide.
If accidenlal pesticide exposure occurs, ilie pesticide label always
conlains fusI aid information, Consuil and foUow !hal informa.
tion immediarety. U you n~ more help, call 911 or yourloc3l
poison conllol, ho~ine, which is listed in me fronl pages of your
lClephone book. You can 3lso clip and save meso emergency
numbers:
r------------------l
I Emergency Pestlcide I
: Poisoning Numbers I
I I
I Hennepin Regional Poison Cenler 6121347.3141 I
I I
I USEPA Pesticide Holline 1.800.858.7378 I
L------____________J
I,
,
If you call any of diose numbers, have ~Ie pesticide label in from
of you so you can answer questions. Be sure you know ilie quan.
tilY of pesticide consumed and the age and approximalC weighl of
me affccled person, Do nOI induce vomiting unless you have
bccn inslnicled to do so by an informed aU~lorily, In many cases
vomiting makes me problem worse,
If you accidenlally spill a pesticide or ilS Cllnlainer breaks or
leaks, you are required by law 10 repon the spiU immedialCly 10
the Slale of Minnesola, The numberlo call is 612/649.5451 or I.
800..122.0798 (IOU free), YourColU will be relumed by a
represen13tive of ilie Minnesola Dcp:uunenl of Agricullure:
CIC.1n.up may involve conlaining ~le spill and absorbing i~ and
pacl::1ging die absorbenl malClial, C3l1 MPCA aI612/296.63oo
(lOll C.111) or 1.800-652.9747 (IOU free - ilSk for MPCA) for me
10Coltion of ~le appropri:JlC disposal SilC in your coumy,
'"
__n,...,
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'-.-.
PAGE 4
A Final Word
If used responsibly, pesticides can help you manage, improve and
more thoroughly enjoy your lawn and gmlen. By conllolling
harmful inscclS, pJanlS and planl disC.1Ses mey wUl help your
planlS lhrive, If you dccide oC.1ting your lawn and gmlen wim
pesticides is approprialC, iI's up 10 you 10 prolCel our presem and
fUlure environment by using pesticides responsibly.
This brochure was prepared by
The Minneapolis Environmen!:ll Commission
and the following entities,
whose effons the Commission
gralefullyacknowledges:
Clean Water Action Alliance
Minneapolis Health Department
Minneapolis Park and Recreation Doard
Minncso!:l Department of Agriculture
Minneso!:l Extension Service.
University of Minnesota
Sierra Club. North Star Chapter
The Commissior, is also gralefullo
Ringer Corporation, which assisted in lhe
preparation of this brochure and furnished
1990 malerial provided by ils subsidiary
Safer Inc., on which ponions of this
brochure an: based,
/7/&
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us. OO!!R I'faS
July, 11J921P.~. 7
One city's response to problem
of lawn chemical pollution
By Jef(Lcc llnd the MPRD t10rticulture Section
Urban ~torml\'llter runoITtrans. an lawn care. "Minnesota !lame
llol'U II Vllriety ofpollulunts to sur. lawn Cnre CillendllT. is a guide to
fnce waters where they elln imllUd muintaining lawns, including mlln.
water quality. Reduction or eUmina. lll:oment techniques which reduce
tion of non. point pollUlloll In II com. ferlilizrr inputs and maintain
pltlelydcvelopedurbllnarucanbe healthy turf to reduce soil lon, A
difficult. Minneapolis, Minnesola- third brochure was written by MES
the City ofLnkes _ h:15 undertaktn Ilnd Mlnnesotn Department of AWl.
llneffOrltoreducethenon.point cullureentiUed"PrepllringPuticide
sourcepol1ulionloo.dtodtysurl'ute Containen for Disposal." In addi.
WIlUrs. The City flfMinneapolis and tion, the Solid Wasle llJId Recycling
the Minneapolis Park Ilnd Recrn. Office has been directing efforts d
tion Boardhaveinillateduverlll helping people reduce yard WIlJte
prflgrnmsaimeda~decreasingthe Ilfid use alumlltives 1.0 disposal.
amountorlllwn cm chemicala en. All orthaJe educational materialJ
uringthelnkesandstrenmsorMin. are Ilimed at helping people mnke
neapolis. environmentnlly responsible deci.
RWlolfstudiescnrr1edflutinMadi. sionswith regard 1.0 lawn care and
son, Wi~onsin, and 51.. Louis Park, puticide use, These maurials alone
Minnmla, have shown lawn UTe will not eliminat.e surf'ace water pol.
chemicals 10 be increasmgly washing lution, but ellch is an importllnt
:--_ ~or(iJnd.tll~etlng lurrace waters. romlXlnentflrMinneapolis'ci~y.wide
Th'nse pestiddes iiiid phospFloitis;.... wllteiqua1ityiroprovementelTorl.s.
which is derived rrom organic mat. Jrff Ltt if Manasrr of Enuirlln.
ter, soil erosion nnd misllPpliedrer. milrfalProgramsfllrlheMinnrapo-
tmzen, can lead to degradation or lis ParA and Rteualion Board.
surl'acewatl!n.Pcsliddeandrertil.
im USllCe are pemivcdby many
peopletobea major wllterqualily
concern, Many orthe pesticides or
concemarctodctoaquatlcorgan.
urns nnd have a negative irnplldon
aqullticecosystems.Conlrolorthes&
chomicalsdoeJnoteliminat.esurface
water polllltion, but It Is an impor.
tllntcomponen~toany slormwater
runoff management program,
In i991theMlnneapolisPllrkand
Recrention Bcard (MPRB) adopted
an Environment.nlPlllicy5tAtemellt
wbichse~rcrlhtheUonrd'scontJnu.
Ingconcemrorenvironmentnlpro.
lA...:tionandcnhDn~emenl.'The policy
I:llides ~!IlItB aclivitins and ded.
slolll&Oth9ttheydonclleadtoen.
vironrnenllll dtl:J'9dction, but rother,
dictatuthat they be envlronmen.
tally benelicial or benll:11,The use of
integrated pelt mnhBllemcn~tech.
nlques in lurl'ond tree rore hnve led
too reduction in IhellmoWltofpesli.
cidesuscd inlhe park sYltem, The
MPRD conUnue. to refine itslurr
mt.llogemenlllctivitluin Illlclforttll
rurther rcduce the use orchemi~als
and nuocioted wnter quelity 1m.
pnct.s.
In 1990, the MlnneapoUsClty
Council creoted the Mlnnonpolls
Environmental Commlssion{MECl
-,to'adviso'thmayorandcoumilon'
local,n&ionol,and (llobal environ.
meotlll mutters, The MEC lurveyed
cllydepnrtment.innnottcmptto
prioritizoenvirllnmentalinuuor
signifiuncoinMinnenplllis.Pestl.
cidenndfertilitorcontro\andsllr.
falll waler conlamlnation wore ~wo
of the lOp live pricritleJ.Thccom.
mhsionrormed0 Pesticide TnHk
Forcu 10 addrell vnrious alpectsor
tho pesticide nnd lawn caro iuue.
The deve\opmentoruducl1tlonal
mnteriuls lorcetcd at city residentJ
wOInmlljorcomlXlnentllflh!selfor\..
The PUJticldu'l'lIsk fom.worked
with cilydeflnrtments, the Park
UCllrd,envircnmentnlorllunizlItJonJ
anrl sUite ucendes toduvulcll tduca.
t1onulmoleriall.
Thru publlcaUllns rllrule in Min.
neopollsundMinnuotawmwrit.
ten, Abruchuro entitled "Puticides,
the Envircnment IlIld You" Is a CUide
to the propcr sclection, use, and dil'
posnlorpclticldel.Thilbrochure
has bun prlntcd In neighborhood
newlpopen,ondhnsbtendiltrlb.
1IIDd at city runctlonsand pori
buildings In an errort to holp rui.
denlsmakoenvironmenlallysaund
dtcisionl with rel:ordla pl!sUcldu, A
mond brochurll wuwrltttn by the
~1I~nuo\.o Edenllon Servin (hiES)
Urban lawn chemical use:
A question of priorities
Dy Jmd It. Creason
A repllrt;uued by the Watcr Ro.
sourmRtsearchCcnleratlheUni.
venityorMinnesot4dclaJlsthelind.
ingsorn1990surveycrTwinCities
areoresidentJ'useo(\awnrertilims
and pestitides. The report, entitled
"UseofLnwnChemiealJm the Twill
Cilies," wriUen by Jared Creucn
andC. Ford Rungc, represents a
f1ntattemptatquanti(yinglheload.
ings crlll.wn chemicals to surrnce
''-' ,~;{.r1',.~:'.;' ./' ~:~"..:' ,I,.::, . . .... ; ... '.';, :,','.':, :.' " ..
;&MM~J~tl?~llndll.ti~IlPerspective ".>
;:,..-,~ '.}J:':. ':.',:,:':.>",'>"'.;.D'~iIii,ck'ci~iOOd ..,;.,:',,:'.. .
. ._~~~:. ;:'".Dlrcctar,Surfll.coWalerProrrntJ1l::
A recent survey by the Univer1ity orMinnesot.D DepartmentorAgricu1tural
'and Applied Econcmics indlcaus u,at we orcl1emienls on melropolitnn Illwns
, llll1Ybc elce.uive. UmiUngelComve use orlall'll chemicals isjust 0 Imallstep
. towll.rdlmprovemento.flakelUldltreamquaUty. " . , .'. .' . .
" The FrelhwaterFQundaUon encourac" thejudicious UUI OnaWA chemicals
andinrael;advlseJtheUseofphosphol'U5-rreerertililon.Deeauso:ch~miccll
do not nlways.La.y"whero they ere applled,theirelTecLs may extond boyo nd
the Int.ended areas. We hope'thlllmpcrtnnt ecologicalluson Inertaus awaro.
nmand,consequently,remrdsucenlvememicalule,. ';'
.. lIowmr, urging people 10 use less chemicals lln theirlllWllI will not sub-
,etllntlnI1Ylmprovath"equalltyofourlaluandltrOllml.Noltudieshave
shown laWn chemicalshllV4 anyslgnin~l1Ilt alTe<tcn lake quality. Whnt we-
pcople who Ilv'c and worlt In melropolitan arens-needtlldo,lslir1t,increlUe
our aWllrenenorwhat rtlllly dimlnilhes the quality orour lakes and Itreams
,In urblln'areas:Al'lcrlhllt, we necd 10 lake real ll1elllures 10 snvo'ourwal.er
meuml; Whneltb wise to limit the lIse orlllwnchemlcoll,luch IUPS may'
. ruultln compl.aeeney nbollt waler qLlllHty Issues al a time when rurther nc.
tionluritieal... . '. .
D~groded lako and stream qualily occUrs with urbnniJatlon./u we develop.
'lIrbanarllas, we:replll~e nllturalareas with hard lunaces {roadl, rocneps,
parklng!otlll whith iri'tum can'" runorrpaltems lachangt. More runorrat
" .' ... ~.. raster rates cllrrles morc phosphorus end
. olho.~poUuhntstolakesand.tream..ln
Ur~g people. to. ract, rmarth has shown thllt phosphorus
1 h ml . ~ movementlnwaterruRcrrrollowingurbani.
,UBO.~SSC,. C, ,", '. "'zaUQninCreDm4.tolo.ro1d'comparedtolh~.
.,.9nls on'their. .. :runo!fln undeveloped londs. This incrclIIo in
.l..-....~~~"..'..l'-l...~' :.l/"u,.... phosphorus movement occlltlwhdhtror IIDI'
awns,wi not.: phosphorus rertiliauarf used on Inwns:
substantially 1m. Excmlverertllimusethererllrll,add'llnly
th lit Imall inmments Ie the Illnndy Incrensed
provo ~ qua y,. Inputtolllke,,'
. of oUr'lakes and.. .,.\' Whm dces the phcspboruuomerrom71r
. ,.._ j",~" pholphoNslncreasulnrunclf,bu~noonels
strcnms. '. . .' adding it to 1I~ lands, how can l~ i~~rease7.
. . PholphorLUoccuulnplantllndammlllde.
'. . ' bristhllLlittersthelllndlln~llrelelllCd41
tho5cmcterlalsdecompole,Aho,pbcsphorulllslLschedtosmalldllstpar,
Uclu that blow in rrom clhorarens nnd lettle on the landscnpc, DeClluse tho
Inerenso In hard surl'om lnereamboth Ihevlllume and velocily of runoff,
thlsrunorrmcrereadllyplckJupphoiphcrultholl,alreodythero.The.amll
phclphorusllonWldovelopoollUlds,buLlsnctel1rri~dowllywhenmoreorlhe
r:linrnll~ak.inrotherthonrunloff.
Presuming no dnmllllc chanllcs in Ihe wntotlhtd tbat would pul more
chemicals Into the loku, we cen expcct no rurlher incrocsu In the rilL eor
phOlphonlslnpUl1 to IRles in (ul!y lIrbanized watmheds, '
. Ilowevor,lnkel in areu that are nc~yd tuny developed ore threlluned. The
walor qUllII~y In luch lakes hns diminllhed uricully due to urbanization.
It II poulble la prevent thue ImpllCtllln lake quality. 8tmte&i~,lhllt can
, mltlgate some. of the Incre~u. .In phe,phero.lnto Illkos thot cornu with
lIrbanlzaUon indude leu dense urbanlutlon1 diverting or dellllnlng nmclT,
IInd lruUnC fUI101f, 'Thue alintegicl, which CAn bo COIOy, have been known 10
dtyplanltert~ndpoli()';lllakell(oryenll..nut,'\lI'henthecoslscrthClelake
.prclnllonstrlltegl~IIl,~wcil.:hedag.lnstthllbenentlorurbanlzatJon,the
eltllll.usUllIIy op~ for the ImmedlllltJ bentl\1a ofdovelcpment. Only rmnlly did
.~e be~m~ ~1Y.'llw.~rO.UtiLt'~1i eO~t.t c(~~nll~e.4 Uke and dream quality,.
whl~h~cu~,al0l'il1."'Wyhlgh,', .I....,..;....:...: .", '.
. ~k, ,u\~phJeIlUon'lll\o~ lbe only throat to leku.llalllrdous chtmlcals'
.; cro IllsO en\.orl.nc~ur la1l!s':'I1I, Illlpllc\.8 oral/thm chell1ltah. whon paired
~~~~i~~W3~~tf.~~~t~~Utl~,~:~rieu.r I,~~tlj~~.l,~ ~. :I~,Y~\ ~r,urcen.cy/~.t;.
wllter systems, and uveahsomt
interestingtroitsin ~onsllmeratt1.
tudellowardurbnnumoragrkul.
turalchemicals.
Using responsu from a randllr.l
sample, lhe allthouestimatotha.
around 12,700 tonsllrnitrcgen and
3,200tllnsorphosphorusltoapplied
lls\awnfertilimsinthe'l'winCitiel
metropolitan arell eBChyear.
Interprellltion orthe relative mag.
nitude of these estlmat.es require I
the specificotion orsome'bench.
mllrl"Forinst4nce,convertingth~
estimatesorlhenitrogen(Nlcompo;-
nenlorlawn rertili1er to pounds per
aae,itllppellrsthll~theurbanam.
agela abollt 110 pounds orN per
aCTe orlawn, This ia II higher appli.
cation than mlUlY agrkulturalcrcpi
receive. 1I0wevor, the estimatu 01"
rertilizer use are abou~ 21 percer.:
rowerthantherecllmmendaticns.:'
IOmeturl'upcrls.Thenitrogenu?,
t.:lkeofturfgil1ss, with its hiCh plllU:
densitynndrrequentmowinc, ari'
high,
Thus, while runoITornllrcgcll Gr
phcspherusintowatersourcesmb:
nOlbeoccuninllatcxcmiveratesl:,
partlcularllreas,thelmplic:lIionil
thlltovernlllevelsohppHcatiDnllr:
not in mess cflhm rKemmend~
Twin Cities'rlllldenuabo Uli'
areund 476,600 pounds llrpwlcic.
active IngredlentJ annually, whkh II
Ilbout1.6percentefthe30,199,OQ.:
pcundsorherbleidcs with active ir..
l,'1edients uscd on Mlnnesctorllrml
annually ns utimaled;n a t9~':
JtudybyResourmortheFutuH
'l'hecstimateorlotalllreaef1l1\O'Ol
in the metro orea Ie 251,329 lICttI.
on\yl.3pemntorthe19mil1ic~.
omslncroplll1ldinMinneiOl:l,On~
perllcrobasia,thlslndlclltesthJ:
usolevel,lnurbanarelllareebol.:
tbe snme as on agricultural lands
5lnceit Is weed killerlhatapPc;I~;
topololhemostlmpcrtllntPQICnli_.
helll~h errectl, current levels or Ul,
inurbenoreOlwherefoodandlik~
are notal etoke may rcise quutit:.1
orprioritles.
Resultsorasubsomplellrrelper,.
dents Iivingcn or neer l..1ke Minni'
tonlta,lllorgebcdyorwnursollt:..
welt of the city orMlnntapolis, inc..
cntethlltllvorngerertl1imapplir~.
t!onslherllmoyoomuchlowerth:.:.
inthe1'win Cilies' ml1:u a wh.;:,
Theaveroccyellrly nitrocen QPph.~.
lion WOI 12 Ibllyenr In 1'1
lub!utnplc,lmthnnthcm~lrlla\','.
Ulle of36 Ibllycllt,Thlsdirreron;,
wutracedto:UlrcwertDl:llappli::a.
t!onl peryellr, and (2)11 sOlaller Jifr.
centogeofmidenlSUsinllrenilih:
The aulhon suggeat that these d:i,
rerencumillhtbealtribuledtolm.
education Impncu orlawn chemic:..
use lln water quality. Nocorwper..
dtncolnlheuseorweedkiller,ho...
ever,wllldeteeled.
Jared Creason and C. ~'lJ'.1
RUnStllrt, mprcliutly,sradllalt
,'lIdtrrt and Pro(tuor in 1M Vrp"rj'
menlo(AsricullurlllllndApplltJ
&onomle, 01 the Uniumily of Ml~,
ntwla,
17/ (p
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MINNESOTA EXTENSION SERVIG
UNIVERSITY OF MINNESOT i-
HENNEPIN COUNTY
lVIinnesota Home Lawn Care Calendar
Robert J. Mugaas
Hennepin County Extension Agent-Environmental Horticulture
This lawn care calendar is a guide for maintaining lawns in the Minnesota and upper midwe5t area. It basically
covers the general care needed 10 adequately maintain an average home lawn typically found in this area, II is nOl
intended to cover all aspectS of lawn care, nor to cover all di~erent growing conditions thai may exist on an
individual's property. For additional infonnation, see the IiSl of lawn care publications available from the Minnesota
Extension Service on the Minnesl!ta Home Lawn Care at a Glance.
APR MAY JUN JUL AUG SEPT OCT NOV
SEEDING "
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SODDING ---, .
r-
, FERTILIZING IT I
MOWING I
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WATERING
I
AERATION I
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DETHATCH
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WEED Cnb:msoprremcrgc} CDbgr.us-po.rtcmcrgc'
I rl "
CONTROL Bro,dl",r Broadl",!
APR MAY JUN JUL AUG SEPT OCT NOV
Legend
(-) indi"leslimes wh,n I1wn CO" p..rom an be don,.
( . . . .) indi"les p"rmbl, lim" to "'ll)' out "ruin I1wn a" pncti,es,
. PrlOmergen" herbi,ides '" PUI down btfOllthe CI1bgnss.e<dling. h,ve ,m'rged rrom th, J:l1lund.
POllCmerg,n" crabgrm herbi,id" '" 'pplied 10 the visible growing CI1bgr.1lI pl,nu, These
prnuucfS arc ~cst ~?plicd when the cnbgrm pl3nu .1(e tmJII.
171ft!
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Minnesota Home La'iVD. Care at a Glance
3eeding/Sodding
Seeding - Late summer to early full is the ideal
.ime to seed lawns. Spring seedings are possible if
:rrigated and annual weedy grasses (l.e. crabgms) are
It least partially controlled, Seed Kentucky bluegt:lSS
lt a rate of 1 1/2 pounds of seed per 1,000 square
feet. For mixtures of bluegrasses and fme-leaved
:escues, seed at 2-3 pounds per 1,000 tr.
Sodding. Spring and fall are good times for
iodding, However, sodding canlle done throughout
the growing season as long as adequate irrigation is
available,
Fertilization
The fertil izer nutrient used in greatest quantity by
die grass plam is nitrogen, Nitrogen is also the
nutriem in shortest supply, Therefore, most lawn
fertilizer recommendations are based on how much
Jitrogen to apply over the course of the season. This
is given in pounds of actual nitrogen per 1000 tr/per
:'e:I1' or per application, Any additional amounrs of
1hosphorus or pO[a.Ssium should be based on a reliable
loil test.
The amount of nitrogen (N) required by a lawn or
:urfgrass area depends on the type of grass planrs
~resent and the managemem practices used. High-
:naimenance lawns often contain the more vigorous
:mproved Kentucky bluegrass and turf-type perennial
:yegrass varieties. These lawns perform bener whcn
ldequate water and fertilizer are regularly provided,
~ow-maimenance lawns usually consist of common
'ypes of bluegrass in combination with a mixture of
fine leaved fescues, These lawns grow and spread
more slowly and usually receive little extra water or N
:ertilizer, Table 1 describes the annual N
requirementS for these lawn types and how leaving the
:lippings on the lawn impact yearly N requiremenrs.
Nitrogen Fertilizer Sources. Nitrogen fertilizer
;ources are often categorized as inorganic types or
Jrganic types,
Inorganic fertilizers such as ammonium nitrate and
.mmonium sulfate are all water soluble or quick-
eI~ase N sources, 11m is, N becomes available as
"
soon as water is applied to the turf, These fertilizers
respond quickly and resulrs are fairly immediate.
However, their burn potential is quite high and the
effects are rather short lived. On sandy soils, high
application rates of these products combined with high
irrigation or rainfall amoUDtS may result in higher N
losses due to leaching. Leaching is the mnvement of
water and possibly nutrienrs down into and potentially
beyond the turfgrass root zone. Once beyond the root
zone, nitrates can continue moving through the soil
and may find their way imo ground water sources.
Organic fertilizer products, natural or synthetic, are
those containing carbon (C) in their chemical
structure, Nitrogen from natural organic sources
becomes available only afrer the soil microbes begin to
, breakdown the material. These are considered s/ow-
release N sources as N is gradually released to the soil
and becomes available for plant use. SoiltemperalUre
and moislUre are key factors governing microbe
activity and thereby the N release. Compared to
quick-release sources, slow-release N sources have a
lower leaf-burn potential and can be applied at slightly
higher rates without damaging the turf, '
; The primary synthetic organic fertilizer product is
urea, It is considered a quick-release N product with
a relatively high leaf burn pOlential, Urea has been
further processed and/or combined with other
materials giving organic fertilizer products more or
less of a slow-release cbaracteristic, The N released
from these slow-release N products depends on soil
chemical and/or microbe action, has a fulrly low-leaf
burn potemial, and can be applied at slightly higher
rates than quick-release N sources,
Mowing
Maintain your lawn at a height df two to three
inches. Longer grass shades the soil surface keeping it
cooler, restrictS soil moisture loss, and helps prevent
weed seeds from germinating and gening C5tablished.
Raise the cutting height during ho~ dry weather or
in shady areas, Mow often so no more than one-third
of the lotalleaf surface is removed. Clippings need
not be removed if mowing frcqucncy is adequate.
Sharpen the mower blade on a regular basis, This
provides a cleaner cut on the grass.
/7/fI
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.. table 1
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Annual Nitrogen Requirements and
Application Timing for Lawns in Minnesota
Suggested Number oC
Nitrogen Applications Per Year"
TIming oC
each Application
High maintenance lawn
(Irrigation, clippings removed)
(Irrigation, clippings not removed)
Low maintenance lawn
(No irrigation, clippings removed)
(No irrigation, clippings not removed)
4
mid-May. mid'oJune
mid-August
mid.September
late October. early November
. '
3
mid'oMay - mid.June
mid-August
late October - eariy November
2
mid. August
late OClObet - eariy Novemher
,
early September
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. This table assumes lIb, N/lOOO ftl of a soluble, quick.rel= N soUICe .pplied .t c:lCl1 .ppliconon, USU3lly tl1e lawn
fertilizer manuf.crurer or formulator will use about this rate when suggesting tl1e various sp~der settings to use witl1 their
product.
Also, lower, more frequent rates of. quick-rel= N fertilizer c:ul be used on sandy to sandy 10>11I soU, Slow'orel= N
fertilizers including n.rural organic types could .Iso be substiroled for tl1e quick.release types, Follow manuf.cturers' mUlor
Extension SOl'lice suggestions for proper application rales,
Watering
Proper watering practices can playa major role in
the grnss plants ability to tolerate and resist stresses
and pest problems, The amount of water applied any
one time is largely dependent on soil type. Sandy
soils do not hold water well, Thus, extra water
applied over and above the soil moisture holding
capacity and the needs of the grass plant moves down
beyond the root zone, Applying In inch of water two
or three times per week may be better suited to sandy
soils, In heavier clay to clay loam soils, one I-inch or
two 1/2 inch applications of waler per week is usually
sufficient.
Some disease problems may be reduced by
watering early in the day rather than too late into the
evening, Over'owatering and keeping the soil too wet
may also contribute 10 increased disease problems,
-""---~...._-------_.
Renovation
:
Renovation usually involves planting grass seed
into an existing lawn area, often adding new grass
varieties to repair damage or increase tolerance 10
drought, shade, pests or wear, It generally is not
necessary until approximateiy 30 percent or more or
the lawn is bare or covered with weeds. Damaged l'r
thin lawns are best renovated in spring or late
summer.
Aeration - Aeri[y in mid'ospring or fall if a
compaction problem exists, Use an aerifier that
removes plugs of soil. Avoid spike-type aerifiers.
The cores may be left on the surface to breakdown
naturally, Usually after 3 or 4 weeks, the cores will
bave disappeared, Spring aetification may require use
of preemergence crabgrass berbicides. As more
crabgrass seeds can be brought to the surface, spring
aetification may require use of preemergence crabgrass
herbicides,
17/~.
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Thatch Removal - Thatch is the dark brown,
tightly interwoven layer of dead and living grass
tissues that develops berween the soil surface and the
green vegetative pan of the grass plants, Thatch
levels should be maintained less than 112 inch to
encourage healthy grass plant growth, Controlling the
level of thatch will also help control some insect and
disease problems that are favored by excess levels of
thatch. Also, overuse of certain insecticides,
fungicides, and pre~mergent herbicides nm:
contribute to excessive thatch build-up. In early
spring or late summer, excess thatch can be removed
using a vertical mower,
thatch
:oil
Flgur. 1, Thatch consists 01 th. lay.r of unde<:ompo.ed and
partially decomposed plant material tlghlly Int.rwov.n with living
IIssu. b.tween the .011 .urlac. and th. green v.g.tatlon,
Weed Control
Like other potential pest problems, a healthy, dense
turf will greatly reduce or may even eliminate any
, significant lawn weed invasion, Where and when
weed problems develop, an herbicide may be
necessary to control them while other cultural practices
are put in place to help improve the lawn.
The most effective way to control grassy annual
weeds like crabgrass is to use a preemergence
herbicide, These materials are put down before the
grass seedlings emerge from the ground, Following
application, preemergence herbicides must be watered
into the soil surface to be effective.
Most broadleaf weeds such as dandelions and
plantain are best controlled using a postemergence
herbicide, These materials are effective when applio!d
to the growing plant. Generally, spring and especially
late summer and early fall are good times to apply
these materials.
Treating only individual plants or areas infested
, with weeds rather than the entire lawn area is more
economical and introduces less of the material into the
enviro~ent. This is ltUe for both preemergence as
well as postemergence products. As weed problems
are reduced or eliminated from the lawn area, annual
applications of herbicides may no longer be needed or
needed less frequently.
Insect and Disease Control
Early detection of pest problems before they
become serious will often minimize or possibly
eliminate the need for pesticide usage, Before
applying any pesticide, biological or chemical, be sure
that the pest has been accurately identified, the
panicular product is appropriate, and pest levels
warrant pesticide use.
A'few general lawn care practices to help
prevent pollution of surface water areas:
· Never deposit or inadvertently apply any fertilizer
or pesticide materials into lakes,
· Fill granular fertilizer spreaders on a hard surface
where spills can be easily cleaned up, NEVER
wash off fertilizer/pesticide spills into the street or
other hard surface area where they can easily enter
storm sewers and ultimately sllrface waler areas.
· Wash off granular fertilizer spreaders over grassy
aTP.JS to prevent runoff of fertilizer material from
hard surfaces, Fill and clean liquid fertilizer
applicators over turfed areas for similar reasons.
· Close the gate on the fertilizer spreader when
crossing hard surface areas or sweep up the
material and reuse it another time,
For more information, the following publications are available from your local county e.~lension office:
AO.FO-S774-A
Characteristics of NaNr:d and
ManufacNred Ferliliws for !..:lwns
Controlling !..:lwn and Turf 1ns<cl.S
Fertilizing !..:lwns
wwn Renovation
AG.FO-lOO8
AO.FO.l3l8-B
AO.FO-l914
AO.FS.577S.A
AO.FS-1I2l
AO.FS.2J64
AO.FS-Ill7
Seeding and Sodding Home uwns
Thatch Control in uwns and Turf
Watering !..:lwns and Ower Turf
Weed Control in UWDS and OWer Turf
Thll University 01' Minnc$Ol.I, incluJin~ the MinnulIlI E.lIcnlion SCNicc, is commincd \0 \he poli~y that III pcnonl1h,U hive equal.ceCll 10 iu prorl1nu,
(J':llili.:s, JnJ .:mpl\l~m.:nl 'Joill'lllut r':~lrJ to r.l':C, color. :recd, reli~illn, lUliolUl origin, loI:(.I~C, nuriUIIUlUs, JISlbililY. public .uhuncc IlIllll, vClmn
mua,.u ~1l~uJllJri.:nIJlllln,
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us.~r-ms
July. 1li92IPDg. 7
One city's response to problem
of lawn chemical pollution
Dr Jeff Lee and the MPRU lIorticulturt Section
Urban slormwnter runo(ftrons. on lawn care. "Minnesotallllme
pOrlsll.Vnrlelyofpollul.llntst1l5ur. Lawn CucCalendar" is II guide to
fuee waters where they clIn impact maintaining [awns, includinG' mono
water qunlily. Reductiun or elimino. lIC'~ment techniqu~s which reduco
tionofnon.poinlpollutioninucom. fertilizer inputs and maintain
ptetelydmJopedurbl1nureacllnbe hcolthyturrtorcducesoilloss.A
difficu]L Minneapolis, MinncSQUl_ third brochure was wrilten by MES
the City of Lakes - has undcrtl\ken lInd MinncscL1 Department of Agri.
on effort to reducc the non'point tuhure entiUed "Prtparing Pesticide
soufcepollution load todtysurface Contninm{orDisposal."'nllddi.
woun. The City otMinneBpolis and tion, the Solid Wute nnd RecydinG'
the Minneapolil Pork and Rema. Offi~e has been directing efforts III
tion Doardhave lnitlnted several he]pingpeople reduce yard waite
programsaimedatdecrellsinglhe and use altemativesto dlspOlll1.
amount otlawn care chemicals en. All ottheseeducational maurials
tt'ringthe lakes and streams or Min. are aimed at helping people moke
neapolis. environmentallyresponsibleded.
Runoffstudies carried out in Madi. sicnswith recard to lawn care and
son, Wisconsin, nnd SL Lou.h Park, pesticide use. These materials alone
Minnesola, hove shown lawn care will not eliminate surf'ue water po].
chemicn]stobeincrensinglywa.shing lution,butnchisanimportant
~....... ..or4D.d""~CJ:lng surface waters component orMinnupolls' city.wide
These pesticides and ptioi'pMiui; ... wntefqiiility impf'QVemtnl elTort.s.
which II derived (rom organic mal. Jtff Lu II Manogu of Environ.
ter,30ilerosionandmisopplicd(u. IntnlalProgralnsforlMMinntapo.
lilizau, con lead to dcgradalion ot lis Pork olldRtcftotion Boord.
surfacewnterl.Peslicidellndtertil.
im usage are perceived by many
people to be 0 mnjor wllter quality
concern. Many of the pC3ticldcI ot
concemaretOllctoaquaticorgan.
ulll.Inndhavllanegotiveimpaclon
aqu.alic ecosysteml.Conlnll or these
chemieals does nolellmlnate surface
wourpollution,bulitlsllnlmpor.
lanlcomponenttoanYltonnwater
runolTmanagementpregram.
In 1991 the Minneopoli.Parknnd
Recreation Doard (MPnO) adopted
anEnvironmentolPolicyStotemenl
which set (orlh the Doard'J centinu.
lllgconcerntorenvironmentulpro.
kction and enhnn~ement. The polley
guides MPIID activitiu and deel.
Jlons so that they do not leod to en.
vironmcntnldel:l'adlltion,bu~ralher,
didatesthlltthcybeenvironmen.
tallybenclidalorbenlcn.'l'heu$eot
integrllledpeJtmanllgemenltech.
nlquuin lurfllnd tree core IlBu led
toartduelionin the llmou.ntoCpesU.
cidOl used in thepnrk Iystem, The
MPRDcontinu.es to retine Its tur(
managemenlnctlvitiu in nn effort to
(urtherreducetheulOotchomleals
and assodated wllt~rqul1lltyim.
paett.
In 1990, IheMinnellpolbClty
Counclleroated tho Minnoapolis
Environmental CommiSlion{MECl
;, .-,to-advisethe-mayorandcouncilon
Iccol,regional,andg]obalenviron.
mentol mallen. The MEC lurveyed
citydepllrtmcnls in on aUemptto
prloriUzeenvironmenlulluuClot
JI~niticancelnMinneapolil.PuU.
c~dellnd (ertiliurcontrolllndlur.
tllca watcrcontllmlnotlon were two
oflhe top live priorhies.The com.
million (ormed II Pesticide Task
Force IOllddress vllrious alpects of
theputlddeandlllwncllreluue.
The developmel1loteducaUollal
mllterlalstllrgetedutdtyruidents
wuomlljorcomponolllotlbiJeJTott.
The Pestielde1'ulk Forcllworked
with citydllllllrtnwntl,lhe Park
Uourd,~nvironmentolorCllrlillltion.
und Itllte llcencios 10 d~~elop educll'
tionalmllurillll.
Thru publlcllUonl (or use In Min.
lIupali. and Mlnnuola were writ.
~n.Abrochurecntitled"Ptsli(idel,
tlleEnviranmenlllndYou"ilagu.\de
to the propllr solceUon, uu, ana dis.
posal otpesticldn,This brochure
hili been prinlcd Inncichborhood
neWlpepen, and has been dbtrlb.
utedatcltytunctlonlllndpllrk
buildinCI In an elTort 10 help resi.
dcnl$mllkeenvironmenlllUysound
decislonl with regard to pe.Ucidcl.A
mond brochure WllS written by the
MlnnesotllEllenslonService(MES)
_"Oa
Urban lawn chemical use:
A question of priorities
Dy Jared R. Creason
AreportissucdbytheWaterRe.
sourcuRtseafth Ccntcr at the Uni.
versityotMinnesotadctoilsthelind.
ing.ota19903urveyotTwinCiliu
arearesident.'useotlawntertilizers
and putlddes.The report, entitled
'UseotLawn Chemicall in the Twill
Cities," written by Jnr~,d Creason
and C. Ford Runge,represerlts a
lirstntU!mPta~qunnti"r.'ngthe]oad.
ings oflawn chemica I t03urtocc
, ". ." . ~" '. .
,Fre~llkater FOlll/datiol/ Perspective,
~. .. I ':1..- " ~.,t.=; .... .'
". '.' .,".:.::'" .'..: :nYDlck'rill:~d ..
, .., ,:-,;',:,',},".nIrector,SurfaceWaterPropama:
. A recent survey by the Unlvmity otMinnesnta Dopartnlent otAgricultural
. and Applitd Economl~ indi~lt. thnt use c( chemlCllls on metropolitan lawns
lllllY be elciuiya; lJmiUngexcusive 100 onnwn chomlClllsl.just o small .U!p
. toWllrd ImprovemcntorJake and slrum quality. ..; ,'. .
": The Frnh*a~iF~undllUon encouragel thejudJdol15 use gtlawn chemicals
and in facti advises the ii1eorphosphoM-tree tortlllzcrs, DteaU3ad1emicall
do not.lwaYI stay where they are applied,thelrelTects may utend boyond
the Inl(!nded arm. We hepe'thls importAnt ccologicallesson Increases awnre.
nUland,(cnJequcntly,'etardstlcml~ed1emitaluse. '..
, ; However, urgin( pcople to use less chemicab on their lawnl will not sub.
slantiallylmprovtthequalllyo(ourlaku and streame. No Itudieshav e
shown lawn chemicals hava any .i(lillieant affect on lake quality. What we-
peoplewholiv'candwcrkinmetroJl<llitanlllens-needtodo,i.lirst,increase
our awarenessotwhat rtallydiminilhu the quality o(our lakes Qnd Itrums
. In urban'arees: Mer Ihat, we need to taka real mea.ures 10 lava our willer
ruourcu.Whlle It is wilt to limit lbl use otlawn chemlcols, luch stops may'
mul~ In compl.llcent)' abou~ water quality issues a~ 0 time when further ac.
UenluriticaL ,; ".;., , . .
Del.'TUded Ilh nnd stream qualily o<<un with urbanir:aUon. As we de~elop
'urbnn areu, were place naturalllrtOS with hard lunaces hoadl, roOnOpl,
parking lob) which in turn caille ru.noffpa~teml to change. More runofTat
. ~ (uterretucllrrielmoraphosphoru.ond
IItlle.r pollutantl to laku ond streams. In
Urging people to tatt, research has shown tha~ phosphorus
1 . L." I ; movementlnwnterrunofftollowinlfurbani.
,USO oas c~~m ~. . 'zaUo'n increases 4. to lo.fo]d compared to Ullt'
sals on'their ' :nmolfin unde~eloJl<ld lands. Thie inma.sa in
. >. '''''~I':'''' .,~.v, ;""'~"'~'pholphorulmovementoccun whrthrrorlWf
lawns.wilt not. phosphorul (IIrtilJmSl1re used on lown3.
substoritlllUy 1m" Emnlw tertiUm use Ihmfore',adds only
, h all Imalllncrcment. tll the nlrendy Inmlllcd
prgvo t e qu ty, Input tII lakel:
of our'lnkes nnd . Where dc~. the pho~phorus comlr trom?lt
. ".... .!."~ , phospllorusumeasellnrunoJT,butnoonell
streams. ',. addina: il to urban lands, how cnn It incrcose?
,~,;o , Pholphoruloccuulnplantnndllnimolde.
bris that Iltlen the land lln~ Ie relened 01
lbc$C mole rials decompose. Alao, pholphorus is attached to small dUI~ par.
tlcles tha~ blow In rrom other areas nnd leUle on the Illndscapt. Because the
Increase inhudsurtllceslnmasosboth lhe volume and velocity orrunofT,
LhisrunofTmQrerel1dHyplcksuppho.phoru3thl~lln]reodythere.The3llme
phulphorusl'onundevelopedlands,butlsnolcorri~dnwaywhenmortlorlhe
raintnll soaklin ralherthan runs off.
PresuminG" no dramatic chancOi In the wateuhed that would put more
chemJcaIlJntothelllkt!,wecanupec~no(urtherincrulllDSinlhurllteof
photphoruslnputllolakuin(u1lyurbllnizedwlltenheds. .
Il0wever,lakeslnarCllsthatare not yd ruHy developed are threatencd.Tha
w.terqu.alltyln su(h l.ku has diminished serioully due to urbonlzat!on.
ItIIPmlblotcPTtvantthmlmpactJonlakaquality.SlrllteC"ielthatcan
mltreato, 10me"lItthe inmau.ln pholphorullnto lakes that cornu with
. urbanbaUon Include leu denlllurbanillltlon, dl~erlinc or detaining runoff,
And trantlng runoff, These almlt(liu, whiCh ClIll be eosOy;have been known to
cil)' planncrl and policy.makerl (or yeAn., nut, when t.ha eo!11 ofthm lake
protedlonat,rAtt~~aar'welnhcdagainstlhabenentso(urbllnlzlltlon,the
citle.t1l;lWlllYoptrorth,immedla,tllbeneBtsotdnelor,rnenL Only recently did
. \1" heeonie M. ty,aw~rolhOi the~lls ot dim. inllhe4 ake andlhum q. uality,
'whltli~Mi,I~'I(lynToVeryhlch, "-','j.,:,'. '. . ,
. l,ak'9UltophlloUQii'llllot lhe olllf threat to lakes. IIunrdoul chemleall
.;nre also ,ntenneeur Ink~i.'The ImplIct.s orall thue chmlcah, when paired
~:~I~~r~t1}~l~f;~!.,~~~~~O ;e~:~ur I,a~f.;,~l.~e tht .I'~~l ~turecncy. ~or:
watersYltems, llndre~ealssome
interesting trnit.l in consumer atti.
tudcstownrdurbanumotagricu].
turnlchemicals.
Using ruponsu trom a random
umple,theauthor.cstimntethal
around 12,700 tonsotnltrogen and
3,200tllnsotph03phonuarenppfied
II Inwn tcrtilizen in the Twin Cities
metropolitlln area each year.
Inttrpret.otionottherelalivemllg.
nitude or thue u\imates requires
the speeitication otsome "bench.
mnrk." For insto.nce, converting the
utimates otlbe nitregen (N) compo.
nentotlawnfertililerto pounds per
aere,itappcarsthatlbeurbanllw,
agei.aboul 110pou.ndso(N per
acreoflawn.Thislsahigherappfj.
cationthlln many Bgricultural crops
receive. lIowever, the estimlltes ot
tertilizer use are abou~ 27 percent
lowerthnntherecommcndntionsot
30me turfuperts. The nitrogen up.
takeotturfgran, with its high p]lI.nt
dfnsitYllnd trequentmllwing, nre
high.
Thu., while runotrotnitrogen or
phcsphorusintowaterlourcesmcy
not 00 oetuning lit meuive ratl:s in
particu]ararell5,the implication is
that overall levels otopplitlltion ure
notinemuotthoserteommended.
Twin Cities' mldenh also u,,~
around476,600poundJotpesticide
utiveingrcdienuannually,wltichis
about 1.6 percent otthe 30,199,000
pollndsotherblcideswilhactiveiJl.
gredicnuused an Mlnnelota tllrml
ennuallynsulimaUdlna 19911
study by Rnourm oflhe Future.
The estimate o(total area otlawni
in the melro Ilrca i1251,329 acres,
only 1.3percenlotlhe 19 million
ams increpland in Minnesotn. Onn
peraercbasis,thlsindiclltllSthnt
ulelevelsln urblln arcU are aoout
the samll llS on ngricuilurol Innd1.
SineeitilweedklUcrlhlltapPCMii
to pose the moU imllorlllnlpotenlial
heaith effects, current le~eis OtUIC
in urban nreal whera toodand fIll<'r
arenolatstokemll.ytniseqllcsti~J1s
ofprioriUu.
Resultsotnsubsampteofrespon.
denls living on or nellr Lnke Minne.
tonka, a large body ofwlltcr ~outh.
wes~orLhecltyotMinnellpoli~, indi.
cate ~hatnverngetertiliuropplica.
tionlthcremllybcmuchlowerth311
in the Twin Cities' urea os a whole.
1'he OVerllge yearly nitregen npp!il''''
tion was 12 Ibs/year in 11.,.
Illb~umpIQ. leu thnn lhe mttro ov~r.
lI.ceot36ib&lyellr,Thisdiffmn~c
Will trllced to: III tewcr totolapplicn.
ticnlper)'fnr, and (2Ja Imaller pH'
cfnlllgeotresidentlusil1llferlllilcr.
TheauthorssUl:llCSllhatlhesudif.
ferencumichtboattributedto]et~l
cduclItionlmpatUotlBwnchemlmi
ulconwlllerqualily,NocorTespon.
dtnce In the use otweed killer,ho\\".
t\'cr,wllsdeletted.
Jartd Creason and C, Ford
l/u1lBtare, mptt,lufly, gradlllJft
studtn' and Profmor in fht Dtpart.
mIni of Agrltulturaland Appli~d
Economit. at fht Unlumlly of Min.
nuola.
171(p
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AIRPORT RELOCATION FEASIBILITY STUDY
TECHNICAL ADVISORY COMMITTEE WORKBOOK
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IOWA CITY AIRPORT RELOCATION FEASmlLITY STUDY
CHAPTER ONE . INVENTORY
CHAPTER TWO . FORECASTS
CHAPTER THREE. FACILITY REQUIREMENTS
I have read the working papers and have 1W comments.
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I have read the working papers and have the following comments.
(Attach separate sheets as necessary,)
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Please return this respense sheet (cspecially if you hauc any comments) by July 31, 1992,
Mail to:
COFFMAN ASSOCIATES, INC.
1300 E. 104th Street, Suite 100
I{ansas City, MO 64131
Name:
Representing:
Phone:
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ONTENTS
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IOWA CllY AIRPORT
RELOCATION FEASIBILllY STUDY
TABLE OF CONTENTS
Chapter One
INVENTORY
GENERAL AVIATION BACKGROUND... . , . , .. , , .. . . , . , . ., . . ... , ., 1-2
AIRPORT SETTING ........ I . . . . . I . . . I . . . . . . -f . . . . . . . . . . . . . . . . .1-2
locale . I . . . . . . . . . . I . . . . . . . . . . . . . . . . . . . . I . . . . . . . . . . . . t-. 1..3
Climate . . . . . . . -, . . . . . I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .: . . .. 1-3
Airport History. . . . . . . . . I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-4.
AIR TRAFFIC ACTIVITY .,.........,.....,.,.,.."...".,.,..,.. 1-4
AIRSPACE STRUCTURE ....................................... 1..5
Iowa City Area Airspace Structure .,...,.,...,......."..".,.. 1-6
EXISTING AIRPORT FACILITIES. . . , . . , . . . , . , . . . , . , , . , . , , , . , , , . . .. 1-8
Airfield Facilities ......... I . . . . . . I . . . . . . . . . . . . . . . . . . . . . . . I 1..8
landside Facilities ... I . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . .. 1..11
Support Facilities. . . . ... . . I I . . . . . . .. . . . . . . . . . .. . . . . . . I I .. 1..12
SOCIOECONOMIC PROFILE. . ..' . . , . . . , . , . . . , . , , . , . . , , . . , , . ,. 1-13
Population ............................................ 1..13
Economy. . . . . . . . . . ... . ... . . . . . . . . . . . . . . . . . . . . . . . . . . ... 1..13
Transportation. . . . . . .. . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1..16
Ofr..Airport land Use ..................................... 1..16
AIRPORT USERS SURVEY. " . , ., , , . , , , . , , , . . . , , , , , , . , , , , , , , , .. 1-17
CONCLUSIONS ........................................... 1..18
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Chapter Two
AVIATION DEMAND FORECASTS
FORECASTING APPROACH ................................,.., 2-1
NATIONAL AND REGIONAL
GENERAL AVIATION TRENDS ."...,...,.,.",..,."...,.,.." 2-2
DEFINITION OF AIRPORT SERVICE ..,.""",.,..,...",..,..,., 2-4
GENERAL AVIATION ACTIVITY .......,.,."...."".,...,..,..,. 2-4
. Registered Aircraft Forecasts .,.."."..,.,.....,.",........, 2-5
Based Aircraft Forecasts .,.."...,..."."""..,....,....,. 2-7
Based Aircraft Fleet Mix ..,.........,..,......,..,...,..... 2-11
Aircraft Operations. . . . .. . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .. 2-12
Operational Fleet Mix .................................... 2..14
MILITARY ACTIVITY, .. .. . " . . ., . . . , , , . " . , . , , . ,. . ... . , . , . . .. 2-14
PEAKING CHARACTERISTICS, , . ,. , , . , .. . . , , . , . , . . , , , , . . . , . , , ., 2-15
ANNUAL INSTRUMENT APPROACHES, . , , . , ,. '. , . . .. . .. , , , . , . . .. 2-16
FORECAST SUMMARY. ...... ..., ...... ... ................... 2-17
Chapter Three
FACILITY REQUIREMENTS
AIRFIELD REQUIREMENTS . .. . .. .. . .. .. . .. . .. .. . .. , .. .. .. .. . ... 3-1
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Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3..4
Taxiways. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '.0 . . . . . . .. 3-8
Navigational Aids And Lighting ',.,.,.,."..,......,.,..,...., 3-9
LANDSIDE FACILITIES ,.......................,...........,.. 3-11
General Aviation Terminal Facilities, , .. , . , , . , . , , . , . , , . . . , . , . .. 3-11
AVIATION SUPPORT FACILITIES ',....".,..,."",.."".,.,.. 3-15
Airport Access And Vehicle Parking .,.".,.".,..",....,.,.., 3-15
Fuel Storage ........................................... 3..16
SUMMARY. .. . . . . . . . . . . .. . . " . . . . . . . "' , . . . . . . . . I . . . . . . . .., 3.:16
EXHIBITS
1A VICINITY MAP .......,...."......,............ After page 1-3
1 B AIRSPACE COMPONENTS . .. .. . .. .. , .. .. , .. , .. . .., After page 1-5
1C IOWA CITY AIRSPACE, " . . ., , , , . , , , " , , . , . . , . , , ., After page 1-6
10 AIRFIELD FACiLITIES,.., , .... .., '" .., .. .. , .. .... After page 1-9
1E LANDSIDE FACILITIES.., . ... , , .... ....., , .., . .., After page 1-11
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EXHIBITS (Continued)
1 F GENERALIZED EXISTING
LAND USE.. . " , " . .. , . .. . . .. , , . . , . . .. . , " " After page 1-16
2A PERCENT BY AIRCRAFT lYPE .. . .. .. .. .. .. .. .. '.. .. ... On page 2-3
2B GENERAL SERVICE AREAS ..,..."...,....,...,..,. After page 2-4
2C BASED AIRCRAFTFORECAST . . .. , . .. .. . . . .. . .. , .., After page 2-11
2D OPERATIONS FORECAST SUMMARY.. . , " . " . , . , , " After page 2-17
3A WINDROSE ,....,..,.,...,...,.....,...,.".., After page 3-5
3B AIRFIELD FACIlllY REQUIREMENTS. , . " . . , . . '. . , , " After page 3-16
3C LANDSIDE FACllIlY REQUIREMENTS, " . . .. . . .. .. , " After page 3-16
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Chapter One
INVENTORY
The Iowa City Airport Relocation Feasibility
Study is a systematic evaluation of the
general aviation needs of the Iowa City/
Johnson County area, with the goal of
determining how to best accommodate
these needs in an environmentally and
fiscally responsible manner, The Relocation
Feasibility Study will provide analysis and
recommendations from which local
authorities may take action either to
continue at the existing Iowa City Municipal
Airport or relocate to another site,
The Airport Relocation Feasibility Study
required the collection and evaluation of
information relating to the existing airport
and the surrounding area, This information
included:
· Physical inventories and descriptions of
facilities and services now provided at
the airport.
· Background information pertaining to
the Iowa City area and a description of
Iowa City Nrpor!
Relocation Feasibility Study
development which has taken place on
and around the airport recently.
· Population and socioeconomic
information which are likely to have an
impact on the demand for general
aviation in the Iowa City vicinity,
· A comprehensive review of the existing
regional plans and studies which will
provide an indication of future
development in the Iowa City vicinity
and which will be used to identify a
potential airport siting area,
An inventory of existing conditions is
important to this study since the findings
and assumptions made in this plan are
dependent on the information collected
concerning conditions on and around the
airport and the community. This necessary
information was obtained through on-site
investigations of the airport and the Iowa
City area, and interviews with airport
management and representatives of Johnson
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County and the City of Iowa City,
Information was also obtained from
available documents and studies concerning
the Iowa City/Johnson County area and the
airport environs.
GENERAL
AVIATION BACKGROUND
As stated previously, the role of the Iowa
City Municipal Airport is to serve the
general aviation transport needs of the Iowa
City/Johnson County arp), General aviation
includes every type of civil flying other than
the certificated air carriers, and as such, the
system is characterized by a relatively low
profile. Most of the general public enjoys
the benefits of the system while many
remain unaware of its existence, Business-
men flying to meetings, plant visits or new
site inspections; emergencies such as a
doctor rushing a badly burned child to a
distant hospital or the transport of an organ
slated for transplant; intercity passengers
flying between communities not served by
major airlines; a local industry shipping and
receiving products by air charter services; a
contractor shipping a needed part for a
stalled earthmover; a farmer spraying or
seeding his crops; a rancher receiving cattle
serum; and private pilots avoiding fuel and
traffic problems by minimizing travel times
while on vacation -- this is general aviation.
General aviation is the largest, and in many
ways, the most significant element of the
national air transportation system, The
United States active general aviation aircraft
constitutes 97 percent of all civil aircraft in
use today, Further, general aviation airports
comprise approximately 90 percent of all
public-use airports nationwide, Thus,
general aviation is definitely a major
contributor to the national air transportation
system.
_ .._~ ~t ._...._._-~f!1IIiit.,....
General aviation is an important component
of both the aviation industry and our
national economy. It provides a diverse
range of aviation services that commercial
aviation cannot or will not prOVide, while
the production and sale of general aviation
aircraft, avionics, and other equipment,
along with the provision of support services
such as flight schools, fixed base operators,
finance, and insurance, make the general
aviation industry an important contributor
to the nation's economy.
It is, therefore, no coincidence that general
aviation has contributed to the socio-
economic phenomenon that has seen
American industry move away from the
larger metropolitan areas to smaller
communities, While certainly not the only
factor, a community's airport facilities can
be a primary consideration when industries
evaluate a potential site location, The
movement toward greater use of the more
sophisticated turbine-engine aircraft for
business and corporate purposes stresses
the importance for smaller communities to
provide the airport facilities needed to
accommodate these aircraft. By so doing,
the economic attractiveness of communities
such as Iowa City is further enhanced,
AIRPORT SElTING
The Iowa City Municipal Airport is included
in the National Plan of Integrated Airport
Systems (NPIAS). The NPIAS is an FAA
report to the United States Congress which
reviews and makes recommendations on
the condition of the national airport system
and identifies the needs of the system to
meet future demands. Included in the
NPIAS is information on almost 3,700
airports (both existing and proposed) which
are important to the national air transport-
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ation system, The NPIAS also identifies the
role of each airport and provides an
estimated cost of development to assure the
airport's continued viability to play its
individual role in the success of the national
airport system.
The Iowa City Municipal Airport is
identified in the NPIAS as a general aviation
transport type airport. General aviation
transport type airports are intended to
accommodate the larger, more sophisticated
component of the general aviation fleet
mix, such as business jets or other turbine-
powered aircraft which have approach
speeds of greater than 121 knots and weigh
up to 75,000 pounds. These type of
aircraft are being used in increasing
numbers to service the growing market of
general aviation passenger and freight
transport.
While the nearby Cedar Rapids Municipal
Airport meets the commercial airline service
needs of the Iowa City area, as well as
most of Eastern Iowa, it cannot as efficiently
and conveniently meet the general aviation
needs of locales outside the immediate
Cedar Rapids metropolitan area, Therefore,
the Iowa City Municipal Airport, serving as
a general aviation transport type airport, is
more capable of accommodating the wide
range of general aviation needs in the Iowa
City area due to its convenience, smaller
scale of operations, and ability to
accommodate a more flexible schedule,
Thus, an airport in Iowa City does not and
will not compete with the services that the
Cedar Rapids Municipal Airport is designed
to provide on a regional basis.
Table 1A compares the existing runway
lengths of Iowa City Municipal Airport to
other general aviation transport airports in
the state of Iowa, As shown in this table,
Iowa City Municipal Airport has the shortest
runway length and is the least adequate for
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providing transport level service in the state
of Iowa.
WfNPi@A1111 W("'~~;~1 fttKntW~'lhttl11#tJ@
6%'{,h}**v(~<"r;; Hf{ J). ~fr%h%,stwatyj4tlli't1
igimfijQMYi1W ntww ..,.:i hR9jfu>iYi\~DS!lm[~h
Ames 47,198 5,700
Clinton 29,201 5,204
Creston 7,911 4,910
Davenpo~ 95,333 4,801
Denison 6,604 5,000
EsthelVille 6,720 4,797
Forest City 4,430 5,800
IOWA CI1Y 59,738 4,355
Marshalltown 25,178 5,005
Museatine 22,681 4,700
Newton 14,789 5,600
Otlumwa 24,488 6,499
Source: 1991 Iowa Aviation System Plan, Iowa
Depa~menl o[Transportation; 1990 U,S.
Census,
LOCALE
The Iowa City Municipal Airport is
comprised of approximately 450 acres and
is owned and operated by the City of Iowa
City. It is located in the southeastern
portion of the Iowa City area, approxi-
mately two miles south of the Iowa City
Central Business District and the University
of Iowa campus, Access to the airport is
provided by Riverside Drive, a major
arterial which provides access through the
Iowa City/Coralville area, Further, the
airport's proximity to Interstates 80 and 380
and u,s, Highway 218 provides good
access for airport users in the Johnson
County area. Exhibit 1A depicts the
location of the Iowa City Municipal Airport
in its regional setting.
CLIMATE
Weather conditions play an important role
in the planning and development of an
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airport. Temperature is an important factor
in determining runway length, wind speed,
and optimum runway orientation. Addition-
ally, the percent of time visibility is
impaired due to cloud coverage is a major
factor in determining the need for
navigational aids and lighting,
Annual precipitation in Iowa City averages
33,7 inches per year, approximately 70
percent of which falls April through
September, which includes the growing
season for most crops, (Average annual
temperature for Iowa City is 49.7 degrees.)
In summer, the average temperature is 72,7
degrees, with an average daily maximum
temperature of 85 degrees, In winter, the
average temperature is 24.3 degrees, with
an average daily mip.iinum temperature of
15 degrees. Cold fronts are accompanied
by strong northwesterly winds with snow
storms occurring as early as November and
as late as April. Total snowfall typically
averages 30,2 inches per year,
AIRPORT HISTORY
The Iowa City Municipal Airport has had a
rich aviation history spanning nearly 75
years, In 1918, Iowa City was designated
as a refueling airfield for the trans-
continental airmail flights, It was the only
scheduled stop on the section of the mail
route between Chicago and Omaha, In the
1920/s BoeingAir Transport Company (later
to become United Airlines) built a hangar at
what is the current site of the airport and in
1930 signed a 50-year contract with the
City of Iowa City to maintain the hangar
and two runways,
The importance of the Iowa City Municipal
Airport increased in the 1940's, Except for
a few later extensions, the runways
currently in use at the airport were
constructed in 1940 and 1941 when the
airport was used for a civilian Navy Pre-
flight School (1939-1944), The Iowa City
Airport Commission, which is responsible
for airport operations, was established by
the Iowa City Council in the 1940's. '
United Airlines provided commercial air
carrier service to the airport until 1959,
when they were replaced by Ozark Airlines,
The last commercial air carrier flight by
Ozark Airlines was in 1972. Following the
cessation of commercial service to the Iowa
City Municipal Airport, the airport focused
its future on providing service to the
general aviation community.
Today, Iowa City is the second busiest
general aviation airport in the State. In
1988, there were an estimated 26,400
annual aircraft operations at the airport.
Many local businesses and potential
businesses utilize the airport on a daily
basis, as well as frequent medical flight
operations including patient transfers and
donor-organ transportation.
AIR TRAFFIC ACTIVllY
Iowa City Municipal Airport currently has
53 based aircraft, Since Iowa City
Municipal Airport has no air traffic control
tower, there is no regular count of airport
operations, However, in 1987 and 1988,
the Iowa Department of Transportation
conducted a count of aircraft activity at
Iowa City Municipal Airport and estimated
26/400 annual airport operations, The
summary of estimated operations as a result
of this count program is depicted in Table
1B,
Overall, aircraft activity at Iowa City
Municipal Airport was highest on Sundays,
with Friday and Saturday being the second
and third busiest days of the week,
1-4
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respectively. Aircraft activity on an hourly
distribution was highest between the hours
of 2:00 p,m, and 6:00 p,m, Also, as shown
in the table, single-engine aircraft
TABLE 1 B
Summary Of Estimated Operations
Iowa City Municipal Airport
IOWA CllY ESTIMATED
ANNUAL OPERATIONS
General Aviation
Local
Itinerant
Total General Aviation
5,000
18.000
23,000
Air Taxi
Military
3,000
400
Total Operations
26,400
accounted for 84.4 percent of all estimated
operations at the Iowa City Municipal
Airport.
BY AIRCRAFT lYPE · (Percent)
Fixed Wing Fleet
Single-Engine
Multi-Engine
Jet
84.4
13.9
1.7
.
Does not include rotorcraft
operations as it is usually not
possible to differentiate between
rotorcraft arrivals, departures,
hovering, and ground operations
using the RENS aircraft activity
counter,
(Measurements performed for four two.week periods In
October 1967, January 1966, April 1966, and July 1966,)
Source: 1990 FAA 5010 Form, Airport Master Record; Iowa Automated Aircraft Activity Counting, 1967-
1900, Iowa Department of Transportation, January 1909,
Compared to other general aviation
transport airports in Iowa, the Iowa City
Municipal Airport was the second busiest
airport in the st:,~, second only to Ames
Municip~! Airport with an estimated 50,370
annual operations. Other general aviation
transport airports in southeastern Iowa
include Davenport Municipal Airport, the
third busiest airport in the state, with
26,354 annual operations, and Muscatine
Municipal Airport with 12,328 annual
operations,
"'~'..h.._.' .~.-._..___....J '1'1'
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AIRSPACE STRUCTURE
Navigable airspace within the United States
is divided into two broad categories:
uncontrolled and controlled, Within each
of these airspace categories, various
limitations apply to the use of airspace,
Exhibit 1 B provides a general overview of
navigable airspace and its divisions.
Uncontrolled airspace is that portion of
airspace over which air traffic control has
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AIRSPACE COMPONENTS
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neither the authority nor the responsibility
to exercise any control over air traffic,
Aircraft flights in uncontrolled airspace are
generally unrestricted as long as the pilot
meets his responsibility to see and avoid
other aircraft. Additionally, minimum
weather conditions and distance require-
ments also apply in uncontrolled airspace
during VFR (Visual Flight Rules) conditions,
During IFR (Instrument Flight Rules)
conditions, additional altitude and flight
level requirements apply,
Controlled airspace consists of those areas
designated as positive control areas,
continental control areas, control areas,
control zones, terminal control areas,
Airport Radar Service Area (ARSA), Terminal
Radar Service Area (TRSA), and transition
areas within which some or all aircraft may
be subject to air traffic control. Ground-to-
air communications, navigation aids, and air
traffic services are used to promote the
safe, efficient, and systematic flow of air
traffic in controlled airspace, Portions of
the various airspace components depicted
in Exhibit 1 B are contained within the
specific airspace structure for the Iowa City
Area, as shown in Exhibit 1 C and discussed
below.
IOWA CllY AREA
AIRSPACE STRUCTURE
An analysis of airspace is necessary in
determining the operations' interaction
among the various facets of airspace such
as airways, instrument and visual flight
rules, controlled airspace, and airport traffic
areas, Exhibit 1 C depicts the existing
airspace structure in the Iowa City area,
As shown in Exhibit 1 C, Iowa City
Municipal Airport (identified by the FAA
three letter designation lOW) lies just
outside of the Cedar Rapids Airport Radar
Service Area (ARSA), The Cedar Rapids
ARSA consists of two circles, both centered
on the Cedar Rapids Municipal Airport.
The inner circle has a diameter of 10
nautical miles. Controlled airspace within
this inner circle extends from the surface up
to 49,000 feet above-ground level (AGL).
The outer circle has a diameter of 20
nautical miles, Controlled airspace within
this outer ring begins at a height of 21,000
feet AGL and extends to the same 49,000
foot AGL cap as the inner circle. AIlIFR
and participating VFR aircraft operating
within this ARSA are under the control of
the Cedar Rapids Municipal Airport
Approach/Departure Control Facility, which
operates from 5:00 a,m, to 11 :30 p,m.
During the ho~rs of 1 :30 p.m, to 5:00 a,m.,
approach control is provided by Chicago
Center. Air traffic control services provided
by the Approach/Departure Control Facility
include radar vectoring, sequencing and
separation of all IFR aircraft, and traffic
advisories for all aircraft, Further, because
Iowa City Municipal Airport does not have
an air traffic control tower, the Cedar
Rapids approach control facility provides air
traffic services to alllFR and participating
VFR aircraft operating at Iowa City
Municipal Airport.
In addition to the Cedar Rapids ARSA, the
airspace within the vicinity of the Iowa City
Municipal Airport is contained in a
transition area within which the limits of
controlled airspace extend upward from
700 feet AGL to the base of the Continental
Control Area, or 14,500 feet mean sea level
(MSl), This transition area is designated for
areas around airports with approved
instrument approaches, Outside of this
area is a second transition surface which
extends from 1,200 feet AGL upward to
14,500 MSL. This outer transition area is
designated for areas within the airway route
structure.
Within portions of the Cedar Rapids ARSA,
the transition areas, and the Continental
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ExhibillC 14,
lOW A CITY AREA AIRSPACE '
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Control Area, numerous Federal Airways
and Jet Routes exist which provide a means
of radio navigation that is used by almost
all aircraft. Federal Airways are often
referred to as 'highways in the sky', or
"Victor" Airways, and are used primarily by
general aviation aircraft. Federal airways
begin at 1,200 feet AGl and extend
upward to 18,000 feet MSl and are four or
more nautical miles on each side of the
airway centerline. Federal Airways within
the vicinity of Iowa City Municipal Airport
are shown on Exhibit 1 C.
Above the Federal Airways within the
Continental Control Area are Jet Routes.
These airways are reserved for use by
aircraft between an altitude of 18,000 feet
MSl and Flight level 450 (4S,OOO feet
MSl) and include the area within 14
nautical miles of either side of the route
centerline,
Although there is no air traffic control tower
on the airport, the unicorn frequency of
122.8 is used in the airport vicinity to
contact other aircraft as well as the FBO,
Traffic patterns consist of standard left hand
turns for all runways at Iowa City Municipal
Airport. However, due to noise sensitive
land use located to the north and northwest
of the airport, Runway 24 is identified as
the preferential runway when winds and
safety considerations are not a factor.
Additionally, when landing on Runways 12
or 17, pilots arc cautioned to maintain
sufficient or safe altitude on left base or
straight-in for noise abatement. Similarly,
for noise abatement purposes, departures
on Runways 30 and 35 arc advised to
make a left turn out as soon as possible
after take-off.
Public use airports within 20 nautical miles
of the Iowa City Municipal Airport (lOW)
arc described below.
Cedar Rapids Municipal Airport - located
16 nautical miles northwest of Iowa City,
this airport serves as the area's commercial
service airport. Owned and operated by
the City of Cedar Rapids, this facility has
two paved runways, a primary runway
measuring 8,600 feet by 150 feet, and a
crosswind runway measuring 5,450 feet by
150 feet. The primary runway is equipped
with precision instrument landing systems
(llS) approaches to both ends, Both
runways have pavement strengths to
accommodate dual wheel aircraft weighing
up to 174,000 pounds.
In 1991, 384,529 passengers boarded
airlines at Cedar Rapids Municipal Airport,
The air traffic control tower recorded
73,944 aircraft operations at the airport in
1991, There were 142 general aviation
aircraft based at the airport in 1991,
Mathews Memorial Airport - located 19
nautical miles northeast of Iowa City near
Tipton, Iowa, this facility has a concrete
3,000 foot by 60 foot primary runway and
provides service for general aviation aircraft,
The airport is owned and operated by the
City of Tipton and had seven based aircraft
in 1991,
Green Castle Airport - located 10 nautical
miles northwest of Iowa City, this privately
owned facility has one paved runway
measuring approximately 4,000 feet long
and serves general aviation aircraft. The
airport has approximately 15 based aircraft.
Amana Airport - This private airport is
located 17 nautical miles northwest of Iowa
City and has one 2,800-foot long turf
runway. There were six based aircraft and
1,600 general aviation aircraft operations at
this airport in 1991.
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Ka/ona Airpark - This private airport is
located 12 nautical miles southwest of Iowa
City and has one 1,800-fool long turf
runway. There was one based aircraft and
512 general aviation aircraft operations at
this airport in 1991,
There are also three restricted airports in
the Iowa City/Johnson County vicinity
which are identified for private use only.
These airports are described below.
Bartlett Airport - Located 12 nautical miles
northeast of Iowa City, this airport has one
turf runway measuring approximately 2,500
feet long.
Picayune Fie/d - Located 5 nautical miles
northeast of Iowa City, this airport has one
turf runway measuring approximately 1,800
feet long.
Murphy Airport - Located 19 nautical miles
southwest of Iowa City, this airport has one
turf runway measuring approximately 2,200
feet long,
EXISTING AIRPORT FACILITIES
Airport facilities are classified as either
airside or landside, Airside facilities are
those that are directly associated with
aircraft operations. Runways and taxiways,
navigational aids, and airport lighting are
examples of airside facilities, landside
facilities primarily consist of terminal
buildings, hangars, aircraft parking apron,
fuel storage, aw' .:'110 parking,
AIRFIELD FACILITIES
Airfield facilities include runways and
taxiways, navigational aids, and airport
lighting, A layout of existing airfield
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facilities at Iowa City Municipal Airport is
provided in Exhibit 1 D and summarized in
Table 1C.
Runways And Taxiways
The Iowa City Municipal Airport is
equipped with three runways, Runway 6-
24, the primary runway, has a width of 150
feet and a length of 4,355 feet and is
oriented in a northeast-southwest direction,
It has a concrete surface, with a load
bearing strength of 25,000 pounds single
wheel loading (SWL) and 45,000 pounds
double wheel loading (DWL), Runway 6-
24 has an effective runway gradient of 0,41
percent. This runway is served by an
access taxiway, 50 feet wide, which serves
the Runway 24 end only.
Runway 12-30, with a northwest-southeast
orientation, has a width of 150 feet and a
length of 3,900 feet. It has a concrete
surface with a load bearing strength of
25,000 pounds SWL and 45,000 pounds.
DWL. Runway 12-30 has an effective
runway gradient of 0.33 percent. This
runway is served by an access taxiway, 50
feet wide, which serves the Runway 30 end
only.
,i.
Runway 17-35, oriented in a north-south
direction, has a width of 150 feet and a
length of 3,875 feet. It has a concrete
surface with a load bearing strength of
25,000 pounds SWL and 45,000 pounds
DWL. Runway 17-35 has an effective
runway gradient of 0,03 percent. This
runway is served by an access taxiway, 50
feet wide, which serves the Runway 17 end
only,
The existing taxiway system as shown in
Exhibit 10 provides limited access to the
landside facilities located on the east side
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and Jet Routes exist which provide a means
of radio navigation that is used by almost
all aircraft. Federal Airways are often
referred to as "highways in the sky", or
"Victor" Airways, and are used primarily by
general aviation aircraft. Federal airways
begin at 1,200 feet AGL and extend
upward to 18,000 feet MSL and are four or
more nautical miles on each side of the
airway centerline. Federal Airways within
the vicinity of Iowa City Municipal Airport
are shown on Exhibit 1 C.
Above the Federal Airways within the
Continental Control Area are Jet Routes,
These airways are reserved for use by
aircraft between an altitude of 18,000 feet
MSL and Flight Level 450 (45,000 feet
MSL) and include the area within 14
nautical miles of either side of the route
centerline,
Although there is no air traffic control tower
on the airport, the unicom frequency of
122,8 is used in the airport vicinity to
contact other aircraft as well as the FBO,
Traffic patterns consist of standard left hand
turns for all runways at Iowa City Municipal
Airport, However, due to noise sensitive
land use located to the north and northwest
of the airport, Runway 24 is identified as
the preferential runway when winds and
safety considerations are not a factor.
Additionally, wh~r. landing on Runways 12
or 17, pilots are cautioned to maintain
suffident or safe altitude on left base or
straight-in for noise abatement. Similarly,
for noise abatement purposes, departures
on Runways 30 and 35 are advised to
make a left turn out as soon as possible
after take-off.
Public use airports within 20 nautical miles
of the Iowa City Municipal Airport (lOW)
are described below,
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Cedar Rapids Municipal Airport - Located
16 nautical miles northwest of Iowa City,
this airport serves as the area's commercial
service airport. Owned and operated by
the City of Cedar Rapids, this facility has
two paved runways, a primary runway
measuring 8,600 feet by 150 feet, and a
crosswind runway measuring 5,450 feet by
150 feet, The primary runway is equipped
with precision instrument landing systems
(ILS) approaches to both ends, Both
runways have pavement strengths to
accommodate dual wheel aircraft weighing
up to 174,000 pounds,
In 1991, 384,529 passengers boarded
airlines at Cedar Rapids Municipal Airport.
The air traffic control tower recorded
73,944 aircraft operations at the airport in
1991. There were 142 general aviation
aircraft based at the airport in 1991.
Mathews Memorial Airport - Located 19
nautical miles northeast of Iowa City near
Tipton, Iowa, this facility has a concrete
3,000 foot by 60 foot primary runway and
provides service for general aviation aircraft,
The airport is owned and operated by the
City of Tipton and had seven based aircraft
in 1991.
Green Castle Airport - Located 10 nautical
miles northwest of Iowa City, this privately
owned facility has one paved runway
measuring approximately 4,000 feet long
and serves general aviation aircraft. The
airport has approximately 15 based aircraft,
Amana Airport - This private airport is
located 17 nautical miles northwest of Iowa
City and has one 2,800-foot long turf
runway, There were six based aircraft and
1,600 general aviation aircraft operations at
this airport in 1991,
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of the airport. As shown in this exhibit,
direct access to the terminal area is
provided for Runways 24, 30, and 17,
while access from the other three runway
ends is achieved only by taxiing down the
runway itself. There are presently no
taxiway lights, although reflective taxiway
delineators line the taxiways,
TABLE 1C
Runway Data
Iowa City Municipal Airport
RUNWAYS
..Q. 24 12 35 .11 30
Length (ft.) 4,355 3,875 3,900
Width (ft.) 150 150 150
Surface Material Concrete Concrete Concrete
Effective Runway Gradient (%) .41 .03 .33
Load Bearing Capacity
by Gear Type
Single Wheel Loading (Ibs,) 25,000 25,000 25,000
Dual Wheel Loading (Ibs,) 45,000 45,000 45,000
Approach Slope 34:1 34:1 20:1 34:1 20:1 34:1
Approach Aids
RNAV NO YES NO NO NO NO
NDB NO NO NO NO NO YES
VOR NO NO NO YES NO NO
VASI-4 NO NO YES YES NO NO
, PAPI YES YES NO NO NO NO
REIL NO NO NO YES NO NO
lighting MIRL MIRL MIRL
Marking NPI NPI NPI
Taxiway Access Access Access
Navigational Aids
Ground-based electronic navigational aids
that are located on or near the Iowa City
Municipal Airport may be functionally
classified as enroute navigational aids,
terminal area navigational aids and landing
aids,
Enroute Navigational Aids: Enroute
navigational aids (navaids) are established
for the purpose of accurate enroute air
navigation, These use ground based
transmitting facilities and on-board receiving
instruments.
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Ka/ona Airpark - This private airport is
located 12 nautical miles southwest of Iowa
City and has one 1,800-foot long turf
runway, There was one based aircraft and
512 general aviation aircraft operations at
this airport in 1991,
There are also three restricted airports in
the Iowa City/Johnson County vicinity
which are identified for private use only.
These airports are described below,
Bartlett Airport - Located 12 nautical miles
northeast of Iowa City, this airport has one
turf runway measuring approximately 2,500
feet long,
Picayune Fie/d - Located 5 nautical miles
northeast of Iowa City, this airport has one
turf runway measuring approximately 1,800
feet long.
Murphy Airport - Located 19 nautical miles
southwest of Iowa City, this airport has one
turf runway measuring approximately 2/200
feet long,
EXISTING AIRPORT FACILITIES
Airport facilities are classified as either
airside or landside, Airside facilities are
those that are directly associated with
aircraft operations. Runways and taxiways,
navigational aids, and airport lighting are
examples of airside facilities. Landside
facilities primarily consist of terminal
buildings, hangars, aircraft parking apron,
fuel storage, and auto parking,
AIRFIELD FACILITIES
Airfield facilities include runways and
taxiways, navigational aids, and airport
lighting, A layout of existing airfield
.'M~~..~.u'''~ .._~_.At'l...wtl'.U-1IiII ~
facilities at Iowa City Municipal Airport is
provided in Exhibit 10 and summarized in
Table 1C.
Runways And Taxiways
The Iowa City Municipal Airport is
equipped with three runways, Runway 6-
24, the primary runway, has a width of 150
feet and a length of 4,355 feet and is
oriented in a northeast-southwest direction,
It has a concrete surface, with a load
bearing strength of 25,000 pounds single
wheel loading (SWL) and 45,000 pounds
double wheel loading (OWL). Runway 6-
24 has an effective runway gradient of 0.41
percent, This runway is served by an
access taxiway, 50 feet wide, which serves
the Runway 24 end only.
Runway 12-30, with a northwest-southeast
orientation, has a width of 150 feet and a
length of 3,900 feet, It has a concrete
surface with a load bearing strength of
25,000 pounds SWL and 45,000 pounds.
OWL. Runway 12-30 has an effective
runway gradient of 0.33 percent. This
runway is served by an access taxiway, 50
feet wide, which serves the Runway 30 end
only.
Runway 17-35, oriented in a north.south
direction, has a width of 150 feet and a
length of 3,875 feet, It has a concrete
surface with a load bearing strength of
25,000 pounds SWL and 45,000 pounds
OWL. Runway 17.35 has an effective
runway gradient of 0,03 percent, This
runway is served by an access taxiway, 50
feet wide, which serves the Runway 17 end
only,
The existing taxiway system as shown in
Exhibit 10 provides limited access to the
landside facilities located on the east side
1.8
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of the airport. As shown in this exhibit,
direct access to the terminal area is
provided for Runways 24, 30, and 17,
while access from the other three runway
ends is achieved only by taxiing down the
runway itself. There are presently no
taxiway lights, although reflective taxiway
delineators line the taxiways.
,
.1.-
TABLE 1C
Runway Data
Iowa City Municipal Airport
RUNWAYS
..Q. 24 17 35 11 30
Length. (ft.) 4,355 3,875 3,900
Width (ft.) 150 150 150
Surface Material Concrete Concrete Concrete
Effective Runway Gradient (%) .41 ,03 .33
Load Bearing Capacity
by Gear Type
Single Wheel Loading (Ibs.) 25,000 25,000 25,000
Dual Wheel Loading (Ibs,) 45,000 45,000 45,000
Approach Slope 34:1 34:1 20:1 34:1 20:1 34:1
Approach Aids
RNAV NO YES NO NO NO NO
NDB NO NO NO NO NO YES
VOR NO NO NO YES NO NO
VASI-4 NO NO YES YES NO NO
, PAPI YES YES NO NO NO NO
REIL NO NO NO YES NO NO
lighting MIRL MIRL MIRL
Marking NPI NPI NPI
Taxiway Access Access Access
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Navigational Aids
Enroute Navigational Aids: Enroute
navigational aids (navaids) are established
for the purpose of accurate enroute air
navigation, These use ground based
transmitting facilities and on-board receiving
instruments,
Ground-based electronic navigational aids
that are located on or near the Iowa City
Municipal Airport may be functionally
classified as enroute navigational aids,
terminal area navigational aids and landing
aids.
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A ~O~TAC or VO~OME incorporates a
navigation course gUidance signal (VOR)
and distance measuring equipment (OME)
function into a single channelized
VHF/UHF system, Operating in
conjunction with the ground station, a
properly equipped aircraft is able to
translate the VORT AC signals into a visual
display of both azimuth and distance,
Because of the high frequencies involved,
the VORTAC is constrained to line-of-sight
distances,
The Iowa City VORT AC, which services the
Iowa City Municipal Airport, is located 7,5
nautical miles southwest of the airport. It
operates on the frequency 116.2 MHz and
is identified by the three letter morse code
identifier lOW. It is used for both enroute
navigation ;mJ approach course guidance
into Iowa City Municipal Airport, Several
Federal Airways, shown on Exhibit 1C, are
defined from the Iowa City VORTAC. Co-
located with the Iowa City VORTAC is
Distance Measuring Equipment (OME)
which furnishes distance information while
enroute or on approach, The OME
operates in the UHF radio spectrum and is
assigned Channel 109, There is a
published VOR instrument approach to
Runway 35 utilizing the Iowa City
VORTAC.
The Iowa City VORT AC is also utilized for
a published non-precision Area Navigation
(RNAV) Approach to Runway 24, An
RNAV approach uses on-board computers
to set up waypoints at any location within
the reception range of the VORT AC. The
waypoints are defined in terms of
latitude/longitude coordinates.
Another navigational aid providing guidance
to the Iowa City Municipal Airport is the
Hawkeye NOB (nondirectional radio
beacon) which is located on the airport.
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This radio beacon transmits nondirectional
signals whereby the pilot of an aircraft
properly equipped can determine his
bearing and "home" on the station. The
radio beacon transmits a continuous three-
letter identification in morse code, For the
Hawkeye N DB, this code is the three letter
identifier UOc. There is a published
instrument approach to Runway 30 and a
published instrument approach to the
airport itself utilizing the Hawkeye NOB.
Terminal Area Navigation and landing Aids:
Iowa City Municipal Airport has a number
of navigation aids on the airfield that assist
in landing and take-off operations, Runway
17.35 is equipped with visual approach
slope indicators (V ASI), V ASI is a system of
lights located near the runway end which
provides visual descent guidance
information during an approach to the
runway in relatively, good weather
conditions, These lights are visible from 3
to 5 miles during the day and up to 20
miles or more at night. The visual glide
path of the V ASI provides safe obstruction
clearance within plus or minus 10 degrees
of the extended runway centerline and to 4
nautical miles from the runway threshold.
Precision approach path indicators (PAPI)
are installed on Runway 6.24. PAPI uses
lights which are similar to VASI but are
installed in a single row of either two or
four light units, These systems have an
effective visual range of about 5 miles
during the day and up to 20 miles at night,
Airport lighting
A variety of lighting aids are available at the
Iowa City Municipal Airport to facilitate
identification, approach, landing, and
taxiing operations at night and in adverse
weather conditions.
1-10
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The location and presence of an airport at
night is universally indicated by an airport
beacon, At Iowa City Municipal Airport, a
rotating airport beacon is located on the
east side of the terminal building. It is
equipped with an optical system that
projects two beams of light, one green and
one white, to identify a lighted land airport.
Runway end identifier lights (REIL) are
provided on Runway 35, These lights
provide additional delineation of the
runway threshold. They consist of a pair of
synchronized flashing lights, each located
laterally on either side of the runway
threshold, All runways are equipped with
runway threshold lights. These lights mark
the ends of the runway and emit a red light
toward the runway to indicate the end of
the runway to a departing aircraft and emit
11 green light outward from the runway end
to indicate the threshold to landing aircraft,
All runways are equipped with Medium
Intensity Runway Lights (MIRL).
LANDSIDE FACILITIES
In addition to the airfield facilities just
described, general aviation landside
facilities are essential to the daily operation
of Iowa City Municipal Airport, These
facilities include the airport terminal,
hangars, aircraft parking aprons, fuel
storage, and automobile parking. Landside
facilities for the Iowa City Municipal Airport
are located along the east side of the
airport and are depicted in Exhibit 1 E,
Airport Terminal
General aviation terminal facilities are
provided by the local fixed base operator
(FBO) and are located in the terminal
building, Iowa City Flying Service provides
a full range of aviation services at the Iowa
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City Municipal Airport. Approximately (\
5,400 square feet is set aside for \
administrative and general aviation terminal
area facilities, which include a pilot's
lounge, pilot services, and avionics shop,
Other services offered by the FBO are
aircraft storage, fuel service, major and
minor general aviation aircraft maintenance,
chartering, flight instruction, aircraft rental
and sales, cargo handling, and air
ambulance. Iowa City Flying Service
operates dawn to dusk, seven days a week,
Hangars
Both conventional and T -hangar facilities
are available at Iowa City Municipal
Airport. There are a total of 30 T -hangars,
three 1 O-unit buildings, which are leased by
the FBO, The Airport Manager's office and
maintenance facilities are located in the
space at the end of the two T-hangars on ~
the south side of the terminal area. In l
addition, there is an 8,250 square foot
building which is used by the FBO for-
aircraft maintenance and an 8,000 square
foot conventional hangar which is used for
aircraft storage. Both of these buildings are
also leased by the FBO, Two other
conventional hangars are also located in the
terminal area for the storage of corporate
aircraft. One is a 5,600 square foot
building with three aircraft positions; the
other is a 7,610 square foot building with
four aircraft positions.
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Aircraft Parking Apron
Aircraft parking facilities are located east of
the terminal building, The transient tie-
down apron located on the west side of the
taxiway measures approximately 5,500
square yards and has 16 paved tie.downs,
In addition to this transient parking apron,
there is a smaller apron on the east side of
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the taxiway adjoining the terminal building
measuring approximately 1,600 square
yards which is also used for aircraft parking,
Additionally, there are approximately 20
grass tie-downs located adjacent to the
paved apron.
Fuel Storage
Fuel storage is owned by the City of Iowa
City and leased to the FBO, The fueling
facilities are located to the north of the
terminal building, Three underground tanks
provide storage of aviation fuel: one 8,000
gallon 100ll Avgas tank and two Jet A
tanks (one 5,000 gallon tank and one 4,000
gallon tank). In addition, the FBO has two
gasoline refueling trucks, one 560 gallon
Avgas truck, and one 560 gallon Jet A truck,
Also, Hansen-Lind-Meyer, an Iowa City
corporation which hangars their corporate
aircraft at Iowa City Municipal Airport in
one of the corporate hangars, has their own
10,000 gallon underground Jet A tank, This
tank is located between the two corporate
hangars,
Automobile Parking
Public automobile parking lots are located
north and east of the terminal building,
These parking lots have the capacity to
accommodate approximately 45
automobiles, Additional parking spaces are
located southeast of the terminal building
near the corporate hangar area, Access to
the airport and the parking lot is from the
airport entrance drive which connects to
Riverside Drive on the east side of the
airport.
SUPPORT FACILITIES
In addition to the airside and landside
facilities, there are several other facilities
which provide support to the operation of
the airport, These include aircraft rescue
and firefighting (ARFF) services and utilities.
Aircraft Rescue and
Firefighting Services
ARFF services for the airport are provided
by the Iowa City Fire Department. The
closest fire station is located at 301 Emerald
Street, which is located approximately 2,5
miles (by road) northwest of the airport.
This facility has one 750 gallon pumper
with 30 gallons of AFFF foam to provide
ARFF services to the airport. This station is
supported by other Iowa City Fire Stations
which use standard fire fighting equipment.
In addition, mutual aid services are
provided throughout Johnson County,
Utilities
The availability and capacity of utilities
serving the airport are important factors in
determining the development potential of
the airport property, as well as the land
immediately adjacent to the facility. Of
primary concern in the inventory
investigation is the availability of water,
sewer, electricity, and gas sources, Public
water and sanitary sewer service is provided
to the airport by the City of Iowa City,
Electric and natural gas service is provided
to the airport by Iowa-Illinois Gas and
Electric,
1-12
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SOCIOECONOMIC PROFIlE
A variety of historical and forecast
socioeconomic information related to the
Iowa City/Johnson County area has been
collected for use in various elements of the
master plan. This combined information is
essential to determining air transportation
service level requirements, as well as
forecasting the number of based aircraft
and operations at Iowa City Municipal
Airport, These forecasts are normally keyed
to the economic strength of the region and
its ability to sustain a strong economic base
over an extended period of time, This type
of data provides valuable insights into the
trends and character of the community.
In addition to socioeconomic characteristics,
other characteristics of the region are
important in assessing the development
potential of the airport, Characteristics,
such as the existing transportation network
of the region and off-airport land use, were
also collected for use in the master
planning process,
POPULATION
Iowa City, the county seat of Johnson
County, is home to the University of Iowa
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with a student population of approximately
28,000 and a reported 1990 population of
59,738, According to the 1990 U.s,
Census, the Johnson County area is one of
the fastest growing areas in the State, with
a reported population of 96,119. For both
of these jurisdictions, there has been a
steady increase in population over the past
20 years and, this growth is projected to
continue through the planning period,
Table 10 shows historical and projected
population figures for Iowa City and
Johnson County and compares historical
population growth to the state of Iowa,
which has ultimately lost population, Since
1980, Iowa City's population has grown
18,27 percent while Johnson County's
population has risen 16,1 percent.
ECONOMY
Socioeconomic variables which influence
the economy of a region, such as
employment levels and per capita income,
typically follow the trend established by
population growth or decline in a region,
That is, as population increases, so do
employment levels and per capita income.
Similarly, as population decreases, so do
employment levels and per capita income.
TABLE 10
POpulatiOll Trends
STATE OF
IOWA CllY JOHNSON COUNlY IOWA
Non.Student Student Total Non.Student Student Total Total
Population Population Population Population Population Population Population
HISTORICAL
1970 N/A N/A 46,850 N/A N/A 72,127 2,830,780
1980 N/A N/A 50,508 N/A N/A 82,800 2,913,190
1990 N/A N/A 59,738 N/A N/A 96,119 2,776,755
PROJECTED
1995 41,600 19,800 61,400 77,600 21,300 98,900 N/A
2000 44,900 21,000 65,900 02,400 22,600 105,000 2,965,000
2005 ,10,600 20,400 69,000 87,600 22,000 109,600 N/A
2010 521500 20,400 72,900 93,000 22,000 115,000 N/A
Source: 10W.l Department of Economic Development; City of 10W.l City PI.,nnlng Department.
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Employment
Iowa City is noted for having a highly
productive and well educated labor force.
Total employment in the Iowa City/Johnson
County area has increased approximately
2,6 percent per year from 1981 through
1987, The largest gains in employment
have occurred in government, retail/
wholesale, and the service industry, while
manufacturing, construction, and
transportation/utilities sectors have shown
smaller gains, The largest employment
sector in the Iowa City/Johnson County area
is state government which includes the
19,000 persons employed by the University
of Iowa, the area's largest employer, The
service industry and the retail trade industry
are the second and third largest employ-
ment sectors in the Iowa City/Johnson
County area, respectively, Statistics shown
in Table 1E indicate the distribution of the
civilian labor force for 1980, 1986, and
1992.
TABLE 1 E
Civilian Labor Force
Iowa City/Johnson County
Place of Work Employment Data 1,2
(in thousands)
~t~6.',;. 'T8I,m~'2~
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Total Employment - Nonagricultural
Manufacturing
Durable Goods
Nondurable Goods
Nonmanufacturing
Construction and Miningl
Transportation-Communication-Public Utilities
Wholesale and Retail Trade
Wholesale Trade
Retail Trade
Finance, Insurance, & Real Estate
Services
Government
Federal
State
Local
43,0
3.3
0,8
2.5
39,7
1,6
1.0
7,9
1.0
6,8
1.1
6.3
21,8
1.4
18,0
2,4
49.4
3,7
0,8
3,0
45,6
1.4
1,1
9,4
1.1
8.3
1.4
7,7
24.7
1.5
20,7
2,5
57.3
4.7
1.6
3,2
51.0
N/A
1.5
11.0
1.3
9.7
1,4
10,4
26,7
1,7
22,0
3,0
1, Nonagricultural wage and salal'! (except domesticities) by place of work,
2, Place of Residence Concept. method by which an Individual, unemployed or employed, Is counted In the area
where he/she works regardless or the area where he/she lives,
Place of Work Concept. method by which an employed Individual Is counted In the area where he/she works
regardless of the area where he/she lives,
3. Mining employment I,shown only In total nonagricultural and nonmanufacturlng total, prior to 19B4,
4, Janual'! through Februal'!'
NOTE: Detail may not add to tot,1 due to rounding,
Source: Iowa Department of Employment Services, labor Mmketlnrormatlon Unit In cooper"tlon with the U.S,
Depattment or labor, Bureau of labor Statistics,
1-14
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Many nationally-known companies are
located in the Iowa City area. Among them
are Procter & Gamble' Manufacturing
Company, Oral B Laboratories, Moore
Business Forms, American College Testing
(ACT), H,P, Smith Paper Company,
National Computer Systems, H,J, Heinz
Company, and Rockwell International.
Table 1 F depicts major employers in the
Iowa City area,
TABLE 1 F
Major Employers
Iowa City Area
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Income
Table 1 H compares the 1970, 1980, and
1990 per capita income in Johnson County
to the state and national averages for ,the
same years, As shown in this table,
Johnson County per capita income was
historically higher than both the state and
national average, In 1990, Johnson County
ranked 15th out of 99 counties in the state.
TA8lE 1H
Per CapG Income
JOOIllOll Courty
Average Per Capita Income
1970 1900 1990
Johnson County $3,007 $7,627 $12,492
Stale of Iowa $2,094 $7,136 $11,200
United Slates N/A $7,290 $12,313
Source: Iowa Departmenl of Economic Research;
CACI's Sourcebook or County
Demographics; U,S, Census Oureau
TRANSPORTATION
The transportation system in Johnson
County is relatively well developed.
Several state and U,S, highways, as well as
local roads, connect rural areas to Iowa
City. In addition, two major expressways
cross through Johnson County. Interstate
80, a major east-west transportation artery
for the entire country, fringes the northern
edge of Iowa City, Interstate 380,
connecting to State Highway 218, traverses
Johnson County on the east side of Iowa
City, 1-380 currently originates near Iowa
City and extends northward through Cedar
Rapids to Waterloo, Ultimately, this north-
south roadway corridor is anticipated to be
a segment of an expressway system
extending from Minneapolis/St. Paul to New
Orleans when completely extended,
.ll~-"""" -.
locally, U.s, 6 and Highway 218 provide
direct routes to neighboring communities.
The area offers a network of three public
transportation systems: Iowa City Transit,
Coralville Transit, and the University of
Iowa's free intra-campus bus service,
Cambus. In addition, Trailways,
Greyhound, Kincaid, and Jefferson Transit
Lines provide daily bus service to many
parts of the nation. A number of motor
freight carriers and the Iowa Railway and
Crandic Line freight trains provide ground
cargo services to the Iowa City area,
OFF-AIRPORT LAND USE
The existing land use pattern in the vicinity
of the Iowa City Municipal Airport is
reflective of a growing urban community.
To the north and northwest of the airport
are single-family residential subdivisions
with urban densities of approximately five
to eight dwelling units per acre,
Commercial and industrial uses pre-
dominantly line the Iowa River and
Riverside Drive, although a mobile home
park lies to the southeast of the airport
along the river. Agricultural uses lie to the
south and southwest of the airport in the
unincorporated county,
The Future land Use Plan for this area, as
contained in the Iowa City Comprehensive
Plan, anticipates future industrial growth
adjacent to the airport on the north and
northwest, lying south of State Highway 1
with continued residential growth north of
the highway,
Exhibit 1 F depicts existing land use within
the vicinity of Iowa City Municipal Airport.
As shown in this exhibit, existing residential
and commercial development adjoins the
Iowa City Municipal Airport in all directions
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GENERALIZED EXISTING LAND USE " ,
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except to the southwest. Encroachment of
urban development around the existing
airport has made it increasingly difficult for
the Iowa City Municipal Airport to meet the
continued demand for adequate general
aviation airport facilities, Additionally, the
growth of urban development around the
airport has raised concerns of incompati-
bility with airport operations due to noise
impacts and the safety of airport operations
due to obstructions to navigable airspace.
AIRPORT USERS SURVEY
In order to assess the future needs and
direction for public airport facilities in the
Iowa City/Johnson County area, an airport
users survey was conducted. The survey
was mailed to 93 registered aircraft owners
in Johnson and Iowa Counties and 88
major employers in the Iowa City/Johnson
County area, Of the 181 total surveys
mailed, 90 were returned for a 50 percent
response rate. Of the 90 returned
responses, 46 were received from the 93
aircraft owners surveyed (a response rate of
49,5 percent) and 44 were received from
the 88 employers surveyed (a response rate
of approximately 50 percent), Therefore,
each segment of the surveyed users was
well represented in the analysis of the
survey results.
Of the 90 survey responses received, 64
owned one or more aircraft either for
personal or business use, Of those, 37
owners or businesses based their aircraft at
Iowa City Municipal Airport. The remaining
27 based their aircraft at other airports,
including area airports such as Cedar
Rapids, Green Castle, Amana, Muscatine,
and Picayune Field, Of these 64 responses,
68,8 percent owned single-engine aircraft,
14,1 percent owned twin-engine aircraft,
9.3 percent owned turboprop aircraft, 4.7
. ,
percent owned jet aircraft, and 3,1 percent
owned rotorcraft aircraft.
The remaining 26 survey responses were
from Iowa City/Johnson County businesses
who did not own aircraft, but who either
rent or charter aircraft themselves or have
clients who utilize aircraft in their business
dealings. Aircraft types so utilized were:
single-engine aircraft, 8,5%; twin-engine
aircraft, 38,8%; turboprop aircraft, 14.4%;
jet aircraft, 36.8%; and, rotorcraft, 1,5%.
These figures attest to the growing use of
turbine-powered aircraft by the general
aviation business community. As shown in
these survey results, turbine,pol'{ered
aircraft comprise 51,2 percent of aircraft
utilized by Iowa City/Johnson County area
businesses who either charter aircraft
themselves or have clients who utilize
aircraft.
Further, 62,2% of all survey respondents
indicated that they currently use the Iowa
City Municipal Airport to transport
employees, customers, parts and/or
products for their business, This includes
the use of the airport by the University of
Iowa for transporting patients, medical
supplies and donor organs, and prospective
student athletes,
The majority of responses (94.5')1,) indicated
that the present runway lengths at Iowa
City Municipal Airport do not presently
restrict their use of the airport. However,
several responses did indicate that an
extension of the current runway system to
provide a 5,000 to 6,000 foot runway
would enable them to fly other corporate
aircraft into the Iowa City Municipal
Airport.
Two businesses currently basing aircraft at
Iowa City Municipal Airport indicated that
the available runway length was limiting
1-17
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their ability to upgrade to other aircraft.
When asked what, if any, other types of
improvements are necessary at the airport
to serve their aviation needs, fourteen
respondents indicated the need for an
instrument landing system (ILS) approach,
Other improvements most often identified
were additional T -hangars, installation of a
weather reporting system, and competitive
fixed based operator services, Miscellaneous
improvements cited were new airport
location, resurfacing of runways and
taxiways, sale of automotive gas, air traffic
control tower, more ramp space, lower
hangar storage costs, and cleaner, upgraded
building facilities.
In addition to the local user's survey, a
transient aircraft survey was made available
to the transient aircraft public in the FBO
facilities, Fifteen surveys were returned and
provided similar results to the local users
survey, The results of these surveys are
summarized in detail in Appendix A.
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CONCLUSIONS
The information discussed on the previous
pages provides a foundation upon which
the remaining elements of the planning
process will be constructed, Information on
current airport facilities and utilization will
serve as a basis, with additional analysis
and data collection, for the development of
forecasts of aviation activity and facility
requirement determinations, This
information will, in turn, provide guidance
to the assessment of potential changes to
aviation facilities necessary to meet the
goals of the planning process,
The inventory of airport facilities will allow
the determination of the needs presented
by the airport users in both the short- and
long-term and the preparation of plans to
meet those needs. Thus, the inventory of
existing conditions is the first step in the
complex process of determining those
factors which will meet projected aviation
demands in the community,
1-18
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Chapter Two
AVIATION DEMAND FORECASTS
To establish the physical planning criteria
required for an airport, the present and
future aviation needs of the community
must be examined, Aviation demand
forecasts will serve as the basis for planning
the aviation facilities required to meet the
general aviation needs of the Iowa City/
Johnson County area over the next twenty
years, The forecasts will be used to analyze
the future needs of the airfield and lands ide
facilities,
Forecasting any type of future activity is as
much an art as it is a science, Regardless
of the methodology used, assumptions must
be made about how activities might change
in the future, The objective of the forecast
process is to develop estimates of the
degree of these changes so that their
impacts may be determined, Plans and
preparations may then be made to
accommodate them smoothly and cost-
effectively, The primary point to remember
about forecasts is that they serve only as
guidelines for facility and financial planning,
Iowa City Airport
Relocation Feasibility Study
Aviation activity is affected by many
external influences, as well as by the
aircraft and facilities available, The
spectrum of change since the first powered
flight is almost beyond comprehension, as
aviation has become the most dynamic
form of transportation in the world,
Because it is dynamic, changes and major
technological breakthroughs have resulted
in erratic growth patterns, More recently
regulatory and economic actions have
created very significant impacts upon
activity patterns at most airports,
The following sections will discuss the
historic trends in aviation both locally and
on a national level, These trends will be
examined along with outside influences that
may affect future trends to develop the
rationale for the selection of planning
forecasts,
FORECASTING APPROACH
The development of aviation demand
forecasts proceeds through both anaiytical
2-1
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and judgmental processes. Past trends in
activity are normally examined in order to
give an indication of what may be expected
in the future. However, the judgement of
the forecast analyst, based upon
professional experience, knowledge of the
aviation industry, and the local situation is
important in the final subjective
determination of the preferred forecast,
The assessment of historic trends requires
the collection of data on aviation indicators
at both the local and national level.
Among these are purely aviation-related
factors, such as historical operations and
based aircraft, as well as more general
socioeconomic indicators relating to
population, employment, and income. The
comparison of relationships between these
various indicators provides the initial step in
the development of realistic forecasts of
aviation demand. As part of the analytical
process, past trends in the various aviation
demand elements are extended into the
future by a variety of techniques, and with
a variety of assumptions, Trend lines
developed through the use of various
analytical procedures are called projections,
After preparing a number of such
projections, the analyst is able to identify a
range of growth within which the true trend
will probably lie,
The second phase of demand forecasting
requires experienced professional
judgement. At this stage, a number of
intangible factors must be considered,
inciuding potential changes in the business
climate, pertinent state-of-the-art advances
in aviation, the impact of new facilities to
induce growth, and the planning policies
and objectives of the airport owner,
Since so many factors can playa part in the
direction that future demand may take, it
must be remembered that a forecast is still
only a general prediction of what can be
anticipated to occur, Therefore, long-range
planning must build in some flexibility to
respond to actual activity.
For instance, should a forecast prove
conservative, enough flexibility should be
provided in the plan so that facilities do not
become greatly overcrowded within the
planning period, On the other hand,
should a forecast prove to be overly
optimistic, facilities should not become an
economic burden to the airport because of
revenue shortfalls, Year-to-year variation
from the preferred forecast should be
expected and anticipated, Long-term
commitments (such as revenue bonding)
should not be made on short-term upturns
in activity when historical activity generally
indicates these cl,c1es are moderated by
subsequent declines in activity, Similarly,
short-term downturns should not be taken
to mean that activity will not eventually
rebound.
The general business environment can have
a marked impact on aviation activity, In
relatively small communities, for example,
the addition or elimination of a single
industry can substantially alter the level and
nature of aviation demand. Statistical
techniques used to develop forecasts
cannot take such deviations into account,
because it is usually impossible to predict
their occurrence from an analysis of past
trends,
NATIONAL AND
REGIONAL GENERAL
AVIATION TRENDS
General aviation activity in the United
States has not followed the national
economic growth trend in the past decade,
In most cases, those elements that make up
general aviation activity (aircraft, pilots,
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operations, and flying hours) have all been
relatively st~gnant or have declined,
Historically, the economic cycle of the
general aviation industry closely paralleled
that of the national economy. Theories
abound as to why the decline in sales and
pilots has not responded to recent
economic growth. Some cite high aircraft
costs, which have continued to increase
even during periods of relatively modest
inflation, Others cite high operating costs
and interest rates, the changes in the tax
law, most recently the imposition of the
"luxury" tax, and increased product liability
costs. In addition, the deregulation of the
u.s. commercial airline industry has also
affected general aviation by providing
increased service and better connections by
air carriers and regional commuters, This
has likely reduced the desirability of using
private general aviation aircraft when
planning business or pleasure trips, It
appears safe to say that the combination of
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these factors is surely responsible, and the
negative impact of all of these factors has
outweighed the positive effects of a growing
economy,
On the positive side, use of general aviation
aircraft by business has increased. As a
result, the character of the general aviation
fleet continues to change, The more
expensive and sophisticated turbine-
powered component of the fixed-wing fleet
is expected to grow much faster than piston
aircraft between 1991 and 2003. Based
upon FAA forecasts, turbine-powered
aircraft are projected to increase at an
annual rate of approximately 2,6 percent,
while the number of piston engine aircraft
(both single and multi-engine) are to
increase at an annual rate of approximately
0.2 percent. Exhibit 2A graphically depicts
the changing make-up of the active general
aviation aircraft fleet forecast as forecast by
the Federal Aviation Administration,
PERCENT BY AIRCRAFT TYPE
1991
Olher 3,3%
. Rotorcraft
3.5%
Turbojet
2.0%
Turboprop
2,6%
Multi Engine Piston
10,7%
2003
Olher 4.2%
Rotorcraft
4.8%
Turbojet
2,5%
Turboprop
3.6%
Mulli Engine Piston
10,3%
Exhibil2A
PERCENT BY AIRCRAITTYPE
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Using a forecast model which accounts for
many of the preceding factors, the FAA has
developed national projections for general
aviation which are published in FAA
Aviation Forecasts-Fiscal Years 1992-2003.
These forecasts project the active general
aviation fleet to grow slowly (averaging
approximately 0,5 percent annually) over
the 12-year planning period, with the
increase being driven primarily by greater
business use of general aviation, This
forecast results in an increase from 212,200
aircraft in 1991 to 225,500 in the year
2003, Active general aviation aircraft in the
four-state Central Region (Iowa, Missouri,
Kansas, and Nebraska) has fluctuated over
the past six years, FAA Aviation Forecasts
project active aircraft in the Central Region
to decrease from 11,800 in 1991 to 11,500
in 1994, and then increase to 12,200 by
the year 2003,
This projected growth parallels the overall
outlook for the economy which forecasts a
slow growth in 1992 and 1993, changing to
a more moderate growth rate during the
years 1993 through 2003, Assuming there
is no major disruption to the price and
availability of oil, inflation is projected to
remain moderate through the year 2003,
The projected growth of aviation is
consistent with these national short-term
and long-term economic growth forecasts,
DEFINITION OF
AIRPORT SERVICE
The initial step in determining aviation
demand is to define the geographical area
served by the airport. The primary factors
considered in this determination are the
location of surrounding airports, a
comparison of facilities, and the relative
convenience of the airports to the public,
Exhibit 2B depicts the general geographical
area and the location of other airports
included in the National Plan of Integrated
Airport Systems (NPIAS). The closest NPIAS
airports outside of Iowa City are located to
the north at Cedar Rapids, to the west at
Grinnell, to the south at Washington, to the
southeast at Muscatine, and to the east at
Tipton, All these airports affect the Iowa
City service area for small propellor-driven
aircraft. Thus, the propellor aircraft service
area of the Iowa City Municipal Airport is
comprised primarily of Johnson County.
Some portions of north Johnson County lie
within the Cedar Rapids service area, The
service area does extend into the southern
half of Iowa County because the next
closest airport west is at Grinnell,
In evaluating the business jet service area,
the airports at Tipton, Washington, and
Grinnell am no longer a factor, The closest
business jet, or transport category, airports
are at Cedar Rapids to the north, Newton
to the west, Ottumwa to the southwest,
Muscatine to the southeast, and Davenport
to the east. The result is an area that
expands primarily to the southwest and
slightly to the northeast,
GENERAL AVIATION ACTIVllY
General aviation is defined as that portion
of civil aviation which encompasses all
facets of aviation except commercial
operations, As discussed previously,
general aviation activity comprises the vast
majority of aircraft operations at Iowa City
Municipal Airport, To determine the types
of facilities that should be planned to
accommodate general aviation activity at
Iowa City Municipal Airport, certain
elements of this activity must be forecast.
These indicators of general aviation demand
include:
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. UUlily (small propellor.capable)
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I\,M'MI Small Propellor-Alrcraft Service Area
i'%,,,d Business Jet Service Area
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GENERAL SERVICE AREAS '
IOWA CITY MUNICIPAL AIRPORT /7/ i
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. Based Aircraft
. Aircraft Fleet Mix
. Annual Aircraft Operations
The number of based aircraft is one of the
most basic indicators of general aviation
demand, By first developing a forecast of
based aircraft, the growth of the other
indicators can be projected based upon this
growth and other factors characteristic of
the area the airport serves, The number of
aircraft based at the airport is somewhat
dependent upon the nature and magnitude
of aircraft ownership in the service area,
Therefore, the process of developing
forecasts begins with a review of historical
aircraft registrations. Within the Iowa City
service area, this demand is centered
primarily on Johnson County,
TABLE 2A
Registered Aircraft
Johnson County, Iowa
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REGISTERED AIRCRAFT FORECASTS
(', ,
Historical records of aircraft ownership in
Johnson County were obtained from the
Census of U.S. Civil Aircraft Table 2A
presents the Johnson County aircraft
registrations since 1977 and compares them
with active aircraft in the FAA Central
Region. The number of registered aircraft
in Johnson County has grown over the past
fifteen years from 88 in 1977 to 104 in
1991, Registered aircraft reached a high of
118 in 1984 and 1985, When viewing this
number in terms of the market share of the
Central Region registered aircraft, Johnson
County has risen from 0.66 percent of. the
Central Region market in 1977 to constitute
0.88 percent of the market in 1991.
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1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
13,300
13,600
13,700
14,100
14,100
14,000
12,800
13,000
13,100
12,400
13,100
13,200
12,200
11,900
11,800
88
N/A
N/A
101
N/A
N/A
108
118
118
116
107
109
107
111
104
0,66
N/A
N/A
0.72
N/A
N/A
0.84
0.91
0.90
0,94
0,82
0,83
0,88
0.93
0,88
Source: FAA's Aviation Forecasts - Fiscal Years 1992-2003; U,S, Census of Civil Aircraft,
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In order to accurately forecast based aircraft
for the Iowa City Municipal Airport, the
demand within the local service area, or
the registered aircraft market, must first be
projected, A trend line projection and
statistical regression tests were analyzed in
an attempt to establish a significant
correlation upon which to project Johnson
County registered aircraft through the
planning period.
relationship between variables, Therefore,
the independent variable can be
considered a reliable basis upon which to
project the dependent variable. in this
case, the correlation coefficient (0,49) was
too low to be considered a dependable
variable for use in projecting registered
aircraft through the planning period,
Several statistical regression tests were also
examined comparing Johnson County
registered aircraft with local socioeconomic
factors such as population and employment
levels, Also factored into the analyses were
the number of active aircraft in the Central
Region, Again, in each test, the correlation
coefficient failed to provide a reasonable
relationship upon which to forecast
registered aircraft, Table 2B summarizes
the statistical regression tests which were
examined and identifies the correlation
coefficient which yielded from each test,
A trend line, or time series, forecast was
analyzed, based on historical data from
1977 to 1991. Historical data within this
time period provided a correlation
coefficient of 0.49, The correlation
coefficient (Pearson's "r") measures
association between the changes in the
dependent variable (the number of
registered aircraft) and the independent
variable (the year), An "r" value greater
than 0,90 indicates a reasonable
TABLE 2B
Statistical Regression Analyses
Registered Aircraft Projections
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," ar a em"', f ,.""01<" ,ana e,,, "{ "", ' , "~ .. t.".. .~..~,w;.::<':::-< -.l &ditt1~9~W,gjgntfmtl
.*tMt.wt~:<<.>>">:,~,,,:,y;:d<,snth:& dlliM.wz~i.~,:v:.~~,:<::<,>>:,.~:::>;,::,.:.t '0. ~'@WR,;:~'it."::;,~:~':';.:~~;.,:;..':'it:</:~-=:-<t~.:<:~\~~
Johnson County Year None 0.49
Registered Aircraft 1977-1991
Johnson County Year Central Region 0,52
Registered Aircraft 1977-1991 Active Aircraft
Johnson County Central Region Iowa City MSA 0,52
Registered Aircraft Active Aircraft Per Capita Income
Johnson County Central Region Iowa City MSA 0.36
Registered Aircraft Active Aircraft Population
Johnson County Central Region Iowa City MSA 0,12
Registered Aircraft Active Aircraft Employment
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A market share analysis was also performed,
This is a popular and appropriate method
of projecting registered aircraft since good
regional statistics are available for
comparisons, Therefore, a projection of
Johnson County registered aircraft has been
developed using market share projections of
the FAA Central Region Active Aircraft.
Using the information contained in Table
2A, an average market share of 0,88
percent over the past eight years (1984.
1991) was derived. Projections for the
number of registered aircraft in Johnson
County were determined by applying this
TABLE 2C
Registered Aircraft Projections
Johnson County, Iowa
FORECAST
1997
2002
2012
11,700
12,100
13,1001
average percent to the forecast number of
active aircraft in the Central Region, Table
2C presents a forecast of registered aircraft
for Johnson County based upon a slowly
increasing share-of-the-market. A total of
104 registered aircraft in 1991 is projected
to increase to 119 by the end of the
planning period to account for 0,91 percent
of the active aircraft in the Central Region,
The resultant 0.91 percent market share
projected by the end of the planning period
is equal to the 1984 market share, the
beginning of the eight year period from
which the average market share was
derived,
104
.88
104
109
119
,89
.90
,91
Note: 1. Year 2012 extrapolated by Coffman Associates,
Source: FAA's Aviation Forecasts - Fiscal Years 1992-2003; U,S. Census of Civil Aircraft.
BASED AIRCRAFT FORECASTS
The single most important factor in the
development of aviation activity forecasts at
a general aviation airport is the number of
based aircraft. Having established
registered aircraft in Johnson County as the
primary market for based aircraft at Iowa
City Municipal Airport, a separate analysis
process can be undertaken to project based
aircraft forecasts through the planning
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period. Presently, the number of based
aircraft at Iowa City Municipal Airport is 53,
Forecasts of based aircraft begin with an
examination of available historical data and
determination of past growth trends,
Historical information on based aircraft was
obtained from past FAA 5010 Forms, The
5010 Form is a master record used in an
effort to keep up-to-date information about
an airport. At most airports this form is the
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best means available of obtaining a reason-
able picture of the airport's past grov.1h
trends. Historical data from this source was
sparse due to the lack of 5010 Forms from
FAA records. However, Table 2D depicts
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historical information on based aircraft at
Iowa City Municipal Airport as it was
available and compares it to the number of
registered aircraft in Johnson County,
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1977 88 59 67,0
1978 N/A N/A N/A
1979 N/A N/A N/A
1980 101 64 63.4
1981 N/A N/A N/A
1982 N/A N/A N/A
1983 108 N/A N/A
1984 118 N/A N/A
,~ 1985 118 N/A N/A
I\. ) 1986 116 52 44,8
-..- 1987 107 52 48,6
1988 109 51 46,8
1989 107 53 49.5
1990 111 53 47.7
1991 104 53 51,0
Notes: 1. FAA three-letter designation for Iowa City Municipal Airport,
Source: FAA 5010 Forms, Airport Master Records; U,S, Census of Civil Aircraft.
, ,
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As shown in this table, based aircraft as a
percent of the Johnson County registered
aircraft market was at its highest point in
1977 capturing 67 percent of the market.
Based aircraft as a percent of the county
market dropped to a low of 45 percent by
1986. Since that time, the based aircraft as
a percent of Johnson County registered
aircraft has risen back to 51 percent.
\J
To assess the potential for based aircraft at
Iowa City Municipal Airport through the
-...
-
planning period, the results of the local
users survey (as summarized in Chapter
One and Appendix A) were examined, Of
the 90 survey responses received, 27 were
aircraft owners who based their aircraft at
other area airports including Cedar Rapids,
Green Castle, Amana, and Picayune Field.
The cumulative information from those
survey responses indicate that if airport
facilities are enhanced (i,e" more hangar
space, installation of a precision approach),
the likelihood of utilizing Iowa City
2-8
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Municipal Airport as a base is a/so
enhanced. A conservative estimate based
upon the survey responses would be to
assert that at least 12 aircraft, now at other
airports in the area, would potentially base
at Iowa City Municipal Airport at some time
through the planning period, Nine of these
aircraft are currently based at private
airports in the area, This potential is further
supported by the fact that there is no
guarantee that the private airports will
remain open to the public through the
planning period, Private airports face many
problems that affect their abilities to remain
in operation, Although the number of
landing areas in the United States increases
each year, the number open to the public
is decreasing, More and more privately-
owned airports are being closed to the
public each year for reasons such as
incompatible land use encroachment,
insurance costs, and liability considerations,
as well as a changeover in property
ownership. In 1970, there were 7,084
public-use airports in the United States, By
1980, public-use airports had decreased to
6,519. Between 1980 and 1990, this
number declined an alarming 921, or 14
percent, to 5,598~airports. Therefore, it
should not be assumed that the private
airports will remain open.
Together in evaluating those aircraft which
are currently based at other airports in the
area as potential based aircraft demand at
Iowa City Municipal Airport, a marketshare
analysis, a popular method of projecting
based aircraft, was also performed to
identify potential demand, This analysis
was based upon capturing an increasing
percentage of those aircraft which are
registered in Johnson County, some of
which may be included in the previous
examination of survey responses,
Therefore, it should be noted that the
market share analysis as presented herein
considers this potential market capture of
...,-:-.~n~:.","'_"'':__',..
12 aircraft which were identified as
potential based aircraft through the
planning period.
Based upon the historical trend as shown in
Table 2D and the projection of Johnson
County registered aircraft as shown in Table
2C, based aircraft for Iowa City Municipal
Airport were projected using market share
analysis, A forecast envelope was
developed utilizing the market share
technique supplemented by the results of
the local user's survey. This envelope
provides a high and low range for based
aircraft at Iowa City Municipal Airport from
which a preferred forecast can be selected,
Utilizing this information, four scenarios of
based aircraft forecasts were developed and
are depicted in Table 2E and Exhibit 2B.
For comparison purposes, the based aircraft
forecast for Iowa City Municipal Airport, as
prepared by the Iowa Department of
Transportation' and contained within the
1991 Iowa Aviation System Plan, is also
depicted on Exhibit2B,
The most pessimistic scenario would be that
based aircraft, as a percent of the Johnson
County registered aircraft market, would
continue to fluctuate slightly, ultimately
declining through the planning period as
recent historical data has suggested, This
scenario, identified as Declining Market
Share, projects based aircraft at Iowa City
Municipal Airport would decline to 42
percent of the market share, a level which
is slightly lower than the 1986 level, This
projects based aircraft levels to remain
relatively flat through the planning period,
decreasing from 53 in 1991 to 50 by the
year 2012, This projection Is not unlike the
historical trend at the Iowa City Municipal
Airport as depicted in Table 2D,
The second scenario assumes that the
market share has reached its lowest level
and will remain relatively static through the
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planning period, The Static Market Share
projection was based upon maintaining a
constant 51 percent of the Johnson County
registered aircraft market. This results in a
slightly higher projection of 61 based
, .'
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aircraft by the year 2012. However, like
the Declining Market Share scenario, this
projection also depicts a relatively flat level
of based aircraft through the planning
period and represents very little growth,
,. ,
TABLE 2E
Based Aircraft Forecast Summary
Iowa City Municipal Airport
'Im~!%1
. w,x.:wWi ,- .
Johnson County
Registered Aircraft 104 104 109 119'
Declining Market Share , ,
Percent 50,9 48 46 42
Based Aircraft 53 50 50 50
Static Market Share
Percent 50,9 51 51 51
') Based Aircraft 53 53 56 61
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Increasing Market Share
Percent 50.9 55 58 64
Based Aircraft 53 57 63 76
Short-Term Increasing
Market Share i'
Percent 50,9 62 67 70
Based Aircraft 53 65 73 83
Note: Planning Forecast is identified by BOLD typeface.
J
A more realistic projection would be that
based aircraft would capture an increasing
share of the Johnson County registered
aircraft market. This scenario is supported
by the results of the survey which provided
an indication that aircraft which are based
at other area airports would consider an
Iowa City base if airport improvements
were made, In this scenario, not only is it
assumed that those twelve aircraft would
shift their base airport to Iowa City
Municipal Airport at some time during the
planning period, but it is also assumed that
Iowa City Municipal Airport would capture
approximately 67 percent of the newly
registered aircraft In the county. That is,
the registered aircraft market in Johnson
County is projected to increase by 16
aircraft through the planning period. Of
those 16/ it is projected under this
Increasing Market Share scenario that 11
aircraft will base at Iowa City Municipal
2-10
/7/7
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Airport. These two elements together result should be recognized that the achievement
in an increase of 23 based aircraft through of the forecast remains sensitive to events r,
the planning period. In terms of market and occurrences which cannot be assured ,
share percentage, this scenario increases or controlled, Therefore, the actual results "
based aircraft to 64 percent, a level which achieved may vary from the preferred
is slightly lower than the 1977 level of 67 forecast. As such, flexibility within the high
percent. and low range forecasts should be planned,
The final scenario is the most optimistic of
all projections and is based upon the BASED AIRCRAFT FLEET MIX
premise that based aircraft at other area
airports would transfer their base to Iowa The general aviation aircraft fleet mix
City Municipal Airport early in the planning ~xpected to use the airport must be known
period, This would be predicated upon the In order to properly size airport facilities. A
assumption that private area airports would total of 53 aircraft currently based at Iowa
close by the year 2002, This, then, would ~ity Muni;ipal A,irport is comprised of 42
include the twelve based aircraft identified single-engine aircraft, 5 niulti-engine
through the survey results together with aircraft, 5 turboprop aircraft and one
capturing 100 percent of the newly helicopter, ' "
registered aircraft in Johnson County, This The existing mix of based aircraft was
Short-Term Increasing Market Share
projection assumes that major growth in ' compared to existing and forecast U,S. fleet ,
"'"
based aircraft will occur within the first 10 trends and a projection was developed for
years of the planning period and will level the airport's mix, The overall trend is .r......
off at 70 percent of the registered aircraft towards a higher percentage of larger, more \
market by the year 2002, a level which is sophisticated aircraft. The U.S, trend in '-,
equal to the 1977 level, This scenario aircraft mix, as presented in FAA's Aviation
results in a projection of 80 based aircraft Forecasts - Fiscal Years 1992-2003
,
by the year 2012, an increase of 30 aircraft forecasts single-engine piston aircraft to
through the planning period, remain almost constant over the FAA 12-
year forecast period, increasing from
The Increasing Market Share projection of 165,073 in 1991 to 168,300 in 2003, The
future based aircraft was selected as the number of multi-engine piston aircraft is
planning forecast for the Airport Relocation forecast to increase slightly from 22,700 in
Feasibility Study and is illustrated in Exhibit ~ 991 to 23,200 in 2003, an average annual
2C. This forecast represents a based Increase of 0,2 percent, Turbine-powered
aircraft annual growth rate of approximately aircraft is expected to increase from 10 008
, '
1,5 percent during the planning period and In 1991 to 13,700 in 2003, an annual
lies mid-range in the forecast envelope, groV\th rate of approximately 2,6 percent.
This mid-range forecast was selected as the The airport user surveys have revealed that
planning forecast because it represents a
based aircraft level that remains relatively several have plans to eventually acquire
conservative in the short-term, but turboprop and/or business jet aircraft if
addresses the potential recapture of the adequate facilities can be provided in Iowa
local market share over the long-term, City. Therefore, the based aircraft fleet mix
forecasts depicted in Table 2F also take this
~hile the planning forecast represents the into account. i
mid-range of the forecast envelope, it \J
2-11
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LEGEND
Johnson County Registered A1lcroll
................ 1991lowoAvlollon System Pion
Ilosed A1rcroll Forec05t
_ _ - Declining Morl<et Shore
20
, , ... , ,... S10llc MOIkel ShOle
. - - - - Incre051ng Morket ShOle
- - - - - - Short-Term Incre051ng Morl<et ShOle
fi
'II
1984
1991 1997
YEAR
2002
2007
2012
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/7/7
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TABLE 2F
General Aviation Based Aircraft Fleet Mix
Iowa City Municipal Airport
Total .!I~tgO'jll.1 till."~latllll~11
Year Based Aircraft Single Multi Turboprop Jet Rotorcraft
Actual
1991 53 42 5 5 0 1
FORECAST
1997 57 43 5 6 2 1
2002 63 46 6 7 3 1
2012 76 53 8 9 4 2
Source: Historical data from FAA 5010 Forms, Airport Master Records.
AIRCRAFT OPERATIONS
Aircraft operations are not accurately
counted at Iowa City Municipal Airport
because of the lack of an air traffic control
tower, However, the Iowa Department of
Transportation has developed a reasonable
estimate of operational levels based upon
activity counts performed over a one-year
period. Therefore, operational data as
estimated by the Iowa Department of
Transportation in their publication
Automated AircraftActivity Counting, 1987-
1988 was used as the basis for evaluating
current general aviation aircraft operations
and developing forecasts through the
planning period, Data contained within
this document estimated average annual
general aviation operations at Iowa City
Municipal Airport at 26,400 for Fall 1987
through the Summer of 1988, This total
does not include helicopter operations,
An estimate of 1991 operational levels was
then derived through an evaluation of
aviation fuel flowage on the airport
between 1987-88 and 1991. During the
one year counting period, approximately
184,000 gallons of fuel was pumped at the
airport. This included 136,000 gallons of
avgas (used by piston-driven aircraft) and
48,000 gallons of JetA (used by turboprops
and business jets). In 1991, a total of
197,000 gallons of aviation fuel was
pumped, The use of avgas declined to
106,000 gallons while Jet A consumption
increased to 91,000 gallons. Thus, it is
reasonable to derive from the fuel sales
data that operations by piston aircraft have,
decreased while operations by turbine-
powered aircraft have increased since the
counting period,
The activity count also separated single-
engine from multi-engine and jet aircraft.
Single-engine aircraft comprised 84.4
percent, multi-engine 13,9 percent, and jets
1.7 percent, Aircraft using avgas are
comprised of the single-engine and that
portion of the multi-engine aircraft that are
piston-driven, Aircraft using Jet A are
comprised of the jet aircraft and that
portion of the multi-engine aircraft that are
turbine-powered, Splitting the multi-engine
operations between piston and turbine
aircraft, operations in 1987-88 were
estimated at 24,000 by piston aircraft and
2,400 by jet aircraft. Fuel flowage
subsequently averaged 5.7 gallons per
piston aircraft operation and 20 gallons per
turbine operation, Applying these ratios to
the 1991 fuel flowage results in an estimate
2-12
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of 18,600 piston operations and 4,600
turbine operations for a total of 23,200
annual general aviation operations, Table
2G depicts the estimate of 1991
comparisons in relation to the 1987-88
activity count.
The activity count did not include
helicopter operations, Therefore, an
estimate of general aviation helicopter
operations must be added to these totals,
This estimate was prepared based upon
survey responses, While there are
significant helicopter operations in the Iowa
City area associated primarily with the
University hospital and other hospitals, most
of these are occurring at heliports at the
hospitals. There is one based helicopter at
Iowa City Municipal Airport, as well as
some transient helicopter operations,
Therefore, general aviation helicopter
operations at Iowa City Municipal Airport
were estimated at 500 annually for a total
general aviation operations estimate of
23,700 for 1991.
TA8lE 2G
Eltimatc 0( 1991 General Aviation Opcrnliom
Iowa Cty Munldpal Nrport
i~i:iM{Mf,M~qf.;: :qt/:f~:i.qM~M
@JmamWlW :M&J~~idit
Fuel Flowage'
Avgas (gallons)
Jet A (gallons)
Total
136,000
46,000
164,000
106,000
91.000
197,000
Gallons per operation'
Piston Aircraft
Turbine Aircraft
5,7
20,0
5.7
20,0
Annual Operations'
Piston Aircraft
Turbine Aircraft
Subtotal
Helicopter
Total GA Opemtlons
24,000
2.400
26,400
--2!lQ
26,900
16,600
4,600
23,200
--2!lQ
23,700
Iowa City Municipal Airport Commission records,
Derived (rom ratio of 1967.86 (uelllowage to
Iowa DOT operations count.
J 1967.86 from Iowa DOT operations count,
1991 derived (rom gallons per operation ratio,
"
1
,
The ratio of annual operations per based
aircraft at general aviation airports varies
between 300 to 1,000 operations, This
level varies with locale and can vary from
year to year due to the local economic
situation. Based upon the 1991 operations,
the operations per based aircraft at Iowa
City Municipal Airport was estimated at 447
for 1991.
While FAA forecasts for active general
aviation aircraft indicate only a 6.2 percent
increase over the next twelve years, general
aviation hours flown are forecast to increase
by 15 percent over the next twelve years,
General aviation operations at the 400
airports with FAA air traffic control services
are forecast to increase 21 percent over the
next twelve years,
Therefore, aircraft operations as a ratio of
based aircraft can be expected to increase
in the future. At Iowa City Municipal
Airport, this translates to an annual increase
of four operations per based aircraft per
year, This projects to 470 operations per
based aircraft in 1997; 490 in 2002; and
530 in 2012, Table 2H presents the
general aviation operation forecasts for
Iowa City Municipal Airport.
There are two types of general aviation
operations at an airport: local and itinerant.
A local operation is a take-off or landing
performed by an aircraft that will operate in
the local traffic pattern within sight of the
airport, or which will execute simulated
approaches or touch-and-go operations at
the airport. Itinerant operations include all
arrivals and departures other than local.
Generally, local operations are
characterized as training operations, while
itinerant operations are those aircraft with a
specific destination away from the airport.
Typically, itinerant operations increase with
business and industry use since business
aircraft are used primarily to carry people
from one location to another,
2-13
/7/7
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1991 53 4,800 18,900 23,700 447
FaRECA5/'
1997 57 5,400 21,600 27,000 470
i 2002 63 6,200 24,800 31,000 490
' I 2012 76 8,000 32,000 40,000 530
/* Includes air taxi operations,
Based upon information contained in the utilization of different aircraft types, The
1990 FAA 5010 Form, itinerant general fuel flowage analysis indicated that piston
aviation operations (including air taxi aircraft operations have decreased since
operations) at Iowa City Municipal Airport 1987-88, but turbine aircraft operations
comprise approximately 80 percent of the have increased significantly since that time, ,
total general aviation operations at the As indicated earlier, the national trend in "
airport. This ratio was forecast to remain general aviation aircraft is towards larger, , r.
relatively constant through the planning more sophisticated aircraft. The aircraft use i
,~./
period. Table 2H shows the forecast for survey also indicated that Iowa City could
local, itinerant, and total general aviation expect more use by turboprop and business
operations at Iowa City Municipal Airport. jet aircraft in the future, Table 2) outlines
the aircraft operational fleet mix throughout
the planning period,
OPERATIONAL FLEET MIX
The operational aircraft fleet mix expected MILITARY ACTIVITY
to utilize the airport is necessary to assist in
planning appropriate airfield facilities, as Military operations also comprise a small
well as for calculating noise contours, The portion of the operations at Iowa City
operational fleet mix is influenced by the Municipal Airport. The 1990 FAA 5010
based aircraft fleet mix projected earlier, Form has estimated military operations at
but they do not always exactly coincide, 400 annually, These are essentially
For instance, the Iowa DOT activity count helicopter operations, so they were not
indicated that 1.7 percent of the airport's included in the 1987-88 aircraft activity
operations are by business jet aircraft, yet count, While activity is dependent upon
no jets have been based at Iowa City future requirements of the Department of
Municipal Airport. Defense, there is no indication that
The present operational fleet mix was operations at Iowa City Municipal Airport
will change dramatically in the future.
derived from the 1987-88 activity count Therefore, military operations were forecast \_./
program, the change in aviation fuel to remain at 400 annually,
flowage since that time, and the projected
n
2-14
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Aircraft Operational Fleet Mix
Iowa City Municipal Airport
PISTON
fl~tIYl~~&llll!i~gl%j]ri!~I.qj}!~lgl!(lltIQtQw~t~nl ~itIJrtllll!<<t~t~llt'l
Actual
1991
FORECAST
1997
2002
2012
65,0
63.0
61.0
59,0
PEAKING CHARACTERISTICS
Many airport facility needs are related to
the levels of activity during peak periods,
The periods that will be used in developing
facility requirements for this Master Plan
include peak month, average day of the
peak month (design day), busy day, and
design hour operations, These are
described as follows:
· Peak Month. The calendar month when
peak aircraft operations occur,
· Design Day. Defined as the average day
within the peak month, This indicator is
easily derived by dividing the peak
month operations by the number of days
in the month.
· Busy Day. Defined as the busy day of a
typical week in the peak month, This
descriptor is used primarily for planning
general aviation ramp space.
· Design Hour. Defined as the peak hour
within the peak day, This descriptor is
used particularly in airfield demand/
capacity analysis, as well as for terminal
building and access road requirements,
14,0
15,5
3,5
2,0
13,5
14,0
14,0
16,5
17,0
18,0
5,0
6.0
7.0
2,0
2,0
2,0
It is important to note that only the peak
month is an absolute peak within a given
year. All the others will be exceeded at
various times during the year, However,
they do represent reasonable planning
standards that can be applied without
overbuilding or being too restrictive,
The peak month for general aviation activity
is typically between 10 and 14 percent of
the airport's total general aviation
operations, Fuel sales data over the past
five years was analyzed to estimate the
peak month percentage at Iowa City
Municipal Airport. While the month of the
year varied from June, July, August, and
October, the peak month was found to
average 12 percent of the annual total.
According to the Iowa DOT aircraft activity
counting program, typical busy days usually
account for 20 percent of the weekly
operations, This is 40 percent greater than
the average daily operations, during the
peak month, Peak hour operations were
estimated at 20 percent of the daily
operations, Table 2K presents the general
aviation peak operations forecast for Iowa
City Municipal Airport.
2-15
/7/7
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TABLE 2K
General Aviation Peak Operations
Iowa City Municipal Airport
FORECAST
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"""111''(1'9'0''1;",,,,+, P'",'1""9' '"'P'"'<'''''' ;";"'112. '0'0'0''''''''-' ;"0,,"";''';\(%\('
Mt%)J;?~~;AW#\1 tlliNibk~,Afl@*{; WmEL:,,;,:;,~f*\tffi~ mriJl~9)llRtMY&
Annual Operations
Peak Month
Design Day
Busy Day
Design Hour
23,700
2,800
90
124
18
ANNUAL
INSTRUMENT APPROACHES
Forecasts of Annual Instrument Approaches
(AlA) provide guidance in determining an
airport's requirements for navigational aid
facilities. An instrument approach is
defined by the FAA as "an approach to an
airport, with intent to land by an aircraft in
accordance with an Instrument Flight Rule
(IFR) flight plan, when visibility is less than
three miles and/or when the ceiling is at or
below the minimum initial approach
altitude,"
Data on actual instrument approaches for
Iowa City Municipal Airport was obtained
from the Cedar Rapids Approach/Departure
Control Facility. The number of instrument
approaches can vary from year-to-year
depending upon weather conditions, Over
the past several years, AlA's have averaged
440 annually at Iowa City Municipal
Airport. This equates to approximately 2.3
percent of the annual itinerant general
aviation operations, This was compared to
27,000
3,200
103
144
21
31,000
3,700
120
168
24
40,000
4,800
155
330
31
general aviation instrument approach to
itinerant operations percentages at the five
airports in the state that have air traffic
control towers (Cedar Rapids, Des Moines,
Dubuque, Sioux City, and Waterloo). The
percentage for general aviation aircraft at
these airports has averaged 3.8 percent.
The higher percentage at the towered
airports can be partially attributed to a
higher percentage mix of aircraft that have
instrument landing capability, However,
the main reason is the ability to land in
lower weather minimums because of the
availability of a precision instrument landing
system (ILS),
If a precision approach could be made
available at Iowa City, the number of AlA's
could be expected to grow to a higher
percentage of the itinerant operations. As
a result, the percentage of AlA's to itinerant
operations at Iowa City Municipal Airport
were projected to increase gradually to 3,8
percent over the planning period, Table 2L
depicts the forecast of AlA's.
2-16
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TABLE 2L
Annual Instrument Approaches
Iowa City Municipal Airport
FORECAST
t.\illt~~9"-:'i'9~~WRt $ili~.\F9N9'q~}t1W ittkf~. WO~~2:>..~:f s..*ltr~wt~w:~g./W
~~'i,'}'J: ,: +0:4) th~~~f" . - ld~~:-':' \&f-:~ - 0 iA,t-.~ ~:x%~J20;12':;;;,.:t:4;
,,_,_,,~,,*,,':'_<'H;-:~:'''>>'~'>>.< ;-:<:;:'~'~".:$,_",.:,:~;:~.*:.:Y~_<::::;:.:i:,'l>>;.,~",.,=<>>.:::b~~ ,~:~h'>:<,;-:.>>;.,N:<.:.,:,..;l,::::>
Total Itinerant Operations
19,300 22,000
25,200
32,400
Annual Instrument Approaches
440 660
880
1,230
Percent of Total
Itinerant Operations
2.3
3.0
3,5
3.8
FORECAST SUMMARY
'determine the facilities that will be
necessary to meet the projected demand,
This will be examined in detail in the
following chapter. Exhibit 20 and Table
2M provide a summary of the aviation
forecasts for Iowa City Municipal Airport.
This chapter has determined the various
aviation demand levels to be anticipated
over the planning period, The next step in
the master planning process is to assess the
capacity of the existing airport facilities and
TABLE 2M
Aviation Forecast Summary
Iowa City Municipal Airport
ACTUAL
FORECAST
:tf%.:WWf.\W4#M% :tu:~m.w..~@.':~:;.>Jm$f:} r0...+:~.:; '~'}~.}~~~~~'t:~::1'.ib:t.i~".':: ~.~..'..~t~.;.i.]J.~...:::~.<<.j~..n';".:'X.}.~*f.~~~.W. :]'.:.
*<r{1:w~I:99:J%mf0 :,#W:' ?l997~:M'~:}( Rh~&2Q02c%?~: qrw;1.'20;'W*fu~K
",. X':.*~:'::~'i"_;':';~:;"::~":;::::~'AA ,,,>>.::;::;t:<;>>~"":"<<:i,,,<::::,h,, '":':'~~'>>~:::',....:;;.';";iw,):1:~...\:'.:=:<. J:<<'~~:i<'..<>>;~< ;;.~_5M",,>>:
Based Aircraft
Annual Operations
General Aviation
Local
Itinerant
Total General Aviation
Military
Total Aircraft Operations
Annual Instrument Approaches
53
57
63
76
4,800 5,400 6,200 8,000
18,900 21.600 24,800 32.000
23,700 27,000 31,000 40,000
~ ~ ~ ~
24,100 27,400 31,400 40,400
440 660 880 1,230
2-17
17/7.
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60,000
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LEGEND
TotolOperollons
Generol AVlollon IIInerant
40,000 <lOAOO
U)
Z
0
-
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a.. 30,000
0 C'
....
<C "
:J
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z
<C
20,000
_t
,fij"
1991
1997
2002
2012
50,000
10,000
YEAR
~!i,~
Exhihit 2D
OPERATIONS FORECAST SUMMARY
IOWA CITY MUNICIPAL AIRPORT
\ 711
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Chapter Three
FACILITY REQUIREMENTS
To properly plan for a general aviation
airport for the Iowa City/Johnson County
area, it is necessary to translate forecast
aviation demand into the specific types and
quantities of facilities that can adequately
serve this identified demand, This chapter
uses established planning criteria and the
results of a demand/capacity analysis to
determine the airside (i,e., runways,
taxiways, navigational aids, marking and
lighting), and lands ide (i,e" hangars,
terminal building, aircraft parking apron,
fueling, automobile parking and access)
facility requirements,
The objective of this effort is to identify, in
general terms, the adequacy of the existing
airport facilities, outline what new facilities
may be needed, and when these may be
needed to accommodate forecast demands.
AIRFIELD REQUIREMENTS
Airfield requirements include the needs for
those facilities related to the arrival and
Iowa City Airport
RelocaUon Feasibility Study
departure of aircraft. These facilities are
comprised of the following items:
. Runways
. Taxiways
· Navigational Aids
· Lighting and Marking
The selection of the appropriate FAA design
standards for the development of the
airfield facilities is based primarily upon the
characteristics of the aircraft which are
expected to use the airport. The most
critical characteristics are the approach
speed and the size of the critical design
aircraft anticipated to use the airport now
or in the future. The planning for future
aircraft use is particularly important because
design standards are used to plan
separation distances between facilities that
could be extremely costly to relocate at a
later date,
The Federal Aviation Administration has
established criteria for use in the sizing and
design of airfield facilities, These standards
3-1
/7/7
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include criteria relating to the size of an
aircraft as well as the performance and
speed of an aircraft. According to Federal
Aviation Administration Advisory Circular
150/5300-13, Airport Design, an aircraft's
approach category is based upon 1.3 times
their stall speed in their landing
configuration at the particular aircraft's
maximum certificated weight. The five
approach categories used in airport
planning are as follows:
Category A: Speed less than 91 knots.
Category B: Speed 91 knots or more, but
less than 121 knots,
CategoryC: Speed 121 knots or more, but
less than 141 knots.
Category D: Speed 141 knots or more, but
less than 166 knots.
Category E: Speed 166 knots or more.
The second basic design criteria relates to
the size of an airplane, The Airplane
Design Group (ADG) is based upon
wingspan. The six groups are as follows:
Group I: Up to but not including 49 feet.
Group II: 49 feet up to but not including
79 feet,
Group III: 79 feet up to but not including
118 feet.
Group IV: 118 feet up to but not
including 171 feet.
Group V: 171 feet up to but not
including 214 feet.
Group VI: 214 feet up to but not
including 262 feet.
FAA AC 150/5300-13, Airport Design,
identifies a coding system which is used to
relate airport design criteria to the
operational and physical characteristics of
the airplanes intended to operate at the
airport, This code, called the Airport
Reference Code, has two components: the
first component, depicted by a letter, is the
aircraft approach category and relates to
aircraft approach speed (operational
characteristic); the second component,
depicted by a Roman numeral, is the
airplane design group and relates to
airplane wingspan (physical characteristic),
Generally, aircraft approach speed applies
to runways and runway-related facilities,
while airplane wingspan primarily relates to
separation criteria involving taxiways and
taxilanes. In order to determine facility
requirements for the design of an airport,
the Airport Reference Code (ARC) should
first be determined, and then the airport
design criteria as contained within FAA AC
150/5300-13 can be applied.
The FAA advises designing all airport.
elements to meet the requirements of the
most demanding ARC. Based upon the
aircraft types which are currently operating
at Iowa City Municipal Airport and those in
the forecast fleet mix, Approach Category C
and ADG II specifications (Airport
Reference Code C-II) should be used to
design Iowa City Municipal Airport to meet
future demands. As indicated in the earlier
chapters, Iowa City Municipal Airport is
already utilized on a regular basis by
corporate turboprop aircraft and business
jets, These turbine aircraft include such
aircraft as the Beech Super King Air 200;
Cessna Citation models I, II, and III; Falcon
50/900; and Learjet models 25 and 55,
Table 3A provides a listing of typical aircraft
that frequent Iowa City Municipal Airport
including the approach speed, wingspan,
maximum take.off weight, and Airport
3-2
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Reference Code. In addition{ the survey
responses indicated a potential for use by
other business jets such as the Canadair
Challenger{ Learjet 35, and the Gulfstream
IV if adequate airport facilities would
TABLE 3A
Aircraft ClassiOcatlons
Iowa City Municipal Airport
:'W"
, "',
"
;
become available, Therefore, the mixture
of these forecasted aircraft types combined
with the existing aircraft fleet mix can be
accommodated by maintaining airport
design standards to ARC 0-11 specifications,
Slngle.Englne Piston
i Cessna 150 55 32.7 A-I 1,600
I Beech Bonanza 75 37,8 A-I 3,850
I
I Twln.Englne Piston
i Beech Baron 101 37,8 B.I 6,200
I Cessna 402 95 39,8 B.I 6,300
,
i Piper Navajo 100 40,7 B-1 6,200
I
I Cessna 421 96 41,7 B-1 7,450
I Turboprop
I Piper Cheyenne 110 47.7 B-1 12,050
i", Beech Klng.Alr Bl00 111 45.8 B.I 11,800
I '\.) Super Klng.Alr 103 54,S B-II 12,500
Cessna 441 100 49,3 B-II 9,925
Mltsublshl MU-2 119 39,2 B.I 10,800
I
Corporate Jets
, Cessna Citation I 108 47,1 B-1 11,850
I
I Cessna Citation II 108 51,7 B-II 13,300
I Cessna Citation III 114 53.5 B-II 22,000
I Learlet 25 137 35.6 C.I 15,000
Learjet 55 128 43,7 C.I 21,500
I Falcon 10 104 42,9 8-1 18,740
, Falcon 20 107 53,5 B.II 28,660
i
, BAe 800 125 51.4 C.II 23,350
i
i Israeli Westwlnd 127 44,8 C.I 23,300
Potential Users
Learlet 35 143 39.5 0-1 18,300
Canadalr Challenger 125 61.8 C.II 41,250
Falcon 900 100 63.4 B.II 45,500
Gulfstream IV 145 77,8 0.11 71,780
i
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Iowa City Municipal Airport is currently
classified in the National Plan of Integrated
Airport Systems (NPIAS) as a general
aviation transport type airport. Such
airports are designed for business jets and
transport type aircraft. The airfield facility
requirements outlined in this chapter
correspond to the design standards
described in fAA's Advisory Circular
150/5300-13, Airport Design.
3-3
/7/7
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The following airfield facilities are outlined
to describe the scope of facilities that
would be necessary to accommodate the
airport's role throughout the planning
period,
RUNWAYS
The adequacy of the existing runway system
at Iowa City Municipal Airport has been
analyzed from a number of perspectives
including airfield capacity, runway
orientation, runway length, and pavement
strength. From this information,
requirements for runway improvements
were determined for the airport.
Airfield Capacity
A demand/capacity analysis measures the
capacity of the airfield facilities (i,e.,
runways and taxiways) in order to Identify
and plan for additional development needs.
The capacity of the airport's runway system
to meet future operational demand can be
determined without detailed analysis,
Annual capacity of a single primary runway
configuration normally exceeds 150,000
operations with a suitable parallel taxiway
available.
Since the forecasts for Iowa City Municipal
Airport indicate the activity throughout the
planning period will remain well below
100,000 operations, the capacity of the
existing runway-taxiway system will not be
reached, Therefore, the facility
requirements analysis will concentrate on
developing the appropriate facilities to
improve safety and service considerations
rather than demand variations,
Runway Orientation
The Iowa City Municipal Airport is currently
equipped with three runways, The primary
runway, Runway 6-24, is 4,355 feet long by
150 feet wide and is oriented in a
northeast-southwest direction. Runway 12-
30 is 3,900 feet long by 150 feet wide and
is oriented in a northwest-southeast
direction, Runway 17-35 is 3,875 feet long
by 150 feet wide and is oriented in a
north-south direction.
Ideally, the primary runway at an airport
should be oriented as close as practical in
the direction of the predominant winds to
maximize the runway's usage, This
minimizes the percent of time that a
crosswind could make the preferred runway
inoperable,
Federal Aviation Administration Advisory
Circular 150/5300-13, Design Standards,
recommends that a crosswind runway
should be made available when the primary
runway orientation provides less than 95"
percent wind coverage for any aircraft
forecast to use the airport on a regular
basis. The 95 percent wind coverage is
computed on the'basis of the crosswind not
exceeding 10,5 knots (12 miles-per-hour
lmph]) for Airport Reference Codes A-I and
B-li 13 knots (15 mph) for Airport
Reference Codes A-II and B-lIi 16 knots
(18 mph) for Airport Reference Codes A-III
and B.III, plus C-I through 0-111; and 20
knots (24 mph) for Airport Reference Codes
A-IV through D-VI,
A crosswind analysis was prepared as part
of this master plan, Included in this
analysis was an evaluation of the wind
coverage for the existing airport site and
also a general wind analysis to determine
the point where wind coverage would be
maximized for a single runway orientation,
The latter will be used in subsequent
evaluations of alternative airport sites, The
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most current wind data available for this
area is for Des Moines, Iowa, This data
was used for the crosswind analysis
contained herein. Wind data for both all-
weather conditions and Instrument Flight
Rule (IFR) conditions are represented on
the windroses, Exhibit 3A, in terms of the
percentage of time winds of different
velocities blow from various directions,
For the existing Iowa City Municipal
Airport, an analysis of the all-weather
wind rose and the IFR wind rose revealed
that aircraft can operate on any of the three
existing runways and obtain the necessary
95 percent coverage for 18 mph
crosswinds. Based upon a more detailed
analysis of the wind data, it appears that a
two-runway combination of the primary
Runway 6-24 with each of the two
crosswind runways (6.20 or 17-35) provides
the required 95 percent wind coverage of
the 15 mph crosswinds during both all-
weather and IFR conditions, but not the 12
mph crosswinds. Therefore, one crosswind
runway is needed to provide the required
coverage for A-II and B-II aircraft, while the
second crosswind is needed to provide the
required coverage for A-I and B-1 aircraft,
This analysis is presented in Exhibit 3A.
It should be noted that generally the
Federal Aviation Administration will only
fund the development and maintenance of
those runways that are necessary to provide
the required wind coverage and airfield
capacity needed for the safe and efficient
operation of the airport. Typically, this can
be accommodated in the proper orientation
of a two-runway system for most general
aviation airports, However, based upon the
above crosswind analysis, it appears that
the existing three-runway system is justified
in order to accommodate the general
aviation needs of the Iowa City Municipal
,.,:,
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Airport. As such, the maintenance of the
third runway at the existing Iowa City
Municipal Airport would seem to be eligible
for FAA funding assistance,
Further, using the wind data presented in
Exhibit 3A, a general analysis of wind
coverage was made to determine the point
at which the wind coverage for a single
runway orientation would be maximized.
Wind coverage for each ten degree interval
on the windrose was calculated, As shown
in Table 3B, a runway with a 155 degree
orientation will achieve the maximum wind
coverage at the 12, 15, and 18 mph
crosswinds, although only the 18 mph
crosswind achieves the required 95 percent
wind coverage. Therefore, from this
analysis, an airport to serve the general
aviation needs of the Iowa City/Johnson
County area will require both a primary
runway and a crosswind runway, Unlike at
the existing Iowa City Municipal Airport, a
further evaluation of wind coverage verifies
that the proper orientation of a two-runway
system will achieve the required 95 percent
wind coverage of the 12, 15, and 18 mph
crosswi nds.
Runway Length
The determination of runway length
requirements for the airport are based on
four primary factors:
~ Critical aircraft type expected to use the
airport.
~ Mean maximum daily temperature of the
hottest month,
~ Runway gradient.
~ Airport elevation,
3-5
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190 180
SOURCE,
NOAA National Climatic Canter,
Asheville, N,C,
DATA STATION.
Des Moines International Airportl
Des Moines, Iowa
35
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IISKH0T9
20KJIOTS
OBSERV A TIONS,
70,125 Observations
1963 - \990
Runway 6-24
Runway 12-30
Runway 17-35
Runways 6-24 &: 12-30 Combinod
Runways 12-30 &: 17-35 Combined
All Runways Combined
ALL WEATHER WIND COVERAGE
10,5 Knols 13 Knots 16 Knots
, 78,70% ' 87.38% ' 95.76%
86,22% 92,76% 97,92%
87,58% 93,19% 97,63%
92.44% 97,23% 99,25%
94,61% 97,85% 99,23%
99,80% 99,96% 97,63%
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TABLE 3B
Wind Coverage Analysis
All-Weather Conditions
Runway
Orientation
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
155
160
170
180
86,52
85.13
83.59
81,87
80.23
79.12
78,70
79.10
80.22
81,88
83.62
85.39
87.15
88.68
89,60
89.74
89,63
88,91
87.83
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PERCENT WIND COVERAGE
'!NN
'air!
92.40
91.34
90.35
89.37
88,40
87.65
87.38
87,69
88,59
89,75
90.98
92,20
93,34
94.21
94,67
94.73
94,67
94,22
93.38
97,22
96,72
96.30
95,98
95.74
95,62
95.74
96,07
96.49
96,94
97.36
97.74
98,11
98.36
98.48
98.68
98.43
98,18
97.73
Source: NOM, Asheville, North Carolina; Data Station: Des Moines, Iowa; 70,125 -
Observations, 1983-1990.
An analysis of the existing and future fleet
mix indicates that the critical aircraft to be
operating from Iowa City Municipal Airport
are, and will continue to be, business jets,
Within the business jet category, aircraft
range from the Cessna Citation I with
minimal runway length requirements to the
Learjet Models 25 and 55; and the
Grumman Gulfstream IV, requiring longer
runway lengths. These aircraft types are
typically greater than 12,500 pounds
maximum take-off weight and are therefore
classified as large airplanes,
Aircraft operating characteristics are affected
by three primary factors, They are the
mean maximum temperature of the hottest
month, the airport's elevation, and the
gradient of the runway, The mean
maximum daily temperature of the hottest
month for Iowa City, Iowa is 86,1 degrees
Fahrenheit. The airport elevation is 668
feet MSL. The effective runway gradient for
Runway 6-24 is 0,28 percent,
Table 3C outlines the runway length
requirements for various categories of
aircraft. At the present time, the airport's
largest runway (Runway 6-24 at 4,355 feet)
is only capable of fully accommodating the
needs of small aircraft (those weighing less
than 12,500 pounds). This length is fully
3-6
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capable of accommodating nearly all
private individual flyers and some small
corporate-class aircraft. However, this
runway length is limited in adequately
accommodating the present demand being
placed upon the airport by business jet
users. Despite the runway length
limitations, the airport is experiencing over
800 operations by business jets annually.
At least two focal businesses have indicated
that the available runway length limits their
ability to upgrade the aircraft they currently
base at Iowa City Municipal Airport.
Others indicated that the limitations affect
the ability for their corporation's aircraft or
those of clients and suppliers to fly into
Iowa City.
TABLE 3C
Runway Length Requirements
Iowa City Municipal Airport
&'1.;\.:'.'111'"": ..'.":\ ,... ~..',: ','.', '; ':""1\. W.%.J:.. J%.liiW. *~. 'W.'I.'.<<':. !S;\.jf!WM...'....'ih.*I&f~..M.'Pl. :M@;iw&.1m@:,.)"".'Ml!:"
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Wi:mm% , ',,\">;'X>1J:'$t -i.%.%# :.: :;:;:.fL. .<;".~.;,~.h~.,;,..!{h }'x,.:<::;$'~\'&k~~\'I"~...~%'t.:M;,::~:k~M,*k:,:..t~%*. ,',.
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Airport elevation ......................,.................... 668 _ feet
Mean daily maximum temperature of the hottest month. . , , . , . , , . . , . ., 86,10 F
Maximum difference in runway centerline elevation. . . . , . . . . , , . . . , , , . ., 13 feet
length of haul for airplanes of more than 60,000 pounds. . . . . . . . , .. . .. 500 miles
i'1I1'ill%:K_I'~'Wl~Wt.#'Wfl%1MMWl ~.WWjfBlwl~t'W1tFwif4ffl'jI#~\R'1%lf~IP'qY' ,
P;..,.. 'w'%t.R:..;~XXt..\till,~m11rJtt~1B.!LCI~~~J1L!i1t!1~RtI;~lg],!fJJ\ffimmlqJ..
Small airplanes with approach speeds of less than 30 knots ".,..,...... 300 feet
Small airplanes with approach speeds of less than 50 knots ..,..,..."" 900 feet
Small airplanes WiUl less than 10 passenger seats
75 percent of these small airplanes ...."..",."..",..",.,. 2,700 feet
95 percent of these small airplanes ........................... 3,200 feet
100 percent of these small airplanes .......................... 3,900 feet
Small airplanes with 10 or more passenger seats .,.,..,....".."". 4,300 feet
Large airplanes of 60,000 pounds or less
75 percent of these large airplanes at 60 percent useful load ......... 5,500 feet
75 percent of these large airplanes at 90 percent useful load ,..."". 7,000 feet
1 00 percent of these large airplanes at 60 percent useful load ........ 5,600 feet
100 percent of these large airplanes at 90 percent useful load """.' 8,400 feet
REFERENCE: AC 150/5325.4A, RUNWAY lENGTH REQUIREMENTS FOR AIRPORT DESIGN,
Note: Small airplane Is an airplane of 12,500 pounds or less maximum take.off weight.
large airplane Is an airplane of more than 12,500 pounds maximum take.off
weight.
Based upon this existing and potential use,
the airport could best serve the general
aviation needs of the community with a
runway length designed to accommodate at
least 75 percent of the large general
aviation aircraft of 60,000 pounds or less at
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60 percent useful load, At the temperature
and elevation in the Iowa City area, a
runway length of 5,500 feet would be
required for the primary runway,
Ultimate plans for the airport should
consider a runway capable of
accommodating 100 percent of the general
aviation aircraft at 60 percent useful load.
A runway length of 5,600 feet would be
necessary according to Table 3C. Because
only 100 additional feet is involved, it is
recommended that the additional length be
included in the initial development project.
Further, the primary runway should be 100
feet in width to conform to 0-11 design
standards,
The crosswind analysis of the existing Iowa
City Municipal Airport indicates that one
crosswind runway should be designed to
accommodate B-II aircraft, while the
second crosswind runway should be
designed to accommodate B-1 aircraft. B-1
and B-II aircraft primarily fall into small
airplane range, weighing less than 12,500
pounds, Table 3C recommends a runway
length of 3,900 feet to accommodate 100
percent of small airplanes with less than 10
passenger seats which is suitable for the B-II
design category, For the B-1 category of the
second crosswind runway, a runway length
of 3,200 feet to accommodate 95 percent
of small airplanes with less than 10
passenger seats will be adequate through
the planning period, Additionally, the B-II
crosswind runway should be 75 feet in
width while the B-1 crosswind runway
should be 60 feet in width to conform to
FAA design standards,
It should be noted, however, that if an
alternate airport site were planned to
accommodate the general aviation needs of
the Iowa City/Johnson County area, a two-
runway system with the proper wind
orientation would be adequate, In a two-
runway system, a primary runway with an
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ultimate length of 5,600 feet and a
crosswind runway with an ultimate length
of 3,900 feet is recommended.
Pavement Strength
All existing runways at Iowa City Municipal
Airport have a pavement strength of 25,000
pounds Single Wheel load (SWl) and
45,000 pounds Dual Wheel load (OWL).
Typically, 12,500 pounds SWl is adequate
for crosswind runways which will
accommodate small airplanes of 12,500
pounds or less, such as B-1 and B-II aircraft.
Therefore, the existing pavement strength is
adequate for the crosswind runways
through the planning period. However, this
pavement strength is not adequate for the
primary runway. Because the primary
runway should be designed to ultimately
accommodate 0-11 aircraft, such as the
Grumman Gulfstream IV with a maximum
weight of 71,780 OWL, the pavement
strengths of the primary runway should be
upgraded to 30,000 SWl and 70,000
OWL
J
TAXIWAYS
Taxiways are constructed primarily to
facilitate aircraft movements to and from
the runway system, Some taxiways are
necessary simply to provide access between
the aprons and runways, whereas other
taxiways become necessary as activity
increases at an airport to provide safe and
efficient use of the airfield. As runway
traffic increases, the capacity of the taxiway
system may become the limiting operational
factor. The taxiway system should provide
for free movement to and from the runway,
terminal/cargo, and parking areas, It is
desirable to maintain a smooth flow with a
minimum number of points requiring a
change in the airplane's taxiing speed,
3-8
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The existing taxiway system zt Iowa City
Municipal Airport provides only limited
access between airfield and landside
facilities, Runway 6-24 has an access
taxiway, 50 feet wide, which serves the
Runway 24 end only. Similarly, Runway
12-30 has an access taxiway, 50 feet wide,
which serves the Runway 30 end only and
Runway 17-35 has an access taxiway, 50
feet wide, which serves the Runway 17 end
only,
The required separation between the
primary runway and a parallel taxiway
should be 400 feet in order to meet the
criteria established by FAA Advisory
Circular 150/5300-13 for runways
accommodating 0-11 aircraft. The required
separation between the crosswind runways
and a parallel taxiway should be at least
240 feet in order to meet the criteria for
runways accommodating B-II aircraft or 225
feet in order to meet the criteria for
runways accommodating B-1 aircraft.
Given the type and level of air traffic
projected for Iowa City Municipal Airport
through the planning period, all runways
should have full length parallel taxiways
and connecting transverse taxiways
between the runways and parallel taxiways,
The recommended width of the taxiways
for the primary runway and the B-II
crosswind runway is 35 feet, with 10 foot
shoulders, The recommended width of the
taxiway for the B-1 crosswind runway is 25
feet, with 10 foot shoulders, Taxiways
should generally be designed to meet the
same strength as the runway,
NAVIGATIONAL AIDS AND LIGHTING
Navigational aids provide two primary
services to airport operations - precision
guidance to a specific runway and/or non-
precision guidance to a runway or the
airport itself. The basic difference between
,,-
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a precision and a non-precision navigational
aid is that the former provides electronic
descent, alignment, and position guidance;
while the non-precision navigational aid
provides only alignment and position
location information, The necessity of such
equipment is usually determined by design
standards predicated on safety
considerations and operational needs, The
type, purpose, and volume of aviation
activity expected to use the airport are
factors in the determination of the airport's
eligibility for navigational aids,
Currently, Iowa City Municipal Airport has
four published non-precision approaches:
a VOR approach to Runway 35, utilizing
the Iowa City VORTAC; an NDB approach
to Runway 30, utilizing the Hawkeye NDB
which is located on the airport; and an
RNAV approach to Runway 24, utilizing the
Iowa City VORT AC. Additionally, a non-
precision approach is available to the
airport itself utilizing the Hawkeye NDB,
All other runways have visual approaches,
The best minimums available at Iowa City
Municipal Airport are 500 foot cloud
ceilings and one mile visibility for Category
A and B aircraft and 500 foot ceilings and
1 1/4 mile visibility for Category C aircraft,
By comparison, instrumentation available at
Ames Municipal Airport provides for
landings down to a minimum of 400 feet
and 3/4 mile. Airports with precision
instrument landing systems (IlS), such as is
available at Cedar Rapids Municipal
Airport, have minimums of 200 feet and
1/2 mile.
For long-range planning purposes, a
precision approach should be considered
for the Iowa City Municipal Airport. A
precision approach would permit the
airport to remain open down to 200 foot
cloud ceilings and one-half mile visibility,
A precision approach at Iowa City
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Municipal Airport would reduce the need
to divert to Cedar Rapids Municipal Airport
when weather minimums are too low for
the existing non-precision approaches, As
an interim measure, navigational aid
improvements, such as a localizer, should
be considered to lower the minimums
similar to those at Ames Municipal Airport.
A localizer is the initial piece of
instrumentation integral to developing a full
IlS approach,
Visual glide path indicators (GVGI) are
systems of lights located at the side of the
runway which provide visual descent
guidance information during an approach to
the runway. There are currently GVGI
systems on four approaches at Iowa City
Municipal Airport. Approaches to Runways
17 and 35 are equipped with visual
approach slope indicators (V ASI-4),
Precision approach path indicators (PAPI),
which are similar to VASI's, are installed on
Runway 6-24, Similar approach lighting
systems should be planned for all runway
approaches.
Runway identification lighting provides the
pilot with a rapid and positive identification
of the runway end. The most basic system
involves runway end identifier lights
(REll's). REll's should be considered for all
lighted runways not planned for a more
sophisticated approach light system, To
assist in obtaining the lowest instrument
approach minimums possible, an approach
lighting system should be planned for the
runway with the best instrument approach,
A medium intensity approach light system
(MAlS) should accompany non-precision
navigational aid improvements, If and
when a full IlS is installed, runway
alignment indicator lights could be added
to this system to provide a full MAlSR
approach light system,
, ';'1
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All runways are equipped with medium
intensity runway lighting (MIRl), This is
adequate through the planning period.
Runway marking should remain non-
precision on all runways until such time
when a precision approach is installed on
the primary Runway 6-24, At such time,
then, the runway marking should be
upgraded to precision marking,
Taxiway edge lighting should be ultimately
planned for all taxiways, They provide
maximum utilization of, the airport and
reduce potential for accidents, However,
taxiway edge delineators are an effective
and less expensive means of delineating the
taxiway edge at night and may be used in
lieu of a taxiway lighting system on an
interim basis,
.; ,
The airport also presently has a wind tee
which provides pilots with information
about wind and runway usage. In addition,
an airport beacon assists in identifying the
airport from the air at night, Each of these
facilities should be maintained in the future.
Air Traffic Control Towers (ATCT) have
been established at many airports to
provide for a safe, orderly, and expeditious
flow of traffic in the vicinity of the airport.
An airport must meet certain criteria to
qualify for an FAA-operated tower. The
long-range forecasts for Iowa City Municipal
Airport do not indicate sufficient
operational activity to qualify for an FAA
tower during the planning period,
Information on current weather conditions
is also important to the pilot. Automated
weather reporting stations such as AWOS
and ASOS are available that provide this
information. It is recommended that such
a system be included in the planning of an
airport at Iowa City.
3-10
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U\NDSIDE FACILITIES
Landside facilities are those necessary for
handling of aircraft, passengers, and cargo
while on the ground, These facilities
provide the essential interface between the
air and ground transportation modes,
These areas will be subdivided into two
parts: general aviation facilities and support
facilities, The capacities of the various
components of each area were examined in
relation to projected demand to identify
future lands ide facility needs,
GENERAL AVIATION
TERMINAL FACILITIES
The purpose of this section is to determine
the space requirements during the planning
period for the following types of facilities
normally associated with general aviation
terminal areas:
. Hangars
. Aircraft Parking Apron
. General Aviation Terminal
Hangars
The demand for hangar facilities depends
on the number and types of aircraft
expected to be based at the airport. Actual
percentages of based aircraft desiring
hangar space will vary across the country as
a function of local climate conditions,
airport security, and owner preferences,
The percentage of based aircraft that is
hangared normally ranges from approxi-
mately 30 percent in states with moderate
climates to over 80 percent in states subject
to extreme weather conditions,
Weather is not the only factor that
influences the demand for hangar storage,
The trend in based general aviation aircraft,
whether single- or multi.engine, is in larger,
,
, "I
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more sophisticated and more expensive n
aircraft. Owners of these types of aircraft "
normally desire hangar space to protect
their investment.
Based upon an analysis of existing aircraft
storage at Iowa City Municipal Airport and
other similar general aviation facilities,
percentages representing hangar require-
ments for the various types of general
aviation aircraft have been calculated,
Approximately 75 to 80 percent of those
owning single-engine aircraft, 100 percent
of those owning multi-engine aircraft, and
100 percent of those owning turbine or
rotary aircraft would desire hangar space,
Based on these assumptions, the percent-
ages were applied to the fleet mix forecasts
to determine the projected number of
aircraft requiring hangar space in 1992,
1997, 2002, and 2012.
;".
Of the aircraft to be stored in hangars, it is.
necessary to determine what percentages of (,,)
these aircraft would utilize conventional-
type hangars as opposed to individual T-
hangars, General aviation airports have
been experiencing an increasing trend
towards T-hangars, Not only are T-hangars
less expensive to construct, but they
provide the aircraft owner more privacy
and greater ease in obtaining access to the
aircraft. The principal uses of conventional
hangars at general aviation airports are for
large aircraft storage, storage during
maintenance, and for housing fixed base
activities,
The final step in the process of determining
hangar requirements involves estimating the
area necessary to accommodate the
required hangar space, A planning
standard of 1,000 square feet per based
aircraft stored in T-hangars was used.
Planning figures for conventional hangars
indicate an area of 1,200 square feet for U
piston and rotary aircraft and 2,500 square
feet for turbine aircraft. These figures were
3-11
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applied to the aircraft to be hangared in
conventional and T-hangars to determine
the area to be devoted to hangar facility
requirements through the planning period,
It was assumed that 100 percent of multi-
engine, turbine, and rotary aircraft would
be housed in conventional hangars. In
addition, the single-engine requiring hangar
space that were not allocated to T-hangars
would be stored in conventional hangars.
Further, an area up to 15 percent of the
total hangar space on the airport should be
allocated for maintenance shop facilities, It
is also assumed that this maintenance area
would be housed in conventional hangar
space. Table 3D compares the existing
hangar availability to the future hangar
requirements.
;.
TABLE 3D
Hangar And Hangar Apron Requirements
Iowa City Municipal Airport
'.....
Based Aircraft
Single-Engine 42 43 46 53
Multi-Engine 5 5 6 8
Turboprop 5 6 7 9
Jet 0 2 3 4
Rotorcraft --1 --1 --1 ..l
",.., Total 53 57 63 76
I '.....)
Aircraft to be Hangared .
Single-Engine 31 33 36 42
Multi-Engine 5 5 6 8
Turboprop 5 6 7 9
Jet 0 2 3 4
Rotorcraft --1 --1 --1 ..l
Total 42 47 53 65
Conventional Hangar Positions 13 12 14 17 23
T -Hangar Positions 30 30 33 36 42
Conventional Hangar Area (s,f.) 29,460 28,500 36,200 43,800 57,500
Aircraft Storage 21,210 20,900 27,200 33,400 44,500
Aircraft Maintenance 8,250 7,600 9,000 10,400 13,000
T-Hangar Area (s.f,) 29,700 30,000 33,000 36,000 42,000
Total Hangar (s.f.) 59,160 58,500 69,200 79,800 99,500
· Future percentages of aircraft to be hangared: single.engine piston, 75% to 80%;
multi-engine piston, 100%; turboprop, jet, and rotorcraft, 100%.
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Existing hangar space at Iowa City
Municipal Airport consists of 30 T-hangars
positions and thirteen conventional hangar
positions, From the analysis in Table 3D,
there is a need for additional T-hangar
positions early in the planning period, In
fact, the surveys indicated that several
additional aircraft would move to Iowa City
Municipal Airport if hangar space were
available, By the year 2012, it is projected
that at least 12 additional units will be
needed. This could be accommodated
with the construction of one 12-unit T-
hangar building mid-way through the
planning period. Additional conventional
hangar space will also be needed mid-way
through the planning period for aircraft
storage and aircraft maintenance.
Aircraft Parking Apron
A parking apron should be provided for at
least the number of locally-based aircraft
that are not stored in hangars, as well as
transient aircraft As discussed in the
previous section, it was assumed that 25
percent of all single-engine based aircraft
(decreasing to 20 percent by the end of the
planning period) would be stored full-time
on the ramp. Therefore, the parking apron
should be calculated on 25 percent of
locally-based aircraft (decreasing to 20
percent by the end of the planning period)
plus the number of itinerant aircraft that
can be expected to use tie-down spaces
through the planning period.
There are presently 36 tie-down spaces at
Iowa City Municipal Airport. Sixteen paved
spaces are located on the existing 5,500
square yard apron located west of the
terminal building on the west side of the
taxiway, In addition to this parking apron,
there is a smaller apron on the east side of
the taxiway adjoining the terminal building
measuring approximately 1,600 square
"
yards which is also used for aircraft parking.
Additionally, there are approximately 20
grass tie-down spaces located adjacent to
this apron.
FAA Advisory Circular 150/S300-13A
suggests a methodology by which transient
apron requirements can be determined
from knowledge of busy-day operations. At
Iowa City Municipal Airport, the number of
itinerant spaces required was determined to
be approximately 17.5 percent of the busy-
day itinerant operations, FAA planning
criterion for tie-down spacings suggests that
670 square yards per aircraft be applied to
the number of itinerant spaces to determine
future transient apron requirements, The
area needed for parking locally-based
aircraft is smaller per aircraft than for
itinerant aircraft due to knowledge of the
specific type of based airplanes and closer
clearance allowed between airplanes,
Therefore, the FAA planning criterion of
570 square yards per aircraft was applied to
the number of based aircraft spaces to
determine future apron requirements, The'
results of this analysis are presented in
Table 3E. As shown in this table, the
existing apron area is significantly
undersized, and based upon the FAA sizing
criteria for tie-down spaces, a substantial
expansion of the existing ramp will be
required early in the planning period,
General Aviation Terminal
A general aviation terminal building has
several functions which includes providing
space for passenger waiting, pilot's lounge
and flight planning, concessions,
management, storage, and various other
needs, This space is not necessarily limited
to a single, separate terminal building but
also includes the space offered by fixed
base operators for these functions and
services,
3-13
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Local Ramp Requirements
Based Aircraft Positions
Apron Area (s,y.)
Itinerant Ramp Requirements
Busy Day Itinerant Operations
Itinerant Aircraft Positions
Apron Area (s.y,)
Total Positions
Total Apron Area (s,y,)
Notes: 1 Includes 20 grass tie-downs, 2 Paved apron area only,
The methodology used in estimating general
aviation terminal facility needs was based
on the number of airport users expected to
utilize general aviation facilities during the
design hour and FM guidelines, A
planning average of 2,1 passengers per
TABLE 3E
Aircraft Parking Apron Requirements
Iowa City Municipal Airport
"',
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flight increasing to 2,5 passengers per flight
by the end of the planning period was
multiplied by the number of design hour
itinerant operations to determine design
hour itinerant passengers.
11
6,300
10
5,700
11
6,300
10
5,700
99 115 134 176
17 20 23 31
11,400 13,400 15,400 20,800
361 28 30 33 42
7,1W 17,000 19,100 21,100 27,100
Space requirements were then based upon
providing 60 square feet per design hour
itinerant passenger. At Iowa City Municipal
Airport, general aviation terminal services
are located in the terminal building, Table
3F outlines the general space requirements
TABLE 3F
General Aviation Terminal Area Requirements
Iowa City Municipal Airport
Design Hour Itinerant Passengers
General Aviation Terminal
Building Space (s.f,)
,
for general aviation terminal services at
Iowa City Municipal Airport through the
planning period, As shown in the table, the
existing general aviation terminal facilities
are adequate through the planning period,
30 37 44
62
5,400 1,800 2,200 2,600
3,700
3-14
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A VIA nON SUPPORT FACILITIES
Various facilities that do not logically fall
within classifications of airfield or general
aviation landside facilities have been
identified for inclusion in this Master Plan,
Facilities examined in this section include:
~ Airport Access and Vehicle Parking
~ Fuel Storage
AIRPORT ACCESS
AND VEHICLE PARKING
Major highway access to the Iowa City area
is provided by Interstates 80 and 380 and
U,S, Highway 218, The Iowa City
Municipal Airport can be accessed most
directly from U.S, Highways 218 and 6
which connect to Riverside Drive, a two-
lane roadway, which runs along the east
side of the airport, Riverside Drive is a
major arterial which provides access to the
Iowa City Central Business Distl;ct and the
University of Iowa Campus, located
approximately two miles to the north, To
the south, Riverside Drive turns into Old
Highway 218 and connects to U.S, High-
TABLE 3G
Automobile Parking Requirements
Iowa City Municipal Airport
Design Hour Itinerant Passengers
Auto Parking Spaces
Auto Parking Area (s.f.)
way 218 via an interchange approxi-
mately 2 miles south of the airport entrance
drive. This access roadway system to Iowa
City Municipal Airport provides for
adequate roadway capacity through the
planning period.
The requirements for public vehicle parking
may be determined as a function of the
design hour passengers. Using a planning
standard of 1.3 spaces per design hour
passenger, the needed number of
automobile parking spaces can be
determined, This number multiplied by a
standard of 315 square feet per parking
space will yield the area needed for
automobile parking at Iowa City Municipal
Airport. Automobile parking requirements
through the planning period are depicted in
Table 3G, As shown in this table, 36
additional automobile parking spaces will
be needed by the end of the planning
period, However, approximately 30
additional automobile parking spaces are
located to the north of the corporate
hangars, If this area was opened up to
public vehicle parking, there would be
adequate automobile parking spaces
available until late in the planning period,
45'
17,000'
39 48
12,300 15,100
57
18,000
81
25,500
NOTE: 1 Does not include auto parking area located north of the corporate hangars.
FUEL STORAGE
Aviation fuel storage at Iowa City Municipal
Airport is located underground to the north
of the terminal building, The existing fuel
storage capacity at the airport consists of
three tanks: one 8,000 gallon 100ll Avgas
tank and two Jet A tanks (one 5,000 gallon
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Mill; 1,980 2,250 2,580 3,330
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'~~''''~l!:&.b.V,jy.,
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tank and one 4,000 gallon tank), totalling
9,000 gallons, The fuel storage facilities are
owned by the City of Iowa City but leased
to and operated by the fixed base operator,
The fixed base operator also has two 560
gallon refueling trucks, one for Avgas and
one for Jet A fuel. In addition, Hansen-
lind-Meyer, an Iowa City corporation
which hangars their corporate aircraft at
Iowa City Municipal Airport has their own
10,000 gallon underground Jet A tank. This
tank is located between the two corporate
hangars but is not included in this analysis
of fuel storage requirements because it
serves a single user,
An examination of fuel sales at Iowa City
Municipal Airport over the past six years
reflects an increase in the consumption of
jet A and a decrease in Avgas usage. In
TABLE 3H
..--.\ Fuel Storage Requirements
',,) Iowa City Municipal Airport
Annual Operations
Average Monthly Operallons
Avgas Storage
Average Monthly Piston Operations
Gallons Per Operallon
Monthly Fuel Usage
Avgas Storage Requirements (gal,)
Jet A Storage
Average Monthly Turbine Operations
Gallons Per Operallon
Monthly Fuel Usage
Jet A Storage Requirements (gal.)
SUMMARY
'.~J
The intent of this chapter has been to
outline the facilities required to meet
general aviation demands projected for
Iowa City Municipal Airport through the
year 2012, A summary of the airfield,
airline terminal, and general aviation facility
I .",
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,
1991, jetA fuel comprised 46 percent of all
fuel pumped at the airport, increasing from
25 percent in 1986, It is projected that this
trend will continue through the planning
period with the forecasted increase of
turbine aircraft in the airport's operational
fleet mix,
The analysis of aircraft operations and fuel
consumption at Iowa City Municipal Airport
revealed that Avgas is used at a rate of
approximately 5.7 gallons per piston aircraft
operation, jet A fuel consumption averages
21 gallons per turbine aircraft operation,
Fuel storage requirements are depicted on
Table 3H and were based upon maintain-
ing a two week supply of fuel during an
average month. As shown in this table, fuel
storage capacity should be adequate for the
planning period.
8,000 4,200 4,500 5,200 6,500
400 530 640 900
21 21 21 21
8,400 11,100 13,400 18,900
3,900 5,200 6,300 8,BOO
requirements is presented on Exhibits 3B
and 3C.
These facility requirements will be used in
the following chapters to evaluate the
options available for meeting Iowa City's
general aviation needs in the future,
3-16
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~ RUNWAYS I
Runway 6.24 Primary RUllway Primary Runway
4,355' X 150' 5,500' X 100' 5.600'X 100'
25,000 # SWL 30,000 # SWL 30,000 # SWL
45,000 # DWL 70,000 # DWL 70,000 #OWL
Runway 12.30 Crnsswind Runway Crosswind Runway
3,900'X 150' 3,900' X 75' 3,900' X 75'
25,000 # SWL 12,500 It SWL Mioimum 12,500 # SWL Minimum
45,000 # DWL
Runway 17.35 Crosswind Runway' Crosswind Runway'
3.875' X 150' 3,200' X 60' 3,200' X 60'
25,000 # SWL 12,500 # SWL Minimum 12,500 # SWL Minimum
45,000 # DWL
Runway 6.24 Primary Runway Primary Runway
Access Taxiway Full Parallel Full Parallel
50' Wide 35' Wide 35' Wide
Runway 12.30 Crosswind Runway Crosswind Runway
Access Taxiway Partial Parallel Full Parallel
50' Wide 35' Wide 35' Wide
Runwa.f 17.35 Crosswind Runway' Crosswind Runway'
Access aXlway Parllal Parallel Full Parallel
50' Wide 25' Wide 25' Wide
NA VIGATIONALAIDS Runway 6.24 Primary Runway Primary Runway
PAI'l avO! avO!
RNAV.24 Non.Precision Approach Precision Approach c:
Runway 12.30 Crosswind Runway Crosswind Runway
NDB . 30 avO! avO!
Non.Precision Approach Non.Preeision Approach
Runway 17.35 O'osswind Runwav. Crosswind Runwav.
VASI.4 oval avO!
VOR . 35 Visual Approach Visual Approach
Airporl Beacon Airporl Reacon Airporl Beacon
Runway 6.24 Primary Runway Primary Runway
Non.Precision Marking MALS MALSR
MIRL Non.Predsion Marking Precision Marking
MIRL MIRL
Runway 12.30 Crosswind RunwaY Crosswind Runway
Non.Precision Marking RElL RElL
MUlL Non.Preclsion Marking Non.Precision Marking
MIRL MIRL
Runway 17.35 Crosswind Runway' Crosswind Runway'
RElL - 35 RElL REIL
Non.l~eeision Marking Visual Marking Visual Marking
MIRL MIRL MIRL
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Exhibil JDit
AIRFIELD FACILITY REQUIREMENTS 't i '11
Local Ramp
Positions 36 11 10 10 11
Itinerant Ramp ,
Positions 17 20 23 31
TOlalArca
(square yards) 7,100 17,000 19,100 21,100 27,100
'Included in Local Ramp
Positions.
FUEL STORAGE A VGAS
(gallons) 8,000 4,200 4,500 5,200 6,500
, ,',-,
JetA
(gallons) 9,000 3,900 5,200 6,300 8,800
'J Total
(gallons) 17,000 8,100 9,700 11,500 15,300
GENERALA VIATION
TERMINAL
TOlal Area
(square feci) 5,400 1,800 2,200 2,600 3,700
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Aircraft Positions 43 42 47 53 65
Convenlional
Hangars 13 12 14 17 23
T.Hangar.; 30 30 33 36 42
AUlo Parking
Spaces 45 39 48 57 81
TOlal Area
(square fect) 17,000 12,300 15,100 18,000 25,500
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LANDSlDE FACILITY REQUIREMENTS "
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Appendix A
AIRPORT RELOCATION FEASIBILITY
STUDY SURVEY RESULTS
1717
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Appendix A
AIRPORT RELOCATION FEASIBILITY STUDY
SURVEY RESULTS
," 'I
,
, I
In order to assess the future needs and direction for public airport facilities in the Iowa
City/Johnson County area, an airport relocation feasibility study survey was conducted. The
survey was mailed to 93 registered aircraft owners in Johnson and Iowa Counties and 88 major
employers in the Iowa City/Johnson County area. Of the 181 total surveys mailed, 90 were
returned for a 50 percent response rate.
In addition to the local users survey, a transient aircraft survey was made available to the
transient aircraft public in the fixed base operator facilities. Fifteen surveys were returned and
are also summarized in this appendix.
The following pages provide a summary of these survey results. All individual replies were kept
confidential.
RESULTS OF THE LOCAL USERS SURVEY
. This completed survey represents the responses of:
Individual aircraft owner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Business or Institution ,.......................,......
. Please indicate each aircraft owned, base airport, and estimated
average annual operations at Iowa City Municipal Airport (lOW)?
Aircraft T vpe
Single-engine Piston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Twin-engine Piston .,..,............................
Turboprop .......................................
Jet.. ......... .... . ... .. ... ..... .. . .. .. . .. ... . . .
Rotorcraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Base Airport
Iowa City . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cedar Rapids .....................................
Green Castle . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . .
Amana ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Picayune Field ....................................
Muscatine . . . . . . . . , . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . .
Private Home Airstrips ...............................
Out-or-state .............,.........,........."...
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46 51%
44 49%
!:
44 68.8%
9 14.1%
6 9.3%
3 4.7%
2 3.1% "
37 57.8%
10 15.6%
7 10.9%
2 3.1%
1 1.6%
1 1.6%
3 4.7%
3 4.7%
17/7
-.
RESULTS OF THE LOCAL USERS SURVEY
(Continued)
. Is the purchase of any additional or larger aircraft being seriously
contemplated? If yes, please indicate what type.
No............................................ .
79 87.8%
11 12.2%
4 36.4%
1 9.1%
2 18.2%
4 36.3%
o 0.0%
Yes ...........,............................ .',..
Type: Single-engine piston .... . . . . . . . . . . . . . . . .
T. . . t
wm-engme piS on . . . . . . . . . . . . . . . . . . . . .
Turboprop ..........................
Jet. .,............. . ........... ....
Rotorcraft ........ . . . . . . . . . . . . . . . . . . .
. Please indicate the percentage of use of your aircraft for:
Business ..... . . . . . . . . . , . . . . , . . . . . . . . . . . . . . . . . . . . .
N/A 57%
N/A 43%
Personal , . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . , . . . .
. Do the present runway lengths at Iowa City Municipal Airport
restrict your use of the airport? If yes, how much length is
required?
No............................................ .
Yes ..........,...................,...........,.
85 94.5%
5 5.5%
Runway length: ............. 5,000 to 6,000 feet
. What, if any, other types of improvements do you consider
necessal}' for an Iowa City Airport to meet your general aviation
needs?
Instrument Landing System .... . . . . . . . . . . . . . . . . . . . . . . . .
Additional T-hangars ................................
Weather Reporting System ............................
Competitive Fixed Base Operator Services .................
Resurfacing of Runways and Taxiways ..,.................
Lower Hangar Storage Costs . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cleaner, Upgraded Building Facilities. . . . . . . . . . . . , . . . . . . . .
New Location .................,...............,...
14 28.5%
7 14.3%
7 14.3%
7 14.3%
3 6.2%
3 6.2%
2 4.1%
2 4.1%
1 2.0%
1 2.0%
1 2.0%
1 2.0%
Sale of Automotive Gas ..............................
Air Traffic Control Tower .............................
More Ramp Space . . . . . . . . . . . . I . . . . . . . . . . . . . . . . . . . . .
More Runway Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , ,
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RESULTS OF THE LOCAL USERS SURVEY
(Continued)
The following questions were asked of business/institutional
respondents only.
. What do you typically transport through the Iowa City Airport?
Employees ........................... ............ 28 50%
Customers Of. ............. .........., ...., ....... 15 27%
Parts/T ools ........................... ......... ". 8 14%
Products . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . 5 9%
. If you rent or charter aircraft, what type of aircraft do you typically
use?
Single-engine Piston . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . 4 12.9%
Twin"engine Piston .,........................,...... 15 48.4%
Turboprop .........,.,.....................,...,. 5 16.2%
Business Jet. . . . . . . . . . . . . . . . . . . . . . . . . I . . . . . . . . . . . . . 6 19.3%
Helicopter ....................................... 1 3.2%
. If you are an Iowa City area firm, do you have clients or suppliers
that regularly use general aviation aircraft in their dealings with ,
you?
Virtually none use general aviation .......... .......... If 14 35.0%
One to ten time per year .... . . . . . . . . . . I . I . I . . . . . . . . . . 19 47.5%
One to five times per month . . . . . . I . . . . . . . . . . . I . . . . . . . . 5 12.5%
Twice a week or more. . . . . . . . . . . . . . . . . . . . . . I . . . . . . . . 2 5.0%
. What type of aircraft do your clients or suppliers utilize?
Single.engine Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4.1%
Twin"engine Piston ............. I . . . . . . . . . . I . . . . . I . . 7 29.2%
Turboprop ........................................ 3 12.5%
Business Jet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 54.2%
Helicopter ............ ................ ...... ..... 0 0.0%
. Miscellaneous comments
Leave airport in its present location ...... . . . . . . . . . . . . . . . . 11 N/A
New Fixed Base Operator .................. I . . . . . . I . I 5 N/A
The current three runway system is excellent; current airport is the
best general aviation airport in the state . . . . . . . . . . . . . . . . . . 3 N/A
The present airport is too close to populated areas; airport should
be moved for safety and noise abatement reasons .......... 2 N/A
Opposed to pure jet traffic . . . . . . .. . . .. . . . . . . . . . . . . . . . . 1 N/A
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RESULTS OF THE TRANSIENT AIRCRAFT SURVEY
. This completed survey represents the responses of:
Individual aircraft owner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 67%
Business or Institution ..... ..... ................ ..... 5 33%
. Please indicate the type and model of aircraft and where based?
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Aircraft T ype
Sin~le.en~ine ~iston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 53.3%
TWin-engine Piston ................................. 5 33.3%
Turboprop ....................................... 0 0.0%
Jet.... ... ........ ....... ..... ............ .. '" . 1 6.7%
Rotorcraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6.7%
Base Airport
Rock Falls, Illinois Davenport, Iowa
Lake In The Hills, Illinois St. Louis, Missouri
Moline, Illinois Grand Island, Nebraska
Mason City, Iowa Ivanhoe, Minnesota
. What do you typically transport through the Iowa City Airport?
Employees . ..... .... ....... ..... ..... .... ... ..... 4 27%
Customers . ................. ......... .... ... ..... 10 67%
Parts ..... .... ......... ..... ........ .... ... ..... 1 6%
Do the present runway lengths at Iowa City Municipal Airport ,
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restrict your use of the airport? If yes, how much length is
required?
No............................................ . 15 100%
Yes . ... ... ............. ......... ... ............ 0 0%
. What, if any, other types of improvements do you consider
necessal}' for an Iowa City Airport to meet your general aviation
needs?
Instrument Landing System ... . . . . . . . . . . . . . . . . . . . . . . . . . 3 50.0%
Weather Reporting System ............................ 2 33.4%
Restaurant ....................................... 1 8.3%
Building Maintenance .... '" ..... .... .... .... ....... 1 8.3%
. Do you regularly use the Iowa City Municipal Airport?
Seldom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I . 2 13.3%
One to ten times per year ...... I . . . . . . . . . . . . . . . . . . . . . 8 53.3%
One to five times per month . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 33.4%
Twice a week or more . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0.0%
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JOHNSON COUNTY AUDITOR TEL:3l9-356-6086
Aug 04,92 15:05 No.007 P.Ol/05
, Johlll()n COUR!7
\ IOWA~
BOARD OF SUPERVISORS
Churl~s D. Duffy
Stephen P. Lacina
Particia A. Meade
Richard E. Myers
Belty Ockcnf~ls
August 6, 1992
,.:
FORMAL MEETING
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Agenda
1. Call 10 ordcr 9:00 a.m.
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2. Action re: claims !
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3. Action rc: minutes I
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4. Action re: payroll authorizations
5. Busincss from thc County Auditor.
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a) Action rc: permits N
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b) Action ro: :.;S c ~il
reports 0' i'
c) Other I r":"W'>l
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a) Report rc: other items. )>: I.D
913S0UTlIDUBl1QUllsr. P,Q, BOX 1350 fOWA CITY,rOWAS2244. 1350 TEL: (319)356,6000 PAX:(319)11,f
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JOHNSON COUNTY AUDITOR TEL:319-356-6086
Aug 04.92 15:06 No.007 P,02/0S:.
Agenda 8.6.92
Page 2
7. 10:00 a.III.' Public Hearing on Zoning and Platting applications:
a) First and Second consideration of the following Zoning applications:
I. Application Z9225 of Mark Hamilton, owner, Solon requesting
rezoning of approximately 1.2 acres from Al Rural to RS
Suburban Residential of certain property described as being in the
SW 1/4 of the NE 1/4 of Section 14: Township 81 North; Range 7
West of the Slh P.M. in J61mson County, Iowa (This property is
located on the south side of Sandy Beach Road NE, 1/2 of a mile
south of its intersection with Curtis Bridge Road NE in Jefferson
Twp.).
"
2. Application Z9227 of Stanley Strutzman, owner, Kalona,
requesting rezoning of approximately 5.37 acres from Al Rural to
RS Suburban Residential of certain property described as being in
the NE 1/4 of the SE 1/4 of Section 11; Township 78 North: Range
8 West of the 5th P.M. in Johnson County, Iowa (This property is
located on the west side of Cosgrove Road SW, approximately 3/8
of a mile north of its intersection with SOOth Street SW in
Washington Twp.).
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3. Application Z9228 of Pleasant Valley, Inc., signed by Arle
Kroeze, Iowa City, requesting rezoning of 1.0 acres from Al Rural
to RS Suburban Residential of certain property desci'lbed as being
in the NW 1/4 of the SW 1/4 of Section 35; Township 79 North;
Range 6 West of lhe 5th P.M. in Johnson County, Iowa (This
property is located 1.5 miles south of Iowa City on the east side of
Sand Road SE in East Lucas Twp.).
4. An amendment 10 the Johnson County Zoning Ordin~nce,' Chapter
8;1.l6B, CPl and CP2, Planned Commercial District, as.JolIo~:
CP2. Permilled Uses add (10) Cemetery Monument Sale~S ~ '7l
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JOHNSON COUNTY AUDITOR TEL:319-356-6086
Aug 04,92 15:0? No.OO? P,03/05 '
Agenda 8.6.92
Page 3
b) Discussion/action re: the following Platting applications:
1. Application S9201 of Richard D. Means requesting preliminary
and tinal plat approval of Means Subdivision, a subdivision located
in the NE 1/4 of the NW 1/4 of Section 30; Township 78 North;
Range 6 West of the 5th P.M. in Johnson County, Iowa (This is a
I-lot, 3.00 acre, farmstead split located on the south side of 540th
Street SW, east of its intersection with Maier A venue SW in
Liberty Twp.),
2. Applicalion S9232 of Craig M. Byers requesling preliminary plat
approval of Wind wood Farm Subdivision, a subdivision located in
the E 1/2 of the SE 1/4 of Section 15; TOWJlship 81 North; Range
7 West of the 5th P.M, in Johnson County, Iowa (This is a IS-lot,
84,18 acre residential subdivision localed on the southeasterly side
of Curtis Bridge Road NE, approximately 1/2 mile south of its
intersection with Sandy Beach Road NE in Jefferson Twp.).
3. Applicalion S9243 of Emery Hochstetler requesting preliminary
and final plat approval of Pleasant Place Subdivision, a subdivision
located in the N 1/2 of the NE 1/4 of Seclion 18; Township 79
Norlhj Range 8 West of the 5th P.M. in Johnson County, Iowa
(This is a I-lot, 4,54 acre, farmstead split located art the south side
of IWV Road SW, approximately 1/4 of a mile west of Its
intersection with Baxter Avenue SW in Hardin Twp.)',
4. Application S9244 of John Rushek requesting preliminary and fmal
plat approval of Rushek Subdivision, a subdivision located in the
NE 1/4 of the NW 1/4 of Section 17; Township 81 North; Range
5 West of the 5th P.M. in Johnson County, Iowa (This is ~).lot:-.3
2,35 acre, farmstead split localed On the soulh sideo( 140th IDketf:; "n
approximately 1/4 of a mile east of its intersection witlf' -raf~ ==
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JOHNSON COUNTY AUDITOR TEL:319-356-6086
Aug 04,92
15:07 No.007 P.04/05
Agenda 8-6.92
Page 4
5. Application S9245 of Marvin L. Schuessler requesting preliminary
and final plat approval of Evergreen Subdivision, a subdivision
located in the NW 1/4 of the NW 1/4 of Section 36; Township 78
North; Range 5 West of the 5th P.M. in Johnson County, Iowa
(This is a 2-lot, 14.50 acre, farmstead split including one
agricultural lot located southeast of the intersection of SOOth Street
SE and Wapello Avenue SB in Lincoln Twp.).
6, Application S9246 of Randy Miller requesting preliminary. and
final pial approval of Scott's Third Subdivision (A Subdivision of
Lot I, Scolt's Second Subdivision) a subdivision located iri the SE
1/4 of the SW 1/4 of Section 20; Township 79 North; Range 6
West of the 5th P,M. in Johnson County, Iowa (This is a 2.10(,
4.35 acre, planned commercial subdivision located in the southwest
quadrant of the intersection of Naples Avenue SW and Iowa
Highway I in West Lucas Twp.).
7. Application S9248 of Harry and Saildra L. Bolton, signed by Dean
Beranek of M M S Consultant, Inc., requesting final plat approval
of Bolton's First Subdivision, a subdivision located in the NE 1/4
of the NE.I /4 of Section 15; Township 80 North: Range 6 West of
the 5th P:M, in Johnson County, Iowa (This is a 6-lot, 21.35 acre
including one non-buildable lot, residential subdivision located on
the west side of Anchorage Road NB, across, the road from
Collette's Subdivision, 1/4 of a mile north of its intersection with
Crosheck Road NB in Newport Twp.).
8. Application S9250 of John E. Scott, signed by Dean Beranek of M
M S Consultant, Inc" requesting final plat approval of Scarlet
Oaks Subdivision, a subdivision located in the S 1/2, of the NE 1/4
of Section 20j Township 81 Northj Range 6 Wesi of the..5th I#M.
in Johnson County, Iowa (This is a 6-lot, 32.61 acre fc~e@al=i1
subdivision located on the south side of Iowa Highway 38~=-wes.!-of~
Oak Avenue NE and north of 170th Street NE in Big Gro~fTwfu). ~ 'n
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JOHNSON COUNTY AUDITOR TEL:319-356-6086
l~o..:V Q.,^W\U^ 1u:.L,;,I...Ur'IC~ (1:.111 ; c- "f-':l'&; ~; .lorl'l ;
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Aug 04.92 15:08 No.007 P.05/0S
Agenda 8.6-92
Page 5
9. Application 89253 of Larry Reutzel requesting preliminary and
final plat approval of Paradise Ridge, a subdivision located in the
NW 1/4 of the SE 1/4 of Section 7; Township 81 North; Range 7
West of the 5th P.M. in Johnson County, Iowa (This is a I-lot,
5.90 acre, residential subdivision located at the southwest comer of
the city limits of Swisher, Iowa, south of Swisherview Drive in
Jefferson Twp.).
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8. Business from the Board of Supervisors.
a) Discussion/action re: letter of endorsement for a solid waste education
grant.
b) Motion authorizing chairperson to sign 509A Certificate of Compliance.
c) Other
9. Adjourn to informal meeting.
10. Inquiries and reports from the public.
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11. ,Adjournment.
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CITY OF IOWA CITY
July 28, 1992
Mr. Gary Carlson
Chair, Rotary Scout Camp
Clifton, Gunderson & Co.
118 S. Clinton SI.
Iowa City, IA 52240
Dear Gary:
The City of Iowa City strongly supports the efforts of the Youth Services Foundation on behalf
of its member organization, the Mayor's Youth EmploymentProgram, and the Iowa City Noon
Rotary in their efforts to restore Camp Cardinal as a camp site for youth. Many adult
residents of this community can fondly recall their days at Camp Cardinal, the wonderful
camping experiences they enjoyed, and the lasting friendships that began there.
The Mayor's Youth Employment Program has repeatedly proven its capability to successfully I
complete projects such as this, particularly under the able direction of Peg McElroy Fraser and ,I
her staff. Further, I am confident that a great many citizens will encourage and support this I
restoration effort in the hope that the tradition of Camp Cardinal can be revived and enjoyed
by their children and grandchildren. Despite its proximity to urban development, the camp is I
uniquely sited to serve the communities of Iowa City and Coralville as well as the surrounding !
area in an attractive, natural setting. It represents a desirable and appropriate use of this land
which could be enjoyed by our youth for generations to come.
Sincerely,
Darrel G. Courtney
Mayor
cc: City Council
City Manager
Peg McElroy Fraser
bj1cIf"on
410 EAST WASIIIHOTON STREET' IOWA CITY, IOWA 5'240.1126. IJI9) ,,6.S000. FAX Ill') J56.5009
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Report to the city of Iowa city Council
60th Annual - Conference of Mayors - Held June 19~24, 1992
held at the Westin Galleria & Westin Oaks in Houston, TX
The mission of the conference is to aid the development of
effective national urban policy and to ensure that federal policy
meets pressing urban needs.
Conference Highlights
More than 178 mayors were pre-registered for the event that
included six (6) days of workshops, meetings to discuss 64
resolutions, speeches planned by Jack Kemp, Bill Bradley, Bill
Clinton, Jesse Jackson, George Bush, Ross Perot, and Ann Richards,
and a series of special events including attendance at the Astros
and LA Dodgers Baseball game, an evening in the theater district,
ice skating, and a rodeo.
Ray Flynn, Mayor of Boston, presided over the conference as
President of the Conference of Mayors organization.
Some interesting statistics were shared at the conference regarding
mayoral leadership and general information on the cities:
~More than three out of four Americans live in metropolitan
areas.
~1/3 of our population lives in cities of 50,000 or more
people.
~18% of the population resides in our largest cities _ those
that have populations of over a quarter-million people.
~There were 137,500 local elected officials in the US in 1987.
~The mayor-council form of government is in use in 58% of the
cities with populations over 250,000 l)[,~
Mmong municipal officials overall ~% are male and 18.4%
are female with just over 4% non-white.
The key focus of the conference were seven, financial action items
focused on emergency jobs and anti-recessionary initiatives:
1) To target $15 Billion in fiscal assistance with emphasis on
public safety, public works, infrastructure, housing,
education and social services
2) Public Works $5 Billion
3) community Development Block Grant funding at a $6 billion
dollar level.
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4) Transportation at a $4 billion dollar level
5) Job Training Partnership Act funding at $2.8 Billion
6) $2 Billion in Low-interest, small business loans
7) Extend Horne funding match waiver through FY 1993
It was significantly evident that there is growing tension
among local units of government, the states, and the federal
government. The number of non-funded federal mandates has been
increasing dramatically. The states, are attempting to pass these
mandates to localities and much frustration is experienced by
community leaders.
10, "1992 city Livability" Awards were presented during the
conference with the cities of virginia Beach and Hattiesburg,
Mississippi, received top honors. All awards were based on
creative methods of neighborhood revitalization, programs to combat
gangs and gang related activity and provision of alternatives to
crime and drug abuse. Future generations preparedness was also a
highlight of achievement, ,
On behalf of the National Association of Service &
Conservation Corps (NASCC), for which I serve as a director for
Region II of the country, I presented a workshop on Urban
Conservation Corps with three (3) of my colleagues from Washington,
D.C., Philadelphia, and Dallas. We were joined by Mayor Sharon
Pratt Kelly of Washington, D.C. and the mayor of Newark, N.J.
My major focus was the current five (5) conservation corps that
Mayor's Youth operates in Iowa city and preparation for the
development of the year round corps with funds made available
through the new National and community Service Act. Iowa was
awarded monies in the first round of the commission's funding
cycle,
I believe this forum provides an excellent opportunity for
national dissemination and will attempt to be scheduled for
workshops for dissemination of our DARE Youth in ACTION Program
that is a collaboration between Mayor's Youth and the Police
Department. [Frequently in grantwriting - we refer to national
dissemination of our programs to strengthen our proposal]
I have provided information that I received at the conference
and have listed the contents of this information and will leave it
with Darrel in his office at the city for the next few months for
your review.
/7 JAO
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PROGRAM MATERIALS
1) 60th U.S. Conference of Mayors - Program & Special Events
2) 60th Annual Conference Standing Committees
3) Pre-Registered Mayors
4) Women Mayors in America's Principal Cities
5) Republican Mayors in America's Principal Cities
6) Proposed Resolutions - 60th Annual Conference
7) Cities, Mayors, Local Governments:.,.A Few Facts
8) 1992 Emergency Jobs and Anti-Recessionary Initiatives
9) United States Conference of Mayors NEWS - Report on 1992
"city Livability Awards"
10) The Mayors Forum - Login Services for localities
11) Login Information Services - Login services for federal
funding opportunities
12) National Education Association Principles of
Educational Excellence and Equity
13) The Century Council - Public Relations Information
14) The US Conference of Mayors - US cities PUblic/Private
Partnerships
15) US Mayors Official PUblication
16) Annual Report - The Miami Coalition for A Drug-Free
Community
17) Addressing Racial and Ethnic Tensions: Combatting Hate
Crimes in America's Cities - Anti-Defamation League
18) Greater Houston Partnership - General Information
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