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HomeMy WebLinkAbout1984-09-11 Info PacketCity of Iowa City MEMORANDUM DATE: August 31, 1984 T0: City Council FROM: City Manager RE: Informal Agendas and Meeting Schedule September 3, 1984 Monday HOLIDAY - CITY OFFICES CLOSED September 4, 1984 Tuesday NO INFORMAL COUNCIL MEETING - SUMMER SCHEDULE September 10, 1984 Monday 6:30 - 8:30 P.M. Conference Room 6:30 P.M. - Review zoning matters 6:50 P.M. - Parking/Development Alternatives - Parcel 64 IA 7:30 P.M. - Funding of Track for Junior Olympics 7:45 P.M. - Electronic Insect Control Devices 8:00 P.M. - Review procedure for Cable TV rate increase requests 8:10 P.M. - Council time, Council agenda, Council committee reports 8:25 P.M. - Consider appointments to the Riverfront Commission and the United Action for Youth Board September 11, 1984 Tuesday 7:30 P.M. - Regular Council Meeting - Council Chambers September 18, 1984 Tuesday 6:30 - 8:30 P.M. Conference Room 6:30 P.M. - Minimum open space requirements 7:15 P.M. - Rental Housing Survey 7:30 P.M. - Bicycle Lane Designations and Markings 7:45 P.M. - FY85 Council Goals - Status Review 8:15 P.M. - Council time, Council committee reports /750 City Council August 31, 1984 Page 2 PENDING LIST Priority A: Utility Franchise Shared Housing Program Priority B: Duty/Procedure Changes - Housing and Inspection Services Lower Ralston Creek Parcels - Use and Configuration Congregate Housing Development Alternatives Iowa Theater Type Problems Northside Lighting Project Report Housing Market Analysis Update Energy Conservation Measures Funding Program Newspaper Vending Machines Meet with representatives of Clear Creek Investment Co., and First Capitol Development, Inc. Unrelated Roomers - Proposed Zoning Ordinance Amendment Blackhawk Minipark Improvements Design Meeting with Housing Commission Kirkwood Avenue Signalization Study Priority C: Housing Inspection Funding Policy Willow Creek Park Sidewalk North Dodge/Old Dubuque Road Project Appointments to Resources Conservation Commission, Senior Center Commission, Board of Appeals and Board of Examiners of Plumbers - September 25, 1984 Appointments to Board of Adjustment, Senior Center Commission, Parks and Recreation Commission and Human Rights Commission - October 9, 1984 / SSD City of Iowa City MEMORANDUM Date: August 28, 1984 To: City Council From: City Manager, ,, 4 Re: Wastewater Treatment Facility Enclosed is recent correspondence from the Iowa Department of Water, Air and Waste Management. You will note that the letter of August 10, 1984, indi- cates that the City is required, within six months, to submit a Municipal Improvement Program for the wastewater treatment system which will bring the City into compliance by 1988. If you have any questions please contact me. /sp cc: Chuck Schmadeke !?s/ IOWA A department of water, air and waste management August 10, 1984 Ms. Abbie Stolfus, City Clerk City Hall Iowa City, IA 52240 Attention: Honorable Mayor and Council Re: Wastewater Treatment Facility Inspection Facility No. 52-25-0-01 Conducted by Earl C. Voelker Gentlemen: Enclosed is a report of an inspection of your wastewater treatment facility. A copy has been sent to Harry Boren, superintendent. We believe you will find the report self-explanatory and we concur with the conclusions and recommendations. Mr. Voelker has noted rather frequent bypassing. A new department policy requires daily upstream and downstream monitoring for major bypassing. BOD, TSS, NH3 and fecal coliform monitoring should be performed. Results should be included on an attached sheet to the monthly operation report. As you are aware, the state is in the process of implementing a Municipal Improve- ment Program (MIP), to obtain wastewater treatment compliance by 1988. Mr. Voelker has noted that the city is working on its own interim improvement program. As part of the MIP program, a plan of action must be submitted within six months from the receipt of this letter. With measures already being taken, it is hoped that the city will have no problem meeting this deadline, eventually bringing your facility into compliance by the above year. The state is pleased to see that Iowa City has already taken steps on their own to initiate compliance. Should you have any questions or comments, feel free to contact the Region 46 Office. Sincerely, FIELD SERVICES DIVI§I�.ONNJ`y/� err t W. V an List RggAnal Administrator Regional Office 06 MWV:SH: cw Enc. xc: Tim O'Connor, Central Office Harry Boren File henry a wauace budding • 900 east grand • des momes. ,oao 503 t9 • 515/281-8690 Regional Office 06 - 117 N. 2nd Ave., P.O. Box 27, Washington, Iowa 52353 - 319/653-2135 IOWA-PMTMEHT OF HATER, AIR AND WASTE MANAC—NT ATEA QUALITY WASTEWATER TREATMENT FACILITY INSPECTION FACILITY N0, 52-25-0-01' PROGRAM PAGE 1 OF NAME OWNER Iowa City Pollution Control Plant City of Iowa City FACILITY 'AD .,e S w��6tnormn St. I Iowa City IA 52240 319/356-5170 RECEIVING STREAM 11owa River INSPECTION DATE THlb INSPECTION 6/7/84 ION 5/3/83PURPOSE1 Compliance Inspection DESIGNM CAPACITY g,0 11,000 - 65,000 NOW TREATING SAMPLES COLLECTED ATTACHMENTS RESPd15ISLENAN GRADE OPERATOR worry Boren IV I Plant Grade IV PERSONS INTERVIEWED TREATMENT PROCESS EFFLUENT LIMITATIONS III: TRICKLING FILTER 0 ACTIVATED SLUDGE •> MuUlt1w 1u . 0 LAGOON 0 DISINFECTION M OTHER/SUPPLEMENTMY.Heated anaerobic I PROCESS WASTE DESCRIPTION digesters 0 SAT P MMG• T• D SAT nMMG• 0 UNSAY• p 0UNSAU N VISUAL APPEARANCE OF RECEIVIN Outfall covered by high river level SLLt- l IMIM M SAT 0 MMG• O UNSAT• 1-J SAT ❑ MMG• 0 UNSAT• CdPLIANCE COMPLIANCE WITH SCHEDULE N % TEM WE SCHEDULE 0 SAT 0 MMG• 0 UNSAT• • Explain In Comments end Recommendet Ions Section WANK form 63a (Jul 1, SS) (Replaces DEQ Form WQ 119, which my not, be Used) 1751 IOW'—'PARTMENT OF NATER, AIR AND WASTE MARAr 'NT PROGRAM WASTEWATER TREATMENT FACILITY INSPECTION FACILITY EVALUATION Were deficiencies noted or significant observations made during the inspection? Yes w See Comments Section for details. No • No deficiencies or significant observations were noted. Lack of entry • Itam not applicable or not observed. I. COLLECTION SYSTEM a. Operation and Maintenance b. Physical Condition c. Dry Weather Capacity d. Infiltration/Inflow e. By-pass 2. LIFT STATIONS(S) (COLLECTION SYSTEM) a. Operation 6 Maintenance b. Physical Conditlon c. Capacity d. Reliability/Emergency Operation _ 3. INDUSTRIAL WASTE PRE-TREATMENT a. Waste Toxicity/Compatablllty _ b. Strength Reduction C. Affect on Treatment Plant 4. PRE-TREATMENT UNITS (this facility L a. Operation A Maintenance b. Physical Condition C. Capacity d. Effectiveness 5. PRIMARY TREATMENT MEN ars a. Operation 6 Maintenance b. Physical Conditlon C. Capacity d. Sludge/Scum Removal e. Effectiveness 6. SECONDARY TREATMENT( 4 trickling a. Lberat ion d Maintenance b. Physical Condition c. Capacity E. Recirculation e. Freezing I. Effectiveness 7. FINAL SETTLING (2 clarifiers) a. Oparatl on d Maintenance b. Physical Condition c. Capacity d. Effectiveness B. SUPPLEMENTARY TREATMENT a. Operation 6 Maintenance b. Physical Condition c. Capacity d. Effectiveness FACILITY M0. 52-25-0-01 WAIM form 63b (Jul I, 83) (Replaces DEQ Form WQ 119, which may not be used) x x x 9. SLUDGE HANDLING AND DISPOSAL a. Operation and Maintenance b. Physical Condition c. Capacity d. Effectiveness e. Final Disposal, Solids f. Final Disposal, Liquids _ 10. LAGOON STRUCTURES a. Maintenance b. Physical Condition c. Capacity d. Call Configuration e. Storage/Drawdown Management 11. FLOW MEASUREMENT a. Operation 6 Maintenance _ b. Capacity c. Continuity d. Location/Method/Effectiveness 12. PUKING a. Operation & Maintenance _ b. Physical Condition c. Capacity d. Rallabillty/Emergency Operatlon 13. MISCELLANEOUS a. Location b. Odors C. Emergency Operation d. By-pass(es) e. Equipment f. Buildings 6 Grounds g. Other 14. STAFFING, OPERATOR CERTIFICATION a. Operator, Direct Responsibility b. Shift Operator(s) c. General Staffing 15. SUPPLEMENTARY a. Permit Availability b. Operation Reports Availability c. Equipment Records Maintenance _ d. Previously Noted Deficiencies _ e. Improvements I. Domestic/Industrial Growth _ g. Other x x x 4C a e x x X x x x x x x 2rs K x X X X x c x ' x x WAIM form 63b (Jul I, 83) (Replaces DEQ Form WQ 119, which may not be used) x x x WASTEWATER TREATMENT FACILITY INSPECTION Page 3 of 5 IOWA CITY POLLUTION CONTROL PLANT General Information 52-25-0-01 Wastewater treatment facilities serving Iowa City include: primary and secondary grit chambers, pumping station, three primary clarifiers, four trickling filters, two final clarifiers, lift station, and outfall structure. The plant is also equipped with primary and secondary sludge digesters, a sludge drying bed (no longer used) and six sludge lagoons. The plant is located on the southwest edge of the city adjacent to the Iowa River. Proctor and Gamble, Sheller -Globe Corp. andThomas 6 Betts Co. are major industrial contributors. The city is in the process of developing an interim improvement program. The pro- posed action would affect nearly all the plant units in one way or another such as repair or replacement of component parts, etc. Some of the pumps need to be repaired or replaced. It was reported that because of the age of some of them, repair parts are hard to find. Some buried valves are in need of replacement. Structrual repair is needed on some of the units. SELF-MONITORING RESULTS Operation reports sumbitted for 1983 and January through April 1984 were reviewed for compliance with effluent limitations. It was noted that average flow was exceeded in April and May 1983 and in February and March 1984. Maximum flow was exceeded in April 1983. Average BOD concentration was exceeded only in February 1983; however, it has been exceeded in January through April of 1984. Maximum BOD has been exceeded in January, February and March of 1984 and April was just at the limit of 60 mg/1. Average in mass in pounds per day BOD was exceeded in February and April 1984. The maximum was exceeded in April 1983 and February, March and April 1984. Average Suspended Solids concentrations were exceeded in April 1983 and February 1984 while the maximum was exceeded in February and April 1983 and January through April 1984. Average in mass in pounds per day Suspended Solids were exceeded in April 1983 and February and April 1984 while the maximum was exceeded in April 1983 and February through April 1984. The flow was down the middle and latter part of 1983 due to the drought. This probably reflects back on the satisfactory monitoring results recorded from June to the end of 1983. SAMPLES THIS INSPECTION Grab samples of the plant effluent were collected and split for analysis by the University Hygienic Laboratory and Iowa City STP. Results are tabulated following with data submitted by UHL and Iowa City STP. 7s/ WASTEWATER TREATMENT FACILITY INSPECTION page 4 of 5 52-25-0-01 IOWA CITY POLLUTION CONTROL PLANT SAMPLES THIS INSPECTION continued..... UHL IOWA CITY STP PERMIT LIMITS Ave, Max. BOD (mg/1) 40 52 40 50 60 75 TSS (mg/1) 12 5.1 5.0 (mg/1) Cyanide (mg/1) Cyanide - Total 0.01 Copper (mg/1) - Total 0.09 Nickel (mg/1) - Total 0.1 7.4 6 9 PH (pH units) 7.5 There is a significant variation in split sample results for TSS. UHL results indicate compliance with discharge permit limits with the BOD results being at upper limit for ave. limitations. Iowa City STP results for BOD and TSS indicate noncompliance for ave, limits but compliance with max. limits. 1., l.d., l.c. COLLECTION SYSTEM on Bypassing occurs whenever there is rainfall and then dependings is reported the amount and duration of the rainfall). Bypassing during sucon the monthly operation reports. 4., 4.a., 4.b. PRE-TREATMENT UNITS (Grit Chamber) The grit removal and bar screen are in deteriorated acondition. pr ovidinProposed daction in- cludes replacement of grit and screening eq p truck loading of grit. 5., 5.a., 5.b. PRIMARY TREATMENT •(3 clarifiers) Excessive spelling is continuously occurring. This should be addressed in the im- provement program. 6., 6.a., 6.b. SECONDARY TREATMENT (4 trickling filters) Plans are to replace all bad arms. Five arms were replaced last year and they are planning to replace the eleven remaining arms. 7.a. FINAL SETTLING (2 clarifiers) Algae deposits have again grown up and should be removed. 9. SLUDGE HANDLING AND DISPOSAL A long range program for land application of sludge has been prepared and 1s on file in the Superintendent's office., A fprogram wasan. developed aand wwill be updated each year to provide an on -gine longrange developed directly from Chap. 121 I.A.C. so that it would conform to all requirements. 7s/ WASTEWATER TREATMENT FACILITY INSPECTION Page 5 of 5 IOWA CITY POLLUTION CONTROL PLANT 52-25-0-01 11., ll.a., b., and c. FLOW MEASUREMENT Problems are being encountered with the flow meter due primarily with the age of the meter. They are having problems adjusting it correctly and then keeping it accurate. This should be addressed in the improvement program. 14. STAFFING, OPERATOR CERTIFICATION Attached is a listing of plant operators with their certification grades. SUMMARY OF RECOMMENDATIONS 1) The proposed repairs and improvements should be undertaken as soon as possible to prevent further deterioration and to improve plant efficiency. 2) The problem of bypassing should be addressed. 3) Analytical procedures should be reviewed with UHL. ECV: aw 175-1 OPERATOR P OPERATOR FACILITY EMPLOTND POSITION DIRE LEVEL OF POOR ARK; Ce�I, 6AL aet Z& 0-rnn II& ATO - IW RECONNENO INFOR", MAIM form RECEIVED A!,121 71984 ._ �Ot�d department of water, air and waste management August 14, 1984 Honorable Mayor John McDonald City Hall Iowa City, IA 52240 RE: Iowa City Sewer and Treatment Plant Plans and Specifications Dear Mayor McDonald: Due to the ranking of Iowa City on the state's Construction Grants Project Priority List, funds for the construction of the new treatment works will not be available in the foreseeable future. Therefore, this department has conducted a Preliminary technical review and a cursory assurance review of the plans and specifications submitted by Veenstra and Kimm on September 1, 1983. As a result of intents of thewgranthave requiremeltss,, arethat generallysubmitted approvableIandwork themeets grantthe can now be closed. Some things that must be evaluated should this design be implemented are: the size of the clarifiers in light of the newly adopted Iowa design standards for activated sludge and settling' the possible elimination of the disinfection facilities according to this department's current interim disinfection policy; the arrangement of the tanks relative to each other; and the use of positive measurable flow splits between each unit process. Any future revisions to the plans and specifications will not be grant eligible. Since the project will not be -constructed in the near future, a construction permit will not be issued at this time. When the sewers and plant are on a pro- jected construction schedule you should submit the plans and specifications along with an evaluation of the above items for a complete review and construc- tion permit. Should you or your engineer have any questions feel free to contact Roger Schletzbaum at 515/281-8983. Sincerely, PROGRAM-OPEMMOl s DIVIS,iUN / ` J Wayne Farrand, P.E., Chief Construction Grant's Branch I WF:RS:rls/CGW226KO9.01 1 cc: Veenstra & Kimm Region 6 tr - honry a. wallaco building • 900 east grand • des moines. Iowa 50319 • 515/281-8690 7J/ LAWRENCE L. LYNCH ROBERT W. JANSEN STEPHEN N. GREENLEAF Mayor John McDonald Civic Center 410 E. Washington Iowa City, Iowa 52240 JANSEN & LYNCH ATTORNEYS AT LAW 1402 WILLOW CREEK COURT P.O. BOX 2508 IOWA CITY. IOWA 52244.2508 August 31, 1984 Re: Iowa -Illinois Electric Franchise Dear Mayor McDonald: AREA CODE 319 351.1056 Mr. T. T. Hoogerwerf, District Manager for Iowa -Illinois, addressed a letter to you dated July 3rd requesting that you seek my opinion for the following questions: 1. Does the City have authority to impose a franchise fee which exceeds the cost of administration? 2. Can certain classes of customers, as determined by the City, be exempted from the provisions of a franchise fee? 3. In the event franchise ordinances which include a franchise fee are, after en- actment, subsequently successfully challenged, is such provision severable from the balance of the ordinance? The first question goes to the point of whether or not the City is entitled to any revenue over and above that which is necessary to cover the City's costs in administering the proposed Electrical Franchise Regulatory Ordinance. The City intends to use any excess revenues to promote and support energy conservation programs. This is proper. The proposed franchise provides that Iowa -Illinois shall pay a monthly rental fee for the use of the public streets and ways in an amount equal to 18 of the gross revenues derived by the 17517- Mayor John McDonald Re: Iowa -Illinois Electric Franchise August 31, 1984 Page 2 Company from the distribution and sale of electricity within the City. Chapter 364.2 of the Iowa Code governs the granting of franchise and does not contain any prohibition against imposing franchise rental fees. Nor does the Iowa Code contain any provisions regulating or restricting the amount of the fee or rental to be charged. It is accepted law that a municipal corporation, having entire control of its streets and the power to impose conditions on granting a franchise to use the streets, may require compensation for their use by public service companies, as a condition of the grant of the right to use them. See 12 McQuillin, "Municipal Corporations", Sec. 34.37 and cases cited therein. There is, however, a distinction drawn between the imposition of a franchise fee in consideration of the granting of the franchise itself and imposing a license fee or charge to cover the costs of regulation of the use of the City's streets after the franchise has been granted. The purpose of such a license fee is to compensate the municipality for inspection and supervision costs. Such fees will be struck down by the courts when they are designed to produce revenue only and bear no reasonable relationship to the costs of administration. ChiSago Heights v. Western Union Telephone Co., 406 Ill. 428, 94 N.E. 2d 306; McQuillin, supra, Sec. 34.80. As stated, the City's proposal imposes a monthly rental fee for the use of its streets as a condition of the grant of that right. It is not a license fee that is imposed after the grant of the franchise. The second question assumes that certain classes of customers may be exempted by the City from the franchise fee. It is my understanding that franchise fees paid by Iowa -Illinois will be collected from the city residents using electrical service or passed back to the Iowa City consumers. It is not clear as to what is meant by this question. However, where municipalities possess power to impose fees for revenue upon 75-4 Mayor John McDonald Re: Iowa -Illinois Electric Franchise August 31, 1984 Page 3 public utilities, such levies must be reasonable, nondiscriminatory and not confiscatory. Oil Heat Institute v. Mukilted, 81 Wash 2d 7, 498 P.2d 864 (1972). It appears that the City would not be permitted to exempt certain classes of customers since that would be discrimination when all customers should be equally subject to the passed -back fee. The third question reflects Iowa -Illinois concern that if the franchise fee provision is successfully challenged, is it severable from the rest of the franchise ordinance. Article I, paragraph 7 of the proposed franchise ordinance provides that if any provisions of the ordinance are found to be illegal or void, then the remaining lawful provisions which are separable from the unlawful provisions shall remain in full force and effect. I do not see where this is a problem. Mr. Hoogerwerf asks 4 additional questions which deal with policy to be decided by the Council. These will need to be discussed by the Council before a reply can be made. I am furnishing a copy of this letter to Mr. Hoogerwerf. Very truly yours, Robert W. Jansen City Attorney RWJ:jb cc: City Council City Manager Mr. T. T. Hoogerwerf /7sz 1 T. MOOGENWENE DIS74-0 --N-GI. IOWA -ILLINOIS GAS AND ELECTRIC COMPANY IOWA CITY, IOWA EPNO July 3, 1984 The Honorable John McDonald, Mayor City of Iowa City Civic Center 410 East Washington Street Iowa City, IA 52240 Re: Proposed Electric and Gas Franchises Dear Mayor McDonald: FILED JUL ! 1984 CITY CLERK Following our June 25, 1984 meeting we have, at your suggestion, given serious review to the question of the imposition of a one -percent franchise fee in the franchise ordinances. Such a fee for both electric and gas service, if applied to all Iowa City sales, would amount to approximately $406,000 per year or $8,012,000 over the life of the franchises assuming no inflation or growth. This figure is subject to refinement since our records are not kept in accordance with city boundries. As a result of our review, there are a number of questions that need to be answered before we can reach a decision regarding the issue. For the protection of both the Company and the City, we request that you ask the City Attorney to provide a legal opinion for the following: 1. Does the City have authority to impose a franchise fee which exceeds the cost of administration? 2. Can certain classes of customers, as determined by the .City, be exempted from the provisions of a franchise fee? 3. In the event franchise ordinances which include a franchise fee are, after enactment, subsequently successfully challenged, is such provision severable from the balance of the ordinances? There are several additional questions of a policy nature that also need to be answered. These are: 1. Will the Company be protected from challenges to the fee by customers so that Company will be at no risk? "sl Onrcl Eo. nN W. cn, wO . ul.o 1.0x1 LLIs.L.q, /753 The Honorable John McDonald July 3, 1984 Page 2 2. What classification of electric or gas customers will be subject to a proposed franchise fee--i.e., residential, commercial and industrial, State University of Iowa, state and federal governmental agencies, churches, schools, and any other such tax exempt institutions? 3. Will the City support the application to the Iowa State Commerce Commission to include any such fee as a surcharge to Company's Iowa City rates? 4. In the event franchise ordinances which include a franchise fee are rejected by the voters, will the City pass and resubmit ordinances in identical form but absent the franchise fee provision? As you can see, our concern goes to both the electric and gas franchise ordinances which should be considered together at this time. At our June 25 meeting we obligated ourselves to respond to your concerns in a couple of weeks. However, without answers to the above, we find it difficult to give you a final answer regarding the imposition of a franchise fee. We would hope that you would consider the legal and other issues presented above and provide us with your responses promptly. If you have any questions with regard to our concerns, we would be happy to meet with you or the City Attorney in an effort to clarify. Yours very truly, 7774-7`�� TTH:F cc: Neal Berlin I 175.3 City of Iowa Ci. MEMORANDUM Date: August 30, 1984 To: City Council From: David E. Brown, Assistant City Attorney fh Re: Penalties for Misdemeanors In the context of your review of the ordinance amending 931-2 to prohibit roller skating and skateboarding in commercial districts, you inquired about what penalty might be imposed for a violation of said section which is a simple misdemeanor. Because such an offense is not included as a "scheduled violation" under state law, the general penalty provision found in 91-9, City Code, would apply. This general penalty which is consistent with 9903.1(3), Code of Iowa, provides for a maximum penalty of imprison- ment not to exceed 30 days or a fine not to exceed $100. Based upon my experience, I would expect a magistrate to impose a fine, in the range of $5-$20 for said violation. Since this is not a scheduled violation, a magistrate has discretion regarding the amount of the fine, up to a maximum of $100. Certain violations, such as parking and bicycle violations, are scheduled by state law in Chapter 805 which means that a scheduled fine has been established by the legislature, thereby removing any discretion from the magistrate in imposing sentences. For example, the scheduled fine for violations by bicyclists is $10 pursuant to 9805.8(2)(i), Code of Iowa. tp3/8 cc: Neal Berlin, City Manager City of Iowa CK, MEMORANDUM Date: August 30, 1984 To: City Council From#1ndrea Hauer Re: Hotel North Plaza Facade This is to notify the City Council that a temporary glass facade is being installed on the north plaza portion of the hotel. This installation has been made necessary by the inability of the supplier to fabricate the necessary curved glass windows until some time in late September or early October. The installation of the curved glass front will occur some time in early to mid-October. /sp 17-5:5, City of Iowa City MEMORANDUM Date: August 23, 1984 To: Charles Schmadeke, Director of Public Works From: James Brachtel, Traffic Engineezv�:r— Re: Shrubs in Median at Johnson Street/Washington Street Recently the City Council requested an investigation to determine if the shrubs in the median of Washington Street present a hazard to traffic at the intersection of Johnson Street and Washington Street. A sketch of the area is attached to the memorandum. There are three shrubs planted on nine foot centers both 60 feet east of the intersection and 60 feet west of the intersection. I have reviewed this intersection and these shrubs and would report that these shrubs do not create an undue hazard. The normally prudent driver can cross Washington Street at Johnson Street without undue hazard. The shrubs are consistent with attempts of the City and Project Green to improve and beautify this residential area. Should you have additional questions or comments regarding this matter please don't hesitate to contact me. bj4/6 173,4 I NO SCAU. N G N L_ O n FOtce lIAOOS APE 57ZFWr .541A'S City of Iowa City ,-_ MEMORANDUM Date: August 29, 1984 To: City Council and City Manager From: Frank Farmer, City Engineer L/ -; , Re: North Dubuque Road North Dubuque Road, north of Dodge Street at the North Dodge Hy -Vee Storeis scheduled for improvements in FY87 as per the attached FY85-89 Capital Improvement Program. bj3/8 17-57 DUBUQUE ROAD IMPROVEMENTS DESCRIPTION OF THE PROJECT This project will involve the construction of a new 28' wide paving with curb from Highway /1 north to the NyVee Driveway and widening to 28' wide with asphalt overlay continuing north 1100+ feet including required storm sewer and sidewalk. The existing paving is only 18' in width, This project will provide for proper storm drainage and street width to carry increased traffic volume due to development. Also, the area along the HyVee is in need of repair. Sidewalks are frequently funded by special assessments. The City can fund the road improvements with General Obligation Bonds. RELATIONSHIP TO THE COMPREHENSIVE PLAN AND/OR JUSTIFICATION Not addressed. It is the City's policy to provide motorists with quality and safe driving facilities. FUTURE YEAR BUDGET IMPACTS Normal maintenance costs will be required, but will be reduced from what is required now. YEAR Prior 85 85 86 81 88 89 After 89 TOTAL 3,000 143,000 146,000 SOURCE OF FUNDING GO GO/SP 287 I City of Iowa City MEMORANDUM Date: August 30, 1984 To: City Council and City Manager From: Frank Farmer, City Engineer Re: Chipsealing Chipsealing consists of applying a coat of bituminous binder (liquid asphalt) and aggregate (granite chips) on existing asphalt paving to provide a low cost, all weather, waterproof surface and to give new life to dry, weathered surfaces. The cost of chipsealing this summer was approximately $1 per square yard as compared to the cost of an asphalt overlay at $6.10 per square yard. This year's chipseal program consisted of approx. 37,570 sq. yds. which is a savings of over $190,000 since the streets in question needed resurfacing. Advantages of chipsealing include the following: I. It will prolong the life of existing asphalt pavement five to seven years. 2. Pot holes do not develop as rapidly. 3. It reduces curb height by less than one-half inch acompared to a three s inch reduction associated with each asphalt overlay. Since curbs are needed to provide the drainage required to maintain the structural integrity of our pavement, curb maintenance is a high priority in our overlay program. On some streets receiving their second or third asphalt overlay, it has been necessary to first grind down the old asphalt at a cost of over $2 per square yard, raising the total overlay cost to around $8.20 per square yard. Chipsealing can postpone this expense. bdw3/8 17.0 City of Iowa City MEMORANDUM Date: August 29, 1984 To: City Council and City Manager From: Frank Farmer, City EngineerL9✓� '1-z�. Re: Conway's Addition Sanitary Improvements The sanitary sewer improvements for Lots 16 and 26 of resubdivision of Lot 30 Conway's Addition were on Tuesday night's, August 28, 1984, Consent Calendar for acceptance. These lots are located along St. Anne's Drive just west of its intersection with Prairie du Chien Road in the north end of Iowa City. bdw3/7 City of Iowa Cit, MEMORANDUM Date: August 30, 1984 To: Members of the City Council and City Manager From: Denny Gannon, Assistant City Engineer r:� Re: Temporary Footbridge - Iowa Avenue Bridge Reconstruction Project The temporary footbridge, which will span the Iowa River as part of the Iowa Avenue Bridge Reconstruction Project, will be constructed to be accessible to the handicapped. During construction of the temporary footbridge, the existing Iowa Avenue bridge will be maintained as accessible to the handicapped. bj4/19 17('90 August 31, 1984 Iowa City, Iowa 52240 Re: Neighborhood meeting to discuss drainage problem behind the homes on Spruce Street. Dear i A meeting has been scheduled for September 12, 1984, to discuss the drainage problems that exist to the north and east of the 1100 block of Spruce Street. Rick Fosse and I would like to meet with you and other local residents at 1112 Spruce Street (the Millice residence) at 7:00 p.m. Your attendance and input is encouraged. Sincerely, Charles Schmadeke Public Works Director /sp 1761 City of Iowa ck MEMORANDUM Date: August 31, 1984 To: City Council D� From: Rosemary Vitosh, Director of Finance FV Re: Overtime Parking Fine Revenue The overtime parking fines were originally receipted into the General Fund. However, when the City sold parking revenue bonds in 1978 to finance the construction of the two parking ramps, it was necessary to increase the revenues of the Parking System to meet bond covenants. It was decided to receipt the overtime parking fines into the Parking System. Since bond coverage requirements meant that 135% of actual operating plus debt service costs were needed, it was anticipated that a surplus balance would be available each year in the Parking fund. Therefore, the intent was to transfer the parking fine monies back into the General Fund from the surplus balance in Parking. This transfer is now made annually. bj5/3 1 74�.z MINUTES OF STAFF MEETING August 22, 1984 Items for the agenda of August 28 include: Resolution awarding contract for the sanitary sewer rehab work Set public hearing for the Mercer Park ball diamond project Public hearing on the Historic Preservation Ordinance Set public hearing on an amendment to the screening requirements of off-street parking regulations Set public hearing on vacation of a portion of Mormon Trek Public hearing on an amendment to the Zoning Ordinance regarding provisional use language for dwellings in the CB -2 zone Public hearing on amendment to Zoning Ordinance to bring procedures into compliance with recent State legislation Second consideration of ordinance amending tree regulations Second consideration of ordinance amending off-street parking requirements to include provisions for traffic islands Second consideration of ordinance to amend definition section of Zoning Ordinance to include planting area Second consideration of ordinance rezoning property at 624 South Gilbert Resolution approving preliminary and final LSNRD plan of Millard Warehouse First consideration of ordinance amending penalties for parking violations for overtime parking Public hearing on Southgate Development IRBs and resolution to proceed Resolution approving Official Municipality Report for streets and parking Resolution amending number of authorized positions in the Parking Division Resolution approving agreement for labor negotiations with Steve Rynecki First consideration of ordinance regarding mechanical inspections of taxicabs First consideration of ordinance regarding size of dance floors The Assistant City Manager called the staff's attention to a book from Public Technology detailing technical innovations which have been written up during the past year. This book is available to any who wish to review it. Prepared by: QRann_a, w� �° `�1N Lorraine Saeger ° / / 3 MINUTES OF STAFF MEETING August 29, 1984 Referrals from the informal and formal Council meeting were distributed to the staff for review and discussion (copy attached). A brief discussion was held concerning a committee to work on the issue of merit pay. Department heads were encouraged to volunteer for this committee. as well as any of the division heads. Chuck Schmadeke, Rosemary Vitosh, Harvey Miller and Don Schmeiser expressed interested. The Human Relations Director presented a videotape regarding training for transit employees. Prepared by: Lorraine Saeger /. 763 Informal Council Meeting DEPARTMENT REFERRALS August 27, 1964 Regular Cou August 28, Zoning Ordii Board of Eli Taxicab Ord Bug Zappers Striping Par North DubuqL Meeting with Iowa Avenue Accessibilit Regular Ci August 28 Page 2 Parking Fi "Zoning Ne' S M T U! TH f S a 3' S 7 ' LOAM -Staff Meetin 8AM-Magistrate 7 (Conf Room) Court (Chambers) 3PM-Senior Center 10AM-Admin Safety Com (Conf Room) HOLIDAY Comm (Senior Ctr) 7: 30PM-Formal P&Z 7:30PM-Riverfront (Chambers) Comm (Law Libra IpoBAM-Mag AM -Magistrate ( IZ LOAM -Staff Mtg (Conf Room) IIy 8AM-Magistrate IS Court Chambers) 4PM-� 4PM-Housing Appea Court (chambers) a } Hob Hocacomm�e€ee Bd (Conf Room) 8:30AM-PDS info 6Counciln (Conflitrn (Conf Room) 4: QPM -Board of Adjustment (Cha Session (Conf Rm pH rued 5(ConAY Room 5(C of Room)co 1: 30PM-PDS info Session (Conf Rm (Conf 7:30PM-Council 7PM-Pa kkRess & Rec (Rac Ceiteor) 7:30PM-Ai ort Comm (Conf Room) (Chambers) TOP �a IL l7 IY 17 40 8AM-Magistrate B�M-Broadband em 1 AM-3taff Meetin gconf 8AM-Magistrate Court (Chambers) L: Court (Chambers) (Counicatipn Comm (Conf Room) Room) 7:30PM-Charter 3•joPM-CCN (Public �ibrar�Iv})fpo Review Comm (Conf Room) 6Counciln(conlRm) 7:30PM-Formal P&Z 7:30PM-Informal 7PM-Beer & Liguor (Chambers) ' P&Z (Law Library Cont of public hear ng on m ni- ing stere ClSambers) .73 2� 25 26 A7 IRS Z9 BAM-Magistrate Court 4PM-Urban LOAM -Staff Meetin, (Conf Room) 8AM-Ma i 9 strate CEnvironommittee Ad Hoc Committee Court (Chambers) 6:30PM-Informal (Conf Room) 4PM-Library Board Council (Conf Rn SPM on - Reserved (Public Library) Rght: (Conf Room) -407:30PM-Human Comm (Sr Ctr) 7:30PM-Council (Chambers) 1,)6q CITY OF IOWA CITY CNIC CENTER 410 E. WASHNGTON Si. IOWA CITY, IOWA 52240 (319) 356-500 September 5, 1984 The Honorable John D. Dingell U.S. Representative 2221 Rayburn House office Building Washington, D.C. 20515 Dear Mr. Dingell: Enclosed please find a copy of a letter which I recently sent to The Honorable Cooper Evans, representative for the Third Iowa Congressional District, stating the position of Iowa City in support of HR4103. This bill is expected to be introduced onto the House floor in the near future. Iowa City acknowledges with gratitude the efforts of the House Energy and Commerce Committee in bringing about the compromise legisla- tion as reflected in HR4103. I believe this legislation in its present form will be beneficial to cities and cable companies as well and goes a long way to provide a much needed definition of the parameters within. which both can clearly exercise their respective rights and authority. I strongly urge you to vote in favor of this bill and I assure you that your support will be greatly appreciated. Thank you. Sincerely yours, John McDonald Mayor tp2/1 cc: The Honorable Cooper Evans City Council Same letter to Representatives Timothy E. Wirth, James T. Broyhill, William E. Dannemeyer, Albert Gore, Jr., Al Swift, Thomas J. Tauke, and John Bryant. 1765- CITY CMC CENTER OF 410 E. WASHNGTON ST. August 30, 1984 The Honorable Cooper Evans U.S. Representative 127 Cannon House Office Building Washington, D.C. 20515 Dear Mr. Evans: OWA IOWA C()Y, IOWA 52240 CITY (319) 356-5000 The City. of Iowa City would like to express its interest in seeing HR 4103 his is a cable TV related billhwhich will be introduceh the Hose of Representatives. T onto the House floor shortly after Labor Day. HR 4103 is the result of negotiations that took place over the last several months between cities' representatives, including the National League of Cities (NLC) and the U.S. Conference of Mayors ?1 the and the National Cable Television Association (NCTA) at the request of Rep. John Dingell, Chairman of the House Energy and Commerce Committee. The compromise reached in these negotiations was overwhelmingly adopted on June 26, 1984, by all representatives Boards of Directors. The City of Iowa City considers this bill of vital importance and strongly supports its passage. Iowa City is the franchisor and regulator of the local cable TV system. Thiast doneny federal hasiledttoeaguidelines. i is good deal of litigation, confusion and heated debate between cities and cable companies over the parameters of city authority and each party's respective roles. This bill addresses many of the issues which have caused such problems in the past, including rate regulation, City's ability to establish or enforce existing programming services, facilities and equipment requirements agreed upon by the cable company, and the establishment of a franchise renewal process which is fair to all parties concerned. In addition, HR 4103 addresses the issues related to municipal ownership, access channel crossownersh{p,sall toethepsatisfactionaof thelCitynof IowarCity-. and IX5- The Honorable Cc( • Evans August 30, 1984 Page 2 Iowa City would appreciate your taking these points into consideration when this bill is introduced in the House and I urge you to vote for this bill. If you have any questions or need further information, please feel free to contact me or Neal Berlin. Sincerely yours, City of Iowa City MEMORANDUM Date: September 5, 1984 To: City Council From: City Manager/' Re: Transit Maintenance Study Enclosed is an executive summary and the detailed Transit Maintenance Study prepared for the City by Arrow Transit Associates and Charles Grove. The City staff will meet with the report researchers within the next several weeks to review the data -and prepare recommendations for City Council consideration. With the continuing growth of the transit system, it is clear that additional maintenance services are required. The specifics of the staff recommendations will depend upon clarification of the report recommenda- tions and verification of the data. For example, the report does not discuss the fact that Iowa City has the highest per hour maintenance cost ($57.56) of all surveyed cities. The average per hour maintenance cost for all cities is $21.47 and the median cost $18.66. (This information is developed from the data on page 58.) If these figures are correct, it is clear that the City will have to consider solutions in addition to those recommended by the report re- searchers. Also, the City will have to identify additional revenue sources to support any changes. /sp /;74;( ril i -M �Iwx m * , - )i�70 , . -, ml IOWA CITY TRANSIT MAINTENANCE STUDY EXECUTIVE SUMMARY INTRODUCTION: The purpose of the Iowa City Transit Maintenance Study is to evaluate the performance of the transit maintenance program, to develop a set of goals and objectives to improve the effectiveness and efficiency of the mainte- nance program, and to generate specific strategies to accomplish those goals and objectives. This study focuses on the opportunities for improvement of the Iowa City Transit fleet maintenance program, In so doing, it may appear that the consultants have a low opinion of Iowa City transit maintenance. However, Iowa City has an invaluable asset - the attitude and dedication of all personnel involved with the transit maintenance' program. Everyone interviewed by the consultants freely offered their ideas for improving the system, even when those suggestions were detrimental to their own convenience and/or job security. Given the resources available and conditions under which they have functioned, the management and staff have performed admirably. EFFECTIVENESS AND EFFICIENCY: Maintenance effectiveness may be defined and measured in terms of the degree to which there is an adequate number of safe, operable vehicles to make each day's runs, and the degree to which the coaches on the street can be relied upon not to break down. Effectiveness was measured by the following indicators: Total number of Missed Trips in the past year. Annual number of Road Calls per Revenue Vehicle. Annual number of Road Calls per Peak Vehicle. Annual Vehicle Miles per Road Call, Annual Vehicle Hours per Road Call. Efficiency was evaluated using the following indicators: Revenue Vehicles per Mechanic. Peak Vehicles per Mechanic. Maintenance Hours per Revenue Vehicle. Maintenance Hours per Peak Vehicle. Vehicle Miles per Maintenance Hour. Maintenance Cost per Vehicle Hour. Maintenance Cost per Vehicle Mile. During a recent 12 month period, ICT had a total of 80 missed trips for mechanical reasons, of which 64 missed trips occurred during the winter quarter. While there are no comparative statistics available regarding missed trips, this number appears to be high, particularly for the winter quarter, based upon the consultant's past experience. Statistics for 33 transit systems of similar size to Iowa City were collected for comparison. The following table is a summary of that comparison: /7G6 -2 - Iowa City currently ranks fifth among the 34 systems in terms of the average age of the fleet. While this statistic will change with the arrival of the seven new Saab-Scania coaches, it nevertheless indicates the need for an effective preventive maintenance program. Iowa City ranked 28th with regard to the percentage of spare buses available. While all other systems averaged 44%, Iowa City had only a 22% spare ratio. Iowa City also operated about 3,400 miles per year more on each coach than the average for the other systems. These data indicate that ICT is doing .,more with less", which increases the need for effective fleet mainte- nance, since each vehicle, although older than average, has a higher than average usage rate. Of the 34 systems, ICT has the third highest rate of .road calls (break- downs) per revenue vehicle, and the fifth highest rate per peak vehicle. The vehicle miles and hours per road call statistics demonstrate the effectiveness of maintenance as measured by the interval between road calls (i.e. how many miles or hours a bus will average between break- downs). Of the 33 systems compared with ICT, 30 of then have longer road call intervals. Based upon this comparison, Iowa City appears to have a serious deficiency in the effectiveness of the transit maintenance program. The efficiency indicators would seem to suggest that Iowa City's fleet maintenance is reasonably efficient. However, without a concomnitant level of effectiveness, this efficiency is a false economy. The current maintenance program accomplishes short term cost control, but does so at the expense of fleet reliability. The goal of ICT is "...to maximize ridershipby providing the highest possible 'level of service' to the community." Fleet reliability is necessary to achieve this goal. The goal of ESO is "...to receive the maximum economic life from its (the city's) equipment." Maximum economic life is dependent upon effective maintenance as well as cost control. /7G G Iowa City Maintenance Study Performance Indicator Summary for 34 Systems Indicator Iowa City 33 System Rank --------------------------------------- -----------Average Average Fleet Age 11.4 -------------------- 8.4 5 % Spares to Peak 22 44 28 Annual Mi./Rev. Veh. 34,702 31,306 12 Road Calls/Rev. Veh. 24.5 10.1 3 Road Calls/Peak Veh. 29.9 14.6 5 Veh. Mi./Road Call 1416 3092 31 Veh. Hr./Road Call 120 233 31 Rev. Veh./Mechanic 4.89 4.78 18 Peak Veh./Mechanic 4.00 3.31 11 Maint. Hr./Rev. Veh. 254 710 34 Maint. Hr./Peak Veh. 310 1026 34 Veh. Mi./Maint. Hr. 137 44 1 Maint. Cost/Veh. Mi. $ .42 $ .36 11 Maint. Cost/Veh. Hr. $4.94 $4.83 17 Iowa City currently ranks fifth among the 34 systems in terms of the average age of the fleet. While this statistic will change with the arrival of the seven new Saab-Scania coaches, it nevertheless indicates the need for an effective preventive maintenance program. Iowa City ranked 28th with regard to the percentage of spare buses available. While all other systems averaged 44%, Iowa City had only a 22% spare ratio. Iowa City also operated about 3,400 miles per year more on each coach than the average for the other systems. These data indicate that ICT is doing .,more with less", which increases the need for effective fleet mainte- nance, since each vehicle, although older than average, has a higher than average usage rate. Of the 34 systems, ICT has the third highest rate of .road calls (break- downs) per revenue vehicle, and the fifth highest rate per peak vehicle. The vehicle miles and hours per road call statistics demonstrate the effectiveness of maintenance as measured by the interval between road calls (i.e. how many miles or hours a bus will average between break- downs). Of the 33 systems compared with ICT, 30 of then have longer road call intervals. Based upon this comparison, Iowa City appears to have a serious deficiency in the effectiveness of the transit maintenance program. The efficiency indicators would seem to suggest that Iowa City's fleet maintenance is reasonably efficient. However, without a concomnitant level of effectiveness, this efficiency is a false economy. The current maintenance program accomplishes short term cost control, but does so at the expense of fleet reliability. The goal of ICT is "...to maximize ridershipby providing the highest possible 'level of service' to the community." Fleet reliability is necessary to achieve this goal. The goal of ESO is "...to receive the maximum economic life from its (the city's) equipment." Maximum economic life is dependent upon effective maintenance as well as cost control. /7G G -3 - FINDINGS AND RECOMMENDATIONS: Shop Safety The ESD shop safety rules are not sufficient for OSHA compliance purposes. The consultant recommends that the city develop a comprehensive shop safety manual for both the new transit facility and the ESD shops. In conjunction with this manual, the city should establish an on-going shop safety training program. During field observations by the consultant, the work area in the old transit facility had a number of safety hazards arising from poor clean-up of the work area. The consultant recommends that clean-up of work areas be required and enforced at the end of each shift, and during the shift as need arises. To ensure compliance with OSHA regulations and to minimize health and safety hazards in the transit facility, the consultant recommends that maintenance management conduct scheduled and unscheduled safety inspec- tions. At least once a year the city should request an OSHA compliance safety audit by the city's insurance carrier(s). Organization and Administration Maintenance of the ICT fleet is performed by ESD. The transit manager has no direct control over fleet maintenance, and the mechanics are not structurally committed to the goals and objectives of the transit system. The consultant recommends that transit maintenance be reorganized under the transit division in order to shorten the lines of communication and to provide greater responsiveness by the mechanics to the goals and objec- tives of ICT. Management and Supervision The consultant's finding, based upon field observation and interviews with key individuals, is that there is a serious deficiency in the management and supervisory staffing of transit maintenance. The ESD Superintendent does not perform line supervision of transit maintenance services. His administrative duties plus the physical separation of his office and the transit shop (even after the move to the new facility) combine to make line supervision by the ESD Superintendent virtually impossible. Line supervision has been delegated to the Senior Mechanic. The consultants recommend that a full time transit maintenance manager be hired. The implementation of training, preventive maintenance, safety, and MIS programs will stress the existing level of maintenance management and supervision beyond its ability to function effectively. In order to accomplish the transit maintenance goals and objectives, there needs to be a management level person dedicated to and responsible for their implemen- tation. /7G(o -4 - Maintenance Staffing The maintenance performance measures referred to earlier in this report indicated that there is insufficient manpower allocated to carry out an effective transit maintenance program. Direct field observations by the consulting team support this finding. There is substantial evidence of deferred maintenance, and a review of the preventive maintenance records shows that adherence to the schedule has been poor. During a recent 12 month period, the city paid out $13,115 in overtime or compensatory time -off to transit mechanics. The consultants recommend that an additional full-time mechanic be hired. This position will be essential just to sustain the present level of effort after the arrival of the seven new Saab-Scania coaches. At present the city has its body and paint work performed by outside vendors. In a recent 12 month period, the city spent $32,000 for body and paint work, of which $14,000 was expended for transit vehicles. The new transit facility has an OSHA approved body and paint room. The consultants recommend that a full-time body and paint worker be hired. Maintaining a positive fleet image will have a beneficial impact on acceptance and usage of the system. On a space and time available basis, the body and paint worker can perform work on other city vehicles and/or Coralville and Cambus coaches, thereby generating additional revenues. The new transit facility will require considerably more building and grounds maintenance than the old one by virtue of its increased size and the higher standard of cleanliness that is needed for safety and to maintain a positive public image. The consultants recommend hiring an additional 3/4 time service worker to perform building maintenance in the new facility. Mechanic Selection and Training There is no formal mechanics training program. Mechanics are expected to learn on the job from each other and from manuals supplied by the manufac- turers. None of the transit mechanics had any bus repair experience, and only one had any experience working on diesel engines prior to being hired and assigned to ICT buses. The consultants recommend that the job descriptions and selection criteria for hiring new transit mechanics be revised to require prior diesel experience, with preference given to prior diesel bus repair experience. It is recommended that a formal mechanics training program be designed and implemented. Elements of this program that can be implemented immediately are as follows: Purchase self -teaching slide/tape mechanic training programs. Schedule each mechanic to attend at least one manufacturer's training course per year. /Z io -5 - The classroom and "hands-on" training portion of the program may be developed in several different ways: The maintenance manager could adapt training programs from other properties to fit ICT's needs. ICT could contract with experienced maintenance trainers to conduct on-site periodic mechanic training sessions, and perform an on-going maintenance review. Custom design a complete mechanic training program around the specific composition of the ICT fleet. Under this option it may be possible to secure UMTA Section 4(i) funding and/or Iowa OOT Special Projects funds to help offset up to 80% of the design and implementation costs. Preventive Maintenance (PM) The PM program consists of four service and inspection cycles that are set up on a calendar basis: daily, monthly, semi-annual, and annual. This type of system does not lend itself to cost effective preventive mainte- nance, since the calendar is not a measure of direct vehicle wear (usage), and therefore, some vehicles are serviced more frequently than necessary, while others do not get serviced often enough. The consultants recommend that the PM program be established on a mileage basis. In order for the PM program to be effective, strict adherence to the schedule is necessary. The PM mechanic is frequently called away from preventive maintenance to attend to road calls or other unscheduled maintenance. The .consultants recommendation is to assign one mechanic o thetmosteventive extreme emergency,eorand when no PM'sdivert from PM except are scheduled. The PM program is standardized for all of the coaches. The ICT fleet consists of 3 different makes of transit coach (soon to be 4). The consultants recommend that the PM program be customized to the needs of each coach type in the fleet. Oil Analysis is currently used only when engine problems are suspected. The consultants recommend incorporating oil analyses into the PM inspec- tion schedule. These data will permit fine tuning of the oil change interval to minimize oil usage while maximizing engine life. The oil analyses will also permit early detection and diagnosis of engine -threat- ening conditions. The consultant recommends that computer resources be used to track and schedule ions. The inspection forms, each form wouldetheny used have only the Litprint ms which the mechanic must inspect/service for that particular inspection. Additional recommendations include expanding the PM program to include cmponet mentingna weekly dbrake ginspection/adjustment lcycle tetc.), snow mo months. . -6 - Work Flow A review of a sample of completed work orders reveals that actual job times are not being accurately reported, so there is no usable managerial information on work flow time. The consultants recommend that the actual job times be recorded on work orders, so that accurate work flow data may be developed. Due to the volume of unscheduled maintenance, the repair of reported defects that the mechanics judge to be minor is often deferred. To the maximum extent feasible, this practice should be discontinued. Other work flow recommendations are as follows: Expand coach down-time record in the work order to include an explana- tion of the circumstances whenever the coach is down but not being worked on. Maintain an adequate supply of major change -out components in order to minimize down-time. Use mechanic down-time to prepare change -out kits (a complete set of parts ready for installation for a given repair, i.e. all parts necessary for a brake job, including a turned drum, brake shoes with mounted linings to match the drum, springs, rollers, etc.), so that minimal time is spent getting and preparing parts when a coach is down. Obtain and install over -size brake cam rollers during the second half of brake lining life to improve braking performance, thereby reducing defect reports and road calls. Parts and Inventory The physical separation of the transit shop from the ESO parts room has created an inefficiency in the past. It has taken about 30 minutes of the mechanic's time for each trip to get bus parts. With the completion of the new transit facility, including a transit parts roan, this delay has been eliminated. However, to maintain a strong inventory control program, this new parts roan will need to be staffed. If the transit maintenance function is transferred to ICT, this function may be covered by existing transit clerical and supervisory staff in conjunction with transit maintenance management. If transit maintenance remains a function of ESD, it will be necessary to add at least a 3/4 time parts clerk. Fleet With the acquisition of the seven new Saab-Scania coaches in the fall of 1984, the ICT fleet will increase from 22 to 28 vehicles. The GMC coaches, which are the core of the fleet (16 units), are rapidly approach- ing the limit of their useful life. Remanufacture of these units, accompanied by an improved preventive maintenance program, should extend their useful life by up to 5 years. The Flxible coaches (3 units) are not as close to the limit of their useful life, but are experiencing an increase in the rate of breakdowns. Improved preventive maintenance should alleviate this situation. The Neoplan coaches (3 units) have experienced a high rate of breakdowns; although they are the newest units in the fleet. This is due in part to the fact that each new generation of transit coach is more complex than its predecessors. The Saab-Scania coaches now on order will likely be still more complex. Improvement in / 7(0 as mechanic training and the preventive maintenance program is imperative in order to maintain an adequate level of service reliability. The increase in total transit fleet size will also increase pressure on all aspects of transit maintenance. New Facility The new transit facility will give ICT the physical capacity for effec- tive, efficient maintenance of a growing fleet. In order to obtain the federal funding to construct this new facility, it was necessary to enter into an agreement with the City of Coralville and the University of Iowa, giving them access to the new facility. The University of Iowa'Cambus system is not likely to purchase maintenance services from Iowa City with the possible exception of services in the paint booth and the dynamometer. The Coralville Transit System is likely to use the services of ICT maintenance to an increasing degree over time, due to economies of scale and federal unwillingness to make separate major capital investments in maintenance. ial - Cost Allocation Transit maintenance expenses are incurred by ESD, which uses an inter- departmental charge -back to the Transit Division to cover those costs. The charge -back is assessed on a per vehicle mile basis. This rate is adjusted annually by the ESD Superintendent for each class of equipment. The current rate for transit vehicles is $.70 per mile based upon a fully burdened labor rate of $20.00 per hour. Setting a flat labor rate distorts unit maintenance costs by homogenizing labor costs. Heavy repair work will involve a disproportionate share of the pay time of the most experienced (most highly paid) mechanics. Likewise this distortion may occur on an interdepartmental basis, if one department uses a greater proportion of more highly paid mechanics' time. The consultants recommend that the city's computer resources be used to attribute actual labor and other direct costs for each vehicle. Mileage based cost allocation is appropriate only for indirect expenses such as administrative, support, and overhead costs. These cost data may be married to operating data within a computerised MIS to produce timely productivity indicators and other useful management tools. Financial - Implementation Funding The consultant recommends that the city submit an application for UMTA Section 4(1) funding and Iowa DOT Special Projects Funding to assist in the implementation of the following recommendations: Design and implement computerized Maintenance Management Information System. Design and implement on-going Maintenance Training Program. Design and implement comprehensive Preventive Maintenance program. 10 The Section 4(i) grant and Iowa DOT Special Projects funding could cover a substantial portion of the one-time costs and first year costs in the establishaaion first ratethesemaintenance programthese forfICTs it will be possible to Financial - Cost Benefit It is impossible to accurately cost out the recommendations at this time, because there are several possible levels at which various recomnendations could be implemented. The consultants estimate that the implementation cost for the total recommended programs will be between $45,000 and $101,500, and that the on-going (annual) cost of the programs will range between $62,500 and $82,600. The benefit derived from implementation of these programs is estimated to be between $95,280 and $242,000 in one-time benefits, and between $122,500 g term return on the indthese, maiintenancearecomnendatio recommendations willthereforeinvestment $153000 in annul benefits. therefore be approximately two for one. These benefits are not exclusively reductions in existing costs. Some longi terms re gain sluchiassof cost extended vehicleelifeo(futurencapitalscostresent Post- poned). /BGG Program Incremental Co=t Estimates Recommendations Low --' -------------------- High _____------ 'Shop Safeti (implement)------------------------------------------------------------ S 2,000 S 4,000 2,000 (on-going) 'S 1,500 S Computerized MIS (implement) $25,000 $ 40,000 (On-going) -G- -0- P.M. program (implement) $ 3,000 $ 10,000 _G Con -going) -0- $ 5,000 $ 10,000 Work Flow (implement) -© (on-going) -0- Selection : Training $ 2,000 $ 2,500 SlidelTapes (implement) -0- (on-going) -0- Mfr. Courses (implement) -0- S -0- 4,000 (on-going) 5 31000 In -House Courses (implement) S 3,000 S 25,OOC+ Lon -going) S 4,000 'S 10,000 Organization (implement) -0- -� (on-going) -0- Staffing (implement) -0- S -C+ 66,600 (on-going) 554,000 Grant Application (one time) $ 5,000____ S 10,000 ----M-_-Y-_- Total (implement) $45,000 $101,500 Total (on-going) $62,500 $ 32,600 Program Benefit Estimates Recommendations Low High ------------------------------------------------------------ Shap Safety Per claim aVoided S 50,000 $15O,O00 Annual # 11000 d 2,000' Computerized MIS 5 3,000 5 12,000Annual PM Program S 14,000• S 19,000 Annual Work Flow 5 31000 5 3,500 Annual Selection 9< Training 5 4,000 5 20,000 Annual Organization S 12,000 $ 16,000 Annual Staffing 5^•6,500 5 30,500 Annual Grant Application 45,230 5 92,000 One Time -------------- Total $242,000 One Time,'Single Occurence S 95,230 .Annual $122,500 $153,000 -10- /76G -10 - GOALS: The following goals are recommended for the transit fleet maintenance program: EFFECTIVENESS - To maintain the transit fleet in a manner that assures a sufficient number of safe, operable, dependable coaches to meet the service demands of the system. EFFICIENCY - To maintain the transit fleet in a manner that produces the lowest possible life cycle costs. OBJECTIVES: The consultants recommend the following objectives for the transit fleet maintenance program: ORGANIZATION AND ADMINISTRATION Structure the organization and administration of transit maintenance to provide direct lines of communication and responsibility for achieving goals and objectives of transit maintenance. Provide a level of transit maintenance supervision adequate to implement and sustain programs to improve maintenance effectiveness and efficiency. Develop and implement a Maintenance Management Information System (MIS) that provides adequate, accurate, and timely information for maintenance program monitoring and decision-making. Develop and implement a maintenance education program for drivers to increase the accuracy of defect reporting, and to decrease poor driving habits which cause excessive vehicle wear. ON-GOING PERFORMANCE STANDARDS Maintain a lost workday injury rate of less than 4.3 (number of lost time injuries for the last three years x 200,000/maintenance pay hours for the last three years). Maintain coaches so as to achieve a 15 year useful life, or 1 year for every $10,000 of current replacement cost, whichever occurs'first. Maintain an average annualized life cycle cost of $20,000 per vehicle or less. Increase fleet reliability as measured by vehicle miles per road call: FY85 2,000 Vmi/RC FY86 2,500 Vmi/RC FY87 3,000 Vmi/RC Reduce ithe number of missed trips for mechanical reasons: FY85 75 missed trips FY86 70 missed trips FY87 65 missed trips -11 - Maintain a ratio of maintenance labor hours to vehicle hours of not less than .18 and not more than .25. Diagnose, verify, and correct or redline 95% of reported defects within 3 working days. TABLE OF CONTE14TS Page Index of Tables and Figures I. Introduction Description of Existing Conditions II. R. Fleet and Facilities B. Organization .°. Administration C. Management & Supervision • D. Maintenance Staffing & Schedules E. Mechanic Selection & Training F. Preventive Maintenance G. Vehicle Servicing N. Shop Safety I. Parts & Inventory J. Financial III. Evaluation A. Effectiveness B. Efficiency Organization & Administration C. D. Management & Supervision E. Maintenance Staffing & Schedules F. Mechanic Selection &Training 0, Preventive Maintenance N. Work Flow I. Vehicle Servicing J. Shop Safety K. parts & Inventory L. Fleet M. Impact of New Faci lit;, the Facility by Other System N. Utilization of 0. Financial IV. Goals & objectives A. Goals S. Ob3ectives V. Recommendations R. S. Shop Safety Management Information System C. Preventive Maintenance 0, Work Flow E. Selection 9, Training n Administratio& Staffing F. Organization, 0. Financial Appendix A in the Study 2 5 5 3 3 3. 4 3 9 3 12 13 13 14 22 24 24 26 27 29 2s 23 29 29 32 s 34 34 33 33 39 40 40 42 44 46 43 ,pit 44 57 53 1. pat& @ase Use 2. Numeric Tables Corresponding to Graph Tables e6 3. Sources for Training Programs 4. Maintenance Management Information System 66 -1- -2- 1-n6 INDEX OF TABLES AND FIGURES Table 1 ICT Fleet 5 Tab ie 2 '•Jehicle Requirements 6 Table 3 Transit Maintenance Shifts •S Table 4 Road Calls per Bus 15 Table 3 '•Vehicle Miles and Hours per Road Call 16 Table 6 '•Vehicles per Mechanic 13 Table 7 Maintenance Hours per Vehicle 19 Table S Vehicle Miles per. Maintenance Hour 20 Table 9 Maintenance Cost per Mile and Hour 21 Table 10 Projected ICT Fleet Size .and Age 29 Table 11 ICT Facilit;• Maintenance Requirements 33 Table 12 ICT and ESD Operating Expenses 35 Table 13 ICT Fleet Maintenance Costs 36 Table 14 Proposed Mechanic Shift Assignments 32 Table 13 Cost Benefit Estimates 56 Figure 1 ICT Table of Organization Figure 2 ESD Table of Organization Figure 3 PM Inspection Sheet 10 Figure 4 ESD Safety Rules 11 Figure 3 Proposed ICT Table of Organization 52 -2- 1-n6 - DISCLAIMER. - Section 15 FARE data are used several times in this report. The reader should use the data provided onl;, as a general guide to performance or relative status, and not as preciseli accurate information. It has been the authors' experience that the uniform definitions in Section 15 are not unitormly applied, nor has there been a serious effort at the Federal level to edit the Section 15 data For accurac", prior to its publication. It is, however, the most complete - and oftentimes the onl;, - comparative data available on transit, and For that reason it has been used in this report. Likewise, the reader should be aware that the Iowa Citv data used for comparison in this report may not precis*bO match the Section 15 definitions. Furthermore, the Iowa Cit" data presented is the most recent data available, while the Section 15 data is for FV 1982. Keeping these data discrepancies in mind, the information presented is nevertheless valuable as a general measure of. relative performance. -4- 1766 I. INTRODUCTION The purpose o4 this report is threefold: To offer an assessment of the assets, liabilities. and performance of the Iowa Cit;: Transit maintenance program; To develop a program of goals and eb.iectives to improve the effectiveness and efficient;.- of the Iowa City Transit maintenance program; and To generate specific strategies to accomplish those goals and Objectives. To carry out the assessment portion of the study, a peer group of 33 other transit systems with 20 to 30 bus fleet was established, and the data was extracted from the UMTA Section 15 Statistics Report for FY 1982, the most recent comparison data available. The raw data base for the peer group is listed in the Appendix of this report. II. DESCRIPTION OF EXISTING CONDITIONS R, Fie .+ ' d F�ci li tio-s The current transit fleet is composed of 22 coaches. Of those, the majority (12) were purchased new in 1971 when the City took over transit service from the private operator. Table 1 displays the current fleet composition. The City recently awarded a bid for the hat we delivery inpurchasefFY71983W R1ne1Iowahes tCity coach"eareediesel powered. Table 1 Iowa City Transit Fleet Quantity Year Make Capacit;+ Length Width__ 3 '32 NeopIan 47 40'102" 3 '77 Flxible 41 35' 96" 2 174 GMC ' 53 40'102" 12 171 GMC 45 35' 96" 1 '67 GMC 45 35' 96" 1 163 GMC 45 35' 96" The current fleet requirements of the transit service are displayed in Table 2. /7/6 Table 2 Iowa City Transit Yehicle Requirerc�er�ts peak Mid -Day Night Saturday Rcademic 14 Year, Is 14 Summer 14 14 7 14 +rom the Qd The present transit Taciuheni the Cityty was htook over the private operator in 13.1 operation of the system. It is a clear span metal building With a small office area, one pit, and two overhead doors. R new facility will be completed during 1984. , he now tioncrepair andhave office, areaste B i n � � fidmini^-+r �E i9t1 The Iowa City Transit <ICT) system is a municipal service and is organized as a division of the Cit;+ government. Maintenance of the Iowa City Transit (ICT) fleet is performed by the City's Equipment Service Division <ESD). This division is charged with the maintenance of all 'city vehicles. The maintenance personnel assigned to Transit maintenance are ESD e s ho *mPloyfes, employees'.eFiguresilnand 2hdisplay ithe Tables 0+ areof Organization for the Transit and- Equipment Ser+ic• Divisions. /-7G6 Figure I Iowa City Transit Table 04 Organization City Manager Transit Manager Operations SUP*rvisors(2) Senior Driver I' Service Supervisor Clerk Drivers (23 FL 23 PT) Service Workers (3 + I temp.) Figure 2 Iowa City Equipment Service Division Table o4 Organisation City Manager Assistant City Manager I ESD Superintendent Oeneral Eiuipment Shop Transit Maintenance Shop Supervisor Senior Mlechanic Mechanics <I> Parts Clerk Mechanics (3> -7- /7GG C. Management anN .^+, �nen•.,i cin The ESD Superintendent, whose office is in the ESD facility several blocks from the present transit facility, has management responsibility for the maintenance of the transit fleet. Dailv supervision of transit maintenance activity has been delegated to the Senior Mechanic, who makes the work assignments to the Other transit mechanics, processes defect and work order forms, picks up parts and supplies, and performs mechanical work on the buses. The Transit Manager and ESD Superintendent meet on at regularly scheduled basis to discuss and coordinate transit maintenance issues. Drivers and transit mechanics are represented at these meetings. D. .Maintenance Cta-09ina �d C hed,lee There are 4 mechanics assigned full time to the transit facility, including the Senior Mechanic. Additionall;-, 30, of the time spent by the ESD mechanic who performs major component rebuilds is allocated to transit, as is 30% of the ESD parts clerk's time, and appro>:imate ly 307: of the ESD SUperintendent's time. The schedules for the 4 mechanics assigned to the transit facility are displayed in Table 3. Tab le 3 Transit Maintenance Shifts Classification Hours Days Persons Sr. Mach. 7:00am-3:30pm Mon - Fri 1 Mach. I .6s00am-2330pm Mon - Fri 1 Mach. III 3:30pm-12:00am Mon - Fri 1 Mach. I 3:0¢pm-11:30pm M,Tu,Th,F,Sa 1 E. Mechanie 2^1octInn And Tnainina There are Classification Descriptions for each of the transit Maintenance positions, including a description of duties, the chain of command, required .and desired prior training and/or experience, as well z. knowledge and skills the candidate is expected to bring to the .i ob. There is no formal mechanic training program. Mechanics are expected to learn on the job from each other and from the manuals supplied by the manufacturers. Tuition free short courses provided by bus manufacturers are utili=ed as budget and work load permit. -a- /74�(6 F. Przlentiwe Maine nan , (PM) The preventive maintenance program consists of 4 ser,.jice and inspection c;,cles: daily, monthly, semi-annual, and annual. The PM program was set up on a calendar basis rather than a mileage or engine hour basis in order to maintain a steady PM inspection work flow, rather than having a number of inspection= come due at the same time alternating with periods of inactivity. The daily inspection consists of the normal fluids and tiro checks, as well as exterior and interior damage checks. These are performed by the service workers as the buses come off the routes in the evenings. Figure 3 is a copy of the monthly {A>, semi-annual eB>, and annual CC> PM inspection form. The A, B, and C inspections are generally assigned to one mechanic on the evening shift. �, Vehir le �arvi ina Vehicle servicing is performed by a crow of 4 transit division employees: 1 full time Maintenance Worker II, 1 part time Maintenance Worker II, and 2 part time Maintenance Workers I. At present they are •assisted by a temporary Serviee Worker. Vehicle servicing occurs in the evenings Monday through Saturday. Service Worker duties consist of pulling each •bus into the garage, fueling, chocking fluid levels, checking tires, inspecting for damage, washing exteriors and windows, and cleaning interiors. The Service Workers also collect the Drivers' defect reports from the buses as they come in and turn them over to the mechanics. In addition, the Service Workers perform janitorial duties in the transit garage and offices. H. Shop Sa9ety The ESD shop safety rules are listed in Figure 4. I. Parts and lnuontery At present the transit parts inventory is kept in 2 locations. A supply of parts that are frequently and routinely used are stored at the transit facility, as are larger body and glass parts. All other parts .are stored in the ESD parts room. When parts are needed at the transit facility, a mechanic goes to ESD to obtain them. This process consumes about 30 minutes of the mechanic's time for each trip. The ESD parts clerk is responsible for maintaining the inventory ,of transit parts. Approximately 50% of his time is allocated to transit even though transit accounts for only 92 of the 270 pieces of equipment maintained by ESD. This is due to the relative usage of the transit vehicles compared to other city equipment. and the amount of inventory required to maintain them. -9- / 7G6 lBdWtd COWieK IMTLL PI IIISPEDTId AEPW FQUIP No, 09 TMT#311• COW11 MILPS/IUI. Tat INSFlNCTIC r iowtl ■ PI( O erMVMED REQUIFID ADJOrdOM X.MrlClilCT IEPAIgd PE DED pin tubo over olack odj, brake cope chor pine a"I lube level lube perk broke orstM, bell crank vers (oedt on FtxL :each) IoM engine drive shalt u ,joints Tubo 0 odoaster adopter — _L,,t hock tt a,��j nopeoC generator coneotlons -a—inspect napact air atesnor homes for o acb or leaks ,._p_odjuet r ahook_ond record remtrlo tlon,�, replace it over Y" Inches. brats at lnopeot exhaust systems for looks, corrosion. eng ne't rain ■hubler air fLlter,add one ounce abutter Mid tranny a Jaspect shutters for free operation and cylinder luu-- Lnspoot ell and filter ■ for teak@ and condition and e" looks A - long front freer end lasso AO opsrotlo oro !or dsae foots hesdeoLereroy d olfn ligbto. on and pressure and adjust front brakes step tuna -up brakes and Inspect done er broke rely valve oke chaeber 4C aphrase(pancakes) lhrnater VEHICLE �I Figure 4 Equipment Service Division Safety Rules: 1. Wear goggles and protective clothing as necessary when welding or grinding. 2. Clean up oil spills with oil absorbant as soon as possible. 3. Use exhaust'pipes and extractors. 4. Use .lack stands when lifting vehicles. 3. When using hoist put safety pin down. 6. Don't operate equipment unless 'Yau know how to operate it. 7. Keep pit area chained. S. Wear goggles when filling batteries - wash off excess acid after caps are closed. 9. No smoking around flammable liquids or gases. -11- /-" 0 11 tV the Transit maintenance expenseseincurred which uses an Equipment Service Division charge -bask is the Transit Division to interdepartmental cha cover those costs. The charge -back is assessad on aper vehicle mile basis. This rate is adjusted annuall;O b;� the ESD Superintendent for each class of equipment. The current tful if burdenedit laboile based rvehicles ofsper s20.00permhour. The upona charge-back covers the parts and tabor used fpr bus maintenance, fuels and lubricants, maintenance supplies, administrative overhead, and facility overhead. The estimated Year end bus maintenance chane& -back fpr FY 1984 is 4493,136, of which $171,660 is fuel cost. The in Section 15 data used for peer group comparison componentthis 0+ study does not include fuel as ain study, the cf *losts• cost waspobackedFor purses 0fOutmptoilea" at net maintenance cost of S321,476- -12- III. EVALUATION A. Fffo�ti�+eness The effectildeness of a transit maintenance program is primari IV defined by the answers to the following questions. To what degree is there an adequate number of safe, operable coaches available to make each day's runs? To what degree can the coaches on the street be relied to not break down during the runs' Reliabilit`i of service is the primary prorequisite in the public's decision to choose transit, and therefore any missed trip must be considered unacceptable. The malority of the riders use ICT for work and school trips. Since these activities are generall;% conducted on set schedules, the perceived reliabilit;: of ICT's service plays a major role in the individual's decision to -use, it. Even though a single missed trip is a relativob" small portion of ICT's daily service,it has a disproportionate negative impact on the reliabilit;% perceptions of the affected passengers. During the 12 month period from 1 May, 1383, to 30 April, 1984, ICT had a total.of 80 trips that were missed duo to a lack of .operable coaches. That constitutes an average of one missed trip every 3.9 days of operation. Of those S0 missed trips, e4 occurred during the winter quarter {January - March). While there are no comparative statistics available from other .similarly sized systems, the number of missed trips +or ICT consultpants's experience• be quitTheghhigh incidence eofpmissed trips during the winter quarter tends to negate what would otherwise be an acceptable performance level in by viewed the #yes of the public. This statistic should with concern in that system ridership is highest during the winter, and therefore, each missed trip affvcts the maximum number of passengers. Also, public perception of the system becomes much more critical when passengers are waiting for their bus inn Sub-"ro temperatures' public perception of the system Iv ridership, but also public willingness to support the system.. -13- / �NG Fleet maintenance problems in the winter months are compounded by weather related items such as frozen brake lines, which occur, in addition to normal breakdowns, thereby raising the number of missed trips. ICT's reliability in winter months is further aggravated b;: an increase in the number of missed trips due to non - maintenance reasons, 0.9. snow. Since non -maintenance missed trips are primarily due to causes beyond the control of ICT or ESD, it is imperative to reduce the number of maintenance related missed trips. To measure and compare the fleet reliability of Iowa City Transit with 33 other systems of similar size, the following performance indicators were utilized: Annual number of Road Calls per Revenue Vehicle. Annual number of Road Calls per Peak Vehicle. Annual Vehicle Miles per Road Call. AnnualVehicleHours per Road Call. Road Calls.were measured against peak vehicles as well as total fleet due to the wide variation in spare ratios within the study peer group. Table 4 presents this data. Likewise, due to the variance in average operating speeds, road call interval was measured in both vehicle miles and vehicle hours. Table S displays the road call interval data. Of the 34 systems, ICT had the third highest rate of road calls per revenue vehicle, and the fifth highest rate of road calls per peak vehicle. In both cases ICT's average is at least twice as high as that o4 the average for the rest of the systems. In road call interval comparison, ICT again appears to have a serious problem. Measured in either vehicle miles or vehicle hours, ICT has road calls twice as 4reauentlV as the average for the other 33 'systems, and is surpassed by 30 of the 33 systems in these measures of reliability. Based upon these data, the maintenance 04 the ICT fleet appears to have serious deficiencies in effectiveness. B. F4�ir i.�n v The overall efficiency of the ICT fleet maintenance was evaluated using the following indicators: Revenue Vehicles per Mechanic. Peak Vehicles per Mechanic. Maintenance Hours per Revenue Vehicle.. Maintenance Hours per Peak Vehicle. Vehicle Miles per Maintenance Hour. Maintenance Cost per Vehicle Mile. Maintenance Cost per Vehicle Hour. -14- 1-76(a T•kte 4 Road Catl• per Rue Ipar Revenue Vehicle Coverage—) f per Peak Vehicle Coverage �1 R 20. to. 1 1 1 Il i Me ♦I • • • i V • i i — 6 � s — • • = ori • • H w — • u i a • Y • — � ` O O LL O O i J J I O 0 O. � J J = 2 /7GG Table S Mlles and Hours par Road Call Mlles ... svira0• (a 10.000) 5 Hour* average `(&1.000) -- i O � • • w • J O a • J J -is- ;'S Table a presents the data on the number of vehicles per mechanic. Iowa City has a ratio of buses to mechanics slightly higher than the 33 system averages, using either the revenue vehicle or peak vehicle measures, and ranks in the middle of the peer group for both measures. This would. normally indicate that Iowa City's transit maintenance program has an appropriate number Of mechanics for the current fleet size. However, Iowa City Transit operates over an 13 hour service schedule, which skews the maintenance requirements for each bus above the average. A 12 hour operating da;: is the norm for small transit systems. The 13 hour operating day results in more miles of operation per coach per day than in systems of similar size, thereby increasing maintenance requirements. Similarly, the additional hours of service increase manpower scheduliing requirements in order to provide coverage for road calls across the operating day. Table 7 displays the maintenance hours per vehicle data. Iowa City has the lowest average maintenance hours per revenue vehicle and per peak vehicle epi the group. Teble S shows the average vehicle miles per hour of maintenance, for which Iowa City has the highest rate. These data would normally indicate a high degree of maintenance ef4icieney. However, the low effectiveness indicators suggest that, in the case of Iowa City, these data may be evidence of an insufficient allocation of manpower resources to accomplish effective maintenance. To achieve maintenance effectiveness and efficienc;s it is necessary to have sufficient manpower to sustain a comprehensive PM program while responding promptly to repair needs. If insufficient manpower is allocated to repairs, then coach downtime increases and results in missed trips due to an insufficient number of operable coaches. If manpower is diverted from PM to repairs, then the future incidence and severity of unscheduled maintenance Cbreakdowns) will increase. Table 9 presents the maintenance costs per vehicle mile and per vehicle hour. The ESD charge -back rate includes fuel costs, as well as administrative and facility overhead, in addition to direct maintenance expenses. Since Section IS maintenance cost data does not include fuel, it was subtracted from the total ESD Charge -back for comparison purposes. It should be noted that the peer group data is from FV132, while the Iowa City data is from FY'94 -(projected from April 134>. These data would indicate that the cost of ESD maintenance service is not out of line with the average for systems of this size. -17- / n(a as . 20 . Is. 10 . Table e Buse• ser Me•h•nla Revenue aver•/• Vskl•le• Peak average ..• Vehlalee V. Q • • .J J 17( 04 41. i. 4. 1 7 Table 7 MAINTENANCE HOURS PER $U9 per (evvireve�hlol• (a 1,000) • per Peak Vehicle W.000) ( aver• p ----) • • • • • • s • _ < • . a • < � a a 0 • • V • 0 • • A •••• s Q• i- O s J i i O O• e• i= i• a i i i f■. s i i•:• () ••• f y a: 1L i i i i`• a t<< i >>•• Q •< P.> s U Q• Q= J IL LL• J 0. ;; Y Q • • 1 i •r • J J = 2 Table E MILES PER HOUR OF' MAINTENANCE 140 . 120 . 100. E0. •0. 40. 20.. G7 — •— 0 • • 2 2 J J -20- /3(� Table 9 Maintenance Cost. pan MILE i.90 s.90 s.2c s9. 99 PER MOOR . + • < f• + C • . . . • 6 O > i s • + E • + + ; aC • + • • • > i i+• i i O p i u` i i• i e d a r+ Z= 4 J J $4.00 32.00 f � O W > Q LL O J•• J J 2 2 2 a J J -21- / 766 ESD's charge -back procedure, involving the use o4 an average fully burdened labor rate to calculate a flat rate per vehicle mile for all vehicles within a given class, does not permit a calculation of the City's actual transit fleet maintenance costs. While the City's total maintenance costs for all municipal vehicles is probably accurate, this cost allocation system may result in inadvertent inter -departmental cross -subsidies if different classes of vehicles require differing levels of maintenance experience and expertise to repair. If, for example, transit buses use a higher proportion of the most experienced mechanics' time than do police cars, them the police maintenance charge -back would be subsidizing transit maintenance, because the labor rate has been averaged at $20.00. The reverse is also possible. Transit could subsidize other divisions. In summary, the comparative data would seem to indicate that Iowa City's fleet maintenance is reasonabl;: efficient. However, without a concommitant level of effectiveness, this efficiency is a false economy. The current maintenance program accomplishes short term cost control, but does so at the expense of fleet reliability. The goal of ICT is ", to maximize ridership by providing the highest possible 'level of service' to the community." Fleet reliability is necessary to achieve this goal. The goal of ESD is " to receive the maximum economic life from its (the City's) equipment." Maximum economic life requires both effective maintenance and cost control. The balance of this chapter will be an evaluation of the performance of ICT fleet maintenance in detail, based upon the direct field observations and research of the consultants. C. llnaani -atien and fidmini t+ratien Iowa City Transit fleet maintenance has been a function of the Equipment Service Division since the Fall of 1972. At times this separation has been a source of contention, due to the division of managerial control between ICT and ESD. From the City's pespective, having .transit maintenance performed by the division responsible for all other municipal vehicle maintenance has been logical. Since there was a fleet maintenance organization already in existence, it would be more economical and efficient to use it rather than create duplication. -22- 1766 ce ESO placing the transit wed the eESO mtondistributeuits rfaxed jurisdiction has total fleet. thereby maintaining overhead over a larger rata Per unit for all that a lower mi Uage charge-back been equipment than would otherwise struc.turobl°hasIn regard, this organizational successful. However, due to the labor intensive requirements of there have likely been few, i4 any' transit maintenance' and the non-interchangeability o most transit parts, savings in direct expenses. The undesired duplication has. of necessit,,, occurred. Four of the 4.3 mtransit echanic FTE'S assigned to transit trsnsitmaintenance rk *xQIus1Vv*IV onhas been vehicles. In the past and dependent on the heavy maintenance equipment, toots, th parts at the ESD shop, but the space requirements It the transit fleet dictated a se+r�atth fICTll+acilitywto necesssry to shuttle the buses to reduce the buses between the fscilitivs, the ESD facility for maintenance. In order time spent transporting ESO mechanic were stationed at the ICT facility an a light duty shop was established therethere iwilltbe completion of the new transit facillt/r SDIS facilities. R virt�.+alIV no dependence upon Eaccomplished in the significant efficiency will be reduction of mechanics' time now spent retrieving parts free ESD.�Ttimewfar prwentill Permit iveem+intenancee and repairuse 0+ ! mechanics -23 / n G D. M ---gement and Suetnvision The ESD Superintendent does not perform da:, to Nav -•spervision of the transit maintenance services. The Equipment Superintendent is responsible for overall direction of the division, including preparing the budget, preparing interdepartmental charges for ESD services, controlling ESD expenditures, developing equipment procurement specifications, supervising parts and inventory activity, as well as selecting and evaluating personnel. His administrative duties plus the physical separation of his office and the transit shop (even after the move to the new facility) combine to make effective line supervision by the ESD Superintendent virtuall- impossible.' Effective supervision of line functions generally requires that the supervisor have two personal stronothss supervisory ability, and expert knowledge of the .Job to be performed. The line supervision of transit maintenance has been delegated to the Senior Mechanic, who unfortunately is not strong in either of these areas (See evaluation of Selection and Training). The City has recognized and attempted to. improve the situation through in-service supervisory training. However, the consultants' finding, based upon field observation and interviews with key, individuals, is that there remains a serious deficiency at this critical .luncture in the management and supervision of transit maintenance. Mgi ten- ee Gt-ffina and S h_ eS dines The maintenance performance indicators referred to earlier in this chapter suggested that there may be insufficient manpower allocation to sustain an effective transit maintenance program. Direct field obsevations by the consulting team support this finding. Inspections Of the fleet and reviews of the maintenance records indicate a significant level of deferred maintenance. The deferred maintenance leads to an increase in the amount *of unscheduled maintenance <road calls and defects reported), which in turn impinges upon the time available to carry out preventive maintenance. A review of preventive maintenance records shows that the schedule has not been adhered to, due in part to time constraints caused by unscheduled maintenance. Preventive maintenance is primarily deferred simply due to a lack of manpower in that the mechanics' priorities are to keep sufficient vehicles operational to meet the system's immediate needs. Thus road calls and repairs take priority over preventive maintenance in the effort to meet the immediate operating requirements of the system. Additionally, when only one mechanic is on duty any maintenance emergency (e.g. road call) interferes with the performance of scheduled maintenance. -aa- /7(0o During the 12 month period ending April 30, 1934, the City paid out a total of $13,115 in overtime or compensatory time off to transit mechanics, which offers additional evidence of insufficient staffing levels. The overtime appears to be caused primarily by the incidence of unscheduled maintenance, and the lack of depth in shift coverage. The current work schedules are set up on a two shift basis, with two mechanics on each shift. Unlike most systems of this size, ICT operates an 13 hour day (instead of a 12 hour, day>. Systems on a 12. hour day usually have 2 shifts: an AM shift that covers the morning pullout and extends into the early afternoon, and a PM shift that starts in the late morning and extends through the end of the day's service. This shift arrangement gives coverage to the entire Operating day, plus provides double coverage during the mid-day. This double coverage permits the mechanics to attend to defects and minor repairs during the off peak without diverting effort froom preventive maintenance. In Iowa City's case, the two shifts have no effective double coverage. Due to the hours of operation, the age of the fleet, and the incidence rate for road calls, etc, there is definitely a need to have at least one mechanic on duty throughout the operating weekday. Due to sick leave, vacations, and staggered days off to cover the six-day operating week, mechanics often work alone in the garage. This has raised some concerns about the mechanics' safety in the event of a serious injury or being pinned while working alone. This concern may occur more often in the new facility, since the maintenance bays are physically separated from the servicing, parking, and office areas, which will reduce the presence o4 other transit personnel in the shop. While there is no OSHA regulation specifically requiring another person to be on duty with a mechanic, Section 5A1 of the OSHA Act could conceivably be invoked. Under, this Section, if substantiating evidence of a safety hazard not covered by other sections can be produced, OSHA can issue a ruling to cover the situation. This evidence could be the safety record of the specific work site in question, or that of similar work sites, i.e. other heavy vehicle repair shops. . -25- /7�1 F. MorhaMi& Selection a d Training 04 the 4 full time transit mechanics, including the Senior Mechanic, none had any prior bus repair experience, and only one had any experience working on diesel engines prior to being hired and assigned to ICT buses. Inasmuch as the Citi has had no formal mechanic training program (due in part to the lack of anyone qualified to conduct it), and has made little use of manufacturers' training programs Cdue to work load and budgetary constraints), the transit mechanics have acquired their bus maintenance skills mostly by trial and error. While the individuals with the perseverance to acquire their skills in this fashion are to be complimented, the results of a haphazard approach to maintenance training should be recognized= There will be significant gaps in the mechanics' knowledge (e.g. "We've never had that happen before"). The first time they encounter an;r new maintenance situation they will have no preparation to deal with it. What may be a minor problem can develop into a ma,ior one by virtue of improper dignosis and treatment. The process of learning by trial and error, by definition, produces mistakes, which can be quite expensive in vehicles that cost $123,000 to replace. In a time of fiscal austerity the City can ill afford costly errors. Fleet life cycle costs and vehicle longevity will suffer due to a failure to realize the long term consequences of deferred maintenance and the inability ' to implement adequate preventive maintenance procedures. While ESO management understands the importance of a sound PM program, itis severely hampered in its efforts to remedy the situation, due to the bus mechanics' luck of training. The lack of training extends the time required to perform repairs, thereby reducing the time that can be effectively dedicated to preventive Maintenance. G, Pre n+i a M -in+ nance to gffar iv news. The objectives of a PM program are reduce the occurence of unscheduled maintenance, thereb;+ controlling maintenance costs, increasing service reliability, and extending fleet longevity. Based upon the road call and missed trip data, and field observations by the consulting team, the current PM program appears to have serious deficiencies. Preawenr% The preventive maintenance program was established on a calendar cycle in order to maintain a steady work flow in the ESD shops. The "A" level PM is scheduled to occur on a monthly basis; the "B" level every e' months; and the "C" level annually. Because coaches do not operate an equal number of miles during a given length of time, the PM c;•cle is a variable one which may be either wasteful, inadequate, or both. An analysis of monthly vehicle mileage accumulations reveals that the "A" PM probably occurs more frequently than necessary, as often as every 2,000 to 3,000 miles on some coaches. An appropriate frequency for "A" inspections would be every 4,000 to 3,000 miles. On the other hand, "B" and "C" inspections do not occur often enough, with some coaches operating 23,000 miles between "B" and "C" inspections. "B" level inspections should occur every 10,000 to 12,000 miles, with "C" level inspections at 20,000 -to 24,000 miles. FaY+erence. In order far a PM program to be effective, it must be adhered to religiously. Due to the high rate of unscheduled maintenance and the low number of mechanics on duty at any given time, the PM mechanic is frequently called away from preventive maintenance to conduct emergents repairs. As a consequence, the PM schedule often is not closely adhered to. The effect on "B" and "C" level PM's, which are scheduled too infrequently to begin with, can have devastating consequences for fleet reliability, longevity, and repair costs. noclan. The PM program is standardized for all of the transit coaches. The ICT fleet current Iv consists of 3 different makes of transit coach <soon to be 4>. In the consultants' opinion, although they share many components in common, they are not necessarily identical in their PM requirements. This will be especially true of the new Saab-Scania coaches, which will have little in common with the other vehicles in the LCT fleet. A well designed computerized Maintenance Management Information System <MIS> would permit the fine tuning of the PM program to the specific needs of each make <or each individual coach. -27- 1766 Di t gnat�,ais. of i Analysis is currently used on 11, when engine problems are suspected. I+ used on a regularly scheduled basis as part o4 the PM program, oil analysis can detect problems before visible s;lmptoms develop. Furthermore, oil analysis is an ideal monitoring device for the fine tuning of the PM cycle, allcwing one to determine accurately the mileage interval at which oil changes should be made for each model of vehicle. Werk Flow The work order form includes spaces for recording the actual time spent by the mechanics on each job, as well as the standard time allowed for the performance of that type of work. A review of a sample of completed work orders over the past year revealed that these spaces are not being filled in correctly, i.e. the "actual" time recorded invariably was identical to the "standard" time for that job. There is no usable information on actual work flow time. Due to the volume of road calls and defects reported, defects judged by the mechanics to be minor are often deferred until the next PM for repair. This deferral may result in poor morale among drivers, who Percieve that their defect reports are being ignored. Some drivers will react by making nuisance reports (reporting every possible defect they can think of), while others will ,not report any defect. Both are undesirable for effective transit maintenance. Furthermore, the act of deferring maintenance diminishes its importance to the mechanic, who eventually perceives that the minimum level of maintenance is acceptable. This attitude results in more costly vehicle problems in the long term. I, Hehiale ger-Ilaina The vehicle servicing function is currently both effective and efficient. The interiors of the ICT fleet are maintained in excellent condition for vehicles of their respective ages. The crew works well together at a steady pace, and carries out its duties with a minimum of wasted time and motion. J, Sheg �afeiv The ESD shop safety rules are not sufficient for OSHA purposes. A thorough shop safety manual and training program need to be developed. The mechanic work area in the present transit facility had a number of safet;0 hazards at the time of the consultants' field work, including spilled oil, grease, and loose debris creating tripping hazards in the work area. Although many of the hazards will be eliminated with the move to the new facility, attention will need to be paid to changing shop cleanliness behavior. K. Parts and Tnunn+or•, The primary deficiency in parts, and inventor;, is a function of its physical separation from the transit work site. Each time a•transit mechanic needs a part or Supply that is not at the bus garage, at least 30 minutes of his time is consumed in obtaining the necessary items at the ESD shop. On occasion, both mechanics on duty will so to the ESD shop for parts at the same time, thereby consuming an hour. With the completion of the new facility, including the parts room, this problem will be alleviated. The now parts room will, however, need to be staffed in order to maintain a strong inventory control program. The purchase of 7 new coaches will increase the required inventor;, levels for ICT disproportionately, since the Saab-Scanias will have fewer interchangeable. components with the other coaches in the fleet. �._F_lee+ The acomisition of the 7 new Saab-Scania (and the retirement of the 1963 GMC) will lower the average fleet age from 11.4 to 8.3, which is close to the average for this size fleet. Current plans call for the remanufacture of 11 coaches during. FY 33 and FY a6 (presumably 1971 GMC's> and the replacement of 2 buses in FY 87 (the 1967 and a 1971 GMC>. In F;, 38 the Purchase, of 2 additional coaches is PmJected, and in FY 89 the replacement of 3 units is anticipated. Table 10 displays the fleet size and average age for the ICT fleet through FY 89, as currently planned. Fiscal Year Table 18 Projected ICT Float Size and Age Fleet Size Fleet Age 35 28 3.3 36 23 9.3 37 28 9.0 88 30 9.6 39 30 3.3 Although the decline during be partially OMC's in FY 35 size will be remanufacturirn average fleet age does not appreciably this period, the maintenance impact will Dffset by the remanufacture of the 1971 and 36. Additionally, the effective fleet remain at 22 vehicles during the process.. -29- /7�v6 ' The GMC coaches, which constitute the core 04 the present +left, are rapidly approaching the limits o4 their use-ful operating li+e without remarn:+acture. The GMC's have served ICT well, but are showing the e+fects o4 deferred maintenance as evidenced by the "new" types o4 breakdowns that have not occurred in the past <e.g. structural and metal -fatigue breakdowns), and the -frequency o -f road calls. Remanu+acture of these units accompanied by an improved preventive maintenance program should extend the useful li-fe 04 these units by up to 5 years. The Flxible coaches are not as close to the limits o -f their use4ul operating li4e, but are also experiencing "new" types o -f breakdowns and an increased rate o4 road calls. Improved preventive maintenance should recti+;+ this condition. The Neoplan coaches purchased by ICT in 1982 have been a source o+ considerable -frustration to the transit mechanics +or several reasons: Any new coach goes through a period o+ "debugging" during which it su++ers a disproportionately high occurence o+ breakdowns and deflects. Any new type o+ coach requires adjustments on the part o+ the maintenance crew, who must learn and get used to a di++erent menu+acturer's design. The Neoplan buses are substantially more complex than the older GMC's and Flxibles in the ICT +leets with more systems and more complicated s;+stems to maintain. The ICT buses were among the +irst to be manu4actured in the USA by Neoplan, and there -fore have a higher rate o+ design de+ect and assembly line quality control problems than normal. These -frustrations will likely be experienced again with the arrival o+ the Saab-Scanias now on order. Each new generation o+ transit coach is more complicated than its predecessors. Furthermore, they will have +ewer parts in commmon with the rest o+ the ICT +leet. They will require a disproportionately larger inventor;, o+ parts in stock, at least initially, by virtue o4 their relative rarrity.With the addition o+ these units to the +leet, mechanic training and adequate preventive maintenance will be imperative. A quick trip to Hicklin or a neighboring transit system will not likelfo solve ICT's parts and repair short -Palls. -30- /7G G The LCT fleet currently has a spare ratio of 22% of the peals vehicle requirement i4 buses). UMTR established a standard of 10% spares, but this ratio has proven to be impractical in the smaller transit systems. With an effective preventive maintenance program, a spare ratio of 20% to 25Y is generally considered to be adequate. This ratio is directly affected by the effectiveness of the maintenance program, however. if, for instance, there are consistently 3 buses down at any given time, then there is only one bus available to handle any emergencies that may arise. Finally, the increase in total fleet size and in peak fleet requirements will increase pressure on all aspects of fleet maintenance, including scheduled and unscheduled maintenance, work flow, and vehicle servicing. -31 /7�(0 M. Impact of Now EA -1 lit- The new transit 4acilitY will give ICT the physical capacity for effective, efficient maintenance of, a growing fleet. The new facilit;+ is well laid out and isere ould allow ade<tuate fsPacencforfemost in-housemaintenance. andancompon'ent rebuilds. It will not, in and of itself, make the maintenance Program effective or efficient. The Physical separation of the maintenance area from the rest of the facility may intensify maintenance supervision problems. Rlthough closer to the ESO Superintendent's office, there is still sufficient separation to Preclude adequate day to day supervision by the ESD Superintendent. Furthermore, the maintenance bays will not be as readily visible to transit personnel. Rlthough transit personnel have no authority over maintenance, a certain amount of peer pressure exists, because the mechanics' work directly affects the drivers' working conditions. This physical separation will also intensifv maintenance Personnel's concerns about the safety of working alone. The layout and equipment of the new transit facility will permit many maintenance tasks to be carried out mor.& efficiently, particularly those involving the use of a pit or hoist. The Parts room located in the new transit facility will eliminate much of the unproductive time spent retrieving parts, therbv reducing mechanic time by about 30 minutes Per .lob. However, the Parts room also will need to be stocked, and someone will need to be responsible for controlling and recording Parts issued. These needs will have to be covered during the evenings and on Saturdays as well as during the weekdays. The equipment in the service lane will reduce the amount of time actually spent servicing each bus, but this time Savcre ed theinadditicnal otimeet requiredb�y thein+or�fl bus movement and about the amountgof timerior Par bus asgat will presentesto maintainthe same standards of cleanliness- -32- /�GG The facility itself will require considerably more maintenance than the existing facility, b;, virtue of the increased size and the higher standard of cleanliness that should be adopted for the new facility. Due to the major capital investment in transit and the visibility to the general public, and to local, state, and federal officials, it will be to the transit system's long term advantage to create and sustain an image of a well maintained structure. The Serviceworker Supervisor has estimated the facility maintenance requirements at 39 to 73 hours per week, versus the present 18 to 38 hours per week. Table 11 displays the facility maintenance time estimates. Based upon an adequate cleaning cycle, the consultants concur with this analysis. Table 11 ICT Facility Maintenavvice Requirements Old Facility Mrs/Wk New Facility Office Areas 6 Of?ice Rreat Office 23 Rooms Lounge 4 Rest Rooms 2 Rest Rooms Shelters Storage Areal 12 Storage Rreas Floor Floor Tromb Wall Oroundsi 0 - 20 Groundsl Snow Removal Snow Removal Mowing Mowing Shelters Shelters Shrubs TOTALS 18 - 38 TOTRLt -33- Mrs/Wk 30 0-25 39 - 73 /?66 N Inv other S.,stems._ In order to ^obtain the federal funding to construct the new ICT facility, it was necessar" to enter into an agreement with the City of Coralville and the Universit;, of Iowa, giving them access to the new facility. This agreement has significant implications for ICT maintenance. The University of Iowa Cambus is unlikely to invoke the agreement, by virtue of its access to the resources of the U of I Physical Plant. Possible exceptions to this would be for the use of the paint booth and the dynamometer. While much of the facility could accomodate the Cambus fleet, the repair and paint bays are not set up to accomodate articulated coaches, such as Cambus anticipates ordering. It is not likely that Cambus would purchase maintenance servicts from Iowa City. The Coralville Transit System is likely to utilize the facility and the services of the ICT maintenance facility to an increasing degree over time. Coralville does not have the maintenance resources available to ICT and Cambus, but faces the same increasingly complex maintenance requirements. In the consultants, opinion, the economies of scale and the unwillingness of UMTR to make major capital investments in separate maintenance sites create an environment for increasing dependence by Coralvi.119 Transit upon ICT for maintenance services. 0. Financial Table 12 contains summaries of the ICT and ESD actual or budgeted expenditures for Fiscal Years 1981 through 1985. The maintenance expenses for the ICT fleet Appears to range between 33% to 40Y. of the transit system budget. The transit manager has no management control over this significant portion of his budget, except through control over the number of miles operated. The ESD budget is material intensive C60-65;:>. •Of the material items, consumables Cfuel, lubricants, etc.? account for about half. Using a cost allocation system for motor vehicles based upon mileage is probably the most accurate methodology for indirect costs, since the costs are distributed by the relative level of vehicle usage. However, the majority of the ESD expenses could be attributed directly in order to give a more accurate accounting of maintenance costs. Table 13 displays a summary of transit bus maintenance costs taken ,from the ESD "Equipment Cost Summary for February, 1984." The maintenance costs by unit for the fiscal year to date ranged from s.35 to $1.95 per mile, with the fleet average being 3.62 per mile. -34- /BGG Tab le 12 ICT and ESD Operating Expanses ESD EXPENSES FV '31 FY 132 'Actual Actual Personnel 270379 300762 Material 751131 794999 Services 133059 189660 FY '33 FY 134 FY 135 Actual Budget Budget 340093 373048 375326 767934 779326 317765 141254 141542 140204 TOTAL OP 1159569 1235421 1249296x1298916 1333795 Change Personnel 22.70 11.24 13.08 11.16 -0.59 1.43 4.93 Material -0.10 5.34 -3.40 0.20 -0.95 Services 50.19 37.30 -25.52 Total 3.97 10.35 -2.31 3.97- 2.69 %o4 TOTAL Personnel 23.32 23.40 27.22 29.10 23.13 Material 64.73 61.35 61.47 60.00 61.31 services 11.91 14.75 11•.31 10.90 10.51 Total 100. 100. 100. 100_- 100_ ICT EXPENSES FV 31 FY 82 FY 83 FY 194 FY '85 Actual Actual Actual Budget Budget Personnel 755505 333296 923516 996217 1072229 Material 7645 9963 6320 10645 3983 Services 77779 113842 126964 130373 .147717 ESD Maint 555137 581255 542500 633141 596902 TOTAL OP 1396116 1533356 1604300 1770376-_1325831 Change Personnel 10.30 11.43 7.29 7.63 Material 30.32 -36.57 68.43 -15.61 Services 46.37 11.53 2.69 13.30 ESD Maint 4.70 -6.67 16.71 -5.72 Total 10.19 4.29 10.35 3_13 of OP Personnel 54.11 54.17 57.38 0.65 0.39 5.27 0.60 50.49 Material 0.55 Services 5.57 7.40 7.91 7.36 8.09 ESD Maint 39.77 37.79 -- 33.32--- 35.76--M32.69 Total 100. 100. 100. 100__-100_ -35- /7G Table ICT Bus 11 13 Fleet Miles Maintenance Costs: Fuel S Parts 3 FY94 Year Labor 4 to Date Other -$ as o4 1 Total -$-- March 84 -$/Mile 601 36745M 5369 2624 r 2030 2398 12921 0.35 602 24654 4936 5030 3900 2301 16067 0.65 0.54 603 25042 5466 2343 2840 2901 13555 0.45 604 24817 5155 1953 1926 2027 11061 41306 1.95 605 21484 4605 27130 7306 3932 2765 1713 17155 0.82 606 20924 4807 4863 6703 4311 4144 2353 15671 0.67 607 608 23421 22596 4790 4813 3848 1702 15158 0.67 609 24196 5169 9713 4744 1097 20728 0.86 0.43 610 27794 5511 1994 2768 1736 4156 12059 16626 0.69 611 24240 5016 4608 2346 3996 2877 16702 0.71 612 23407 5000 4829 3461 3948 1371 15109 0.54 613 27900 28153 5829 5969 1652 2220 3142 12983 0.46 614 615 25310 5372 2163 3350 1661 1�53� 0.50 0,39 616 24202 5238 793 1550 1973 11301 0.50 617 22773 4798 1673 2494 1306 2331 3171 11227 0.53 618 21178 5094 1156 2212 3334 3836 13712 0.75 619 620 18266 15933 4330 4204 1107 3078 2507 10396 0.68 621 24453 6485 1045 1670 2389 11599 0.47 622 20577 6033 1298 1804 1209 10334 0.50 TOTRLS 528145 114439 92621 69534 52166 320760 FLEET RVERROE 0.62 -36- 1746 36- 17G6 The charge -back methodology used by ESD does not give true maintenance unit costs. At present, a Fully burdened labor rate of $20.00 per hour is used to derive unit costs regardless of the actual wage rates of the persons performing the work. This labor rate is set by averaging the total ESD labor costs and overhead. The resulting figure is then rounded upward to simplify calculation. The per mile unit costs are then averaged for each vehicle class and rounded upward to arrive at the charge -back rate (currently s.70 per mile for transit coaches). Setting a flat labor rate distorts unit maintenance costs by homogenizing labor, costs. A coach requiring heavy repair will likely require a disproportinate share of work time by the most experienced (higher paid) mechanics. Likewise, a coach with a high breakdown/road call rate may be responsible for a disproportionate share of the overtime paid out. This distortion may also occur on an interdepartmental basis, if one department uses a greater proportion of higher paid mechanics' time. Averaging the mileage rate also distorts the unit costs. It makes no difference whether unit 612 (s.71/mile) runs more or less miles than 601 (3.35/mile), the cost to ICT is the same. Rounding the mileage rate upward makes it easier for ESD to bill out maintenance services and helps ESD to keep its budget in the black, but is not a true maintenance cost. The calculation o4 true maintenance costs in con,lunction with a comprehensive Maintenance Management Information System will permit more effective and efficient management of both transit maintenance and operations. Careful monitoring a4 individual vehicle cost and peformance data assists transit and maintenance management decision-making about vehicle usage, repair,' remanufacture, and replacement. Thi.more accurate this information is, and the more readily usable it is, the better the decisions that will be made based thereupon. A well designed computerized MIS can dramaticall- improve the quality, quantity, and timing of maintenance information. -37- / �G 6 IV. TRANSIT MRINTENRNCE GOALS AND OBJECTIVES A. nnALS The purpose o4 goals is to describe the ideal condition for which the organization should strive. The goals of a transit fleet maintenance program should address both reliability (effectiveness) and cost control (efficiency). The consultants therefore recommend thi following goals for the ICT fleet maintenance programs EFFECT?VENECS To maintain the transit fleet in a manner that assures a sufficient number, of safe, operable, dependable coaches to•moot the service demands of the system. EFFSC iENC'1 To maintain the transit fleet in a manner that Produces the lowest possible Life cycle costs. S. ae tECT :'y The consultants recommend adoption of two sets of obJectives. The first set describes a series of organizational and administrative activities, and the second set describes a desirable level of on-going performance standards for ICT maintenance. 1. Structure the organization and administration of transit maintenance to provide direct lines of communication and responsibility for achieving the goals and objectives of transit maintenance. Provide a level of transit maintenance supervision adequate to implement and sustain programs to improve maintenance effectiveness and efficiency. Develop and implement a Maintenance Management Information System that provides adequate, accurate, and timely information for maintenance Program monitoring and decision-making. Develop and implement a maintenance education program for drivers to increase the accuracy of defect reporting, and to decrease poor driving habits which cause excessive vehicle wear. -39- 176(o 2. Maintain a lost workday injury rate of less than 4.3 ( * of lost time injuries for the last three years x 200,000 / maintenance pay hours for the last three years >. Maintain coaches so as to achieve a 15 year use+ul life, or 1 year for every s10,0e0 of current replacement cost, whichever occurs first. Maintain an average annualized life cycle cost of $20,000 per vehicle or less. Increase fleet reliability as measured b;, vehicle miles per road calla FY85 2,000 '•/mi/RC FY86 2,500 Vmi/RC FY87 3,000 Ymi/RC Reduce the number of missed trips for mechanical reasons$ FY85 75 missed trips FY86 70 missed trips FY87 65 missed trips Maintain a ratio of maintenance labor hours to vehicle hours of not less than .10 and not more than .25. Diagnose, verify, and correct or redline 95% of reported defects within 3 working days. -39- 1744 39- 17G4 V. RECOMMENDATIONS A. Shoo sa4.t" Develop a comprehensive shop safety manual for the now facility and the ESO shops. The labor representatives from ESD who serve on the City's safet.v committee should be involved with management in the development of this manual. At a minimum the manual should cover shop equipment, tool, and vehicle operations, materials handling, clothing and protective gear, shop cleanliness, employee behavior, visitors in the Shop, waste disposal, emergency procedures, proper use of safety equipment, and personal injur;/ reporting. The manual may also cover first aid and cardio-pulmonarry resuscitation. To save time and expense in the development of this manual, it is recommended that the City obtain copies of safety manuals developed by other systems to use for general guidelines. Establish an on-going shop safety training program basad upon the manual. Resources and instructors that should be considered for this program include the City's police and fire department training staff, the local Red Cross staff, Iowa State Patrol, and the safety engineers for the City's insurance carriers). New employees should receive complete instruction in topics covered by the manual. Safety meetings.'training sessions should be scheduled for all shop employees on a semi-annual basis. Conduct scheduled and unscheduled safety inspections by maintenance management. Request unscheduled OSHA compliance safety audits by the City's insurance carrier<s> at least annually. Require and enforce clean-up of work areas in the shop at the end of each shift, and during the shift as need arises. Particular attention should be paid to the prompt removal/clean-up of debris and spills as they occur, or as soon as possible thereafter. -40- / 7G G Gct enef it The cost benefit of a comprehensive shop safety Program lies in the control of workmen's compensation and liability claims. The entire cost of the safety program for several years could be amortized by the prevention of a single serious in.iury/disabilit;+ claim. In addition, the city's insurance carriers may reflect the presence of a comprehensive safety program in their premiums for liability and workmen's comprehensive coverage. This may result in decreases in the current M nAgom n+ Information .;"..tam Develop at unified, computerized Information System. Most of the to an effective Maintenance collected. The MIS design following: Maintenance Management data alements necessary MIS are already being should accomplish the Minimize manual data processing while utilizing existing input documents to the maximum extent feasible. use the computer to track actual labor and other maintenance costs for each vehicle, as well as operating statistics, to automatically generate performance indicators. Incorporate the existing inventory control program in order to automatically transfer parts and cost data to the MIS. Generate output documents designed to provide quick, easy management review. These documents should take the form of exception reports as well as periodic reports. Exception reports use the computer's monitoring capability to sort and print out only those indicators which are outside the established norm (e.g. the computer would print out the miles per gallon rates for the buses which fell short of the normal rate, instead of a listing of the fuel consumption rates for every bus, which then must be sorted manually to identify the buses with fuel consumption problems.) Produce a periodic Cmonthiv> summary report to transit management which tracks k#v maintenance indicators, describes significant activity, and explains deviations from performance norms. Examples of an information flow and possible Output formats for the MIS are contained in the Appendix of this report.• _pp_ 17GV nst Benefit The cost of at computerized Maintenance MI^a is dependent upon whether the so+tware is purchased o++-the-shel+, developed in-house, or custom developed by a software firm; and by the hardware con+iguration necessarv. The City has two options which appear to be reasonably economical: The City can explore the possibility o+ "100gy- backing" a procurement o+ computer hardware and software with the Section 4(i) pro.ject being conducted by the Iowa DOT and several urban transit systems in the state. Current estimates o+'the cost +or hardware range -from (20,600 to $30,000, and +or so+tware +rom s5,000 to $10,006. This option is probably the most cost •++ective in the long term i+ ICT anticipates an increase in other computer applications, or wishes to tie the Maintenance MIS to a total system MIS. The City can develop the MIS in-house utilizing the City's existing computer resources. Using the City's program development so+tware, the MIS program can be created without the need +or a programmer, using the City's DEC computer. This is probably the most economical option i+ the City's DEC system has the necessary capacity, i+ the City's computer sta++ has the time to develop it within the City's priorities, and i+ the transit system has no other computer application needs. R good MIS program will permit transit and maintenance management to accurately monitor the per+ormance o+ +loot maintenance. The receipt o+ accurate and timely data in a usable -format should improve the quality o+ maintenance decision making, and result in a long term improvement in li-fe cycle costs. Speci+icaily, the MIS will permit earlier detection and interception o+ developing maintenance problems, more accurate diagnozos o+ mechanical problems, more detailed in+ormation on mechanic productivity, and improved maintenance cost control. Maintenance MIS Low High Cost: Implementation $25,000 $40,060 On-going -0- -0- Sene+it: Li-fe Cycle Costs 3 3,060 612,000. <annual) -43- /766 C. PPEVENT I'/F MAINTENANCE Implement the following changes in the Preventive Maintenance program: Perform PM's on at mileage basis instead of on a calendar basis. "A" level PM's should be every 4,000 miles, B" level PM'severy miles, and "C" level PM's every 24,000 miles. Incorporate oil analyses within the "B" and "C" level inspections. These data will permit fine tuning of the oil change interval to minimise oil usage while maximising engine. life ':By using oil l ana;+ses the Des Moines MTA has increased their oil change interval to 20,000 miles with no decrease in engine life>. The oil analyses will also permit early detection and diagnosis of engine -threatening conditions such as oil dilution, loss of 'viscosity, and excessive particulate content. Use the computer to track and schedule PM inspections {See the MIS outline in the Appendix). Including a PM scheduling subroutine within the MIS will reduce the chance .of inspections being inadvertentIV.missed or delayed. The computer ma;+ also be used to print out the inspection forms. This will allow the PM's to be customised to the needs of each coach type, as appropriate. It can also limit the inspection items printed on the form to only those which the mechanic must perform in each individual inspection. With the computer- generated omputergenerated PM form, the mechanic will know that he is expected to inspect every item printed on that page, since there will be no extraneous items - Expand PM program to include component rebuilds (e.g. air compressors, alternators, transmissions, and engines> based upon the average life Cin miles) of each component type. Analyze the 'Vehicle Maintenance History files to set the intervals; then use the computer MIS to track component life and fine-tune the rebuild intervals. Implement a weekly brake inspection/adjustment cycle during snow months to reduce the number of brake -related road calls. Assign one mechanic (FTE) to Preventive Maintenance on a full time basis. Do not divert any of this labor time to repairs except in the most extreme -emergency, or when no PM's are currently scheduled- -44- nnct Ronefit ndation is exclusively in the The cost of this recomme of the PM program. Thera is no design and implementation incremental on-going cost for the PM program. In fact the PM program's primary cost benefit lies in its ability to reduce personnel (mechanic) requirements. This may appear to contradict the consultants' recommendation that an additional mechanic ba hired, however, it is the consultants' opinion that without improvements in the PM program, at least 2 mechanics would need to be added to the transit gleet mainterance staff in order to sustain the current level of flaet reliability, based upon the expansion of the fleet and proposed service expansion. Additional cost benefits of the PM program include increased fleet reliabilit;. and extended fleet life. PM Program Low Nigh--�-_ Costs s 3,000 310,000 Implementation _0_ -D- on-going Benefits s17,000 Additional Labor Saved $13,000 (annual) 3 2,000 Improved Flank Life s 1,000 and Reliability• (annual) -45- / 76 6 D. LIORK F n41 Implement the following procedures to improve shop work +low and productivity. Record actual labor time +or each .job on the work order forms in order to develop accurate work time costs +or each vehicle. Do not include break time, Parts chasing, or other activities that do not involve direct work on the buses. Using the computerized MIS, track the following prOClUctiVitl. rates: Job time by type o+ work; Rctuai.job timo vs. standard rate b;, worker; Percentage o+ mechanic time actually spent on work orders. Do not divert PM inspector to unscheduled maintenance, except in extreme emergency. To the maximum extent +easible, do not de+er repair, o+ reported de+ects to a later date. Expand the coach down-time record in the work order form to include an explanation for when the coach is down but not being worked on (e.g. needed part is out 04 stock>. Rnalysis of this record will Permit adjustments in procedures (e.g. inventory stock levels) to reduce coach down-time. Maintain an adequate supply o+ major "change -out" components (e.g. air, compressors, alternators, etc.) to ensure that down-time is minimized, and mechanics' labor is utilized in the most a++icient manner. Use mechanic down-time to prepare and assemble "Change -:-out kits" for each coach model. For example, the .mechanic would turn a set o+ brake drums C -Prom the parts stock), assemble matching shoes and linings,, and collect the necessary springs, rollers, and other parts to per+orm a brake .job. When a bus needs a brake Job, the mechanic need only get the change -out kit and replace the worn parts. The coach is then returned to service with a minimum amount o+ clown -time. Obtain and install over -size brake cam rollers (high rollers) to improve braking par-Pormance during the second hal-P o -P brake lining life. This improved brake per+ormance should reduce brake de+ect reports and road calls, thereby +reoing up mechanic time +or preventive maintenance and other repairs. -46- / / 17r The cost of implementing the work flow recommendations is primarily a one-time increase in the sed, norory al parts. Once the stock level is increased, itecl, rermrl inventory control procedures will maintain it. There are no cn-going incremental costs for these recommendations. These recommendations will help control per job repair costs by utilizing mechanic clown time Cat ,stbreaktdtime rates) to reduce labor time for emergent; (often at overtime rates>. ns In addition to reduced emergency labor time, these procedures will r9duc&vwilloice downtime. Finally, these oah recommendations management better Capability to monitor, analyze, ane improve maintenance productivity. Work Flow Low High Costs f 5,000 *10,000 Implementation _0- On-going Benefits * 3,500 Labor Productivity * 3,000 (annual) -47-/ 7G' Revise the .job descriptions and selection criteria +or hiring new transit mechanic. Qualifications should include prior diesel anWor bus maintenance experience and knowledge. These revisions should also re+lett changes in the duties and responsibilities o+ each Position brought about by the move to the new facility and the implementation o+ this study's recommendations. It may be appropriate to reclassi+y the existing sta++ in accordance with the revised descriptions. <Short Range> Purchase s.el+-teaching slide/tape training programs +or transit mechanics to provide refresher training, and to +ill in gaps in knowledge and skill levels resulting +rom a lack o+ diesel and bus training. These programs are relativel;, inexpensive <about $300.00 each) and are designed for speci+ic types o+ vehicles and equipment. Sources +or .these programs ars listed in the Appendix. <Short Range> Schedule each transit mechanic to attend at least one manu+acturer's training course every year. Mechanics should attend courses in pairs whenever Possible to assure continuity in the event o+ personnel turnover, and to maximise knowledge gain and retention i2 people attending the same course will retain and recall di++erent information). These courses are usually +roe to the transit system, so the only costs are +or travel, lodging, meals, and mechanics' pay.In addition, bus manu+acturers will generally o+ -Por limited initial training services on new vehicles purchased by the transit system. .<Long Range> Develop and mechanic training program, instruction. This program di++erent ways as follow: implement a +ormal in-house with classroom and hands-on could developed in several The maintenance manager could have primary responsibility +or this +unction i+ the allocation o+ time and manpower was made available +or this person to adequately perform the job. This could be accomplished in a very cost-a++ective manner i+ the maintenance manager, visited other systems with in-house training programs, gather in+ormation and training materials, and generate a speci+ic in- house program +or ICT. This would allow the manager to bene+it +rom the knowledge o+ the other systems at a minimal cost to ICT. -40- 7' / � Another option would be to import experienced maintenance training personnel from other transit systems to conduct periodic training programs and an on-going maintenance review. A variation on this option would be to send ICT mechanics to other systems on a periodic basis to participate in their in-house training programs. Due to the diverse composition of the ICT fleet, considerable travel among several transit properties for either the instructors or the mechanics will be necessar'0-in order to acquire training for the maintenance of the entire fleet, Although ICT will not develop the ability in-house to conduct the training program, ICT mechanics will receive needed training with little administrative effort under this option. If sufficient financial and manorial time resources can be allocated, the most comprehensive option would be to develop a complete mechanic training program designed around the composition of the ICT fleet. This program would 'involve the development of classroom and hands-on instruction capability by Iowa City maintenance management staff, the design of a series of training modules for the specific equipment in the ICT fleet, and a set schedule for the training modules which each mechanic would be expected to complete. This could be developed as an apprenticeship program, if desired, whereby a mechanic's eligibilit-, far promotion would be tied to satisfactory completion and demonstrated knowledge -of coursework. Although the most expensive of the three options presented, it has the greatest potential for long term cost benefit. Furthermore, ii' Iowa City is willing to participate with other area transit systems in the development of this program, there is a possibility that UMTR Section 4<0 funding and/or Iowa DOT Special Projects funding could be obtained to offset a significant portion of the development costs, including the design and implementation of the computerised MI^a and the preventive maintenance program. Regardless of which option is selected. it is important that the transit manager be involved with maintenance management in the development of this program. The transit manager needs to keep himself informed of the maintenance program and current maintenance issues in order to improve his management and cost control abilities, and to ensure that the program furthers the transit system's goals and Objectives. -49- 1746 Via+ n fi+ The long term cost benefit of the training programs will be several: The incidence of improper diagnosis and repair will decrease, resulting in a reduction in Unproductive rework. Improved diagnostic capabilities will resin+, in an *artier identification and repair of defects. resulting in a decrease in the severity and cost of the repairs to be performed. Improved maintenance will result in a longer us*ful coach life, and therefore, in lower life aVQ16 costs. Improved maintenance will have a positive *ff*ct on public perceptions of the system, which result in increased ridership and public support. Professional training will result in improved mechanic moral* and productivity. Mechanics will take greater pride in their work as they develop their knowledge and skills. Furthermore, moral* will be improved by the mechanics' knowledge that management cares enough about their Jobs to invest in their training. Selection and Training Low High Cost: Slide/Tapes Implementation $ 2,000 3 2,500 On-going -0- -0- Manufacturers' Courses Implementation -0- on-going S 3,000 6 4,000 In -House Courses Implementation* $ 3,000 625,000 On-going* 6 4,000 $10,000 Benefit: Improved Productivity 6 Extended Fleet Life* $ 3,000 $20,000 (annual> * The broad range of costs and benefits are a reflection of the range of options for the development and implementation of in-house training. JO- L /�I F orrnh hQMIhI^`TRaTIO ANn ^TAFFIB the transit F. transit maintenance under Reorganize ion division. This toiproviiften -the greaterlresponsivenessnlbr'tthe and command mechanics to the goals and objectives of IC Hire a full time transit maintenance manager. This transit), as Hire should have prior experience with and knowledge of diesel 41eet maintenance <pra�'eand r-ommittment to - well as considerable knowledge of preventive maintenance principles. 3, appropriate salary »art inrthis order to recruwo it someone uld be swith 6the desired l0 to *27.500 evel consistent with the City's of expertise and be payscales. This recommendation stands regi �leESD ftvorhfICTr. transit the maintenance is organized consultants' opinion, the increase rInfnti•e maintenance, ov implementation of the training, p safety and MI3 programs will stress the existing le rsl to accomplish of maintenance management and supervision beyond its ability to function effectively. In order the transit maintenance goals and objectives there needs mpbem&r+tma agement love whomfthoserson rgoaIst1and objectives ble -For are his/her personal primary mission. ull time mechanic Hire an additional f . With the fxp+nsion of the fleet and ICT's services, this position will to fleetvel 0+ bmaintenanca.just to lt will belvirtualthe lyetimpossent rblr rove effective l;+ implement a comprehensive program to improve fleet maintenance without it. Hire a full time body and andipaintrkrcomTthat he �ushouldlbe has a well designed bod, the ICT flee are are utilized. The older coaches in generally in need of bo � transit �etethattimaintains a Coralville buses). R will have a higher rate oi' sharp visual image acceptabilite by the public, and wilt suffer, a oars rate of vandalism (The city must show respect Oar its property if others are expected to respect it>. Hire an additional 3/4 time service worker. The building faci lits will maintenance requirements of the new require approximately 30 additional harrangtmentsours per ekfor service worker time, r.it is the consultants' building maintenance are this mode ay be accomplished via an understanding duties among existing ICT internal adjustment alter of appropriate bpersonuilding)>maintenancaatiThis would lmabe to be contract appropriate out the mechanism far meeting the City's MBE requirements• -51- 1-746 Figure S presents a proposed ICT Table o4 Organization incorporating these recommendations, and Table 14 displays a proposed set of Mechanic Shift Assignments. Figure 5 Proposed ICT Table of Organi=ation City Manager I Transit Manager Operations Senior Maintenance Supervizors42) Driver Manager Cllerk Drivers Service Senior 423 FT,23 PT) Supervisor Mechanic Service Mechanics44) Workers44) .Body Worker Table 14 ICT Proposed Mechanic Shift Assignments Classification Hours Maint. Mgr. Sr. Mechanic Mechanic III Mechanic I Mechanic I Mechanic I Body Worker SsOO&m- 4:30pm 3:30pm-12:00am 7300am- 333OPm 6:00am- 233OPm 3300pm-11:30pm 1300pm- 9330pm 3:00pm-11:30pm 7:00am- 3:3OPm Days Mon - Fri Mon - Fri M,Tu,Th,Fr,Sa Mon - Fri Mon Tue - Fri Tue - Sat Mon - Fri Persons 1 1 1 1 i 1 1 -52- 17� 4 cno + Rang*i+ The cost benefit derived from the reorganization of transit fleet maintenance under ICT, and from the hiring of a full time'�a'UGE managerI is the improved capabilit;+ of the transit maintenance program to meet its foals and objecti�✓es. and to be more responsive to the needs of ICT. Now that the city has two parts rooms Cone at ESD and one at ICT), there is need for additional parts and inventor;: staffing Cone clerk can not be in two places at once>. R cost benefit of the reorganization is that this additional clerical function could be absorbed within ICT's existing superivsory and clerical staff, especially if the computerized MIS includes operations as well as maintenance data. During a recent 12 month period over $13,000 was expended in overtime pay or compensatory time off for transit mechanics. This pay resulted in 950 hours of mechanics, labor. The same amount of Mone;, invested in another Mechanic I would generate 1,332 labor hours <almost double the number of labor hours generated by paying out overtime>. The added wages to bring this position up to full time <another 243 hours) would on1v amount to $1,776. The additional position will tend to improve mechanic morale and productivity by increasing the level of coverage 'for sick leave, vacations, road calls, and emergencies. Rccording to an ESD report, $32,000 was paid out by the Ci -t;+ in one year for outside body and fender work. Of this amount, $14,000 was for body and paint work on transit vehicles. The wages for a full time body and paint person Cassumed to be equivalent to a Mechanic II) would cost about $16,000 for the first year. On a space and time available basis, this Position would be able to perform body and paint work on Cambus and Coralville buses, as well as on vehicles belonging to other Iowa City departments, thereby generating revenues to offset the incremental cost. Organization, Rdministration and Staffing Low . High Organization : Implementation -0- On-going -0- Staffing Implementation -0- -0- On-going <annual> $54,000 $60,000 Benefit: Organization (annual> $12,000 $161000 Staffing Cannual) $761500 $30,500 -53- / 7� 6 �., FTHANCIRL Utilize the computer to directly attribute actual and other costs for each vehicle, Use mileage based cost allocation only for indirect costs, i.e. administrative, support, and overhead. Computer applications make possible Land relatively painless) cost acCOUnting and allocation procedures that were previously too cumbersome and time consuming to consider. Rs a part Of the computerized MIS, the cost data can be automically distributed and allocated, then married to operating data to generate productivity indicators. Submit an application for UMTR Section 44i) funding and Iowa DOT Special Projects funding to assist in the implementation of the following recommendations in this report: Design and implement computerized, Maintenance Management Information System. Design and implement on-going maintenance training program. Design and implement comprehensive Preventive Maintenance program tailored to each coach model. UMTR has not yet announced what types of projects it is interested in funding in FY133 Cthe announcement should be made in October>. Factors which may make sucha grant proposal attractive to UMTR and Iowa DOT include the following: Inter -agency cooperation. If Iowa City ..loins with other systems in the area to develop training programs, Preventive Maintenance programs, etc., then the application will be more readily received. Transferability o4 Product. If the programs are specific enough to meet Iowa•City's needs, but are designed to be flexible enough to allow use by other transit systems, then the application becomes more attractive. Comparative Data. From the funding agency perspective, the possibility of getting accurate, uniform comparative data on the performance and maintenance costs of several different coach models may be attractive. The presence o-' 4 different coach models in the same operating and maintenance environment provides an ideal microcosm for the analysis of the strengths and weaknesses of the different coaches. The inclusion in the project of the articulated coaches that Cambus plans to purchase would enhance this proposal even further. -64- /766 O.act Benefit The costs and benefits of the changes recommended in the cost allocation and accounting procedures aro contained within those of the computerized MIS recommendations. The Section 4(i) grant and Iowa DOT Special Pro.iects •Funding could cover a substantial portion of the one- time costs and first year costs in the implementation of this report's recommendations. With these funds it would be possible to establish a first rate maintenance program for ICT. Financial Cost Cost Allocation Grant Application (one time) Benefit Cost Allocation Grant Application (one time> COST AND COST BENEFIT SUMMRRYS Low High (within MIS costs) f 5,000 s10,000 (within MIS benefits) $45,230 s92,000 It is impossible to accurately cost out the recommendations at this time, because there are several possible levels at which various recommendations could be implemented. Table 15 displays a summary of the estimated costs and benefits for each of the recommendations. These will need to be refined b;+ the City as the options are selected. It is the consultants' opinion that the return on the investment in these programs - properly implemented and sustained - will be approximatalv two for one. These benefits are not excclusively reductions in existing costs. Some benefits are reflections of cost increases avoided, and others represent long term gain such as extended vehicle life (future capital cost postponed). -55- / 766 Tab le 15 Program Incremental Cost Estimates Recommendations Low High Shop Safety (implement) S 2,000 5 4,000 <On-going) S 1,500 S 21000 Computerized MI^a (implement) 525,000 S 40,000 (on-going) -0- -0- P.M, program (implement) 3 3,000 3 10,000 <on-going) -0- -0- Work Flow (implement) 3 5,000 3 10.000 (on-going) -0- -0- Selection S Training Annual S 3,000 Slide/Tapes <implement) S 2,000 3 2,500 <on-going> -0- S -0- Mfr. Courses (implement) -0- -0- (on-going) 3 31000 $ 4,000 In -House Courses <implement) S 3,000 S 25,000 <on-going) S 4,000 5 10,000 Organization {implement) -0- -0- • (on-going) -0- S -0- Staffing <implement> -0- 5122,500 -0- <on-going) $54,000 S 66,600 Grant Application (one time) s 51000 $ 10,000 Total <implement) $45,000~ 3101,500 Total Con -going) $62,500 3 32,600 Program Benefit Estimates Recommendations Low High Shop Safety Per claim avoided S 50,000 . $150,000 Annual s 1,000 3 2,000 Computerized MIS Annual s 3,000 f 12,000 PM Program Annual S 14,000 S 19,000 Work Flow Annual s 3,000 $ 3,500 Selection 9A Training Annual S 3,000 5 20,000 Organization Annual S 12,000 S 16,000 Staffing Annual S 76,500 $ 30,500 Grant Application One Time S 45,200 3 92,000 Total One Time/Single Occurence S 95,230 $242,000 Annual 5122,500 $153,000. -56- Iowa City Maintenance Study Peer Group Data Base System A Rev. Peak Mach. Maint. Ann V Mnt Nana Vahiclos Float Rd Calls Ann Hrs Expanse ....TopeWa .... ... ...... . — --i4, 23 i 4 .••••351 ........ 12343 133597 Boise 23 22 227 17305 309536 26 24 58 7384 39363 Rockland 30 25 301 26092 435534 Harahan 29 15 502 3110 426323 NorwalkCA 24 559 32130 313434 Augusta 30 19 151 12122 193042 nd 30 9 513 25313 230395 Anderson 27 18 315 14899 354747 Merrimack 24 13 24 12703 197339 LaCrosse 29 20 53 14560 340790 Dubuque 26 2L 29 24741 554327 Gretna 28 28 15 316 10844 532951 Culver C 29 19 1008 9439 409605 Davenport 19 55 26458 233463 Pensacola 28 20 179 10068 135283 OshKosh 27 16 266 11320 241381 26 22 106 14652 271468 GGrreeenaSay 26 26 19 572 16640 362224 Lynchburg 13 11 22360 199328 Fayttvlle 26 18 160 13893 336907 NorwalkCT •25 16 177 14220 340293 Modesto 20 25 17 497 12195 470913 Las Vegas 25 14 368 17237 223153 Beaumont 25 23 138 9739 192913 Racine 24 16 204 IMee Evansvlle 15 151 16300 336442 Vallejo 24 22 68 3705 212091 Waterloo 22 16 143 100500 252593 Norwich 24 13 248 19836 304762 Pueblo 23 14 624 6240 161396 LaFavttO 22 14 40 24960 346659 Whealing 21 '20 15 132 19038 252690 York ...................... ......................... 22 19 539 5505 321474 IOWA CITY -58- /76 6 Iowa City Maintenance Study Peer Group Data Base System Supero Support Mechanic Service Ann '•/eh Ann Yoh Fleet Name FTE FTE FTE FTE Miles Hours AV ........ Age ........ ........ Boise •�•�.5 .3 ........ . 4.3 •.1.8 ........ ........ 901851 66804 10.4 Topeka 1 1.5 5.5 2 313093 57464 3.1 Rockland 1.2 0 6.4 0 941796 60512 11.3 Harahan 1 .5 8 2 1337985 $4362 13.9 NorwalkCA 1 0 4 4 1112600 67992 7.3 Augusta 1 1 9 3 952884 30059 10 LaFavttIN .5 .1 4 2 790404 57174 3 Anderson 1.3 0 3.7 5.6 249964 27324 4.4 Merrimack 1 0 1 2 745637 56557 11.6 LaCrosse 1.1 0 3:3 2.2 730513 58756 12.2 Dubuque 1 .1 3 3 547632 46450 11.1 Gretna 1 0 12 4 380336 60829 13.6 Culver C 1.3 .7 4 3 790519 61609 3.3 Davenport 1.2 1.6 6 2.4 764793 67214 3.6 Pensacola 2 1 11 3 931311 63629 3.1 OshKosh 1 :5 3 2 545600 44158 15 0 0 5 2 723800 66260 6 Aurora Green Bay 1 1 6 3 1167750 91912 9.2 Lynchburg 2 1 3 3 1039147 79337 6.9 Favttvlle 2 4 6 5 573081 47016 4 NorwalkCT 1.6 0 3.7 0 883640 67766 3.3 Modesto 1 1 7 4 745087 59776 7.3 Las Vegas 1.5 1.5 6 5 1013453 92326 11.2 Beaumont 1 0 6 2 598757 48011 Racine 1 2.3 4.6 1.7 1075447 39991 '6 Evansvlle .9 0 5 0 751230 59053 4.3 Vallejo 1 0 6 2 701086 43455 7.3 Waterloo .5 0 3.3 1.7 724604 53635 9 Norwich 1 1 2 2 379516 52001 6.8 Pueblo .3 .3 7.3 2 580433 37441 LaFavttLA 0 0 3. .5 612472 45657 3.3 Wheeling 2 7 3 0 316122 58563 3.6 York 1.9 .6 6.6 1.5 610969 45139 5.3 .................................. :..................................... IOWR CITY .3 .5 4.5 4.3 763464 65033 11.4 -59- 116(a Talo 1e 4 Iowa City Maintenance Study Road Calls per Bus System RC/ RU Name R 'Joh Peak Davenport •.36.00 •• 36.00 LaFayttLA 23.36 44.37 Lynchburg 22.00 30.11 Las Vegas 19.39 29.24 Anderson 19.00 64.13 Augusta 13.63 23.29 NorwalkCA 17.93 33.47 Boaumont 14.72 26.24 Merrimack 13.13 17.30 Boise 12.34 14.63 Culver C 11.29 21.07 pueblo 10.73 19.08 Aurora 10.23 16.63 Harahan 10.03 12.04 Modesto 8.35 11.06 Evansvlle 8.30 12.75 Topeka 8.11 10.32 Racine 7.52 3.17 York 6.60 8.80 OshKosh 6.59 8•9e NorwalkCT 6.40 9.39 YalleJo 6.29 10.07 Norwich 3.96 8.94 LaFayttIN 5.03 7.95 Orem Bay 4.08 4.32 Waterloo 3.09' 3.09 Rockland 2.23 2.42 Dubuque 2.04 2.65 Pensacola 1.96 2.99 Wheeling 1.90 2.86 Gretna 1.04 1.38 LaCrosse 0.83 1.95 FayttvIto 0.42 0.85 ......... ......... 10.12 ......... 14.62 RVERAGES Iowa City 24.30 29.94 RC = Road Calls R 'Joh Revenue Vehicle . Peak Peak Floot -60- /766 Tab le 3 Iowa City Maintenance Study Miles and Hours per Road Cali Vmil Vhr/ j System RC RC Name__ --- Fayttv110 32098 4274 2448 LaCrosse 30439 2098 Gretna 30336 303Z6 1464 Wheeling 20403 1248 Pensacola 16933 1043 Rockland 16238 867 Green Bay 11017 799 Waterloo 10636 376 10333 Norwich 6160 -364 479 Racine 6720 424 NorwalkCT 3523 379 LaFavttIN 6163 321 Vallejo 4643 342 York 4629 290 Harahan 338 Modesto 4210 290EvansvlU 3663 263 Topeka 3604 248 OshKosh 3066 249 Aurora 2721 2369 199 Boise 2602 193 Culver C 2367 180 Merrimack 131 Pueblo 2340 133 NorwalkCA 2216 136 Las Vegas 2039 1917 139 Lynchburg 1703 143 Augusta 1627 130 Beaumont 73 LaFayttLA 962 67 Davenport 769 63 Anderson 487 AVERAGES 3092 234 1416 121 Iowa City RC Road Calls Vmi Vehicle Miles Vhr Vehicle Hours -61- / my Table 6 Iowa City Maintenance Study Vehicles per Mechanic System Fleet 8 R Veh/ a Peak/ Name Rv Age Mechanic Mechanic ........ ........ Merrimack 11.6 ........ 24.00 ........ 13.08 Norwich 6.3 12.00 3.00 OshKosh 15 9.00 6.67 Dubuctue 11.1 3.67 6.67 LaCrosse 12.2 7.63 3.42 LaFayttIN 3 7.50 4.75 LaFavttLR 3.3 7.33 4.67 Anderson 4.4 7.30 2.16 Wheeling 3.6 7.00 4.67 Culver C 3.3 7.00 3.75 NorwalkCR 7.3 7.00 3.75 NorwalkCT 3.3 6.76 4.36 Boise 10.4 6.51 5.58 Waterloo 9 5.79 5.79 Racine 6 5.43 5.00 Aurora 6 5.20 3.20 Topeka 8.1 5.09 4.00 Evansvlle 4.3 4.80 3.20 Davenport 3.6 4.67 3.00 Green Bay 9.2 4.33 3.67 Fayttvlle 4 4.33 2.17 Las Vegas 11.2 4.17 2.33 Beaumont 7 4.17 2.33 Rockland 11.3 4.06 3.75 Vallejo 7.3 4.00 2.50 Harahan 13.9 3.75 3.13 Augusta 10 3.33 2.67 Lynchburg 6.9 3.25 2.38 Pueblo 9 3.15 1.73 York 3.3 3.03 2.27 Modesto 7.8 2.86 2.29 Pensacola 9.1 2.55 1.73 Gretna 13.6 2.33 1.75 .................. AVERRGES 3.4 ......... 4.78 ......... 3.31 Iowa City 11.4 4.09 4.00 * R Yoh - number of revenue vehicles M Peak - number of peak vehicles -62- 1 n4 Tab le 7 Tab le 3 Maintenance Hours per Revenue Vehicle Miles per Vehicle and per Peak Vehicle Maintenance Hour System Mnt Hr/ Mnt Hr/ System Veh Mi/ Name R Veh Peak Name Mnt Hrs ........ Norwich ........ ........ 4188 6291 ........ ........ NorwaIkCA 137 Wheeling 1189 1733 Rockland 129 Augusta 1071 1339 Racine 110 Anderson 956 3227 LaFayttLA 93 York 952 1269 Waterloo 33 Pensacola 945 1393 Las Vegas 83 Gretna 984 1173 Davenport 81 Harahan 870 1044 Green Bay 90 Pueblo 662 1526 Boise 73 Fayttvlle 860 1720 Culver C 73 Modesto 711 389 Evarnsvlle 72 Beaumont 639 1231 NorwalkCT 64 Vallejo 646 1033 LaFavttIN 64 Lynchburg 640 876 Lynchburg 62 Merrimack 620 327 Aurora 61 Topeka 613 737 LaCrosse 58 Green Bay 564 666 OshKosh 54 Dubuque 560 728 Harahan 53 NorwalkCi 556 772 Modesto 52 Las Vegas 488 717 Merrimack 50 Aurora 455 739 Topeka 47 Boise 441 514 Vallejo 45 LaCrosse 438 977 Dubuque 33 Evansvlle 433 656 Gretna 36 LaFayttIN 404 638 Pensacola 35 Waterloo 396' 396 Beaumont 35 Racine 390 423, Wheeling 33 Culver C 387 723 York. 32 OshKosh 373 503 Augusta 30 Davenport 339 527 Pueblo 29 NorwalkCA 290 541 Fayttvlle 26 LaFaytti.A' 204 446 Anderson 10 Rockland 284 308 Norwich 9 ......... AVERAGES ................... 710 1026 .................. AVERAGES 44 Iowa City 254 310 Iowa City 137 -63- /76(v Table 9 Iowa City Maintenance Study Maintenance Cost per Mile and Hour System Maint t Maint S Name Ymi Vhr ........ Anderson ........ 0.92 ........ 9.45 Culver C 0.0-7 3.65 Gretna 0.63 9.11 Dubuque 0.62 7.34 Davenport 0.54 6.09 Pueblo 0.53 S.14 Vallejo .0.48 6.94 Merrimack 0.48 6.27 Modesto 0.46 5.69 Las Vegas 0.46 5.10 Wheeling 0.42 5.92 York 0.41 5.60 NorwalkCF 0.38 6.27 Topeka 0.38 5.37 NorwalkCT 0.38 4.47 Beiumont 0.37 4.65 Lynchburg 0.35 4.T Fayttvile 0.35 4.24 Evansvlle 0.34 4.30 Rugusta 0.33 3.98 Aurora 0.33 3.65 Harahan 0.31 5.16 Pensacola 0.31 4.20 Noroich 0.29 4.86 Waterloo 0.29 3.95 LaFayttLR 0.26 3.53 LaCrosse 0.26 3.19 LaFayttIN 0.25 3.33 OshKosh 0.25 3.06 Green Bay 0.23 2.95 Boise 0.21 2.35 Racine 0.17 2.03 Rockland 0.04 0.65 ......... AVERAGES ......... 0.36 .....4.83 IOWR CITY 0.42 4.94 y mi = Vehicle Mile V hr - Vehicle Hour -64- SOURCES FOR TRAINING PROGRAMS: xY.Z.Yx Information Corporation 21116 Vanowen Street Canoga Park, CR 91303 <213) 333-8200 GMC 4523R Electrical System $300.00 Allison Diesel Engine Tune Up GMC 5301-03 and Flx 53102-8-1 Inspect & Rdiust Brakes $ 10.00 Troubleshoot R/C (GMC) s 10.00 Troublexhoot A/C (Flx> $ 10.00 Several JPA's for RTS and RMG coaches. Southern California Rapid Transit District 425 South Main Street Los Angeles, CA 90013 Director of Training (Joann Bowman) - <213) 972-6373 Senior Training Analyst <Wm. Dutton) - (213) 372-6140 Mechanic Training Program Inspection Brakes Fuel System Transmission Suspension Pressurized System Climate Control System Two and Four Cycle Engines Transmission and Engine Controls Electrical System Tests, scripts. and administrator's guide available on request. Canyon Research Group, Inc. 741 Lakefield Road, Suite B Westlake Village, CA 91361 Attnr Kay Inaba <213> 389-5072 $531.00 Sanorox.l Program details not available at the time of this printing. -65- /BGG Maintenance Management •Information System The MIS should take full advantage of computer resources to minimize the amount of manual data recording and calculation, while maintaining an adequate documentation of source data. Table A lists a proposed set of MIS input documents and the data items covered by each. Table B displays a possible information flow for the non -inventory portion of the MIS. Table C displays a Consumables Rate Report format and discusses its application. Table D displays and discusses a Preventive Maintenance Due Report format. Table E displays and discusses a Vehicle Unit Cost Report format. Table F displays and discusses a Component Failure Trend Report format. Table 0 displays and discusses a vehicle Out-of-Ser.+ise report format. Table H displays and discusses a Defect Disposition report format. Table I displays and discusses a Job•Time and Rework Report format. Table J displays and discusses a Work Time vs. Pay Time Report format. Table K displays and discusses a format for the Transit Manager's Monthly Maintenance Summary Report. -66- Tab to A Maintenance Management Information System Data Items by Input Source Fleet Rosters -bus * -make S model -fleet series -serial *'s -year of mfr. -rehab Year -Fuel typo -A/C -lift/knoel -size -eapacity -engine typo -trans. typo Packing Slips -data recd - jtndor -part roc'd part * description quantity Operations Logs -date -bus # -missed trips -road calls -vehicle hours Defect Report' Consumables Forms -bus* -date -odometer -Fluids added fuel oil RTF antifreoze power stooring -driver -dofocts Purchase Orders -date issued -vendor' -parts ordered part 0 description quantity unit price Work Orders -bus# -start/end dates -odometer, -supervisor -work order prompt -accident # -mochahic -parts issued part # description system # quantity -labor description mechanic # system # work code # work time -component serial number Time Shoots -mechanic -work hours -overtime -pay hours -bf- M(* Tab le B MIS INFORMATION FLOW Fleet Defect Operations Work Time Roster Report Log Order Sheet `, hicleIMaintenance r�� Personnel.'Productivity History File File mables Job Time and Reports Rework Reports Preventive Work Time vs. Pay Time Reports Due / Forms Vehicle Unit Cost Reports Component Failure Trends Vehic to Out-c+- Report- Report ut-of- Report Report Transit Manager's Monthly Maintenance Summary Reports -63- 1744 Tab le C CONSUMABLES RATE REPORT For: <report period) Unit M:. XXX Miles Operated: )XXX ATTNI Month YTD Life Model Av. Fleet Av. Fuel (MPG> <MPG) <MPG) <MPG) <MPG) Oil <MPG) <MPQ> <MPQ) (MPQ) <MPQ) �MWM RTF <MPQ) <MPQ) <MPQ) <MPQ) <MPQ) RF/H20 <MPQ) <MPQ) <MPQ) <MPQ) <MPQY PS (MPQ) (MPQ) (MPQ) <MPQ) <MPQ> The Consumables Rate Report would be issued on monthly and weekly cycles. The monthly report would consist o4 a complete printout of the above format for every coach in the fleet. The weekly report would be an. exception report, i.e. the computer would sort and print out the above format for only those coaches which have current consumables rates that deviate from an acceptable performance range <indicated by asterisks in the ATTNI column). The acceptable performance range could be a set figure or could be a percentge deviation from the average for either the model or fleet. Using the exception report, management can quickly identify units in need a+ attention without having to sort manually through extensive reports. The exception report ,also allows the monitoring to occur on a weekly basis without generating stacks of printouts. 'The weekly exception report is not permanently filed, but used and then thrown away. The monthly print out constitutes the permanent and complete record. -69- 11� 4 Tab le D PREVENTIVE MAINTENANCE DUE REPORT Date: NEAR FUTURE (Unit N> - 602 A (Unit N> - 977 B A/C This Report would be printed out weekly. The Past Due section would display 'these units that have operated more than 500 miles past the the scheduled PM; the Now Due section would display those that are within 500 miles (plus or minus) of the PM; and the Near Future section would show those that are 500 to 1,000 miles from: being due for PM.. The PM due column indicates the level of PM scheduled. The Seasonal column may be used' to schedule calendar -based service, such as Spring/Summer air conditioning service or Fall,'Winter heater service. The Campaign column may be used to program in one -of -a -kind or occasional servicv such as manufacturers' advisories and retrofits. As the MIS program becomes effective, the PM Due Report will be expandid to schedule component change -outs, and may be modified to schedule different servicing at different mileages for each coach series. The MIS program design should allow for this growth flexibility in the software design. A possible sub -routine for the PM Due Report program would be to have the computer automatically print out the inspection/service forms. Each inspection form would have only the items needed for that particular coach series and level of PM scheduled. This will be an increasing advantage as the MIS generates data leading to the customizing of the PM program to fit each coach series. -70- Miles Over or Under PM Due Seasonals Campaigns PAST DUE` --"_(Unit M> +1245 A A/C (Unit M) + 750' 8 Mfr. Adv. N7 NOW DUE --~---------- (Unit M) + 243 C A/C (Unit A) - 72 A Mfr. Adv. A7 (unit N> - 460 A NEAR FUTURE (Unit N> - 602 A (Unit N> - 977 B A/C This Report would be printed out weekly. The Past Due section would display 'these units that have operated more than 500 miles past the the scheduled PM; the Now Due section would display those that are within 500 miles (plus or minus) of the PM; and the Near Future section would show those that are 500 to 1,000 miles from: being due for PM.. The PM due column indicates the level of PM scheduled. The Seasonal column may be used' to schedule calendar -based service, such as Spring/Summer air conditioning service or Fall,'Winter heater service. The Campaign column may be used to program in one -of -a -kind or occasional servicv such as manufacturers' advisories and retrofits. As the MIS program becomes effective, the PM Due Report will be expandid to schedule component change -outs, and may be modified to schedule different servicing at different mileages for each coach series. The MIS program design should allow for this growth flexibility in the software design. A possible sub -routine for the PM Due Report program would be to have the computer automatically print out the inspection/service forms. Each inspection form would have only the items needed for that particular coach series and level of PM scheduled. This will be an increasing advantage as the MIS generates data leading to the customizing of the PM program to fit each coach series. -70- Tab le E VEHICLE UNIT COST REPORT For: (Report Period> Unit M: Month Quarter Year to Date Life Miles Hours Labor Parts s Fuel S Maint.$ Veh. Op -s Mt, s/Mi. V.Op.s/Mi. Mt. */Hr. '•l.Op.s/Hr. This report would be printed out on a monthly basis for each vehicle in the fleet. In addition, a summary printout would be issued for each coach series <e.g. 1971 OMCs, 1974 GMC's, 1977 FU4's, etc.), as well as a summary for the entire fleet. The• summaries should be included in the Transit Manager's Monthly Report. - -71- Tab le F COMPONENT FAILURE TREND REPORT For: {Report Period) Unit Ms Total Miles: Component N Failures Failures / Mi. Component Miles_ Engine Transmissn Air Comp. Alternator Front Brakes Rear Brakes Differential Steering This report would be printed out monthly for each vehicle in the fleet. Additionally, summary printouts would be made for each Coach series in the fleet, and for the total fleet. The components listed in the left column are examples. The component list could be expanded to include any system or sub -system in the coach. Analysis of these reports should permit scheduling change -outs of components for rebuild sA:• to failure, while assuring maximum effective component life. This scheduling would become part of the PM program, and would then be automatically scheduled by the computer on the Preventive Maintenance Due Form. -f2- /7�k Tab le O VEHICLE OUT -OF -SERVICE REPORT For: (P.eport Period) In-Serv. Total In-Serv. Date (Unit e) (Unit #) (Unit #) Veh. Hrs. '•/eh. Hrs. Ratio 1 2 3 4 3 s 3 9 10 11 12 13 13 In-Serv. Veh. Hrs. Total Veh. Hrs. -_ -- In-Serv. Ratio This report is generated on a monthly basis. Each cell in the matrix contains the number, of vehicle hours that the particular unit was. availab I& for operations on that day. R full day of availability would show the number of vehicle hours equal to -the length of that operating day. Totals are run horizontally (by date> and vertically (by coach) and the In -Service Ratio calculated for each day and coach. R copy of this report would be included in the Transit Manager's Monthly Maintenance Summar-/. . -73- / BGG • Tab le H DEFECT DISPOSITION REPORT Unit M: Report Inspect Date Driver Mechanic Date 6/5 ^DAR RPB 6/5^ 6/7 JAS CFO 6.13 For: (Report Period) Redline Repair Valid? Date Date ves 6'5` 6/7__ no This report is generated on a monthly basis with a complete listing of defect report activity for each bus. It is also generated as an exception report on a daily basis, listing only those defect reports that have not been inspected, verified, and repaired or redlined within 3 days. For assessing personnel performance, this report may also be formatted to sort by driver or mechanic. These sorts would Permit an assessment of the accuracy of drivers' defect reporting, and of mechanics' responsiveness. _74_ / �w Table I JOB TIME AND REWORK REPORT For: (Report Period) Mechanic: (Name and/or Number) Series Task N Done Av.Time Rv. Time Standard .. Month Month YTD --- — Time ----- ----- ' 1GMC rpt ft airbag 3 -------- ---' .4 .4 125 66 32NPL adi brakes 1 .2 AVERAGE .3 FOR ALL .3 TASKS 113 Series Task �- N Rework is Rework N Rework : Rework Month Month YTD YTD 716MC rpI ft airbag 1 33 1 14 10 82NPL adJ brakes 0 0 3 AVERAGE FOR ALL TASKS 11 _�--_-�-_-- This report is issued on a monthly basis for each mechanic, as well as a summary for all mechanics in the same format. Separation of the tasks by coach series allows for the analysis of job time by coach series. If a task consistently takes all mechanics longer to perform on a given coach series, then the standard may be adjusted accordingly. This difference may also be indicative 04 a need for training in that coach series. The example above shows the time figures expressed in tenths of an hour. -75- /7GG Tab le J WORK TIME YS. PRY TIME Mechanics (Name and/or Number) Total Total Total 0. T. Pay Work W. Order P of Time Time Time Reg. Fors (Report Period) Work T. WO Time WO Time % 04 of " 0f Pay T. Work T. Pay T. 136 170 130.2 06 31 17 70 Thisreportis generated on a monthly basis for each mechanic, as well as a summary in the same format for all mechanics. Since this report consists of a single line for each mechanic, it could be printed out at the bottom of each mechanic's Job Time and Rework report. Total pay time includes hours of sick leave, vacation, etc., as well as work time. Work time consists of all time actually spent on the Job, including breaks, time spent on work orders, parts retrieving, etc. Work Order time consists of only the time actually spent working on maintaining buses. -76- 17(0./ Tab le K TRANSIT MANAGER'S MAINTENANCE SUMMARY For: (Report Period) This Month This Quarter YTD Vehicle Miles Vehicle Hours Road Calls Missed Trips Mnt. Labor Hrs. Y. Mi./ RC V. Hr./ RC Mnt. Hrs./V. Hrs. Defects Valid 3 day Y. In -Service Ratio Job -Std. Time % Rework % 0. T. Work Time % WO - Work Y. Defect Summar; --~---- Driver N of Defects N Valid % ORR 7 6 36 JAS 23 3 22 Mechanic N of Defects A Valid X APB is 10 67 CFO 42 22 32 unit N A of Defects N Valid/. 601 12 11 92 602 19 4 21 In addition to the above listed summary data, this report includes copies of the coach series and fleet total summaries of the Vehicle Unit Cost report and the Component Failure Trend report, as well as a copy of the Vehicle Out -of -Service Report. -77- /�Wo City of Iowa City MEMORANDUM Date: September 6, 1984 To: Neal Berlin and City Council From: Chuck Schmadeke Re: Sanitary Landfill Leachate Problems Stanley Consultants have concluded their study of the leachate problem at the sanitary landfill and a copy of their final report is attached. They have developed six remedial action alternatives to eliminate leachate flow to the receiving stream. The alternatives range in cost from $270,400 to $1,047,000 based on a present worth of the project over 20 years at 7.5% interest. Stanley Consultants has determined that the source of the leachate is from ground water entering the landfill site. They recommend the construction of a cutoff trench and perimeter drain tile to intercept the ground water flowing into the landfill and discharge it by gravity flow to the receiving stream. The design of the cutoff trench will require excavation to the impervious glacial till and installation of a 6 -inch perforated drain tile with granular media backfill. The estimated length of the cutoff trench is 2000 feet at an average depth of 22 feet and the estimated construction cost of this work is $248,700 unless special excavation equipment owned by a single contractor is used, thereby reducing the estimated construction cost to $111,700. The total cost of this option after including the additional requirement of hauling leachate already in the landfill to the wastewater treatment plant until leachate flows cease after six years is estimated at $329,300 using conventional excavation methods and $227,300 using special equipment for excavation. A copy of the report has been sent to the Iowa Department of Water, Air and Waste Management for their review. Upon completion of state review and Council approval, Public Works will negotiate an amendment to the contract with Stanley Consultants -to proceed with final design. bj3/19 177 Sanitary Landfill Leachate Study for City of Iowa City, Iowa STANLEY CONSULTANTS !767 e�, STANLEY CONSULTANTS, INC. August 31, 1984 Mr. Charles Schmadeke, P.E. Director of Public Works City of Iowa City 410 East Washington Street Iowa City, Iowa 52240 Dear Mr. Schmadeke: We are pleased to submit our Report, "Sanitary Landfill Leachate Study for City of Iowa City, Iowa," Thank you for your cooperation and assistance throughout the conduct of this study. Respectfully submitted, STANLEY CONSULTANTS C.//^ylf�, Michael E. H�nger, .Y Project Manager JLM:dlm:8593 I i- I I ' INTERNATIONAL CONSULTANTS IN ENGII STANLEY BUILDING • A hn� TELEX: 468402, 466403 • CABLE: ;HUHI I EDTURE, PLANNING, AND MANA 6, IOWA 52761 • (319) 264.6600 MUSCATINE IOWA • TWX: 910-525.1430 /7G� I i it -i 1 -� Sanitary Landfill Leachate Study for i City of Iowa City, Iowa I_ STANLEY CONSULTANTS TABLE OF CONTENTS 8593 1 6.. 1767 Page SECTION I - INTRODUCTION . . . . . . . . . . . . . 1 Background and Purpose. . . . . . . . . . . . 1 Scope . . . . . . . . . . . . . . . . . . . . 2 Data Sources . . . . . . . . . . . . . . . . . 2 Acknowledgements . . . . . . . . . . . . . . . 2 SECTION II - SITE DESCRIPTION. . . . . . . . . . . 3 General Description . . . . . . . . . . . . . 3 Topography . . . . . . . . . . . . . . . . . . 3 Geology . . . . . . . . . . . . . . . . . . . 4 Hydrology• . . . . . . . . . . . . . . . 4 Surface Water . . . . . . . . . . . . . . 4 Groundwater . . . . . . . . . . . . . . . 5 SECTION III - GROUNDWATER INVESTIGATION. . . . . . 6 Monitoring Program . . . . . . . . . . . . . . 6 Water Table . . . . . . . . . . . . . . . . . 6 SECTION IV - GAS PRESSURE . . . . . . . . . . . . . 10 General• . . . . . . . . . . . . . . . . 10 MonitoringProgram. . . . . . . . . . . . . . 10 SECTION V - WATER BALANCE . . . . . . . . . . . . . 11 General . . . . . . . . . . . . . . . . . 11 Landfill Cover. . . . . . . . . . . . . . 11 Bottom of Landfill . . . . . . . . . . . . . . 14 Groundwater . . . . . . . . . . . . . . . . . 14 Analysis . . . . . . . . . . . . . . . . . . . 17 SECTION VI - LEACHATE STUDY. . . . . . . . . . . . 18 General . *. . . . . . . . . . . . . . . . 18 Sampling Program. . . . . . . . . . . . 18 Leachate Characteristics. . . . . . . . . . . 19 8593 1 6.. 1767 8593 11 1747 TABLE OF CONTENTS (Continued) Pale .W SECTION VIZ - REMEDIAL ACTION ALTERNATIVES 22 General . . . . . . . . . . . . . . . . . . . 22 Cut -Off Trench. . . . . . . . . . . . . . 23 I Multi -Point Well System• . . . . . 24 --' Off -Site Treatment With Liquid Haul 25 Off -Site Treatment With Pumping 26 On -Site Treatment With Direct Discharge 26 On -Site Treatment With Landfill Irrigation. . 27 SECTION VIII - RECOMMENDED REMEDIAL ACTION PLAN. . 29 -- Background. . . 29 _ Recommended Plan. . 31 — REFERENCES . . . . . . . . . . . . . . . . . . . . 35 APPENDIX - SOIL BORINGS AND MONITORING WELLS TABLES I Number Title Page 1 Monitoring Well Water Table Elevations. . . . 7 _ 2 Rainfall at Iowa City Landfill. . . . . . . . 8 3 Landfill Cover Test Holes . . . . . . . . . . 13 4 Subsoil Permeability Teats. . . . . . . . . . 16 - 5 Leachate Monitoring Results . . . . . . . . . 20 6 Leachate Characteristics. . . . . . . . . . . 27 7 Summary of Costs for Remedial Action ' .Alternatives. . . . . . . . . . . . . . 31 8 Groundwater Analysis . . . . . . . . . . . . . 33 Follows i FIGURES Page 1 Location Map . . . . . . . . . . . . . . . . . 3 2 Topography .• . . . . . . . . . 3 3 Groundwater Monitoring Well . . . . . . . . . 6 —• 4 Monitoring Well Location. . . . . . . . . . . 6 5 East-West Cross Section . . . . . . . . . . . 8 6 North-South Cross Section . . . . . . . . . . 8 7 North South Cross Section . . . . . . . . . . 8 8 East-West Cross Section . . . . . . . . . . . 8 9 North-South Cross Section . . . . . . . . . . 8 10 Gas Monitoring Well• . . . . . . . 10 --- 11 Rainfall Data vs Leachate Flow Rate . . . . . 19 12 Project Schedule . . . . . . . . . . . . . . . 33 8593 11 1747 I w SECTION I t ' � INTRODUCTION '-' Background and Purpose -- The City of Iowa City owns and operates a sanitary landfill ....�' (Permit No. 52 -SDP -1-72P) located in Section 14, T79N, R7W, I _ Johnson County, Iowa. The landfill is located approximately 2 1/2 miles west of Iowa City city limits and 1/2 mile south of County Road F46. The Iowa Department of Water, Air and Waste Management (IDWAWM) issued Administrative Order, Order Nos. 84 -LQ -01 and 84 -WW -01, '—' dated January 1984 requiring the City of Iowa City to: -'� 1. ". . . cease the discharge of leachate from the land- fill site into the waters of the state. ." J 2. ". develop and implement a short-term plan for collection, storage and appropriate disposal of leachate. ." 3. ". . . submit a plan . . . for full-scale evaluation of the leachate problem and remedial measures to eliminate or otherwise control leachate from the landfill site. . ." Stanley Consultants (SC) prepared a "Plan of Study, Remedial Action Program to Control Leachate" dated June 5, 1984. The plan - was prepared to establish the procedures and requirements for developing data to be used in the evaluation of the leachate problem ! in the study site. The study site was defined as the areas of landfill operation during fiscal years 1972 (FY72) through 1975 and FY77 and FY78. This "Plan of Study" was submitted to IDWAWM on June 5, 1984, for their review and concurrence. Subsequently, y SC conducted the study in accordance with IDWAWM acceptance. This ' report presents the results of that study and recommended remedial i measures to minimize and control leachate at the landfill site. 8593 1 i L� Scope '- I -a The study program specified an intensive 4 -week sampling and testing program in the study area to determine the following: `! uw 1. Sources of water infiltration into the landfill. -� 2. Characterization of the groundwater table inside and ` outside the landfill. 3. Volume and characteristics of leachate flow from the �.I ` study area. The results and -analysis of this study are presented in this report. Also presented is an evaluation of the leachate problem, "-' discussion of alternative remedial measures and associated costs, --' and a recommended plan for corrective action. - This report fulfills the requirements of IDWAWM Administrative Order, No. 84 -LQ -01 and 84 -WW -01, Item O1. Data Sources All soil boring work and monitoring well installation were y performed by Terracon Consultants, Inc., a subcontractor to SC on this study. The Terracon report is presented in the Appendix. I iGathering of field data and sample collection were performed —� I by SC. Analytical work on leachate and groundwater samples was performed by the University of Iowa Hygienic Laboratory. Copies I.- - of all analysis reports are also included in the Appendix. _ Previous soil boring work at the landfill site was also con- ducted by Terracon Consultants, Inc. and previous leachate analysis were performed by the University Hygienic Laboratory. Data from this earlier work were used in developing the "Plan of Study" and i this report. In addition, topographic surveys and drawings provided by the City of Iowa City were used to determine landfill cross section and bottom elevations. Acknowledgements _.� The City of Iowa City's Public Works Department staff members and landfill personnel were very cooperative and helpful in SC's data gathering operations. Stanley Consultants gratefully acknowledges their support and cooperation. 8593 2 /7(07 -- SECTION II SITE DESCRIPTION ^ General Description I � The landfill site encompasses an area of approximately 180 acres. Figure 1 presents the landfill location. Disposal operations began at the northwest portion of the site in 1972, progressed eastward to _ the creek located near the east property line, and are presently j progressing southward in the eastern 1/2 of the site. The site is completely surrounded by typical Iowa agricultural operations with a small watershed sloping from north to south along the east edge - of the property. Access to the area: is by a seal coat road at the northwest corner of the site. i - The landfill receives municipal sanitary waste from .the City of Iowa City, Coralville, Johnson County, University of Iowa and their hospitals, and numerous private carriers. In addition, con- i - _ struction debris from private contractors and urban renewal demolition debris are also received. Operation of the landfill is by excavation of a large area, and stockpiling the excavated material for future use as daily and final cover. The landfill is open seven days a week. Daily disposal material is continuously compacted and covered with clay at the end of each day. The landfill plan of operation follows a "textbook" format. The completed sections of the landfill are covered, sloped for positive drainage and seeded. The completed areas are monitored for settlement. Depressions which occur are filled to provide positive drainage and are reseeded. I .. Topography —' The site, prior to landfill operations, was rolling terrain with a high ridge running diagonally from the northwest to the southeast. - - Filling operations have been on the eastern side of this ridge with completed sections sloping to the east. The maximum surface elevation 8593 3 1767 STANLEY CONSULT iS A Iowa City Sanitary Landfill LOCATION MAP 8593 Figure 1 / 7G 7 difference is approximately 80 feet. Figure 2 indicates the landfill topography. The field north of the site slopes to the south and east. Rain- fall runoff is diverted around the landfill site with the exception of a low area immediately north of the north fence line. This low area ponds water several inches deep until it evaporates or infiltrates into the soil. Geology The soil types and classification have been described and dis- cussed in the February 1972 soils report (Reference 1) by Soil Testing Services of Iowa, Inc. (now Terracon Consultants, Inc.). The thickness and depths to the various strata are further dis- cussed in a soils report, prepared for this study dated August 1984, by Terracon Consultants, Inc. This soils report is included in the Appendix. Generally, clayey silts or silts are encountered at the ground surface and continue to depths ranging from 14 to 21 feet. Below these silts, a sandy silty clay (glacial till) is found. Hydrology Surface Water - The completed sections of the landfill have been covered with compacted glacial till material and sloped to the north. There are isolated low spots (several feet in diameter) and many ruts have been created by heavy wheeled vehicle operation when the cover material was wet. The completed sections also have a•heavy vegetation cover of tall fescue and bromegrass which is not cut. During light rainfall events (less than 1/2 inch), little surface runoff occurs. Most of the water is absorbed into the upper few inches of the surface and/or trapped by the heavy vegetation. During intense rainfall, it is estimated that there is 10 to 15 percent runoff from the gently sloping areas (FY72 and FY73) and 30 to 40 percent runoff from the steep slopes (east and north sides of FY74, FY75, FY77, and FY78). The surface runoff is collected by natural drainage to the north and east of the site. The runoff collected in the ditch at the east side of the site flows to the south into Old Man Creek. Old Man Creek flows to the east and then south joining the Iowa River near Hills, Iowa. 8593 4 '� /767 - Also, as previously discussed, the low area at the north side iof FY72 has standing water 1 to 2 inches deep after heavy rainfall. ... The runoff into this area is from the farm field to the north. The ponding is caused by a small berm south of the fence. This berm was constructed to stop surface runoff from eroding the cover material on the landfill. This ponded water evaporates and seeps into the ground. . Groundwater - The general soil profile at the site consists of '—' arelatively low to moderate permeability silt soil (loess), which — is underlain by a very low permeability glacial till. The February 1, 1972, soils report indicated that the permeability of the silt material was 2.9x10 6 centimeters per second (cm/sec), and that of the underlying glacial till was 3.7x10 9 to 2.2x10 9 cm/sec. _ Although the permeability of the silt soils is sufficiently low to affect the rate at which water will move through the soil, the difference in permeability of the two different soil stratas creates a perched water table condition near the base of the silt deposits. 8593 5 1747 r:a M47 ! SECTION III W I S GROUNDWATER INVESTIGATION !vu Monitoring Program i The groundwater monitoring program was conducted in accordance with the "Plan of Study" approved by IDWAWM. Sixteen groundwater level monitoring wells were installed. Well construction was in accordance with Figure 3. Six of the wells were installed along f the north and west boundaries of the site, outside of fill areas and the other ten wells were installed within the fill material. Monitoring well locations are shown on Figure 4. The Monitoring Well Documentation Forms are included in the soils report in the —. Appendix of this report. Three gas wells were also installed for the monitoring program. These wells are discussed in Section IV of this report. The groundwater levels were measured twice a week for a four— week period to determine hydraulic gradient, direction of groundwater flow, fluctuations in level and source of groundwater inflow into the landfill proper. The results of these level measurements are ,presented in Table 1. Table 1 also shows surface and glacial till elevations. In addition to groundwater monitoring, a rain gage was installed at the northwest corner of the site to monitor rainfall. ..� Rainfall data were used to compare rainfall to groundwater Jlevel changes and leachate flowrate. The rainfall data are listed in Table 2 and shown graphically on Figure 11. !� Water Table i The groundwater level data indicate a perched water table outside of the landfill area on the north and west of FY72 and FY73. The actual level of the perched water will fluctuate throughout the year, depending upon variations in precipitation and surface I' �. runoff. 1,2 The data also show the landfill to be completely saturated 6 8593 M47 STANLEY CC JLTANTS LOCKING j4 GROUND SURFACE 6" HOLE (MAX.) 2" PVC WELL CASING ADDED (FROM TOP SEAL TO GROUND ,I.O' THICK BENTONITE PELLET SEAL SAND PACK ---'0% RETAINED ON NO. 16 (U.S. SIEVE NO.) 39-55% RETAINED ON NO. 20 (U.S. SIEVE NO.) 100% RETAINED ON NO. 30 (U.S. SIEVE NO.) __--�2" PVC SLOTTED WELL SCREEN (20 SLOT) (GATOR OR EQUAL) BOTTOM PLUG UP HOLE WITH BENTONITE PELLET SEAL 0 Iowa City Sanitary Landfill GROUNDWATER MONITORING WELL 8593 Figure 3 1W 4:n , STANLEY CONSULI TS w i N �- i= I.. GROUNDWATER MONITORING WELLS A - OUTSIDE FILL AREA -^ B - WITHIN FILL AREA G - GAS MONITORING WELL Q TC - COVER TEST HOLE SANITARY LANDFILL \ BOUNDARY LIMITS -= QTC4 C 0 L PI/G _l Lj Iowa City Sanitary Landfill MONITORING WELL LOCATION Figure 4 1767 D-291 TABLE 1 MONITORING WELL WATER TABLE ELEVATIONS(I) Monitoring Well No. Surface Elevations Glacial Till Elevations July 13 July 17 July 20 Water Level Elevations July 23 July 26 July 30 Aug. 2 Aug. 6 Aug. 9 Al 768.6 753.6 756.65 756.44 756.28 756.03 756.01 755.78 755.74 755.61 755.53 A2 775.6 758.1 764.50 764.21 764.00 763.71 763.29 763.00 762.75 762.37 762.16 A3 784.0 764.0 766.97 766.80 766.55 766.38 766.22 766.05 765.92 765.80 765.59 A4 778.5 762.5 763.92 763.84 763.67 763.50 763.42 763.42 763.42 763.34 763.25 A5 774.7 757.2 755.31* 755.31* 755.31* 755.31* 755.31* 755.31* 755.31* 755.31* 755.31* A6 777.8 756.8 754.36* 754.36* 754.36* 754.36* 754.36* 754.36* 754.36* 754.36* 754.36* Bl 766.1 748.6 753.58 753.50 753.46 753.37 753.40 753.33 753.33 753.29 753.29 u B2 780.7 757.2 760.50 760.42 760.09 760.04 760.05 760.04 760.29 760.00 760.00 83 760.1 743.1 752.63 752.79 752.79 752.75 752.67 752.59 752.54 752.59 752.59 B4 746.6 734.1 747.15 747.19 747.11 746.94 746.97 746.90 746.86 746.90 746.82 B5 773.3 753.3 754.63* 754.63* 754.63* 754.63* 754.63* 754.63* 754.63* 754.63* 754.63* B6 768.6 744.6 747.04 747.04 746.96 746.79 746.75 746.75 746.79 746.79 746.71 B7 757.5 729.5 733.19 733.33 733.21 733.04 733.25 732.62 732.96 733.04 733.00 68 771.0 739.8 741.80* 740.64* 740.64* 740.64* 740.64* 740.64* 740.64* 740.64* 740.64* B9 772.9 738.6 739.90 739.90 739.73* 739.73* 739.73* 739.73* 739.73* 739.73* 739.73* 810 763.4 702.9 709.48 709.98 710.23 710.06 710.15 710.10 710.23 710.31 710.27 *No water. 1) USGS Datum i V Source: Stanley Consultants, Inc. .. D-291 TABLE 2 RAINFALL AT IOWA CITY LANDFILL Date Inches 5-19-84 1.2 5-22-84 D.4 5-26-84 1.3 6-07-84 0.2 6-08-84 2.1* 6-09-84 1.3 6-15-84 0.1 6-18-84 0.7 6-23-84 1.35 7-04-84 0.2 7-06-84 0.4 7-10-84 0.7 7-14-84 1.1 7-17-84 0.5 7-20-84 1.2 7-26-84 1.3 8-18-84 0.7 8-21-84 0.1 *Rain gage blown away by strong winds. Used rainfall data for Iowa City. Source: Stanley Consultants, Inc. on the east aide of FY73 which was confirmed by the occurrence of leachate boils. A buried perforated pipe along the east edge of FY73 was reactivated as a leachate collection system just prior to this study. The water level has been gradually dropping in the FY73 area, as indicated by the data in Table 1. Figures 5, 6, 7, 8 and 9 are cross sections of the landfill (see Figure 4 for location) showing surface elevation, glacial till elevation, monitoring well location, landfill limits and high and low groundwater levels during the study period. These cross sections show that the groundwater gradient is from the north (Figure 6 and 7) and west (Figure 5) through FY72 and FY73 areas. Monitoring Wells B8 and B9 did not reach the bottom of the landfill based on survey information obtained on original excavation of these areas. During installation 8593 8 IL'19 J 780 m 770 _I J w n w 760 W 4 U ..I z I � 3 0 U 750 J .. �\ w GROUID LEVEL J W 740 730 I J i \ 720 STANLEY CONSULTOmTS 0 1 I� li J 8593 m \\ W ..I 3 3 �\ GROUID LEVEL W \ -HIGH_ hTER_LEVEL_(H_W._)_- \ LOW WATER LEVEL (L. W. (LEVEL TILL \\ N,W, = \ L.W. TILL LEVEL H.W. BOTTOM OF LANDFILL 0 1 I� li J 8593 400 500 mSTANLEY CONSULTAN'- 800 Q 790 I .J m 780 ! w i - w LL J W Z 770 -- W F J U 760 w 750 740 730 Q m a J W J W W 3 I / I / 1 / H GH WATER LE IEL (H.W.) / —I— LOW -WATER -LE IEL-(L-W-.� / H'W TILL LEVELI� 1 LANG ILL H.W. 1 L.W. TILL LEVEL / I i 0 �rl .ii 8593 YVV VVV 600 700 HORIZONTI N CI J J W IL H.W EL i nnn rnn YVV VVV 600 700 HORIZONTI 800 F r i� F P 790 780 w w W 770 z F- 0 ^� U F 760 w 750 J 740 730 STANLEY CONSULT0 m m J J J W 3 W 3 W 1 I GROU D LEVEL THW. TILL LEVEL -� HIGIHI WATER LEVEL (H.W.) - H W TILL LEVE = 40W WATER LEVEL (L.W.) L W I BOTTOM F LANDFIL \ \y i -� - _IILL_LEYEL_ i ILL LEVEL LIP�IiU: El. El :(H.W.) EL (L.W.) LIP�IiU: �y mSTANLEY CONSULTANTr�) R� 790 8593 73( 720 710 700 0 0 Ulm m m I e m 78 J J � J J e ye 0 --- ——__ 3 ( 4 j � 1 77 r+� _—. 76 0 1— w I LL 4; 75 I U Z _ Q' I I 0 0 J \\� 1jILL LEVEL 74 i 8593 73( 720 710 700 0 0 m m I e m J J � J J 0 --- ——__ 3 _—. 0 I 1 \\ I 0 \\� 1jILL LEVEL IGH WATER L VEL (H.W.) \ �— —LOW—WATER LEVEL`(L..W. \\ TILL EVEL 1 Pull inn Ann 100 •�� ..vv VVV iuu 600 9UU HORIZONTAL DISTANCE, FEET 600 700 BDu vuu HORIZONTAL DISTANCE, m W 3 I W I i II GROUND LEVEL IGH WATER L VEL (H.W.) , AI EVE".L.W. i— TILL EVEL BOTTOM OF MONITORIN WELL ` M OF BOTT LAND ILL -- \ I \\ � H.W. L.W. I Cann TILL 1500 LEVEL 1600 I 17 600 700 BDu vuu HORIZONTAL DISTANCE, w� STANLEY CONSULTANsR I w. 0 100 200 i 8593 300 400 500 600 700 800 HORIZONTAL DISTANCE, FEET 1 790 I I CO m m J J s J G w+ 780 a I s GROUND L , , 770 I PM IJ 760 I I w BOTTOM OF BOTTOM OF w 1 I �1 w MONITORING W U WELL WELL �'7 Q J M 750 0 J Q U_ H HIGH WATER LEVEL BANDFILIfF z w LO WATER LEVET, 740 i 730 I J 720 I 710 0 100 200 i 8593 300 400 500 600 700 800 HORIZONTAL DISTANCE, FEET ^ m I I CO m m J J s J a I s GROUND L , , I I I BOTTOM OF BOTTOM OF MONITORING MONITORING WELL WELL HIGH WATER LEVEL BANDFILIfF LO WATER LEVET, BOTTOM MONITORING OF WELL 0 100 200 i 8593 300 400 500 600 700 800 HORIZONTAL DISTANCE, FEET 10) amu wuu buu 600 HORIZONTAL DISTANCE, FEET m m J � 3 W g , 1 1 "TT"0 MONITORI G WELL HIGH WATER LEVEL BOTTOM OF LANDFIL LO WATER LEVEI BOTTOM OF ENITORING amu wuu buu 600 HORIZONTAL DISTANCE, FEET J of these monitoring wells, the soil borings indicated in-situ glacial till had been reached. Instead, this may have been thick daily cover material over an individual cell. A few small isolated leachate boils have occurred along the south side of the gravel access road at the southeast corner of FY73. These boils may be the result of groundwater in the landfill following an old drainaee course in this sren snd the boils :..e SECTION IV I GAS PRESSURE 10 8593 General During initial reconnaissance of the site in the spring of 1984, 4i 1 several of the observed leachate seeps were accompanied with small i gas bubbles. Stecker and Garvin3 have reported on a landfill in Wisconsin where gas pressures were measured at several inches to more than 20 inches of water column. At one location gas pressures exceeded ,.., i-.. 150 inches. These high gas pressures caused the leachate liquid _ level to rise from a 30 -foot depth up to the surface. Monitoring Program j Three gas wells were installed in the completed portions of the landfill to measure internal gas pressures and evaluate their ,.. effect on leachate liquid level. See Figure 4 for gas well locations and Figure 10 for details of gas monitoring wells. Readings were taken on the gas wells two days after installation and 4 1/2 weeks later. Pressure measurements were made using a .� glass "U" tube manometer filled with water. Although the presence of gas bubbles was noted during the u drilling of Well B4, no pressure could be measured at any of the gas monitoring wells. It was reasoned that the landfill gas volume is small and that J it is contained within each of the "daily cells" that are covered with dense clay. The small amounts of gas that are trapped within �I individual "daily cells" were probably released during well drilling --, and it may take several months or years for a measurable gas pressure to be detected. Also, the gas bubbles noted at leachate seeps and at Well B4 are the result of gas being forced to the surface by high groundwater levels within the landfill. 10 8593 mSTANLEY CON!'TANTS FLEXIBLE 1/2" VALVE 1/2" X 2" OPEN 8593 2" PVC WELL CAS 4p PORTABLE MANOMETER (WATER FILLED) '.ENT GROUT DIA HOLE (MINIMUM) PELLET SEAL PVC SLOTTED WELL SCREEN L PACK 0% PASSING 1/2" PASSING 1/4" PASSING NO. 10 PASSING NO. 20 UP HOLE WITH iNITE PELLET SEAL iM OF LANDFILL Iowa City Sanitary Landfill GAS MONITORING WELL Figure 10 i SECTION V i WATER BALANCE General Leachate is generated by rainfall infiltration and percolation through a landfill and by the inflow of groundwater from outside _ the landfill. One of the basic purposes of this study was to I determine the driving force causing the leachate to seep out of • the landfill. The two forces examined were gas pressure and J hydraulic pressure. As reported previously, the gas pressure was undetectable. Therefore, the study concentrated on the source of �j hydraulic pressure and the source of water inflow to the landfill. The movement of water through the landfill site was determined by development of a mass balance for water around the site; inflow equals outflow. Inflow can be through the cover material and from flow from the adjacent groundwater table. Outflow is both leachate seepage and percolation through the bottom of the landfill. Landfill Cover i Analysis of inflow through the cover was based on'the Thornthwaite Water Balance Method. 4,5 This method determines the soil moisture j detention available for percolation. The water available for percolation is then used with the coefficient of permeability of the cover to determine the inflow through the cover. The Thornthwaite Method refers to the balance between the inflow of water from precipitation and the outflow of water by evapotrans— piration. It is a climatic balance since the quantities of precipi— tation and evapotranspiration are active factors of climate. From a comparison of the seasonal march of precipitation with the evapotranspiration, the magnitude of the water surplus/deficit, soil moisture storage, and water runoff may be determined. Thornthwaite reported that the humidity and aridity index at Davenport, Iowa, were 23 and 5, respectively.4 In this area, there is a good balance between water supply and deficiency. Both indicies 8593 11 /7G7 are small and considering the annual distribution of the periods of water surplus and deficit, neither continues for more than a month ' or two at a time during the year. r� During early stages of the study, 15 test holes(TC) were dug in the landfill cover to visually inspect the cover material for thickness, soil type, uniformity and relative compaction using a hand penetrometer. See Figure 4 for TC locations and Table 3 for , TC data. A comparison of the results of the hand penetrometer tests presented in Table 3 with the data in the 1984 soils report (see Appendix) at holes Bl, B2, B3, and B4, indicates that the soil type and compaction appear to be uniform through the FY72 and FY73 areas. Field permeability tests were conducted using thin-walled steel pipes (Shelby Tubes) inserted hydraulically using the soil _ boring equipment. Two 5-inch diameter and three 3-inch diameter tubes were installed at the locations indicated on Figure 4. The vegetation and top roots were removed prior to tube insertion. Also, the leading edge on the two 5-inch diameter tubes were sharpened — to reduce soil compaction during tube insertion. The tubes were — filled with well water from the site and allowed to saturate the -- area of the hole. They were refilled to a 1/8-inch diameter vent -- hole in the side of the tube and covered with plastic to prevent evaporation. After 17 days, the volume of water percolating into the soil was measured by refilling the tubes with water to the vent hole using a 100 ml graduated cylinder. The permeability of the cover was determined using water consumption, tube diameter, head, j cover thickness and time. The results of the permeability tests on the cover material yields an average coefficient of permeability of 6.1x10 7 cm/sec. --- This value closely agrees with the values reported in the 1984 soils report in the Appendix. — A monthly water balance was computed for 1983 using available weather data for Iowa City. The moisture available for percolation _ through the cover into the landfill is the moisture retained in the soil (ST) less the field capacity. When the moisture retained is 8593 12 r D-291 TABLE 3 LANDFILL COVER TEST HOLES Teat Thickness of Clay (glacial till) -brown, 26 Hole Cover Over (land Penetrometer Readings (tone/ft2) '.,I Number Soil Type and Color Debris (inches) 1 2 3 4 Average Comments TC -1 Clay (glacial till) -brown, 26 3.75 @ 12" 2.5 3.25 3.10 3.15 Hit water @ 26"; water level was last 4" -gray 5 1/2" from top after hole was left open 6 hours. CP TC -2 Clay (glacial till) -brown 36 2.25 @ 12" 2.25 2.5 1.5 2.12 Water filled hole and ran out in and gray 10 minutes. TC -3 Clay (glacial till) -brown 14 4.25 @ 10" 4.25 3.0 4.25 3.94 No water; hit plastic and wood. TC -4 Clay w/sand-glacial till 30 4.25 @ 12" 4.50 4.50 2.5 3.94 No water; hit plastic bags. last 24" TC -5 Clay (glacial till) -brown 38 2.6 @ 12" 3.5 2.8 2.75 2.92 No waste material found; hole loca- ted 105' south of north fence. w TC -6 Clay (glacial till) -brown 16 2.5 @ 12" 2.75 2.75 3.5 2.87 No water; hit steel and plastic bags. Hole located 125' south of north fence. i TC -7 Clay (glacial till) -brown 14 3.5 @ 10" 3.5 3.25 3.5 3.44 No water; hit plastic bags and junk. • TC -8 Clay (glacial till) -brown 12 6 27 2.75 @ 10" 4.0 4.5 4.5 3.94 No water; hit single piece of plas- tic at 12", no other debris until 27". TC -9 Yellow sand and clay for 16 2.5 @ 12" 1.5 2.75 2.5 2.33 No water. 12", then glacial till TC -10 Clay (glacial till) -brown 10 2.5 @ 8" 2.75 3.0 2.75 2.75 No water. TC -11 Clay (glacial till) -brown 14 3.5 @ 12" 3.5 3.5 3.4 3.47 No water; hit wood and bricks at bottom of hole. f ! TC -12 Clay (glacial till) -brown 29 None No water. TC -13 Clay (glacial till) -brown 14 3.25 @ 12" 2.75 4.5 3.5 3.5 No water; hit plastic, cans and glass. TC -14 Clay (glacial till) -brown 28 4.5(+) @ 12" 4.5(+) 4.0 4.5(+) 4.5(+) No water; hit styrofoam. TC -15 Clay (glacial till) -brown 40 4.0 @ 12" 2.5 3.5 2.5 3.12 No water; no debris found; hole located 170' south of north fence. less than the field capacity, there is no percolation. The calculated field capacity for the landfill cover material is 75 mm. The calculated values of ST only exceeded 75 mm in the winter months of December, January and February. If the average temperature is below -1°C, it is assumed the ground is frozen and no percolation occurs. The water balance evaluation of the landfill cover in 1983 indicates there is no moisture available for infiltration. Using the cover permeability factor of 6.1x10 7 cm/sec, and a cover thickness of 2 feet, it will take a drop of moisture 3.2 years to flow by gravity from the top to the bottom of the landfill cover. Because of irregularities in the cover surface, observed cracks and other variances, it was estimated that 0.5 gallons per minute (gpm) on a yearly average, infiltrates the cover of the FY72 and FY73 areas. Bottom of Landfill Prior to filling operations of the landfill, the FY72 and FY73 areas were excavated to the bottom contours indicated on Figures 5, 6, 7 and 8. The 1972 soil boring reportl states that the per- meability of the underlying glacial till at the bottom of the landfill ranges from 3.7x10 9 to 2.2x10 9 cm/sec. The soil report also used an assumed average permeability value of 5x10 8 cm/sec for the glacial till to calculate a downward leakage rate of 0.00024 cu ft/day/sq ft. Based on the study area (14.5 acres) available for infiltration,•and the soils report infiltration rate of 0.00024 cu ft/day/sq ft, the outflow rate through the bottom of the landfill is 0.8 gpm. Groundwater The second source of potential inflow to the study area is from groundwater outside of the landfill site. The soils report discussed the existence of a perched water table condition in the high ground at the site. This report further stated that the ". . . amount and level of the perched water present should be anticipated to fluctuate throughout the year, depending upon variations in precipitation and surface runoff." 8593 14 1747 Monitoring Wells Al, A2, A3, and A4 were located outside the landfill on high ground to determine the level of the perched water table. At the conclusion of the level monitoring program, these i 4 wells were sampled and then pump tested. Sampling was done to determine groundwater quality up -gradient of FY72 and FY73. These data were used to evaluate possible groundwater interception and discharge to Old Man Creek under a remedial action alternative. This alternative is discussed in Section VII. The pump test on the 4 monitoring wells was done to determine the permeability of the subsoil which overlies the less permeable ' ^ I glacial till. The test procedure used is Designation E-19, "Field Permeability Test (Well Permeameter Method)" listed in the Appendix r-, of the Earth Manual.6 Evaluation of the tests is based on Condition III, that is, high water table with the water table above the well bottom. The coefficient of permeability was determined using Equation (1). k =525,600 loge(r)2 11 . . . . . . . . . (1) h 2 H h )-1 2(T )-2) u20 -- u u where: k20 = coefficient of permeability at 20°C, ._.- feet per year, . h = height of water in the well, feet, r = radius of well, feet, Q = discharge rate of water from the well at steady state condition, cubic feet per minute, PT = viscosity of water at temperature T, P20 = viscosity of water at 20°C., and T = unsaturated distance between the water U - surface in the well and the water table, feet. The results of the pump tests are presented in Table 4 with calculated values of the coefficient of permeability. 8593 15 TABLE 4 SUBSOIL PERMEABILITY TESTS k20 ., T (f t) Well No. r(ft) h(ft) u Q(gpm) Water Temp(°F) Ft/Yr Cm/Sec Al 0.25 20 16.0 1.32 60 389 3.76x10 4 A2 0.25 23 15.67 1.97 60 494 4.77x10 4 A3 0.25 25 9.4 1.57 60 281 2.72x10 4 A4 0.25 22.5 18.0 0.53 60 112 1.08x10 4 Source: Stanley Consultants, Inc. A sensitivity analysis was performed on Equation (1) to determine the effect that errors in field data would have on the results. A 0.01 gpm error in inflow rate (1%) yields a 0.5% change in k20. A one inch error (0.5R) in term Tu in the well yields a 1.1% change in '-" k20. If two errors in field data occur at any one well, the resultant - effect is a 1.6% error in k20' .� The coefficient of permeability on Well A4 is lower than the ^� other three wells. Well A4 is located at the edge of the main access J road in the landfill. It is felt that the heavy traffic along the access road has caused consolidation of the subsoils and therefore has decreased the permeability. Therefore the results of Well A4 1 were not used in later calculations. The previous soil reports 1,2 contained the results of per– meability tests on the silt subsoil and listed values of 2.9x10 6 cm/sec and 1x10 6 cm/sec. These values are two orders of magnitude lower —. than the values determined from the field pump tests. _ The difference in reported permeabilities1,2 and those of Table 4 _ may be due to different methods of measurement. The lab permeability tests measure vertical permeability of an extracted and disturbed sample. The field pump tests measure horizontal and vertical permeability in– situ. The difference in permeability is the result of orientation of the soil particles as discussed by Bouwer.7 This phenomenon, called '- anisotropy, is the rule rather than the exception for alluvial deposits. Therefore an average value of 3.75x10 4 cm/sec as measured 8593 16 i — 8593 17 1'w by the field pump tests (Wells Al, A2, and A3) was used to determine — groundwater inflow to the landfill. The inflow rate was based on 2: • the following equation -- H2 Q = 1 L I Q flow of water from face of cut, ft3/hr/ft I - k = coefficient of permeability, ft/hr I 1 H = depth of water in perched water table, feet _ L = length of drawdown curve in perched water table, feet L = 2.5H -� Using an average value of 3 feet for H (the difference between water 1 level and glacial till elevations, Table 1), Q equals 0.027 ft3/hr/ft. _. The exposed up -gradient face for FY72 and FY73 is approximately 1750 J ! feet and the resulting inflow rate is 5.8 gpm. Analysis - ,� The four components of the water balanace for inflow and outflow u were determined for the FY72 and FY73 landfill areas. Inflow = Cover + Groundwater --� = 0.5 gpm + 5.8 gpm = 6.3 gpm Outflow = Bottom + Leachate (see Table 5, Section VI) = 0.8 gpm + 5.5 gpm - 6.3 gpm The results of the analysis indicates a 100 percent recovery of materials in the water balance around the landfill study area. The major source of inflow to the FY72 and FY73 area is ground- water which is causing the leachate seeps at the east side of FY73 area. Figure 5 and 6 show a hydraulic gradient downward from west to east (Figure 5) and north to south (Figure 6) which reinforces the water balance analysis. This indicates the hydraulic driving force. —. causing the leachate seeps is groundwater infiltration from the west � J i i v and north of the FY72 and FY73 areas. i — 8593 17 1'w SECTION VI 1747 LEACHATE STUDY 7 r- General ... The IDWAWM Administrative Order required the elimination or i control of leachate from the landfill site. Part of this study r—+ i program was to determine the volume and characteristics of the i leachate flow from the study site. j The leachate collection system at the east side of FY73 was reactivated in mid-June by the City. The leachate is being collected r"7 in Lagoon No. 1 at the east side of FY78 and hauled to the City's EE Wastewater Treatment Plant. { Sampling Program I A four-week sampling and analysis program was conducted from i .. July 17, 1984 to August 9, 1984. Biweekly grab samples of leachate were collected from the influent pipe to Lagoon No. 1. �.. Once a week, the samples of leachate were analyzed for the following parameters; �1 pH S ,= Conductance Total dissolved solids 1S Total suspended solids Nitrogen (Organic, Ammonia 6 Nitrate) Phosphate (Total) { ` BOD COD !` Chloride ,J Sulfate Metals Analysis Arsenic i Barium Cadmium Chromium (Total) I- r Copper 1 Iron Lead i Mercury Nickel Zinc Oil and Grease 8593 18 1747 1767 The second set of weekly samples were analyzed for pH, nitrogen series, BOD and COD. Each time samples were collected, the flow at the influent pipe was measured using a calibrated bucket and ._-. stopwatch. All samples were delivered to the University of Iowa, Hygienic r- i Laboratory for analysis. The flow rate and results of the analytical work are presented in Table 5 with the mean for each parameter _ (except pH). The mean values were the basis for evaluation of ' remedial action alternatives involving on/off-site treatment I facilities. Figure 11 is a graphical presentation of rainfall versus leachate flowrate. This was done to make a comparison between the two items. Due to the short duration of data collection, high leachate level in the FY73 area and the collection system being r=+ reactivated just before data gathering started, the comparison •-.� has been judged inconclusive. E Leachate Characteristics 1 The characteristics of municipal landfill leachate are unique j to the method of fill operation, the geologic, and the hydrogeologic setting. The leachate at the Iowa City Landfill may be generally characterized as mildly acidic (pH=6), high in oxygen demand f (BOD=18,000 mg/1) and dissolved solids (TDS=16,000 mg/1), and low ` in biological nutrients (TKN=300 mg/l and P=3 mg/1). Characteristics of the leachate which are atypical are the relatively low con- centrations of individual and total heavy metals and the high con- centration of oil and grease (O&G=2,400 mg/1). j� The leachate characteristics indicate that the waste should be biodegradable by acclimated aerobic and/or anaerobic treatment processes if sufficient nutrients are provided and the pH is adjusted. Heavy metal levels (and flow rate) are sufficiently low that they would not adversely impact the anaerobic digestion process or the method of stabilized sludge disposal at the existing • I wastewater treatment plant. 8593 19 1767 D-291 TABLE 5 LEACHATE MONITORING RESULTS Parameters Unita Sam le Date Statistical Standard 7/17 84 7/20/84 7123/84 7726/84 7/30/84 8/02164 a 06/84 8/09/84 Mean Deviation Plow Rate03 GPM -- 5.87 5.74 6.60 5.24 4.95 5.15 5.13 5.53 0.58 pit Standard Unita 5.95 6.2 6.3 6.0 6.1 6.1 6.2 6.4 - --- Conductance Ricromhos 12,000 12,000 12,000 11,000 13,000 13,000 12,000 13,000 12,250 707 Total Dissolved Solids mg/1 16,000 - 15,800 -- 1,600(3) --- 15,000 - 15,600 529 Total Suspended Solids mg/1 1,200 - 810 -- 760 -- 940 -- 927 197 Nitrogen organic mg/l as N 20 26 14 31 31 30 27 40 27 8 Ammonia mg/l as N 280 270 280 210 270 270 260 260 262 23 Nitrate mg/l as N 0.3 0.4 0.3 1.0 40.1 40.1 <0.1 12(3) 0.5 0.3 Total Phosphorous mg/L as P 1.7 - 2.0 - 2.7 2.8 2.8 - 2.4 0.5 BOB mg/1 17,000 21,000 19,000 14,000 21,000 16,000 18,000 18,000 18,000 2,390 CUD mg/l 22,000 22,000 23,000 19,000 24,000 25,000 23,000 24,000 22,750 1,832 Chloride mg/1 950 -- 1,000 - 1,000 -- 1,100 -- 1,012 63 Sulfate mg/1 420 - 260 -- 460 -- 420 -- 390 89 Total Arsenic mg/l 40.01 - <0.01 - (0.01 -- (0.01 -- (0.01 O Total Barium mg/l 1.0 -- 0.9 - 0.9 -- 0.8 -- 0.9 0.1 Total Cadmium mg/l 0.03 -- 0.001 -- 0.03 -- 0.02 -- 0.02 0.01 Total Chromium mg/1 0.02 --- <0.01 -- 0.04 -- 0.13 -- 0.06 0.06 Total Copper mg/1 0.06 - 0.05 -- 0.04 -- 0.25 -- 0.10 0.10 Total Iron mg/t 790 -- 740 -- 960 -- 820 -- 828 94 Tocol Lead mg/L 0.49 --- 0.11 -- 0.35 -- 0.28 -- 0.31 0.16 Total Mercury mg/I (0.001 -- (0.001 -- <0.001 -- <0.001 - <0.001 --- Total Nie,tel mg/I 0.2 -- 0.2 -- 0.3 -- 0.2 -- 0.23 0.05 Total Zinc mg/1 1.8 - 1.5 -- 1.6 -- 2.0 -- 1.7 0.2 ULL and Grease mg/1 2,4OU -- 2,200 -- 2,800 -- 2,700 -- 2,525 275 (1) Plow measured using calibrated bucket and stopwatch. (2) Sample collected from inside of monitoring manhole. All other samples collected from Lagoon No, 1 Influent pipe. (3) Sample analysis is not consistent with other sample,. Valve not used in statistical analysis. Sourest Stanley Consultants, Inc. 8593 21 10747 These evaluations are supported by the results of the City's ongoing method of leachate disposal which is liquid haul and discharge at the existing wastewater treatment plant. The existing treatment facilities include grit removal, primary settling and trickling filter biological treatment with final settling. The sludge �-� handling scheme is anaerobic digestion of mixed primary and secondary 1 - sludge followed by lagooning of stabilized sludge and land disposal of solids. Current leachate haul and disposal rates are approximately 12,000 gpd occurring during the period of high domestic wastewater ++ flow (6:30 a.m. to 4:00 p.m.). There have been no reported upsets �IJ of the aerobic or anaerobic biological treatment processes or of 1 ''I significant "pass through" of leachate in the plant effluent. Based t on these experiences, continued liquid haul and controlled discharge .--1 of leachate at the headworks of the existing treatment plant is a viable remedial action alternative. The coat—effectiveness of this r, alternative is evaluated in Section VII. .J 8593 21 10747 SECTION VII —' REMEDIAL ACTION ALTERNATIVES i General The water balance study of the FY72 and FY73 areas of the landfill shows that the driving force for the leachate seeps is hydraulic pressure. i ! Figures 5 and 6 show that the source of inflow is groundwater up - gradient of the area. -- There are two basic methods of controlling the leachate seeps; 1) cut-off the groundwater before it enters the landfill or 2) collect and treat the leachate prior to discharge. _. Cutting off the groundwater up -gradient can be done either by an interception trench (field tile system), multi -point well system, or isolation of the landfill area using an impervious barrier such as a slurry trench around the perimeter of the landfill. The installation of a slurry trench around the landfill is not practical because of large changes in surface elevation. Also, groundwater —� movement stopped by the slurry trench would necessitate the installation of a drain system up -gradient of the slurry trench. iTreatment of the leachate can be either on-site or off-site. ` On-site treatment could be done using a package treatment system with disposal by either discharging to Old Man Creek or by reapplying to the landfill cover. Off-site treatment could be done by collecting the leachate in existing Lagoon Nos. 1 and 2 and transporting it by either liquid haul or by pumping to the existing wastewater treatment plant. A major drawback of any treatment alternative is that it would --� require continuous operation well beyond the useful life of the landfill. Six remedial action alternatives were considered for control of the leachate seeps; two alternatives involved cutting off up - gradient groundwater and four involved collection and treatment. Each of the alternatives are discussed in the following.paragraphs. Installation, annual operating costs and the total present worth of each alternative are summarized in Table 7 of Section VIII. 8593 22 - /w cut-off f Trench -- One method for controlling the outflow of the leachate is to eliminate the inflow of up -gradient groundwater by intercepting it 1� before it enters the landfill. This is done by installation of a perimeter drain rile that flows by gravity down -gradient of the _ landfill. II, The design of a cut-off trench would require excavation to the nch perforated impervious glacial till and installation of a 6-1 drain line with granular media backfill (french drain). This system would intercept the groundwater flowing into the landfill. Two methods of drain tile installation have been evaluated; 1) conventional backhoe excavation, and 2) specially designed vertical -mounted digging chain excavator. The conventional excavation method uses normal construction equipment. The I -` specially designed excavator digs the trench, installs the pipe and places the granular backfill, all in one operation. This special excavator can cut a trench 24 feet deep while maintaining I a trench width of 10 inches. approximately 2000 The estimated length of cut-off trench is app feet at an average depth of 22 feet. Based on this length and depth, '--> using 6 -inch perforated plastic pipe and granular backfill, _ the total project cost using conventional construction equipment is $213,700. This cost includes engineering and additionalsoil J boring work. The estimated total project cost using the special excavation equipment is $111,700• Thiscost includeneering and mobilization from Milwaukee, Wisconsin ($4,000), p lus soil boring work. If the special equipment is mobilized to Iowa `- ilwaukee, the mobilization cost is City from a site other than M I-� $11.00/mile. The cut-off trench will be gravity drain and has —' no annual operation and maintenance costs. The water already in the landfill will continue to drain and I_ , will have to be collected and treated. Using a 14.5 acre fill I area, a liquid depth based on water table levels presented in Table 1, a fill free water content of 50 gallons per cubic yard,8 e of 2.5 gpm, it will take 6.4 years and an average discharge rat for the leachate to seep out of the landfill. 23 8593 /74/ The annual operating cost (fuel, maintenance, manpower, and treatment) for liquid haul and disposal during the 6.4 year period is $18,000. This cost is based on an average haul rate of one trip - per day requiring one man half-time. The "treatment" component of - the annual operating cost includes a $0.02/lb surcharge for the BOD, TSS, and 011 and Grease (06G) load associated with the leachate. i The estimated daily BOD, TSS, and 06G loads during the 6.4 year period were 540 lb/d, 90 lb/d, and 69 lb/d, respectively. This charge rate estimates the increase in treatment plant operating and energy costs due to discharge of the leachate flow. No charge was assumed for amortizing the cost of the existing or new treatment 'J works to the surcharge rate. The total present worth of the annual operating costs over 6.4 —i yeara at 7.5 percent interest is $80,600. The total present worth of the project over 20 years at 7.5 percent interest is $329,300 using conventional excavation methods and $227,300 using special ` equipment for excavation. Multi -Point Well System An alternative technique to eliminate the inflow of groundwater j to the landfill site is installation of a series of closely spaced well points. This type of system relies on continuous pumping of i � water into a header for discharge to surface drainage. Because the perched groundwater table is thin and the silt soil has very low permeability, the wells need to be closely spaced. The preliminary design of the well point system was based on 2 -inch diameter well 1 points spaced five feet on center, for the perimeter length of i 2000 feet. The estimated project cost (construction, engineering and soil borings) for the well point alternative is $343,700. An annual operation and maintenance cost for this system is estimated at $2,000. Also, the leachate already in the landfill must be removed and treated as discussed in the Cut -Off Trench alternative. That present worth is $80,600. Added to this is the $2,000 a year operation and maintenance for 20 years at 7.5 percent, which has a present worth value of $20,400. The total present worth of the project including construction cost, engineering, and operation and maintenance is $482,400. _ 8593 24 Off Site Treatment with Liquid Haul Treatment of the leachate at the existing wastewater treatment plant would eliminate discharge to Old Man Creek of either intercepted groundwater or treated leachate. This remedial action alternative would include storage of the leachate at the landfill's existing lagoons and liquid haul to the treatment plant. r-- The cost analysis for haul was based on a mean flow rate of 6 gpm for 10 months of the year. During the remaining 2 months of the year, leachate flow was assumed to stop due to frozen ground i and/or lowering of the up -gradient water table. The leachate haul vehicle was a new 4500 gallon trailer mounted steel tank. An engine driven pump for filling and discharge from the tank trailer was provided with the haul vehicle. A standard dump truck tow vehicle. Since suitable for general municipal service was the leachate hauling would require four hours per day,vear-around, only 50 percent of the truck's capital and maintenance cost and 5 -year service life was dedicated to the leachate control project. All of the tank - trailer capital and maintenance costs and 10 -year service life were ! dedicated to the leachate control project. J The haul vehicle would discharge to a new 10,000 gallon buried concrete storage tank to be located at the treatment plant. This J tank could be filled with one day's haul volume (9000 gallon) and would bleed the leachate flow into the raw wastewater over a 24- hour period. This would reduce or eliminate any adverse impact that the leachate may have on treatment process performance or operation. The tank could be located at the existing headworks structure or at a junction point with the proposed 84 -inch sewer flowing south to the new wastewater treatment plant. The total project cost (construction and engineering) for this alternative is $89,000. The annual operating coat (fuel, maintenance, $24,900. The total present worth of manpower, and treatment) is costs over 20 years at 7.5 percent interest is $350,600. The treatment component of the annual operating cost includes a $0.02/lb surcharge for the BOD, TSS, and 06G load associated with the — leachate. The estimated BOD, TSS, and OdG loads were 1297 lb/d, 216 lb/d, and 166 lb/d, respectively. These loading rates are higher than for the previous alternatives since they are based on 6 gpm rather than 2.5 gpm. 25 3593 1747 Off -Site Treatment With Pumping This remedial action alternative also utilizes the existing and the new wastewater treatment plant for leachate disposal. The operating scheme for this alternative is similar to the previously described liquid haul alternate. Leachate is collected and stored at the existing Lagoon Nos. 1 and 2. It is pumped from the lagoon site by force main to the existing gravity sewer located near the County Home and is then conveyed to the wastewater treatment plant by the existing transport system. i'-- Leachate would be pumped from the landfill site only 12 hours I per day during the high flow period of the day (6 a.m. to 6 p.m.). This operating schedule will increase dilution of the leachate, reduce potential for nuisance odors along the conveyance system and reduce impace on the treatment plant. Construction would include a package lift station with 2-40 gpm, 2 HP pumps, 8000 feet of 2 -inch PVC force main, and electrical service to the pump station - lagoon site. The total project cost for this aternative is $102,600. The I -- annual operating cost including the $0.02/lb surcharge for BOD, --, TSS, and 06G treatment as previously described is $16,467. The total •.i present worth for this alternative over 20 years at 7.5 percent interest _ is $270,400. On -Site Treatment With Direct Discharge The alternative for on-site treatment with direct discharge to old Man Creek was based on the leachate characteristics presented in Table 6.. The wastewater has high organic strength but is deficient in nitrogen and phosphorous for biological treatment. Heavy metals concentrations are low and should not adversely effect biological treatment. The assumed allowable 30 -day average discharge _ characteristics were BOD -45 mg/l and TSS -45 mg/l with no requirements for disinfection or nitrogen control The proposed treatment scheme for this alternative utilized packaged treatment units placed on poured slabs at the site with necessary pumping, connecting piping and motor control centers. The system would be operated approximately 10 months of the year when leachate is continuously generated. 26 8593 1W TABLE 6 LEACHATE CHARACTERISTICS Leachate Parameter Value Flow 6 gpm pH 6.1 units BOD 18,000 mg/l TSS 3,000 mg/l j NH3-N270 mg/l TRN 290 mg/l PO4 P 2 mg/l j 011 & Grease 2,400 mg/1 Source: Stanley Consultants, Inc. The proposed treatment scheme consists of the following processes; oil -water separation, iron oxidation with sparged aeration, pH - adjustment with hydrated lime or caustic, rapid mix, flocculation —� and clarification using organic polymers and ammonium -phosphate addition to the clarifier effluent. These steps will reduce the oil and grease, heavy metals, and iron content of the waste and adjust the pH and nutrient balance for biological treatment. Biological treatment will be in a 4 -stage BBC system with final clarification. There is insufficient land area available for a complete aerated lagoon treatment process. Biological and chemical sludges would be combined, gravity thickened and disposed in the existing sludge lagoons at the landfill site. The total project cost for this alternative is $338,000. i The total annual operating cost is $69,600. The annual costs are based on 60 total connected horsepower for air blowers, mixers, and air operated diaphragm pumps. The treatment plant operation is quite sophisticated and will require a full-time operator for general operations and maintenance. The total present worth of costs for this alternative is $1,047,000. On -Site Treatment With Landfill Irrigation '- This alternative would eliminate discharge to Old Man Creek and would reduce the level of treatment and operational requirements for ultimate disposal. This alternative includes on-site leachate I collection, partial treatment in a new lagoon system and irrigation of the landfill cover with the lagoon effluent. 8593 27 /767 The system would collect and store the total leachate volume generated during the year. The new lagoon system would be lined and have two cells operated in series. It would be located in the northeast comer of the landfill site and east of Old Man Creek. The first cell would be 2.5 acres (including berms) and hold approximately 200 days of leachate flow. It would accumulate a heavy iron precipitate and oil and grease scum layer and would operate in an anaerobic mode. i The second cell would be 1.5 acres and baffeled with sparged aeration in the first compartment followed by a settling compartment. Effluent from the second cell would discharge to a package lift station with two 50 HP pumps rated at 600 gpm at 200 ft TDH. These _ pumps would be timer operated based on a design daily irrigation ` rate of the landfill cover. The irrigation system would be operated about five months of the year during which the total annual volume of leachate would be disposed. The irrigation system would include the pump station, —' force main and grid lateral system and fixed mounted spray nozzles. The laterals and nozzles would be a permanent system laid on the _- ground surface and left in-place year around. The runoff from the _ irrigation site would be collected by a new berm and drainage ditch and returned to the second compartment of Cell No. 2. It is estimated that the actual irrigation time will be about 2 hours per day over a 12 -hour operating period (allowing for runoff collection and return). iSeveral operating problems associated with this treatment and disposal scheme are potential odor during the irrigation season and plugging of the spray nozzles with solids or build-up of oxidized �- iron deposits on the nozzles. However, the landfill site is remote - and the potential odors may only be a nuisance to the landfill operating staff. The nozzles in the irrigation system will require a regular maintenance and cleaning program. The total project cost (construction and engineering) for this alternative is $440,000. The annual operation and maintenance cost is $7,400 and the total present worth of cost is $515,400. 8593 28 SECTION VIII RECOMMENDED REMEDIAL ACTION PLAN Background Stanley Consultants completed an evaluation of the leachate problem and alternative remedial measures and associated costs for control of leachate at the Iowa City Municipal Landfill. This evaluation included determination of the local groundwater table elevation and flow direction, characterization of the leachate flow and identification of inflow sources to the landfill. The evaluation was based on extensive soil borings, liquid and gas monitoring wells, leachate and groundwater sampling and analysis and previous soils reports on the landfill site. The leachate volume for treatment/disposal was estimated to be 2,630,000 gallons per year. The leachate is high in oil and grease (2,400 mg/1) and oxygen demand (BOD=18,000 mg/1), mildly acidic (pH=6) and relatively low in nutrients and heavy metals. It is generally non- toxic to biological treatment systems and should not adversely impact conventional methods of sludge treatment and disposal. A well monitoring network was established in and around the land- fill site. Monitoring of groundwater levels indicated that there was a perched water table above the glacial till at the bottom of the land- fill. Groundwater movement through the landfill was from the north and northwest and resulted in outcropping of leachate on the down -gradient sides of the fill areas. A water balance was developed around the land- fill based on percolation through the cover material (0.5 gpm), leakage through the landfill bottom (0.8 gpm), groundwater inflow (5.8 gpm) and leachage outflow (5.5 gpm). Six alternative remedial action measures were evaluated for control of the leachate problem. Two alternatives involved cutting off the up -gradient groundwater and thereby stopping the leachate flow. Four alternatives involved on- or off-site leachate treatment and disposal while allowing the leachate flow to continue well beyond the useful life of the landfill site. The alternatives are briefly 8593 29 /7G7 described below. Construction, engineering, operation and maintenance costs and total present work of each alternative are summarized in Table 7. Present worth was based on project life at 7.5 percent interest with no special escalation for energy costs. Alternative 1 - Cut-off trench for interception of up -gradient t groundwater with direct discharge to Old Man Creek. Trench construc- tion would be by either conventional methods (designated 1A) or by "special" methods (designated 1B) involving proprietary equipment. Alternative 2 - Multi -point well system for interception of up - gradient groundwater with direct discharge to Old Man Creek. Alternative 3 - Leachate collection in existing lagoons with liquid haul by tank truck for treatment at the existing or new wastewater treatment plant. 4 Alternative 4 - Leachate collection in existing lagoons with liquid transport by pumping station and force main for treatment at the existing or new wastewater treatment plant. Alternative 5 - Leachate collection and treatment at the land- fill site with ultimate disposal to Old Man Creek. Alternative 6 - Leachate 'Collection and partial treatment at the landfill site with ultimate disposal by irrigation of the landfill cover. Recommended Plan Based on the evaluation of expected performance, cost and operability of the alternative remedial action measures, construction iof a cut-off trench (Alternative Nos. lA or 1B) is recommended. This i alternative was selected although it may not be the least cost means of remedial action if conventional excavation methods are used (see Alternative Nos. IA and 1B versus No. 4 in Table 7). The basis for this selection rather than continuous haul and disposal (No. 4) were as follows; 1) Expected performance of the alternative is more reliable than continuous discharge and treatment in a biological j system resulting in negligible impact on stream water quality and NPDES permit compliance. t 8593 30 / 7W U-291 co w I " SUMMARY OF COSTS TABLE 7 FOR REMEDIAL ACTION ALTERNATIVES Cost") Alternative No. IA 1B 2 3 4 5 6 Construction $213,700 $111,700 $343,700 $ 87,000 $ 92,500 $ 307,000 $382,000 ! Engineering 6 Admin. 26,700 26,700 29,400 2,000 10,100 31,000 58,000 Special Soils Work 8,300 8,300 8,300 -0- -0- -0- -0- Total Project $248,700 $146,700 $381,400 $ 89,000 $102,600 $ 338,000 $440,000 operation 6 Maintenance 18,000(2) 18,000(2) 18,000(2) 24,900 16,500 69,600 7,400 2.000 w H Total Present Worth $329,300 $227,300 $482,400 $350,600 $270,400 $1,047,000 $515,400 %'I August, 1964 dollars. (2) Based on 6.4 years service life to drain the fill area. All other annual costa incurred for 20 year service life. -- - - - Source: Stanley Consultants, Inc. 2) The alternative does not consume existing or new treatment plant capacity. The BOD population equivalent of the leachate is approximately 8000 persons. 3) The alternative will provide continuous service throughout the duration of leachate flow. This period could exceed the estimated 20 year life used for economic analysis of alternatives in which case there would be less difference in total present worth of the alternatives. — 4) The alternative consumes for less irreplaceable resources i-- (energy and materials). 5) The alternative may be the least cost means of remedial action if special excavation methods are used. The cut-off trench would be located up -gradient of the FY72 and FY73 landfill areas and would use a perforated underdrain pipe with gravel ifilled trench. The system would drain by gravity with discharge to the existing drainage area at the northeast corner of the landfill site. — The existing leachate collection system and lagoons should remain in service to collect the existing leachate in the landfill of the FY72 and — FY73 areas. It is expected that the leachate flow will subside and -- eventually stop when the water level in the landfill reaches the invert I i of the collection pipe. This leachate collection and holding system should be kept in service after the flow stops to ensure the water level in the landfill is kept low to prevent future leachate seeps. Discharge of the intercepted groundwater to existing surface drain- age should cause no harm to Old Man Creed. Monitoring Wells Al, A2, A3, and A4 (outside the fill area) and Well B2 (inside the fill area) were i -" sampled to determine expected discharge water characteristics and confirm — groundwater flow direction. The analytical results are presented in i -- Table 8. The results indicate that the up -gradient groundwater is not contaminated although the samples had suspended material in them. This material is probably bentonite clay used to seal the well bottom. The wells were not developed when installed since their purpose was to measure water table levels rather than collect groundwater samples. Comparison of the analytical results of Well B2 with those of Wells A2 and A3 confirm that the direction of groundwater flow is from the north and northwest. 8593 32 1747 TABLE 8 GROUNDWATER ANALYSIS Water Quality Parameter Well No. Al A2 A3 A4 B2 PH (units) 6.8 7.6 7.3 7.9 6.2 Total Dissolved Solids (mg/1) 720 460 670 570 14,000 _. Total Suspended Solids (mg/1) 2,600 2,300 2,200 4,700 8,400 BOD (mg/1) 9 3 4 5 16,000 COD (mg/1) 28 8 16 64 22,000 Iron (mg/1) 4.7 3.9 6.4 27 980 Source: Stanley Consultants, Inc. Figure 12 presents a project schedule of events from submittal of -- this report through completion of the cut-off trench. The project -- would be completed by November 1985. Untilthat time, the current method of leachate collection and liquid haul to the treatment plant for disposal would be continued to maintain leachate control. The - _ estimated total project cost for the recommended plan is between $146,700 and $248,700 depending on the method of trench construction. Liquid haul and disposal of the leachate would continue until about July 1992 while the existing fill area drains. The estimated annual - operating cost during the haul period is $18,000. Stanley Consultants recommends that the city of Iowa City proceed with design of the cut-off trench immediately after review and approval of this report by IDWAWM. 8593 33 1W 8593 STANLEY CONSULTANT- 8593 ONSULTAND ACTIVITIES Iowa City City Council Approval of Remedial Action Report IDWAWM Review of Remedial Action Report Negotiation for Design Services Iowa City City Council Approval of Design Services Contract Project Design (Plans & Specifications) Soil Borings Iowa City City Council Approval of Project Design Design Review by IDWAWM Project Bidding Iowa City City Council Award of Construction Contract Project Construction 1984 SEP OCT NOV DEC ■ JAN FEB MAR i ■ * cls jil Approval of Ii dial Action Repor n Services t Aaoroval of Is & Specifications) �il Approval of 01 Award of 1984 SEP OCT NOV DEC .I 1985 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV ■ * Client Review Meetings Iowa City Sanitary Landfill PROJECT SCHEDULE Figure 12 / 747 This report is respectfully submitted in accordance with our agreement to perform professional services for the City of Iowa City, Iowa. Prepared by: J'—•yl• H. A. Mann, P.E. Technical Manager . Reviewed by: r jhcc Musterman, Ph.D., P.E. 8593 34 /7G7 I hereby certify that this report was prepared by me or ..••A' c� Q�G\5 T£ry�o �'1' under my direct supervision - 6 3 7 3and that I am a duly registered e a9 Luz- Professional Engineer in the i ........... �..'•��_�,` State of Iowa. OiVA; H. A. Mann, P.E. 34 /7G7 IOWA CITY LANDFILL i I _ REFERENCES 1. Soil Testing Services of Iowa Inc., "Soil Report, Subsurface — Investigation for the Proposed Sanitary Landfill for the City Of Iowa City," prepared for the City of Iowa City, February 1, 1972. 2. Terracon Consultants, Inc., "Subsurface Exploration, City of --- Iowa City Landfill, Johnson County, Iowa," prepared for the City of Iowa City, July 2, 1980. 3. Stecker, Philip P., and Gorvin, James W., "Control and Prevention of Landfill Leachate Seeps," 6th Annual Madison Conference of Applied Research 6 Practice on Municipal S Industrial Waste, September 1983. 4. Thornthwaite, C. W., and Mather, J. R., "The Water Balance," Drexel Institute of Technology, Laboratory of Climatology, Publications in Climatology, Volume VIII, Number I, 1955. _ 5. Thornthwaite, C. W., and Mather, J. R., "Instructions and Tables for Computing Potential Evapotranspiration and the Water Balance," Drexel Institute of Technology, Laboratory of Climatology, Publications in Climatology, Volume X, Number 3, 1957. 6, U.S. Department of the Interior, Water and Power Resources _. Service, "Earth Manual," 2nd edition, 1974. -- 7. Bouwer, Herman, "Groundwater Hydrology" Chapter 3, 1978. 8. Burns, James, and Kirpinski, Gail, "Water Balance Method Estimates How Much Leachate Site Will Produce", Solid Wastes Management, August 1980, Page 54. 8593 35 xv Terracon CONSULTANTS, INC. 5855 Harinsenlegar Drive S.W. P.O. Bos H Cedar Rapids. lava 52406 13191366-8321 August 7, 1984 Gerald R. 0lson.P.E. Jamas A. Cunntn9nam, P.E. Ronald G.oto Gary K. Olson, P.E. �. Jahn K. Heinz Kave lls Tnorn M.. S 1. Stanley Consultants, Inc. rhDm.e A. Salm Stanley Building Muscatine, Iowa 52761 I Attention: Mr. H. A. Mann RE: Monitoring Well Installation I Iowa City Landfill Johnson County, Iowa Gentlemen: Job No. 684517 _ Sixteen water monitoring wells numbered A-1 through A-6 and 8-1 through B-10, _ and three gas monitoring wells numbered G-1 through G-3, were installed at the Iowa City Landfill site between July 2 and July 10, 1984. Boring logs and well idocumentation data for the monitoring wells were submitted on July 20. — Two inch I.D. schedule 40 PVC pipe having flush threaded joints was used. A 5-feet long screen was installed in all water monitoring wells and a 10-feet long screen.was used in gas monitoring wells. All well screen was slotted with .020 inch openings. See attached Monitoring Well Documentation Forms for installation details and dimensions. Well heads extended to 2.3 feet to 3.7 feet above ground surface. The completed water monitoring wells were installed with non-threaded PVC flush caps that were secured with bolts and keyed-alike padlocks. The keys were turned over to Mr. H. A. Mann. The top of each gas monitoring well was fitted with a ball valve assembly. Field operations were conducted in accordance with our proposal dated June 13, 1984 and field revi- sions by Stanley Consultants, Inc. personnel. The borings were performed with a truck-mounted rotary drill rig. The boreholes were advanced using 6 inch diameter continuous flight augers, or continuous hollow stem augers where they were needed to maintain borehole stability. One borehole was wash bored prior to well installation in order to remove debris -1- Other Oftes In: Cedar Falls, lows Davenport, Iowa Des Moines, Iowa Kansas City. Kansas Wichita, Kansea Oklahoma City. Oklahoma w Tulsa. Oklargma '02/ -/ I—e Geotechnical and Materials Engineers Job No. 684517 August 7, 1984 Terracon Consultants, Inc. ' from the bottom of the borehole and from inside the hollow stem augers. A TLV organic gas detection device was used as a safety measure while drilling. It recorded gas concentrations in levels that indicated the need for respirators i while drilling and installing a majority of the wells in the fill areas. i The soils from the borings were logged at the time of drilling. The driller's — field descriptions, based on observations of disturbed samples, are indicated on the boring logs. Disturbed samples were obtained for field identification from _ the auger flights and from a 2 inch O.D. split -barrel sampler. The split -barrel sampler was advanced by means of a 140 pound hammer with a free fall of 30 inches. The number of blows to advance the split -barrel sampler the last 12 inches of a typical 18 inch penetration was recorded as the standard penetration resistance value. These values are indicated on the boring logs at the test depths. Relatively undisturbed samples of cohesive soil were obtained by means of the shelby tube sampling procedure at several monitoring well locations at the request of the Stanley Consultants, Inc. field representative. In this method of sampling, a thin walled seamless steel tube with a sharp cutting edge was pushed hydraulically into the ground. The steel tube was typically 1-7/8 inches in diameter, however, 3 inch diameter tubes were used at several boring locations and are noted on the boring logs. The samples were tagged for identification, sealed, and returned to the laboratory for testing and classification. Three inch diameter or five inch diameter shelby tubes were placed in the ground at monitoring well locations 8-1, B-2, B-3, G-1, and G-3. We understand these tubes are to be used in conjunction with field water infiltration tests that - will be performed. Nater content, dry unit weight, and calibrated penetrometer tests were performed on representative shelby tube soil samples. In addition, Atterberg Limits tests and permeability tests were performed on upper level cohesive soil samples from -2- 1#74 7 Job No. 684517 Terracon Consultants, Inc. August 7, 1984 several of the monitoring well locations. Results of all tests are shown on the boring logs. Furthermore, the shelby tube samples were classified in the laboratory based on visual observation, texture, and plasticity. The descrip- tions of the soils indicated on the boring logs are in accordance with the enclosed General Notes. 1 Observations and measurements were made while drilling and after completion of the borings to detect the presence of groundwater. These water level readings are indicated on the boring logs. Elevations for the ground surface and top of well cap were determined by MMS Consultants, Inc. of Iowa City, Iowa. These elevations are noted on the boring logs and Monitoring Well Documentation Forms. Monitoring well locations were also determined by MMS Consultants, Inc. Enclosed with this letter are copies of the location drawing prepared by MMS Consultants, and copies of a 1979 aerial _ survey topographic drawing with the recent and previous monitoring well loca- tions indicated. Except for well location B-10, measured elevations are only slightly different from elevations on the 1979 contour drawing (approximately 0.5 to 2 feet). The differences appear to be within the expected accuracy of aerial survey topography elevations, and location measurements. Elevation dif- ferences may also reflect site grading operations since 1979. At well B-10, �. considerable site grading has apparently been performed. If there are any questions, or if we may be of further service, please contact US. Very truly yours, TERRACON CONSULTANTS, INC. Richard A. Lyons Project Engineer I /� — am s A. C lingham Re istere Professi 1 Engineer owa 07738 RAL:JAC/wsh - 3 - /767 r -- GENERAL NOTES DRILLING IIf SAMPLING SYMBOLS: r SS Split Spoon -1%' I.D., 2' O.D., unless otherwise noted PS Piston Sample ST Shelby Tube -2' O.D., unless otherwise noted WS Wash Sample PA Power Auger FT Fish Tall HA Hand Auger RB Rock Bit DO Diamond Blt-4 in, N. B BS Bulk Sample AS Auger Sample PM Pressuremeter HS Hollow Stem Auger DC Dutch Cone VS Vane Shear 5,000-16,000 Hard Standard "N" Penetration; Blows per lool of a 140 pound hammer lalling 30 Inches on a 2 inch OD split spoon, except Very Hard where noted. WATER LEVEL MEASUREMENT SYMBOLS: WL Water Level WS While Sampling WCI Wet Cave In WD While Drilling DCI Ory Cave In BCR Before Casing Removal AS Alter Boring ACR Alter Casing Removal Water levels indicated on the boring logs are the levels measured in the boring at the times Indicated. In pervious soils, the Indicated elevations are considered reliable ground water levels. In low permeability soils, the accurate determine• tion of ground water elevations is not possible In even several days observation, and additional evidence of ground water elevations must be sought. DESCRIPTIVE SOIL CLASSIFICATION: Coarse Grained or Granular Soils have more than 50% of their dry weight retained on a 0200 sieve; they are described as: boulders, cobbles, gravel or sand. Fine Grained Soils have less than 50 % of their dry weight retained on a 0200 sieve; they are described as: clays, or clayey sills If they are cohesive, and slits If they are slightly cohesive or non. cohesive. Major constituents maybe added as modifiers and minor constituents maybe added according to the relative proportions based on grain size. In addition to gradation, granular soils are defined on the basis of their relative In-place density and fine grained soils on the basis of their consistency and plasticity. Example: Clayey silt, trace sand moderately plastic, stiff; silty fine sand, trace gravel, medium dense. GRAIN SIZE TERMINOLOGY Major 0-3 Compawnl Percent of Of Sample Sin Ran" Boulders Over S In. (200mm) Cobbles B In. to 31n. Some (200mm to 75mm) Gravel 3 In. to 04 sieve COHESIVE SOILS: (75mm to 2mm) Sand 04 to 0200 slave conaletaney (2mm to .074mm) Sill or Clay Passing 0200 Steve Solt (0.074mm) RELATIVE PROPORTIONS Descriptive Temvit 0-3 (Of Componenle Also Percent of present In Sample) Dry Weight Trace 1-10 Little 10-20 Some 20-35 And 35.50 RELATIVE DENSITY OF GRANULAR SOILS: N-alowalfl. Relative Density 0-3 Very Loose , 4-9 Loose 10-29 Medium Dense 30-49 Dense 50-80 Very Dense S0+ Extremely Dense CONSISTENCY OF COHESIVE SOILS: Unconfined Corepreaalve - strength Du. Pat conaletaney � 500 Very Solt 500- 1,000 Solt 1,000- 2,000 Medium 2,000- 4,000 still 4,000- 5,000 Very Still 5,000-16,000 Hard ► 16,000 Very Hard PLASTICITY OF FINE GRAINED SOILS: Term Plasticity Irdea None to slight 0- 3 Slight 4- 7 Moderate B-25 High ► 25 Te oow nnxr nnuclrr TAMTc urn /7G7 LOG OF BORING NO. Al OWNER CITY OF IOWA CITY, IOWA ARCHITECT•ENGINEER I STANLEY CONSULTANTS, INC. SITE I PROJECT NAME TnwA fT TV I ANnFTI t _ MONITORING WELL DOCUMENTATION FORM NO. Al PROJECT: Monitoring Well Installation _T w�ity, Iowa Landfill Specific Strata to be Monitored PROJECT N0. 684517 Depth Below Ground Surface That Monitored Strata Was Encountered PURPOSE OF WELL: Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill _Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwatpr movement within t Ike rdii LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? _ yes , where? * CONSTRUCTION DETAILS: Top of well cap elevation = 771.82 Boring Diameter (a) 6 Inches Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening_ 2D inches From Depth (1) 11.4 ft. to (J) 16.4 ft. Ground Surface Elevation at Well (g) 768.6 Height of Well Head Above Ground (d) 3.3 ft. Depth ofWell From Head (e) 20.0 ft. Backfill: Type Depth (ft) Well Gravel Pack (f) 9.3- 18.0' Bentonite Pellets (k) 8.0- 9.3' Cement A Bentonite GroLtih) 0.0- 8.0' Type of Well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock "Not Applicable Note: Well gravel pack placed beneath bottom of well casing from 16.4' to 18.0'. Occasional pockets of garbage fill encountered from depths of ML 151 —i 3.0' to 11.01. /767 owl CIT SITE IOW 0 z u n E N i � ' ' PI WI W.L. 1 W.L. W.L. MONITORING WELL DOCUMENTATION FORM NO. A2 PROJECT: Monitoring Well Installation PROJECT NO. 684517 i _ Iowa City Iowa Landfill Specific Strata to be Monitored Depth Below Ground Surface That Monitored Strata Was Encountered PURPOSE OF WELL: Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill _ Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. LOCATION OF WELL: Is the location of}the monitoring point accurately shown on the location diagram? yes , Where? CONSTRUCTION DETAILS: Top of well cap elevation = 778.29 Boring Diameter (a) 6 Inches Casing Diameter (b) 2 Inches I.D. Casing Material Flush Treaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 15.0 ft. to (J) 20.0 ft. Ground Surface Elevation at Well (g) 775.6 d Height of Well Head Above Ground (d) 2.7 ft. t,'. —0 Depth of Wel I From Head (e) 23.0 ft. h Backfill: Type Depth (f t) °:`:•.: K a:: Well Gravel Pack (f) 5.0- 20.5' Bentonite Pellets (k) 4.0- 5.0' �` > Cement & Bentonite Grout(h) 0.0- 4.0' c Type of Well Cap Non -Treaded PVC Flush Cap Cap secured with bolt and padlock b, a "Not Applicable Note: Well gravel pack placed beneath bottom of well casing from 20.0' to 20.5'. f %j LOG OF BORING NO. A3 OWNER ARCHITECT -ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL - IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION " x Well information attached. A iE Z E c c ° U c Description Y A m C u Z Y Ke U0 MONITORING WELL DOCUMENTATION FORM NO. A3 PROJECT: Monitoring Well Installation owa iy, owa Landfill Specific Strata to be Monitored * PROJECT NO. 684517 Depth Below Ground Surface That Monitored Strata Was Encountered * PURPOSE OF WELL: Monitor water quality for background purposes Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? yes . Where? * CONSTRUCTION DETAILS: Top of well cap elevation = 786.30 Boring Diameter (a) 6 inches Casing Diameter (b) 2 inches I.D. Casing Material Flush Treaded PVC Pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 17.5 ft. to (J) 22.5 ft. Ground Surface Elevation at Well (g) 784.0 Height of Well Head Above Ground (d) 2.3 ft. d . Depth ofWell From Head (e) 25.0 ft. Backfill: I h Type Depth (ft) K � Well Gravel Pack (f) 5.0- 23.0'—;:;:1;. Bentonite Pellets (k) 3.5- 5.0' Cement & Bentonite Grout (h) 0.0- 3.5' Type of Woll Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock "Not Applicable Note: Well gravel pack placed beneath bottom of well Casing from 22.5' to 23.01. -e 17(07 MONITORING WELL DOCUMENTATION FORM NO. A4 i Monitorin Well Installs i PROJECT NO._ 684517 PROJECT: _ Iowa City. I OWa Landfi I1 -- I '- Specific Strata to be Monitored Depth Below Ground Surface That Monitored Strata Was Encountered * �.— PURPOSE OF WELL: __Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill _ Monitor groundwater quality In the direction of groundwater flow _ __% _Other: Describe Monitor hydraulic gradient of groundwater mnvement within the landfill. LOCATION OF WELL: int accurately shown on the location diagram? Is the location of the monitoring po yes Where? * CONSTRUCTION DETAILS: Top of well cap elevation = 781.42 Boring Diameter (a) 6 Inches - Casing Diameter (b) 2 Inches I.D. _ Casing Material Flush Threaded PVC pipe _.. Screening length (c)55 ft_ Screen Opening .020 Inches _ From Depth (1)14.5 ft. to (j) 19.5 ft. Ground Surface Elevation at Well (9) 778.5d _o Height of Well Head Above Ground (d) 3.0 ft. 22.6 ft. _ Depth ofWell From Head (e) Backfill: Depth (ft) Type Well Gravel Pack M-5.0- 205' _ Bentonite Pellets (k) 4.0- 5.0' Cement A Bentonite Grout(h) 0.0- 4.0' Type of Well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock. c b� g well due *Not Applicable Note: Relocated boring to the south twice prior to installing to garbage fill encountered ata depth of 3.0 feet. Well gravel pack placed beneath bottom of well casing from 19.5' to 20.51 MONITORING WELL DOCUMENTATION FORM N0. A5 PROJECT: Monitoring Well Installation _ PROJECT NO. 684517 owa i Fy, owa Landfill - Specific Strata to be Monitored * -- Depth Below Ground Surface That Monitored Strata Was Encountered PURPOSE OF WELL: --- _ Monitor water quality for background purposes Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow % Other: Describe Monitor hydraulic gradient of groundwater movement within - the landfill. — LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? j Yes Where? CONSTRUCTION DETAILS: Top of well cap elevation 777.81 Boring Diameter (a) 6 Inches Casing Diameter (b) 2 Inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1)14.4 ft. to (J) 19.4 ft. Ground Surface Elevation at Well (g) 774.7 d Height of Well Head Above Ground (d) 3.1 ft. —� Depth of Well From Head (e) 22.5 ft. Backfill: Type Depth (ft) Well Gravel Pack (f) 9.5- 20.5' Bentonite Pellets (k) 5.0- 9.5' Cement & Bentonite Grout(h) 0.0- 5.0' Type of Well Cep Non -Threaded PVC Flush Cap Cap secured with bolt and padlock *Not Applicable Note: Well gravel pack placed beneath bottom of well casing from 19.4' to 20.5'. h K Fi€ f c a 17G7 LOG OF BORING NO. A6 OWNER ARCHITECT -ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL - IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION d Al C Well information attached. O 2 2 _ O \ At NN n C W C r ' N A Deurlption O c u = 4 U A, ^ n C E A,G u O V G C r A N C d O N H r . A Y m O �uti 3 09 T �� o w Surface Elevation 777.8 (FILL), SANDY SILTY CLAY, TRACE GRAVEL, Brown 774.E FILL . SILT AND GRAVEL, Gray 773.4.0 (FILL). SILT, Brown and GARBA 772.15.0 SILTY CLAY, Gray (9.0) 768. 1 PA CLAYEY SILT, Brown 15 (18.0) 759. SILTY CLAY, 20 (21.0) Brown Gray 756. SILTY CLAY ' Re rown 753. (24,0) 25 Bottom of Boring Note: Subsurface material descrip- tions based on driller's field observations of disturbed samples. THE STRATIFICATION UM[ REPRESENT M[ ArNN)[NNTE SOVNDAlT LINE eCILY[[N [OL AND NJCX TTKS N SIN. THC 9UMRgN RENT K GREW NL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. C'N' r,n. tAON 1IIiNi oNANAOn IA pf,Ce SIVILAN,N RAn,AACUT Wmml..Is ONAi NE GAIARaRA City TUNC CA BORING STARTED 7/3/84 W.L. None WS. OR W.D. None A.B. BORING COMPLETED 7/ 8 W.L. B.C.R. A.C.R. RIG 2A FOREMAN JAF W.L. JAPPROVED RAL lictatt 684517 E 1w MONITORING WELL DOCUMENTATION FORM N0. A6 j PROJECT:_, Monitoring Well Installation -- PROJECT NO. 684517 owa i y, owa an � '2 Specific Strata to be Monitored — * _,1 Depth Below Ground Surface That Monitored Strata Was Encountered-- PURPOSE OF WELL: Monitor water quality for background purposes Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill LOCATION OF WELL: ' accurately shown on the location diagram? Is the location of the monitoring point J yes Where? CONSTRUCTION DETAILS: Top of well cap elevation = 780.86 Boring Diameter (a) 6 Inches Casing Diameter'(b) 2 Inches I.D. —' Casing Material Flush Threa �� pipe ,020 inches Screening length (c) 55 ft. Screen Opening 18.5 ft. to (j) 23.5 From Depth (i) — Ground Surface Elevation at Well (g) 777.8 d . —e Height of Well Head Above Ground (d) 3.1 ft. I ?.i':•:; <;,�:•. ;:'�:;::: Depth ofWel I From Head (e) 27.0 ft. Backfill: -- Type Depth (ft) Well Gravel Pack (f) 9.5- 24.0' 4.2- 9.5' _. Bentonite Pellets (k) Cement 8 Bentonite Grout (h) 0.0- 4.2' _ Type of Well Cap Non Threaded PVC Flush Cap Cap secured with bolt and padlock. *Not Applicable pp eet NOTE: p acee beneath ibottomoOf encountered casing from efrom 23.5' oto 24 f0' Im Well gravel pack 767 LOG OF BORING N0. B1 OWNER CITY OF IOWA CITY, IOWA ARCHITECT•ENGINEER STANLEY CONSULTANTS, INC. SITE IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA PROJECT NAME 1011A CITY LANDFILL - MONITORING WELL INSTALLATION !: I I I _ I .. I I I I I Wall Tnfnrmatinn Aftarh.d MONITORING WELL DOCUMENTATION FORM N0. B1 PROJECT: Monitorin Well Installation _ PROJECT NO. 684517 — 6 w5 ,ty, Iowa Landfill -� Specific Strata to be Monitored Garbage Fill - Depth Below Ground Surface That Monitored Strata Was Encountered 3.5 ft to 17.5 ft. PURPOSE OF WELL: Monitor water quality for background purposes ^i Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow _Other: Describe Monitor hydraulic gradient of groundwater mnvpmpnt within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? yes Where? J CONSTRUCTION DETAILS: Top of well cap elevation = 769.75 Boring Diameter (a) 6 Inches Casing Diameter (b) 2 Inches I.D. Casing MaterialFlush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 inches From Depth (I) 12.1 ft. to (J) 17.1 ft. Ground Surface Elevation at Well (g) 766.1 Height of Well Head Above Ground (d) 3.7 ft. Depth of Well From Head (e) 20.9 ft. Backfill: Type Depth (ft) Well Gravel Pack (f) 4.0- 19.5' Bentonite Pellets (k) 2.0- 4.0' Cement 8 Bentonite Grout(h) 0.0- 2.0' Type of Well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock. •Not Applicable Note: Well gravel pack placed beneath bottom of well casing from 17.1' to 19.5'. M 1761 LOG OF BORING NO. 82 (continued) OWNER ARCHITECT-ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL - TOWA CITY LANDFILL. JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION MONITORING WELL DOCUMENTATION FORM No. B2 PROJECT: Monitoring Well Installation _Fowa City, Iowa Landfill PROJECT N0. 684517 Specific Strata to be Monitored Garbage Fill Depth Below Ground Surface That Monitored Strata Was Encountered2.5 f—.0 ft PURPOSE OF WELL: —_Monitor water quality for background purposes __Monitor leachate quality within sanitary landfill __Monitor groundwater quality in the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? es . Where? CONSTRUCTION DETAILS: Boring Diameter (a) 6 Inches Top of well cap elevation_784.42 Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 18_ 1 ft. _to (J) 23.1 ft. Ground Surface Elevation at Well (g) 780,_7 f-1 Height of Well Head Above Ground (d) 3.7 ft. C',J L Depth ofWell From Head (e) 27.0 ft. Backfill: Type Depth (ft) Bentonite Pellets 24.0- 24.5' Well Gravel Pack(f). 3.0- 24.0' Bentonite Pellets (k) 2.0- 3.0' Cement 8 Bentonite Grout(h) 0.0- 2.0' Type of Well Cap Non -Threaded PVC Flush Ca Cap secured with bolt and padlock. "Not Applicable Note: Bentonite pellets placed in bottom of borehole from 24.0' to 24.5' Wellgravel pack placed beneath bottom of well casing from 23.1' to 24.0'. a 1747 i MONITORING WELL i DOCUMENTATION FORM NO. B3 1 PROJECT: Monitoring Well Installation PROJECT NO. 684517 owwaa City, Iowa Laffiffiffr Specific Strata to be Monitored Garbage Fill Depth Below Ground Surface That Monitored Strata Was Encountered 3.7 ft to 17.0 ft. PURPOSE OF WELL: Monitor water quality for background purposes Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? yes Where? * CONSTRUCTION DETAILS: 6 Top of well cap elevation = 763.42 Boring Diameter (a) Inches Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 13.5 ft. to (J) 18.5 ft. Ground Surface Elevation at Well.(g) 760.1 Height of Well Head Above Ground (d) 3.3 ft. Depth ofWell From Head (e) 22.0 ft. Backfill: Type Depth (ft) Well Gravel Pack (f) 3.5' 19.0' Bentonite Pellets (k) 2.5- 3.5' Cement & Bentonite Grout (h) 0.0- 2.5' Type of well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock. *Not Applicable Note: Bentonite pellets mixed with well gravel pack beneath well casing from depths 18.5' to 19.0'. Boring initially started 7/5/84; bent 6 inch auger. Boring started again 7/6/84 and conpleted. M 7G1 LOG OF BORING NO. B4 OWNER ARCHITECT -ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL - IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION 8 x Well Information attached. r OWIN CI7 SITE INN d i 2 E u � E 1 E � R N F N P MONITORING WELL DOCUMENTATION FORM NO. B4 PROJECT: Monitoring Well Installation PROJECT NO._ 684517 —_Iowa 0ty, Iowa LdnQY111 Specific Strata to be Monitored Garbage Fill —_— Depth Below Ground Surface That Monitored Strata Was Encountered 2.8 ft to 12.5 ft. PURPOSE OF WELL: _ Monitor water quality for background purposes Monitor leachate quality within sanitary landfill Monitor groundwater quality in the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. LOCATION OF WELL: is the location of the monitoring point accurately shown on the location diagram? Yes Where? CONSTRUCTION DETAILS: Top of well cap elevation = 750.07 Boring Diameter (a) 6 Inches Casing Diameter (b) 2 Inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 8.0 ft. to (j) 13.0 ft. Ground Surface Elevation at Well (g) 746.6 Height of Well Head Above Ground (d) 3.5 ft. Depth ofWell From Head (e) 16.5 ft. Backfill: Type Depth (ft) Bentonite Pellets 13.0- 15.0' Well Gravel_ Pack (f) 3.0- 13.0' Bentonite Pellets (k) 2.0- 3.0' Cement 8 Bentonite Grout(h) 0.0- 2.0' Type of well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock. `Not Applicable Note: Artesian pressure encountered when augers were removed from bottom of fborehollelbene th bottom of well casingnfromt13P0�1tos15.0,. in S 1767 MONITORING WELL DOCUMENTATION FORM NO. B5 PROJECT: Monitoring Well Installation _ PROJECT NO. 684517 - - owa i y, Iowa Landfill - Specific Strata to be Monitored Garbage Fill I — — Depth Below Ground Surface That Monitored Strata Was Encountered 7.5 ft to 20.0 ft. PURPOSE OF WELL: Monitor water quality for background purposes - _Monitor leachate quality within sanitary landfill Monitor groundwater quality in the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? I. yes Where? CONSTRUCTION•DETAILS: Boring Diameter (a) 6 _Inches Top of well cap elevation = 776.71 - Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 14.0 ft. to (J) 19.0 ft. Ground Surface Elevation at Wall (g) 773.3 Height of Well Head Above Ground (d) 3.4 ft. d -0 Depth of Well From Head (e) 22.4 ft. Backfill: Type Depth (ft) °j.: Well Gravel Pack (f) 7.0- 22.0' k Bentonite Pellets(k) 6.0- 1.0'"`j = -i Cement & Bentonite Grout (h) 0.0- 6.0' f c Type of Well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock. 6 "Not Applicable ° NOTE: Bentonite pellets mixed with well gravel pack frnm depths 21.0 ft. to 22.0 ft. Well gravel pack placed beneath bottom of well casing from 19.0' to 22.0'. 1W LOG OF BORING NO. B6 OWNER ARCHITECT•ENGINEF:1 CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION x I I I I Well Information attached. MONITORING WELL DOCUMENTATION FORM j N0. B6 i PROJECT:_ Monitoring Well Installation _ PROJECT NO. 684517 -. Iowa- City, -TOW= -6andfill — Specitic Strata to be Monitored Garbage Fill Depth Below Ground Surface That Monitored Strata Was Encountered 4.5 ft to 24.0 ft. I PURPOSE OF WELL: Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill _ —Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? yes . Where7 CONSTRUCTION DETAILS: Boring Diameter (a) 6 Inches Top of well cap elevation = 772.04 Casing Diameter (b) 2 inches I.D. _. Casing MaterialFlush Thread PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 20 1 ft to (J) 25 1 ft Ground Surface Elevation at Well (g) 768.6 Height of Well Head Above Ground (d) 3.4 ft. d -0 Depth ofWell From Head (e) 28.6 ft. I [:,' '�`•" Backfill: h , e Type Depth (ft) k Well Gravel Pack (f) 4.0- 25.5 ft. Bentonite Pellets (k) 2.8- 4.0 ft. Cement and Bentonite Grou«h) 0.0- 2.8 ft. ( cl Type of Well Cap Non -Threaded PVC Flush Cap Cap secured with bolt and padlock b� a 'Not Applicable Note: Well gravel pack placed beneath bottom of well casing from 25.1' to 25.51. 11 /7�o7 ra TMNSnUN TM[fMAT Ald UN[/,KNEUW TN[AA I.IT[�OU.OAMrL ES �[TYRN WC AND„O TYRO M NR1.MAr O[cI4WLL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. BORING STARTED 7Ga94 ., Fm. QOM A.W.A.W.0--mW BORING COMPLETED 1 9/8 W.L.1 25.0' W.S. OR W.D. 24.5 - A.B. M. Mdn" Sj r. Up., u W.L.B.C.R.A.C.R. e.".AAnm.naws[°4.5 RIG 2A FOREMAN JAF O.neom.CuN r T..oE APPROVED RAL JOB* 684517 W.L. / %G % LOG OF BORING NO. B7 Continued ARCHITECT -ENGINEER - OWNER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. PROJECT NAME IOWA CITY LANDFILL" " SITE IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION E x Well Information attached. ' � r N M M M r DexriOtion rr' Z Y E y O 7 Z c v c C Y� N 6 c U u d o Q 1' v N S o L A E r n o y, K 3 °u E m 7U YI `m 3 "r On cE 7N v u W 2CONTINUED FROM SHEET H1 6.0 = 731. SANDY SILTY CLAY, TRACE HS GRAVEL, Brown 3 SS 18 15 23 3 727. (29.8) `i Bottom of Boring Note. Subsurface material descrip- _ tions based on driller's field observations of disturbed samples. The only exception is for Shelby tube samples that have been tested in the laboratory. Sample 2 obtained at boring locatio f — offset from monitoring well. Three j = inch diameter Shelby tube used. Hollow stem augers used to support — bnrehole sides and set well after continued cave-ins while drilling to 26.5 feet depth. ra TMNSnUN TM[fMAT Ald UN[/,KNEUW TN[AA I.IT[�OU.OAMrL ES �[TYRN WC AND„O TYRO M NR1.MAr O[cI4WLL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. BORING STARTED 7Ga94 ., Fm. QOM A.W.A.W.0--mW BORING COMPLETED 1 9/8 W.L.1 25.0' W.S. OR W.D. 24.5 - A.B. M. Mdn" Sj r. Up., u W.L.B.C.R.A.C.R. e.".AAnm.naws[°4.5 RIG 2A FOREMAN JAF O.neom.CuN r T..oE APPROVED RAL JOB* 684517 W.L. / %G % •" MONITORING WELL DOCUMENTAT I ON FORM N0. B PROJECT: Monitoring Well Installation PROJECT N0. 684517 ==owa i y, owa an -• Specific Strata to be Monitored Garbage Fill -r3.0 ft to 26.0 It. Depth Below Ground Surface That Monitored Strata Was Encountered ti PURPOSE OF WELL: •,-" __Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill _Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within i the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? —i yes Where? CONSTRUCTION DETAILS: Top of well cap elevation = 759.79 J Boring Diameter (a) 6 Inches Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC Pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (i) 21.5 ft. to (J1 26.5 ft. J Ground Surface Elevation at Well (g) 757.5 d Height of Well Head Above Ground (d) 3.3 ft. u Depth ofWell From Head (e) 30.0 ft. Backfill: Type Depth (ft) e I Bentonite Pellets 27.5-29.8' K r::p Well Gravel Packs (f) 3.0-21.5' Bentonite Pellets (k) 2.0- 3.0' ) _ Cement and Bentonite GroQ4) 0.0- 2.0' c ?•` `•` Type of Well Cap Non -Threaded PVC Flush Cap -1 Cap secured with bolt and padlock. b 0 "Not Applicable Note: Bentonite pellets placed in bottom of borehole from 27.5' to 29.81. Well gravel pack placed beneath bottom of well casing from 26.5' to 21.5'. /74,7 LOG OF BORING NO. B8 OWNER CITY OF IOWA CITY, IOWA ARCHITECT -ENGINEER STANLEY CONSULTANTS, INC. 748. 739. 31 739. (FILL), GARBAGE Bottom of Boring Note: Subsurface material descrip- tions based on driller's field observations of disturbed samples. Cave-in at 25.5 feet after completi of boring. Redrilled borehole and set well using hollow stem augers. i II L TN[RIUI✓K�TONYKf>EMUNT T 1AA XWAM[ MRV UNIS M[EN WC ANO 110 K",, N21TY, TM[TMI6RIPI YET ICGMWIiL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. BORING STARTED 7 9 84 0.1 v.n. G81 N.Km. ov.noK BORING COMPLETED 7/9/84 W.L. 28.7' W.S. OR W.D. 30. I' A.B. e.. Mann SloM l *.1A B,C.R. A.C.R. K.nn ONI Wmmi.. KS RIG FOREMAN W.L. omm., NE JOB # W.L. Okl O .GIV WWOK APPROVED LOG OF BORING NO. BB (Continuea) ARCHITECT -ENGINEER OWNER STANLEY CONSULTANTS, INC. CITY OF IOWA CITY, IOWA PROJECT NAME IOWA CITY LANDFILL - SITE IOWA CITY LAtIDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION Well information attached. e oDescriptionZ T-10 A '_ � V o w UIziuB Ey H[0 m U W 3 W 748. 739. 31 739. (FILL), GARBAGE Bottom of Boring Note: Subsurface material descrip- tions based on driller's field observations of disturbed samples. Cave-in at 25.5 feet after completi of boring. Redrilled borehole and set well using hollow stem augers. i II L TN[RIUI✓K�TONYKf>EMUNT T 1AA XWAM[ MRV UNIS M[EN WC ANO 110 K",, N21TY, TM[TMI6RIPI YET ICGMWIiL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. BORING STARTED 7 9 84 0.1 v.n. G81 N.Km. ov.noK BORING COMPLETED 7/9/84 W.L. 28.7' W.S. OR W.D. 30. I' A.B. e.. Mann SloM l *.1A B,C.R. A.C.R. K.nn ONI Wmmi.. KS RIG FOREMAN W.L. omm., NE JOB # W.L. Okl O .GIV WWOK APPROVED *'r MONITORING WELL i y DOCUMENTATION FORM No. 88 iMonitoring Well Installation PROJECT NO. 684517 PROJECT: ---- owa 1_y, owa an i Specific Strata to be Monitored Garbage Fill — 1 i� ... .j Depth Below Ground Surface That Monitored Strata Was Encountered 11.0 ft to 31.2 ft. 4 I� I PURPOSE OF WELL: ._.1 __Monitor water quality for background purposes ,..., _Monitor leachate quality within sanitary landfill -j Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. r LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? yes Where? I CONSTRUCTION DETAILS: Top of well cap elevation = 774.47 Boring Diameter (a) 6 Inches i Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 25.5 ft. to (J) 30.5 ft. Ground Surface Elevation at Well (g) 771.0 d —o Height of Well Head Above Ground (d) 3.5 ft. Depth ofWel I From Head (e) 34.0 ft. Backfill: Type Depth (ft) Bentonite Pellets 31.7- 31.5' a � k •i :r Well Gravel Packs(f) 11.0- 31.5' .. —i Bentonite Pellets (k) 10.0- 11.0' Cement &'Bentonite Grout(h) 0.0- 10.0' c ''' •' Type of Well CapNon-Threaded PVC Flush Cap —) Cap secured with bolt and padlock. � 0 'Not Applicable Note: Bentonite pellets placed in bottom of borehole from 31.5' to 31.7'. Well gravel pack placed beneath bottom of well casing from 30.5' to 31.5'. `%G% w I w+ r'• owi CITY SIT, Iowl i u E E A N 1 � W.L. W.L. W L, PA. I LOG OF BORING NO. B9 (Continued) OWNER ARCHITECT -ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL - IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION V A M = x � Well information attached. Z E e Description A, m IS A p E " a E > ° R V� OGC E CU 0 d �Z > �L E s ' N f N m 7UN 3 CIS 71n O W 750. 2 (22'5) CONTINUED FROM SHEET #1 HS (FILL), GARBAGE WB 30 740. 35 737. 32.0 gG.3 SANDY SILTY CLAY, TRACE G VEL, Brown (35.6) Bottom of Boring Note: Subsurface material descrip- tions based on driller's field observations of disturbed samples. The only exception is for Shelby tube samples that have been tested in the laboratory. Sample 2 obtained at boring location offset from monitoring well. Atterberg Limits Sample 2 Depth 1.5' - 2.5' LL PL PI B 16 22 MECTNAWCATON LINE{MMCHNT TNC ANM°.iMATC E°°NDANY LINE. GC CCN 6°4 AND IKXt nAES M SIM. TNC TININStg N.T !C GMWAL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. caEr r.n6 c.aE, a.olaE o,onEon I BORING STARTED 7/10/84 W.L. .0' WS.ORW.D. 34 A.B. DEE MONO SIOIm WE. IA NEnEOWY WmnnE.Ns BORING COMPLETED FOREMAN JAF W.L. B.C.R. A.C.R. gnmE, NE aLNum.cnY nl,..oN RIG 2A W.L. JAPPROVED RAL jJOB# 684517 MONITORING WELL DOCUMENTATION FORM NO. B9 PROJECT:_ Monitoring Well Installation PROJECT NO. 684517____ _ lowa City, Iowa Landf- iT j Specific Strata to be Monitored Garbage Fill I,^ Depth Below Ground Surface That Monitored Strata Was Encountered 12.5 ft. to 32.0 ft. PURPOSE OF WELL: Monitor water quality for background purposes Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow K Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill. J LOCATION OF WELL: r"? Is the location of the monitoring point accurately shown on the location diagram? 1^, ye5 Where? CONSTRUCTION DETAILS: Boring Diameter (a) 6 Inches Casing Diameter (b) 2 inches I.D. Top of well cap elevation = 776.15 Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 28.7 ft. to (j) 33.7 ft. Ground Surface Elevation at Well (g) 772.9 Ft Height of Well Head Above Ground (d) 3.3 ft. .; —A Depth ofWelI From Head (e) 37.0 ft. Backfill: Type Depth (ft)�" Bentonite Pellets 33.7- 35.6' Well Gravel Pack (f) 12.5- 33.7' Bentonite Pellets (k) 11.5- 12.5' Cement & Bentonite Grout(h) 0.0- 11.5' Type of Weil Cap Non -Threaded PVC Flush Cap -' Cap secured with bolt and padlock. "Not Applicable Note: Bentonite pellets placed in bottom of borehole from 33.7' to 35.61. M LOG OF BORING NO. B10 OWNER ARCHITECT-ENGINEER CITY OF IOWA CITY, IOWA I STANLEY CONSULTANTS, INC. SITE PROJECTNAME IOWA CITY LANDFILL - IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION ^ ae Well information attached. C r N O G 0 V N -n C ^ DlSGriOtion o E A m C u E ii E $ ; E E A �` E a _ Surface Elevation 763.4 m LOG OF BORING N0. BIO (Continued) OWNER ARCHITECT -ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECTNAME IOWA CITY LANDFILL - IOWA CITY LANDFILL JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION r x Well information attached. b N Description 2 w Z• z U u^ U v g u n E o 3u E :: i= E o i N Y C O r MUVI A 3 On > 701 b O b W LOG OF BORING N0. B10 (Contin OWNER JARCHITECT -ENGINIEOEW R CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. .--- SITE PROJECT NAME IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION Well Information attached. L r A L O G O?➢ C >w m DG6crIPtion i Z E BEN C i. Y E Y U _ O w� ➢ q O r` A C T b Y N Y) R m SUN 3 ba 7N W CONTINUED FROM SHEET N2 Note: Subsurface material descrip- tions based on driller's field observations of disturbed samples. The only exception is for Shelby tube samples that have been tested in the laboratory. Sample 2 obtained at boring locatio offset from monitoring well. Three inch diameter Shelby tube used. _I I i I M[ {TMTIIC{T9N UM[ R[MUhT M[ ARRROaMl" BEyjNDART LNL[ MM[[N [OL 1NO Rp[R TYRE N S.M. THE iMN[fIgN M119[ GRRWLL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc. BORING STARTED 7/ 10A G[Y ran C[au nam. D..moon BORING COMPLETED iul W.L. 62.0' W.S. OR W.D. 62.0' A.B. rrL ,aoina[ Sloml L.R..0 B.C.R. A.C.R. N.N[a'cor W'LNpL NS RIG 2A FOREMAN -- W.L. Oman.. NE .... I oa[noma City TuNL ox APPROVED lOB Z 68i 1W MONITORING WELL DOCUMENTATION FORM NO. B10 PROJECT: Monitoring Well Installation PROJECT N0. 684517 Iowa i y, Iowa LanGT111 Specific Strata to be Monitored Garbage Fill j ed Strata Was Encountered 7.5 ft. to 60.5 ft Depth Below Ground Surface That Monitor PURPOSE OF WELL: Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill Monitor groundwater quality In the direction of groundwater flow _ x Other: Describe Monitor hydraulic gradient of groundwater movement within the landfill LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? yes . Where? CONSTRUCTION DETAILS: To of.well elevation = 766.73 Boring Diameter (a) 6 Inches P cap Casing Diameter (b) 2 Inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 5 ft. Screen Opening .020 Inches From Depth (1) 55.4 ft. to (J) 60.4 ft. Ground Surface Elevation at Well (g) 763.4 Height of Well Head Above Ground W_1_3 ft. Depth ofWelI From Head (e) 63.9 ft. Backfill: Type Depth (ft) Well Gravel Pack (f) 8.0- 62.0' Bentonite Pellets (k) 6.5- 8.0' Cement 8 Bentonite Grout (h) 0.0- 6.5' Type of Well Caption -Threaded PVC Flush Cap Cap secured with bolt and padlock *Not Applicable NOTE: Well gravel pack placed beneath bottom of well casing from 60.4' to 62.0'. M IM /767 LOG OF BORING NO. GI OWNER ARCHITECT -ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME - IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA MONITORING WELL INSTALLATION Well information attached. A O O O N y N E Y C r C 2 De riGhen V q C Y = V Kp U C^ V L C Q > UY.0 DL 0 bL o A w Surface Elevation 771.8 M » 3 u MONITORING WELL DOCUMENTATION FO)U4 NO. G1 PROJECT: Monitoring Well Installation PROJECT NO. 684517 ' — owa i -- _ y, owa an i i Specific Strata to be Monitored Gargabe Fill Depth Below Ground Surface That Monitored Strata Was Encountered 3.0 ft to 23.0 ft. PURPOSE OF WELL: --Monitor water quality for background purposes _Monitor leachate quality within sanitary landfill Monitor groundwater quality in the direction of groundwater flow K Other: Describe Monitor gas pressure within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? Yes . Where? # CONSTRUCTION DETAILS: Boring Diameter (a) 6 inches Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 10 ft. Screen Opening .020 Inches From Depth (i) 3.0 ft. to (J) 13.0 ft. Ground Surface Elevation at Well (g) 771.8 Height of Well Head Above Ground (d) 3.3 ft, d —0 Depth ofWell From Head (e) 16.3 ft. Backfill: Type Depth (ft) h I �� ;•?;: Bentonite Pellets 21.0- 26.0' Well Gravel Pack (f) 3.0- 21.0' Bentonite Pellets (k) 2.5- 3.0' Cement 8 Bentonite Grout(h) 0.0- 2.5' Type of Well Cap Ball valve assembly fitted at top of gas monitoring well. *Not Applicable Note: Bentonite pellets placed in bottom of borehole from 21.0' to 26.0'. Well gravel pack placed beneath bottom of well casing from 13.0' to 21.0'. ff —1 / 71� j MONITORING WELL DOCUMENTATION FORM NO. G2 PROJECT: Monitoring Well Installation PROJECT N0. 684517 —_Iowa i y,o—T wa Landtill Specific Strata to be Monitored Garbage Fill Depth Below Ground Surface That Monitored Strata Was Encountered 3.5 ft to 17.0 ft. PURPOSE OF WELL: _ Monitor water quality for background purposes �- _Monitor leachate quality within sanitary landfill _Monitor groundwater quality in the direction of groundwater flow X Other: Describe Monitor gas pressure within the landfill. LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? i I yes. Where? CONSTRUCTION DETAILS: Boring Diameter (a) 6 Inches Casing Diameter (b) 2 inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 10 ft. Screen Opening .020 Inches From Depth (l) 3.5 ft. to (J) 13.5 ft. Ground Surface Elevation at Well (g) 752.9 Height of Weil Head Above Ground (d) 3.8 ft. Depth of Well From Head (e) 17.3 ft. Backfill: Type Depth (ft) Bentonite Pellets 17.0- 18.0' Well Gravel Pack (f) 3.5- 17.0' Bentonite Pellets (k) 3.0- 3.5' Cement and Bentonite Grogi ) 0.0- 3.0' i Type of Well Cap Ball valve assembly fitted at top of gas monitoring well. "Not Applicable Note: Bentonite pellets placed in bottom of borehole from 17.0' to 18.0'. Well gravel pack placed beneath bottom of well casing from 13.5' to 17.0'. IM 1w :J LOG OF BORING NO. G3 OWNER CITY OF IOWA CITY, IOWA ARCHITECT -ENGINEER I STANLEY CONSULTANTS, INC. SITE IOWA CITY LANDFILL, JOHNSON COUNTY, IOWA PROJECT NAME IOWA CITY MONITORING WELL INSTALLATION O Y A Y C E N a O c A u o M r Y N pG i? c OOL - o 7 U to C V y A m c N y dG E a N d d Well information attached. Description Surface Elevation 771.2 768 5 1 15 20 748. 25 (FILL), SANDY SILTY CLAY, TRACE GRAVEL, Brown, ray (3.0) Brown and Gray 1 ST 12 12 ST 1 O+ .7 116 PA (FILL), GARBAGE (22.5) * al bra ed Hi nd Pe etro eter CONTINUED ON SHEET k2 ,N[an•nnc•rw urrc[n[rw[s[Nr rN[•rFY ..M n[ou.o•sr L.E5Y EN w4 AND[ x[ n'KS waru, rN[TYAMI,d Y•r K GUWLL WATER LEVEL OBSERVATIONS Terracon Consultants, Inc.BORING E•or FMi, CM•r Rwr[• D• Md N. M[Inn Storm LY•, I• ....•0l4 Wlcmu. Ks Omo NE oklmm •GI, T. OK STARTED 7/6/794 84 W.L. 28.01 W.S. OR W.D. p,8. BORING COMPLETED 7 79 W.L. B.C.R. A.C.R. RIG 2A FOREMAN JAF W L APPROVED RAL JOB 1 LOG OF BORING NO. G3 (continued) OWNER ARCHITECT- ENGINEER CITY OF IOWA CITY, IOWA STANLEY CONSULTANTS, INC. SITE PROJECT NAME IOWA CITY LANDFILL - IOWA CITY LANDFILL, JOHNSON COUNTY, 1014A MONITORING WELL INSTALLATION H. x Well information attached. r d u r a N N U DescrlPtion 2 n E rn n Z. cd< ° C Lj cm 0l v8 a i E o E 3 ° eE n L' cr n N ti N ¢ m 7UN 3 0B 71n W 748 (22.5) CONTINUED FROM SHEET #1 p (FILL), GARBAGE PA (29.0) 742. SANDY SILTY CLAY, TRACE 3 GRAVEL, GL CIAL TILL Brown 739. (31.5) Bottom of Boring 35 Note: Subsurface material descrip- tions based on driller's field observations of disturbed samples. The only exception is for Shelby tube samples that have been tested in the laboratory. Sample 2 obtained at boring location offset from monitoring well. Three inch diameter Shelby tube used. THE STnATMKAT°N LINE{ ATMESENT TNI AP14mN M.TL E)UNDARV LINL. aITY 11N 6°6 /.N° ok Ca "MS A, &TU. iNL TNMITI°N MAY GRADUAL LEVEL OBSERVATIONS Terracon Consultanls, Inc. BORING STARTED 7/6/84 BORING COMPLETED 7/6/84 WATER Gan FMla Gann.ela. o....ron . Moron Storm Lake, IA No Kanas City WIIhIlA,E5 W.L.1 28.D' W.S. OR W.D. A.B. RIG 2A FOREMAN JAF B.C.R. A.C.R. APPROVED RAL 1oB 684517 W,L. Omaha, NE Nishom.Chy Tul...ON W L 110 MONITORING WELL DOCUMENTATION FORM NO. G3 PROJECT:_ Monitoring Well Installation PROJECT NO. 684517__ City Tnwa i Af•11 — Specific Strata to be Monitored Garbage Fill --- Depth Below Ground Surface That Monitored Strata Was Encountered3.0 ftp ft. PURPOSE OF WELL: _. __Monitor water quality for background purposes ^Monitor leachate quality within sanitary landfill _Monitor groundwater quality In the direction of groundwater flow X Other: Describe Monitor as ressure within the landfill LOCATION OF WELL: Is the location of the monitoring point accurately shown on the location diagram? eyes , Where? I J i CONSTRUCTION DETAILS: Boring Diameter (a) 6 Inches Casing Diameter (b) 2 Inches I.D. Casing Material Flush Threaded PVC pipe Screening length (c) 10 ft. Screen Opening .020 Inches From Depth (i) 3.0 ft. to (J) 13.0 ft. Ground Surface Elevation at Well (g)77�_ d —g Height of Well Head Above Ground (d) 3.53.5 fes— is ::i: c• 16.5 ft. Depth ofWel I From Head (e) h Backfill: Type Depth (ft) e ' �`'' Bentonite Pellets 29.5- 31.5 K :�a: Well Gravel pack (f) 3.0- 29.5 —i Bentonite Pellets W f �ist; Cement & Bentonite Grout(h) 0.0- 2.5' Type of Well Cap Ball valve assembly fitted at top of b gas monitoring well. a *Not Applicable Note: Bentonite pellets placed in bottom of borehole from 29.5' to 31.5'. Well gravel pack placed beneath bottom of well casing from 13.0' to 29.5'. - /7G� City of Iowa City MEMORANDUM Date: August 30, 1984 To: Chuck Schmadeke, Director of Public Works From: James Brachtel, Traffic Engineer Re: Highway 1 and Highlander Drive Attached to this memorandum is a letter from Iowa DOT Resident Maintenance Engineer Will Zitterich. This letter responds to the City's request for a reduced speed limit on Highway #1 in the area of the Highlander Drive and a right turn lane from Highway 1 onto Highlander. Drive. REDUCED SPEED Mr. Zitterich responds that a speed study was conducted last year in the area. That study indicated no change in the speed limit should be made at that time. I have no knowledge of any changes that have occurred in traffic since that study was conducted. Mr. Zitterich indicates in the absence of a change in conditions that a second study will not be made. RIGHT TURN LANE Mr. Zitterich indicates that a study for a right turn/deceleration lane at Highlander Drive is not needed now. He suggests that the DOT would review the necessary data that the City could gather from the developer regarding anticipated traffic counts. This data has been obtained from the developer and is being forwarded to Mr. Zitterich for his review. bj4/1 I'W Iowa 4DepwartCitymlent of Transportation July 25, 1984 Ref. No. 451.3 Mr. James Brachtel Iowa City Traffic Engineer 1200 S. Riverside Drive Iowa City, Iowa 52240 Dear Mr. Brachtel: Recently you requested that we conduct a speed study on Iowa 1 north of I-80 in the vicinity of Highlander Drive. We had con- ducted a speed study last year in this area. The study indicated no change should be made at that time. We do not believe enough development has probably taken place to require an additional study. Do you know of any change that has taken place to change the traffic speed in this last year? We do not see a need to conduct a study for a right turn/deaccelera- tion lane at the Highlander Drive. If the City of Iowa City would gather the necessary data from the developer as to anticipated traffic counts etc., we will review it. If you wish to discuss these items further, please give me a all. 5ince�e y yo s William E. Zitterich Re0bent Maintenance Engineer Highway Division WEZ:Im /7�0d City of Iowa City MEMORANDUM Date: September 6, 1984 To: City Council and City Manager From: Frank Farmer, City Engineer Re: Taft Speedway Sanitary Sewer Extension (Special Assessment) The East-West Corridor Trunk Sewer was extended from the Wastewater Treatment Plant to the intersection of Taft Speedway and Dubuque Street in 1981 to serve, in part, the area north of Kimball Road and east of the Iowa River. Iowa City's Wastewater Facility Plan recommended that a 33 inch sanitary sewer be extended west from the Corridor Sewer along Taft Speedway. A 33 inch sewer is required to maintain adequate depth and handle future estimated flows from the total drainage area. The Taft Speedway sewer extension is included in the Capital Improvement Program for FY88. Evangelical Free Church desires to extend the Taft Speedway sanitary sewer to provide sewer service to their property. The ideal project limits of the Taft Speedway sanitary sewer extension is to extend the sanitary sewer from Dubuque Street west, through the intersection of the road connecting Taft Speedway and Foster Road. The estimated cost is. $202,500. Thirteen (13) of the fifteen (15) property owners affected by this special assessment project were contacted with regard to this project. Two (2) were opposed to the project and eleven (11) were basically for the project or stated that they would not object. The two opposed were opposed to the assess- ment method for funding and not necessarily the sewer itself. Approximately five to six weeks will be required to complete the field work, construction plans, specifications and assessment schedule. Assessment proceed- ings, starting with the first public hearing to the award of the contract, will require approximately 12 weeks. Project construction is estimated to require 50 working days. The Engineering Division must begin work on this project immediately to ensure that construction can begin by mid-January. The construction schedule could require completion of the sewer to the church property for use by the first of February 1985, the expected completion date of the church construction program. Funding for this project can be provided by bonds scheduled to be sold within the next two months, provided that the Finance Department is given sufficient notice prior to issuance of the bonds. As a reminder, the State Code of Iowa requires a six -of -seven vote of Council for all assessment projects, and a seven -of -seven (unanimous) vote of Council for assessment projects where a remonstrance has been filed with the City Clerk, signed by owners subject to 75% of the amount of the proposed assessment. The Engineering Division will continue with the design of this special assessment project unless directed by Council not to proceed. bj3/8 11 UA August 28, 1984 Mr. Neal Berlin City Manager 410 East Washington Iowa City, Iowa 52240 RE: Iowa City Parking 'Ramp Dear Mr. Berlin: Hansen Lind Meyer RECEIVED ? 5 1984 Enclosed is a final draft of our report on potential for Parcel 64-1a and the expansion of the Dubuque Street parking ramp. This report concludes submittal of all draft reports under our prime agreement. We developed during the course of our study six different options for the Dubuque Street ramp, which include vertical expansion of the ramp, expanding the ramp across Burlington Street to abutting property south of Burlington -Street, and expanding the ramp north of the present facility onto Parcel 64-1a which lies between the present parking ramp and the public library. After evaluating these various options and their value to the City,,we would recommend developing schematic design based on Option 6 but incorporating an express exit from Level 2 or 3 of the existing parking structure onto Parcel 64-1a and then directly onto Linn Street. This express exit has the advantage of improving traffic flow in the present Dubuque Street ramp with its anticipated two additional floors. Scheme 6 anticipates adding additional structured parking on the south portion of Parcel 64-1a and providing commercial space fronting on the College Street mall, opposite the public library which would not only provide needed additional commercial/office space downtown but would have the added benefit of screening the parking from the pedestrian mall. Scheme 6 can easily be accomplished in two or three phases. Phase 1 would include vertical expansion by two floors of the existing ramp and construction of the express exit. Phase 2 could include the additional parking on Parcel 64-1a, and a third phase done either by the City or a private developer of the construction of the commercial/office space. Drawer 310 Plaza Centre One Iowa Coy, Iowa 52244 Phone 319 354,4700 Architecture Iowa City, Iowa Engmeenng Chicago. Illinois Planning Orlando, Florida e___ r.._ Parcel 64-1a Potential Introduction This study explores the potential for increasing vehicle parking in the vicinity of the Dubuque Street Ramp in downtown Iowa City and the feasibility of integrating a parking facility with a commercial/retail development on Parcel 64-1a. Area of study was principally limited to include the land adjacent to the corner of College and Linn Streets, vertical expansion of the existing Dubuque Street Ramp, and the parcels across Burlington Street, presently occupied by a gas station and a tire store. A parking demand study is being completed to target actual parking downtown. Therefore, the schemes shown herein represent only a potential for each approach, based on an assumed number of parking spaces for illustration. Also, commerical/retail areas are shown on some schemes, to suggest a coordination between parking and a viable site use. All schemes incorporate the cost for a two level expansion of the Dubuque Ramp. The westerly end of the ramp on Dubuque Street would be converted to multiple entry points and all exiting traffic would be relocated to Linn Street. This would alleviate potential traffic congestion on Dubuque Street. Currently, Dubuque Street adjacent. to the ramp serves as the ramp entrance and exit, Hawkeye Bank, the Hotel and the commercial alley. The commercial alley north of Burlington Street and onto Clinton Street is recommended to be one-way westward from Dubuque Street. This would aid in minimizing commercial vehicle traffic on Dubuque Street at the ramp and hotel entrances. In fact, with minimum expenditure for a classic form of overhead lighting and merchant cooperation, the alley could become an extension of the downtown landscaped mall area. The alternatives for Parcel 64-1a include an assumed basic land cost of $220,000.00. The alternatives were reviewed with City staff for feasibility of construction, this resulted in the selection of the included alternatives as being the most viable. Such alternatives as utilizing the Pester Gas Station and Firestone Tire Store for a commercial/retail and parking structure were addressed. Rough level costs were developed, incorporating a parking structure directly over Burlington Street, between the Dubuque Ramp and the gas station and/or a vehicle link across Burlington Street and the gas station site. Various alternatives indicated utilization of Parcel 64-1a and inasmuch as the purpose of this study is to evaluate potentials, the ramifications of maintaining the existing hotel rear access was not addressed in detail. Therefore, various suggestions assume this problem would have to be evaluated in detail and a solution formulated with the hotel management. n Scheme 1 Scheme 1 indicates a two level vertical expansion of the Dubuque Street Ramp (180 spaces), and a spiral exit ramp on 64-1a. The existing ramp with two additional levels, would function comfortably without the spiral; the spiral is suggested as an alternative to reduce traffic congestion on Dubuque Street due to the hotel, ramp, Hawkeye Bank and the commercial alley. The magnitude of costs for this scheme are shown on attached Exhibit A. The construction cost for the 180 space ramp expansion has been estimated at $9,700 per car space. Included is the cost for the spiral exit ramp, which is is estimated at $30 OOU ($60,000 per revolution times five revolutions). This cost could be reduced to approximately $120,000 by exiting the ramp from the third tier north wall. At this elevation, a clear height is maintained for hotel truck access. The remaining costs are associated with a new service drive and bridge link over the hotel easement for the project. The cost of Scheme 1 is $2,100,000. tMl ton.11wa. O�a�,�d1x'rc I(r�J C�ITr-YIG' 10F 4CVIT J] - t1.Y=pm w»I d. Bollen • I fiulax t 1 D w c.....x. � .n.w I we eau r—i O 1 _.. 1 _ lYIAJ �M�JAU 1 0 n n Scheme 2 Scheme 2 considers the development of a four floor commercial/retail project, incorporating an interior parking facility and an exit spiral on Parcel 64-1a, along with the two level addition to the Dubuque Street Ramp, Thisischeme proposes a ground floor retail/commercial area, three levels of parking (82 cars per floor) with the potential for future development of the parking area to retail/commercial. Thespiral exit ramp constructed with the expansion of the Dubuque Ramp, would service the proposed structure on Parcel 64-1a. There are vehicle connections between the Dubuque Ramp and the new structure. The vehicle connections are included to provide access to the Dubuque Ramp and the new structure, and provide a means of vertical movement in the new structure. There is no vehicle ground floor access (ingress) to the new facility. All vehicles would enter via the Dubuque Ramp entrance to access the parking levels of the new commercial/retail structure, and would use the Linn Street exits. This scheme maximizes the amount of ground floor retail/commercial space, but sacrifices an independent ingress and egress for the proposed parking. The ingress to the Dubuque Ramp would have to be evaluated for handling the increased traffic for the additional vehicle spaces added in the new 64 - la structure. The costs for Scheme 2 are shown in Exhibit A. Construction costs were estimated at $7,708 per car space. Based on preliminary layouts, there could be approximately 82 cars per parking floor. 1) Three levels assumed for purposes of this study. F. i �I F`. rt kwW.taw I( 0 wIw !A4IA }1bW dd�Mel!dlrL �3i#U�+" i ^� �J NPV FW IT lower o I ,-E 00 .&T ■ w.r..r. r." W.a ■m. ■w rvcs�:�m-uv xxx e�-i� IRN TZvI'�� ovn jII(// ' I i i C -- _ s.■M.. amx a.amwn Scheme 3 Scheme 3 is similar to Scheme 2, except that the Parcel 64-1a structure has independent vehicle ingress and egress from that of the Dubuque Ramp. There is no physical connection between the two structures, and there is no spiral ramp. Due to the existance of a triangular vehicle easement for the hotel, the proposal interior ramp from the street would have to be analyzed in greater detail. Preliminary layouts indicate there could be approximately 90 cars per floor. Three parking floors above the commercial/retail area are shown. The construction cost for this parking structure (Exhibit A) has been estimated at E6,90U per car space. J n n I -wl.nf. T." I Mwm W Arliglm 66.N 0 www °kms; _ eD//{° I� �N au 9eM1wI• NIM _ - 1 Cl W,w f Wrb CANT. VT- J u..wn. sl•i. e.+� I � � J evMlm su.w , an 91•Ilen : Haim. 3 n 0 n Scheme 4 Scheme 4 envisions four tiers of parking spanning the Burlington Street right of way, and using the site south across Burlington (Firestone/Pester site). The two properties, with the alley, give a site of 320' by 80'. The•structural parking over Burlington would have to maintain a 14 foot clearance from the street to the ceiling. There is a light visa between the existing Dubuque Ramp and the proposed structure. A vehicle spiral ramp is shown on the south side of the proposed structure. The spiral could be set at either corner, but it is located in the southeast corner to allow exiting traffic direct access _ to Dubuque Street. Vehicle access to the new structure and existing ramp would be from the Dubuque Street Ramp with exiting on the south side of Burlington Street. The structure, as proposed, would have four levels with approximately 120 cars per floor, plus the Dubuque Ramp expansion. There is a high land cost for the Firestone and Pester sites, and the cost shown may be low. The estimated construction cost for this scheme (Exhibit A) is $9,000 per car space. a Ne� !.-U1 � �� I MiN f1MlM6Me11U - I � unw nxir lwM1wY• TVM Nw NYglan SUM �3 mw Y.WI M•M I%CYNO rMn o.. eiabn • Aw•n. N J �o Scheme 5 Scheme 5 considers a three level parking structure on the Firestone/Pester site. The design of the structure has three independent floors that have their own entry and exits. When used for monthly or permit parking, the operating costs are perhaps feasible. There would be approximately 60 cars per floor in this structure, for a total of 180 spaces. The magnitude of construction cost per car space is $7,200. 0 ww I F- 5 IIS ww I F- 5 b Scheme 6 Scheme 6 involves an alternative with three levels of commercial/retail space on 64-1a with corresponding parking separated by an atrium. The new parking facility would be independent and matches up with i the commercial/office space on a level by level basis. R11 of the commercial space is arranged along the College Street pedestrian mall. Three parking levels would have capacity for approximately j 170 vehicles with construction cost estimated at f6,70U per space. i This scheme has a great deal of appeal, not only because of its apparent lower cost per car, but also in terms of its aesthetic potential and respect for the College Street pedestrian mall edge, all with an exciting atrium environment. 1 Mnd. T� 0 nwrr DtS�.S � I 1 w.bpm se«I I I On 81Nbn I t � ry..�a,. 6 I Ou Blrlbn . I M1.NI.r l owu n °�rA�ina�iw AMM M -IA W 'Izu fi14Y_ (�W.Y IEv/ r3leew+ cJMn \ Ou Blrlbn . I M1.NI.r l owu n °�rA�ina�iw su,ie,;a ry_ Our recommendation is to proceed with further detailed study and development of Scheme 6. Scheme 6 has the lowest potei,cial cost per car, adds an independent structure which does not tax the capabilities of the existing ramp, and provides an exciting commercial/parking concept which best respects the College Street pedestrian mall edge. Scheme 6 responds to the desire to make parking as close and accessible as possible to the downtown area, although It does not address the revision to the Dubuque Ramp operation which may be required due to future traffic serving the hotel, Ilawkeye Dank, and the commercial alley. Scheme 2 suffers from a somewhat unwieldy interior circulation system, and adds parking to the existing ramp without improving Its access capabilities; Scheme 3 is similar in concept, but would be insufficient for parking due to the existing easement conflict. Scheme 4 offers an efficient and simple means of expansion (though costly) at the expense of creating a rather imposing presence for the downtown area above Burlington Street. Scheme 5, as does Scheme 4, suffers from high land costs; otherwise it provides an effective and unobtrusive means of adding parking accessible off Burlington Street. All alternatives are subject to the completion of a parking demand study in order to determine the actual need for parking spaces. These schemes illustrate potential approaches, tempered not just by a concern for providing parking, but what, in the long run, is in the hest interest for the use and character of the downtown environment. DCR:bm 8/27/84 8441.00 EXHIBIT A MAGNITUDE OF COSTS ITEM ALT. 1 ALT. 2 ALT. 3 ALT. 4 ALT. 5 ALT. 6 Land f 50,0001) S 22U,000 $ 220,000 $ 725,000 $ 725,000 $ 220,000 Construction Comm./Retail(2) -- 1,600,000 1,600,000 700,000 -- 3,050,000 1 Dubuque Ramp i 1,330,000 1,330,000 1,330,000 1,330,000 1,330,000 1,330,000 Parking Facilities 410,000 1,970,000 1,755,000 3,695,000 1,260,000 1,020,000 Professional Fee 105,000 300,000 280,000 340,000 152,000 301,000 Soil/Survey I. 6,000 24,000 22,000 28,000 10,000 26,000 Legal/Accounting 10,000 18,000 18,000 23,000 5,000 21,000 Insurance 14,000 48,000 47,000 57,000 20,000 52,000 Contingency 175,000 490,000 468,000 572,000 205,000 520,000 TOTAL $2,10U,000 $6,000,000 $5,740,000 $7,470,000 $3,710,000 $6,540,000 Vehicle'Parking Spaces 180 430 450 560 360 350 Net Cost Per Parking Space(3) $9,700 $7,7OU $6,9UO $9,000 $8,200 $6,700 NOTES: 1) Assumes balance of site marketable. 2 Costs do not include interior leasee space finish. 3) Based on construction cost or parking facilities only. DCR:bm 8/27/84 8441.00 EXHIBIT A Judge rules paper -vending ordinance violates free" of the press rights- _ A �/ G eenwrch Time and The Advocate at the bones; and she declared that N� NEW HAVEN, onn. (AP) — NEW federal Judge has thrown out a of Stamford. the town's application process amounted to a form of prior re- Greenwich ordinance regulating the U.S. District Judge Ellen Bree mint' placement of newspaper vending machines, saying' It violates the Bunn this week permanently en- Joined the town from enforcing But Bums said the town may ask newspapen'righte to freedom of the three provisions of the ordinance. "newspaper distributors to Identity . press, The ardinance required newspa• their names, addresses and tele - i She struck down a provision phone numbers on each rack and to pers to obtain a permit for each they regulating the size, appearance, provide simile Information, along location and method of securing the the location of each rack to the sidewalk vending machine operate, required them to carry with boxes, saying there was no evidence chief of police" Insurance sphut personal Injury damage and required to warrant the provision; ruled that the town's requirement that news- Greenwich'stown attorney, John and property them to Indemnify the town against papers least $1 million carry Pe and $500, safety concern cannot be recon• such damage. A simile ordinance Is � under 000 in Property Inaunntt was Bled with a new ordinance, then an Invalid because no claims had ever appeal would have to be consid• consideration In Iowa City, where city officials have complained that been filed as a result of placement ered." the vending machines clutter up the central business district. Iowa City officials said they would have to study the Connecticut d"lon before determining Its eF fact on their own deliberations. In Cedar Rapids, a downtown business group suggested the city Emit the number and location of the newspaper machines. The city Is still studying'the request. Southern Connecticut Newspa- pers Inc. and The New York Times Co. challenged the Greenwich ordi- nance as suppressing their First Amendment rights. Souther Con- necticut Newspapers publishes /77/ ,;,v. 9-io-PY City Council City of Iowa City 410 East Washington Iowa City, 1A 52240 Dear Ms. Dickson and Gentlemen: Attached is a copy of a letter which the Greater Iowa City Area Chamber of Com- merce has sent to the Board of Education as an inducmmt to the Board to penni.t the addition of two (2) lanes to the track at West High School. It is our understanding that the City of Iowa City and the Iowa City Cc munity School District will enter into an agreewnt under Chapter 28E of the Code of Iowa which provides, in substance, that the City of Iowa City1will pay the cost of expansion of the West High track by two (2) lanes. This letter, and the attached copy, represent the Chamber's oanmi.tnent to reimburse the City of Iowa City for one-half the City's oost in connection with the project, subject only to the con- ditions set forth in the attached letter. The Chamber greatly appreciates the City's willingness to join..with the Charrber in helping to bring this outstanding event to our community. Very truly yours, Ernest W. Lehman President Greater Iowa City Area Chamber of Commerce Enclosure 177-2- Hoard of Education Iowa City Commmity School District 509 South Dubuam Street Iowa City, IA 52240 Ladies and Gentled: This letter will confirm the commitments which have been made orally over the past fav weeks with respect to the financial participation in the cost of improving the present track facilities at West High School by the Greater Iowa City Area Chamber of Commerce. As you know, the removal of the existing University of Iowa track brought into question the ability of the Iowa City community to provide track facilities for this city to host the 1985 Junior Olympics scheduled for next summer. Although the University has announced that it is proceeding to construct a new track, it is not certain at this time that the University's new track will be completed in time for the. Junior Olympics. In order for Iowa City to retain this important event, the Chamber must demonstrate, by September 15, 1984, that the Iowa City community will have available, in time for the 1985 Junior Olympics, a track which will meet Junior Olympic requirements. It is our understanding that the new University track will meet these standards, and that the West High track would meet them if two lanes were added. Because of the uncertainties with respect to the University track, the Chamber (subject to the conditions provided herein) will pay fifty percent (508) of the cost of the addition of these two lanes to the West High track if you will agree to cause this improvement to be made. As was mentioned above, favorable action by you on this proposal is necessary at this time so that the September 15 deadline can be met. This commitment could be implemented through a Chapter 28E agreement between the School District and the City of Iowa City with the Chamber reimbursing the City for one-half the City's cost. The Chamber's commitment is subject to work not being commenced or con- tracts awarded until late Winter or early Spring of 1985. If it then appears that the University track will be completed, the renovation at West High probably would not be necessary and the entire proposal could be abandoned. However, once the Chamber indicates that you should proceed, its commitment would become irrevo- cable. The Chamber will also be attempting to secure some donated materials and labor for the project. These would be communicated to you, would reduce the total cost, and therefore would reduce the Chamber's financial cmidtmment. This would not affect the "finished product," however. This commitment would also be subject to ratification by the Chamber board which next meets on Thursday, September 13. Although this is not felt to be /77-2- am appr Juni,