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Home My WebLink About1980-02-05 Correspondencew AGREEMENTS /CONTRACTS Attached are unexecuted annian ,.a n an aignea by the Mayor. After their execution by the second party, please route Z) 3) 4) L is to be responsible for ..I completion of this procedure. After receipt of originally Signed+ document from you, a xerox copy will be returned to your office. Abbie Stolfus, CMC City Clerk i .r G� 1' MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES, CITY OF IOWA CITY FINANCIAL SUMMARY DECEMBER, 1979 FUND/ ACCOUNT BEGINNING FUND BALANCE RECEIPTS DISBURSEMENTS ENDING FUND BALANCE _ INVESTMENTCHECKING BALANCE + ACCOUNT BAL. GENERAL $ 1,738,001.19 $ 624,715.60 $ 650,091.36 $ 1,712,625.43 $ 1,563,714.32 $ 148,911.11 DEBT SERVICE 82,888.58 7,555.48 209,710.82 (119,266.76) -- (119,266.76) CAPITAL PROJECTS 8,435,736.60 72,383.33 512,430.58 7,995,689.35 7,995,675.73 13.62^ ENTERPRISE 4,873,436.90 432,958.76 464,521.26 4,841,874.40 4,598,994.14 242,880.26 " TRUST 8 AGENCY 823,945.76 89,094.94 122,059.01 790,981.69 784,870.10 6,111.59 INTRAGOV. SERVICE (101,687.97) 656,841.35 626,759.88 (71,606.50) -- (71,606.50) SPECIAL ASSESSMENT 12,058.64 8,315.38 -- 20,374.02 20,000.00 374.02 SPECIAL REVENUE 645,203.18 269,314.85 433,907.75 480,610.28 573,141.60 (92,531.32) SUBTOTAL $16,509,582.88 $ 2,161 179.69 $ 3,019,480.66 $ 15,651,281.91 $ 15 536 395.89 S 114 866.02 PAYROLL (3,109.68) 443,050.93 447,596.21 (7,654.96) -- (7,654.96) URBAN RENEWAL R-14 -- -- __ __ R-14 ESCROW 243.44 -- -- 243.44 -- 243.44 JOHNSON CO. REHAB. -- __ __ __ LEASED HOUSING II 90,871.66 62,083.96 53,002.00 99,953.62 102,273.40 (2,319.7x"' IOWA CITY HOUSING 1,221.80 -- -- 1,221.80 1,065.49 156.31 $ FIREMAN PENSION 15,096.72 -- 1,107.99 13,988.73 25,807.58 (11,818.85) FIREMAN RETIREMENT 1,750,127.10 2,546.85 10,651.79 1,742,022.16 1,729,993.96 12,028.20 POLICE PENSION 41,578.84 -- 514.00 41,064.84 40,067.57 997.27 POLICE RETIREMENT 1,597,539.68 2,516.82 6,821.14 1,593,235.36 1,594,050.25 (814.89) SUBTOTAL GRAND TOTAL l 9.) $ 3.493.568.56 $ 510.198.56 $ 514.643.13 $ 3 484 074 94 $ 3 494 75R_96 $ (0 1R3 96) r $20,003,152.44 $ 2,671,378.25 $ 3,539,173.79 $ 19,135,356.90 $ 19,029,654.14 $ 105,682.76 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i i r r SUMMARY OF RECEIPTS I C, INC LIST IAG FUND: GENERAL FUND VFNDf1R NAMF I A.C.C.D. UNLIMITED ACE FEAT ING IADAMS DOOR Cn., INC. ADMINISTRATIVE MANAGEMENT ALBATROSS PIJ6LISHING HOUSE ALLIED GLASS PRODUCTS AMERICAN ALLIANCE FOR HEALTH AMERICAN ASSOC. FOR STATE AND AMERICAN BINDERY L AM. COUNCIL ON EDUCATION AMERICAN ECONOCLAD SERVICE AMFRICAN LAFP.ANCE AMERICAN LIBRARY ASSOC. L AMERICAN MANAGEMENT ASSOC. AMERICAN PLANNING ASSOC. AMFRICAN P'IBLIC WORKS ASSN. AM. SOCIETY OF CIVIL ENGINEERS ANIMAL CLINIC ANSWER IOWA INC. ANTIQUE TRADER ANNUAL ARNO PRESS ASSOCIATES CAPITCL SERVICE ASSOC. OF BT -STATE BAKER PAPER CO. INC. BAKER F TAYLOR CO. L BAKFP F TAYLOR CO. L CHARLES RFLGEP REST RENTAL CENTER A BETTER CAB CO. BLUE CPOSS/BLUE SHIELD OF IOWA BOBIS RADIO F T.V. R.M. BnGGS CO. L RONTRAGER MACHINE F WELDING BOUND TO STAY BOUND ?OnKS L R.R. 6OWK ER BnYO E RUMMF.LHART PLUMBING JIM BRACFTFL BPANCYfS VACUUM SALES BREESE PLUMBING F HEATING BREESEOS BRO-DART II;C. BROOKLYN BOTANIC GARDEN PATRICIA BROWN BUDGET CAR WASH BURROUGHS CORP. C.L. SYSTEMS, INC. L C.L. SYSTFMS, INC. L C.W. ASSOCIATES L CALLAGHAN F COMPANY CARDS ET CETERA R C,APPFNTFR UNIFORM CO. 1 CASSETTS UNLIMITED L C CATAL7G CAPD CORP. L 7 CHILDQFNS PRESS L D LHURCHILI. TRUCK LINES p PRnm)CT DFSCpIPTION MISCELL4NEInUS SUPPLIES EQUIPMENT R�PATRS REPAIR OF BLDG. STRUCT. SUBSCRIPTION BOOKS CATALOGED BUILDING F CONST. SUP. BOOKS BOOKS CATALnGFD TECHNICAL SERVICE PRINT BOOKS CATALOGED GENERAL EQUIPMENT BCOKS CATALOGED REGISTRATION REGISTRATION HOOKS CATALOGED DUES F MEMBERSHIPS VETERINARY SER. PAGING PRINT PRINT TCCLS F EQUIPMENT PENT REGISTRATION SANITATION F IND. SUP. BCOKS CATALOGED PRINT SAFETY SHOES RENTALS SOCIAL SERVICES HFALTF INSURANCE EQUIPMENT REPAIRS RFP. E MAINT. TO BUILDI REP. E MAINT. TO IMPROV BCnKS CATALOGED PRINT PLUMBING SUPPLIES ELECTRICAL SUPPLIES SANITATION E IND. SUP. REP. E MAINT. TO BUILCT OFFICE SUPPLIES MISCELLANETOUS SUPPLIES ROOKS CATALOGED TRAVEL CAR WASHES OFFICE SUPPLIES ECUIPMENT REPAIRS OFFICE ECUIPMENT REPAIR PRINT BCOKS ECREATIONAL SUPPLIES INIFORM CLOTHING ASSETTE ECHNICAL SERVICE COKS CATALOGED ISCELLANEOUS MICROFILMED BY JORM MICR�/LAD i p CEDAR RAPIDS • DES MOINES AMOUNT 40.69 18.00 127. 5C 8.00 18.99 86.74 17.45 16.95 150.60 3.50 715.23 61.36 5.00 490.00 150.00 3.00 150.50 65.00 389.5C 23.85 102.00 965.52 15.00 68.55 3,186.55 320.20 15.00 232.58 i 306.15 28,792.90 18.95 115.69 30.00 250.00 i 25.00 41.89 12.9R 3.30 43.32 13.25 124.07 37.53 38.32 B.00 50.00 187.16 3,942.00 69.40 95. CO 7.79 112.00 5.CC 148.31 218.05 27.61 aye I L�JNCIL LISTING 12/11 FUND: GFNFkAL FUND VFNDOR NAME CITY ELECTRIC SUPPLY IOWA Ci TY PETTY CASH IOWA CITY PETTY CASH PrTTY CASH LIBRARY PETTY CASH -RECREATION CENTER THE COMICLOGUF I COMMERCE CLEARING HOUSE I CONTINFNTAL RESEARCH CORP. CONTRACTCRS TOOL E SUPPLY MICHAEL COOK INC. WILLIAM M. COOK COOPER ELECTRONICS CREATIVE COMPUTING ORDER FORM CRESCENT ELECTRIC SUPPLY FRANK G. DEAN DEPT. OF Pi1BLIC SAFETY DIAMONDSTEINS BOnK EXPRESS I DOUBLEDAY E CO. INC. I GORDON R. DYER I FASTINI-PHELAN DIST. L EBLE MUSIC CO. FBSCO SLNSCRIPTION SERVICE. FCONnGAS ECONOMY ADVERTISING ELDRIDGE PUBLISHING CO. ELECTRIC -AIRF ENG. CORP. °RBS JFFICF SERVICES PON EVANIS EVERSON-ROSS CO. THE F STOP FABf S FALCON PUBLISHING FAYS FIRE EQIIIPMFNT CO. EAPL FERRIS NURSERY CO. FIVE SFASnNS SPOPTTNG Gnnr.S THE FOUNCATION CENTER FREEMAN LOCKSMITH E DOOR CLOSE FROHWFIN SUPPLY CO. GFNEPAL PEST CONTROL GOODFELLOW Cn. INC. GRAND RESFARCH AND MFG. CRINGER FEED E GRAIN H & H MCTOR EXPRESS CO. HACH BRCTHFRS HACH BROTHERS L HALE PUMPS ED HARNEY AUTO SERVICE HARTWIG MOTORS INC. HA'WKEYE LUMBER HAYEKv HAYEK, E HAYEK HAYNES PUBL ICAT IONS INC. HENNF.PFN CO. LIFRARY JUNE HIGOON HILLTOP OX HILLT7R OX PRODUCT DESCRIPTION SANITATICN E IND. SUP. 359.47 REFUND 82.15 OFFICE SUPPLIES 134.46 BULK MAILING 46.30 POSTAGE 16.26 OTHER U NCATALCGEO MAT. 19.C4 PRINT 49.25 CHEMICALS 125.10 RENTALS 499.19 BOOKS CATALOGED 5.00 CLOTHING ALLOWANCE 72.00 ECUIFMFNT REPAIRS 67.50 BOOKS CATALOGED 13.90 BUILCING 6 CONST. SUP. 332.71 9CCKS CATALOGED 38.77 TOOLS E EQUIPMENT RENT 10.00 BCOKS UNCATALOGED 30.94 BOOKS CATALOGED 39.79 TECHNICAL SERVICE 40.80 VIDEC RECORDINGS 266.75 BOOKS CATALOGED 4.46 PRINT 71.83 FUELS 3.69 OUTSIDE PRINTING 19521.87 RECREATIONAL SUPPLIES 61.22 MISCFLLANFIOUS SUPPLIES 109.41 OFFICE FURNITURE/EQUIP. 321.20 CLOTTING ALLOWANCE 72.00 UNIFORM CLOTHING 11.22 PHOTO CHEMICALS E SUP. 160.06 MISCELLANEinUS SUPPLIES 27.72 BOOKS CATALOGED 8.95 CHFMICALS 103.75 CAPITAL IMPROVEMENT 87.85 RECREATIONAL SUPPLIES 165.00 BOOKS CATALOGED 15.00 REPAIR OF BLDG. STRUCT. 19.75 OFFICE FURNITURE/EQUIP. 19026.12 REP. E MAINT. TO PUILCI 114.00 OUTSIDE PRINTING 330.72 BUILDING IMPROVEMENTS 945.00 CCMMEPCIAL FEED 50.70 MISCELLANEOUS 17.00 SANITATION E IND. SUP. 510.57 SANITATION E IND. SUP. 47.50 GENERAL EQUIPMENT 69.38 VEHICLE REPAIRS 112.15 VEHICLE REPAIRS 378.36 MISCF.LLANF.IOUS SUPPLIES 63.80 ATTORNEY SER. 1.493.80 BOOKS CATALOGED 7.96 PRINT 12.00 TRAVEL 112.19 CAR WASHES 195.50 CAR WASHES 159.77 nq/ AMCUNT MICROF71ES11AES JORM CEDAR RAPID m i �\ I L..,iNCIL LISTING 12/., FUND: GENERAL FUND VEN70R NAME PRODUCT OESCPIPTION AMCUKT FCon STORE FC00 32.68 IBM OFFICE OFFICE EQUIPMENT REPAIR 44.00 INFORMATICN ACCESS CORP. L PRINT 1,368.00 INTEPNATICNAL ASSOCIATICN DUES E MEMBERSHIPS 45.CO INTERNATIONAL CITY DUFS C MEMBERSHIPS 66.75 INTERNATIONAL CONFERENCE PURCHASES FOR RESALE 329.82 INTL. PERSONNEL MGMT. ASSCC. BCOKS 36.50 INTL. SWIMMING HALL OF ROOKS 17.15 IOWA ASSOC. OF BLCG. INSPECTOR REGISTRATION 50.0C IOWA ASSOC. OF BLDG. INSPECTOR DUES C MEMBERSHIPS 26.00 IOWA CITY FENCE CO. BUILnING F. CnNST. SUP. 235.00 IOWA CITY LABORATORY, INC. ENGINEERING SER. 76.00 IOWA CITY PRESS CITIZEN ROOKS 130.00 IOWA CITY PRESS CITIZEN LEGAL PUBLICATIONS 1,333.19 IOWA CITY RFAOY MIX SURFACING MATERIAL 260.19 IOWA CITY VFNOING RFFUNC 30.CC IOWA ILLINOIS GAS C ELECTRIC ELECTRICITY 249467.58 IOWA ILLINOIS GAS C ELECTRIC L ELECTRICITY 658.06 IOWA STATE INDUSTRIES OUTSICE PRINTING 250.00 IOWA STATE PRINTING DIV. BOOKS 8.00 IOWA STATF UNIVERSITY PRINT 5.00 IOWA STATE UNIVERSITY PRINT 90.00 IOwA WOMEN PRINT 5,00 KENNETH IRVING FOOD ALLCWANCE 25.00 IRWIN VETERINARY CLINIC VETERINARY SER. 8.00 JO. CO. CLERK OF COURT COURT COSTS C SER. 22.50 J().CO, FEE[) C HATCHERY AGRICULTURAL MATERIAL 5.60 JOHNSON COUNTY RECORDER RECORDING FEES 34.10 JOHNSON COUNTY S.E.A.T.S. SOCIAL SERVICES 2,552.3E JOHNSON COUNTY SHERIFF RECCROING FEES 12.25 JOHNSON COUNTY SFF.RIFF SHERIFF FEE 21.00 JOPM MICROLAB OFFICE FURNITURE/EQUIP. 332.50 JULIA'S FARM KENNELS MISCELLANEOUS 516.00 K MART RECREATIONAL SUPPLIFS 35.37 K MART P.FCRFATICNAL SUPPLIES 9.34 KCJJ RADIO ADVERTISING 235.00 K.R.N.A. COMMUNICATIONS INC. ACVF.RTISING 63.00 K.R.N.A. COMMUNICATIONS INC. ADVERTISING 120.00 K.X.I.C. RADIO STATInN ADVERTISING 64.00 STEPHEN KAISER TEChN1CAL SERVICE 25.00 CLETUS W. KEATING CLOTHING ALLOWANCE 72.00 KEFNE COIN HANDLING BUSES 583.83 KELLY HEATING SERVICE EQUIPMENT REPAIRS 15.00 KEN'S UNIFORM CLOTHING 35.72 WM.A. KIDWFLL CLOTHING ALLOWANCE 72.Of. KIPLINGFR WASHINGTON EDITCPS L SUBSCPIPTICN 32.00 KISS MANUFACTURING, ANIMAL SUPPLIES 30.00 ARTHUR KLOOS FOOD ALLOWANCE 25.00 KOOL C NYGREN INC. PROFESSIONAL SERVICES 260.36 KOOL C NYGREN INC. ATTORNEY SEP. 111.88 DENNIS KRAFT MEALS 13.29 LABOR RELATIONS PRESS BOOKS 125.00 LAREW CO. REP. CF ELECT./PLBG. 354.70 LAW ENFORCEMENT EQUIPMENT CO. OPERATING EQUIPMENT 413.67 LAWYERS CO')PERATIVE PUB. CO. ROOKS 61.80 MICROFILMED DY y JORM MIC R(�LAB ?: CEDAR RAPIDS DES MOINES i ;tw ! CLUNCIL LISTING FUND: GENERAL FUND VEN)CR NAME LENOCH f. Cl LEK LENOCH E CILEK L LIBERTY PUBLISHING LIBRARY RECORD E TAPE. JOBBERS JAMES LINNI OLIN LLOYD TIM MCCALL MCKLVEEN F. SONS INC. MARTIN'S SOUTHERN UNIFORMS MEANS SERVICE METROPOLITAN SUPPLY MICRO BIO -MEDICS INC. MID AMERICAN LINFS MID CONTINENT PARK E REC. MICLANC BINDERY L MIDWEST JANITORIAL SERVICES 3M CO. LS42122 MIRACLE RECREATION EQUIP. CO. MISSOUPI VALLEY SECTION ITE MORTON SALT CO. MOTTS DRUG STCRE L MULFORO PLUMBING F. HEATING MUSICAL AMERICA NCR CORPORATION NAGLE. LUMBER. CO. NATIONAL LFAGUE OF CITIES NATIONAL LEAGUE OF CITIES NATIONAL PURCHASING INST. NATIONAL RECORD PLAN L NAT'L. REGISTER PUBLISHING CC. NATIONAL WILDLIFE FEDERATION NEW CRITERIA NEW WORLD RECORDS NISSEN CORP. NORTHWESTERN BELL L NOVOTNY'S CYCLE CENTER OCTAMERON ASSOC. L OLD CAPITOL MOTORS ORLANDO PUBLIC. LIBRARY OSCO DRUG L P.P.G. INDUSTRIES PARAMOUNT COMMUNICATIONS PAULSON CONST. CC. PITNFY BOWES L PLEASANT VALLEY ORCHARDS PLEXIFORMS POETS E WRITERS INC. POPULAR SCIFKICE BOOK CLUB L POWER EQIIIPMFNT INC. PRAIPE LIGHTS BOOKSTORE L PRATT ECUCATIGNAL MEDIA L PPFBOUND PERIODICALS PYRAMID SERVICES QUAD CITY'S TIMES QUALITY BOOKS INC. L PRDCUCT DESCRIPTION 12179 MISCELLANEiOUS SUPPLIES BUILDING E CONST. SUP. BCCKS CATALOGED CASSETTE CLOTHING ALLOWANCE BUILDING, RENTAL SAFFIY SHOES MISCELLANEIOUS SUPPLIES UNIFORM CLOTHING LAUNDRY SERVICE. RECREATICNAL SUPPLIES GENERAL EQUIPMENT MISCELLANEOUS DUES E MEMBERSHIPS TECHNICAL SFRVICE TECI-NIC4L SERVICE REP. 6 MAINT. SUP. MINOR EQUIPMENT DUES E MEMBERSHIPS SALT PRINT REP. CF ELECT./PLBG. PRINT PRINT BUILDING E CONST. SUP. DUES E MEMBERSHIPS BCOKS OUFS C MEMBERSHIPS DISC PRINT SUBSCRIPTION PRINT DISC RECREATIONAL SUPPLIES TELEPI-ONE LINE CHARGES BUILDING E CONST. SUP. PRINT 2 TCN TRUCKS BOOKS CATALOGED MISC,F_LLANEIDUS SUPPLIES PAINT E SUPPLIES 16MM FILMS BOOKS OFFICE EQUIPMENT RENTAL AGRICULTURAL MATERIAL CCMMUNICATION EQUIP.RFP PRINT BOOKS CATALOGED ECUIPMENT RENTAL BOOKS CATALOGED OFFICE FURNITURE/EQUIP. TECHNICAL SERVICE VEHICLE. REPAIRS ADVERTISING BOOKS CATALOGED I41CROFILMED BY DORM MIC R+LAB CEDAR RAPIDS • DES MOINES AMOUNT 216.92 22.53 5.95 4.79 72.00 275.00 17.49 696.41 102.29 510.94 57.82 63.46 17.39 10.00 173.80 267.00 2,130.01 202.71 4.00 23.842.53 30.30 314.28 18.00 1. 75 314.72 1,C25.00 17.50 50.00 566.65 46.50 7.50 8.5C 16.80 49.13 778.35 2.55 1.67 5,992.26 12.00 4.05 53.67 145.00 150.OC 40.50 107.24 220.41 12.00 52.89 2,200.00 117.13 384.63 346.30 55.05 76.55 38.89 i CLUNCIL LISTING 12/7y i FUND: GENERAL FUND VFNOOR NAME PRODUCT DESCRIPTION AMOUNT QOILL CORP. L RECREATION F, ATHLETIC PRnOUCTS MISCELLANEIOUS SUPPLIES PRIOR -YEAR ENCUMBRANCFS T RAVFL PRINT CAPITAL IMPPOVFMENT VEHICULAR FQUIPMENT BOOKS CATALOGED REP. C MAINT. TO BUILCI TCWING OPERATING EQUIPMENT REP. E MAINT. TO BUILD[ MISCELLANEIOUS SUPPLIES PRINT AUTOS -LIGHT TPUCKS PRINT OFFICE SUPPLIES TECHNICAL SERVICE RECREATIONAL SUPPLIES AUTOS -LIGHT TRUCKS CLOTHING ALLOWANCE COMMERCIAL FEED TECHNICAL SERVICE CLOTHING ALLOWANCE BOOKS CATALOGED DATA PROCESSING SER. PRINT DUFS 6 MEMBERSHIPS OFFICE ECIIIPMENT RENTAL BULK MAILING POSTAGE UNIFCFM CLOTHING ELECTRICAL SUPPLIES SOCIAL SERVICES MISCELLANEOUS BOOKS CATALOGED MISCELLANEIOUS SUPPLIES WORK STUDY WAGES WORK STUCY WAGES OTHER UNCATALCGED MAT. BOOKS CATALOGED REGISTRATION DUES 6 MEMBERSHIPS DUES E MEMBERSHIPS VETERINARY SFR. ATTCRNF.Y SER. VEHICLE. REPAIRS SUBSCRIPTION BUILDING RENTAL ACVERTISING LAUNDFY SERVICE. REFERENCE MATERIAL BCOKS CATALOGED MTSCELLANEIDUS SUPPLIES PRINT PRINT MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 25.63 162.94 140. CC 32.00 1,900.00 4,209.89 4.95 35.00 10.00 1 ,060.88 94.71 1.90 53.76 7.00 19.44 19.68 27.00 25.19 14.63 72.00 62.70 214.00 72.00 6.50 2#855.64 59.00 1#000.00 30.06 515.00 105.00 660.50 15.68 2o500.00 100.00 12.00 65.25 20.80 264.39 18.00 13.31 165. CC 200.00 115.00 10.00 8,332.12 102.45 55.00 1#463.00 56.25 86.52 21.50 155.44 4.00 9.95 60. C0 ;Lw REO CARP°T TRAVEL SF.PVICF REGENT BOOK CO. L RnBFRTS CONSTRUCTION POCCA WELDING F. RFPAIR i JAMES A. ROCK E CO. PUB. ROTO ROOTER RUSSELL IS TOWING SARGENT SOWELL SAYLCR LCCKSMITH SAYLOR LOCKSMITH CHARLES SC,RIBNERS SONS L SHUBATT AUTO TRIM SILVER BURDETT L SOIL TEST INC. STATF HYGIENIC LAB. STIERS CRAFTS 6 GIFTS ROBERT STIKA KENNETH STOCK ELDON C. STUTZMAN JOHN R. SOCHCMEL PAUL SUEPPEL W.N. Whitehill TLS CO. TRAOFMARK PEGISTER U.S. CONFFRFNCE nF MAYORS U.S. LEASING L U.S. POST OFFICE U.S. POST nFFICF UNIFnRM DEN, INC. UNION SUPPLY CO. UNITED 4CTICN FCR YOUTH UNITFD PARCEL SEPVICF. UNIVFPSITY IIF ILLINOIS PRESS U OF IOWA L UNIV. OF IOWA UNIV. OF IOWA UNIVERSITY OF IOWA L UNIVFRSITY OF IOWA L UNIV. OF MINNESOTA UNIVERSITY OF WISCONSIN THE URBAN LAND INSTITUTE VETERINARY ASSOCIATES WADSWORTH, ELDEPKIN, PIRNIF E WAGNER-PONT I AC WALL STREET JOURNAL WASHINGTON PARK INC. WATERLOO CAILY CCIIRIFR WEF W45H IT WEST PUBLISHING CO. WESTERN DURLISHING CO. LOUIS F. WHITNEY CO. WILDERNESS CAMPING THE H.W. WILSON CC. MISCELLANEIOUS SUPPLIES PRIOR -YEAR ENCUMBRANCFS T RAVFL PRINT CAPITAL IMPPOVFMENT VEHICULAR FQUIPMENT BOOKS CATALOGED REP. C MAINT. TO BUILCI TCWING OPERATING EQUIPMENT REP. E MAINT. TO BUILD[ MISCELLANEIOUS SUPPLIES PRINT AUTOS -LIGHT TPUCKS PRINT OFFICE SUPPLIES TECHNICAL SERVICE RECREATIONAL SUPPLIES AUTOS -LIGHT TRUCKS CLOTHING ALLOWANCE COMMERCIAL FEED TECHNICAL SERVICE CLOTHING ALLOWANCE BOOKS CATALOGED DATA PROCESSING SER. PRINT DUFS 6 MEMBERSHIPS OFFICE ECIIIPMENT RENTAL BULK MAILING POSTAGE UNIFCFM CLOTHING ELECTRICAL SUPPLIES SOCIAL SERVICES MISCELLANEOUS BOOKS CATALOGED MISCELLANEIOUS SUPPLIES WORK STUDY WAGES WORK STUCY WAGES OTHER UNCATALCGED MAT. BOOKS CATALOGED REGISTRATION DUES 6 MEMBERSHIPS DUES E MEMBERSHIPS VETERINARY SFR. ATTCRNF.Y SER. VEHICLE. REPAIRS SUBSCRIPTION BUILDING RENTAL ACVERTISING LAUNDFY SERVICE. REFERENCE MATERIAL BCOKS CATALOGED MTSCELLANEIDUS SUPPLIES PRINT PRINT MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 25.63 162.94 140. CC 32.00 1,900.00 4,209.89 4.95 35.00 10.00 1 ,060.88 94.71 1.90 53.76 7.00 19.44 19.68 27.00 25.19 14.63 72.00 62.70 214.00 72.00 6.50 2#855.64 59.00 1#000.00 30.06 515.00 105.00 660.50 15.68 2o500.00 100.00 12.00 65.25 20.80 264.39 18.00 13.31 165. CC 200.00 115.00 10.00 8,332.12 102.45 55.00 1#463.00 56.25 86.52 21.50 155.44 4.00 9.95 60. C0 ;Lw 3 COUNCIL LISTING FUND". GENERAL FUND VENDOR NAME JOHN 'WILSCN SPOPTING GOCOS RAYMOND F. WOMBACHER WOPLD RADIO YOUTH HOMES INC. ZONING BULLETIN ALPHA PHI ALPHA FRATERNITY P.D. B4STPON JAMES DANFORTH DCNNA SORENSFN CRAIG CLARK GREGORY STRAYHORN JAMFS POSRURG DEBRA WOLRAICH NORTHWESTEPN BELL CO. WILLIAM D. CAHILL KEVIN CLEAVES REN ANDERSON PETEP'FFLOSTEIN MRS. AIIDPEY CHONG DEBBIE. GARMANIAN 12/79 PRODUCT DESCRIPTION AMCUNT RECREATIONAL SUPPLIES I .r' 25.00 I 1 7.95 COUNCIL LISTING FUND". GENERAL FUND VENDOR NAME JOHN 'WILSCN SPOPTING GOCOS RAYMOND F. WOMBACHER WOPLD RADIO YOUTH HOMES INC. ZONING BULLETIN ALPHA PHI ALPHA FRATERNITY P.D. B4STPON JAMES DANFORTH DCNNA SORENSFN CRAIG CLARK GREGORY STRAYHORN JAMFS POSRURG DEBRA WOLRAICH NORTHWESTEPN BELL CO. WILLIAM D. CAHILL KEVIN CLEAVES REN ANDERSON PETEP'FFLOSTEIN MRS. AIIDPEY CHONG DEBBIE. GARMANIAN 12/79 PRODUCT DESCRIPTION AMCUNT RECREATIONAL SUPPLIES 222.57 FOOD ALLOWANCE 25.00 MINCR OFFICE FOUIPMENT 7.95 SOCIAL SERVICES 4.000.00 SUBSCRIPTION 27.50 REFUND 21.10 REFUND 4.50 REFUND 2.25 RFFIINC 2.25 REFUND 2.25 REFLND 2.25 RFCREATICNAL SUPPLIES 9.00 REFUND 3.00 JUDGEMENT E DAMAGES 250.00 TRAVEL 88.38 REFUND 200.00 REFUND 4:55 JUDGEMENT 6 DAMAGES 24.97 REFUND 5.00 JUDGEMENT G DAMAGES 18.85 FUND TOTAL 163.077.86 MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES a c 1 FUND: DEBT SERVICE FUND r VENDOR NAME COUNCIL LISTING FEDERAL RES. RANK OF CHICAr'o FrfIF.PAL RES. RANK OF CHICAGO FEUFRAL RF.S. BANK OF CHICAGO FIRST NATIONAL PANK FIPST NATIONAL RANK FIRST NATIONAL BANK FIRST NATIONAL BANK HAWKEYE STATE BANK HAWKEYE STATF BANK IOWA DFS MOINES NAT'L P.ANK IOWA STATE BANK MERCHANTS NATIONAL BANK PEOPLES NATIONAL BANK ALBERT J. SOUCEK PRODUCT DESCRIPTICN GENERAL OBLIG. BOND INT GFNfPAL OMLIG. RONO INT GENERAL OBLIG. BOND INT GF.NFRAL ORLIG. BCND INT GENERAL OBLIG. MOND INT GENERAL BCLIGATICN SONO GENERAL OBLIG. BOND INT GENFRAL CBLIG. BCND INT GENERAL ORLIG. BOND INT GFNFRAL OBLIG. BOND INT G.O. BOND INTEREST GENERAL OBLIG. BOND INT GENERAL OBLIG. BOND INT GENERAL OBLIG. RCND INT FUND TOTAL AMOUNT 212.50 500. co 720.00 45, 313.76 83,796.54 33,272.15 6,063.69 463.74 28,253.95 6,223.30 455.01 4,110.02 309.16 17.00 209,710.82 MICROFILMED BY DORM MICR+LA6 \ CEDAR RAPIDS • DES MOINES CLUNCIL LISTING 12/79 i FIINII! rAPT TAI Don IFrT FIIAInC VFNOOR NAME PRnnIJCT DESCRIPTION AMES ENGINEERING L TESTING, ASSOCIATED ENGINEERS MARTIN K. EBY CONSTRUCTION HAWKFYF LUMBER 1OW4 ILLINOIS GAS G ELECTRIC IOWA MACHINERY E SUPPLY VIGGO M. JFNSEN CO. JOHNSnN COUNTY ShERIFF JOHNSONS MACHINE SHOP MCCOMAS-LACINA CONST PARKING, INC. PAULSON ELECTRIC CO. L.L. PFLLING CO. R -K'S NOME. IMPROVEMENT RIVER PRODUCTS SFCURITY ABSTRACT CO. SHIVF-HATTFRY C ASSOC. UNITED CnNTRACTORS VAWTER F. WALTER INC. VAWTER F, WALTER INC. CAPL WALKER $ ASSOC. W.A. GAY L G,n. DAVID MRAVERMAN9 D.J. TRLST9 JERRY SAS INA BILL LAIINSPACH JAN SLAVIK MANANGMFNT SERVICE CONSULTANT SERVICE CAPITAL IMPP.OVFMENT BUILDING f. CONST. SUP. CAPITAL IMPROVEMENT GENERAL EOUIPMFNT CAPITAL IMPROVEMENT COURT COSTS C SER. BUILDING G CONST. SUP. CAPITAL IMPROVEMENT BUILDING IMPROVEMENTS BUILDING IMPROVEMENTS ASPHALT BUILDING IMPRCVEMENTS SURFACING MATERIAL PROFESSIONAL SERVICES ENGINEERING SER. CAPITAL IMPROVEMENT BUILDING IMPRCVF.MENTS BUILDING IMPRGVEMENTS ENGINEERING SEP. LAND PPUCHASE LAND PRUCHASF RFFUNC REFUNC REFLNO FUND TOTAL MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS 9 DES MOINES AMOUNT 59457.65 959.05 479692. 8C 799.41 66.15 55.75 1419153 .CC 739.19 6.24 229596.00 19170.CC 323.11 1 9419.83 149355.00 2.589.37 240.00 2.509.73 289638.38 519575.00 589950.00 79498.83 179306.46 1069800.00 227.85 270.00 30.00 5139828. 8C 0 ;tw i. 0 f 6 CLUNC IL L ISTINO 12/7y FUND: ENTERPRISE FUNDS VENDOR NAME TOM ALHFRHASKY CCNTRACTOR ALLIED ChFMICAL CORP. f HARRY ALTER. C SONS APACHE. HOSF. F. RUBBER INC. AUTOMATIC SYSTEM iAUTOMATIC SYSTEM BEST RENTAL CENTER. BOYD E ROMMELHART PLUMBING BROOKSTCNE CO. CEDAR HILLS CONTRACTOR CORP. CITY OF COP.ALVILLE CITY ELECTRIC SUPPLY IOWA CITY PETTY CASH IOWA CITY PETTY CASH SEWER BOND F, INTEREST RESERVE COMMERCIAL TOWEL CONTRACTORS TOOL E SUPPLY CONTROL DATA CORP. CULLIGAN WATER CCNOITIONING DAY -TIMERS INC. DECO ENGINF?RING PRODUCTS OFECC INC. ALAN DILLENRURGG ECONOGA.S ELECTRIC MOTORS OF FISCHER F, POPTER CO. FROHWCIN SUPPLY CO. GILPIN PAINT G GLASS HACH RROTHrRS HAWKEYE LUMBER HIGH PRESSURE ENGINEERING CC. HOMESTEAC VALVE. IOWA CITY GLASS E MIPRCR IOWA CITY READY MIX IOWA CITY TYPEWRITER CO. IOWA OFPARTMENT CF IOWA ;LASS DEPOT KELLY SECURITY SERVICES KELLY SECURITY SERVICES KENIS LIFTRUCK SERVICE CO. LINWOOD STDNF PRODUCTS MCKESSON CHEMICAL CO. MCMASTER-CARR SUPPLY CC. MARV'S GLASS MEDICAL ASSOCIATES NAGLF LUMBER CO. NALCO CHEMICAL CO. NEPTUNE METER CO. NOVOTNY'S CYCLE CENTER PYRAMID SERVICES QUILL f,ORP. ROCCA WELDING 6 REPAIR SARGENT-WELCH SCIENTIFIC RAYMCND SCHOOLFY i PRODUCT DESCRIPTION REP. 6 MAINT. TO IMPROV ALUMINUM SULFATE MISCELLANEIOUS SUPPLIES MISCELLANFIOUS SUPPLIES GENERAL EQUIPMENT FCUIPMENT RF,PAIRS TCOLS f. EQUIPMENT RENT PLUMBING SUPPLIFS MINOR EQUIPMENT HAULING, RFFUNC MISCELLANETOUS SUPPLIES TECHNICAL SERVICE TECHNICAL SERVICE TRANSFER LAUNDRY SERVICE MISCELLANF►OUS SUPPLIES EQUIPMENT REPAIRS TOOLS C EQUIPMENT RENT OFFICE SUPPLIES MINOR EQUIPMENT MISCELLANEIOUS SUPPLIES SAFETY SHOES EQUIPMENT REPAIRS GENERAL EQUIPMENT EQUIPMENT REPAIRS OFFICE. DESKS PAINT E SUPPLIES MISCELLANEIOUS SUPPLIES IMPROVEMENT MATERIAL GENERAL EQUIPMENT TOOLS BUILDING C CONST. SUP. IMPROVEMENT MATERIAL GENERAL EQUIPMENT TUITICNS BUILDING, C CONST. SUP. PROFESSIONAL SERVICES PROFESSICNAL SERVICES BUILDING G CONST. SUP. VEHICULAR EQUIPMENT HYDRATED LIME NATER/SEWAGE CHEMICALS MISCELLANEICUS SUPPLIES GENERAL EQUIPMENT PHYSICALS IMPROVEMENT MATERIAL NATER/SEWAGE CHEMICALS WATER METERS MINOR OFFICE EQUIPMENT GENERAL EQUIPMENT MINOR OFFICE EQUIPMENT IMPROVEMENT MATERIAL LAB. CHEMICALS C SUPPLI SAFETY SHOES MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS DES MOINES AMCUNT 6,716.87 3,?82.35 103.88 219.37 301.95 96. 72 191.50 76.73 27.75 2x137.50 90. 74 7.65 54.38 42.19 100,286.00 133.40 316.06 1,358.00 18.50 9.75 732.00 81.76 20.00 39.34 29.74 581.39 317.76 IS.E7 147.50 3.60 18.49 199.54 7.16 71.63 14.00 6. (C 7.16- 432.00 672.00 339.06 10,475.00 840.95 1,753.00 83.C6 40.30 150.00 54.81 485.27 4,105.20 8.50 21.29 82.CP 17.52 551.48 15.00 n COUNCIL LISTING 12/79 FUND: ENTERPRISE FUNDS VENDOR NAME. SHAMROCK CONSTRUCTION CFI. SHAY FLF.CTRIC SIFG Q. STATE TPFASIIRFR CF IOWA STFVE>I#S SAND F, GRAVEL INC. DONALD STODCAPn TLS CO. TELEGRAPH HEARLD THOMPSnN-HAYWARC CHEMICAL CO. TURNERS HYDRAULIC SERVICE U OF IOWA WATER POLLUTICN CCNTROL FEC. WATER PRnOUCTS WATER I. SEWAGE WCRKS M.B. WATSCN WESCn P.P. WAGNFR JOHN F. TIM KANE JERRY F.YMAM CLIFFORD WALTERS STEPHEN LnVIK CANIEL MAPTIN ED WALKF.P. GERALD DI BONA JENNY SPENCFP EDWAPO S. HULME ED RUPP THOMAS J. PARSONS MELRCSF OEV. CO. PRODUCT DESCRIPTION FC111PMFNT RFNTAL FDIIIPMFNT REPAIRS FLUIDS, GASFS, OTHER SALES TAX SURFACING, MATEPIAL TRAVEL DATA PROCESSING SER. ADVERTISING CHLCR INE GFNERAL ECUIPMENT TECHNICAL SERVICE DUES E MEMBERSHIPS IMPROVEMENT MATERIAL BOOKS ' TFCFNICAL SERVICE BUILDING E CONST. SUP. REFUND RFFUNC REFUND RFFUNC REFUNO REFUND RFFUNC REFUNC REFUND REFUNC REFUND REFUND REFUNC FUND TOTAL MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES AMOUNT 45. OC 302.50 11.44 2#941.42 7.03.47 39.50 200.CO 39.33 29272.80 157.87 80.00 134.CC 578.42 24.00 RO.00 548.50 11.22 422.50 9.69 14.84 2.13 14.44 19. 1C 20.52 4.91 11.28 3.53 12.12 52.10 146#673.00 aye . w rc�.p1L.v 4 i CUUNCIL LISTING FUND: TRLST C AGENCY FIINCS VENDOR NAME IOWA CITY PETTY CASH IOWA DEPT. OF JOB SERVICE I.P.F.R.S. T.P.F.P.S. LEON LYVERS TREE SURGERY EAIRL MAY SEED E NURSERY NAGLE LUMBER CO. RICHARD F. NFIMAN M.D. P.C. PEPSI COLA BOTTLING CO. NANCY SEIRERLING STATE OF IOWA, FK PEL TOWNCREST INN ERIC PFRSONS DONALD SHIMON MR. S. JOSEPH RUBENSTEIN AND PRODUCT DESCRIPTION MISCELLANEIOUS SUPPLIES MISCELLANEOUS IPERS FICA NURSERY SFRVICES AGRICULTURAL MATERIAL MTSCELLANETOUS SUPPLIES MEDICAL SER. POP STAMPS MISCELLANEOUS MEALS MARKETING SERVICE JUDGEMENT 6 DAMAGES JUDGEMENT F. DAMAGES FUND TOTAL MICROFIUIED BY JORM MIL 4+LAB CEDAR RAPIDS . DES MOINES I AMCUNT I 49.30 3,116.2C 28,993.47 33,718.60 771.DC 4.98 33.75 75.00 84.12 17.32 1,500.00 53.90 25.00 131.25 125.00 68,698.89 a 1 I CUUNCIL LISTING FUND: TRLST C AGENCY FIINCS VENDOR NAME IOWA CITY PETTY CASH IOWA DEPT. OF JOB SERVICE I.P.F.R.S. T.P.F.P.S. LEON LYVERS TREE SURGERY EAIRL MAY SEED E NURSERY NAGLE LUMBER CO. RICHARD F. NFIMAN M.D. P.C. PEPSI COLA BOTTLING CO. NANCY SEIRERLING STATE OF IOWA, FK PEL TOWNCREST INN ERIC PFRSONS DONALD SHIMON MR. S. JOSEPH RUBENSTEIN AND PRODUCT DESCRIPTION MISCELLANEIOUS SUPPLIES MISCELLANEOUS IPERS FICA NURSERY SFRVICES AGRICULTURAL MATERIAL MTSCELLANETOUS SUPPLIES MEDICAL SER. POP STAMPS MISCELLANEOUS MEALS MARKETING SERVICE JUDGEMENT 6 DAMAGES JUDGEMENT F. DAMAGES FUND TOTAL MICROFIUIED BY JORM MIL 4+LAB CEDAR RAPIDS . DES MOINES I AMCUNT I 49.30 3,116.2C 28,993.47 33,718.60 771.DC 4.98 33.75 75.00 84.12 17.32 1,500.00 53.90 25.00 131.25 125.00 68,698.89 a I COUNCIL LISTING 12/79 FUND: INTRACOVERNMENTAL SEPViCF FUNDS j VENDOR NAME PROCUG.T DESCRIPTICN ACRO-ADRnIT INC. ALTORFER MACHINERY CO. AMERICAN SEATING CO. B E 8 AUTO PARTS BFA EDUCATIONAL MEDIA BOOKS ON TAPE BnYD 6 RUMMELHART PLUMBING BREESE'S BkOACWAY FORD HFRMAN M. BPCWN CO. BRnWN TRAFFIC PRCDUCTS BUTLER PAPER Cn. L.H. TIPC CAEDMON DIST. CENTER CAPITOL IMPLFMFNT CASE PnWFR C EQUIPMENT CO. CENTER FnP HUMANITIES t CHARTER CnACHES INC. CHARTER CnACHFS INC. CHASE -PARK PLA7A HOTEL CHURCHILL FILMS PETTY CASH LIBRARY CHARLES W. CLARK CO. COLUMBIA PICTURFS COMMERCIAL BAG 0 TEXTILE INC. COMMUNICATmNS ENGINFF.PINC CO. CONSUMERS COOPERATIVE SOCIETY CONVERSA PHONE INSTITUTE DAVFNPnPT SPRING CO. IMC. DES MniNES IRVN CO. DES MOINES WHEEL AND RIM Co. DEWEY'S INC. DINn 6 AR vI ES MARYLEF. nIXON BILL DOLLMAN DWAYNES EASTIN-PHFLAN DIST. L ECONOGAS ECONOMY ADVERTISING EDUCATIONAL DIMENSIONS GRnIIP L ELLIOTT EQUIPMENT Cri. EVERY BLnnMIN THING EXCEL INDUSTPIES THE F STOP L DAN R. FESLER JOHN FUHRMEISTER G.M.C. CHARLES GABUS FORC GINGFRICH IMPLEMENT GRUMMAN FLXIBLE CO. GUIDANCE ASSf)CIATES H 6 W MnTOP EXPRESS CO. HARTWIG MnTORS INC. HAUSMAN BITS PARTS Cn. j HAWKEYE LUMBFP OFFICE SUPPLIES VEHICLE REPAIRS BUSES 2 TCN TRUCKS L 16MM FILMS CASSETTE REP. OF ELECT./PLBG. AUTCS-LIGHT TRUCKS GARBAGE TRUCKS STREET/SANITATinN FQl1IP GENERAL EQUIPMENT PAPER STOCK GENERAL EQUIPMENT CASSETTE GENERAL EQUIPMENT GENERAL EQUIPMENT SLIDES t SLIDE SETS REIMBURSABLE TRAVEL REIMBURSABLE TRAVEL REIMBLRSABLE TRAVEL 16MM FILMS REFUNC CASSETTE 8MM FILMS MISCELLANEIOUS SUPPLIES COMMUNICATION EQUIP.REP FUEL/LUB/FLUIDS/GASES DISC AUTOS -LIGHT TRUCKS GENERAL EQUIPMENT BUSES MISCELLANEIOUS SUPPLIES BUSES LOCAL MILEAGE MISCELLANEOUS VEHICLE REPAIRS 16PM FILMS OPERATING EQUIPMENT COUIPMFNT REPAIRS SLIDES E SLIDE SETS VEHICULAR EQUIPMENT RECREATIONAL SUPPLiFS MISCELLANEIOUS SUPPLIES PHOTO CHEMICALS E SUP. GENERAL EQUIPMENT TRAVEL BUSES GARBAGE TRUCKS STPEET/SANITATICN EQUIP BUSES OTHER MATERIALS MISCELLANEOUS AUTOS -LIGHT TRUCKS MUSES SNOW REMOVAL EQUIPMENT MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES AMOUNT 124.59 39601. Be 202.95 42.32 50.50 72.00 67.09 19256.53 21.79 686.85 398.62 246.94 135.00 41.91 558.96 140.91 146.48 579.40 188.40, 552.08 231.00 .15 8.95 142.80 23.94 465.57 169866.71 25.27 200.49 73.55 29740.00 22.40 695.00 46.26 120. (IC 35.00 30.98 311.31 5.00 61.50 419998.87_ II.nO 373.62 20.76 225.00 42.55 59547.20 354.03 6.05 29688.21 52.44 17.20 56.68 90.03 27.00 �y/ CLUNCIL LISTING FUND: INTRAC,OVERNMENTAL SERVICE FUNDS VENDOR NAME HAWKEYE STATE BANK HAWKEYF STATF BANK HOLIDAY ON ICE HOOTMAN ROBO CAR WASH IBM INTERNATIONAL HARVESTER CC. INTERTRADE CHEMICAL INC. If'.WA GLASS CEPOT IOWA MACHINEPY E SUPPLY JOHNSONS MACHINE SHOP KAR PRODUCTS JIM KEITH KFNfS KESSLER 015TOIBLTING CO. KESSLER DISTPIBUTING CO. KING TICKETS KRALL OIL CO. H.B. LEISEkOWITZ CO. LIND ART SUPPLY L LINDER TIRE. SERVICE MAC TOOLS MAC TOOLS MARTIN BROS. EQUIPMENT f, SUP.2 BETTE MEISFL MODERN BIJSTNFSS SYSTEMS MUTUAL WFEEL CO. NATIONAL AUDIOVISUAL CENTER L NATIONAL FILM & VIDEO CENTER L NFW METHOD F.OIIIPMFNT CO. NFW MFKICO SOLAR FNF.RGY ASSOC. JEFFREY NORTON PUBLISHFPS OLD CAPITOL MOTORS OLD DOMINION BRUSH PAPER CALMFNSON E CD. BILL PEAK PIONEER CO. PLEASANT VALLEY ORCHARDS PLEXIFORMS POWER EQUIPMENT INC. PRECISION BEARING PRINTING INC. PYRAMID SERVICES QUILL CORP. QUILL CORP. GEORGE J. ROBINSON GEORGE J. POBTNSCN ROCCA WELDING F, REPAIR ROWS WELDING SAYLCR. LOCKSMITH SECIIRITIFS CORPORATION OF IOWA SHAY ELECTRIC. SIEG CO. NATALIE SLOFN ASSOC. INC. CHUCK SMITH DISTPIBIITING STANDARD STATIONERY SUPPLY CC. PROCUCT DESCRIPTION 12/"ry TRANSFER TRANSFFR REIMBURSABLE TPAVFL CAR WASHES OFFICE EQUIPMENT RENTAL 2 TCN TRUCKS SNOW REMOVAL EQUIPMENT VFHICLF REPAIRS LUBRICANTS VEHICLE REPAIRS MISCFLLANFIOIIS SUPPLIES SAFETY SHOES MISCELLANEIOUS SUPPLIES FLUICS, GASES. OTFER FLUIDS, GASES, OTHER REIMBURSABLE TRAVEL FUELS MISCELLANEIOUS SUPPLIES MISCELLANEIOUS SUPPLIES GENERAL EQUIPMENT TOOLS TOOLS STREET/SANITATION EQUIP TRAVEL ADVANCE PHCTCCOPY SUPPLIES BUSES SLIDES E SLICE SETS 16MM FILMS GARBAGE TRUCKS SLIDES C SLIDE SETS CASSETTE. AUTOS-LTGHT TRUCKS STREET/SANITATTCN EQUIP SNOW REMOVAL EQUIPMENT SAFETY SHOES OFFICE SUPPLIES REIMBURSABLE TRAVEL MISCELLANEIOUS SUPPLIES GENERAL EQUIPMENT STRFET/SANITATION EQUIP OUTSIDE PRINTING SNOW REMOVAL EQUIPMENT OFFICE SUPPLIES OFFICE SUPPLIES STAMPS DUES E MEMBERSHIPS ECUIPMENT REPAIRS TOOLS PURCHASES FOR RESALE MISCELLANEOUS REP. E MAINT. TO BUILDI BUSES CASSETTE MISCELLANEIOUS SUPPLIES OFFICE SUPPLIES MICROFILMED BY JO RM MICR+LAB CEDAR RAPIDS • DES MOINES AMOUNT 218,400.42 218,881.84 300.00 8.75 753.35 838.17 215.50 48.37 322.30 978.78 29024.63 15.45 359.62 129. R2 100.57 2dO.00 14,612.01 39.80 70.03 19791.76 366.4C 131.64 78.97 180.00 54.00 87.68 28.25 328.00 126.14 12.15 52.80 23.07 948.65 327.43 15.00 136.58 8.25 12.00 613.65 102.08 540.00 84.65 218.68 251.84 29.40 10.00 380.66 31.95 2.85 51.66 160.00 2,968.22 21.73 29.95 25.42 aqi CLONCIL LISTING 12/79 FUND: INTRAGOVERNMENTAL SERVICE FUNDS VENDOR NAME PRODUCT DESCRIPTION AMCUNT STANDARD STATIONERY SUPPLY CC. OFFICE SUPPLIES 30.69 STREB CONSTRUCTION REP. C MAINT. TO IMPROV 698.70 TLS CO. DATA FROCFSSING SFR. 766.25 TEXTURE FILMS INC. RENTALS 34.00 52.25 TIME MANAGEMENT CENTER CASSETTE 1,765.2.7 CHARLES TODD CO. UNIFORM SERVICE 77.00 TOWNCREST INN REIMBURSABLE TRAVEL TRIPLETT OFFICE SUPPLY OFFICE SUPPLIES 1.73 UNION BUS DEPOT MISCELLANEOUS 27.40 UNIVERSITY OF COLORADO CASSETTE 52.50 VOSS PETROLEUM CC. LUBRICANTS 19027.96 WECO ENGINEFRING SALES RUSES 27.50 26.00 WINDSONG MEDIA CASSETTE 384.52. WINEBRENNEP DREUSICKE AUTCS-LIGHT TRUCKS 626.07 XEROX CORP. OFFICE EQUIPMENT RENTAL XEROX CORPORATION L OFFICE EQUIPMENT RENTAL 243.67 BOB ZIMMERMAN FORD GARP.AGE TRACKS 17.66 N.J.B. HOMES REFUND 100.00 32.50 MARGARET MCDONOUGH REFUNC 16.25 MILDRED STRUNG REFUNC 100.00 SUCHOMFL PLUMBING REFLNO 40.00 ROBERT SMITH REFUND 30.00 TODD FULLER REFUNC 11.00 STEVE HELMRICH REFUND 8.66 MAUREEN KCENEN REFUNC 14.33 MELANIE NESBITT REFUND 17.72 BOB SCHIIRATT REFUND 15.85 PAUL R. DAWKINS REFUND 19.15 GLENN BARR REFUND 49325.00 TYN CAF INC. REFUNC 30.00 DIANE MCCADE REFUNC 30.00 MARK ALVEY ROBERT SAYRE REFUND PROFESSIONAL SERVICES 125.00 MARLEIGH RYAN PROFESSICNAL SERVICES 100.00 DOROTHY HEARD PROFESSIONAL SERVICES L00 .00 DON WINTON REFUNC 18. 3S 18 15.01 MICHELLE NAGLE REFUND 13.48 FRANCOIS SALE REFUND SABIN COLTCN REFUNC21.96 9.25 LINDA ONSON REFUNC 16.7C ALLAN FRAUENHOLZ REFLNC 16.7C JFM D. SALES REFUNC 16.70 DAVID HEMPFL REFLND 20.61 TROY ROBERTSON REFUND 14.20 TOM J. NORRIS REFUNC 22.05 MARGARET GREAZEL REFUND 21.78 GARY MOE REFUNC 12.80 GREG WILKINSON REFUNC 12.34 KAREN BLAKE REFUND 15.67 DARA TARO REFUNC 15.35 JOAN HARRIS REFUNC 14.62 SHERRI SWIFT REFUND 11.79 VALERIE PETERSON PEFUNC 16.87 GENE HESS REFUND 6.11 SOU IL KIM REFUNC a MICRO FIIMED BY JORM MIC R�LAB CEDAR RAPIDS •DES MOINES i COUNCIL LISTING 12/'ry FUND: INTP.AGOVERNMF.NTAI SFRVIC�- FUNDS VFNOOR NAME KEITH FR.IESE SARA RnWF. DENNY GEUDER MICK SHAFFFER ANNETTE DRAPER BRENDA HIME SHELLY EVANS PAUL DUNCAN NORMAN KENNEL DENISE DURIAN . LORI HANSEN MARTHA HAATPEY LISA PkINTEN KATIE ARRINGTON SHARI LOUIS DOREEN SWISHED STEVE HANKS SUE RAWLF.Y MINDY BOAL BEL INDA POGUE JULIE BUR GE BRFT LFSCN BARRY HnKAN50N SHERRI STAFILY CHRIS VAN NUYN JULIE JOHNSON MPS. GORD9N NIELSCN RANDY BELLINGHALSEN PRnCUCT DESCRIPTICN RFFUNC RFFUNC REFUNC RF.FLND RFFUNC REFUND REFUNC RFFUNC REFUND REFUNC REFUND REFUNC REFUNC REFUNC REFUND R EFUN C REFUNC REFUND REFUNC REFUNC REFUND REFUNC REFUND REFUND REFUNC REFUND REFUNC, REFUNC FUND TOTAL MICROFILMED DY DORM MIC R�LAB CEDAR RAPIDS • DES MOINES AMOUNT 14.33 16.70 9.25 10.78 20.22 28.00 28.00 20.00 20.00 28.00 28.00 28.00 20.00 21.00 20.00 28.00 20.00 20.00 28.00 28.00 28.00 29.00 28.00 28.00 20.00 28.00 40. OC 20.94 563.288.42 '1' a`t i COUNCIL LISTING 12/'ry FUND: INTP.AGOVERNMF.NTAI SFRVIC�- FUNDS VFNOOR NAME KEITH FR.IESE SARA RnWF. DENNY GEUDER MICK SHAFFFER ANNETTE DRAPER BRENDA HIME SHELLY EVANS PAUL DUNCAN NORMAN KENNEL DENISE DURIAN . LORI HANSEN MARTHA HAATPEY LISA PkINTEN KATIE ARRINGTON SHARI LOUIS DOREEN SWISHED STEVE HANKS SUE RAWLF.Y MINDY BOAL BEL INDA POGUE JULIE BUR GE BRFT LFSCN BARRY HnKAN50N SHERRI STAFILY CHRIS VAN NUYN JULIE JOHNSON MPS. GORD9N NIELSCN RANDY BELLINGHALSEN PRnCUCT DESCRIPTICN RFFUNC RFFUNC REFUNC RF.FLND RFFUNC REFUND REFUNC RFFUNC REFUND REFUNC REFUND REFUNC REFUNC REFUNC REFUND R EFUN C REFUNC REFUND REFUNC REFUNC REFUND REFUNC REFUND REFUND REFUNC REFUND REFUNC, REFUNC FUND TOTAL MICROFILMED DY DORM MIC R�LAB CEDAR RAPIDS • DES MOINES AMOUNT 14.33 16.70 9.25 10.78 20.22 28.00 28.00 20.00 20.00 28.00 28.00 28.00 20.00 21.00 20.00 28.00 20.00 20.00 28.00 28.00 28.00 29.00 28.00 28.00 20.00 28.00 40. OC 20.94 563.288.42 '1' i I CWNCIL LISTING FUND: SPECIAL REVENUE FUN[ VFNIOOR NAME ASSOCIATES RiNANCF BURGER CONST. CO. BURGER CONST. CO. CENTFR FOR CCMMUNITY CHANCF CITIZENS UNITED FOR CITY OF CAMBRIDGE IOWA CITY PETTY CASH IOWA CITY PETTY CASH COMMUNITY DEVELOPMENT SFRVTCES CREDIT BUREAU OF IOWA CITY THE DAILY IOWAN THE DAILY IOWAN THE F STOP FROHWEIN SUPPLY CC. GRAPHIC PPINTING HAYEK, HAYEK, & HAYEK INTERNATIONAL CCNFERENCF. INTF:PSTATF SHOPPER INTERSTATE SHOPPER IA. APPRAISAL F. RESEARCH CORP. IOWA HOOK I. SUPPLY JORM MICROLAB DENNIS KRAFT LIND ART SUPPLIES METRO PAVERS N.A.H.Q.O. L.L. FELLING CO. QUILL CORP. RECREATION E ATHLETIC PRODUCTS ROBERTS CONSTRUCTION STANLEY CCNSULTANTS STASI INC. AND SUMMIT APARTMENT CO -9P AND SUMMIT APARTMENT CO-OP AND SUMMIT APARTMENT CO -DP AND UNIV. OF WISCCNSIN WEHNFR NOWYSZ & PATT.SCHULL WEHNFR NOWYSZ & PATTSCHULL WHOLE EARTH GENERAL STORE ZUCHELLI HUNTER E ASSOC. S.J. HOTTMAN, SIMMONS, PERPINE FRANCIS D. SLACK ASSISTED HOUSING - SECTION 8 VARIOUS LANDLORDS STAN PODHAJSKY STAN PODHAJSKY MRS. RUSSELL COCHRAN G.R. DEAN LAKESIDE PARTNERS LAKESIDE PARTNERS PRODUCT DESCRIPTION PrLOCATTON (70STS APCHITECTUPAL SER. ARCHITECTURAL SER. BCOKS BOr1K S BOOKS OFFICE SUPPLIES OUTSIDE PRINTING BOOKS DUES E MEMBERSHIPS ADVER 7I SING ADVERTISING TECHNICAL SERVICE BOOKS OUTSIDE PRINTING ATTORNEY SER. BOOKS ADVERTISING ADVERTISING APPRAISED SER. BCCKS MISCELLANEIOUS SUPPLIES TRAVEL OFFICE SUPPLIES CAPITAL IMPROVEMENT DUES E MEMBERSHIPS CAPITAL IMPRDVEMENT MINOR OFFICE EQUIPMENT CAPITAL IMPROVEMENT CAPITAL IMPROVEMENT ENGINEERING SER. LANG PRUCHASE PROFESSIONAL SERVICES PROFESSIONAL SERVICES PROFESSIONAL SFRVICES REGISTRATION ARCHITECTURAL SER. ARCHITECTURAL SER. MISCF.LLANEIOUS SUPPLIES MANANGMENT SERVICE ATTORNEY SER. REFUND FUND TOTAL RENT RENT RENT RENT RENT RENT RENT MICROFILMED BY e JORM MICR#LAB n ? CEDAR RAPIDS • DES MOINES AMCLNT 2.262.15 1#200.00 800.00 15.00 3.00 2.50 19.28 8.35 127.00 10.00 170.56 15. A8 87.95 9.85 27.30 113.55 5.10 115.20 115.20 2#900.00 2.0.00 15.90 245.42 71.33 38,152.90 40.00 2.710.39 16.19 5#570.47 3 #142.32 565.2.3 14,000.00 8,249.38 7,683.70 17#447.00 90.00 14,735.95 25#630.01 12.36 1#919.58 262.40 10.00 148,602.40 50,358.00 46.00 342.00 165.00 142.00 148.00 230.00 i 11. LAKESIDE PARTNERS BERNARD YEGGY HERBERT WILLIAMS ROBERT & ERMA WOLF LAKESIDE PARTNERS CINDA L. STEWART LAKESIDE PARTNERS LAKESIDE PARTNERS HOLIDAY GARDEN APARTMENTS ROBERT FOX r� RENT RENT RENT RENT RENT RENT RENT RENT RENT RENT ASSISTED HOUSING GRAND TOTAL 162.00 119.00 146.00 215.00 337.00 192.00 184.00 345.00 180.00 79.00 53,390.00 $ 1,867,270.19 MICROFILMED BY JORM MICR+LAB: CEDAR RAPIDS • DES MOINES t',` RECEIVED V1.,V1 2 5 1980 Dear payor Balmer, Only in the last couple days has it been drawn to my attention that city employees have not been permitted to travel to those states which have not ratified the E.R.A. At least not at the city's expence when otherwise they could. I notice that you have decided not to recind this policy because it might affect the vote coming up in Iowa this November. You say that your reason is to be neutral, but this is not the case. There are 3 possible positions the city might take: (1) keep the present policy which favors those who support the passage of the E.R.A., (2) restrict travel to only those states which have not passed the E.R.A., thereby acknowledging the rights and desires of the minority in this situation, or (3) have no policy at all, which is the only neutral and fair position. Any position other than (3) is already politicizing the issue. The only just and fair policy is to allow city staff to travel to whatever area will best serve the interests of this fine city of ours. I truly hope you are not being pressured into a decision caused by some vocal and assertive special interest group in this city. Dfy best to you in all your future work as our mayor. Sincerely, Jeffrey L. Renander 1022 Newton Road //4 Iowa City, Iowa 52240 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES On q.2 I I February 19, 1980 Mr. Jeffrey L. Renander 1022 Newton Road, 04 Iowa City, Iowa 52240 Dear Mr. Renander: At its regular meeting of February 5, 1980, the City Council policy ofand prohibitinglaced ontravelfileytorstatesrwhichehavegnot ratifiedp the Equal Rights Amendment. As noted in your letter, the Council has eferredYourdcommentsswillnbentaken intoe consideration when Nthe melection. this Council again considers this resolution, please do not Thank you for our letter contact nlshould have any further comments, hesi ate to e. Sincerely yours, Neal G. Berlin City Manager is / cc: City Clerk 'i. r j MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Fo�E� JAN2 8 1980 Jacques Bourgeacq ABBIE STOLFUS 228 Melrose Court CITY CLERK Iowa City, Iowa 52240 January 23, 1980 Iowa City City Council Civic Center Iowa City, Iowa 52240 To the Council: If we temporarily set aside the political issue which developed from the closing of Melrose Court and took on such exaggerated importance, we must come to the conclusion that the desire on the part of some people to reopen the street can only be based on two principles: 1. "No street should ever be closed. " It so happens 'that in very re- cent years seven or eight streets were closed in Iowa City for various rea- sons, and this principle does not seem to have played any role in the matter. The closing of Melrose Court is therefore very far from creating a dangerous precedent. Reopening this street alone while keeping the other streets closed would not only be an arbitrary measure, it would also fail to set the valid ex- ample designed to deter the closing of other streets in the future. Melrose Court would therefore remain just an isolated case. A principle must neces- sarily apply to all situations at all times, or it is not a principle. 2. "The healthy life of a city depends on the free and easy movement of its people through a sound traffic system. " Melrose Court has been clos ed for eight months, and no survey has yet demonstrated that the new situation t has had a negative effect on the flow of traffic in this part of town. Yet some would have us believe that the street should be reopened. This view can only be based on the first, invalid principle: "No street should ever be closed," or on obvious political reasons. If we now turn to the reasons why Melrose Court was closed, we must Inevitably speak of safety. Unsurprisingly some people have accused the 111 area residents of acting in self-interest, of wanting to increase their property values. No one can prevent envious minds from projecting their own inner motives into others' actions. At any rate, it remains to be proven that the closing of Melrose Court has had any such financial effect. Moreover, area residents have shared in the inconvenience caused by the closing of the street. But this was a recognized price to pay for the solved safety problem. � I MICROFILMED BY n JORM MICR+LAB fj CEDAR RAPIDS • DES MOINES City Council 1/23/8, Bourgeacq - 2 Until any serious survey has demonstrated the contrary, the only real issue indeed in this matter remains one of safety: many school chil- dren and other pedestrians use the one narrow sidewalk during rush hours, at a time when the traffic of motorized vehicles was at its peak. Versus the safety matter, we have the convenience which Melrose Court once pro- vided to drivers, who since have had to find other routes. This new situation should also have been surveyed before opening again the Melrose Court case. A survey may indeed have shown that northbound traffic has been split evenly into two parts (West Benton Street and Riverside Drive) and is now flowing more easily. In any event the improvements proposed for Byington Street and Grand Avenue have yet to be implemented. It would seem that no great urgency was created. Considering that Melrose Court, if reopened, would still be the only shortcut to the hospital cor..plex, whatever measure is taken to reduce the flow and speed of trafic in that narrow street would inevitably be doomed to failure: human behavior ultimately knows no deterrent where a single short- cut lends itself naturally. So it is, experience shows, with false '.bargains. It is my hope that you will seriously consider the questions raised in this letter in your future deliberations. i MICROFILMED BY JORM MICR+LA9 j ,J CEDAR RAPIDS • DES MOINES Sincerely, Jiacqules Bout' ) February 19, 1980 Mr. Jacques Bourgeacq 228 Melrose Court Iowa City, Iowa 52240 Dear Mr. Bourgeacq: At its regular meeting of February 5, 1980, the City rnomril received and placed on file your letter concerning the closure of Melrose Court. The City Council has referred this matter to the Planning and Zoning Commission which has set a public hearing for February 21, 1980, to receive further public input. You are encouraged to attend this hearing which will be held in the Council Chambers at 7:30 P.M. After the public hearing, the Commission will make its recommendation to the City Council. When making a final decision, the Council will certainly take into consideration your continents as well as others which have been received. Thank you for your letter. If you should have any questions concerning this matter, please do not hesitate to contact me. Sincerely yours, Neal G. Berlin City Manager is cc: City Clerk ✓ MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES GROW TO REACH ENVIRONMENTAL EXCELLENCE NOW Civic Center, Iowa City, Iowa 52240 JANUARY 23, 1980 PMR-1OJECTGREEN To: Mayor Balmer and Members of the City Council The Steering Committee of Project GREEN pledges $10,000 from the GREEN Fund to be used for the construction of the Rocky Shore Bikeway. This project is also sponsored by the River Front Commission and by citizens supporting Bikeway development in Iowa City, Since 1968 the GREEN Fund has contributed $26,500 to Area Bikeway Development in Iowa City, With this pledge of $10,000 to support Rocky Shore Bikeway and the necessary river front improvement, citizens fnvoring bikeway development will have given a total of$36,500 towards the goal of a bikeway system for Iowa City. Respectfully, Emilie Rubright, Co—chnirman Project GREEN Steering Committee MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES avy i t , i GROW TO REACH ENVIRONMENTAL EXCELLENCE NOW Civic Center, Iowa City, Iowa 52240 JANUARY 23, 1980 PMR-1OJECTGREEN To: Mayor Balmer and Members of the City Council The Steering Committee of Project GREEN pledges $10,000 from the GREEN Fund to be used for the construction of the Rocky Shore Bikeway. This project is also sponsored by the River Front Commission and by citizens supporting Bikeway development in Iowa City, Since 1968 the GREEN Fund has contributed $26,500 to Area Bikeway Development in Iowa City, With this pledge of $10,000 to support Rocky Shore Bikeway and the necessary river front improvement, citizens fnvoring bikeway development will have given a total of$36,500 towards the goal of a bikeway system for Iowa City. Respectfully, Emilie Rubright, Co—chnirman Project GREEN Steering Committee MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES avy i G February 19, 1980 Ms. Emilie Rubright, Co-chairman Project GREEN Steering Committee 10 Valley View Place Iowa City, Iowa 52240 Dear Ms. Rubright: At its regular meeting of February 5, 1980, the City Council received and placed on file your letter concerning Project GREEN Steering Committee's pledge of $10,000 for the construction of the Rocky Shore Bikeway. The application for this project has been sent to the Iona Department of Transportation. We have been informed that they have forwarded the application to the division office of the Federal Highway Administration who, in turn, will forward it to the regional office of the Federal Highway Administration. The City Council, the staff, and I are indeed grateful to Project GREEN for the generous contribution. Your members have every reason to be extremely proud of the many visible contributions to Iowa City and for the success which you have had with your many projects. All Iowa Citians have benefited from your efforts. Sincerely yours, John R. Balmer Mayor is cc: City Clerk ✓ MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Ice 4� e4l Z4 ------------- ---- --------- �--Glht6Ca�L....-w,�<j�_�O�l'�_��rccice�LE'ecY---c°F''�--------..._.I - -- - -- rte- � _ �a-adn-� _ C ✓ �u�I� �-p_ yt/_ - _ - _ __9�1.__.,(�LG`�CG_ Dn/_ _m2cj _ �L!-GG4. •ZOri�/.c; -.� ___ G�iQ _ �4T. �_ -- //<o�°u� �� .GD-e,L i`�o��i-r:�.cv�o �-�-�✓ �La2. ----------ry�'�--•�✓-.� � ✓� .._fru'. _-.._�-co�s�c.'uec-Ce-___—_ 1 � - _ _�` _ S�,e�_��r�L, -u�� _ ��.-tee ,.✓---------� y �, -amu. ,. _ __ ____--- r �Ai(/G,LGtiCd � �+ZI// ` �(i�L� yGQ�. �� ,2�� -fl--L �1 -ce�-o�i zt,�of Hca`-rn.n,.�e �-.��Z,•-1.�.� ,-.� a yS I MICROFILMED --- MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS • DES MOINES 9 ( r✓ ,��/eC -aa .O o .//i a N(a -,ez 1 � d` 44 � MICROFILMED ICROFILMED BY JORM MICR�L AB !� CEOAR RAPIDS •DES MOINES m ays I i 0 MICROFILMED BY DORM MICR�L AB CEOAR RARI05 •DES MOINES w February 21, 1980 Ms. Dee Runnels M15 Forestview Trailer Court Iowa City, Iowa 52240 Dear Ms. Runnels: At its regular meeting of February 5, 1980, the City Council received and placed on file your letter regarding the proposed transit fares. The City Council has indicated that it favors an increase of 10 cents to a 35 -cent fare. A resolution covering this item will be placed on the agenda for the February 26 Council meeting. Your comments will be taken into consideration when a final decision is made. If you should have any further comments or questions, please do not hesitate to contact me. Sincerely yours, Neal G. Berlin City Manager cc: City Clerk/ MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a yS l I I All <a i February 21, 1980 Ms. Dee Runnels M15 Forestview Trailer Court Iowa City, Iowa 52240 Dear Ms. Runnels: At its regular meeting of February 5, 1980, the City Council received and placed on file your letter regarding the proposed transit fares. The City Council has indicated that it favors an increase of 10 cents to a 35 -cent fare. A resolution covering this item will be placed on the agenda for the February 26 Council meeting. Your comments will be taken into consideration when a final decision is made. If you should have any further comments or questions, please do not hesitate to contact me. Sincerely yours, Neal G. Berlin City Manager cc: City Clerk/ MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a yS l I m January 29, 1980 City Council Iowa City Civic Center Iowa City, Iowa 52240 Dear Mayor and Council Members: It is my understanding that you are considering re-routing the Sycamore bus so that it does not use Dodge Street from Bowery to Kirkwood; that, instead, the bus would go up Bowery, turn onto Summit and proceed down Kirkwood. I feel this is a waste of taxpayer money and an inconvenicncc to many riders for the following reasons: 1. In order to run the Sycamore bus over Summit Street, it would require the use of the Summit Street bridge which is, as we are all aware, a two-lane bridge in bad repair. The taxpayers have already paid to build a four -lane concrete bridge on Dodge Street. The City insisted on this four -lane "nowhere to nowhere" highway and now they do not even want to use it. 2. It is easier for the bus to make the corner from Bowery onto Dodge and vice -versa than from Bowery to Summit as the latter is a narrow intersection. More than once, the bus making this turn has slid into the utility poles in the wintertime or nearly missed hitting a car at the intersection at anytime of the year. 3. The intersection of Dodge and Kirkwood is not nearly so congested as is the intersection of Summit and Kirkwood. 4. To make stops along Bowery and Summit requires the traffic to stop behind the bus, impairing traffic at all times, especially rush-hour. The use of Dodge Street (which has four -lanes) for bus stops does not impede the traffic at all as the cars may change lanes and pass a stopped bus. 5. The City has already paid to have the "bus -stop" sign poles installed along Dodge Street. D JAN 2 9 1980 ABBIE STOLFUS, CPAC CITY CLERK (3) i L MICROFILMED BY - JORM MICR+LAB - CEDAR RAPIDS DES MOINES ,aa , t ,I I I j January 29, 1980 City Council Iowa City Civic Center Iowa City, Iowa 52240 Dear Mayor and Council Members: It is my understanding that you are considering re-routing the Sycamore bus so that it does not use Dodge Street from Bowery to Kirkwood; that, instead, the bus would go up Bowery, turn onto Summit and proceed down Kirkwood. I feel this is a waste of taxpayer money and an inconvenicncc to many riders for the following reasons: 1. In order to run the Sycamore bus over Summit Street, it would require the use of the Summit Street bridge which is, as we are all aware, a two-lane bridge in bad repair. The taxpayers have already paid to build a four -lane concrete bridge on Dodge Street. The City insisted on this four -lane "nowhere to nowhere" highway and now they do not even want to use it. 2. It is easier for the bus to make the corner from Bowery onto Dodge and vice -versa than from Bowery to Summit as the latter is a narrow intersection. More than once, the bus making this turn has slid into the utility poles in the wintertime or nearly missed hitting a car at the intersection at anytime of the year. 3. The intersection of Dodge and Kirkwood is not nearly so congested as is the intersection of Summit and Kirkwood. 4. To make stops along Bowery and Summit requires the traffic to stop behind the bus, impairing traffic at all times, especially rush-hour. The use of Dodge Street (which has four -lanes) for bus stops does not impede the traffic at all as the cars may change lanes and pass a stopped bus. 5. The City has already paid to have the "bus -stop" sign poles installed along Dodge Street. D JAN 2 9 1980 ABBIE STOLFUS, CPAC CITY CLERK (3) i L MICROFILMED BY - JORM MICR+LAB - CEDAR RAPIDS DES MOINES R City Council January 29, 1980 Page 2 6. There are a great deal of people who live in this area who actually ride the bus regularly and who pick up the bus on this street, several of them elderly and/or physically impaired. 7. Dodge Street is a main thoroughfare --a snow street which is one of the first cleared in the wintertime --therefore, more easily accessible than the Bowery Street hill and Summit Street. 8. The riders and drivers have just become accustomed to the new routes and they were only just recently changed a few months ago and have not been given a fair chance. If changed again, new schedules would have to be printed, newspaper advertisements taken out and unnecessary use of City employee man-hours taken up --again: 9. If the citizens on Summit Street feel they are not being serviced properly by a bus, perhaps the bus could go out on its run via Summit Street and back on Dodge Street, thereby servicing everyone and still using the Dodge Street bridge. Bus patrons will ride around if this is the only bus service available to that street. 10. The "Transit Supervisor" indicates changing this route would, in his opinion, alleviate rush-hour crowds on the Towncrest run and stated; "no one can change my mind." It is common knowledge that these crowds will thin considerably when the weather warms somewhat and the fare is increased, but by that time, the Dodge Street bridge will be used no longer. The employees of the transit system are aware of the number of people who ride the bus and which routes are self-sufficient and of benefit to the community; a number of bus drivers feel that the use of the Dodge Street bridge is wise and beneficial to the system. When this matter comes before the City Council on February 5, I urge you to allow the Sycamore bus to continue using the Dodge Street bridge for the above reasons. Thank you very much for your time and considerations in this matter. Very truly yours, LZ Deborah K. Svatos f04 J.�n� k MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES n. a v 1 e T i CITY OF IOWAOvlc =CIT Y CENFER 110 E. WASHINGTON ST. IOWA C11Y IOWA 52240 (319) 354.1800 February 22, 1980 Ms. Deborah K. Svatos 804 S. Dodge St. Iowa City, Iowa 52240 gDear Ms. Svatos: Thank you for your letter of January 29, 1980, in which you made a number of comments regarding the proposed change in the Sycamore bus route. Earlier this winter, after careful consideration of input from transit riders, bus drivers, and others, the Transit Manager made several recom- mendations for improving the transit routes instituted last August. One of the changes involved moving the bus from Dodge Street to Summit Street. Any time that revisions are made in bus routes and schedules, some persons are bound to be adversely affected; it is clear from your letter that betteroservingone a greaterthose numberindividuals. transitwriders,ntheCity's the interest Transit Manager believes that this change is warranted. Far more persons will benefit than will be hurt. Your comments are certainly well thought out, and I have passed them along to our Transit Manager for his consideration should further route and schedule revisions be necessary. The Transit Manager's recommendation, however, has already been approved by the City Council, and we expect to implement it shortly. We appreciate your interest in Iowa City transit and trust that you will continue to utilize its services. //neyours, City Manager bj5/4 cc; Hugh Mose, Tr nsit Manager City Clerk MICROFILMED DY y JORM MICR+LA8 CEDAR RAPIDS • DES MOINES M 1313 Grissel Place Iowa City, Iowa 52240 January 25, 1980 Neal Berlin City Manager City of Iowa City Civic Center Iowa City, Iowa 52240 Dear Mr. Berlin: I wish to protest the current state of Ridge Road, Dodge'Street and Woolf Avenue which were repaved this past fall. I would have complained earlier but assumed that the repaving was merely incomplete. The manner in which they were repaved, if indeed it is considered to be complete, was uniquely unsuccessful based on the current rough, rutted, and irregular condition of these streets with the consequent hazards to cars, bicyclists, and pedestrians by the loose stones that are repeatedly dislodged from the blacktop surface. The manner of repaving those streets appears to have been placement of a thin layer of blacktop material over the existing surface (which, to my memory, was not in very bad shape) and then covering the surface with gravel. Frankly, if I wanted to travel on gravel streets, I would live out in the country where taxes are cheaper. One of the luxuries of living in a city is the expectation of paved roads. Apparently, the loose gravel was supposed to become firmly imbedded into the blacktop surface and create a usable road. That has clearly, however, not been the result. The gravel has been removed by normal traffic in many areas. Even where the gravel persists, the surface is rough and irregular and unpleasant for driving. I would also suspect that the rough surface increases both tire wear and fuel consumption, and the loose stones may chip paint and undercoating resulting in premature rusting. Furthermore, the hazards of loose stones projected at high speeds by automobile tires presents a clear and present danger to bicyclists and.pedestrians. An additional hazard to bicyclists is the instability created by having what is essentially loose gravel scattered at intervals along the road surface. It is my suggestion that the City take immediate remedial action to bring the surfaces of these roads up to at least the standards that existed before the resurfacing. Loose gravel should be removed by street cleaning equipment or other means as soon as possible and resurfacing should be planned as soon as weather permits before the City is faced with legal action because of an accident from the progressive stones and debree breaking off of the road surface. 1 MW/1 t Sincerely, A4 �/ Miles Weinberger, M.D. R cc: Mayor and City Council of Iowa City JAN?. 91980 ABBIE STOLFUS, CMC j CITY CLERK (3) MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i City of Iowa City MEMORANDUM Date: January 30, 1980 To: Honorable Mayor and City Council From: James Brachtel, Traffic Engineer3o Re: Parking Prohibition on Keswick Drive - Revised As directed by Section 23-16 of the Municipal Code of Iowa City this is to advise you of the following action: ACTION: On December 31; 1979 a memo regarding a proposed parking prohibition on the east side of Keswick Drive was filed with the City Clerk. 'he Traffic Engineering division was to take action on or shortly after January 11, 1980 to implement this proposed prohibition. In the interim a petition from the residents of the 800 block of Keswick Drive asking that this block be deleted from the prohibition was circulated and forwarded to the City. A review of affected residents indicated that the affected property owners do not wish the prohibition to be installed. Therefore the City Traffic Engineer will delete the 800 block of Keswick Drive from the posting of parking prohibition on the east side of Keswick Drive and will only post the east side of Keswick Drive from its southerly intersection with Wheaton Road north and east to the intersection of Keswick Drive with Westgate Street. COMMENT: This deletion will be in effect immediately and if Council should wish the prohibition to be installed it can be done at a later date at their direction. tp/3/8 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES FI L E D JAN 11980 A0.81E STOLFUS CITY CLERK ay8 February 6, 1980 Miles Weinberger, MD 1313 Grissell Place Iowa City, Iowa 52240 Dear Dr. Weinberger: At its regular meeting of February 5, 1980, the City Council received and placed on file your letter concerning the chipseal process that was used on Ridge Road, Dodge Street and Woolf Avenue. Chipseal is composed of a layer of sprayed asphalt cement applied at approximately .3 gallons per square yard. The purpose of this asphalt layer is to fill tiny voids and cracks in the pavement to prevent future deterioration of asphalt pavement. Rock chips are then added to the surface to provide a wearing surface to protect the original asphalt pavement. A perfect chipseal would result in total adhesion of the rock chips to the pavement, but as you have noted there was a loss of adhesion and some bare spots exist in the pavement. The City is attempting to determine the reason for this problem. The loose rock chips will continue to be removed with street cleaning equipment. It is absolutely necessary to do preventive maintenance on our asphalt roads so that they do not require complete renovation. We believe the chipseal process is one of the lowest cost measures we can use to protect the enormous investment we have in asphalt streets. We do note that it does give a rough ride, but on the other hand it also allows excellent adhesion during wintertime driving conditions. We do plan to continue the chipseal process in the years ahead and we do hope we have explained the purpose and need for chipsealing. Sincerely yours, Neal G. Berlin City Manager bdw/sp / cc: City Clerk ✓ MICROFILMED BY DORM MICR+LA9 CEDAR RAPIDS - DES MOINES 1/3/ NOTICE OF PUBLIC HEARING The City of Iowa City has set a public hearing for the purpose of receiving input from citizens regarding the proposed increase in transit fares from 25 cents to 50 cents. The public hearing will be held on February 5, 1980, at 7:30 P.N. in the City Council Chambers, Iowa City Civic Center, 410 East Washington. &t L '� I BBIE ST LFUS CITY CLERK MICROFILMED BY JORM MICR+LAB t+i{ CEDAR RAPIDS • DES MOINES :fi CITY UF IOWA (~ CIVIC CENTER 410 E. WASHINGTONI TY ST. IOWA CITY IOWA 52240 (319) 354.1800 PRESS February 5, 1980 During January Iowa City Transit carried more passengers than in any single month throughout its history. Altoqether there were 193,300 riders. This record-breaking number, which represents an increase of 6.16 aver January a year aqo, occurred in spite of unusual lu m ld time weather. J Additionally, evening ridership hroke all existing records as well. During January 10,143 riders were carried in the evening, an increase over last year of 13.46. Also, on Thursday, January 24, evening ridership topped 600 riders .for the first time ter. -0- MICROFILMED BY _ JORM MICR+LAB t. 'e CEDAR RAPIDS • DES MOINES - [f I as -=--- f. Special Supplement Official Journal of the Amalgamated Transit Union, API.-CIO/CLC Special Supplement Why no -fare transit? No -fare transit, a concept which recognizes urban mass transit as an es- sential public service much like police and fire services, is gradually attracting wide -spread support throughout the U.S.—and rightly so. Such a program is of vast importance to all segments of our society. To us as workers in the transit industry because initiation of no -fare transit could mean at least a doubling in the number of jobs available over the next five years; to the industry, itself, because a no -fare program could help bolster a somewhat unsteady industry, and, in fact, strengthen and expand it; to the general public because no -fare transit could prove instrumental in helping the country achieve its employment, environmental, energy and economic goals. The Amalgamated Transit Union first endorsed the no -fare concept in 1969, and we have been espousing it since. We have argued for it at the lo- cal, state and national levels, at transportation conferences and in the union halls. We believe that no -fare transit is the most attractive, least costly and most readily available program to alleviate many of the industry's and nation's cur- rent ills. For a long time we were among a very small group of no -fare proponents. But the energy crisis of late 1973 -early 1974 changed all that. And the con- tinuing effects of that crisis, specifically soaring energy prices, have helped keep the idea of no -fare transit at least close .to center stage. So much so that a number of in-depth studies have been made, re-evaluating mass transit as an economic and social force. U.S. Transportation Secretary Brock Adams has called for a one-year ex- periment of a no -fare transit program in "a major U.S. city." The project will be funded by the federal government and already since his announcement more than 20 cities have asked to conduct the experiment. A congressionally sponsored study on mass transit, energy and the econ- omy has concluded that "no -fare transit would produce the largest increase in transit ridership of any action that has been considered." Various civic, business and government organizations and individuals also have endorsed the no -fare concept. Even the American Public Transit Asso- ciation, which represents most urban transit managements in the U.S., has em- braced the idea. At this stage, we no longer feel it is a question of will no -fare be accepted? but rather when will it be implemented on a large scale? The studies, the test cases to date and past history all point up the advantages of initiating a no - fare program over continuing the status quo. Yet, there are still doubters and detractors who will hinder implementa- tion of the no -fare program. The Amalgamated is no stranger to such road- blocks. We encountered much of the same when we first proposed an exact fare program many years ago. The proposal was ridiculed and dismissed at all levels of industry and government. But w4 persevered and today virtually all major transit systems have instituted an exact fare program. Although the no -fare idea did not originate with the Amalgamated, we recognize a good thing when we see it, so again we will persevere. However, time is of the essence in this instance. This country's current consumption of energy cannot continue indefinitely, its environmental problems already are lit- erally choking the populace, and many of its inner cities already teeter on the brink of disaster. A no -fare program can help alleviate all of these conditions, mainly by attracting motorists out of their cars and onto mass transit and by providing transit service for all groups of citizens. We don't pretend that a no -fare program is a panacea for all the problems besetting the industry and the nation, but we do feel certain that it would be a step in the right direction. Read the ensuing material, think about it and formulate your own opin- ion. We think you will find that whatever disadvantages may be connected with no -fare transit, they are far outweighed by the good it can accomplish for all concerned. �_ P// // 2 In Transit Special Supplement No -fare transit: A workable alternative No -fare transit is an idea whose time is here. Denver, Colo. and Mercer County, N.J. are looking for ways to extend and expand it; Seattle. Wash. found it such a boom to down- town business that it did expand it: Dallas. Tex. witnessed it revitalization of the down. town area thanks to it: Honolulu. Ha.. Pitts- burgh. Pa., Nashville, Tenn., Portland. Ore.. Syracuse. N.Y. and countless other major cities and small conununitics are trying or have tried it—and like it. Denver initiated a "one-month only" no - fare experiment, saw its ridership increase more than 40 percent in the first weeks, ex- tended the program for ;mother month. and now is negotiating with the federal govern- ment for a long-term program. Mercer County, working with it federal grant, began it six-month experiment with no - fare transit in non -rush hours, and after the first few weeks was deluged with requests from the public to expand the program to full-time operation. After Seattle initiated its "Magic Carpet" no -fare bus service in it 105 -square -block dis- trict in the city's central core in September 1973, the transit system experienced a 56 per- cent increase in ridership and threefold in- crease in service. And merchants in the area reportedly experienced a significant upswing in business. Since then it has expanded the program to cover a 145 -square block area. Dallas introduced a no -fare system similar to Seattle's in May 1975 and within three months daily ridership nearly tripled, up from 2,800 to 7,600. Encouraged by the increased people -traffic in the downtown area, a number of Dallas restaurants joined with the transit system in a two-month promotional campaign to further bolster ridership and business. Other -areas have introduced or are experi- menting with no -fare or reduced -fare transit to some degree or another. Whether no -fare is applied to the entire system, or to specific groups such as the handicapped and the eld- erly, or to specific time periods such as off- peak hours, the results generally have been the same: Enthusiastic responses reflected in increased riderships. No -fare proponents are especially eager to sec the results of Transportation Secretary Brock Adams' call for an intensive year-long no -fare transit experiment in "a major U.S. city." It is expected that this detailed, care- fully documented experiment will greatly strengthen the case for no -fare urban transit as a nation-wide public service. Ee 4 J. 1 How it works 1•c For all of this one would suspect that no - fare transit is a relatively new and well - accepted concept in transportation planning. The truth is that it was proposed at least as early as 1922 in Boston, Mass., but it wasn't until the energy crisis took form in the mid - seventies that it began to get deserved atten- tion. And even now it is far from at reality except on it limited scale. In essence, no -fare transit eliminates the collection of fares on transit systems. This is made possible generally by levying it tax— sales, property, profits or whatever—on all potential transit users and beneficiaries within it geographical area to operate the transit sys- tem. Other methods of financing are also em- ployed but the tax is the most accepted method. In effect, these taxes are a prepay- ment for transit services and facilities offered by the city. In return the entire population is Analysis and Commentary entitled to access to public transportation at any time. for any purpose. By combining no -fare with other programs. most notably improved services, the urban transit systems can expect to attract more people out of their cars and onto mass transit. Which would mark something of a radical approach for the industry. For years the transit industry had been in decline, with annual passenger fares dropping from 19 billion in 1945 to 5.5 billion in 1973. During this time the industry's answer to de- creased ridership and corresponding decreased revenues was always the same: Increased fares. This in spite of the fact that it has been proven time and again that each one (1) percent increase in fares produced a .2 to .33 decrease in ridership, which would start the vicious circle all over again: Further increases in fares, further decreases in riders. In trying to keep their financial heads above water, the operators were drowning the transit systems. All for a short-term, short-lived profit. Consider that in 1945 when 19 billion fare - paying passengers boarded the nation's transit network, the average fare was about 7 cents; in 1973 when only 5.5 billion paying passen- gers utilized the transit systems, the average fare was approximately 32 cents. Hand-in-hand with the declining fortunes of the transit systems, went the fortunes of transit employees: Total employment in the industry dropped from 242,000 in 1945 to 139,000 in 1972. � Crisis brings reversal It wasn't until the energy crisis struck in late 1973 -early 1974 that the U.S. transit in- dustry saw a reversal in its decline. The crisis focused the spotlight on Amer- ica's love affair with the automobile. Eighty percent of all American families own at least one car—an increase of more than 40 percent over the past 15 years. The number of two - car families has risen over 400 percent in the past 10 years. The American Automobile As- sociation estimates that car drivers logged `t- Special Supplement In Transit more than 900 billion miles in 1973—an in- crease of 51 percent in the past 10 years. There are approximately 51 million Ameri- cans who daily conunutc to and from work by car. It took the energy crisis to cool off this torrid romance. All of a sudden the chrome - plated, gas -guzzling, air -polluting chariot was no longer it taken -for -granted possession; in- stead. it now is an inellicient luxury, ex- pensive to operate and maintain. Turned off by blocks -long lines at the gas pumps and skyrocketing prices once they reached the pump. Americans began looking for alternate means of transportation. By the scores. they jilted Detroit and zeroed in on the not -so -plush, but more economical, foreign -made cars; they began car pooling to conserve energy and money, and many turned to mass transit. With the awakening awareness of Amer- ica's complete dependence on the gas -hungry automobile also came concerted attacks on the car as the prime cause of air pollution, inner city deterioration and traffic congestion. Environmentalists had a field day. The Detroit automakers suffered some more. A 30 -year romance was quickly ending. In 1974, mass transit ridership increased 6 percent overall—paying and non-paying cus- tomers—Far it total of 7 billion passengers. But the industry was ill-prepared for such an influx of new riders. Although it did manage to cope with the situation, it could have done much more. The industry probably recorded the passenger increases not so much because of what it did, but simply because it was there at a time when car owners found gasoline hard to get and quite expensive when it could be obtained. Furthermore, the knowledge that the entire country literally could be shut down in a matter of months simply by turning off the gas pumps probably `frightened" many people onto mass transit. The energy crisis was not a challenge to the transit industry; if anything, it was a wind- fall blessing. The industry's true challenge lies in the immediate future. The gas is flowing again and even though the price averages 20 cents more a gallon than pre -crisis levels, motorists are paying the bill as long as they get the gas. As a result mass transit is witness- ing a slight erosion in the ridership gains it made during the crisis. It is anybody's guess what the future holds. But one thing is virtually certain: Gasoline, no matter what its availability, is going to cost even more. Which means the urban transit industry has within its reach an opportunity and responsibility not only to hold the riders it gained during the energy crisis, but also to add even greater numbers as motorists search for alternative means of transportation. Anticipation necessary But the industry must be prepared—or better, anticipatory. it can stand pat and con- firm many peoples' suspicions that mass transit consists of high fares, dilapidated ve- hicles, overcrowded rush-hour conditions and inflexible routes and schedules. Or it can initiate programs to put all these suspicions to rest and to make urban mass transit an at- tractive, alternative means of transportation. Obviously, one such program is no -fare or pre -paid transit, The elimination of the fare box, in conjunction with other incentives and certain restraints, can rejuvenate urban mass transit, while at the same time case the de- mends for energy, alleviate the pollution prob- lems and once again make the inner city a viable area. Besides the energy and environmental as- pects there is another factor which tends to o-LBetter Cleaner=Nomf make no -fare transit a more acceptable pro- gram. For years, transit systems throughout • the country were under the control of privateuse air AM operators whose sole concern was profits. UTA However, from 1968 to present there has been a sharp trend from private to public owner- ship, until today more than 95 percent of the major transit systems are publicly -owned and operated. collecting fares could result in an additional of gasoline was assumed to stay constant The implications of public ownership are 10 to 15 percent increase in ridership. in real dollar terms). s essentially threefold: A transit system is no According to the study, "no -fare transita longer required to turn a profit; it need not would produce the largest increase in transit The maximum auto restraint package in- t be self-sustaining and it should provide the eluded: ridership of any action that has been con- Q best possible service as determined by the sidered." It went on to say that additional —A 50 percent increase in the price of public interest. gasoline in real dollar terms: r Public takeovers also have testified in the advantages of no•fare transit would include: —A $1.50 per day increase in the cost of improvement of urban mass transit. From • Greater increases in off-peak ridership commuter parking in employment areas 1964 to 1974, some $3.2 billion in capital and therefore better utilization of manpower well served by transit; and assistance grants to improve urban transit sys- and equipment. This would be particularly —No significant transit incentive actions tems was made available b the federal ov- true of an off-peak no -fare program. y g (the transit fleet would increase in size ernmen[. In addition, transit systems also can •Compared to most of the other actions receive assistance for operating expenditures. considered, it could be implemented relatively — _ _ —REmb _ These funds, it should be remembered, are easily on a national basis through Congres- sional action.don rI ` taxpayers' monies. �.� This trend to public ownership accom- •Benefits would generally be greatest panied by federal financial assistance and the among those most in need of increased mobil- ` possibility to cut down on energy consump- ity — the young, the elderly. the poor and tion, pollution and congestion by attracting many of the handicapped. Off-peak no -fare i the car driver onto mass transit, coupled with would concentrate the benefits among these the industry's dismal record at maintaining a groups to an even greater extent. viable service through fare increases, make It would necessarily result in an improve- . "�C' taT,_� + -. the case for no -fare transit even more appeal- ment of service, in part because it would do ret TAW '�► } ing. away with the inconvenience to users of having to have exact chane and in part because it z would permit faster transit operation. �� • The increase in ridership resulting from Supporting facts no -fare in peak periods would require a 40 ilk--- I s to 70 percent increase in transit operations thereby causing substantial increases in fre- quency and coverage of transit service—in Further support for such a program is con- itself one of the most effective actions which tained in a recently -published study entitled can be pursued. On the other hand an off- "Energy, the Economy and Mass Transit," peak no -fare program could be implemented sponsored by the Office of Technology As- without any peak hour increases in frequency sessment of the U.S. Congress. of service, but would require substantial off - Undertaken to examine the interrelation- peak increases. ships between federal urban mass transit pol- • No other action could produce such large icy and programs and changes in the level of scale results so quickly. Capital investment in national energy supplies and the condition of rapid transit systems in the same order of the economy the study had the following magnitude ($5 billion per year) could prob- objectives: ably produce similar ridership increases, but • To evaluate the impact of alternative probably not within 10 to 15 years. future economic conditions on the public Before reaching these general conclusions transit sector. concerningno-fare transit, the congression - future evaluate the impact alternative ally-sponsred study developed three packages futuree e energy conservation measures or short- ages on the public transit sector. of transit -related actions which, in certain combination, showed even more positive rc- • To define alternative transportation sults accruing from no -fare transit. The three icier for responddinngg tto o various economic and nd only as necessary to cover 90 percent of energyconditions. packages were: A maximum transit incentive a maximum auto restraint package, the increase in peak period ridership). • To assess how effectively these transpor- package, p` tation policies respond to the economic and and a combination package incorporating The combination package included: energy conditions and appraise the capacity maximum transit incentives and auto re - —No -fare transit; of federal and local governments to carry out straints. —Doubling the transit vehicle fleet by the effective policies. Components of the maximum transit incen- 1980; • To examine and evaluate the range of tive package included: —A 50 percent increase in the real price public actions that could be taken to use pub- —No -fare transit; of gasoline; and lic transit to achieve national employment and —Doubling the transit vehicle fleet by —A $1.50 per day increase in the cost of energy conservation objectives. 1980; and commuter parking in employment areas This study, performed at the request of the —No significant auto restraints (the price well served by transit. Senate Appropriations Committee, was de- tailed and comprehensive. It delved into all aspects of transit use, under virtually all cco- noetic and energy conditions that may exist in the foreseeable future. However, for purposes` study's this findin we shall limit iendaourseions to the , Excess I I Traffic I� study's findings and recommendations con- � 1 II cerning no -fare transit. • • Overall, the stud concluded that initiation 1 of a no -fare transit program would result in t pollution 11 jams t 1 P® an estimated 40 to 60 percent increase in t �£! transit ridership. In addition, it concluded that _ .. _ . ; 1�4ti the improvement of system service to patrons by eliminating the time and inconvenience of — — — — — — — 4 In Transit Special Supplement :-1-. Energy mobilit savings 1 • ll In each of these packages the study as- sumed there would be no limitation on the availability of gasoline. The effects of limita- tions on the supply of crude oil were also considered. It assumed three alternative energy decreases: Mild—decrease of 1 million barrels of crude oil per day by 1976 followed by a 3 percent per year growth in consumption; moderate—decrease of 3 million barrels of crude oil per day by 1977 followed by a 1.5 percent per year growth rate; severe—a de- crease of 6 million barrels of crude per day N - . w1 lh' tryy, '�q c.,NM �i,.tJr•}I�� i by 1980. The study also took into account probable economic conditions during the next year and their effect on the different packages. Taken alone, the transit incentive package would be limited in its potential to promote large reductions in the consumption of trans- portation energy by virtue of the fact that less than 50 percent of the new riders attracted by major actions of this type would otherwise have been auto drivers, according to the study. Taken alone, auto restraint actions tend to concentrate associated transit ridership in- creases in the peak period, leading to more than proportional increases in manpower and capital requirements, according to the study. However, the study concludes that by ini- tiating the combination package of transit incentives and auto restraints the gains in ridership would be tremendous, and the po- tential exists for using the gas and parking tax revenues to cover transit deficits. to y��qp� J ® Substantial increases The study states: "The maximum transit incentive package and combined package have very similar im- pacts on the transit industry. Costs, deficits, manpower and rolling stock requirements arc identical in both packages. The only differ- ences are that the combined package has higher ridership and also has the potential for use of gas and parking tax revenues to cover transit deficits. "Both packages assume a doubling of transit service and the elimination of fares. These assumptions double the operating costs and eliminate fare box revenue, thus making the entire cost of operation equal to the deficit. In 1974, the national transit operative ex- penses were just over $3 billion. In 1974, a doubling, of operations while eliminating fares would have created a $6 billion deficit, com- pared to the $1,271 million deficit in 1974 (when fares were collected). "Deficits of these proportions would justify increases in funding for research and develop- ment of techniques and systems with lower operating costs. In addition, very large in- creases in ridership (100 to 120 percent) would accompany this package. "The combined package incorporates the two revenue producing actions used in the auto restraint package .. . these restraints could produce about $13 billion annually, more than enough to cover the transit deficit. "The doubling of transit service will require a doubling of the transit labor force or an addition of about 150,000 employees. With the addition of the employment multiplier (service -related industries), the total employ- ment impact of this cxnansion of transit scrv- ice is an increase of about 225,000 jobs. "The additional rolling stock required will equal 3,000 new rail cars ... and 50,000 new buses by 1980. Orders for these additional vehicles will strain the capacity of the rail and bus manufacturers. However, with an increase in bus plant capacity and significantly greater production in the latter years, these vehicles could be produced and in operation by 1980. "The cost (of these new vehicles would) total $4,750 million (and would require) about 390,000 man years to produce them. Since this production would be spread over 6 years, the average additional annual employ- ment generated by these increases in transit's rolling stock would be about 65,000 jobs for the six years of production. "A combined strategy ... promotes energy conservation without lowering the efficiency (measured in passenger miles per vehicle) of the transit fleet." I r �Ijl= Results bolster position In summary, the study concludes that the combined package would produce ridership increases of 100 to 120 percent, would con- serve energy by maintaining efficient passen- ger mile, -per -vehicle consumption, would more than finance itself through the gas and parking tax. and would generate in the neighborhood of 500.000 jobs in the transit industry and related industries by 1980. The highly favorable results through the initation of a no -fare transit program or com- bination transit incentive/auto restraint pro- gram envisioned in this study necessarily as- sume the establishment of some complimen- tary factors, such as priority bus lanes, park and ride facilities, dial -a -bus service, efficient feeder lines, priority traffic signal controls for transit, exclusive bus lanes, transit shelters and stations, a position reorientation of the federal highway program to accommodate transit rather than the automobile, and a fed- eral policy affecting land development more closely tied to the provision of public trans- portation services. All in all. no -fare transit comes across as a far more effective replacement for the private automobile than any other alternative now under consideration. in terms of immediate availability, lesser cost and greater potential for making all of our citizens more mobile, no -fare transit is a far better answer to the problems of our cities. ,r'h`41. ®� � Answering objections rrrs Such .a program, however, is not without its detractors. One of the main objections raised is that no -fare transit would lead to an abuse of the system. In answer it should be noted that adults are not known to ride inner city transit systems simply for the enjoyment of riding, they are generally headed for a specific destination. There might, indeed, be sonic initial abuse by joy -riding children, but children generally tire of such foolishness after it short while. If necessary, local regula- tions can be instituted to deal with problem cases. Another objection is that the solution to mass transit problems is improved service ....... . . . � % rather than reduction or elimination of fares. A b h , Improved service is to be applaude , ut ow many times do these transit experts have to be j hit over the head before they realize that fare 11 Energy r • 1 hikes are the sure road to bankruptcy? Let ities alone the fact that fare hikes mean more and !! 1 more cars on our city streets, which is exactly waste dem ® ise , ,what file country does not need. r_ _ _ _ _ _ i An oft -heard argument is that by attracting cletyi „ „ „ „ „ . �, _ • more riders through fare elimination and im- proved services the transit systems will be- come too crowded. This is exactly why provi- Special Supplement In Transit 5 cions are matte in any discussion of no -fare transit for increasing the size of transit Ilects. Still others claim that no -fare transit "is just another freebie." similar to welfare aid. Obviously, the financing mechanisms men- tioned here and in any discussion of the issue negate that argument. And it is interesting to note that you rarely hear these same people decrying the billions spent annually on Sub- sidizing highway construction to facilitate the automobile. 10" yam ; Not a panacea CIA! !t. This is not to say that initiation of a no - fare program would be the cure-all for our transportation problems, or that it would be without any problems. Like any new under- taking it most likely would have wrinkles and bugs that would have to be corrected. But viewed in the context of the current situation of mass transit in this country and the over- whelming effects of automobile usage, any problems connected with initiation of this program would be minisucic in comparison. Consider that since World War II this na- tion has become a land of "suburban sprawl." With increased mobility afforded by the auto, people began to move further and further from the inner city, indiscriminately erecting homes and communities. No longer were tra- ditional avenues of transportation adhered to. The land became crisscrossed with miles and miles of concrete ribbon, a veritable maze created for the convenience of the automobile. Federal land policies, coupled with federal highway projects, encouraged this flight to the suburbs, and the inner cities were allowed to deteriorate, existing mainly as the work cen- ter for the suburban dwellers. Traffic jams became the order of the day as 51 million people swarmed into the cities to work. And as the cities crumbled, business and industry began shifting to the suburbs, creating un- believable traffic flows into and out of the cities. Those confined to the city—generally the minorities, the elderly, the handicapped, the poor—were left dependent on mass trans- portation for mobility, and the transit systems dependent on the poor, the handicapped, the elderly for survival. This dependence on the automobile has produced a proliferation of businesses. schemes and ginunicks as drivers pursue a daily game of "where to park today." Much of valuable inner city land is devoted to the omnipresent parking lot. In return the automobile distributes 170 million tons of pollutants annually on our cities and countryside: it is involved in over 50,000 deaths annually on the nation's roads. not to mention injuries: it consumes from (depending on whose figures )roil go by) 15 to 30 percent annually of the nation's energy supplies. and literally steals valuable time from its operators as they sit an estimated three hours weekly in traffic jams. America's dependence on the automobile has reached such proportions that statistics on the subject have taken on a humorous note, as reported in the American Public Transit Association's Transit Journal: "in 1972. approximately 3.2 million babies were born in the United States, but the na- tion's manufacturers produced 9.2 million autos. We allowed only 400,000 immigrants to enter the country, but we opened the doors to 1.6 million imported cars. We buried two million persons in 1972, and junked seven million autos." Tipping the scales These, then, are some of the factors which must be weighed when contemplating imple- mentation of a no -fare transit system. Is the cost and effort necessary for such implementa- tion worth it to free the moribund city dwell- ers, to give them mobility so they can act to where the jobs arc, to get to the supermarkets? Is it worth it to case racial polarization and tensions? Is is worth it when it can help re- store an environment that currently is seen only through a haze of polluting smog? Is it worth it when it could help free valuable land space for the development of recreational areas, low-income housing, cultural centers and other people -oriented projects? Is it worth it when it can help cut drastically the number ENERGY REQUIREMENTS OF PASSENGER TRANSPORTATION MODES Heavy Rail Transit (Subway) Car, Peak Load (a) Intercity Passenger Train (b) .............................. TrnnsitBus; Peak Load (c) .................. ,Intercity Bus (d)................................................... Commuter Rail Car, Diesel Powered (a) .............. Heavy Rail Transit (Subway) Car, Off -Peak Load(a) .......................................................... Transit Bus, 00 -Peak Load (c) .......................... Rail Turbine Traits (b) ........................................ Standard Size Automobile, Intercity, Maximum Load(c) .......................................................... Standard Size Automobile, Urban, Maximum Load(c) .......................................................... Wide -Body Commercial Jet Aircraft, 1,000 Mile Flight(0 .......................................................... Twin Jet Commercial Aircraft, 500 Mile Flight (q Average Commuter Automobile (a) .................... Sources: Id) U.S. Department of Transporlaiinn. Transporta- (a) Commonwealth of Pennsylvania Department of tion Systems Center Transportation (c) U.S. Department of Transportation, Federal Iligh• (h) National Rnilroad Passenger Corporation (Amtrak) way Administration (c) Cleveland Transit System (0 National Aeronautics and space Administration (Reproduced from American Public Transit Association '74-75 TRANSIT FACT BOOK) of people killed or maimed annually on the nation's roads? When all the factors are weighed, the bene- fits of no -fare transit tip the scale heavily in its favor. It is time to ilo away with the outmoded concept that transit operating expenses—and profits—must be generated through the fare box. It is time to view mass transit as .t public service and to operate it accordingly. We do not expect our police departments to make a profit, yet we support them through our taxes; we tlo not expect our fire departments to show a profit. yet we support them through our taxes: we do not expect our public schools to show it profit, yet we support them through our taxes. It is time that mass transit was put on the same level. ATC) early supporter Lw/.`. _. No longer should mass transit rely solely on its users to finance its operations. It is time everyone that benefits by mass transit supports it. And we all benefit by a transit system that offers mobility to all citizens, conserves energy, cleans tip our air and cuts clown on noise and traffic congestion. This essentially is what the Amalgamated Transit Union has been saying since 1969 when it first endorsed no -fare transit: "We in the labor movement are committed to the proposition that a sound public trans- portation system must have as its purpose to give service to all who need it and not merely to those who can make it profitable. We are firm in our convicition that the revitalization of our industry should not be predicated upon inadequate wages paid to transit workers, but on the basis of equitable cost sharing by all those who benefit from mass transit. "in addition to those who use the system, others who should be expected to provide their share of support in the form of tax sup- plements provided at the federal, state and local government levels include property hold- ers who benefit from the appreciation values of'mass transit, as well as commuters by automobile, householders, and others who 6 In Transit Special Supplement Vehicle Miles Per Passenger (tulles Gallon of Fuel Per Gallon of Fuel Passengers or equivalent or equivalent 135 4.00 540 540-720 0.50 270-360 75 4.10 307 47 6.00 282 125 2.00 250 35 4.00 140 30 4.10 123 320 0.33 110 6 18.00 108 6 14.40 86 256-385 0.14.0.22 54-60 68.106 0.44-0.54 37.47 1.4 13.5 19 Sources: Id) U.S. Department of Transporlaiinn. Transporta- (a) Commonwealth of Pennsylvania Department of tion Systems Center Transportation (c) U.S. Department of Transportation, Federal Iligh• (h) National Rnilroad Passenger Corporation (Amtrak) way Administration (c) Cleveland Transit System (0 National Aeronautics and space Administration (Reproduced from American Public Transit Association '74-75 TRANSIT FACT BOOK) of people killed or maimed annually on the nation's roads? When all the factors are weighed, the bene- fits of no -fare transit tip the scale heavily in its favor. It is time to ilo away with the outmoded concept that transit operating expenses—and profits—must be generated through the fare box. It is time to view mass transit as .t public service and to operate it accordingly. We do not expect our police departments to make a profit, yet we support them through our taxes; we tlo not expect our fire departments to show a profit. yet we support them through our taxes: we do not expect our public schools to show it profit, yet we support them through our taxes. It is time that mass transit was put on the same level. ATC) early supporter Lw/.`. _. No longer should mass transit rely solely on its users to finance its operations. It is time everyone that benefits by mass transit supports it. And we all benefit by a transit system that offers mobility to all citizens, conserves energy, cleans tip our air and cuts clown on noise and traffic congestion. This essentially is what the Amalgamated Transit Union has been saying since 1969 when it first endorsed no -fare transit: "We in the labor movement are committed to the proposition that a sound public trans- portation system must have as its purpose to give service to all who need it and not merely to those who can make it profitable. We are firm in our convicition that the revitalization of our industry should not be predicated upon inadequate wages paid to transit workers, but on the basis of equitable cost sharing by all those who benefit from mass transit. "in addition to those who use the system, others who should be expected to provide their share of support in the form of tax sup- plements provided at the federal, state and local government levels include property hold- ers who benefit from the appreciation values of'mass transit, as well as commuters by automobile, householders, and others who 6 In Transit Special Supplement share in the benefits of reduced traffic con- gestion, noise and air pollution. "Certainly we will never provide improved modern mass transportation to the millions of people who need it until we get away from the outmoded concept that increasing costs must inevitably bring increases in fares, con- tinued reductions in passengers and corollary reductions in service." Nothing in the intervening time has changed the union's position, except it now feels that no -fare transit is needed more urgently than ever. Because of this sense of urgency, the Amal- gamated welcomes U.S. Secretary of Trans- portation Brock Adams' call for a year-long no -fare experiment in a major U.S. city. We agree with and support the Secretary's state- ment in announcing the program: `... the Department of Transportation is shifting from an agency that builds those (transportation) systems into one that is concerned about how the systems serve people. And that means fighting downtown congestion, noisy airplanes or unsafe cars. It means making things work for people—and not propping up outmoded systems with endless government subsidy." If this country is serious about conserving energy, if it is serious about revitalizing its inner cities, if it is serious about cleaning up the environment, if it is serious about granting equal opportunities to all citizens, then it had better look to an efficient, attractive mass transit system to help it achieve these goals. And the best known way to provide such a transit system is through a no -fare program. Why not do it now? No -fare transit provides everyone with a reasonable and practical alternative to the use of private autos for transportation within our urban areas. If YOU are concerned about: —Another possible energy shortage —Air and other environmental pollution —Traffic jams polluting our streets and highways —Longer workdays caused by traffic delays —The immobility of the inner city labor force —Increasing transit fares and reduced transit service —Higher auto traveling costs caused by traffic strangulation within our urban areas —Spiraling taxes caused by the continuing need for more streets, more highways, more bridges, more parking lots, more and more expensive traffic control devices —Spiraling insurance costs due to the ever -rising number of acci- dents causing more than 50,000 deaths, millions of injured, hundreds of millions of dollars of property losses and damage annually —The immobility of great segments of our urban population including the aged, the young, the physically disabled, the poor, who are dependent upon public transit in our auto - oriented cities —And many other problems -.- -No-fare transit will reduce the overall cost of mass transporta- . tion. —No -fare transit when combined with reserved, high-speed bus lanes, and with dial -a -bus feeders and convenient crosstown service, is a practical and reasonable alternative to the use of private autos. —Mass Transit is a service vital to maintaining a viable, urban community. It should be equated with all other municipal serv- ices and facilities supported by the whole people for the use of the whole people, such as: libraries, schools, parks, police and fire departments, streets and roads, to name some of them. —A no -fare transit system deserves government aid just as much as the present government aid now being given to auto trans- portation, to airlines, to ships and railroads, to farming and many others. —No -fare transit will be far less costly than the tax subsidies presently being paid to support private autos over and above present gasoline taxes. —1Vo-fare, transit can provide immediate relief to urban traffic and pollution problems. —No -fare transit, in attracting many auto users to mass transit, will thereby permit faster, cheaper private auto transportation for those who prefer to continue use of the private auto. —You can support and urge your community to establish a no - fare, publicly -owned transit system. —You can urge and support efforts in your union and other civic bodies to adopt resolutions supporting no -fare transit. —You can urge your city to seek a federal grant from the federal Department of Transportation to finance a joint demonstra- tion to determine the feasibility of a no -fare system as a prac- tical and attractive alternative to the use of private autos, and to study means of suitable permanent financing of a no -fare system. —You can write to your senator and congressman to state your case for no -fare transit and ask their support. You can also write to the following government agency and Congressional committees: U.S. Department of Transportation 400 Seventh St., S.W. Washington, D.C. 20590 Subcommittee on Transportation Committee on Appropriations U.S. Senate Washington, D.C. 20510 Subcommittee on Housing Committee on Banking, Housing and Urban Affairs U.S. Senate Washington, D.C. 20510 Subcommittee on Transportation Committee on Appropriations U.S. House of Representatives Washington, D.C. 20515 Subcommittee on Housing Committee on Banking and Currency U.S. House of Representatives Washington, D.C. 20515 If you would like a copy of the study, "Energy, the Economy and Mass Transit,' write to the Office of Technology Assessment, U.S. Congress,. Washington, D.C. Special Supplement In Transit 7 is are.,