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HomeMy WebLinkAbout1980-01-29 Info PacketCity of Iowa City MEMORANDUM TO: City Council DATE: January 28, 1980 FROM: Rosemary Vitosh, Director of Finance �� V RE: FY81 Budgets The attached budgets will be reviewed at the Monday afternoon and Thursday night Council meetings. All budgets will be submitted to YOU in small groupings rather than in one large proposed budget this year. The "Administrative Proposal" amount is budget figures after the following additional reductions were made to all budgets following your budget discussions Wednesday night (1-23-80): 1• Personnel reductions 2• Five percent reduc charges tions to commodities and services and 3. Capital Outlay reductions 4. Elimination of health insurance and life insurance from the General Fund MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ani TABLE OF CONTENTS Police: Administration. . . . . . . . . . . .' ' ' . 1 Patrol. 2 Detective Investigation . . . . . . . . . . . . . 3 Records and Identification. . . . . . . . . . . . 4 CrossingGuards . . . . . . . . . . . . . . . . . 5 Animal Control. . 6 Fire: Administration. . . . . . . . . . . . . 7 Suppression . . . . . . . . . . . . . . . . . . . 8 Fire Protection . . . . . . . . . 9 Training. . . . . . . . . . . . . . . . . . . . .10 Parks and Recreation: Administration . . . . . . . . . . . . . . . .11 Recreation . . . . . . . . . . . . . .. . . .12 Parks . . .13 Cemetery/Forestry . . . . . . . . . . . . . . . .14 Government Buildings . . . . . . . . . . . . . . .15 CBD Maintenance . . . . . . . . . . . . . . . . .16 ' Energy Conservation . . . . . . . . . . . . . . . . . .17 Public Works: Administration. . . . . . . . . .. . . Engineering . . . . . . . . . . . . .18 . . . . . . .19 Streets. . . . . . . . . . . . . . . .20 Transit . . . . . . . . . . . . . . . .21 Traffic Engineering . . . . . . . . . . . . . . .22 Pollution Control . . . . . . . . . . . . .23 Water. . . . . . . . . . . . . . . . . . .24 Refuse Collection . . . . . . . . . . . . . . . .25 Landfill . . . . . . . . . . . . . . . .26 Recycling . . . . . . . . . . . . . . . . . . . .27 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES al/ J a CO A.LS P.:D D^"JECT IVES FUND: GENERAL PROGRAM: COMMU"TY PROTECTION DEPARTMENT: POLICE UNIT: POLICE ADMINISTRATION UNIT DESCRIPTION: The Police Administration Unit provides management for all divisions within the Police Department including Animal Control School, Crossing Guards, as well as the general functional divisions, Patrol, Records and Communications, and Criminal Investigation. The unit is ultimately responsible for the discipline, maintenance of good order, training and the provision of police services and goods to the public and departmental members. UNIT GOALS: The unit provides a high level of management and training that assures the proper allocation of resources to enable the line divisions to perform their functions to the maximum of their ability. UNIT OBJECTIVES: 1. Develop, within budgetary limits, an enforcement program to meet the segments of the developed area of downtown Iowa City (annual). 2. Institute a priority system for the assignment of requests for service. publicize the priorities and attempt to maintain the integrity of priority setting and assignments - (Institute in FY81 and continue through the year). 3. Establish in cooperation with the Committee to Prevent Vandalism and other groups block watch and anti -vandalism programs. 4. Explore the possibilities of establishing a crime prevention program. UNIT MEASUREMENT: 1. Enumerate and evaluate requests for service from the downtown business areas as compared to similar request from the south and east side business areas. 2. Types and subject matter of programs of past years (77-78-79 compared to 1980), evaluated against the nature of the complaint received and number of citizen complaints received alleging poor service delivery. 3-4. If implemented target specific crimes relating to vandalism and major household crimes gathered before program implementation will be compared to those gathered after institution of the programs. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES b 0 L C I S 1 U N P A C K A G E i ULPARIMf.NI: POLICE UNIT: ADM INISIRAIION CURRENT SERVICE LEVEL UNIT DESCRIPTION: - Provides complete administrative services to the several divisions in the Department. - Provides for the proper management of all ancillary services in the Department. ADVANTAGES/BENEFITS: - Provides for complete administrative support and training for all Divisions of the Police Department. - Offers a full range of support services to the line divisions. - Provides an adequate range of support services to the City Manager and other City departments.' - Assure the pruper administration of and delivery of proper basic and some advanced police services to the public. OPTIONS: - Finance all basic and advanced training through a central training fund administered by the Personnel Department. - Finance our own basic and advanced training schools, hire certified trainers or educate our personnel to obtain certification. Contract with the Sheriff's Department or another agency to conduct internal investigations. CONSEQUENCES: Internal control of training would be forfeited. Costs would rise substantially to pay trainers -- perhaps 3-4 times that estimated on 3 of 3 of this unit. City options on internal investigations would be completely absent. CITY f F InHA CITY 17/04/79 PF!LICF PRI'TFCTIrN DEPT. ACMIN• BUDGFr PROPOSAL PRCPOSAI. FY81 $ 79,569 $50,585 3,649 3,164 21,292 18,542 I 710 CCVMI INITY uFUTICTI'IN PESOUPCpS GENF"AL SIIPEPVISIC:N O=OoIRFC ACTUAL Al1 Personnel -- FY74 FY FY8000 P ISON At. FY81 Admin. S=,VfrFS 52,828 68055 Cl It' mesal Police Chief OF5 1,010 5:'4VIC5S f. CHARGES 14,L73 7,556 CAPITAL 1 f`NTLAY 3,5 A0 17/04/79 PF!LICF PRI'TFCTIrN DEPT. ACMIN• BUDGFr PROPOSAL PRCPOSAI. FY81 $ 79,569 $50,585 3,649 3,164 21,292 18,542 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES All M I 710 —0— TnT4L 71r55C 77,3E1 105,220 72,291 Personnel -- FY80 Authorization FY81 Dept. FY81 Admin. Pr sal mesal Police Chief OePutY Chief 1 1 1 Adrun. Secretary 1 11 1 0 3 3 1 2 Capital Outlay ---�_ FY81 Dept. FY81 Admin. Pr sal Prcposal Desk Chair (2) $430 $-0 _ 280 -0 $710 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES All M I rs GOALS AND OBJECTIVES FUND: GENERAL PROGRAM: COMMUNITY PROTECTION DEPARTMENT: POLICE UNIT: PATROL UNIT DESCRIPTION: The patrol unit provides general police services in Iowa City. These tasks include accident investigation; speed and traffic control; preliminary and some follow-up criminal investigation; some crime prevention activities; arrest and prosecution of offenders; testifying in criminal and civil cases; and the provision to the public of other services too numerous to catalog here. UNIT GOALS: The unit attempts to be all things to all people; to provide prompt and helpful assistance on all requests for police services and attempts to reduce through visible, on -street patrol accidents and instances of criminality and delinquent behavior. UNIT OBJECTIVES: 1. To provide a level of police services not substantially less than the level provided in FY80. 2. To respond to emergency and serious calls as rapidly as personnel and equipment allow. 3. To continue to increase the effectiveness of the patrol unit in the follow-up of criminal investigations. UNIT MEASUREMENT: 1. The number of citizen and officer generated requests for service in FY80 will be compared to those received in FY81. 2. Response times as recorded by log and complaint in FY80 will be compared in the similar factual data obtained in FY81 to assure that .emergency response time remains in the acceptable four to five minute time frame. 3. The number of criminal investigations completed by the patrol unit in FY80 will be compared with similar data obtained in FY81 as an attempt to determine the level Of follow-up by patrol. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i OLPARIMENT: POLICE UNIT: PATROL D E C I S 1 0 N P A C K A G E CURRENT SERVICE LEVEL UNIT DESCRIPTION: - Investigates all public motor vehicle accidents. - Actively engages in aggressive patrol and crime prevention activities. - Performs preliminary and some f011bw-up criminal investigations. - Assists in prosecution of cases. - Performs traffic duties, speed control, and assists ill parking enforcement. ADVANTAGES/BENEFITS: - A full line of police services would be offered in Iowa City. - Greater traffic and parking control would be possible. - Investigations would be fully and properly performed. A greater number and variety of crime/delinquency prevention techniques and projects could be undertaken. Minimum level (2 officers for 12 hours) walking patrol in the developing downtown area could he instituted and maintained. OPTIONS: - Authorize another agency or department to perform all traffic and accident control and investigation. - Contract with a private agency for downtown security. - Select areas of concentration for patrol and crime prevention activities and ignore the rest of the population. CONSEQUENCES: - A relatively low sub -basic level of police service will result/ - Developing downtown area will be largely ignored. MICROFILMED BY JORM MIC R+LAEl CEDAR RAPIDS • DES MOINES , ..... .. - _.......... CT TY CF InwA CITY 12/04/79 1'12.0 rENFFAL FUNf CCMMIINITY PRF'T@CT IrN PnL ICF PRCTFCTTON I PATP.ni. "I'll10CES P.-OIITRF.D ACTUAL BUDGET DEPT, FY79 ADMIN. HUDGFT FYRO PPOPOSAL PPOPOSAL FY81 PERSONAL S=UVICFS 571 534 658,213 $ 840,914 $749,633 i COMMOD- ITIES 40,519 47,5E9 99,951 86,451 S:I VIC°; F, C'IAUGE S 32 4711 40,651 63,970 57,370 CAPITAL CI)TLAY 47,130 679672 92,500 83,500 TOTAL 691,711 814,215 1,097,335 976,954 Personnel i FY80 FY81 Dept. FY81 Admin. Authorization mesal Prcposal Captains 3 3 3 Sergeants 5 6 6 Patrol Officers 34 33 30 42 42 39 Ca Capital Outlay p EY81 Dept. FY81 Admin, Pr sal Autos (10) $80,000 $80,000 Light bar and mounting/safety e9uipment 12,500 3,500 $92,500 $83,500 i i 1 i ' I i i j I ) MICROFILMED BY g JORM MICR+LA13 ,. 4 CEDAR RAPIDS • DES MOINES t,. GOALS AND OBJECTIVES FUND: GENERAL PROGRAM: COMMUNITY PROTECTION DEPARTMENT: POLICE UNIT: CRIMINAL INVESTIGATION UNIT DESCRIPTION: The Criminal Investigation Unit initiates and performs follow-up investiga- tions in all felonies and most serious misdemeanors and offenses, whether or not the alleged offenders are adults or juveniles, and assures the enforcement of all laws relating to these offenses as well as assisting in the arrest and prosecution of offenders. I UNIT GOALS: The unit will provide a continuing high level of investigative services that will optimize the probabilities for the arrest and successful prosecution of ! offenders and will attempt to promote close personal and professional contacts with various helping agencies to assume that the critical needs of crime victims are satisfied. UNIT OBJECTIVES: 1. To continue to provide investigative and referral services not below those provided in FY80. 2. To provide rapid and thorough investigative follow-up on all cases. 3. To improve investigative support, including crime prevention measures, to the patrol unit to the extent resources allow. UNIT MEASUREMENT: 1. Actual investigations and referrals increase, if any, in FY81 will be compared to those completed in FY80 to indicate service level of the unit. I 2. Selected target crimes, for example,crimes against the person; robbery; etc., will be compared by clearance rates, FY80 vs. FY81, to indicate unit effectiveness and objective achievement. i I MICROFILMED BY JORM MICR¢LAB CEDAR RAPIDS • DES MOINES D DECISION PACKAGE l� DEPARTMENT: POLICE UNIT: DETECTIVE -CRIMINAL INVESTIGATION CURRENT SERVICE LEVEL UNIT DESCRIPTION: - Investigate any criminal matter received by telephone complaint or in person. - Thoroughly investigate any homicide, rape, suicide. These functions can usually be handled by our assigned number of detectives but additional men or women can be put into the investigate unit very quickly. - Work closely with the citizens of Iowa City, the City Manager and City Council. ADVANTAGES/BENEFITS; - Provides for complete irivestigatNe services. - Complements and reinforces patrol efforsts. - Enhances police/community relations by providing evidence of continuing interest in crimes. - Provides a high level of cooperative undertakins with other similar agencies. ® OPTIONS: - Investigate only the most serious crimes. - handle only Iowa City requests for service. - Allow patrol to handle all investigations. CONSEQUENCES: - Citizen dissatisfaction would increase. - Demand for investigative services would force a decision to reinstitute prior programs. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 141CROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 12/04/79 HUOr,F T FY81 CITY 1'F TnwA CITY 1 h 4 I I I 141CROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 12/04/79 HUOr,F T FY81 CITY 1'F TnwA CITY 1 I GENITAL fIIN[) K I C(-MM11NITY PcrTcrt ION 7 Pr)L1CF PonTECTICN FPIMINAL INVFSTIGATIrN PI'SOUP.CFS ACTUAI HIIIIGFT ncPT. Ar.MIN. P!'QIII°FI> FY 70 FY1i.0 PPOPDSAL PROPnSAL PFPSnNAL SEFVIC�S 115,483 9n, 066 $128,119 $121,756 rnmmrn- ITIFS 2,721 5,920 20,810 13,865 SrLVICFS f. CHAQGF5 S,05P 11 1700 24,825 13,925 C AP IT AL rI)TLAY 20,399 89500 8,475 -0_ Tf) TAL 143,201 115,686 182,27.9 149,546 F Y80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Sergeants 1 2 2 Patrolmen 4 4 4 5 6 6 EY81 Dept. FY81 Admin. Capital outlay Proposal Proposal Auto $7,900 $-0- Desk 430 _0_ Chair 145 _0_ Se, 475 $.0_ 141CROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 12/04/79 HUOr,F T FY81 1 K I 7 ;7 GOALS AND OBJECTIVES FUND: GENERAL PROGRAM: COMMUNITY PROTECTION DEPARTMENT: POLICE UNIT: RECORDS AND IDENTIFICATION UNIT DESCRIPTION: The function of Records and Identification is to maintain accurate documen- tation of all departmental activities; make available statistical summaries as needed; retain all records required by state and federal law; assure proper staffing and maintenance of radio and telephone communications; and perform photographic, polygraphic and other identification services. UNIT GOALS: The unit provides accurate up-to-date information and reports on cases, past offenses, etc., and to assure the provision of adequate and timely communication and identification services. UNIT OBJECTIVES: I. To provide for the greater use of polygraphic, photographic and identification services. 2. To provide for the timely and accurate production of reports and needed statistics. 3. To install and operate computer data system if LEAA funds become available. UNIT MEASUREMENT: I. The number of applications of polygraphic, photographic and other identification services will be compared to actual benefits as measured by clearance by arrests or investigation in. which identification services were employed. 2. The member of actual reports and records generated in FY80 will be compared to the number generated in FY81; thus giving a factual and Positive appraisal of work product. In addition, a similar process will be established to evaluate the requests (internal and external) for document and record usage. MICROFILMED BY JO RM MIC R+LAB CEDAR RAPIDS • DES MOINES 11 10 DECISION PACKAGE DEPARTMENT: POLICE UNIT: RECORDS 6 IDENTIFICATION CURRENT SERVICE LEVEL UNIT DESCRIPTION: Maintains all records as required. Prepares required reports and statistical abstracts. Performs identification and polygrapllic services as needed. Maintains basic laboratory services Iin support of the Patrol Inv units, and ADVANTAGES/BENEFITS: Makes it appear appear as if the City of Department. Iowa City knows how to operate a Pul ice Provides the most economical method of performing the functions required of the Unit. iadditionalProvides an ncreasing theo road productive ptime ofr rthe o1( icerstypng {Ce reports, thus Makes timely and accurate required and requested reports available. Provides a career pattern for employees through reclassification, OPTiONS: Each officer types and files own reports. Substitute sworn officers for the present clerk/typists. CONSEQUENCES: Loss of street time for officers. Lack of uniform reports and records. Increasing backlog of untyped reports; information because of pool, filing; difficulty difffculty in retrieving Present level of production in view oin maintaining even the f the increasing workload, MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES m 1 { I I I I i I i i 10 DECISION PACKAGE DEPARTMENT: POLICE UNIT: RECORDS 6 IDENTIFICATION CURRENT SERVICE LEVEL UNIT DESCRIPTION: Maintains all records as required. Prepares required reports and statistical abstracts. Performs identification and polygrapllic services as needed. Maintains basic laboratory services Iin support of the Patrol Inv units, and ADVANTAGES/BENEFITS: Makes it appear appear as if the City of Department. Iowa City knows how to operate a Pul ice Provides the most economical method of performing the functions required of the Unit. iadditionalProvides an ncreasing theo road productive ptime ofr rthe o1( icerstypng {Ce reports, thus Makes timely and accurate required and requested reports available. Provides a career pattern for employees through reclassification, OPTiONS: Each officer types and files own reports. Substitute sworn officers for the present clerk/typists. CONSEQUENCES: Loss of street time for officers. Lack of uniform reports and records. Increasing backlog of untyped reports; information because of pool, filing; difficulty difffculty in retrieving Present level of production in view oin maintaining even the f the increasing workload, MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES m 1 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 17/04/79 BUDGET FY81 G 'I CIIY rI' InuA CITY it AL FICiD I. i i MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 17/04/79 BUDGET FY81 G 'I CIIY rI' InuA CITY 1 'S 14.0 GFy FV AL FICiD CFNMUNITY PPI1TFCT1(IN POLICE PRnTECTInN RFCCRDS AND IDF.NTIFICAT1nN PGSnL)RCF.5 ACTUAL BVOGF.T DEPT. AnMTN. Pr.g111PEC FY7'. FY80 PPnPnSAL PROPnSAL P �R SHN AL �=RVICES 110,599 123,824 $133,335 $104,518 CnMMnD- ITIES 1.727 1,5C0 4,290 2,775 5':PVICiS L CHAP.GFt 16 41 7,850 24,141 18,841 CAPITAL GUT LAY 775 3,505 2,040 270 T7TAL 129,542 138,679 163,806 126,404 FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal mesal Radio Dispatchers 4 4 4 Clerk Typists 5� 5-3/4 44 Sergeant 1 - - 10h 9-3/4 IN FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Remodeling $1,500 $-0- Chairs (4) 540 270 2,040 $270 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 17/04/79 BUDGET FY81 G 'I I'; - GOALS AND OBJECTIVES FUND: GENERAL PROGRAM: COMMUNITY PROTECTION DEPARTMENT: POLICE UNIT: CROSSING GUARDS UNIT DESCRIPTION: The title of the unit is self-explanatory. Crossing Guards are assigned to dangerous street intersections or railroad crossings in an attempt to assure the safe and expeditious crossing of children before and after school. If school is not in session, the kids seem to make it safely on their own. UNIT GOALS: The unit goal is to assist in the safe and orderly passage fo school-age children across streets and intersections deemed to be hazardous during, shortly before and shortly following regular school hours. UNIT OBJECTIVES: 1. To reduce operating costs of the unit through an analysis of school crossing needs. 2. To assume the safe passage of children at guarded crossings. UNIT MEASUREMENT: 1. Number of accidents or fatalities among school children comparing controlled vs. non -controlled crossings, FY80 with FY81, during the hours school is in session and the guards are on -post. 2. Following the establishment of a joint school/city hazard committee and their analysis, suggestions would be made to the Council and administration as to what crossings need guards and where guards can be eliminated. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES all I � M 16-1 16-1 DECISION PACKAGE DEPARTMENT: POLICE UNIT: CROSSING GUARDS CURRENT SERVICE LEVEL UNIT DESCRIPTION: The unit name is self-explanatory. The employees of the unit attempt to control intersections deemed dangerous, to allow school children to cross safety. ADVANTAGES/BENEFITS: - A high probability exists that injuries or loss of life may be reduced. - Parents apparently feel better and complain less if crossing guards are present and the parents don't have to personally assume responsibility for this portion of the safety of their children. OPTIONS: Expand the unit. - Reduce the unit. - Continue at the present level. CONCEiUENCES: Unimaginable. i i E i 1 i MICROFILMED BY JORM MICR+LABS CEDAR RAPIDS • DES MOINES ,'. i CITY CF IOWA CITY 1915.0 GENERAL FI1N0 CFMNIINITY PPFTGCTIpN PnLlCF PRf1TECTION CPnSSIVf, GUArr)S PESnURCFS ACTUAL 11111)G ET PFOIIIRECr )FP T. AOHIN. Fy7, FY80 PROPOSAL PROPOSAL PFaSO^IAL SC;lVICFS 31,33Q 33,660 22,500 Commnn- I T I F S 9 C 5 1,500 1,300 S-17VICFS F, CHARGES 2,803 25,000 C4PITAL OUTLAY TOTAL 35,047 25,000 35,160 23,800 FY80 FY81 Dept, FY81 Admin. Personnel Authorization Proposal Pr�osal Crossing Guards roc xx qac FY81 Dept. FY81 Admin. Capital Outlay proposal Proposal None 12/04/79 Bl1Dr,,ET FY81 j j I I i, I , � l MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: POLICE PROGRAM: COMMUNITY PROTECTION UNIT: ANIMAL CONTROL UNIT DESCRIPTION: The function of Animal Control is to provide for the continual operations of the animal shelter facility, programs and enforcement of the City ordinance relating to animal control. UNIT GOAL: 1. To provide community protection and improve the quality of both human and animal life through effective animal control. UNIT OBJECTIVES: 1. To commence preliminary construction phases of a new Animal Control facility to meet state standards through the issuance of general revenue bonds. 2. To prepare for the implementation of a comprehensive animal licensing program in the year following the passage of the revised Animal Control Ordinance. 3. Graduation of officers from Animal Control Academy (April '81). UNIT MEASUREMENT: I. If funded by a general bond issue, to prepare completed design for new structure and/or remodeling. 2. Increases in unit earnings with the adoption and implementation of computer licensing using the statistics gathered in the first year of operation as compared to the previous year. 3. Successful graduation of Animal Control officers from a recognized peace officer academy. UNIT ANALYSIS: f 'i MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES U? DEPARTMENT: POLICE UNIT: ANIW%L CONTROL DECISION PACKAGE CURRENT SERVICE LEVEL UNIT DESCRIPTION: Provide effective licensing program. - Provide adequate level of personnel to operate seven day/week basis. - Dead animal removal. - Adequate and complete investigation of all complaints. - Provide limited education program to schools. - Provide for impoundment, regulation and enforcement of ordinance. ADVANTAGES/BENEFITS: - Relieves Police Department of evening and weekend complaints. - Availability of pet licenses seven day/week. - Adequate personnel for operation during vacation and sick leave, - Approaching a self-supporting cost effective animal control operation through effective licensing. Provide professional training at the National Animal Control Academy. Provide necessary education program which results in immediate or future understanding of animal control solutions, causes and services. OPTIONS: - Police Department could respond to all evening and weekend calls. - Continue to exist as a burden on the general taxpayer through inefficiency of licensing program. (lead animal removal could be provided by Streets Department. Eliminate education programs in schools. CONSEQUENCES: Loss of $50,000 to $60,000 (minimum estimate) by continuing present licensing system. Increase in citizens complaints due to less patrol time. Citizen inconvenience to conduct shelter business. Iack of continuity due to gap in enforcement and shelter operations over weekends. 0 MICROFILMED BY JORM MICR+LAB h CEDAR RAPIDS • DES MOINES ■ 1 i ■ 1 CITY OF IDWA CITY 1331.0 GFNFPAL FUNC i. C.FNP{INITY PPFTFCT ION I ANIMAL C,CNTRDL ,IPEPAT IONS 9.50URC.FS AC TU At P.000ET DEPT. ADMIN. PEQOI QED FY79 FY80 PPCPOSAL PRCPOSAL PCPSONAI. S.' VICFS 48,01 67,3% 80,468 53,180 C'1MMFI C- I TIFS 5,531, 5,840 6,250 5,350 r=I'VICES F. CH.W.11S 8,569 13,715 13,638 12,773 C•AP17AL OUTLAY 9,178 2,300 1,995 1,200 TOTAL 7117CC F..9,241 102,351 72,503 F780 FY81 Dept. FY81 Admin. Personnel Authorization mesal Proposal Animal Control supervisor 1 1 1 Animal Control Officer 5 5 3 6 6 4 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Redesign Dogrocm Lighting $ 600 $ 600 Sidewalk 300 -0- Animal Traps 200 200 Typewriter 895 400 1,995 1,200 MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS • DES MOINES 12/04/79 BUDGE T FY81 i. I I 7 GOALS AND OBJECTIVES ' FUND: GENERAL PROGRAM: PUBLIC SAFETY DEPARTMENT: FIRE UNIT: ADMINISTRATION •ti UNIT DESCRIPTION: The Fire Administration unit provides management for all divisions within the Fire Department including secretarial support for all di visions. UNIT GOALS: er To provide aomaximum level and rof management that assures community needs. current andfuture UNIT 00JECTI'jE5: I• 'Co ircplemcnt preparation of a comprehensive training manual. Z 'I'o develops a program for human relations training in the Fire Department 3. To develope a long range planning program as to the needs of the community and assignments of personnel. 0 UNIT MEASUREKNT: I. Participation and activity levels in the training program. 2. Observe reactions within the department resulting from the Program, 3. Prompt and proper solutions to future needs. i MICROFILMED BY JORM MIC R(LAB CEDAR RAPIDS OES MOINES M i i i I i i 1 A H 1 DECISION PACKAGE DEPARTMENT: FIRE UNIT: ADMINISTRATION CURRENT SERVICE LEVEL UNIT DESCRIPTION: This division consists of the Fire Chief and Senior Clerk -Typist. - Fire Administration provides direction and coordinates the efforts of Suppression, Prevention and the Training Divisions. Administration provides clerical support to all divisions within the department. ADVANTAGES/BENEFITS: Provides for complete management of the four divisions within the department. OPTIONS: Possibly the division heads could report directly to the City Manager. Clerical support could in part come from Word Processing Center. CONSEQUENCES: Short range operations could possibly continue with some degree of success. Long range decisions on program priorities, personnel scheduling, division Policies, and other projects extending for more than one or two months would become uncoordinated, ineffective and most likely cease. U MICROFILMED BY �. JORM MICR+LA9 CEDAR RAPIDS • DES MOINES z I I H 1 DECISION PACKAGE DEPARTMENT: FIRE UNIT: ADMINISTRATION CURRENT SERVICE LEVEL UNIT DESCRIPTION: This division consists of the Fire Chief and Senior Clerk -Typist. - Fire Administration provides direction and coordinates the efforts of Suppression, Prevention and the Training Divisions. Administration provides clerical support to all divisions within the department. ADVANTAGES/BENEFITS: Provides for complete management of the four divisions within the department. OPTIONS: Possibly the division heads could report directly to the City Manager. Clerical support could in part come from Word Processing Center. CONSEQUENCES: Short range operations could possibly continue with some degree of success. Long range decisions on program priorities, personnel scheduling, division Policies, and other projects extending for more than one or two months would become uncoordinated, ineffective and most likely cease. U MICROFILMED BY �. JORM MICR+LA9 CEDAR RAPIDS • DES MOINES z CITY OF IOWA CITY 1321.0 GENELAL FUND CCII"ONITY PPnTFCT ISN GENERAL SUPFRVISION 07SnURCE'; ACTUAL RIInGFT PigU1PFC F•Y70 FYRO P ❑ R S!III AL S 'VIC°S 38,611 409311 FnMMrD- ITIFS 1,210 4,4C7 -S *-- 0 VICES F. CHAPGES 8,078 21.239 CAPITAL CUT LAY 820 79310 TOTAL 48,669 689267 Personnel Fire Chief Sr. Clerk Typist Capital Outlay Map Case FIRE PP.nTFCTIO-4 DEPT, ACNIN, PPfpnSAL PROPOSAL 46,514 2,386 8,714 100 57,714 FY80 FY81 Dept, Authorization Proposal 1 1 1 1 2 2 FY81 Dept. Proposal 100 FY81 Admin. Proposal 31,052 1,986 8,514 41,552 FY81 Admin. Proposal 1 1 12/94/79 RUDGFT FYR1 1 j i r MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS DES MOINES r G GOALS AND OBJECTIVES FUND: GENERAL PROGRAM: PUBLIC SAFETY DEPARTMENT: FIRE UNIT: SUPPRESSION UNIT DESCRIPTION: In addition to fire suppression duties firefighters will also respond to emergency medical situations as First Responders. UNIT GOALS: To provide fire protection and emergency medical services to residents of Iowa City at the level of service approved by City Council. UNIT OBJECTIVES: 1. To continue preventive maintenance and readiness program for all pumpers and ladder trucks. 2. Improve lines of communication within the department. 3. Continued technical training of personnel so mine safety masks, nozzles and gauges can be maintained and repaired in-house. 4. Continue to provide emergency medical service assistance. UNIT MEASUREMENT: 1. Record daily and periodic checks according to schedule and restore all equipment to a ready condition immediately after all fire calls. 2. Schedule monthly meetings or as needed by July FY81. 3. Emergency equipment in reliable condition at all times. 4. Schedule training classes so as to maintain 90 percent of Fire Department personnel as qualified First Responders. PI r MICROFILMED BY JORM MICRLAS E CEDAR RAPIDS • DES MOINES i 4 11 DECISION PACKAGE DEPARTMENT: FIRE UNIT: SUPPRESSION CURRENT SERVICE LEVEL UNIT DESCRIPTION: The suppression iisy Department. This division has an authorized redivision strength of thirty-six fire fighters plus twelve officers for a total compliment of 48 people. The prime responsibility of this division is to provide fire protection to the lives and property of the citizens of Iowa City. Secondary responsibilities include responding to emergency medical situations as well as those related emergencies that threaten life or property. ADVANTAGES/BENEFITS: Provides the personnel necessary to staff three fire stations and to control the normal fire and related emergencies that arise. Provides for desirable level of participation in fire inspections, fire prevention and related programs. OPTIONS: The suppression division could not be abolished entirely without creating a grave impact of insecurity from fire and vulnerability to fire spread. Fire protections could possibly be provided in whole or in part by a system utilizing volunteers. Fire protection could be provided for by a private firm under contract. CONSEQUENCES: All options that were proposed were obviously a lower level of service. Therefore, it would be safe to assume some effectiveness would be lost. It would also then be safe to assume that loss due to fire will naturally increase. To justify or evaluate the options it would be necessary to compare the savings the options would offer against the additional anticipated losses to life and property. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES (I TY 1'I 1NNA CITY Personnel GFNIuAI. I Hit) Battalion Chief 3 GT'pp1INITY 1'FfTFctWN rIPE FIGHTING 3 �rCU1orn 6 36 nI1t7GFT _ °Y 79 FY90 Pr.,1tt1N4L Dept. -- ZvICrc 750,076 70.6, 467 f,rmPnO- 00 6600 Carpet (Nest) ITIrt 16,912 In.52f, Educator R Nozzle 650 Scales , hld°GF^ 14,9P7 13.2 Co CA"IT AL 2,400 Carpet (Central) CWT IAY 35,477 10,450 T1TAI 347 809.6 37 Personnel FY80 Authorization Battalion Chief 3 Captain Lieutenant 3 Fire Fighter 6 36 .Overtime -_ 48 Capital OutlayFY81 Dept. -- —Proposal Sack Pac Kitchen Counter Top 1,800 (Cent.) 600 Drapes (Nest) 00 6600 Carpet (Nest) 1, Ceiling (Central 1,000 Educator R Nozzle 650 Scales 100 Vent Hood (Southeast) 200 Bio Packs Air Chisel 2,400 Carpet (Central) 400 2,000 Vacuum Cleaners 600 11,350 FIRF P0nTrr..TION f)°P T• Arml&. PprprisAL PRCPf1SAL 25,552 31,275 11,350 1,017,005 FY81 Dept. Proposal 3 3 6 36 48 FY81 Admin. Proposal 1,800 600 600 1,000 1,000 650 100 200 2,400 8,350 MICROFILMED BY „„ JORM MICR+LAE?t S CEDAR RAPIDS DES MOINES 863,697 24,552 29,275 8,350 925,874 FY81 Admin. Proposal 3 3 6 34 46 11/04/79 HUOGFT FY 91 , I I i i I I i . i,, 3 CITY OF IIIWA CITY 1 Q2.0 GENIueI. FIINII Personnel Authorization CCNPIINITY PFf TFCT MN Captain FIPE FIGHTINr,. Lieutenant a°S U1P.rF5 ACTUAL RIIOGFT Pcuv)Fn CY79 FY RD 48 FY81 Dept. S= vlcrs 7509076 766,467 r,nuMnu- Kitchen Counter Top (Cent.) 600 ITIMS 18,912 18,52C c-::vlC-r T. Ceiling (Central 11000 CPIAQGFC 14 .A P2 13,2CO CAPITAL Vent Hood (Southeast) 200 Bid Packs OUTLAY 35,477 10,450 T'ITAI. 9 10, 347 809,637 FIRF PanTu TIRN nFPT. ACNIN• PPOPnSAL PRCPnSAL 25,552 31,275 11,350 1,017,005 FY81 Dept. Proposal 3 3 6 36 48 FY81 Admin. Proposal 1,800 600 600 1,000 1,000 650 100 200 2,400 8,350 850,262 24,552 29,275 8,350 912,439 FY81 Admin. Proposal 3 3 6 33 45 17/04/79 BUOGFT FYAI MICROFILMED BY JORM MICR�LAB Ti CEDAR RAPIDS • DES MOINES ,jl " FY80 Personnel Authorization Battalion Chief 3 Captain 3 Lieutenant 6 Fire Fighter 36 Overtime -- 48 FY81 Dept. Capital Outlay Proposal Sack Pac 11800 Kitchen Counter Top (Cent.) 600 Drapes (West) 600 Carpet (West) 11000 Ceiling (Central 11000 Educator & Nozzle 650 Scales 100 Vent Hood (Southeast) 200 Bid Packs 2,400 Air Chisel 400 Carpet (Central) 2,000 Vacuum Cleaners 600 11,350 FIRF PanTu TIRN nFPT. ACNIN• PPOPnSAL PRCPnSAL 25,552 31,275 11,350 1,017,005 FY81 Dept. Proposal 3 3 6 36 48 FY81 Admin. Proposal 1,800 600 600 1,000 1,000 650 100 200 2,400 8,350 850,262 24,552 29,275 8,350 912,439 FY81 Admin. Proposal 3 3 6 33 45 17/04/79 BUOGFT FYAI MICROFILMED BY JORM MICR�LAB Ti CEDAR RAPIDS • DES MOINES ,jl " i 1 i coatS n N D ____ 9 • 0a ECTIVES FUND: WLW1, PROGRAM: PUBLIC SAtErf DCI'ARTMCNT: PIWi ti UNIT: PPF.VFIPI'ION UNIT DESCRIPTION: 7}ne function of the Fire Prevention Bureau is to orgaiize, , ::u�'�.:e, and PL -m tan effective fire prevention program in Iowa Ci bureau is resimsible for the enforcement of local and State Codes, il;aticri of f.irc causes, die conduction of fire in ty. 1st cund public inforTni'tion pectin , Invest - and n menus other items, public relation UNIT GOALS: To provide an effective and res ins the keeping of fire records and an responsible prevention brave a such ultimire Purpose the prevention of firreCandr activity r+hidn �, �� as its I Properry losses from fire. reduction Of life and i UN!T OBJECTIVES: I• 0 cuntinuc fire investigatin faith mrrc intatsity tmirds till related inc•id,•nts. �. 'I'o insprct rand require all dt•inl ng Csrnhl i'dv2rnts to Deet rile Prnvisiunrs of the lava Administrative f. 7b prrndde a m+ru intensive fire revnitin I ( V ccnber Alp) P Progran for the rl()nndtorics 4• To nelintat» and pruvide the public wide fire Prevention nuterial. i i lJhl7 N,i'dSUREMENT: 1. •Tu seek wre arson related schools mid canferaioe cut Prrq+erty lr:sso s for I 1' 7b nr'intrrin aur record Chen life saving, and to cstnbislumnts. Cilxlt r of violations cited at drirnkin 3. To observe the future fire safety activities of g To disPartse to the Public 6,000 fire prevcvntion Pamphlets, orndtory residents, I• MICROFiLMEO BY DORM MICRLAO C CEDAR RAPIDS • DES MOINES ;'•J' r DEPARTMENT: FIRE UNIT: FIRE PREVENTION �ECISIONPACKAGE CURRENT SERVICE LEVEL UNIT DESCRIPTION: The Fire Prevention Bureau consists of one person known as the Fire Marshal. The Fire Marshal is responsible for enforcement of City, State and National Codes, Fire Prevention inspections and programs, Fire Investigation for determining all fire causes. Also blueprint reading, public relations, public awareness and other fire related activities as required. ADVANTAGES/BENEFITS: - Provides the Fire Marshal to enforce existing codes. - Provides for fire safety supervision of inspections. - Provides for Fire Prevention programs, talks and demonstrations. - Provides for thorough Fire Investigations. - Provides for keeping fire records and Fire Prevention activities. OPTIONS: The only alternative would be to assign the Fire Marshal's duties to the Fire Chief. CONSEQUENCES: The Fire Chief would be overburdened with his administrative work plus the addition of the Fire Prevention Bureau. Investigations and arson related fires would go undetermined and increase sharply: MICROFILMED BY JORM MICR+LAO u +; CEDAR RAPIDS • DES MOINES j I r DEPARTMENT: FIRE UNIT: FIRE PREVENTION �ECISIONPACKAGE CURRENT SERVICE LEVEL UNIT DESCRIPTION: The Fire Prevention Bureau consists of one person known as the Fire Marshal. The Fire Marshal is responsible for enforcement of City, State and National Codes, Fire Prevention inspections and programs, Fire Investigation for determining all fire causes. Also blueprint reading, public relations, public awareness and other fire related activities as required. ADVANTAGES/BENEFITS: - Provides the Fire Marshal to enforce existing codes. - Provides for fire safety supervision of inspections. - Provides for Fire Prevention programs, talks and demonstrations. - Provides for thorough Fire Investigations. - Provides for keeping fire records and Fire Prevention activities. OPTIONS: The only alternative would be to assign the Fire Marshal's duties to the Fire Chief. CONSEQUENCES: The Fire Chief would be overburdened with his administrative work plus the addition of the Fire Prevention Bureau. Investigations and arson related fires would go undetermined and increase sharply: MICROFILMED BY JORM MICR+LAO u +; CEDAR RAPIDS • DES MOINES CITY CF I(',NA CITY 1323.0 GEF:F:)AL FANO UFP7. ACMIN. RUOGFT CCPMLINITY PPnTECTI(JN PAnpoSAL FY91 24,328 i CITY CF I(',NA CITY 1323.0 GEF:F:)AL FANO UFP7. ACMIN. RUOGFT CCPMLINITY PPnTECTI(JN PAnpoSAL FY91 24,328 FIQF PRFVPNTICN 1,680 *ESOIIRCSS ACTUAL RIInGET ProupFr FY7U FY80 P- uSr)NAL S -'VICES 19,R7R 20,P""56 C'1'�Mf�II- ItIrS q6 I.t'5 S==VIC,°S I: C14Ar'GFG 7C/, 1x740 rAPITA1. n'ITIAY 4C5 350 T9TAL 21,850 74,101 17/04/79 FIRE PPnT'CTICN UFP7. ACMIN. RUOGFT PcrPOSAL PAnpoSAL FY91 24,328 11,630 1,680 1,570 1,370 1,270 27,378 14,470 FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Fire Marshal 1 1 1= FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal None MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES t R-1 i GOALS AND OBJECTIVES FUND: GENERAL PROGRAM: PUBLIC SAFETY DEPARTMENT: FIRE UNIT: TRAINING UNIT DESCRIPTION -To plan, coordinate, and direct all training, scheduling of drills and assignments. To bring new and advanced training and fire fighting techniques to the attention of his subordinates by attending specialized training programs. Maintain an up to date Fire Department library for the purpose of instruction and personnel referebce, Be responsible for general maintesectornince of settingrupDFiretment Brigadeslandnt. testingdofssistnce to the private FireaSuppression systems. UNIT GOALS: To develope the Fire Department's own training techniques, using the Fire Department personnel and their innovative ideas to cover all phases of fire fighting training designed especailly for this department's needs. This wfighting ill tend to bring a beneficial effect of making the repititous work of fire coordinatedrl more smooth, andknowledgeablenmore eoperating stinto tfire he efighting force. With athese beneficial effects of a well trained department, one which assists its citizens, will probide the public with a sense of security. UNIT OBJECTIVES: 1. To develope a new training intructional outline with the use of visual aids as one innovative idea to help design a training program especially for this departments particular needs. 2. To maintain an up to date Fire Department library and filing system for the purpose of Fire Department instruction and reference material. 3. To have participation of all new fire fighters in the IAFC/IAFF Fire Fighters pprenticeship Program. 4. To fund and institute the Emergency Medical Technician Program. UNIT MEASUREMENT: 1. To have 20% of new outline of instruction completed and instituted. To have 10% of all visual aids completed in coordination with new outlines, by January 1, 1981. 2. To have Fire Department library brought up to date, unless there is a change in promotional testing reference material by January 1, 1981. 3. To have 100% of participation of new fire fighters in the IAFC/IAFF Fire Fighters Apprenticeship Program. 4. To institute and fund the IAFC/IAFF National Apprenticeship for Emergency Medical Technician Program with instructio n on duty and 50% or more participation by the end of fiscal year. MICROFILMED BY JORM MICR+LAB r CEDAR RAPIDS • DES MOINES ■ 1" W I ., DECISION PACKAGE DEPARTMENT: FIRE UNIT: TRAINING CURRENT SERVICE LEVEL UNIT DESCRIPTION: The Training Officer plans, coordinates and directs all training, scheduling of drills and assignments through the cooperation of the Battalion Chiefs. Brings new and advanced training and firefighting techniques to the attention of his subordinates by attending fire schools, special training sessions offered by Federal, State and Fire Service personnel. Maintains an up to date Fire Department library for the purpose of instruction of Fire Department personnel. Be responsible for general maintenance of Fire Department equipment, so it is maintained in a safe and operating condition. Lends assistance to industry, hospitals, etc. in setting up Fire Brigades and Testing of Fire Suppression systems. ADVANTAGES/BENEFITS: If the above unit description is followed the Fire Department Training should bring a beneficial effect of making the repititious work of fire fighting training more interesting. It will also see that all phases of fire service training are covered in depth and in a structural method. This will lead to a smooth, coordinated and knowledgeable operating fire fighting force. Also the public relations benefits of a well trained department, one which assists its citizens is very beneficial and provides the public with a sense of security. OPTIONS: Training responsibilities could be assigned to Chief or other qualified personnel. CONSEQUENCES: If the above level is not maintained or would have to be assigned it would cause the desired level of training to drop to an unacceptable level. This would be due to the minimal amount of time the assigned personnel would have after maintaining his own duties to a satisfactory level. MICROFILMED BY JORM MICR+LAB w CEDAR RAPIDS • DES MOINES h CITYfF INA CITY j 12/04/79 1324.0 GEh Fo nL FIWp , CCMNUNITY PPnTFCTIEIN FIPF TRATNING I -i i 1 CITYfF INA CITY 12/04/79 1324.0 GEh Fo nL FIWp , CCMNUNITY PPnTFCTIEIN FIPF TRATNING PPOTFCT[ON ?c SOURCES PrOUIRF[ ACTUAI Ri10gFrG T. FV79 D P AUN[h. 9L'DGFT FY80 PPfPOSAL PPOPOSAL FY81 PqkSUNeL S:kvTCFS 19,920 20,F56 24,303 11,617 r9wMO. D— I T[F; Fr 770 475 475 CHADGES 1,160 925 1,220 1,120 j CAP IT AL OUTLAY 825 -- TOTAL 21.166 22,5C1 26,823 13,212 I i I'• Personnel FY80 FY81 Dept. Authorization Proposal FY81 Admin. Proposal Training Officer 1 1 z Capital Outly FY81 Dept. FY81 Admin. Proposal Proposal { ', Overhead Projector 825 I• t MICROFILMED BY ' JORM MICR+LAB } CEDAR RAPIDS • DES MOIRES •.... • parks & recreation department MEMO to: Neal fierlln from: Dennie E. Showalter re; Difference in Approach to date � $70,000 Personnel Cuts Needed • January 28, 1980 to Balance Budget The cuts that I have suggested will result in a minimum of service reductions to the public, and the cuts in permanent staff will be accomplished through attrition. The Maintenance Worker I position at the park is vacant, the ASERP position is vacant, and the Assistant Recreation Superintendent position will almost certainly be vacant in April 1980. It appears that the Recreation Program class at the University will take over ASERP for FY 81 --the whole process, from contact with the schools, through regis- tration, classes, and evaluation. By rearranging duties among the rest of the Program Supervisors, and other members of the staff, I feel that we could operate without an Assistant Recreation Superintendent. We might find that we would need to hire a Programmer, part-time, for a specific period, such as summer for tennis or playgrounds, etc. I feel that one Maintenance Worker I position at the park can be eliminated without affecting services to the public, if we reduce services to other departments. Perhaps we can reduce the mowing on Highway #6 by 75%. The Water P. C. plant would no longer be mowed and trimmed like it was a park. Perhaps Enterprise divisions i can reimburse the park for services performed, getting money into the general fund. We need to buy larger, more efficient equipment when equipment purchases are made, allowing each employee to produce more. The other major cut that I propose, 50% in Park part-time, can be done without seriously reducing services by a combination of the following: 1. Use Mayor's Youth 2. Use CETA more 3. Use Work -Study 4. Use more interns and practicums 5. Ask other departments to assist us when they aren't busy, such as having'someone from the westside fire station lock the Willow Creek Park restrooms at dark, and having someone from the eastside fire station lock the Wetherby Park restrooms at dark, instead of a park patrolman. 6. Using employees of other departments who are temporarily disabled to perform or help perform park patrol duties in spring, summer, and fall. Your proposal to eliminate the Park Superintendent would seriously affect delivery of services in the Park division. Currently, the Superintendent supervises 12 full-time employees, and up to 8 part-time employees in the summer. It !s easentlal that a Superintendent be present to assign work, supervise work, inspect work, keep the necessary records, etc. The duties and responaibilities of the Park division have greatly increased over the past 4 years. I hear nothing but favorable MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i ,a ._I I Page 2 cammentS nhaut the parka, and the dlvinlun In n mnIng 11nunrlhly. To rad lrnlly all1-r a dlvInluu Ihnl la roll IIy pt. rful9nllig dn4.nu'1 111111(' any 111-11114. 1 m1-. Your proposal to ellminaCc the S4.nlor CIork TypIHI In the Recrentton division would, In my estimation, be a tragedy. Althou);h this person has the job classification of Senior Clerk Typist, she does almost no typing --an average of 30-45 minutes per day --so, in this case, Word Processing Is not the answer. Since Word Processing is located 1!i blocks away, it isn't as efficient for us to use the WPC as departments/ divisions in the Civic Center. This person does the following: 1. Answers questions, both over the phone and at the counter, about recreation services. 2. Registers people for classes. 3. Piling. 4. Schedules rooms in the Recreation Center. 5. At present, in the absence of Marilyn Levin, is running the Golden Age Club. 6. Other miscellaneous duties, including typing schedules, news releases, etc. The final thing that I want to say is again to say that if $70,000 in personnel cuts are necessary In my department, let me make the cuts where there will be a minimum or reduction of services to the public. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES i } I Page 2 cammentS nhaut the parka, and the dlvinlun In n mnIng 11nunrlhly. To rad lrnlly all1-r a dlvInluu Ihnl la roll IIy pt. rful9nllig dn4.nu'1 111111(' any 111-11114. 1 m1-. Your proposal to ellminaCc the S4.nlor CIork TypIHI In the Recrentton division would, In my estimation, be a tragedy. Althou);h this person has the job classification of Senior Clerk Typist, she does almost no typing --an average of 30-45 minutes per day --so, in this case, Word Processing Is not the answer. Since Word Processing is located 1!i blocks away, it isn't as efficient for us to use the WPC as departments/ divisions in the Civic Center. This person does the following: 1. Answers questions, both over the phone and at the counter, about recreation services. 2. Registers people for classes. 3. Piling. 4. Schedules rooms in the Recreation Center. 5. At present, in the absence of Marilyn Levin, is running the Golden Age Club. 6. Other miscellaneous duties, including typing schedules, news releases, etc. The final thing that I want to say is again to say that if $70,000 in personnel cuts are necessary In my department, let me make the cuts where there will be a minimum or reduction of services to the public. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES D-1 GOALS AND OBJECTIVES FUND: General PROGRAM: Parks and Recreation DEPARTMENT: Leisure & Cultural Oppor.UNIT: Administration UNIT DESCRIPTION: The function of Parks and Recreation administration is to: I. Direct and oversee operations in the department's five divisions: Recreation, Parks, Cemetery/Forestry/Weed Control, Government Buildings, and Central Business District Maintenance. 2. Coordinate the efforts of the above divisions and coordinate City projects with other City departments and divisions. 3. Meet with and supply necessary information to the Parks and Recreation Commission. 4. Supply administrative and secretarial services to the department's divisions, as needed. UNIT GOALS: To provide a wide variety of Parks and Recreation services and programs through the efforts of a well -motivated, efficient work force at a level of service desired by the City Council. UNIT OBJECTIVES: 1. Prompt dissemination of information from the Council, City Manager, Parks and Recreation Commission, and other departments anddivisiOns to appropri division heads and divisions. Ongoing, 2. Systematic monitoring of divisions to ensure that each is functioning at capacity for the complete budget year. Ongoing, 3. Avoid duplication of services within City government, and attempt to ' avoid duplication of parks and recreation services that are offered by other governmental units or private enterprise. Ongoing. UNIT MEASUREMENT: 1. Effectiveness will be reflected in how well divisions serve the public. This will be determined by the frequency of legitimate complaints. 2. Quality will be measured by results and comments on City monthly survey, on the request for service forms available at the Recreation Center and some parks, results of eight block area Leisure Needs Survey, and use surveys conducted at the Recreation Center. 3. Avoidance of in-house duplication will be accomplished by in-house staff meetings. Outside duplication avoidance will be accomplished by meetings with the various groups, such as Johnson County Regional Planning Open Space Committee, Kirkwood, and University Recreation Services. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES 1 0.9) 1 OE r, 1 S 1 0 N PACKAGE �I DEPAR7MENT: Parks and Recreation UNIT: Administration CURRENT SERVICE LEVEL UNIT DESCRIPTION: 1) Provides for administrative direction of the Department's five divisions -Recreation, Parks, Cemetery -Forestry -Weeds, Government Buildings, and CBD Maintenance. 2) Provides for liaison, professional assistance, and clerical services to the Parks and Recreation Commission. 3 Provides information, datareports, and recommendations to the City Manager and tCityical Council. 4) Provides for information dispersal to the public regarding facilities, programs, operations and procedures, and future planning. 6 Pro- vides for coordination of division activities with other city departments and divisions. 6) Provides for clerical assistance to the Director and the ) department's six divisions. ADVANTAGES/KNEFITS: - Initiates cooperative work arrangements between divisions to avoid duplication Of efforts. - Provides for division leadership in absence Of superintendents. Provides for some technical assistance to divisions. - Keeps clerical support within the department. Reduction of citizen complaints. nPIIONS: Each division head reports to the City Manager. Liaison with Parks and Recreation Commission done b Reports, data, technical information, and recormlendationsstontheads CitrManager and Council done by consultant or others. y - Let Word Processing or others do clerical - Let others answer phones and radio. work. CONSEQUENCES: - Division heads would have many additional duties, reducing their effectiveness - The Parks and Recreation Commission, City Manager, and Council would not get adequate information. - Increased citizen dissatisfaction and complaints. MICROFILMED BY - JORM MICR+LAB 3 CEDAR RAPIDS • DES MOINES 1650.0 A, , Dept, qosal HUMAN DEVF.LCPMENT RF, SOURCES RFOUIRFD ACTUAL Sr. Account Clerk 5 PF,R.SCNAL t SFP.. VI CE S 2 I i 1650.0 GENERAL FUND Dept, qosal HUMAN DEVF.LCPMENT RF, SOURCES RFOUIRFD ACTUAL Sr. Account Clerk FY79 PF,R.SCNAL SFP.. VI CE S 2 2 35.564 COMMOD_ — ITIFS 2 CaPital Outlay 10 SERVICES F, y CHARGES Dxposal 1,413 CAPITAL OUTLAY TOTAL 36,987 CITY OF IOWA CITY 12/04/79 PARKS E REC. ADMIN. BUDGET DEPT. FV80 PROPOSAL ACMIN. BUDGET PROPCSAL FY81 40,041 $45,033 $92,905 1'665 1,665 915 2,575 2, 950 2,525 44,281 49,648 46,345 Persainel MIDFY81 Authorization Dept, qosal EY81 Admin Director sal Sr. Account Clerk 2 2 1 — — 2 CaPital Outlay FY81 fit• Pr posal FY81 Admin, y None Dxposal MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES ' i. 1, 3 y Personnel Director Sr. Account Clerk Capita— l— l Outlay None CITY OF IOWA CITY 12/04/79 PARKS L RFC. ADNIN. BUDGET DEPT. ACMIN. FYeO PROPOSAL PROPOSAL BUDGET FY81 409041 $45,033 J 1,665 i 915 I I i Personnel Director Sr. Account Clerk Capita— l— l Outlay None CITY OF IOWA CITY 12/04/79 PARKS L RFC. ADNIN. BUDGET DEPT. ACMIN. FYeO PROPOSAL PROPOSAL BUDGET FY81 409041 $45,033 J 1,665 i 915 i I 2,950 1650.0 GENERAL FUNC FY81 Admin. HUMAN DEVF.LrPMGNT PFSOURr,ES ArTUAL °FDUIP.F.D FY79 PrRSCNAL S-OVICE.S 35,564 CIIMuOD- ITIFS 10 SERVICES I. CHAPGES 1,413 C APITAL OUTLAY TOTAL 36,987 Personnel Director Sr. Account Clerk Capita— l— l Outlay None CITY OF IOWA CITY 12/04/79 PARKS L RFC. ADNIN. BUDGET DEPT. ACMIN. FYeO PROPOSAL PROPOSAL BUDGET FY81 409041 $45,033 $29,975 1,665 1,665 915 2v575 2,950 2,525 449281 49,648 33,415 FY80 Authorization 1 1 2 FY81 Dept. Pr posal FY81 Dept. Fy81 Admin. Proposal Proposal 1 1 1 0 2 1 FY81 Admin. Pr sal MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ani IE I i I, Ii i I_ P ,q+ GOALS AND ODJECTIVE5 FUND: General DEPARTMENT: Parks and Recreation PROGRAM: Human Development UNiT: Recreation UNIT DESCRIPTION: The responsibility of the division includes Center, swimming pools the o of recreational activitia dPlaygrounds, and Operation of the Recreation Recreation services, the coordination of a wide range conduct C0R°mission, the objective es With the advice of , and evaluate organized proe O f thisand division is to the Parks and public. recreation activitiespforothe UNIT GOAL: To provide a high quality'! activities, which will meetthe program of recreational and istics and interests. needs of cultural a Population having varied character- MIT 08JECTIVES: I. Continue with tion existing successful programs as outlined in activity 2. Provide continue.(] culturalprogramming descrip- in City Plaza, Weekly Seris-ct. of entertainment I in FY '80 from Y-Oct. b exhibits, etc, 3. Expand Outdoor recreationnprogrenailin Y June 1981. Funding required as and City funds. age Children. Add one new activity bys12180chas Kindergrounds for for part-time staff paid b Additional funding 4. Increase services to y Participant fees, g required group not presently special populations by including one new disability disabled child y reached such as the educable retarded 6• Add four - complete by 6/81, or the emotionally mdde our new trips for special populations and senior citizens 6. Provide y donation of van from Pilot Club b e one more overnight trip for general y June 19198 UNIT MEASUREMENT: Public by June 1981. 1. Staff review, evaluations activity, and attendance reports; stud staff• and monitoring requests and complaints, Y °f participant Z• Activity report showin Work load by existing as assessed by staff, g attendance and general 3. Activity and attendanceWrrecordsork daccompanied b Public acceptance or r staff, Y existing staff, ejection 4. Activityleadership by added part-time staff, y Public r report indicating attendance and reaction. Planning by additional fund requirement, participant S• Low budget item P acceptance, No Lime assistance. Item Planned and implemented by existing 6• Self- Participant evaluation reviewed staff with some Supporting activities part- Some part-time asctivities Planned and implemented b ierl evaluated, Activity reports and y existing staff with participant reaction MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES B -z DECISION PACKAGE DEPARTMENT: Parks 6 Recreation UNIT: Recreation CURRENT SERVICE LEVEL UNIT DESCRIPTION: The division maintains and operates the Recreation Center and swimming pools and conducts a wide range of recreation activities and services at Lite Recreation Center, in the public schools, playgrounds and city parks for people of all ages having varied characteristics and interests. Permanent staff with the aid of temp. employees plan, organize and conduct activities designed to meet Lite leisure time needs of the people. Instruction is offered and oppor- tunities made available for learning and engaging in different recreation skills Facilitles are kept safe, clean and inviting for elective play; they are super- vised for equal use and leaders are provided as needed to enhance enjoyment. Clerical personnel provide the required support service to inform public and register participants, issue equipment, keep records, prepare reports, accept payment and balance receipts, etc. ADVANTAGES/BENEFITS: Social, cultural, aquatic and physical activities are spec- ially organized for elderly and handicapped persons as well as encouraging Integration. Instruction, performance and exhibits in the arts are conducted for children and adults; interesting trips are planned throughout the year. A wide variety of sports and games activities are possible through Leagues, tournament, instruction and drop-in including: archery, basketball, fitness, gymnastics, football, billiards, racquetball, softball, roller skating, air rifle, table Lentils, tennis and volleyball. Two major programs serve elementary age children: supervised summer playgrounds and play tiny at the Center during the school year. Public swimming and instruction is available year around. Equipment is loaned and facilities reserved. Farmer's Market is operated in season. After school, evening and weekend activities are conducted in many school buildings. OPTIONS: Services might be provided by parent groups, private agencies and commercial interests. Others could be contracted to conduct some activities. Facilities could be opened and supervised without organized programs reducing costs but also reducing revenue. CONSEQUENCES: The quality Of life in Iowa City would suffer. Those who could afford commercial recreation would be served, others would not. Unfair competition would be generated for facilities and the strong would survive. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES ii i MICROFILMED BY JORM MIC R+LA8 CEDAR RAPIDS • DES MOINES B CITY OF IOWA CITY 12/04/79 1610.0 GENERAL FUNC HUPAN DEVELOPMENT RECREATION RESOURCES ACTUAL BUDGET DEPT. ADMIN. BUDGET REQUIRED FY79 FY80 PROPOSAL PROPOSAL FY81 P=RSONAL SERVICES 283,251 327,147 $376,064 $325,675 COMMOD- ITIES 29,340 37,150 41,300 36,800 SERVICES 6 CHARGES 73,872 81,130 102,780 94,913 CAPITAL OUTLAY 9003 4,868 7,355 6,055 TOTAL 395,666 450,295 527,499 463,443 FY80 FY81 Dept. EY81 Admin. Personnel Authorization Proposal Proposal Superintendent 1 1 1 Asst. Superintendent 1 1 0 Rec. Supervisor II 4 4 4 Admin. Secretary 1 1 1 Sr. Clerk/Typist 1 1 1 Sr. Maintenance Worker 1 1 1 Maintenance Worker I 2 2 2 Rec Supervisor I (3/5) 1 1 0 Tertporary/Overtime roc roc xx 12 12 10 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Replacement Filter Elements (2) $ 700 $ 700 Portable PA for Plaza 700 -0- Color Photo Equip. 300 _p_ Dry Mount Press 300 _0 - Equipment Repl. 5 355 7,355 5 355 6,055 MICROFILMED BY JORM MIC R+LA8 CEDAR RAPIDS • DES MOINES B MICROFi LME' BY t JORM MIC R�LA13 CEDAR RAPIDS •DES MOINES CITY OF IOWA CITY 12/04/79 1610.0 GFNEPAL FLING HUPAN DEVELCPPENT RCCR.FATICN R°SnURCES ACTUAL BUDGET DEPT. ADMIN. BUDGET REQUIRED FY79 FY80 PRCPOSAL PROPOSAL FY81 P?RSONAL SERVICES 2.83,251 327,147 $376,064 $325,675 C9MMOD- ' ITIFS 29,340 37,150 41,300 36,800 i SSOVICFr E CHARGES 73,872 81,130 102,780 94,913 i CAPITAL OUTLAY 9,403 4,868 7,355 6,055 TOTAL 395,E66 450,255 527,499 463,443 FYBO EY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Superintendent 1 1 1 Asst. Superintendent 1 1 0 Rec. Supervisor TI 4 4 4 Admin. Secretary 1 1 1 Sr. Clerk/Typist 1 1 1 Sr. Maintenance Worker 1 1 1 Temporary/overtime xxroc 2oc 9 9 8 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Replacement Filter Elements (2) $ 700 $ 700 Portable PA for Plaza 700 -0- Color Photo Equip. 300 -0- Dry Mount Press 300 -0- Equipment Rept 5,355 5,355 57,355 I $6,055 ' m i r MICROFi LME' BY t JORM MIC R�LA13 CEDAR RAPIDS •DES MOINES lu M) GOALS AND OBJECTIVES FUND: General DEPARTMENT: Human Development PROGRAM: Parks and Recreation UNIT: Parks UNIT DESCRIPTION: The function of Parks is to provide sufficient open space and recreational facilities for outdoor leisure time activities, and to maintain and improve these facilities. UNIT GOALS: To provide the best service possible with the resources available to satisfy the leisure needs of citizens of all ages. UNIT OBJECTIVES: 1. Construct a four diamond softball complex for girls at Napoleon Park - April '81. 2. Upgrade and make uniform all signs in City Park - September 180. 3. Continue with program of cultural practices to improve turf on all heavy use park areas - ongoing. 4. Establish ground cover on steep banks at College Green Park - May '81. 5. Create new informal (low maintenance) beauty spots at Willow Creek and Wf:thefoy Parks with spring flowering bulbs - November '80. 6. Continue development of Hickory Hill arboretum with completion of phases 1, 11, and III - November '80. UNIT MEASUREMENT: I. Will be measured by whether the project is completed. 2. Will be measured by whether the project is completed. 3. Will be measured by appearance and condition of turf. 4. Will be measured by whether the project is completed. 5. Will be measured by whether the project is completed. 6. Self -measuring by progress of project. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ■ f ■ DECISION PACKAGE DEPARTMENT: Parks -and Recreation UNIT: Parks I I CURRENT SERVICE LEVEL , I UNIT DESCRIPTION: Provides for the performance of normal park operations including: trash Pickup three times per week; regularmowing of required areas; twice weekly cleaning of Picnic shelters; daily maintenance of restroom facilities; required snow removal, leaf pickup, repair and maintenance Of buildings and facilities; horticultural practices and related activities; skating pond resurfacing; some park construction projects and some assigned non -park projects and maintenance duties. ADVANTAGES/BENEFITS: 1. Provides for the performance of regular park operations. 2. Provides for some replacement of equipment and facilities. 3. Provides for some maintenance of non -park City -owned facilities. 4. Composted leaves will provide low cost organic matter for horticultural plantings. i i. OPTIONS: I. Contract out or assign all maintenance of buildings and equipment to other City departments or private contractor. 2. Assign snow removal to Streets Division. 3. Contract horticultural activities to private business and/or seek volunteer help. 4. Assign trask pickup to Sanitation Division. CONSEQUENCES: I. Park facilities and equipment will deteriorate. 2. Citizen complaints will likely increase if present services are not maintained. 3. Incidents of possible injury and/or lawsuits may result due to reduced maintenance. 4. Floral displays would be minimal or non-existent in some parks. S. Litter could become a problem if pickup schedule is reduced. I i MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a CITY OF IOWA CITY 1620.0 GENERAL FIIND f I i i i j i i i I j a CITY OF IOWA CITY 1620.0 GENERAL FIIND f I IMMAN DEVF.LCPPENT PARKS R=SCURCES ACTUAL RIInGF.T nEPT. ADMIN. REQUIRED FYT9 FY80 PPOPOSAL PROPOSAL PFRSONAL SF2VICES 195,625 206,380 $242,519 $199,196 cnMMnD- ITIFS 22,E67 28,3C3 30,120 28,079 S4()VICFS L CH4QGES 41,568 619518 79,940 70,408 CAPITAL OUTLAY 46,1[8 34,626 38,681 33,084 Tr) TAL 306,168 333,227 391,260 330,767 FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Park Superintendent 1 1 1 Sr. Maintenance Worker 3 3 3 Maintenance Worker III 3 3 3 Maintenance Worker II 4 4 4 Maintenance Worker I 2 2 1 Temporary xx xx xx 13 13 12 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Trees and Wind Screen $ 2,000 $ -0- Snow Plow - repl. 1,500 1,500 Dozer - repl. 1,500 1,500 Trim Mowers (6) 1,200 1,200 Weedeater 250 -0- Posthole Auger 800 -0- Equipment repl. 3� 38, 81 28,084 33 84 MICROFILMED BY ' JORM MICR+LAB CEDAR RAPIDS • DES MOINES 12/04/79 BUDGET FY81 M f I L B-1 GOALS AND OBJECTIVES FUND: General PROGRAM: Physical Environment DEPARTMENT: Parks & Recreation UNIT: Cemetery/Forestry/Nursery UNIT DESCRIPTION: The Cemetery/Forestry/Nursery Division provides well-maintained cemetery i grounds, keeps adequate records for current use and future reference, supervises street tree care, enforces plant life ordinances, acts as a reference source for other departments, and as a public relations representative of the City. UNIT GOALS: To broaden the Cemetery/Forestry/Nurser the established forestry projects and programsamsToyserveethenCitnd improving citizens by proper cemetery maintenance, updated records, realisticafeeshand charges, and providing the special atmosphere necessary and definitive to this division. i UNIT OBJECTIVES: 1. To continue and update the successful public relations program for all units. i 2. Prevent deterioration of present physical properties of the cemetery by annual improvements. 3. Continue and update the record keeping systems for all units. 4. Review current ordinance violation processing procedure for possible I improvement. UNIT MEASUREMENT: I. All Cemetery/Forestry/Nursery records will remain current. 2. Annual cemetery allotment of monies to improve roads, extend water service, similar imroectss toreinforce Governor Street wall, continue with monument repairs and other 3. Cforstrurrent materrialent in cemetery,outdoorbbullses,etinyboard.utiliSeasonal 4. Administer1ethe Weed dia aOrdinance June -October. cemetery/ 5. Complete a minimum of one contract for each phase of forestry operation, MICROFILMED BY DORM MIC R+LAa i' CEDAR RAPIDS • DES MOINES 14 DECISION PACKAGE DEPARTMENT: Parks and Recreation UNIT: Cemetery/forestry/Nursery CURRENT SERVICE LEVEL UNIT DESCRIPTION: The Cemetery/Forestry/Nursery Division provides well-maintained cemetery grounds, keeps adequate records for current use and future reference, super- vises street tree care, enforces plant life ordinances, acts as a reference source for other departments, and as a public relations representative of the City. ADVANTAGES/BENEFITS: Provides for interments and all necessary records for billing and filing. Provides for the control of accumulated weeds and grasses. Reasonable maintenance of cemetery physical plant. Provides for the reduction of street tree problems and the addition of new trees. Forces peak production and efficiency from a small staff. Helps to eliminate the problem of poor communication with the public. OPTIONS: The physical properties of the cemetery could be allowed to deteriorate and record keeping lapse. The street tree planting program could be abolished. Weed control could be abolished or assumed by another department. CONSEQUENCES: Public relations would be at an all-time low. The care of a burial place is Of utmost importance to the family. Horticultural care improvements have grown to be an accepted part of daily living; to reduce or eliminate would be detrimental, as well as hazardous. MICROFILMED BY JORM MICR¢LAB CEDAR RAPIDS • DES MOINES ri tl f. DECISION PACKAGE DEPARTMENT: Parks and Recreation UNIT: Cemetery/forestry/Nursery CURRENT SERVICE LEVEL UNIT DESCRIPTION: The Cemetery/Forestry/Nursery Division provides well-maintained cemetery grounds, keeps adequate records for current use and future reference, super- vises street tree care, enforces plant life ordinances, acts as a reference source for other departments, and as a public relations representative of the City. ADVANTAGES/BENEFITS: Provides for interments and all necessary records for billing and filing. Provides for the control of accumulated weeds and grasses. Reasonable maintenance of cemetery physical plant. Provides for the reduction of street tree problems and the addition of new trees. Forces peak production and efficiency from a small staff. Helps to eliminate the problem of poor communication with the public. OPTIONS: The physical properties of the cemetery could be allowed to deteriorate and record keeping lapse. The street tree planting program could be abolished. Weed control could be abolished or assumed by another department. CONSEQUENCES: Public relations would be at an all-time low. The care of a burial place is Of utmost importance to the family. Horticultural care improvements have grown to be an accepted part of daily living; to reduce or eliminate would be detrimental, as well as hazardous. MICROFILMED BY JORM MICR¢LAB CEDAR RAPIDS • DES MOINES CITY CF IOWA CITY 12/C4/7S 1520.0 GENER4L FUND PHYSICAL E"1VIRnNMFNT CFMETERY RESOURCES ACTUAL BUDGET R=OUIREO nEPT. ADMIN. BUDGET FY79 FY80 PPOPnSAL PROPOSAL FY81 PEPSCNAL SERVICES 60,113 71. PS8 $ 83,932 $ 75,301 CnMMDn- ITIFS 6,141 8,951 12,329 10,553 SFrIVICES E r,HAPGFS 38,971 38,749 40,094 37,304 CAPITAL CUT LAY 13,814 31,9e9 37,944 18,764 TOTAL 119,239 1519427 174,299 141,922 FY80 Personnel Authorization FY81 Dept. Proposal FY81 Admin. Pxnposal Superintendent 1 1 1 Sr. Maintenance Worker 1 1 1 Maintenance Worker III 1 1 1 Maintenance Worker II 1 1 1 Tanporazy/Overtime xx xx 4 — q xx 4 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal New Trees $18,000 $ 6,000 Water Extension 3,000 -0- Storage Unit 150 -0- Roads 2,000 2,000 Fence 1,150 _0 - Trimmers (3) - repl. 750 750 Snow Blower (2) 1,150 1,150 Grave Defroster 500 500 Replacement it 244 37,94418,769 8 364 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i I B-1 GOALS AND OBJECTIVES FUND: General PROGRAM: Administration DEPARTMENT: Parks and Recreation UNIT: Government Buildings UNIT DESCRIPTION: The function of the Government Buildings Division is to provide cleaning, general maintenance, and light repair services for the Civic Center (with the exception of the Fire Department, which does some of these services in their part of the building), and other assigned downtown buildings. UNIT GOALS: To provide a satisfactory and economical level of maintenance for assigned buildings. UNIT OBJECTIVES: I. Coordinate and consolidate maintenance services in all downtown government buildings, including Civic Center, Recreation Center, Senior Center, and Library. 2. Reduce expenditures to heating and air conditioning businesses for service and repairs through better preventative maintenance and better employee training. IUNIT MEASUREMENT: I. Fewer employee complaints on condition of building. 2. Should be able to reduce expenditures 50%. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES IS M h '- C B-2 DECISION PACKAGE DEPARTMENT: Parks•& Recreation UNIT: Government Buildings CURRENT SERVICE LEVEL UNIT DESCRIPTION: Provides for cleaning and maintenance services for Civic Center and Provides for rental of David Bldg, Davis Bldg. Provides for utility costs at Civic Center. Provides for new roof at Civic Center. ADVANTAGES/BENEFITS: Cleaning, maintenance, and minor repairs are done by full-time City personnel. OPTIONS: Contract for janitorial services. CONSEQUENCES: must be f Probable continuancetOfosomeeroofeleakstwithpprobableplossiof records and supplies. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES 1 i i 1 MICROFILMED BY JORM MIC R+L A13 CEDAR RAPIDS • DES MOINES FY80 CITY CF I I I i I 1151.0 GENERAL FUND } MICROFILMED BY JORM MIC R+L A13 CEDAR RAPIDS • DES MOINES FY80 CITY CF InWA CITY 12/04/79 1151.0 GENERAL FUND 2 2 3 FY81 Dept. Pri[CY E ADMINISTRATION Capital Outlay GOVF.RNMFNT BUILDINGS Roof Repair OPFRaTION F, PAINT $-0- PESOURCES ACTUAL RUDGFT DEPT. ADMIN. BUDGET PEOUIPCO FY79 FY 80 PROPOSAL PROPOSAL FY81 P FQ SnN AL 5FPVICF5 20,589 22, 177 $ 24,124 $25,976 i CnMMnD- ITIFS 5,3E5 5,1C0 6,900 6,600 SE4VICES E C1IARGFS 50,679 48,875 67,707 67,382 CAPITAL r,11TLAY 540 3,000 88,000 - i T?7Al. 77,157 79,152 186,731 99,958 MICROFILMED BY JORM MIC R+L A13 CEDAR RAPIDS • DES MOINES FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Maintenance Rbrker 1 2 2 3 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Roof Repair $88,000 $-0- MICROFILMED BY JORM MIC R+L A13 CEDAR RAPIDS • DES MOINES CITY CF IOW4 CITY 1151.0 GENFPAL FIAID POLICY C ADMINISTRATION OPFRATION f. MAINT RESOURCES ACTUAL RUOGFT P.IUUIRF,D FY79 FYRO PFR SONAL �5 12/04/79 GOVF.RNMFNT BUILDINGS DEPT. ADMIN. RUDGFT PROPOSAL PROPOSAL FYBI SEPVICES 2n,589 77.1177 $ 24,124 $28,050 C nM MOn- ITIF.S 5,3E5 5,1C0 6,900 6,600 SCOVICES G CHARGES 50,679 48,875 67,707 67,382 CAP TTAL 01)T LAY 540 3,000 88,000 - T77AL 77,153 79,152 186,731 102,032 FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Maintenance T9orker I 2 2 3* FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Roof Repair $88,000 $-0- *Addition for if year and only after Senior Center opens. GOALS AND OBJECTIVES FUND: General DEPARTMENT: Parks and Recreation PROGRAM: Leisure and Cultural Opportunity UNIT: Central Business District Maintenancel UNIT DESCRIPTION: The function of the Central Business District Maintenance Division is to provide cleaning, maintenance, and horticultural services to downtown areas, with emphasis on the Plaza and Washington Street areas. UNIT GOALS: To provide a satisfactory and economical level of maintenance for assigned downtown areas. UNIT OBJECTIVES: 1. Provide year-round interest and color in some horticulture display areas by using spring flowering bulbs, summer annuals, fall mums, and Christmas trees. 2. Reduce mortality rate and increase health, vigor, and growth rate of trees and shrubs by implementing a general horticultural care system consisting of proper watering and fertilization, diagnosis, and treatment of diseases and pests, and proper pruning. 3. Establish procedures to ensure high quality maintenance and cleanliness of areas. UNIT MEASUREMENT: 1. Self -measuring. 2. Measurement will be accomplished by comparing our losses to general area rate of loss, and by comparing our loss rate to other municipalities who have had similar projects. 3. Measurement will be cleanliness and state of maintenance in areas. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ani AN 1 B-2 DECISION PACKAGE DEPARTMLNT: Parks and Recreation UNIT: CBD Maintenance CURRENT SERVICE LEVEL UNIT DESCRIPTION: 1. Provides for daily trash and litter pickup and removal during spring, sunnier, and fall, and as needed in winter. 2. Provide for high quality horticultural maintenance of growing trees, shrubs, and flowers. 3. Provides for snow removal from Plaza, with assistance from the Park division ADVANTAGES/BENEFITS: A cleaner, more attractive downtown will draw more consumers, encourage businrsss and strengthen the tax base. The Plaza is an excellent place for many cultural activities. OPTIONS: Let downtown businesses perform the services. Contract for services with a private firm. Let other City divisions perform the services. CONSEQUENCES: Some dissatisfaction of businesses and users with appearance of downtown area. Higher mortality rate of trees and shrubs. Higher work loads for other divisions (if the services are performed at all). Some staff time spent processing complaints. MICROFILMED aY JORM MICR�LAB t CEDAR RAPIDS • DES MOINES MICROFILMED BY JORM MICR+LAB C CEDAR RAPIDS • DES MOINES I. } 1. i i r`- 1 12/04/79 1241.0 ,I NEPAL I MICROFILMED BY JORM MICR+LAB C CEDAR RAPIDS • DES MOINES I. } 1. CITY OF IOWA CITY 12/04/79 1241.0 ,I NEPAL RINE f IInMI I. CnMMUNITY FNVIRnAMI:NT CFNTPAL IIUSINFSS DIST. MAINT. CFNTt. IRIS. I'IST. MAINT. 4FSnURCF; REOIJIRFD ACTUAL BUFGFT DEPT. ADMIN. BUDGET FY79 FYEO PROPOSAL PROPOSAL FY81 P^°lcCNAL SEl+VICES h,495 22,548 $25,499 $21,478 cnMMDD- I TI FS 900 3,900 5,200 4,500 S`_a VI CES E CIIAPGES 10 2,525 3,215 3,215 CAPITAL OUTLAY 627 ,60 3,250 1,250 TOTAL 7,932 299933 37,164 30,443 FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Maintenance Worker II 1 Temporary Iroc roc roc sl qag c 1 1 1 FYBl Dept. FY81 Admin. Capital Outlay Proposal Proposal Tree Replacement $1,250 $ 250 Snow Thrower 1,000 -0- Green Machine Ih @ 8 mos.) 1 000 3,250 1 000 1,250 MICROFILMED BY JORM MICR+LAB C CEDAR RAPIDS • DES MOINES I. } 1. a i t f a G O A L S A N O O B J E C T I V E S FUND: GENERAL DEPARTMENT: CITY MANAGER PROGRAM: POLICY AND ADMINISTRATION UNIT: ENERGY CONSERVATION PROGRAM Unit Description: The function of the Energy Conservation Program is to determine use and monitor ongoing energy use in City buildings and vehicles staff training and direction, make recommendations on energypast energy measures, provide heat loss identification for Iowa Cit provide monitor the total energy conservation use in Iowa City. Y residences, and Unit Goals: Implement a comprehensive energy conservation program to reduce ener City operations and improve energy use efficiency in the Iowa Cit 91' use in Unit Objectives: community. community. I• Monitor ongoing building and motor vehicle energy use and analyze that use in light of the historical energy use. 2• Perform walk-through energy audits of the 45 heated City buildings. 3. Consult with building maintenance staff on energy conservation. 4• Promote staff ener and/or postersgY consciousness through training, newsletters, 5. Conduct heat loss identification scans for Iowa City residences. 6. Monitor Iowa City energy use by the residential, commercial industrial sectors and analyze in terms of the historical data. �• Seek grant money for , and partial funding is the Energy Conservation Program. 8. Staff the Resources Conservation Commission. Unit Measurement: 1. Five percent reduction in the amount of energy used in the City's operations. 2• Completion of 45 walk-through energy audits by the end of fiscal 3. Ongoing communication. 4, Training sessions as needed minimuYear. m of one newsletter per quarter, and Posters displayed, 6. Annual 5. Neat loss scans performed in 200 residences by the end of March. se in Iowa Cit. 7• Determination of whetherrt on energy ugrant funds are available or 8. Commission meetings attended, agendas and minutes not. business conducted. prepared, and routine MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 11 F1. I DECISION PACKAGE DEPARTMENT: CITY MANAGER UNIT: ENERGY CONSERVATION PROGRAM CURRENT SERVICE LEVEL UNIT DESCRIPTION: 1. Responsible for the administration of the Energy Conservation Program. 2. Ongoing monitoring and analysis of Municipal energy use. 3. Completion of initial building energy audits and energy conservation measures recommended and reviewed with maintenance staff. 4. Conduct staff energy consciousness campaign and training. 5. Provides for a heat loss identification project. 6. Monitoring of residential, commercial, and industrial energy use. 7. Provides for City purchase of infrared thermography instrument. ADVANTAGES/BENEFITS: 1. Provides for a comprehensive energy conservation program. 2. Energy monitoring and analysis verify results, spot problems, confirm staff compliance with management directives, and aid decision-making. 3. Building energy audits identify cost saving opportunities and staff consultation insures that effective measures are undertaken. 4. Consciousness campaign shows need for and methods of conservation. 5. Heat loss scanning informs owners of their home's insulation quality. 6. Energy monitoring provides accurate data for decision-making. 7. Provides for City use of thermography instrument. OPTIONS: I. Federal funding will be sought for part of the program costs; the General Fund budget could be set to carry only part of the program. 2. City energy monitoring, energy audits, heat loss scans, and community energy monitoring could be done by other City staff or not done. 3. Staff training could be done by outside consultants. 4. Purchase thermography instrument, continue heat loss scanning on fee basis or not continue scanning and use instrument for City purposes only. CONSEQUENCES: 1. If the program were only partially funded and no grant money obtained staff training, the heat loss identification project, and community energy monitoring could not be done. 2. City energy monitoring, energy audits, heat loss scanning, and community energy monitoring would be done minimally or not at all. 3. Staff training would cost more or would not be done. 4. Reduces the budget 23.8%, but if scanning is not continued the City would provide no information to homeowners on the quality of their insulation or weather stripping. MICROFILMED BY JORM MIC R+LAB CEDAR RAPIDS • DES MOINES CITY nF In4A CITY 17 1. n ll ^.F VAl ir('Pr E I ONO CCr4MW ITY FNVIP('NMrNT i I �r rNiI>GY C('Iltif "VAT 1ON h0l)(',FT WEPT. 1 r. •,n pf.f; ll Ar: PV7 ( FYMn I Ppnn nSAL (}IIIJ M �f q PCPSnNA1 4,N ( CITY nF In4A CITY 17 1. n ll ^.F VAl ir('Pr E I ONO CCr4MW ITY FNVIP('NMrNT rNiI>GY C('Iltif "VAT 1ON h0l)(',FT WEPT. AI:M1N. r. •,n pf.f; ll Ar: PV7 ( FYMn PPOI)MAI Ppnn nSAL (}IIIJ M �f q PCPSnNA1 4,N 4.7x0 21,735 16,524 S.. VIC.S r.nr'MGr' 4F 350 1,975 675 ITIF 5 SF'VICFS f.11( 3,125 8,540 5,040 CNAPGF.; C. A I T A L 5,450 5,450 OUTLAY T(1 4L 4,22f, 7,735 37,700 27,689 FY80 FY81 Dept: FY81 Admin. Authorization Propos Proposal Personnel Energy Program1 1 1 Coordinator 1 1 Temporary — 2 1 2 FY81 Dept. FY81 Admin. Capita ay Proposal Proposal Infared Thermography 5,450 5,450 Instrument - reim- bursement to HUD for City to retain (was purchased with CDBG funds, B/78, for $10,462) MICROFILMED BY JORM MICR�LAB CEDAR RAPIDS • DES MOINES 12/04/75 V I J 0 G F T FY81 a j a t GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: HOME & COMMUNITY ENVIRONMENT UNIT: ADMINISTRATION UNIT DESCRIPTION: The Public Works Administration provides management and direction to the divisions of Engineering, Streets/Sanitation, Traffic Engineering, Equipment, Transit, Pollution Control, and Water. UNIT GOAL: To provide public works services through the efforts of a well -motivated, efficient work force at a level of service desired by the City Council. UNIT OBJECTIVES: 1. To complete construction of the Ralston Creek north branch detention structure by June, 1981. 2. To complete the third phase of service buiding construction by June, 1981. 3. To provide direction to the City Council in adopting a transportation plan for the Iowa City area by July, 1980. UNIT MEASUREMENT: 1. North Branch dam completed with CDBG funds. 2. Complete construction of salt stockpile cover, fuel island facility, locker room, traffic engineering and machine room and equipment offices and restrooms by June, 1981. 3. Council adoption of completed area transportation plan by June 1981. MICROFILMED BY DORM MIC R+LA8 CEDAR RAPIDS • DES MOINES V G n III1'ARIMfNI 01 CI SIGN PACKAGE PUDIIC WORKS UNIT: ADMI N I S I RA I I ON UNIT DLSCRIPTION: CURRI.NI SLRVICf. IIVLL this division consists of the Public Works Director and secretary. Public Works Administration includes all organization, planning, direction, coordination, and control functions in Public. Works. Orrpm iration includes work assignments to various divisions in Public Works, defining who is responsible for work, setting up systems so that it can be determined whether work has been done effectively and efficiently, setting up administrative systems such as landfill charge accounts, charge hack systems, cooperative work arrangements between divisions. The Public Works Director also plans and coordinates physical improvements in the City such as streets, parking garages, Ralston Creek improvements, sewer facilities and other public facilities. Planning and implementation is also done far .operational improvements. ADVANTAGES/BENEFIIS: Will provide complete management of the seven Public Works Divisions encompassing 140 employees. OPTIONS: Responsibility fur Public Works Divisions could he assigned to another department head or the seven division heads could report directly to the City Manager.• The current method of having seven division heads report to a single department head may he the maximum span of control desirable. Transfer of the divisions to another department would cause the department head to have ten to fifteen divisions reporting to a single individual. Combine position of City Engineer and Public Works Director - would result in failure to complete 30% to 50% of work duties and would result in severe work overload for the individual. CONSIQUENCES: Short range operations over a period of one to two months continue unaffected. Long range decisions on work priorities, manpower scheduling, division policies, citizen requests, coordination with ciLizen groups, progress of construction projects, and other work projects extending for more than a period of one to two months would be delayed or would cease. MICROFILMED BY JORM MICR({fLAa 11111 RAPIDS • DES MOINES it f i i i I I, r. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES , CITY CIF InWA CITY 12/C4/79 1230.0 GENERAL FUND . HCMF G C(1MMUNITY FNVIRPN'MFNT PUBLIC WORKS ADN, ortnuof.F; UHIocC ACTOAI FY 79 POI:CFI nrPT, ACHIN. flUDf,pT FYPO (WPOAL PROPnSAI FY81 SC NAL VI CES 43,`)94 45,579 $51,616 $45,675 cCKM00- 1T I r S 571 66.0 650 650 SEPVICES F. CHARGES 6,731 6,140 9,555 9,055 CAr) ITAL OUTLAY 10,417 TnTAL 619713 52,379 61,821 55,380 PersonnelAuthorization Y81 Proposal t. P81 Admin. r sal Director Secretary* z 2 T Capital Outlay. FY81 Dept. FY81 Admin. Proposal Pr sal None *Public Works and'Housing and Inspection Services will share one secretary, MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES , F GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: HOME & COMMUNITY ENVIRONMENT UNIT: ENGINEERING UNIT DESCRIPTION: The Engineering Division directs and performs engineering work in connection with the planning, design, construction, and inspection of all municipal public works improvements; reviews plans submitted by subdividers and contractors; provides assistance to other City departments on engineering related matters; makes technical recommendations to other divisions within the Public Works Department; maintains Public Works construction records; and performs contract administration for various consultant services. UNIT GOAL: To provide technical assistance, design capability, inspection services, and maintain accurate records of Public Works construction to provide for the present and future needs of the City Administration and general public. UNIT OBJECTIVES: 1. Coordinate the design process of the new Waste Water Treatment Plant enabling an application for a construction grant by September, 1980. 2. Completion of the South Gilbert Street Improvement project by October, 1980. 3. Completion of the Corridor Sewer Project by April, 1981. 4. Completion of Phase II of right-of-way improvements for Urban Renewal by October, 1980. (Washington, Capitol, Clinton - pavement amenities). 5. Completion of Phase I of Scott Boulevard by September, 1980. UNIT MEASUREMENT: 1. An approved grant application from the Iowa Department of Environmental Quality and U.S. Environmental Protection Agency. 2-5. Satisfactory progress of the construction project. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 0 ii D E C I SION PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: EFIGINLERING CURRENT SERVICE LEVEL UNIT DESCRIPTION: Provide technical assistance for subdivision review and planning CIP. Provide inspection for public works construction. Provide technical recommendations to other departments not requiring extensive field work.. - Maintain records. - Provide contract administration for consultant services. - Provide design services for CIP's. - Provide design and inspection of routine maintenance contracts (asphalt, resurfacing, landfill, etc.) ADVANTAGES/BENEFITS: - Continued in-house design and inspection capability of major con,truction projects such as South Gilbert Street. - Provides an acceptable balance between staff size and the progress made on the Capitol Improvement Project Budget. - Maintains the same level of service as FY80. OPTIONS: Retain a consulting engineering firm to perform the task currently done by the Engineering Division. CONSEQUENCES: Since all work would have to be performed by consultants, no savings would occur if an ambitious project schedule is maintained because consultants would charge more than the division budget to perform the same workload. it .. MICROFILMED BY JORM MICR+LAB ( CEDAR RAPIDS • DES MOINES I i. 0 ii D E C I SION PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: EFIGINLERING CURRENT SERVICE LEVEL UNIT DESCRIPTION: Provide technical assistance for subdivision review and planning CIP. Provide inspection for public works construction. Provide technical recommendations to other departments not requiring extensive field work.. - Maintain records. - Provide contract administration for consultant services. - Provide design services for CIP's. - Provide design and inspection of routine maintenance contracts (asphalt, resurfacing, landfill, etc.) ADVANTAGES/BENEFITS: - Continued in-house design and inspection capability of major con,truction projects such as South Gilbert Street. - Provides an acceptable balance between staff size and the progress made on the Capitol Improvement Project Budget. - Maintains the same level of service as FY80. OPTIONS: Retain a consulting engineering firm to perform the task currently done by the Engineering Division. CONSEQUENCES: Since all work would have to be performed by consultants, no savings would occur if an ambitious project schedule is maintained because consultants would charge more than the division budget to perform the same workload. it .. MICROFILMED BY JORM MICR+LAB ( CEDAR RAPIDS • DES MOINES ■ PITY IIF III'WA CITY 12/04/79 1270.0 GENERAL FUND HOME C CDMMUNITY FNVIRDNMFNT Ft,!GINFFDIhG Pr.SDUPCES ACTIJAL BUDGET DEPT. ADMIN. BUDGET PEOUIREO FY79 FYP.O PPOPOSAL PRGPCSAL FY81 or. o SCNAL 5. VICES 185,062 210,42.9 $240,377 $226,558 f.n,MMOD- Assistant City Engineer 1 Civil Engineer 2 I TIES 3,7C2 6,810 6,975 6,975 Sru VICES 1: 3 FY81 Dept. Capital Outlay Proposal CHARGES 19,47.2 25,492 27,238 25,538 CAP 1 TAL Survey Truck - repl. 1 145 3,995 -0- OUTLAY 6,580 1,728 3,995 3,145 TOTAL 214,766 244,459 278,585 EY80 Personnel Authorization City Engineer 1 Assistant City Engineer 1 Civil Engineer 2 Chief Construction Inspector 1 Sr. Engineering Technician 3 Engineering Technician 3 3 11 3 FY81 Dept. Capital Outlay Proposal Level - repl. $2,000 Light Table 500 11i.crofilm Reader 350 Survey Truck - repl. 1 145 3,995 278,585 262,216 FY81 Dept. FY81 Admin. Proposal Proposal 1 1 1 1 2 2 1 1 3 3 3 3 11 11 FY81 Admin. Proposal $2,000 -0- -0- 1 145 3,145 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: IRANSPOR1Al10N UNIT: SI RI1..1 SYSIFM MAINTENANCE UNIT DESCRIPTION: The Street Division Provides maintenance of streets, alleys, bridges, sidewalks, storm water inlets, removal of leaves and other miscellaneous improvements to City -owned facilities. UNIT GOALS: I. To provide prompt, high quality repair and maintenance of City -owned streets consistent with budgetary constraints. UNIT OBJECTIVES: 1. To complete crack sealing on 15 miles of asphalt and concrete steet by July 1981. 2. To provide snow removal services within the budget level as of March 1981. 3. To complete a six week program of mud jacking by July 1981. 4. To complete oil sealing of all gravel streets on the oiling program by the end of July 1981. 5. To respond to all unplanned work programs originated by Council, the Manager or the Public Works Director within three weeks. UNIT MEASUREMENT: I. Verify completion of all scheduled work on cracksealing 15 miles. 2. Verify that the snow removal budget has not been over -expended. 3. Verify that the schedule of work locations have been completed by the -designated date. 4. Verify that all streets on the oil sealing list have been completed by the designated date. 5. Check to determine number of repeat referrals. MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES oZ..G M I I I GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: IRANSPOR1Al10N UNIT: SI RI1..1 SYSIFM MAINTENANCE UNIT DESCRIPTION: The Street Division Provides maintenance of streets, alleys, bridges, sidewalks, storm water inlets, removal of leaves and other miscellaneous improvements to City -owned facilities. UNIT GOALS: I. To provide prompt, high quality repair and maintenance of City -owned streets consistent with budgetary constraints. UNIT OBJECTIVES: 1. To complete crack sealing on 15 miles of asphalt and concrete steet by July 1981. 2. To provide snow removal services within the budget level as of March 1981. 3. To complete a six week program of mud jacking by July 1981. 4. To complete oil sealing of all gravel streets on the oiling program by the end of July 1981. 5. To respond to all unplanned work programs originated by Council, the Manager or the Public Works Director within three weeks. UNIT MEASUREMENT: I. Verify completion of all scheduled work on cracksealing 15 miles. 2. Verify that the snow removal budget has not been over -expended. 3. Verify that the schedule of work locations have been completed by the -designated date. 4. Verify that all streets on the oil sealing list have been completed by the designated date. 5. Check to determine number of repeat referrals. MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES oZ..G M !'1 DEC I S ION PA CKAG E DEPARTMENT: PUBLIC WORKS UNIT: STREET SYSTEM MAINTENANCE CURRENT SERVICE LEVEL UNIT DESCRIPTION: Provides for street cleaning, snow removal, leaf removal, cleaning of catch basins, mudjacking, road oiling, very minor rock road maintenance, crack sealing, and concrete and asphalt street repair. ADVANTAGES/BENEFITS: Provides: 1. A strong snow and ice control program. 2. Continued street maintenance at levels similar to past years. 3. Funding for the equipment replacement fund. r. OPTIONS: 1 Let street system deteriorate. CONSEQUENCES: Massive failure of the street system. i 1 L' MICROFILMED BY - - ` DORM MICR+LAB f CEDAR RAPIDS • DES MOINES n 0 S . 426,462 r. 1,097,546 FY81 Dept. FY80 Personnel Authorization `I 3/4 i 1 Maintenance Worker III 6 Maintenance Worker II 1430.0 rENERAL FUND TRANSPnRTAT1CN FESCIURCES ACTUAL REQUIRED FY 79 PERSONAL SERVICES 248,045 Crip M(70 - I TIF S 713,7PO SFRVICFS F. r.11AUG°1� 335,9C6 CAPITAL CITY CF ICHA CITY 12/04/75 STRCET SYSTFM MAINTENANCF BUDGET DEPT. ACMIN. BUDGET FY80 PPDPf1SAL PROOOSAL FY81 279,342 $ 337,528 $ 304,446 165,681 188,300 157,800 2269061 287,932 284,322 CUT I.AY 166,432 426,462 TnTAL 963,267 1,097,546 FY81 Dept. FY80 Personnel Authorization Superintendent 3/4 Assistant Superintendent 1 Maintenance Worker III 6 Maintenance Worker II 5 Maintenance Worker I 4 Clerk/Typist 1 TeRporary Ia xx 17-3/4 PY81 Dept. Capital Outlay Proposal Asphalt Overlay/Chipseai $225,000 Fquipnent Replacement 167,954 C909 ORA 392,954 356,228 1,206,714 1,102,796 FY81 Dept. FY81 Admin. Proposal Proposal 1 1 1 1 6 6 5 5 3 3 1 1 xx xx 17 17 FY81 Admin. Proposal $200,000 156,228 CIR4 Ila MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS . DES MOINES II I i` i' I 0) GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: TRANSPORTATION UNIT: MASS TRANSIT UNIT DESCRIPTION: The Transit Division provides mass transportation service to the City of Iowa City. With a fleet of 20 transit coaches operating over fourteen routes, service is provided within three blocks of 85% Iowa City's residents. Buses Operate 6:30 a.m. to 10 P.M. Monday thru Saturday carrying 1.8 million passengers per year. In addition, the Transit Division contracts Johnson County S.E.A.T.S. and a local with taxi company for specialized transportation service for the elderly and handicapped within Iowa City. UNIT GOAL: To provide public transportation to the residents of Iowa City at the highest level of service approved by the City Council. UNIT OBJECTIVES: I. Strengthen the organizational structure by the addition of an Assistant Transit Manager. 2• Assuming the City Council and voters approve, to initiate the acquisition of new transit coaches and the construction of a new transit garage. 3• To pursue Federal and State grants for operating assistance and various capital items. 4• To divert peak -hour riders to off-peak service and to attract new evening and midday passengers. UNIT MEASUREMENT: I• Recruit and hire an Assistant Transit Manager by November, 1980. 2• Begin construction of the new transit garage no later than September, 1980 and order new coaches no later than September, 1980. 3• Apply for FY82 State Transit Assistance by March, 1981; complete background work for SMSA/Urbanized Area status - Section 5 UMTA grant by July 1, 1980. 4• To increase off-peak ridership no less than 10%. by twice the rate of overall growth, but MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a ■ t 1 JJ� e DECISI0NPACKAGE DEPARTMENT: PUBLIC WORKS UNIT: MASS TRANSPORTATION CURRENT SERVICE LEVEL UNIT DESCRIPTION: Provides mass transit service at the level currently operated, including half-hour service during the day, hourly service in the evening, and extra peak -period buses to Hawkeye Apts. and the near east side. Also provides for in -city SEATS service for the elderly and handicapped. ADVANTAGES/BENEFITS: Makes public transit an attractive alternative to the private ..uto, particularly for downtown and University -bound travelers. Reduces parking demand and traffic congestion; strengthens downtown as a focus of the community. Provides mobility to the elderly and others with limited auto access. OPTIONS: Federal and State transit programs dictate public ownership; a Regional Transit Authority could be formed to consolidate and operate the various transit systems in Johnson County. CONSEQUENCES: If the existing level of service could not be provided, off-peak buses would have to be reduced. Evening service would be curtailed first, and that would adversely affect shoppers, students, and evening workers. MICROFILMED BY JORM MICR+LA9 `I CEDAR RAPIDS DES MOINES 0 m 1 1: m 1 I , 1420.0 GENER4L FUND CTTY OF TDWA CITY � 12/04/79 I TRANSP.IRTATIDN MASS TRANSPDRTATIDN PFSnl1QCES ACTUAL flflDrFT I RSDl1IRFD FY7Y DEPT, AON1N, BLDGET FY 80 PPGPf)SAL PP.DPOSAL . I FyAI PF"Sf1Ndl .� . S=SVICES 496,836 541,5E5 785,254 670,157 CFI4MDD- iTIFS 94,3113 7,470 9,400 8,400 Srr.vjCFS F, CHAorES 325,540 340,250 480,320 503,613 CAPITAL CUT LAY 76,388 16,027 52,515 25,000 I T1TAL 993,1C7 9059372 1,327,489 1,207,770 PersonnelFY80 FY81 Dept. FY81 Admin. Transit Manager Authorization Proposal Proposal 1 Transit Operations Asst. 1 1 1 Senior Driver 1 1 Maintenance Worker II 1 �3 13 4 Account Cler•g 3 3 3 3 a Bus Driver 4 4 4 Maintenance Worker I 404 404 40; Asst. Transit Manager • — 1 1 484 484 484 _ FY81 Dept. P FY81 Admin. Capital Outlay Proposal_ Proposal Deske Farebox 2,000 Chair 370 Transit Reserve145 50,000 25,000 52,515 25,000 GOALS AND OBJECTIVES FUND: GLNLRAL DLPARIMLNT: PUBLIC WORKS PROGRAM: UNIT: TRAFFIC ENGINEERING UNIT DESGRIPTION: The function of Traffic Engineering is to install and maintain traffic signs, pavement markings, traffic signals and the City -owned street lighting system. UNIT GOALS: 1. To provide effective corrective and preventative maintenance to existing traffic control systems. 2. To provide economical, efficient installations and modifications to improve the various traffic control systems. UNIT OBJECTIVES: 1. Continued reduction of 'signal and street light corrective maintenance call outs. 2. Continued aggressive signal controller preventative maintenance. 3. Continued traffic and accident location analysis to determine trends and.'problems and proposed corrective action. 4. Convert street lighting at U.S. Highway 6, 218 and Iowa M1 intersection from high voltage mercury vapor to high pressure sodium vapor by June 1981. 5. Signalize Church Street/Dubuque Street by June 1981. UNIT MEASUREMENT: 1. Number of FY80 call outs versus FY81 call outs. 2. Number of manhours spent FY80 versus FY81 maintenance manhours. 3. Manours spent. 4. Completed installation. 5. Completed installation. MICROFILMED BY JORM MIC RI�LAB G; CEDAR RAPIDS • DES MOINES En all DI.CIS10N PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: TRAFFIC ENGINEERING CURRENT SERVICE LEVEL UNIT DESCRIPTION: - Provides for maintenance of the City's 47 signalized intersections and 600 City owned street lights. - Provides for fall and spring street marking. - Provides for maintenance of City's signage system. ADVANTAGES/BENEFITS: - Quick response to signal malfunction. - Quick response to street light malfunction. - Street marking is completed in an economical fashion. - Sign knock -downs are repaired quickly. OPTIONS: - Contract for signal/street light maintenance with the private sector. - Contract with private sector for street marking. CONSEQUENCES: Services would be provided at a higher cost. MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES F i DI.CIS10N PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: TRAFFIC ENGINEERING CURRENT SERVICE LEVEL UNIT DESCRIPTION: - Provides for maintenance of the City's 47 signalized intersections and 600 City owned street lights. - Provides for fall and spring street marking. - Provides for maintenance of City's signage system. ADVANTAGES/BENEFITS: - Quick response to signal malfunction. - Quick response to street light malfunction. - Street marking is completed in an economical fashion. - Sign knock -downs are repaired quickly. OPTIONS: - Contract for signal/street light maintenance with the private sector. - Contract with private sector for street marking. CONSEQUENCES: Services would be provided at a higher cost. MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES F MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES CITY OF IRNA CITY 12/04/79 1410.0 GFN°RAL FIINC I MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES CITY OF IRNA CITY 12/04/79 1410.0 GFN°RAL FIINC TDANSPORTATIFN TRAFFIC ENGINEERING RFSOIIRCFS ACTUAL 191DGFF UFPT. ADMIN. RLOGFT RF.OIIIRED PY79 FY80 PF'DPnsAI PROPOSAL FY81 PERSONAL SP1:VICFS 117,911 145,610 $165,433 $142'148 CUMMOD- ITIES 106,906 69,376 82,025 72,525 SrPvICES F. CHARGES 143,811 148,213 201,945 196,411 CAPITAL OUTLAY 22,259 20,688 25,870 21,930 TOTAL 390,8E7 383, EV 475,273 433,014 FY80 EY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Traffic Engineer 1 1 1 Sr. Engineering Technician 1 1 1 Electrician 2 2 2 Electronics Technician 1 1 1 Maintenance Worker III 1 1 1 Maintenance Worker II 2 2 2 Maintenance Worker I 1 1 0 9 9 8 EY81 Dept. FY81 Admin. Capital Outlay' Pr sal Proposal Equipment Repl. $18;370 $18,180 Spare poles, head & controllers 7 500 25;870 3,750 $21,930 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 9 X GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: PHYSICAL ENVIRONMENT UNIT: POLLUTION CONTROL UNIT DESCRIPTION: The Pollution Control Division operates and maintains the Pollution Control Plant, 11 lift stations, and approximately 150 miles of sanitary sewers plus the storm sewer system and the storm water collection basins. UNIT GOAL: To provide a comprehensive program for the collection and treatment of waste water that will assure a safe and healthy environment for the citizens of Iowa City and the surrounding area. UNIT OBJECTIVES: 1. Provide input in the planning and design of the new treatment plant. 2. Clean 15 miles of sanitary sewers with reoccurring problems by June 30, 1981. 3. Continue televising program to include new subdivisions and problem areas. UNIT MEASUREMENT: 1. Review plans and design for new plant as they are submitted by Veenstra and Kimm. 2. Verify that approximately 25 percent of the 15 miles have been cleaned at the end of each quarter of FY81. 3. Complete televising of each subdivision within three months after completion of sanitary sewers. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES 9 1% I � i to O E C I S 1 0 N 11 A C K A G E DEPARII-1LNT: PUBLIC WORKS UNIT: POLLUTION CONTROL CURRENT SERVICE LEVEL UNIT NESCRII'IION: Provides for operation and maintenance of Pollution Control Plant and sanitary and storm sewer systems. ADVANIAGES/IIINLf1TS: Provides funds to insure the orderly and efficient processing of the community's liquid wastes to safeguard the citizens health. OPTIONS: Operation and maintenance could be contracted for from a private service company. CONSEQUENCES: The plant and sewer maintenance operation would cease to function. We would be in violation of EPA and DEQ regulations. The Iowa River would become polluted. The sanitary and storm sewer systems would eventually fail. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 4 1. 1 c, r i I I � i to O E C I S 1 0 N 11 A C K A G E DEPARII-1LNT: PUBLIC WORKS UNIT: POLLUTION CONTROL CURRENT SERVICE LEVEL UNIT NESCRII'IION: Provides for operation and maintenance of Pollution Control Plant and sanitary and storm sewer systems. ADVANIAGES/IIINLf1TS: Provides funds to insure the orderly and efficient processing of the community's liquid wastes to safeguard the citizens health. OPTIONS: Operation and maintenance could be contracted for from a private service company. CONSEQUENCES: The plant and sewer maintenance operation would cease to function. We would be in violation of EPA and DEQ regulations. The Iowa River would become polluted. The sanitary and storm sewer systems would eventually fail. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 4 1. 1 4210.0 ENTEPPRISE FUND SEMEP REVENUF RcsnUP.CF, ACTUAL PEPUIREn FY70 P=RS^NAL S 'VICES u3MMnn- IT IFS S=PVICF.S L CHANGES CA°ITAL OUTLAY TOTAL C17Y OF InNA CITY 12/04/79 PnLLUTIfN CONT OPER E MAINT PUVCET DEPT. ADMIN. BUDGE` FY80 PP[PnSAL PP.OPOSAL FYRI 250,8913 ?40,140 345,093 35,467 1,4rF.55 75,070 14?,5c2 164,1'_2 210,486 370,605 544,927 454,249 900,`_'_2 1,064,054 1,084,898 FY80 FM D t Personnel Authorization Proposal ' Pollution Control y Superintendent s I Assistant Superintendent i I Sr. Treatment Plant Operator 1 1 Laboratory Technician 1 I i Sr. Maintenance Worker I I 4210.0 ENTEPPRISE FUND SEMEP REVENUF RcsnUP.CF, ACTUAL PEPUIREn FY70 P=RS^NAL S 'VICES u3MMnn- IT IFS S=PVICF.S L CHANGES CA°ITAL OUTLAY TOTAL C17Y OF InNA CITY 12/04/79 PnLLUTIfN CONT OPER E MAINT PUVCET DEPT. ADMIN. BUDGE` FY80 PP[PnSAL PP.OPOSAL FYRI 250,8913 ?40,140 345,093 35,467 1,4rF.55 75,070 14?,5c2 164,1'_2 210,486 370,605 544,927 454,249 900,`_'_2 1,064,054 1,084,898 FY80 FM D t Personnel Authorization Proposal ' Pollution Control y Superintendent 1 I Assistant Superintendent I I Sr. Treatment Plant Operator 1 1 Laboratory Technician 1 I Sr. Maintenance Worker I I Maintenance Worker III 2 2 Treatment Plant Operator 4 4 Maintenance Worker II 5 5 Clerk/Typist L 1 17 17 Capital Outla FY81 Dept. Proposal Vehicle Replacement Fund 12,288 Transfers 441,961 454,249 FY81 Admin. Proposal 12,288 441,961 454,249 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 334,473 42,100 195,274 454,249 1,026,096 FY81 Admin. Proposal 1 1 1 1 1 2 4 5 1 17 o?r _..,_._. _._......,..., I' y 1 -Z4 GOALS AND OB31CIIVES HIND: GENERAL D(.PARIMINT: PUBLIC WORKS PROGRAM: PHYSICAL ENVIRONMENT UNIT: WATER OPERATIONS UNIT DESCRIPTION: Operate 13.5 million gallon per day water treatment plan. Maintain and repair the water distribution system. Read, install and repair water meters and remote readers. Construct water mains in subdivisions on a cost reimbursement basis. UNIT GOAL: Delivery of potable water of approved quality, at established pressures, and in quantities and rates of flow that customers desire. UNIT OBJECTIVES: 1. To flush and record all City owned hydrants by June, 1981, to remove sedimentation from the system. 2. To install 1,000 Outside Remote Readers by June, 1981. 3. To keep meter reading on preset schedule. 4. To ensure random water samples pass chemical tests. UNIT MEASUREMENT: 1. All hydrants operate at full capacity upon need by the Fire Department,. 2. One thousand remote readers installed. 3. Monitor route books and meter reader operation. 4. Water meets all required standards of the Iowa Department of Environmental Quality. MICROFILMED BY JORM MICR+LAB 7 CEDAR RAPIDS • DES MOINES - "I I A DECISION PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: WATER CURRENT SERVICE LEVEL UNIT DESCRIPTION: Delivery of potable water of approved quality, at established pressures, and in quantities and rates of flow that customers desire. UNIT OFSCRIPTION: 1. Provides necessary equipment to run the Water Division and make all necessary repairs as needed. 2. Provides for good quality and safe water, with good pressure to all uses of water for Iowa City. 3. Provides better and more accurate meter reads for better return of funds to the Water Division. 4. Enables the Water Division to meet all DEQ regulations for drinking water and certification of operators. OPTIONS: - Turn the Water Division back over to private enterprise. CONSEQUENCES: - Fai]ure to provide funds would mean the shutdown of Water Department. - Failure to meet DEQ regulation on standards and certification could result in large penalties and possible shutdown of treatment plant. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 0 In zI/ MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES M 1 CITY OF inWA CITY 12/04/79 4310.0 ENTERPRISE FUNr WATER REVENUF WATF.P DIV OPERATION L MAINT PrSnwRCF5 ACTUAL PUPGFT nEPT, ADMIN. RUOGF T Frolllprn FY 19 rYRO PPrPnSAL PROPOSAL FYHI PrRSnNAI SrpVICFS 320069 153,133 419,173 419,173 - U)4Mn o- ITIc< 133,977 f 180.3.0 200,050 177,050 5:'P VICT:S F. r114nr.,FS 274,6E4 262,551 327,046 327,213 CAPITAL ()()T LAY 832,720 805,475 835,096 835,096 TnTAL 1,559,2`.0 1,601,549 1,781,365 1,758,532 FY80 FY81 Dept. FY81 Admin. Personnel Authorization Proposal Proposal Water Superintendent 1 1 1 Assistant Superintendent 1 1 1 1 Sr. T.P. Operator 1 1 4 4 T.P. Operator 4 2 2 Sr. Maintenance Worker 2 4 4 Maintenance Worker III 4 5 5 Maintenance Worker II 5 2 2 Maintenance Worker I 2 2 Meter Readers 2 2 Temporary - = - 22 22 22 FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Oversize Water Mains 40,000 40,000 Water Main Replacement 16,000 16,000 Subdivision Water Main 100,000 100,000 Meters & Outside Readers 70,000 70,000 Laboratory Equipment, Tur- 1,450 bidmeter, PH Meter 1,450 Flow Meters & Control 12,000 12,000 Vehicle Replacement Fund 27,348 27,348 Transfers 568,298 568,298 835,096 835,096 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES M 1 l I I si nc GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: PHYSICAL ENVIRONMENT UNIT: REFUSE UNIT DESCRIPTION: The Solid Waste Division is responsible for the collection of solid waste from dwellings of one to four units. UNIT GOAL: To continue to update the collection system utilizing the most efficient equipment and collection techniques that will reduce the cost of operation to the citizens of Iowa City. UNIT OBJECTIVES: 1. To maintain a ratio of 2.5 or less manhours per ton of refuse collected. 2. To reduce the refuse fleet from 6 to 5 trucks and provide identical service. UNIT MEASUREMENT: 1. Monthly statistical data. 2. All collections made on schedule, current service level maintained. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS - DES MOINES DECISION PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: REFUSE CURRENT SERVICE LEVEL UNIT DESCRIPTION: The Solid Waste Division is responsible for the collection of solid waste from dwellings of one to four units. The current service level provides for collection on a once per week basis. ADVANTAGES/BENEFITS: Provides for a high level of solid waste collection from the community. OPTIONS: Contract out solid waste pickup. CONSEQUENCES: Numerous complaints, dissatisfied customers. J MICROFILMED BY J ORM MICR+LAB CEDAR RAPIDS • DES MOINES - li s r,l TY IIF IOWA CITY 12/04/79 44 10 .0 ENTFF,P?ISE Fl"ll) REFUSlF COLLECi10'4 QEVCNLF REFUSF COLLECTION OPFRATIONS CrSUURCFS ACTIIAI f?UCCFT DFPT. ADMIN. BUDGET PcOUIQEO FY74 FY80 PROPOSAL PROPOSAL FY81 PERSONAL SF- VICES F14MO0- IT1FS S'QVIF.FS F. CH APC,ES CAPITAL OUTLAY TOT AL Personnel 158,156 4 ,1,0'1 112,1CO 96,775 371,440 Streets/Sanitation Supt. Assistance Superintendent Maintenance Worker II Maintenance Worker I 151,115 182,826 1,r,15 1,300 127,612 161,288 101.326 +1 I 413,606 6 I r,l TY IIF IOWA CITY 12/04/79 44 10 .0 ENTFF,P?ISE Fl"ll) REFUSlF COLLECi10'4 QEVCNLF REFUSF COLLECTION OPFRATIONS CrSUURCFS ACTIIAI f?UCCFT DFPT. ADMIN. BUDGET PcOUIQEO FY74 FY80 PROPOSAL PROPOSAL FY81 PERSONAL SF- VICES F14MO0- IT1FS S'QVIF.FS F. CH APC,ES CAPITAL OUTLAY TOT AL Personnel 158,156 4 ,1,0'1 112,1CO 96,775 371,440 Streets/Sanitation Supt. Assistance Superintendent Maintenance Worker II Maintenance Worker I 151,115 182,826 1,r,15 1,300 127,612 161,288 101.326 68,192 3el,128 413,606 FY80 FY81 Dept. Authorization Proposal 4 Proposal Vehicle Replacement Fund I, 4 4 6 6 10 4 1 0s MICROFILMED BY ` JORM MICR+LAB CEDAR RAPIDS • DES MOINES 182,826 1,300 161,288 68,192 413,606 FY81 Admin. Proposal I4 4 6 loll ow./f, FY81 Dept. FY81 Admin. Capital Outlay Proposal Proposal Vehicle Replacement Fund 45,192 45,192 Administrative Expense Transfer 23,000 23,000 68,192 68,192 MICROFILMED BY ` JORM MICR+LAB CEDAR RAPIDS • DES MOINES 182,826 1,300 161,288 68,192 413,606 FY81 Admin. Proposal I4 4 6 loll ow./f, a(e GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: PHYSICAL ENVIRONMENT UNIT: LANDFILL UNIT DESCRIPTION: The Landfill Division is responsible for the disposal of all solid waste in Johnson County and all surrounding communities. UNIT GOAL: To operate a State approved sanitary landfill as a self-sustaining utility in which user charges equal cost of operation. UNIT OBJECTIVES: 1. To ensure revenues equal or slightly exceed expenses. 2. To operate landfill in compliance with State landfill regulations. UNIT MEASUREMENT: 1. Check income from $5.10 per ton dumping fee and verify income is greater than expenses. 2. Satisfactory rating on periodic State inspections. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ■ n M OR i P, DECISION PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: LANDFILL CURRENT SERVICE LEVEL UNIT DESCRIPTION: The level provides that the landfill operate at its present schedule of 11 hours a day, six days a week, five hours on Sunday and all holidays except Thanksgiving, Christmas and New Year's Day. ADVANTAGES/BENEFITS: Longer hours of operation to benefit private haulers. OPTIONS: Contract to private operators. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS - DES MOINES u I 4510.0 ENTERPRISr FUND FY81 Admin. Proposal r t "SOURCES ACTUAL REOUIRE0 FY 74 PGRSONAL Administrative Expense SFRVICES 82 ,4 el C'1MMD D- 56,000 ITI`i 2n,411 5"'4VICF.S L 217,268 CHAP GF, 56,P40 CADITAL j I I i i i 100,661. I i I i i I 7 n 4510.0 ENTERPRISr FUND FY81 Admin. Proposal LANDFILL REVFNOF. "SOURCES ACTUAL REOUIRE0 FY 74 PGRSONAL Administrative Expense SFRVICES 82 ,4 el C'1MMD D- 56,000 ITI`i 2n,411 5"'4VICF.S L 217,268 CHAP GF, 56,P40 CADITAL OUTLAY 100,661. Tr)TAL 260,254 CITY 9F IOWA r I TY 12/04/79 LANOFfLL QPFPATIONS HU nGFT nF.PT. ADMIN. BUDGET FY80 PROPOSAL PROPOSAL FY81 84,426 98,157 11,150 12,960 45,1e9 82,934 172,920 217,268 314,EE5 411,319 l FY80 FY81 Dept Personnel Authorization Proposal Assistant Superintendent Maintenance Worker III 3 3 Maintenance Worker II 2 2 5; 5, Capital putt FY81 Dept, Proposal FY81 Admin. Proposal Landfill Excavation, 120,000 120,000 Vehicle Replacement Fund 41,268 41,268 Administrative Expense Transfer 56,000 56,000 217,268 217,268 141CROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 98,157 12,960 82,934 217,268 411,319 FY81 Admin. Proposal 3 2 5'a GOALS AND OBJECTIVES FUND: GENERAL DEPARTMENT: PUBLIC WORKS PROGRAM: PHYSICAL ENVIRONMENT UNIT: RECYCLING UNIT DESCRIPTION: The Recycling Division is responsible for the collection of recycled newspaper from all businesses and dwellings in town. UNIT GOAL: 1. To provide regular scheduled collection of newsprint on a once per week basis to all businesses and dwellings in the community. UNIT OBJECTIVES: 1. To increase recycled paper pick up from two ton per day average to three ton per day average. 2. To determine the cost effectiveness of the program be measuring expenditure and revenues. UNIT MEASUREMENT: 1. Check monthly tonages collected.' 2. Check income as a ratio of expenditures monthly. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES -,1 1" AR DEC] SION PACKAGE DEPARTMENT: PUBLIC WORKS UNIT: PAPER RECYCLING CURRENT SERVICE LEVEL UNIT DESCRIPTION: This level provides for the collection of recycled newsprint from all businesses and dwellings in the community on a once -a -week basis. ADVANTAGES/BENEFITS: Provides a scheduled pickup which promotes citizen participation. OPTIONS: - To provide bulk containers at strategic spots around the community. - To provide pickup once a month. - To provide pickup once every two months. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a I s I i I I FY80 FY81 Dept. Personnel Authorization Proposal Maintenance Worker II 1 1 Maintenance Worker 1 1 1 2 2 FY81 Dept. Capital Outlay. Proposal Vehicle Replacement Fund 11900 FY81 Admin. Proposal MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 12/04/79 40M IN . PROPOSAL FY81 Admin. Proposal �r 1 j i 1530.0 (;FNDRAL FiIN17 i. I j: i :i PHYSICAL FNV1,:f N61rNT RECYCLING 0=S01IRCES ACTUAL + i I I i FY80 FY81 Dept. Personnel Authorization Proposal Maintenance Worker II 1 1 Maintenance Worker 1 1 1 2 2 FY81 Dept. Capital Outlay. Proposal Vehicle Replacement Fund 11900 FY81 Admin. Proposal MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 12/04/79 40M IN . PROPOSAL FY81 Admin. Proposal C1TY OF I(1WA F.1 TY 1530.0 (;FNDRAL FiIN17 i. I j: i PHYSICAL FNV1,:f N61rNT RECYCLING 0=S01IRCES ACTUAL P.UDGET DEPT. REQUIRED FY79 FYRO PFCPOs4L P= R C0NAL S:'? WCES 7.320 23.925 28,442 C)HM00- ITI9S 139 100 100 SEP VICF r C CHAPGES 4,652 4,800 CAPITAL 0U'LAY 11,416 11900 TFITAL 7,458 40,133 35,242 FY80 FY81 Dept. Personnel Authorization Proposal Maintenance Worker II 1 1 Maintenance Worker 1 1 1 2 2 FY81 Dept. Capital Outlay. Proposal Vehicle Replacement Fund 11900 FY81 Admin. Proposal MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES 12/04/79 40M IN . PROPOSAL FY81 Admin. Proposal i I i_ l . i. I j: i UNION'S FINAL ECONOMIC OFFER - c I.C.A.F,F. i a i FY80 BASE - SALARIES PLUS FRINGES - ti $749,894 FY81 L INCREASE OVER -i. Rase Increase FY8�E 111,272 LA.B Step Increases 5,350 0.7 LungevtLy Increases 1,575 0.2 110,1101 Insurance Increases 6,384 I.lfe Insurance Increases 186 0,9 Annual Payment (Foot] Allownnce) 0.0 Increases 4,500 W11furms and Clo;uling Increases 6,885885 0.6 a 15 Additional i'ositiuns 286,309 0.9 COI.A-Assume 77. Over Year 55,571 38.2 38.2 7.4 TOTAL PACKAGE. COS'P L( ' �Vt) I i 1 SOURCE: SOURCE: Director of Flnaoce, City of Iowa City I i 4 MICROFILMED BY - JORM MICR+LAB CEDAR RAPIDS •DES MOINES P ., I DIPLOYER'S FINAL ECONOMIC OFFER CITY OF IO6'A CITY FY80 BASE - SALARIES PLUS FRINGES - $749,894 • FY81 X INCREASE OVER $ _ Base Increase of 87 FY8O BASE 56,512 1.5 Step Increases 4,981 0.7 Longevity Increases 1,575 0.2 Health Insurance Increases j 6,784 0.9% Life Insurenca increases 172 0.0 Annual Payment (Food Allowance) Increases 4,500 0.6 Uniforms and Cleaning Increases 6,885 0.9 TOTAL PACKAGE COST jq581,019 10.8 SOURCE: Ulrectur ar Pinanee, City of Iowa City MICROFILMED BY f JORM MIOR�LAB CEDAR RAPIDS • DES MOINES ,I i -j I DIPLOYER'S FINAL ECONOMIC OFFER CITY OF IO6'A CITY FY80 BASE - SALARIES PLUS FRINGES - $749,894 • FY81 X INCREASE OVER $ _ Base Increase of 87 FY8O BASE 56,512 1.5 Step Increases 4,981 0.7 Longevity Increases 1,575 0.2 Health Insurance Increases j 6,784 0.9% Life Insurenca increases 172 0.0 Annual Payment (Food Allowance) Increases 4,500 0.6 Uniforms and Cleaning Increases 6,885 0.9 TOTAL PACKAGE COST jq581,019 10.8 SOURCE: Ulrectur ar Pinanee, City of Iowa City MICROFILMED BY f JORM MIOR�LAB CEDAR RAPIDS • DES MOINES 4 i c�•; j i January 25, 1980 , Ms. Sharon Lust, Chairperson DPO Safety Committee Rural Route 2 Iowa City, Iowa 52240 Dear Ms. Lust: The City Council is presently discussing the City's FY81 budget. Revenue projections are down and expenditures are being cut in the FY81 budget as well as for the remainder of FY80. The Council again has indicated that $25,000 is the maximum amount to be spent for the crossing guard program this year. It is incumbent upon the City administration to meet these fiscal constraints. Therefore, I will be required to implement an abbreviated crossing guard program early in February aimed at reducing expenditures to the budgeted $25,000 limit. I intend to send this program information to the Council on February 8, 1980. As indicated in my letter of December 31, 1979, suggestions are being solicited from your Committee regarding appropriate reductions or possible alternatives to reductions in the program. Unfortunately, I must act very soon in order to reduce expenditures sufficiently during the remainder of the school year. Therefore, receipt of your input as soon as possible will be greatly appreciated. I hope to hear from you in the near future regarding this matter. Sincerely yours, Neal G. Berlin City Manager bdw/sp cc: City Council Police Chief Traffic Engineer David Cronin, Superintendent, Iowa City Community School District MICROFILMED BY , JORM MIC RLAB S CEDAR RAPIDS • DES M0 INES City of Iowa City MEMORANDUM DATE: January 25, 1980 TO: Members of the City Council FROM: Neal Berlin RE: Woodfields' Liquor License The State Liquor Control Hearing Board has yet to rule on Woodfields' appeal of its 4 month license suspension. We are unsure at this time when we can expect a ruling. A potential problem arises in that Woodfields' current license expires on February 24th. Mr. Ambrose and Lovetinsky have returned all the necessary papers to the City Clerk for renewal of their license. At their insistence, the application for renewal has been placed on the agenda for this week. The options available to the Council would include: 1. Grant the renewal, subject to completion of the remaining time of suspension if upheld by the State Hearing Board. 2. Defer action until mid-February. 3. Set a public hearing on whether to'grant the renewal. At such a hearing it would be necessary to comply with due process requirements. 4. William Armstrong, State Licensing Officer, has indicated that the Council could possibly delay making a decision until a ruling is issued on Woodfields' appeal, provided that the establishment is allowed to remain open pending the decision. He.indicated that the State Commission would not object if this delay continued for several weeks past the February 24 expiration date. MICROFILMED BY JORM MICR+LAB ;; CEDAR RAPIDS • DES MOINES City of Iowa City MEMORANDUM Date: January 25, 1980 To: City Council From: Bette Meisel, Senior Center Coordinator Re: Senior Center Staffing and Responsibilities Since this is budget time, and since funding for all City projects needs to be examined, it seemed appropriate to review the history of staffing and tasks associated with the Senior Center project. I have chosen three months as typical of the changes in staffing and workload that have occurred during this period. January 79 Staff: Dennis Kraft, Director; Julie Vann, CDBG Coordinator; Bette Meisel, Program Development Specialist; Dan Johnson, Intern; Ben Wiese, Practicum Student; Ebenezer Center for Aging and Human Development, Consultants; Secretaries Major tasks: (Bette) 1. Work with Council of Elders. 2. Implement Title III grant. 3. Supervise practicum student. 4. Work on a Senior Center management document. 5. Represent department on JCRP human services subcommittee. 6. Prepare public relations material on Senior Center. 7. Serve as liaison person to community, service providers, and City departments. 8. Architecture. Steps Involved: 1. Council of Elders -Work with president. -Prepare, dictate, collate, mail minutes and agenda. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 5 1 E 3 4. 5. Q 2 -Attend meeting. -Prepare, dictate, collate, distribute COE survey and cover letter. -Prepare, dictate, collate, distribute standing rules. Implement Title III grant -Review grant. -Contacts with Heritage Agency director by phone and letter. Supervise practicum student -Write up goals and objectives of rural outreach program. -Meet with County, Julie, practicum student to discuss. -Meet with County and JCRP. -Weekly consultations with practicum student. Senior Center management document -Research material. -Contact and coordinate meetings of those involved. -Write and distribute minutes of meeting. -Research and write-up job description for Senior Center Director. Human services subcommittee -Read and critique material. -Attend meetings. -Advise JCRP staff - in-home services. -Attend human services presentations to funding body. Public relations material -Write and deliver article for AARP newsletter. -Meet with students interested in publicizing Senior Center. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES J 3 -Write article on Council of Elders for CCN. -Compile material on Council of Elders for CCN. 7. Liaison with City, community and service providers -Meetings with Gerontology Center, Congregate Meals, SEATS, Heritage Agency, County supervisors, Eldercraft Shop. I -Phone calls (average one long call on alternate days including weekends) with elderly members of the community, service providers, County supervisors. -Consultations, letters, memos, calls with Human Relations Department, Legal Department, City Council, City Manager, housing program. 8. Architecture -Meet with architect. -Meet with architect, staff and consultant. -Research, rewrite, dictate, collate and distribute architectural space program. -Communicate by letter and phone with architect and nervous service providers. This list does not include phone duty, filing, research and hours spent reading material on aging, legislation affecting the elderly, City documents and materials sent from other agencies. Nor does it include the time involved in fetching and carrying reserved for the lowest member of the totem pole. July 1979 Staff: Bette Meisel, Senior Center Coordinator; Ben Wiese, Practicum Student; one secretary. Major Tasks: (Bette) 1. Supervise practicum student. 2. Work with Council of Elders. 3. Work with Senior Center Commission. i MICROFILMED BY JORM MICR+LAB C r CEDAR RAPIDS • DES MOINES I 4 4• Implement Title III grant. 5. Architecture. 6. Prepare public relations material. 7. Serve as liaison person to community, service providers, and City departments. B. Continuing education. Steps Involved: I. Practicum student -Weekly consultations. -Write up and discuss evaluation. -Meet with student's advisor. -Review accomplishments of Senior Center outreach. -Integrate new student into next step of outreach program. 2. Council of Elders -Correct, dictate, collate and distribute minutes. 3. Senior Center Commission -Prepare annual reports. -Contact members to determine if quorum possible. -Prepare agenda and minutes. -Work with secretary of Commission on minutes. -Dictate, compile and distribute agenda and minutes. -Prepare job description of program specialist for review. 4. Title III grant -Supervise inventorying of furniture ordered. -Work with school administration to secure Sabin School for storage. M16ROFILMED BY JORM MICR+LAB -.�J CEDAR RAPIDS • DES MOINES ,t i i i F . i 4 4• Implement Title III grant. 5. Architecture. 6. Prepare public relations material. 7. Serve as liaison person to community, service providers, and City departments. B. Continuing education. Steps Involved: I. Practicum student -Weekly consultations. -Write up and discuss evaluation. -Meet with student's advisor. -Review accomplishments of Senior Center outreach. -Integrate new student into next step of outreach program. 2. Council of Elders -Correct, dictate, collate and distribute minutes. 3. Senior Center Commission -Prepare annual reports. -Contact members to determine if quorum possible. -Prepare agenda and minutes. -Work with secretary of Commission on minutes. -Dictate, compile and distribute agenda and minutes. -Prepare job description of program specialist for review. 4. Title III grant -Supervise inventorying of furniture ordered. -Work with school administration to secure Sabin School for storage. M16ROFILMED BY JORM MICR+LAB -.�J CEDAR RAPIDS • DES MOINES r 61 fdt -Receive delivery of TV at Sabin School. -Deliver bonds as received to Finance Department. -Write, dictate and send letters to winning and losing bidders. -Communicate again with the above group by phone and in person. -Return checks and bid bonds to losers. -Make up purchase orders. -Write, dictate and send letters to purchase order suppliers. -Work with interior designer on details. -Coordinator work on contract for storage with legal and finance depts. -Work on insurance for storage. -Arrange for City staff to unload furniture. -Discuss grant ramifications with Heritage Agency. Architecture -Administer payments to architects and consultants. -Research the advisability and cost of a temporary sign. -Prepare presentation to City Council of architectural plans. -Prepare resolution and comment for architect to continue. -Receive input from County, other City departments, elderly and service providers on space allocations. -Meet with Donnelly to discuss money for kitchen equipment. -Meetings with architect to discuss kitchen design. -Meeting with Kidwell to discuss security measures. -Meeting with architect concerning historical grant. Public relations -Meet with representative of Commission oging' Des Moines, to explain our philosophy, funding, time line,etc. MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES -Contact Commission on Aging, Des Moines, to offer Iowa City as site for Senior Center training. -Interview by KXIC. -Prepare press release. -Presentation to Johnson County Arts Council. -Arrange with NCOA to reproduce slide show. -Coordinate luncheon for service providing agencies in Johnson County. 7. Liaison duties -Meetings with Gerontology Center, Heritage Agency, County supervisors, Congregate Meals, Johnson County Task Force, JCRP, Council on Aging. -Phone calls (average one long call on alternate days including weekends) with elderly members of the community, service providers, County supervisors. 8. Administrative -Gather information on Senior Center program and architecture for ERR. -Review ERR. -Attend staff meeetings weekly. -Meet with City Manager weekly. -Meet with new members of PPD to acquaint them with project. -Prepare financial report - CDBG. 9. Education -Attend one day protective service workshop. -Review, order and "nag" NCOA to receive publications relating to the elderly. This list does not include filing, research and hours spent reading material on aging, legislation affecting the elderly, City documents and materials sent from other agencies. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i r j i I i -Contact Commission on Aging, Des Moines, to offer Iowa City as site for Senior Center training. -Interview by KXIC. -Prepare press release. -Presentation to Johnson County Arts Council. -Arrange with NCOA to reproduce slide show. -Coordinate luncheon for service providing agencies in Johnson County. 7. Liaison duties -Meetings with Gerontology Center, Heritage Agency, County supervisors, Congregate Meals, Johnson County Task Force, JCRP, Council on Aging. -Phone calls (average one long call on alternate days including weekends) with elderly members of the community, service providers, County supervisors. 8. Administrative -Gather information on Senior Center program and architecture for ERR. -Review ERR. -Attend staff meeetings weekly. -Meet with City Manager weekly. -Meet with new members of PPD to acquaint them with project. -Prepare financial report - CDBG. 9. Education -Attend one day protective service workshop. -Review, order and "nag" NCOA to receive publications relating to the elderly. This list does not include filing, research and hours spent reading material on aging, legislation affecting the elderly, City documents and materials sent from other agencies. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i January 1980 Staff: Bette Meisel, Senior Center Coordinator; Lori Benz, Program Specialist; one-eighth of one sometime Clerk/Typist. Major Tasks: (Bette) 1. Work with Senior Center Commission. 2. Architecture. 3. Public relations. 4. Serve as liaison person to community, service providers and City departments. 5. Administrative business. 6. Supervise program specialist. Steps involved: 1. Senior Center Commission -Attend meetings of subcommittee on goals and objectives. -Meet with chair of Commission. -Prepare agenda and material for meeting. -Budget presentation. -California presentation. -Bylaw change - re meeting day. 2. Architecture -Meetings with architect, City Clerk, Building Inspector, Public Works, CDBG Coordinator, Library, concerning steps to be taken leading to contract for construction. -Preparation of architectural time line. -Preparation of resolutions, comments, advertisements and contract. -Meetings with Plannign and Zoning staff, City Manager, City Council on parking requirements. MICROFILMED BY JORM MIC R�LAB CEDAR RAPIDS DES MOINES J i January 1980 Staff: Bette Meisel, Senior Center Coordinator; Lori Benz, Program Specialist; one-eighth of one sometime Clerk/Typist. Major Tasks: (Bette) 1. Work with Senior Center Commission. 2. Architecture. 3. Public relations. 4. Serve as liaison person to community, service providers and City departments. 5. Administrative business. 6. Supervise program specialist. Steps involved: 1. Senior Center Commission -Attend meetings of subcommittee on goals and objectives. -Meet with chair of Commission. -Prepare agenda and material for meeting. -Budget presentation. -California presentation. -Bylaw change - re meeting day. 2. Architecture -Meetings with architect, City Clerk, Building Inspector, Public Works, CDBG Coordinator, Library, concerning steps to be taken leading to contract for construction. -Preparation of architectural time line. -Preparation of resolutions, comments, advertisements and contract. -Meetings with Plannign and Zoning staff, City Manager, City Council on parking requirements. MICROFILMED BY JORM MIC R�LAB CEDAR RAPIDS DES MOINES S. G I� 8 3. Public relations -Presentation to Council of Elders re California site visits of Senior Centers. -Presentation to Johnson County task force - Senior Center update. -Presentation to Women's club - Senior Center concept. 4. Liaison person -Meetings with Gerontology Center, Heritage Agency, funding bodies - re Council on Aging's financial and program problems, Johnson County Regional Planning, Health Department, United Way, School of Social Work - re practicum students. -Meeting with County to discuss financial contributions to Senior Center. -Meetings with Human Relations Department on transit problem regarding an elderly person. -Meeting with CCN representative to Senior Center. -Meetings with Finance Director, re Council on Aging. -Meeting with Human Relations Department and business people to discuss project for hiring elderly. -Compilation of storage facilities for relocation staff (PPD). -Six month activity chart for CDBG. -Phone calls (average one long call on alternate days including weekends) with elderly members of the community, service providers, County supervisors. 5. Administrative business -Weekly staff meeting. -Weekly meetings with City Manager. -Meetings with Assistant City Manager, Finance Department, Parks and Recreation Director concerning Senior Center budget. -Continual reworking, revising and reducing of budget. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 6. Supervision -Daily review and planning sessions. January 1980 Major tasks: (Lori) 1. Council of Elders. 2. Senior Center Commission. 3. Liaison person. 4. Administrative business. Steps involved: 1. Council of Elders -Work with president of Council of Elders. -Plan agenda, dictate minutes, compile and mail minutes and agenda. -Attend monthly meetings. 2. Senior Center Commission -Take and prepare minutes of monthly meeting. -Revise Senior Center goals and objectives. -Work with committee on goals and objectives. -Call members to ascertain number planning to attend. -Send out all materials t0 members, City Council, County. 3. Liaison -Meetings with Geronology Center, Heritage Agency, funding bodies - re Council on Aging's financial and program problems. -Preparation of data regarding construction and operating costs of Senior Center for use in determining fare share funding by County. -Work on proposal for action to deal with Council on Aging's fiscal and program situation. -Compilation of data and forms to be used in package of requirements for funding COA. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS DES MOINES i r -Development and organization of plan for snow removal services for elderly. -Contact with City departments, UAY, COA, Job Service and DSS regarding snow removal. -Arrange meeting with funding bodies re COA. -Phone calls (average one long call on alternate days including weekends) with elderly members of the community, service providers, County supervisors. Contact, prepare notices, address elderly re-employment. 4. Adminsitrative business -Organization of program statements relating to agencies and Senior Center. -Complete contracts status report on expenditure for and delivery of furniture and equipment for Senior Center. -Prepare response to inquiries by Congregate Heals advisory board. Lori has been employed by the City since November 5. In the two months not discussed in this memo she has familiarized herself with five years of Senior Center planning, compiled goals and objectives for the Senior Center for review, criticism and revision by the Senior Center Commission, developed budget and expenditure summaries for Senior Center construction, investigated a bulk mailing permit and accepted delivery of our replacement TV. She attends all relevant Council meetings, staff meetings, etc. in my absence. In addition to the ongoing responsibilities listed in the description of tasks for the month of January, the following is our projection of major tasks to be completed through June of 1980. February - Plans returned from code review in Kansas City. Plans corrected by architect. Aid Senior Center Commission in gathering data for operational handbook. Submit purpose, goals and objectives of Senior Center to Council of Elders and City Council. Encourage input from Council of Elders, agencies and community groups regarding Senior Center. a.1S i MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 0 i MICROFILMED BY JORM MICR+LAI CEDAR RAPIDS - DES MOINES - March - {{ Coordinate review of plans specs by City departments and Commission. iAdvertise for public hearing of bids and specs. ' Submit bids and specs to City Council. t i Request approval of bids and specs by City Council. a Advertise for bids for construction of Senior Center. Continue work with Commission on operational handbook. Encourage input from Council of Elders, agencies and community groups regarding Senior Center. April - Receive bids for construction of Senior Center. Analyze bids for construction of Senior Center. Present recommendations to City Council. Award bid. Submit first draft operational handbook to Council of Elders for input. Continue work with Senior Center Commission refining handbook. - Encourage input from Council of Elders, agencies and community groups regarding Senior Center. May - i Construction of Senior Center begins. Submit refined draft of operational handbook to agencies. Continue work with Senior Center Commission. Encourage input from Council of Elders, agencies and community groups regarding Senior Center. Begin newsletter to rural readers to keep them informed as to Senior Center progress. i MICROFILMED BY JORM MICR+LAI CEDAR RAPIDS - DES MOINES - ^, 12 June - Construction of Senior Center continues. Staff attends Institute on Management and Programming of Senior Center. Operational handbook submitted to City Council. Continue work with Senior Center Commission. Encourage input from Council of Elders, agencies and community groups regarding Senior Center. Continue newsletter to rural readers. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i. r i 1 CITY OF IOWA CITY CIVIC ; (;I. NI I h 41() L. WASI IINGTON S L IOWA CI1 Y IOWA 52240 (319) 354.180) January 16, 1980 Neal G. Berlin, City Manager City of Iowa City 410 E. Washington Street Iowa City, Iowa 52240 Dear Neal: As I verbally indicated to you this morning, I have decided to resign as Director of Planning and Program Development effective February 19, 1980. I have accepted a position with the City of Richfield, Minnesota, and will begin work there on March 1. The past eight and one-half years with the City of Iowa City have certainly been challenging ones for me. My involvement in the establishment of an effective planning process, and the redevelopment of downtown Iowa City has been particularly rewarding. I would also like to take this opportunity to wish you success in the future. Very truly trully yours, Dennis R. Kraft, Director Planning and Program Development bdw3/7 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES F' u w.y .. I I i i 1 CITY OF IOWA CITY CIVIC ; (;I. NI I h 41() L. WASI IINGTON S L IOWA CI1 Y IOWA 52240 (319) 354.180) January 16, 1980 Neal G. Berlin, City Manager City of Iowa City 410 E. Washington Street Iowa City, Iowa 52240 Dear Neal: As I verbally indicated to you this morning, I have decided to resign as Director of Planning and Program Development effective February 19, 1980. I have accepted a position with the City of Richfield, Minnesota, and will begin work there on March 1. The past eight and one-half years with the City of Iowa City have certainly been challenging ones for me. My involvement in the establishment of an effective planning process, and the redevelopment of downtown Iowa City has been particularly rewarding. I would also like to take this opportunity to wish you success in the future. Very truly trully yours, Dennis R. Kraft, Director Planning and Program Development bdw3/7 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES F' u w.y City of Iowa City MEMORANDUM DATE: Januar 24, 1980n TO: Heal Berlin, City Manager FROM: Harvey D. Miller, Police Chief Wk RE: Crossing Guard Supervisor / rr d Since Don Akin was appointed as Crossing Guard Super- visor the operation of the division has been signifi- cantly improved. The supervisor ascertains that all posts are filled; substitutes for crossing guards that are absent for any reason if the notice of vacancy occurs and a regular substitute cannot be located; interviews and recommends the hiring of new or replacement guards; assists in those locations where additional temporary help is needed; equips and supplies replace- ment equipment to guards; assists in time keeping and a number of other functions; and trains guards. Don has been a real asset to the program. He has brought about a continuity of function that has sharp- ly reduced absenteeism; increased the functioning capability by reassigning people; decreased citizen generated complaints from forty, two years ago to one last year. The supervisors job is critical to the successful operation of the program and frees a police officer from this chore to perform those nec- essary duties police should engage in. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES a2/71 1 City of Iowa city MEMORANDURt DATE: January 25, 1980 TO: Chief Miller FROM: Sgt. Evans Ij RE: Inspections of Taxi Cabs Licensed by the City of Iowa City On January 24, 1980, the reporting officer inspected taxi cabs owned by Ralph Oxford of Super Cab Company. Mr. Oxford stated to me that he had seventeen taxi cabs licensed by the City of Iowa City. The reporting officer inspected fifteen of these taxi cabs. Of the fifteen inspected none would pass inspection using Chapter 35 of the Code of Iowa City as a guide. Following is a list of violations using Chapter 35 of the Code of Iowa City "Vehicles for Hire": Manifests were not kept and were not up to date. Rate cards were put in such an area as to not be seen by passengers in the rear of the car. There was no distinctive color system to the Super Cab fleet. None of the cabs inspected had an interior light that could be operated by passengers. Identification cards with names and photos of the driver were not dis- played. Taxi cab license plates were not affixed to any of the taxi cabs. Two automobiles used as taxi cabs were not marked in such a way as to show the public that they were taxi cabs. Mr. Oxford explained that he was unaware of some of the laws regarding "vehicles for Hire" and that he would comply henceforth with Chapter 35 of the Code of Iowa City. He also explained that he used two cars that were not lettered with the name of the company as "road cars". I advised Mr. Oxford although he might use them as "road cars" they still have to meet the require- ments of a license for the City of Iowa City requiring them to be lettered, licensed and comply with all sections of Chapter 35. On 1-24-80 at 1:15 F.M. the reporting officer inspected cabs owned and operated by A Better Cab Company. Mr. Ion Kral, the vice president of A Better Cab Company, indicated that A Better Cab Company had seven taxi cabs in service and licensed by the City of Iowa City. The reporting officer inspected these seven taxi cabs and found all were in compliance with Chapter 35 of the Code of the City of Iowa City. MICROFILMED OY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ' IC;ln C woo a /� parks 8e recreatiu" . MEMO department to: Neal Berlin from; Dennis E. Showalter re. Breakdown of Item 13 in Budget dat e • Januar 4, 1980 Report Summary, Page 10 POSSIBLE SERVICE LEVEL REDUCTIONS •�� Physical activities at the Recreation Center, reduce by 20%; options based on attendance, $3,600 1. Reduce summer hours from 11-4 and 7-10 to 11:30-1:30 and 7-10 (cut by 2 hours wages = $1,300) OR 2. Close month of August (wages $1,000) i OR 3. Combination of #1 and #2 ($1,900) 4. Close at 8 p.m. rather than 10 p.m. on Sundays during the school year (wages $550) 5. Reduce school year early afternoon staff by 1 (wages $600) 6. Miscellaneous other minor staff cuts and early closing at low attendance times (wages $500 to $600) M i MICROFILMED BY - JORM MICR+LAB . CEDAR RAPIDS • DES MOINES u TO: FROM: RE: r City of Iowa City MEMORANDUM DATE: January 24, 1980 The Honorable Mayor and City Council of Iowa City Linda Woito Cook, Assistant City Attorney Larry Chiat, Acting Development Coordinator Acquisition of Parcel 4 (Wade's) - South Gilbert Street Project This is to apprise you of recent developments regarding acquisition of Parcel 4 (Wade's) for the South Gilbert Street Project, and to recommend acceptance of Mr. and Mrs. Wade's settlement offer in the amount of $182,000. This latest offer represents an additional $10,000 over and above the settlement approved by the Council in December. Further, the proposed settlement represents an increase of 10.368 over and above our September 1979 appraisal. As you will recall, Mr. and Mrs. Wade originally made a settlement offer in October 1979 of $172,000. The City Council accepted this offer in December 1979. The City is acquiring nearly 908 of Lot 11 plus a large metal pole building, which houses Mr. Wade's drywall business and two tenants. The building will be dismantled by the City and reconstructed for City use. Iowa Glass Depot, Inc. has already received $7,991.00 for their leasehold interest. Total acquisition of Parcel 4 at the suggested figure would be $189,991. A recent discussion with Mr. Bill Carlson indicates that land values in Iowa City for industrial and commercial service sites are on the increase. So also construction costs are rising. These increases will be reflected in an updated appraisal being prepared by Mr. Carlson for Wade's property should we go to condemnation scheduled for February 14, 1980. Since we can likely expect a condemnation award of at least 10% over our appraisal, we recommend acceptance of Mr. Wade's offer of $182,000 at this time. This settlement will also avoid approximately $1,000 in condemnation costs and possible attorney fees, as well as provide some degree of certainty. Staff time will also be saved. LWC/ej MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i City of Iowa City MEMORAND" Date: January 23, 1980 To: Neal Berlin, City Manager From: Angela Ryan, Assistant City Attorney &1 Re: Amendment to Comprehensive Plan Question Presented: Is an extraordinary majority required to amend the Comprehensive Plan? Answer: Chapter 414 of the Code of Iowa provides no'procedural requirements for the adoption or amendment of the Comprehensive Plan. Therefore the only requirement that must be met is that which is found within the Iowa City Comprehensive Plan itself. Page 5 of the Plan provides that the Planning and Zoning Commission as well as the City Council shall have public hearings prior to an amendment on the plan. It does not include a provision for an extraordinary majority. Therefore, an extraordinary majority is not required. bj3/8 cc: Dennis Kraft MICROFILMED BY DORM MICR�/L AB CEDAR RAPIDS • DES MOINES City of Iowa City MEMORAND" Date: January 23, 1980 To: Neal Berlin, City Manager From: Angela Ryan, Assistant City Attorney &1 Re: Amendment to Comprehensive Plan Question Presented: Is an extraordinary majority required to amend the Comprehensive Plan? Answer: Chapter 414 of the Code of Iowa provides no'procedural requirements for the adoption or amendment of the Comprehensive Plan. Therefore the only requirement that must be met is that which is found within the Iowa City Comprehensive Plan itself. Page 5 of the Plan provides that the Planning and Zoning Commission as well as the City Council shall have public hearings prior to an amendment on the plan. It does not include a provision for an extraordinary majority. Therefore, an extraordinary majority is not required. bj3/8 cc: Dennis Kraft MICROFILMED BY DORM MICR�/L AB CEDAR RAPIDS • DES MOINES City of Iowa Cl j MEMORANDUM Date: January 25, 1980 r To: Neal Berlin and CitylQouncil From: Richard Plastino j\�\\�1� Re: Cost of Mormon Tre\ age Road Previously Council was given cost estimates for construction of four different options on the Mormon Trek frontage road. There has been interest expressed in cost estimates for construction during the summer of 1982. This is the date on which the frontage road would be built according to the present schedule for Freeway 518. The Engineering News Record construction cost index for the spring of 1980 is 3200. Anticipated index for the summer of 1982 is estimated to be 3700. This is a 15.6% increase. This may be a low figure in figuring construction costs. The State Department of Transportation indicates they have experienced 23% inflation during the last 12 months. Public Works would suggest that a 25% inflation factor be used to adjust the 1980 prices to 1982 prices. In this case the cost estimates would be as follows: Option #1: 31 ft. wide with curb with full storm sewer 1982 cost - $408,000 Option #2: 31 ft. wide with curb with storm sewer drain system but draining to ditch between frontage road and freeway cost - $347,000 Option #3: 31 ft. wide but curb on only one side and storm sewer drain to roadside ditch between frontage road and freeway Cost - $325,000 Option #4: 31 ft. wide with curb on one side and no storm sewer Cost - $290,000 The above cost estimates assume that the sub -base would be rough graded by parties other than the City. These cost estimates may be low. Metro Pavers of Iowa City has consistently given the City good bid prices. If Metro Pavers had an extremely heavy work schedule at the time this job was bid, it is likely that an out-of-town firm would be the low bidder. In that case the 25% inflation factor may be low. Highway construction cost is very directly related to petroleum prices; therefore, cost estimating is very difficult. Production of cement is energy intensive, operation of construction equipment is energy intensive and labor settlements are unpredictable but they are known to be high. MICROFILMED 8Y JORM MICRf�LAB CEDAR RAPIDS • DES MOINES aC The best option seems to be to not try to settle on a fixed price at this time but only agree to have the State bid and pay for the project when Freeway 518 is built. cc: Chuck Schmadeke bj5/2-3 3H 0 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOIRES i i 1 City of Iowa City MEMORANDUM nate: January 25, 1980 To: City Council From: Richard PIastino, Director of Public Works Re: Freeway 518 The City 7Council has several decisions to make. Public Works will make recommendations on these questions. The following things are assumed: 1. There will be a continuing frontage road from Melrose to Highway 6/218 on the east side of the freeway. 2. The County Home will be served by a sanitary sewer. 3. There will be urban development along Mormon Trek between Highway 1 and Benton Street. The City has been negotiating with the State but the word "negotiating" is an incorrect word. In negotiation there is always the threat of withdrawal if an agreement is not reached. It is difficult to conceive of a situation in which the State would withdraw from building Freeway 518. The worst that can happen is that the .State will not agree to the City's wishes and will build things as it wishes. Since this is the case, the City should state its. wishes and refuse to 'sign a project agreement until the State either agrees with the City's wishes or moves ahead with the project without an agreement. Public Works would recommend the following: 1. That Mormon Trek be built 31 feet wide back-to-back with curb and gutter and with a full storm sewer system. This project should be bid with the State job and paid for by the State. There is no point at all in frying Lu agree upon an estimated price at this point and trying to outguess inflation, or engaging in a charade of negotiation. 2. Public Works continues to recommend that a sanitary sewer not be extended to the County Home for the reasons previously discussed. If it is considered essential to serve the Johnson County Home with sanitary sewer services, the two alternatives to be explored include the extension of a sanitary sewer from the Clear Creek pumping station or from West High School coupled with deannexation. The extension of a sanitary sewer from West High School is a cheaper and preferable alternative, since the extension of a sewer from the Clear Creek pumping station would MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES r, 2 encourage development to occur west of University -owned land in a non-contiguous manner. But to inhibit development from occurring, it is Public Works' alternative recommendation that a sanitary sewer be extended to the County Home from West High School only if the following can first be implemented: a. That land west of the "blue line" shown on the Comprehensive Plan map and land west of the 518 alignment be deannexed to the County and zoned agricultural. b. That any developments in the deannexed area be prohibited from tapping into the sanitary sewer extension. The legality of doing so should be researched by the Legal Department. C. That a mutually binding agreement between the City and County to protect the City's interests be instituted., I 3. The State should be asked to do an origination -destination study. and make projections for the amount of traffic .on the . frontage road between Melrose and Highway 6/218. If the'traffic count is much over 500 vehicles per day in 1995, the State should be asked to pay for complete urban cross section within the City limits. If the count is under 500 vehicles a day, the State should be asked for chipseal. Once again, this'should,be done as part of the State contract for building Freeway 518. There is no advantage to the City or the County to negotiate the cost of these, items now. The only accurate cost. is the bid Price. i In :summary, the. City should 1) give the State a final statement on our wishes; 2) require that all parts- of the project, with the exception of the sanitary sewer, be bid as part of the Freeway 518 package by the State and paid for by the State; 3) reimburse the County or the City the full amount of the sanitary sewer running behind West High School at such time as it is bid and paid for. i cc: Don Schmeiser - Dennis Kraft Angela Ryan I bc3/5 oZ�3 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES City of Iowa C1. j Date: .January 25, To: Neal Berlin From: Dick Plastic Re: Storm Sewer At the intersection of Brookland Park Drive and Brookland Place there is a storm sewer inlet which discharges directly to a sanitary sewer. According to a longtime resident of the neighborhood this storm sewer used to discharge easterly through a storm sewer to a ravine. Approximately 20 to 25 years ago it was disconnected and hooked directly to the sanitary sewer. The reason for this is not known but an educated guess would be that the storm sewer caved in. During heavy rainfalls the stormwater overloads the sanitary sewer thereby causing a backup of sanitary sewer waste into the basements of approximately five or six homes in the area. A solution has been worked out whereby a storm sewer would be run north 100 feet then east 200 feet to a ravine. The cost of the improvement would be $6,500 by a contractor or approximately $2,000 using City workcrews. I have indicated to the residents that the City will assume responsibility for this project since it appears that 1) there used to be a storm sewer, and 2) it is relatively easy to correct. The residents in turn have agreed to contact the property owner over whose land the sewer will run in order to get an easement. The landowner is currently out of state. We will proceed ahead with this project unless Council deems otherwise. I do not believe there will be any Council involvement in this project unless we should need to condemn for the easement. At that time you may want to review this entire project with Public Works since the cost will go up considerably if we must pay for an easement. bdw5/1 cc: Denny Gannon Gene Dietz Brookland Place Storm Sewer File MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ash � ENERGY AUDIT AND ENERGY SYSTEMS EVALUATION FOR CITY OF IOWA CITY IOWA CITY CIVIC CENTER ANNUAL GAS CONSUMPTION I I 1 i Looe I ' ' t•DDYeTIC K1 YlL1 IIY 1\ f l000 xnnN mN 1n DW DIIIpIIYII IMID U\ M, Ycl IYDI Ne. 1101 I raDa •rY mr olrnll IOWA CITY CIVIC CENTER ANNUAL ELECTRICAL CONSUMPTION ' '. Wllllee24Yn. D OTW R INI 01111111 Zell NI YWLrI INI p IM Ye0.M INn elil111Yr1 Ir a\ 11. "on., Ni IYcpeFilO•Y Y• YYLIaNO NO LIMTILe IRN M. nlN Rll $am 1111240.. IOW,. micellllp LIII OIIIGI CHARLES J. R. McCLURE AND ASSOC. CONSULTING ENGINEERS 7818 BIG BEND BLVD. ST.LOUIS, MO. 63119 ;as' .1(lIP.11 MIG F?01 AFI ENERGY AUDIT AND ENERGY SYSTEMS EVALUATION FOR CITY OF IOWA CITY Charles J. R. McClure And Associates, Inc. Consulting Engineers 7616 Big Bend Blvd . St. Louis, Missouri 63119 MICROFILMED BY JORM M1nR+LA13 CEDAR RAPIDS • DES MOINES January 1980 m f. . ENERGY AUDIT AND ENERGY SYSTEMS EVALUATION FOR CITY OF IOWA CITY Charles J. R. McClure And Associates, Inc. Consulting Engineers 7616 Big Bend Blvd . St. Louis, Missouri 63119 MICROFILMED BY JORM M1nR+LA13 CEDAR RAPIDS • DES MOINES January 1980 m 7 " r I I. EXISTING CONDITIONS A. General Description The Iowa City Civic Center provides space for three broad functions - police department, fire department and government offices. The police and fire de- partments occupy one wing of the building; the government offices including city council chambers occupy the other. The entire building is provided gas and electric service entering through single meters. The electricity is used for lighting all the building and for part of the air conditioning. The gas is used for heating all the building and for the remainder of the air conditioning. This complicates determining how much energy is used separately in each part , of the building. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Field investigations were performed to determine or confirm the nature of the i installed equipment, to determine lighting operation, to observe operation of the heating and cooling systems and measure air flow quantities and to learn from interviews with both office and operating personnel the performance de- ' ficiencies of the present systems. Drawing on information from measurements, observations and construction MEDSI drawings, computerized energy simulations were performed using the *� energy analysis programs. Comparisons with information from utility bills i} demonstrate the correctness of the input information and establish credibility j'. for the separation of components of energy usage from the totals: that is, while the electric and gas meters do not provide a breakdown of how much energy is w used separately for lighting, air conditioning fans, heating, etc. in each area of the building, the correctness of observations and assumptions can be checked {^ by using them as input to a simulation procedure which has as its output the * projected monthly usage of gas and electricity. A reasonable match of simula- tion and metered readings gives confidence in the input information. , ?` �n Figures 1 and 2 show the average daily use of electricity and gas from utility I.S bills and from the MEDSI computer simulation. Because the billing periods rarely coincide with months, average daily consumption is used for the compar— isons. In this method, the kilowatt-hour electric consumption or mcf (thousands �! of cubic feet) gas consumption on a bill is divided by the number of days in the billing period. The resulting numbers can be compared in a more meaningful manner than those directly from utility bills. M It will be noted that the solid lines on figures 1 and 2 represent several different 1^, years of utility data. Different weather and randomness of other influences make each year slightly different, even after removing the effect of different billing periods. The simulation uses historical average weather and the information from L the building to calculate use of energy in a normal year. - 1 - L, MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES IOWA CITY CIVIC CENTER - AVERAGE DAILY CONSUMPTION OF ELECTRICITY f- l. E i .1500 u 1400 3 3 1300 I' 1200 1.1I 1100 (� 1000 Li 900 ti A00 = 1974 ' Y 700 Ia9 1979 600 - N77 x1 500 a 400 d 3OO.M[TERED ELEC. CONSUMPTION ji I' 1 200 '1111111021 SIMILAT[ONORMALYEAR 100 0 a I JAN FE® MAR A.1'R "Ay J!!!! Jilt AUG SEP OCT NOV DEC a ri LMS ' i I + CHARLES J.R.MeCLUREAASSOC. I1 FIGURE I JUNE 1979 I 1 ............ . i MICROFILMED BY JURM MICR+LAB ' CEDAR RAPIDS • DES MOINES t� 'i r } k r C 30 tt� a 25 !0 a r, w, e I d U. �; io p r. e F i (� U is S g, L 0 f {. Ell i IOWA CITY CIVIC CENTER AVERAGE DAILY CONSUMPTION OF GAS METERED SAS CONSUMPTION MEOSI SMWLAT90 NORMAL YEAR 1916 FEB MAR APR MAY JUN Ok AUo SEP OCT NOV DEC CHARLES J.R.MOCLURE 6 ASSOC. FIGURE 2 JUNE 1979 MICROFILMED BY JORM MICR+L AB CEDAR RAPIDS • DES MOINES -4 - For the purposes of this report, the building will be considered to be in two parts: police and fire departments in one, civic center (government offices) in - the other. B. Police and Fire. Both police and fire areas are heated by the same steam ^, boiler which serves steam radiators in exterior rooms. The fire apparatus bay is heated from the same boiler with steam unit heaters. Air conditioning is provided In the police department by a single electrically driven compressor -condenser unit on the roof connected to a fan unit in the building which circulates cold air. The fire apparatus bay is not cooled, but the fire department general purpose room and the dormitory have separate electric air conditioning units. Figures 3 and 4 show the breakdown into categories of usage of the total amounts of electricity and gas. The large amount of electricity for lighting reflects the r continuous operation of the police and fire departments. The remaining uses of �= electricity are for air conditioning refrigeration, air handling (that is, to run the fans which circulate the conditioned air in the cooling season) and "other" (that n is, small, otherwise unaccounted for uses such as radios, copy machines, coffee U pots and the like). C The only uses for gas in the police and fire departments are for heating the build- ing and heating hot water for sinks, washing, etc. L The dollar figures on the graphs are based on the average of 1978 rates and the breakdown into categories of usage is based on the computer simulation. rn C. Civic Center. Heating of the civic center is provided by a steam boiler, L separate from the one for the police and fire areas but located in the same boiler room in the north basement of the police and fire wing. This boiler serves radiators on the walls of the civic center. Wall mounted thermostats control most of these - radiators. r Separate systems provide cooling forfirst floor, ground floor, lobby, council chamber and print room areas. These five systems all use roof mounted natural r gas fired absorption chillers, which burn gas and supply chilled water to serve fan units. The most important fan units, those for the ground and first floors of the civic center serve a variable volume system: air passing over a chilled water coil is cooled and blown by fans through ductwork to terminal boxes throughout the building. These terminal boxes have thermostatically controlled dampers which control the flow of cold air through grilles into each room. As a room warms up, the thermostat opens the damper for that room and lets in more cold air. Any air sent to a terminal box which does not go to the room is "dumped" into the space between the false ceiling and the floor or roof above, to be returned to the fan unit along with air from the room which enters the space above the false ceiling through return air grilles in the ceiling. This would be described as a "bypass variable air volume system with ceiling plenum return". MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES -5- The steam radiators at the walls of the building make up for the heat lost through the wails and windows in winter. With this loss taken care of, the remainder of the building requires only cooling to remove the heat of lights, people and equip- ment. Thus, in winter there is a simultaneous need for heating and cooling. r, There are artually three types of thermostats in the civic center; those which control the radiators for heating, those which control the volume flow of cold air for cooling and some which coordinate both heating and cooling. This latter r group controls both cold air terminals and steam rediators: the terminals provide a full quantity of cold air when full cooling is needed; then, when heating is re- quired, the terminal flow is reduced to a minimum before the radiators are turned t n on . In addition to the two fan units mentioned in detail above, there are three smaller i fan units: for the lobby and west offices, the council chamber and for the print and keypunch rooms. r Again, Figures 3 and 4 show breakdowns of the annual energy usage. While the total electrical usage in the civic center is quite comparable to that of the police and fire departments, it will be noted that air conditioning is not part of the civic center electrical usage. Instead, air conditioning in the civic center uses almost as much gas as does heating. In Figure 2, the magnitude of the "hump" in gas u usage in the summer months indicates very poor performance from the gas air conditioning units; the performance inferred from the computer simulation and the utility bills indicates 50% more gas required to do the cooling than the manu- facturers data would indicate. !,j Air handling, that is running the fans for the air conditioning systems, is the largest category of use at the civic center, reflecting the continuous operation 1-1 of those units. The electrical needs for the air conditioning equipment beyond Ir' the fans are modest. Hot water for lavatories etc., (provided electrically) is a very small category of usage, while "other" - appliances, vending machines, i water coolers and office equipment is larger but still of little consequence. V LE The dollars on Figures 3 and 4 total the 1978 utility cost; $22,816. It will be iw noted that the Iowa - Illinois Gas and Electric Co. has filed new (higher) electric rates, effective December 7, 1978. Based on the appropriate new rate and the current gas rate, with the fuel adjustments (automatic rate increases based on i increased fuel costs to the utility) from May 1979, the above $22,816 would now l be $30,762. i L MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES IOWA CITY CIVIC CENTER ANNUAL ELECTRICAL CONSUMPTION OTHER 9% 671 AIR HANOLINGIO $646 011 CONOITIONIN6 6 606 19% LIGHTING 1$40" us ONKITIC NOT NATER 2'!G 6132 OTHER 9% 6871 AIR NANOLIN6 162876 41% AN $449 LIGHTING 11296f 41% 191132 11NN $ 6226 ISM4 ENN $4290 POLICEAfIRE CITY OFFICES 1976 AVERAGE ELECTRIC RATE GAM/KHN CHARLES AN,INCLURE A A990C. FIGURE 3 JUK N79 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS - DES MOINES i...l 200 r i I tn,� 180 r N 0 z 1.� a o' I�. = loo- k: ~ �i L Y Ik.. 80 a� y, c i.. II 0 L' u OTHER 9% 671 AIR HANOLINGIO $646 011 CONOITIONIN6 6 606 19% LIGHTING 1$40" us ONKITIC NOT NATER 2'!G 6132 OTHER 9% 6871 AIR NANOLIN6 162876 41% AN $449 LIGHTING 11296f 41% 191132 11NN $ 6226 ISM4 ENN $4290 POLICEAfIRE CITY OFFICES 1976 AVERAGE ELECTRIC RATE GAM/KHN CHARLES AN,INCLURE A A990C. FIGURE 3 JUK N79 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS - DES MOINES 3000 1000 1000 IOWA CITY CIVIC CENTER ANNUAL GAS CONSUMPTION 1373 MCF 13Z03 POLICE & FIN 1375 AVERAGE GAS RATE 11.03/MCF FIGURE 4 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS DES MOINES amwi wr CITY OFFICES I I t r 4, r to E i f r S Rr D� N L r i f C W it t 1. t , L L L. 3000 1000 1000 IOWA CITY CIVIC CENTER ANNUAL GAS CONSUMPTION 1373 MCF 13Z03 POLICE & FIN 1375 AVERAGE GAS RATE 11.03/MCF FIGURE 4 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS DES MOINES amwi wr CITY OFFICES CHARLES J.R.MOCLURE3ASSOC. j JUNE IS7S I CHARLES J.R.MOCLURE3ASSOC. j JUNE IS7S r I, r - II. DEFICIENCIES A. Police and Fire. The police and fire areas have a number of serious de- ficiencies. The east wall of this wing is of metal panel construction with con- tinuous mullions. Light can be seen through seams in the wall and in winter ice is reported to form on inside surfaces. The fire department dormitory wall is somewhat better, being block and brick, but still is not insulated well enough or heated uniformly enough to ensure comfort. Radiators are placed under every other window, so that half of the sleeping cubicles have no radiators. The steam radiators are badly controlled and can overheat some areas, especially police offices on the east wall. The police firing range is dangerously under ventilated: only one person at a time can fire, and then only a few rounds because of the accumulation of smoke. :i Undoubtedly lead concentrations in the air would be unacceptable. The lighting within the police department is inadequate and the fixtures and N ceiling are badly maintained, contributing to a dismal appearance. The boiler room is too large for that limited function and has turned into a storage Ir► facility, with attendant fire prevention hazards. f; B. Civic Center. The civic center has numerous performance deficiencies, w which are directly attributable to the air conditioning and heating systems. The systems are using more energy than necessary and still not producing satisfactory I' comfort for the occupants. The building envelope is, on the whole quite good, and does not contribute to the problems. The basic concept of radiators for heating and a variable air volume system for cooling is sound; the detail deficiencies are numerous. The most serious de- ficiency is the inability to add meaningful amounts of outside air to the air being circulated by the two main fan systems. For health reasons, a fixed minimum ^� amount of outside air should always be brought into the building during occupied operation. This minimum should exceed the exhaust capacity to pressurize the building and reduce the infiltration of outside air through cracks around doors and windows, especially in winter. The heating energy may actually be increased in comparison with the present system operation because of larger amounts of outside air brought in; however, by introducing air through the fan units, it can be properly I" conditioned before the occupants are subjected to it. Slight pressurization of the building will reduce the drafts that now cause complaints from people working near doors that are used frequently. The ventilation should not be allowed to re- main below recommended levels as a permanent situation. Any increase in heating costs because of additional outside air will be more than offset by the savings re- sulting from turning fans off and setting back temperatures in unoccupied hours. L Air is not delivered in the vicinity of the information desk, subjecting the person at the desk to cold drafts in winter when the doors are opened. L MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES _9_ The east entrance to the civic center has a vestibule separated from the ground floor offices by a set of doors. The vestibule and stairway is not isolated from the first floor areas by doors. Because the exhaust systems pull a slight vacuum on the building, opening the east door allows un- conditioned outside air to enter and cause discomfort to those nearby on the first floor. An additional adverse effect of subjecting the building to exhaust without deliberately introducing ventilation air for pressurization is that the occupant spaces can be at a lower pressure than the space above the false ceiling in which the air returns to the fan units. When little cooling is needed in the occupant spaces, most of the cold air simply returns to the fan through the ceiling space. If the occupant spaces are at lower pressure, the cold return air will flow the wrong way through the return grilles and will overcool the building. This is most likely to happen when the system runs during un- occupied hours, when most of the sources of heat - lights, people, equipment - are off or absent. The interior spaces have a year-round need for cooling. In the present winter mode of operation, no outside air is allowed into the fan systems. The same air is simply circulated to the spaces and back to the fan systems. With lights, people and equipment adding heat to it, it can do nothing but get warmer with- out refrigeration. There presently is no way to add enough outside air at the fan unit to drop the temperature of the air going to the occupant spaces to a suitable level (for example, 600F). 1 The present system has steam radiators which are difficult to control. At full heat, IYf the surface is over 2000F; when throttling the steam, the surface temperature does not drop uniformly. The temperature near the steam inlet stays high, while that far from the inlet is low. Thus, there can be hot and cold places along an exterior wall. I The present system is badly maintained. Steam traps in the ground floor vaultwere ob- served to be "blowing"; that is, they were passing steam rather than condensed steamonly. This causes the vault to overheat and causes additional overheating from uninsulated condensate pipes. In some spaces there are two thermostats, one for the radiator, the other for the air terminal (the device which varies the quantity of cool air entering the space). Tie designer's intent was to have the heating thermostat set lower i than the cooling one, so that there is less opportunity for the heating to "fight" the cooling; however, since the thermostats are separate, there is no guarantee that the heating one will indeed be set lower. The self-contained heating -air conditioning unit which serves the lobby and west offices is seriously undersized and also has bad heating control charac- teristics. Tests indicated a 45OF swing in supply air temperature over ten L minutes during an on-off heating cycle. While this might be tolerated in the lobby, it is too much for the offices. u MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES f S r -10- I Several previous studies have calculated the design cooling requirements for the building and have declared the capacity of the current air conditioning units to be inadequate. Our cooling load analysis confirms the that the installed capacity is at best marginal. Table 1 indicates a on load, which exceeds the combined capactt general conclusion 37 tons, Y of the seven units on the roof43.4 of Fa_ n Units First Floor Ground Floor Council Chamber Keypunch Room Lobby, West Offices Building Peak TABLE 1 SUMMARY OF DESIGN COOLING LOADS CIVIC CENTER Room Load (lights—, sun, walls & ceilings) 8.5 tons 4.9 2.4 1.1 4.0 Total Fan Svs_ teem—d (Room load + roof + ventilation + dehumidifying) 17.0 tons 9.1 8.4 3.0 6:1 43,4 There is another consideration in the design of an air system besides the total load. The room or space load consists of heat of lights to the room, people, equipment and solar and transmission gains through windows and walls, Parts of the total load which are not room load are heat of lights to the s above the ceiling,The tion, heat through the roof, heating caused b Pace The room or space load must be met b Y the fan and ventila- y of sufficiently cold air deliurevered to the room, The Y having a sufficient quapertity control consists of reducing the flow of cold airnt lto the space until the quantity just balances the load, eans of Peoe tem the commonly used a The present space loads are small enough that flows b supply air temperature of 550F would cause very Y raising the supply air temperature to 60 or 65OF xi low air quantities will be larger, giving better air motion with improved comfo Inadequate, mosIn air Thus, while the capacity of the present air conditioning units on the roof is t of the fan units have sufficient air quantities to carr Y the room loads with 60-65"F supply temperatures. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ;I f S r -10- I Several previous studies have calculated the design cooling requirements for the building and have declared the capacity of the current air conditioning units to be inadequate. Our cooling load analysis confirms the that the installed capacity is at best marginal. Table 1 indicates a on load, which exceeds the combined capactt general conclusion 37 tons, Y of the seven units on the roof43.4 of Fa_ n Units First Floor Ground Floor Council Chamber Keypunch Room Lobby, West Offices Building Peak TABLE 1 SUMMARY OF DESIGN COOLING LOADS CIVIC CENTER Room Load (lights—, sun, walls & ceilings) 8.5 tons 4.9 2.4 1.1 4.0 Total Fan Svs_ teem—d (Room load + roof + ventilation + dehumidifying) 17.0 tons 9.1 8.4 3.0 6:1 43,4 There is another consideration in the design of an air system besides the total load. The room or space load consists of heat of lights to the room, people, equipment and solar and transmission gains through windows and walls, Parts of the total load which are not room load are heat of lights to the s above the ceiling,The tion, heat through the roof, heating caused b Pace The room or space load must be met b Y the fan and ventila- y of sufficiently cold air deliurevered to the room, The Y having a sufficient quapertity control consists of reducing the flow of cold airnt lto the space until the quantity just balances the load, eans of Peoe tem the commonly used a The present space loads are small enough that flows b supply air temperature of 550F would cause very Y raising the supply air temperature to 60 or 65OF xi low air quantities will be larger, giving better air motion with improved comfo Inadequate, mosIn air Thus, while the capacity of the present air conditioning units on the roof is t of the fan units have sufficient air quantities to carr Y the room loads with 60-65"F supply temperatures. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES t In several ground floor offices, the air terminals have been installed backward; i.e., the slots are near the window and discharge toward the window, rather than back into the room. An inspection of the air terminals' revealed factory -installed insulation on some y f 4J having 4 sli peed out of position and interfering with the proper flow of air out Into the room. This could cause discomfort because of improper air flow patterns r rl within the room. The lighting has been installed without regard for the tasks at hand, and many p work areas are overlighted. Some fixtures have had lamps removed already, which has reduced electricity use but also gives an "unplanned" appearance. The overall appearance of the ceiling is additionally marred by water -damaged ceiling tile. Footcandle measurements in the same room, but at different work stations varied from 50 fc to 180 fc. The overall average lighting installed calculates to 3 watts per square foot in the Civic Center, but individual rooms n ,.. range from 2.1 to 5.6 watts per square foot, even though the visual tasks per- formed in the spaces are quite similar. Ai 1� �}fit i L x. „L FJ 1 I 1 ii L L I 1 4 MICROFILMED BY JORM MICR+LA9 z CEDAR RAPIDS • DES MOINES o. III. SOLUTIONS AND RECOMMENDATIONS r A. Civic Center Wing. Because of the excessive energy use and continuing maintenance problems with the present gas-fired chillers, the present small gas chillers should be replaced. By using a dual compressor, dual refrigerant circuit, I„ electrically driven chiller, which will provide chilled water for the fan units in the civic center, benefits of higher reliability, easier servicing and lower operating costs will result. New air conditioning units can be either directly air cooled or use a cooling tower with,sprayed water to reject heat to the atmosphere. An air cooled unit is self- contained, while a water cooled unit requires a separate cooling tower. Towers require water treatment and must either be drained or protected with heaters in freezing weather. For these reasons, the air cooled unit is a better choice for the civic center, even though a water cooled unit would use less electricity. The present air distribution system (ductwork and air volume control boxes) is adequate, and with proper controls should be made, and the controls should be revised, but not replaced entirely. The present rooftop chiller -furnace -fan unit which serves the lobby and west offices should be replaced. An economizer or "free cooling" cycle should be incorporated into the various fan systems. This will require substantial changes to the fan units in the penthouse which service the ground floor, the first floor and the council chambers. For systems which run only in occupied hours, an economizer can save over 13000 kwh of electricity for $400 to $600 savings a year at 1979 rates. The alternatives to an economizer are either running the chiller down to 200 or 30°F outside temperature or overheating the interior of the building in the winter, as is the case now. 1" There should be provision for shutting down the fan units when not needed. With 4 adequate chiller capacity, proper control settings and correct air quantities, there should not be any morning start-up problems. A simple time clock with an over- ride for running at unanticipated times would be sufficient, and would save an estimated 86, 000 kwh electricity and 300, 000 cubic feet (300 mcf) of gas or almost $3, 600 per year at 1979 rates. Unoccupied cycle control changes must allow the Iw fan to operate intermittently to keep the area between the roof and the first floor false ceiling from becoming too cold. ly L Fi L I" L Along with an unoccupied cycle, a night setback control would allow the tem- perature 1n the building to fall. Dropping back from 75 to 65' F during unoccupied periods in winter would reduce the heating required by an estiamted 230, 000 cubic feet (230 mcf) of gas or $560 per year. By incorporating the previous modifications to provide proper cooling, heating and air motion, different summer and winter room temperatures can be used with- out undue discomfort. Using 78°F in summer, and 721 in winter, rather than 75°F all year, additional operating reductions of 2,200 kwh and 35,000 cubic MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ' ^ - 13 - feet of gas (35 mcf) can be achieved for a saving of almost $200 per year. By going to the 780/650 summer/winter temperatures with unoccupied winter set- back to 55% per the 1979 Emergency Building Temperature Restrictions, an additional 208, 000 cubic feet of gas (208 mcf) could be saved for a cost reduction of $515. n For both comfort and health reasons, humidification in winter should be provided. Maintaining 20% to 30% relative humidity in winter should be possible without undue condensation on windows. This would increase operating costs about $200 r, per year for electrically heated steam units. i ? As a measure to improve control of heating and increase comfort, conversion of M the present piping and radiators to hot water with the water temperature set as a function of the outside air temperature should be considered. By using this type of heating, the radiators need only be as warm as required to offset window and - wall losses. Thus, in mild weather, the radiators will be much cooler than they I are at present. The operating cost savings are hard to quantify, but this should eliminate having to open windows for temperature control. The conversion to hot water will require installation of a shell and tube heat exchanger, two pumps, piping, and controls. The two steam boilers are oversized and both operate intermittently at reduced efficiency. The two heating boilers should be interconnected so that either may = serve the entire load when possible and thereby increase efficiency and provide some reserve in the event one boiler malfunctions. Fuel conversion efficiency from this change will reduce fuel consumption approximately 70 mcf annually, at a 1979 value of $175. The changes required are confined to the boiler room with .!1 interconnecting piping and valves on the steam headers, new boiler water level controls and another condensate pump for standby purposes. The building envelope (i.e. , windows, walls, doors and roof) contributes to al- most 60% of the occupied design day heating load (outside air for ventilation is the other 40%). The envelope also contributes over 85% to the unoccupied load, Lj the remaining 15% estimated to come from infiltration. The infiltration could be reduced by proper maintenance of door weatherstripping and by careful weather stripping of windows or even by permanently sealing the operable windows. t Halving the estimated infiltration rate would save 45, 000 cubic feet (45 mcf) of gas or $110 per year, assuming a temperature setback and fan units shut down in un- occupied periods. The wall area contributes about 14%from above ground trans- mission loss and 13% from below -ground loss. Insulating to reduce wall loss by 50% would save 58, 000, cubic feet (58 mcf) of gas and 320 kwh of electricity or $152 per year. The windows contribute 47% of the transmission loss. By adding another layer of glass (from 2 to 3) would save 140,000 cubic feet (140 mcf) of gas and 934 kwh of electricity or $367 per year. Neither insulation or additional glazing would appear to be cost effective and are not of particular value in im- L proving comfort. I' MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS DES MOINES - 14 - The roof contributes 26% to the total transmission loss. By reducing the con- ductance of the roof from the present assumed UA=0.16 BTU/hr ft 2 OF to U = 0.05,reductions of 2100 kwh of electricity and 200,000 cubic feet (200 mcf) of gas would result, at a cost saving of $600 per year. Because of leaks in the present roof, a new roof will probably be installed. Providing new insulation for the roof would be practical at the time of reroofing. The installed lighting is roughly 3 w/ft2, which was considered modest when the remodeling was done, but is possibly excessive by todays standards. A well designed lighting system should be possible with no more than 2 w/ft2. A total renovation of the lighting and ceiling would be the ultimate improvement. Short of this, some tubes have already been removed from fixtures and additional ones could be removed. Alternatively, standard 40 watt fluorescent lamps can be re- placed with 35 watt ones when relamping for a 10% reduction in power without changing the appearance of the lighting, (i.e., no dark fixtures). A 10% overall r reduction in lighting could save $360 per year while a full 33% reduction could save $1,180. r� B. Police and Fire Department Wino Improvement of the thermal resistance of the east wall would result in better comfort conditions. Replacement of this metal panel and single glass surface with a superior insulated wall having 20% r double glazed window area would reduce annual fuel consumption by 82,000 cubic feet of gas and 700 kwh of electricity, with annual savings of $220 per year at 1979 prices. The dormitory exterior wall could be covered with insulation and dry- wall on 2 x 2 furring strips and the windows could be improved by double glazing CJ with estimated savings of 73, 000 cubic feet of gas and 1200 kwh of electricity each year, yielding an annual savings of $210 at 1979 prices. r The existing steam heating system should be renovated with individual radiator controls, reconditioning of the dormitory unit ventilator, insulation of all piping F1 and replacement of the ceiling radiators in the basement area. L-1 Ventilation of the Firing Range must be substantially improved to qualify under r current standards for safety and health. A system of make-up air supply, control of air circulation paths and expansion of exhaust air capacity are required to assure compliance with lead exposure standards of National Institute for Occupational Safety f ! and Health. The annual operating expense of this system is not important since L the area is used only a few hours per month. h C. Energy Systems Management. Extensive replacement and modification of L.- the physical facilities is necessary to obtain satisfactory quality of environmental control and economic use of energy. However, the new installation will have more complex temperature controls and automation interconnections that require periodic Inspection, maintenance, adjustment and testing. The efficient performance is entirely dependent on responsible management attention to assure that the apparatus is in proper working order. A knowledgeable person must review utility bills, in- spect apparatus and observe performance tests on a quarterly basis to provide support MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS - DES MOINES r - 15 - to the custodial staff and maintenance mechanics who perform the required work of operating and maintaining the plant. An organized procedure for performing the required maintenance tasks and developing records of deviations, faults, repairs and adjustments is necessary as a management aid. D. Alternatives Considered Internal source heat pump. At the present rate structures, heating energy costs are comparable with gas or internal source heat pump. Whether or not there is cooling, delivering heat with such a heat pump will cost as much as if the heat came from a boiler; however, the heat pump does not generate heat but simply moves it from one place to another. If there is no cooling load to supply the heat to the heat pump circuit, a boiler or resistance heater must provide it. Thus with- out a cooling load, the cost of heating is the sum of the cost of moving the heat plus the cost of the heat itself. For the city offices, if all the cooling could be turned into heat, it would only satisfy 77% of the heating needs of the building. In reality, only 3% of the heat rejected from cooling zones is available at the right time to do heating; 70% of the heat for the building would be added from the boiler, with the remaining 30% coming from electrical energy to run the heat pumps. r^ Another drawback of the internal source heat pump is that outside air cannot be used for cooling in the winter — the units must provide the needed cooling by re- frigeration for the system to have heat to transfer to areas which need heating. This would increase the annual amount of refrigeration by 50%. For this building, the additional cooling would cost $550 and the supplemental heat would add $2600 to heating costs. From the standpoint of initial cost, reliability, noise, main- tenance and disruption due to installation, the heat pump system is less desirable than a properly operating central fan system for this building. 1 L_ MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES TABLE 3 SUMMARY OF RECOMMENDATIONS Estimated Estimated Item Annual Cost Reduction Installation Costs Central Electric Chiller 4500 $40,000 Civic Center Air Handling Systems 4500 58,000 Civic Center Humidification (200) 4,400 Perimeter Htg. System Modifications Unknown 30,500 Lighting Fixture Improvements 1200 15,000 Police Dept.A/C Improvements None 28,000 Firing Range Ventilation Improvements None 15,000 Energy Systems Management Program Unknown 5,000 East Wall And Dormitory 430 Unknown D. Alternatives Considered Internal source heat pump. At the present rate structures, heating energy costs are comparable with gas or internal source heat pump. Whether or not there is cooling, delivering heat with such a heat pump will cost as much as if the heat came from a boiler; however, the heat pump does not generate heat but simply moves it from one place to another. If there is no cooling load to supply the heat to the heat pump circuit, a boiler or resistance heater must provide it. Thus with- out a cooling load, the cost of heating is the sum of the cost of moving the heat plus the cost of the heat itself. For the city offices, if all the cooling could be turned into heat, it would only satisfy 77% of the heating needs of the building. In reality, only 3% of the heat rejected from cooling zones is available at the right time to do heating; 70% of the heat for the building would be added from the boiler, with the remaining 30% coming from electrical energy to run the heat pumps. r^ Another drawback of the internal source heat pump is that outside air cannot be used for cooling in the winter — the units must provide the needed cooling by re- frigeration for the system to have heat to transfer to areas which need heating. This would increase the annual amount of refrigeration by 50%. For this building, the additional cooling would cost $550 and the supplemental heat would add $2600 to heating costs. From the standpoint of initial cost, reliability, noise, main- tenance and disruption due to installation, the heat pump system is less desirable than a properly operating central fan system for this building. 1 L_ MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES IJ 17 L: 1 i4 L - 16 - Engine_ Generator. Because -of the availability of gas in the summer and because of the high electrical demand charges which will almost certainly become even more important, one alternative cooling technique is to drive the electric chiller with a gas fueled engine -generator. At present rate structures, a savings of $960 per year could be achieved over buying electricity to run the chiller. This does not Include oil, maintenance, etc. A saving of less than $1,000 per year is l nerator installation. hardly enough to support a $15,000 - 20,000 engine-gelcould b ppuihe other hand, if an emergency generator is needed for the building, chased with other funds, it might t merely exploits a price willbe noted that this measure does not save energy, bu e. From the standpoint of energy savings, using natural gas to drive a generator to run an electric chiller can be done with 1/3 the gas presently being used or 1/2 the gas needed for a good absorption machine. Chilled water or ice storage for peak shaving. Of the $3500 annual electric 5 00 is costs for running a new 1fo t hechiller, energy charge 21The demand charge is determinle to the ed charge, with only $1, 000 by the maximum rate at which energy is used: if a new chiller ran fully loaded for y of each of the summer months (May to September), the only 30 minutes on one da be charged, simply for having the electric capacity available. If a $2,500 would llowed tice storage system ahe chiller to run continuously but at chilled water b 1/3 capacity rather than at high capacity only during occupied hours, 2/3 of the demand charge could be saved, even though no energy would be, saved. If the storage system were large enough to allow the chiller to be shut down during the day, the entire $2,500 could be saved. A system large enough to allow only off-peak operaon of the ller would not improve the per- formance f he air iconditionitOd conditioning. presentte electric rates, it would not be cost effective. SolarCIf the usable space on the entire roof were covered with _ oll solar collectors, the maximum possible collector area would be 5000 to 8000 ft2 , half the roof areas. At $30 - $40/ft2 installed cost, such a system would cost $150,000 - 300,000. In addition, there would be increased cost of converting the heating equipment to operate at the lower water temperature developed in the ould solar collectors. The maximum potential saving wore than the entire heating bill, $8,000 per year. In reality this system couulds if he project did not to 1have/to of be he ave n heating cost - $2,000 to 4,000 per year. funded from potential savings but was for demonstration purposes could this be justified at today's utility costs. OF Solar cooling requires substantially hotter water than heating does equip m n8t0is more rather than 80 - 120°F) with higher collector costs. The cooling eqP expensive than electric driven equipment and the electricity needed to run fans, pumps, etc. is greater. 141CROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ' f S S IJ 17 L: 1 i4 L - 16 - Engine_ Generator. Because -of the availability of gas in the summer and because of the high electrical demand charges which will almost certainly become even more important, one alternative cooling technique is to drive the electric chiller with a gas fueled engine -generator. At present rate structures, a savings of $960 per year could be achieved over buying electricity to run the chiller. This does not Include oil, maintenance, etc. A saving of less than $1,000 per year is l nerator installation. hardly enough to support a $15,000 - 20,000 engine-gelcould b ppuihe other hand, if an emergency generator is needed for the building, chased with other funds, it might t merely exploits a price willbe noted that this measure does not save energy, bu e. From the standpoint of energy savings, using natural gas to drive a generator to run an electric chiller can be done with 1/3 the gas presently being used or 1/2 the gas needed for a good absorption machine. Chilled water or ice storage for peak shaving. Of the $3500 annual electric 5 00 is costs for running a new 1fo t hechiller, energy charge 21The demand charge is determinle to the ed charge, with only $1, 000 by the maximum rate at which energy is used: if a new chiller ran fully loaded for y of each of the summer months (May to September), the only 30 minutes on one da be charged, simply for having the electric capacity available. If a $2,500 would llowed tice storage system ahe chiller to run continuously but at chilled water b 1/3 capacity rather than at high capacity only during occupied hours, 2/3 of the demand charge could be saved, even though no energy would be, saved. If the storage system were large enough to allow the chiller to be shut down during the day, the entire $2,500 could be saved. A system large enough to allow only off-peak operaon of the ller would not improve the per- formance f he air iconditionitOd conditioning. presentte electric rates, it would not be cost effective. SolarCIf the usable space on the entire roof were covered with _ oll solar collectors, the maximum possible collector area would be 5000 to 8000 ft2 , half the roof areas. At $30 - $40/ft2 installed cost, such a system would cost $150,000 - 300,000. In addition, there would be increased cost of converting the heating equipment to operate at the lower water temperature developed in the ould solar collectors. The maximum potential saving wore than the entire heating bill, $8,000 per year. In reality this system couulds if he project did not to 1have/to of be he ave n heating cost - $2,000 to 4,000 per year. funded from potential savings but was for demonstration purposes could this be justified at today's utility costs. OF Solar cooling requires substantially hotter water than heating does equip m n8t0is more rather than 80 - 120°F) with higher collector costs. The cooling eqP expensive than electric driven equipment and the electricity needed to run fans, pumps, etc. is greater. 141CROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES - 17 - A small solar collector system to serve the domestic hot water needs of the Police & Fire Departments would have better cost/benefit since this heat is used year 'round. The estimated annual cost of domestic water in the present gas hot water heater is $219 and this annual sum could support an investment of approximately $2,000. Present package control systems cost $2,500, to j which collectors would add $3, 000 to $5, 000. M U I IBJ Solar Film on Windows. While solar film will greatly reduce the glare and heat gain through undraped windows, it is still difficult to sit in full sun with drapes open. With drapes closed, there is far less advantage to solar film over clear glass. Also when the sun is not directly coming through windows, a greater amount of useful daylight can be let in through clear windows. E. Cost Estimates & Modification Outlines. 1. Central Electric Chiller for Civic Center Remove existing gas operated chillers and gas piping Install 50 ton air cooled water chiller on roof Install new electric service, distribution and feeder, controls Install new chilled water piping to penthouse and basement unit. Install pumps, exp. tank, antifreeze feeder, make-up Estimated Cost $40,000 2. Remodel Civic Center Air Handling Systems Remove existing AHU for Lobby, basement and upper levels Install new 12000 cfm fan unit, return air fan, cooling and heating coils, filters, dampers, drains Install new O.A. intakes, ducts, insulation, dampers Install new supply air duct connections, rework diffusers Recondition zone variable volume boxes.and thermostats Reconnect existing Council Chamber unit, coils, ducts Install new bontrols for air handling units Install remote control and indication panel Estimated Cost 3. Humidification of Civic Center Install two electric steam humidifiers Install wiring, water make-up, humidity controls Estimated Cost MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES $58,000 $ 4,400 i I r- M Civic Center - relocate and reduce quantity of fixtures, install ' 1 Police Department - install new fixtures Estimated Cost $15,000 - 18 - Perimeter Heating System Modifications Interconnect two existing steam boilers so either can serve load Install new steam to water heat exchanger, pumps, tanks, piping Convert Civic Center piping and radiators to forced hot water system Recondition and add .automatic valves, reconnect thermostatic control, recondition dormitory unit ventilator, install reset control on converter. Add hot water convectors to lower level Police Department and remove ceiling radiators. Insulate heating piping Estimated Cost $30,500 MICROFILMED S. Lighting Fixtures M Civic Center - relocate and reduce quantity of fixtures, install new ballasts and tubes Police Department - install new fixtures Estimated Cost $15,000 o 6. Police Department Air Conditioning Add central air conditioning unit, outdoor air intake, ducts and controls for basement area e Replace existing air conditioning unit in stairwell and provide new outdoor air ducts, dampers, controls MEstimated Cost $28,000 7. Firing Range Ventilation Install new make-up air unit, ducts, diffusers Install new exhaust fan and ducts Install blank -off partitions to isolate firing position and limit -' air movement patterns Estimated Cost $15,000 L8. Energy Systems Management Program 6 Develop detailed operation and maintenance manual and record system I� Provide on site instruction and performance evaluation �I Estimated Cost $ 51000 E 6 (' 0 BY JORM MICR CEDAR RAPIDS - DE I MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES City of Iowa City MEMORANDUM Date: January 21, 1980 To: City Council From: Richard Plastino Re: Civic Center'Energy' i tion Attached is the summary report for the Civic Center air conditioning and heating systems. The report is a summary. An appendix with several hundred pages of technical data is available. The report has been rewritten several times to make it understandable to laypersons. That field of engineering which deals with heating, ventilating and air conditioning is a highly complex one. Much of the information received from the consultant must be taken as an act of faith. In other words, you must have complete confidence in the consultant. To do this @ you need to know a little bit about our consultant. e We are using the firm of Charles J. R. McClure & Associates of St. Louis, Missouri. This is ' a firm of consulting engineers experienced in the design and construction of mechanical and electrical 1 systems. The firm has developed special expertise in systems analysis, energy systems and automation. They have also done extensive work in plumbing, heating, air conditioning, ventilation, process piping, power distribution, lighting, communication systems, and power generation. The firm started in 1953. Their staff includes mechanical and electrical engineers, testing technicians, and operation and maintenance engineers. The firm also has a subsidiary corporation, Mechanical Engineering Data Service Inc., which provides computer programs related to building energy systems. y The actual person working on the Iowa City Civic Center is Albert W. Black. Mr. Black holds p 6 a PhD in Engineering from the University of Minnesota, a masters from Princeton University bachelors and a from Washington University. He was a faculty member at Washington University and is is a professional engineer in the state of Missouri. He has been a consultant to several industrial firms since 1967. A major portion of his work with McClure & Associates has been in computer program analysis and development. r Several months ago I attended a four day class at Iowa State University in energy audits. At that time s the faculty at Iowa State University informed me that Mr. Black was one of the emminent engineers in the energy field. The firm of McClure & Associates has done an extensive amount of work for the University of Missouri. We contacted the University and found that the firm was thorough in its investigations and in the f preparation of contract drawings and documents. They indicated they had excellent j results with this firm and they strongly recommended that we use this firm for i our energy study in Iowa City. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES /1 2 My experience with the firm to date confirms the above information. They are extremely rigorous in their analysis and I feel confident about their work although, portions of it are so technical that I must rely totally upon the expertise of Mr. Black. THE STUDY The study essentially says that the Civic Center does not consume undue amounts of electricity; rather the problem is that many of the systems do not perform well. In order to remedy performance deficiencies the following recommendations are made: New air conditioning system in Civic Center. Cost: $ 40,000 Civic Center air handling systems. 58,000 Civic Center humidification. 4,400 Heating system modifications. 30,500 Lighting fixture improvements. 15,000 Police Department air conditioning and 28,000 heating improvements Firing range ventilati on improvements 15,000 Energy systems management program 5,000P East wall of Police Department & fire dormitory Depends on. architectural cost estimate Subtotal $195,900 Design fees (10%) $ 19,590 TOTAL $215,490 Some of the items listed above are more important than others. Civic Center air conditioning - This sytem must be replaced. The current system is inoperative much of the time. Civic Center air handling systems - Must be replaced. Civic Center humidifcation - Not absolutely essential but is important from a health and comfort standpoint. Perimeter heatin s t gys em modifications - Not absolutely essential but it is important from a performance and comfort standpoint. t MICROFILMED BY r JORM 1% JBCEDAR RAPIDS OES MO i �k p /1 2 My experience with the firm to date confirms the above information. They are extremely rigorous in their analysis and I feel confident about their work although, portions of it are so technical that I must rely totally upon the expertise of Mr. Black. THE STUDY The study essentially says that the Civic Center does not consume undue amounts of electricity; rather the problem is that many of the systems do not perform well. In order to remedy performance deficiencies the following recommendations are made: New air conditioning system in Civic Center. Cost: $ 40,000 Civic Center air handling systems. 58,000 Civic Center humidification. 4,400 Heating system modifications. 30,500 Lighting fixture improvements. 15,000 Police Department air conditioning and 28,000 heating improvements Firing range ventilati on improvements 15,000 Energy systems management program 5,000P East wall of Police Department & fire dormitory Depends on. architectural cost estimate Subtotal $195,900 Design fees (10%) $ 19,590 TOTAL $215,490 Some of the items listed above are more important than others. Civic Center air conditioning - This sytem must be replaced. The current system is inoperative much of the time. Civic Center air handling systems - Must be replaced. Civic Center humidifcation - Not absolutely essential but is important from a health and comfort standpoint. Perimeter heatin s t gys em modifications - Not absolutely essential but it is important from a performance and comfort standpoint. t MICROFILMED BY r JORM 1% JBCEDAR RAPIDS OES MO t Lighting fixture improvements - More of an aesthetic improvement. Not necessarily needed, } Police Department air conditioning and heating improvements - Not absolutely needed but if the Civic Center is going to be used for another 15 or 20 years these systems must be replaced 1 and made more functional. Firing range ventilation improvements whether the firing range to be I will be upgraded and kept as aefiring angeaor whether it should be turned into office 9 space. In any event, additional heating, ventilation and air conditioning work is needed. y e Ener systems management program - This means that once a year 9Y Y P 9 consulting firm would § 7 come in a check the system to insure that call maintenance programs have been followed and that all control systems are functioning as designed. This $5,000 maintenance. would set up a program of r. a East wall Of Police station and dormitory - As noted in the report the east wall of the dormitory and Police department are uninsulated. This is strongly related to comfort. If the downstairs of the police station is going to be vacated by .parking systems and used for office heating and space the air conditioning system will need to be upgraded. The City currently has approximatel projects. Council will need to analyze the report 00 available nd determinehwheabove ther You wish to fund all improvements or cut back the improvements within the funds already budgeted. to fall D is My recommendation is to proceed ahead with all improvements if you plan on using this building for another 'i 15-20 years. All of the systems in the Civic Center are obsolete and some of them of the time. are inoperative a good portion ( f I will be able to answer your questions provided they are not extremely technical in nature. If there v are questions I am unable to answer I will pass the question on to Mr. Black u or we can have Mr. Black attend a meeting of the City Council. This report has been sent to Conservation the Resources Commission and you may wish to have their chairperson advise You on this matter. I cc: Civic Center Energy Retrofit File Al Black, McClure & Associates y bj/sp { s i i i I I� MICROFILMED BY JORM MIC R LAB _ ;1 CEDAR RAPIDS • DES MOINES - 'i City of Iowa City MEMORANDUM Date: January 22, 1980 / To: Neal Berlin, City Manager ' From: Richard Plastino, Director of Public Works / Re: Transportation Process/Urban Area Designation l{7 I Neal, there has been some discussion about the process needed for transportation planning when Iowa City becomes an urban area. Emil Brandt received a letter early in 1979 from IDOT outlining the process. It is very complex. As a minimum, Iowa City needs the following items: 4 1. A comprehensive, coordinated, continuing area transportation study. Iowa City has started on this but the study has never i been completed. 2. Development of a separate urban transportation plan which p consists of a Transportation System Management element (a short range plan of five to six years and a long range element (a long range plan of 20 to 25 years). 3. Preparation of a Transportation Improvement Program which i includes projects over a five to six year time period derived from the short and long range plan mentioned above. This entire process must be certified by the Federal Highway Administration, the Urban Mass.Transit Administration, and the Iowa Department of Transportation. Funding of this entire process would be done by the federal government, the local government and the State government. Money is available for transportation planners. A two-part audio slide presentation concerning the technical and non-technical aspects of this process is available from the Iowa Department of Transportation. Please understand that this process is not a matter of throwing together an area transportation study, but includes other related studies. I There has been some discussion about adopting the Report M3 done as part of the Area Transportation Study. This has several deficiencies, not the least of which is that it has never been adopted by all the political entities in the county. These deficiencies are as follows: 1. The report was published in approximately April, 1977 and the report is now three years old. i 2. As mentioned earlier, the report has not been adopted by any i political entity. This was only Report N3; there was supposed i MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 2 to be a fourth report after all the political jurisdictions had agreed on a final plan. 3. Report #3 is not a final plan. In fact, it includes four plans. These four plans included: 1) auto -dominant; 2) transit dominant; 3) combined auto and transit; and 4) recommended plan by the consultant. 4. The auto -dominant plan which is basically the consultant's recommended plan includes a west campus bypass, connection to west campus bypass from the University medical campus, Benton Street widening, Greenwood Drive widening, Gilbert Street extension and the Melrose diagonal. The cost for these was about $19 million back in 1977. It is doubtful that the City of Iowa City really wants to commit itself to some of Mese projects. 5. The report is very negative towards transit. In my discussion with staff members of IDOT, I find that they are rather perplexed at our desire to become an urban area. While there are financial incentives, the red tape associated with this money is significant enough to' awe even State bureaucrats that work with this process daily. At such time as Iowa City becomes an urban area, it appears that either the City of Iowa City or the Johnson County Regional Planning Commission is going to have to undergo a major staff increase and education program to allow us to begin this continuing transportation process. At such time as this occurs, I believe we will have to ask IDOT to plan a one or two day seminar for all staff members and elected officials in the County. bc2/9 cc: Barry Hokanson Jim Hencin Jim Brachtel MICROFILMED BY JORM MIC R�LAS CEDAR RAPIDS • DES MOINES I January 23, 1980 Ms. Joanne Short, Executive Director Public Transit Division Iowa Dept. of Transportation 5268 N.W. 2nd Avenue Des Moines, Iowa 50313 Dear Joanne: As I indicated in my earlier letter, the City of Iowa City is most apprehensive about the application of the Iowa DOT transit funding formula. Use of the formula could mean drastic cuts in State transit operating assistance to our City. Unfortunately, with the limited time available for such exercises, I have been unable to develop any formula that would adequately serve the diverse needs of the many properties receiving State assistance. The State formula seems to rely heavily on performance indicators. The use of such indices would be acceptable, were they used to compare our system against others around the state. We are extremely proud of our efficiency and productivity. However, when a system such as ours is operating so close to capacity, comparison on a year-to-year basis is entirely unfair. We simply cannot match the growth potential of systems that are largely underutilized at j present. The formula that has been presented by IDOT seems to include no factor to 1� account for system size. In fact, a quick analysis indicates that were Iowa 11 City and Coralville to consolidate their transit systems, the State funding would not be the sum of the amounts received by the separate operations, but instead would be the average of the two. This seems very unfair, and will be a disincentive to any consolidation. It is our view that the State DOT proposal is the first step to the all -to - familiar downward transit spiral. Decreased transit aid necessitates service cutbacks; the service cutbacks adversely affect the formula, further reducing state assistance, leading to additional cutbacks, and so on ad infinitum. The City of Iowa City strongly supports the concept of the "Forkenbrock formula" which distributes operating assistance based on ridership and revenue miles. It + is our understanding that this formula will be used to allocate UMTA Section 18 assistance; why not apply this formula to State operating funds also? If this formula is not acceptable, the City would support the Des Moines MTA proposal. Either of these formulas would provide Iowa City with a 'reasonable allocation, yet would greatly reduce the uncertainty of past discretionary programs. The Iowa City Council is currently considering drastic fare increases and considerable service cutbacks in an effort to balance its FY81 budget. n�7 i MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES Ms. Joanne Short n January 23, 1980 Page 2 know as soon how Therefore, assWstance the City of Iowa City advantagereat to likely to receives pAscontinued high level of State support, supplemented by -Section 18 funding, may well be the salvation of the Iowa City Transit System. Without this assistance, transit fares may be doubled and evening and Saturday service drastically curtailed. ated. mula is Your, consideration you informed ofmfareson theincreasesrand/or se0rvicercutbacks as directed We will keep y by our City Council. Sincerely, Hugh A. Mose Transit Manager Iowa City Transit cc: Neal Berlin, City Manager tp/1/4 M i 7 7 I� �y Y �i MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i j1 ii { MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i j1 ii I i i ' ii Period 1 8:20 — 9:15 Period 2 9:20 — 10:20 Period 3 10:25 — 11:20 Period 4 11:25.- 12:30 Period 5 12:55 - 1:50 Period 6 1155 - 2:50 ( � 1 YOU ARE INVITED TO ATTEND WEST HIGH'S 2ND ANNUAL HANDICAP AWARENESS DAY JANUARY 30, 1980 WEST HIGH LIT•l�E THEATER SC116`DIIW? uP EVENTS Spina Bifida (Karla Schwfdl. Koudra Soderberg) Hemupll i.l i a (Joey 011endlrk and I1111Vrrf:;il.y Iluspital 'Staff Nurse her IJalker) Cerebral v.ilmy (Mark Brown, Churl: Cour, I:.•; • u.lrr. and .lalu( f.rr. nwa Id) Qw. Al MO.It ,1),r• IAn(u• 00s iul S(h(rl) Herb Cochran (Johnson Cnunty Comniluer (,u (h(• Iian(Ilcapped) Dermatomyosititis (Rhonda Cehhar(IL ;uul .I:uPI.• Cr•bhnrdL, sister or N11nwL•i) Nuaculnr Dystrophy (Joy OLlla nnrl .I(rin%, Fit.m.; from clu. Muscular I)Y81.roplr: As•;n •intlun) MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES OG I r r i i� • IOWA CITY MUNICIPAL AIRPORT master plan report • Study of Major Alternatives • Iowa City Airport Commission Ela L. ROBERT KIMBALL & ASSOCIATES consulting engineers & architects IT F ---i Kansas City, Missouri 611CROFILMID BY JORM MICR6LA6 CEDAR RANDS • DES MOINES -;�•;� 1- 1150 to 1`l1� Ur��rlij• Iv;�,,•t:� 17-3" + /C>>, vcu 5 �t-.ItL LtJ.✓Iffr:�U/kl, ».� jo0 nTn/,t.tt•;« /12-2/ OcIO Irft,9Qa�n�(,'n IVlil�at i:`5 (lJ•4.�� 'G, 00 0 •'•0,000 '16,1000 U q iioiccc7 T07. 4. PH9Jr // )00) 000 tifi'.5: ``rr7,r — 198G to l 9 9 0 I it.l4 /)c ih077 751000 �vt�ICxt�- CL/j6 J011 /60/000 /000 %r • �„:�t� R,., /JI,• , ,,1 lG 7/ 000 w� L Fn 0 et, 6 0) 00 0 i/ (� 7 U 000 � pp jf^he d ay�000 l' 5 r vote 7G'7ijL 1)N/&— /7300/000 t, 0 `, bl'i iilt •1/iii �, �.-3 / ✓ 13-0)000 ,. �0i 000 :. , `.,.'.�a i"il'y �•. L.,,y)161--;,� 3.�/ ooh 670/000 7 c,)-7-,-) 4, 3, o 7 0) 000 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 'Y n y - IOWA CITY MUNICIPAL AIRPORT master plan report Study of Major Alternatives Iowa City Airport Commission pod L. ROBERT KIMBALL & ASSOCIATES F a consulting engineers & architects E7 o Kansas City, Missouri MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 1A I • STUDY OF MAJOR ALTERNATIVES Iowa City has two major alternatives for the development of an adequate airport facility to meet the anticipated demand as fore- cast in the previous section of this study. These alternatives are (1) to consider the development of a new airport site or (2) to continue the development of the existing site. A third alternative, which does not provide for future demand, is to maintain the exist- ing airport in its present state, with no further development of the facilities on the field. This third alternative is discussed first. NO FURTHER DEVELOPMENT The primary concern of a "no development" posture by the City is the probable impact, both positive and negative, this alterna- tive would have upon the City as a whole, as well as the impact upon the individuals, businesses and industries that use the Iowa City Municipal Airport. The most beneficial effect of this alternative to the City is that a minimal amount of development funds would have to be spent on the airport. All money would be used for maintaining the airport's physical plant (i.e. the runways). This could still be an expensive proposition. However, no money would be used for major improvements such as taxiways, aprons, runway extensions, etc. On the negative side, a number of problems will result from no further development. The noise problem that currently exists around the residential areas adjacent to the airport will not sub- side, but will in fact probably worsen as demand increases without improving the existing facilities. Business jets will continue to use the primary runway (17/35). The decision to land rests -1- MICROEI LMED BY JOi7M M177 LAB 11111 RAPIDS • OES MOINES t • r; • STUDY OF MAJOR ALTERNATIVES Iowa City has two major alternatives for the development of an adequate airport facility to meet the anticipated demand as fore- cast in the previous section of this study. These alternatives are (1) to consider the development of a new airport site or (2) to continue the development of the existing site. A third alternative, which does not provide for future demand, is to maintain the exist- ing airport in its present state, with no further development of the facilities on the field. This third alternative is discussed first. NO FURTHER DEVELOPMENT The primary concern of a "no development" posture by the City is the probable impact, both positive and negative, this alterna- tive would have upon the City as a whole, as well as the impact upon the individuals, businesses and industries that use the Iowa City Municipal Airport. The most beneficial effect of this alternative to the City is that a minimal amount of development funds would have to be spent on the airport. All money would be used for maintaining the airport's physical plant (i.e. the runways). This could still be an expensive proposition. However, no money would be used for major improvements such as taxiways, aprons, runway extensions, etc. On the negative side, a number of problems will result from no further development. The noise problem that currently exists around the residential areas adjacent to the airport will not sub- side, but will in fact probably worsen as demand increases without improving the existing facilities. Business jets will continue to use the primary runway (17/35). The decision to land rests -1- MICROEI LMED BY JOi7M M177 LAB 11111 RAPIDS • OES MOINES solely with the pilot -in -command, who is in the position to deter- mine if his aircraft can safely land at the Iowa City Municipal Airport. Runway 17/35 is long enough to marginally provide a safe runway, being only a few hundred feet short of the FAA recom- mended design runway length for aircraft in this category. Consequently, departing jet traffic will continue to fly over the particularly noise -sensitive areas to the north of the airport, with increasing noise levels caused by the additional traffic as demand continues to grow. (See Appendix 1 of this report for a F' detailed noise analysis of this alternative.) =;7 €) In the recent Linn -Johnson County Regional Airport System: study, the probable increased usage of business jet aircraft is reflected with their comment that "...Iowa City will experience t•: demand by turbojet aircraft in the basic transport category. A decision to limit planning to the existing utility airport at Iowa City would result in a service deficiency..." Additionally, no further development of the existing airport will eventually result in a deficiency in accommodating the increased activity by all general aviation aircraft. Delays in the arrival and departure of aircraft (causing increased fuel consumption) and the overcrowding of airport facilities will soon result. The ultimate impact will be the probable loss of revenue both directly to the airport and indirectly to the City and area industries caused by aircraft going to other airport facilities, (i.e. Cedar Rapids), where they can be adequately accommodated. Perhaps the most serious impact of this alternative is re- duced safety. Iowa City has been fortunate in that there has not been a serious aircraft accident in recent years. However, as -2- MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES residential areas continue to expand adjacent to the airport property, safety is slowly being compromised, especially beyond the end of the runways in the clear zone and approach areas. The probability of an accident with serious injuries increases, ' not because of an increased chance of an aircraft crashing, but because the possibility of an aircraft crashing into a residential area has been increased. No further development includes the a�i a prospect that the City will fail to properly zone or acquire the land adjacent to the airport in order to prevent further encroach- ment of residential areas. r? Thus, it can be seen that no further development of the exist - c: ing site is not an adequate solution to the current problems that exist at Iowa City. Neither is it a panacea for preventing the V aggravation of these problems in the future. Therefore, it is not recommended that Iowa City adopt a non -developmental posture, as was petitioned for by a concerned group of citizens of the City. Instead, it is recommended that one of the two other alternatives be considered. DEVELOPMENT OF A NEW SITE The development of a new airport site is a possible alterna- tive having both advantages and disadvantages over the continued development of the existing site. A hypothetical airport layout plan was first developed to determine what facilities would be needed at Iowa City to meet future demand for the forecast 20 -year period as was set forth in the facility requirement section of this report and is shown in Figure 27. -3- MICROFILMED BY JORM MIC R�LAB CEDAR RAPIDS • DES MOINES i RW e. p RW 00.% \ �J q :.'• <L3 9nj f' / `O LEGEND Prapwty Line "ft° Paved Ana ® Buiungs ....... Thrahoid & End Lights LOW Wind Coni MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES HYPOTHETICAL AIRPORT LAYOUT IOWA CITY IOWA L FtCBCRIM T KIMBALL a A66CCIATE9 CON.ST/LT/NG ENG/AEERS 9 ARChYTECTS 1 SCALE: I1=1000' FI 75RE27 I.� til& I" This hypothetical layout plan depicts the necessary develop- ment items that would be required to accommodate business jet aircraft in the basic transport category as well as other facili- ties to handle all general aviation aircraft. This sketch is only to be used to assist reader understanding of the extent of develop- ment necessary to construct a replacement airport and should not be construed as a possible alternate configuration. Based on these Facility Requirements, a replacement airport for the Iowa City Municipal Airport would have the following com- ponents: RUNWAYS Both runways (max. 2% gradient) 5300' x 100 Taxiways (Both runways) full parallel 40' wide Airspace Requirements (Both Runways) Approach Zone Length 10,000' Clear Zone Length Clear Zone Width(inner 1,700' Clear Zone Width end) 500' Runway Safety Area 800, end) 800' 300' Terminal Requirements Parking 7,700 sq.ft. Apron Area 7,200 sq.ft.(204 spaces) Hangars 26,600 sq.yds.(117 spaces) 34,700 sq.yds.(43 spaces) The land required to construct new airport facilities is determined primarily by the layout of the property, however, min- imum land requirements would be as follows: Landing Area Primary runway Crosswind runway Approach Area (Clear Zone) Both runways -4- MICROFILMED BY JORM MICR+LAB iY CEDAR RAPIDS - DES MOINES 135 acres 110 acres _acres 160 acres W I Na Building Area F, Miscellaneous Terminal, Apron and Hangars 130 acres Total Minimum Land Required 535 acres The major negative impact that would preclude the acquisition of this land, in each case, is that it is prime farmland presently being cultivated. The use of most of this land for farming would be lost by the construction of the airport. Adverse reaction by the land owner(s) will most likely result from trying to acquire their property. The exact location of a new site is not part of the scope of this study. However, a number of potential areas capable of being developed into a new airport exist within a 7 -mile radius of the central business district of Iowa City and are shown on Figure 28. At each one of these sites, enough land is available to accommodate the facilities illustrated by the hypothetical layout plan. Most of the potential areas lie to the southeast of the City and existing highways provide good access to them from the City. To the northeast, as well as to the northwest and southwest, the land is not nearly as suited to airport development. The advantages of constructing a new airport at any suitable site are (1) reduction or removal of aircraft noise in the noise sensitive areas within the city limits; (2) opening of the existing site to development as an industrial park; (3) institution of proper land use planning and protective measures preventing resi- dential encroachment around the new airport property by zoning and/or land acquisition. -5- MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES 1 v pr+v� r l- (-A1�) • � � -ZV � • SJ 1 - 1 11 l.. �'� �. i . u"�� Ay - _ �_I M w Nom. .. J..>ta} t: c:-._ � +.. Ih- .. �� - f0 (> � _�• • Ir Y � 1",moo r'�� V'} i}'' � ��' H1' I .!- i � I � � ...� � 1 r v r'. ♦ eq Y. 4f -1 1)f ry i ^CS\ �� ::�c-+�-U !V'I) ' II�7 rte' I II ' '-C ♦ / ., r I � 1 t..-1 , � )� .... / 1 71�i1 u I Q r��.• ill + - _� � :�+`++- i 11 1 \ ,F iJ'p A cr "� h....TyI y —•�. .—f o .., `7't oto " 'l i+.2�t lu c F ,c.. � ., r+%� a,. ._ � � r I l T A I � .n / -.1��• ,.... 11_ �is k IV, n MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Y ._.. rv` o�• Y i I E T' Y ._.. rv` o�• Y i I I...._. _ _... "-..F ,x7 J r- ' c. 15 1 ' I J � {,,. S 0 0/ T } ' �1,�• 55I ✓ � e '^ \ 0"- 241 x°I 25 30 ell Ile r � I jj II �-C I) ` J,« - _. - i _ . —_ �r � �. ."_ _ _ hl � _ \ x•11 2 , L , I IOWA CITY MUNICIPAL AIRPORT IOWA CITY, IOWA ALTERNATE AIRPORT LOCATION ....J...... !.... r L ROBERT KIMBALL 81 ASSOCIATES I CONS!/LT/NG ENC/NEENS 6 ARCN/TECTS °. I lys e Cr\rL -1e' _ ❑. _. --., J r- ' c. 15 1 ' I J � {,,. S 0 0/ T } ' �1,�• 55I ✓ � e '^ \ 0"- 241 x°I 25 30 ell Ile r � I jj II �-C I) ` J,« - _. - i _ . —_ �r � �. ."_ _ _ hl � _ \ x•11 2 , L , I IOWA CITY MUNICIPAL AIRPORT IOWA CITY, IOWA ALTERNATE AIRPORT LOCATION ....J...... !.... r L ROBERT KIMBALL 81 ASSOCIATES I MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES CONS!/LT/NG ENC/NEENS 6 ARCN/TECTS °. KANSAS CITY, MISSOURI -1e' _ ❑. _. --., lA -.,..'.,.' u lm , /��. JJ ( �' S� 0 4000 SCALE : lm � EXHIBIT NO. 28 _ + / ('. a37 111 1° - 4000' MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES a By locating the new airport outside the city limits, the aircraft will not fly over the City at low altitudes, thus reducing the problem of aircraft noise substantially. At certain sites, aircraft noise would be entirely removed from the City, especially around the noise sensitive areas. However, the aircraft noise will continue to affect the residents who happen to live close to the new airport; but not to the degree that currently exists. By using the existing airport site for industrial development, revenue from the sale of land can be used to help finance construc- tion of the new site. Being at an ideal location for industrial development, the present airport property with the existing facil- ities has been evaluated by a local realtor to be worth approxi- mately $5.6 million. If the entire property, with its assets, could be liquidated within a relatively short period of time, this income could finance a large portion of the new airport. Federal, State and Local funding may be available for the remainder of the development. Because of the scope of such a project, there are also many disadvantages to relocating the airport. Probably the most serious complication of constructing a new airport is selecting a site on which to locate it. In almost every case, site selections are an emotional, controversial and drawn-out process and it is felt that Iowa City would not be an exception, since the land in question is prime farmland. The environmental impact assessment of the relocation project would be scrutinized by several different environmental agencies, each having the authority to seriously question the wisdom of such an action, and would most likely con- demn this particular alternative, because of the existing airport's -6- MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES P capacity to be developed. The expense of relocating the airport is very high, owing to A the need to acquire prime farmland (valued by local realtors to be worth between $2,500 to $3,500 per acre) and to develop a runway with a strength capable of withstanding business jet aircraft weighing up to 60,000 pounds. Also on almost every I j, potential site, households would have to be relocated, which would also increase the expense and act to create an emotional front against the popularity of this action. Condemnation of the land by the City would be the most likely method of acquiring F; the property since it is felt that few of the land owners would be willing to sell it for the purpose it was intended to be used. Also, in every case, the distance from the airport to Iowa City's central business district is lengthened, which would in • i turn increase the usage of g gasoline for transportation to and from the airport. One of the primary reasons for the popularity of the f present airport (especially with air ambulance services) is the 'O fact that it is situated close to the City. This advantage would be lost by moving the airport. h Another disadvantage to the construction of a new airport results from previous commitments by the City to maintain a public use airport. Because of an agreement between the City and the t FAA, the new airport must be completed'and open to the public i, • before the present airport can be closed and liquidated. This will require the City to seek outside funding to construct the new airport and then hope to recover this expense later through s 1. the sale of the present airport's land and facilities. Federal ` and State funding for such a large project is unlikely because I` 4W 7 l MICROFILMED BY JORM MICR¢LAB _ CEDAR RAPIDS • DES MOINES a ■ . of the expense and their relatively low capacity to fund such projects. In addition, since the present airport has not in the past been subsidized by the citizens of Iowa City, it is felt that any financial pressure to fund construction of a new airport would be met with stiff opposition by the taxpayers of the City. The estimated cost of building a new airport is set forth on the following page. However, it should be noted that these figures are preliminary estimates in 1979 dollars prepared to represent the comparative cost of this alternative and should not be construed as representing the actual cost for each devel- opment item. More accurate cost estimates will De aetermineu during the last stage of the Master Plan process in the financial plan, and will outline the projected cost for each item along with expected funding by federal, state and local sources. 10 ...... r MICROFILMED BY JORM MICR+LAB a CEDAR RAPIDS • DES MOINES !; VALUE OF _EXISTING AIRPORT Land Value 402 acres @$12,000/acre Terminal/Administration Building Maintenance Building 30 T -Hangars @$10,000 each Total Airport Value 4,824,000 350,000 110,000 300,000 5,584,000 NOTE: Buildings would sell for less than existing value because of their specialized use. Therefore, actual selling price could be expected to be somewhat less than the above amount. T ,, 1r COST OF DEVELOPING NEW AIRPORT (BASIC TRANSPORT) 1. Land Acquisition I 535 acres at $3,000/acre $ 1,605,000 L 2. Site preparation (grading) 1 a)runways $ "taxiways (300 ft. graded safety area plus 200 ft. overuns) 5800 ft. + 5,500 ft. = 11.300 ft. 11,300 ft. x 300 ft. x 1 ft. = 3,390,000 ft 27 ft3/yd3 = 126,000 yd3 x $1.50/yd3 - $ 189,000 ;j b)terminal area 130 acres x 4,840 yd2/acre = 629,200 yd2 x 1 = 629,200 yd3 x $1.50/yd3 ft. _ $ 943,800 i N 0 TOTAL SITE PREPARATION $ 1,132,800 3. Runways (60,000 lbs.) a)paving 5,300 x 100 = 530,000 ft2 -. 9 ft2/yd2 = 59,000 yd2 :I 59,000 yd2 x $15/yd = $ 885,000 blighting 5,300 + 5,200 ft. = 10,500 Lf. x $14/Lf. _ • $:147,000 c)marking Lump Sum $ 3,000 ' i TOTAL RUNWAYS $ 1,035,000 ® 4. Taxiways a)paving 6,200 x 40 = 248,000 fit 9 ft2(yd2 = 27,500 yd2 X. 27,500 yd x $15/yd = ; $ 412,500 . . b)lighting 8,300 Lf. x $11/1;f. _ $ 91,300 r c)marking Lump Sum $ 1,200 TOTAL TAXIWAYS $ 505,000 I -9- MICROFILMED BY JORM MICR+LAB V CEDAR RAPIDS - DES MOINES 7 5. Aprons a)paving 26,600 yd2 x $15/yd2 b)lighting Lump Sum c)marking Lump Sum TOTAL APRONS 6. Auto Parking $ Access Roads a)paving 7,200.yd2 x $10/yd2 b)lighting Lump Sum c)marking Lump Sum TOTAL.PARKING F, ACCESS ROADS 7. Terminal Building a) 7,700 ft2 x $50/ft2 TOTAL TERMINAL BUILDING 8. Hangars a)T's - 80 units at $12,000/unit b)maintenance, storage, etc.., 3 buildings at $150,000/unit TOTAL HANGARS 9. Instruments, etc.., a)segmented circle $ wind cone Lump Sum b)REIL $ VASI (both runways) -based on IND TOTAL INSTRUMENTS, ETC..; Cost of Developing New Airport Land Acquisition (535 acres) Site Preparation (grading and drainage) Runways (up to 60,000 lbs. gross weight) Taxiways Aprons Auto Parking & Access Road Terminal Building Hangars Instruments, etc.., -Segmented Circle;&, Wind Cone -REIL $ VASI (both runways) Legal, Engineering, Admini., and Contin,(15%) TOTAL -l0- MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES $ 399,000 $ • 40,000 $ 1,000 $ 440,000 $ 72,000 $ 15,000' $ 8,000 $ 95,000 $ 385,000 $ 385,000 $ 960,000 $ 450,000 $ 1,410,000 $ 15,000 $ 97,000 $ 112,000 1,605,000 1,133,000 1,035,000 505,000 440,000 95,000 385,000' 1,200,000 15,000 98,000 977,000 $ 7,488,000 The total cost of the new airport can be broken down into development stages to allow for the systematic growth of the air- port thereby easing the financial burden on the City. However, a the developments in Phase I must provide facilities capable of accommodating present needs. Phases II and III will then build !; upon this base. PHASE I (1980-1985 • Land Acauisition (300 acres) 900,000 Site Preparation 703,000 Runway, Taxiway and Apron 990,000 Auto Parking & Access Road 57,000 ='! Terminal Building 149,000 Han!• g 396,000 113,000 Instruments, etc.., Legal, Eng., Adm., $ Contin, 496,200 %. TOTAL PHASE I $ 3,804,200 • PHASE II (1986-1990) Land Acquisition (235 acres) 705,000 r� Site Preparation 430,000 Expand Apron 110,000 �I Expand Terminal 53,850 • Legal, Eng., Adm., $ Contin. 194,800 TOTAL PHASE II $ 1,493,650 PHASE III (1991-2000) Crosswind Runway, Taxiway 770,000 Expand Apron 110,000 Expand Auto Parking 38,000 Expand Terminal Buildings 182,150 Additional Hangars 804,000 Legal, Eng., Adm., €, Contin. 286,000 TOTAL PHASE III $ 2,190,150 Of the two major developmental options available to Iowa City, the construction of a new airport is the most expensive, complicated and least desirable alternative. Therefore, it is not recommended that Iowa City seek to develop a new airport. -11- MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS DES MOINES T N i r DEVELOP EXISTING SITE A F The second major alternative to developing an airport that will meet Iowa City's growing need for an adequate and efficient i= airport facility is to improve the existing site. This option t also has several advantages and disadvantages. However, the disadvantages caused by the impact of any development of the •a present airport are far less than those posed by the construction ?;• of a new airport. t. The total expense of the development needed, as set forth on the following pages, is less than that which would be incurred • by new airport construction. Consequently, both the Federal Aviation Administration and the Iowa Department of Transportation would likely contribute a substantial amount of the funds neces- sary to develop eligible items, because the costs involved would •I z V be within their budget levels for general aviation airports. This would also reduce the City's share of the amount of money needed • to construct the improvements. r The primary advantages of improving the existing airport 3 are as follows: (1) By adding taxiways, both the safety and efficiency of the airport would be increased through a smoother flow of aircraft traffic on and around the airport; resulting in M1 f a reduction in the use of aviation fuel and the chances of an accident. (2) For business jet aircraft, a lengthened runway would increase the margin of safety on take -offs. (3) By changing 's the primary departure runway for jet traffic,the noise levels could be significantly reduced over the City and especially over the nearby noise sensitive areas (see Appendix 1 for detailed analysis). However, at some point in the near future, actions -12- .......... MICRON'MED BY i JORM MICRLAB i? CEDAR RAPIDS • DES MOIRES i r by the City to prevent further encroachment of residential areas from the north, either by zoning or by land acquisitions, will be necessary to insure that the other noise sensitive areas will not be developed. (4) The re-routing of incoming aircraft will be facilitated by these airport improvements and will also tend to reduce the noise levels over the City, despite increasing levels of traffic using the airport. The major disadvantage or negative impact of further devel- opment on the existing airport is the acquisition of additional land which would be needed for extending the runway. However, this would not require the relocation of any people, as would be true if land for a new airport were to be acquired. The expansion of the existing airport need not include the recommended runway extension. However, it should be noted that a decision not to extend the runway to accommodate jet aircraft would not prevent jet traffic from using the present airport, nor'could they be prevented from using the airport by City ordinance, injunction or any other discriminatory practice. Thus, it would seem that at some point in time where a runway extension could be justified, it should be constructed for both the safety of the aircraft and the benefit of those residences bothered by aircraft noise. The phased cost of expanding the existing airpurt is as follows: -13- MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES aM1 i h I. Runway Overlay R/W 17/35 2. Taxiways /Turnarounds 3. Aprons 4. Hangars 5. Navaid (NOB) 6. Segmented Circle 7. Parking 8. VASI's R/W 17/35 9. REIL's R/W 6 10. MALS R/W 35 11. Taxiway Edge Lighting EXISTING SITE DEVELOPMENT PLAN IOWA CITY IOWA L. ROBERT KINSALL N A8BOOIA7En CONSULT/NG ENGIAE£RS B ARCN/TECTS SCALE: 1"=800FIGURE _29.. i i . MICROFILMED BY r JORM MICR+LA13 ?) I. CEDAR RAPIDS • DES MOINES I i i . MICROFILMED BY r JORM MICR+LA13 ?) I. CEDAR RAPIDS • DES MOINES I. Land Acquisition 2. Runway Extension 9 Overlay R/W 6/24 3. Terminal Remodeling ••• 4. Taxiways 5. Apron EXISTING SITE 6. New FBOArea DEVELOPMENT PLAN T. Hangars 8. Access Road IOWA CITY IOWA 9. VASI's R/W 6 IQ Taxiway Edge Lighting L. KIMBALL ABTCN FIGURE�rt SCALE: I°=800 30 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 3) Is I. Runway Overlay R/W 12/30 2. Exit Taxiways 3. Apron .......... Hangars 5. Taxiway Edge Lighting MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS DES MOINES e% W 0 • • '7 • 7 M M APPENDIX I AIRCRAFT NOISE PIICRUILHED BY JORM MICR6LAB CEDAR RAPIDS • DES MOINES APPENDIX I - AIRCRAFT NOISE As part of any study of development at the existing Iowa City Municipal Airport a detailed noise analysis must be undertaken. Aircraft noise is the most aggrevating and noticeable problem associated with the airport and the main reason for community objection to airport development. This study developed INM (Integrated Noise Model) noise contours for four different possible situations. These different scenarios are described in the following. 1. Existing Situation': This scenario assumed no changes in traffic levels; runway usage; approach procedures or any of the factors which would affect the perceived noise around the airport. Z. Noise Abatement: Proposed noise abatement procedures such as steeper approaches, altered approach paths and the elimination of all touch and go activity from runway 30 were applied to the existing traffic to develop this scenario. 3. Do Nothing: Herein was examined what the noise situ- ation was likely to become should a no development posture be adopted by the airport commission. Increas- ing activity levels were applied to the existing traffic patterns, runway utilizations, etc.., 4. Preferential Runway: Redesignating runway 6-24 as the primary runway and redirecting all jet and touch and go activity to using it instead of runway 17-35 is the scenario used here. Future activity levels were applied here. Each of these scenarios will be described more fully and discussed in greater detail later in this section. Before these analyses and descriptions are undertaken it is necessary to provide an understanding of the effects of noise on man and of the procedures involved in developing an INM noise contour. I. The Effects of Noise on Man Noise may be defined as the physical disturbance that causes an unpleasant sensation in the ear. Sound becomes noise when the listener experiences discomfort, or when the sound level reaches proportions that interfere with normal communications and activ- ities. The decibel (dB) is used to measure relative sound (noise): pressure levels. The following table represents a comparative scale of sound intensities relating familiar sounds to the decibel scale: -A1- MICROFILMED BY JORM MIC RLAB CEDAR RAPIDS . DES M1"" SOUND INTENSITIES dB 130 threshold of painful sounds i limits of ear's endurance threshold of feeling 120 110 --- automobile horn power lawn mower 100 elevated or express train 90 motor trucks 80 heavy street traffic 70 stenographic room noisy office or department store 60 average busy street moderate restaurant clatter 50* average office 40* automobile average residence soft radio music 30 20 --- average whisper rustle of leaves in gentle breeze 10 0 threshold of audibility *Range of speech usually heard in conversation Source: "The Effects of Noise of Man" by Karl E. Kryter. Since sound level is not the only factor which determines how the human ear responds to noise, consideration must be given to the frequency range of the sound and the number and duration of sound occurances. Peoples perception of the loudness or noisiness of a sound depends on several characteristics of the sound. These characteristics are: A. Intensity - Generally an intensity increase of ten decibels (dB) can be considered as a doubling of the perceived noisiness of a sound. Psychoacoustic evidence, however, suggests that more than a ten decibel (dB) in- crease in aircraft flyover noise is needed to produce a similar doubling of perceived noisiness. B. Frequency content - Sounds with a higher frequency level are perceived to be noisier than those of equal pressure levels with lower frequencies. C. Changes in sound pressure level - Sounds which increase in pressure are judged to be louder than those with decreasing levels. -A2- MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i r D. Rate of increase - Impulsive sounds or those that reach a high peak abruptly are generally perceived to be very noisy. ~ It will be helpful in our evaluation of the noise contours to consider several significant facts that have been determined through research and practical experience in the study of aircraft noise and the effect of noise on man. A. If people feel that their needs and concerns are not being considered, they are more apt to feel hostile about the noise. This alienation or feelings of being ignored or abused is the root of many human annoyance reactions. If people feel that those responsible for the noise are honestly doing what they can to mitigate the noise they yi0 are usually more tolerant. a B. When people judge that the noise producing activity is important they will tolerate higher noise levels. xi j' C. Disturbance from noise naturally depends on ones activity j • at the time of a noise occurance. An individual's sleep, rest of relaxation are more easily disrupted by noise than his communication and entertainment activities. D. The existence of undesirable features in a person's residential environment will influence the way they O react to noise. j E. People vary in their ability to hear sound, their physi- ological predisposition to noise and their emotional s; reaction to noise occurance. "j0 F. The belief that noise affects health, incluences ones !, reaction to noise. In addition to these factors, a number of physical factors have also been identified by researchers as influencing the way that T3 individuals may react to noise. These factors include: 7 A.. Type of neighborhood: The degree of annoyance associated s: with an individual noise occurance will be greatest in rural areas followed closely by urban or suburban resi- dential areas. The type of neighborhood may be associated with an individual's expectations regarding noise. People r expect rural neighborhoods to be quieter than cities. B. Time of day. A number of studies have indicated that noise intrusions are considered more annoying in the early evening and at night than they will during the day. M b -A3- MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES r C. Season: Noise is usually more bearable in the winter than in the summer. This can be explained by the fact that people will tend to have a more direct contact with a r' the noise in.the summer. D. Predictability of the noise: An individual who is ex- posed to unpredictable noise will have a lower noise tolerance than those exposed to predictable noise. • a r i Y E. Control over the noise source: People who cannot control the noise source are more annoyed than those who can exercise some control. F. Length of time: Under most circumstances, annoyance will increase the longer a person is exposed to noise. With this basic knowledge of noise and how people react to it we can proceed with the development of noise contours. These contours will be developed using the most recent technology available and will provide a realistic picture of the noise situation in Iowa City. II. Noise Contour Development A conceptually simple method of characterizing aircraft noise around an airport has been developed by the FAA. This method is called the Integrated Noise Model (INM) and it measures the equivalent A -weighted sound levels (Leq) and the daylnight average sound level (Ldn). These are calculated at a number of points surround- ing the airport and these points are then connected to form a noise contour or footprint. The equivalent A -weighted sound level (Leq) is defined as the average noise level integrated over a period of time or the average daily noise levels in this case. Day/night average sound levels (Ldn) is defined as the A -weighted sound level. (LA) (the sound pressure level which has been fitted or weighted to approximate the human ear's perception of sound) with all nighttime (between 10 P.M. and 7 A.M.) being increased by 10 dB. Several factors are considered when developing the INM contours. These factors are' runway layout; ground tracks; approach profiles; take -off profiles and traffic mix. Each of these is further explained in the following sections. Each scenario will be examined separately with all of the procedural details. I. Existing Situation The noise contours developed under this scenario will show the existing noise situation at the Iowa City Airport. All of the data for this contour run assumes no changes occurring at the airport. As previously discussed, this is a very unlikely happening but it is shown for comparison with the other three possible scenarios. The input data for this contour run is as follows. -A4- I MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS • DES MOINES i A. Runways. The Iowa..City Airport has three active runways: 17-35 is 4,300 ft.; 12-30 is 3,900 ft.; and 6-24 is 4,000 ft. long. In determining the INM contours the lengths of these runways was not changed and the runway utilization «' was broken down as follows: PERCENT RUNWAY UTILIZATION RUNWAY TAKEOFFS LANDINGS 35 45.1 19.8 17 19.8 45.1 24 9.8 5.0 6 5.0 9.8 30 14.5 6.0 _ 12 6.0 14.3 Total 100.0 100.0 B. Ground Track Definitions. The standard traffic pattern was used for all single engine aircraft operations to provide some bias which will account for touch and go operations. All multi -engine and jet traffic was pro- grammed for straight out departures. C. A roach Profiles. An approach profile is defined as the angle o escent that an aircraft makes when preparing to land at an airport. The approach profiles used in developing the contours for the Iowa.City Airport assumed a V slope.from an altitude of 800 feet. D. Takeoff Profiles. The takeoff profiles used in the calculations are automatically assigned by the program based on stage length. E. Traffic Mix. The aricraft mix describes the average daily number of operations by type of aircraft. The types of aircraft, number of operations, time of day and stage length of these operations have been used in calculating the INM contours. The numbers used represent an average day's activity and may not add up to a full aircraft. However, by splitting the aircraft this way we can produce a noise contour which truly represents the average noise situation rather than one that shows the most critical situation which could be expected. The traffic mix used in these calculations is as follows: I. Type: Light Single Engine Piston - 4 place (LSEP4) Representative Aircraft: Piper 180 Activity Levels: Arrivals: 66.6 during the day', 8.4 in the evening; and 5,0 at night - Departures: 0 to 500 mile stage length - 66.6 day; 8.4 evening and 5.0 night. No activity with stage lengths greater than 500 miles. -A5- MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES i MICROFILMED OY JORM MIC R�LAB i' CEDAR RAPI05 • DES MOINES II. Type: Medium Twin Engine Piston - 10 place quiet (MTEPIOQ) Representative Aircraft: Beech Duke ,A Activity Levels: - Arrivals: Day 16.0; Evening 2.0; Night 0.9 - Departures: 0 to 500 miles stage length - Day 16.0; Evening 2.0; Night 0.9. No activity over a 500 mile stage length. III. Type: Light Quiet Turbo Fan (LQTF) Representative Aircraft.: Cessna Citation Activity Levels: - Arrivals: Day 1.5; Evening .3; Night .3 - Departures: 0 to 500 mile stage length - Day 1.5; Evening .3; Night .3. No activity ,• over a 500 mile stage length. F. Take -Off Restrictions. The INM program will modify the Standard ATA take -off procedures stored in the program by inserting a profile segment where the thrust and climb gradients are as specified by the cutback restric- tions projected in the program. They are as follows: 1. Altitude restrictions i 2. Take -off power _ nl 3. Climb power R, 4. Engine -out level flight power 9• S. Maintain a specified gradient It is possible to specify override modes for aircraft type with noise curve sets. These are: ! 0 - accept any cutback " O 1 - no engine cutback of any kind 2 - engine -out cutback only 3 - take -off and climb power only Since, current conditions at Iowa City do not call for any take -off restrictions, none of these modifications have p7 been applied. G. Contour Anal sis: The contours provided by the Integrated NoMo el using the Ldn metric are expressed according {' to the dB scale. The contours represent a specific dB POO level arrived at by connecting a series of points. The amount of annoyance and potential harm to the surrounding areas can be determined by comparing their contour value to the following table relating Ldn-dB levels to the effects they create on their surroundings. It should be noted that the LdN values shown on this table represent noise levels which would interfere with specific activities. However, if these activities, such as reading, were to occur inside a building the exterior LdN levels could be 75 LdN and no f H impact would be felt since the building would cause the exterior noise levels to decrease by 10 to 20 dB's. -A6 v t i MICROFILMED OY JORM MIC R�LAB i' CEDAR RAPI05 • DES MOINES a ° "A Id 10 IV16U11 r•' of 698 \\ WT i 3. 1 O� l NJ iT i �_ _._�: .—... a ,1._` Wate lanM — •� p �� I I ;.\+h, a{. :n (\ - v' .:. r rt Rine �'Z �" a • I .` Ip� County HomeIIYPL-�I� i =a jR i --�ojBSE �I `• -- A..i`!.\h 18 - 1:,/J I I,,.oH _ er rG, 'i� I A I; I t' it V •' I SSSieieie a I a , I , � a I771 100 , X r- icp " Yi 750 I J �ns� ":J i" `I B YO .1 55 �,M IC - ,0. .�.e. -20 211 -."v am „4 .A a] ' � a I { "f 71A 6 IawA clTy, cal - ,� ,I,a, I;b / '•' r-'� t ' bas / 27 '°V >1ad 7 op W E � c I ,�- � aal 'ir=' s 1=i �6N� _ ! ' �// r/�..-/ �>e N ` �I l.,.l.. . tiL \� .°,:d•�. "��ar� I ��--_•..�.. ". —��T— -�-�' �� I� ��{,�� ��� f . ,•�i I i �� j. III {,I� '!_ ���__.._--y�� I 1 I II MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES \ Litt), 1 111a n)e a • 1 1 r '1 L Jr t Fry hi ' t J'. •I 1 %jb�'� • ��af �'; T j Er' sty �; l■ ''� I t' I �PF � � \, 1 4 I IiRh h r �• • . i a I 1 �.'� alp �C�' v ,�.iYO o r� 1� a ,� 9 �' ALT�N 9W 7 p � Mem y / .+ •" P "'1�0 � .r '/ � ens I„ � " I 1 '� ecx ro � �tl �'ar- L.'.� � • A .... t ! '. G!O r er . .. 1iiCem l� V t � © I ��dee •, I�. �I �`�1 j� $. I ITS M r p � \ O' •—� _ : � a~ \� �Wate, IM .Snot aut i c I \ p'.:. � �: /' I • I �'.. 6, \ •��, 1, � - TanF¢h 5,,h 645 she a moo/ _ ti I M� sr w --T 6Wit pj . , r �_ ./ • Ji Wale, �•� t\.I 5 Imo. M n / :�..T7ehk 6 _ T I re t r �1 IC A Pa A 0 _ .I t� e ,II• (-.-20:- 'C..• '.S 21i - �: 1ii1. '.\ .ro 213 241 <9�fI 2 Ie oo .;;. Trailed; \ \ Ess pwk 1. i� I ��, •1 _ (F –LoN'r CITY T Colo._ HOUNUARY _ _ — _ _ h ^s� _ • lses l I b • I 0 r r 645 �/• \ \ 26 p/_ 25 8 /. 27 1 ©© P 1 i `• 'Sand nn : , mu d l Q YI: \ iI _ a. 26II 2 r �/------ ll p� �6 �. �« IOWA CITY MUNICIPAL AIRPORT 647. '• �jd�. /y°. EXISTING SITUATION JI��-1��I%%` ✓ rI �!•1 a FIGURE AI—A SCALE IN FEET 2000 1000 0 2000 ( MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES ai la ° 'Raldlogien ~ b 0 IWSUm 4 y UR.f;a ent A I '� � Y•I •Water Tank ,� •I A \ L -County 'Home cc 751 � j1e 1 A Jt,' 6. a I I I � �li � 1 •��' ' '! no I "'00 771, 750 750 I �p1 \., 'm / ° r.. ! - 4 V Vi i J �J i Ye �-U IC Er_ I, 21 787 !3 .ice �_ '1j\ t•= p- .-�>,��: � --•- I � � - - —'' � \,y In I AA .s MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I! . 27 27 M• k. ..i •Vl1 t !I '1 yy �. . W s o y _ ■ . r w_ 1TU rn /y n rete ' I n � � �[ecn,or, } ..ar r ■ ._.•I s � � �Oa ' � i iCem 1 r er 1..:. _ / I(I• 5� IIV. 'I �6•� ..4 �, .. �cn� - ,Ar w I. '. dy■I ,.� 1`.�,,�.• � I�. , nage 4 �:.I '• !J ar D dal '.1 IM �� r.0„cry Jr Rh &h � :. II J r 1 6510 -a— � ��^ 1' _ - • �•I � I +rte 9:•,. d PI Q I I 1]tl� \Tank y j._ i.'. .} �`I �I� �•yVA (� IT ..,n -` `.Park '9• t� - � ICI A A O T \\ G I , tti `'•f •I 5� 0;0M I I ° 1,t�' 4 `� .>59J. .. 23 i ,, e'• 9ti 2 C is Ip �I e 1 C^S I 00 el _I PIS I ISA I I I 718 I IOWA CITY I Wit I• �Qu� _ IIOUNDARY _ _ I• _ _ � >�o yds _ ! _ � � I 645 26 d - _ 8. 27 25, 1 Sand I u 1 FI Ina-dV rou A�<4'. N S,,l I .. 127 SaY 26 -2 ---- ,'1r � r�._�:.-->—r•-�—�” � � �. IOWA CITY MUNICIPAL AIRPORT W ;E NOISE ABATEMENT PLAN S' FIGURE AI -8 SCALE IN FEET /� ,�A <<r % �� 1 ' ---•- —:. 1 _ I 2000 1000 0 2000 �1 I I 4 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES N C w N Q Un u 1 lnte _ 1 ■U f"•( 4L_. ' \ rl / 498 ■ h 1 n �\� _i. 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DO—NOTHING if 1 S P� I • a / U FIGURE A I -C Y SCALE IN FEET , l 1 / ',.� III •-� 2000 1000 0 2000 1 I MICROFILMED OY DORM MI OR�LAB CEDAR RAPIDS • DES MOINES IS Radio Toners v I 0 (WSUI) 00" ;p, *Water Tank 77 at 'C�o Only e - ---- 18 -------- ----------- j VT U N am 1787 .4 q 60 tc T 7 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES IOWA CITY c 645 T. 4 27 X 4sri •'Arreu Di C J Water - //-,S pa n � ° _ san ..A AMC \- 1 �l a I Baa trader �:•• n � 'Park 16 69) � o 111 i I Z ... 0 23 , i I'�, ra< 24 9tie y Trader` \ \ tsn \ YTS \ 1 �I 7181 1/ l:� �'• � � I ' \ � � AIWA CITY T 1'14U' _ BOUNDARY __1�•s._ bn5 ___ 26 ws� a t 27 25� ° r- },--+' Q . F- 'Sana 1 ab w • — -- - \ 117 � \.• � I ,I i ,1 I J IOWA CITY MUNICIPAL AIRPORT b 'la Jj �1 PREFERENTIAL RUNWAY _ - - FIGURE AI -D SCALE IN FEET 2000 1000 0 2000 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS a DES MOINES t I: 1 ia P. IOWA CITY MUNICIPAL AIR -PORT • Iowa City Airport Commission L. ROBERT KIMBALL & ASSOCIATES consulting, engineers & architects o Kansas City, Missouri JURM MICROLAS fl) IOWA CITY MUNICIPAL '• AIRP[)RT .J• Iowa CRY Airport Commission pod L ROBERT KIMBALL & ASSOCIATES • � consulting engineers & architects E7 - W� .... MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS - DES MOINES I TABLE OF CONTENTS 41 42 Page Basic Data. . . . . . . . . . . . . . . . . . . 1 1 Regional Location . . . 42 History of the Iowa City Municipal Airport. . . . . 3 Existing Airport Facilities . . . . . . . . . . . . 6 Runways . . . . . . . . . . . . . . . . . . 6 Taxiways and Aprons . . . . . . . . . . . . . . . 6 8 Pavement. . . . . . . . . . . . . . . . . . . . 8 Buildings. • • • • • • • • • • • • • Lighting and Navigation . . . . . . . . . . . . . 8 Communications . • • • • • • • • • 9 Airport Maintenance and Protection. . . . . . . . . 10 Fees. . . . . . . . . . . . . . . . . . . . 10 11 Airport Agreements. . . . . . . . . . . . . . . 11 Airport Commission/Fixed Base Operator . . . . . Airport Commission/Airport Manager . . . . . . .14 Airport Commission/Others. . . . . . . . . . . Airport Commission/Iowa Airlines . • • • • .. . Airport Activity and Traffic. . . . . . . . . . 15 Based Aircraft (1978) . . . . . . . . . . 17 Relation to Surrounding Airports. . . . . . . . . . 19 Relation to Airways and Navaids . . . . . . . . . . 22 23 Contiguous Land Use . . . . . . . . . . . . . . . . 25 Service Areas . . . . . . • • • . . . . . . 26 Service Area Population . . . . . . . . . . . . . . 28 Economic Factors. . . . . • • • • • • . . . . Employment and Labbr Force . . . . . . . . . . . . .29 31 Industrial Activity . . . . . . . . . . . . . . . . 33 BusinessSu.rvey . . . . . . . . . . . . . . . . . . 38 Education . . . . . . . . . . . . . . . . . . . . . 38 Cl.imate . . . . . . . . . . . . . . . . . . . . . . 39 Winds. . . . . . . . . . . . . . . . . . . . . 39 Weather. . . . . . . . . . . . . . . . . . . . . Forecasts . . . . . . . . . . . . . . . 41 42 Population Projections . . . . . . . . . . . . . Projected Based Aircraft . . . . . . . . . . . . 42 Based Aircraft Mix . . . . . . . . . . . . . 43 44 Local Aircraft Operations. . . . . . . . . . . . 45 Itinerant Aircraft Operations. . . . . . 47 Charter Operations . . • • • Summary of Forecast Annual Operations. . . . . . 48 Peak Traffic Forecasts . . . . • • • • • . 49 • . 51 Enplaned Passenger Forecasts . . . • • • . . • • 53 Projected Mix. . . • • • • . • • • . • . • . 54 Peak Mix . . • • • • • • • • . . . • Forecast Instrument Operations . . • • • • . . . 55 . • . Commuter Activity . . . . . . . . . . . . . . . . 55 MICROFILMED BY JORM MICR�LA6 CEDAR RAPIDS • DES MOINES I h 4 9 l TABLE OF CONTENTS (CON'T.) Page Demand Capacity Analysis . . . . . . . . . . . . . . 57 Runway Capacity . . . . . . . . . . . . . . . . . 57 Exit Rating . . . . . . . . . . . . . . . . . 57 VFR Capacity . . . . . . . . . . . . . . . . . 59 IFR Capacity. . . . . . . . . . . . 60 Weighted Runway Capacity. . . . . . . . . . . 61 Runway Length.. 64 Critical Aircraft . . . 64 Runway Length Recommendations . . . . . . . . 64 Runway Orientation . . . . . . . . . . . . . . . 68 Wind Data . . . . . . . . . . . . . . . . 68 Wind Analysis . . . . . . . . . . . . . . . . 69 Terminal Capacity . . . . . . . . . . . . . . . . . 74 Parking Space . . . . . . . . . . . . . . . . . . 75 Apron Area . . . . . . . . . . . . . . . . . . . 75 Hangar Space . . . . . . . . . . . . . . . . . . 77 Facility Requirements . . . . . . . . . . . . . . . 80 Design Criteria . . . . . . . . . . . . . . . . . 80 Runways . . . . . . . . . . . . . . . . . . . . . 80 Taxiways 81 Holding Aprons & Turnarounds 81 Airport Marking, Lighting and Visual Aids. 82 Terminal Area . . . . . . . . . . . . . . . . . . 84 ApronArea . . . . . . . . . . . . . . . . . . 84 HangarSpace. . . . . . . . . . . . . . . 84 Parking Space . . . . . . 84 Summary of Facility Requirements . . . . . . . . 86 i I� MICROFILMED BY DORM MIC R�LAB CEDAR RAPIDS • DES MOINES;. • 4j 00 t- r. rj TABLE OF FIGURES MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES Page Figure 1 Part 77 Obstruction Surfaces vi Figure 2 Location Map . . . . . . . . . . . . . 1 Figure 3 Adjacent Counties Map. . . . . . . . . 2 Figure 4 First Flight . . . . . . . . . . . . . 3 Figure 5 Iowa City Municipal Airport. . . . . . 7 i Figure 6 Instrument Approach. . . . . . . . . . 9 Figure 7 Aircraft Activity. . . . . . . . . . . 16 Figure 8 Surrounding Airports . . . . . . . . . 21 Figure 9 Airways and Navigational Aids. . . . . 22 Figure 10 Contiguous Land Use. . . . . . . . . . 24 Figure 11 Potential Service Area . . . . . . . . 25 Figure 12 Wind Rose . . . . . . . . . . . . . . . 39 Figure 13 Summary of Forecast Operations . . . . 48 Figure 14 Peak Hourly Capacity . . . . . . . . . 49 Figure 15 Exit Rating . . . . . . . . . . . . . . 58 Figure 16 VFR Capacity . . . . . . . . . . . . . 59 Figure 17 IFR Capacity . . . . . . . . . . . . . 60 Figure 18 Annual Capacity. . . . . . . . . . . . 61 Figure 19 Runway Length (BT) . . . . . . . . . . 65 Figure 20 Runway Gradient Correction . . . . . . 66 I Figure 21 Runway Length (GU) . . . . . . . . . . 67 Figure 22 Runway 6/24 Wind Coverage. . . . . . . 70 Figure 23 Runway 12/30 Wind Coverage . . . . . . 71 I Figure 24 Runway 17/35 Wind Coverage . . . . . . 72 Figure 25 Combined Coverage. . . . . . . . . . . 73 Figure 26 Design Criteria. . . . . . . . . . . . 85 I i i MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES i j I - A • MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES D A T A Basic Data r+ The initial step in the preparation of this master plan is the collection of all types of data pertaining to the area which the airport is intended to serve. This review pro- vides essential background information and serves as a basis for the development of forecasts and facility requirements. a A w m Y Regional Location Iowa City is the centrally -located county seat for Johnson County, located in the east -central region of the state of Iowa. Originally the capitol of the Territory of Iowa, Iowa City served as the state capitol when Iowa achieved statehood in 1846. In 1857, the capitol was moved to Des Moines and Iowa City then became the site of the University of Iowa, which today, along with medical services, light manufacturing, health and agricultural production, contributes substantially to the local economy. Location Map Fig. 2 MICROFILMED BY JORM MICR+LAO CEDAR RAPIDS - DES MOINES ^s are Iles from i ty Ri m Y Regional Location Iowa City is the centrally -located county seat for Johnson County, located in the east -central region of the state of Iowa. Originally the capitol of the Territory of Iowa, Iowa City served as the state capitol when Iowa achieved statehood in 1846. In 1857, the capitol was moved to Des Moines and Iowa City then became the site of the University of Iowa, which today, along with medical services, light manufacturing, health and agricultural production, contributes substantially to the local economy. Location Map Fig. 2 MICROFILMED BY JORM MICR+LAO CEDAR RAPIDS - DES MOINES ^s are Iles from i ty Iowa City is located adjacent to Interstate Highway 80, which runs east -west, and to Interstate Highway 380 which runs north -south, connecting Iowa City to Cedar Rapids. The city is also served by two rail lines. The Rock Island Rafirois west directilon,l andethen CedaroRapidswandiIowanCityeRast to ailway connects the two cities on a north -south route. Fig. 3 Today, Iowa City is the major commercial and industrial center for Johnson County and is a prominent educational and medical center in the State of Iowa. All indications point to Iowa City's continued growth in prominence among surrounding counties. A major portion of this growth in the past, especially in recent years, can be attributed to the City'.s access to modern transportation facilities and the continued development of these facilities will enhance the quality of life to meet the growing needs of the Citizen of Iowa City, Johnson county and the State of Iowa. 9 MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES History of the Iowa City Municipal Airport In almost every account available documenting the early days of aviation, they can be characterized as adventurous r and exciting. Iowa City's aviation history is no exception. Indeed, the first airplane to take off (and crash-land) at Iowa City occurred on October 13, 1910, only about seven years after the first successful airplane flight by the Wright brothers. The county fairgrounds were used for the first flights at Iowa City and by 1918 local pilots were using the present airport site as a landing strip for sight-seeing rides. lir • • • _.��uwM _ Fig.4 • In 1920 Iowa City's airstrip was surveyed and chosen by the Post Office Department to serve as an intermediate fuel stop for the Chicago -to -Omaha airmail route. As a result, the Iowa City Chamber of Commerce then leased 88 acres of land to accommodate the airport for $2,200. This o lease was assumed and airway beacons and night landing flood- lights were installed on the field by the U.S. Government in 1922. By 1924, the Iowa City Airport also served as a fuel stop for the Chicago -to -Cheyenne night airmail route. In 1926, the Post Office Department reduced the land -lease to 68 acres for $1,500 as a cost-cutting measure. M MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES The citizens of Iowa City approved a bond issue on May 27, 1929 for $70,000 to purchase and develop a municipal air- port. After surveying the land available for airport develop- ment, a 192 -acre tract of land adjacent to and including the existing airfield was purchased for $56,610. As part of the recovery effort during the Depression, the Public Works Administration (PWA) awarded an $85,000 grant in 1933 to Iowa City for the financing of improvements to.the air- port's runway facilities and drainage system. By 1937, the Iowa City Municipal Airport had an asphalt -paved northwest - southeast runway (30/12 and a crushed rock northeast - southwest runway (6/24). In 1940, the PWA allotted $180,694 for various airport improvements so that Iowa City could serve as a defense base for the Rock Island Arsenal. With j the money, 40 additional acres of land were purchased so Runway 6/24 could be extended to its present 4,000 foot length and 150 foot width and paved with concrete while Runway 30/12 could be extended 600 feet. In 1941, the PWA allocated an additional $131,598 to widen Runway 30/12 to 150 feet and pave it with concrete. Congress appropriated $322,500 to finish other various im- provements including a north -south runway (17/35) so that by the end of 1943, the Iowa City Municipal Airport had three concrete runways: Runway 6/24, 4,000' x 1501; Runway 30/12 3,900' x 1501; and Runway 17/35 4,300' x 150' Prior to and during World War II, Iowa City's airport served as a civilian pilot training base for both the Army and Navy, and by the end of 1944, over 2,500 pilots had received their primary flight training at Iowa City. Voters approved another bond issue in 1944 for $60,000 to buy additional land and to consolidate the general ob- ligation of bonds in an effort to reduce the interest ex- pense of the issue. It was also at this time that the formation of the Iowa City Airport Commission was established to administer to the affairs of the airport. In 1951, an additional 10 acres of land located on the southeast end of the airport was acquired, and in 1952 the present administration building was constructed, costing $141,000 of which the Civil Aeronautics Administration contributed $59,490. This building served as a passenger terminal for United Airline flights during the period the airline served Iowa City, beginning in 1951, as well as for Ozark Airlines, which provided air carrier service to Iowa City when United discontinued flights in 1957. The Civil Aeronautics Board allowed Ozark to discontinue scheduled airline service into Iowa City in 1970 when the airline began to convert its fleet to jets and cited the airport runways as too short to accommodate them. 4 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES c c C C C c r� 1 1 Since 1953, there has been little in the way of improve- ments to the airport with the exception of the addition of T -hangar units to house private aircraft and a 225' x 110' asphalt tiedown apron. However, maintenance of the existing facilities has kept the runways in fair to good condition while the administration building and hangars are still being used and kept serviceable. Regularly scheduled commuter service has recently begun again at Iowa City, with Iowa Airlines providing two flights daily to Des Moines, using a nine -passenger twin -engine aircraft. MICROFILMED BY JORM MICR;LAB CEDAR RAPIDS • DES MOINES A 1 i i j i I � i Existing Airport Facilities The Iowa City Municipal Airport is a larger than utility airport, located in the southeastern corner of the city limits. The primary access to the airport from the city proper is provided by U.S. Route 218 south, which runs past the airport access road. The airport elevation is 661 feet (202 meters) above mean sea level, while its coordinate position of the location point is latitude 41° 38' 21.3" North and longitude 910 32' 45.2" West. The airport is operated by the Iowa City Airport Commission which holds title to 337 acres of land upon which the airport is located. The airport is open 24 hours a day. Runways The airport has tnr;e con „ate runways laid out in a triangular pattern; Runway 17/35 is 4300' x 150' with Runway 35 having a displaced threshold of 118 feet; Runway 5/24 is 4,000' x 150' with Runway 24 having a displaced threshold of 340 feet; and Runway 12/30 is 3,900' x 150' with Runway 30 having a 145 foot displaced threshold. Taxiways and Aprons A 50 -foot wide concrete taxiway running past the terminal and apron roughly parallel to Runway 17/35 provides access to the end of Runway 17 to the north and intersects Runway 30 to the south. Another shorter taxiway provides access to the end of Runway 24 from the terminal area. A concrete apron (250' x 100') provides temporary parking space for itinerant and training aircraft adjacent to the terminal building as well as a 225' x 110' asphalt apron on the west side of the taxiway. Tiedowns for the based aircraft are located in the grass area adjacent to the asphalt apron to the west of •Che taxiway. 6 MICROFILMED BY JORM MICR�LA 3 CEDAR RAP10S • DES MOINES r ON t �A Iowa City Municipal Airport A. Runway 17/35 4300' x 150' B. Runway 12/30 3900' x 150' C. Runway 6/24 4000' x 150' D. Main Terminal Building E. New Shop Building F. Old United Hangar G. Old Sh'op Building H. "T" Hangar #1 I. "T" Hangar #2 J. "T" Hangar #3 K. Parking L. Tie Downs M. Apron N. U.S. 218 Fig. 5 7 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 1000 2000 Scale in Feet 118' Displaced Threshold Runway 35 145' Displaced Threshold Runway 30 340' Displaced Threshold Runway 24 (5100 sq. ft.) (5000 sq. ft.) (8000 sq. ft.) (3500 sq. ft.) 0 unit s) )0 units) 10 units) 40 spaces) 200 spaces) (49,750 sq. ft.) r Pavement The runways and most of the taxiway are constructed of six-inch thick Portland concrete cement. Runway 17/35 has an FAA gross weight strength capable of sustaining up to 64,000 pounds for aircraft with single -wheel landing gear configurations, and up to 94,000 pounds for aircraft with dual -wheel gear. Runways 6/24 and 12/30 both have cross weight strengghs of up to 25,000 pounds for single -wheel gear and limits aircraft with dual -wheel gear to 45,000 pounds, while por- tions of the apron area and the taxiway leading to the "T" hangars are composed of asphalt and can accommodate air- craft with single -wheel gear weighing up to 12,500 pounds. Buildings The Iowa City Municipal Airport has a 5100 square foot terminal building located east of the runways, which houses the airport operator/FBO's offices, pilot's lounge and flight briefing room, all centered around the public lobby on the first floor. The second floor is rented and occupied by the Iowa Department of Transportation, Highway Commission. There are three hangars also on the airport property, one providing 8,000 square feet for aircraft storage (primarily used by the FBO and owners of large aircraft) while the other two hangars provide a total of 8,500 square feet of space for aircraft maintenance (5,000 and 3,500 square feet respectively). Three ten -unit "T" hangars provide personal hangar space for individual owners on a rental basis from the FBO and are currently filled to capacity. Lighting and Navigation The airport has a rotating beacon and a lighted wind indicator (wind sock) in service from dusk to dawn. Runway 17/35 is defined by medium intensity runway lights (MIRL) as well as Runways 6/24 and 12/30. All three runways also have runway end identifier lights (REIL) and taxiway exit lights. Runway 17/35 is also marked for non-precision,IFR Ll MICROFILMED BY JORM MICR+LAE) CEDAR RAPIDS • DES MOINES n 0 b ON ?a 1{ r; M �[7 r approaches while the other two are marked for basic VFR. All three runways have displaced thresholds and are marked accordingly. The airport is located 7.5 nautical miles from the Iowa City VORTAC (IOW -116.2) and has a published VOR approach to the airport with a minimum descent altitude for a straight in approach to Runway 35 (MDA) of 468 feet above ground level, for aircraft having distance measuring equip- ment (528 feet without DME) and 579 feet for circling approaches to the other runways. �`. CEDA AMOS CIR' -ioei -_ �• IOM 11119 �iosa ie_ „ s �L O J}m2, 07 0AFI 1 � 0 IUII f— o TA0109 I 11•A �... ... ON 11-11 11-Y 11-A VAOR t01ME . a12J0' (!N'T.hh C�i�r , .� i ROW ehb.l.r •ealna.. 10 NMS2500,•' ST 019• 1�I 90a1180', MI. Up: Climbing RIGHT turn to 2500 Foot direct ION VOR and hold SOUTHWEST, turns Fig. s Instrument Approach to Iowa City Communications Weather information is received by a direct. telephone line to the Cedar Rapids Flight Service Station by calling (319) 338-9852. Communications with the Iowa City airport are via Unicom frequency 122.8 or by calling (319) 338-7543. A remote relay was installed in 1979 on frequency 119.7 so that radio communications with Cedar Rapids Air Traffic Control rder to ccan learancede while on cancellationseasround in aircraftoland at Iowalitae City. IFR 9 MICROFILMED BY JORM MICR+LAB 1 ,I. CEDAR RAPIDS • DES MOINES M r Airport Maintenance and Protection Maintenance of the airport and its facilities is supervised by the airport manager in accordance with his contract with the Airport Commission and is performed either by the City maintenance crew or by local subcontractors, depending on the task. Snow removal is performed under the direction of the airport manager using a truck -mounted snow plow however, by prior agreement, City equipment is used to assist in snow removal for heavy accumulations, after priority streets have been plowed. However, because of the heavy snowfall the past �. two years, the airport usually has been plowed only by the airport commission's truck. Crash, fire and rescue (CFR) equipment is provided by the Iowa City Fire Department on call in the event of an emergency. Security to the airport property is provided by the Iowa r. City Police Department, which regularly patrols the terminal and hangar area of the airport. However, there is no protective fencing around the perimeter of the airport property to prevent access to the airside of the field. C Fees The schedule of fees for use of the tie facilities at Iowa City Municipal Airport are $2 per night for the asphalt apron or $15 per month in the grass tiedown area. For use of G the hangars, the basic fee varies as follows: "T" hangar H1 - $50 per month (non -electric doors) "T" hangar #2 - $60 per month (electric doors) "T" hangar H3 - $65 per month (small electric doors) �, - $70 per month (large electric doors) Old United Hangar - $100 per month 10 MICROFILMED OY JORM MICR�LA93 CEDAR RAPIDS • DES MOINES C' i C,J 1• Airport Agreements Airport Commission / Fixed Base Operator The Iowa City Flying Service, as the airport's sole FBO, currently holds a ten-year lease agreement (effective as of October 3, 1966) with two ten-year options to renew the lease which were exercised on December 1, 1976, and passed by the Airport Commission on February 24, 1977. Rights and Privileges of the Iowa City Flying Service are the: 1) exclusive use of the existing airport buildings and facilities including the: a) "north and south room" of the main terminal building b) old United Hangar c) old shop building d) new shop building e) three ten -unit "T" hangars f) gasoline storage and pumping facilities 2) non-exclusive use of the landing field, including the runways, taxiways and lighting system. 3) non-exclusive right to operate, repair, maintain condition, service, park, store, land, take -off, load, and unload aircraft owned or leased by the FBO. 4) right to furnish instruction in any phase of aero- nautics. 5) right to operate a shop for repair and overhauling aircraft, engines and accessories. 6) non-exclusive right to operate a sales agency for buying and selling of new and used aircraft, engines, accessories and parts, including ground and flight testing and ground and flight demonstration. 7) right to lease aircraft to others, and to provide charter flight service, with or without pilot and air taxi service to others. 8) right to provide line service to transient aircraft, including fueling, lubrication and other services, on the leased property, as well as the right to load and unload transient aircraft in the parking area, and the right to sell fuel, lubricants, and acces- sories to transient aircraft, and to provide and maintain such ramp vehicles and equipment as are necessary, and the right to select the fuel supplier of its choice. 11 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES E 9) right to conduct an automobile rental service at tha Airport. 10) right to make reasonable charges for storage and tiedown of airplanes upon the airport premises, the receipts from which shall be the the FBO. property of The Obligations of the Iowa City Flying Service are to: I 1) pay rent on the exclusive use of the existing airport buildings and facilities (reviewed every 5 years) including the: a) north and south rooms of the main -terminal - building (1136 ^j square feet) - $221 per month b) old United hangar (8,000 square feet) - $104 per month I c) old shop building (3,500 square feet) - $91 per month - - d) new shop buildings (5,000 square feet) $319 per month e) three ten -unit "T" hangars i. "T" hangar (#1)-$250 per month ii. "T" hangar (#2)-$300 per month "T" hangar (#3)-$330 per month C (total rent - $1615 per month) 2) pay all expenses of the new shop building, including the maintenance, repair, insurance and utility ex- penses in addition to the rental. C, 3) collect and remit payment monthly to the Airport Commission, two cents (2¢) per gallon for each gallon of gasoline sold, except for gasoline used by the FBO in the operation of its business. 4) pay all taxes and assessments which may be levied c� or assessed on, its property or equipment. 5) carry adequate Public liability ( 00 per acci- dent, 100,000 dent, person) and Proppertyerty damage ($100,000) insurance coverage along with hangar keepers liability insurance. C 6) to use the property leased to operate as a fixed - based operator and air taxi operator in accordance with pertinent laws regulations and ordinances and to conduct its business in accordance with adequate j standard of performance to meet the needs of those wishing to avail themselves to the services of a fixed -base and/or air -taxi operator. j 12 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS DES MOINES 1 •� r 2) to terminate the lease agreement with the FBO for failure to conduct its business as agreed upon in the lease. 3) enter and inspect the facilities leased. 4) access to books and records kept by the FBO for collection and payment of gasoline tax. 5) to further improve and develop the airport property. Obligations and Duties of the Iowa City Airport Commission are to: 1) continue to operate the leased property as a municipal airport or provide the FBO with equal or superior facilities to those leased. 2) maintain and repair all buildings except the new shop hangar to include exterior and interior maintenance of every kind. 3) to repair or replace damaged or destroyed property. 4) furnish all utilities to the leased facilities, except for the new shop building. 13 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES � 7) not to sell, assign or sublet this agreement or any portion of it, without the Airport Commission's written permission (with the exception of hangar or storage space rental). 8) not to permit or allow any of the property leased to be damaged. 9) to furnish and charge for services provided on a fair, equal and non-discriminatory basis to all users, except that the FBO may make reasonable and non-discriminatory discounts rebates or other similar price reductions to volume purchasers. 10) to keep and maintain books and records of gasoline sales. :i 11) to provide the Airport Commission with an annual financial statement if requested. The Rights and Privileges of the Iowa City Airport Commission are: 1) to receive rent and gasoline tax as paid and collected �. by the FBO. 1 •� r 2) to terminate the lease agreement with the FBO for failure to conduct its business as agreed upon in the lease. 3) enter and inspect the facilities leased. 4) access to books and records kept by the FBO for collection and payment of gasoline tax. 5) to further improve and develop the airport property. Obligations and Duties of the Iowa City Airport Commission are to: 1) continue to operate the leased property as a municipal airport or provide the FBO with equal or superior facilities to those leased. 2) maintain and repair all buildings except the new shop hangar to include exterior and interior maintenance of every kind. 3) to repair or replace damaged or destroyed property. 4) furnish all utilities to the leased facilities, except for the new shop building. 13 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES � 5) to furnish snow removal at no cost to the FBO. Airport Commission /Airport Manager The Iowa City Airport Commission has contracted with Mr. E.K. Jones, president of the Iowa City Flying Service, to provide managerial services for the municipal airport for which he is paid $6,500 per year. His duties as an agent of the Airport Commission include: 1) provide adequate management for the operation and maintenance of the airport including recommendations to the Airport Commission of needed improvement or repairs to the airport and its facilities. 2) manage and control the leasing of building space and facilities. 3) manage the administration (terminal) building (janitorial services provided by the Airport Commission). 4) keep all records and makes reports required by the U.S. Government, State of Iowa or any other political subdivision. 5) carry out and execute management responsibilities on behalf of the Airport Commission. 6) keep the Airport Commission apprised of the needs and developments and make recommendations with respect to the airport. 7) attend and present at the regular Airport Commission meetings an operations summary and management report. 8) make all purchases of materials supplies and equip- ment authorized by the Airport Commission except those in excess of $100.00 without the express authority of the Airport Commission. Airport Commission/Others McCrabb Brothers Manufacturing Company holds a five year lease with a five year option for the 1800 square -foot office section of the old United hangar for $150 per month, and has made capital improvements to the property in the past amounting to approximately $30,000, aspart of their lease agreement. All utilities are paid by the company. The Iowa Department of Transportation, Highway Commission is currently leasing the second floor of the terminal building for $200 per month, to accommodate its District Maintenance Office, All utilities are paid by the Airport Commission with the exception of telephone service. MICROFILMED BY JORM MIC R+LAB CEDAR RAPIDS • DES MOINES Airport Commission/Iowa Airlines Iowa Airlines holds a one year agreement with the commission to provide commuter service from Iowa City to Des Moines twice daily. Operating Rights and Privileges of Iowa Arilines are 1) use of a ticket counter provided by the airline. 2) suitable space within the terminal for passengers. 3) use of area between ticket counter and apron for boarding and unboarding of passengers. 4) suitable aircraft parking area adjacent to the terminal. 5) right to use other facilities for common use. 6) right to take -off, land, taxi, load and unload aircraft. 7) right to repair, maintain, service and store aircraft or other equipment. 8) right to install, maintain and operate radio communica- tions, weather, and navigation equipment (with the commission's approval). Restrictions on Operating Rights 1) Flight operations are limited to Cessna Titan 404, 9 - passenger or similar type of aircraft. 2) All aircraft will have both a pilot and co-pilot. 3) Flights are limited to two inbound and two outbound flights during each 24-hour day. 4) There is to be no general cargo or mail transported under this agreement. 5) Iowa Airlines must hold public liability insurance of damage, withsansaddii0tionnalacci dent and blanket umbrella llaccovverey coverage $1,000,000. 15 MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES Airport Activity and Traffic In order to properly determine the needs of the Iowa City Municipal Airport for the future, the current data available concerning based aircraft and their types and the amount of activity occurring at the airport are necessary to provide a basis for anticipating future growth in these areas. Because the airport has no control tower or other source of records with which to accurately determine this activity level, estimates for aircraft activity have been made by L. Robert Kimball, adjusted to reflect those pro- vided by -the FAA, Iowa Department of Transportation and the Iowa City airport manager. TABLE 1 Aircraft Activity (1977 Type of Number of Percentage Operation Operations Operations Based (Touch & Go) 8,000 16.8% Other Local 12,500 26.3% Air Taxi 2,500 5.3% Other Itinerant 24,500 51.6% 47,500 100.0% VFR 43,530 91.6% IFR (AIA's) 3.970*(426) 8.4% 47,500 100.0% *Source - Cedar Rapids Air Traffic Control AIA's - Annual Instrument Approaches - Fig. 7 16 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES C Chi 40 Based Aircraft (1978) TABLE 2 MULTI ENGINE AIRCRAFT N 15723 Piper PA -30 R.S. Aviation Iowa City N 211 LM Piper PA -31 Hansen, Lind & Meyer Iowa City N 405 Cessna 337 Lanser, Inc. Iowa City N 473 LP Mitsubishi MU -2 B McCrabb Brothers, Mfg. West Liberty N 61 CF Piper PA=30 Iowa City Flying Service Iowa City N 63795 Piper PA -23-235 Iowa City Flying Service Iowa City N 71 CF Piper PA -31 Iowa City Flying Service Iowa City N 8 RS Piper PA -30 R.S. Aviation Iowa City N 81 CF Piper PA -31 Iowa City Flying Service Iowa City N 8984 Y Cessna 310 G H.T. Ltd. Coralville N 91 CF Piper PA -31 McCabe Equipment Coralville SINGLE ENGINE AIRCRAFT N 1178 X Piper PA -28-180 Richard Hockmuth Iowa City N 12.25 Z Beech N-35 Henry -Louis, Corp. Iowa City N 1506 Midget Mustang Paul Kennedy Iowa City N 15601 Piper PA -28-235 Marengo Ready Mix Marengo 4 16010 Cessna 150 L Iowa City Flying Service Iowa City 4 1943 D Beech C-35 R.C.G. Corp. Iowa City V 262 W Beech C-33 Middle America, Inc. Iowa City V 2616 W Mooney M -20-E Iowa Aerial Travelers, Inc. Iowa City V 28367 Sky Buggy, Model A Melvin McLaughlin Iowa City V 29240 Cessna 177 Craig Saunders Iowa City V 3050 S Cessna 150 G Lawrence Brothers Iowa City V 3131 X Cessna 150 F Lawrence Brothers Iowa City J 32018 Piper PA -28-151 Iowa City Flying Service Iowa City V 3717 S Cessna 172 E Leroy Fiegler Iowa City V 3879 R Piper PA -28-180 Edwin Mills Iowa City J 38944 Piper PA -28R-201 T Orville Weiss Williamsburg J 40638 Maule M-4-220 C H & S Aviation, Inc. Iowa City J 41290 Piper PA -28-140 Harlan Farragut Iowa City 4 41899 Piper PA -28-151 Iowa City Flying Service Iowa City J 4203 J Piper PA -28-140 Timothy Manatt Brooklynn J 4266 J Piper PA -28-140 Electric Cow, Inc. Iowa City 1 43625 Piper PA -28-151 Iowa City Flying Service Iowa City 1 44171 Piper PA -28-151 Iowa City Flying Service Iowa City 1 4915 J Piper PA -28R-180 Kinze Mfg. Co. Williamsburg 1 51 SY Sirocco MJ -542 Burton Bohebrake Hills 1 5359 F Piper PA -28-181 Iowa City Flying Service Iowa City 1 54380 Piper PA -28R-200 Iowa City Flying Service Iowa City 17 MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES 1 � I N N 54429 Piper PA -32-300 T Harold Wright Iowa City N 5454 U 55287 Beech Piper C-33 PA -28R-200 Dennis Gordy N.P.J. Corp. Iowa City r N 5843 U Piper PA -28-140 Carl Mencl Iowa Riverside City N N 5865 S 6130 H Beech Piper C-33 PA -28-181 Ross Lambert Iowa City Flying Iowa Service Iowa City City N 6154 W Piper PA -28-140 Vincent Leonard Iowa City N 6226 W Piper PA -28-140 Tyro Club, Inc. Iowa City N 6426 W Piper PA -28-140 D. Ingram Iowa City r N 6600 X Cessna 210 A D.O.K., Inc. Iowa City N 6635 V Bellance 17-30 A Wayne Mfg. Co. Cedar Rapids N N 7016 P 7186 E Piper Cessna PA -24 182 8 The Night Eye, Corp. Iowa City N N 7328 A Cessna 172 Larry Cahoon Re Iowa Iowa Cit y City r 733 EC Cessna 172 N Ed9Pundttevens Homestead N 7878 P Piper PA -28-24-250 Econo-Air, Inc. Iowa City N 8422 C Piper PA -28-181 Iowa City Flying Service Iowa City N 8626 J Cessna 150 G Allen W. Winder Iowa City N 9765 W Piper PA -28-140 Lee Schroeder Iowa City G'. TABLE 3 Based Aircraft Mix Type Aircraft of Number of Percentage of Aircraft Total Aircraft Single-engine 46 Multi -engine 10 80 7% Turbo -prop 1 17.5% 1.8% 57 100.0% W MICROFILMED DY JORM MICR�LAB �� CEDAR RAPIDS • DES MOIRES Ci C r�I r, n u Relation to Surrounding Airports Reference to the surrounding airports illustration shows that Iowa City is surrounded by 12 other airports, one being an air carrier airport (Cedar Rapids). Three are municipal airports serving surrounding counties (Mathews, Muscatine and Washington) and the remainder are private airstrips. These surrounding airports influence Iowa City's air traffic in direct proportion to their distance from the Iowa City Airport, and also by the facilities and services available from these airports. Their relative location to urbanized areas is an influence also, as some of these other airports were considered in determining the service area of Iowa City, others were determined to be of little influence because of their private nature. These surrounding airports include: Cedar Rapids Municipal Airport Cedar Rapids Municipal Airport is located 19 air miles from Iowa City and is a tower -controlled air carrier airport having two paved runways, one being 7000 feet long with the other being 5450 feet long. It has ILS and VOR approaches available with radar services provided by the FAA. Presently Cedar Rapids accommodates 84 single-engine and 25 multi - engine aircraft, 4 helicopters and 1 seaplane and has 88 T - hangars available for these aircraft. Seven other hangars house FBO's maintenance facilities. In 1977, Cedar Rapids Municipal Airport handled 63,800 local, 47,000 itinerant, and 6,200 air -taxi operations by general aviation aircraft. Ozark and United Airlines serve the airport providing connecting flights to Chicago, St. Louis and Kansas City. Mathews Memorial Airport_ Mathews Memorial Airport, located 22 air miles northeast from Iowa City is owned by the City of Tipton and serves the resi- dents of Tipton and Cedar County. Having one concrete runway 3,000 feet long, based aircraft include 8 single-engine and 1 multi -engine aircraft. The runway is lighted and fuel is available, while 8 T -hangars are available to accommodate the based aircraft (89%). Muscatine Municipal Airport Muscatine Municipal Airport serves the citizens of Muscatine, Iowa and Muscatine County. Located 27 miles southeast of Iowa - City, Muscatine has two paved and lighted runways, the longest being 4,000 feet while the crosswind runway is 2,720 feet long. This airport accommodates 25 single-engine and 8 multi -engine aircraft and has 15 T -hangars and 5 maintenance and storage hangars (45%). Fuel is available and in 1977, Muscatine had 12,000 local, 14,000 itinerant and 3,000 charter operations. An NDB approach is available. 19 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Washington Municipal Airport Washington Municipal Airport is located 26 miles southwest of Iowa City. Serving the City of Washington and Washington County, the airport has 12 single-engine and 1 multi -engine aircraft. There are 9 T -hangars and 2 other hangars to accom- modate these aircraft. The runway at Washington Municipal is 2,700 feet long, paved and lighted. General aviations opera- tions numbered 12,300 in 1977, with 8,000 local, 4,000 itinerant and 300 charter operations. Fuel is available. Green Castle Airport Green Castle Airport is the closest major privately -owned airport to Iowa City, located approximately 12 miles northwest. The runway at Green Castle is 2,400 feet long hard -surfaced and lighted. There are 10 based aircraft there and 9 T -hangars to accommodate them. Most of the aetivity at Green Castle is flight training and other local operations with very few itinerant flights. Fuel is available and the airport is owned and operated by Don and Jacqueline Nelson. Kalona Airpark Kalona Airpark is owned and operated by Terry Spitzer and is located 14 miles southwest of Iowa City. The airport has one lighted turf runway 1,800 feet long and 80 feet wide and has 5 based aircraft, all single-engine however, no fuel is available. Bartlett Field Bartlett Field is located 13 miles northeast of Iowa City and 3 miles east of Solon, Iowa. Owned and operated by James Bartlett, the airport accommodates 5 single-engine aircraft. The runway is a 2,500 feet by 100 feet turf strip. Fuel is available. Hursh Airport Hursh Airport is owned and operated by Paul Hursh. Located adjacent to Amana, the airport is 20 miles northwest of Iowa City. The turf runway is 2,800 feet by 130 feet. There are 4 based single-engine aircraft and fuel is available. Picayune Airport Picayune Airport is located 6 miles northeast of Iowa City and has one turf runway, 1,800 feet long. G. 20 MICROFILMED BY JORM MICR�LA13 CEDAR RAPIDS • DES MOINES N r Billick Airport Billick Airport is 10 miles east of Iowa City and has one turf runway 2,600 feet long. Folkmann Airport Folkmann Airport is 22 miles northwest of Iowa City. The turf runway is 3,000 feet long. Existing Facilities in Relation to Iowa City Fig. 8 21 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ,. Relation to Airways and Navaids Iowa City Municipal Airport is located approximately 71, nautical miles northeast of the Iowa City VOR and 18 nautical miles southeast of the Cedar Rapids VOR. Both stations are enroute navigational facilities as can be seen by the numerous airways that converge on the two VOR's from east to west. Minimum enroute altitudes for these airways range from 2300 to 2500 feet above ground level, however most aircraft using them usually fly higher than the minimums. Traffic separation is provided by Chicago Center and Cedar Rapids Approach Air Traffic Control. Airways and Navaids in Relation to Iowa City r rlg. y 22 MICROFIL14ED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Contiguous Land Use r As can be seen on the aerial photograph, there has been some residential development in the proximity of the airport. Most of it has occurred north of the airport with the exception of the trailer park to the southwest. These areas fall along the approaches to the northwest/southeast and north -south run- ways, and from time to time complaints about aircraft noise ►+ have been received when aircraft use these particular runways. E9 ii 23 MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES The existing land use adjacent to the airport property is a mixture of farmland, with some commercial and industrial usage to the north and south. To the east, U.S. 218 bounds the Iowa River lies beyond the highway the airport property and providing a natural buffer against encroachment from the east. In contrast, the airport property and adjacent land to the west has been zoned "RIA" for single family residential housing. This provides no existing zoning protection against additional development northwest of the airport property. • According to the Land Use Plan, adopted by the City Council ` May 30, 1978, land immediately adjacent to the airport property has been planned for land -consumptive commercial use "s with the exception of the area around the Wardway Plaza which is for general commercial business. Land -consumptive commer- cial use includes warehousing, light industry and other commer- cial activities that require large storage or display areas. i Land to the east of U.S. 218 and west of the Iowa river has been set aside for industrial manufacturing usage with the exception of areas just south of the intersect designated for public usage, for the location of the Highway Department's j• maintenance facility and a public park. Further airport development at the present site will be care- this of urban encroach- fully considered with regard to problem have to be taken to alleviate or prevent ment, and steps will additional burden to the residents involved. This subject will be dealt with in greater detail in the environmental this impact assessment report supplement which will accompany master plan. E9 ii 23 MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES MOINES Service Area In determining the service area for the Iowa City Municipal Airport as outlined by the map below, several factors must be analyzed. Access to the airport, area travel habits, population distribution, proximity to other airports, extent of aviation -oriented services and facilities and reliability (e.g., whether or not the airport is an all-weather facility) are all taken into consideration, so that a potential service '^ area may be defined for the airport. Potential Service Area Fig. 11 25 MICROFILMED BY JORM MICR#LAB CEDAR RAPIDS • DES M0INES i By taking into account political boundaries, population centers, physical geography and major roadways, the graphic depiction of the geographical area served by the Iowa City Municipal Airport is somewhat irregular as is shown. However, this potential service area may be altered by individual habits and/or preferences so that the actual service area may be larger or smaller than the potential service area and the population actually served by the airport. Service Area Population As it was shown, the Iowa City Municipal Airport mainly serves the residents of Iowa City and Coralville, with out- lying towns such as West Liberty to east and Williamsburg to west receiving the benefits of a public general aviation airport as well. In establishing the service area population, the population of the political subdivisions falling within the service area are included to account for the number of people who have relatively easy access to the airport. TABLE .3 Service Area Population1 Political Subdivision Cedar County Springdale Township Iowa County Troy Township Johnson County2 Clear Creek Township East Lucas Freemont Hardin Iowa City Liberty Lincoln Pleasant Valley Scott Sharon Union Washington West Lucas Total Johnson County 26 MICROFILMED BY JORM MICR�LAB CEDAR RAPIDS - DES MOINES Population 2,256 2,367 1,313 354 1,445 519 47,744 950 293 345 1,395 1,106 574 1,030 6,735 63,803 r C.- n Muscatine County Wapsinonoc Township r Washington County English River Township Iowa Township P Total Service Area Population 3�1 2,971 2,543 1,393 75,333 Because of the similarity between the population of the service area and Johnson County (population 75,025 in 1974), the figures and projections for Johnson County will be used from here on to represent the Service Area population of the Iowa City Municipal Airport. WA MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES •1 I. r'. Economic Factors Aside from the fact that the relationship between population and aircraft activity (as measured by the number of pilots and aircraft) are closely related, the economic trends and indicators of the service area also have some bearing on this activity, although it is more difficult to directly measure this relationship. Recent sweeping changes in the airline industry have signi- ficantly altered past measurements in this relationship in that air travel is now more accessible financially to the average.U.S. citizen, so that past indicators such as GNP (Gross National Product) have been replaced by the measure of personal disposable income to show the measure of relation- ship between the economy and commercial air travel in gen- eral. Also, as the airlines become more active and crowded, corporate general aviation activity generated by business and industry increases in the attempt to transport their key personnel faster and more efficiently than by using the air- lines. �I In determining the economic base and relative prosperity of the service area of the Iowa City Municipal Airport. Johnson County's estimated 1974 per capita income was $45083,4while Iowa City's per capita income was approximately al$averagboth Ci of which were slightly greater e. Because Iowa City has had relatively steady economic growth in the past, basically influenced by the balancing effect of income produced by the University of Iowa which tends to dampen the effects of cyclical flucuations of the national economy, it would be safe to assume (at least for planning zi purposes) that the prosperity of the service area will continue throughout the forecast period. i I j MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS DES MOINES M 28 MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS DES MOINES M * Source: Job Service of Iowa, Cedar Rapids v 29 MICROFILMED BY JORM MICR+LAB i j CEDAR RAPIDS • DES MOINES 'i r 1 Employment and Labor Force Closely linked with the economic -indicators of relative levels of the population and the prosperity are employment The Department of Labor defines the labor r total Labor Force. force as including all those persons above the age of 14, Armed Forces who are employed or unemployed, and members of employed or seeking work. Persons who are a either already as employed are all those in the labor force who due to temporary classified are working or have a job but are not at work all those in the labor force absence. Unemployed persons are seeking employment. without work but are actively h Currently in Johnson County's labor force, there are approx- employed, which imately 43,620* persons who are actively ultural employment. The l figures show is far below includes agricatest unemployment rate is 2.0% which y that the area's the national average (5.5%) in November, 1978. The following table indicates the distribution of employment total for Johnson County. - - by occupational categories and the M � TABLE 5 Level* ! Johnson CNavember 1978ent « 22,430 Government (including University of Iowa) 6,950 Retail Trade 5,250 Services and Mining 3,220 Manufacturing Self-employed, no & domestic workers ��850 Agriculture 1,500 W Construction 1,080 s Wholesale Trade 1,030 �. Transportation, Communications & Utilities 930 F$nance, Insurance & Real Estate 860 -Unemployed ' 48,290* « Total Employment Level E * Source: Job Service of Iowa, Cedar Rapids v 29 MICROFILMED BY JORM MICR+LAB i j CEDAR RAPIDS • DES MOINES 'i a From this table, it can be seen that there exists a relatively diversified employment base within the service area of the airport, centered around the University. This base presents a strong, stabilized foundation of employment for the residents of the service area and would most likely continue to contribute to favorable conditions for growth in aviation activity at Iowa City Municipal Airport. Note also that employment opportunities in Johnson County have attracted people from outside the county, accounting for the difference between the Labor Force of Johnson County and the total employment level, which would tend to reinforce this assumption. 30 0 MICROFILMED BY JORM MIC R+LAa CEDAR RAPIDS • DES MOINES C. C C C L+I 0 a o Industrial Activity Along with the rest of the business community, Iowa City's industrial growth has been moderate during the past several years. Although the products of two of the larger in- dustrial employers are educationally oriented (in conjunction with the University), the other light industries range from the production of toiletries (Procter & Gamble) to urethane foam (Sheller -Globe Corporation). No doubt a reliable air transportation facility was an important incentive in the decision to locate their plants near Iowa City and quite possibly the airport could become a major influence in their decisions to expand or modernize their facilities, or to attract additional light industry to the area after seeing the already existing arrangements. A list of major area industries, their products and approxi- mate number of employees has been made and is listed in Table 6. It should be noted that all of the industries listed do not require the same degree of service from the airport (or in fact even use it) nor is this a complete listing of companies that use the airport. Rather, this list is shown to be representative of the light industry located within the service area of the Iowa City Municipal Airport. 31 MICROFILMED BY JORM MICR#LA6 CEDAR RAPIDS • DES MOINES TABLE 6 IOWA CITY INDUSTRIES EMPLOYEES INDUSTRY (ESTIMATED) PRODUCT Advanced Drainage Systems, Inc. 25 Plastic Tubing American College Testing (ACT) 450 Educational programs and services Component Homes, Inc. 25 Prefabricated houses The Conklin Quarry River Products Co. 25 Agricultural limestone Economy Advertising Co. 65 Printing materials H.J. Heinz Company 50 Distribution center Moore Business Forms 245 Business forms Owens Brush Company 450 Toothbrushes and other brushes 31 MICROFILMED BY JORM MICR#LA6 CEDAR RAPIDS • DES MOINES Press -Citizen Co., Inc. I Procter and Gamble Manufacturing Company IProtein Blenders, Inc. Sheller -Globe Corp. H.P. Smith Company I Thomas and Betts Co. Westinghouse Learning Corporation TABLE 6 (cont.) M 350 25 800 50 100 525 Source: Iowa City Chamber of Commerce 32 I MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Newspaper Toiletries Livestock & poultry feed C' Urethane foam Specialized release papers C Electrical compo- nents i Educational services -I C `I ,I I'1 ,Y h • Business Survey Prior to and during the master plan study, the Iowa City Airport Commission had received several letters from area industry and businesses regarding their need for the Iowa City Municipal Airport. In order to better determine the needs of the airport's commercial users, a survey question- aire was sent to 77 of Iowa City's larger businesses and was distributed to transient corporate users. The specific questions regarding their requirements for airport services, aircraft ownership or usage, and improvements they felt should be made were as follows: 1) Type of aircraft used by company and/or clients? 2) How often does Municipal Airport m(trips any nper rclients use Iowa City month)? 3) Now important is the airport to your company? 4) Does your company use any of the services available at the airport? (If so,.how often)? 5) wWhat ouldaenhanceatheacompany's usevofetheoairpoairport? rt? A study of the 42 responses to the questionaire indicate that: Of the 42 responses to the questionaire 1) The majority of the commercial users of the airport own or operate a wide range of aircraft, ranging from turbo- jets (2), to single-engine piston aircraft (S). A significant number of twin -engine aircraft (14) were prevalent. Other responses were users of charter, air ambulance, and rental aircraft. 2) Each business makes an average of about 5 trips per month into or out of Iowa City although on an individual basis the most active company makes 24 trips per month overused one year period while the least active company onlythe airport 3 times a year. 3) When asked how important the airport was to them, in the majority of replies it was noted that Iowa City's Air- port was important to their business. Two felt that it rtantimportant, (2)imoderatelywimporhile tant andy(3)pconvenient� 33 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 4) Of the Companies using the services available at Iowa City, 18 used fuel or maintenance, 14 used charter (air taxi), 10 companies have used tiedown or hangar space, and 4 users of air freight were indicated. 5) There was a wide range of responses calling for other improvements as shown below: i Better snow removal (1) Lengthen runway (1) Additional parking space (4) Keep FBO open later (1) Additional hangar space (1) Jet starting unit (1) Additional tiedown facilities (1) Pilots lounge (1) Stock 80 octane fuel (1) Adequate as is (3) Commercial carriers (1) Whatever expansion is More ramp space (4) necessary for jet and i ILS system (3) other aircraft to Rental cars (1) safely and conveniently Jet Fuel (4) use airport (2) A few of the responses along with other letters from concerned individuals and businesses have been repro- duced on the following pages. 34 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES r r C 7 0 C C' LJ l 4) Of the Companies using the services available at Iowa City, 18 used fuel or maintenance, 14 used charter (air taxi), 10 companies have used tiedown or hangar space, and 4 users of air freight were indicated. 5) There was a wide range of responses calling for other improvements as shown below: i Better snow removal (1) Lengthen runway (1) Additional parking space (4) Keep FBO open later (1) Additional hangar space (1) Jet starting unit (1) Additional tiedown facilities (1) Pilots lounge (1) Stock 80 octane fuel (1) Adequate as is (3) Commercial carriers (1) Whatever expansion is More ramp space (4) necessary for jet and i ILS system (3) other aircraft to Rental cars (1) safely and conveniently Jet Fuel (4) use airport (2) A few of the responses along with other letters from concerned individuals and businesses have been repro- duced on the following pages. 34 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES r r C 7 0 C C' LJ a t l P rnna]YN aOMPANT October 11. 1971 ret. David A. Byers L. Robert SLaltall a Associates Consulting rnglnesre a Architects 10930 Aabasaedar Drive. Suite 170 Samoa City, hl*ee..ri 11173 Dear 14. Oyere. The folloving an "omesom to the questions listed In your letter of October is concerning the ewer Fish study at the love City Airport. 1. Cratrn Prop lvt Oar let at Cosperable King Air 7. 3/3 ]. yea a. NO presently do not ere coseoter, air freight or alt teal/thartar services a.at app be available at Iowa city. TO our kruhtdge air freight Service, of the type otfand by large cowerclal airlift., with are regalre, Is only available at Cedar Rapid*. vie alb at our air freight shiment" Isru" products) generally require the large capacity carrier supplied by large airlines. Alt Pnlghc - 09ru9 Ornber age Will haw =do 13 air Shipmate w Wayne, north Ilollyaced And for Avon. I Would suggest On N average So Would W* 1 to a1 shipmate per math. Per. Oavid A. Byers October 11. 1976 ?age 3 I feel certain w Could we the Iwo City Airport for freight It adeguete sarvice*, schedules and aircraft rapacity Sera available to till our need*. Passenger - It Scald sett that our use of service reesat r Service Scold be Wosl due to the fart that 1001 of our trawl Is Out of tun. The ""Mules. ""I"@ Was quality Of alromit provided by DAited and Ours appear te fulfill our requrw. mita and need* currently and for the toreeeeablt future. S. Prat What I wantrd We Could ugh lope to at the Idea City alfpert es follawt !. I�reoo roomys especially Irqu. 3. 3/ I.Avr radio control. 1. Security for aircraft. 6. Essentially this question a" cowed in t anew. 7. I personally feel that Iova Clty'" best potential for improvement lies In the me of upgrading lar facilities to scoremdats larger and !et type private aircraft. C. C. Dore Sincerely you", A A -A_ S� SHELLER -GLOBE CORPORATION sews soar (Whored tnwnrr 1, ism M ASer" awai . M•wriner. IN" Aa oamue ori.. "Ito AY LaeW city, anirt MIs, "w. Ar. MW 4 Mn One W. ayra. WUh rnfrr•n<r .e pee 1....r of 4:uLnr 160 aftsmin, w Aiert Nrtr• M. vie raa (!lq. I s aasettim Its blinds, leaewum, I. Mat type of aircraft do we as lav Odes", r urs repllrs. civ. as 0aapelly ve ur sell r err ens Mr prwulr drives "Cents. w er has or use 1n air Yoe aaPeslonul, teen a few trip a o.0. 1. a atter Itr1P per watt) r Yee Of Saar clients err the Ease City ALamnte 0erle civ Pat runt -up Pried. Awat, rpsenb e W October, r •Ill a"ngh too tripe par day. .her rtes) alrereseene r rill wen w airport Ypaeslsrs tety same tions pew Y. 1. Meld /a use w law at, Almost sen often if use, popes f.dlitln SC eariw rn astetlesP rn. a. abet M Poor per4wwlPter on at oesaater, air freight. or air UWOWrur ersiase Ierim Pr sail At scab onnew an ProviW at law age YYNa, air Into, W dWW Services N presmuy asailablo). So air frelght ones I* ceserul betel sad ertssuvur M ser 06"8es Out avNaesra. as *be w tp,uw wt r .amus OtAssles alpua .Berge far Sea P.etre* we Of war Pump Baer IS aRYe. A Ota.ur rota weld set be." pest aam" to err adviales because of the nes doetwths, larlwe. S. tNt acllltin er yes sew said sstses, mer ur o1 the airport, ,a tunes fest vier astm4 w rave, to assets larger no faster aircraft. aeaP,etav • eraser. age,. err.. Ser wen . ,euvvrr Asn ara�rrw MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES mors 1. ilia PM 1 t. we agurtrt I. the rimer . to your pNNan an Ser net far all -www fatllitlse an eAlabls scrub at Woo ape, law *ben? It is very LaPe u uww chis seen" w Sud net be able to rLa"Is to vale of bola" r Outa.ouy rig. As eve epaesy nations u pew site Wsened esmuuvssw. w sefliruon of we rise w sterW bete " aw .iseifaonen. ns Mia tans as feel it L Igsaals Wt Lapland set,Yer sa be lel",". w sew Pl"nw "d pool tet. i haw etlyd a Istat ears t M% r es usgest ==&"in Be la.mr Is ala ateud Pee•ib "MUMM IAMMUM An Pass "ear. vary rawly Pere. gmnaAsmaes aCerOeNEge 1. ape OW.Loo AU/ra •' IWAS" I. Ihewes crew, vie ewtion ad OW"as Orpet answer I �u r Illlnratw IIF IPYP ontarr 71, 1916 1 HEATING 6 AIR CONDITIONING CO.. INC. 'owes IN tKN CAI+ Ando rod k 1 3431 7 �, J.ru,r/ 2u, t^rO MON ]Iryi)ie Ilal MGINAIY CPaI IQeACITY. IOet Y!Y L. I.D a, Kuril A Asaw"Lem our. rind A. yen 10970 Aererdee prion asst• 170 aewegl 64153 Mona Cly, Damn e. spent V. m is reselpt at Kar Qurtleauln "to& rtaess I6. 197e nPtWY Me - N /aur flme w flu stud of far Me r— City 11+rlelPi Urport. Manage Our 1. Mut type of aircraft do YOU at your eilamss, Privilege eCao ar ar .0 . • . 04 fin uses tCaaee M tea .Mals alpno yips Atnnft. Our ro lm Win Aurafl. for the orf pert. .Ulleo M aµs telt 2. Xao eftam (trips ? - Con �) -to rest of "alsoCaty to"" Mp pee ante ClIffigha u" Me fon Cit/ Ianoreg - .. p9n m ore ty aur Caa'q m our anetaaerF goals use the fold, Cit/ Airport hors often If Me Proton 7. facilities es wont ego asL-1,11401o0 • . rtram t fullium an, ad"" fr our mod". ►. est If lav vresaml/amudIPLAA Can at desamtes, 11r fw11t, air t+a/chutes —slaw (MM pr awu) it A yw•rier an ar perfY at Gam aft? .. • cah ruches to A1rP w tddtUnna Nr tow carwlty. ee the eeegrsen• Was"", w to Yttle in acLLegPle •sir ant• Caecum of lar at afamuam n�mON aruamLLarr hood,upe. gas 'Ir deltic. - - - cif 1ltLLo J+ he1M 1e uWl- t7 our fie... - 1prMl 0ltttw 5 thral/h I -Claes flying aw plaaest— lilies to av9t�nntel/ ua M game. esus PePurAmwr a Parer I+or+ae prat L. gob"% KLr11 a Associates 7 Mut hall lel+r de lou thing .old = �atra usetlof No LLeporM . An lnatlumalt leading yeses.- a • noe.dlneorl raclo Iseene. W additional hurt tp " d. M. Important Is tie altpolo nes on four stabler W /sue goof to her mil-wther real!!ur tau reliable . tm t 1"to -at,,olooly upu era, w tam N4,rr? - - 1flr In In CitycAs Alrs"le a rtes ostia Hes thelalM- .. rIon M .nes Nlnlnamn to orltasow"pons Lt It PPteseLtes Yue Ir travel ill play as IsputWL part el .� fusers veoPoes' 1, wt .that 4s1 u Ou pY ercw u felAtlw to No pnort Ieam Cry Af tM Ire petestltl fes tsww-s /7 - - • ?be pntamtaml. legation or W IPM Ch1/ Aim9eet he age walaesa la req Comm pop effort should a ad. 0 sa w new"$ frtuLLes and amMta1e LY present veep truly young ��t��/.����7• /fes Robert 0. Itn1 president 9Df/P r 109, mon.. or Dnre aulu 1;0 maws City, ilaesun 6. 5> Deer a,. Derld A. Us" - 7 Callers t►•.t the Io+t Cit? AUFrcrmltutu 1 dat•t ues�e. UP ho u tnneharatYon of rue varum V• fn;urtlr ea Iona". rho Su oratae1111y thou w vI,.,. In as than of , mer. it In resat, m... Cl ty r}ul.•11 non tJ+lllrutr,tl,.,l lu mlwrry In ihaf wluV al�1t�.•t 1 ,rltrwt.nb4.`nlru+r„s+.ryntranul+parrf.nt. tlA le U" a.n r m r. t mduuul.e rte gull a Me ImesrnatrM esus to. n,.•In of .0 ,Nr•nl Wiesl+). 0nlond to C.. It. AL, 1w v,r,.drd�nul, (lruluIIlta hw�Il nal 1. 7 Cau+.+ Wes Lrlla.. b. n:. eld r affil, ,,..1u.f •mr `11u 0 nrirtba fwlllty +hwld he errs. ua Wo Wan..ho Iunhu It too +mruMu+" rlu es oh7wuw clod. To dation.+ L t only t.+ rlah M,e .(ford It' ties In amt so Aaartmu agger, T9/.Jv rte t.rll �,�rt 1^: MA:Of H&.=; A AIX C:'rJ3:RCelnl i' wA11NG Iml POINT w _ 1MCOrO1tIJMW 04 M COIYIIIOYNO •pale WPIDIIPn - tLICI1K As CIIAWK reetudry, 9, 1979 L. Meant (bell t AaaeelAMa David A. f� Mai/sal• 0 o art" tp(Ytt Daws. 10070 city" w C, Kwr Gqr A pllr DNr for. fpwat w earsAlnly, esaft to a Counted meeghY those Mo fawr the I:antlnuadOperation pmaganc Ofethe facility levee thoughit=an* w support SaV em re of era. to dollars nines such lnmtent weld returns Itself a this tpadlty AMY time (Year. Loth apt M ager{ a19ht6j, net foul ourelwa LOU believing that the Availability of basic Airport ""Ica Is unUportot. ver/ telt//yoera, se P. a. egos Ot[Sse Iunper X N/IP 4 - Enclosed enclosed MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS • DES MOINES r vlrloDlDPnIw nod@ ra raw daAlvutl. l0aa uMt res, .3 *A$ unOH+leg PI Mat reetudry, 9, 1979 L. Meant (bell t AaaeelAMa David A. f� Mai/sal• 0 o art" tp(Ytt Daws. 10070 city" w C, Kwr Gqr A pllr DNr for. fpwat w earsAlnly, esaft to a Counted meeghY those Mo fawr the I:antlnuadOperation pmaganc Ofethe facility levee thoughit=an* w support SaV em re of era. to dollars nines such lnmtent weld returns Itself a this tpadlty AMY time (Year. Loth apt M ager{ a19ht6j, net foul ourelwa LOU believing that the Availability of basic Airport ""Ica Is unUportot. ver/ telt//yoera, se P. a. egos Ot[Sse Iunper X N/IP 4 - Enclosed enclosed MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS • DES MOINES DOME PIPELINE CORPORATION ^ HAWKEYE STATE BANK n,un 01160 M1.ee.� Ian. Ll.r, „w. IIIc II II.M1VM1I Ile In.'nn rP Y, nes even lwntf Iwf 111Y •,Irl 11N Y./ J September 14, 1971 AAonIn AC6w �w Mr. carry sdc"wen. Chaisson fond City Airport commission Pi Aunielpal Airport Jabal 30. 1979 tows city, tele 97240 W. caeld A. 9Pra Desr Ar. slaakwMe Wlnlal as... an. of Alvan" Dwlwwe L. dean elawll a Aswlates The prtpaee of this letter Is to coney to site a few I0w0 Aahao"de, ori. remarks that I Intended to We at yang Marine lest Nice 110 wok. Unfortunately, I we unable to attend the acting taws cps, Minaret M03 dust to a peMnale conflict.' j, too Corona Air"" Hoerr Floe Inner tea Fire11M CorparStIM opened taut offices in the into City lkrinlMl Arrange United Sates last year. TreJohnstown,heate lowered In Jstown, month cNotq chanes City. Iorea Idea City, Iwrt and Dur W. wet caeMn. Indiana. to re sm to yntr Jaws II, 1979, latter dad merep of In chureing as locations. aha of the me)or factors that the Iva Cel Airport, t NAI is 1. lapemgiw u the wtlowad W considered. In addition to the lomation`o Promislty "severe 60wlopws .An toasty growth In ted laws city am �. to we IIM, wa the airport facilities at each location. that w SStuate • fent -1860 punt relative Stepan. AN Tits is important to w feature. since ME Lim of4Nt Mot MMdug of end igw City Chooser of cw . 1 have uoe (. through ""a argue, the 99ve4 With which M sone Waterless fact head it. interstate of w alepart is timely vee la, l 46 and personnel 610" the States Is • Corona coa@iWaration. dwmled a "it a further gapawtve dad awlost of agree• too let to aur .a tty. Int City** airport facilities end the availability of charter flights contributed to bug deciding upon Iowa Me Air"" 1e tntgtnlly mated me they it ha" the mill City. on werw • nes cestoid arve, I believe that ands Co=mes Similar to us would 6100 HoAn Mil taaasnattes to the Mawr an strltlq an Andtge consider airport facilities a an Impatent factor when or pmuew aeioslna Airports* ve hew A std trpaft, late@ Cup looking for logstionat and If an office such as ours Is it test .7. considered a O"itamu &"film to the community, the lowat d airport (Militia@ is u es"llees rare tush few. of atteamtlon. 111... ' •slnaremey. / I atgAy add that vi agereceiving wry a Airport with the cooflight ChAtion tet / ,j`"/ that me ale?We@. eros the airport end f119at cnattrt lnq r fNm I' Mgwire ge0y Mfe. \\\/// VVV Iry truly, yaws. hmldent�llff ���� mile J. L. Williams operatloM WanaMr j So a TM U/YwffiBy M bwa Y .mer"A.wn SSS ve+wrrl.falrrts.I. orrnam� iNna7 11, 1919 or. Lt. Jones 1 tend CM . laid 1p Ia1N1 Airport February It. 1979 bear Lit.: I� • Is "wont to the MStlemuln props ed by L. AGtert VOW NO Asarlatw c na fpg do"lapeeAt of a alrpert wise PIN mor for the Iva City HonfcfPal Airport, I ins sttac"d a completed copy of the best" a m. a. a. i.e. "molar shim free UAfrfnll of law Howltals and Clinfcf. I omld IIts to point fou City mrlelpel At an at that University Hospitals at pgereAt pica a g"tt WI N "Ilse Am i'. two city. [now 111413 ted tett City Isafclpai Airport for perform$ of traefpartatlee to an Mrs I., aha Grow IwltlMlttpm le Iva Ir Personal of Patient can aha =out too, "•• J... him As yet MASS. mftrelty Hospital$ is in ted final wraps of fop] 114 Its Airdare Ieargelq Holtcrtr Service.At ted peat y tin letter la to Inform sac of .1 Micude oame.rniw tie alaatM tlw. An a" /1600/ to utlllts the lullltlas of the Iva City Airport far of NO morniow Airport. rw, wlmw raiwauw la a Cowtflatlon nfeelfmi. Aaoper storage derfn9 INIMPt Another, and alotmme. ted W Development fen to testa "Aloof, "raaoaot ted at," of facilltlef of the airport will be of crucial 1tw rtsG to this significant low with n .rtivetAd alms .Ai...Anmet of Lla "Illme dollen - statmde program for the transport of crttlully 111 ead injured patients. ft 1979, aur fine ,wlteen fifteen fall time pad i,elowit As w develop She la}raMTge plans in MIPnsy amical rnlcne w ow lnrofflre awlwa w atnrwyes ren along Visa other surf m! anticipate expansion of th S emergency Ml fcNter rediae t9 1K19r a flied. sees an rwuiree to re weed" of Iowa city at • Asad mum. it wl" trAMpalt system. this system world, te a MR Vetter #steel than W 1. oAn Net to double .flee eve" pee• Conmepwtly ve loped Iran Afr-Cara 11elfcwtor,r0y an IN magna of the Into City Mfclpa) Airport. is arwq tati.. If this is Ml 'Mile raetule tall tiro Coamesstly. rhenil Hospitals $Yppalta the mmlwwt of a energy Cola shows of 114" Iva atwr swine we to low At ether Amealtl"a fou for tha 100/•raAp IlproMR% of the law City HNICipal Airport. IAM aur mltcr"n nlfill.. 7m. Cb.n•n•ly, y 1 rAZT."l-trativt Vim soprlta Associate Vim tmar.nq iort eelw Mlrome Deepanelon JT:r$ u: S. Leal IMO MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES IowaClty Chamber at Comma�as l� v`n"""'HoW Mw'. unw, u '����'' lis Iea eau O IorACln.lcrA sildo Onurpr loco GIt loco t!/U er Ilrrte tt/dH/ Jrnw qb A 73. 1919 ams +,..a 1M/3K Mr. Z. 9. Jones. Mess'., Ira City Maritime Algot 2W raw city. too 12260 Match 197! pesr, Mr. Jams flu's er for tl3arinA the CA medical Cancer, Case Cley, Iar Airpj City of Celre City to "plan w t' a "same to the awlras rung .Media, City Of Ila City [a law 4ty "Weirl"I Atmore. IcAmC City. T oar NNIr es sola MNlul facility to to proal" Wlul oto Iowa Cltye IA !7290 a our ncrr eM las ltt OcItalNgnYle aaAibr Airport CoeslrLLat n ACCASIAMe them is Weld to 2,wt a mature far sessly lraro to Chia medical Crtar for spectalrim Wl.l pori then accart Th lots, of Dltr_am 0C UWAer Dteaut Iowa city m Air 14"" AR Man air a to Cl Cru, ezeaY Florida 4 C i Curer Orta alrtna a, *fferti tlr tae e/e lr tree Chamber of Mantel nl ter W s t esurOr ll menton .enumerated"CHI a •?A rhiAi jrCpOna. We, h In our Kfotb to teo0b 7 A_1LIC g to 4 K MNlerl Crud aroma the ce for tW ""Ice. w he,@ a Ott this ant. We, 9 ttteader growth !P Commerc...1c s W Air le." lM for eaze Dutyaar. [bees Mor s emrlaloned the law ng n matt tortuous CNC ranspor of en. tet meet" W Man "ti.aA totter[ muNre Neth uail"I c resulted In learning ltd of first type of airport. W@ ion.bell which t r[iw N31nA rtlonu to this Medical Cnorr for Wlul un. tltt ,addles of t fib[ Alto LLrpo[t. W believe it Ir Cbe COMM the Miles" resell? olesze or utilize the Coast vculd 4 rKortgmate cold • dlaYrrlb to [haft IWaYb before Yt. Last" AliNrt far 1Wlta Neaaeta. if h did tet maintain and further dewlap Chla fitly s before Us, to Cott the needs of the future. W twat tee hafoer[(r Ise hen elty. will +os@/at lou in I Cordially. � 1 esees?lr [Y ester of tY raorwler• ��dW / /� tlauesl?, Don hCity C lrtrOtr t� . Iowa Clef hof of Coasters,e M I. 0r1Y7Y OM/Jp Artlnm 011Ktad -. -.._ . IKtrNal TnesyAY ab dwlAw A+Y rY Yet, N(urY W,w, nIY(.rV �-Moro [oMtur. GEORGE L GAY i1"mmp RML Fshrb fuvwA AVMU &%42bnntt G n"At9 OUR tlAArirr,"A 9r G MMIA CR1, atA �A tearr61ran N/nY +rr4q r.0 rlM lir ItWatatlr raatrze (IIa4YrlM. ror( Illrl 1W naM 11 1_tf-2921 L baby llJall A /azeei t", February 9, 1979 4 O�ear I.. Medalist s1Yt11 t AtYelates IAee ab IA ferdlate, to bass the annumt David A. smut famQu m of IAaeldty of LrarMtt matA"Lonal Director of Airport Decal. m h,,e, hYWu yr. 10970 ASMsttdar Dr1w tuts@ City. MD 11153 lbw halllts" test • lose lwHma at 7w and maYearal sew. Air rt7 ae bad sY• Dau ss. Mbr Ctime or . oral Rod to � to ebb aft W=tb 9 support for eM Iwo Cit The It es@ atppas our ttrltlnu/n b�ain, Cast slat "t load rLpmt rs4mtw Airport Aa u Important elemant of the economic base of y this community. ly [tel, asleep "N - "that to oab IAUW Too fes Nop1a IOWA capable --or willin9__t1rY days to tlr9nt hallitlY rrfirlrt Is sonless Cad. COWVOho"4 the basic lAportance of A good general Aviation LLrp.rt to any land Ovary) , LCY. We deal with people ragululy Who fly Into this airport, and who Would not be lhaantye ""llf as accessible without the 10,41 facility. And, L acnplblllty frgwntly is eta "Nbining hector !n verybriningtruly y yomemeu". to a pOCticular company (or ouss flty). Y Very trul�� ' ftb6ft 0. llbbt Will Enclosure. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS A DES MOINES 1�T Ila* 9114M sees 041. < Caere,, a, presto[ [. 1., .sees,.s r<.[I< rNowery 7, 1117 I ' L ha 19 .ball A a utr 10910 Armies. Ort" r w sloe[. 130 gages, City he NISI i DOW Slee f W an or the.Toa .[ ryes paae.tre ""tissues easier < Ile stat, for the Tem Clt7 Ia"IY1tLL ltrport. Altbfto was on a cacea". do asst <r an 41"I'dit " dr vale the atonsure "ewtwil7 IN the case..1 two bataace. W err lowest, aregr 1. listless f an fall[ ..gra o1 the Iru erace Or a poo reseal MIatW Airport to the stirs consultor, i lA".p Gnfwli7 [laced .cep. W Lor es I mould j h. [hot Aha far Clry Airport <e.ld took fa1a.N u Its 47 who 1[ vtil he rte/0 to rto legally mol rn a.ahistltated aL0 enft than to sou p."Labe .ad t. r dols. See= a ..tart of i testator that is got sae stvtas tale CG aguey . seemed c►nse. S/1"aea17 pope. IOIOr CAC. a. SWIM M u ram adaw [t..d►11.10111 r e 4 1 rW •A,YY, ..I ml•n lnl n,,. — , 11111 YIAY �I I AI �I Jawery ld. 1919 Ar. O"Id A. 4e.f Act 10D City Allegro L. lobar ll.hall d A.tcepcea IMO Aerate, Or In Suit. 110 Carlo, City. Alrsalri NIS) DW Ar. Iy..I: III "tassel" to ~ Jaww" TSM tell... ..r. analogies . Cry of IN. !W IMta tY<Yey. we would 11" to strrily "amort crti.." l.e.os.art .f IN lo. City Alraat. [ince our Waste u" test llrport feollitie< ere those ro r. we two YIIh a rerlatY of flrq Miliaa the la. City sr.s sea they from,stly Ytillc, the silliest on rl.11$ to two stn ear color. A land .cad fa.<tiral facility Is tM"fpo iaportr, to OW Witkular r1"tlal. Toss.[ "ry truty. SNIYC•IMTi✓C/NAY c ASSOCIATIS C�Ja"s L. SNI" JLS/Ice tack".. February 9, 1970 L. Intense Alwll a haealates David A. LGW Mn 11097♦ ArasMaYFD49 Otlw sDsrt bent. Rauh City. Ile $4151 bear Mr. Ayen1 aAtnsA I�LM1.ns er�arr rear The Ilia City A19tntt to a vital lies In the econalo chain that am" YID stroll" w Of the truly fine places in that w SA to Call 'bow'. The ASrOsit U u 'assistant tothe collegialityaha A[ernes eta a eM Clty taoMa. of the cash" to to the student. It Ful be arrested that we could do without any --or all -w! Uar buts each that Is lost or naglacted taken awry sCcwthlnq of 1DpRgaa but the totality that Makes this calamity u 4[ns1A1.• two wotld be • nal shag. henry C. dhrlq 1101/Ip,to tncloaeue MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES s I Education Educational facilities in the Iowa City area include* 16 elementary schools 3 junior high schools i 2 high schools I 1 major university The Iowa City Public Library provides a total of 110,000 volumes to the residents as well as over 6,000 non -print items (films, records, etc)5. j Due to the presence of the University, an abnormally high density of college-educated persons briggs the average edu- cational level up to 14 years of school,7which exceeds the national average of 12.5 years per person over the age of 25. This is shown to reflect an indirect correlation between the educational level of the residents within the service area of an airport with the occurrance of aviation activity in that flight training is considered by some institutions to be a college -level educational activity and that the presence of the students and faculty of the University of Iowa will I continue to generate some air traffic in the forecast period. Climate The following Summary of climatological data was compiled from information obtained from the National Weather Records Center in Asheville, North Carolina. Temperature Average Annual Temperature Average High Temperature(July) Average Low Temperature(January) Precipitation Average Annual(except snow) Average Annual Snow Average Winter Month(January) Average Summer Month(July) 38 MICROFILMED BY JORM MIC R+LA8 I; CEDAR RAPIDS • DES MOINES 49.9` F. 86.1° F. 10.8° F. 34.1 inches 28.7 inches 6.2 inches 5.1 inches - y V Winds The highest percentage of winds originate in the northwest quadrant, with winds exceeding 24 miles per hour originating between the west and the northwest. c 0 aov t0 NORTH Weather 191" 'Co SOUTH %00 . %� N Q W NOTE: Wind Roee data wai obtained from the U.S. Weather Bureau Station Iowa City FIg.12 Period: 01/48-05/-08 Wind Rose Generally speaking, weather conditions around Iowa City are considered favorable and impose IFR restrictions On the; operation of aircraft for an average of 36 days a year. Based on data obtained from Cedar Rapids Municipal Airport, severe obstructions to visibility (fog) are present an average of 6 days a year where no aircraft operations can be safely performed, IFR or otherwise, for at least half of the day before it disperses. 39 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 1 NOTES I. U.S. Census 1960-1970, U.S. Department of Commerce, Bureau of the Census, Washington, D.C., April, 1970. 2. 1974 Special Census, U.S. Department of Commerce, Bureau of the Census, Washington D.C., September, 1974. 3. "Population Estimates and Projections," U.S. Department of Commerce, Bureau of the Census, April, 1977. 4. Statistical Abstract of the United States, U.S. Department of Commerce, Bureau of the Census, 1977, p9.444. C 5. Community Facilities Report, Iowa City Chamber of Commerce C Iowa City Plan, Department of Community Development, City Of Iowa City, August, 1977. 6. Report on Population Summary, Iowa City Plan, July, 1976, pg•1.13. 7. Digest of Educational Statistics, Education Division Office of Health, Education and Welfare, 1978, pg.14, table 11. G C, 40 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES c I' I i i NOTES I. U.S. Census 1960-1970, U.S. Department of Commerce, Bureau of the Census, Washington, D.C., April, 1970. 2. 1974 Special Census, U.S. Department of Commerce, Bureau of the Census, Washington D.C., September, 1974. 3. "Population Estimates and Projections," U.S. Department of Commerce, Bureau of the Census, April, 1977. 4. Statistical Abstract of the United States, U.S. Department of Commerce, Bureau of the Census, 1977, p9.444. C 5. Community Facilities Report, Iowa City Chamber of Commerce C Iowa City Plan, Department of Community Development, City Of Iowa City, August, 1977. 6. Report on Population Summary, Iowa City Plan, July, 1976, pg•1.13. 7. Digest of Educational Statistics, Education Division Office of Health, Education and Welfare, 1978, pg.14, table 11. G C, 40 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 1 a a MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS • DES MOINES I F 0 R E C A S T S Forecasts n Aviation is one of the fastest growing industries in our country today. New aircraft are constantly being developed and modern corporations are finding an ever increasing need for air transportation. This increase in aviation activity I has placed a burden on the nation's existing airports and has emphasized the need for airport planning and forecasting. To provide background data on the growth of aviation s and to fa.cilitate and standardize forecasting procedures, the Federal Aviaiton Administration has prepared the following publications: 1. Aviation Demand and Airport Facility Requirement Forecasts for Large Transportation Hubs through x001 1980 (Reference No.l). p 2. Aviation Demand and Airport Facility Requirement Forecasts for Medium Transportation Hubs through 1980 (Reference No. 2). -- ?� 3. Terminal Area Forecasts Fiscal Years 1979-1990 (Reference No. 3). 4. FAA Aviation Forecasts Fiscal Years 1979-1990. These publications not only provide forecasts for hub air - M+ ports but also establish the methodology to be used in forecasting aircraft and traffic growth for all airports. Additionally, the Iowa Department of Transportation has studied their airport system in detail and has made fore- casts of activity for Iowa City Municipal Airport, using - complex mathematical formulas to derive its figures. These dM formulas are based on national, state and local economic and population forecasts along with projections of pilots and based aircraft for the future. Whereas the FAA's forecast methodology uses only part of this data base, the Iowa Depart- ment of Transportation's figures are used to adjust the fore - ; casts to reflect their data. � The following forecasts of aircraft activity are based on information compiled in the basic data section of this study, and tempered by the Iowa Department of Transportation's pro- jections. An effort has been ~ made to prepare forecasts for based aircraft, local and itinerant operations, peak hour f p operations, enplaned passengers and instrument operations. This type of breakdown will give a better indication of the specific type of future improvement to the facilities at Iowa City as well as substantiating any need for improvements as will be determined in the demand capacity study. 41 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Population Projections Since population and aircraft activity are in direct pro- portion to each other, this relationship is considered by the Federal Aviation Administration and Iowa Department of Transportation to be the foundation for forecasting future general aviation activity. The service area population of Iowa City Municipal Airport was similar to the population of Johnson County, so that for practical purposes, projections for Johnson County's population are considered to be repre- sentative of the service area and are found in Table 7. TABLE 7 Johnson County Population Projections) Forecast Year Population 1978 79,496 1980 80,692 --- - 1985 84,701 1990 88,616 2000 96,007* * extrapolated Source: Iowa Office of Planning and Programming Projected Based Aircraft '- To determine the relationship between the service area population (Johnson County) and the number of based air- craft at Iowa City, the'based aircraft is divided by the j population to give a percentage or a based aircraft/10,000 j population. The population of Johnson County was estimated to be around 79,496 in 1978, so that with 57 based aircraft, the per- centage of aircraft per 10,000 population would be: 57 aircraft 7.17 aircraft/10,000 population 79,496 population However, this relationship between based aircraft and pop- ulation is expected to increase in .future years as general aviation advances in technology, utilization and cost effectiveness. Based on U.S. Department of Transportation projections for the growth rate of this percentage in the state of Iowa, an average percentage of .2 aircraft/per 10,000 population per year over the next 20 years is applied to the base figure of 7.17 aircraft per 10,000 population so that the anticipated based aircraft for Iowa City may be forecast and is reflected in Table 8. .. _ _...... MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES h Based Aircraft Mix As reported earlier in the Basic Data section of this study, the ratios of existing based aircraft are approximately 81 percent single engine piston, 17 percent multi -engine piston, and 2 percent turboprop. This will probably change due to recent trends in the light twin -engine, turboprop and 4 jet aircraft markets3 so that the anticipated mix during the forecast period for Iowa City Municipal Airport is in Table 9. TABLE 9 Forecast of Based Aircraft Mix M Forecast Total Based Single Multi - Year Aircraft Engine Engine 1978(base) 57 46(80.7%) 10(17:5%) �14 1980 59 47(79.7%) 11(18.6"a) 1985 71 55(77.5%) 13(18.3%) 1990 83 62(74.7%) 16(19.3%) f w 2000 .109 82(75.2%) 19(17.50) x I i i 43 i MICROFILMED BY DORM MIC R+LAB CEDAR RAPIDS • DES MOINES Turbo Prop Jet 1(1.8%) 1(1.7%) 2(2.8o) 1(1.4%) 3(3.6%) 2(2.4%) 5(4.6%) 3(2.7%)' TABLE 8 r' Forecast Based Aircraft Forecast Population Aircraft/ Based Years Table 7 10,000 population Aircraft l� t 1980 80,692 7.37 59 4 1985 84,701 8.37 71 F 1990 88,616 9.37 83 I.a r 2000 96,007 11.37 109 h Based Aircraft Mix As reported earlier in the Basic Data section of this study, the ratios of existing based aircraft are approximately 81 percent single engine piston, 17 percent multi -engine piston, and 2 percent turboprop. This will probably change due to recent trends in the light twin -engine, turboprop and 4 jet aircraft markets3 so that the anticipated mix during the forecast period for Iowa City Municipal Airport is in Table 9. TABLE 9 Forecast of Based Aircraft Mix M Forecast Total Based Single Multi - Year Aircraft Engine Engine 1978(base) 57 46(80.7%) 10(17:5%) �14 1980 59 47(79.7%) 11(18.6"a) 1985 71 55(77.5%) 13(18.3%) 1990 83 62(74.7%) 16(19.3%) f w 2000 .109 82(75.2%) 19(17.50) x I i i 43 i MICROFILMED BY DORM MIC R+LAB CEDAR RAPIDS • DES MOINES Turbo Prop Jet 1(1.8%) 1(1.7%) 2(2.8o) 1(1.4%) 3(3.6%) 2(2.4%) 5(4.6%) 3(2.7%)' O Local Aircraft Operations Local aircraft activity can be determined from the traffic data reported in the Airport Activity and Traffic discussion located in the Basic Data section of this master plan. Local activity includes all aircraft traffic which does not leave the immediate area (20 miles) of Iowa City Municipal Airport. This would include student training, touch and go (practice take -off and landing flights) and business and pleasure flights which are local in nature. An increase in local operations can be forecast from an increase in the number of aircraft based at Iowa City. In the Basic Data section, it was determined that. in 1977, touch and go traffic accounted for approximately forty percent of the total local operations (sight seeing, pleasure flights, etc.), combining for a total of 20,500 local operations. Using these figures along with the adjusted projections of the number of based aircraft, there were about 372 local operations per based aircraft (55 in 1977). By applying the growth factors developed by the Federal Aviation Administration for the anticipated future operations per based aircraft, which assumes that there will be approxi- mately a one percent increase in the usage of each based air- craft per year, the projected increase in operations per based aircraft is shown in Table 10. C'. TABLE 10 Local Operations per 8ased Aircraft Increase (FAA) �.. Forecast 1977 Ratio Adjusted Operations Year Base Increase4 per Based Aircraft 1980 372 1.03 383 1985 1.08 402 1990 1.13 420 2000 1.23 458 A forecast of local operations can be derived as a pro- duct of the number of projected based aircraft for each fore- cast period and the adjusted number of operations per based aircraft and this total is reflected in Table 11, 44 MICROFILMED BY DORM MICR+LA6 i! CEDAR RAPIDS • DES MOINES C' C c ■ r-. TABLE 11 Forecast of Local Activity Forecast Based Local Operations/ Total* Year Aircraft Based Aircraft Local Operations Table 12 indicates the adjusted forecast of local operations using the Iowa Department of Transportations projections for Iowa City to average with the FAA -based forecasts. It was tolaccounttforlttheirprojections a dtatbase anduld be given methodosome weight logy, 59 383 22,600 1980 Forecast of Loco cM� N 71 402 28,500 1985 Adjusted Total Forecast Table 11 Proiections Projections* 83 420 34,900 1990 1980 22,600 30,200 109 458 49,900 2000 31,000 1990 34,900 * rounded to nearest hundred 49,900 Table 12 indicates the adjusted forecast of local operations using the Iowa Department of Transportations projections for Iowa City to average with the FAA -based forecasts. It was tolaccounttforlttheirprojections a dtatbase anduld be given methodosome weight logy, Itinerant Aircraft Operations Itinerant activity includes all general aviation activity operations other than local occurring at Iowa City Municipal Airport, by both based and transient aircraft. A forecast of the annual itinerant operations can be deter- mined by combining the two previous projections to achieve an objective forecast figure to be used for planning purposes. 45 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ■ 1 TABLE 12 Ad'usted Forecast of Loco cM� N IDOT5 Adjusted Total Forecast Table 11 Proiections Projections* Local Operations Year _ 1980 22,600 30,200 26,400 1985 28,500 33,500 31,000 1990 34,900 36,100 35,500 2000 49,900 42,000 46,000 * interpolated to coincide with forecast years. Itinerant Aircraft Operations Itinerant activity includes all general aviation activity operations other than local occurring at Iowa City Municipal Airport, by both based and transient aircraft. A forecast of the annual itinerant operations can be deter- mined by combining the two previous projections to achieve an objective forecast figure to be used for planning purposes. 45 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ■ 1 TABLE 13 Itinerant Operations per Based Alrcrdl6 Increase 1977 Ratio6 Adjusted Operations Forecast Base Increase per Based Aircraft Year 461 1980 448 1.03 �I 1.075 482 1985 1.15 515 1990 582 1.30 2000 . oeraions can be ined usi forecast of itinerant of projected basedtaircraft fordeachmforecastn9 the numberperiod and multiplying the adjusted number of itinerant operations per based aircraft, Table 14, reflects this projection. e r_ c Adjusted Total* itinerant Operation 27,200 34,200 42,700 63,400 G' Using the Iowa Department of Transportation's forecasts for itinerant operations inowa City Airport, the adj ed ast is TABLE 15 Ad'usted Forecast of It nerant ctiv t IDOT7 Adjusted Itinerant Forecast Table 14 Projes* Operations _ Year 29,000 1980 27,200 30,800 36,100 35,200 1985 34,200 90 42,700 40,700 41,700 C I TABLE 14 Forecast of Itinerant Activity Based Itinerant Operation/ Forecast Aircraft Based Aircraft Year 1980 59 461 1985 71 482 1990 83 515 2000 109 582 * rounded to nearest hundred e r_ c Adjusted Total* itinerant Operation 27,200 34,200 42,700 63,400 G' Using the Iowa Department of Transportation's forecasts for itinerant operations inowa City Airport, the adj ed ast is TABLE 15 Ad'usted Forecast of It nerant ctiv t IDOT7 Adjusted Itinerant Forecast Table 14 Projes* Operations _ Year 29,000 1980 27,200 30,800 36,100 35,200 1985 34,200 90 42,700 40,700 41,700 C I G: C 19 50,700 57,100 2000 62,400 I * interpolated to coincid46with forecast years. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES M r. r AIM Air Taxi Operations In order to better determine the number of passengers that will use Iowa City Municipal Airport's terminal facilities, a forecast of air taxi operations (aircraft flown for hire by non -pilot customers) can be derived from the number of itinerant operations. With 2500 air taxi operations occurring in 1977, there was an average of 45 air taxi operations per based aircraft so that by using the same methodology and ratio increases as for itinerant traffic, the projections for air taxi activity are found in Table 16. TABLE 16 Air Taxi Operations/Based Aircraft Forecast 1977 Ratio Adjusted Air Taxi Year Base Increase 8 OOperations/Based Aircraft 1980 45 1.03 46 1985 1.075 49 1990 1.15 52 2000 1.30 59 The air taxi forecast figures will later be subtracted from the total itinerant operations in order to determine enplaned pas- senger forecasts by accounting for the difference between the average number of enplaned passengers for air taxi operations and other itinerant operations. This difference exists because of the specialized nature of air taxi operations, in that each air taxi flight is hired to transport a usually greater number of pepple than for other itinerant operations. (Note: 10 percent of the air taxi flights at Iowa City are air freight operations. This percentage is expected to remain con- stant throughout the forecast period). 47 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES TABLE 17 Forecast of Air Taxi Operations Forecast Based Adjusted Air Taxi Total Forecast Year Aircraft Operations/Based Aircraft Air Taxi Operations 1980 59 46 2700 1985 71 49 3500 1990 83 52 4300 2000 109 59 6400 (Note: There are no IDOT forecasts for air taxi activity). The air taxi forecast figures will later be subtracted from the total itinerant operations in order to determine enplaned pas- senger forecasts by accounting for the difference between the average number of enplaned passengers for air taxi operations and other itinerant operations. This difference exists because of the specialized nature of air taxi operations, in that each air taxi flight is hired to transport a usually greater number of pepple than for other itinerant operations. (Note: 10 percent of the air taxi flights at Iowa City are air freight operations. This percentage is expected to remain con- stant throughout the forecast period). 47 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i Summary of Forecast Annual Operations Bthey combining all of theoperations previously forecast cAirporttions oareolistedrinaTableft Municipalat Iowa City t18.ity ' I i TABLE 18 Summary of Forecast Operations i r Forecast Local Year Air Taxi Other Itinerant — Operations Operations Total 1980 �— Operations Operations 26,400 2700 26,300 1885 31,000 58,100 C' 3500 31,700 1990 69,700 35,500 4300 37,400 2000 46,000 77,200 6400 50,700 103,100 G C 100 0 80 t 0 er x to m 60 g 0 40 ntloas__.. Itir�nnl.- Ci Sat 20 C. ......... .......... . ......... Ai ;Tail . Oparatlona ..• Forecast 1980 Year 1985 1990. 1995 2000 Fig 13 Summary of Forecast Operations C 48 +� i N MICROFILMED DY JORM MIC R(�LAB CEDAR RAPIDS • OES MOINES Peak Traffic Forecasts Peak hour traffic is forecasted to represent the highest r, number of operations during the busiest hour of a busy day in a typical week. By comparing the Summary of Forecast Operations (Table 18) with the Hourly vs. Annual Capacity graph below, an estimate can be made to determine what the peak hour traffic at Iowa City Municipal Airport is expected to be in future years. (Note: The daily peaking ;.� ctor is assumed to be 20 percent because of the exclusive mix of general aviation rather than air carrier aircraft). M r n i U Note: The peaking factor is based on r ffi hourly distribution for the busiest day o£ the week. r -Example: If there are 1000 operations during the busiest day of the week, and 250 j 160 total operations for the peak two consecutive hours of the day (80/hour average), the peak hour % 97 of the yam, daily total. , 4 , 200 :: i ;,.: i �:-..1 .. IDaily Peaking Factor. -1 (7. of Daily Activity =-�7:71 u1 { , Wring Peak Hour of m Day (Averaged for the • v-~150 consecutive two busy :.: . r i hours)). Lt -t4 mT 100- , iI . r +� �. AFI=- I { 0 ! I 1.00,0001- 200 PRPOM RIM 700,0001400,000 :i; 500,000 boo,00o 70U ,000 .(.I 800,000 rl •' �� I I' r I I I � I i I I •'r i I: r,� r i -r • I s� �,,, .. t.� .,.i . j-{ Practical Annual Capacity �;; ,j1;I; ii�.:.•I ��"I'{:'I:!� �• Fig.14 9 49 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I iI I : • : ' I Note: This Figure can i j _"r ,.,;.' , p' also be used to determine the relationship between the normal ' r "- -' ,'j •; i-. peak hourly demand and annual demand. �I 4,-L The normal peak hour is the VFR demand for ; ' ^• r..1'{' the peak hour of the week (average of 2 coosecu- _ '�7 ' tive hours) averaged for a year. This holds fora is• peaking factor of 157 to 87. Below 87, annual demand 70.000 If IFR demand is substantially different I T en Eector ski PP g ' than VFR and occurs much more than 107. to the time, the IFR/VFR t' ,I demands should be considered separately. These curves assume puak conditions prevail 157 of the time. The rcmaluluR dvpmnd averages HI72 t of the penk. 700,0001400,000 :i; 500,000 boo,00o 70U ,000 .(.I 800,000 rl •' �� I I' r I I I � I i I I •'r i I: r,� r i -r • I s� �,,, .. t.� .,.i . j-{ Practical Annual Capacity �;; ,j1;I; ii�.:.•I ��"I'{:'I:!� �• Fig.14 9 49 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I Again, the Iowa Department of Transportation has forecasted the peak hour traffic for Iowa City based on their data, so that the FAA -derived figures can be adjusted to reflect the IDOT methodology and data base. c TABLE 20 Adjusted Forecast of Peak Hour Traffic C Forecast Table 19 TABLE 19 Adjusted Total Year Total Peak Hour Forecast of Peak Hour Operations 1980 Forecast Total Total Total Itinerant Itinerant Year Operations Peak Hour Operations* Peak Hour i1980 58,100 42 29,000 21 1985 69,700 50 35,200 25 r 1990 77,200 55 41,700 30 2000 103,100 74 57,100 41 * includes Air Taxi G Again, the Iowa Department of Transportation has forecasted the peak hour traffic for Iowa City based on their data, so that the FAA -derived figures can be adjusted to reflect the IDOT methodology and data base. c TABLE 20 Adjusted Forecast of Peak Hour Traffic C Forecast Table 19 IDOT Adjusted Total Year Total Peak Hour Total Peak Hour*j0 Peak Hour 1980 42 57 50 1985 50 64 57 0' 1990 55 70 63 2000 74 82 78 * interpolated 50 MHimrILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES n a Enplaned Passenger Forecast The number of enplaned general aviation passengers can be esti- mated by using an aircraft passenger load factor in order to project any further development of the terminal facilities at Iowa City Municipal Airport. It is generally assumed that the passenger load factors of general aviation aircraft will in- crease in the future as larger and more efficient aircraft are introduced into the fleet. These projected load factors are presented in Table 21. Load factors are used in combination with the number of operations in order to determine the number of passengers that will be using the terminal facilities at Iowa City. In order to provide a realistic forecast, it is necessary to reduce the operation forecasts by applying only one-half of the itinerant operations since the passengers on these flights will only use Iowa City's facilities before embarking or after disembarking the aircraft, but will be using the terminal facilities of another airport the other half of the time. Local operations are also divided since half of the local passengers will embark or deplane at the hangars and will not enter the terminal. host all air taxi oper- ations will carry passengers who will use the terminal facilities so that air taxi operations are counted in computing the total enplaned passengers. Based on these assumptions, and the load factors found in Table.21, the forecast number of people who will use the terminal facilities of Iowa City Municipal Airport in the future can be determined, and by assuming the ratios between the differ- ent types of operations remain the same, the peak hour forecast can be calculated to help determine the need for additional terminal facilities during the peak hours. 51 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES TABLE 21 Projected Load Factorsll Type of Operation 1980 1985 1990 2000 Local 1.6 1.9 2.2 2.8 Itinerant 1.9 2.2 2.5 3.1 Air Taxi 3.2 3.4 3.6 4.0 Load factors are used in combination with the number of operations in order to determine the number of passengers that will be using the terminal facilities at Iowa City. In order to provide a realistic forecast, it is necessary to reduce the operation forecasts by applying only one-half of the itinerant operations since the passengers on these flights will only use Iowa City's facilities before embarking or after disembarking the aircraft, but will be using the terminal facilities of another airport the other half of the time. Local operations are also divided since half of the local passengers will embark or deplane at the hangars and will not enter the terminal. host all air taxi oper- ations will carry passengers who will use the terminal facilities so that air taxi operations are counted in computing the total enplaned passengers. Based on these assumptions, and the load factors found in Table.21, the forecast number of people who will use the terminal facilities of Iowa City Municipal Airport in the future can be determined, and by assuming the ratios between the differ- ent types of operations remain the same, the peak hour forecast can be calculated to help determine the need for additional terminal facilities during the peak hours. 51 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES i a * rounded ** applicable operations X peak hour operations X passenger total in Table 20 load factor 52 MICROFILMED 8Y JORM M177 C R�LAB CEDAR RAPIDS • DES MOINES a r TABLE 22 Enplaned Passenger Forecast Type of Applicable Load Enplaned* Peak Hour** Activity Operations Factor Passengers Passengers 1980 C Local 13,200 1.6 21,100 19 Itinerant 13,150 1.9 25,000 23 Air Taxi 2,700 3.2 8,600 8 Total 34,700 50 1985 Local 15,500 1.9 29,500 24 Itinerant 15,850 2.2 34,900 29 Air Taxi 3,500 3.4 11,900 10 Total 76,300 61 1990 Local 17,750 2.2 39,100 32 Itinerant 18,700 2.5 46,800 38 Air Taxi 4,300 3.6 15,500 13 8T total 101,400 2000 Local 23,000 2.8 64,400 49 Itinerant 25,350 3':1 78,600' 59 Air Taxi 6,400 4.0 25600 00 19 57 Total 168168 * rounded ** applicable operations X peak hour operations X passenger total in Table 20 load factor 52 MICROFILMED 8Y JORM M177 C R�LAB CEDAR RAPIDS • DES MOINES a r 0 G C I u ti WL r M Projected Mix Because piston, turboprop and turbine jet aircraft have considerably different operational characteristics, it is necessary to determine the relative use of the airport by each type of aircraft. By using the same forecast methodology of the Federal Aviation Administration (applying the percen- tages of the various aircraft types using the airport that have been forecast, Table 4) and the projected operations found in Table 18, a forecast indicating how many of what type aircraft will be using Iowa City Municipal Airport in the future may be determined. This data will be useful in planning the facility requirements in the years ahead. (Note: In the table below, the respective number of aircraft percentages have been adjusted from those of Table 4 because the FAA assumes that 10 percent of multi -engine piston aircraft have the same performance characteristics as those of turbo -prop air- craft. Also, although there is no jet aircraft based at the airport, yet jet activity presently exists, one jet is assumed to represent a portion of the total aircraft opera- tions for the first forecast period.) 1985 Single engine 55 Multi engine 12 Turbo -prop 3 Jet 1 77.5% TABLE 23 11,800 4.2% Forecast Aircraft Operations by Mix 1000 697 Aircraft Number of Percentage 4,600 Type Aircraft of Total Operations*' 1980 100.0% 77,200 Single engine 47 79.7% 46,300 Multi engine 10 16.9% 9,800 Turbo -prop 1 1.7% 1,000 Jet 59 0- . % 58—L000 036- 1985 Single engine 55 Multi engine 12 Turbo -prop 3 Jet 1 77.5% 54,000 16.9% 11,800 4.2% 2,900 1.4% 1�0�0 — 1000 697 Single engine 62 74.7% 57,700 Multi engine 14 16.90ml 13,000 Turbo -prop 5 6.0% 4,600 Jet 2 2.4% 1,900 83 100.0% 77,200 f iV 53 MICROFILMED BY JORM MICR+LAB ,' CEDAR RAPIDS • DES MOINES Aircraft Number of Type Aircraft 2000 Single engine 82 Multi engine 17 Turbo -prop 7 Jet 3 Peak 109 Peak Mix Percentage of Total Operations* 75.2% 15.6% 6.4% 2.8% r 77,500 16,100 6,600 2 900 r 10300 By applying the projections of the forecasted aircraft mix, with the same FAA chart used to determine peak hourly figures, the peak hour mix can be found. The assumption is made that peak hour traffic is 20 percent of peak daily traffic and that an average day is 80 percent of a peak day. These figures represent operations consisting of a balance of 50 percent take -offs and 50 percent landings. C C 54 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES TABLE 24 Projected Peak Mix C Aircraft Percent Peak Peak Average Type Of Fleet Hour Day_ Da_ 1980 Single engine 79.7% 40 200 160 C' Multi engine 16.9% 8 40 32 Turbo -prop 1.7% 1 5 4 Jet 1.7% 1 5 4 Total 100.0% 50 250 200 1985 C Single engine 77.5% 44 220 176 Multi engine 16.9% 10 50 40 Turbo -prop 4.2% 2 10 8 Jet 1.4% 1 5 4 Total 100.0% 57 285 228 C i 1990 Single engine 74.7% 47 235 188 I Multi engine 16.9% 10 50 40 v Turbo -prop 6.0% 4 20 16 Jet 2.4% 2 10 8 Total —1 -0 -OF O 63 315 252 54 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES A successful commuter service is dependent upon the markets it serves, frequency of operations and the completion percentage of its scheduled operations, and because of recent trends in the air travel industry and the newer technology applied to commuter -type aircraft, a commuter service can be successfully operated providing there is enough demand to sustain the profitable levels of operation needed to support it. Since the beginning of 1979, Iowa City Municipal Airport has regained regularly scheduled commuter service. However because of the newness of the operation, no attempt to fore- cast commuter activity will be made until there are sufficient records to project this segment of aircraft operations. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I Aircraft Percent Peak Peak Average Type Of Fleet Hour DayD_ ay 2000 Single enyine75.2"a 59 295 236 r Multi engine 15.6% 12 50 48 Turbo -prop 6.4% 5 25 20 Jet 2.8% 2 10 8 i Total0� 78 390 312 I Forecast Instrument Approaches e In 1977, the number of annual instrument approaches that were flown into Iowa City was 426, while in 1978, this 1 H activity increased almost 1:10n to 463 approaches. The number of Instrument Approaches are forecast to determine the future need for additional navigation and visual aids, especially if these aids will lower the minimum altitude pt p and visibility required to complete the approach. Present F'« activity levels indicate that instrument approaches account for 1.6 percent of total itinerant operations, however this percentage can be expected to increase as trends in controlled airspace,avionics technology and inclement weather continue to increase. Based on projected itinerant operations, the forecast annual instrument approaches is reflected in Table 25. • TABLE 25 Forecast of Annual Instrument Approaches Forecast Total Itinerant Percent Instrument Year Operations(Table 19) IFR Approaches Approaches I �Y 1980 29,000 1.6% 522 1985 35,200 2.0% 704 1990 41,200 2.2% 917 2000 57,100 2.60. 1484 Commuter Activity A successful commuter service is dependent upon the markets it serves, frequency of operations and the completion percentage of its scheduled operations, and because of recent trends in the air travel industry and the newer technology applied to commuter -type aircraft, a commuter service can be successfully operated providing there is enough demand to sustain the profitable levels of operation needed to support it. Since the beginning of 1979, Iowa City Municipal Airport has regained regularly scheduled commuter service. However because of the newness of the operation, no attempt to fore- cast commuter activity will be made until there are sufficient records to project this segment of aircraft operations. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I NOTES 1. 1978 Update Iowa State Airport Systems Plan, Iowa Department of Transportation, Planning and Research Division, Ames Iowa, May,1978, p9.35, table 4-2. 2. Ibid, p9.35, table 4-4. 3. 1977 Statistical Data, General Aviation Manufacturers Association, 1977, p9.10, table 6. 4. Aviation Demand and Airport Facility Requirements Forecasts for Medium Department of Transportation, Federalation uAviationbs 9Adm980stra- tion, January, 1969, Appendix I, p9.8, table 2. 5. 1978 Update, Iowa State Airport Systems Plan, Appendix 4-A, p9.2. 6. Aviation Demand and Airport Facility Requirements, Appendix I, pg.8, table 2. 7. 1978 Update, Iowa State Airport Systems Plan, Appendix 4-A, P9.2. 8. Aviation Demand and Airport Facility Requirements, Appendix 1, P9.8, table 2. f C C C 9. AC 150/5060-1A, Airport Capacity Criteria used in Preparing C the National Airport Systems Plan, Department of Transpor- tation, Federal Aviation Administration, Washington,D.C., July 8,1968, Pg.28, figure 9. G 10. 1978 Update, Iowa Airport Systems Plan, Appendix 4-B,pg.l. 11. Aviation Demand and Airport Facility Requirements, Appendix I, p9.5, table 1. c; i i i' I 56 MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS • DES MOINES J i i i I NOTES 1. 1978 Update Iowa State Airport Systems Plan, Iowa Department of Transportation, Planning and Research Division, Ames Iowa, May,1978, p9.35, table 4-2. 2. Ibid, p9.35, table 4-4. 3. 1977 Statistical Data, General Aviation Manufacturers Association, 1977, p9.10, table 6. 4. Aviation Demand and Airport Facility Requirements Forecasts for Medium Department of Transportation, Federalation uAviationbs 9Adm980stra- tion, January, 1969, Appendix I, p9.8, table 2. 5. 1978 Update, Iowa State Airport Systems Plan, Appendix 4-A, p9.2. 6. Aviation Demand and Airport Facility Requirements, Appendix I, pg.8, table 2. 7. 1978 Update, Iowa State Airport Systems Plan, Appendix 4-A, P9.2. 8. Aviation Demand and Airport Facility Requirements, Appendix 1, P9.8, table 2. f C C C 9. AC 150/5060-1A, Airport Capacity Criteria used in Preparing C the National Airport Systems Plan, Department of Transpor- tation, Federal Aviation Administration, Washington,D.C., July 8,1968, Pg.28, figure 9. G 10. 1978 Update, Iowa Airport Systems Plan, Appendix 4-B,pg.l. 11. Aviation Demand and Airport Facility Requirements, Appendix I, p9.5, table 1. c; i i i' I 56 MICROFILMED BY JORM MICR+LAS CEDAR RAPIDS • DES MOINES • . MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES D E M A N D C A P A C 1 T Y A N A L Y S r i i I uemand Lapacity Analysis The evaluation of capacity and demand is an important step in the planning of Iowa City Municipal Airport's facilities as they are used now and will be in the future. By comparing anticipated demand to existing capacity, an objective idea of what improvements will be needed as aircraft operations increase can be determined and provide a basis for a cost/benefit analysis. This cost/benefit analysis evaluates the expense .3 of airport improvements with the money saved by reducing delays. The capacity analysis includes not only the runway capacity, - u but also the terminal, hangars, vehicular traffic capacity and parking areas, so that by careful evaluation, the demand presented by future traffic may be anticipated and planned accordingly. t s F« Runway Capacity Runway capacity is defined as "the maximum number of aircraft operations that an airport can accommodate during a specified ° time period (usually one hour) where there is a continuous demand for service" (either VFR or IFR). In determining run- way capacity, a number of factors are considered which directly M affect this maximum. Although Iowa City Municipal Airport has a triangular runway layout, only one runway is normally used at any given time as determined by wind conditions, because the airport use is not controlled by a tower. Because of this, the actual 04 capacity decreases significantly from the potential capacity r as will be shown further into this analysis. p 4 H r' i k Exit Rating t The exit rating for each runway is a function of its length and the number of exits available. This rating is a prime determinant of runway capacity in that the faster aircraft can leave or move on to the runway by its exits, the higher the capacity for that runway. To find the exit rating for each f runway, the number of exits available is counted and applied to the runway length on the graph prepared by the FAA in #� Figure 15 . MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I U "Wo 6.000 8,000 10.000 1;000 Runway length, fl Right angler) is 'd cane eyed 60 Of shorpv r I Fig. 15 1 { Exit Rating i. C U "Wo 6.000 8,000 10.000 1;000 Runway length, fl Right angler) is 'd 58 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES CE cd cane eyed 60 Of shorpv Fig. 15 1 Exit Rating C Since there is Municipal Airport, training activity occurring at Iowa the City for the delays exit rating has been adjusted to account in runway use caused by this C adjustments are activity. found in Table 26. These C i.: I, TABLE 26 2 Adjusted Exit Rating C, Correction Runwa,� Length Number/ Exit or Exits Rating Touch Factand or FGoes. ARatinad , 6/24 4,000 12/30 3,900 3 3.5 1.25 3 . CI 17/35 4,300 3.5 1.25 3 3.6 1.25 2.6 2,7 I 58 MICROFILMED BY JORM MICR+LA9 CEDAR RAPIDS • DES MOINES CE cd ;h i ti Urlien �aPC5C;Hy In order to determine the potential VFR hourly capacity assuming that 100 percent of the aircraft operations are generated by either single or multi -engine general aviation aircraft, the adjusted exit rating is applied to Figurels and the resultant capacities are reflected in Table 27. F, VFR Capacity D+E 100 85 70 40 20 20 10 0 O+EI C O IS 30 30 20 20 20 20 C Aircraft B 0 0 30 60 40 30 20 8 class JL A 0 0 20 40 60 4 Aircraft population, prnasnt 2.6 98 1.25 Fig. 163 12/30 2.6 98 1.25 123 17/35 2.7 97 1.25 122 I ■. ■■■■■■■■■■ D+E 100 85 70 40 20 20 10 0 O+EI C O IS 30 30 20 20 20 20 C Aircraft B 0 0 30 60 40 30 20 8 class JL A 0 0 20 40 60 4 Aircraft population, prnasnt 2.6 98 1.25 Fig. 163 12/30 2.6 TABLE 27 59 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Adjusted VFR Hourly Capacity Adjusted Capacity Correction Adjusted Runway Exit Rating (operations/hour) Factor Capacity 6/24 2.6 98 1.25 123 12/30 2.6 98 1.25 123 17/35 2.7 97 1.25 122 59 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I I i I I IFR Capacity levelIn IFR conditions (ceilings less than 1 ,000 feet ab::a and visibility less than t,hrEE gruund �c4t)lcted because of the length of timerinvolvedpfor instrument approaches and departures to ensure safe operations. Making the same assumptions as for determining VFR runway capacity the potential IFR runway capacity is found runway using For each runway, the potential IFR hourly capacity is approxi- mately 53 IFR operations per hour. However, since all IFR operations are handled by Cedar Rapids ATC, the actual current IFR capacity without delays is only around 8 to 10 operations per hour, due primarily because no other IFR operations are allowed until the aircraft using the VOR approach has landed or has declared a missed approach and is returning to the approach fix. Since te tions Ofthe clearances othroughoCedarlRapidseApproac and trol h la - been expedited, which in turn has increasedpthe IFR ocapacityve somewhat. However, without a terminal navigational aid located at the airport site, the IFR capacity will remain at its present level. VFR n 0 60 % A 15 25 30 0A InterpdottIm r Q Ind ody for alrcraf douse shown IFR B 0 80 % A 0 0 20 30 40 50 65 IFR Capacltv Aircraft population, percent Fla. 17 4 60 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES VFR Alraoff % close (Use IFR pop,. IF lotion If awfl- % oble, If rot, use VFR populailon) C I i n w s i' A a .I~ Weighted Runway Capacity To determine the overall weighted runway capacity for Iowa City Municipal Airport, the percentage of time the runway is used during VFR or IFR weather conditions is applied to a runway capacity weighting table (Table 28) and by the capacity during both conditions. TABLE 28 Runway Capacity Weighting Tables Percent Max. Capacity Weight 91 to 100 1 89 to 90 2 66 to 88 8 51 to 65 8 12 0 to 50 It is known that IFR conditions prevail approximately 10 percent of the time, leaving 90 percent VFR conditions. Giving the runway the corresponding weight ht 6Athefor finding the practical hourly capacity 10% x 12 x 10 o s/hr + 90% x 2 x 122 o s/hr = 23106 90 x 2 Practical Hourly Capacity = 77.2 aircraft operations per hour This value is then entered into Figure 18 and by taking the same peaking factor, or ratio of the number of peak hour air- craft operations to the total operations during the day is 20 percent as fepuapacity (PANCAP) is approximately 108,000operations peryear. zl q 9 I: FI V Practical annual capacity Fig. 18 v Annual Capacity6 61 MICROFILMED BY JORM MICR�LAB CEDAR RAPIDS • DES MOINES For planning purposes, capacity development, such as addi- tional runways, should be scheduled when the forecasted demand reaches of the nc Iowa City Oalready thas more athan rone runway, a comparisonANCAp7. However, �ofe 100 percent PANCAP to forcasted demand reveals that the airport has an adequate capacity to accommodate annual levels of traffic throughout the forecast period. TABLE 29 COMPARISON OF PANCAP TO FORECAST DEMAND Forecast Total Operations 100% Additional Capacity Year (Table 18) PANCAP Needed? 1980 58,100 108,000 1985 1990 69,700 108,000 No No 77,200 108,000 No 2000 103,100 108,000 No For long-range planning purposes, the triangular runway layout gives Iowa City a potential PANCAP of around 375,0008 operations per year, however, to reach this level of capacity, a control tower would be required to coordinate traffic approach- ing and departing the airport. In order for Iowa City to be considered a candidate for an FAA Airport Traffic Control Tower, the sum of ratio values computed by dividing general aviation local and itinerant operations by 200,000 and air taxi operations by 25,000 must equal or exceed 19, which, based on forecasted operations, is unlikely to be reached during the forecast period. However, a possible alternative to increasing this, would be to establish a non-federal control tower by hiring an air traffic controller on a private basis to control traffic using Iowa City Municipal Airport's facilities. This could be considered after careful monitoring of the increasing airport operations and determining that costs incurred to provide this service would be worth the expense to increase capacity in this manner. Additional capacity development for airport facilities directly affecting the airport's ability to accommodate peak hour traffic runway exits, parking aprons, etc) is recommended when forecast peak hour traffic approaches 60 percent of the hourly capacityl0, of for Iowa City 47 operations per hour (60 percent of 77). By comparing this figure to the expected peak hour traffic levels, the need for additional improvements can be shown as is indicated in Table 30. 62 MICROFILMED 8Y DORM MICR�LAB CEDAR RAPIDS • OES MOINES 3 n Table 30 reveals that plans should be started to accommodate addition peak hour operations by improving the airport facilities so that delays to approaching and departing traffic can be minimized by expediting traffic flow. The development of these additional facilities will be addressed in the facility requirement section of this master plan report. 63 MICR)FILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES TABLE 30 I I � Forecast of Peak Capacity Needs Forecast Peak Hour (Table 20) 60% PHOCAP Capacity Increase Needed? Year Operations 1980 50 47 47 marginal yes (10 ops/hr) 1985 57 63 A 1990 78 47 yes (31 ops/hr) 2000 Table 30 reveals that plans should be started to accommodate addition peak hour operations by improving the airport facilities so that delays to approaching and departing traffic can be minimized by expediting traffic flow. The development of these additional facilities will be addressed in the facility requirement section of this master plan report. 63 MICR)FILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I I � Runway Length r Critical Aircraft nna to 1_hc ui,4n as„iat.. „r ,, ,. r--__-_ - r"� ..-- w alu capabi I I cies of today's aircraft, it is necessary to determine the type of aircraft which could be reasonably expected to the use air- port facilities both now and in the future. The type of aircraft using the airport facilities regularly that requires the most extensive facilities is considered the critical aircraft and, based on this type aircraft's characteristics and frequency of use, the determination of required airport facilities and improvements to them is made. According to the aircraft mix in the past, current activity at the airport and forecasts of both aircraft mix and activity, the critical aircraft using the Iowa City Municipal Airport is the general aviation business jet. However, because of numerous types of jets in the fleet category, and ` the known type and model of business jet using the airport, this particular field may be narrowed down to what the FAA considers representative of the smaller jets is that the critical aircraft can be modified to the "general aviation business jet, 60 percent fleet", which includes the Learjets, Sabreliners, and Falcon 20 and the HS -125. This particular critical aircraft category can be further modified to represent the average percentage of the total useful load (fuel, passengers and baggage) that the usual jet carries out of the airport (take -off being considered the critical operation). Because of the relatively few number of C jet operations occurring and forecast to occur and the rela- tively short stage lengths of the trips, the useful load percentage has been arbitrarily set to 60 percent by the FAA. This is the lowest category for determining the performance standard of the critical aircraft. Thus, for all further Ic calculations, the critical aircraft will be the general avia- tion business jet, 60% fleet, 60% load.11 i i Runway Length Recommendations The runway length recommended by the FAA to accommodate the i aforementioned critical aircraft is also dependent upon the elevation of the airport, the average maximum temperature of the hottest month (July) and the effective runway gradient (ERG) of the runway used, as each one of these factors directly of affects the performance of any aircraft using the airport. From the basic data section of this study, it is known that the airport elevation is 661 feet (MSL), the average maximum temperature in July is 86° F. and the effective runway gradient for the primary runway (17/35] is .09%. By applying this information to graphs that have been established by the FAA for 60 percent fleet, 60 percent useful load, recommended runway lengths to safely accommodate the critical aircraft category, it can be determined that approximately 4950 feet 64 j MICROFILMED BY _ JORM MICR+LA9 ,. CEDAR RAPIDS • DES MOINES Pt W. L IMP is needed for the primary runway as figures 19 and 20 illustrate. However, if Runway 6/24 were to be extended as the primary runway rather than Runway 17/35, with a lesser effective runway gradient of .03, the recommended runway length would be approxi- mately 4800 feet. As will be shown in the wind analysis, no one runway provides at least 95 percent crosswind coverage, so that for design purposes, a crosswind runway having the same dimensional standards including length as the primary runway is recommended. However, should this be impractical, the minimum acceptable crosswind runway length is 80% of the primary length. •1 . v,uuu 8,500 8,000 %,500 w 7,000 r 6,500 m 6,000 5,500 5,000 4,500 4,000 Runway Length (BT) NORMAL MAXIMUM TEMPERATURE (OF) 601. FLEET @ 607. USEFUL LOAD 12 Fig. 19 65 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES .v i 65A MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES A runway length longer than 4,800 feet could be justified in order to accommodate a higher percentage of the basic rr8ncnnrt fleet at ereater useful loads. Using the guide- lines established by the FAA it has teen determined LILaL t;,a rt following runway lengths would allow the increased percentages of fleet and useful loads as set forth. Runway Length % Fleet o Useful Load » 4,800 60 60 6,600 60 90 5,500 100 60 8,400 100 90 jK. However, the actual situation at Iowa City requires that con- sideration be given to factors above and beyond the types and weights of aircraft landing. The location of nearby residential areas, the identification of noise problems, the cost of land acquisition and the location of the area',s t+ roads all complicate the problem of providing adequate run- way length at the airport. As stated in the critical aircraft discussion most of the larger aircraft, those requiring longer runways, which will operate in Iowa City will be small busi- ness jets operating under reduced stage lengths. With this in mind, it is felt that a primary runway of 4,800 feet will provide the necessary runway length with the proper safety and operational margins. The cost and potential problems involved in extending beyond 4,800 feet would be too great =' compared with the marginal benefits to be received. This does not imply that a detailed cost benefit analysis has � been undertaken but rather that 4,800 feet will allow the types of business jets operating presently at Iowa City to continue to do so with increased safety and reliability factors while not encouraging larger jets to use the airport. If the airport authority sees the need for longer facilities in the future a detailed runway study should be accomplished at that time to determine their needs and r capabilities. In the meantime, rigid land use and zoning controls should be placed on the continguous land to insure that the existing problems do not compound themselves thereby eliminating the possibility of maintaining an adequate air transportation facility in Iowa City. to .v i 65A MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 71 Runway Gradient Correction 4 1 CAUTION 6 7 B 9 Fig. 20 13 It should be noted that these graphs for determining runway lengths for general aviation business jet aircraft may be used to justify a runway extension when there is at least 500 or more existing or forecast annual itinerant operations over the 5 to 10 year forecast rangelAor those aircraft in the critical aircraft category, occurring at the airport. For this reason, careful monitoring of jet aircraft activity should be initiated to accurately record these operations to determine the eligibility of Iowa City Municipal Airport for lengthening of the runway to meet the Basic Transport criteria Otherwise, the 4300 -foot length of Runway 17/35 is adequate to accommodate all general aviation aircraft under 12,500 pounds under the general utility airport runway length criteria as shown in Figure 21. MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES I' t;7 66 C G C r C. j MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES I' t;7 66 MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES r H M 6; ' in AIEPORT ELEVATION (FEET) 9000 (rci 50 75 100 50 75 100 50 75 100 NMMAL MASIMOM TEMPENATUEE (°P), HOTTEST MONTH OF YEAS Ir BASIC UTILITY BASIC UTILITY GEHEM UTILITY STAGE I STAGE II Fig. 2115 Runway Length (GU) u 67 MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES M CK1I1] Runway Orientation In determining the needs for future runway development, standards for allowable crosswind components with respect to runway alignment is of prime importance. There are require- _ ments for the certificatinn of airrraft t� aem�"�tr3tC th,t there are no uncontrollable ground -looping tendencies when encountering a 90 -degree crosswind up to a wind velocity of 20% of the aircraft's stall speed in a landing configuration (0.2Vso). Recognizing this and also the fact that less run- way length is required when taking off or landing into the wind, runways are oriented to minimize the crosswind effect. To do this, a crosswind component value of 12 miles per hour for utility category aircraft is established for design purposes. (The crosswind component for any runway orienta- tion is that force of the surface wind which acts perpendi- cular to the runway centerline). Where prevailing winds are consistently from one direction, the primary runway would be best oriented in that direction, but in many instances, a high degree of consistency in the wind direction is not found. It may be noted here that most airports started out as a pasture, as did Iowa City, which provided unlimited wind coverage as the pilot could always land from any direction into the wind. But as aircraft grew heavier, paved runways became necessary. The reason behind Iowa City Municipal Airport's characteristic triangular runway layout is because, being built up shortly before World War II as a hurried defense gesture to accommodate military aircraft, there was little time to study the wind in detail so that the three runways were laid out in a triangle, providing optimum paved runway wind coverage in almost all situations. The purpose of this wind analysis is to determine the percentage C each runway is used, in order to plan future improvements, according to each runway's capacity to accommodate aircraft and the demand placed on that runway. Wind Data i The most extensive and accurate wind data available has been acquired for making an analysis to determine the percent of j usage for each runway orientation in helping determine the needs for future development. Iowa City Municipal Airport has five-year wind data of the period from 1947 to 1953, and while this information is rather old, it can still be considered applicable to the study for planning purposes. The closest location that has the other, more recent wind data, is the Cedar Rapids Airport, and although some weight has been given this information since it reflects more recent observations that may account for possible changes in the weather patterns for the Iowa City area, the site terrain differences would make actual use of the Cedar Rapids data inaccurate. T MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ff �a a, IN • YpSy(� M. Wind Analysis The principle method of analyzing wind conditions at an airport as they relate to runway orientation is using a wind rose as shown in the accompanying diagrams. This is a con- venient manner to plot wind data for a particular location and at the same time provides ready visualization of the percen- tages each runway is used. The wind data is represented on the wind rose in terms of percentage of time the wind of different velocities blow from various compass directions. The concentric circles around the wind rose indicate the wind velocity in miles per hour, while the radial lines extending from the center define the various compass directions from which the winds originate. The numbers within each segment are the percentages of time the wind blows in that direction within the indicated velocity ranges. The wind roses shown represent VFR, IFR and all-weather condi- tions, while the tables indicate the percentage of time each runway provides the best coverage, and the number of operations that will occur during the forecast period. Note: Runway alignment is oriented by magnetic nofth while wind direction is by true north. The 70 East variation between magnetic north and true north accounts for the apparent difference in runway orientation that the runway numbers indicate. j 4a 69 MICROFILMED BY JORM MICR+LAB Q CEDAR RAPIDS • DES MOINES 1 Runway 6/24 This northeast -southwest runway presently gives the airport _ 82.4 percent coverage for 12 miles Der hour or lest r,.rssswinds. - while coverage is extended to 87.9 percent for crosswinds up to 15 miles per hour. Fig. 22 i 70 11111O1ILME1 DY JORM MICR+LAB CEDAR RAPIDS • DES MOINES W r P.. Runway 12/30 Runway 12/30 gives the airport ' the l mostoc°hnur9and94.4 with 0per- perceni Tor cr°sswinu5 up - •....--m4oc - cent for crosswinds up to 15 miles per hour.Although runway, this runway extends the most coverage for any given resi- dential areas to the northwest and limited extension capabili- ties would tend to exclude Runway 12/30 from any major develop- ment now or in the future. M Fig. 23 71. MICROFILMED BY JORM MICR¢LAB CEDAR RAPIDS • DES MOINES I Runway 17/35 The longest of the three runways, Runway 17/35 ,gives the airport wind coverage of 77.3 percent for up to 12 miles per hour crosswinds and 91.3 percent coverage for crosswinds up to 15 miles per hour. Fig. 24 72 MICROFILMED BY JORM MIC RLAB CEOAR RAPIDS • OES MOIRES C Con bined Coverage AI_.. _L �... r-. .v,;yn ❑J VFIa i Uflwayy i vet) bile di rport wind coverage of the FAA -recommended 95 percentl,6all three runways give 98.6 percent coverage for crosswinds to 12 miles per hour, and gives crosswind coverage for winds up to 15 miles per hour 99.3 percent of the time. Actual runway usage is estimated to be around 60 percent Runway 17/35, 25 percent Runway 6/24, and 15 percent Runway 12/30. Runway 17/35 is the favored runway during light wind conditions because of its longer length and avail- ability of taxiway exits close to the terminal area. a Because the orientation of the runways are adequate, no additional crosswind runways are needed to satisfy FAA recommendations. h R M M H ti RUNWAY Fig. 25 17-35 12-30 6-24 73 COM81NED MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES ALLOWABLE CROSSWINDS 12 mph 15 mph. 77.3 91.3 90.2 94.4 82.4 87.9 98.6 99.3 Terminal Capacity ■ Determining terminal capacity is an important step in the master plan, as it represents the interrace Detween the aircraft and the passengers as well as providing facilities for airport administration, passenger handling and other services provided at the airport. Also included in this concept are the parking requirements for both itinerant and based aircraft, whether on an apron area or in personal hangars. In studying the flow ofassengers from the "landside" (street) I to the "airside" (runway , careful attention to potential bottlenecks is important. The objectives addressed in planning adequate terminal capacity are 1) minimizing delay in transferring passengers from the landside to the airside and vice versa 2) receiving the best capacity for money in- vested. By comparing forecasted number of passengers using the terminal to the present facilities, the future requirements for terminal space can be estimated and planned for. Presently, the terminal at Iowa City provides approximately 5100 square feet of space, however, approximately 1850 square feet of this area is used for administration space, flight training, and for the Highway Commission which rents the upper level of the terminal, leaving 3250 square feet of terminal area available for passengers enplaning or deplaning. Using the FAA's planning criteria for general aviation airport terminals, the terminal area needed to accommodate forecasted i passengers at the various forecast years can be found by using their multipliers and the results are reflected in Table 31. TABLE 31 Forecasted Terminal Capacity Needs17 1980 1985 1990 2000 Peak hour enplaned passengers(Table 22) awaiting area x (15) b)mgmt/ops x (3) c) pub.conveniences x (1.5) d)concessions,etc. x (5) e)circ.,mech,maint,walls & part.(a+b+c+d) Total area needed 50 61 83 157 750 915 1245 2355 150 183 249 471 75 92 125 236 Ci 250 305 415 785 1225 1495 2034 3847 2450 .. 2990 4067 7694 sq.ft. sq.ft. sq.ft. sq.ft. MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES L 74 I' MICROFILMED BY JORM MICR+LA6 CEDAR RAPIDS • DES MOINES L v, 4 � The terminal area available at Iowa City Municipal is more than adequate to meet future needs up until the mid -1990's assuming the forecast of enplaned passengers is relatively accurate. This information should be reviewed during the first forecast period, to determine whether the terminal area should be expanded to accommodate the actual increase of enplaned passengers, in relation to the forecasted projections. Parking Space Parking space requirements for the future is also determined using FAA planning criteria, and is also a function of the forecast peak hour enplaned passengers. Table 32 reflects the projected need for parking spaces and area for the next 20 years. By comparing the present 40 parking spaces available for parking to Table 32, it can be seen that there is an appreciable need for additional spaces to accommodate passengers arriving or departing the landside of the terminal. Apron Area On the airside of the terminal, space available for the parking and servicing of aircraft is compared to the fore- casted demand for the forecast periods. Currently there is approximately 50,000 sq, ft. (5,555 sq. yds.) of paved apron area available. Also available are 30 T -hangar units and space available for 200 tie -downs. Again using FAA planning criteria, the comparison between current facilities and future needs can be made and is reflected in Table 33. 75 MICROFILMED DY JORM MICR�LAEi CEDAR RAPIDS • DES MOINES M TABLE 32 Forecasted Parkins Space & Area Need 18 Forecast Year Enplaned Passengers Parking Area _ (Table 22) Spaces(xi.3) (spacex35.5) 1980 1985 61 65 2310 sq. ft. 1990 83 80 2840 sq. ft. 2000 157 204 3830 sq. ft. 7240 sq. ft. By comparing the present 40 parking spaces available for parking to Table 32, it can be seen that there is an appreciable need for additional spaces to accommodate passengers arriving or departing the landside of the terminal. Apron Area On the airside of the terminal, space available for the parking and servicing of aircraft is compared to the fore- casted demand for the forecast periods. Currently there is approximately 50,000 sq, ft. (5,555 sq. yds.) of paved apron area available. Also available are 30 T -hangar units and space available for 200 tie -downs. Again using FAA planning criteria, the comparison between current facilities and future needs can be made and is reflected in Table 33. 75 MICROFILMED DY JORM MICR�LAEi CEDAR RAPIDS • DES MOINES M M *itinerant area required = peak hour itinerant opsx370 sq.yds. TABLE 33(b) TABLE 33(a) 19 Total Forecast Based Forecast of Apron Space Needs Year Aircraft Forecast Peak Hour Itinerant A/C Area Year Itinerant Ops (Table 19) Needed* (square yds) 1980 21 83 7,770 sq. yds. 1985 25 11,445 9,250 sq. yds. 1990 30 11,110 sq. yds. 2000 41 15,170 sq. yds. *itinerant area required = peak hour itinerant opsx370 sq.yds. TABLE 33(b) *based a/c area required = based a/c x .30 x 350 sq. yds. TABLE 33(c) Forecast Based Peak Hour Tiedowns Year Aircraft Itinerant Ops Needed* 1980 59 21 39 1985 71 25 47 1990 83 30 55 2000 109 41 74 *tiedowns needed =;(.based a/c x .3)•+ itinerant 7eak.hour oos Rationale for using total peak hour itinerant general aviation operations (as established in AC 150-5060-1) in calculating general aviation apron space is that using total operations - in lieu of arrivals only - includes an approximated increase for average layover of various aircraft types through the peak hour. However, based aircraft which are stored on the apron must also be accounted for. Based upon a recent in- house study and estimated climate condition results in appli- cation of 708 hangar -stored based general aviation aircraft. Thus, a factor of 30% was multiplied by based general aviation aircraft to obtain apron requirements. 76 ' r i MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I i Total Forecast Based Based A/C Area Needed Year Aircraft Area Needed* (sq. yd.) 1980 59 6,195 sq.yds. 13,965 1985 71 7,455 sq.yds. 16,705 1990 83 8,715 sq.yds. 19,825 2000 109 11,445 sq.yds. 26,615 *based a/c area required = based a/c x .30 x 350 sq. yds. TABLE 33(c) Forecast Based Peak Hour Tiedowns Year Aircraft Itinerant Ops Needed* 1980 59 21 39 1985 71 25 47 1990 83 30 55 2000 109 41 74 *tiedowns needed =;(.based a/c x .3)•+ itinerant 7eak.hour oos Rationale for using total peak hour itinerant general aviation operations (as established in AC 150-5060-1) in calculating general aviation apron space is that using total operations - in lieu of arrivals only - includes an approximated increase for average layover of various aircraft types through the peak hour. However, based aircraft which are stored on the apron must also be accounted for. Based upon a recent in- house study and estimated climate condition results in appli- cation of 708 hangar -stored based general aviation aircraft. Thus, a factor of 30% was multiplied by based general aviation aircraft to obtain apron requirements. 76 ' r i MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 0 I i °i 0 °i Nn a 1 Hangar Space It is apparent by comparing the present 1850 square yards I.1-- aL-. T-iu Pi: 4..I± raw; 1ifiGc available fur of rCraiL uai niuy, C.. u. ,.' .. are less than adequate to accommodate even presentdemands for paved apron and tiedown space, however much more tiedown space available is on turf. Paving parts of this area should be considered to provide the aircraft with a hard surface for operations during (or after) inclement weather conditions, and to avoid flooding of aircraft in the tiedown area. The amount of hangar space needed for projected based air- craft is also forecast to help determine the adequacy of the present facilities. Table 34 reflects this comparison. TABLE 34 Forecast of Hangar S ace (FAA) 20 Forecast Based A/C Area A/C Hangar Year Aircraft Required* Spaces Needed** 1980 59 18,790 s.y. 54 1985 71 22,610 s.y. 65 1990 83 26,440 s.y. 76 2000 109 34,720 S.Y. 99 *a/c area required = based a/c x 7 x 350 x 1.3 **total hangars needed = area/350 The rationale for estimating hangared aircraft requirements is that an increase in area of 25 percent is needed on clearances inside the building or T -hangar. Also assumed is that one of everyy. ten spaces in shop hangar is needed for maintenance (10%). The ratio of T -hangars to shop hangars, from space available standpoint, is 2:1. Therefore, an adjustment of 5% is needed for shop hangars or a total of 30% for aircraft in hangars. This is how the 1.3 factor was derived. The ,70 merelyy represents the percentage of based aircraft considered to be hangared. 77 MICROFILMED BY JORM MICR#LAB ,I. CEDAR RAPIDS • DES MOINES I r NOTES 1. AC 150/5060-1A, Airport Capacity Criteria Used in Pre- paring the National Airport Systems Plan, Department of Transportation, Federal Aviation Administration, July 6, 1978, pg.31, Figure 12. 2. Ibid, pg.33, Figure 14. 3. Ibid, pg.21, Figure 2. 4. Ibid, pg.26, Figure 7. i 5. Ibid, pg.14, Table 3. 6. Ibid, pg.28, Figure 9. 7. FAA Order 5090.3A, Field Formulation of the National Airport Systems Plan, Department of Transportation, Federal Aviation Administration, April 6, 1977, pg.26, C,: para. 310(b). 8. AC 150/5060-3A, Airport Capacity Criteria Used in Long - Range Planning, Department of Transportation, Federal Aviation Administration, December 24, 1969, pg.9. C, 9. FAA Order 7031.28, Airway Planning Standard No.l-Terminal Air Navigation Facilities & Air Traffic Control Services, Department of Transportation, Federal Aviation Administration, December 18, 1975, pg.7. para 5(a). 10. FAA Order 5090.3A, Field Formulation of the National Air- C• port Systems Plan, Department of Transportation, Federal Aviation Administration, April 6, 1977, pg.25, Table 3-3. 11. AC 150/5300-6, Airport Design Standards, General Aviation Airports, Basic and General Transport, Department of j Transportation, Federal Aviation Administration, July 14, C. 1969, pg.10. 12. Ibid, pg.11, Figure 5. 13. Ibid, pg.15, Figure 7. 14. FAA Order 5090.3A, Field Formulation of the National Air- port Systems Plan, Department of Transportation, Federal Aviation Administration, April 6, 1977, pg.22, para. 306a.- 15. AC 150/5300-4B, Utility Airports -Air Access to National CI Transportation, Department of Transportation, Federal Aviation Administration, Change 2, April 11, 1978, pg.14, Figure 4�,l. L W. MICROFILMED BY DORM MICR+LAB CEDAR RAPIDS • DES MOINES 16. 17. 18. 19. 20. Ibid, pg.7. Aviation Demand and Airport Facility Requirements Forecasts for Medium Air Transportation Hubs, Department 1 T.,_____._t_,.___ r...l.. 1 A - 4 ��; �.. _. p.lmini<t r a t inn. UI IIQIIJ IIVI bYbI VII , January, 1969, Appendix 2, pg.25. Ibid, pg.14. Ibid, pg.22. Ibid, pg.24. 79 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES j i 7 ..�}I.� 0 • p w MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES I F A R R 4A N I Facility Requirements Facility requirements are developed by comparing information obtained from the capacity demand analysis to FAA criteria for desian of the various airport facilities. This is done to estimate the development that needs to take place to bring the airport up to meet the design criteria based on the type of aircraft it is intended to serve, and the number of passengers that are expected to use the airport. Design Criteria In establishing the design criteria for developing the I Iowa City Municipal Airport, the critical aircraft category determines whether to use the General Utility or Basic Transport airport design criteria. Because of the infre- quent jet aircraft operations, the Basic Transport design criteria does not apply, at the present time the General Utility category airport accommodating all general aviation propeller aircraft under 12,500 pounds is used to measure the adequacy of the existing facilities at Iowa City to the design criteria for that airport for the first phase of development. However, because the use of general aviation jet aircraft is expected to increase, the ultimate design criteria for the airport will be for a Basic Transport category ai.£port as called for in the Iowa State �irport Systems Plan and the National Airport Systems Plan Further, because of the trends in technology for precision approach systems. This ultimate criteria is further modified to reflect a precision approach capability to be available at Iowa City by the end of the forecast period.. I • I Runways Although the present runway length is adequate to accommodate all general aviation propeller aircraft, ultimate development of the airport to Basic Transport airport design criteria calls for lengthening the runway to accommodate jet aircraft in the critical aircraft category. i In deciding which runway to extend, possibilities are limited due to lack of extension area available and line -of -flight considerations. Because of this, Runway 6/24 would be the logical choice, however, until jet operations reach a level that would justify a runway extension, this development should be deferred in favor of other development projects. BO MICROFILMED BY JORM PAICRLAB CEDAR RAPIDS • DES MOINES ., Holding Aprons & Turnarounds In order to phase development of the complete taxiway system x because of the prohibitive costs of constructing the complete system all a.t one time, the primary.runway will receive s the initial parallel taxiway. 5o that the two secondary run- ways have some provision for allowing aircraft to turn around or to hold at the end of the runway minimizing delay to de- parting aircraft, turnarounds should be included in the initial stagb of development. Whereas simple turnarounds can accommodate one or two departing aircraft, a holding apron is designed to accommodate several w aircraft and is justified when aircraft activity reaches 3p peak hour operations, 20,000 annual itinerant operations ,4 or 75,000 total annual operations. Based on the forecasted 81 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Taxiways . Because of the lack of exits toward the ends of Runways 6, 12, and 35, the capacity of the airport is significantly d;-;n.ished, rri^ar;ly caused by the delays that develop by taxiways, especially for take- aircraft using the runways as offs. Although each runway has three exits available, the placement of these exits is important to establish an effi- cient system for allowing aircraft to enter onto or exit the runway. Based on the number of operations, both on an annual and peak hour level, a full parallel taxiway is justified when annual operations reach 50,000 or peak hour operations reach 303, both of which is expected to be exceeded in 1980 at Iowa City. Exit taxiways are justified when activity exceeds M 60 percent of the current runway capacity which, in Iowa City's case, 60 percent of the weighted runway capacity of when compared 77 operations per hour is 46 peak hour operations in 1980 (Table 20), it to an expected 50 peak hour operations be determined that exit taxiways need to be included as can part of the initial development of the taxiway system as they h are a relatively inexpensive means of expediting the flow of traffic. Therefore, based on this comparison of forecast traffic and runway capacity, completion of the parallel taxi- should way and addition of exit taxiways along Runway 17-35 be constructed during the first stage of the airport develop- ( ment plan in order to alleviate delays so that maximum aircraft sip traffic flow and operational capacity is achieved. G Holding Aprons & Turnarounds In order to phase development of the complete taxiway system x because of the prohibitive costs of constructing the complete system all a.t one time, the primary.runway will receive s the initial parallel taxiway. 5o that the two secondary run- ways have some provision for allowing aircraft to turn around or to hold at the end of the runway minimizing delay to de- parting aircraft, turnarounds should be included in the initial stagb of development. Whereas simple turnarounds can accommodate one or two departing aircraft, a holding apron is designed to accommodate several w aircraft and is justified when aircraft activity reaches 3p peak hour operations, 20,000 annual itinerant operations ,4 or 75,000 total annual operations. Based on the forecasted 81 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES traffic in each category, Iowa City Municipal Airport has already exceeded the levels for peak hour and annual itiner- ant operations, and will exceed the total annual operation level midway through the forecast period, so that the turnarounds are justified in that they will increase run- way capacity until the parallel taxiways are constructed. Airport Marking, Lighting, and Visual Aids To enhance the safe and efficient use of the Iowa City Municipal Airport by both local and itinerant traffic, various airport marking, lighting, and visual aids are available. These aids can be used to help direct traffic away from noise sensitive areas by establishing non-standard traffic patterns and also to keep approaching traffic at higher altitudes above these areas than would normally be used. Airport Marking To aid in locating the wind indicator and to establish a non-standard traffic pattern away from the noise sensitive areas to the northwest of the airport, a 100 -foot diameter segmented circle consisting of at least 18 segments will service for locating the 'Mind sock while a traffic pattern indicator adjacent to the circle will indicate the direction of traffic. Airport Lighting In order to promote the safe use of the airport during the twilight and night hours, portions of the airport lighting system have already been installed at Iowa City, although several additions can be made to greatly increase this safety and complete the lighting system. To aid in identifying the taxiways, either taxiway lights or reflectors need to be installed so that the taxiways may be used, especially during inclement weather conditions or when snow is on the ground. The wind indicator installed at the center of the segmented circle is lighted so that it is visible for night operations as well as the traffic pattern indicators adjacent to the circle. m MICROFILMED BY 4 JORM MICR+LAB CEDAR RAPIDS DES MOINES i G L: vl i i I �� MICROFILMED BY r - JORM MICR+LAB CEDAR RAPIDS • DES MOINES Airport Visual Aids There are a number of visual aids available to help locate the runways at night or during periods of reduced visibility, which Iowa City can use to enhance the safe use of the air- port. Airports having no scheduled air carrier turbojet operations occurring regularly and having a non -precision approach in use '. with 300 or more annual instrument approaches or 2,725 annual passenger originations5, is a candidate for a Medium Intensity Approach Lighting System (MALS) provided that this system will reduce landing visibility minimums. The b1ALS provides early runway line-up and lead-in guidance after establishing visual ground contact, and also serves to provide runway end a identification (in lieu of a REIL system) and some roll guidance for the pilot. Since Iowa City qualifies for this system, - it should be requested during the first forecast period to facilitate instrument operations for the straight -in approach to Runway 3,5. When runway 6-24 is extended an outer marker, %w localizes and approach lighting should be considered for this runway. 2 The Runway End Identifier Lights (REILS) are two flashing lights located at the end of the runway facing outward to provide positive runway end identification as well as a ` degree of g guidance for circling the airport to land. These • help especially when the airport lighting is difficult to distinguish against the background of the surrounding lights of the city or when there are little or no surrounding lights creating a "black hole" effect, both of which would k occur at Iowa City. gEIL's are justified for runways having 3,000 annual landings which Iowa City readily exceeds and p should be installed on Runways 6 and 17. The Visual Approach Slope Indicator (VASI) are two light units located to the left or right of the landing runway that emits a two-color (red and white) light beam. This light is beam enables a pilot to determine whether the aircraft's Y� approach is too high, on -course or too low of the established approach standard approach slope, in order to keep the approach- ing aircraft higher over the noise sensitive areas than they would be normally. The VASI units also aid the pilot to g make the transition from instrument to visual references during instrument weather conditions and especially at night. t~ E MICROFILMED BY r - JORM MICR+LAB CEDAR RAPIDS • DES MOINES 83 MICROFILMED BY r - JORM MICR+LAB CEDAR RAPIDS • DES MOINES Terminal Area Although it was shown that there is adequate terminal area to accommodate expected enplaned passenger levels, through most of the forecast period much of the present- utilization of the terminal area space will have to be modified to accommodate the different have for terminal area. Renovation of the terminal should be considered as a possibility after monitoring enplaned passenger, peak passenger levels and the smooth flow of traffic from landside to airside. c_ Apron Area It was shown in the forecasts for apron area, that there is a present need for additional apron area to accommodate both itinerant and based aircraft. Although some of the tiedown area for based aircraft is on turf, the present area will eventually have to be moved away from runway 17-35 in order te I aominimummto the separationtofabasedsign aircraftdardsfrom�thelch calrunwaylcefor nter line of 650 feetg. Hangar Space In the Demand Capacity Analysis section of this report it was G, determined that additional hangar space would be need meet the anticipated demand. thed to Since e three existing 10 unit T hangars are currently filled to capacity and T hangars have proven to be popular at Iowa City, it is recommended that I additional T hangars be constructed to meet the anticipated demand. Therefore provisions have been made in this report G' for the construction of 5 additional 10 unit T hangars. since aircraft owners invest a substantial amount of money in their aircraft, having hangar space available is important. C. Parking Space Additional parking space was showndemand to be necessary in the ease of access top the tterminalibuildingould and theplaced aircraftrapron and G tiedown areas. This additional i in as large an amount as is economicallysfeasibleuin orderded to •offset additional costs further into the forecast period. i LI _......__...._... 84 ca MICROFILMED BY - JORM MIC R+LAB a CEDAR RAPIDS • DES MOINES l r. 6 PLAN I — APPROACH O G 0 n � _ 10,000' _ (50,000') ZONE 1 1 r' (f=fey' I FOa Itp09,: slop jz, oD, (so =— RUNWAY MAX, CRAG! n _ �'PPpoPCN IYMIN FOR HIGHWAY 2 � 23'NIN. FOR RAILRD _ 79=06�C w TRANSPORT CRITERIA SHOWN i PRECISION INSTRUMENT CRITERIA SHOWN ITHUD) DESIGN CRITERIA PROFILE PRIMARY RUNWAY i • PROPERTY AND BUILDING 1 a ,) APPROACH •I 200' RUNWAY 5000' 3 n I O O I n 40' ZONE M � TAXIWAY I _•_ J— — PpOPERTY AND EUILDIMO pLI�Nl�� 1 __ _J_' .PLA N Ar COME— — � z�'PPRGP=N I---7 20'1 I5'MIN FOR MGHWAY RUNWAY MAX, GRADE 2% I I _ 2TMIN.fOR RAILR !a ' LEGEND ' GENERAL, UTILITY CRITERIA SHOWN DESIGN CRITERIA PROFILE CROSSWIND RUNWAY Fig. 26 85 MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Runway 17/35 (primary) Runway Length Runway Width Runway Lighting Visual Aids Navigational Aids Instrument Approach Approach Slope Runway Marking Runway 6/24 (crosswind) Runway Length Runway Width Runway Lighting Visual Aids Navigational Aids Instrument Approach Approach Slope Runway Marking Runway 12/30 Runway Length Runway Width Runway Lighting Visual Aids Navigational Aids Instrument Approach Approach Slope Runway Marking s Summary of Facility Requirements Phase I Phase II Phase III non -precision non -precision non -precision instrument instrument instrument general utilitylO basic transporlll basic transportl' (1980-85) (1985-90) (1990-2000) 4,300' 150' MIRL VASI/MALS VOR/NDB non -precision 20:1 non -precision 4,000' 150' MIRL REIL NDB non -precision 20:1 non -precision 3,900' 150' MIRL None NDB none 20:1 Basic Taxiways & Holding Aprons Runway 17/35 full parallel Runway 6/24 turnarounds Runway 17/35 turnarounds Taxiway Width 40' Taxiway Lighting Reflector TL Taxiway Access 201 Marking centerline M 4,300' 150' MIRL VASI/MALS VOR/NDB non -precision 34:1 non -precision 4,800' 150' MIRL VASI/REIL NDB non -precision 34:1 non -precision 3,900' 150' MIRL VAS NDB none 20:1 Basic full parallel partial parallel partial parallel 40' MITL 20' centerline MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES 4,300' 150' HIRL VASI/MALS. VOR/NDB non -precision 34:1 non -precision 4,800' 150' MIRL VASI/REIL NDB non -precision 34:1 non -precision 3,900' 150' MIRL VAS NDB none 20:1 Basic full parallel full parallel partial parallel 40' MITL 20' centerline I G i _- I i Runway 17/35 (primary) Runway Length Runway Width Runway Lighting Visual Aids Navigational Aids Instrument Approach Approach Slope Runway Marking Runway 6/24 (crosswind) Runway Length Runway Width Runway Lighting Visual Aids Navigational Aids Instrument Approach Approach Slope Runway Marking Runway 12/30 Runway Length Runway Width Runway Lighting Visual Aids Navigational Aids Instrument Approach Approach Slope Runway Marking s Summary of Facility Requirements Phase I Phase II Phase III non -precision non -precision non -precision instrument instrument instrument general utilitylO basic transporlll basic transportl' (1980-85) (1985-90) (1990-2000) 4,300' 150' MIRL VASI/MALS VOR/NDB non -precision 20:1 non -precision 4,000' 150' MIRL REIL NDB non -precision 20:1 non -precision 3,900' 150' MIRL None NDB none 20:1 Basic Taxiways & Holding Aprons Runway 17/35 full parallel Runway 6/24 turnarounds Runway 17/35 turnarounds Taxiway Width 40' Taxiway Lighting Reflector TL Taxiway Access 201 Marking centerline M 4,300' 150' MIRL VASI/MALS VOR/NDB non -precision 34:1 non -precision 4,800' 150' MIRL VASI/REIL NDB non -precision 34:1 non -precision 3,900' 150' MIRL VAS NDB none 20:1 Basic full parallel partial parallel partial parallel 40' MITL 20' centerline MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS - DES MOINES 4,300' 150' HIRL VASI/MALS. VOR/NDB non -precision 34:1 non -precision 4,800' 150' MIRL VASI/REIL NDB non -precision 34:1 non -precision 3,900' 150' MIRL VAS NDB none 20:1 Basic full parallel full parallel partial parallel 40' MITL 20' centerline I G i _- I r+ P y f f! Summary of Facility Requirements (Con't.) Phase I Phase II non -precision non -precision instrument instrument general utility6 basic transport7 (1980-85) (1985-90) Airspace Requirements Approach Zone Length Runway 17/35 10,000' Runway 6/24 10,000' Runway 12/30 5,000' Clear Zone Length Runway 17/35 1,700' Runway 6/24 1,700' Runway 12/30 1,000' K Clear Zone Width Runway 17/35 500' Runway 6/24 500' Runway 12/30 250' I� Terminal Requirements Lobby(Waiting Area) Seats Area (square feet) 915 sq ft Administration/Offices square feet 183 sq ft Public Conveniences square feet 92 sq ft restrooms Iavatories,closets& urinals men,, 2 » women 2 Concessions(square feet) 305 sq ft Other (circulation,main- tenance,walls,partitions, etc.)(square feet) 1,495 sq ft w Total building space (square feet) 2,990 sq ft Parking Area spaces 80 area (square feet) 2,840 sq ft M 10,000' 10,000' 5,00-0' 1,700' 1,700' 1,000' 500' 500' 250' 1,245 sq ft 249 sq ft 125 sq ft 2 2 415 sq ft 2,034 sq ft 4,067 sq ft 108 3,830 sq ft MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES Phase III non -precision instrument basic transport (1990-2000) 10,000' 10,000' 5,000' 1,700' 1,700' 1,000' 500' 500' 250' 2,345 sq ft 471 sq ft 236 sq ft 4 785 sq ft 3,847 sq ft 7,694 sq ft 204 7,240 sq ft L Aircraft Apron Area spaces area (square yards) Hangar Space spaces area (square yards) Summary of Facility Requirements (Con't.) Phase I non -precision instrument general utility6 (1980-85) 71 16,705 sy 65 22,610 Phase iI non -precision instrument basic transport? (1985-90) 83 19,825 sy 76 26,440 Phase III r_. non -precision instrument basic transport7 (1990-2000) c: 109 26,615 sy 99 34,720 The preceeding is a preliminary tabulation of facility requirements for inclusion -in the study of major alternatives. Should the alternative of developing the existing site be selected and the study proceed to Phase III, these facility requirements will be refined and developed in more detail. MICROFILMED BY JORM MICR+LA13 CEDAR RAPIDS • DES MOINES C C; I I Gj i . i i, C f C: c1 �d 1; NOTES 1. 1978 Update Iowa State Airport Systems Plan, Iowa Department of Transportation, Planning and Research Division, Ames, Iowa, May, 1978, pg.84, Figure 7-2. 2. National Airport Systems Plan, 1978-1987, Department of Transportation, Federal Aviation Administration, Washing- ton D.C., December 30, 1977, p9.178 3. AC 150/5060-1A, Airport Capacity Criteria Used in Pre- paring the National Airport Systems Plan, Department of Transportation, Federal Aviation Administration, Washington D.C., July 8, 1968, pg.5. 4. AC 150/5300-48, Utility Airports Air Access to National Transportation, Change 1, Department of Transportation, Federal Aviation Administration, Washington D.C., August 24, 1976, P9.40. 5. FAA Order 7031.2B, Airway Planning Standard No. 1 -Terminal Air Department tofnTraffic Facilities & Air Transportation, FederalAviation lAdministration , Pg.22, pera.14. 6. Ibid, P9.20, para. 12(a). 7. Ibid, P9.25, para. 16(a). i 8. Ibid, Pg.27, para. 16(c). i 9. AC 150/5300-6, Airport Design Standards, General Aviation Airports, Basic and General Transport, Department of Transportation, Federal Aviation Administration, Washington D.C., July 14, 1969, p9.5, Figure 2. 10. AC'150/5300-48, Utility Airports, P9.33, Figure 7-1. 11. AC 150/5300-6, Airport Design Standards, Basic and General Transport, P9.5, Figure 2. i EIE MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES r) h w GLOSSARY OF TERMS A/C - Aircraft AERIAL EASEMENT - The acquisition of aerial rights over a property to insure that no building, tree or other structure extends into the approach, transitional, horizontal or conical surface as set forth in FAR Part 77 and as defined herein. AIR CARRIER AIRPORT - Airport served by a certified air carrier. AIR TRAFFIC - Aircraft operating in the air or on an airport sur- face, exclusive of loading ramps and parking areas. AIRPORT DEVELOPMENT PLAN - A state and locally sponsored 20 -year plan of the ultimate development of the airport. It provides guidance to the community by establishing a schedule of priorities for various improvements. AIRPORT ELEVATION - Number of feet above mean sea level based on the highest usable portion of the land area. AIRPORT LAYOUT PLAN - Diagram of existing and proposed airport facilities to scale; establishes the configuration of runways, taxiways, and aprons. AIRPORT MASTER PLAN - A federal, state and locally sponsored 20 -year plan of the ultimate development of the airport. It provides guidance to the community by establishing a schedule of priorities for various improvements. APPROACH LIGHTING SYSTEM (ALS OR MALS: HIGH-INTENSITY OR MEDIUM INTENSITY) - A configuration of signal lights symmetrically placed at the landing threshold and extending outward into the approach zone, serving as visual guides to runway alignment and runway touch- down zone. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES 1 APPROACH SURFACE - A surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of each runway based upon the type of approach available or planned for that runway end. APRON - Area for positioning aircraft during ground operations: may be terminal, cargo, parking, service, hangar or holding. AZIMUTH - The horizontal angular distance from a fixed reference direction to a position, object or object referent. BASIC TRANSPORT AIRPORT - Airport capable of accommodating turbojet aircraft weighing up to 60,000 pounds. BASIC UTILITY AIRPORT - Airport capable of accommodating 95 per- r_ cent of all aircraft weighing under 12,500 pounds. BUILDING RESTRICTION LINE - An imaginary line parallel with the runway centerline beyond which buildings are not permitted. It helps to assure that structures will not project above the imaginary transi- tional surface along the primary surface as requirred by FAR (Federal C Aviation Regulations) Part 77, and it provides wingtip clearance for airplanes on operational areas of the airport. CENTERLINE AND DESIGNATION MARKING - Runway centerline stripe and numbers painted on hard-surfaced runways. CLEAR ZONE - That area of the approach surface which is less than 50 feet above the end of the runway or is less than 50 feet above the ground whichever is smaller. CONICAL SURFACE - A surface extending outward and upward from the periphery of the horizontal surface at a slope of 20 to 1 for a hor- izontal distance of 4000 feet and extending to a height of 350 feet above the airport elevation. CONTROL TOWER - Manned tower controlling enroute and terminal traffic through monitoring aircraft positions and radio communications with the pilot. i • C' DISPLACED THRESHOLD - A threshold located on the runway other that at the beginning of the full strength pavement. EFFECTIVE RUNWAY GRADIENT - The maximum difference in runway c: centerline elevations divided by the runway length. ENPLACEMENTS (PASSENGER AND CARGO) - The number of passengers j boarding an aircraft, or the number of tons of freight loaded on an aircraft. FAA - Federal Aviation Administration, part of the Federal Depart- ment of Transportation. i I � MICROFILMED BY DORM MICR+LA6 ' CEDAR RAPIDS • DES MOINES n d FAR - Federal Aviation Regulations. r FIXED BASE OPERATOR (FBO) - A person or persons, based at an airport, conducting an aviation enterprise including but not limited to selling airplanes, servicing aircraft, teaching and operating students to fly, an air taxi service. FSS - Flight Service Station. h' GENERAL AVIATION - All civil aviation activity outside of trunk, regional, and supplemental airlines. e GENERAL UTILITY AIRPORT - Airport characterized by substantial usage by aircraft having h gross weight of over 8,000 Pounds and capable of accommodating all aircraft weighing 12,500 k pounds or less. HORIZONTAL SURFACE - A horizontal plane 150 feet above the established airport elevation, the perimeter arcs of specified radiifromthe center cof�eachnend uofetheypriYmaryng surface y of each runway of each airport and connecting the adjacent arcs by lines tangent to these arcs. IDOT - Iowa Department of Transportation. :I IFR - Instrument Flight Rules - In effect when weather is below 1000' ceiling and visibility less w than 3 miles. INSTRUMENT LANDING SYSTEM (ILS) - Localizer,l ide slope, and marker beacons providing respectively, lateral gui extended runway centerline, vertical guidance along flight for a descending path, and signals indicatingguidance Passage over designated points along the flight path. H ITINERANT OPERATIONS - All arrivals and departures of aircraft other than local or touch-and-go. ' LOW INTENSITY RUNWAY LIGHTING (LIRL) - Low intensity lighting located at the sides of the runway. LOCAL OPERATIONS - Aircraft departures or arrivals whose trip origins or destinations are within a 20 -mile radius of the airport. LOCATION POINT - Geographical center of the airport with respect to the runway(s). L.R.K. - L. Robert Kimball & Associates MEDIUM INTENSITY RUNWAY LIGHTING (MIRL) - Medium intensity lighting located at the sides of the runway. u NAVIGATIONAL AID (NAVAID) - Any visual or electronic device located on the ground providing guidance information C to aircraft in flight. + NATIONAL AIRPORT SYSTEM PLAN (NASP) - Federal plan consisting of public, civil, and joint use (military/civil) airport facilities within the United States and its territories considered necessary to provide a system of airports adequate to anticipate and meet the needs of the nation's i civil aeronautics. MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES NON -DIRECTIONAL BEACON (NDB) - q low frequency radio facility which broadcasts a carrier wave signal tions simultaneously. Y surface -based OPERATION goal in all direc- - Either a takeoff or a landing at an airport. PRACTICAL ANNUAL CAPACITY aircraft which results in (PANCAP aircraft operations a reasonably a annual movement rate of , depending on aircraft acceptable average delay if the delay is in arrivals or departures. the weather, and PRACTICAL HOURLY CAPACITY (PHOCAP aircraft which results in a reasonably acceptable hourly movement rate of operations, in on aircraft y acceptable average delay to if the delay is in arrivals or population, the weather, and I departures, PRIMARY SURFACE - A surface longitudinal) When the runway has a specially prepared hard nsurfacetered ,I the uPrima surface extends 200 feet beyond each end Of that runway; the runway has no special) Primary surface, the primary surface pendsrat each endhard fofethat runway. ut when The width Of the primary Surface of planned hard prescribed in Part 77 of the Federal aAviationwRegulations width - the most precise approach that runway. The elevation of exist - Ing °r Planned for either endgof for the same as the elevation of thennearest °p the line. Primary surface is Point on the runway center - ROTATING BEACON - Beacon emitting light to indicate the logation orotating green and white beams of an airport having a lighted runway. i RUNWAY - q defined area on an airport Off Of aircraft along its length. Prepared for landing RUNWAY APPROACH IDENTIFIER LIGHTS and take- RUNWAY located at the approach of the runway Pr - Sequencing strobe lights - i approach identification. Y Providin g positive runway RUNWAY END IDENTIFIER LIGHTS (REIL) - Sequencing strobe lights located at the end of the runway providing positive runwayC located ! RUNWAY SAFETY AREA end Iden - graded, and preferably hturfed runwaareafSymmetricis alla � runway. The width is established b cleared, drained, and the length is alwa s Y FAA for eachlclassdofbout th e (200 feet n each end). 400 feet longer than the runway function as a landing strip. he runway safety area Y length area suitable for an airplane toeOverrun,shouldPitfaccidentalayms the e veer off the safety area provides an rennin pavement. An analysis of statistics of aircraft 9 off the side of runways reveals that an acceptable level of safety will be provided by the dimensions established by FAA. IV MICROFILMED BY JORM MICR+LAB CEDAR RAPIDS • DES MOINES C: i r1 SEGMENTED CIRCLE - A system of painted markers laid out in a circle at an airport, sometimes indicating direction of traffic and used to assist the airborne pilot in locating the wind sock or wind tree. ;w STATE AIRPORT SYSTEM PLAN (SASP) - A representation of the aviation facilities required to meet the immediate and future air transpor- tition needs of the state. T -HANGAR - A building housing aircraft, capable of accommodating f a greater number of aircraft than conventional hangar of the same 0+ size, due to the T -design. TAXIWAY - A defined area on an airport prepared for the surface movement of aircraft to and from the runway. From a use standpoint, taxiways can be classified as exit, parallel or hangar and apron access. w TAXIWAY EDGE LIGHTING - Lighting along both edges of the taxiway. TAXIWAY EXIT LIGHTING - Lights indicating an exit from the runway to the taxiway. • TERMINAL - An area used for inbound and outbound movement of passen- gers and/or cargo; often includes ticket lobbies, passenger holding areas, and airport concessionaires. THRESHOLD - Area of a runway where an aircraft can begin it's w touch -down upon landing. TOTAL OPERATIONS - The total operations performed at an airport including local, touch-and-go, and itinerant operations. TOUCH-AND-GO OPERATIONS - Aircraft operations which land and take off in a continuous straight -ahead operation normally used in training purposes. M !v v TRANSITIONAL SURFACE - Slopes upward and outward seven (7) feet horizontally for each foot vertically beginning at the sides of and at the same elevation as the primary surface and the approach zones, and extending to a height of 150 feet above the airport ele- vation. In addition to the foregoing, there are established height limits sloping upward and outward seven (7) feet horizontally for each foot vertically beginning at the sides of and at the same elevation as the approach zones, and extending to where they inter- sect the conical surfaces. Where the precision instrument runway approach zone projects beyond the conical zone, height limits sloping upward and outward seven (7) feet horizontally for each foot vertically shall be maintained beginning at the sides of and at the same elevation as precision instrument runway approach surface, and extending to a horizontal distance of 5,000 feet measured at 90 degree angles to the extended runway centerline. v MICROFILMED BY JORM MIC R+LA8 CEDAR RAPIDS - DES MOINES TURNAROUND - An area for turning operations and pre -takeoff aircraft r checks, located to one side of the ends of paved runways. UNICOM - Radio frequencies reserved for aeronautical advisory service to aircraft. VISUAL APPROACH SLOPE INDICATOR (VASI) - A lighting unit located r along the left side of the runway enabling the pilot to determine the adequacy of his angle of approach: may be one -box, two -box, le four -box system. ASA VASI (simple abbreviated VASI) is the least sophisticated type of VASI, hav the VASI. Ing less visual -range than VFR- Visual Flight Rules - In effect when weather is better than 1000' ceiling and visibility is more than 3 miles. VOR - VERY HIGH FREQUENCY OMNIDIRECTIONAL RADIO RANGE - Radio systems providing a method of measuring radial bearing. VORTAC - VERY HIGH FREQUENCY OMNIDIRECTIONAL RADIO RANGE/TACTICAL r AIR NAVIGATION - Radio system providing a method of measuring the distance to the station and of determining ground speed as well as radial bearing. WIND SOCK - A cone-shaped sleeve open at both ends, made of durable C'. fabric, mounted on a pole; its amount and direction of inflation indicates wind directions and an estimate of wind velocity. WIND TEE(OR CROSS) - A "T" shaped structure with vertical stabilizer on its tail, mounted on a swiveling base, used to indicate wind direction. C Mg. I vi MICROFILMED BY JORM MICR�LAB CEDAR RAPIDS - DES MOINES a TO: FROM: RE: City of Iowa City MEMORANDUM DATE: January 29, 1980 The Honorable Mayor and City Councilmembers The Iowa City Human Rights Commission Permit Renewals for Ambrose-Lovetinsky, Inc., d/b/a Woodfields At the Commission's monthly meeting, on January 28, 1980, we were informed that the dance and liquor permits for Ambrose-Lovetinsky, Inc., d/b/a Woodfields are to be considered by the City Council for renewal. It is also our understanding that the City Council requested input from the Commission regarding the renewals of both permits. Since Joseph Penny, one of the newly appointed Commissioners, was a complaining party in the Woodfields case, he did not participate in any of the Commission's discussions or recommendations. With the exclusion of Mr. Dick Yates who was absent and Mr. Penny, the Comision takingsany actilonopertaining todthetliquorht theandtdancenPermitsewhile completion of the legal procedures are pending. This recommenda- tion by the Iowa City Human Rights Commission does not directly or indirectly express any prejudgments by the Commission regarding possible violations of the human rights ordinance since Woodfields reopened. Some citizens, however, have expressed concern regarding some of the advertisements by Woodfields and the possible implications regarding clientele that is welcomed. The City Council may want to gather input from the public in this regard. The Iowa City Human Rights Commission trusts that its recommendation will be seriously evaluated by the City Council when conslidering the permit renewals for Ambrose-Lovetinsky, Inc., d/b/a Woodfields. -1 /1 /f n Y0 1 �+LiL�R- K 14C4 LL -I Y MICROFIL14ED BY JORM MICR+LAE] CEDAR RAPIDS • DES MOINES a.3a 1;? a t 4; fr a TO: FROM: RE: City of Iowa City MEMORANDUM DATE: January 29, 1980 The Honorable Mayor and City Councilmembers The Iowa City Human Rights Commission Permit Renewals for Ambrose-Lovetinsky, Inc., d/b/a Woodfields At the Commission's monthly meeting, on January 28, 1980, we were informed that the dance and liquor permits for Ambrose-Lovetinsky, Inc., d/b/a Woodfields are to be considered by the City Council for renewal. It is also our understanding that the City Council requested input from the Commission regarding the renewals of both permits. Since Joseph Penny, one of the newly appointed Commissioners, was a complaining party in the Woodfields case, he did not participate in any of the Commission's discussions or recommendations. With the exclusion of Mr. Dick Yates who was absent and Mr. Penny, the Comision takingsany actilonopertaining todthetliquorht theandtdancenPermitsewhile completion of the legal procedures are pending. This recommenda- tion by the Iowa City Human Rights Commission does not directly or indirectly express any prejudgments by the Commission regarding possible violations of the human rights ordinance since Woodfields reopened. Some citizens, however, have expressed concern regarding some of the advertisements by Woodfields and the possible implications regarding clientele that is welcomed. The City Council may want to gather input from the public in this regard. The Iowa City Human Rights Commission trusts that its recommendation will be seriously evaluated by the City Council when conslidering the permit renewals for Ambrose-Lovetinsky, Inc., d/b/a Woodfields. -1 /1 /f n Y0 1 �+LiL�R- K 14C4 LL -I Y MICROFIL14ED BY JORM MICR+LAE] CEDAR RAPIDS • DES MOINES a.3a