HomeMy WebLinkAbout1976-06-16 Info PacketCity of • :r. City
DATE: June 9, 1976
Monday
mittee Recommendations and Response to
ruing Freeway 518
ent Plan (sent to Council in packet
Post Office
scuss Collective Bargaining
urce First Christian Church
Tuesday
Wednesday
ve Citizen's Council Chambers
an Renewal
First Christian Church
Monday
i Concerning Urban Renewal Plan
t Concerning Method of Land Disposition
Tuesday
Council Chambers
Ale and University of Iowa
1 2/16
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City of Iowa Cie ��Y�e
MEMORANDUM
DATE: June 11, 1976
TO: City Council
FROM: City Manager
RE: Urban Renewal
Attached are two items relating to the Council's urban renewal deliberations.
The first item, Staff Analysis, Urban Renewal Plan, reviews those matters
within the plan requiring consideration by the City Council. The assumptions
for this review are the inapplicability of the transition zone, a unified
retail development in the master block, the inclusion of a hotel within the
central business district and residential development South of Burlington
Street. It should be noted that specific provisions of the contract with
Old Capitol are not included i;l this review.
ond
ofethecCouncilpinndum makingtimelyhe rolurban renewal program. sdecisionthe s orathe'the implementation ofgatviablee
I will be pleased to discuss my views with you.
950
STAFF ANALYSIS
OF
THE URBAN RENEWAL PLAN
JUNE 11, 1976
(DRAF F COPY)
Community Redevelopment Division
Department of Community Development
City of Iowa City
0
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1) This staff review evaluates the URBAN RENEWAL PLAN as modified in April,
1972, May, 1973, and September, 1973, which was included in the most
recent Land Marketing Documents.
This review is based on the premise that the City Council will, as a
minimum, desire to amend the Plan so that it accurately reflects the
general land development scheme most recently adopted, by prior contract
with Old Capitol Associates. Specifically, this review is based on
the following four assumptions:
a) The "transition zone" concept no longer applies to Blocks 83
and 84.
b) Blocks 83 and 84 are intended to be .intensively developed as a
unified retail development.
C) A hotel is intended to be built at a location within the Central
Business Core, but not on Blocks 83 or 84.
d) Residential development on the ground floor will be allowed in
the Central Business Service Area south of Burlington Street.
Except as stated in these four assumptions, the specific provisions of
the prior contract with Old Capitol Associates are not included in
this review.
2) The Urban Renewal Plan in its present form does not specify land
development in accordance with the assumptions stated in (1) above.
The following is a section -by -section review of the Plan.
a) Parts A and B (pages IV -2 through IV -S) require no changes.
b) Part Cl, page IV -5, requires no changes.
c) The following changes should be made to Part C of the Plan.
Part C2a4, page IV -7 should be deleted.
This removes the general description of the "Transition
Zone".
Part C2b, the first line on page IV -8 should be changed to read
three development areas.
This changes from four to three the number of development
areas described.
The provisions of Part C2b pertaining to Area 2, pages IV -9
to IV -11 should be deleted.
This removes the specification of additional controls for
the "transition area".
-2 -
The following provisions, removed from the Plan by deleting
the provisions relating to Area 2 (the Transition Zone),
should be added to the provisions relating to Area l (the
Central Business Core). Blocks 83 and 84 will become part
of the Central Business Core.
- Paragraph I on page Iv -10.
This retains the provision of specialty retail
and service uses oriented to pedestrian ways.
- Paragraph S on page Iv -10; except the words "in order to
facilitate pedestrian circulation" should be deleted.
This retains the provision for closing College Street
between Capitol and Clinton Street, but deletes the
provision that such closing is to "facilitate pedestrian
circulation".
- The following paragraph:
"Provide for the provision of an integrated retail/office
development bounded by Washington Street on the north,
Clinton Street on the east, Burlington Street on the
south, and Capitol Street on the west. Such development
should include the vacated portion of College Street
be Clinton Street and Capitol Street.
This provision explicitly calls for an integrated develop-
ment (mall or otherwise) encompassing Blocks 83 and 84
of the Urban Renewal Area.
The following change should be made to the provisions relating
to Area 3, page IV -11.
- Redesignate as Area 2.
This changes the designation of the University Area from
Area 3" to "Area 201.
The following changes should be made to the provisions relating
to Area 4, page IV -12 to IV -13:
- Redesignate as Area 3.
This changes the designation of the Central Business
Service Area from "Area 4" to ,Area 311.
- In paragraph 1, page IV -13 the lot coverage provision allowing
up to 100% should be reduced.
This change recognizes the change from Exclusive'
Central Business Service uses to'a mixture including
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-3-
residential uses at ground level, within the CBS area.
One hundred percent ground coverage is excessive where
residential use is permitted.
d) Part Dl, pages IV -13 to IV -14 requires no change.
e) Part D2b, page IV -15 should be updated to correctly reflect the
codes currently in effect.
This updates the Listing of Codes which are in effect, and
governs development within the Urban Renewal Area.
f) Part D2a, D2c, D2d, D2e, and D3, pages N-15 to IV -24, require
no changes.
3) The following provisions of the Urban Renewal Plan should be reviewed
by the staff and the City Council to insure that they accurately
reflect current City intentions. If it is determined that they
no longer reflect current conditions, they should be deleted, and
if not, should be added to or retained in the provisions of the
applicable area.
a) Part C2b, paragraph 2, pages IV -9.
This provision calls for a "publicly owned parking`
facility" to accommodate 600-800 cars.
b) Part C2b, paragraph 4, page IV -10.
This provision calls for a multi -tiered off-street parking
facility to accommodate 1000-1200 cars, located'on Blocks `
83 and 84.
c) Part C2b, paragraph 6, page rV-10.
This provision calls for a pedestrian linkage on the vacated
College Street right-of-way between Capitol "and ..Clinton
Streets.
d) Part C2b, paragraph 7, page IV -10.
This provision calls for closing Capitol Street from Washington
to Burlington Streets (2 blocks along the west side of Blocks
83 and 84).
e) Part C2b, paragraph 8, page IV -10.
This provision calls for a pedestrian overpass over Burlington
Street, near its intersection with Capitol Street.
f) Part C2b, paragraph 3, page IV -11.
-4 -
This provision calls for closing College Street between
Madison and Capitol Streets.
g) Part C2b, paragraph 4, page IV -11.
This provision calls for closing Capitol Street as in
(d) above.
h) Part C2b, paragraph 5, page N-11.
This provision calls for an internal pedestrian circulation
network on the closed rights-of-way Of College and Capitol
Streets.
i) Part C2b, paragraph 6, page IV -11.
This provision calls for a plaza at the intersection of
College and Capitol Streets, to serve as a University
focus and center of pedestrian movement.
j) The dates shown in Parts E3 and E41 page IV -2s.
These dates specify the latest workable Program Certification,
and the latest review for conformance with the General Plan.
4) The UNDERGROUND UTILITY ORDINANCE, now in draft form should be
considered by the City Council. If the Ordinance is adoptedit
,
should be listed with the codes in Part D2b, page IV -15, and
Part D4, page IV -24 should be deleted.
5) The provisions of the prior modifications to the Plan shown on pages
1V-27 to N-29 should be incorporated into the textin the appropuiate
preceding Parts.
6) Exhibit R213B, PROPOSED LAND USE, should be redrawn to incorporate
Area 2 into Area 1; to redesignate Area 3 as Area Z and to redesignate
Area 4 as Area 3. The "TRANSITIONAL" designation and symbol
be deleted from the legend. ogy should
*City of Iowa Cit*
MEMORANDUM
DATE: Jane 11, 1976
TO: City Council
FROM: City Afanager )I
RE: Urban Renewal
For far too long the City has been struggling to implement a viable urban
renewal project. Delay, for whatever reason, can only be costly to the City
both financially and in spirit.
Delay is detrimental for several reasons. First, the City needs a viable
commercial base in the central business district. If this base is not provided
in the central business district, commercial development will be characterized
to even a greater extent by scattered peripheral shopping areas. The recent
announcement of two additional shopping areas proves the point. Ileo, increased
economic strength will tend to ameliorate the financial impact of an increasing
property tax. Three, a viable downtown will strengthen our mass transit
program. Mass transit can efficiently serve a strong central business district.
Four, a viable downtown will be evidence to other choice businesses and i
seeking to come to Iowa ndustries
City that indeed Iowa City can succeed. Five, success
will create a new personal spirit and interest in the community.
While many people initially may have been opposed to urban renewal, the
reconstruction of Washington Street and the initiation of construction o
delay at this time will further discourage choice businesses anCentre One created a new spirit and commitment in the community. Additional n Plaza
d industries
who may have an interest in Iowa City. Strengthening of the character of Iowa
City, centered primarily upon the University and the educational environment,
will be deterred both by the lack of the ability of the City to reconstruct and
0
To: City Council
From: City Manager
RE: Urban Renewal
Page 2 June .11, 1976
0
by the lack of a political consensus or commitment to succeed
Urban renewal is predicated Upon the use of government f
Federal and local, 1mding, bothto provide for the removal of buildings and making
available land for new development. In addition
the construction of this assistance provides for
Public facilities which otherwise would not be provided.
This public assistance provides the foundation for the character which attracts
the quality of development and insures
to meet the needs. of the Cit that the project will be of a; magnitude
Y now and in the years ahead. It is clear -that,
none of these conditions will exist without substantial public investment.
Four factors must
govern the Council's decisions in the weeks immediately
ahead. These are 1) time, 2) money, 3) character and 4) commitment.
Time is of the essence. It is imperative
that the Council act expeditiously.
However, the Council must also act prudently as it is guided by sufficient
information and a clear assessment of the various policy alternatives.
The second criteria is money. {ti'hile
the short-range public financial co
mitment is important, it certainly
financial benefit that will accrue to the comanlgnificant as the long-range
urban renewal anitY as the result of a:viable:
project. Any decision relating to urban renewal should maxi_.
Mize the long-range financial benefit to the City.
Third, character. Are the decisions
being considered compatible with the
character of this community, the character we wish to represent in the future
and the character of the urban renewal program
To: City Council
From: City Manager
RE: Urban Renewal
Page 3 June 11, 1976
Four, commitment. At this time commitment, primarily the City Council's,
is probably more significant than any other facet of the problem confronting
the Community. Unless there is strong, sustained, not temporary, political
commitment from the City Council, probably any decision made by the City
Council at this time concerning urban renewal will not come into fruition.
A review of history indicates that the strong personal individual commitment
of Council members and of the staff is not enough to make urban renewal
succeed. A collective commitment is required. Urban renewal will succeed
only when the Council reaches a strong political commitment and is prepared
to see that commitment to completion. At this time, four -to -three decisions
by the City Council relating to the basic issues of urban renewal probably
will doom the City to another eight to ten years of on-going destructive
community battling or will insure that urban renewal will develop into a
piecemeal hodgepodge which probably will only minimally benefit the City
and certainly will not provide the character of development which we are
seeking in a revitalized central business district. Political compromise
must be viewed as the key to success.
Commitment also is exceedingly important at this time for I believe that
many citizens of this community (both those who were proponents of urban re-
newal and those who were in favor of the lawsuit) now feel that strong
political leadership in the community is required. Commitment is significant
also because if citizens are to have confidence in their government, they
must have a feeling of success. Success certainly is not prevalent in the
community at this time. This feeling can have great detrimental spin-off,
To: City Council
From: City Ravager
Rl:: Urban Renewal
I'agc 4 JUnC 11, 1976
both now and in the years immediately ahead. Any busi1tCtis or industry
seeking a location is looking for a coimnunity in which the political
leadership can provide strength for reaching success and for a cotmmtnity
in which citizens have confidence in their elected officialsto succe
in endeavors which are important to the communit .
ed
Y
A ntunber Of significant questions currently are facing the Council.
Before questions concerning bidding procedures can be seriously con
sidered, the City Council must determine whether or not the current
plan is viable or if there are going to be changes in the plan. Jglile
no plan is perfect, after eight to ten years of development it must be
assumed, based upon citizen, consultant, Council and staff input, that
the plan generally represents the needs of the community. While the
Council may wish to consider making minor changes, the Council must be
urged to quickly resolve those issues. The consideration of major changes
which become political issues having the potentialfor further poli-
tical struggle Call only be viewed as destructive.
The second basic issue to be considered by
question of the single develothe City Council must be the
who has sufficient economic per vs. multiple developers. A single developerresources and staff could more quickly implement
the kind of urban renewal program the City desires. However, I seriously
doubt that at this time the concept of a single developer either exists or
is viable politcally. In any case, there are man arguments
Proposal Y gents against opening
up the ro osal to an Unlimited number of
proposals for each and every site.
To: City Council
From: City Manager
RE: Urban Renewal
Page 5 June 11, 1976
If a single developer concept is not viable, then certainly the Council
should consider a grouping or a minimum number of parcels that can be bid
on by an individual developer. Any appreciable movement from a single
developer concept will require the City to expend increased amounts of
money for staffing and other administrative costs. Time delay also be-
comes a significant consideration. In addition, as the number of proposals
for development of land in the urban renewal project increase, there is a
tendency to increase the political issues and the political conflict.
While the Manager does not view political conflict per se as being detri-
mental, continuing political conflict and lack of strong Council resolution
and/or commitment can only lead to further failure. If there ever was a
time for the City Council to work together, the time is now. Personal
interests must be set aside for the interest of the City and the taxpayer.
A strong Council commitment is necessary. Such a commitment will not
exist and cannot be seen in four -to -three divisions on critical issues.
0 ® RL -k.\
Human Relations Department
Monthly Report
For May, 1976
June 7, 1976
Personnel Division
Placement Activities
Persons hired: 1 Parking Enforcement Attendant -Finance
Persons terminated: 1 Coordinator -Community Development
1 Fire Marshal -Fire
1 Police Officer -Police
1 Parking Enforcement Attendant -Finance
1 MW I -Refuse
1 MW I -Water
1 Redevelopment/Housing Specialist
1 MW I -Parks & Recreation (Temporary)
1 MW I -Parke & Recreation -Cemetery (Temporary)
1 Research Assistant -Arts Council (Temporary)
1 Library Aide -Library (Temporary)
Persons transferred:
Persons reclassified or promoted:
1 MWII-Water Part time to full time
1 MW I -Refuse Part time to full time
1 MWII-Water Transferred from CETA to City
employment
1 Administrative Intern to Administrative
Assistant -Finance
Persons laid off:
Temporary employee tally: 2 Mayors Youth
1 Bus Driver
21 MW I
1 Instructor
5 Sport Officials
4 Engineering Technicians
1 Scorekeeper
1 Recreation Supervisor
1 Administrative Intern
1 Redevelopment/Specialist
2 Recreation Leader
We have discovered the need for a new goal in placements. Five
times during the last year we have advertised positions for which
authorization to hire was subsequently withdrawn. We would like
to cut this to one time diring FY77. Hopefully none will be
caused by communication breaks.
•
Human Relations Report for May, 1976
Page 2
Compensation and Benefits
Objective: To evaluate scope and administration of comp-
ensation and benefit package to provide better
administration.
The City's team engaged in further negotiations
with AFSCME on these issues for the 225 employees
in eligible units.
During June we will be bringing to Council an
administrative and supervisory pay plan as well
as the pay plans for Police and Fire as per con-
tracts with these groups.
One of our unstated goals was to cut the frequency
of persons not receiving checks on time because of
supervisory failure to turn in time sheets. We
want to compliment people who have worked to get
attendance sheets in on time because we no longer
are having a crisis each time there is a payroll
distribution.
Evaluation and Performance Assessment
Objective: To develop a system for performance evaluation and
provide an adequate job description for each em-
ployee in administering a merit pay plan.
Student interns who are working without monetary
compensation will be preparing further tentative
drafts of job descriptions to be distributed to
the departments.
Through our notification system on the time for
performance reviews and through cooperation by the
departments we have lessened the number of tardy
reviews during the last six months.
Collective Bargaining
Objective: 1. To negotiate contract with AFSCME with minimal
loss to City.
The entire management negotiating team met on May
17 and 19. The team met with AFSCME on May 6, 12,
17, 23, 27 and 28. A second set of prohibited
practice complaints were filed on May 17 and have
been referred to the legal staff for response.
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Human Relations Report for May', 1976
Page 3
w
Collective Bargaining (Continued)
Objective: To administer current contracts in a consistent
manner.
AFSCME contract: Grievance received from equipment
maintenance division was not resolved at May 13
Grievance Committee meeting. The Union has requested
arbitration. No other grievances have been reported.
FIRE contract: Request for negotiations for FY 78
received. Meeting under current contract also re-
quested.
POLICE contract: No grievances filed; no formal
Grievance Committee meetings requested.
Civil Rights Division
Objective: 1. To establish revised equal opportunity time tables
and procedures for women, minorities, and the handicap -
ed by July 1, 1976.
A rough draft of the revised policy statement was
circulated within the Human Relations staff. Work on
the numerical goals and timetables was deferred as
the Civil Rights Specialist worked in developing a
non -City Community Committee to meet the needs of
Native Americans who may be in the area during summer
months.
2. To develop a workable and effective contract comp-
liance program for monitoring Federal grants by July 1,
1976.
Work in this area was deferred.
Administrative Activity Report
The requested report to Council on our current EEOC
commitment can be completed by June 30, 1976.
The personnel practices of UAY are being reviewed
prior to the new budget year.
One problem which arose during this month was the
lack of�information and lack of staff assistance for
the Civil Service Commission during the termination
appeal hearings. We are exploring with the Commission
ways to provide more effective staff services.
'Pity of Iowa City
DATE: June 8, 1976
TO: City Manager Meal Berlin
FROM: Fire Chief Robert P. Keating
RE: Monthly Report: May 1976
Mr. Berlin:
The following is a report for the month of May 197G.
MAY - ACTIVITY:
The Fire Department performed its duties as assigned
without difficulty. The department responded to a total
of 62 amergenciea.
The largest fire loss of the month being estimated at
$200,000.00• This was to the Conduit Center at 201 Grand Ave.
All pumpers were tested for pumping capacities during the
past month. The 1947 American LaFrance failed to meet it's
rated capacity. Minor repairs will be made, and it will
be tested at a later date.
The inspection and recharging of city fire extinguishers has continued.
At this time all extinguishers should be in compliance.
Entance examinations were given May 26. Twenty eight applicants
took the test.
FUTURE ACTIVITY•
Cleaning and repainting pumpers will continue.
Work will continue on specifications for the new pumper.
Hopefully we will have them completed and ready to go early
in the month, with bid letting scheduled for August 3rd,
2 P.M. 1976.
Respectfully yours,
Robert P. Keating r
Fire Chief
0 0
MONTHLY REPORT MAY 1976
FIRE DEPARTMENT Month of�_
i'IHP: DI'PARTMENT ACTIVITIES THIS MONTH THIS YEAR TO DATE LASDATE
VIIIN ALARM
31
141
82
lith;JCUI OR F2,IERGENCY
20
HONUT MISTAM
6
5
177
FALSE
INVESTIGATIONS
4
.30
TOTAL EMXRGENCY
62
274
162
INSPECTIONS
29
833
694
BURNING PERMITS
9
102
BEER PERMITS
1
6
26
6
FIRE PREVENTION PROGRAM0
2
FIRE DRILLS
2
11
12
6
COMPLAINTS
2
7
1299.30
MONEY TAKEN IN
$253.40
8692
UIIILLS130
l'11iST AID INSTRUCTION
12
PUBLIC RELATIONS
2
2
STANDBY DUTY
FIRE SCHOOLS
30
STATION TOUR
32
INJURIES TO FIREMEN
DEATHS OF FIREMEN
INJURIES TO CIVILIANS
0
14
DEATHS TO CIVILI S
0D
CLASSIFICATION OF
NO.
LOSS
LOSS
LOSS
FIRE ALARMS THIS
THIS MONTH
VALUATION THIS
T
IN BUILDING
#NTH
8 930 239.
266 923.1
42 954.00
430.D0
ROLLING STOCK
00
HER
10
USE OF EQUIPMENT THIS MONTH
THIS
YEAR
THIS
MONTH
THIS YW
AT
RE
FP OF " HOSE
FT OF " HOSE0
0
zuuu
7
FP OF " HOSE
085
8900
FT OF ^ ROS17700
2
FT OF BOOSTER
ZZ40
12
5
5 S
'5
0 D
JU
144
2
5
O
0
0
TRUCK #3610
0
4
2
19
63
9
47
63
5
g
24
0
0
29
7a
t3
-35
24
10
41
TRUCK 0354
•
.
DATZ MAY 1976
TOTAL
TO DATE
Fires in Buildings
Number
Set Loes
Number
m
fiat• Loan
18
$209,9A5.00
68
Fires in Motor Vehicles
$266,923.11
2
$500.00
Fires in Rubbish
20
$42,954.33
Other Fires Outdoors16
6
.00
.00
5
.00
37
1,500.00
Malicious Also Alarms
7
.00
26
Other False Alarms
.00
6
.00
20
00
Apartments
5
$3,192.00
Dwellings
12
'
7,640.00
5
$3,500.00
Hotels — Motels
21
21,424.11
0
.00
0
Other Residential
.00
3
349.00
13
Institution■
1,484.00
1
150.00
Schools — Colleges3
20,225.00
1
200,000.00
1
Public Assembly
200,000.00
0
.0p
2
-
Stores — Offices
1
.00
40.00
8
Manufacturing
13,364.00
1
254.00
2
Storage
254.00
1
2,500.00
2
Miscellaneous
2,500.00
0
00
4
32.00
TRAINING REPORT MAY 1976
Shift -#1
No,
of
Hours
247
No, of
Drilla
41
Shift //2
No,
of
Hours
289
No, of
Drills
49
Shift #3
No,
of
Hours
246
No, of
Drills
40
TOTAL
NO.
OF
HOURS
782
TOTAL NO. OF
DRILLS
130
EQUIPMENT
AT
DRILLS
4" Hose
500
Truck #354
12
3" Hose
300
Car #360
11
2'," Hose
2,550
Truck #361
4
1,}" Hose
700
Truck #362
9
Ft. of Booster
175
Truck #363
5
Yt. of Ladders
114
Truck #364
4
Times Pump Used
36
Truck #365
8
Nozzle Lines
36
Truck #366
10
Other Minor Equipment
Truck #367
10
Van #369
8
There were 130 various drills given by the officers and Training Officer. The fire fighters
received 782 man hours of instruction this month. Some of the different drills held were:
Fire Hose Evolutions, single and multiple, Portable Fire Extinguishers, Fire Prevention S
Inspections, Pumper Practice Opetations, Location of Streets b Hydrants, Toxic Materials,
Drafting, Ladder Company Operations and Driver Training Program. Also small tools and equipment
operations, etc.
This has been a very important month for the Iowa City Fire Dept. On May 17, 1976 our Apprentice
*l
ship Training Program was approved and registered by the U.S. Department of Labor. Mr. Clifford
T. Newton, Dept. of Labor from Davenport, Iowa has spent many hours and several meetings with
our committee members, We have six committee members who are Chief Robert P. Keating, Chairman
Batt. Chief Arthur C. Kloos, Secretary -Firefighter Nathan B. Hopkins. Supervisor of Apprentices
Training Officer Lawrence 11. Kinney, Firefighter Malvin Heinsius 6 Richard Craig.
Mr. Newton presented certificates designating Iowa City Fire Dept. as having an official
apprentice program. NFPA L001 Firefiehter Professional Qualifications will be used as a guide
where appliable for an
matter.
All pumpers were tested at draft during the month at the City Park. Nearly all the firefighters
from all three shifts were involved in this drill. An excellent ob was performed b the men.
Fire fighters Stahmer and Helnsius assisted the T.O. on 2 different fire extinguisher demonstra-'
tions at Moore Business Forma. There were 45 members of their Fire Brigade in
The shi'ts enjoyed viewing the new film sponsored by the Chamber of Commerce.
pated in this film and did a fine Job
The T.O. attended the Iowa Society of Fire Service Instructors Conference held
for 4 days. The information and renewal of old friends is quite valuable.
Assisted the Chief in investigating 2 set fires. �.
Also helped set up various stations for the physical
agility test iven t li
g o new app tante for the position Lawrence H. Kinney
of firefighter.
Training Officer
t I partici-
at Ames, Iowa,
udk=
FINANCE DEPARTDfENT MONTHLY REPORT
MAY, 1976
GOALS - FY 76:
I. COMPUTERIZATION OF EQUIPDIENT MAINTENANCE INFORMATION SYSTEM - This
computerize information system will provide complete an current
data for vehicle maintenance and replacement decision making.
Completion date: 6/76
II. IMPLIMENTATION OF NE11 CASH HANDLING SYSTEMS - to provide closer
controls over assets, e.g. centralization of City receipts into
new cash register.
III. PROJECT TO DATE ACCOUNTING SYSTEM - to provide accessible information,
incl ing costs per project, revisions, sources of funding, comparisons
of actual to budgeted costs on capital projects which carry over
from budget year to budget year. Completion date: 12/75
IV. COMPLETION OF TOTAL CITY RISK MANAGEMENT EVALUATION - an evaluation
of nresent City-wide insurance covera¢e an nossi le alternatives.
GOALS - FY 77:
I. CONVERSION OF UTILITY BILLING SYSTEM - to convert the utility billing
system to actual read illings an lat rate sewer charges by August
1, 1976.
CURRENT AND PROJECTED ACTIVITY - FY 76 GOALS:
I. May - all efforts were devoted to processing cost information for
equipment repairs (7/75-1/76) and fuel (1/76-3/76). This
information has been included in the financial reports dis-
tributed to City departments and divisions as of May 31, 1976.
June - Final phase of completing report formats for management infor-
mation reports anticipated, with updated maintenance information
through May 31, 1976 for both fuel and repairs to be included in
the June reports.
II. May - No activity. Transfer of petty cash disbursement to cash register
has been deferred at this time to concentrate on higher priority
items. Transfer of petty cash will complete this goal.
III. Accomplished 12/75
IV. June - Preliminary reports to be received by end of June with review of
findings to commence upon receipt of report.
0
FINANCE DEPARTMENT
MAY ACTIVITY
CURRENT AND PROTECTED ACTIVITY - FY 77 GOALS:
0
PAGE 2
May - preliminary discussions held with computer service personnel to
plan program changes necessitated by conversion of utility billing
system. Sewer rate change has been presented to computer service
for implementation of the flat rate sewer charge - 27¢ per 100 cu. ft.
Information has been presented to Council concerning the proposed
changes.
June - Await direction from Council as to the proposed conversion to a
bi-monthly billing system and modification of the delinquent
accounts procedure.
MAY SUBGOAL ACTIVITY:
TREASURY DIVISION
First reading of new water ordinance by Council accomplished in May.
The process of scheduling hearings for delinquent accounts and resulting
shut -offs can begin upon approval of Council. Council action on this
item, however, has been deferred due to Urban Renewal activity.
The City Treasurer has contacted the local banks and they have agreed
to act as distributors for the new monthly bus passes. The process
of receipting this revenue and coordinating the sale of these tickets
by the banks is being formed with informational material to be presented
to Council.
ADMINISTRATION
Review of Traffic Division/Magistrates Court Procedures - Issuance
of citations along with informations is being considered in the review
of the Traffic Division/Magistrates Court procedures. Initial
recommendations to the City Manager and Magistrates to be completed
in July with decision on potential computerization to follow. Revision
of the system, manual or computerized, is to be completed no later than
December, 1976.
Tornado Warning System - The Purchasing Agent finalized specifications
for the installation of the Tornado Warning System in Iowa City. Bids
for installation will be opened on June 25, 1976. Problems have developed
concerning easements on several sites but are being processed through
the Legal Department.
Concession Contracts - contracts were finalized and await execution
between the City and various firms to provide concession and vending
services to Parks $ Recreation location in the City.
FINANCE DEPARTMENT MAY ACTIVITY PAGE 3
MAY SUBGOAL ACTIVITY (CONT.):
ACCOUNTING
1. The Controller's time has been dominated by the activity within
the Urban Renewal area and continued development of the Equipment
Management System,
2. Various audits, Leased Housing, HCDA, as well as a Governmental
Accounting Office audit of the City's letter of credit and grants
procedures, occurred in May.
a
DIRECTOR'S COrEWS:
The department continues to be behind in its normal year-end reports
evaluation and processing because of priority workload and past personnel
vacancies. The placement of the Administrative Assistant and potential
hiring of the new Accountant should relieve some of the pressure on
priority projects. Increasing effort will need to be spent on the planning
and preparation of the computer modifications within the Utility Division
as well as development of the State -mandated accrual accounting system.
Aala
Director
Department of Finance
CITY/UNIVERSITY MEETING
April 14, 1976, Room 424, North }fall
Those in attendance were Dick Gibson, Dennis Kraft, Mariann Milkman,
Ray Mossman and Dick Plastino.
1) Sewer Service Charges -- It was pointed out that Mr. Strabala is
on vacation and that he and Mr. Finnegan have had some conversations about
the possibility of an agreement with the City which would call for payments
to be made at the new rate but that exc,.ss amounts over the existing contract
rate would be held in escrow or some type of a r.serve until there is a
final resolution of the rate question. These conversations will cuntinue
at the time Mr. Strabala returns from vacation.
2) Iowa City Comprehensive Plan -- Mr. Kraft agreed that he would
forward to Mr. Gibson a copy of the Department of Commuaity Development
monthly report concerning the comprehensive plan. Mr. Cibson will respond
to that report in areas appropriate to the University.
3) Urban Renewal Property Transactions -- Mr. Mossman reported that
he now has in hand the necessary approvals from the State Board of Regents
and the Executive Council of the State of Iowa to complete the land sale
transaction. -'Vie documents will be forwarded to Mr. Kraft early next week
for council action. Assuming approval by the council, the next step will
be for the City to furnish abstracts to the University for examination.
Once it is determined that the abstracts are in order, a deed can be prepared
and payment made to the City.
4) Vacation of Streets and Alleys -- One alley that had been under
discussion, i.e. the one in block 92 is included is the land sale transaction.
Further action on the disposition of the alley on block 86 is awaiting final
resolution of ownership of the Presbyterian Church.
-
5) • -2
Jefferson Ruildin
— � '�--�& Vaults -_
N'Co 1781 Dane has had meetings wiUr
tuel W(Il"' (;"'nn Shoemaker. Guy Ilnsler and Gene Dietz. Shoemaker
he prucr'ss of developing Plans
is in
for the solution to the problem.
Mr. Plastino r,ported that the City has now temporarily abandoned
tileprogram fora pedestrian mall on Dubu
que Street. There is no particular
urgency in that: particular area. '
As soon as the plans by Shoemaker are
further, completed, they will be considered
I[ was once again pointed out that this is primarily a problem
between the Facilities Corporation
and the City. Only a small portion of
vault area on tl,e Dubuque Street side is in space controlled by the
University,
6) RL� kv_s Pro ram -_ It was reported that action b
on the bikeways program hes been deferred until Y the city Council
delet such time as a reason for
ion by the University of Nine of that segment running south from 6/218 and
Drive has been received.
Lower Mr• Gibson
Rocky Shore explained that the Old
the golf course would be opened again this summer and that
b
there will e automobile traffic
in t:o area. It is not the intent on the
pare of the University to delete
this segment but rather make sure that the
bike path is placed in such a
way that it will not be subject to automobile
traffic, The University is willing to
segment as a part Proceed with the signing of this
of [he bike path.
7) Street si nin -- Mr, Gibson
Pointed out that a new street signing
Program has been submitted
to the Highway Commission and that there is an
initial indication that it may receive
favorable consideration. As soon
as a response is received from the Commission
be contacted For heir City representatives r reaction to the program. will
® -3 •
Mr. 1:I1)sun also indicated that preliminary discussions had been held
With the Commission concerning signs on Interstate 80. The Commission has
agreed to call a meeting of interested parties which would include repre-
sentatives from the City of Iowa City, Coralville, University Heights,
Mercy Hospital and the University to discuss the problems. It is hoped
that this will be a work session and that a plan for signing the interchanges
along Interstate 80 will be developed.
8) UMTA Grant -- The grant award has been made and contracts for sale
of buses to Coralville and Iowa City have been approved by both parties.
Bid specifications have been sent to UMTA for their approval and at the
time that approval is received it will be possible to move forward with
securing bids on the buses.
9) Traffic Planning -- A problem statement for the west side traffic
planning should be in the hands of Mossman and Plastino early next week.
This statement is being prepared jointly by Mr. Daigneau and Mr. Dietz.
10) Solid Waste Disposal -- Mr. Plastino reported that a joint committee
from the Councils of Coralville and Iowa City had been appointed to review
the possibility of solid waste disposal.
s
-A
—
IOWA CITY ERCDHA
Radio Controlled Model Aircraft Club
Iowa city, Iowa 52140
June 9, 1976
LIr.Neil Berlin RECEIVED JUN 9 1976
City Manager
Civic Center
Iowa City, Iowa 52240
Dear dtr.Ber].in:
Am writing this as an invitation to the August 8th Aerohawk
Flying Field Grand Opening. This will be a public showing.
As you may or may not know, the Parks and Recreation director,
Dennis Showalter has been helping us with our new facility.
The location is near'the entrance of the City Landfill. We
have developed the area for radio -controlled aircraft and
Plan demonstrations from l0aM til 5pm. There will be glider,
Power Plane and helicopter flying from RC model clubs in the
eastern Iowa area. There will be a static ground display of
the finest model aircraft available today. There will also
be a fly -over of full-size antique airplanes from the Iowa
Antique Airplane Organization, a tentative Air Force Base Band
Concert, refreshments, Picnic facilities, etc.
Please consider this invitation for yourself, the Mayor, City
CouncicoPieslrsons, and hParks
ofthis letterifnecessary,..Recreation o
henlett uscknow 'whotoexpect for attendence. All those attending will be recognized
via public address system at noon.
Would also appreciate the Mayor declaring August 8th as 3tini-
Avi.ation Day in Iowa City. Please inform me of your -decisions.
Truly yours,
Jerold A.Best - Aerohawk Publicity
3404 Yewell St.
J J
"8-6604 home
353-6205 office
a��
® P.EcEivi=o •• 1 0 1976 6
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WILL J. H.YEK
JOHN W. HAYEK
C. PETER HAYEK
AYEK• HAYEK & HAYEK
ATTORNEYS AT LAW
)IO EAST WASHINGTON STREET
IOWA CITY. IOWA 52240
October 17, 1975
The Honorable Mayor and
City Council of Iowa City
Civic Center
Iowa City, Iowa 52240
Re: Building Moratorium
Mayor and Council Members:
qaq
ARRA COOL 3I9
337-9808
L
U. v/el— I It k tvt.
Recently the City Council asked the Legal Department to report
on the authority of the City Council to adopt a moratorium on building
and development in certain areas of Iowa City pending completion of
planning work directed to either rezoning of the property or acquisition
of the property for public purposes. We have completed our preliminary
study on this question.
Mr. Paul Lauritzen, a law clerk in our office, has prepared a
memorandum of lav in this subject. Although this memorandum was
intended for internal office use, it does contain a discussion of the
legal points involved and case authority and I have therefore filed a copy
of the memorandum with the City Clerk. This memorandum is open to
the review of any interested parties and I am sure that the Clerk would.
be happy to provide copies to anyone requesting them.
As you are no doubt aware the Iowa City Zoning Ordinance
presently does contain a limited moratorium in Section 8. 10. 32(D).
That section provides that after the City Council has set a public
hearing on a proposed amendment to the zoning ordinance no building
permit will be issued for a period of sixty days for any building or
improvement which is not consistent with the proposed or coiltemplated
zoning category. Our research leads us to believe that in specific
instances where the need for a longer period of time could be demon-
strated a moratorium of longer duration might well be supported by the
courts. For example, a six-month moratorium may well be appropriate
with respect to the riverfront study.
The present Iowa City Zoning Ordinance does not freeze all
development. However, we believe that a strong argument could be
:S
J • .
J
The Honorable Mayor and October 17, 1975
City Council of Iowa City - 2 -
made by the City in favor of a development moratorium which would be
limited in time for the purpose of permitting the completion of plans and
studies with respect to a particular property or area. Such a moratorium
would permit the collection of necessary data and information to enable
the City Council to determine whether zoning category changes were
needed in order to protect the public welfare and interest or whether
selected parcels or properties within a particular area should be acquired
by purchase or condemnation to provide open space and the like.
In order to enhance the prospects for such a moratorium ordinance
to be upheld by the courts we strongly urge the Council to make such an
ordinance a part of the zoning ordinance. This means that the ordinance
would have to be adopted only after the usual public notice and hearings
have been given in order to permit affected property owners and others
in the area to have their input into the decision making process. Further,
the adoption of such an ordinance would be subject to the extraordinary
vote requirements of 8.10.32 of the City Code if the requisite number of
objectors existed.
I would be happy to discuss this matter with the City Council at
an informal session to determine whether or not the Council wishes us
to proceed with the drafting of a moratorium ordinance of the type dis-
cussed above.
Respectfully submitted,
40WV.4aye
J`VH:vb:l
Q-yY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
M E M O R A N D U M
TO: Neal Berlin
City Council
FRC%!: Dick Plastino
RE' Pedestrian Crosswalk Signals on
Burlington Street at Clinton
•
DATE: '14ay 7.1. 1976
There has been concern shown by pedestrians.in the method
of operation of the Burlington Street walk signals.
To cross the street safely, it is necessary for a pedestrian
to know how the traffic control machinery works. If a
pedestrian approaches the intersection and wishes to cross
Burlington, they must push the pedestrian cro alk button
that is attached to the yellow pole on each er. This
tells the signal that a pedestrian wisho ss the street.
Vehicular traffic on Burlington is �e���¢&d,sa
oe nd the
pedestrian receives a steady"WALK" iI t n (7)
seconds. During this seven (7) s,�� o d•'.pe�ipedestrian
may leave the curb and be assur d�•of 'e.dujime to cross
the rest of the street. After s v (� Seconds, the
pedestrian signal begins a flashii ON'T WALK". This
flashing "DON'T WALK" means the sa7ncr thing to a pedestrian
that a yellow light means to an automobile driver. If you
are out in the middle of Burlington Street when the flashing
"DON'T WALK" comes on, you still have fourteen (14) seconds
to finish the crossing the street before Burlington Street
automobile drivers receive a green light. If you have not
yet started to cross Burlington Street, when the flashing
"DON'T WALK" comes on, do not begin your crossing since you
will not have time to complete the crossing.
Some people do not push the pedestrian crosswalk button and
instead, try to cross Burlington at the same time Clinton
Street automobile traffic gets a green light. This is an
extremely dangerous practice. The traffic controller reacts
differently when it receives an order from an automobile
than when a pedestrian presses the push button. As mentioned
earlier, the pedestrian will receive 21 seconds to cross
the street; however, if only one automobile is on Clinton
Street, it will receive only six (6) seconds to cross
Burlington Street before the light goes green for Burlington
Street traffic. Additional cars will, of course, receive
more
time.. It is essential that pedestrians use the push
buttons to receive an adequate amount of crossing time. It
is also essential that pedestrians understand that the flashing
page 2.
"DON'T WALK" means that you
street, but that traffic on
until you do get across the
means you should not start
you be in the street.
•
are to finish crossing the
Burlington Street is being held
street. A steady "DON'T WALK"
to cross the street nor should
A short half hour study from five to five -thirty (5:00 P.M.
to 5:30 P.M.) on May 3rd, revealed that approximately six
out of ten people are using the pedestrian push buttons.
Other people are either crossing with Clinton Street
automobile traffic, which is extremely dangerous, or are
crossing against automobile traffic on Burlington.
All of the signals in this particular traffic system operate
exactly the same as Clinton and Burlington. The other
intersections that are tied in with this system are Linn,
Dubuque and'Madison.
RJP:bz
DAIII ,lune 7, 1976
TO: To City Council
FROM: Candy Morgan, Human Relations Director
'E' Negotiations for fire fighters
Attached are communications between Dave Loney and myself
regarding negotiations for fire fighters for the next fiscal
year. Because the letter makes statements indicating that the
Political climate will be important in the negotiations I would
caution you on statements to fire fighters which might reflect
on negotiable issues in the next months.
%.` IOWA CITY ASSOCIATION OF PROFESSIONAL FIRE FIGHTERS
LOCAL 610 Dave Loney
President, Local 6,0
200 S. Summit St.
Iowa City, Iowa 522.40
riiay 2„ 1976
City of Iowa City
410 Be ;dashinst.on St.
Iowa City, Iowa 52240
Ms. Mort an
On behalf of the membership of Local 610 I request that the
City of Iowa City commence immediately to neg
following objectives= otiate for the
1) NOn-economic amendments to the existing agreement.
2) be new agreement covering wages and wnr' — conditions to
ctjve as of 7/1/77.
The above regWlSt, is sub-iit`nd for:follcwi
1) Persons who represented n<, reaser.a:
the City of Io:ra. Cjty as sero?;ia':-
crs are no longer employ.)d by the City of Io- Cit r.
2) Present top level administrators were not involved in the
original. negotiation process.
�) Me,nier-,ni of the City Council h m
' is ch,.mged .
�) In ord! r to ri,lintain the health
labor management V is s;1oonj 13' between
and !, aPOI'Ipnt fie'/1!ral tom•
and mutually .:creed to tc;; amendmentsJtc �thP1'e clarified
agreement, existing
The objective Of tn1S regUeSt .l5 t0 e' r
identify T)reCise. <pP.Olte negotiatlons and
Y li positions and objectives or both parties.
Dave Loney
President, Local 610
0 •
• CIVIC CENTER, 410 E WASHINGTON ST
COMMS•CCl • �//y�
rte, /n/�VV IOYI.1 2250
^1800
9
:GNA CffT.' IOK.
June 7, 1976
Mr. David Loney, President
Local 610
200 S. Summit
Iowa City, Iowa
Dear Dave:
Thank you for your letter of ::ay 28, 1976
As a result of our present Agreement which expires
June 30, 1977, we are not interested in renegotiating
for this year (FY77) and are presently unwilling to
alter or enlarge what we believe to be a good faith
attempt to reach agreement by both parties. We are
prepared to live up to the specified terms and con-
ditions until the expiration date.
If you feel there are specific problems under our
present agreement I would appreciate hearing from
you to resolve them.
we will accept proposals for FY78 (beginning July 1,
1977) at any time you are prepared to submit them.
We will be happy to meet to negotiate on your pro-
posals after August 15, 1976.
At this time, we are contemplating
persons as representatives for the
Keating, Chief Miller, June Higdon,
continue to address communications
Sincerely
the following
City: Chief
and myself. Please
to me.
jf
Candy Morgan, Human Relations Director
CM/k%,7
cc: Chief- Keating
Chief Miller
City Manager
City Council
Ay o4 Iowa City
Z
DATE: June 7, 1976
TO: City Council
FROM: City Manager Vi
RE: Breakdown of Mayor's Youth Summer CEPA Program
Total number of youths allocated for the program. 120 - 12S
Total number of youths who have qualified and
are placed. 74
Total number of youths to place. Sl
Number of youths applied to date. 108
Total number of jobsites. 53
Approximately 150 jobs have been developed.
The program will begin June 14 and end August 13. The maximum
number of hours the youths may work is 28.
Youths will be paid minimum wages of $2.30 and hour and will work
Monday through Thursday. On Friday the youths will participate in
a career exploration program. In all cases youths must meet Federal
low income guidelines.
The City will use approximately 15 youths to fill positions in the
departments of Public Works, Transit, Parks and Recreation, Finance
and City Nlanager.
AV of Iowa City
MEMORANDUM ----�
DATE: June 11, 1976
TO: City Council, City btanager
FROM: Steve Morris, Transit Superintendent
RE: State Transit Assistance
At the annual meeting of the Iowa Public Transit Association, June -s
and 4, the one-time two -million dollar State Transit Assistance
Appropriation was discussed. Administrative requirements of the bill
have not been finalized, but general trends seem to be developing.
About $170,000 will be allocated to as yet undefined demonstration
grants. Another $300,000 is slated for technical assistance from
the State. This will involve State advice on accounting, inventory,
training and marketing. The other $1,530,000 will be used for direct
financial assistance to public transportation systems.
The State sees the systems as three categories: large cities, small
cities, and rural systems. Approximately one-third of the $1,530,000
would be granted to each category. Large cities, which are eligible
for federal operating subsidy, would receive up to 12% of their
operating deficit from the State. Small cities and rural systems would
be eligible to receive up to 50% of their operating deficit from the
State. These deficits would be an average of the system's prior
two-year experience, and the dollar amount available to an individual
system would depend upon the relationship between the total eligible
deficits and the total money available. Iowa City's share of this
allocation could be approximately $120,000.
There is a great deal of work that needs to be done by the State DOT
to develop guidelines for this program. To provide input into this
process, they plan to set up a nine -member committee from interested
state groups. The committee will have representatives from: a large
city system, a small city system, a rural system, a taxi company, a
city council, a county board of supervisors, the Governor's Committee
on the Elderly, the Governor's Committee on the Handicapped, and inter-
city bus operators. The Iowa Public Transit Association was asked to
propose members for the first four committee slots, and Al Baker of
the Coralville Transit System was recommended as the small city
representative. As newly elected president of the Association, I expect
to provide some additional input into the guideline development process.
The State DOT specifically cited the work done by the Iowa City City
Council and the Regional Planning Commission as providing a great deal
of the impetus for the passage of this appropriation. However, since
this is presently a one-year appropriation, we need to be extremely
concerned that the money received is used in a manner that provides
maximum positive impact to insure the continuation of this program.
Unless visible results are achieved, and lobbying efforts are continued,
it will be extremely difficult to convince the new legislature of the need
for continuing State assistance. I will continue to monitor this program
and keep you informed of progress.
410
r■�//��/�/�/��//]
CIVICG AS VST.
JOWACITY.IwA 522Q
9~
June 9, 1976
U"Ow
..Y w4UMAU"A
OOI1wCIL Yl W110
AMM MLYM
GAOL OdIIOtY
l �. rosnw
WVIO MwwR
MA%YLSO�
wonwr Vpuw
Mrs. Deanne Wortman
913 South Summit
Iowa City, Iowa 52240
Dear Mrs. Wortman:
Thank you for your letter of May lo, 1976, regarding the hazards associ-
ated with the intersection of Gilbert Street with 'Prentiss Street and
Bowery Street. I have spoken with theChief oftoPolice
the sand
the
Traffic
pedestrian
Engineer. As a short range temporary solution
crossing difficulties, the staff will recommendor to
location Councilnext that
the City employ two adult crossing guards site sides to Gilbert Street,
r.
With two crossing guards working on opposite Also, two
advance warning to approaching vehicles should be improved,
guards will eliminate the screening effect of.left turning vehicles and
parked vehicles to which you referred.
The long range solution of a signal installation has been considered a it
is incorporated in the Capitol Improvements Program for the City.
/ Counc
has approved funding for this project in Fiscal Year 1980, beginning July -A,
1979.
The signing of Gilbert Street for the school crossing has been installed
in accordance with the Manual on Uniform Traffic Control Devices (DiTYCD}•
The MUPCD is a part of the Code of Iowa and the City must conform to its
requirements. The HHCD requires an advance sign beplced on the approach
a
to the crossing and a crosswalk sign at the location of the crosswalk. The
WrCD also stipulates size, shape, message and color for school crossing
signs. The City is complying with these requirements.
The City is aware of the problems associated withadditional
thiss intersection and ents may
shares your concern. I am interested in any
have regarding this matter.
Sin r yours,
eal G. Berlin
City Manager
cc: City Council
Chief Harvey Miller
Jim Brachtel
CITY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
MEMORANDUM
DATE: June 6, 1976
TO: meal Berlin
City Council
FROM: Richard J. Plastino
RE: Water Treatment Plan
Periodically, various publications feature the Iowa City
Water Treatment Plant in articles since the plant is one
of the most advanced in the United States.
You may find the article on page 9 of the attached brochure
to be of interest.
RJP:bz
Attachment
CITY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
FIENORANDUM
DATE: June Br 1976
TO: Neal Berlin
City Council
FRa4• Richard J. Plastino
RE• FY 77 Slurry Seal Project
Additional Streets
The following streets are proposed to be added to the
FY 77 Slurry Seal work, due to the low bid:
1. Dubuque Street, Iowa Avenue to Park Road
2. Keokuk Street, Kirkwood Avenue to Plum Street
3. Lucas Street, Bowery Street to Burlington Street
4. Ridge Road, Dubuque Street to Virginia Drive
RJP:bz
cc: Frank Farmer
Jim Brachtel
Paul Dvorsky
• •
CITY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
MEMORANDUM
DATE:
T0: Neal Berlin
City Council
FROM: Richard J. Plastino
RE: FY 77 Hot Mix Overlay Program
June 10, 197
At the City Council meeting of June 8, 1976, funding in
the following amounts was discussed:
Hot Mix Overlay Program -$150,000
Source of Funds: $ 50,000 general obligation
100,000 road use tax
In addition, Council discussed allocating an additional
$50,000 from a general obligation bond for other worthwhile
street improvements. Thus, a total of from $150,000 to
$200,000 may be available for hot mix overlay and other worth-
while high priority construction projects.
Engineering has prepared the following projects and cost
estimates. They are broken into two categories. The first
category is hot mix overlay and the second category is
construction type projects. It will be noted that the hot
mix overlay portion does not utilize the entire $150,000.
HOT MIX OVERLAY
Evans Street, Jefferson to Market
Market Street, Union Place to Clapp
Kirkwood Avenue, Franklin to Van Buren
(this involves heater planner removal of
old asphalt and subsequent lay dawn of neva
asphalt. The old asphalt will be utilized
elsewhere; such as, City Park parking lots
or water distribution shed parking lot.)
Wayne, Muscatine to Wayne
$ 5,000
5,500
85,000
6,500
SUB TOTAL $102,000
page 2.
FY 77 Hot Mix O0lay Program •
CONSTRUCTION PROJECTS
Sunset Street, Construct center median
Mormon Trek from Benton south to City Limits
(two options are available for Monson Trek;
1. the City can either participate with the
developer in ccmp].ete reconstruction of Monson
Trek,
2. the City can do the earth work. on Mormon Trek
this year.
In the first option, the developer will pay approx-
imately $150,000 in a lump sum payment and the City
would pay $75,000 in a lump sum payment for immediate
construction.
$25,000
In the second option, the City would pay approximately
$40,000 for the earth%lork this year, and then the
rest of the job would be financed by special assessment
against the abutting property oqners in FY 78.
75,000
In the latter case, the City's costs would be $40,000
and not $75,000. The grand total would then be
$167,000 instead of $202,000 sham.
SUB TOTAL $100,000
HOT Mix OVERIAY 102,000
TorjAL $202,000
There is some question in Engineering about the feasibility
of doing Kirkwood at this time. It is apparent from present
volumes and future projections of traffic volumes that this
street may need to be upgraded to a major arterial with signifi-
cant widening. It was felt by Engineering that given the long
lead time for a major construction project, particularly any
project utilizing Federal funding, that a hot mix overlay at
this time would be useful since it could be three to six years
before major construction would be done, even after a commit-
ment to such project by the City.
It will be noted that the split between hot mix overlay and
new construction is not $150,000/$50,000; however, the split
shown is felt to be a wiser course of action than arbitrarily
enerating a hot mix overlay program of exactly $150,000. There
9
are various residential streets that could be overlayed with
hot mix; however, Sunset Street and Mormon Trek do take priority
over residential streets for FY 77.
CITY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
MEMORANDUM
DATE: June 8, 1976
TO: Neal Berlin
City Council
FROM: Richard J. Plastino
RE: Monthly Work Reports/Ra ton Creek
rts for
rch, ADril
Attached
relative to thenRalstonrCreek oWatershed aand
management
May
Plan.
RJP:bz
IAMItS W. IR IW IRS. Ill'.
I
IVAN C. ORE] .111', P.E.
0 0
POWERS • WILLIS AND ASSOCIATES
PLANNING ENGINEERING
JOIIN Jr. ITIF N .R. A.I.A.
IM L. MAYNARD. A.I.P..
A SA_A
FDWARII 11. ORIhTON. P.r
BEN It. BARNFT . A.I.P.
'n In MM: L CnIV. 1'. F.
June 3, 1976
Mr. Dick Plastino
Public Work Director
Civic Center
Iowa City, IA 52240
ARCHITECTURE
Re: Ralston Creek Watershed Management Plan
Dear Mr. Plastino:
This is our progress report for the month of March.
1. A Preliminary Report on Interim Solutions for the Ralston
Creek Watershed Management Plan has been completed.
Fifty copies have been distributed to various agencies
and individuals.
2. A preliminary report on interim solutions was presented
to the Parks and Recreation Committee on March 16.
3. A meeting with the Ralston Creek Coordinating Committee
was held on March 17 to discuss the interim solution
report.
4. A meeting was held on March 19 with Mr. Charles Cobb,
Director of the Planning Division of the Soil Conservation
Service to discuss the SCS planning of public works
improvements for flood protection on Ralston Creek
Watershed.
5. A meeting was held on March 22 with representatives of
the Iowa -Illinois Gas and Electric Company concerning the
proposed storm water storage site on their property.
6. A meeting was held on March 25 with Mr. Dennis Showalter,
Director of Parks and Recreation to discuss the intended
use of Happy Hollow Park as a storm water storage site.
7. Storm sewer mapping is 509 complete. Field location and
verification of map data in the City offices has been
completed. Manhole elevation surveys remain to be completed
before final drafting.
325 LAST WASHINGTON STREET 0 IOWA CITY, IOWA 52240 • PHONE 319-338-7878
® 0
Dir. Dick Plastino
June 3, 1976
Page 2
8. Principal emphasis has been placed on the Storm Water Management
Ordinance in discussions with individuals and public agencies.
Review and comments have been requested.
Sincerely,
Edward H. Brinton, P.E.
Powers -Willis and Associates
/dlc
IArII-% W. MWFIN PA.
I
IVAN C, ORRIPP. I'M
E
POWERS • WILLIS AND ASSOCIATES
PLANNING ENGINEERING ARCHITECTURE
June 3, 1976
Mr. Dick Plastino
Public Works Director
Civic Center
Iowa City, IA 52240
Re: Ralston Creek Watershed Management Plan
Dear Mr. Plastino:
IUIIN F. PFIFFNI.R. A.I.A.
This is our progress report for the month of April.
Iu1 L MAYN.ARD. A.I.P..
A5.1._A. 1. A meeting with Dick Plastino, Public Works Director, and
the City planning staff was held on April 1 to discuss
EDWARD If. RRINTON. 'LE the coordination of future land use and development in
the watershed with the Watershed Management Plan.
RLN R. RARNErr. A.I.P.
2. On April 29, a meeting was held with Dr. Donald McDonald
R OMM 1.. r., RSP. P.F. to discuss and outline the specific work program for
conducting environmental studies of the storm water
storage sites. Consideration was given to the possible
environmental assessment necessary to construct the
storage facilities with HCDA funds.
3. The Soil Conservation Service presented their Ralston
Creek Study and conclusions on April 29. We participated
in a work session in the afternoon and the public meeting
in the evening.
4. Progress is being made on the second phase of the Plan.
Work schedules are being coordinated with Bill Lindley's
efforts.
5. Review and revision of the proposed storm water management
ordinance is continuing.
Sincerely,
Edward H. Brinton, P.E.
Powers -Willis and Associates
/dlc
Sz3 EAST WASHINGTON STREET • IOWA CITY. IOWA 52240 0 PHONE 319-338-7878
0 0
POWERS • WILLIS AND ASSOCIATES
IAMIS WlMWIR%. P.F.
IVAN r_ ORELUP. P.H.
PLANNING ENGINEERING ARCHITECTURE
IOIIN F. I'FIFFNF.R, A.I.A.
JIM L. ,MAYNARD, A.I.P.
FDWARD 11. BRI\TON, P.H.
June 3, 1976
Mr. Dick Plastino
Public Works Director
Civic Center
Iowa City, IA 52240
Re: Ralston Creek Watershed Management Plan
This is our progress report for the month of May.
1. Dr. Donald McDonald and his staff began the general
assessment of the vegetation and wild life in the
watershed.
2. The storm water management ordinance was presented
in finalized form to the Planning and zoning
Commission on May 18.
3. On May 24, a representative of Powers -Willis and
Associates attended a neighborhood meeting at the
Longfellow School. Dick Plastino showed slides of
flooding on Ralston Creek and then discussed the
Interim Solution Report.
4. In response to Dick Plastino's request for an example
analysis using the storm water management ordinance,
calculations were prepared for the Bel Air subdivision.
Results were presented to Mr. Eugene Dietz, the City
Engineer, Mr. Glen Shoemaker, the representative of
the home builders association, and Mr. Dick McCreedy,
developer of the Bel Air subdivision.
5. We were advised to find a convenient stopping point for
the study since the HCDA funds may be terminated.
Since a
Edward H. Brinton, P.E.
Powers -Willis and Associates
/dlc
325 EAST WASHINGTON STREET 9 IOWA CITY, IOWA 52240 0 PIIONL 319-338-7878
0 0
CITY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
MEMORANDUM
DATE:
TO: Neal Berlin
City Council
FROM: Richard J. Plastino
RE:
June 8, 1976
Attached is a letter from Powers -Willis and Associates
with a funding proposal that can be implemented in the
very near future. Projects A, 1 thru 5 and B, 1 thru 3,
can be done with only. environmental assessments, with the
exception of B 2, which may require an environmental impact
statement.
The total package of funding includes construction funds
for those projects which can be done with only an environmental
assessment, with the possible exception of the aforementioned
B 2.
RJP:bz
I
0
E
POWERS • WILLIS AND ASSOCIATES
JAMPS W. I'1)W111c, P.F.
i
IVAN C. ORELI W. 1'.E.
PLANNING ENGINEERING ARCHITECTURI:
JOHN I'. I'FIFFNI It. A.I.A.
11)1 L. MAYNARI). A.1. P..
A.5 L.A.
EDWARD If. BRINTON. I'M
BEN if BARNFTT. A.I.P.
'1`110%m. 1_ (:OFF. P.F_
June 3, 1976
Mr. Dick Plastino
Director of Public Works
Civic Center
Iowa City, Iowa 52240
Re: Ralston Creek
Budget Requests
Dear Mr. Plastino:
We have updated the estimates of funding needs for the Ralston Creek
Watershed Management Program. This estimate should be sufficient for
needs through FY'77. A tabulation of the construction projects and
consultant needs is enclosed. The total needs are approximately
$125,000.00.
This list differs from the previous requests because the Soil
Conservation Service presented and discussed their planning for 3
storage sites and the tunnel. Although the SCS was not encouraging
on future funding of the projects planned, we believe two sites
should be seriously considered for development with local or HCDA
money.
one site is near Scott Boulevard and Court Street the other is on
the South Branch west of Fairview golf course. We believe the city
staff should begin a detailed land use plan in conjunction with the
owner/developers of these two sites. The land use plan should in-
clude storm water storage areas.
The Scott Boulevard site identified on page 77 of our interim Report
is not as critical as the above two sites because future development
is probably not as immediate.
Very truly yours,
Edward H. Brinton, P.E.
Powers -Willis and Associates
CC: Mrs. Roxanne Haldeman
Mr. Bill Lindley
Enclosure
/im
325 EAST WASHINGTON STREET • IOWA CITY, IOWA 52240 • PHONE 319-338-7878
IOWA CITY - RALSTON CREEK
WATERSHED MANAGEMENT PROJECTS
BUDGET REQUESTS - JUNE, 1976
SUMMARY OF PROJECT COSTS
A. Channel Improvements
1. Benton Street Bridge $15,000
2. 300 feet south of Burlington Street 12,000
3. Retaining Wall 25,000
4. Rock Island RR Bridge 1,500
5. Center Avenue Bridge 1,500
B. Storage Facilities
1. Iowa -Illinois Gas 6 Electric 25,000
2. Happy Hollow Playground 15,000
3. Highway 1 (3 sites) 10,000
C. Environmental Impact Assessments 7,500
D. Public Works Design Review Procedures 2,500
E. Contingencies 10,000
Total $125,000
DATE: Jame 17, 7976
TO: City Planager and City Council
FROM: Steve Morris, Transit Superintendent
RE:plonthly Pass
As a result of earlier Council direction, the transit system will be
instituting a $8.00 monthly pass on July 1. concurrent with the fare
increase to twenty-five cents. The elderly and hand:icaPP�:d Free Pare
Program will remain unchanged. Passes will he good for one {are on
the system at any time, ,Pon presentation to the driver. 97te passes
Will be sold starting on the third 47onda of
ing month. Passes will be available at the Civch month for the follow -
Bank, Hawkeye State Bunk, and Iowa State Bank �.c Center, to ex National
these distribution points as we acquire e We with t to expand
and demand increases. experience with the program
Publicity for the progran will start next week. We :anticipate that the
usage of the passes will be relatively li-ht during the simmter, and "increase
in the fall. We will count the number of rides taken with the passes to
avverage fareuser cst per ride for pass users willobetslliplttlran• We estimate that the
gy less than twenty cents.
14INUTES
UNITED ACTION FOR YOUTH
MAY 24, 1976
311 N. Linn
The meeting was called to order at 3:30 p.m.
0
Members Present: Jeff Schabilion, Roberta Patrick, Chris Heffner,
Polly Arp, Dennis Hedges, Tom Mikelson, Mary
Larew, Leisa Fearing
Members absent: Maureen Burns, Adrien Meyers
Staff Present: Jim Swaim, Larry Schmidt
Recommendations to the Board:
Schabilion: Hold election of officers.
Mikelson: Develop separate accounting system
Mikelson: Have a staff/board social get-together
Arp: Fill board vacancy/appoint Virginia Maurer
Swaim: Review MBO for fiscal year 1977
Update Bylaws
Review personnel policy
Activate hiring committee'
Apply for United Way funds
.'.
Requests to director for information or staff assistance:
Background information on Rae; complete United Way budget as discussed;
complete the MBO as outlined; develop independent accounting system with
Tom Eilers as soon as possible; deposit United Way (April - June) and
C.E.T.A. funds in UAY account.
List of matters pending board disposition:
Formal action on the contract with the city
Formal action on revised by-laws
Summary of discussion and formal action taken:
** 1. Tom is willing to actively involve himself as president and will
withdraw from other committments in order to take on the responsibility.
Polly, Mary and Roberta are all willing to serve. Chris will continue
to be United Way representative.
* 2. Jim Swaim announced that he had been asked to join the Governor's
advisory council on juvenile delinquency prevention.He estimated that
he would have to spend two days per quarter attending meetings'in connec-
tion with this appointment. The first such travel would be on Juhe 8 and
9 in Des Moines. It was moved by Mary Larew and seconded by Jeff Schabilion
that Jim be permitted to take the time as a PAY expense. Unanaimously
approved.
3. A confidential discussion on the Rae Heinzel matier was brought up.
Jim gave the board background information regarding other agencies c.r: tier
attitudes and work related problems. The Board supports Jim's action.
4. A committee of four was approved to consider the 35 applications re-
ceived for the fulltime outreach worker's job: Roberta Patrick, Leisa
Fearing, Mary Larew and Jim Swaim. After much discussion it was decided
to speed up the process and interview an appropriate number of candidates
as soon as possible. If no qualified applicant is found the application
deadline will be extended.
5. Polly Arp brought up the matter of a prospective new board member,
Virginia Maurer, a non -practicing attorney who is studying for the Iowit
Law Board of Review. She is a new member of the comanunity and is interested
in juvenile justice and is enthused with being on the Board. Polly moved
and Roberta seconded the recommendation that we approve tier as a member.
Tom Mikelson volunteered to call Virginia and welcom: her personally.
6. Tom suggested that a staff/board social occation would be appropriate.
It was decided to hold a family pot luck picnic in Jeff Schabilion's yard
on Thursday, June 11th at 6 p.m. Unanimous approval.
7. The previous MBO under which Jim Swaim was operating would no longer
be viable under the new division of his time therefore he read us a new MBO
which he and Larry had :jeen working on. Some of this was taken from the
HACAP MBO and it seemed to cover many significant points which are applicable
in the present situation. After some discussion about certain phrasing the
MBO goals and action steps was approved in substance. It was agreed that
each board member would soon receive a copy of the final draft: Also it
was suggested and approved that the Friend's should recive a copy so that
they were kept informed of our objectives and goals. Moved by Polly,
seconded by Dennis, approved unanimously.
8. The United Way will be asked to contribute approximately $12,000.00
for the next calendar year. The rationale for asking this amount was to cover
operating expenses, add the salary of an outreach person to cover a larger part of
Johnson County area which is not reached by the present staff. Several in-
quiries from North Liberty, Hills ami other areas have made it seem that out,
services are wanted and needed elsewhere. The Board instructed Jim to submit the:
United Way budget proposal to United Way.
9. Jim reported to the Board on the current situation with the city.
Because the city is handling the accounting there has been some confusion and
complications regarding our status as separate agency (vs. a division of
the city). This problem can be alleviated by setting. up our. own system of
accounting. Jim reported that Tom Eilers has the capacity to set up an account-
ing system similar to that used by Johnson County Regional Planning and ISPIP,G.
Tom is willing to provide his services along with a"computervoucher/check
system to account for UAY funds. Under this `system financial reports would
be reviewed each month by the Board and submitted to the city. This would
allow for the same level of financial accountability while eliminating the
current complications. Tom, Jeff and Polly expressed strong.,feeling that
such a system should be set up as soon as possible. Jeff moved and Chris
seconded a motion instructing Jim to set up a separate system`of accounting
with Tom as soon as possible.
• •
* 10. Jim reported that the (April - June) United Way and CETA funds
could be used for the second half of' 1976 because of the cost saved
in the staff reduction so far. The board instructed Jim to deposit
those funds in the UAY account until the board decides how to use there
for the second half of 1976. Moved by Polly, seconded by Roberta.
11. Tom Mikelson, Roberta Patrick and Virgina Maurer were selected to be
a committee to review the by-laws and the present personnel policy. They
will report back to the board with any changes they deem suitable. The
discussion on that was tabled until a later date.
The next board meeting is scheduled for 4:00 p.m., Thursday, June 10, 1976.
Meeting adjourned at 5:30 p.m.
Respectfully submitted,
Mary Larew, Secretary
** Election of officers
President Tom Mikelson
Vice President Polly Arp
Secretary Mary Larew
Treasurer Roberta Patrick
United Action for Youth
Executive Board Members
Home Phone
Office Phone
Address
Tom Mikelson
354-1160
351-0613
1523 W. Benton
Roberta Patrick
338-0309
337-4188
515 Oakland Ave.
Polly Arp
338-5704
338-4891
621 Brown
Chris Heffner
351-6802
523 Templin Roaci
Dennis Hedges
338-6061
416 E. Fairchild
Mary Larew
337-2264
353-3550
313 N. Linn
Maureen Burns
351-1249
15 Bedford Ct.
Leisa Fearing
338-6735
605 Manor St.
Adrien Myers
337-4672
338-6497
3029 Radcliffe
® r` U-0
QUAD-CITYTLtlES Friday, June 1,1976 C
Davenport•Bettendorf, Iowa 15
Zoo To d _
A.&I-imal I
s Abd600
RY Bey Thompson ..,+,.: used in a donkey ride con ces "thoroughlars"
'"`:
of a at the
Scott County Humane Sa . Stan Is not properly. ted, wa• zoo, Miss Russo said.
ctety officials will tour the .tem and rested. ':., :
Felervary Park Children's MieB Raimo claimed many
Miss Connell said one of
Zoo. Davenport, today to to- animaLs at Felervary Park
veStlgate complaints are kept- In "grossly •
the foxes is now hltjess
and weak and demon trated
that ant• Inade-
mats receive inadequate quate cages" without proper
shelter
considerable effort in accam-
phshing any activity
Phshgettiin
diets, care and housing. from the crowds that
Dan Brice, humane society ' tour the park
such as
up and wily such
four.
feet
manager, said the complaints• She also said her group
to water."
came from:a group of Iowa saw children throwing rocks
City residents who N at ducks. Picking up a rabbit
Inspected
MISS RUSSO said the zoo
Is "negative,
the WO Wednesday. by its ears and -shaking a
a experience"
for children.
_tie 170110. which included skunk's cage.
.Jeanne Connell, Iowa
"All this Is doing for these
zuokeeper, .and Tont "Russo,' '•
sw' ••THERE IS an incredible
amount
imalsdon'tcount," that
ditector bf'lhe .lnttttal Prot-, of swesa• and noise
ectlon .. Uague of Johnson,'' no supervision,'SW - no
atan
"what could be learyed
CountY. .vlshed the zoo W :distance malntalned'between
from viewing a motfon(eed
piece of (lash lying m the
-public and the cages,••
era] animals moved from the' 'she said.:,
Car-
-ner of a smalldcage?", bliss
Iowa City zoo to Fejeriary Host of the water dishes
Park last month. had no more than half a cu
Connell said.
Richard Slattery,
rdirector,
',• Of water -in them,'LMlss Rus..,was
BRI Bald he will Inves.
aid'Davhe
not aware
sosald
tlgatg the zoo's, "cleanup
Sch@"'t:
ofrtheicom-
Plaints and would not cam.
'
a.and , gupervlsioa; er She also said the Iowa Cit
' and the.qua ity of houaln y >
g' � )PUP Is especially concerned
ment until, he has seen
Brtce'e re rt.
Pa
et and;vete ciliary caro provld about a pair of arctic'foxes 'clety
ed foranunals, that "six
i Brice said the humane so.
has the option '
have lost or seven
Brlce.sald he has been told pounds" each. since the ar-
some
of seek.
ing court action, If necessary.
animals are "kept right rived In Davenport from Iowa
next to a loudspeaker
zto correct problems at the
oo
and are City last month.:
scared to death." Be alsocit- The loxescage Is kept on
ed ctiirtplalnts that a donkey "hot-
"Our main concern In
asphalt" In the middle with
the animals," he said.
-:,
1
.7 _ � ! 1 ,•h. .. i ,t"., A: ,- 'in,. avi .yN •..7• _. ^•f ... ti.-' j/
f! ..A{y .•'Mi , M {�t R �� ,
}.'e� . l f
� t, �. �'j `�kt / ,r�'- ♦yi 4 ` t� 1' Y•
T• • i! Y �y� t j; is (} � 4 L llI , Y :lift• �I Air ♦: X
r i' ,� 7Y I I.t✓ r Y,(� 1 � i- �jlt'� ,+..�,� _. �. c Y
��.i J \", 2'�-AAA:..'t i .�l ' `tali s s 7 I;ot .r•c� 1! t1.J11 t ' '}tit 1t,•..4^....--'•- t '
'tC - n \ .`y C% y r�.::�•ill �.� ; it YiE\� i - S .,h f,-77166�> ..(a,,}\ L.. •\. ir!':T.T }1 M'
aafw4.vjp , .,t:Ya iVt'•x 4Y' 1. !1 r Arias... 7' s1 'S7�4i feGfW-i��2''•PG7
E rT<
r)
' `+;?i 1iZ Q1.. I F IMr ri9.•-
r r t Y IkY f �.r�h� ; •il*+yy � � ���yy,�3 ltd' ���.+ } �'�7t p•r;iv >� f f
jt ? t{i `�:.i4t a•}"� .•4.n, ''� .fir-.� q.7 o'4rt J-.�
el
T'ri a;ai i rr'�F t .CT`• 7~n, r c�
+z.
1 , :1
AWN
"� ' _„ >rt '+ \;, i+sem r•r .. .`
�r �,, 11g ' � a: � •: tract ,�
t -r i.lsc`Gi� rw rkw
.,{
_ Vkxlag an.arctle fox•case.are, from left, Dan Brice, Scott CoantTtiir;
Humane Society manager; Je It GnaiU; loWa City Ta
znkctperr. ay
King, Ramage Seel
ety officer, gad N
Tool Raaso, dlr4r of `tke Aalmar
Protection Lougee of Johnson, Canty. (Staff Photo)
s 't
.�
�� _0 � �, .e �
Park-Z
ity Rick Jo -t ,. 'lect• such as a small tree, tit. the cages playing \firs Connell said
.so that animals calf- play -po:them. Brlce y : I Tbo lox, pgo had- beef .
"Davenport's Fejervary-Park Park -Child- ,noted that maay,ot the -cages, not ally (bey aatd ttlfiay' , -
ren's Zoo is "an adeqhte facility but un- the "circus. wagon" type, had nothing in One of the foxes •appeared, jl
comfortable for some 'Its animals," a them but food and water. •'week" !rolacess4
exve-itolse and ,e
Scott • County Humane Society -official
Connell and Miss Russo visited hilus Russo added.
said today after an Inspection. the zoo Wednesday to check on the con- Bet William Young, m 49agge ai the
Dan Brice, humane society; manag dltfon o['several animals moved- from:. park gad zoo, said the tax cage was Sn01 !
er, toured the zoo after complaints were the Iowa City Zoo to Fe)ervary, Park last "temporary." '
received from. two fowa:;Clty women month: `.yet + " k new, bigger facility a belag
with experience In zoos -.and animal The two•lowa City women said two and should be completed' -t It. a lvte�C i
treatment ;The complaints -"claimed an[- ., arctic'folies hive lost "about five or six" he said.
mals were receiving, inadequate•[core pounds" each since they arrived In•Dav Alice Nicltelson, ea& attClidag4'at
and housing. enport from Iowa City last month. the zoo, said complaints by it4E lona C1=
The two, Jeanne Connll Iowa, City ,-; When they made. their In4pection ty women about patrons abultag 4hhF ant-
zookeeper, and Toni Russo; director of Wednesday; the fox cage was located in mals - throwing rocla at du p1ek-
the Animal Protectlon•l.eague of John•. `�an.unshaded area near a bridge where'- • Ing up a rabbit by itsepcs� shak}ng'a ,
son County — accompanied Bricb on the miny -children were "screaming and 1 skunk cage-w'ere "a peck
inspection today. _ r.. .. ; .
Brice said the zoo's problems do not -_ •, -t;: r . _ •• . �'.t
warrant court action, but said he will.
submit at least four recommendations to-
the Davenport Parks and Recreation
Commission. •
fie said the recommendations in-
clude:
Consideration of "tetter means"
and fewer, hours of work for donkeys
used in a donkey ride concession. The
donkeys work from 10:90 a.m: to 4i90 -
p.m. each day with no water or food .
breaks, which is "too much work.
— Removal or upgrading of small
"circus wagon" cages housing animals,
so that children cannot shake the cages.
— Installation of "some form of
scapegoat In the rages for animals, This
c,luld be, for example;' a "cage 'in a
cage," so animals have some form of re-.
treat and are not constantly exposed to
.the public.
— Installation of some'kled'of olio
:-June;
Richard Lane
Zoo xanarer-City Park Zoo
Civic Center.
Iowa City, Iowa
Dear Dick, June ?, 1976, Jeanne Cor.=fell, z,00;eepe
On ttednesday, ue of :Johnson County
bers of the Animal Protection Leag
to the Davenport Children's Zoo at Fejervary Par;' for:'
of inspecting the quarters housing the artic foxes, sl
turkey sold to,Davenport from ,the Iowa City Zoo
The conditions weT"gound LindaeBeadlere t,,and ght �the. eotteCou
the zoo ,attendent,.Woo
The artielfoxe aced onethere hhotcasphaltwire
thedmain thorn
61 by g,, p e wa
most heavily trafficked.area in the zoo. -
fore,, -..i er
-4 yardsfrom a log; chain` bridge `ap
chiL
swing on-and`was under the loud speaker. The cage
four sides to'public view- No "escape"'or "retreatn
ed for the fox' avoid public e-_ asuplacediin a-,
od several 'inches off the asphalt, . 'there. was- ni
cape.- Except piece;, of and a�water dish, -.placed'
cage but.an-empty food dish.,
There was no`natural shade inthloa placed
-set sunlight wa
as provided p
-tion of ; the`:cage • s.
under the ' fencewoodf ence and, ertlhe- finre
children bending
throuoh-;the'wire for the male` ao t�tsnifna' szo0rviI
1,v 1 '17iCtC,'i;"e.ttend.^rii; at it:+
First'Aid-Office,=who also _ran the icrophone. 1'ne'=
display daily from 9130 A;' till � P;d. -Summer hourai
10 AM till S-Pbi. We were informed the Children's Z(
where from `500 to 1,000 children during summer montl
ficie
The combination of lackeof,lack escape�orIretreatnareasf suf aP
ly exposed?cage� of the :cage; to.th
from so;many.childrent proximity and the blarn
and clatter of the log -chain bridge,
er, induced "an -incredible level of stress into the_
provided for the artic foxes. _
The ;.condition of the Connell,xwho hases has dcared forc<
leaving Iowa ar
City.
xtremely con
animals foria year, was ecerned'`. She
siderable_weight'loss`int when heoth mleft IowahCity,=
had been quite overweigh
was apparent to ;those who had see'h animal
mr. Steve.;Kaiser, who had photographed bot
The female.`lay listlessly in a corner of the cage,,
through out o+ir-inspection. We did observe'her,rl
activity.e e Thcmbinationaofable the;intenseeffort lheatcear
of noise rendered.her`disinterested
'and,weak Se7
inthe artic foxes were overheard expuestioningr
dation. We heard repeated comments; q
female) was dead." ms Connell observed such beha
as a'radical behavioral change, indicatingi.the se -
she was exposed to in that environment.
4_
S:
1
The two skunks from Iowa City were
ed housed
to in blicrvil
cage, approximately : by 5'
back. -They also were afforded no retreat.or. escape ar
was devoid cf any stimuli except for a food_ -and water,-.
observed a group of children s},aking the skunk cage "t
move.
We lefta request with:D.s Beadle, -Aho wasalso quite
the articfoxes, to avehtheir -cape moved immediately,
log chain.:bridge and loud 'speaker, to -an area with,socr
and to have some eacape,in:the.formsoo theScott Cour
cage. We then reported our finding ,
On friday; ''June`4, Ks Connell and I returned `to: Davc
N
the zoo with `r.._Daniel'Brice, manager of the Scott Ci
The artle-fox cage;had been moved a considerable dist
previous, location. A small tree provided some natura:
Ing •was;coolerI, and the crowd very light. .Both'foxes.
ed and alert.d i..r: Richa
At `l Phi we met with Vr. William Young an
Director, to.report.a r observations. We -were, inform
ning to move foxes to a new and.larger cage,, _.
built within a week. The new quarters % ' 141inciud;_"
privacy, away from the _main thorough"fair. However,;
had been In their present cage approximately11a month;
too long. We were also told;the circus wagon ,cages;.
skunks, were _being"phased out," and would be.replacc
ers.'
^yln 7J1,h 7i•..i.li2. +:OlmUi'•itt! arni ia'i^..JO.'9 �il7t, v•)� 1.,.
alternate quarteru for our animals was exprc.s-sad pub.
Neuhauser,ein her statement ."and good homes .f or th,
We would like an explanation from you as to why the.
skunks were sold to the Davenport Zoo, when -such tot
tars were all that was available at Davenport=for th
a copy , of a memo from Ips Connell to you on i4arch, 22';
that you make simple inquiries of each zoo wanting o
the type of, quarters they haveto-offer,'their.super
veterinary,. and general care programs. 1,.s Connell s
memo that such information be obtainedthcihwaoCity'
As you had responsibility for placing a Iowartain]
and appropiate facilities; such inquiry
ht and
wish to -know what information you sougobta n<
any. 14adyou inquired intothe type of housing:ava.:
learned that'Davenport did not have adequate.permant
the artic;foxes and skunks.. If you still`•felt:the::
equately cared for at Davenport, the animals could -
ed In.lowa
oulded:in.lowa City zoo, until such time as;Dayenport;w
house` them. Yet the animals were sold almost',a mon
al, -
have endured utas not:nec
the attic foxes and si
been prevented.
It has also come to our attention that you'planne
dogs to Davenport. They told us.that they ,would_hc
-one of':the circus wagon cages. We want the prairie
where, they will be placed in soil,'a habitat to whi
and to which they are `biologically.suited, Davanpc
not able ,to house the prairie dogs in thos econditi
s. +• � f _. L i ... ' 1 Y Z i . ..-.i -i � .,-S�.Y'Xi �� . _. _ us;2
icly oy�i,ayrr:
Animals."
rtic r' f 0 a ,;a
lly inada,ua
m. We¢ have
Sg7.1 regttad
r: animals, a
s!on,' feedi
:quested` in:Y
against taking the animals and keepingthem in t11e circus wagons• dre
were told this informally, as we were in Davenport in no City capacity,
ficially
Wso you wll ned e trustt1thateyouto cotact willnbegintlem and immediatefinquiriesctofirrnplaeehthe prairieeir n
dogs in a zoo with a proper exhibit area for the animals.
cc Dob Howell
R'ary Reuhauser -
Dennis Showalter
Joseph Frankel
Jeanne Connell
Ann C,onnerman -
Sincerely,
ctor
Antonia Rus o
Animal Protection League
of Johnson County
1,:ayor
zoologist
Midwest Regional Representative
the United States
- Humane Society of
a
i
® 0
fleabob &w n.
,
r i.o� i Jeanne Conq� 1 �`�i 0)*�-1
- IjvQ�Lti � c< <'.� .
4
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regono! planning Cornn fission
® 221/2 sw,th diVaic ,tn•:,i. cc,a city. i•, •:•:a 522. i0 (31;).351-E556 isalDel 1Jrrn=f,
June 1.0, 1976.
COMMITTEE REPORT
Policy Committee - ATS
June 9, 1976
Ohio State Room
Iowa Memorial Union
Iowa City, IA
At its meeting of June 9, 1976, the Policy Committee of the
Johnson County Regional Planning Commission reviewed and dis-
cussed various matters concerning the proposed Freeway 513
project. The committee reviewed a policy statement proposed
by Stan Good to serve as a response to the letter of Robert L.
Uumphroy dated May 11, 1976. The Policy Committee also roviewed
a proposed Technical Committee report outlining potential traffic
benefits of an urban arca bypass: facility. In addition, a pe-
tition of Liberty Township residents supporting the proposed pro-
ject was reviewed by the committee.
Two actions were taken by the committee regarding the U. S. 218
Corridor:
1. The policy committee accepts the petition of the
residents of Liberty Township and endorses the con-
cept of urging rapid construction of that sogmento<
a proposed now hight•:ay from the city of hills south
to Highway 92, within the right-of-way already
acquired for that purpose.
Passed; Shelquist abstaining
2. The Policy Committee accepts the principle of a limited
access bypass of the Iowa City-Coralville urban area
which will serve travel needs of both external -through
and external -local traffic.
Passed; Sheiqui.st absta:iuing
Members Attending: Good, Blum, Perrot, Gibson, Bonfiglio,
Shelqu:ist
Stoff Attending: Brandt, U nnelly, Schaefer
Others: Robert Burns
® Johnson ,county
® regional planning comp Fission
®A skeet,
lova city, bwa 52240 (319)351-8556
®®221/2 south dutuqu-
ISObc'I TunY r a(JI(pa50n
CODJMITTEE REPORT
Technical Committee -
June 10, 1976p1`a
Iowa City,
ittee
the Technical committee reviewed the Policy comm
At this.meeting> 1976 and a proposed statement o£ committee
report, dated June 9, Potential traffic service benefits
member
'Bill Daigneau outlining p
of a freeway -urban bypass.. The Technical committee tool. the following
action`: committee
1, The Technical committee has revie[e d the Policy committee
report and has developed a recommen, "The 1P licyecomm to
Item 42 of that report which states, ass of the
accepts the principle of a limited access byitravel
R and external -local traffic-"
Iowa is theo rine ile urban area which will: serve the ffic-
needs of both external -through statement
policy objectives
The Technical committee notes esaofttraffic serviceaobj
are
lsirediby the
that two ea bypass -of travel
are desired by the local area - namelyor traffic tra-
through the area and use ba the facility
veling to and fro' the urbanthat ain order tocachievesboth
pass
of the Technical committee,
these traffic service objectives a four -lane frsrequiyed.
located within the proposed diagonal corridor is required.
In order to provide adequate Service tshould Uthe urban at-Melroseinterchanges 1+'t11Southwesty
Avenue and Highway
Passed; Shelquist abstaining
to Item #1 of the Policy committee report urging
2, with respect
rapid construction of that segment of a proposed new,hi.igh
south to Highway
from the city of f{ills 92, within the right -
hat -purpose; the Technical
of -way already acquired for t
committee finds that this staging of the project presents
no technical problems in the development of the -facility.
Passed; Shelquist abstaining
the Technical and Policy committees of
g, As part of the review of the draft Environmental Impact State-
ment for Freeway 518,
adopted the following statement
the Area Transportation Study P Planning Commission in January
and referred it to the Regional.:
of 1976:
,
"Move to call to the attention of the Regional Planning
Commission, that based on the. Area Transportation Study-,.,
and particularly based on 1995 Free traff•ic.assignm_eht
to the Existing plus Committed Street and Highway net
work, that it is the conclusion of the Technical and:
Policy Committees that although forecasted deficiencies
in the U.S. 6/218 corridor would not be solved, consi-
derable future traffic would be diverted.from highways
218 and 6, with additional positive impact on Interstate
80 and N. Dubuque Street and with minor.negative:impacti
on unimproved Melrose Avenue."
It is the perception of members of the Technical committee,
that the language of this statement -may have caused some
confusion in the overall evaluation of the.-bene£its.of;:the
proposed freeway urban bypass link of the proposed porject..
It continues to be the conclusion;of the Technical committee,
that the urban area bypass would provide substantial.:future;
traffic service benefits for the U.S. 218/6 corridor in?
particular. It is estimated that the proposed bypass would
provide a reduction in future (1995) traffic rangingifrom
9,000 vehicles per day to 6,000 vehicles per,day.in this
corridor.
We also note the substantial safety benefit of the Freeway
design compared to a two-lane facility. A study, prepared
by the Traffic and Safety Department of the Iowa DOT shows
for.the.period 1970-1974, a substantially higher rate of
fatal accidents per 100 million miles of vehicle travel on
two-lane highways --Interstate (1.55) and Rural Primaries (4.72)
It is unrealistic to presume that any single transportation
project should in and of itself solve the major traffic
problems forecasted for this corridor or other:corridors
of the Iowa City urban study area. :For this reason, -we have
in the Area Transportation Study, identified and.evaluated
the traffic service benefits of_a wide range of.other street,
highway, and public transportation improvements..
Based on our analysis of the assignment of 1995:auto-dominant
travel to the Existing plus Committed Network with and
without.Freeway 518, the Technicalcommittee notes that the
proposed freeway urban bypass would:
a. Divert 4,300 vehicular through trips from portions
of the U.S. 6/218 corridor; including both private
auto and heavy commercial traffic.
b. Remove a total of approximately 6,500.vehicles per
day from portions of U.S. 6/218 traveling to and from
the Iowa City urban area.
C. Generate a relatively small increase in.travel on the
Melrose Avenue connector (+1,100 v.p.d.) given`. he
land use anticipated in the Metro Land Use Plan'.-
0 -3- •
d. Divert the largest share of external -local traffic
from U.S. 6/21S to improved Highway 1 Southwest
(+5,400 v.p.d.).
It is the conclusion of the Technical committee, that an
urban area bypass generally located within the proposed
Freeway 518 corridor would have substantial traffic
service benefit for the Iowa City urban area. These
traffic service benefits as outlined in this report should
be throughly considered in the evaluation of both the costs
and benefits of the proposed Freeway 518 project.
Members Attending: Plastino, Brachtel, Gode, Daigneau, Shelquist,
Crawford
Staff Attending Donnelly, Brandt
Others Attending : Robert Burns
nson.,
�pr'-197 6 -1
Adv :7
Adv.i's
Yfrans
�qr
�Pol
- -1
Iowa 1 . 1, tl.� i ty �!, and
l
',a
e=thaw ,there i s
pr 0 JV
li1197.6,;'itis. =our
sons sl so` that
jlqec
w
n consensus,` s'ev.
rlyirig basis for1,nu
PFoj dc
ate -con e e about
ropriatCimp-roveme . v
demented .
I
-j
Jr
S, 1,
0 ntly..-Yosu results: n a 'n 3;
cor problem 4 �
tis i
tot means i various
o ;.provide less :cost]
an ia 01
te "'in wk. -manner -A-1 IC -'IS -'z
h
4the*sta ar ic require
way,4 level a 11 ies*r wit 13
�d
excess of ;:l ehicles:Tr.
Icons ruc t* ic
damage associated wxththj
Basedon tfiese-considerations;
designofthe -.,appro r iate-Iiij I
:
Deeniddbntif!6doreva uiate
jreewaY,4--SolutibnL i e t'i ." j
ie
z,:ir
I * F
meht,::_the 'Lprop.ose rd.eivay.- ia
tra sVrv!idbI b6n'.e'Tits,,%to,:; v
0
ancu-
.-Ou weig its, i9h.--_.qons,t'ruc
U -S",-21 87-s_0dth,2 o 'Jowac
,U:ty.-:c
ore
Meru, of th e e6ir
It should be '
houreve
s s'eld
e ltloiir
p d" sly,��with't I h 1 6 1o'wa - D .1 0 1 T,
appi opriate, pprovements`;fpr' t
we,c, r, equdsf: that,the
the:.,,process zin-.:Lts% cont inuing-
_Co,umty,and. the Regional P:I:ann 1
Continue `to:. -.p' 't .. .....
air.,icipat
rof pwath'e'Utban`
...uate,`thd-e- fcombinatioh-:o-f'-*s
t,ion:L
,.mp' roveMentswhich
TYta--
6/218 -'C6'rrTdq
mentai an .,socialcosts:
-diag6iial. jj�,p'j j e
I �4 '' � ;proposed- _'d FrVewa a gy c
e..prop6`e
);,jnorder that an ,-
tapprq
programtieddsllsdon,d s poss
-U sS ;-218 Corridor=south?9
dy
g iu ",to�';Primride
.1
F.py
-an S*bf-thid Salterriai
e,r
at�are_�Conirftitt6d to=
a.r6solVing
me s � needed
n Atz,�this .*�-`s'e c t i
options �zmay;be-jmplemente d
�- , ,
whileany of`these
tf�e Gdrrid6i"" - as -
`Corridor"
inform -
orm ationt.. necessary�llt zc
"disadvantagesof_each -,-.each'
e included<inthis anal ys
ot
BASIC AL*NIATIVES FOR U.S. 218 C0a1*PR
IN JOHNSON AND WASHINGTON COUNTY
•alr<t
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rar1,<!
vri n�.tl[•. VI ::I
JCRPC
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o t+-.•• -. .. - _. .r a .. ae 1 c t•n. v yon-[n5[ml•, •Hr !l: •,,.a
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• f
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(('19 351-8556
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® L /2 $OUifl �'J J'J-I'il' SI(eet, le'wc] Qty, K0"o b
May 27, 1976
MEi•10
TO lova City City Council.
Coralvil)e City CounciA ``
3ohnson Cou:]ty 130,13.1 01 Ipervisors
University of 101"a, Ray Aiossman
FROM: ROboit Donnelly
R1: Transit Development program Update FY1977
Attached is the Transit Development Program Update: Fiscal yca:'
1977, approved by the 'Tral;sit Advisory Committee in 'Mauch. The
staff: of the IZcgiona]- planning Commi.ssi.on has worked closoly
- iti] L:i]e tTal]S]l. opclaLors and policy repreSentat'.ves of the
fou; public transportation cnti.tics of Johnson County in the up-
dating of this program.
This updated program should Elect all continuing planning require-
ments for 11AiT;\ capital assistance programs which are available
for the Johnson County area. In particular, it is anti.eipatcl
that with only minor supplementary amendment, this document ]�i.]-j.
assure the eligibility of any public (or private non-profit)
applicant seeking federal funds to assist in the purchase of
capital equipment for elderly and handicapped transportation
services. Follo]•ri.ng the results of the current elderly and hand:.-
cappel spacial needs study being conducted by the Comm:ssi.on,
the specific recommendations of that study will be included in
this updated program.
In April, the Transit advisory Committee approved this current
updated program and has referred it to the transit operating
entities of Johnson County for their review and action.
TRANSIT DEVELOPMENT PROGRAM
for the
IOWA CITY-CORALVILLE URBAN AREA
Fiscal 1977 Update
Prepared by the
Johnson County Regional Planning Commission
222 South Dubuque Street
Iowa City, Iowa 52240
April, 1976
The preparation of this report was financially
aided through a Federal Grant from the U.S.
Department of Transportation, Urban Mass Trans-
portation Administration - authorized by the
Urban Mass Transit Act of 1964, as amended.
JOHNSON COUNTY REGIONAL
PLANNING COMMISSION
Chairperson: Isabel Turner
Members
CITY OF
IOWA CITY
CITY OF OXFORD
Carol
deProsse
Sadie Specht
Linda
Dole
Dorothy
Douglass
CITY OF SWISHER
Louise
Larew
F1oydGardner
James
Lindberg
Mary
Neuhauser
CITY OF SHUEYVILLE
David
Perret
Jerry Cisar
Allan
Vestal
Robert
Vevera
C
ITY OF SOLON
CITY OF
CORALVILLE
Harry Krall
Julia
Lyon
JOHNSON COUNTY
Glenn
Shoemaker
Richard Bartel
Lea Strottman
John Dane
CITY OF
UNIVERSITY HEIGHTS Robert Dougherty
Robert Lenz.__
F.D.
Staab
J. Patrick White
CITY OF
NORTH LIBERTY
UNIVERSITY OF IOWA
David
Roberts
Richard Gibson
CITIZENS ADVISORY COMMITTEE
Isabel Turner
TRANSIT
ADVISORY COMMITTEE
Members
Dorothy'Douglass, Regional Planning Commission'(Chairperson)
Pat Foster, City of Iowa City
Glenn Shoemaker, City of Coralville
Ray Mossman, University of Iowa
Robert Lenz, Johnson County.
Patricia Cain, Citizens Advisory Committee on Transportation
Charles Read, Citizens Advisory Committee on Transportation
Wilma Kincaid, S.E.A.T.S. Committee
Resource Persons
Alan Baker, City of Coralville
Steve Morris, City of Iowa City
Carol Dehne, University of Iowa
Barbara McNamara, Johnson County
ACKNOWLEDGEMENTS'
The preparation of this report is the result of a joint
effort on the part of many individuals. In particular, this
report would not have been possible without the continuous
cooperation of the three local transit operators: eSteve, Morris
of Iowa City, Al Baker of Coralville, and Carol Dehne of the
University of Iowa.
The participation of those citizens and elected officials
who serve on the Transit Advisory Committee of the Johnson County
Regional Planning Commission was also essential in the prepara-
tion and review of this document.
Finally, appreciation is due to those individuals on the
staff who worked on this report and provided many ideas, contri-
butions, and critiques.
Staff Participants
John Lichtenheld
Robert Donnelly
Barry Hokanson
Brad Harvey
Kent Zimmerman
Kelly McMullen
Frances Blommers
Diane Bunte
Anne Cooney
Principal Author
Transportation Planner.
Senior Environmental Planner
Graphics Supervisor
Draftsperson
Administrative Assistant
Secretary
Secretary
Copy Technician
TABLE OF CONTENTS
SUMMARY OF RECOMMENDATIONS
SECTION I. INTRODUCTION
SECTION II. REVIEW OF LOCAL TRANSIT OPERATIONS
An Overview of Local Transit
Operations
Iowa City
Ridership
Costs of Operation
Comparison with Other Iowa
Transit Operations
Coralville
Ridership
Costs of Operation
Comparison with Other Iowa
Transit Operations
Cambus
Ridership
Costs of Operation
SECTION III. TRANSIT GOALS AND OBJECTIVES
SECTION IV. ANALYSIS OF ALTERNATIVE IMPROVEMENTS
AND RECOMMENDATIONS
Existing Programmed Improvements
Current Priority Considerations
Transit Promotion
Elderly and Handicapped Transit
Service
Reordered Policy Priorities
Recommended Short Range Program
PAGE
1
2
4
4
9
11
11
20
21
22
24
31
31
32
34.
39
45
45
49
49
53
55
56
TABLE OF CONTENTS
Continued
Alternative Program Levels PAGE
Program Summaries 59
SECTION V. res 59
Improvement Expenditures
SOURCES OF REVENUE 64
Local Sources 71
Iowa City 71
Cora IviIIe 71
Cambus
76
State Sources 77
Federal Sources 81
SECTION VI. ANNUAL PROGRAM REVIEW83
AND UPDATE PROCESS
The TDP Review Process 84
An Update Procedure 84
85
APPENDICES
REFERENCES
Iowa Municipal Transit 0 Aerati88
ons 89
UMTA Capital Grant Costs Summary
Transit Promotion Pro 91
posals
Alternative Transit Im 92
provement Options 97
Description of Alternative Program Levels 105
116
LIST OF TABLES
TABLE
PAGE
2.1
Iowa City Area Transit System Operations; FY75
10
2.2
Iowa City Transit Budget; 1974
14
2.3
Iowa City Transit Budget; FY75
15
2.4
Iowa City Transit Budget; FY76
18
2.5
Iowa City Transit Operating Statistics; 1974 and
19
FY75
2.6
Coralville Transit Budget; 1974
25
2.7
Coralville Transit Budget; FY75
26
2.8
Coralville Transit Budget; FY76
29
2.9
Coralville Transit Operating Statistics; 1974 and
30
FY75
2.10
Cambus Budget; FY75
35
2.11
Cambus Budget; FY76
37
2.12
Cambus Operating Statistics; FY74 and FY75
38
3.1
Objectives for Public Transportation
40
4.1
TOP Implementation; FY76
46
4.2
Summary Table; TOP FY77 through FY80
47
4.3
Recommended Transit Improvement Priorities
58
4.4
Summary of Five Year Improvement Program;
61
Alternative 2
4.5
Summary of Five Year Improvement Program;
62
Alternative 3
4.6
Summary of Five Year Improvement Program;
63
Alternative 4
4.7
Summary of Transit Improvement Expenditures;
67
Alternative 1
LIST OF TABLES (Continued
TABLE
Iowa City and Coralville Route
PAGE
2.2
4.8
Summary of Transit
Alternative 2
Improvement Expenditu;
res
PAGE
4.9
Summary of Transit
Alternative 3
Improvement Expenditures;
68
4.10
Summary of Transit
Alternative 4
Improvement Expenditures;
69
5.1
Estimated Potential
Sources; Iowa City
Local Transit Funding
70
5.2
Estimated Potential
Sources; Coralville
Local Transit Funding
75
5.3
Estimated Potentail
Sources; Cambus
Local Transit Funding
78
Chart of Monthly. Ridershi P; Cambus
27
2.9
80
LISA FIGURES
FIGURE
2.1
Iowa City and Coralville Route
PAGE
2.2
Cambus Red and Blue Routes
5
2.3
Cambus Interdorm, Hawke
Oakdale Routes Ye-Interdorm,
6
and
7
2.4
Chart of Monthly Ridership; Iowa
2.5
City
FY75 Expenditures Breakdown;
12
2.6
Iowa City
Chart of Monthly Ridershi
16
2.7
P; Cor
Coralville
FY75 Expenditures
23
2.8
Breakdown Coralville
Chart of Monthly. Ridershi P; Cambus
27
2.9
FY75 Expenditures Breakdown•33
6.1
Cambus
Annual TOP Review P
Process
36
87
SUMMARY OF RECOMMENDATIONS
The updated Transit Development Program (TDP) outlined in
this report represents the recommendations for short range transit
improvements programming in the Iowa City-Coralville urban area
developed by the Transit Advisory Committee of the Johnson County
Regional Planning Commission. The time period of'thls'program is
the five year period starting Fiscal Year`1977'and'ending'with
Fiscal Year 1981. The essence of the 'recommended'public'transpor-
tation improvementsprogram is a listing' and priority sequence of
potential operational improvements in the local public 'tra'n'sportation
systems. This recommended program may serve as`a guide in the
selection and implementation of the operational improvements`in the
annual budget and capital improvements 'programming process of the
local transit operating entities.
Additionally, in light of the uncertainty regarding future
levels of local, state, and federal transportation' funds'available
to the area, four Alternative Program Levels are identified. These
reflect differing assumptions regarding the future'availabi'lity
of financial resources.
Level 1
continuation of the present level. of transit service
with'no scheduled improvements.
Level 2
A —Tow Tevel annual budget increase (average 6 percent
annually) with a modest extent of "improvements scheduled.
Level`` 3
A med ium level annual budget increase (average,14 percent
annually) with substantial improvements scheduled.'
Lever' q
7--fiigT—level annual, budget, increase (average ,18.percent,
annually) with all'recommended'improvements implemented.
The recommended improvements program is outlined in more
detail in Section IV -C of this report.
1.
SECTION 1
INTRODUCTION
A Transit Development.,Program. (TDP) is a short.range,
(5 year) plan directed at; providing., a mean,s,o.f_estab.lishing.
and coordinating improvements for public tran.sportat,ion,._ The.
TDP for the Iowa City-Coralville,,urban area, ad.o,pted,by the".
Transit Advisory Committee (TAC),of the.Johnson.County.Regional
Planning Commission (JCRPC) in December of. 1974, specifically
provides for an annual review and, up,d.ate,.proc.edure,by whic.h_,the
established TDP document is to be kept relevant,and current..
This report serves as a formal means by, which, this ongoing„pro-
cess of revision may be documented..following„t,he first year of
the TDP's inception. This report ,is a,companion, piece to the
initial TDP, the two reports together constitute a continuing
guide..to the implementation of improvements, in the transit,sys-
tem within the framework of priorities established -by, the
Regional Planning Commission, its Transit Advisory Committee.,..
and its implementing agencies.
'The general format of this report pr:ovide`s an overview
of transit operations over the last three years apd a compari-
son with those of other Iowa municipal tran`sitop`erations. This
is followed by a review of the adopted goals and ,objectives of
the community as related” to tr`ansit',. inclu'dJng a`r'e view of tran-
sit improvement options pertaining to these policies„a,nd objec-
tiVes: The fourth section covers a. discussion of the programmed
2.
TDP improvements, the current extent of their implementation,
and alternative improvement and priority considerations. A
list of transit improvements, as recommended by'the TAC, is
presented in order of priority. From this priority list, four
alternative improvement programs are developed, with,each al-
t I ernative
lteroative reflecting a different budget level. Potential and
existing sources of transit revenue for each of the three sys-
tems are reviewed in the fifth section. The final section of
the report outlines recommended procedures to be followed in
future annual reviews and updates of the TDP.
Rather than recommending a single transit program for
implementation over the next five years, this report presents
a recommended program of improvement priorities, which can be
implemented over the next five years at a rate which future
budget constraints allow.
3.
SECTION II
REVIEW OF LOCAL TRANSITAPERATIONS
A review of transit operations current to that documented
in the Transit Development Program is covered in this sect ion.
Each of the three local transit system's operations are reviewed
separately, following an initial overview of local transit opera-
tions. This review includes a summary of change implemented in
transit service, ridership trends, and costs of operation for
the years 1974, 1975, and 1976 (estimated). Local transit service
during the 1974 calendar year is also compared with that of other
urban transit operations throughout the State of Iowa.
An Overview of Local Transit Operations\
There are three urban transit systems in the Iowa City -
Coralville area and one rural Dial -a -Ride system. The route
configurations of the transit system owned and operated by the
City of Iowa City, and the system owned and operated by the City
of Coralville are shown in Figure 2.1. The third transit system,
Cambus, is owned and operated by the University of Iowa. Cambus'
central campus routing is shown in Figure 2.2, while _Figure 2.3
displays those routes linking the central campus with outlying
areas. A rural elderly system, operated by the Johnson County
Board of Supervisors, recently started providing limited service
in the non -urban areas of the county. The system is discussed
briefly in a later segment of this report (Section IV -p) covering
the provision of special elderly and handicapped transportation
services.
YL' 4.
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CAMBUS RED and BLUE ROUTES
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The total combined ridership.of al,l three _local. transit
systems during 1974 was 3,980,345;:the-second highest municipal
transit ridership in Iowa. In 1975, 4,033,033 passengers were
carried on all three systems, an increase of 1.3 percent in
ridership over 1974.
Iowa City's ridership can be expected to remain the same
(about 1.4 million) unless the,level,of :service, presently offered
and the capacity of the system is improved. It also appears-,
that Cambus ridership has stabilized (at 2.4 million), but:im-
provements in evening service.and service to:the.,0akdalef;Campus,
both instituted during the latter part of 1975, may be expected
to increase ridership somewhat. Coralville's ridership•, which
increased the most significantly in 1975, will; most likely,remain
in the neighborhood of 200,000 riders annually unless it also:
improves its present level of service.,
Ridership on the three systems varies dramatically between
the summer months and the regular school year. During-FY75;,;the
average ridership for all three systems for the eight month :school
year, (September through April) was 409,933 ,per month, -while it
dropped to 184,559 per month for the four summer months. (May,:
through. August); a drop in ridership of fifty-f.iv,e percent per
month. This confirms that local transit ridership is�substan-
tially comprised of students and ebbs and flows wimth the students'
arrivals and departures from the Iowa City area.
The provision of a high level of transit ,ser.vi.ce,:inthe
Iowa City - Coralville urban area comes at a high cost...The,;,
91
summary of local transit operations provided in Table .11 in-
dicates that a combined total of almost one million dollars was
spent for transit in FY75; the largest portion of the area's
transit expenditures being absorbed by labor costs.
Iowa
The Iowa City Transit System has undergone alterations to
three routes since the beginning of the 1975 calendar yea" The
loop at the end of the Rochester route has been ex' tehded out to
Amhurst Street to encompass a wider'ar'ea of covei-age,'while'both
the Hawkeye and West Benton lines ha've'been rerouted around and
south of University Hospital along''Melrose Avenue:
During the first four months Of 1975, extra rush hour ser-
vice was provided by the addition of one extra bus each for the
Lakeside, West Benton, and Hawkeye routes. Direct express ser-
vice was provided to the Lakeside area, 'and headways were reduced
to;fifteen minutes on the Hawkeye route. Similar winter peak
hour service is again expected to be implemented;'.in January of
1976 and continued through April (g76)
A new route servicing the Wardway"Plaza area has 66en'in
in effect since October 6, 1975: Two`bUses are"being leased
(one will be used as a reserve) to provide service' on, one=half
hour headwa"ys.
Presently, the Iowa City Transit System services eleven
routes, thirteen hours a day, six days a week', with one-ha"ff
hour headways during the week''and one' hour' hea'dwa'y"s
on 5'aturdays.
The city owns fifteen buses and leases two. Thirteen of the
I
9.
TABLE 2=1
IOWA CITY AREA TRANSIT SYSTEM OPERATIONS
FY 1975
Average
Rider-
Local. Sub-
:- sidy
Hours of
-pays of
'".
-_
Iowa City 1974
_ Total
Cost
Lecal
Subsidy
NUles
Operated
Riders
Per mile
ship per
Capita
per
Capita
-Operation
Operation
" tx
Metro Area Population Ridership
pare
Revenue
--------------
-,
47,744 1,408,899
154
212,105 468,110a
256,005
475,000b
-2.97
- 29.5.
5.36
6:00 a.p.m. to
312
Iowa City
(12 hrs/day)
(6 days/wk)
25F°
60,500 145,225
84,725
223,900__
- ..86
29.0 _
12.83
6:00 a.m. to
12:00 p.m.
;' 312
-:
._
Coralville 6,605 191,871
"
--
-
.(18 hrs/day)
(6 days/wk)
J
276,605 613,335
3,10,730
698,900
2.29 -
28.8
6.14
Subtotal 55,530 1,600,720
O<
0 343,800
343,8009
298,500.
8.0
-
_
6:00 a.m. to
12-00 P.M.
-:" 218
e
linivcrsity - 2;!!16,960
Cambus
_
_.
_-
__
(1811 hrs/dap)
(5 days/wk)
0
-
276,605 957,135
684,530
997,400 "
4.03
72.4--
-12.33
?biro Total. 55,530 4,417,689
°includes capital depreciation.
bEst irate
15
CA 35c fare went into effect in March
of
1975
dIncludes town of University Heights
with
1181 persons.
eThc University of Iowa's enrollment
for
the 74-75 school vear
was about 21,000 students.
r-
'Cambus does not operate when school
is not
in session.
_
-
`Includes work study monies ($146,899).
buses are in operation during peak periods and twelve during
regular hours of service.
Ridership
Ridership for 1975 was up 1.6 percent over that in 1974.
Figure 2.4 provides an overall comparison of monthly ridership
for the past four years. Although ridership steadily increased
from 1972 through 1974, ridership for 1975 did not increase sub-
stantially over that for 1974. Only in September did the 1975
ridership increase significantly (14.3 percent) over and above
1974 ridership. In fact, demand was so high on some routes
early in September of 1975 that many of those waiting to board
the bus on a few routes were left behind due to insufficient
capacity. It is estimated that up to 150 people were passed up
on a single morning. (This occured during fair rather than in-
clement weather.)
According to the Iowa Department of Transportation's sta-
tistics for 1974 (Appendix A.1), ridership on the Iowa City System
was the second highest in the State of Iowa, surpassed only by
Des Moines' transit ridership. A further comparison of transit
ridership in relation to population among the state's fifteen
urban transit systems (Appendix A.2) reveals that the Iowa City
Transit System carried more riders per capita in 1974 than any
other transit system in the state.
Costs of Operation
As a result of Iowa City's transition from a calendar year
budget to a fiscal year budget during 1975, the Iowa City Transit
160,000
150,000
140,000
130,000
120,000
110,000
100,000
90,000
80,000
70,000
A.
60,000
N
N
b
i
50,000
40,000
30,000
20,000
10,000
L
Jan Feb Mar Apr TrayJun Jul Aug Sep ` Oct Nov Dec
Month
CHART OF. MONTHLY RIPJ:RSllII?
IO1VA CITY TR.4NSIT`SYST1Pt
CITY OF IOIVA CITY, MVA
12.
System's budgets for both the 1974 calendar year and the 1975
fiscal year are reviewed. In addition, the estimated budget
fior fiscal year: 1976 is also presented."
Total expenditures over the 1974 calendar year (Table 2.2)
are considerably higher than those'for 1973 because all the costs
of two new..buses are included in the --budget for -197-4. The cay
absorbed the full cost of the two 6us'es with no assistance from
federal or state sources. In 1974; for the first time in the
history of the transit system, the br-unt.of the, -cost ofroperating
the transit services was carried by'sources other than property
taxes. General -revenue sharing funds and farebox revenue accounted
_for over 75 percent.of the amount needed to cover the costs of
operation in 1974.
If"expenditures for calendar year 1974 are inflated`(due
to lumped.capital costs), then those for F.Y75"'(Table 2.3). are
somewhat under -inflated. The maintenance -expe"ndit"ures for FY75
are low as a result of a changeover,in"account ing procedu`res
which did not fully incorporate the costs of transiit maintenance
during the finale three months of FY75.* Funds for 'transit opera-
tions were again derived primarily from -fares and -general revenue
sharing sources for FY75. The funds allocated exceed the ex-
pend.itures for FY75 in order to relieve a transit accounting
deficit which has accumulated - -from -prev-ious--yea-r-s-.
A more direct and disaggregated il,lustration..of transit
expenditures for FY75 is, shown in Figure 2.5. Personnel (sal -
*
*The estimated maintenance 'expenditures for all of FY75 is about
.$110,000 (app roximately. $9,000 per:. month).
13.
TABLE 2.2
IOWA CITY MASS
TRANSIT BUDGET
ACTUAL 1974
Expenditures:
Operating Expenditures
-Personnel Services
-Maintenance
-Retirement and Insurance
-Other
Capital.Expenditures
-Equipment (incl. 2 buses)
-Capital Replacement Fund
Total Expenditures
Receipts•
Operating Revenues (fares)
Subsidy (Allocated)
-General Revenue Sharing
-Property Tax (.78 mills)
-Other
Total Receipts
Balance
230,870
106,545
40,160
55,5.15'
433;090.
125,235
90,735*
34,500
S58,325
211,950
65,605
264
490,510
-67,815
*The two new buses were paid for entirely by the City.
Federal Capital grants assistance was not requested.
14.
TABLE 2.3
IOIVA CITY .MASS .TRANSIT
BUDGET
ACTUAL FY 1975
Expenditures:
Operating Expenditures
•Personnel Services
-Maintenance
-Retirement and Insurance
-Other
Capital Iixpendituros
-liquipment
-Capital Replacement Fund
Total Expenditures
Receipts:
Operating Revenues (fares)
Subsidy (Allocated)
-General Revenue Sharing
-Property Tax (.96 mills)
-Other
Total Receipts
Balance
427,190
237,187
83,139*
40,472
66,392
40,920
3,420 .
37,500
. 468,110
212,105
399,020
317.,592
81,013'
415
611,125
+99,670
*This figure is low due to a changeover in maintenance
accounting procedures.
15.
1
FIGURE 2.5
FY 7975 EXPENDITURES
BREAKDOWN
IOWA CITY
EQu I p MEN T-
RENTAL
1.390
5ERvIcEs E ComMODITIES
ve"tCL-E ECZUIPMENT
OUTCgY
CAPITAL
RE PLACEM
FUND
8.0'/0
RETIREI►lEN
INS"
RAUCE
$ 7 00 PERSONNEL...'
SERV Ices.
FUEL. E SALARIES EWAGES)
LugRlcRwrs 50.6 i
8. g%
o .
VEHICLE _. .
MAI
NrENANCC
17.8%
IG.
aries, wages, and benefits) account for almost 60
percent of
the budget, while vehicle operation, maintenance, and replace-
ments contribute another 35 percent.
Included in the estimated budget for FY76 (Table 2.4) is
the purchase of three new buses, 80 percent of which will be paid
for by a capital assistance grant from'the federal government.*
Only Iowa City's share (20 percent) toward the cost of the three
buses is included in the budget. A new source of�funds which
may be used for transit is expected'from„the State of Iowa. Con-
sequently, FY76 funds covering the cost of 'transit in Iowa City
are expected to come from local, state, and .,federal.sources.
Beginning in 1972, a capital: replacement fund was set up
based on the annual amortization of the twelve new buses pur-
chased in 1971. Originally depreciated at an annual ra'teof
$34,500 during the -first three years, this was ra`ised"to $37,500
in FY to include the amortizatio'n.o'f two more new buses -,-and
it wi.:ll again be raised in FY77 to include three more new buses.**
As of the beginning of FY75 (June), the-capitalreplacement fund
had accumulated over $125,000. The capital `replac'ement fundis
based on the premise that the city will:l,-be responsible, -for the
full cost of replacing the vehicles and':there will be no capital
AY
grants available from outside sources.
Performance measurements for 1974 and FY75 are shown in
Table 2.5. As previously mentioned, the actual annual costs for
*See Appendix B for a cost summary of the grant.
**Depreciation was originally bas'ed`"on'a total capital cost of $34,500
per bus, a lifetime of twelve years, and no interest rate.
17.
TARL1: 2.4
IOIVA CITY, DiASS, TRANSIT
13UDGET '
FY 1976,(ESTINIATE)
Expenditures:
Operating Expenditures
-Personnel Services
-Maintenance,
-Retirement and Insurance
-Other
Capital Expenditures
-Equipment (3 Buses)
-Capital Replacement Fund _.
Total Expenditures
Receipts:
Operating Revenues (Pares)
Subsidy (Allocated)
-General Revenue Sharing
-Property Tax (.48 mills)
-State Alunicipal Assistance
Total Receipts
Balance
294,515
100,700
46,270
72;500
36,000*
37,500
594,220
222,900
349,370.
210,000
46,270
93,100
572
-21,950
*This is Iowa City's matching share (20%) of the cost of
three new buses; the balance (80$) coming from a capital
grant from the Federal Government. 1
M
TABLE 2. 5
IOIIA. CITY NI ASS TRANSIT.
OPERATING.STATISTICS
ACTUAL 1974'
Passenger;
Tot al"Miles
'Total cost/passenger
Total cost/mile
*Operating deficit
Operating deficit/passenger
Property tax/passenger
ACTUAL PY 1975
Passengers
Total Miles
Total cost/passenger
Total cost/mile
*Operating deficit
Operating deficit/passenger
Property tax/passenger
1,413,410
475;057
.395
1.175
354,635
.245
•046
1,408,849
475,000 (Estimate)
.332
.985
2s6,OOs
.058"
*Operating deficit is derived by subtracting the operating revenues
from the total costs (expenditures).
19.
1974 are somewhat inflated due to. .the inclusion of the total
cost.of two new buses purchased during,
that year. For,.a more
meaningful comparison, Iowa City's,FY75 transit performance
was compared with that in 1973 (See the,TDP for 1973_performance
costs). Whereas the transit budget increased by ,14.2. percent
between 1973 and FY75, the cost per passenger rose by,5.7 per-
cent and the cost per mile increased;by,13.3 per,cent.lThus, an
increase in ridership kept the cost pe r, passenger low while_,
overall coverage (i.e. mileage) remained relatively constant.;
A,drop in the property tax subsidization per passen9er„of.65.9
Percent is due inpart to an .increase in ridership, but; the,,,
major cause is more reliance on alternative means of subsidi
zation - namely General Revenue Sharing.,
Comparison With Other Iowa Transit Operations
A comparison of Iowa City's 1974 operations..with_those
Of fourteen other Iowa urban area transit systems..(Appendix A
JI
ranked Iowa City highest in rides per capita (29,2),,the„second
highest in revenue miles per capita (9.8), and the lowest in
fare (15.cents).
While offering this high ;level, of',service, the Iowa City
Transit System's costs* were relatively low,. The cost:;per.,mile
($.89) ranked fifth highest in the state, while the operating
deficit per ride ($.18), along with Des Moines, was the lowest
in the state.
*The Iowa DOT cost figures for 1974 did not'incTude the 'cap i: j,
cost of the two new buses ($90000):
20.
sI
Coral vi
:
Under separate contract agreements with the University
Of Loma Administration and the City'Council of North Liberty,'
Co'ralville's transit service was expanded'to include both North
Liberty'and'the University of Iowa's 11 Oakdale campus during the
1975 fiscal year.
During the latter part Of`1974,'service to both areas
was combined into one route. After service to North Liberty was
discontinued in December of 1974 upon the recommendation of
the City council, service to Oakdale was`incorporated''into'the
lst`Avenue route in January of 1975 'and continued through May
(1975) after which time transit'service to Oakdale was also
eliminated, upon the expiration of the University's contract.
Both the Lantern Park and '10th'Street `routes were tempo-
rarily removed from transitservice during the summer'of 1975.
Service 'during this time period'was cut back to`the"regular
Coralville route with one-half hour headwe s
peak hour route. ,
Y and the 1st Avenue
A major modification was instituted for the'fall of 1975.
The Lantern park and 10th Street routes'were combined into a
single-'double-reverse-route.* Headways vary from 'fifteen to
thirty minutes during'peak hours and thirty minutes "to
'an hour
on 'off-peak hours. This service is offered from 6 a:m.;to
weekdays only. Service is continued during weekday evenings'
*Single-double-reverse-route:- Tr.ansit.,jargon.designati;ng a
single fixed route loop'serviced by .one bus;,in,'a clock9nati,,wise.
direction and one bus in a counter-clock e direction.'
21.
.... __... i is ..
and Saturdays until midnight, but it reverts back -.to the regular
Coralville route and operates :at one hour headway intervals.
The lst'Avenue route, continued through"the summer,, still offers
9 peak periods
extra service Burin the s. The Coralville Transit
System's fare was increased from 25'to 35 cents in 'March of 1975.
Presently the Coralville.Transi't System comprises nine
buses, two of which provide continuous coverage on weekdays
during regular hours with two extra'buse-s added on during .11 peak
periods. One bus operates in the evenings and`on Saturdays.
Ridership
Ridership for.Coralville'during 1975 was up 7.5 percent
f
over that for 1974. Figure 2..6 shows monthl-y"ridership for'
Coralville during.each of the last four years."' The dramatic in
i
creases from 1972 through 1974 seem, to have tapered off Isi e!
what for 1975.
It is interesting to note that.-the:ridershiP between}
March and September of 1975 was up 6.4 percent over the similar
period for 1974 even though there was ' -a ;fare increase of"40 per-
cent. This may indicate thatridership ;is inelastic with regard
to price (i.e. increases 'in fare do not effect -_a. -decrease -in
ridership). This is plausible considering the rising price of
gasoline and the lower" income' "" -
(capfive rider)"sfudent popula-
tion residing in the'Coralville area'. An. alternative indication
may be that the impact of the fare increase was mooted by changes
in the level of service, as service modifications were instituted
a number of times following,the fare"increase.
22.
22,000
20,000
18,000
16,000
14,000
12,000
10,000
a
x
N
f-.
8,000
6,000
4,000
2,000
0
Jan Feb Mar Apr May Jun Jul. Aug Sep Oct,.: Nov Dec
Month_
CHART OF MONTHLY RIDF.RSIIIP:.
CORALVILLE, TRANS IT;SYSTEW;
CITY OF CORALVILLE., I011A
23.
Among Iowa's fifteen urban transit.systems, Coralville's
per capita ridership was second only to that of Iowa City's.
(Appendix A.2)
Costs of Operation
Coralville also changed its budgeting system from a cal-
endar to a fiscal year base during 1975. The bud'gets.reviewed,
therefore, reflect this transition.
Expenditures for calendar year 1974 (Table 2.0 were al-
most all directed at operating expenses with only'33 percent
going into capital outlay. Funding from sources other than
fare revenues (subsidies) covered a little more than one-half
the total cost of the transit system in 1974.
Increases in the 1975 fiscal year,budget (Table 2.7) are
primarily attributable to the Contract service incorporating
North Liberty and the University of Iowa's Oakdale Campus into
Coralville's route system. Although not broken down separately
under the receipts for FY75, Coralville received $8,000 for
providing service to Oakdale and $4,000 for providing service
to North Liberty, The increase in fare revenue is also a result
of this service expansion, as well as the increase in fares
(although to a somewhat less significant degree). Due to the
increased costs for FY75, the transit system was subsidized
with funds from the general fund (one of seven municipal funds).
A breakdown of the FY75 budget is illustrated in Figure 2.7.
Over 64 percent of the budget covered personnel costs (wages,
salaries, and benefits).
24.
TABLE 2.6
CORALVILLE MASS TRANSIT
BUDGET
ACTUAL 1974
lixpenditures:
Operating; Expenditures
-Personnel Services
,-Retirement and Insurance
-Fuel
-Other
Capita] Expenditures
Total Expenditures
Receipts:
Operating Revenue (Pares)
Capital Revenue (Sale of 3 Buses)
73,180
S,710
8,330
31,280
122,500
49;000"
8,000
Subsidy 65 S00
Gencral'Revenue Sharing 28,000
,-Property,.,Tax (2.1 mills)* 37,500
-Other (Sale of 3 Buses) 8,000
Total Receipts 122,500
*Special two mill property tax levy
25.
TABLE 2.7
CORALVILLE MASS TRANSIT
BUDGET
ACTUAL FY 1975
Expenditures:
Operating Expenditures 141,225
-Personnel Services 85,920
-Retirement and Insurance 7,210
-Fuel 11,725
-Other 36,370
Capital Expenditures. 4,000
Total Expenditures 145,225
Receipts:
Operating Revenues (Fares) 60,500
Capital Revenue (Sale of 3 Buses) 8,000
Subsidy -
76,725
-General Revenue Sharing 40,000
-General Fund 10;000`'
-Property Tax (1.5 Mills) 216,725
26.
1-icURli 2.7
FY 1975 VXPENDITURFS
RRI:AKDOWN
IRETIREfYIeN-r
CORALVILLE
vemr.Ie EQU►pMEwr
27:.
Projected expenditures for FY76 (Table 2.8
cost of a new maintenance building-_�-) include the,
and Coralville's local share
(20 percent) of the purchase of five new buses.
expenses are estimated to be lower than those in Operating
Y,71
service is no longer contracted to North "Liberty and50akdalese
Estimated funding sources include
payment from the,local recrea-
tion fund for possession of the current transit maintenance
as well `as garage
the use Of state municipal assistance fu;n'd's.
Operating statistics for 1974
and 2_9• Service improvements are reflected
FinSthere
increased•costs.
Although the extra mileage was added at decreasing cost s',`"t Fie
number of passengers resulting from "increased miileage wa's'-not
Proportional to the increased costs .r :This resLl1. 1 in : fr: - de-
creased cost per mile and the increased cost per passenger be
1974 and FY75. tween
In comparing Coralville's 1973 performance with: that i6f
FY75, the budget increased by 129.1 percent while .the.cost"per
passenger rose 62.1 percent and the cost per mile increased 32.4
percent. This reflects the fact that although there was a major
increase in service coverage to North Liberty and Oakdale, there
Was no proportional increase in ridership in these areas. The
property tax per passenger subsidy dropped by 7.3 percent (although
the property tax subsidy remained about the same) reflecting
the overall increase in ridership.
*See Appendix 8 for a summary of the capital assistance grant.
ME
TABLE
2.8
CORALVILLE MASS TRANSIT
BUDGI*T;,.
F1' 1976 (ESTIMATE)
Expenditures:
Operating,Expenditures.
::;.
..
132„000:.
Capital Expenditures
:'
1101000
-Tiainte'nance Building
50 000
-Equipment (5 Buses)
6.0,000*
Total Expenditures
242,000
Receiptsc.,
Operating Revenue (Fares)
60,000.
Subsidy
182,Q00
-General Revenue Sharing
60,000
-Property Tax ,(3.6 Mills)-
7,2000
-Recreational Fund
10,000
-State Municipal Assistance
40';000
Total Receipts
242,000 '
*Coralville's share (20%) toward
the balance (80$) being by
the purchase of
five new buses;
paid
Government.
a capital grant
from the Federal
29.
TABLE 2.9
CORALVILLE MASS_TRANSIT
OPERATING STATISTICS
ACTUAL 974
Passengers
Total
Dfiles
179,434'
Total
cost/passenger-
185,670
'683'
Total
cost/mile
*Operating
deficit
•660
Operating
deficit/passenger
65,500,'
Property
tax/passenger
•365
.209' .
ACTUAL FY 1975
Passengers
Total
Dfiles
191;871
Total
cost/passenger
223,900
Total
cost/mile
.757
*Operating
deficit
•649
Operating
deficit/passenger
76,725"
Property tax/passenger
•400,
.139_
*Operating
capital revenues
deficit is derived by subtracting
from the
operating and
total costs (expenditures).
30.
Although the Costs of operating the Coralville transit
system is higher than that of Iowa ;City.'(e.g. cost per passen-
ger is almost twice as high), this is largely because of the
fact that the Coralville system offers a higher level of service
than Iowa City's transit system, including evening service.
Comparison With Other Iowa Transit Operations
A comparison of the operating performance, of Iowa'.'s fi.f
teen major urban area transit systems is contained in Appendix
A.2. Relative to its population, Coralville's ridership is the
second highest in the state (27.2 rides per capita) and its
annual mileage (28.1 miles per capita) is the highest,in the
state. Coralville's cost per mile ($.66) is ranked as onei of the
lowest in the state, but its operating deficit.per pass,enger,:,.,
($.37) ranked the highest in the state These statistic s.�n
dicate that Coralville is providing a high level of service
(long hours, wide coverage, etc.), but it is being provided
at a high cost relative to Coralville's small population;— --
Cambus
A number of improvements related to Cambus service and
facilities have been instigated since January of 1975. New ser-
vice changes included coverage of the University of Iowa's Oak-
dale campus via one stop at the University's Printing Service
in Coralville,* service to the new 750 space stadium parking
lot, expansion of the Inter -Dorm Express route to include Dubuque
Street along the northern section of its route, and the incorpora-
*Special passes are needed to disembark so this free service
does not conflict with Coralville's Transit System.
31.
tion of Hawkeye Apartments into
the Inter-Dorm Express route
during the evenings. Facilities
improvements included
chase of two buses - the P+u.r-
to provide service to Oakdal:e, and the1move-
ment of the Cambus office from the
new office j❑ Hancher parking-a;rea to• a
the recently constructed;stadlum!parki'ng lot.
4
11.1
Central campus service includes the Red and .; roues
t
which run from 6:00 a.mB
. to 12:30 p,m,'wjth'one=half
seven and
minute headways during the day and with
mi
6:30 p.m_ nute headways after
Monday through Friday. A third central
the Inter-Dorm Express is also the route,
provided on weekdays '
to 6:30 p.m. from 7,:30 a.m.
with ten minute'
headways. The Inter-Dorm Express
route is incorporated into the Hawkeye/Mark IV route during the
evening hours.
Service linking the main
campus and the Hawkeye/Mark Iv
apartments is provided weekday evenings from 6:36, to 12:30
P•m* with twenty-five minute headways until 9:15 p m. and fifty
er.
minute headways thereaft
and Oakdale campuses operates Aweekdays
service linking the Central
from 6:30 a.m, un
P-m. with twenty-two miniI 7:00
minute headways tduring peak periods.and
for minute headways during regular hours.
Presently Cambus
Operates a fleet of'twe'nty-bu'ses', twelve
during peak hours, eleven during regular hours, and 'six during
evening hours.
Ridership
Ridership for 1975 was u
1974 p approximately 0.7 percent over
Monthly ridership (F' ure 2
—8) for 1975 has been up each
32.
3 25�, 0 00
g- : I .
300,000
275,000
250,000
225,000
200,000
175,000
150,000
rx
125,000
100,000
75,000
50,000
25,000
0
,Jan Feb Mar
Apr
May
Jun, Jul
Aug Sep. -,;Oct Nov Dec
Month
CHART OF MONTHLY RIDERSHIP
CMIBUS TRANSIT.•SYSTEW
UNIVERSITY ;0R I01V9
Iowa City, Iowa
33.
month from that in 1974 except for June (when Cambus operated
only half as many days in 1975 (11) as, it did in 1974 (20)),
October and November. Ridership for 1975 averaged 10,688 per
dayas compared to 10,518 per day in 1974.
Cambus ridership has been relatively stable since.1973_:
with slight increases in ridership over time. Cambus ridership
mainly constitutes University students (85.3 percent) accounting
for the dramatic drop in ridership during the summer months.*
Costs of Operation
Since the University of Iowa has been on a fiscal year
budget for an extended period of time, a 1974 calendar year:
budget is not presented.
Over half the cost of labor for the.Cambus,system i. n,FY75
(Table 2.10) was funded by work study. The three major sources
of funds for Cambus are student fees, parking revenue, and work
study funds. The highest proportion of the Cambus budget for
FY75, almost 73 percent, was absorbed by personnel costs (Figure
2.9). This proportion of the budget may be inflated due to the
low cost of maintenance and other overhead being absorbed by
the University.
The FY76 estimated capital expenditures (Table 2.11) in-
clude the purchase of the two buses serving the Oakdale campus
and the cost of the new Cambus office. Capital expenditures
*Ahrendson & Appleson, The Campus Bus S stem at the Universit
of Iowa 1974-1975, Department of Transportation an Security.
uuTy 1375
34.
TABLE 2.10
CAMBUS
BUDGET
ACTUAL
FY 1975:
Expenditures:
Operating Expenditures
-Personnel Services
343,800
-Work Study
105,000
-Rcpair and Maintenance146;800
38,500
-Other
53,500 -
Capital. Expenditures
0
Total Expenditures
343,800
Receipts:
Funding Sources
-Student Fees
343,800;
-Parking Allocation
95,600
- 77;000
-Work Study Funds
146,800
-OPtional Fees
9;400
-University Supplement
15,000
wr
35.
FIGURE 2.9
PY 1975 EXPENDITURES
BREAKDOWN
CAMBUS
FUELS
LUgRICRTION
\0/0
VEH1C EMAINTENANC11.
EXPENgES.E
SUPPLIES
UNIVERSITY AvE2HEAD 1.a%
UTILITIES I.Z /o
r \.
PERSONNEL
SE Rv ICES
-73. z'/o
36.
Tn13L1i 2,1 L
CAMBUS BUDGET
FY 1976 (ESTIMATE)
ExPen�es:
Operating Expenditures
-Personnel Services
-Work Study
Repair and Maintenance
-Other
Capital lxpenditures
-Equipment (2 Buses)
-Office
Total Expenditures
129,500
150,000
40,000
71,000
49,600
7, 000 -
Receipts.
Fund in . S
390,500
56,600
447,100
. ources
-Student Fees 4`71,100
'Parking Allocation 140000
-IYork Study Funds 85,000
-Oakdale Supplement 150,000
-UnivcrsitY Capital Equipment 15,500
Allocation
56,600
37.
estimates for FY76 do not include the Universit
toward the purchase of y�s share (20%)
twelve new buses made possible b
federal capital grant. The Universit y the
the Y's committed share toward
Purchase is $126,400
(Appendix 8). Funding sources for FY76
do not include student and facult
Y donations which may be expected
t0 contribute some extra funds.
Performance measures for Cambus during FY74 and FY75 are
given in Table 2.12.
While the cost per passenger increased
by 27.9 percent and the cost
per mile increased b
the overall bud y 30 9 Percent,
get increased by 32.2 percent.
Since Cambus is a special shuttle service offered at no
cost o the user., it is of questignab)e vaIue:wheth
its service performance er or not
canrbe compared withthat of the two
ms
local systems or other state syste.
TABLE 2.12'
CM113US OPERATING STATISTICS
ACTUAL FY 1994 (224 days ot;service).,
Passengers
Total Miles
Total. cost/passenger 2,342,215
295
Total cost/mile ,368 (estimate)
•'
.880
ACTUAL FY 1975 (21 18 days of service
Passengers
Total DliPes 2,416,960
Total cost/passen
Total cost/mileger 298,500
.142
'1-.IS2 :
U
SECTION,111
'TRANSIT GOALS AND'OBJECTIVES
The prior establishment of explicit and well-defined
community noals and objectives is fundamental in order to pro-
vide
,,.
vide for the effective operation and _continuing improvement of
the transportation system. It should be recognized that trans-
portation provides a significant means to achieve a broad range
of community goals.
The transportation goals previously developed for the
Iowa City-Coralville urban area are to provide:
1. Access to all parts of the urban area.
2. Acces's'ibility for all segments 'of'the"popul`ation
3. A balance in transportation modes.
Four distinct objectives of the transit system are asso-
ciated with these goals for the transportation system: (a) to
maximize the impact of transit during peak periods, (b) to
serve the needs of the captive rider, (c) to promote a more
even transportation use among modes, and (d')'to-achieve an in-
tegrated transit system.
Table 3-1 illustrates in more detail the improvements'
and policies (those adopted or under consider.at-ion.)�aslre;late&`
to these objectives. It should be noted that any one transit
improvement may impact more than the primary objective with
which it is associated in this table.- For e
ach improvement al-
ternative in Table 3.1, example standards are identified which
suggest ideal or ultimate improvement criterion. z: The''.standards
illustrate specific examples of implemented policy.':\T.hey, al:so:;
39.
I
TABLE' 3 1
OBJECTIVES FOR PUBLIC
IOWA CITY AREA TRANSIT;DEV OpMHNTATION GR
OBJECTIVE PROAp
POLICYCHOICES POTI NTIAL
TO maximize the im- IMP ti -NTS
Increase the Ere
pact °f transit ;
during °f transit 9uency Decrease STANDARDS' z
g peak periods in service dur head during
g peak hours the-Peak'hours.of Provide fifteen _
Operation headways duringminute
Express - Periods Peak
P routes to 'those;
areas ,with high demand
Promote p during.Peak _.
Preference to Pe?iods
bus movement Provide "designated 1`
stops•.alde gnated bus Provide' '
gall ° exclusive.'bus
Provide for routes lanes du ring•:peak:.hourc,;hf'
C, preferen- service
tial -traffic movement rr x
Of buses(during_peak
Provide for hours
greater
peak period capacity Distribute
ca acit> ridership.
more -evenly over the-,ExtenCL-the
To serve the trans- Peak period Peak_ eriod
Portation Increase the duration of P by
needs of 110 flexible or flexible work
the captive transit service "Provide additional �..
rider` of service. hours Provide
ue trans -
it ser -vice ig{'
Increase area hours:a,day se . f
It coverage °f trans -
Increase
Increase the Frequency
of off-peak transit
service
Adopt transit
and facilitit
s eci fic Service:
s -the needs of :.
speci
populations target group!
Extend .transit coverage
to areas previousl '
served X'not;
Decreasehead
hours ways during
of -se
peak) rvice (off -
Provide b'us.es which are
accessible by those with:
limited-mobill
-ty_prob-___.._
lems
erg's:; lower Ste
wider doors; etc,) ps
week ven,;days a 1
Provide transit coverage
such that 75% of the popu-j:,
lation is within two blocks
of a transit route
Profice twenty ``
tran
_sit > service minute ring '
eri ice duringi
off peak hours
:Provide
;service. suchm`-otbhialt85$ "Off 'eldery;
-handir_ l,e!ji
are within, .z . - iv w__1I1cA,
transit -'j, , '' locks of a `
OBJECTIVEPOTENTIAL
POLICY CHOICES
EXAMPLE
IMPROVEMENTS STANDARDS
To promote a more
even ridership be-
tween modes
Regulate auto storage
space in the CBD
(Continued)
(Continued)
Provide transit service
to the established peripheral
parking areas
_
To coordinate
existing transit
service
Integrate the exist-
ing transit system
Formation of a regional tran'-
sit authority (RTA) to operate
the three existing systems "
jointly.
Function as an operational means of Comparing various im
Provement alternatives.
Midget constraints require that
transit system he improvements to the
the Ob implemented on a priority basis. As such,
jective of providinq a higher level of service during
Peak hours was designated as the more immediate -priority in
the current TDP (FY77), Improvements related to the objec-
tive of expanding the level of service to address the needs
Of the captive rider were assigned a secondary priority rank-
ing and addressed at a later year in the TDP five year pro-
gram (FY78). These two objectives are related `to the third;
promoting more even ridership between modes, since this ob-
jective is vital to the success or failure of a transit system,
improvements pertaining to it were addressed throughout the
TDP_ Improvements related
to the fourth objective,-coordina-
tion and integration of local transit operations, have been
assigned a lower priority. Although the establishment of a
Metropolitan Transit Authority was recommended.ear
TDP, its inception would not blY in -.the '
e realized until the laci
Of the TDP's er phase
five year program. Continued coordinationof local
transit systems was encouraged to this end.
In light of current transit related issues
tives and these objec-
policies were reviewed by the Transit Advisor
mittee (TAC) prier to the considerationY Com-'
of any transit improve-
ment alternatives. The more general objective priority order
was not altered, but changes were made in the choice of policies
43.
under several of the objectives. Revisions resulting from the
review of policy priorities are presented and discussed in more
detail in the following section (IV) of this report.
44.
SECTION IV
ANALYSIS OF ALTERNATIVE IMPROVEMENTS
AND RECOMMENDATIONS .
The first part of
this section reviews the existing TDP
improvements and updates transit priorities in light of locally
Perceived current transportation issues. The second part then
Presents a recommended improvement sequence and identifies four
alternative transit improvement programs, each reflecting a dif-
ferent level of funding. The four alternative budget level
programs are summarized in light of their conformance with the
recommended policy priorities, and fiscal, ridership, and level
Of service impacts.
Existing Pro rammed Im rovements
Improvements in the local transit s
in the Initial TDP are Ystem, as recommended
programmed for a five year time horizon
covering the period from fiscal year 1976 through 1980. Table
4__1 and Tables 2 outline in detail
the annual programmed se-
quence of capital and operating improvements as recommended in
the initial TDP, adopted December, 1974. As can be seen from
these two tables, the general order of policy priority is:
I. Increase route coverage,
2- Increase Peak hour service.
3. Extend evening service.
4- Extend weekend service.
The improvement cost estimates in Table 1 and Tables ?
have been updated to 1975 dollars. These cost figures are in
addition to existing operating costs. Estimated improvement
operating costs were projected for each system on the basis of
45.
TABLE
TDP IMPLEMENTATION: Fiscal Year 1976
PROGRAMMED
IMPROVEMENTS
FY 76 ACCOMPLISHMENTS
DEFERRED
OPERATING
$COST
(I),IMPLEMENTED
(B) BUDGETED ONLY
(D);DEFERRED,.
_
1. Wardway - I.C. Route
$43,000
(I) $ 19,000
2. Lakeside - I.C. Route
43,000
(D) $ 43,000
3. Lantern Park - Coral.
32,500
; (D) 32 500
4. 30 Minute Headways
44,000
(D) 44,000
Sat. - I.C.
SUB -TOTAL
$162,500
$ 60,000*
(B) $ 65,000
,4119,500
CAPITAL
1. 5 Buses - Coralville
2. 3 Buses - I.C.
36,000*
(B) 40,000
3. 12 Buses - CAMBUS
144,000*
(B) 156,000
4. CAMBUS OFFICE
60,000
(I) 15,000
5. 500 Route Signs - Z.C.
5,500*
(D) $ 5,500
6. 45 Bus Shelters**
28,500*
(D) 28,500
30 Bus Stop Signs -
330*
�D 330
5334,330
SUB -TOTAL
(B) $276,000
(D) ..$ 34,330
TOTAL COST
$496,830
$295,'000
$153,830 --
*20Q local share assuming 80% federal capital assistancegrant.
**Shelters to be funded by Iowa City and the University of Iowa.
TABLE 4.2
- SUMMARY TABLE: TRANSIT DEVELOPMENT FROG
Fiscal Year 1977 - --- _ R_A1`1 FY77 THROUGH FYgO (1975 Dollars)
v cm en t
FiF'
scal Year 1978
---------_._
$
UPERATING
a) 20 Minute Head -
ways - 9 month
Peak hour
(10 routes)l.C.
(2 routes) Coral
b) 15 Minute Head -
ways - 9 month
(2 Iowa City
Routes)
C) CAMBUS extended
to 2:00 A.M.
SUB -TOTAL
CAPITAL*
a) CBD Bus Shelters
b) 9 Buses (I.C.)
c) 2 Buses (CAMBUS)
d) Central Mainte-
nance Facility
and Equipment
SUB -TOTAL
TOTAL ADDITIONAL
PROGRAM COSTS
FY 1977
Cost
�—
Improvement -
kcal Year 1979
$Cost Improvement''
FiscalYear%1980
8 ADI -10 Pbt
OPERATING
$Cost)
Im rovement
P
G8,800
a) Evening Scrviec..
1 hour
OPERATING
132 ` -
000 a) 2
$Cc
OPER\TING_ -'--
23,800
Headway
6-12 PM
New Routes 85,000
a). yoneProgrammed;
(51,500)
6 Mays/week
.13,200
r s
SUB -TOTAL
(17,30D)
1 its-I.C.
$274,500 SUB -TOTAL
20
b) Sunday Service-
- ,600
1 hour ❑eadway
64,500
8 ADI -10 Pbt
12 its -1. C.
2
(50,500)
rts-Coral.
(14,000)
23,800
c) CMI US to flarri-
78,000
son St. Parking
.13,200
r s
SUB -TOTAL
-
-
$274,500 SUB -TOTAL
CAPITAL*
21,000 a) 2 Buses (Coral.)
117,000
26,000 b) Maintenance
130,000 Tools
CAPITAL*
26,000 a) 5 Buses (I.C.)
(1 Replacement)
2,500
z
MAZ;�
$28,500
$3p3�p00
SUB -TOTAL
TOTAL`, ADDITIC
PROGRAM COSTS
PY 1979.
*20% local share assuming 80%, federal capital assistance grant.
11
85,000 SUB -TOTAL
CAPITAL*
65,00� a) 2 Buses; (I.C.)
(Replacement)--
II
$65,000 SUB-Tf
_.
IAL $150,000 TOTAL APROGRAMFY .1980-
26,000
$26,000
$26,000
the average operating cost per bus per hour (cost/bus/hour)
during fiscal year 1975.* The capital improvement cost esti-
from
mates were adjusted to 1975 costs the estimated costs,in,
the TDP (in 1974 dollars). Capital cost estimates reflect a
suming the remainder would,be ,covered
local 20 percent share, as
by a federal capital assistance grant. ,
Tables 1 summarizes the extent
of implementation of.,.the
d for FY76. of the four...major,.operat-
TDP improvements programme
ing improvements cited for, implementation during FY76,,,only the
Wardway route has been instituted. Separate route s,ervice.t,o,
Coralville's Lantern Park was provided for a period, of time,dur-
ing FY75, but Lantern Park is now included in Coralyil,le's
double -reverse loop route.** Capital improvements scheduled for
FY76 which have been implemented include ;the purchase, of twenty
buses (grant approved in March, 1976) and the addition of,.a,new
CAMBUS office. To date, no other improvements scheduled for for
FY76 have been acted upon.
Table 4.2 displays those improvements programmed in.the.
initial TDP for FY77 through FY80. Again, these, cost estimates
are in 1975 constant dollars and are in addition to present;
operating costs.
s/hour are;;Iowa
*For the three systems these costs per bu,
City - 311.75/bus/hour, Coralville - $9.85/bus/hour, Cambus
510.83/bus/hour
**A separate Lantern Park route was in.effect from ,late
August, 1974 to May of 1975.
48.
Current Priori t Considerations
Since the adoption of the initial TDP
a number of issues
which were either not considered in the development of the%exist-
ing TDP'program or were given al4low prioritysuggest that a re-
view Of' the established policies be' undertaken". The two primary
issues are: a) providing for the transportation needs of the -
el I derly and handicapped and b) the development of'a transit pro-
mntion program: Following'is a discussion in some detail of
these two issues including suggestions for alternative means of
addressing them.
Transit Promotion
The initial TDP outlines the need and general direction' for
a transit promotion program on the local level. Thisrsection in-
volves an extension of that general' outlineand identifies two
promotional strategies.
The concept of transit promotion is a relatively new con-
cent. Very few transit systems have been'concerned with promotion
to any extent beyond the printing and distributon_,_o,f+_schedules.
Part of the reluctance to endorse or, mak'e`signifii`cant efforts in
this area probably stems from'the financial constraints ,that
limit most system's resources. There is also a'general reluctance
on the part of governmental agencies to advertise their services.
Marketing is viewed as a superfluous 'use of money Simi-lar:to the
goodwill advertising done by is
Public utilities Yet hopefully, as
the concept of the service that transit systems provide changes,
so will the attitude toward ,
promotion. The overall objective is
49.
to provide for maximum utilization of the service provided.
Many of the principles that apply in the sale and market-
ing of any commercial product also apply 'to"tranist. -'It is
generally accepted today that transit is in direct competition
with the automobile to provide a service - transportation. When
the "competition" (the automobile and related industry) -spends
millions annually on advertising, it seems reasonable that if
transit is going to attempt to compete then it too must make=a
greater effort to promote itself to the public.
The three basic purposes of a promotional campaign are -as
follows:
1. To create continuous public awareness of the
transit service.
2. To disseminate information regarding the service.
3. To develop public support for the service.
However, these can only be fully effected when a good, marketable
transit service has been developed.
The three local bus systems have done relatively little in
the past by way of promotion. Most of what has been done has re-
quired little financing since none of the three systems has a
separate marketing budget. One of the projects that has been con-
ducted by Iowa City and Coralville, was "Transit Days" which
offered bus service to patrons at reduced or no fare on certain
days. The Coralville and CAMBUS systems have also experimented
with novel painting schemes on their buses. The value of this
type of activity is evident from the fact that the CAMBUS work
with painting faces on their buses has gained the system nation-
wide recognition. If these activities are capable of capturing
50.
attention on a national scale, they certainly draw noticeat the
local level
The neglect of transit marketing and promotion is changing,
however, local governments are beginning to realize that market-
ing and promotion of transit are vital elements,to the..operation
of successful systems. Many metropolitan areas have -recently
conducted very extensive promotional campaigns.Use of, printed
materials, radio announcements, and newspaper:adv,ertisement;s.to
mention a few have all been combined quite successfully in.a num-
ber of cities. Increased ridership as.a result of some of these
campaigns has been evidenced in many areas.
Due to its University orientation, the Iota City - Coralville
urban area experiences a fairly high turn -over rate in its popu-
lation. Students, faculty, and staff are constantly changing.
Consequently, there is an even more pressing need for promotional
acitivities in this community, if only to acquaint newcomers with
the services.
Since any promotional program is by nature a unified effort
on the part of a distributor to promote usage of a product, the
promotion of transit must also be a unified project. What is at-
tempting to be sold is not the use of the Iowa City bus system
versus the Coralville system, but rather the use of transit as a
viable alternative to the automobile. For this reason, a market-
ing campaign, to be really effective, must be a combined effort
on the part of Iowa City, Coralville, and the University 11 systems.
Ideally and eventually a marketing program should be instituted
li
by one organization - a Metropolitan Transit Authority.
51.
Iwo approaches toward a promotional strategy are intro-
duced in.Appendix C; one is a nominal cost approach and the
other utilizing one percent of the three transit systems' com-
bined operating budgets annually.*
The first approach, the nominal. cost, is suggested asan
immediate and initial promotional effort utilizing a brochure
distributed to the more likely bus riders in the community (e.g.,
students). The brochure would fold; out to display.a map Of all
bus routes and contain other material.such as..free,passes and
advertising flyers according to the segment of the population
to which it will be distributed. The.estimated cost of printing
20,000 brochures is about 51,000. A more detailed description
of this proposal is included in Appendix. C-1.
The second approach is a broader marketing strategy and
would utilize an annual budget of approximately,10,000.or. one
Percent (1%) of the systems' current combined operating. -budgets.+
This strategy would initially require the analysis Of a transit
market composed of three population sub --groups,: student., workers
and shoppers. A marketing study identifying such
groups and population sub -
their specific transit needs _and preferences is cur-
rently being conducted by the Johnson County Regional Planning
Commission. Following this analysis, a marketing campaign could
then be directed at the transportation needs unique to.each.tar-
get group. Changes in transit service could be, implemented and
*FY75 operating budgets were approximately 920,000 .combined.:
52.
transit information would be disseminated through mailings
(e.g., fliers), local radio 'and newspaper advertisements,I 'and
'
outdoor display and information centers.A proposal for the
promotional aspects of this approach is outlined in more detail
in Appendix C.2 with an example of a five year promotional
budget.
Elderly and Handicapped Transit Service
The initial Transit Development Program examined the tran-
sit service in the Iowa City-Coralville urban area to the captive
rider, with special emphasis on the elderly and handicapped'.
Since that TDP was prepared, the county S.E.A.T.S. 'servi'ce"was
discontinued (August 1, 1975). This service has"since been re-
established and is currently run on 'a more limited 'basis 'by the
Johnson County Board of Supervisors. One van is in operation at
this time, with plans to acquire a second van at a Ta ter date'.
The vehicle currently in use i's'a former S.E.A.T.S, van." Also
within this interim, the local taxi operator conducted -a trial
half fare service program for the elderly during''the month's'of
August and September of 1975. The results of this 'tri'al' service
were encouraging enough for the operator to propose' conti'n'uation
of the same to the Iowa City Council with the'City'Council cover-
ing the remaining one-half fare. No action has yet been taken by
the City Council on this proposal.
As part of the Regional Planning Commission's ongoing
transit marketing study, An Initial Report on Transportation for
the Elderly and Handicapped in Johnson'Count was prepared
53.
(November 28, 1975). This report documents the demographic
profile of the Johnson County elderly and handicapped_. In
addition, the document reviews alternative methods of provid-
ing service for the elderly and handicapped, and identifies
three methods that are considered feasible. The first involves
the direct subsidy of an existing paratransit system, namely the
taxi companies. Under this system, the governmental agency would
subsidize a portion of the normal taxi fare for the elderly„and
handicapped. In effect, this would then be a continuation of the
demonstration program conducted by the local operator.
The second method would be for the municipalities, Univer-
sity, and the county to each operate its own Dial -a -Ride system
using multi -passenger vans. The third method would be for the
cities and county to jointly operate one Dial -a -Ride system, com-
bining the administration, maintenance, and fleet under one
authority. This would be an operation similar to the S.E.A.T.S.
program, providing both urban and rural service to ,the elderly
and handicapped. The report includes a comparison of the opera-
tional characteristics of these three alternatives, and documents
estimated costs and ridership for each.
Following a review of this report, the Transit.Advisory
Committee selected the third alternative for fur-ther consideration.
This, then, will require an evaluation of the feasitibity of es-
tablishing an integrated and comprehensive specialized service
for both the rural and urban elderly and_handic.apped withi,n,John-
son County.
54.
One product of the Johnson County Regional Planning Com-
mission marketing study will be the identification and`recom
mendations of the elements of such a unified rural
and urban
transportation program for the elderly and handicapped.' The
input of local transit and taxi operators and the elderly and
handicapped citizens are currently being solicited. Final r-ec-
ommendations Will'be part of the next update of the Transit
Development Program.
Reordered Policy Priorities
On the basis of current input from citizens, local `ataff,
and transit operators, the Technical Advisory Committee (TAC) has
recommended that the existing TOP's 'policy priorities be reordered
to reflect current community transit needs. The TAC has recom-
mended that modifications to local transit service be addressed
in the following order:
I. Increase peak period service.
7.. Provide special elderly andhandicapped
transportation service.
3. Provide for a transit promo,ti.on program..
h. Extend service to the evenings.
5., Provide for increased week -end service..
F. Extend route coverage.
The table in Appendix D lists improvement options under
each of the six recommended priority areas. Both the revised and
the initial TDP priority rankings are shown for comparison;`the
large numerals ranking each in accordance with its priority. The
last two priorities (elderly and handicapped service''and11 transit
promotion) do not carry a TDP ranking because'they were not in-
cluded in the initial TDP program.
55.
Appendix D also provides a summary of alternative.means
of satisfying the pursued priority (or policy) areas. The im-
provement options are broken down according to each system
along with estimates of the additional. annual operating costs
and revenues to be incurred. The cost and revenue estimates
shown are additional costs for each system's current operating
budget.
Recommended Short Range Program
The Transit Adivsory Committee's (TAC) final recommendations
for the sequence of public transportation improvements which could
be implemented during the next five years are summarized in
Table 4.3. The policy to which each of the improvements relates
is shown in the second column following the numerical priority
listing. Following a brief description of each improvement in
the third column, is the estimated additional operating cost of
the improvement to its respective system. It should be noted
that not all improvements affect all systems.
An explanation of the transit objectives and goals to which
each of the recommended improvements is related is summarized
below:
1. 15 Minyte Peak Period Service to Hawkeye - this
improvement addresses the ob�ective'of maximizing
the impact of transit during the peak period by
decreasing headways on a route with the.highest
demand.
2. 20 Minutes Peak Period Service for Ei h -t -Other Routes
6 Minutes C MggS - these improvements also are di-
rected at the objective of maximizing transit during
the periods of highest demand by providing additional
capacity in the system.
,!
56.
3. Elderly and Iandica. ed Trans ortation`Pro ram - this
improvement a resses t e objective of providing
for the transportation needs of the captive rider.
Within the urban area this includes a no fare program
for the elderly during the off-peak hours. In
addition, a special transportation system for the
elderly and handicapped is recommended to serve 'both
the urban and rural areas.
4. Transit Promotion Program - the objective of promoting
a more even ridership between modes`is'addressed*through
the promotion of transit usage, including initiative
to implement transit use incentives, staggered
work hours, and informational and promotional
programs.
5. Eve nin Service Until Midni ht - this improvement
a resses t e o �ective o serving the transportation
needs of the captive rider by extending the duration
of transit service into the evenings.
6. Increasing Evening Service Until 10.00 P.M. -this
also covers the objective of better serving the
transportation needs of the captive rider by increas-
ing the frequency of service during the evenings.
7. Increasing Saturday Service - by increasing the
frequency of service on Saturdays, greater utiliza-
tion of the transit fleet may be achieved and'provide
for better transit service for the social -recrea-
tional and shopping trip.`
8. EstablishILES Sunday Service - by extending service'
to un ays, t e system is etter serving the trans-
portation needs of the captive rider.
g. ZO Minute Peak Period Service for Seven Routes - the
o �ective o maxinnzing the impact of transit during
peak period is again covered on the remaining routes.
10. Add One Route - this addition would improve trans-
portation or the captive rider as well as encourage
transit usage by the auto driver through extending
parking lot service coverage.
11. Extending Evening Service Until Z 00 A M - this final
improvement prov.ides for the needs-oF the:captive rider
by providing additional hours of servicer
Although not included in the priority listing, the TAC also
recommends continuing efforts to integrate the local transit systems
under a single Metropolitan Transit Authority.
57.
TABLE 4.3
RECOMMENDED TRANSIT IMPROVEMENT PRIORITIES
f
ommended Policy Recommended Improvement P Estimated Additional Operation
riority Area Costs 1975 Dollars
,.Optionsr.,.._,... _
1•
Increased -15 minute headway,
Peak eak
Period hour, 1 route
Service
(Hakeye),
9
months (Iowa City),
£10,300
2•
Increased
Peak Period
20 minute headways,
Y Peak
hour, 9 months
Service
4 routes (Iowa City)
2
20,500
routes (Coralville)
-6 minute headways, peak '
-B,700
hour, 12 months
2 routes :(Cambus)
3•
Elderly and
Handicapped
-Off-
fpeak elderly, , no
- 37,80D "
7,000
1,850'
-Subsidized elderly .taxi
service, 50% of normal
taxi fare
40,000
4,000:
-Subsidized taxi service,
-
100% of fare above 25E
80,000-
6,000
-Dial-a-Ride service *
,254 fare
4•
135,280
13,628
ransit
Promotion
-Staggered work hours,
employer subsidy, school
trips, etc.
10,000
1,000 1,000
S.
Evening
Service
-1 hour headways until
12 p.m. , 6 days/week,
12 months, I1 routes
(Iowa City)
_ -
6•
Evening
132,000
Service
-30 minute headways to
10 P.M., 6 days/week,
12 months
-
11 routes (Iowa City),..
1
74,000
route (Coralville)
7•
Week -end
-30
15,000
Service
minute headways, Sat -
urdays. 12
months
11 routes (Iowa .City).
-. 43,000
1 route (Coralville)
-
8•
eek -end
Service
-1 hour headways, Sunday;
6,000
8 a.m. to 10
months P.m.. 12
--
-11 routes (Iowa City) -
50,000
'-
1 route (Coralville)
7,000
9•
Increased
Peak Period
-20 minute headway, eak
ervice
hour, 9 months, rmaining.
7 routes
-
-
(Iowa City)
30,900
10.
oute -1 route to service Harri-
overage son Street parking lot
(Cambus)
71. 26',000
xtend -3 routes, service to
vening 2 a.m.
(Cambus)
*Johnson Count 23,80
Y $40,000 0
58.
If the level of local, state, and federal funds were
adequate, all eleven improvement priorities could be incorpor-
ated into a transit program implemented over the next five
years. How many of these improvements are actually instituted,
however, is dependent upon future transit revenue sources. Four
alternative five year transit improvement program levels have
been identified. Each program alternative reflects a different
budget level - from low to high. Rather than.;proposing any sin-
gle program level alternative, the adoption of theimprovement
program is recommended to be implemented on a schedule based on
relative program priorities, as future funding over the next
five years permits.
Alternative Program Levels
Based on the recommended improvement sequence, four alter-
native five year transit development programs were constructed
reflecting a range of budget constraints. This varies from a
"do-nothing" alternative whichcalls for no increase in local
operating budgets over the next fiveyears, to an alternative
that includes all the recommended improvement options and more
than doubles present operating expenditures by 1981. Table 4_4
through Table summarizes the scheduled operating improvements
for the latter three alternatives (2.3.*.and 4, respectively).
Program Summaries
Alternative 1, which is not included in a`scheduled
operating improvement table (because it calls for no operating
improvements) would leave the systems operating at, their
59.
present level of service through 1981.
Table summarizes the improvement schedule followed by
Alternative 2. This alternative represents an average cummula-
tive increase in each system's net operating,costs of less than
six percent annually over ;the next five years. 'Alternative 2
satisfies, at least partially, six of the eleven recommended
improvements during the five year perios, but it does riot follow
the suggested order of priority. Rather, it programs only the
improvements of minimum cost. There are no improvements scheduled
for 1981.
The improvement schedule programmed for Alternative 3 is
summarized in Table 4.5. This alternative calls for an average
annual cummulative increase in present net operating costs of
less than fourteen percent for each system over five years. This
program does follow the recommended order of priority and includes
eight of the recommended improvements.
Table a 4.6 summarizes the programmed schedule for Alterna-
tive 4 and represents an annual average cummulative increase in
each systems operating budget of around eighteen percent. This
alternative includes all eleven improvements in order of priority
over the next five years.
60.
SUMMRY OF FIVE
AL
Recommended
Policy
Recommended Improvement
Scheduled Year of Imolementation
Priority
Area
Options
Iowa City -
Coralville.
Cambus
1.
Increased
-15 minute headway, peak
1977
Peak Period
hour, 1 route (Hawkeye),
- - -
-
Service
9 months (Iowa City)
2.
Increased
-20 minute headways, peak
Peak. Period
hour, 9 months
Service
4 routes'(Iowa City)
1979
2 routes (Coralville)
1979
-6 minute headways,.-
-peak
'
hour, 12 months
2 routes (Cambus),. _
3.
Elderly and
-Off-peak elderly, no
Handicapped
fare - -
1977.
::1977-;�
"
-Subsidized elderly taxi
service, 50% of normal"
taxi fare
1978
1978
-Subsidized taxi service,
NP
rip
100% of fare above 25Q
-Dial-a-Ride service,
NP
tip
25d fare
4,
Transit
-Staggered work hours,
-
Promotion-
employer subsidy, school
trips, etc.
1978
1976
1978
5.
Evening
-1 hour headways until
Service
12 p.m., 6 days/week,
12 months, '11 routes
"
(Iowa City)
tip
6.
Evening
-30 minute headways to
Service
10 p.m., 6 days/week,
-
12 months
11 routes (Iowa City)
tip
1 route (Coralville)
NP'
7.
Week -end
-30 minute -
Service
.headways. .Sat
urdays, 12 months
11 routes (Iowa City)
1980
-
1 route (Coralville)
-
'� 1980_
-
8.
Week -end
-1 hour headways, Sunday,
_ _ _
Service
8 a.m. to 10 p.m., 12
months
11 routes (Iowa City)
tip
1 route (Coralville)
tip
9.
Increased
-20 minute headway, peak
Peak Period
hour, 9 months, remaining
Service
7 routes
`
(Iowa City)
tip
10,
Route
-1 route to service Harri-
overage
son Street parking lot
(Cambus)
. 1980
11.
Extend
-3 routes, service to
Evening
2 a.m.
(Cambus)
NP
Ilote: tip - Not Programmed
TABLE 4.
SURBARY OF FIVE YEAR IMPROVEMENT PROGRA14
(FY77-FY81)
ALTERNATIVE 3
dote: tip - tlot Programmed
62.
Recommended Improvement Scheduled Year of Imolementation
Recommended
Policy
City coralville CambnS
Area
Options Iowa
Priority
1.
Increased
-15 minute headway, peak
(Hawkeye),
Peak Period
hour, 1 route
9 months (Iowa City) 1977
Service
2,
Increased
-20 minute headways, peak
Peak Period
ho4r� (Iowa months
ICity)
1977 _
Service
routes
(coralville)
1977
2 routes
-6 minute headways, peak
hour, 12 months
1978
2 routes (Cambus)
3,
Elderly and
-Off-peak elderly, no
1977 1977
Handicapped
fare
-Subsidized elderly taxi
service, 50% of normal
1977 1977
taxi fare
-Subsidized taxi service,
1978 1978
100A of fare above 25E
tip tip
-Dial-a-Ride servicer _
254 fare
4,
ransit
Promotion
-Staggered work hours,
employer subsidy,'school
1978 1978 1978
trips, etc.
S.
Evening
-1 hour headways until
6 days/week,
service
12 p.m.,
12 months, 11 routes
.',1979
Iowa Cit
6,
Evening
-30 minute headways to
days/week,
Service
12 months6
11 routes (Iowa City)
NP
NP
1 route (Coralville) `
7,
eek -end
-30 minute headw s, Sat -
Service
urdays, 12 months
11 routes (Iowa City
1980
1980
`
1 route (Coralvi___ le __
= g,
_ eek -end
-1 hour headways,
Service
8 a.m. to 10p. m.,S1nday-,
months
11 routes (Iowa City)
1981
1981,
1 route (Coralville
9,
Increased -20 minute headway, peak`
9 months, remaining
Peak Period
hour,
ervice
7 routes
(Iowa City)
.. tip
10,
oute
-1 route to`service-Harri-,,
Street parking lot
- 1979
overage
son
(Cambus)
11.
xtend
-3 routes, service to
-
vening
2 a.m.
(Cambus)
,; _.. HP
dote: tip - tlot Programmed
62.
IARIJ 4,6
SUMMARY Or r m YEAH INPROVIJILNT PROGRAM
077-rY81)
ALTERNATIVE 4
Recommended
Policy
Recommended Improvement
Scheduled Year of implementation
Priority
Area
Options 11owa
City. �Coralvi
le -Cambus
1. Increased
-15
minute headway, peak,
Peak
Period hour,
1 route.(Hawkeye),
Service
9
months (Iowa City) --
1977
-
2. increased
-20
minute headways, peak
Peak
Period hour,
9 months
Service
4 routes (Iowa City)
1977
2 routes (Coralville);
1977
-6 minute .headways, .,peak-,
hour, 12 months
2 routes (Cambus)- _
-
1977
3. Elderly
and
-Off-peak elderly, no .
Handicapped
fare
1977
1977
-Subsidized elderly. taxi!.:
.NP
NP.
service, 50% of normal
taxi fare
-Subsidized taxi service,
100% of fare above 25d -
1977
1977
-Dial-a-Ride service,
25t fare
1978
1978
-Staggered work hours,
4.
ransit
Promotion
employer subsidy, school
1977
1977
1977
trips, etc.
5.
Evening
-1 hour headways .until
Service
12 p.m., 6 days/week,
12 months, 11 routes
(Iowa City)
1979
.
6.
Evening
-30 minute headways.to .
Service
10 p.m., 6 days/week,
12 months
11 routes. .(Iowa .City)._„
1980
-
1 route (Coralville);,
1980
7.
Week -end
-30 minute headways „Sat -
Service
urdays, 12 months
11 routes (Iowa City))
- 1880
1 route (Coralville) _
1980.
B.
Week -end
-1 hour headways, Sunday,
Service
8 a.m. to 10 p.m.,.12
_
months
11 routes (Iowa ;.Ci' y).
1981
-
1 route (Coralville)
1981'.
9. -
Increased
-20 minute headway,;peak,.
Peak Period
hour, 9 months, remaining
Service
7 routes
(Iowa City) - 1981
10.
route
-1 route -to-service .Harri-
overage
son Street parking lot ;
-
1978
(Cambus)
11.
xtend
-3 routes, service to
vening
2 a.m.
(Cambus)
-
Note: HP - Not Programmed
63.
Improvement Expenditures
Summaries of total expenditure estimates according:to c.
each of the four alternatives are shown in Tables 4.7 through
Table 4.10. These expenditures are broken down annually for':
each system by capital and net operating cost estimates. Capi-
tal expenditures include depreciation as well as new equipment.
Buses were depreciated annually according to their original
costs assuming straight line depreciation, a twelve year life-
time, and no interest rate. For each system, the FY76 budget
is used as the existing net operating cost base. The estimated
annual net improvement costs are then added to this base to de-
rive the net operating costs for each system annually :through
1981.
Alternative 1 (Table 4.7) includes no additional operating
improvements. Annual operating costs then are constant through
1981.* Aside from vehicle depreciation costs, annual capital
cost figures include only the scheduled replacement of six;of
Iowa City's buses during the latter phase of the five year;pcu-
gram. All improvements included in this program are shown.,in
more detail in Appendix E.I.
Table 4.8 shows the cost estimates for Alternative 2. Over
the five year period the net operating budget would, increase by
an average annual rate of six percent for Iowa City, 3.5 percent
for Coralville, and 1.5 percent for CAMBUS. Operatingimprovements
*This does not take inflation into consideration
64.
include increasing the level of service during peak-hours and_
on Saturdays, providing partially subsidized taxi service for
the elderly, and extending service to an additional parking lot.
In addition to the replacement of six of:;Iowa City's _buses, cap-
ital improvements include one extra bus 'apiece for-Iowa City,and
Coralville and two for CAMBUS. Other capital equipment;-
includes
bus stop shelters, route signs, and maintenance-equipment. .,A
detail of improvement costs for Alternat'ive.2 may be foundin
Appendix E.1.
Cost estimates for Alternative 3 are shown in Table 4.9.
The operating costs increase by an average annual rate of 14, per-
cent for Iowa City, 6 percent for Coralville and 3 percent for
CAMBUS. Capital improvements include three buses for CAMBUS,
and one each for Iowa City and Coralville. Improvements in ser-
vice operations call for increasing service during the.peak.hours
and Saturdays, establishing an elderly taxi service with a, fixed
fare, extending service into the evenings and on Sundays, and
additional parking lot service coverage. Capital improvements
include three buses for CAMBUS and one.each for .I,owa,City and
Coralville in addition to the replacement of six of Iowa City's
buses. Bus stop shelters, bus stop signs, and other equipment
are also provided for in this alternative. A more detailed out-
line may also be found in Appendix E.3.
Alternative 4, shown in Table 4.10, provides for the.most
extensive improvements. Alternative 4 would provide increased
peak hour service on all existing,routes, extend.full.serv,ice to
65.
seven days a week including evenings, establish a unified
elderly and handicapped oriented specialized service, and
increase parking lot coverage. Annual average net operating
costs would increase by 18 percent; for Iowa City, 10 percent
for Coralville, and 4 percent for CAMBUS over the next five
years. In addition to the replacement of six of Iowa City's
buses, capital improvements include one bus and two vans for
Iowa City, one bus for Coralville,:and.three buses for CAMBUS.
Bus stop shelters, route signs, and maintenance 'equipment are
also included. Alternative 4 is outlined more extensively in
Appendix E.4.
66.
■
nl
TABLE 4.7
SUMMARY OF TRANSIT IMPROVEMENT EXPENDITURES
ALTERNATIVE 1_
(1975 Dollars)
ANNUAL CAPITAL COST ESTIMATES
I
YEAR
COST
1977
I.C. Coral. Cambus
1978
I.C. Coral. Cambus
1979"
Coral. CambusI.C._
1980
Loral. Cambus
1981
I.L.-- Coral. Cambus -
Additional Equipment
_
Cost
....
]65,00(
130,00
195,OOCFleet
Depreciation
Cost (g of buses)
53,750
(IS)
27,000
(5)
70,000
(14)
53,750
27,000
70,000
27,000,
70,000
56,30
27,000
7D,000
61,40
27,000
70,000
(18)
(5)
(14)
(5) --
(14)
(18);
(5)Total
(5)
(14)Capital
Annual
-(18)
Cost
53,750
27,000
70,000
53,750
27,000
70,000
27,000
70,000
186,30
27,000
70 000
256,40
27;000
70,000
TEAR
Additional Operating
Costs
Additional Revenue
Net Additional
Operating Cost
Existing Net
Operating Cost
Total Net Annual
Operating Cost
.e. V. Y,.
,820 1 72,000 1390,500
ANNUAL OPERATING COST ESTIMATES "-
NO ADuITIONALI I
1980
Cambus I.C..! Coral. Cambus I.C.
T
297,82
1981
Coral.
Cambus
72,000
390,500
TABLE 4.8
SUMMARY OF TRANSIT IMPROVEMENT EXPENDITURES
ALTERNATIVE
-- -
(1975 Dollars) i
ANNUAL CAPITAL COST YEAR ESTIMATES
- .:-...
COST 1977 1978 -- +
I.C. Coral. Cambus I.C. Coral. Cambus I.C. Coral. Cambus -I.G Coral. Cambus IiC.-
1981
Cost
Equipment Coral. Cambus
Cost 27,000 - 11600 -
15,400 16,200 30,00 65,000 13,000 30,000
Fleet Depreciation 53,750 27,000 70,000 53.75 27,000 70,000 53,75 27,000 70,000 61,700 32,500 170,000 30,000 166,80
Cost (€ of buses) (1A) (5) (14)
(18) (5) (14) (18) (5) • (14) (1g) - (6) 32,500 80,600
Total Annual (14). (6)
Capital Cost 80,750 27,000 71,600 .53,75 42,400 86,200 83,75 -92,000 83,000 91,700. 32,500 200,000 19) (16)
32,500 _80;80_0
ANNUAL OPERATING COST ESTIMATES
FO COST YEAR 1977 1978
I.C. Coral. Cambus I.C. Coral, Cambus. I.C.- i979 1980
Coral. Cambus' I:Cr.: - 1981 -----
Additional Operating 17,300 1,850 Coral.. Cambus I.C.' Coral. Cambus
Costs - 50,00 5,000 1,000 20,50 .8,700 -
43,000 6,000 26,000 '
Additional Revenue - - -
2,000 - - 10,00 3,000
3,00 1,400 - 15,000 3,300
Net Additional - -
Operating Cost 15,300 1,850
40,00 2,000 1,000. 17,50
7,300 28,000 - _-�- -
Existing Net - 2,700 26,000
Operating Cost 297,820 72,000 390,500 313,12 73,850 390,500 53,12 75,8
Total Net Annual 50 391,500 70,620 83,150 391,500 98,62
Operating Cost 313,120 73,850 11
85,850 417,500
390,500 353,12 75,850 391,500 70,62 83,150 391,500 98,620 85,850 417,500 98,62 85,850 417,500
H
TABLE 4.9
SUMMARY OF TRANSIT IMPROVEMENT EXPENDITURES
ALTERNATIVE 3-------
(1975 Dollars)
ANNUAL CAPITAL COST ESTIMATES
YEAR
COST
1977
I.C. Coral. Cambus
1978
I.C. Coral. Cambus
1979
-I.C. :Coral. .Cambus
1980
I.C.>Coral. '.Cambus
1981
L C. Coral.Cambus
Additional Equipment
Cost
65,000
65,000
17,800
43,20C
15,400
65,000
65, 001
- -
130,000
130,00
-
13,000
195,00
7,000
Fleet Depreciation
Cost (k of buses)
53,750
(18)
27,000
(5)
70,000
59,OOC
32,500
70,000
59,001
32,500
75,400
61,70
32,500
80,800
66,80
32,500
,80 800
Net Additional
(14)
(19)
(6)
(14)
(19)
(16)
(15)
(19)
(16)
(17).,(19)
(6)
(17)
Total Annual
72,800
13,150
-
40,00
2,000
38,800
100,00
- -
26,000.
28,000
2;700
•-
39',00
5,350
_
-
Capital Cost
118,750
92,000
87,800
02,200
47,900
135,000
124,00
'32,500
205,400
191;70
.32,500
.93,800
261;80
32;500
'.80,800
ANNUAL OPERATING COST ESTIMATES
YEAR
COST
1977
I.C. Coral. Cambus
1978
I.C. I Coral. Cambus
1979
I.C. I...Coral. Cambus
1980 .. -
:I.C. Loral.. Cambus.
. --- --- 1981-
I.C. Coral. Cambus:.
Additional Operating
Costs
77,800
14,550
-
50,00
15,000
38,800
132,00
--
26,000
43,00C
6,000.
-
50,00
7,000
-
Additional Revenue
5,000
1,400
-
10,00C
3,000
-
32,00
-
-
15,00
3,300
-
11,00
1,650
-
Net Additional
Operating Cost
72,800
13,150
-
40,00
2,000
38,800
100,00
- -
26,000.
28,000
2;700
•-
39',00
5,350
_
-
Existing Net
-
Operating Cost
297,820
72,000
390,50070,62
85,150
390,500
10,62
87,150
419,300
510,620
87,150
455,300
538,62
69,850
55,300
Total Net Annual
-
Operating Cost
370,620
85,150
390,500
10,62
87,150
429,300
10,62
87,150
455,300
538,620
89,850
455,300
577,62
95,200
55,300
YEAR
COST
Additional Equipment
Cost
Fleet Depreciation
Cost (' of buses)
Total Annual
Capital Cost
I \ YeAR
Additional Operating
Costs
Additional Revenue
Net Additional
Operating Cost
Existing Net
Operating Cost
Total Net Annual
Operating Cost
TAPLE 4.10 -
SUMMARY OF TRANSIT IMPROVEMENT EXPENDITURES -
ALTERNATIVE 4
(1975 Dollars) -
ANNUAL CAPITAL COST ESTIMATES : : -
1977 1981
1978 '' 1979 -
I.C." Coral. Cambus I.C. Coral. Cambus LC. Coral. Cambus I.C. Cora. Cambus-- I.C. Coral. Cambus
108,200 65,000 82,800 30,00 15.400130,000 97,90 �- -
54,000 130,000 - , 90,00 - 13,000
53,750 27,000 70,000 59,00 32,500 75,400 62,75
(18) (5) (14) (19) (6) (15) (21) 32,500 86,200 65;450 32,500 86,200 70,55 32,500 86,200
(6)
161,950 92,000 152,800 .89,00 47,900 205,400 160,65 32,500 140,200 195,450 :32,500 86,200 460,55 :32,500 99,200
ANNUAL OPERATING COST ESTIMATES
1 1978 1979
I.C. Corraall . Cambus I.C. Coral. Cambus1980 I.C. Coral. Cambus I.C. Corral-. Cambus I.C.,'-Coral. Cambus
127,800 19,550 38,800 135,28 13,628 -26,000 132,00 r
- 117;00 30,600 23;800 80,900 7,000
15,000 4,400 - 9,98 998 - 32,00 _
30,00 11,100 17,500 1,650 -
112,800 15,150 38,800 125,29 12,360 -26,000 100;00 -
87,000 19,500 231800 63,400 5,350 -
297,820 72,000 390,500 330,62 *79,150* 429,300 55,91 91,780 455,300 555,916 91,780 455;300' 42,916 111,280 479,100
410,620 87,150 429,300 455,91 91,780 455,300 55,91 91,780 455,300 42,916 111,280 479;100 06,316 116,630 479,100
*Since the subsidized taxi service has been replaced by a separate Dial -a -Ride the annual taxi
subsidization of 580,000 for Iowa City and $8,000 for Coralville have been dropped from their respective
operating costs.
SECTION V
SOURCES OF REVENUE
The revenue side of the budget is the primary limiting
factor in how many of the improvements identified in the five
year program may be implemented. A review of existing and po-
tential sources of funding is necessary in considering the
various expenditure levels of future transit service for each
of the three systems.
Local Sources
Iowa City
Fare - An increase in revenue-may.be realized through an
increase in fare, assuming that a sizeable drop in ridership
does not follow. Based on 1975 transit ridership and working
with a fare increase of 25t would result in the following in-
creases in current annual fare revenue (which is`presently about
$215,000) assuming various ridership impacts:
•increasing fare to.25t with no resulting drop in
ridership would add $143,500 to: the current fare
revenue.
•increasing fare to 25Q with a 5 percent drop in
ridership would add $125,600 to current fare revenues.
•increasing fare to 25t with a 10 percent decline
in ridership would add $107,600 to current fare revenues.
*increasing fare revenue to 25t with.a 20 percent
decrease in ridership would -add -$71,700 to current
fare revenues.
A 25t fare would increase revenue even in the event of
a large decrease in ridership such as 20 percent.. There are
several factors, though, to take into account when projecting
.
71.
the impact of a fare increase on ridership:
a. Coralville's fare increase in March of 1975 did not
result in any drop in ridership. As"a case in point,
Coralville's ridership increased over the previous
years monthly ridership.*
b. The most effective means of negating the impact of
a fare increase would be to simultaneously provide
an increase in the level of service (e.g: provide
more peak hour service).
c. A large proportion of transit riders are choice riders
(those that own one or more cars).** Since~they do
have an alternative mode of transportation, as a group
they are especially sensitive to fare increases.
d. In combination with the fare increase the institution
of a monthly pass system would lessen the impact,o,f
the fare increase on those that can least afford i't--
the captive riders. In addition, asoutlined in the
original TDP, a monthly pass system would also re'd'uce
money handling by the driver, encourage the bulk pur-
chase of transit service, and thereby provi'de's means
of both revenue growth and usage promotion.
As a conservative estimate, a 25¢ fare in conjunction with
a monthly pass system would increase present fare revenues by
$100,000 annually. Although ridership may experience an imme-
diate drop following the institution of the fare increase, it
will probably climb back to near its present level in a short
period of time. The Transit Advisory Committee recommends that
an $8.00 per month pass system be instituted if the cash fare is
increased to 25t on the Iowa City system.
Two Mill Transit Levy - The Iowa Home Rule Act (Division
7, Section 93, Subparagraph 11) provides for a special two mill
*Coralville also changed its level of service a number.of times
prior to and following the fare increase which may have nioAt d
the impact of the fare increase on ridership.
**In an on -bus survey in April, 1972 53 percent'of the riders'
stated that they did have a car available to make the trip they
were presently making by transit.
72.
property tax which could be levied to finance local transit
operations._ At the present rate of '$96,400 per mill, such a
tax would provide about $192,800 additional annual revenue for
transit.
Parking Revenue - An amendment to the Code of Iowa (384.89)
effective July 1, 1975, allows any surplus of parking revenue
(i.e. funds remaining after construction and maintenance costs
are met) to .be used to cover transit costs. For FY76 parking
revenue is expected to net about $220,000 which, when added to
the existing balance ($441,000), leaves' a total surplus in park-
ing revenue.of $661,000. At this time, it appears that the bal-
ance of,this surplus is committed to the design and construction
of a parking ramp in the downtown area. If the parking ramp
proposal does not materialize, the fund would be another potential
source of revenue for transit.
Property Tax - The portion of property tax monies used
to subsidize the mass transit budget has decreased annually, since
1973. In 1973, 52 percent of transit funding came from property
taxes. This figure has dropped to 8.1 percent for FY76:Jestimated).
Property taxes are expected to bring the city $2,892,150 in
(general fund) revenue.
General Revenue Sharing - The dramatic drop i.n.the property
tax subsidization of mass transit has been the result of the
allocation of general revenue sharing funds for mass.transit.:
For FY76, it is estimated that $560;000 in general 'revenue`shar-
ing funds will be received by the 'city. Of this, $210;000 will
73.
be used to support mass transit. General revenue sharing lea-
islation is due to expire in ;December; of 1,976. If ,it'does ex-
pire, this would leave transit with about $iO0,000'
int funding
for FY77, and it would require finding other means'of funding
in the future. If revenue sharing legislation is extended,
mass transit could expect an allocation of $20.0,1000 annually.
State Municipal Assistance - This is an;annual ,legislative
appropriation to local municipalities; $225,000 was allocated
to Iowa City for the 1975 calendar year. The city;-.used this as
a source of transit funding for the first time during FY76 with
an allocation of $93,100. As a result of an increase in this
appropriation for 1976, Iowa ICity can expect approximately
$275,000 in funds for the current (1976) calendar year. As an
existing transit subsidy source, the state allocation may further
increase in the future.
Capital Replacement Fund - This fund could be a source
of transit operating monies if Iowa City continues to take ad-
vantage of the federal capital grant,prog,ram.l'` Under the federal
capital assistance program, the local share (2O percent) required
for the purchase of a bus is presently about$i31000; three times
that amount ($37,500) is currently being placed in the replacement
fund annually with a total reserve now.of over $125,000. It is
conceivable then that this source could be occas'sionally tapped
of its excess to meet operating expenses.
Assuming that the Iowa City bus fare is raised to 25Q,
there are then five sources of local transit subsidy. Table 5.1
74.
TABLE 5.1
ESTIbG\TE•D POTENTIAL LOCAL TRA\SIT-FUNDI\G
SOURCES; IOIVA CITY*' -
**The deficit reflects the operating costs of Alternative 3.
*The local share would be paid for out of the capital replacement fund.
1975
DOLLAR ESTIMATES
Year
Cost/Revenue
1977
1978
1979 -
1980
1981
Operating Cost (including
depreciation; Alt..#3)
652,270
707,520
839,520
885,220',
940,320=
Fare Revenue
(25¢ Fare)
323,300
339,900
361,020
385:;920-
'404,180.
Operating Deficit
328,970
367;620
478,500
499300
536,.140.
Potential Local
- -
Subsidy Source
(1) Transit Levy
(2 Mill)
192,000
192;000
192,000
192,000
--192,000
(2) State Municipal
-
-
Assistance
90,000
90;:000
90,000
90`;000
'"90;000
(3) General Revenue
Sharing
200,000
200,000
200,000
200:,000
200,'000
(4) Parking
'
Revenue
100;000
100,000
100,000
100000
100,000
(5) Property Tax
(1 Mill)
96,000
96`.000
96,000
96,000
96000
Capital Cost
(Alt. 3)
65,000
43,200
•':
65,000
130,000
-.195,000
Federal Grant
52,000
34,S00
52,000
104,000
:"156;000
Local Share
13,000
7,740
13,000*
26,000*
39,000*
**The deficit reflects the operating costs of Alternative 3.
*The local share would be paid for out of the capital replacement fund.
illustrates the annual subsidy necessary ,if, _for.example,,Al-
ternative 3 were implemented. Estimates of.pote,nt.ial revenue
from each of the five sources previously.discussed.,are listed.
This is followed in turn by estimates of capi.tal.equipment,costs
assuming a federal (80 percent) capital grant.
Coralville
i
Fare - As of March, 1975, Coralville's fare -was 35t. As
previously mentioned, Coralville's instiution of the fare, increase
did not affect ridership, the impact of the raised fare having
been softened by improvements in the level of_service. Coral-
ville could choose to provide a monthly pass system as a.con-
venience to its riders and to provide_ compatability.with the
Iowa City system. Other sources of revenue should be investigated
before any additional increases in fare are implemented'.
Two Mill Transit Levy - This special tax levy was used by
Coralville through the 1974 budget. Although no longer in'use,
if instituted again, it could generate almost $40',000 in funds
for the transit system.
Property Tax - General property tax revenues Were first
used for transit in FY75 and now replace the special two 'mill'
property tax levy. For FY76, $72,000 in property tax revenue
was allocated for transit out of an available fund of approx-
imately $600,000. Additional funds from this sourCe'cann'ot Ue
expected to exceed.the current level,..
General Revenue Sharing - This source of funding was..not
used until 1974. Coralville's revenue sharing funds average
76.
around $100,000 annually. An increasing proportion of these
funds have been directed toward transit. In FY75, 40 percent
of general revenue sharing funds were used for 'transit, while
in FY76 this figure is expected to increase to -60 percent.*
If federal revenue sharing does expire in December'of 1976;
Coralville will also be required to seek other funding sources.
State Municipal Assistance - Due''to a permanent increase
in state allocations to municipalities,Coralville's funds were
increased by $40,000 for FY76. All of this money was directed
to cover the transit deficit expected in FY76. As°this transit
revenue source was available for the first time in FY76, it
may also be available for future use.
Coralville has four local sources of transit funding.
Assuming that each of these sources are utilized, Table 5.2
shows the potential means of.subsidizing transit over_the,next
five years if Alternative 3 were .implemented.
Cambus
Cambus is a University owned.and operated system }which
has no fare. Funding has come from primarily three sources in
the past: work study, student fees, and parking revenues.
Work Study - The major source of funding for Cambus comes
through the work study program. Under, this program 80 percent
*Coral vi11e's expenditures for FY75 and FY76 were abnormal 1y
.high. In FY75, this was due, to service to Oakdale and North
Liberty and in FY76, this ins due to -'the -capital -costs of five
buses and a maintenance building,
77.
TABLE 5.2
ESTIMATED POTENTIAL LOCAL TRANSIT FUNDING
SOURCES: CORALVILLE*
1975 DOLLAR ESTIMATES
Year
1977 1978 :1979 1980 ;1981
Cost/Revenue
40,000
40,000
40,000
Operating Cost (including
depreciation; Alt. #3)
173,550
194,050
194,050
Fare Revenue
69,000
72,000
72,000
(35� Fare)
Operating
Deficit
104 550
122,050
122 050
Potential Local
_
Subsidy Source
Q
(1) Transit Levy
(2 Mill)
40,000
40,000
40,000
(2) State Municipal
40,000
40,000
40,000
Assistance
(3) General Revenue
Sharing
50,000
50,000
50,000
(4) Property Tax
(1 Mill)
-
20,000
20,000
20,000
Capital Cost
(Alt. #3)
65,000
15,400
FederalGrant
52,000
12,320
Local Share
13,000
3,080
}The deficit reflects the operating costs. -,of Alternative
200,050 207,050
75,300 = 77,000
124,7S0 130,050
40,000
40,000
40,000
40,000
50,000 -
50,000
2.0,000
20,000
of a qualified employee's wages: are; picked up by the federal
program with the remaining 20 percent paid by the University.
Work-study funds for FY75 and FY76 accounted-for-approximately
40 percent of the system's total revenues. According to the
FY75 and FY76 budgets, work study funding for.Cambus has peaked
at around $150,000 annually.
Parking Revenue - The FY76 budget for University parking
lot operations was approximately $850,000, and increase of 13
percent over the FY75 budget. -Cambus received-$85;OOo.in fund-
ing from parking revenue for FY76. Parking revenue allocations
have increased by about 10 percent,annually over the last three
years
Student nt Fees _ The University .is expected:to receive
over 16 million dollars from student fees during FY76., Of 'this,
$140,000-is-allocated for Cambus iThis-is-an-increase�of 47
Percent of the. FY75 student fee allocation.: -
Other - Another source of revenue is the optional fee.
Students and faculty may voluntairl'y donate' money. toward Cambus.
Last year (FY75) almost $10,000 was;donatedin this :manner. As
an optional fee, it cannot be depended upon'as a`definite source
of revenue.
The three major sources of"Cambus funding arelidentified
i
in Table 5.3 and
projected overthenext five years'. These
revenue sources are also compared with the operating expenditures
of Alternative 3.
79.
TABLE
5.s
ESTIMATED POTENTIAL LOCAL TRANSIT
FUNDING
SOURCES:
CAMBUS*
1975 DOLLAR ESTIMATES -
Cost/Revenue Year
1977
1978
1979
1980
1981
Operating Cost (including
depreciation: Alt. #3)
460,500
499,300
530,700
536,100
536,100
Operating
Deficit 460,500
469,500
499,300
S30,700
536,100
536,100
Potential Local
Subsidy Source
155,000
155,500
173,000
173,000
173,000
(1) Work Study
100,000
120,000
140,0.00
:'1501000
'16.0,000
(2) Parking Revenue
175,000
190,000
200,0,00
200,000
200,000
(3) Student Fees"
University
50,000
50,000
50,000
50,000
50,000
Supplement
Capital Cost-
#3)
17,800
65,000
130,000
13 ,000
-=
(Alt.
Federal Grant
14,240
S2,600 -
104,000
10,400 '
Local Share
3,560
13,000
26,0.00
2,600
}The deficit reflects the
operating
costs of Alternative
3.
4�
State Sources
To date there is no direct provision forifinancial as-
sistance from the State of Iowa_ to local mass transit Systems.
There are currently four bills pending in -the - Iowa Legislature,
each of which could have some effect on state subsidization of
public transit.
Senate Bill 413 would establish a municipal transportation
assistance fund. Monies would be distributed annually to each
city transit system in proportion to, the percent of the city's
Population which is served by the transit -:system. -'An --annual
appropriation of $1.5 million is under consideration to, be
allocated for operating assistance, demonstration projects, and
technical assistance. If passed, this bill could, at. maximum,
provide Iowa City with from $72,000 to $104,000 in annual opera-
ting subsidies; similarly Coralville could receive an estimated
maximum of $9,400 to $13,500 annually. The -bill is currently in
the Senate Committee on Cities.
Senate Bill 182 (HF663) would establish 'a state°;transporta-
tion fund to develop and assist, the state, Is road, air; railroad,
river, and mass transit systems'. It providesAhat 10 -percent
of two thirds of the state sales tax revenue from thelast
quarter of each fiscal year be 'deposited in=this-fund annually.
This would amount to an annual appropriation of approximately
$4.5 million. Monies appropriated to the, localities under this
fund could be used to offset the costs of both transit operations
and maintenance. This bill has been referred to the Senate
191M
■
1
Appropriations Committee.
(louse Joint Resolution 13 is.a proposed constitutional
amendment that would repeal the requirement ,that;motor,vehicle
fees, licenses, and excise taxes on motor vehicle fuel -be used
exclusively for highway purposes. This would allow, approximately
$97 million in state road use taxes to be spent on,all'tr,ansporta-
tion systems including local mass transit. - Thi;s ,resoluti;on,has
been referred to a transportation subcommi.ttee.- Ir.order. to :.
become law, a constitutional amendment must pass two consecutive
General Assemblies in the same form and then,be approved by
the voters of the state.
Senate Bill 168 would appropriate $39.2 million from the
state's general fund to the road use tax fund. The;road use ;
fund last year totaled $263 million with most receipts coming
from gasoline taxes and license fees. If. the previously:,di.s-_,
cussed constitutional amendment (HJR13) also.,passedrand opened'
the fund to non -road purposes, this appropriation.could poten-,
tially be used to subsidize local mass.transit,systems.. ,This .
bill is currently in the Senate Appro_pria,tions:,Committee;....._
Perhaps the most likely source of early state public
transit assistance will be the special appropriations request
of the Iowa Department of Transportation for two million dollars
for its Public Transit Division. It is estimated that 1.5 mil-
lion of this would be for 50/50 matching assistance for rural
and urban systems. This might mean between $40,000 and $100,000
annually for systems in Johnson County.
Federal Sources'
An Amendment to the 1974 National Mass Transportation
Assistance Act, Senate Bill 662, has passed the Senate and
is currently before the Subcommittee on Surface Transportation
Of the House Public Works Committee.If the legislation passes,
it would allow one half of the $500 million previously earmarked
only for capital assistance in non -urbanized areas over a six
year period to be used as: (a) operating assistance (up to
50 percent of operating deficits) for public transit in urban
areas of under 50,000 population, and (b) assistance in pro-
viding elderly and handicapped oriented transportation systems.
Both Iowa City and Coralville would qualify for the 'transit
operating assistance provided for under the amendment.
The local transit systems presently qualify for federal
capital assistance under the Urban Mass Transit Act of 1964'
(UMTA). The UMTA grant will cover 80 percent of the cost of
any capital equipment needed in the operation and maintenance
of a' transit'system; thus it allows the local system to pay 20
percent of the capital costs. -
9"
SECTION VI"
ANNUAL PROGRAM REVIEW ANDUPDATEPROCESS''
The TDP 'Review Process
In order to qualify for federal -funding, the TDP must be
reviewed and updated annually. The"responsibility of carrying
on this process is jointly held by representatives''of the local
governments, citizens, the transit'systems,'and'the-'regional '
Planning commission. As discussed in'the TDP''thes'e interests
are represented through the Transit Advisory Committee. Through
the TAC, with input from local elected officials,'transit opera-
tors, the Johnson County Regional Planning -Commission staff, and
local municipal and university administrators, improvements to
the local transit systems are recommended for review and adoption
by local decision makers.
A schematic representation of the TDP reviewprocess is
shown in Figure 6.1. The development of a preliminary program
depends on continuous input from the'various`�representatives. As
an annual event, the process is continuously reinstituted.
There are several issues which the TAC''should continue to
concern itself with in the 'following 1months:'
-The TAC should stress the importance and feasibility
of establishing a Metropolitan"Transi't'Authority:
By investigating means 'of'improving'the"coordination
of the three transit 'systems, . such'as a"unified market-
ing program, the TAC can'provide.a"smooth`transition to
a Metropolitan Transit''Autfiority'
im
-The TAC should include in;the next annual TDP the
results and recommendations of the Elderly and
Handicapped study underway and .scheduled.for com-
pletion in the fall of 1976-
-The transit priorities established_ should be contin-
uously promoted and revised as new issues come up
for consideration.
An.Update Procedure. .. ..
In general, the procedure..for annually updating the -TDP,
consists of the following steps:,
1.. Documentation of changes in local .trans,i,t;ser.vice
since the previous update: this includes both
changes in:operation!(e.g.,;ridership,:coverage,
scheduling, etc.) and equipment (e.g., fleet and
maintenance additions).
2. A review, of each transit systems,financ,ial status::
the budgeted expenditures, revenues, and subsidies
will be analyzed.- This wil.ljinclude an•assessment
of each systems operating performance.
3. A review of the local transit objectives and prior
ities: this requires reevaluation ofprevious;,-;
priorities and any additions or deletions deemed
.relevant.;.The results are-a-,listing-of,improve-
ments and their subsequent ranking.
4. Development of alternative program levels of improve-
ment implementation:. various improvement schedules:,
based on the ordered priorities should be developed,
each assuming a.different.level of funding.;_,;,:;,
.5. Review of,:,vari,ous sources,of transit fundi.ng:- this
will include funding means at all levels of govern-
ment; both existing and.potential sources which are
not yet utilized.
6.; Recommending the direction.•.fo.r,transit.improvements
to take,over.the, next,five:.yearls:,the•option, exists
for ,the' r,ecommendati,onto:be,,either.-.a,.spe.cifi.c alter-
naiive or',a more general priority order to,b,e imple-
mented as future constraints,(e.,g:,-budget); allow.
M
7. Presentation and .adoption of the recommendations by
the local implementing agencies: As the various local
representatives should;be involbed.in the development
of- the.recommendations' this _final- step should involve
few problems. Adoption should occur prior to any
applicant seeking federal assistance for transit equip-
ment or facilities.
�11'cV ElA A MrctV'T'
LOCmlWASTr OFMATOSZS
AND �iOVERN MENT
RDMIxiSTRATIVE STAFF
MEMWPS
I So1F�tsolyCovxT�s IZ�IONi
v 1�-ANNIµU COfl1M15$IOA(
STFlFF
T2ANSIT ROVISOSL`T
M mMt TTEE
FIGURE 6.1
ANNUAL TRANSPORTATION DEVELOPME-N"I PROGRAM REVIEW PROCESS
PtmumluAzv
LNKAM
-fOY42AM
REv
UNIVC'm% y
OF MMA
?Aw A C%T r
CGTY
C:X1NG�.
CORP.LV 1LLE
CITY
CAUNCII�
ToKV4%O J
COvNT`f
CCOUxT`f \
SOta¢D J
ADOPTlom
CoUMI-V F1NAt_
IZ%%WiAL oMAT,
RANNINU Tuaw
COIMMtistoK
SIYIPI.EMENTATIDTs
APPENDICES
Appendix
Page
A.1
Iowa Municipal
Transit Operating
89
Statistics,
1974
A.2
Iowa Municipal
Transit Service
90
Indicators,
1974
B
UMTA Capital
Grant Costs Summary
91
C.1
Nominal Cost
Transit Promotion Proposal
92
C.2
Example Transit
Promotion Budget
96
D
Alternative
Transit Improvement Options
97
E.1
Description
of Alternative 1 Improvements
105
E.2
Description
of Alternative 2 Improvements
106
E.3
Description
of Alternative 3 Improvements
109
E.4
Description
of Alternative 4 Improvements
112
ME
APPENDIX A . 1
Operating statistics for transit properties in Iowa, 19741
City
Passengers
Revenue
miles
Operating
revenue, 5
Operating
expenses,
Operating
5 deficit, $
Burlington
Metropolitan Areas
244,377
51,403
Cedar Rapids
1,392,183
764,882
415,679
606,993
191,314
Council Bluffs
742,845
527,810
271,260
453,758
182,498
Davenport
939,123
672,206
254,188
555,884
301,696
Des Moines
4,156,004
1,842,540
1,511,016
2,219,187
708,171
Dubuque
1,178,816
573,667
323,930
632,175
302,245
Sioux City
1,387,816
630,486
344,862
669,043
324,187
Waterloo
744,897
521,722
166,853
422,745
255,892
Subtotal
10,542,690
5,533,313
3,293,788
5,559,791
2,266,003
Small Urban Areas
Ames
101,000*
104,000*
23,901
56,777
32,876
Burlington
328,196
244,377
51,403
158,379
106,376.
Clinton
523,187
281,050
102,880
219,866
116,378
lcwa City
1,413,400
475,057
212,691
468,000
255,309
Marshalltown
85,000*
45,000*
21,237
40,350
19,113
Mason City
78,000*
90,000*
29,000*
47,000*
18,006*
Ottumwa
356,000*
220,000*
87,898
187,855
39,957
** Coralville
179,434
185,670 .
56,987
122,536
65;551
**Subtotal
2,464,434
1,644,670
.585,987
1,300,536
726,551
**Total
13,007,000
7,178,000
3,880,000
6,860,000
2,993,000
* Estimated.
** Corrected to include Coralville, JCRPC
1. Transit Assistance Program for Iowa; Iowa Department of -
Transportation, June, 1975
ME
APPENDIX A. 2
Transit service indicators from operating statistics, 1974.2
City
Rides
per
Revenue
miles
Average
fare,
Averag e
Ratio
Operating
capita
per
$
cost per
revenue/
deficit
Capita
revenue
mile, $
expense
per ride
Metropolitan Areas
"-
Cedar Rapids
10.47
5.75
0.30
--------------
Council Bluffs
12.10
0.79
0.68
0.14
Davenport
8.60
0.37
0.86.
0.60
' 0.25
Des Moines
9.46
6.71
0.27
0.83
0.46
.0.32
Dubuque
16.64
7.38
0.36
1.20
0.68
0.17:
Sioux City
.18.26
8.88
0.28
1.10
0.52
0.26
Waterloo
14.18
6.41
0.25
1.06
0.52
0.23
t
6.86
4.81
0.22
0.81
0.39
0.3?
Average
12.95
6.79---
0.31
1.00
--
-------- -----------------
0.59
0.21 ..
____ _--_
Small Urban
Areas
Ames
Burling -Lon
2.5*
0.24*
0.55*
0.42*
0.33*
Clinton•32
linton
9.43
9.43
7.03
0.16
0.65
0.33
Iowa City
14.68
7.89
0.20
0.78
0.47
0.22
Marshalltown
29.24
9.82
0.15
0.89 1
0.45
0.18 1
Mason City
3.1*
1.7*
0.25*
0.90*
0.53*
0.22*
Ottumwa
2.5
2'9*
0.37*
0.52*
0.62*
0.23*
"* Coralville
11.9*
7.4*
0.25*
0.85*
0.47*
0.23*
27.2
28.11
.32
-.66
__47
.37
**Average t
12„36
- --
8.4
--
-.24
.73
.47
27
**Overall average
12.76
7.7
27
.83
.51
.26
* .Estimated. **Corrected to
t Weighted average include Coralville, JCRPC
l• These Iowa DOT figures arc higher than those
report because the DOT figure for operatin contained in this
include capital expenses. g costs does not
2• Transit Assistance Pro ram for Iowa; Iowa Department of
Transportation, June, 1975,
w
ITEM
1. Buses
2. Air Conditioners
3. Radios
4. Radio Base Stations
and antenna
5. Fareboxes
APPENDIX B
MASS TRANSIT (Ubil'A) CAPITAL GRANT PROJECT COST SUMMARY
(December 1975)
UNIT COSTS II AGENCY COSTS
PROJECT COSTS )I
COMPOSITE
LOCAL SHARE
LOCAL 200
UNIVERSITY CORALVILLE IOWA CITY
TOTAL (OSTS
I S
I I, 500
13
I 900
20
COST/UNIT
COST/UNIT
N
E
9
$
N
S
60,000
12,000
12
144,000
S
60,000
3
36,000
5,000
1,000
--
--
-
--
3
3,000
1,200
240
12
2,880
-
--
-
--
7,500
1,500
1
1,500
-
--
-
--
PROJECT COSTS )I
COMPOSITE
LOCAL SHARE
1 300
FEDERAL SHARE
TOTAL (OSTS
I S
I I, 500
13
I 900
20
240,000
960,000
1,200,000
3
3,000
741,900
12,000
15,000
12
2,880
-
11,520
14,400
1-
1,500
-
- 6,000
7,500.
1,500
1 300
--
--
I S
I I, 500
13
I 900
I 8
LOCAL SHARE
FEDERAL SHARE
148,380118,380
593,520
61,500
246,000
39,90039,900
159,600
PROJECT COST
741,900
307,500
199,500
*NOTE: The existing fleet of 17 buses in the University's CAMBUS System will be sold when
the replacement buses are delivered. Proceeds from the sale are estimated to be
approximately $2000 per bus; thus the net cost of the new buses would be:
2,400 " 9,600
249,780 .R 999,120
999,120 Total Local'
Share Total"
1.,248,900, Federal
Share
New buses (12 x S60,000j
Proceed from sale (17 X $ 2,000)
Net Cost
20% of Net
12,000
,248,900
Total Project
Cost
5720.000
34 000
68b!OUU
137,200
APPENDIX C_1
,. nAru Tn TRANSITPROMOTION
The promotional instrument outlined in this report is
similar to one that was used in the Dallas Metropolitan Area.
It is in the form of a very flexible brochure. Primarily the
brochure would consist of a 12 x 18 ,inch pamphlet that would be
folded down to'approximately 4 x 8)2 inches. On the inside of
the brochure, when completely folded out, would be displayed a
map of the entire areawide bus system (Coralville, Iowa City,
and CAMBUS). The routes of all three systems would be shown on
a map. A number of spaces would then be available on the bro-
chure,
describe key elements of the
chure, when it was folded up, Such items as the free
systems in clear and concise wording. service, headways,
transfer policy between buses, the Saturday_
and the use of CAMBUS for areas to peripheral parking areas would
be printed. One panel on the back side of the brochure would be
set aside for mailing
address, so that the entire package could
be stapled and mailed out. One edge of the brochure would be
folded back to form a packet in which a number of inserts will be
placed. For example, the route schedules of all the Iowa City and
Coralville routes would be inserted along with free passes and
What is being
advertising fliers depending on the target group.
considered, then, is a very flexible instrument. It can be mailed
out or handed out and can be packed according to the segment of
the Population that it will be going.to.
ro osal is taken from a report by Richard McGuire and Brent
This p P the Center
Bair entitled"ProCoralvilleaUrbantAreaTrsponsoredit mbyional Program
for the Iowa City -
for Urban Transportatiof IowateJunens1975te of Urban and Regional
Research. University s
The configuration of the brochure was arrived at after
talking with the directors of the three bus systems. The one
item agreed upon by all three directors was the need for a single
route map for all of the systems so that people could easily see
that access to the entire community is possible through use of the
transit systems. For this reason the basic background of the bro-
chure being a map was decided upon. Basically, the packet will
be an instruction manual for any person on how to leave his car at
home and still go anyplace he desires.
The inclusion in the packet of two or three free bus passes
would be dependent again upon what target group was being appro-
ached. The use of free passes has been endorsed by both Steve
Morris of the Iowa City Transit Company and Al Baker of Coralville
Transit. The premise is that residents should be encouraged to
use the bus a few times to see how cheap and convenient it can be.
Hopefully free passes will help break some people's automotive
habit. Additional information regarding other special transit .
services such as SEATS, Inter -city bus, taxis, and other special-
ized systems serving the handicapped could also be included.
A number of sources have already been identified as poten-
tial distributors of the material. Obviously, one of the largest
groups of would-be bus riders is the student population. This
group can be very effectively reached at registration time in the
fall and the spring. CAMBUS currently operates an information
table at registration and is available to hand out the brochures.
Probably 10,000 could be distributed at each registration session.
93.
Another important group of people to contact are new resi-
dents of the community. In addition to the high student popula-
tion turnover, the faculty and staff of the University are a
mobile group. One channel for contacting these new residents
of the area is the Welcome Wagon. Welcome Wagon reaches be-
tween 500 and 600 households yearly and they have expressed a
willingness to distribute the transit brochure. Along with Wel-
conic Wagon, the Iowa City Realtors probably deal with just about
all new residents to this community. The area realtors reach
well over a thousand potential new residents yearly. Several
local realtors contacted also stated that they would provide the
brochures to people they deal with. The people that Welcome
Wagon and the realtors work with are a logical group to be given
free bus passes. Proper introduction to the bus system is im-
portant.
Shoppers are another identifiable group that should be con-
tacted with the brochure. This could be accomplished by using
local merchants as distributors of transit information. A survey
done by Johnson County Regional Planning Commission in 1974 showed
that 83 percent of the merchants in the central business district
were willing to disseminate information. These packages might be
tailored to shoppers by including information on the bus and shop
program. Increased interest in bus and shop among merchants
might also be created with the use of the brochure.
94.
The lowest estimate on the cost of printing the type of
brochure envisioned was obtained from Economy Advertising. The
figures were approximately as follows:
10
thousand -----
5 687.50
15
thousand -----
968.40
25
thousand -----
1,529.55
These are the costs for printing ten, fifteen, and twenty-five
thousand packets in black and white only. The addition of
colors would add to the cost of printing the three amounts of
brochures by the following amount per color:
10 thousand ----- $ 82.15
15 thousand ----- 100.80
25 thousand - - - -- 138.05
It seems reasonable that for a first print.ing somewhere between
fifteen and twenty thousand of the packets could easily be:distri-
buted. This would allow approximately 10,000 for University regi-
stration, 500 for Welcome Wagon, 2,000 for local realtors and about
2,500 for area merchants. Any further printings could rest on the.
measured success of the first effort via ridership figures.
As stated previously,'the use of this packet would merely be
a first step in initiating a more thorough promotional campaign.
It seems that some of the successes enjoyed in other cities
through marketing efforts could be enjoyed here as well. If peo-
ple are going to make a habit out of riding the bus, they must be
made constantly aware of the economy and conveniences it provides.
95.
AREA
PROJECT YEAR
1977
1978
1979
1980
1981
Students
Mailout, 20,000 Fliers (8'=" x 11")
Newspaper, Daily Iowan 5-1: page
Advertisements
Radio, KRNA
100, 30 second Advertisements
$ 185
403
525
$ 185
405
525
$ 185
410
530
$ 190
410
535
S 190
410
540
Workers
Mailout, 15,000 Fliers (8!Z" x 11")
Postage
Newspaper, Press -Citizen
1-14 page Advertisements
Radio, KXIC
New Sponsor Every Other Week
3 minutes air time
145
500
520
537
145
510
520
540
145
520
525
545
150
530
525
545
150
530
525
545
Shoppers
Radio, KXIC
100, 30 second Advertisements
Newspaper, Interstate -Shopper
1-1; page Advertisement per Month
500
550
500
550
505
550
505
550
505
550
Capital
Expenditures
Construction of an Outdoor Display
20 Indoor Map and Schedule
Displays
200
11000
Administra-
tive
Expenditures
Advertisement Preparation and
Coordination, Art Work, etc.
51000
51000
5,000
51000
5,000
TOTAL COST
$10,065
$ 8,880
S 81915
$8,940
S 8,945
APPENDIX D
LISTING OF ALTERNATIVE IMPROVEMENT OPTIONS
TAC
TDP
Estimated 1975 Dollars
Estimated
Additional
Operating
Estimated
Additional
Revenue
Priority
Ranking
Priority
Ranking
ALTERNATIVE IMPROVEMENTS
Cost
15� - I.C.
35¢ - Coral.:
FJ
INCREASE ROUTE COVERAGE
Iowa City
Existing: 11 routes
Options: Add 1 route at current level
of Service
$ 43,000
$ 15,000
Coralville
Existing: 2 routes on a reverse routing
pair basis (similar to CAMBUS
Options: Separate into two distinct
routes; 'i hour headway
$ 31,000
$ 7,000
CAMBUS
Existing: 4 routes, 2 on reverse
routing pair basis
Options: a) Extend 3 routes to
service Harrison St. Lot
$ 78,000
Z
b) Add 1 route to service
Harrison St. Lot
INCREASE PEAK HOUR SERVICE
$ 26,000
Iowa City
Existing: 8 mos. -30 min. headways on
9 routes
- 20 min. peak hour
service on 2 routes
a
TAC
Priority
TDP
Priority
Estimated
1975 Dollars
Estimated
Estimated
Ranking
Ranking
ALTERNATIVE IMPROVEMENTSAdditional
Operating
Additional
Revenue
Cost
151
- I.C.
351
- Coral.
i
INCREASE PEAK
HOUR SERVICE (cont'd.)
(cont'd.)
(cont'd.)
Iowa City (cont'd.)
Existing:
d mos. - 30 min. peak
hour
(cont'd.)
service on 9
routes
- 20 min. peak
hour
service on 2
routes
- 15 min. peak
hour
service on 1
route
Options:
a) 20 min. headways -
pk.
hrs. - 4 routes -
9 mos.
$ 20500
S
3,000
b) 15 min. headways -
pk.
hrs. - 3 routes -
9 mos.
$ 30,750
$
3,000
c) 20 min. headways.-
pk.
hrs. - 11 routes -
9 most
$ 330,900
S
6,500
d) 15 min. headways -
pk.
hrs. 1 route - 9
mos.
$ 10,300
5
2,000
Coralville
Existing:
30 min. headways on 2
routes -
1 hr. on 3rd. rt. which
exists during Q. hour
only
Options:
20 min. headways - 2 routes
-
peak hour - 9 months
5 3,700
S
1,400
+oauwzug upcion -a" has been implemented
y
TAC
Priority
Ranking
1
TDP
Priority
Ranking
Z
(cont'd.)l (cont'd.)
2
I
ALTERNATIVE IMPROVEMENTS
INCREASE PEAK HOUR SERVICE (cont'd.)
CAMBUSk, hr. -
Existing 30 min. headway s - P
Oakdale service
Options: (, min. hcadways - Red12 e
routes pk. hr. (8) mos.
EVENING SERVICE
Iowa Cit)'
Existing
Options:
Coralville
Existing:
Options
Service terminates at 6:00 PM
a)
11 routes
- 1 hr. headway
Additional
6:00 PM to 12:00 AM -
Revenue
12 mos. 6
days/week
b)
11 routes
- 31 hr. headway
6:00 PM to 10:00 PM -
$ 32,000
12 mos. 6
days/week
c)
11 routes
- reduce 1 hr.
head. to
11 hr. - 6:00 PM
to 10:00
PM -12 mos. -
6 days/week*
1 route - 1 hr. headway -
6:00 PM to 12:00 AM - 12 mos.
6 days/week
a) 1 route - 30 min. headway
6:00 PM to 12:00 PM -
12 mos. 6 days/week
*Assuming option "a" has been implemented
Estimated 1975 Dollars
Estimated
Estimated
Additional
Additional
Operating
Revenue
Cost
15¢ - I.C.
35� - Coral.
$ 37,800
$132,000
$ 32,000
$162,000
32,000
$ 74,000
5 15,000
$ 18,500 5 5,200
C)
TAC
Priority
Ranking
TDP
Priority
Ranking
4 g
(cont'd.) (cont'd.)
L-�
U
ALTERNATIVE IMPROVEMENTS
EVENING SERVICE (cont'd.)
Coralville (cont'd.)
Options: b) 2 routes - 30 min. head-
(cont'd.) ways - 6:00 PDI to 10:00
12 mos. 6 days/week
CAMBUS
Existing:
Options
WEEKEND SERVICE
Iowa City
Existing: 1 hr. hcadways on Sat.
6:00 AM to 6:00 PM - 12 mos.
i) 30 min. hcadways on Sat.
6:00 ADI to 6:00 PM -
12 mos.
b) 1 hour headway on Sunday
3:00 A`1 to 10: u0 PD1
12 months
routes S0head-
ways 6:00 PM to 12:00 AM -
11 mos.
3 routes - 15 6, 30 min. head -
ways 6:00 PM to 2:00 AM -
11 mos.
Options
5 24,600
$ 23,300
$ 43,000
$ 50,000
$ 7,800
Estimated
1975 Dollars
Estimated
Estimated
Additional
Additional-"
Operating
Revenue
r%x
Cost
15� - I.C.
35¢ - Coral.
5 24,600
$ 23,300
$ 43,000
$ 50,000
$ 7,800
0
3
TAC
Priority
Ranking
TDP
Priority
Ranking
ALTERNATIVE IMPROVEMENTS
Estimated
Estimated
Additional
Operating
Cost
1975 Dollars
Estimated
Additional
Revenue
15¢ - I.C.
35t - coral.
.S
WEEKEND SERVICE (cont'd.)
(cont d.)
(cont d.
Coralville
Existing: 1 hr. headways - 1 route -
Sat. only - 12 hrs./day
12 months
Options: a) 30 min. headways - 1 rout
Sat. only - 12 hrs./day
12 months
b) 1 hr. headway - 1 route -
Sunday, 14 hrs. - 12 mos.
C) 30 min. headways - 2
$ 6,000
$ 7,000
3,300
$ 1,650
routes - Sat. only -
12 lirs./day - 12 months
S 12,100
$ 4,950
CAMBUS
Existing: No Saturday or Sunday service
except for football games
Options: None .identified
a
NONE
ELDERLY AND HANDICAPPED SERVICE
Iowa City
Existing: No special service provided
Options: a) Fare programs for existin
transit
1) Off-peak only 10¢ fare
or Free (no fare)
$ 2,-500
$ 7,000
TAC
Priority
Ranking
TDP
Priority
Ranking
ALTERNATIVE IMPROVEMENTS
;Estimated
1975 Dollars
Estimated Estimated
Additional
Additional
Operating
Revenue
Cost
15$ - I.C.
2) All hours 10� fare or
35� - Coral.
B NONE ELDERLY AND
HANDICAPPED SERVICE (cont'd.)
(cont'd.) (cont'd.) Iowa City
(cont'd.)
Options:
2) All hours 10� fare or
$
$
3,250
9,750
(cont'd.)
Free (no fare)
b) Subsidized taxi service
SO% of normal taxi fare
$
40,000
100% of fare above 2S¢
($1.75 max. sub./trip)
$
80,000
c) City run Dial -a -Ride
Service 25$ fare - See
"Initial Report" for des-
cription of service
$135,280
Coralville
Existing:
Options:
No special service provided
a) Fare programs for existin
transit
1) Off-peak only 20� fare
Free (no fare)
2) All hours 20, fare or
*Free (no fare)
b) Subsidize taxi service
SO% of normal taxi fare
100% of fare above 25¢
(SI.75 max. sub./trip
c) Contract with Iowa City
Dial -a -Ride
$ 650
$ 9,984
$ 750 $ 39
$ 1,850
$ 1,200 $. 207
$ 2,892
$ 4,000
$ 8,000
$ 13,628 $ 998
0
w
TAC TDP
Priority Priority
ALTERNATIVE IMPROVEMENTS
Ranking Ranking
2 NONE ELDERLY AND HANDICAPPED SERVICE (cont'd.)
(cont'd.) (cont'd.)
CANIBUS
Existing: One station wagon with
volunteer drivers for handi-
capped „
Options: 2 Dial a-Rs
idevans with
CAMBUS
COUNTY
Existing
Options
2 vans to be acquired and
operated on a Dial, -a-Ride
basis
None Identified
k
Estimated
1975 Dollars
Estimated,
Estimated
Additional
Additional
Operating`
Revenue
15� - I.C.
Cost
35¢ - Coral.t
i
i
i
Estimated
1975 Dollars
Estimated
Estimated j
Additional
Additional
,t
TAC
Priority
TDP
Priority
ALTERNATIVE IMPROVEMENTS
Operating
Cost
Revenue
15¢ - I.C.
_ Coral.
Ranking
Ranking
35�
3
NONE
TRANSIT pRODiOTION
Coralville, CAMBUS
Iowa
Very little marketing and
Existing: activities are
promotional
conducted by the above three
q
operations at this time
Options: Allocate staff time or
personnel
acquire additional
to develop marketing andhis
;`-
promotional prog
include work in areas
;
i
might
such as the programming of
the
l
staggered work hours,
monthly passes
production of
the development of employer
subsidies and maeaeandn °f
posters, ads, maps,
other materials
-
Tentative Budgets:
$ 101000
$ 10,000 A
{
Iowa City
$ 1,000
$ 3,000 -
_,-- • -;
Coralville
$_ 1;000
-"
CAMBUS
Y y
N
N
,
T
D
lD
VJ
W
O
V
n-�
O
t0
O I
O 1 (D
1
3
3-
7 Ln
7 Vl
'f Ln
-.
• 10
1O
fD
-a
v
a v
IV
Z
Z
a
ID M VI
W
fD V1
(-)w
V fD
�-fD
N ID
-
�3
alp
a ID
CD
-
cJ Jo
n - Jo
= M
o
A -J
ro -S
_%
rt Z
3 '
CD
v
v
Jo v
ro % c
c
z
m
f
f
rt
z
c�r
rt
�
�
a
O
n
n
0
0
0_
O
�
I
1
O
F
u
O
O
O
N
E
E
f
c c
a
w
w
Ln
-i c
CJ
CJ
c-.
m c
3
C+
rt
rt
u
f+
I--•
ul
w
cn
o
vJ
n D
ov
0
0
0
N r-+
O
O
O
O
O
O
a
r
D
O v
v v
c� m •-•
C> a -J
vJ a
-I -C>I o
z.
z D
c� r
D
v
A O
G a I
m z
z m o C)
z
m
m D
r
n
o Ja
0
0
0
-Jn F. r
0
0
0
--J o
0
0
0
zz
D m
r --I
O
1
=4
rn
z
0
rm
O
rom
APPENDIX E.1
DESCRIPTION OF IMPROVEMENTS
ALTERNATIVE 1
/io7c n,iinrcl
ADDITIONAL
ADDITIONAL
TOTAL NET
FY IMPROVEMENT
SYSTEM
CAPITAL
OPERATING
FARE
ADDITIONAL
COST
COST
REVENUE
COST
1979 1 - 45 passenger bus with air condition
Iowa City
65,000
65,000:
ing (replacement)
1980 2 - 45 passenger buses with air condi-
Iowa City
130,000
130,000
tioning (replacements)
1981 3 - 45 passenger buses with air condi-
Iowa City
195,000
195,000:
tioning (replacements)
t
c
APPENDIX E.2
DESCRIPTION OF IMPROVEMENTS
ALTERNATIVE 2
(1975 Dollars)
IONAL
TOTAL NET
FY IMPROVEMENT
SYSTEM
CAPITAL
ilO,P30O2,000:
RE
ENUE
ADDITIONAL
COST
COST
1977 15 min. headway, peak hrs., 1 route, 9
i
8,300
months (Hawkeye)
off-peak hr. elderly free (no fare)
Iowa City
7,000
7,000
500 bus route signs (installed) at $54
27,000
27,000
each
27,000
17,300
2,000
42,300 1
TOTAL
off-peak hr. elderly free (no fare)
Coralville
1,850
1,850 ':.
';
'
^ 48 bus stop signs with schedule boards
Cambus
1,600
1 , 600
.-;
at $33 each
1978 subsidize taxi service 50% of normal
40,000
40,000
___._;
taxi fare
develop transit marketing and promotion
Iowa City
10,000
"10,000
_ Y
al programs
50,000
10,000
40,-000
TOTAL
_7-7
3,400
3;400
communications base
12,000
12;000 i
aintenance tools
Coralville
4,000
__4,000_._
subsidize taxi service 50% of normal
-
fare
1,000
3,000
-2,000
develop transit marketing and promotion
al programs
15,400
5,000
3,000
17,400
TOTAL
ALTERNATIVE 2 (con't.)
ADDITIONAL
ADDITIONAL
TOTAL NET
FY
IMPROVEMENT
SYSTEM
CAPITAL
OPERATING
FARE
ADDITIONAL
COST
COST
REVENUE
COST
1978
3 major bus stop shelters at $5,400 each
16,200
16,200
develop transit marketing and promotion-
Cambus
al programs
1,000
1,000
TOTAL
16,200
1,000
17,200
1979
20 min. headways, peak hours, 4 routes,
65,000
20,500
3,000
82,500
9 months
(1 bus)
Iowa City
1 - 45 passenger bus with air condition-
65,000
65,000
ing (replacement)
TOTAL
130,000
20,500
3,000
147,500
20 min.-headways, peak hrs., 2 routes,
Coralville
65,000
8,700
1,400 _
..72,300__.
9 months
(1 bus)
4 medium bus stop shelters at $3,250
Cambus
13,000
13,000
each
1980
30 min. headways on Sat., 12 hrs., 12
43,000
15,000
28,000
mos., 11 routes
Iowa City
2 - 45 passenger buses with air condi-
tioning (replacements)
130,000
130,000,
TOTAL
130,000
43,000
15,000
_'158,000
30 min. headways on Sat., 12 hrs., 12
Coralville
6,000
3,300
2,700
mos., 1 route
service to Harrison St. parking lot, 1
Cambus
130,000
26,000
156,000
156,000
route, 18 hrs/day, 12 months
(2 buses)
-
0
m
FY
IMPROVEMENT
SYSTEM
CAPITAL
ADDITIONAL
OPERATING
ADDITIONAL
FARE
TOTAL NET
ADDITIONAL
COST
COST
REVENUE.
COST
1981
3 - 45 passenger buses with air condi-
Iowa City
195,000
195,000
tioning (replacements)
one scheduled
Coralville
one scheduled
Cambus
I
Y
0
e
APPENDIX E.3
DESCRIPTION OF IMPROVEMENTS
ALTERNATIVE 3
110'7s
FY
IMPROVEMENT
SYSTEM
CAPITAL
ADDITIONAL
:OPERATING
ADDITIONAL
FARE
TOTAL NET
-ADDITIONAL
COST
COST
REVENUE
COST
1977
15 min. headways, peak hrs., 1 route,
10,300
2,000
8,300:)
9 months (Hawkeye)
20 min. headways, peak hrs., 4 routes,
9 months
65,000
20,500
31000
82-7500
(1 bus)
Iowa City
off-peak hr. elderly free (no fare)
7,000
71000
subsidize taxi service 50% of normal
40,000
40,000
taxi fare
TOTAL
65,000
77,800
5,000
137,800
20 min. headways, peak hrs., 2 routes,
9 months
65,000
8,700
1,400
72,300
(1 bus)
off-peak hr. elderly free (no fare)
Coralville
1,850
-
:-
subsidize taxi taxi service 50% of normal
4,000
4,0001
fare
TOTAL
65,000
14,550
1,400
78,150
48 bus stop signs with schedule boards
1,600
at $33 each
Cambus
?
3 major bus stop shelters at $5400 each
16,200
16,2.00
TOTAL
17,800
17-,800
1978 develop transit marketing & promotional
10,000
10,000
programs
Iowa City
subsidize taxi service 100% above 25t
($1.75 max. subsidy, per trip)'
40,000
40,000'
FY I IMPROVEMENT
ALTERNATIVE 3 (con't.)
SYSTEM I CAPITAL
COST
t
ADDITIONAL ADDITIONAL TOTAL -NET
OPERATING FARE ADDITIONAL
COST REVENUE! COST
us route signs (installed) at $54
1978L3major
27';000
27,000
i
bus stop shelters at $5,400 each
16,200
10,000
83,200
43,200
50,000 '
TOTAL
31000
-2,000
subsidize taxi service 100% above 25Q
4,000
($1.75 max. subsidy per trip)
3,400
develop transit marketing & promotional
1,000
programs
Coralville
17,400_
�
3,400
communications base
{
12,000
maintenance tools
-V
15,400
5,000
TOTAL
321000
I
100,0001 }
65,000
(I bus)
37,800
6 min. headways, peak hrs., 2 routes,
(Red & Blue), 12 months
Cambus
It
develop transit marketing & promotional
1,000
programs
65,000
38,800
TOTAL
1979 evening service, 1 hr. headway until 12
132,000
p.m., 6 days/wk., 11 routes
1 - 45 passenger bus with air condition
Iowa City
65,000
ing, (replacement)
TOTAL
65,000
132,000
A
32,000 165,000
27';000
i
16,200 i
10,000
83,200
4,000 ,
31000
-2,000
t
3,400
12.000
3,000 i
17,400_
.
102:;800
{
I oob
-V
1613,800_ i
321000
I
100,0001 }
t
65,000
It
A
32,000 165,000
FY
IMPROVEMENT
SYSTEM
SYSTEM
TEM
CAPITAL
COST
ADDITIONAL ADDITIONAL TOTAL -NET
OPERATING FARE 'ADDITIONAL
COST REVENUE COST
1979
None scheduled
service to Harrison St. parking lot, I
route, 18 hrs/day, 12 months
Cambus
130,000
(2 buses)
26,000
156, OOO_'
1980
30 min. headways on Sat., 12 hrs., 12
months, 11 routes
2 - 45 passenger buses with air condi-
tioning (replacements)
TOTAL
Iowa City
130,000
130,000
43,000
43,000
15,000
15,000
28,0001
130,000.
158,000
30 min. headways on Sat., 12 hrs., 12
months, I route
Coralville
6,000
3,300
2,700
4 medium bus stop shelters at $3,250 ea
Cambus
13,000
13,000,
1981
1 hr. headways on Sun., 8 a.m. to 10
P.M., 12 months, 11 routes
3 - 45 passenger buses with air condi-
tioning (replacements)
TOTAL
Iowa City
195,000
195,000
50,000
50,000
11,000
119000
39,000
195,00.0
234;000"'
1 hr. headways on Sun., 8 a.m. to 10
P.M., 12 months, 1 route
Coralville
7,000
116.50 1
5 �3WV'
None scheduledCambus
APPENDIX E.4
DESCRIPTION OF IMPROVEMENTS
ALTERNATIVE 4
(1975 Dollars)
FY I IMPROVEMENT I SYSTEM I CAPITAL
1977 15 min. headways, peak hrs., 1 route,
9 months (Hawkeye)
ADDITIONAL'.
20 min. headways, peak hrs., 4 routes,
OPERATING
65,000(1 bus)
9 months
ADDIT.IONAL�
COST
off-peak hr. elderly free (no fare)
Iowa City
COST
subsidize taxi service 100% above 25t
($1.75 max. subsidy per trip)
10,300
develop transit marketing & promotional
8,300 1..
20,500
programs
3,000
82,500 1
50
500 bus route signs (installed) at $54
27,000
each -
7,000
3 major bus stop shelters at $5,400 ea.
7,000
16,200
108,200
TOTAL
10,000
65,000
(1 bus)
20 min. headways, peak hrs., 2 routes,
9 months
off-peak hr. elderly free (no fare)
Coralville
develop transit marketing & promotional
program
subsidize taxi service 100% above 254
($1.75 max. subsidy per trip)
TOTAL
65,000
27,000
16 ,,200
127,800 -15,000 221,000
8,700 1,400..! '7 _
1,850
1',000 3`,000 -2-1000;_.
8,000 - - 81000.
19,550
ADDITIONAL
ADDITIONAL'.
TOTAL NETj
OPERATING
FARE
ADDIT.IONAL�
COST
REVENUE-:
COST
10,300
2,000
8,300 1..
20,500
3,000
82,500 1
7,000
7,000
80,000
80,000 -
10,00.0
10,000
27,000
16 ,,200
127,800 -15,000 221,000
8,700 1,400..! '7 _
1,850
1',000 3`,000 -2-1000;_.
8,000 - - 81000.
19,550
ALTERNATIVE 4 (con't.)
FY
IMPROVEMENT
SYSTEM
SYSTEM
CAPITAL
OPERATING
ADDITIONAL
FARE
TOTAL NET
ADDITIONAL
COST
COST
REVENUE
COST--
OST- --
1977
1977
6 min. headways, peak hrs., 2 routes,
(Red and Blue), 12 months
65,000
37,800
102,800
(1 bus)
develop transit marketing & promotional
1,000
programs
1,000
48 bus stop signs with schedule boards
Cambus
-
at $33 each
1,600
1,600
3 major bus stop shelters at $5,400 ea.
16,200
16,200,
J
TOTAL
82,800
38,800
121,600
1978
Dial -a -Ride system with 252 fare
Iowa City
30,000
135,280
9,984
175,264
contract with Iowa City's 25t fare Dial
2 vans
-80 000
13,628
998
a -Ride system
12,630 -
Coralville
communications base
3,400
3,400'
maintenance tools
12,000
12,000
TOTAL
15,400
13,628
998
28,030
service to Harrison St. parking lot, 1
route, 18 hrs/day, 12 months
Cambus
130,000
26,000
156,000
(2 buses)
1979
evening service, 1 hr. headway until 12
p.m., 6 days/wk., 11 routes
132,000
32,000
100,000 -
15 minor bus stop shelter at $2,160 ea.
Iowa City
32,400
32,400
1 - 45 passenger bus with air condition
ing (replacement)
65,000
65,000
ALTERNATIVE 4 (con't.)
ADDITIONAL_
ADDITIONAL.
TOTAL NET
FY
IMPROVEMENT
SYSTEM
CAPITAL
OPERATING
FARE
ADDITIONAL
COST
COST
REVENUE
COST -
TOTAL
97,400
1321000
32,000
197,400 `.
1979
none scheduled
Coralville
20 minor bus stop shelter at $2,700 ea.
Cambus
54,000
54,000 i
1980
30 min. headways on Sat., 12 hrs., 12
43,000
15,000
28,000
months, 11 routes
Iowa City
30 min. headways evenings until 10 p.m.
74,000
15,0.00
59,000;
6 days/wk, 12 months, 11 routes
2 - 45 passenger buses with air condi-
130,000
130,000
tioning (replacements)
TOTAL
130,000
117,000
30,000
217,000 j
30 min. headways on Sat., 12 hrs., 12
6,000
3,300
2,700
months, 1 route
Coralville
30 min. headways evenings until 10 p.m.
24,600
7,800
16,800
6 days/wk., 12 months, 2 routes
TOTAL
30,600
11,100
19,500--
extend eveing service until 2 a.m., 3
Cambus
23,800
231-800`
routes, 12 months
1981
20 min. headways, peak hrs, 7 routes,
195,000
306900
6,500
219,400
9 months
Iowa City
(3 buses)
1 hr. headway on Sun, 8 a.m., to 10 p.m
50,000
11,000
39,000
12 months, 11 routes
ALTERNATIVE 4 (con't.)
FY
IMPROVEMENT
SYSTEM
CAPITAL
COST
ADDITIONAL
OPERATING
COST
ADDITIONAL
FARE
REVENUE
TOTAL NET
ADDITIONAL
COST
1981
3 - 45 passenger buses with air condi-
tioning (replacements)
TOTAL
195,000
390,000
80,900
17,500
195,000
453,400
1 hr. headways on Sun., 8 a.m. to 10 p.
12 months, 1 route
Coralville
7,000
1,650
5,350
4 medium bus stop shelters at $3,250 ea
Cambus
13,000
13,000
REFERENCES
.Johnson County Regional Planning Commission, "Transit Develop-
ment Program for the Iowa City- Cora lville Urban Area", Iowa
City, Iowa, December 1974.
Iowa Department of Transportation, "Transit Assistance Program
for Iowa", Ames, Iowa, June 1975.
"Iowa City Transit Annual Report", Iowa City, Iowa, 1972.
"Transportation Goals and Objectives"Area Transportation Study,
Johnson County Regional Planning Commission, Iowa City, Iowa,
February 1973.
Ahrendsen and Appleson, "The Campus Bus System at the University
of Iowa 1974-1975, Department of Transportation and Security and
Center for Urban Transportation Studies, Institute of Urban and
Regional Research, University of Iowa, July 1975.
Johnson County Regional Planning Commission, "Public Transporta-
tion and the Work Trip: A Survey of Area Employers", Iowa City,
Iowa, December 1974.
Johnson County Regional Planning Commission, "Transportation
the Elderly and handicapped - Johnson County, Iowa"for, Iowa City,
Iowa, November 1975.
Richard McGuire and Brent Bair, "Proposal for an Initial Transit
Promotional Program for the Iowa City-Coralville Urban Area",
Center for Urban Transportation Studies, Institute of Urban and
Regional Research, University of Iowa, June 1975.
Dempster holland, "A Review of Reports Relating to the Effect of
Fare and Service Changes in Metropolitan Public Transportation
Systems", National Technical Information Service, Springfield,
Virginia, June 1974.
James Stoner and Phillip McGuire, "Metropolitan Transit Systems:
Data Analysis F, Progress Report", Johnson County Regional Plann-
ing Commission, Iowa City, Iowa, August 1972.
"Annual Operating Budget 1973", City of Iowa City, Iowa, December
1972.
"Annual Financial Report for the Fiscal Period Ended
December 31, 1973, City of Iowa City, Iowa, April 1974.
"Annual Operating Budget 1974", City of Iowa City, Iowa,
October 1973.
"Financial Report for the 1R Dfonth Fiscal Period linded
June 30, 197511, City of Iowa City, Iowa, September 1975.
116.
HACH
HACH CHEMICAL COMPANY
P. O. BOX 907
AMES. IOWA U.S.A. 50010
ADDRESS CORRECTION REOUESTED
r�
in this issue
• Conference News
• Price decrease
• Iowa City Municipal Water Treat-
ment Plant
Departments
• EPA UPDATE
• NEW PRODUCTS - Digital 7itrator,
Portable pH and Conductivity
Meters. Oil and Grease Method
• REACTION SITE -Explanation or
DPD Chlorine Method
• TIPS - Taking pH measurements in
low ionic strength water
EPA UPDATE
Hach Begins
Analytical Standards
Manufacturing as part of
Fine Chemicals Division
Some latest news
from our technical
services department.
Since the amendments to the Federal
Water lution Control Act (PL 92-
500) were )passed in 1972, he law has
been under close scrutiny inromom
variety of organizations, ranging
government, industries, and munici-
palities, to environmental and other
groups. Questions on goals, imple-
mentation schedules. Costs and other
issues have stimulated rethinking of
certain regulations and amending of
specific sections in the Act. We at
Hach are concerned with the section
on alternate wastewater testing
methods.
(cont. on Oepe Z)
• BULK RATE
U.S. POSTAGE
PAID
OPERMIT NO.i798A
ROUTE TO
Hach recently
opened a new
Analytical Stand-
ards Manufactur-
ing Division of Fine
Chemical Prod-
ucts under the
guidance of Dr.
Harvey Diehl. Dr.
Diehl, internation-
ally known analytical chemist and
Distinguished Professor of Sciences
and Humanities tat owa direct
University. Ames, reduction of the
development and p
new operation. Product line
marketing will primary standard gracused on dgh
e
purity. P y
materials for the most exacting
research and quality control work as
well as for general use. Manufacture
of Voluette'" Ampule Standards and
standard solutions for colorimetry
and atomic absorption spectroscopy
will also fall under Diehl's supervision
in this new division.
Dr. Diehl brings a wealth of
analytical experience to this position.
Author of over 150 technical paper
and eight textbooks on quantitative
analysis, he has worked intensivel
with chelometric Indicators for -EDT
titrations. colorimelric henan alytical rea
aed
gents (including p
neocuprolne). Ion specific. electrodesis nt
and perchlorate chemistry. most
recent work, a high -precision
oulO-
metric titration of 4-aminopyridine for
the determination of the Faraday, was
presented last year In Paris at the
Fifth International Conference on
Atomic Masses and Fundamental
Constants, then later published in the
journal Talanta.
He is the recipient of numerous
awards, including the Fisher Award in
Analytical Chemistry loff the American
own
Chemical Society
Gold Medal of the Iowa Section. of
ACS (1961), and the Anachem Award
of the Association of Analytical
Chemists (1968). - -
Highest purity 4-aminopyridine and
2-furoic acid are the first of a.line of
primary standard. chemicals
divisio e
produced in ths new
Potassium acid phthalate and
tris(hydroxymethyl)aminoethane :will
soon follow. Available in 100-9
quantities with guaranteed purity
stated on label, t e standarlimation sare
irom
manufactured by
reagent grade starting
coulometric
Purity is checked by,
titrations. Lot analysis. will be
furniese
newshed with standards- each
suitableforforr
standardizing titrimetric solutions,
calorimetry, and other uses. which
s require highest. quality material of
precisely known composition.
y The Fine Chemicals Division is
A expected to otter a total product. line
In excess of 200' different catalog
items during its first year of operation.
EPA Update (cont.) •
As wastewater regulations (Federal
Register, Oct. 16, 1973, Sec. 136.3,
136.4, 136.5) are now written, the only
way a manufacturer or wastewater
laboratory can petition for EPA
acceptance of an alternate procedure
is through comparability studies; t -a " e.,
if tests with replicate samples show
the two methods (accepted and
alternate) are equivalent, the EPA can
grant permission to use the alternate
on a particular sample. Unfortu-
nately, there is no current legal sys-
tem by which a manufacturer such as
Hach can petition for "blanket
approval' Of an alternate method.
Consequently, Hach Chemical Co. is
petitioning the EPA Administrator and
appropriate members of the Con-
gress for a "blanket approval"
mechanism when equivalency is
shown. Such a regulation could
decrease your need for new
equipment purchase and allow
manufacturers to develop new
analytical techniques to save time or
capital cost. Requirements of the law
will still be met. We urge you to write
the EPA and Congressmen listed
below to express your concern and
approval for this proposed regula-
tion. Your support is greatly appre-
ciated.
Address your letters to:
Russell E. Train, Administrator
Environmental Protection
Agency
A-100
Washington, D. C. 20460
202/755-2700
The Honorable Jennings Randolph
Chairman, Senate Public Works
Committee
4202 Dirksen Senate Office Bldg.
Washington, D. C. 20510
202/224-6176
The Honorable Edmund S. Muakfe
Chairman. Environmental Pollution
Subcommittee
Senate Public Works Commute
4202 Dirksen Senate Office Bldg.
Washington, D. C. 20510
The Honorable Olin E. Teague
Chairman, House Science &
Technology Committee
2321 Rayburn House Office Bldg.
Washington, D. C. 20515
202/225-6371
The Honorable George Brown, Jr.
Chairman, Environment & the
Atmosphere Subcommittee
2321 Rayburn House Office Bldg.
Washington, D. C. 20515
O Hach Cr ocaiCpnp,,,y,,nI
New Product Debut at
A W WA Conference,
June 20-24
See what's new in water analysis
equipment at the 96th A
NEW PRODUCTS
Digital Titrator
MAKES THE BURET OBSOLETE
can Water Works Conferrennnual ace eahnoiogy1eough In
s break
(AWWA) In New Orleans. June 20-24.
Hach will be there (booths ne 20-e), Perform full-sized it
showing the latest in analytical awkw r wurets
technology, including instruments de- and burets
signed to meet Safe Drinkingpact, new, this.
Act requirements, a Water pact, liquid-dis•
ards, analytical stand- pensing device and
more. Hach'ssDlgiel Tit- nilorandamnew
titration cartridge
are all you need for
concept in testing, as well as 9, will be on display accurate laboratory
our expoor field titrations.
ending line f
calilorm bacteria testing supplies.
And
Hach representatives will be on
hand to answer all your questions on
instrument applications, compliance
reporting and sampling programs.
Ask for a demonstration of the popu-
lar Model 2100A Laboratory Turbl-
dimeler while you're there, and see
how easy it is to make turbidity
readings. This Instrument is EPA
approved for Safe Drinking Water Act
reporting, and from now until July 4,
1876. You can take advantage of. a
special reduced price of $50.00 off
our standard catalog price. Get
details at the booth.
Other show attractions will include
our latest fine of portable meters (pH,
conductivity, and dissolved Oxygen),
Plus an abundance of process control
and portable testing equipment.
Come see us in New Orleansf
Hach customers
phone toll free
Make it happen faster by
Phone. Need supplies, service
or technical assistance on
Hach products? Give us a call
from anywhere In the U.S.A.
by dialing 800-247-3986. Iowa
customers can call collect
using our general number,
515/232-2533. Our fine will be
open from 8-5 central stand -
and time.
Your Hach sales staff is
ar
eager to be of service. A
handy announcement cd
(with the 800 phone number)
is inserted in this issue of the
newsletter. Please detach and
save for your file. We are as
near as your phone.
-2-
its simple- to
operate:
• Pipet sample In-
to flask and add
Indicator
• Attach.appropriate tltratlon car-
tridge to digital titrator
• Immerse delivery tube into sample,
• Introduce tltrant by rotating knob
on titrator body until end point is
reached
• Read concentration directly: from
readout counter on digital titrator __
No need to prepare or standardize
Hireling solutions—Hach offers a
complete line of stable, high-strength,
preslandardized solutions. in dispos-
able titration cartridges which pro-
vide 100 average -sized titrations.
(See list.)
No need for calculations—The
majority of titrants are for a 100 -mi
sample, and are formulated so one
turn of the dispensing knob on the
Digital Titrator equals 100 mg/1 of the
substance being analyzed. Most
routine titrations are accomplished In
three or four turns of the large knob.
All titrants have been designed for
easy concentration readout.
No storage problems—Titration
cartridges are resealable and leak-
proof.
Low coat—The cost per titration
with Hach's high strength solutions is
far lower than when using customary
Purchased titrating solutions.
TITRATING SOLUTIONS AVAILABLE
INCARTRIDGES—TESTIS)
Ag NO,—Chlorfde
CDTA_Ca, Mg, total hardness
EDTA—Ca, Mg, total hardness
FAS—COD
HCI—Acid-base titrations
Hg,NO,—Chloride
H,SOa—Acid-base titrations
NaOH—Acld-base titrations
NaOH—Acidity
NaOH-Carbon dioxide
NarS,O,—Starch-Iodide titrations
Na2S203—Dissolved oxygen
PAO—Chlorine
PAO-Dissolved oxygen
For more information, circle No. 1 on
reply card.
water analysts
Portable pH and
Portable Conductivity Meters
Carry Hach's new portable pH and
conductivity meters to the field for
accurate, on-site results. Each Instru-
ment is completely self-contained,
extremely sensitive, and built to take
abuse. Both testers feature a
chemical and impact -resistant case,
rechargeable battery pack, and
sampling accessories.
Portable pH Meter
Model 16400 features expanded
range capabilities which are compat-
ible with an optional fluoride elec-
trode package as well as operation
with monovalent electrodes.
SPECS IN BRIEF
Electrode
Glass combination, calomel
reference
Ranges
pH: 0-14 units
Expanded pH: between any two
units
Millivolts: f 700 mV
For more information, circle No. 2 on
reply card.
Portable Conductivity Meter
Model 16300 includes the patented
Hach multi -range conductivity probe'
with tungsten electrodes and auto-
matic temperature compensation.
SPECS IN BRIEF
Ranges
0-2, 0-20, 0-200, 0-2,000, and
0-20,000 pmhos/cm
Accuracy
t 1%of full scale
Smallest Scale Division
0.05 pmhosycm on lowest range
For more information, circle No. 3 on
reply card.
•Pet. No.3.T/4.lea
Oil and Grease
Analytical Method
Hach's newest test package includes
the complete setup for oil and grease
determinations by the Standard
Methods procedure. You get
complete apparatus and reagents
(balance, hot plate, ground -joint
glassware, filter pump, water bath,
clamps and tubing, sulfuric acid, and
Freon' 113) for' the EPA -accepted,
separatory funnel extraction, gravi-
metric determination.
For more information, circle No. 4
on reply card.
• Freon is a trademark of E.I. DuPont de Nemours. Inc.
ON SITE
H5C2\ /C2H5
N
DPD O + Cl 2 --�
free
chlorine
N H2
H5C2\+/C2H5
N
(red)
+ 2 CI _+ H+
N
NH2CI + 2H++ 2KI— NH4CI +I2
mono-
chloroamine
H5C2\ /C21-15
N
O +12
Figure 1 NH2
Explanation of Chlorine Analysis:
DPD Method
Millions of pounds of liquified chlorine
gas, a powerful oxidant and potent
germicide, are used each year to dis-
infect public drinking water. Chlorine
works on harmless types of bacteria
as well as the pathogenic strains of in-
testinal or fecal type bacteria present
in water supplies, oxidizing them and
attacking their protein structure.
As the water is treated, bacteria,
organic material, nitrogenous com-
pounds and other naturally occurring
substances are oxidized, using up
some chlorine in the formation of
organochloro complexes. Nitrogen
compounds, like amines, form
combined chlorine residuals (mono
and dichloroamines), then nitrogen
trichloride, a volatile gas. Enough
chlorine must be added to the water
supply to exceed this demand and
maintain a small free chlorine
residual. Free chlorine residuals act
to keep water germ -free while it flows
through the distribution system to the
taps of users.
In addition to being a germicide,
chlorine is used In public water treat-
ment for BOD reduction as well as
control of algae and odors.
Industrial chlorine applications in-
clude chlorinating cooling tower water
to reduce algae and bacterial slime
growths, and the treatment of wastes
to remove harmful bacteria and re-
duce objectionable tastes and odors.
CHEMICAL REACTION
When DPD (N,N-diethyl-p-phenylene
diamine) indicator reacts with free
chlorine, it loses one electron and
-3-
H5C2\' C2H5
N
0 +2 I-+ H+
NH
changes from Its colorless state to a
bright red color. The reaction is one-
to-one with chlorine, and follows
Beer's Law. At acid pH values, sub-
stituted chloroamines (monochloro-
amine, dichloroamine and nitrogen
trichloride) react with potassium
Iodide to liberate free. Iodine on
mole -tor -mole basis. The free iodine
then reacts, like chlorine, to produce
the oxidized DPD red color.
Sampling hint: Since low concen-
trations of freechlorineIn water are
very unstable, the most accurate
results will be obtained by testing
immediately (within 10 minutes) after
sampling.
ABOUT THE METHOD
During the past six years, DPD
chlorine reagent has had Increasing
Popularity over orthotolidine as the
reagent of choice for colorimetric
chlorine determinations. Two factors
have contributed to this widespread
acceptance: DPD's stable, rapidly -
developed red color and its superior
ability to distinguish between free and
combined chlorine.
Hach DPD Chlorine Reagents are
composed of a stable, non -hygro-
scopic, free-flowing DPD salt which is
Immediately soluble in water. DPD
Chlorine Reagent Powder Pillows also
contain buffering reagent and EDTA
to complex copper and to minimize
errors from dissolved oxygen.
Potassium Iodide has been added to
the reagent for total chlorine to
catalyze DPD's reaction Witt) chloro -
complexes. The free chlorine reagent
Is potassium -Iodide -free and reacts
Instantly with free chlorine residuals.
Conference and Workshop*
Activity Up
Hach marketing staff and field repre-
sentatives get around. During the past
four months, staffers have partic-
ipated in more than a dozen work-
shops and conferences all over the
country. Two short courses for water
treatment plant operators in Minne-
sota, the Association of Brewing
Chemists conference in Wisconsin,
the ACS regional meeting in New
Jersey, and schools for treatment
plant operators in Maine, South
Dakota and Missouri are just a few of
the places we've recently held
exhibits or given workshops with slide
shows.
During the summer months, Hach
products will be seen in several
educational workshops across the
U.S. when science teachers gather for
"hands-on" experience with test kits
and other classroom materials.
If your organization is planning to
hold a short course or conference,
and would like a Hach speaker or
exhibit, just write or call. Our sales-
men and marketing staff are know-
ledgeable in many areas of water and
wastewater analysis, including proc-
ess monitoring and field sampling. if
you are interested in the most efficient
use of laboratory and field equipment
for quality control or meeting EPA
compliance requirements, we will be
glad to share some of our expertise or
demonstrate Instruments to your
group. Send our Sales Manager,
Gordon Petersen, the exact work-
shop dates, number of expected
attendees, primary topic of Interest,
feels), if any, and indicate whether a
product display would be appro-
priate. Educational workshop coordi-
nators should relay the same infor-
mation to Dean Bibler, Products
Manager.
UPCOMING CONFERENCES
Here are dates and places for coming
conferences and conventions where
Hach wlll be on display. See what's
new and get ideas you can use for
better water management by
Planning to attend one or more
events.
Plant Engineering Conference
Los Angeles. CA—lune 15-17
American Water Works
Association Conference
New Orleans, LA—June 20-24
Grape and Wine Producers
Convention
Anaheim, CA—June 24-27
Association of Power
Engineers' Conference
French Lick, IN—July 11-16
1976 Reagents and
Glassware Catalog
Reveals Price Decreases
You're in for some
interesting reading
In a few weeks, the 1976 Summer
Edition of the Hach Reagents and
Glassware Catalog, our price list of
laboratory chemicals and apparatus,
will be off the presses and ready for
distribution. The big news is, we've
decreased prices on over 200 stock
items.
Prices have come down on many
Hach -manufactured reagent chemi-
cals and labware as well as a number
of resale items. You'll see dramatic
differences in the cost of PAO Titrant
and DPD Chlorine Reagent Powder
Pillows, for example, due to our
Increased production efficiencies and
larger sales volumes. PAO Titrant
(Cat. No. 1070-16), which formerly
sold at $6.30 a quart, Is now $4.80.
One hundred DPD Chlorine Reagent
Powder Pillows (Cat. No. 14064-99),
previously $7.50, are now listed at
$6.40—a 14% savings.
Higher sales volumes have helped
cut costs on many resale Items, too.
For example, a pint of sulfuric acid
(Cat. No. 979-11), formerly listed at
$5.75, now sells for 53.85. Glass BOD
bottles and many other apparatus
show surprising price decreases also.
All lowered prices are identified
graphically in the new catalog. In a
few cases, where vendors increased
our raw material costs, we were
forced to raise prices. But, all in all,
Hach can offer you from 10-20%
savings on most reagents and many
glassware items. The time to buy and
save is now. To get your latest edition
of the Hach Reagent and Glassware
Catalog, call our 800 number or circle
No. 5 on the reply card In this issue.
-6-
J
4
New Hach Sales Managers in
Midwest and New England
Hach is. pleased to announce the
offices to serve you. Jacob, Schoen
has been appointed Regional Sales
Manager in the New York, New
England area which includes the
states of Connecticut, Maine,
Massachusetts, New Hampshire, New
York, Rhode Island and Vermont.
Jake's experience as service
manager for three years in our New
Jersey office uniquely qualifies him
for municipal and industrial water
analysis applications. Hehasa
thorough knowledge of instrument
capabilities and can provide excellent
Installation and maintenance advice.
Until Jake relocates -during the
summer write to him at P.O. Box 174,
Cherry. Hill, New Jersey 08002, or call
609/428-5750.
Our new Midwest Regional Man-
ager, Henry Goettsche, is now calling
on customers in Iowa, Kansas, Ne-
braska, Minnesota, and Missouri as
well as both North and South Dakota.
Henry was an instrumentation prod-
uct manager in the home office sales
department for 2 years, during which
time he acquired a solid under-
standing of the Hach product. line,
especially in process- monitoring
applications for .the power Industry.
Contact Henry at his new Sales_ Office,
P.O. Box 883, Ames, Iowa 50010;
515/232-4451. (Messages can also be
left at the home office by calling
515/232-2533.) -
Iowa City Municipal Water T-0-nent Plant—a success story and how H*lped to make it happen
Pacemaker plant shows the way in
computer control
A cost cutter. Efficient. Unique. The
Iowa City Municipal Water Treatment
Plant (Iowa City, Iowa) is the ONLY
fully computer -controlled treatment
plant operating in North America. And
Hach process analyzers help make It
hum.
ABOUT THE PLANT
Serving over 11,000 r
customers, the Iowa
City plant produces
over 4.6 million gal-
lons of potable water
per day. Raw water is
taken from the Iowa
River on which the
plant is located, and
is distributed, after
treatment, through
150 miles of water
mains to residential,
agricultural, and in-
dustrial customers.
The entire water
treatment and distribution system is
controlled by a Control Data SC 1700
Computer (Control Data Corporation,
Minneapolis, Minnesota. Computer
was supplied by its subsidiary, Auto -
con Industries, Inc.). The plant update
to total automation took place in 1973
and has been on-line since 1974.
Clarification in the New Plant's
mixing tank clarifiers follows. From
the clarifiers, water flows upwards
into a sludge bed where sludge and
water are separated. Sludge blanket
levels in the bed are controlled with
the help of a Hach Model 1292 Falling
Stream" Turbidimeter. Model 1292s
are also used in the system to monitor
water turbidity following clarification.
ABOUT THE SYSTEM
Figure 2 (above) is a flow diagram of
the Iowa City plant complex. Actually
two plants in one, the old facility is
used as a backup when demand
becomes too great for the newer
section to handle.
River water flows into an Intake
structure where dirt, grit, and foreign
objects are screened out, and a slurry
of activated carbon and polymer is
injected. After screening, the water is
pumped through a bank of sensors
Into either the New or Old Plant.
Information about the raw water's
temperature, pH, hardness, turbidity
and alkalinity is relayed from the
analyzers to the computer which
determines the amount of lime and
aluminum sulfate (alum) needed for
clarification.
Hach turbidity. hardness and alkalinity anelysen
continuously monitor raw water quality in Iowa City.
-4-
CONTINUOUS READINGS
AT EVERY TREATMENT STEP
Next, clear water Is chlorinated with
an AnaChlorr" Chlorine Analyzer
which supplies data on chlorine resid-
ual to the computer. After pH and
turbidity are checked, gravity takes
the disinfected water through high
rate, mixed media filters (sand and
anthracite) so that finer particles
missed in the clarifiers can be re-
moved. Turbidity (clarity) is checked
here using a Hach 1720 Low Range
Turbidimeter—readings average
about 0.5 NTUs. Final water hardness
readings are fed into the computer,
the water is post -chlorinated and
fluorinated, then directed Into a clear
well. It is later moved by staged, high
velocity pumps to oneof four
underground reservoirs to be
pumped into city mains as needed.
THE OLD PLANT
Computerized water treatment in the
Old Plant is about the same as in the
New Plant except for some minor dif-
ferences in flocculation processes.
Hach turbidimeters monitor turbidity
at strategic pointsduring treatment,
and chlorine analyzers, on-line to the
computer, control chlorine additions.
Final readings of pH, turbidity, and
LEGEND
A—Temperature Analyzer
B—Turbidity Analyzers
B,—Surface Scatter- 3 Turbidimeter
B,—Model 1292 Falling Stream -
Turbidimeter
B,—Model 1720 Low Range Turbidimeter
B,—Model 1720A Low RangeTurbl-
dimeter -
C—pH Analyzer
D—Hardness Analyzer, Model 1407
Continuous Flow Titrator
E—Alkalinity Analyzer, Model 1407
Continuous Flow Titrator
hardness are also taken before water
reaches the clear well.
DEFINITE IMPROVEMENT
Ever since the plant switched over to
automatic operation, both Cleo Kron-,
Water Works Superintendent, and
Walt (Red) Everman, Plant Supervi-
sor, have noted and recorded an
obvious improvement in overall water
quality. Customer' complaints re-
garding tastes and odors have dimin-
ished and the plant now operates
almost unattended with only two men,
a water operator' and a - daytime
maintenance man. Treatment chemi-
cal costs have decreased too. Last
year, while` producing 50 million
gallons more water than the
preceding year, the plant realized a
$2,000 savings In chlorine costs
alone.
AnaChlo, is e trademark of Fisher and Peter Corp.
Special thanks to Cleo Kmn, Water Wake auporin-
•g Stream and Surface scoffs, are registered landentlor his In preparing Imitators.
trademarks Hach Chemical Co
—.
I Send for more Information today]
1 Digital Titrator Specification Sheet
1 2 Model 16400 Portable pH Meter Specification Sheet
3 Model 16300 Portable Conductivity Meter Specification Sheet
1 4 Oil and Grease Procedure
1 5 1976 Reagents and Glassware Catalog with new lower prices
Name
I _
Firm
I
Address
I city _State lip
1 ❑ Please add my name to your mailing list
Pdmsry product.,
i service at this location 6176
I
1
TIPS •
Making PH Measurements in Low
Ionic Strength Water .. • Most of the time, we tend to take pH
measurements for granted. Alter
standardizing the °A LDMELCOMBINAnoN -
mornin meter in the PHELECTRODE Hp,Ct�
the electrode matter of routine to dip 'C1ry "1e°'
in the sa p hit the aaa�P°M
button, and read the m le, ` .
routine, and PH: It's fast, '+ - T Q•? '
without problems, unless
You're � a li9 low ionic strength or
water. Then, r
measurements can become routine
Ps
and lengthy ordeal. Consider, "pT"pa COMBINATION -
example, for PH ELECTRODE "pClybAly ,
P e, a municipal water treatment
plant In Colorado where snow runoff
is the main water supply.
In this situation, when a I -
was taken, the electrode W reading ,
from its Stora was lifted
solution,
storage In Phosphate buffer- - -
washed with deionlzed
water, blottetl, then dipped In the _
sample. Alter hovering around the
buffer reading, the meter needle
would slowly inch Its way over to the Figure 3 -
sample PH. Time
from 15required varied T° distinguish -
- unacceptable toaminutes, and was totals co disci guish between -
y electrodes is dcom�Inaats�apy electrodes— element
P operators. A9�AgC/ electrodes haveuall strips or Cy/hdero%/amefcu
FILLING SOLUTION Flow elements. r/at srri silver or wire for their releence
IMPORTANT mercury metal,
All PH electrodes have some sort of KCI is higher than its solubility in pure IF T
opening that allows a small amount Of water, it (A CI HIS S
filling solution (usually from 0. d°991^9 the a Was Prec1pftating and LIKE YOUR SOUNDS
ml/day) to mix into the sample. 0.1 caused a opening. This PROBLEM
Hach electrodes, a ck resistance which resulgted in electrical
Hach I If slow meter response because of low
inside a small hole near the electrode Ionic strength water Is
meter response and errors in thegpH too, check Out your electrode. Figure
NP provides this opening. Other elec- readings,
trades have porous ceramic frits or 3 shows two pH combination
Plugs' 9 so�ut accurate pH readings, CALOMEL REFERENCE Al /AgCI on °albotto on the tope
filling must flow diffuse the COMBINATION g the bottom.
Look at the
freely into the sample In or
to SUGGESTED reference element In the a ref halt of
maintain a low electrical resistancO Hach researchers so the glass tube. For thereferencethrough the opening, suggested that element In Ag/Ag
CI combinations,
The C water Plant operators switch from a 'hero is a
Colorado plant operators qg/AgCI combination thin silver -chloride coated
using a combination (both reference Probe to a wire Ora flat, paddle -
calomel comb(nat(oIT electrode. Since silver shaped piece of
and sensor- same glass envelope) the filling solution in chloride Onatthe coated
PH electrode with a Probe Is saturated the calomel Other hand h: silver
ride (AgCI) sensing sliver chlo- KCI without silver Sha benoation probes have a cylinder
silver/silver chloride element and a Cf110rlde, Clogging problems
ence. The filling(qg/AgCI by Precipitate in caused chloPde- two-tone, mercurous-
) refer- (unction w the electrode Coated
tura solution was amix- were In
element. mercury reference
Of saturated potassium chloride this observation, all Hach
a result of It -
(KCI), saturated with sliver afl now h PH meters You have an q
Since A chloride. suPPlied with a calomel tion al AgCI combine-
_____ Act's solubility in saturated combination electrode. Probe, try time
In tel C
—__________ tion. Response time combine-
---
droppedI^ the Colorado
-----__ per reading. to less thad5 minutes
I OTHER PH TESTING TIPS
— I After removing from buffer stor-
FIRSTCLASS I
PERMIT NO. 405 I age, be sure t0 rinse the elec-
BUSiN AMES. IOWA i trode thoroughly. with distilled. or
ESS REPLY MAIL ) delonized Water.
N0 POSTAGE STAMP NECESSARY IF MAILED IN TH Blot -
E UenTEO $TATE$ 1 --bulb gently—don N rub' electrode
PosracE wD.L BE rAiD ar 'with -a Paper. tissue. Rub-
bing CHEMICAL 1 bing can generate static electric-
COMPANY �� j Ity. stadatis,soon=dissipated but
Box 907 Can contribute resistivity..
Ames,Iowa 50010 U.S.A. —� I Pure water carries high resistance
I which makes pH :hleasurerranc
) Yery sensitients
ve to;noise, It et all
WARE Possible. Try to position your meter
�� I
away fromPumps and motors to
�— I avoid changes Of electrical field
1 and static effects.
09
• ��a
Minutes of Staff Meeting
May 19, 1976
Agenda items were discussed:
The Ferson Avenue matter has been referred to the Planning
and Zoning Commission. A letter should be writtten by
Community Development to the interested parties concerning
the fee.
The Director of Public Works was requested to call Council,
man David Perret concerning the effects of the David -Bacon
Act on construction funding.
The Director of Public Works was requested to write a
paragraph on the maintenance of trees on Washington Street
at the request of Councilperson Carol deProsse.
The Director of Public Works was requested to prepare a
report on the construction standards on Washington Street.
Concern was expressed about the cracked sidewalks. It had
been suggested that the construction inspection was inade-
quate. Cracking is also occurring on Clinton and Dubuque.
The question of monthly reports from the contract with
Powers -Willis on Ralston Creek was raised. The Council
has received only one report.
The Director of Finance and the City Manager will meet
concerning the capital improvement program.
Public Works was requested to check out the possibility
of an ordinance to deny new building connections when
sewer lines are overloaded.
The Director of Human Relations was requested to send to
the Council, in summary form, information on the City's
EEOC Agreement and other items which are relevant to our
obligations.
The revised ordinance on off-street parking requirements
for two-family dwellings should go on the agenda for June 8.
Tuesday morning at 7:30, a two-man refuse crew and truck
were seen going down the wrong side of the street on
Dubuque. The Director of Public Works will talk with the
crews.
The street signs on Mayfield Road and Shamrock are gone.
Also the street light is out on Shamrock.
The Des Moines Register has called again about the bike
ride. The Director of Parks and Recreation was instructed
to get the information in writing to the City Manager so
that we can tell them what will be provided.
® 0
Minutes of Staff Meeting
May 19, 1976
Page 2
The Director of Community Development was instructed to
schedule a meeting on minimum housing standards. The City
Council is to be notified and furnish a list of people
from the Committee on Community Needs and Housing Commis-
sion who are interested. Also, furnish a tentative outline
to the City Manager of items to be discussed, tentative
date, and people who will attend.
Bikeway application from the University was approved.
The Director of Finance, Assistant City Attorney (Tony)
and the City Manager will meet on the water ordinance.
The sign ordinance was deferred.
The motion concerning the Johnson County Council on Aging
was deferred. A meeting should be set up with Heritage
and the Johnson County Council on Aging with city staff.
Motion funding Explorer Scouts was passed.
The department heads were asked to leave information on where
they can be reached during their vacation. They were assured
they would be contacted only in case of an emergency.
The City Manager advised that when a citizen or department head
complains about something that another department or employee
is involved in, that matter should be reviewed and investigated
by the department head or the division head.
Parking fees in the Civic Center lot were discussed. It was
decided to follow up on providing some permit parking in Library
lot and let the Civic Center parking remain as it is.
The City Council has evaluated the performance of the City Manager.
Some of the comments are relevant to other departments. Prior
to the next evaluation, we should establish a criteria on how the
Manager is to be evaluated. Comments of the Council members
were discussed. They included a carry -through of information
from department heads, City Manager and City Council; a lack of
sufficient policy in a number of areas; more work in productivity
area; budget procedures and the role of the Finance Department
including moving the department to a stronger staff position
instead of policy making department; and concern that the Council
is not active in the initial policy proposals.
Beginning at next week's staff meeting, a series of cassettes
will be presented on organizational development.
0
Minutes of Staff Meeting
June 2, 1976
It has been suggested that the City Manager and department heads
meet periodically with division heads and employees, The purpose
df the meetings would be to relate city activities and problems
that we encounter. Discussion indicated meetings would be bene-
ficial if specific items were identified for discussion, In the
past, the most successful meetings covered labor-management areas,
Suggested topics were flex -time, performance appraisal and breaks,
Department heads were reminded to minimize the number of employees
who work on holidays.
The staff discussed the second tape "Today's Bewildered Manager"
DATE: June 4, 1976
TO: Heal Berlin, City Manager
HOW }iarvey D. hti].ler, Police Chief
RE: Attached
Please find the monthly report for May, 1976 attached.
Monthly Report: Police Department
May, 1976
Activity:
Citizen generated requests for police services
totaled 2,054 for the month of May. Twenty-two people
were charged with public intoxication; fifteen for
O.M.V.U.I.; and three for the possession of scheduled
items.
Fifteen hundred and one traffic charges were filed,
of which 1,157 were parking violations.
Mo-torist assists totaled 208 additional contacts.
Twenty-one criminal cases were closed by investigation/arrest.
Two officers announced their resignations from the De-
partment.
Some 300 + school children toured the Police facility
during the month. Linoleum blocks in the path
o f travel
of these herds will have to be replaced; probably by
emergency appropriations.
City Council agreed at an informal session to lease new
police vehicles.
And, finally Mary Coburn got her driver's license re-
newed. - It was a precedent shattering month!
The activities of the personnel at the Animal Shelter
held about on par with the same month of the prior year.
Goals:
Accomplishment of stated goals continued nto fitmooandLots
sputter contingent upon moon -cycles, Y a
of conversations take place, but little action.
A new record system has been designed; is in operation;
and seems to work.
Preliminary designs for the locker room for women officers
seem to have found a home in some pigeon hole and have not
been seen for a couple of months. The drafting of working
plans and their relationship to the original contract with
the architects firm was supposed to be researched somehow
by someone, someplace, but the effort seems to have fallen
through the cracks. The Police Department staff will follow-
up on this in June.
Nothing has been done on the air exchange system for the
firing range. Increasing grumbles of discontent are heard
in the Police Department because of this. The air exchange
system should be a part of the working plans for the down-
stairs renovations.
A proposal for a drunk driver control program was written
and submitted to the Federal Highway Safety Office. The
Proposal requests $30,000 annually for each of the next
three years. Preliminary approval has been received from
the local coordinator's office. If fully approved and
funded, the program will be fully implemented in October, 1976.
Motor vehicle operators stopped by selected Iowa City
Police Department Officers for observed violations after
3:00 p.m. and on through the hours of darkness are upon
indication of possible use of alcoholic beverages, requested
to take an alcometer test. Few refuse. Data compiled will
be used to indicate the extent of drinking drivers contacted
by the police in Iowa City and utilized for future program
development.
�0
DATC•: June 3, 1976
TO: Chief Harvey Miller
FROPA: Cassie Williamson
RE: Monthly Activity Summary
Below you will find a listing of neva cases opened and
investigated by the Iowa City Detective Bureau.
Forgery
4
Closed
1
Forged Prescriptions
3
Closed
1
Contributing to Del. of
Minor
2
Closed
2
B&E
5
Closed
I
Assault
4
Closed
4
Rape
4
Unconfirmed
1
ATL
1
Closed
I
Criminal Trespass
I
Closed
1
Attempted Assault
I
Defrauding Inn Keeper
1
Closed
1
Juvenile Problems
4
Closed
4
Quick Change Artist
1
Stolen Gun
1
Closed
1
Possession of Marijuana 1
Closed 1
C.B. Theft z
Theft 3
Harrassment 1
Threats 1
Closed 1
Bicycle Thefts 1
19
This Month This month
(Last Year)
0
This Year Last Year
to nohn
Dog romp la rots
---
LU JJn Ll'
(:fit Cnmplaintn
I
Impounding?L—
Record
•,
7
'K2
—
9 .
VnLmtary (Dogs)
Pick up (Dolts)
Owner (Cat:;)
Stray (Cats)
Disposals
)
-{ ��
7
3
1 .
Dogs Adopted
Dogs Reclaimed
Cats Adopted
Cats Reclaimed
SUI
o c
// q
y -
? Q
j
t
9 9 r,
0
r <P
i %
?
/ /
C/
P.T.S. Dogs
P.T.S. Cats
�
5
a i
Revenue (in dollars)
Adopt IonsSul
Impound Ing
S `</7, SO
i u -i. Sn
J
r 3' Q. 5Y!
Wickets Issued (dogs)
/
/^
)they Animals Picked Up
Raccoon
Opposum
Sats
Birds, Fowl
Wild, other
Skunk
Livestock
Other
n
/
r
%
O
^
1
n
n
/
•
i �w L
ag Bites
,t Bites
ibiesConfirmed
ad Animals Picked U
-)
o'
Q
99
/I
17"
1�
74
Alto
I
Tentative Agenda
Planning and Zoning Commission
Iowa City, Iowa
June 14, 1976 -- 7:30 p.m.
City Manager's Conference Room
A. Call to Order
B. Roll Call
C. Consideration of minutes of meeting held on June 3, 1976.
D. Zoning Item:
Z-7604. Reconsideration of an application submitted by Home Town
Dairies to rezone the north 84 feet of Lot 14, St. Matthias
StClements
Second
Addition located east of Prairie du Chien
CRoad, west ofom an R2 Zone to ale Zone.
Street and north of North DodgeStreet,
Date filed: 3/1/76. 45 -day limitation: waived.
E. Vacation Item:
V-7601. Vacation of east -west alley (new St. John's Alley) between
Prairie du Chien Road and St. Clements Street, north of North Dodge
Street. Date filed: 3/1/76.
NOTE: This item relates to Zoning Ite"i Z-7604 above.
F. Subdivision Items:
le
1 platlof aF60+tain acresubdiv
subdivision locatedabetweentold SandRoad
and the Iowa River, south of the Iowa City corporate limits.
Application submitted by Jean Fountain; Emil Trott, Attorney.
Date filed: 4/28/76. 45 -day limitation: waived. Referred to
Park and Recreation Commission and to Riverfront Commission.
2. 5-7611. Towncrest Addition, Part 4 - Tract C. Preliminary
plat of a Planned Area Development (PAD) locatedcation astsubo f Dover
Street and north of Parkview Avenue. Application
ted by
M H Enterprises; Tom Lyon, Attorney. Date filed: 5/5/76. 45 -day
limitation: 6/19/76.
3. 5-7614. Village Green, Part 6. Revised preliminary plat and
Planned Area Development, located east of Village
IGreeCityuDevelop-
and south of Americanlevard
Legion Road. Submitted by
., cas, Attorney. Date Filed: 5/27/76. 45 -day
ment CoEdward W. Lu
limitation: 7/11/76.
4. 5-7615. Village Green, Part 9, preliminary, located west of a
southern extension of Iowa R ad andpmenthCof VEdlLucasage TeAttorney.
sout
Part 2. Submitted by limitation: 7/12/76•
Date filed: 5/28/76. 45 -day
-2-
G. Discussion Items:
1. Z-7507. Consideration of a zoning change to accommodate Housing
for Elderly as a Special Use. Initiated by P&Z: 9/11/75.
2. P-7503. Revision of M1 and M2 Industrial Zones. Initiated by
P&Z.
3. Consideration of a building moratorium in northern sector of R3A
Study Area.
I1. Comprehensive Plan Item:
Tree Planting Plan and Ordinance. This item developed by the Staff
of the Advance Planning Division under the direction of Rick Geshwiler,
Senior Planr. lan
Coordinating Committeehe land an hhas ad bbeen een areferred pproved bback etoothathbody vP
by the -
Planning and Zoning Commission.
I. Other Business
J. Adjournment.
Regular meeting -- June 17, 1976 -- 7:30 p.m.
PLANNING AND ZONING COMMISSION
PENDING ITEMS
I. Scott Boulevard, East Addition, Part 1. Submitted by Bruce Glasgow. Date
filed: 4/2/76. 45 -day limitation: waived.
a. Z-7605. Rezone R1A to RIB.
b. S-7609. Preliminary plat for PAD.
c. A-7601. Annexation of 30' x 795' tract.
2. Consideration of an amendment to Chapter 9.51 of the City Code which
would allow modifications of LSRD to be made without resubmittal of the
plans for approval by the P$Z Commission and the City Council.
3. P-7317. Creation of University Zone (U).
4. S-7505. 111750 Rochester" -- Planned Area Development (PAD) submitted by
Plum Grove Acres, Inc. (vic. north of Rochester Avenue and east of a
northern extension of Seventh Avenue). Date filed: 4/21/75. 45 -day
limitation: waived.
5. P-7410. Creation of Mobile Home Court Zone (R-111).
6. C-7405. Objections to prohibited and non -conforming signs in Sign
Ordinance. Council referral: 1/10/75.
7. Establishment of a floodplain zoning ordinance for all of Iowa City.
8. Z-7426. Rezoning of tract, CH to C2, cast side of First Avenue north
of American Legion Road. Requested by John Lee and Harding Construction
Company. Date filed: 11/26/74.
9. S-7510. Large Scale Residential Development -- Preliminary and Final
Plats. Elderly Housing Project on northeast corner of Dubuque and Court
Streets. Submitted by Old Capitol Associates. Date filed: 7/2/75;
45 -day limitation: waived.
10. Request of status report concerning a program be established to define
and identify buildings and neighborhoods of historical or architectural
significance and possibility that provisions be incorporated into City
Code to preserve and protect these sites. Request made to City Council:
9/26/74.
11. Possibility of residential uses in CO Zone as a special use. Initiated
by P&Z.
S'r AF I: It E P01Y1'
Planning F: Zoning Commission
.June 17, 1976
SUBJECT:
S-7614. Village Green, Part 6,
Roviscd Preliminary Plat and
Planned Area Development Plan
Boulevard and south of American Legion Road. located
SubmittedibyfIowalCityGreen
Development Company; Edward W. Lucas, ,Attorney. Date filed: S/27/76_
45 -day limitation: 7/11/76.
EXISTING
CONDITIONS: The 7.08 acre tract of the
Planned Area Development it:
zoned RIB .Single Family
Residential. Adjacent areasarc characterized hY high quality single
family residences loCated west
along Village Green Boulevard. Undeveloped and vacant parcels of land
are found to the cast and south and across American Legion Road to the
north. Existing on the site are a farm house, barn, corncrib and
miscellaneous accessory farm structures. The ground slopes southwest at
a grade of approximately eight percent from a high elevation of 168 feet
(Iowa City datum) to a low elevation 132 feet in a distance of 450 feet.
STAFF
ANALYSIS: The subject PAD Plan submitted
by the Iowa City Development
Company represents a revision
Of tile area
development plan submitted by the applicant 1/29/76p(see mStaff Report,
Planning and Zoning Commission, 2/19/76). According to the revised PAD
plan, the existing farm house will remain in its present use, but the barn
Will be converted to a five-plex. The remaining structures including the
corncrib will be removed or demolished. The plan also proposes the
construction of 13 single family homes. A total of 19 units on 220;9S5 square
feet of land area (minus street area) results in a net density developucnt
Of 11.629 square feet per dwelling unit. The overall square feet per
dwelling unit is consistent with the average lot size in the existing
Village Green Additions and is well above the minimum land area per dwelling
0
unit ratio of 6,000 square feet per unit required in the RIB Zone.
The major constraint of the area development plan is elle proposal to
convert the existing barn to a five-plex. Although this proposal is
intriguing, it is the staff's feeling that the barn does not fit in with
i
the characteristics of surrounding development.
From a historic point of view, the barn represents a well preserved 19tH
century farm structure. From a planning standpoint, the barn, because
development Of its large amount of structural disharmony, clashes with the surrounding
lly and aestheicaly, thus
objectionable oinfluence th eupon athe livabilitytandlenjoymentcofatheretingnean
ighbor-
hood.
-2 -
In addition to the above, the following deficiencies are noted and should
be changed:
'file area development plan should be drawn to the scale of one (1)
inch to one hundred (100) feet.
2. The plan should include statements generally describing the proposed
development and setting forth an intended time schedule for the
completion of various phases.
3. 'file right-of-way width and pavement width of Village Green Road should
be 66 feet and 36 feet respectively unless varied by the Planning
and Zoning Commission.
Since portions of Village Green Road have been constructed at a 60'
right-of-way width and 28' (pavement width), it is recommended that
the above right-of-way and pavement width requirement be varied to
allow for continuation of the existing street design. This variance
has been granted for streets in similar subdivisions where said
street design has already begun.
4. It should be noted on the plan that all lots with a driveway on
Village Green Court should have six off-street parking spaces.
S. The plan should show the zoning classification of proposed land
uses.
6. A cross-section detail of the proposed parking and driveway should
be shown.
7. The heights of existing structures should be shown.
8. An inlet is not needed on the turn -around of Village Farm Court.
9. The plan should include a planting screen separating the apartment
development from adjacent single family residences.
10. The title should be changed to "Revised Plannod Area Development and
Preliminary Plat".
STAFF It is the Staff's recommendation
RECON51ENDATI0N: that approval of the subject
PAD plan be deferred tmtil
the area development plan has
been revised to incorporate the above discrepancies. It is further
recommended that the Planning and Zoning Commission consider the alter-
native of denying the plan on the basis that the conversion of the
existing barn to multifamily use would have an adverse effect upon the
neighborhood.
-3-
STAFF
COMMENT: The iatent of a PAD is to
encourage .developers to use
a more creative approach in
menld
for a living environment not possible throughethe ostriztoapplication1diofnJ
the Zoning and Subdivision Ordinance. In PAD's, buildings must be
designed to fit a particular parcel of land, its location, and the type if
development existing. A PAD should provide reasonable aesthetic satis-
faction and encourage maximum compatibility between t) -?Cs of housing in
order to produce a desirable and enjoyable living environment. A variety
Of housing choices is encouraged in the design of an area development, but
a harmony of architectural design is essential.
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s-4,4 9 0•..T iA
STAFF REPORT
Planning 5 Zoning Commission
June 17, 1976
SUBJECT: S-7615. Village Green, Part 9,
preliminary plat located west
of a southern extension of
Village Road and south of
Village Green, Part 2. Submitted by Iowa City Development Company;
Ed Lucas, Attorney. Date filed: 5/28/76. 45 -day limitation: 7/12/76.
STAFF
ANALYSIS:
with an approximate average lot size well
family as required in the RIB Zone.
The subject addition by the
Iowa City Development Company
subdivides a 7.31 acre tract
zoned RIB single family
residential into 16 lots
above the minimum lot area per
The Planning and Engineering Divisions have reviewed the subject plat.
Discrepancies with Chapter 9.50 of the Municipal Code were noted and the
following changes should be made:
1. The plat should be drawn to the scale of one (1) inch to one hundred
(100) feet.
2. Sidewalks on Dunuggan Court should be one (1) foot off property line
unless variance is granted by City Engineer.
3. Right-of-way width and pavement width of Village Green Road should be
66 feet and 36 feet respectively unless varied by the Planning and
Zoning Commission.
Since portions of Village Green Road have been constructed at 60'
(right-of-way width) and 28' (pavement width), it is advisable that
the above right-of-way and pavement width requirements be varied
to allow for continuation of the existing street design. This
variance has been granted for streets in similar subdivisions
where said street design has already begun.
4. Storm sewer in southwest corner should be carried to property lines
of subdivision along with easement.
S. Plat should show existing sewers as small dashed lines as in legend.
6. Sanitary sewer serving lots 153 and 1S4 should be moved out of back
yard to parking on north side of Dunuggan Court.
7. With a twenty-two (22) foot street, it should be noted on the plat
that all lots with driveways on Dunuggan Court shall have six off-
street parking spaces.
8. An inlet on the north side of Dunuggan Court at Village Road should
be indicated.
9. Should have 50' of straight road before curve coming off Village Road.
�J
-2-
0
Although the Subdivision Code requires that the intersection of
streets be between eighty (80) and one hundred (100) degrees at
the intersection, it is advisable that this angle of intersection
apply within at least 50 feet of the intersection.
STAFF It is the Staff's
RECOMMENDATION: recommendation that
consideration of the
subject plat be deferred
pending submittal of the information requested above.
MERCER
P^ P, K
M2
M
ME STIA
REQUEST
AREA
WIP
4 6QO 1 O 18QO
GRAPHIC SCALE : 1"= 660'
1A.
-.-.HUMBER: _.._.
S -7b 15
• • V.,
CITY OF IOWA CITY
DEPARTMENT OF PUBLIC WORKS
MEMORANDUM
DATE: June R. 1g7F
TO: Neal Berlin, City Manager
FROM: Richard J. Plastino, Director of Public Works
RE: Monthly Retort for t:he Month of May
ENGINEERING DIVISIOtt
The Washington Street Amenities Project is running very
close to schedule, but no deliveries have been made of
such products as the decorative brick, the benches and
street lights.
There has been no change in the Scott Blvd. Sanitary
Sewer. Bruce Glasgow has information on various alternatives
and to date, he has not responded.
As mentioned last month, the College/Dubuque Mall work has
been terminated and Bill Nowysz has been 'paid for his work,
through the date that wort: was suspended. As soon as it is
definite t}:at the project- will not proceed in anv fashion,
his contract will be cancelled.
There is no change in the Waste Water Facilities Study being
done by Veestra and Kimm Consulting Engineers.
,Jim Brachtel, the Traffic Engineer, is currently preparing
information to submit to the Iowa Department of Transportation
concerning traffic 'projections at the intersection of First
Avenue and Muscatine and on Muscatine Avenue.
Engineering has held a pre -construction meeting with the
Park Road Bridge contractor and it appears that construction
will begin some tim,, during the week of June 7th.
The West Park Lift Station plans and specifications are
complete; however, we are awaiting final information from
Iowa/Illinois Gas and Electric.
The Lime Sludge Study at the Water Plant is behind schedule
and the consultant has asked for an extension of time. It
is possible that EPA will delete the requirement to cease
dumping water treatment wastes in the Iowa River; therefore,
it Would b,nhoovc the City not to move too quickly on this,
anyway.
The Slurry Sea]. Contracts have been mailed to the contractor.
nage 2.
Monthly ReportIty
The mudjacking public hearing has been set for the 22nd
Of June. Specifications are about
Project. 30€ complete on this
The public hearing has been set on the FY 77 Landfill Project
for. June 29th. We are filling the latest excavation at a
rapid rate due to the expected increase in solid waste
generation during the summer months.
The code violation problems with the University Lake Apartments
have been resolved.
We have sent letters to the applicants for the vacant positions
Of Civil Engineer and Engineering Technician to inform them
that we are not filling the position until we see the outcome
to our appeal to the State on the budget lid. The response to
the building official position has been marginal and we plan
on readvertising.
TRAFFIC DIVISION
Tile Traffic Operations Division was called out on 29 defective
traffic signals and 6 street light outages. Two new street
name signs were installed and fifteen were replaced and 104
signs of otter types were replaced.
street Painting and marking has started. We are awaiting a
new shipment of paint this week.
"he 1)!v)sio- replaced a signal pole knocked down b
at the intecsecHon of Ilt.,y. j16 41, and 9218. Twoystreet
erist
i)
Light,; on P..rk Road were replaced. The street light at
ubuque and Iowa that had been removed for construction was
renlared.
Signal pole:_ and controller cabinets at five intersections
'-ere minted. A sign for the animal shelter was replaced.
Jim Brachtel and Tony Kushnir are continuing work on the
.!odel Traffic ordinance and it should be ready for review by
Council at the end of June.
The full lei's covers for the signals at Riverside Drive and
P.iver Street have been installed.
The signal timing on the Burlington Street signal system has
been reset .and traffic flow on Burlington Street has been
greatly enh+tncec(• More t.raffi.c counts are needed on Burlington
in ordt•r to allow setting of the controller so that it
peratcs on 60 second and 70 second cycles more of the time.
ent, it is Operating most of the day on an 80 second
page 3.
Monthly Repor *ay •
cycle.
REFUSE DIVISIOII
The Refuse Division picked up 1,006 tons
during the month. yahours of solid waste
per ton averaged 1.58.
Gordon Russell Excavating Company is building a new road at
the landfill across a completed fill area. The present
road into the excavation is too steep and disintegrates
and becomes impassable during wet weather. Ile will be
installing a fiberglass mesh fabric under the gravel of the
new road in order to keep mud from pumping into the gravel
and destroying the road.
Interviews were held with three (3) applicants for the
senior maintenance worker and Don Stoddard was selected,
effective June 16th. Darrel Kuenster resigned his permanent
Position. This means only one more permanent employee must
leave by attrition to get us down to the personnel allocated
in the FY 77 budget.
POLLUTION CONTROL DIVISION
The crews cleaned approximately 4,000 feet of sanitary sewer.
136 manhours were spent working on the lift stations. There
c --'ere five (5) sewer stoppages Of which three (3) were City
r('K nr_irls i.i) i 1 i ty.
"In crews mowed the MRC .Lagoon.
Pleasant Valley Nursery planted 20 evergreen trees
ki.11e3 by the drought last summer. that were
Three hconle have been hired as summer help.
`^he Dump motor at the Hawkeye Lift Station will have to be
removed and certain parts .installed.
CODE ENFORCEMENT
S5 building permits were issued; 7 mechanical permits, 30
Plumbing hermits and 72 electrical permits. Total permit
fees were $7,657, There are presently 540 active building
permits, 341 active plumbing permits, 444 active electrical.
nermits and 269 active mechanical permits.
STREET DIVISION
20
ere utility r-uts were Pat,;hed and 1,608 lineal feet of curb
"enlaced in preparation for hot- mi.x overlay and slurry
seal. 348 square feet of sidewalk were replaced and 157
manhours were spent mowing weeds. 117 of this total was
d,)nc at the airport.
page 4.
Monthly Report/I•'-
1 9
5 storm intakes were -leaned.
395 miles Of streets ;ocre swept. The Public Works Director -
and Eouipment Specialist toured the street sweeper factory
at FIginI Illinois prior to writing specifications for a
new street sweeper. 130th the mechancial type and vaccuum
type sweepers were viewed.
6 drop curbs were installed and 2 sections of storm sewer
, .,ere repaired on South Sycamore Street.
Crel•:s replaced approximately g0 square yards o
concreteP deteriorating
slab.
The major part Of the Street Divisions time in the next few
months will be spent working ahead of the slurry seal and
asphalt overlay contractors.
WATER DIVISION
There were no water main breaks during the month.
2,200 feet of new six inch (6") and eight inch (8") water
main was laid. Four (4) fire hydrants were installed and
one (i) c;as replaced.
134 outside-ead-rs ,.,ere installed. 43 new met-ers were set.
The stregt: hydrant painting program is continuing and the
c;ew i:; fini:;hed flushing the hydrants.
E!rDIPP1P:PJ'1' 01V.lS1ON
A.-f,roximately 375 work orders were completed. Two major bus
cor.rpleted and a bad engin
},us ,r;d ih re -built :;1>:rre engine e was removed from
installed. Two trans-
s;cns r:c rr rc--built anc3 two transmissions were installed. A
scare tranrmi�sion is being worked on. The front brakes were
T -enlaced on .,to l,us and brake cam bushings installed.
Seven 1'':s air conditioning systems were
stem serviced and re -charged.
rl13vern"r housings �•:,.:re re -built; one water pump was
rc-bu;1t; 18 fuel injectors were re -built; and one bus
starter was :e -built.
1'h i:ydraulic "ll"s on thy• John Deere compactor at tile lrrndfi_11.
%:e;c rc„air d.
The buc};et was brought to the shop to be
;t ainh+encd and i.;elc3ed. A new hood was -installed on the end
1p'd r ,u;d all l..inhts or. the loader were repaired. Two major
done on I-, uc}a and three major jobs done on
cars. A flyolhoel on a police car was replaced and the trans- resealed.
TO:
City of Iowa Cit!
MEMORANDUM
DATE: June 14, 1976,19 8
Mary, Bob, Pat, David, John and Max U Jul!
FROM: Carol
.,tSBIE STOLE
CITY CLERK
RE: Staff Analysis of UR Plan and Manager's Comments on Urban Renewal
STAFF ANALYSIS
The presumption in paragraph 2 of 81 on page 1 is
p
If the UR plan was a culmination of intensive work onmthe rpartdofncitizens,
consultants, staff and previous councils it does not appear to be good
Policy to amend the plan to conform to land uses set forth in a proposal
which violated the UR plan without some form of�analysis, discussion and
citizen ,— 'nvolvement. I would like to see some background material on why
a transition zone was formulated, discuss the current validity/non-validity
Of such a zone before deciding to do away with it. As described in the
UR plan it doesn't sound like such a bad idea and might relate directly
to this ambiguous term "character" that is being talked about so much
lately. It is certainly a major shift in emphasis and should not be dispensed
with too lightly.
i agree with review and discussion of items listed under #3, page 3. This
will take some time and we need some guidance from other than the staff and
each other on some of these. Also, I think we should take into consideration
the following MAJOR AREAS OF DISAGREEMENT WITHIN THE
PLAN ATID/OR OCA's PROPOSAL FOR REDEVELOPMENT COMMUNITY OVER THE UR
A. Hotel/Convention Center
1. Do we need one?
2• Do we want one?
3. Mostly hotel oriented or mostly convention oriented?
4. How large?
5. Who benefits?
6. Who suffers?
7• What are the financial benefits to the city in comparison to some
oto ther form of development in relation to what it may cost the city
have
i
B. How doesit4Jaffect sthe t"character" Oto traffi, fathe ndowntown?
g. Does the city have a responsibility to provide parking for a hotel?
B. City Parking Obligations
1. For whom --students, downtown employees, shoppers, business appointments,
Professional appointments, etc? Policies to control?
2. Kind of parking: lots, ramps, on street, peripheral, in close?
3. Cost.'
4. How can the need be determined to prevent overbuilding?
Page 2 • •
Development of Blocks 83 and 84
1. How can they be developed to maintain the integrity of the downtown with
respect to the "character" of the city?
a. Sold together?
b. Sold individually?
Housing
Is it possible to get more people living downtown? Where? Who? Kind of
housing? Cost?
Public Buildings
What is their relationship to a downtown area? Since we already own the
land is it reasonable to keep some of it for public buildings rather to
condemn and buy yet more private property? What are our needs? How pressing
are they?
Open Space
Is the city's responsibility with respect to amenities as far as we want
to go?
RESPONSE TO MANAGER's COMMENTS
Time.
A. Of course time is important. It was important in 1973 when OCA was
pressuring the council to accept their proposal, in 1974 when some of us wanted
to employ a person to come to town and help us resolve the conflict resulting
after the referendum, in 1975 when the pressure was on to adopt the 4th amendment
to the contract, and it is important now. But as Neal said to me earlier: "I'd
rather take a little more time and do it right this time." I hope this council
will do that. We have the opporunity to allay the fears of people --the fears
that beed conflict. Fear exists on all sides of this issue: the fear that
nothing will ever get done; the Fear the IC will become a mini -Chicago (or at
least a baby Cedar Rapids); the fear that shopping centers will take over; the
fear that the city is going broke; the fear that we are growing too fast to
maintain integrity and character; the fear that the city will lose "control";
the fear that neighborhoods will be disrupted because of commercial development
and so forth and so on. To the people that hold these fears they are valid.
To the people who think any of the above fears are nonsense the people holding
them are either troublemakers or money hungry. We are too busy questioning
people's intentions to be able to hear what they are saying and thus work to
allay the fears and move forward. EVERYBODY wants downtown developed. EVERYBODY
wants it to be economically sound. EVERYBODY wants it to be "nice". The only
problem is how do we get there?
Money.
Page 3 • •
A• My Preference would be to leave the term "maximize"
First of all, how do you know if you've ever reached "maximize"
cost in other terms to seek onlyout of our discussions.
that we will want to the greatest dollar return? It What does it
than simply choose some form of development that meets other objectives
housing P Y producing the greatest number of tax dollars Suite possible
returnprobaproblyTO seek development only on the basis ofmaximizing
elderly
City costs that arenincurred an direct effect on the "
the return we expect to character 9 tax dollar
seeking any he
have to of the city. Also,
for a reasonable return. NO one wants anythin be subtracted from
g shoddy. We are all looking
3• Character.
A. See #2 above.
B. From what I can gather there are two extremes in this town. One
must go all out and compete with everybody
says we should stay the sleepy little towweooncereere Of says we
at all feasible and Los Angeles while the other
of those two I believe the es.vast majorit course, neither is
think we should But how one defines Y of to are no place close to either
be keepinq it uppermost in our minds. Is very important and I
4. C°mmittment.
A• I think 98% of this town is
any of us has the tune committed to developing
isn't committed , energy, or responsibilityp 9 downtown and I don'
the compromise that rNeal ementioned andHowewhichvercImwhoiment tobe nmovee� cerforward comes wthe 2% iththin
Of us, no matter which side of the issue we
evaluating their �eartedly support. If those
necessary osition, and accepting may be on, can see people stepping
Y Commcommittment to 9 compromise then I think we can have the
parking ramps is now starting go forward. One side that was vehemently
other side hear that and believe talk about their likely Opposed to
Point on which the in turn start tlkinstence. Now can the
be removed Y have stood equally strong for v g about relaxing on a
for without �ttI have
so. My comnittment at this Pointintime isCan mtoocompromiseders
have nothing to commit myself to in the future.
MISCELLANEOUS COMMENTS RELATING TO THE MANAGER's C014MENTS:
Paragraph 3, page 3
I really regret having to
so anyway: THE PEOPLWHO sSUPPORay it TED THEet ILAWSUITI
talked to) ALSO SUPPORT URBAN RENEWAL, guess it appears necessary to do
GOING TO HAPPEN TO THEY DID (me, for example, and EVERYONE I
iscusTHEY PERCEIVED IT IOWA CITY UNDER OC THEY
PROPOSAL (see
LIKE WHAT THEY THOUGHT WAS
am ver BUT IT HAD NOTHING TO Do IJITH NOTeSUPPORTING°URBANFRENEWq�s
y tired of people confusing UR with OCA development an one thing that will lay the proper groundwork for t I
and move forward t is f Pmthe plans and if there is
and go from there. °r those of you who don't trust hmectontake tmegat together
r
Y word
1st full paragraph on page 4
Page 4 •
•
I don't know what constitues a MAJOR CHANGE. In my mind the proposal by the
staff is a major change. I do know that some of us would like to see some
changes made in the UR plan. The way these decisions are made determines whether
or not they become hot political issues.
EXTRA MISCELLANEOUS COMMENTS
A. I would like to see the UR plan remain as flexible as possible in order to
test the creativity and ingenuity of prospective developers. For ax rather
than say:. "A 6 -story turkey and chicken dwelling with a red roof has to be
built on the N 68z feet of block 73, no chicken wire permitted" I would prefer
to say "Here are the acceptable land uses, here are the criteria by which we will
judge proposals" and let developers take it from there.
IDEAS ON HOW PROPOSALS COULD BE EVALUATED:
1. Use made of the land --does it meet our objectives? --is in keeping with the
"character" of the city? --how does it benefit us?
2. Timetable for development, When will
completed? construction start? When will it be
3. Financial ability to carry out proposal. Penalties for non-performance.
4. Architectural review by the Design Review Committee.
Note: I don't think we should set a minimum number of parcels on which potential
developers have to bid. I think we should make it perfectly clear that bidders
would have the option of bidding on as many as they wanted to. I believe this to
be the most competive and therefore produce the greatest number of options from
which the council would choose. Using the above criteria (and any other that is
appropriate) should produce qualtiy development in the least amount of time
that is presently possible.
SUGGESTION ON STEPS TO BE TAKEN OVER THE SUMMER BY THE CITY ADMINISTRATION
AND LEFT BEHIND COUNCILMEMBERS IN ORDER FOR THE COUNCIL TO GET MOVING IN THE
FALL:
1. Hiring of an Urban Renewal Director--agood one= -and any other appropriate
staff. I don't want this business left to the Department of Community Development.
They are j
time. qualified for this kind of work and they are too biased at this point in
2. Develop or set up a process to resolve conflict, allay fears, produce changes
in the UR plan;
A. Citizen committee
B. Citizen and Council committee
Page 5
C. Charette (takes about 2-3 weeks to complete, costs about $2,500)
D. Any acceptable OTHER
3. Take various Councilmember's ideas and incorporate them into the UR plan in
order to create alternative for discussion and to,provide flexibility in the plan.
4. Investigate and line up people that can help the UR Director market the
property in a manner that will best encourage proposals that meet the objectives
set forth by tho�Council in the UR plan,
Ocuak—
P-S-
If I have gotten it done on time I am also enclosing a map:; in which I
make suggestions on the possible grouping of parcels for marketing.
C
Land
Acquisition
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ie o�zr
Prepared By:
Department of
Community Development
City -University Project
Project Number Iowa R=14
City of Iowa City, Iowa'
Legend
Block Number
Parcel Number
Rights -of -Way Vacated
Parcels To Be Acquired
Project Boundary
Not To Be Acquired
T
1 EXHIBIT R -213D1